AIR BRAKE QUESTIONS
COMPRESSOR GOVERNOR
1. Q. When steam is first turned on, what must it pass through before entering the compressor?
A. The compressor governor.
2. Q. What does Fig. 1 represent?
A. This shows a sectional view of the SF compressor governor in open position.
3. Q. What is the duty of the compressor governor?
A. To automatically regulate the main reservoir pressure by controlling the steam to the compressor.
4. Q. How are the regulating portions of the governor designated?
A. The one having two pipe connections and a light regulating spring is known as the excess pressure head; the other, with a single pipe connection and heavy regulating spring, as the maximum pressure head.
5. Q. When does the excess pressure head control the flow of steam to the compressor?
A. When the automatic brake valve is in any one of its first three positions; namely, release, running and holding positions.
6. Q. With the automatic brake valve in release, running or holding position, what pressure is in chamber "f" above the diaphragm? In chamber "d" below the diaphragm?
Fig. 1: The SF-4 Compressor Governor.
Connections: FVP, Feed Valve Pipe. ABV, Automatic Brake Valve. MR, Main Reservoir. B, From Boiler. P, To Air Pump.
A. Air, at feed valve pipe pressure, enters at the connection marked "FVP" and flows to chamber "f" above the diaphragm; this pressure acts in conjunction with the regulating spring 27 in creating the total pressure on the diaphragm. Air at main reservoir pressure flows through the automatic brake valve to the connection marked "ABV" to chamber "d" under the diaphragm.
7. Q. At what pressure is the regulating spring in the excess pressure head adjusted?
A. Usually twenty pounds.
8. Q. With the spring adjusted at twenty pounds, what will be the total pressure on the upper side of the diaphragm?
A. Twenty pounds, plus the pressure in the feed valve pipe.
9. Q. With the feed valve adjusted at seventy pounds, and the regulating spring at twenty pounds, what pressure will be had in the main reservoir when the governor stops the compressor?
A. Ninety pounds.
10. Q. Explain the operation of the governor in controlling the compressor when a main reservoir pressure of ninety pounds is reached.
A. When the main reservoir pressure in chamber "d" slightly exceeds the pressure on top of the diaphragm it will move upward, carrying the pin valve with it. The air in chamber "d" passes by the unseated pin valve through port "b" into chamber "b" above the governor piston, forcing it downward, seating the steam valve 5, thus shutting off the steam to the compressor.
11. Q. How long will the governor remain in this position?
A. Until the main reservoir pressure falls below ninety pounds, when the combined spring and air pressure in chamber "f" will force the diaphragm 28 down, seating the pin valve. This shuts off the supply of air from chamber "d", and the air confined in chamber "b" will escape to the atmosphere through the vent port "c". The pressure now being removed from above the governor piston, the spring 9 aided by the steam pressure under the valve 5, will force the piston upward, unseating the steam valve 5, allowing steam to pass through the governor to the compressor.
12. Q. When the steam valve is seated, is steam entirely shut off from the compressor?
A. No; there is a small port drilled through the valve; its purpose is to maintain a circulation in the steam pipe and keep the compressor working slowly; thereby preventing condensation when the steam valve is closed.
13. Q. With the automatic brake valve in release, running, or holding position, does the maximum pressure head operate?
A. No; as during this time the main reservoir pressure is not sufficiently high to actuate its diaphragm.
14. Q. Where does the air come from that operates the maximum pressure head?
A. From the main reservoir direct. (See Fig. 1.)
15. Q. When does the maximum pressure head control the compressor?
A. When the automatic brake valve is in either lap, service or emergency position, also when the main reservoir cut-out cock is closed.
16. Q. How is the pressure created on top of the diaphragm in the maximum pressure head?
A. By the regulating spring 19.
17. Q. What is the adjustment of this spring?
A. Spring 19 is adjusted to the maximum pressure desired in the main reservoir usually 130 pounds.
18. Q. Explain the operation of the governor when the main reservoir pressure exceeds the tension of the regulating spring 19.
A. When the pressure in chamber "a" exceeds the tension of the regulating spring 19, the diaphragm 20 is forced upward, unseating the pin valve, allowing air to flow from chamber "a" to chamber "b" above the governor piston, forcing it down, shutting off steam and stopping the compressor.
19. Q. How long will the governor remain in this position?
A. Until the main reservoir pressure in chamber "a" under the diaphragm becomes slightly less than the adjustment of the regulating spring 19, when the diaphragm 20 will move down, seating the pin valve, shutting off the flow of air from chamber "a" to chamber "b". The air entrapped above the governor piston will escape to the atmosphere through the relief port "c"; this will allow the governor piston to raise, unseating the steam valve 5, again allowing steam to pass through the governor to the compressor.
20. Q. Is the maximum pressure head cut out in any position of the automatic brake valve?
A. No; as the air that operates this head comes direct from the main reservoir, therefore is not controlled by the brake valve.
21. Q. Is the excess pressure head cut out in any position of the brake valve?
A. Yes; as the air that operates this head comes through the automatic brake valve, and when the handle is moved beyond holding position, the port in the rotary valve seat, through which the air flows to chamber "d" is closed, thereby cutting out this head, leaving the compressor under the control of the maximum pressure head.
22. Q. What is the object of the duplex or double head governor?
A. By use of the duplex governor the main reservoir pressure may be controlled at two different predetermined pressures; as when running along the excess or low pressure head controls the compressor, at the low pressure—usually ninety pounds—this being sufficient to keep the brakes released and fully charged; whereas, in lap position, as following a brake application, the maximum or high pressure head controls the compressor at the maximum pressure used—generally 130 pounds—this for a prompt release and quick recharge of the brakes. From this it will be seen that the compressor has to work against the high pressure only during the time the brake is applied.
23. Q. In what position should the automatic brake valve handle be placed when adjusting the excess pressure head? The maximum pressure head?
A. Running position for the excess pressure head; lap position for the maximum pressure head.
24. Q. If, with the automatic brake valve handle in running position, the brake pipe and main reservoir do not stand twenty pounds apart, where would you look for the trouble?
A. Would first learn if the maximum pressure head was properly adjusted, and if it were, would then look for the trouble in the adjustment of the regulating spring in the excess pressure head.
25. Q. What should be done?
A. The regulating spring should be properly adjusted.
26. Q. How should the adjustment of the regulating spring in either pressure head be made?
A. By removing the cap nut 25 or 17 and screwing the regulating nut 26 or 18 up or down as may be required.
DEFECTS OF THE GOVERNOR
27. Q. What would be the effect if one or both of the pin valves leaked?
A. Would cause a delay in opening of the steam valve after the pin valve had seated; and if air leaks by faster than it can escape through the relief port "c", pressure will accumulate in chamber "b" and force the governor piston downward, so as to partially or wholly close the steam valve 5.
28. Q. How can you tell if the pin valves leak?
A. Leakage past the pin valve in the maximum pressure head will cause a constant blow at the relief port in all positions of the brake valve; leakage past the pin valve in the excess pressure head will cause a blow in the first three positions of the brake valve only.
29. Q. What would be the effect if the relief port "c" stopped up?
A. The compressor will not start promptly after the pin valve seats.
30. Q. What would be the effect if the drain port "W" were stopped up?
A. Steam leaking into the chamber under the governor piston will form a pressure and prevent the piston being forced downward to close the steam valve; the compressor will therefore continue to work until the main reservoir pressure is about equal to boiler pressure.
31. Q. If the pipe leading from the feed valve pipe to the excess pressure head of the governor breaks, what effect will it have on the compressor?
A. The compressor will stop when the main reservoir pressure reaches about forty-five pounds.
32. Q. If the pipe breaks, what should be done?
A. Plug the end toward the feed valve and put a blind gasket in the pipe leading from the automatic brake valve to the governor, at the connection marked ABV.
33. Q. If the pipe leading from the automatic brake valve to the governor breaks, what should be done?
A. Plug the pipe toward the brake valve; the compressor will now be controlled by the maximum pressure head.
34. Q. If the pipe leading from the main reservoir to the maximum head of the governor breaks, what should be done?
A. Plug the main reservoir end of the pipe. The excess pressure head will now control the compressor in the first three positions of the automatic brake valve handle, but will have no control after the handle is moved as far as lap position.
PARASITE GOVERNOR
35. Q. What is the purpose of the parasite governor, and where is this governor located?
A. This governor is located in the pipe connection between the main reservoir and parasite reservoir, and its purpose is to control the flow of air from the main to the parasite reservoir.
36. Q. What is the purpose of the parasite reservoir?
A. It is here that air is stored for use in all air operated devices on the locomotive, except the brake.
37. Q. Explain the operation of the parasite governor.
A. The operation of this governor is much the same as the compressor governor, and differs only in that the supply valve is open when it is in its lower position.
38. Q. At what pressure is the regulating spring adjusted?
A. About fifteen pounds.
39. Q. What pressure is required in the main reservoir before air is admitted to the parasite reservoir?
A. At least fifteen pounds above that in the brake pipe.
40. Q. What pressure is obtained in the parasite reservoir?
A. The same as that in the main reservoir, when the main reservoir pressure is fifteen pounds greater than that in the brake pipe.
41. Q. What will prevent the charging of the parasite reservoir, and what should be done?
A. This may be caused by the feed valve being improperly adjusted, sticking in open position or leakage of main reservoir air past the valve to the feed valve pipe and governor top.
WESTINGHOUSE 9½ OR 11-INCH COMPRESSOR
42. Q. What is the duty of the air compressor?
A. To furnish the compressed air used in the operation of the brakes, and all other air operated appliances on both locomotive and cars.
43. Q. Explain the operation of the steam end of the compressor.
A. When steam is turned on at the boiler it flows through the steam pipe and governor, entering the compressor at the steam enlet, then through the steam passage "a" to the reversing valve chamber "C" also to the main valve chamber "A" between the differential pistons 77 and 79. The area of the piston at the right being greater than the one at the left, the main valve is moved to the right, (See Fig. 2) admitting steam to port "b" which leads to the lower end of the steam cylinder; steam is now free to flow under the main piston, forcing it upward. When the piston has almost completed its upward stroke, the reversing plate 69 on top of the piston 65 engages a shoulder on the reversing rod 71, moving the rod and reversing valve 72 upward (See Fig. 3). The upward movement of the reversing valve closes the ports "f" and "h" and opens port "g"; thus permitting steam to enter the chamber at the right of the large piston 77, balancing the pressure on this piston, and the pressure acting on the right side of the small piston 79—the chamber at the left being open to the exhaust—will force the main valve to the left.
Fig. 2: Diagrammatic View, Up Stroke.
When the main valve moves to the left, steam is admitted through port "c" to the upper end of the cylinder on top of the piston 65, forcing it downward. At the same time the lower end of the cylinder is connected through exhaust cavity "b" of the main valve to the exhaust port "d", allowing the steam below the piston to escape to the atmosphere.
44. Q. When the piston has about completed its downward stroke, what takes place?
A. The reversing plate 69 engages the button "k" on the end of the reversing rod 71 pulling the rod and the reversing valve down. This movement of the reversing valve closes port "g" and the cavity in the face of the valve connects ports "f" and "h", which allows the steam in chamber "D" at the right of the large differential piston to escape to the exhaust, thus allowing the main valve to move to the right, exhausting the steam from the top end of the cylinder, and at the same time admitting steam to the lower end, causing an upward stroke of the piston.
45. Q. Explain the operation of the air end of the compressor.
A. The movement of the steam piston 65 is imparted to the air piston 66 by means of the piston rod. When the air piston moves up, a partial vacuum is formed below it, and air from the atmosphere will enter through passage "F" thence through passage "n" to the under side of receiving valve 86b (see Fig. 2), lifting this valve from its seat, and will fill the cylinder with air at about atmosphere pressure.
Fig. 3: Diagrammatic View, Down Stroke.
In the meantime the air above the piston, being compressed, will hold the upper receiving valve 86a to its seat, and when the pressure is slightly greater than that in the main reservoir, this pressure acting under the upper discharge valve 86c, will lift this valve from its seat and now the air will be free to flow through passage "G" to the main reservoir connection. On the down stroke the action is similar, air is taken in through the upper receiving valve 86a, while the air below the piston is being compressed and forced past the lower discharge valve 86d, to the main reservoir. (See Fig. 3.)
46. Q. What lift should the air valves have?
A. All valves should have a lift of three thirty-second of an inch.
47. Q. At what speed should the compressor be run to obtain the best results?
A. At 100 to 120 single strokes per minute.
48. Q. What kind of oil should be used in the air end of the compressor and on the swab?
A. Valve oil.
49. Q. How often should the air end of the compressor be oiled?
A. No fixed rule can be given as so much depends on the condition of the compressor, as well as the amount of work required; but in any case it should be used sparingly.
CROSS-COMPOUND COMPRESSOR
50. Q. What do Figures 4 and 5 represent?
A. These are diagramatic views of a cross-compound compressor.
51. Q. Why is this called a cross-compound compressor?
Fig. 4: Diagram of 8½" Cross-Compound Compressor.
High Pressure Steam (Low Pressure Air) Piston on Its Upward Stroke
A. Because both steam and air are compounded, that is, the steam is used the second time before it is exhausted to the atmosphere, while the air is compressed the second time before it is delivered to the main reservoir.
52. Q. How many cylinders have the cross-compound compressor?
A. Four; two steam cylinders and two air cylinders.
53. Q. What is the diameter of the different cylinders?
A. The high pressure steam cylinder is 8½ inches; the low pressure steam cylinder 14½ inches; the low pressure air cylinder 14½ inches; high pressure air cylinder 9 inches.
54. Q. Explain the valve gear of this compressor.
A. The valve gear is the same as that of the 9½ or 11 inch compressor, only that a piston valve is used to distribute the steam instead of a slide valve.
55. Q. Where does the steam come from that is used in the high pressure steam cylinder?
A. Direct from the boiler.
56. Q. Where does the steam come from that is used in the low pressure steam cylinder?
A. The steam after doing work in the high pressure steam cylinder is exhausted into the low pressure steam cylinder, where it becomes the working pressure of this cylinder.
57. Q. Explain the operation of this compressor.
A. When steam is first turned on, it enters the compressor at the steam inlet (see Fig. 4) and flows through passage "a" into the reversing valve chamber "C" and on to chambers "b" and "y" against the inner faces of the differential pistons, causing the main valve to move to the right. In this position of the main valve, port "g" is open to chamber "b", thus admitting live steam to the lower end of the high pressure steam cylinder, causing an upward movement of the piston 7. When the piston 7 has nearly completed its up stroke, the reversing plate 18, which is attached to the top of this piston, comes in contact with a shoulder on the reversing rod 21, forcing it upward, carrying with it the reversing valve 22, the movement of which closes port "m", at the same time opens port "n", filling chamber "D" with live steam from chamber "C" and passage "a". This balances the pressure on the two sides of the large piston of the differential pistons, and the pressure acting against the inner side of the small piston causes the main valve to move to the left (see Fig. 5). The main valve moving to the left closes port "g" to the live steam and at the same time connects this port with port "f" leading to the lower end of the low pressure steam cylinder, causing an up stroke of the low pressure steam piston 8. In the meantime port "c", which leads to the upper end of the high pressure steam cylinder, is open to chamber "y", allowing live steam to flow down on top of the high pressure steam piston 7, forcing it downward. As the high pressure steam piston about completes its downward stroke, the reversing plate 18 engages the button on the lower end of the reversing rod 21, pulling the rod and reversing valve 22 down, closing port "n" and at the same time connecting port "m" and "l" through the exhaust cavity "q", thus allowing the steam in chamber "D" to escape to the exhaust. The pressure being removed from the outer face of the large differential piston, the main valve will again move to the right, opening port "g", admitting live steam beneath the piston 7, and at the same time connecting the upper end of the high pressure steam cylinder through port "c", chamber "h" and port "d" to the upper end of the low pressure steam cylinder, causing a downward movement of the low pressure steam piston; the steam below this piston will now be free to escape to the exhaust through port "f", chamber "i" and port "e". Thus it will be seen that the steam used in the high pressure steam cylinder is live steam from the boiler, while the steam used in the low pressure steam cylinder is the exhaust steam from the high pressure steam cylinder.
58. Q. Explain the operation of the air end of the compressor.
A. As the low pressure air piston 9 moves up, a partial vacuum is created beneath it and air from the atmosphere enters the air inlet and passage "r" past the lower receiving valve 38 and fills the lower end of the cylinder with air at about atmospheric pressure (see Fig. 4). In the meantime the air above the piston being compressed will hold the upper receiving valve 37 to its seat, thus preventing a back-flow of air to the atmosphere; at the same time the upper intermediate discharge valves 39 are forced from their seats, allowing the air from the low pressure air cylinder to flow through passage "u" to the high pressure air cylinder, the piston of which is now moving downward. The air beneath the high pressure air piston 10 being compressed will hold the lower intermediate discharge valves 40 to their seats, thus preventing the air in the high pressure air cylinder flowing back to the low pressure air cylinder. When the pressure in the high pressure air cylinder becomes slightly greater than the main reservoir pressure, the final discharge valve 42 will be forced from its seat and the air beneath the piston allowed to flow to the main reservoir through passage "w". On the opposite strokes of these pistons air is compressed in a similar manner, but the opposite air valves are used.
Fig. 5: Diagram of 8½" Cross-Compound Compressor.
The High Pressure Steam (Low Pressure Air) Piston on Its Downward Stroke
59. Q. How many valves are there in the air end of the compressor?
A. Ten; two upper and two lower receiving valves; two upper and two lower intermediate discharge valves; one upper and one lower final discharge valves.
60. Q. Are the air valves all the same size?
A. No; the receiving and final discharge valves are the same size and of the size used in the 11-inch compressor, while the intermediate valves are the same as used in the 9½-inch compressor. The receiving and final discharge valves are two inches in diameter, while the intermediate valves are one and one-half inches.
61. Q. What lift is given the different air valves?
A. All valves have 3/32-inch lift.
DEFECTS OF THE COMPRESSOR
62. Q. What are some of the common causes for the compressor stopping?
A. Lack of lubrication; bent, worn or broken reversing rod; loose or worn reversing plate; nuts on air end of piston rod coming off; defective compressor governor; and, in addition with the cross-compound compressor, final discharge valve broken or stuck open, or packing rings in main valve pistons breaking and catching in the steam ports.
63. Q. What will cause the piston to make an uneven stroke?
A. This may be caused by a broken or stuck open air valve, or air valves not having proper lift. Where the piston short strokes, it is generally caused by over-lubrication of the steam end.
64. Q. What are some of the common causes for the compressor running hot?
A. The overheating of the compressor may be due to any one of the following causes: Running at high speed; working against high pressure; packing rings in air piston badly worn; air cylinder worn; defective air valves; air passages or air discharge pipe partially stopped up; leaky piston rod packing; lack of lubrication.
65. Q. What will cause the compressor to run slow?
A. This may be caused by leaky air piston packing rings; final discharge valves leaking, or air passages partially stopped up. A defective governor may also cause the compressor to run slow.
66. Q. What will cause the compressor to run very fast and heat, and not compress any air?
A. This may be caused by the strainer becoming clogged with ice or dirt, preventing air entering the cylinder.
67. Q. If, when steam is first turned on, the piston makes a stroke up and stops, where would you look for the trouble?
A. The shoulder on the reversing rod may be worn; the opening in the reversing plate too large to engage the shoulder on the reversing rod; loose reversing plate studs preventing the piston traveling far enough to reverse the compressor, or the main valve stuck in its position at the right.
68. Q. If the piston makes a stroke up and a stroke down and stops, where is the trouble?
A. This may be caused by a loose reversing plate, or the button on the lower end of the reversing rod worn or broken off, or the nuts off the piston rod in the air end, or the main valve stuck in its position at the left.
69. Q. What will cause the piston to make a quick up stroke?
A. This may be caused by a broken or stuck open upper receiving or lower discharge valve.
70. Q. What will cause the piston to make a quick down stroke?
A. Lower receiving or upper discharge valve broken or stuck open.
71. Q. If a receiving valve breaks or sticks open, how may it be located?
A. The air will flow back to the atmosphere as the piston moves toward the defective valve and may be detected by holding the hand over the strainer.
72. Q. If a receiving valve in a cross-compound compressor breaks, what may be done?
A. Remove the broken valve, blocking the opening made by its removal, and as there are two upper and two lower receiving valves the compressor will now take air through the other valve.
73. Q. If an intermediate discharge valve breaks or sticks open, how may it be located?
A. No air will be taken in to that end of the compressor as the piston moves from the defective valve, and may be located by holding the hand over the strainer.
74. Q. If an intermediate discharge valve breaks, what may be done?
A. Remove the broken valve, blocking the opening made by its removal, and as there are two upper and two lower intermediate discharge valves the air will now pass from the low pressure cylinder to the high pressure cylinder through the other valve.
75. Q. If a final discharge valve breaks, what effect will it have on the compressor?
A. Will cause the compressor to stop when the main reservoir pressure is in excess of forty pounds.
76. Q. How would you test for a defective final discharge valve?
A. To test for this defect, bleed the main reservoir pressure below forty pounds, and if the compressor starts it indicates a defective discharge valve.
77. Q. If a final discharge valve breaks, what may be done?
A. As the receiving valves and final discharge valves are the same size, the defective valve may be replaced by one of the receiving valves, blocking the opening made by the removal of the receiving valve.
78. Q. Where piston rod packing is blowing bad, what may be done to stop it?
A. This generally indicates lack of lubrication, and by cleaning and oiling the swab the trouble may be overcome. However, there are times when leakage by the packing is so great that the oil is blown off the swab as fast as it is applied, therefore is of no value in lubricating the parts. Where this condition exists, a little hard grease wrapped up in an old flag and tied around the piston rod will ensure its being lubricated.
79. Q. If the compressor stops, how can you tell if the governor is responsible for the trouble?
A. By opening the drain cock in the steam passage between the governor and the compressor; if steam flows freely, the trouble is in the compressor; if not, it is in the governor.
80. Q. How may a compressor often be started when it stops?
A. By closing the steam throttle for a few seconds, then opening it quickly; if this does not start it, try tapping the main valve chamber. This will usually overcome the trouble where the compressor stops on account of lack of lubrication.
81. Q. What will cause a compressor to short-stroke or dance?
A. Too much oil in the steam end; bent reversing rod; or low steam pressure, as when the governor has almost shut off the steam.
ENGINEER'S BRAKE VALVE
82. Q. Name the different positions of the G-6 and H-6 brake valves.
A. Release, running, lap, service, and emergency position, with the G-6; release, running, holding, lap, service, and emergency positions, with the H-6.
83. Q. What is the purpose of release position?
A. To provide a large and direct opening from the main reservoir to the brake pipe, for the free flow of air, when charging and recharging the brakes.
84. Q. What pressure will be had in the brake pipe if the brake valve be left in release position?
85. Q. Can the locomotive brake be released by the automatic brake valve in release position, when using the H-6 valve?
A. No; as the port in the automatic brake valve to which the distributing valve release pipe is attached is blanked in this position of the valve.
86. Q. What is the purpose of running position, and when should it be used?
A. This is the proper position for the brake valve when the brakes are charged and not in use, also when it is desired to release the locomotive brake with this valve. In this position the brake pipe pressure is maintained at a predetermined amount by the feed valve, as all air that now enters the brake pipe must pass through the feed valve.
87. Q. What is the purpose of holding position?
A. To hold the locomotive brake applied while recharging the brakes. The charging of the brake pipe and equalizing reservoir is the same in holding as in running position.
88. Q. What is the purpose of lap position?
A. To hold both the locomotive and train brakes applied after an automatic application.
89. Q. What is the purpose of service position?
A. This position of the brake valve enables the engineer to make a gradual reduction of brake pipe pressure, thus causing a service application of the brakes.
90. Q. What is the purpose of emergency position?
A. In this position of the brake valve, the brake pipe is connected directly with the atmosphere through the large ports in the valve, causing a sudden reduction of brake pipe pressure, this in turn causing the distributing valve on the engine and all operating triple valves on cars in the train to move to emergency position, thus insuring a quick and full application of the brake.
91. Q. How should the brake valve be handled when making an emergency application of the brake?
A. The valve should be placed in full emergency position and left there until the train stops, even though the danger may have disappeared.
DEFECTS OF THE BRAKE VALVE
92. Q. What will cause a constant blow at the brake pipe exhaust port, and what may be done to overcome it?
A. This indicates that the brake pipe exhaust valve is being held off its seat, due no doubt to dirt; tapping the side of the valve will sometimes stop the blow; if not, close the brake pipe cut-out cock and make a heavy service reduction; next, place the brake valve handle in release position. This will cause a strong blow at the exhaust port, which will invariably remove the trouble.
93. Q. If the pipe connecting the brake valve with the equalizing reservoir breaks, can both locomotive and train brakes be operated with the automatic brake valve?
A. Yes; by placing a blind gasket in the pipe connection at the brake valve and plugging the brake pipe exhaust port. To apply the brake, move the handle carefully toward emergency position, making a gradual reduction of brake pipe pressure through the direct exhaust ports of the brake valve; when the desired reduction is made, the handle should be moved gradually back to lap position.
94. Q. What would be the effect if the handle were moved to lap quickly?
A. Would cause the release of the brakes on the head end of the train.
95. Q. What will cause air to blow at the brake pipe exhaust port when the handle is moved to lap position?
A. This is caused by a leak from the equalizing reservoir or its connections, which reduces the pressure in chamber "D" above the equalizing piston, allowing brake pipe pressure under the piston to force it up, unseating the brake pipe exhaust valve, permitting brake pipe air to flow to the atmosphere.
96. Q. What is the purpose of the equalizing reservoir?
A. The purpose of the equalizing reservoir is to furnish a larger volume of air above the equalizing piston than is found in chamber "D", thus to enable the engineer to make a graduated reduction of the pressure above the equalizing piston.
97. Q. What defect will cause the brake pipe and main reservoir pressure to equalize when the handle is in running position?
A. This may be caused by leakage past the rotary valve, defective body gasket, or leakage by the feed valve or its case gasket. To determine which part is at fault, close the cut-out cock under the brake valve and move the handle to service position, exhausting all air from chamber "D" and the brake pipe; return the handle to lap position. Leakage of air past the rotary valve is generally into the brake pipe port which allows the air to come in under the equalizing piston, thus forcing it upward, unseating the brake pipe exhaust valve, allowing this air to escape to the atmosphere at the brake pipe exhaust port. Leakage past the body gasket allows air to enter chamber "D", above the equalizing piston, holding it in its lower position, keeping the brake pipe exhaust port closed, thereby preventing the escape of this air to the atmosphere. Since the capacity of the equalizing reservoir and chamber "D" is small, such a leak will cause the black hand to quickly move up to the position of the red hand. To determine if the leakage be in the feed valve or its gasket, recharge the brake pipe to some pressure below the adjustment of the feed valve, then place the handle in lap position. If the black hand on the air gauge remains stationary, it is fair to assume that the trouble is in the feed valve or its gasket, as in this position of the brake valve the feed valve is cut out.
98. Q. With the engine alone, the brake pipe pressure will equalize with that in the main reservoir, while when coupled to a train the pressure will remain at that for which the feed valve is adjusted; where is the trouble?
A. This is caused by light leakage of main reservoir air into the brake pipe, and may come past the rotary valve, body gasket, or feed valve, and with the lone engine is sufficient to raise the brake pipe pressure to that in the main reservoir; while, when coupled to a train, the brake pipe leakage of which is greater than this amount, this leakage will not be noticed.
THE FEED VALVE AND ITS DEFECTS
99. Q. What do Figures 6 and 7 represent?
A. These are diagrams of the B-6 feed valve in both open and closed positions.
100. Q. Name the different parts of the feed valve.
A. The valve consists of the following parts: 2, valve body; 3, pipe bracket; 5, cap nut; 6, piston spring; 7, piston spring tip; 8, supply valve piston; 9, supply valve; 10, supply valve spring; 11, regulating valve cap nut; 12, regulating valve; 13, regulating valve spring; 14, diaphragm; 15, diaphragm ring; 16, diaphragm spindle; 17, regulating spring; 18, spring box; 19 and 20, stop rings; 21, clamping screw; 22, hand wheel.
101. Q. Explain the operation of the feed valve.
A. The feed valve consists of two portions, the supply and regulating portions. The supply portion consists of a slide valve 9 and a piston 8 (see Fig. 6). The supply valve 9 opens and closes communication between the main reservoir and the feed valve pipe and is moved by the piston 8 which is operated by main reservoir air entering through passage "a" on one side or by the pressure of the spring 6 on the other side. The regulating portion consists of a brass diaphragm 14, on one side of which is the diaphragm spindle 16, held against the diaphragm by the regulating spring 17, and on the other side a regulating valve 12, held against the diaphragm or its seat, as the case may be, by the spring 13. Chamber "L" at the left of the diaphragm is open to the feed valve pipe through the passage "e" and "d". The feed valve is adjusted by turning the hand wheel 22 in or out, thus increasing or decreasing the pressure exerted by the spring on the diaphragm. The same results are obtained in turning the hand wheel 22 as when turning the adjusting screw in the older types of feed valves.
Fig 6: Diagram of B-6 Feed Valve, Closed.
Connections: MR, Main Reservoir Pipe; FVP, Feed Valve Pipe.
Air from the main reservoir flowing through passage "a" into chamber "B" will force the piston 8 to the left against the tension of the spring 6; the piston in moving will take with it the supply valve 9, opening the supply port in the valve to port "c" in its seat as shown in Fig. 7. Main reservoir air will now be free to flow through passage "a", chamber "B", port "c" and passage "d" to the feed valve pipe. Air coming through port "c" also flows through passage "e" to chamber "L" at the left of the diaphragm 14, and this pressure tends toward forcing the diaphragm to the right; but the diaphragm being supported by the regulating spring 17, will remain in its position at the left, holding the regulating valve 12 off its seat, until the pressure in chamber "L" exceeds the tension of the regulating spring 17. Air, therefore, continues to flow from the main reservoir through a, B, c, d and e to the feed valve pipe and chamber "L", increasing the pressure, until the pressure on the diaphragm 14 overcomes the tension of the regulating spring 17, when the diaphragm will move to the right, allowing the spring 13 to force the regulating valve 12 to its seat, closing port "K". Chambers "G" and "H" are then no longer open to chamber "L" and the feed valve pipe, and these chambers being small, the pressure raises quickly to main reservoir pressure due to the leakage of air past the supply piston 8, which forms but a loose fit in its bushing. When the pressure in chamber "G" becomes nearly equal to that in chamber "B", the piston spring "6" forces the piston 8 and its slide valve 9 to closed position, which prevents further flow of air from the main reservoir to the feed valve pipe (see Fig. 6). The feed valve will remain in closed position until the pressure in chamber "L" is slightly reduced so that the pressure on the diaphragm 14 is no longer able to withstand the pressure of the regulating spring 17, which then forces the diaphragm to the left, lifting the regulating valve 12 from its seat and again opening port "K" to chamber "L", thus dropping the pressure at the left of piston 8 below that of the main reservoir acting on the opposite side of the piston.
Fig. 7: Diagram of B-6 Feed Valve, Open.
Main reservoir pressure then forces the supply piston and valve over into open position, as shown in Fig. 7, and allows a further flow of air through port "c" to the feed valve pipe to again raise its pressure to the adjustment of the feed valve, when the valve will again close.
102. Q. What is the duty of the feed valve?
A. To control and maintain a constant pressure in the brake pipe when the brake valve is in running or holding position.
103. Q. What defect in the feed valve will cause the brake pipe pressure to equalize with that in the main reservoir?
A. This may be caused by a defective feed valve case gasket, permitting main reservoir air to leak into the feed valve pipe, or leakage past the supply valve, or the regulating valve held from its seat, or the supply valve piston too tight a fit in its cylinder.
104. Q. If the brake pipe charges too slowly when nearing the maximum pressure, where is the trouble?
A. This may be caused by a loose-fitting supply valve piston 8, or the port past the regulating valve 12 partly stopped up.
105. Q. How should the feed valve be tested?
A. With the brakes released, and charged to the adjustment of the feed valve, create a brake pipe leak of from seven to ten pounds and note the black hand on the brake pipe gauge. The fluctuation of this hand will indicate the opening and closing of the feed valve, which should not permit a variation of over two pounds in brake pipe pressure; if it does, it indicates a dirty condition of the valve, and should be cleaned.
106. Q. If the main reservoir pipe connection to the feed valve breaks, what should be done?
A. This will cause a loss of main reservoir air, and both ends of the pipe must be plugged. As no air now comes to the feed valve to charge the brake pipe in running or holding position of the brake valve, the handle must be carried in release position.
107. Q. What must be done if the pipe between the feed valve and automatic brake valve breaks?
A. Slack off on the regulating nut of the feed valve until all tension is removed from the regulating spring and plug the pipe toward the brake valve. To charge the brake pipe, the brake valve handle must be carried in release position.
108. Q. If the feed valve becomes defective so that it will not control brake pipe pressure, what may be done?
A. As the reducing valve used for the independent brake, and the feed valve are practically the same, they may be changed one for the other, the reducing valve taking the place of the feed valve.
INDEPENDENT BRAKE VALVE
109. Q. Name the different positions of the independent brake valve used with the E-T equipment.
A. Release, running, lap, slow-application position, quick-application position.
110. Q. What is the purpose of release position?
A. To release the locomotive brake when the automatic brake valve is in other than running position.
111. Q. What is the purpose of running position?
A. This is the proper position for the brake valve when not in use, and to release the locomotive brake when the automatic brake valve is in running position.
112. Q. What is the purpose of lap position?
A. To hold the locomotive brake applied after an independent application.
113. Q. What is the purpose of slow-application position?
A. This position may be used when it is desired to make a light or gradual application of the brake, as in stretching or bunching the slack of a train.
114. Q. What is the purpose of quick-application position?
A. To apply the locomotive brake quickly, as in short switching.
115. Q. What brake cylinder pressure is usually developed with this brake?
A. About forty-five pounds.
DEAD ENGINE FEATURE
116. Q. What is the dead engine device?
A. The dead engine device is a pipe connection between the main reservoir and the brake pipe. In this pipe is found a combined strainer and check valve with a choke fitting and cut-out cock, which when open forms a connection between the brake pipe and the main reservoir.
117. Q. What is the purpose of this device?
A. To provide a means of charging the main reservoir of an engine whose compressor is inoperative.
118. Q. What is the object of charging a main reservoir of an engine with a disabled compressor?
A. As the air used in the locomotive brake cylinders comes from the main reservoir, for the brakes to be operated on this engine it is necessary that its main reservoir be charged.
119. Q. With a 70-pound brake pipe pressure, what pressure should be had in the main reservoir when using this device?
A. About fifty pounds.
120. Q. When the dead engine feature is being used, in what position should the automatic and independent brake valves be carried?
A. Running position.
121. Q. What should be the position of the brake pipe cut-out cock below the brake valve?
A. It should be closed.
DISTRIBUTING VALVE
122. Q. What is the duty of the distributing valve?
A. To admit air from the main reservoir to the locomotive brake cylinders when applying the brake, to automatically maintain the brake cylinder pressure against leakage, to develop the proper brake cylinder pressure regardless of piston travel and to exhaust the air from the brake cylinders when releasing the brake.
123. Q. To what is the distributing valve attached?
A. To the distributing valve reservoir.
124. Q. How many chambers has the distributing valve reservoir?
A. Two; pressure chamber and application chamber.
Fig. 8: Release, Automatic or Independent.
Connections: MR, Main Reservoir Pipe; IV, Distributing Valve Release Pipe; II, Application Cylinder Pipe; CYLS, Brake Cylinder Pipe; BP, Brake Pipe.
125. Q. Name the different pipe connections to the distributing valve reservoir.
A. Referring to Fig. 8, the connection marked "MR" is the main reservoir supply pipe; "II", application cylinder pipe; "IV", distributing valve release pipe; "BP", brake pipe; "CYLS", brake cylinder pipe.
126. Q. To what do these different pipes connect?
A. The main reservoir supply pipe connects the distributing valve with the main reservoir pipe. The application cylinder pipe connects the application cylinder of the distributing valve with the independent and automatic brake valves. The distributing valve release pipe connects the application cylinder exhaust port in the distributing valve with the independent brake valve, and through it, when in running position, to the automatic brake valve. The brake cylinder pipe connects the distributing valve with the different brake cylinders on the locomotive. The brake pipe branch pipe connects the distributing valve with the brake pipe.
127. Q. Explain the operation of the distributing valve when making an automatic service application of the brake.
A. When the brakes are fully charged, the brake pipe and pressure chamber pressures are equal, and when a gradual reduction of brake pipe pressure is made it will be felt in chamber "p" at the right of the equalizing piston 26, creating a difference in pressure on the two sides of the piston, causing it to move to the right. The first movement of the piston closes the feed groove "v", also moves the graduating valve 28, uncovering the service port "z" in the equalizing slide valve 31; this movement of the piston also causes the shoulder on the end of its stem to engage the equalizing slide valve, and the continued movement of the piston moves the valve to service position, in which port "z" connects with port "h" in the seat of the valve, as shown in Fig. 9. As the equalizing slide valve chamber is at all times connected to the pressure chamber, air can now flow from this chamber to both the application cylinder and chamber through ports "z" and "h", cavity "n" and port "w" until the pressure on the left or pressure chamber side of the equalizing piston 26 becomes slightly less than that in the brake pipe, when the piston and graduating valve will move to the left until the shoulder on the piston stem strikes the slide valve; this movement of the graduating valve closes the service port "z", thus closing the communication between the pressure chamber and application chamber and cylinder, also closing port "l" which leads to the safety valve. The distributing valve is now said to be in service lap position. (See Fig. 10.)
128. Q. Upon what does the pressure in the application chamber and cylinder depend when making a service application of the brake?
A. On the amount of brake pipe reduction; and as the relative volume of the pressure chamber and application cylinder and chamber is practically the same as that of an auxiliary reservoir and brake cylinder, it will be understood that one pound from the pressure chamber will make two and one-half pounds in the application chamber and cylinder; in other words, with the pressure chamber charged to seventy pounds and no pressure in the application chamber and cylinder, if they were connected and the pressure allowed to equalize it would do so at about fifty pounds; that is, twenty pounds from the pressure chamber will make fifty pounds in the application chamber and cylinder.
Fig. 9: Automatic Service.
129. Q. How is the application piston 10 affected by the air pressure in the application cylinder "g"?
A. Pressure forming in this cylinder will force the piston to the right; the piston in moving will carry with it the exhaust valve 16, closing the exhaust ports "e" and "d", at the same time moving the application valve 5, opening the supply port "b", allowing main reservoir air from chamber "a" to flow through ports "b" and "C" to the connection marked "CYLS", and on to the different brake cylinders of the locomotive until the pressure in the brake cylinders and at the right of the application piston becomes slightly greater than that in chamber "g" when the application piston and valve will move back to lap position as shown in Figures 9 and 10.
130. Q. With the application valve in lap position, if there be brake cylinder leakage, will the locomotive brake leak off?
A. No; any drop in brake cylinder pressure will be felt in chamber "b" at the right of the application piston 10, causing a difference in pressure on the two sides of the piston, thus allowing the pressure in the application cylinder to move the application piston and valve to the right, again opening the supply port "b" allowing a further flow of main reservoir air from chamber "a" to the brake cylinders until the pressure is again slightly greater than that in the application cylinder "g", when the application piston and valve will move back to lap position. Thus in this way air will be supplied to the brake cylinders of the locomotive, holding the brake applied regardless of leakage.
131. Q. What effect will piston travel have on the pressure developed in the brake cylinders?
A. None; as the pressure in the brake cylinders is entirely dependent on the pressure in the application cylinder, which is not affected by piston travel.
132. Q. Explain the movement of the parts in the distributing valve when the automatic brake valve is moved to release position, after an automatic application of the brake.
A. In release position of the brake valve, air from the main reservoir flows direct to the brake pipe, causing a rise of pressure which is felt in chamber "p" on the right or brake pipe side of the equalizing piston 26; this increase of pressure will cause the piston to move toward the left, carrying the graduating valve 28 and slide valve 31 to release position.
Fig. 10: Service Lap.
This allows the air from the application chamber and cylinder to flow to the distributing valve release pipe "IV" and on through the independent brake valve to the automatic brake valve, where the port to which this pipe leads is blanked by the automatic rotary valve, thus preventing the air from leaving the application chamber and cylinder, holding the locomotive brake applied while the train brakes are being released. The movement of the parts, and the results obtained are the same where the release is made in holding position.
133. Q. Explain the movement of the parts in the distributing valve when the brake valve is moved to running position after having first been moved to release or holding position, following a brake application.
A. In this position of the brake valve the port to which the distributing valve release pipe is connected is open to the exhaust, thus allowing the air to escape from the application chamber and cylinder. The reduction of pressure in chamber "g", will allow the brake cylinder pressure in chamber "b" to force the application piston and its valves to release position, thus allowing the brake cylinder air to escape to the atmosphere, through the exhaust ports "e" and "d". (See Fig. 8.)
134. Q. Explain how an independent release of the locomotive brake is obtained after an automatic application has been made.
A. If the brakes have been applied throughout the train, by means of the automatic brake valve, and it is desired to release the locomotive brakes without releasing the train brakes, the handle of the independent brake valve is placed in release position. In this position of the independent brake valve, the application cylinder in the distributing valve is connected through the application cylinder pipe to the direct exhaust port of the independent brake valve; thus exhausting the air from the application cylinder, causing a release of the locomotive brake. This independent release of the locomotive brake does not cause the equalizing piston and its slide valve in the distributing valve to change their position.
135. Q. Explain what takes place when an automatic emergency application is made.
A. Any sudden reduction of brake pipe pressure is felt on the brake pipe side of the equalizing piston 26 and will cause it and the slide valve 31 to move to the extreme right, compressing the graduating spring 60. (See Fig. 11.) In this position pressure chamber air can flow to the application cylinder only as the application chamber is now cut off. This will cause a quick rise of pressure in the application cylinder, forcing the application piston and its valves to full application position, admitting main reservoir air to the brake cylinders and applying the brake. In emergency position of the automatic brake valve there is a small port in the rotary valve, called the blow-down timing port, through which main reservoir air is free to flow to the application cylinder "g" through the application cylinder pipe "II", causing a rise of pressure equal to the adjustment of the safety valve.
136. Q. At what pressure is the safety valve adjusted?
A. At sixty-eight pounds.
137. Q. What is the purpose of the quick action cap, and where is it located?
A. Its purpose is to assist the brake valve in venting brake pipe air when an emergency application of the brake is made, and is located on the brake pipe side of the distributing valve in place of the plain cap. (See Figs. 8 and 11.)
138. Q. Explain the operation of the quick action cap.
Fig. 11: Emergency Position of No. 6 Distributing Valve with Quick-Action Cap.
A. In an emergency application, the equalizing piston 26 moves to the extreme right, the knob on the piston strikes the graduating stem 59, causing it to compress the graduating spring 46, and move the slide valve 48 to the right, opening port "j".
Fig. 12: Independent Application.
Brake pipe pressure in chamber "p" flows to chamber "X", pushes down check valve 53, and passes to the brake cylinders through port "m" in the cap and distributing valve body. When the brake cylinders and brake pipe pressures equalize, check valve 53 is forced to its seat by spring 54, thus preventing air in the brake cylinders from flowing back into the brake pipe. When a release of the brake occurs and piston 26 is moved back to its normal position, spring 46 forces graduating stem 59 and slide valve 48 back to release position.
139. Q. Explain the operation of the distributing valve when making an independent application of the brake.
A. When the independent brake valve handle is moved to application position, air is admitted from the reducing valve pipe through the application cylinder pipe to the application chamber and cylinder. Pressure forming in the application cylinder will move the application piston 10 to the right, carrying with it the exhaust valve 16 and the application valve 5, closing the exhaust port and opening the supply port, admitting main reservoir air from chamber "a" to the brake cylinders (see Fig. 12) until the pressure in the brake cylinders and chamber "b" slightly exceeds that in chamber "g", when the application piston 10 and valve 5 will move back to lap position. By moving the brake valve handle to either release or running position, the air is exhausted from the application cylinder and chamber, thus reducing the pressure in chamber "g", allowing the pressure in chamber "b" to force the piston to the left, carrying with it the exhaust valve 16, opening the exhaust ports "e" and "d", allowing the air from the brake cylinders to escape to the atmosphere, thus releasing the brake.
DISTRIBUTING VALVE DEFECTS
140. Q. If the locomotive brake released with the automatic brake valve in lap position, where would you look for the trouble?
A. Would look for a leak in the application cylinder pipe or in the application cylinder cap gasket.
141. Q. If the brake remained applied in lap position, but released in release or holding position, where would you look for the trouble?
A. Would look for a leak in the distributing valve release pipe.
142. Q. If the distributing valve release pipe and application cylinder pipe were crossed, what would be the effect?
A. A brake application made by the automatic brake valve cannot be released by the independent brake valve.
143. Q. If the safety valve leaks, what will be the effect?
A. This may prevent the brake applying, and in an independent application if the brake does apply, it will release when the brake valve is returned to lap position.
BROKEN PIPES
144. Q. If the main reservoir supply pipe to the distributing valve breaks, what should be done?
A. Plug the pipe toward the main reservoir. The locomotive brake is lost, but if the distributing valve is equipped with a quick action cap, when an emergency application is made, the air coming from the brake pipe, through the quick action cap, will apply the locomotive brake.
145. Q. If the application cylinder pipe breaks, what effect will it have on the locomotive brake?
A. The locomotive brake cannot be applied with either automatic or independent brake valve. By plugging the pipe toward the distributing valve the automatic brake will be restored.
146. Q. If the distributing valve release pipe breaks, what will be the effect?
A. The holding feature of the brake will be lost; that is, the locomotive brake will release when the automatic brake valve is moved to either release or holding position, the same as with the old G-6 equipment.
147. Q. If the release pipe is broken and not plugged, can the independent brake be applied?
A. Yes, by placing the brake valve handle in quick-application position the brake will apply, but there will be a waste of air through the broken pipe, and the brake will release when the brake valve is returned to lap position.
148. Q. If the brake cylinder pipe breaks, can the locomotive brake be applied?
A. This depends on where the pipe breaks; if between the cut-out cock and any one of the brake cylinders, close the cut-out cock to that cylinder, and the other cylinders may be used. But if the pipe breaks at the distributing valve, the locomotive brake will be lost.
149. Q. If the brake pipe connection to the distributing valve breaks, what should be done?
A. Plug the end from the brake pipe; the locomotive brake must now be released by placing the independent valve in release position.
150. Q. If the brake pipe connection to the distributing valve breaks and is plugged, can the locomotive brake be operated?
A. The independent brake may be applied and released in the usual manner, but the automatic brake will be lost for service braking.
TYPE K TRIPLE VALVE
151. Q. On what is this type of triple valve designed to operate?
A. On freight equipment cars only.
152. Q. Explain the operation of the "K" triple valve.
Fig. 13: Full Release and Charging Position.
A. When air is admitted to the brake pipe it is free to enter the triple at "a" (see Fig. 13) and flow through the passage "e" to chamber "f", thence through port "g" to chamber "h" in front of the triple valve piston 4. Pressure forming in chamber "h" will force the piston to the left until its packing ring uncovers the feed groove "i" in the bushing, thus creating a communication between chamber "h" and the slide valve chamber. Brake pipe air will now be free to flow past the piston to the slide valve chamber and out at "R" to the auxiliary reservoir. Air will continue to feed through the groove "i" until the auxiliary reservoir and brake pipe pressures are equal, and it is then we say that the brake is fully charged. Brake pipe air entering chamber "a" will lift the check valve 15, and charge chamber "Y" to brake pipe pressure. When a gradual reduction of brake pipe pressure is made, as in a service application of the brakes, the pressure being reduced in chamber "h", auxiliary reservoir pressure will move the piston 4 toward service position. (See Fig. 14.) The first movement of the piston closes the feed groove "i", thus closing communication between the auxiliary reservoir and the brake pipe, preventing a back-flow of air from the auxiliary to the brake pipe, and at the same time moving the graduating valve 7, opening the service port "Z" in the slide valve. The continued movement of the piston will move the slide valve until the service port "Z" registers with the brake cylinder port "r" in the valve seat, thus creating a communication between the auxiliary reservoir and the brake cylinder. Air will now flow from the auxiliary to the brake cylinder until the pressure on the auxiliary side of the piston 4 becomes slightly less than in the brake pipe, when the piston and the graduating valve 7 will move back just far enough to close the service port "Z", thus closing communication between the auxiliary reservoir and the brake cylinder. At the same time, the first movement of the graduating valve connects the two ports "o" and "q" in the slide valve through the cavity "v" in the graduating valve, and the movement of the slide valve brings port "o" to register with port "y" in the slide valve seat, and port "q" with port "t". This permits the air in chamber "Y" to flow through port "y", "o", "v", "q", and "t", thence around the emergency piston 8, which fits loosely in its cylinder, to chamber "X" and the brake cylinder. When the pressure in chamber "Y" has reduced below the brake pipe pressure remaining in chamber "a", the check valve 15 is raised and allows brake pipe air to flow past the check valve and through the ports above mentioned to the brake cylinder.
Fig. 14: Quick Service Position.
The size of these ports are so proportioned that the flow of air from the brake pipe to the top of the emergency piston 8, is not sufficient to force the latter downward and thus cause an emergency application, but at the same time takes enough air from the brake pipe to cause a local reduction of brake pipe pressure at that point, thus assisting the brake valve in increasing the rapidity with which the brake pipe reduction travels through the train. The triple valve is now said to be in "Quick Service" position. (See Fig. 14.)
153. Q. Will the triple valve move to quick service position whenever a gradual reduction brake pipe reduction is made?
A. No; with short trains, the brake pipe volume being comparatively small, will reduce more rapidly for a certain reduction at the brake valve than with a long train. Therefore, with a short train, the brake pipe pressure reducing more quickly, the triple piston and its valves will move to "full service" position, as shown in Fig. 15. In this position the quick service port "y" is closed, so that no air flows from the brake pipe to the brake cylinder. Thus, when the brake pipe reduction is sufficiently rapid, there is no need for this quick service reduction, and the triple valve automatically cuts out this feature of the valve when not required.
154. Q. How long will the auxiliary reservoir air continue to flow to the brake cylinder?
A. Air will continue to flow to the brake cylinder until the pressure on the auxiliary side of the triple piston becomes slightly less than that on the brake pipe side, when the piston 4 and the graduating valve 7 will move to the left until the shoulder on the piston stem strikes the slide valve. (See Fig. 16.) This movement has caused the graduating valve to close the service port "Z", thus cutting off any further flow of air from the auxiliary to the brake cylinder and also port "o", thus preventing any further flow of air from the brake pipe to the brake cylinder. The triple valve is now said to be in lap position.
155. Q. How is the triple valve affected by a further reduction of brake pipe pressure?
Fig. 15: Full Service Position.
A. A further reduction of brake pipe pressure will cause the triple piston 4 and the graduating valve 7 to again move to the right, opening ports "Z" and "o", allowing a further flow of brake pipe and auxiliary air to the brake cylinder. This may be continued until the auxiliary reservoir and brake cylinder pressures become equal, after which any further reduction of brake pipe pressure is only a waste of air. With seventy pounds brake pipe pressure, and eight-inch piston travel, a twenty-pound reduction will cause equalization at about fifty pounds.
Fig. 16: Lap Position.
156. Q. Explain the operation of the triple valve in the release of the brake.
A. To release the brakes and recharge the auxiliary reservoirs, air is admitted through the brake valve to the brake pipe. This increase of pressure on the brake pipe side of the triple valve piston 4 above that on the other side causes the piston and slide valve to move back to release position, which permits the air in the brake cylinder to flow to the atmosphere, through the exhaust port of the triple, thus releasing the brake. At the same time, air from the brake pipe flows through the feed groove "i" around the triple piston to the auxiliary reservoir, which is thus recharged. Now the "K" triple valve has two release positions: Full Release and Retarded Release. To which of these two positions the parts will move when the brakes are released, depends upon how the brake pipe pressure is increased. It is generally understood that those cars toward the head end of the train, receiving the air first, will have their brake pipe pressure raised more rapidly than those in the rear; thus the friction of the brake pipe causes the pressure to build up more rapidly in the chamber "h" of the triple valve toward the front end of the train than in those in the rear. As soon as the pressure is enough greater than the auxiliary reservoir pressure to overcome the friction of the piston, graduating valve and slide valve, all three are moved toward the left until the piston stem strikes the retarding stem 31, which is held in position by the retarding spring 33. Where the rate of increase of brake pipe pressure is slow, it will be impossible to raise the pressure in chamber "h" sufficiently to overcome the tension of the retarding spring 33, and the triple valve will remain in full release position, as shown in Fig. 13. Brake cylinder air will now be free to exhaust through port "r", large cavity "n" in the slide valve and port "p" leading to the atmosphere. If, however, the triple valve is near the head end of the train, and the brake pipe pressure builds up more rapidly than the auxiliary can recharge, an excess of pressure will be obtained in chamber "h" over that in the auxiliary reservoir, and will cause the piston 4 to compress the retarding spring 33, and move the triple valve parts to retarded release position as shown in Fig. 17.
157. Q. What effect has retarded release position of the triple valve on the release of the brakes?
A. In this position of the triple valve, cavity "n" in the slide valve connects port "r" leading to the brake cylinder, with port "p" to the atmosphere, and the brake will release; but as the small "tail port" extension of cavity "n" is over exhaust port "p", the discharge of air from the brake cylinder is quite slow.
Fig. 17: Retarded Release and Charging Position.
158. Q. What is the object of delaying the exhaust of the brake cylinder air?
A. In this way, the brakes on the front end of the train require a longer time to release than those on the rear. This feature is called retarded release, and although the triple valves near the locomotive commence to release before those in the rear, yet the exhaust of air from the brake cylinder is sufficiently slow to hold back the release of the brakes at the front end of the train long enough to insure a uniform release of the brakes on the train as a whole. This permits of releasing the brakes on very long trains at low speeds without danger of damaging train.
Fig. 18: Emergency Position.
159. Q. What other desirable feature is found in this position of the triple valve?
A. In this position, the back of the piston is in contact with the end of the slide valve bush, and, as these two surfaces are ground to an accurate fit, the piston makes a tight "seal" on the end of the bush except at one point, where a feed groove is cut in the piston to allow air to pass around the end of the slide valve bush into chamber "R" and the auxiliary reservoir. This feed groove is much smaller than the feed groove "i" in the piston bush, so that when the triple valve piston is in Retarded Release position the recharge of the auxiliary reservoir takes place much more slowly than when it is in Full Release position, thus permitting a greater volume and pressure of air to flow toward the rear of the train.
160. Q. Explain the operation of the triple valve in emergency position.
A. When any sudden reduction of brake pipe pressure is made below that in the auxiliary reservoir, it will be felt in chamber "h" in front of piston 4 and cause this piston to move to the extreme right, as shown in Fig. 18. This movement of the parts will open port "t" in the slide valve seat and allow air from the auxiliary reservoir to flow to the top of the emergency piston 8, forcing the latter downward and opening emergency valve 10. The unseating of the emergency valve allows the air in chamber "Y" to escape to the brake cylinder, thus permitting brake pipe pressure in chamber "a" to lift the check valve 15 and flow to the brake cylinder through chambers "Y" and "X", until brake cylinder and brake pipe pressure nearly equalize, when the check valve is forced to its seat by the check valve spring 12, preventing the air in the cylinder from escaping back into the brake pipe again. The emergency valve and piston will now return to their normal position. At the same time port "s" in the slide valve registers with port "r" in the slide valve seat, and allows air from the auxiliary reservoir to flow to the brake cylinder. This sudden discharge of brake pipe air into the brake cylinder has the effect on the next triple valve, which in turn vents brake pipe air that affects the following triple valve and so on throughout the train.
NEW YORK AIR BRAKE
AIR COMPRESSOR
161. Q. What do Figures 19 and 20 represent?
A. These are cross-sectional views of the New York compressor.
162. Q. Of what does the valve gear of this compressor consist?
A. Of two main valves, actuated by tappet rods which enter into the hollow piston rods, and are moved by tappet plates, which are fastened to the steam piston heads.
163. Q. How is the admission and exhaust of steam controlled?
A. The valve under the cylinder at the right controls the flow of steam to and from the cylinder at the left; while the valve under the cylinder at the left controls the flow of steam to and from the cylinder at the right.
164. Q. Explain the operation of the steam end of the compressor.
Fig. 19: Low Pressure Piston Moving Upward. High Pressure Piston at Rest.
A. Assuming both pistons are at the bottom of their cylinders, when the compressor throttle is opened, live steam will flow to both steam chests "B" (see Fig. 19), and through port "o" to the under side of the piston "T" and through port "g" to the upper side of piston "H". The steam under piston "T" will force it upward, and when it very nearly completes its stroke, the tappet plate "Q" will engage the button on the end of the tappet rod "P", moving the main valve "C" to its upper position. In this position the exhaust cavity "r" in the main valve connects port "g" with the exhaust port "X", thus allowing steam above the piston "H" to escape to the exhaust, at the same time steam is admitted through port "s" to the under side of piston "H", forcing it upward. As this piston very nearly completes its stroke, the tappet plate "L" (see Fig. 20) engages the button on the tappet rod "P", moving the main valve "A" to its upper position. Exhaust cavity "r" now connects port "o", which leads to the lower end of the cylinder at the right, with the exhaust port "X", thus allowing the steam under piston "T" to escape to the exhaust, at the same time steam is admitted through port "V" to the upper end of the cylinder at the right, on top of piston "T", forcing it downward; as it very nearly completes its stroke, the tappet plate "Q" engages the shoulder on the tappet rod "P", moving the main valve "C" to its lower position. The exhaust cavity "r" in the valve now connects port "s" with the exhaust port "X", allowing steam below piston "H" to escape to the exhaust, and at the same time steam is admitted to the top of this piston, forcing it down, thus completing a cycle of the compressor.
165. Q. Explain the operation of the air end of the compressor.
A. As the piston in the low pressure cylinder "D" moves up (see Fig. 19), a partial vacuum is formed below it, and air flowing through the strainer passes downward through the air passage, then past the lower receiving valve "W" into the lower end of the cylinder, filling it with air at about atmospheric pressure. In the meantime the air that is being compressed above the piston holds the receiving valve "U" to its seat, and lifts the upper intermediate discharge valve "K" from its seat, allowing the air to pass from the low to the high pressure cylinder "F". The high pressure piston now moving up causes a partial vacuum to be formed below it, and air from the atmosphere flows past the lower receiving valve "N", filling this end of the cylinder with air at about atmospheric pressure. The air above the piston being compressed, holds the upper intermediate valve "K" and receiving valve "J" to their seats and lifts the upper final discharge valve "M", allowing the air to pass to the main reservoir. The action is the same on the down stroke, only air is compressed in the opposite end of the cylinders and the opposite air valves are used.
166. Q. What should be the lift of the different air valves?
A. In the No. 1 and No. 2 compressors all valves should have 1/16-inch lift; in the No. 5 and No. 6 all valves should have 3/16-inch lift.
167. Q. If a receiving valve to the low pressure air cylinder breaks or sticks open, what effect will it have on the compressor, and how may it be located?
A. No air will be compressed in the low pressure cylinder, as the piston moves toward the defective valve, and may be located by noting the movement of the low pressure piston, as it will be much quicker toward the defective valve than the opposite stroke. Air will blow back to the atmosphere as the piston moves toward the defective valve, and may be detected by holding the hand over the strainer.
168. Q. If an intermediate discharge valve breaks or sticks open, what effect will it have on the compressor, and how may it be located?
A. If an intermediate discharge valve breaks or sticks open, no air will be compressed by that end of the compressor where is located the defective valve, as the air will simply flow back and forth from the high to the low pressure cylinders; no air will be taken in from the atmosphere through the strainer as the pistons move from the defective valve.
169. Q. If a final discharge valve breaks, what effect will it have on the compressor?
A. Main reservoir air will be free to return to the high pressure cylinder as the high pressure piston moves from the defective valve; therefore, no air will be taken in through the receiving valve of the high pressure air cylinder at the end where is located the defective valve. The low pressure piston will make a slow stroke toward the defective valve and a normal stroke from it; while the high pressure piston will make a slow stroke toward the defective valve and a quick stroke from it. Defective air valves may generally be located by noting the temperature of the valve chamber in which they are located.
170. Q. What will cause the compressor to run hot?
A. Running the compressor too fast; working against high pressure; air piston packing rings leaking; air cylinder worn; air passages or discharge pipe partially stopped up; air valves leaking; air valves stuck shut; or lack of lubrication.
171. Q. How should the air end of the compressor be oiled, and what grade of oil used?
Fig. 20: High Pressure Piston Moving Upward. Low Pressure Piston at Rest.
A. Oil should be used sparingly in the low pressure cylinder, but more is required in the high pressure cylinder, owing to higher temperature. A good quality of valve oil should be used.
172. Q. How is the steam end of the compressor affected by the use of too much oil?
A. This may cause the compressor to short stroke, and where the piston type of valve is used, may cause the compressor to stop.
L-T EQUIPMENT
AUTOMATIC CONTROL VALVE
173. Q. What is the duty of the control valve?
A. To admit air from the main reservoir to the locomotive brake cylinders when applying the brakes; to automatically maintain the brake cylinder pressure against leakage; to develop the proper brake cylinder pressure regardless of piston travel; and to exhaust the air from the brake cylinders when releasing the brake, in all automatic applications of the brake.
174. Q. Explain the operation of the control valve when making an automatic service application of the brake.
A. Air enters the control valve at the connection marked "BP" (Fig. 21), which leads to chamber "F" above the piston 3, forcing it down, uncovering the feed groove "G" in the bushing, allowing air to feed past the piston into the slide valve chamber, and then through port "H" to the auxiliary reservoir. The air will feed through in this manner until the auxiliary reservoir and brake pipe pressure equalize. When a gradual reduction of brake pipe pressure is made, it will be felt in chamber "F", above piston 3, creating a difference in pressure on the two sides of the piston, which will cause it to move upward.
Fig. 21: Automatic Control Valve. Full Release.
The first movement of the piston closes the feed groove "G", also moves the graduating valve 10, uncovering the service port "J" in the slide valve 4, and the continued movement of the piston moves the slide valve to service position, in which the service port "J" connects with port "E" in the valve seat. (See Fig. 22.) As the slide valve chamber and auxiliary reservoir are connected at all times, air can now flow from the auxiliary to the control cylinder "D" and control reservoir, through ports "H", "J" and "E", until the pressure on the lower or auxiliary side of piston 3 becomes slightly less than that in chamber "F" or brake pipe side, when the piston and graduating valve will move down until the shoulder on the piston strikes the slide valve; this movement of the graduating valve closes the service port "J", thus closing the communication between the auxiliary and control cylinder and reservoir, also closing port "W", which leads to the safety valve. (See Fig. 23.)
175. Q. How is piston 2 affected by the air pressure in the control cylinder "D"?
A. Pressure forming in this cylinder will force the piston downward. The piston in moving down will carry the exhaust valve 7 with it, closing the exhaust port "N" and moves the preliminary admission valve "1A" from its seat against the tension of spring 8, allowing the pressure in chamber "O" to pass to the brake cylinders, thus creating a balancing effect on valve 1, which allows it to be opened against main reservoir pressure, thus allowing main reservoir air to flow from chamber "A" to chamber "B" and the brake cylinders on the locomotive (see Fig. 22) until the pressure in the brake cylinders and chamber "B", below piston 2, becomes slightly greater than that in the control cylinder "D" when the piston will move up just far enough to allow the valves "1" and "1A" to be seated, or to lap position. (See Fig. 23.)
Fig. 22: Automatic Control Valve. Service Position.
176. Q. With the control valve now in lap position, will the brake release on account of brake cylinder leakage?
A. Any drop in brake cylinder pressure will be felt in chamber "B" below the piston 2, causing a difference in pressure on the two sides of the piston, allowing the pressure in the control cylinder "D" to move the piston 2 down, unseating the admission valves, allowing a further flow of main reservoir air from chamber "A" to chamber "B" and the brake cylinders until the pressure is again slightly greater than that in the control cylinder "D", when the piston 2 will again move up, allowing the admission valves to close. Thus in this way air will be supplied to the brake cylinders of the locomotive, holding the brakes applied regardless of leakage.
177. Q. Explain the movement of the parts in the control valve, when the automatic brake valve is moved to release position, following an automatic application of the brake.
A. In release position of the brake valve, air from the main reservoir flows direct to the brake pipe, causing an increase of pressure, which is felt in chamber "F" on the upper side of piston 3; this increase of pressure will cause the piston to move down, carrying with it the graduating valve 10 and slide valve 4 to release position. This allows air from the control cylinder "D" and control reservoir to flow through the release pipe "IV" and on to the automatic brake valve, where the port to which this pipe leads is blanked by the automatic rotary valve, which prevents the air leaving the control cylinder and reservoir, thus holding the locomotive brake applied while the train brakes are being released. The movement of the parts are the same where the releaserelease is made in holding position.
178. Q. Explain the movements of the parts in the control valve when the automatic brake valve is moved to running position, after having first been moved to release or holding position.
Fig. 23: Automatic Control Valve. Service Lap Position.
A. In this position of the brake valve the port to which the release pipe "IV" is connected is open to the exhaust, thus allowing the air in the control cylinder and reservoir to escape to the atmosphere. The reduction of pressure in the control cylinder "D" below that in chamber "B" causes the control piston 2 to move up, carrying with it the exhaust valve 7 to release position, opening the exhaust port "N", thus allowing the air to return from the brake cylinders through ports "C" and "N" to the atmosphere, releasing the brake. (See Fig. 21.)
179. Q. Explain what takes place in the control valve when an automatic emergency application of the brake is made.
A. Any sudden reduction of brake pipe pressure will be felt on the brake pipe side of piston 3, and will cause it and the valve 4 to move to their extreme upper position, the knob on the piston striking the graduating stem 13, causing it to compress the spring 14, moving the emergency valve 15 upward, opening port "Q"; this allows brake pipe air to flow against valve 16, unseating it, then through port "T" to the brake cylinder. (See Fig. 24.) In the meantime auxiliary reservoir air can flow past the end of the slide valve through port "E" to the control cylinder "D" and control reservoir, forcing piston 2 downward unseating valves "I" and "IA", thus allowing main reservoir air to flow to the brake cylinders, applying the brake.
180. Q. At what pressure will the auxiliary reservoir and control reservoir equalize when using seventy pounds brake pipe pressure?
A. At about fifty pounds; however, with the automatic brake valve in emergency position, there is a small port in the rotary valve (called the blow-down timing port) opened to the control reservoir pipe and control reservoir which allows main reservoir air to flow to the control reservoir and cylinder, raising the pressure to the adjustment of the safety valve.
Fig. 24: Automatic Control Valve.
Emergency Position. (With Quick Action Cylinder Cap.)
181. Q. At what pressure is the safety valve adjusted?
A. At fifty pounds.
182. Q. What types of brake valve are used with this equipment?
A. The automatic brake valve is of the rotary valve type and is the same valve as used with the E-T equipment. The straight air brake valve is of the slide valve type. The control valve takes no part in the application or release of the straight air brake. What has been said of the H-6 brake valve used with the E-T equipment, applies to the automatic brake valve used with the L-T equipment.
BROKEN PIPES
183. Q. If the main reservoir supply pipe to the automatic control valve breaks, what should be done?
A. Plug the pipe toward the main reservoir. The locomotive brake cannot be applied in an automatic service application; but if the control valve be equipped with a quick action cap and an emergency application is made, the air vented from the brake pipe to the brake cylinder will apply the brake. The independent brake will not be affected.
184. Q. What will be the effect if the release pipe breaks?
A. The holding feature of the brake will be lost; that is, the brake will release when the automatic brake valve is returned to release or holding position.
185. Q. If the brake cylinder pipe breaks, can the locomotive brake be applied with the automatic brake valve? With the independent brake valve?
A. This depends on where the pipe breaks; if between the cut-out cock and any one of the brake cylinders, close the cut-out cock to that cylinder, and the other cylinders may be used. But if the pipe breaks between the control valve and the double-throw check valve, the automatic brake is lost; if the break be between the independent brake valve and double-throw check valve, the independent brake is lost.
186. Q. If the brake cylinder pipe breaks and is not plugged, what must be done?
A. Close the cut-out cock in the main reservoir supply pipe, this to avoid the waste of air when a brake application is made on the train.
187. Q. If the brake pipe connection to the control valve breaks, what should be done?
A. Plug the end leading from the brake pipe; the automatic brake cannot be applied on the locomotive, but the independent brake will not be affected.
188. Q. If the control cylinder pipe breaks, what effect will it have and what must be done?
A. The locomotive brake cannot be applied with the automatic brake valve; by plugging the pipe, this feature of the brake will be restored, but the independent release feature will be lost.
189. Q. If any of the pipes here enumerated breaks, will it in any way affect an application of the independent brake?
A. No; as the independent and automatic features are entirely separate from each other; that is, the automatic control valve is not brought into use when an independent application of the brake is made.
CONTROL VALVE DEFECTS
190. Q. If there is a blow at the control valve exhaust port when the brake is released, where would you look for the trouble?
A. This would indicate a leaky application valve, or a leak past the emergency valve.
191. Q. If there be a continuous blow at the control valve exhaust port when the brake is applied, where would you look for the trouble?
A. This would indicate leakage past the exhaust valve 7.
192. Q. If the locomotive brake released with the automatic brake valve in lap position, where is the trouble?
A. Would look for a leak in the control reservoir pipe or special release valve.
193. Q. If the brake remained applied in lap position, but released in release or holding position, where would you look for the trouble?
A. This would indicate a leak in the control valve release pipe.
MISCELLANEOUS
194. Q. What is meant by an application of the brake?
A. The first and all following reductions, until the brake is released.
195. Q. How many applications of the brake should be made when making a stop with a passenger train, and why?
A. Two; the first a heavy one to reduce the speed quickly, and the second a light one to complete the stop; thereby preventing wheel sliding and shock to the train.
196. Q. How many applications of the brake should be made when making a stop with a long freight train?
A. One; this to prevent the possibility of causing damage to the train.
197. Q. Explain how a stop should be made with a freight train.
A. Probably no more difficult question to answer could be asked, as the service braking of a train must be governed by the condition surrounding it; meaning, relation of brake power to weight of train; rail condition; speed and grade. To prevent breaking in two and other damage, freight trains should be stopped with one brake application, which may consist of one or more reductions, up to full service. Generally speaking, the slack should be bunched before the brakes are applied, and this may best be done by gradually closing the throttle and allow the train to drift some little distance. The first reduction should not be less than five or more than eight pounds. The brakes should be applied as soon as possible after the slack has had time to run in, the object of this being to have the train slack adjusted while the brakes are least effective, due to the high speed and light brake cylinder pressure. It is at this time that damage may be done to the train; therefore, if the slack be kept bunched or stretched, as the case may be, the possibility of train damage will be greatly reduced. To obtain this condition, complete the stop with as light a brake application as permissible. When the brake is first applied, the engineer should note if the tendency be for the train slack to bunch or stretch, and having learned that the train is inclined to stretch badly, he can keep the slack stretched by making the initial brake pipe reduction before shutting off steam, then shut off steam gradually as soon as the brake valve exhaust port closes, the object in working steam being to prevent the slack running in as the application is made, which in turn will prevent severe jerks due to the slack running out as the rear brakes become effective. Where the locomotive is equipped with an independent release feature, its brakes should be kept released while the train brakes are being applied.
198. Q. Is it considered good practice to attempt making an accurate stop with a freight train?
A. It may be said to be very poor judgment to attempt making an accurate stop with a freight train, such as a spot stop for coal or water or a close-up stop for a switch. Some engineers seem to think that it is a reflection on their judgment if an accurate stop is not made, but this is not so, due to the fact that no two trains brake alike, and the same train may not brake twice alike. Therefore, aim for a smooth stop, which means a safe stop, leaving accuracy out of the question until the time comes when you are handling a passenger train.
199. Q. What precaution should be taken after a stop is made on a heavy grade?
A. The air brakes should be released and a sufficient number of hand brakes applied to hold the train. Never rely on the air brake to hold the train for any length of time.
200. Q. Why is it dangerous to repeatedly apply and release the brakes without giving time for the auxiliaries to fully recharge?
A. As time is required to charge the auxiliaries, the feed groove in the triple valve being small, if the brakes are repeatedly applied and released without giving time to recharge, the braking power will be lost.
201. Q. What benefits are derived from the use of the retaining valve?
A. By use of the retaining valve the brake is held applied while the triple valve is in release position and the auxiliary is being recharged; thereby assisting in retarding the movement of the train down grade, also keeps the train bunched and gives a higher brake power on the second application with the same reduction of brake pipe pressure.
202. Q. With a seventy-pound brake pipe pressure how much of a reduction is necessary to set the brakes in full, and why?
A. About twenty pounds. This will cause the auxiliary reservoir and brake cylinder pressures to equalize.
203. Q. What effect has piston travel on the pressure developed in the brake cylinder?
A. The longer the piston travel the greater the volume or space to be filled with air; therefore the lower the pressure.
204. Q. When should brakes be tested?
A. Brakes should be tested before leaving a terminal and after any change in the make-up of the train, at all designated points, also, whenever the engineer is in doubt as to his having the control of all brakes.
205. Q. How should a terminal test of the brakes be made?
A. After the pressure is pumped up, a reduction of about ten pounds should be made and the length and force of the brake pipe exhaust should be noted, also the manner in which the exhaust closes; then a further reduction of ten pounds should be made and the brake held applied until signaled to release.
206. Q. If, when making a service application of the brake, the brake pipe exhaust closes suddenly and then begins to blow again, what does it indicate?
A. That the brakes, or at least part of them, have applied in quick action.
207. Q. What is meant by a running test, and when should this test be made?
A. A running test is made while the train is in motion, and steam is being used, when a sufficient reduction should be made to apply all brakes. After noting the efficiency of the brakes they should be released. Running tests should be made following all standing tests and at all other points on the road as required by the rules.
208. Q. When double-heading, which engineman should have full control of the brakes?
A. The head engineer; the cut-out cock under the brake valve on the second engine should be closed and the compressor allowed to run.
209. Q. How may the engineman assist the trainman in finding a bursted hose?
A. After the train has come to a stop, the brake valve should be placed in running position; by so doing, air will be admitted to the brake pipe and cause a blow at the point where the hose is burst.
210. Q. If the locomotive brake creeps on with the automatic and independent brake valves in running position, where would you look for the trouble?
A. This is caused by the pressure chamber being overcharged or a non-sensitive feed valve allowing brake pipe pressure to vary, which in turn causes an automatic application of the brake.
211. Q. How often should the main reservoir be drained?
A. The main reservoir should be drained at the beginning of each trip.
INDEX
Air Brake Questions, First Series, [22]
Air Brake Questions, Second Series, [44]
Air Brake Questions, Third Series, [164]
Compound Locomotives, [98]
Examination Questions, First Series, [7]
Examination Questions, Second Series, [25]
Examination Questions, Third Series, Mechanical, [62]
Federal Regulations, [126]
Headlight, Pyle National, [127]
Headlight, Schroeder, [141]
Headlight, "Buda-Ross" Electric, [143]
Lubrication, [120]
Oil Burning Locomotives, [47]
Preface, [3]
Southern Valve Gear, [119]
Stoker, Duplex, [154]
Walschaert and Baker-Pilliod Valve Gears, [113]