24-RL locomotive brake equipment : instruction pamphlet no. 5066.

August, 1950.
Westinghouse Air Brake Company.
Wilmerding, Pa., c1950.

http://hdl.handle.net/2027/mdp.39015068246639
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Public Domain
http://www.hathitrust.org/access_use#pd

This work is in the Public Domain, meaning that it is

not subject to copyright. Users are free to copy, use,
and redistribute the work in part or in whole. It is possible
that current copyright holders, heirs or the estate of
the authors of individual portions of the work, such
as illustrations or photographs, assert copyrights over
these portions. Depending on the nature of subsequent
Public Domain / http://www.hathitrust.org/access_use#pd

use that is made, additional rights may need to be obtained

independently of anything we can address.
 l
1

.-
1Y-

05 I
MP~AI~N

~, ~m~@;m 9
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
24-RL

LOCOMOTIVE

BRAKE EQUIPMENT

INSTRUCTION PAMPHLET

N0. 5066

AUGUST, 1950

PYRIGHT, 1950, BY THE

WESTINGHOUSE AIR BRAKE COMPANY

WILMERDING, PA., U. S. A.

\ UNIVEBSITYOF MICHIGAN LIBRARXES

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
\\

‘'~ ~CONTENTS

\ .‘ , . Page

24-RL Locomotive Brake Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5

Description of the Parts:

Air Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . ; . . . . . . . . . . . . . . . . . . . . . . 5

Main Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Safety Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Siphon Drain Cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7

Aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . -. . . . . 7

Automatic Drain Valve _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8

Main Reservoir Cut-Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Combined Auxiliary Emergency and Displacement Reservoir . . . . . . . . . . . . 10

Combined Equalizing and Reduction Limiting Reservoir . . . . . . . . . . . . . . . . 12

First Suppression Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12

Second Reduction Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12

Sanding Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Air Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12

D-24 Type Automatic Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Brake Valve Portion with Rigid Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Brake Valve Portion \Vith Hinged Handle . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Brake Valve Portion With Rigid Handle and Self-Lapping Unit . . . . . . . 18

Rotary Valve Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 23

Brake Valve Portion With Hinged Handle and Self-Lapping Unit. . . . . 23

Brake Valve Portion With Rigid Handle, Self-Lapping Unit and

the Independent Brake Valve Mounted Integrally . . . . . . . . . . . . . . . . 23

Service Application Portion . . . . . . . L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Emergency Application Portion . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . 25

Blank Application Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 26

Filling Piece Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 26

Pipe Bracket Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 28

D-24 Type Feed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 29

D-24-A Feed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 30

D-24-B Feed Valve . . . . . . ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 32

Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 32

S—40-D Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

S-40-E Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 34

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

S-40-F Independent Brake Valve_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 35

S-40-G Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 35

SA-2 Hostlers Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

K-2 Rotair Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 36

K-2-A Rot-air Valve. . . . ; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . 37

D-24 Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 39

Pipe Bracket Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 42

Service Portion . . Q . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Emergency Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . 44

Controlled Emergency Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H 45

Dead Engine Cock and Check Valve . . . . . . . . . . . . . .- . . . . . . . . . . . . . . . . . 45

Public Domain / http://www.hathitrust.org/access_use#pd

Independent Application and Release Portion . . . . . . . . . . . . . . . . . . . . . . . . 45

ma! _

. II I ‘V 11 I:.?,.: NI .7.‘ >7‘ -2 H ~ -V _. ‘Q N R ‘_;_ I __ .~ 3"‘ Q» ,;. - _ _

" ~ ~~ - ~ 1:;-= ’”i~r *’*>-i1 1- E ‘vs “5 H! H‘ 3

' 1‘ is A -. - ‘ 2.‘-I ?M'f g>’!."?1-?.“. 3- ' Z I IN, '~ -.' .'~

9
9/1"‘/3;, I .

2/ "'3

, _v i '

>"l .J 17

ell

CONTENTS— (Continued)

Dynamic Brake Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

D-24 Control Valve and D-24 Brake Valve Models . . . . . . . . . . . . . . . . . . . .

Type H-24 Relayair Valve Units (4 Valves) . . . . . . . . . . . . . . . . . . . . . . . . . .

Type H-24 Relayair Valve Units (5 Valves) . . . . . . . . . . . . . . . . . . . . . . . . . .

Combined Dirt Collector and Cut-Out Cock . . . . . . . . . . . . . . . . . . . . . . . . ..

Relay Valves .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

B-3, B-3-A Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

FS-1864 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

F-6 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

F-8 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

F-1 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Emergency-Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

11/4” Emergency-Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‘. . . .

B-3-B Emergency-Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

E-3 Brake Application Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Brake Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Air Gages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

No. 15-C Double Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

H-5-A Relayair Valve . . . . . . . . . . . . . . . . . . . . .' . . . . . . . . . . . . . . . . . . . . . . . . .

Brake Pipe Vent Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

KM Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

4-B Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

B-1 Electro-Pneumatic Master Controller . . . . . . . . . . . . . . . . . . . . . . . . . . ..

No. 21-B Magnet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Safety Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Overspeed Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Speed Governor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Locomotive Installation Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Pneumatic Devices Required for Automatic Train Control . . . . . . . . . . . . . .

Train Control and Cab Signal Timing Valve . . . . . . . . . . . . . . . . . . f . . .

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

A-1 Suppression Valve . . . i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Signal Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

NS-1 Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cut-Out Cocks, Hose and Dummy Couplings . . . . . . . . . . . . . . . . . . . . . . . . . .

Tender Drain Cup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Automatic Slack Adjusters . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

3-AP Decelostat Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Power Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Operation of the Equipment:

Automatic Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Charging Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
Public Domain / http://www.hathitrust.org/access_use#pd

Running Position ‘ . . . . . . . . . . . . . . . . . . . g . . . . . . . . . . . . . . . . . . . . . . . . .

Automatic Service Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‘ . . . . . . .

Service Lap Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Release Recharge after Service Application . . . . . . . . . . . . . . . . . . . . . . . ..

Release Insuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Graduated Release Lap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

First Service Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

72

74

77

79

79

82

82

82

83

84

84

84

84

85

86
CONTENTS-— (Continued)

Page

Emergency Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 97

Accelerated Release after Emergency Application . . . . . . . . . . . . . . . . . . . . 99

Controlled-Emergency with Controlled Brake Cylinder Development

for Long Freight Trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 100

Non Controlled-Emergency with Rapid Brake Cylinder Pressure

Development for Passenger and Short Freight Trains . . . . ‘ . . . . . . . . 100

Independent Brake Valve Operation

Release Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 101

Application Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 101

Release Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 102

Release during an Automatic Application . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

Release after an Electro-Pneumatic Application . . . . . . . . . . . . . . . . . . . .. 104

Electro-Pneumatic Brake Operation

Brake Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 105

Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 107

Emergency Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 108

Safety Control Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 108

Brake Pipe Cut—Off Protection Feature and Automatic Sanding . . . . . . . . . ..108

Using H-24 Relayair Unit Having Provision For 4 Valves . . . . . . . . . . . . 109

Using H-24 Relayair Unit Having Provision For 5 Valves . . . . . . . . . . . . 109

Overspeed Protection

Using H-24 Relayair Unit Having Overspeed Application Relayair

Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 112

Using H—24 Relayair Unit with 4 Valves Using Overspeed

Application and Overspeed Suppression Relayair Valves . . . . . . . . . . 113

Using H-24 Relayair Unit with 5 Valves Using Overpseed

Application and Overspeed Suppression Relayair Valves . . . . . . . . . . 114

Overspeed Protection Feature with H-24-D Relayair Valve Umt,

Venting the No. 10 Pipe through the FA-4 Magnet Valve . . . . . . . . 115

Train Control Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 116

Cab Signal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 117

A-1 Suppression Valve Operation . . ‘ . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 117

Automatic Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ‘ . . . . . . . . . .. 117

Suppression with Automatic Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . 118

Suppression with Electro-Pneumatic Operation . . . . . . . . . . . . . . . . . . . . .. 119

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Operation of Individual Devices:

B-3, B-3-A Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 119

F-6 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 121

F-8 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 123

F-1 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 123

F S-18664 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 123

Dynamic Interlock Control Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 127

General Information: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 129

Functions of the Principal Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l . . . . .. 131

Suggested Procedure When Pipes Are Broken . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

Recommended Inspection When Units Are Assembled . . . . . . . . . . . . . . . . . . .. 136

Public Domain / http://www.hathitrust.org/access_use#pd

Index To Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 138

4
24-RL LOCOMCTIVE

BRAKE EQUIPMENT

0 The 24-RL Brake Equipment provides a basic locomotive equipment

which can be converted for use in the type of freight or passenger brake service

required, by the addition of the necessary parts and without disturbing the basic

equipment or piping. Steam, Diesel-Electric and Electric locomotives equipped

with this brake may be used in any kind of service including high speed

passenger and road freight service.

The 24-RL brake equipment described in this publication is for all road

locomotives. The equipment is furnished with the following desirable features:

1. Self-lapping independent brake valve

2. Controlled release

3. Safety control (optional)

4. Overspeed control (optional)

5. Split reduction during train control—stop, safety control and over-

speed applications on long trains (with service application portion)

6. Automatic power cut-off and sanding during emergency (optional)

7. Manually controlled sanding (optional)

8. Train control (optional)

9. High emergency braking forces

10. Electro-Pneumatic control (optional)

11. Speed governor control (optional)

As in former designs the locomotive brake may be used with or independ-

ently of the train brakes. The locomotive brake may be applied with any desired

pressure between minimum and the maximum, and this pressure will be auto-

matically maintained in the locomotive brake cylinders regardless of leakage

and of variation in piston travel until released by the brake valve.

AIR COMPRESSORS

To supply compressed air for use with the air brake and auxiliary devices.

For a complete description of air compressors and their operation refer to

Instruction Pamphlet 5002-5.

Main Reservoirs, Fig. 1

Two or more main reservoirs of sufiicient capacity to provide an adequate

air supply for operation of the air brake and auxiliary devices. A check valve

is recommended between the last two reservoirs to prevent loss of main reservoir

pressure in case of main reservoir pipe breakage.

‘i I’; pg’. T“
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Fig‘. 1. Main Reservoir

5
Public Domain / http://www.hathitrust.org/access_use#pd
Main Reservoirs are used to store and cool the compressed air furnished

by the air compressor and to collect moisture. The reservoirs are provided with

a drain cock by means of which all residue may be drawn off at frequent inter-

vals, as water or oil collecting will soon materially decrease the air storage

capacity.

These reservoirs are enameled by a special process both inside and out as

a protection against corrosion, oxidation, etc. Installation of the reservoirs

should be in as cool a location as possible.

Wabcotite Fittings for Main Reservoirs, Fig. 1

Fig. 1 illustrates a main reservoir provided with a W abcotite Fitting. The

application of this fitting to main reservoirs provides this vital pipe connection

the maximum available protection against pipe or fitting breakage. The

Wabcotite fittings are available in both straight and elbow types.

SAFETY VALVES

A safety valve is located in the compressor discharge pipe, (recommended

setting 175 psi) to limit the pressure in event of the governor or unloading

system allowing higher pressures than intended. A safety valve set for 150 psi

is located after the first main reservoir.

E-7-B Safety Valve, Fig. 2

The purpose of the safety valve is to vent air at a predetermined pressure

in order to prevent excessive mam reservoir pressure.

When the pressure in cavity a under valve 4 is sufficient to overcome the

force exerted by spring 6, valve 4 is raised from its seat. The air pressure then

is exerted in cavity 1) over the full diameter of the valve 4 which provides sufficient

extra force to continue the valve moving against spring 6‘. Air then flows past

the valve and to the atmosphere through port c. While in the open position,

the upper end of valve 4 closes off communication from chamber g to the chamber

e so that air cannot flow through by-pass port d to the chamber (2. As the pres-

sure below valve 4 decreases, the tension of spring 6 forces the valve downward.

This restricts the opening of ports 0 and at one stage in the movement opens

chamber a to chamber g and to chamber e. Although the ports f are open to the

atmosphere, they may be so restricted by the ring 8 as to allow the pressure

to build up rapidly in chamber e, assisting the spring 6 in closing the valve 4

to its seat.

The adapter 11 and strainer 10 provides a large capacity pipe connection

and a replaceable screen for keeping pipe scale and other large foreign particles

from the valve seat.

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

To adjust the safety valve for the maximum or opening pressure, remove

the cap nut 3 and screw down or back off regulating nut 7, as required, after

which replace the cap nut. The minimum or closing pressure for the safety

valve can be adjusted by changing the size of ports f, using regulating nut 8 for

this purpose. After adjustment, screw down jam nut 9.

.. -

. \' \: s '5': 1 w .\' I '

'I

___.__-""'Z '

-\_-”_-_.._.|.‘ A\ E

I
Public Domain / http://www.hathitrust.org/access_use#pd

.0

“.5”

_~-.---._....-'‘,

~,\' I 15:! n

--q-—

w\ss\\

“<\“WI°I- ,

_I IY4

V~¢

_. \,

"1

Fig. 2. E-7-B Safety Valve Fig. 3. 2" Safety Yalve

2" Safety Valve, Fig. 3

The purpose of the safety valve is to vent air at a predetermined pressure

in order to prevent excessive main reservoir pressure.

When the pressure in cavity a under valve 4 is sufficient to overcome the

force exerted by spring 6, valve 4 is raised from its seat. The air pressure then

is exerted in cavity 1) over the full diameter of the valve 4 which provides

sufficient extra force to continue the valve moving against spring 6. Air then

flows past the valve and to the atmosphere through port c. While in the open

position, the upper end of valve 4 closes off communication from chamber g to

the chamber e so that air cannot fiow through by-pass port d to the chamber e.

As the pressure below valve 4 decreases, the tension of spring 6 forces the valve

downward. This restricts the opening of ports c and at one stage in the move-

inent opens chamber a to chamber g and to chamber e. Although the ports 1‘ are

open to the atmosphere, they may be so restricted by the ring 8 as to allow the

pressure to build up rapidly in chamber e, assisting the spring 6 in closing the

valve 4 to its seat.

The strainer 12 provides a replaceable screen for keeping pipe scale and

other large foreign particles from the valve seat.

To adjust the safety valve for the maximum or opening pressure, remove

the cap nut 3 and screw down or back off regulating nut 7, as required, after

which replace the cap nut. The minimum or closing pressure for the safety

valve is approximately 10 psi less than the cut out pressure, and can be ad-

justed by changing the size of ports 1‘, using regulating nut 8 for the purpose.

After adjustment, screw down jam nut .9.

Siphon Drain Cocks, Fig. 4

The siphon drain cocks when_used are installed on the main reservoir to

discharge the precipitated water from the reservoirs.

The siphon drain cock is installed in one head of each reservoir at the

lowest point. Complete drainage is effected by the siphon tube .9 through which

the water that may be present on the bottom of the reservoir is forced when

the drain cock is opened.

4 @>

=_-

Fig. 4. Siphon Drain Cock

Aftercooler, Fig. 5

The Aftercooler is located in the pipe between the first and second main
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

reservoirs and is used to insure proper cooling of main reservoir air.

The customary Aftercooler consists of two headers between which are eight

finned copper tubes, the cooling effect of which is equivalent to approximately

one hundred feet of 1%" iron pipe. The finned tubes are connected in parallel

to the headers by means of Wabcotite fittings with special packing cups to seal

the joints against leakage. The inlet header is provided with throttling orifices

which insure uniform distribution of air flow through the tubes. The pipe con-

nections, inlet at the top of one header and outlet at the bottom of the other,

are provided with flanged pads for Wabcotite fittings.

7
Public Domain / http://www.hathitrust.org/access_use#pd
17 16

s./JN.\ir,.nt,.lL.ls/d \ ii“,

r,T\,.»v. AM-,r,~,,Ar

Fig. 5. Aftercooler

Automatic Drain Valve, Fig. 6

An automatic drain valve located on the first main reservoir automatically

discharges precipitated moisture from the first main reservoir. The automatic

drain valve located on the aftercooler or in the pipe between the aftercooler and

second main reservoir discharges the moisture from the afteroooler. These

drain valves function with each operating cycle of the compressor governor or

unloader magnet.

The automatic drain valve consists of a body 2 containing ball check 5, valve

seat 6', upper valve stem 8, valve spring 4, lower valve stem 17, diaphragm 9,

diaphragm follower 8 and diaphragm spring 7. A flange 12 provides for a 1/4"

pipe connection to the governor and the drain opening is tapped for 1/1" pipe.

The automatic drain valve is shown in its proper position when installed, in

which the diaphragm 9 is inclined and the drain port is at the lower edge of the

diaphragm, thus preventing any accumulation of water on the diaphragm.

Spring 4 holds upper stem 8 and ball 5 in the lower position, in which ball

5 is seated on valve seat 6‘ so that the lower opening past the ball check is nor-

mally closed preventing any discharge of main reservoir air. Spring. 7 holds

diaphragm follower 8 and lower valve stem away from contact with the lower side

of ball check 5 when there is no air pressure under the diaphragm .9.

As the air compressors operate and moisture is precipitated, it is collected

in the drain chamber above ball check 5. When the governor or unloader mag-

net functions to cut off the compressor, air flows through the governor connec-

tion to the underside of diaphragm .9. This deflects the diaphragm upward

which moves diaphragm follower 8 and lower valve stem 17 upward causing

ball check 5 to leave lower valve seat 6 and seat on its upper seat. During this

movement of the ball check 5, a passage is provided from the drain chamber to

the atmosphere, permitting main reservoir air to quickly discharge to atmosphere

the water accumulated in the drain chamber. When this movement is com-

8
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
pleted, the ball check is held on its upper seat by the air pressure under

diaphragm, thus preventing any further discharge of water and main reservoir air.

_ When the governor or unloader magnet functions to start the compressors

it_ vents the air from the underside of diaphragm 9. Diaphragmspring 7 moves:

diaphragm follower 8 and diaphragm 9 downward so that lower valve stem 17

breaks contact with ball check 5, and main reservoir air and valve spring 4

move upper valve stem 3 and ball check 5 downward so that the ball check is

seated on lower valve seat 6‘. This operation again discharges a definite amount

of water, as explained for the upward movement of the ball check. Water is

thus automatically discharged each time the governor or unloader magnet

functions to load or unload the compressors.

> \\\\\\

S/////J)//1 ‘

‘I

1I

I L -_ I’:

.,.

\§\\\\\“ /A

Automatic Drain Valve.

Fig. 6. Automatic Drain Valve

Main Reservoir Cut-Off Valve, Fig. 7

. The main reservoir cut-off valve is located in the main reservoir branch

pipe. Its purpose is to prevent a total loss of air from the main reservoir in

case of broken main reservoir equalizing pipe. A minimum of approximately

85 psi will be retained in the main reservoir to supply the brake equipment if

a pipe is broken.

The device consists of a body 2 in which are located wasp excluder 8,

cut-ofl valve 10, piston stem 4, diaphragm 17, diaphragm follower 14, piston

spring cage 12 and strainer 28, filter 20 and ball check valve 21. Diaphragm

cover 25 contains pilot valve 26 and pilot valve spring 27, exhaust valve 45.

Valve body 2 with the operating parts can be removed from pipe bracket 40 by

unscrewing cap screws 41 and 42.

As shown on Section B-B, the valve parts are in the position when there

is no air pressure in the device. When the system is charged main reservoir

air flows past cut—off valve 10 to the connecting locomotive unit and also through

filter 20, Section A-A, to the top of diaphragm 17, Section B-B, where it flows

past unseated pilot valve 26’ through a cored passage to the chamber below
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

piston 4. The valve is in this position until pressure reaches about 30 lbs. when

piston 4 moves up closing cut-off valve 10.

The cut-off valve parts remain in the closed position until the air pressure

on top of diaphragm 17‘ reaches approximately 115 psi. This moves diaphragm

I7 and follower 14 downward, compressing piston spring 18. Pilot valve 26’

moves down and is seated as exhaust valve 45 opens, and air flow to the chamber

9
Public Domain / http://www.hathitrust.org/access_use#pd
Q

/,

"

//////1,, Z-,,

29 --1 ,. 7/ 16

7 M ...v/ .

22 ' '-nil-lg 20 Sw-0 oc ‘ I R 16

Qi&\.=~ ‘l|s\\@i%. - __.§I_=_¢..‘_

n .__- . ‘ fl:”\ .

I‘L

2‘ §\%-*2s\\.e'§ Pg‘-::s ‘2

I Cl _ .\a’l.

' , . 4‘ \

_ \:-_Ii 41

I I; III

52 54 53 I

I\'

'a\\\u 3°

/J

/,,€;,,9,,,,-,',>,../a

55 3'2 40 50

Secuon A-A Secbon B-B

Fig. 7. C-1 Main Reservoir Cut-Ofi‘ Valve

below piston 4 is cut off and connected to exhaust by valve 45. The main

reservoir is connected to the main reservoir equalizing pipe and the valve parts

remain as described, pilot valve 26 seated, exhaust valve 45 open, and cut-ofi

valve 10 unseated. ‘ -

When a reduction of air pressure in the chamber on top of diaphragm 17

takes place, as when a hose bursts between two units, spring 13 moves diaphragm

follower and diaphragm 1'7 upward. This unseats pilot valve 26, closes exhaust

valve 45, which connects air to the chamber below piston 4, so that with the

pressure under cut-off valve 10, piston 4 is moved“ upwards compressing spring

18 and cut-off valve 10 is seated at about 85 psi. Main reservoir air flow is

thus cut-off past cut-off valve 10 into the main reservoir equalizing pipe. The

valve parts will thus remain in this position until the air is again recharged on

top of diaphargm 17 and the valve will operate as previously described in

charging.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

The ball check valve 21, Section A-A, permits a connection from the main

reservoir equalizing line into the main reservoir irrespective of the position of

cut—off valve 10. Air from the line lifts the ball check 21 and flows to the top

of diaphragm 17 and operates the cut-off valve as previously described. The

ball check valve 21 prevents any flow from the main reservoir into the line and

air flowing in this direction is controlled by cut-off valve 10. The check valves

26 and 45 prevent any loss of air to the atmosphere except during the movement

of diaphragm 17. The large capacity of cut-off valve 10 insures an equal dis-

tribution of main reservoir air between the various units, and this is of particular

advantage when a compressor synchronization system is used.

Combined Auxiliary, Emergency and

Public Domain / http://www.hathitrust.org/access_use#pd

Displacement Reservoir, Fig. 8

In order to provide for installation in the least possible space and keep

weight as low as practical, these three reservoirs are combined in one structure.

The aurdliary reservoir (1600 cu. in.) is the local air supply used with the

control valve to provide for proper functioning of the service portion.

The emergency reservoir (3400 cu. in.) is the local air supply used with the

control valve to provide the quick recharge, graduated release and high emergency

pressure feature.

10
QE

Aunliary Emergency Reservoir

Roservmr

To No.2 Pm: Connection

of

To No. 5 Pipe Control Valve

Oonncchon of

Control Valve

I I.‘

¢\

- § I-I

. -u:-i" “Q

.xg5-"-'-‘\<:\-4

'{\\\\\\\\\‘\ '

I.

. _, _ -

_ '. &’t,.'_,¢-

\\\\~ - ~\\\

I I 0. '

\\\\\\»2E"’

_l_ n

\ '5

Fig. 8. Combined Auxiliary, Emergency

and Displacement Reservoir

The displacement reservoir (305 cu. in.) provides the required operating

volume to develop the proper relation of pressure in control pipe 16 for any

brake pipe reduction. The control valve operates to admit air to or exhaust air

from this reservoir, the application and release rates being controlled by chokes 8

and 8 in the control valve pipe bracket. When a brake application is made the

diaphragm is deflected, increasing the volume so that the initial rate of pressure

development is uniform with that of existing brake equipments.

26"
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

24,1G

///////4

-————%> Pipe Plug

Fig. 9. Combined Equalizing and

Reduction Limiting Reservoir

11
Public Domain / http://www.hathitrust.org/access_use#pd
Combined Equaliz-ing and Reduction

Limiting Reservoirs,

Fig. 9

These two volumes are combined in one reservoir. The larger volume is

the Equalizing Reservoir (3000 cu. in.) which is, in effect, an enlargement of the

chamber above the equalizing piston of the automatic brake valve, providing

an operating volume sufficient to stabilize the equalizing piston against brake

pipe volume underneath. The smaller volume is the Reduction Limiting Reser-

voir (200 cu. in.) which the equalizing reservoir equalizes at the beginning of a

brake application from First Service position of the brake valve and also during

a service portion application if the rotair valve is set for long train (“FRGT”)

operation. The pipe connections, 5 for the equalizing reservoir and 22 for the

reduction limiting reservoir, are plainly marked and are connected to respec-

tively marked 3/3" pipe connections on the brake valve pipe bracket.

First Suppression Reservoir Used Witl1

Service Brake Application Portion

This reservoir (110 cu. in.) is connected to the split reduction timing

valve for the purpose of providing a time interval between the first and second

reduction of a split reduction of brake pipe pressure during a safety control,

overspeed or train control application; also provides temporary suppression for

overspeed or train control in first service position of brake valve, when the

rotair valve is in “FRGT” position.

Second Reduction Reservoir Used With a

Service Brake Application Portion

A second reduction reservoir (1000 cu. in.) which limits the brake pipe

reduction to that required to obtain a full service brake application during an

overspeed or train control application, providing the brake valve handle is

moved to lap position when the application is initiated.

Sanding Reservoir

This reservoir (435 cu. in.) provides the air pressure for operating the

sander valves and broken pipe protection feature during emergency as con-

trolled by the H-5-A Relayair Valve located in the line when a four valve H-24

relayair valve unit is employed or from the Sanding Valve on the five valve H-24

relayair unit.

Types H, F & J Air Filters, Fig. 10

These air filters are the same except for capacity and are used to prevent

the passage of dirt and moisture with the air flowing from the main reservoirs
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

into the brake system. The type “H” is used and is located in the main

reservoir pipe leaving the last reservoir.

This type of filter consists of a cover, a dirt chamber, and a baffle portion

from which the filter unit is supported. The cover is fitted with unions and two

tapped lugs for supporting brackets. A raised arrow cast on the top indicates

direction of the air flow. The baffle has a spiral rib which imparts a swirling

movement to the air flow, which aids in removing dirt and moisture and de-

positing it in the dirt chamber. Two pipe taps in the dirt chamber provide

that the drain cock may be placed either at the side or bottom and the other

tap plugged.

The filter unit is formed of wire screen covered by felt which is pleated
Public Domain / http://www.hathitrust.org/access_use#pd

around and supported on a central perforated metal tube. Felt sealing pads

are applied at top and bottom. This deep-pleated method of folding the felt

concentrates within a small space a large filtering area—several times greater

than the inlet or outlet. Air entering the annular intake is diffused downward

between the baffle and dirt chamber and passes through the filter unit and out

the central opening at the top.

12
The dirt chamber is detached by removing the nuts from the cover studs,

after which the filter unit is released by backing off the castle nut on the lower

end of the tie bolt.

Fig. 10. Type “H” Filter

D-24 Type Automatic Brake Valve

The D-24 brake valve is designed to meet the fundamental requirements

of railroad services. From this design any feature can be added to meet all the

requirements of every railroad service. The following designation information

and photographs, (Fig. 11), serve to illustrate how the brake valve is assembled

to incorporate all the features available with the D-24 type brake valve. In

Fig. 11, the three lower or base portion assemblies of the brake valve can be

assembled, to any of the brake valve portions, depending upon the type of safety

control, overspeed, or train control desired, service or emergency application, or

a blank application portion if no controls as listed above are desired.

D-24 (Basic) is a pedestal brake valve with external quadrant arranged

for Diesel locomotive installation, having a removable handle, and

a blank application portion. Independent brake valve is mounted

separately.

The following letters indicate changes from the basic type.

PREFIX

LETTERS

A Emergency application portion for use in safety control and over-

speed control.

S Service application portion for use in train control (stop and speed),

safety control and overspeed control. _

E Electro-Pneumatic Brake Valve portion which includes a self-lappmg

unit and has internal quadrant.

SUFFIX

LETTERS

H Hinged handle and internal quadrant with provision for operating

sander and suppressing safety control by depressing the handle.

13
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
T Brake valve portion with quadrant arranged for steam locomotive

installation, having a non-removable handle. Independent brake

valve mounted on pedestal.

DESIGNATION

D-24 (Basic)

DS-24

DA-24

DF-24

DSE-24

DAE-24

DS-24-H

DA-24-H

DAE-24-H

DSE-24-H

D-24-T

DA-24-T

DS-24-T

DE-24-T

DAE-24-T

DSE-24-T

A pedestal brake valve with external quadrant arranged for

diesel installation, having a removable portion. Independent

brake valve is mounted separately.

Same as D-24, except that a service application portion is used

instead of a blank application portion.

Same as D-24, except that an emergency application portion

is used instead of a blank application portion.

Same as D-24, except has brake valve portion for electro-

pneumatic brake, which includes a self-lapping portion.

Same as DE-24, except that a service application portion is

used instead of a blank application portion.

Same as DE-24, except that an emergency application portion

is used instead of a blank application portion.

Same as DS-24, except having hinged hand'l.e and internal

quadrant with provision for operating sander and suppressing

safety control by depressing handle.

Same as DA-24, except having a brake valve portion with

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

internal quadrant and hinged handle for operating sander

and suppressing safety control by depressing handle.

Same as DAE-24, except has hinged handle and internal quad-

rant with provision for operating sander and suppressing

safety control by depressing the handle.

Same as DSE-24, except has hinged handle and internal quad-

rant with provisions for operating sander and suppressing

safety control by depressing the handle.

Same as D-24, except that it has a brake valve portion with

quadrant arranged for steam locomotive installation with a

non-removable handle and pedestal mounted independent

Public Domain / http://www.hathitrust.org/access_use#pd

brake valve.

Same as D-24-T, except that an emergency application portion

is used instead of a blank application portion.

Same as D-24-T, except having a service application portion

instead of a blank application portion.

For steam locomotive, same as D-24-T, except has brake valve

portion for electro-pfieumatic brake which includes a self-

lapping portion, an internal positioning quadrant, and an out-

side indication quadrant. .

Same as DE-24-T, except that an emergency application portion

is used instead of a blank application portion.

Same as DE-24-T, except that a service application portion is

used instead of a blank application portion.

D-24 Type Brake Valve, Fig. 11

The D-24 brake valve is furnished with a pipe bracket on which are

mounted the various brake valve portions. Four studs in the bottom of the

filling piece portion are used to secure the filling piece to the pipe bracket, and

four studs in the top of the filling piece portion are used for securing the appli-

cation portion, rotary valve seat portion and brake valve body portion to the

filling piece. All the pipe connections are made to the pipe bracket face, be-

neath the floor sheet, by means of Wabcotite fittings. The only pipe in the

cab is the copper tubing for gage connections. This arrangement provides a
D-Z4 Brake D-Z4-H Brake DE—Z4 Brake DE-14-H Bmdce DE-Z4-T Brake

Valve Portion Valve Porlion Valve Portion Valve Portion Va|\‘¢ Portion

Scnncc

Application

Porlinn

Emergency

Application

Ponion

Blankcd

Application

Fig. 11. D-24 Type Brake Valve Combinations

compact brake valve installation that occupies minimum of space and eliminates

much of the air piping in the cab.

With self-lapping portion included on the brake valve portion, four studs in

the top of the filling piece portion secure the application portion. rotary valve

seat portion, and rotary valve housing to the filling piece.

Portions and associated parts that make up the D-24 type brake valve:

Brake Valve Portion—including Rotary Valve Seat Portion with Release

Selector Cock.

Application Portion (Service, Emergency, Blank).

Service Portion—includes Train Control and Safety Control Cock.

Filling Piece Portion-including Brake Pipe Cut Out Cock, First Service

Cock and Equalizing Piston Portion.

Pipe Bracket Portion—including a D-24 Type Feed Valve.

(a) The brake valve portion is available in several designs. The hinged

handle type permits manual sanding, and hand control for suppressing safety

control operation. The rigid handle which is similar to the conventional brake

valve has an external quadrant which positions the brake valve handle. With

each of these brake valves, :1 design incorporating a self-lapping portion for

electro-pneumatic control and a shifter lever to provide control in either auto-

matic or electro-pneumatic operation can be obtained.

Rotary valve seat portion a part of the complete brake valve portion which

contains the seat for the rotary valve to connect the various ports and passages

in accordance with the brake valve handle position, and to which is attached

the selector cock to provide either controlled or main reservoir air supply when

charging in brake valve handle release position. A blanking cover may be used

to replace the selector cock, which will provide controlled release only.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

(b) Application portions are used in the following three designs: A service

application portion providing a service application (split service application

for long freight trains) from a train control, overspeed, or safety control opera-

tion; An emergency application portion providing emergency brake application

from an overspeed or safety control operation; A blank application portion

15
Public Domain / http://www.hathitrust.org/access_use#pd
which is a cored filling piece used to build up the D-24 brake valve when train,

overspeed, or safety control is not used.

(c) A filling piece portion on which are located the first service cock for

cutting-out the first service operation of the brake valve when desired, a brake

pipe cut-out cock for cutting out of the brake valve and functions of the appli-

cation portion on the second locomotive when operating multiple units, and the

equalizing piston valve portion for reducing brake pipe pressure at the proper

rate regardless of train length (brake valve in Service Position) and provide

a relative uniform reduction of brake pipe pressure through a long train with

maximum permissible brake pipe leakage (with the brake valve in First Service

Position).

((1) Pipe bracket portion to which all the pipe connections are made per-

mitting removal and replacement of any of the other brake valve portions

without disturbing the piping, and to which is attached the feed valve for main-

taining a predetermined normal air pressure in the brake system.

Brake Valve Portion With Rigid Handle, Fig. 12

The brake valve portion is attached to the rotary valve seat portion 225,

as shown on Fig. 12. The automatic brakes are controlled by handle 350, which

has six positions. Movement of the handle is transmitted through the rotary

key 257 to the rotary valve 216’ which is thereby rotated t-o establish port con-

nections according to its position.

An external quadrant 20.9 is attached to brake valve body 200 and engages

handle latch 85] to position handle 3650 in the six brake valve positions.

The six brake valve handle positions are from left to right: Release, Run-

ning, First Service, Lap, Service and Emergency.

Emergency pilot valve 2.48, Section A-A, is held seated by spring 244 and

emergency valve 241 by spring 245 at all times except when the brake valve

298

211

"I

.k\_-

-__._(((///I‘

,-

afl

$5
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

\\\\

'2.’

co

//

/.

s\\‘

[/2

2%%%%‘i
Public Domain / http://www.hathitrust.org/access_use#pd

z|,// 7‘.

.-;J

as.

224 203 208 356 357 352 33 351 \\\\

,...~>}>>>““‘;‘:\\\\\\\\\\>‘~:.>s\\\§‘§}\~>)~>)\‘\\\\\-‘>\(\\\ ‘;

61L.

—.x , ‘

\I\<\"\\\\\\\\\\\\\\\\\\\§\_.\-\-\<\.'\.\§\&‘\\\<{<‘\‘\\\\- 6

Iva;

sg.

>2

\-
handle is moved to emergency. In emergency, the drive shaft housing contacts

plunger 240 and unseats pilot valve 248. This exhausts the air in the spring

chamber of emergency valve 241 faster than it can enter through choke 202 and

permits the brake pipe air to unseat the emergency valve and vent to atmos-

phere, thus initiating an emergency brake application.

Rotary Valve Seat

The rotary valve seat portion consists of the rotary valve seat 225 and the

selector cock 204 (a blanking pad 208 can replace selector cock 204). The

selector cock is attached to the side of the rotary valve seat portion 225.

The rotary valve seat 225 provides the port connections for rotary valve

216 in the various brake valve handle positions. Selector cock 204 is used to

change over from main reservoir full release to controlled full release, or the

reverse when desired. The cock is manually operated to point to “MR” on top

of the cock body when main reservoir release is used and to “FV” when con-

trolled release is used. When blanking pad is used only “FV” pressure is avail-

able in release position (controlled -release).

Brake Valve Portion With Hinged Handle, Fig. 13

The foregoing description of the brake valve portion with rigid handle

pertains to this brake valve portion except the arrangement of the external

positioning quadrant 209. All other types of brake valve portions have an

internal quadrant which positions the brake valve handle.

Quadrant 247 keyed to rotary valve key shaft 257 provides the notches into

which quadrant latch 259 moves for locating the brake valve handle in its six

282 602

Fig. 13. Brake Valve Portion with Hinged Handle

351 352 353 654 O1

224 203 208 291

--

\‘.'!'.§§‘,\\\\\\\\\\‘§.--!.l‘ 292 354 350 GOO

279 289 /‘¢;=€"?”/7 .%,$=*\ 6-,8

Selector Cock Blankmg Plate 280 371 \\__ $T=i4";_!;_:-iii ' 2'77

?¢$§’.." --*-.'\*V//-

1.48, ‘$\! /4

375 374 370 373 372 275

2-18
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

§|IHI-{’/:Z'''>‘-%§;,||i.--||'f’\<<-'' 276 228

287 ‘ ,-=2‘.-l\‘.?v.§_:'='.-‘-§=e‘.Zi§*.1i:-, -I3’,

”‘=8!® /.*.=.‘.0 _

{-5 \‘‘‘*:§ I '\-;\\\\§\é_\~' __'—_ 283 .-. \‘ Lé-”&=.\<:'g-§~:';\,.f;(;€::§;s2 274

284 A A

\ .s $9 \

R }-4\ ~\

\ § § 288

x..\§\|.s

285 M

3 - 200
Public Domain / http://www.hathitrust.org/access_use#pd

288 \

§8

\\

§ \§ 257

357 § §

\\

358 § § 219

LJ \ § \

36/0 355 35/6 261 288 260 \ \\\\:§:’ 293

\\\\\\ V_ '_\\,\X\\ l

7- 282 \\\\\\\Q\ 247

.2W8

~ 20 %/;m \§\“ 217

E.‘ A! <"""" ‘ ’ 244 \\I 7I\ '’’Q‘\\ 294

8 »s\\\..~~....\\\sz.,,>, \_

//////////////3'

\:\

_--_-*-_-‘§_.i.ll‘I.\\~§.‘

//////

. 240 243 242 241 205 "\\\\__-_..\\ “ \ \ \ §_-__\\\\ 22

208 224 221/

positions. Latch spring 26] moves the latch into the quadrant notch as the

brake valve handle and quadrant are moved around to locate and hold the brake

valve handle in position.

Manual sanding is accomplished by depressing the handle 6'70 upon the

sanding bail 355, which unseats sanding valve 279, Section B-B, through plunger

282 permitting main reservoir air to flow to the sanding pipe. Choke 226 is a

warning port and provides a timed release of sanding port air after spring 280,

Section B-B, seats valve 279. This choke only provides a timed release in

emergency when broken pipe protection feature is not used. Sanding stop

spring 284 cushions handle pressure on the sanding bail when sanding and

returns the handle.

The brake valve handle 370 can be inserted or removed only in Running

position. The handle is inserted in the slot in the drive shaft housing 274 and

pushed forward until the curved lip slips beneath cam roller 276. This latches

the handle 670 to the drive shaft housing 274, to which a keyway is pinned by

pin b. The end of rotary valve key 257 is keyed to fit into the keyway, so that

as the handle 870 is rotated the movement is transmitted through the drive

shaft housing 274, pin 1) to the rotary valve key 257 and rotary valve 216.

Lubrication of the drive shaft housing 274 is supplied through oil ball valve 226

and oil holes in the bushing around the housing. Spring 284 prevents handle

370 from resting on sanding bail.

Plunger spring 287 acts upward on plunger 288 and roller 87], so that handle

370 is tilted upward when not held down, and through pusher 28.9 unseats check

valve 851. This permits safety control pipe air to flow through a choke in

the passage to the whistle valve 602 at a restricted rate to sound a warning,

and if the brake valve handle is not depressed immediately, to initiate a safety

control application. When the handle is held down the force of spring 287 is

nullified, permitting the lighter spring 352 to seat valve 35], closing the safety

control pipe to the whistle exhaust.

Brake Valve Portion With Rigid Handle

and Self-Lapping Unit, Fig. 14

The brake valve body portion is attached to the rotary valve housing 216

by studs 228 and 2.27. Shifter lever 271, Section B-B, conditions the brake

valve for electro-pneumatic or automatic pneumatic operation. The two shifter

lever positions are 180 degrees apart horizontally, each being located by a hole

in the brake valve body casting into which the handle stop pin 269 engages and

locks the shifter lever in position. For electro-pneumatic operation the shifter
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

lever is latched in its rear position with the letters “SA” exposed to view; for

automatic pneumatic operation the shifter lever is latched in its forward posi-

tion (nearest the operator) with the letters “AU” exposed to view. To change

position: Put brake valve handle 850 in Running position, pull out the shifter

latch, swing the shifter lever 180 degrees and release the stop pin 269 into the

hole in the brake valve body.

With the shifter lever in its rear (SA) position, selector key 258 is moved

to its upper position to disengage from quadrant 247 operating the rotary valve

in automatic operation, and engages cam 254 for operating the salf-lapping

portion in electro-pneumatic service. Brake valve handle 650 thus controls the

self-lapping portion 811 which automatically laps off the flow of air when the
Public Domain / http://www.hathitrust.org/access_use#pd

pressure builds up to a value corresponding to the position of the brake valve

handle. The brake valve handle has three positions which are: “Running” at

the left; Application position which extends through the are from just out of

Running to the quadrant notch, the latter being a Self-Lapping Application

position, and Emergency at the extreme right.

The zone between Running and the quadrant notch is the application zone

for service applications of the electro-pneumatic brake system. The amount

of application depends on the handle position in the are, starting with zero in

18
273

271

Running and increasing to maximum with the handle in the full application

notch. No “fanning” of the handle is necessary as the brake valve itself auto-

matically builds up the application pressure to the amount corresponding to

handle position and then automatically laps off. Thus, the application pres-

sure is increased or decreased simply by handle movement forward or back in

298

,§.?-"'J,l‘J 2 211

Agzvirg /4"‘ 218

357 " / H1 '1

. 2%‘-2-2’ ‘IE2,-é 21°

§‘::;..'!/7“///////I////////7/I/1''17)‘' v’ 4 g|§?*;_='-'§"i'i”

/I /////////////I" A %VI;;,-g-_.‘(~—§11 203 4

, \\-* %i§§§$ 27

356 \ .

230 350 352 353 361 \ § /§ \ ‘ 200

333 /.l¢.,_,..2 ‘ / ‘Q ‘ A

229 296

268 334 4 “l5/./" § ~\\ \‘ S

\ \ \\= 4 3 as \ §

/ 2 5 6 1‘ ‘, 3;ba\\\\\\ ‘ 2 5 4

\ ' >7

239 E 329 253

70 l\\/ 330 265 251 g ;$§§-§,'7;',."§__ A B 255

‘Q \\ 266 W \'”’_ I§ § '

_ A §__ ‘ 328 :isZ/..’-Y{{’:.':2'_I4s '-“~""’$\\\‘?%.’§ § 258

‘= W ' 332 26? 8 1:-— 1Ij§’,.~,,,.,, § g

b ~"‘ §-m| 264 ‘!”"‘“;;’"‘>"§43“| 2:," “R ‘ /26°

335 331 263 ' _\}}§1L/ 26’

339 327 252 f!§.=."'-"-“q!.-I... ." f ;

,a4-7~.‘|',-gt 11 ‘ 248 A ‘$2-‘f”'“ MW4 262

.1 is 247 249 ' 5“ .1 ‘El "’¢ 220

31° ,;:1€I§‘§§"\’ 325 ‘K-l £4 if g

55%! 250 223 !..%-\;.1 Z 259

E4 ~ ->-= - , .’ ' ~32 ——_~'v A

3"‘ 12% "—"'l-I; 324 207 212 ‘is-&a=Z—‘~§M\S‘ \ 1

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

C '22 /I \¥~‘-I-w“-3» 1 2 5

315 I 323 ii ///5%) .’l":/}/?“‘&_\§"l!//.0/"'//.5 214

0/11/11 /0‘ ‘ —--—’ 4L _/:....-_1-_.€_..-_

311 316 317 321 319 320 318 322 ./7 . \ 204 gm , ,- \ 213

s 11 8-8 "/\ M. \

cc on 203 ~\ § 219

239 238 > \ Q Q

205 .\\\\\s -_-.-=~.s&ss§>1s-'1.'a>\.\.\.\.‘.“=‘\.§._I2~\.\\I\\-as 216

237 " 206 224 217

221 222 225

%~, "I
Public Domain / http://www.hathitrust.org/access_use#pd

\\ I ‘

r ‘.’\\s\\\\//I1.

234 § \\\\\\\\g

' \\\ 232/ ' / .§\ - '

",__\ ,'

_I_!i-I‘-'§‘£—:'i“.111 E-V

\\\\\\\§'1£:1:|q:.__:‘ \\\\€€\§\\

240 242 241

Section A-A

§5__§?'

' ‘if i I‘):

4. .\\\\\\ $§,—"*5‘

;557.="'Fr:.' IF;-14w 5%;

:;$".<>:-£142.-."-r»~$?"i#

<' -'-2-: Q-‘,7 33"‘ <1

: .,.”_,._ f . 295

"1

'-41’

HI _ ’

313

Section C-C
Application

To make a brake application, move the brake valve handle to the right/——

the farther the movement the greater the amount of application up to maximum

in the full self-lapping notch. As the handle is moved to the right the cam 254

moves dog 229, pusher 886 and attached lever 888, the ends of which are posi-

tioned on inlet valve 815 and exhaust valve 829. Spring pressure plus air pres-

sure acting to hold the inlet valve closed is stronger than the spring pressure

acting to hold the exhaust valve open; therefore, the first movement of the

handle cam to move the floating lever causes the exhaust valve 829 to close,

cutting off the brake valve exhaust Ex. Further movement of the brake valve

handle to the right causes additional movement of the floating lever, which now

fulcrums on the closed exhaust valve and opens the inlet valve, allowing main

reservoir air to flow into the cavity of the brake valve and thence through the

port connection to the control pipe 11.

As air pressure builds up in the brake valve cavity it acts upon the spring

loaded piston 822 which forms the exhaust valve seat, and moves the piston

and exhaust valve 829 against the force of the regulating spring 821, the exhaust

valve thus remaining closed. The exhaust valve end of the floating lever 888

moves with the exhaust valve and piston until the regulating spring 821 is com-

pressed sufficiently to balance the cam pressure on the lever after which the

application valve end of the lever moves away from the inlet valve, which is

then closed by its spring 816. In this manner the self-lapping unit operates to

quickly and accurately build up pressure in the control pipe corresponding to

the position of the brake valve handle in the application zone.

Release after Application

As the brake valve handle is moved toward release position, handle cam 254

moves away from the floating lever stem 886 of the self-lapping unit. The lever

888 then pivots on the closed inlet valve 815 and the release valve spring 828

moves the release valve 829 away from its seat, allowing control pipe air to

flow to atmosphere through the brake valve exhaust port Ex. If the brake valve

handle is moved only part way toward release, control pipe pressure in the brake

valve cavity and acting on the piston type exhaust valve seat 822 will be par-

tially reduced and the regulating spring 821 will move the seat into contact

with the release valve and prevent further flow of air from the control pipe.

With the brake valve handle in full Release position, the handle cam 254 is

moved away from the floating lever and the exhaust valve spring holds its valve

829 open to vent all air pressure from the control pipe. Thus control pipe pres-
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

sure is quickly increased or decreased in small graduations as desired.

Emergency Application

When the brake valve handle is moved to Emergency position, shifter

selector collar key 258 rotates cam 254 to operate the self-lapping unit and pro-

vide an electro-pneumatic straight air brake application as previously described.

Further, as the shifter selector collar key 258 moves past the full Application

position it picks up quadrant 247 which rotates rotary valve 216 to a Lap posi-

tion cutting off the supply of air to the brake pipe. Thus, when emergency

valve 241 is unseated in Emergency position, as described under Emergency

Application, brake pipe air is quickly vented to provide an automatic emer-

gency brake application.

Public Domain / http://www.hathitrust.org/access_use#pd

When used in automatic service the brake valve has six handle positions

from left to right, Release, Running, First Service, Lap, Service, Emergency.

Shifter lever 268 is locked in automatic operating position where the letters

AU are exposed. Locked in this position t-he collar 252 engages quadrant 247

so that movement of the brake valve handle is transmitted through shaft 257

to rotary valve key 258 and to the rotary valve 216 which establishes the port

connections on its seat 225 for the different handle positions, as indicated by the

position diagram. The handle positions are notched on the quadrant and are

20
m

602

351 352 353 65

.2%w.a222221222222222 WWW

eem22A22%%%%%%n%.2._2.,._mm.2.22

875

7 7 7 7 7 7 3% .§ 8 / /A.

6 2 2 2 2 2 \ I 2....

___\2 “mg-§§ .2. §.. \\\\ »M.\\_Hm_2.///¢é2..2//颢2/2..////fl/_mfln\“\\\\\\,$ %

.22 222222222 1 22¢ _. 2 J YW. . 2 m

2 2///2222/_2.2Q..2.2m.T2...22. .22. 2% .24; §%.% 2 21 2/ . . .2-_ W . km kn -2Wm~_>.,w~“2\\22.. .. . “§_.=2 w».W...\./0._I2W\\&m W

-_ . lr2,. 2\ 2

2_...._.../-_.......2_2..../ 22. \,//2 / 2

2 22..;.._2.22///A1 2.7 fig”. 2

-. .2 . . . 2 .\ \ 2... m

2222//2 2 2 4 9 1 2 § “..M.u-%\S_a§§\\\\e‘ ‘mm \ \. 3 2

.2 2 2 2 .... - 22227 1. \\ _.._ 2

2 2 2 2:2 2 2

3 %M%%%&.HIfl. w

0 3. / \»‘\\. 2 2 2 2 2 2

7 222222B43mw98 \m%/.\\

2 2 2 2 M. 2 ...\m\./\\\w2§ 2

l4V/..////A/.¢\ % 5 I 2/ 4

.1. 7/ 4/1). ¢ 2

2 2 2 22 22222 22 2

7 2 7 6 5 4 3 W ,/ 2 2 2 2 % M22 = w_‘..vm.....wn.<\_wW‘

3 aw %QM222222 \.. _w

33III333333332 \. GO’.A\\\\\\\\ \>¢..2

ll’ 2 . \\\

Ailfflamnslaat. 2 x . 2 2 2 2 \\ . 2 .. 2 2 .///2__2..a\-U1 \2.A¢\A\,\\2. \

\ o 2! '\~\\'/2_..H2...2....2..2....m.\v....1~.. .~./2/,.Ma%,2.w2.,.2 . o -. 2 2 . EH. 3 \ QXK.sa\rA\\\\a~\\\.$/2_.2Mnw¢%-@$.u._.V§§.u___w% Q & \\\& K 2. / ,. .2\2£.2....r.2h.e 25. \$\

A $2 2 2W //<\\\\\2r\ s \ 3 3 ._ . /AN’ U42

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

2 2/2 .21. l .. 2 2 2 2 W ~ g rlffflAavlI4“\\l/J\¢.l§%I"/Iu,4m.!.n$|I2MWWVVH/..%\\ 3 n “

\\4L2

B J\ . \.' \ g I. 'wW./I’/%%/AW/g/,4 7 n D 2

M 2\e\\\\ I llP\ .2 M 2. w m M22

2 \\ kv\..\\\..s¢_-.2‘ 2 ml“ \»l 2

W e o 4 5 H Fl 2 m w 2 2 2 2 2

ii 0 2

w w m w m G. 2 3

22222m

Section A-A
Public Domain / http://www.hathitrust.org/access_use#pd

Fig. 15. Brake Valve Portion with Hinged Handle and Self-Lapping Unit

indicated by latch 259 moving into these notches under pressure of latch

spring 261.

Emergency pilot valve 243, Section A-A, (explained under the brake valve

portion with rigid handle).

21
S I k\“

IK 311

309

Section B-B

Self-Lapping Unit Blanking Cover

400

355

354

LLILIJ

295

232/'

310

Independent Brake Valve Mounted Integrally

9O32176543

2323322222

33333333332

§lII\ 3.....<...2.v1

3 A9- . M

O 3 \ /45. . .m.._..\....~,..\_.i®'////h.'.3N.Y.nwN/.171“

2 PM H3.w_\_o.4_...»[email protected]__Z m A

. \>.. f\\\\ .

3 3 2 M... ..

2 E .3.3.....e33._._w 3 3

M a . . ......_.....|.....4.-..|.a.....Il_-,.....,..3.. 1 k I. I 2 l

M M M §\\ "Gd I. W P

M M 33. '3. m M S vs/\\s .\§\§\.\\\..1,hll mm

1 I 3 . 3. 3

M M V$\\\\\\\\\\W..-W

Q WV” 3 2 w 9 '§\®§ 1 n

3 2 /3 3 3 3 2 I‘ 3 3 3 3

MM15636422I

3),;/...a:m_a 2..-. 3.3 23

Q663343

3 M3” 2 0 7 5 2 2 2 9 O 5 4 3 7 2 % M“ 3 5

222222222

5 , s \ 4.0%. 0 3 2

3 // // \I.,_lm.“.Q\a-..I 3% .. .1
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

WI1

2 /2 .. 3_m3N...3w._ .\3 23 -_

3 22. \_\._3_... 23.2.3“? 3

A \ Q 4 _J . . I \.\..-0-lfl. l .11. v! 2 ~_332./2. rm./2.//.//.3-3 2 2

9 ..Mmfl..7./././1%/.,V.--1V4h2m?//anzlukligl//.¢|wI/.3 WMQ. \\\." m

2 .33.“.../32.2.2/2232422/32%/////.22 m\3N\\5...3a §\22353a3I1.Io.|.\ 3 2

- 3\\\\\n2.91.n\\\\ss3m\n\\33._§\w. /4. AN \

.2..,...,.,4_.2.M.sw..3.,2u22.lI..1.1.2%1 m...]1w..h-.....3.3.3m.~.../1/M7/..../2~,.2»3.. -“ /..%§m % M

3 2 22//2.__...%5..... % 4: 2 2 .

R \ .1‘ .\ \ 1W“. VIIIIPI.‘ -fill!‘ \\1|..0\u“ 7 \ A.

\\._. 3 \.. \ s . .2 2 2 2|.-4\ 2 3 o O \

Public Domain / http://www.hathitrust.org/access_use#pd

% -\\\\\\\\\k\\\-ee\§.\\\\\\\\“ mflmmm M 6 \ / Q M

1 2 31$ 3 2 4 3 . 3

2I3§3

.//n 3§.\\s”2\s§\\..w“ .. .. 5

6 9/

\‘

§\:_\\_

253/

!‘

3'

sl

\.3

__

_I_. ~§l\ \ 7 O

445 ls 4./. 1536.

rug...“ 1: %a2//2222

I. 3.22222 ll \

/J .2: 3
Exhaust valve pawl 281, Section A-A, is located between the handle shaft

and the exhaust valve 285. In Release, Running and First Service handle posi-

tions a cam on the the shaft lifts the pawl and unseats the exhaust valves, one

valve connecting the passage leading to pipe 8 to atmosphere, and the other

valve connects the passage leading to the timing valve 121 and pipe 18 to atmos-

phere. In Lap, Service and Emergency positions spring 288 holds the exhaust

valve seated and the atmosphere connections closed.

Rotary Valve Housing (Used only with Brake Valve Portions

with Self-Lapping Units.) Figs. 14, 15, and 16

Rotary valve housing 218 contains an air strainer 214 which cleans the air

to the controlled emergency cock and the independent brake valve, on these

type brake valve portions, and the air going to the pilot valve 851 on these

brake valve portions with hinged handles (passage 3).

Brake Valve Portion With Hinged Handle and

Self-Lapping Unit, Fig. 15

This brake valve portion is similar to the brake valve portion with rigid handle

except that it has in place of the rigid handle, a hinged type which is explained

under the brake valve portion with hinged handle.

The brake valve handle 870 can be inserted or removed only in “Running”

position.

Manual sanding with the hinged handle is also explained under the brake

valve portion with hinged handle. ~

Brake Valve Portion With Rigid Handle, Self-Lapping

Unit and the Independent Brake Valve

Mounted Integrally, Fig. 16

The rigid handle brake valve with the electro-pneumatic feature does not

provide for manual sanding or suppression of safety control feature. An ex-

ternal quadrant is used for guide purposes, while an internal quadrant positions

the brake valve handle and handle is not removable. All other features are

identical to the brake valve portion with self-lapping unit and hinged handle.

The S-40-E and S-40-G independent brake valves are mounted on this brake

valve portion. '

Service Application Portion, Fig. 17

The service application portion 110 functions to provide a service brake

application when initiated from an overspeed train control or safety control

application. Otherwise piston 112, Section B-B, is held in release position by

spring 129 (main reservoir air pressure balanced on both sides of piston 112)
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

and this portion has no effect on the braking as controlled from the automatic

or independent brake valves.

When the air pressure on top of piston 112 is reduced from an application,

the air pressure under the piston moves the piston and slide valve 114 to appli-

cation position. In this position the ports in the slide valve 114 connect the

passages of the following:

(a) The cut-off valve chamber 'around spring 155, Section B-B, is con-

nected to the slide valve exhaust, which permits the higher pressure

on the other side of cut—off piston 146 to move the cut-off valve 151 to

closed position and cut off the flow of air to the brake pipe.

(b) The passage from the equalizing reservoir and the top of the equalizing
Public Domain / http://www.hathitrust.org/access_use#pd

piston 77, is connected to two passages; one passage which leads to the

reduction limiting reservoir and the other to the second reduction reser-

voir. This permits the brake pipe air under piston 77 to move the

piston to application position. A choke in the slide valve passage

limits the reduction in pressure at a rate to produce a service application.

23
(c) The passage from the equalizing discharge valve 82 is connected to the

exhaust by slide valve 114. This permits the reduction of brake pipe

air and the application of the brake.

(d) Main reservoir air is connected to the power knock-out pipe passage,

which operates the power knock-out to throttle or shut off the loco-

motive power until after the locomotive comes to a stop when train

control, overspeed or safety control application is made.

(e) The passage from the top of piston 112 is connected through slide

valve 114 to a passage leading to the rotary valve 216 or check valve

235 which connects to the exhaust in Release", Running, and First Service

positions of the brake valve handle. Thus, as long as the automatic

brake valve handle remains in any of these positions the overspeed

train control or safety control application cannot be released.

(f) The passage from the first suppression reservoir (in Freight Service)

is connected to the passage leading to the split reduction timing

valve choke, Section B-B, and to the diaphragm chamber of the timing

valve 121. This permits a timed exhaust of the first suppression

reservoir air and from the timing valve diaphragm chamber to provide

for an automatic split reduction of brake pipe pressure during a train

control, overspeed, or safety control application.

(g) The reduction limiting reservoir exhaust passage 36 to the brake* valve

rotary valve is disconnected, which prevents release of the reduction

limiting reservoir air through the rotary valve in the brake valve.

149 154 150 152 151 153

120 119

I I-‘I

148 147 156 118

\»\\\\ \ \ . \

. \\ $~ § §\ ~\

146 ts l\\-s

166 Ԥl A

4 1b’$,’_v!_'I I I 0.2171‘: _. \ \

1‘ ‘I Q

/,,,,,,,|, »,g1,,21,I,,,l=1s \ -

142 \""‘\ .\ s

,‘\‘~\\\\\!\\\\\\\_\\§‘~‘; 112

158 $5., ‘_, \ \; .=. ?“”$

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

\§

122 \\"\\\‘-._'_-'I'-IIL'é.¢-=5 25' \‘

\\\‘;''_';.-'a: I i

122 -'1’//////4 2-

/2

,:¢§| 144 132

-'1

-2,, Z 131

== /” //////1.’/_//\/-‘j

[lily] 129
Public Domain / http://www.hathitrust.org/access_use#pd

133 127 128

I / I .,' v

1 24 n/I”/’///4741*://ii

121 126 126 e._ I

\, 1 '1‘

Section B-B ‘ {a'~hi\3/ 130

II

2g4 15//’//”"

.. .‘!."-‘~*“""-““‘ “V

§.\\\\\\i\‘

mm .1 1-----\ -' .

“en 11 '

'R

\‘ 2 \ --"\'-W

111

18‘ \\ if _

\ - \!

7 ’/I//////7/////2'//2'."/////

lllll

kg “
Timing valve 121, Section B-B, provides a split service reduction of brake

pipe pressure during train control, overspeed or safety control applications.

When an overspeed, train control or safety control application is made

piston 112 and slide valve 114 are moved to application position. In this posi-

tion slide valve 114 connects the equalizing reservoir air and the equalizing

piston chamber air to the reduction limiting reservoir and to exhaust through

passage 18. A choke in the slide valve permits the reduction of air in the

equalizing reservoir and equalizing piston chamber at a service rate, so that a

service application of the locomotive and train brakes results.

On a long train when an overspeed, train control or safety control appli-

cation is made piston 112 and slide valve 114 are moved to application position.

Air from the first suppression reservoir (rotair valve in Freight position) is

connected to the timing valve chamber around diaphragm nut 126' and the

timing choke. This deflects the diaphragm 124 which seats timing valve 121

and prevents the flow of equalizing reservoir air to exhaust, thus the equalizing

reservoir air reduces into the reduction limiting reservoir and limits the initial

brake pipe reduction. Timing valve 121 is opened when the air pressure in the

first suppression reservoir and in the chamber around diaphragm nut 126‘ has

reduced sufficiently through the timing choke. The combined volumes of the

equalizing reservoir and reduction limiting reservoir then flow past the timing valve

121 to passage 18, to provide a full service reduction. \Vith the brake valve in

Release, Running, and First Service positions, passage 18 is connected to the ex-

haust, but if brake valve handle is in lap position, the exhaust connection is

closed, when a second reduction reservoir is used.

The safety control, train control and overspeed cut-out cock 184, Section

C-C, is provided to out in or out these features without interfering with the

normal operation and function of the brake valve. The “IN” and “OUT”

positions are indicated on the body. As furnished, the cock is sealed in “IN”

position by a car seal through slots in the handle 188 and body cap to prevent

unauthorized opening. The handle is provided with a spring latch 18.9 which

requires a pause in mid-position when moving the cock handle from one position

to another. In turning the cook the handle engages a lug which requires the

handle to be pulled toward the operator, compressing spring 189, in order to

clear the lug before movement can be completed. This provides a short pause

when cutting-in the valve, in which the passage and pipe to the safety control

and overspeed devices are charged up quickly from the main reservoir, and thus

avoids a quick reduction in pressure in the chamber on top of application piston

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

112, which would permit the higher air pressure under the piston to move it and

cause a brake application.

The cut-off valve 151, Section B-B, is used to out off the supply connection

between the automatic brake valve and the brake pipe during an overspeed,

train control or safety control brake application. The piston spring 155 moves the

piston cut-off valve to open position with the air pressures balanced on both

sides of the pistons. When the air pressure in the chamber around spring 155

is exhausted to- atmosphere by the application piston slide valve 114, the piston

146’ moves to closed position which seats out-ofi valve 151 and this cuts off the

brake valve supply to brake pipe.

Emergency Application Portion, Fig. 18 ,

Public Domain / http://www.hathitrust.org/access_use#pd

The emergency application port-ion functions to provide an emergency

application when initiated from an overspeed or safety control. Otherwise

piston 161 is held in release position by spring 167 and brake pipe air pressure.

This portion has no effect on the braking, as controlled from an automatic or

independent brake valve.

When the air pressure on the spring side of piston 161 is reduced from

overspeed, or safety control application the air pressure on the opposite side of

the piston moves the piston to application position. This closes brake pipe

25
supply from brake pipe and connects brake pipe to atmosphere causing an

emergency rate of brake pipe reduction.

Valve 178 is moved off its seat which vents the chamber on spring side

of piston 161 through passage 8 to atmosphere with the brake valve handle in

release, running and first service positions. Therefore, to move piston 161 to

release positions (by equalizing pressure on both sides of piston) it is necessary

to move the brake valve handle to lap position.

184 166

''

1/l

4 /10/00 / 24

Qs

\\

sl

......\

§.\§

I?

__§

,8

\\\\\\‘

\‘

xv

ti

\\\\&K\\\\\\\\\k-

§\\

\\

K\\\

W“

\
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

_'

. .\ . -- l

.\\~‘\\

P‘ " :1‘ i

\‘It">+l I I

. _l'I- , > I

P ~1r\-x\\\\§“il§¢ // /

__ / /

\,§,,§
Public Domain / http://www.hathitrust.org/access_use#pd

".2:-'2'.‘

_. //////////////A

\\W‘\“

k\\\\\\\\\\\\\

\\

l..\

\\k\\\\\§\

.\\X\

A'“'.':''::-.- -' '2

185

179 178 180 186

Applicatmn Portlon Safety Control Cock

Blankmg Plate

Fig. 18. Emergency Application Portion

Blank Application Portion, Fig. 19

The blank application portion is a cored filling piece used to build up the
The brake pipe cutout cock is so designed that it cannot be moved from

closed to open position without a pause in mid-position. The cock handle 86 is

provided with a spring latch 37 which engages a lug when turning, requiring

that the handle be pulled to compress spring 38 in order to clear the lug before

completing the handle movement. This provides a short pause when cutting

in the valve and permits slow charging of the application pipe from main reservoir

to avoid a quick reduction in pressure in the chamber on top of application

piston 112 which would cause the higher air pressure below the application

piston to move the piston and application valve 114 and cause a brake appli-

cation. The cock is open with the handle down (horizontal position) and

closed with the handle up (vertical position).

|§ 5 B

Q3

s es\“\\\..r-rs‘ \ _

Q 7//.\\\ R N *@ \[,/~~e-\¢|' 5*

E . pfi N ’ ’'””JIIIfi ’

\i'illii-‘\§‘?§~g\\% W

~\¢:§ea";//4,,'7.-;:.</”<<<"§\\‘~\\\\\\\\\\\\[\0/\ ll! /

regs-s _ 1. I .5. \ --.-- .

32 _Z駧§\§\\\{\\ I 701.,-

First Service Cock Blanking Plate Section B-B \\\\ 25

-_.—I—

2* -I.

93:05 1.-s_ ' 78 _ 82

( _ I “ ""—;;I“ ' I \\

i 0 75 Z '[ O D O 79 ?‘?*‘4‘ 25 V4 80

O gar ;7,_Q=.-_=,__ Kg

0 0 76 T’.':iM‘-'‘li=flT\Ii 8'

0 Q‘/"ES?" '1? ‘=:;\\‘-‘

Q as h b , ,//2

0 Q Q as 4: 2!‘: deg 86

O 00 Q 93 " §\;=;":<:§’.\“ 84

/ as

0 O :@. O@ 8
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

}—\.___,'

26

//

/’ .

2'/2.‘/'/./<~

‘(I7

.\\__= ‘ ‘

iUU:fU1D) 28\@

65 _ 56

Fig. 20. Filling Piece Portion

Public Domain / http://www.hathitrust.org/access_use#pd

Equalizing Piston Valve Section A-A, Fig. 20

The equalizing piston valve portion 75 is attached to the filling piece

portion 25 by four studs. Its function is to control the rate of brake pipe reduc-

tion in First Service and Service positions of the brake valve handle. The

chamber above equalizing piston 77 is connected to the equalizing reservoir,

the chamber beneath it to the brake pipe. In release and running positions of

the brake valve handle both chambers charge equally and the brake pipe ex-

haust is cut off by the rotary valve 216. When the brake valve handle is

moved to service position, pressure above the piston and in the equalizing

reservoir is reduced through the preliminary exhaust port of the automatic

brake valve. ‘Brake pipe pressure in the lower chamber then raises the piston;

operating lever 79 is carried with it, the short end of the lever rotating around

pin 80 thereby engaging the collar and unseating equalizing discharge valve 82

27
past which brake pipe air escapes to the brake valve exhaust. When the brake

pipe reduction equals that made in the equalizing reservoir the piston moves

downward, permitting valve 82 to close and terminating the brake pipe reduc-

tion. This feature thus accomplishes an Automatic Brake Pipe Reduction at

a controlled rate regardless of train length. The engineman makes the desired

reduction in equalizing reservoir pressure and the equalizing piston portion

automatically reduces the brake pipe pressure a corresponding amount.

In First Service, the pressure above the equalizing piston is reduced at

a controlled rate into the reduction limiting reservoir. Maintaining valve 87

is held on its seat by spring 88. The chamber beneath it is connected through

the rotary valve to feed valve pressure. If brake pipe pressure reduction occurs

at a faster rate than equalizing reservoir reduction, the higher equalizing

reservoir pressure above the piston moves the latter downward into‘ contact

with the spring backed stop 89 at the end of the piston stem, depressing operat-

ing lever 79 and unseating maintaining valve 87. Sufficient feed valve air is

supplied past the valve to limit the rate of brake pipe reduction to that of the

controlled equalizing reservoir reduction. This is the Uniform Brake Pipe Re-

duction Feature for long trains.

During recharge of the brakes, should equalizing reservoir pressure exceed

brake pipe pressure approximately 2 pounds, the resistance of both maintaining

valve and piston stop springs (88 and 90) is overcome and piston 77 moves

to its lower position, uncovering ports in the piston bushing leading to the

brake pipe chamber. This allows the excessive equalizing reservoir pressures

to be reduced by air flowing into the brake pipe. During an emergency appli-

cation the equalizing piston 77 is moved to its extreme lower position. Equal-

izing reservoir air from the top of the piston by-passes the piston and flows

to the chamber below where it connects with brake pipe air that is vented to

atmosphere.

First Service Cock, Fig. 20

The first service cock portion 41 attached to the side of the filling piece

portion 25 with two cap screws 51, Section A-A, is used for cutting out the

first service feature when desired.

First service cock portion, Section B-B, consists of the body 41, cock key

42, spring 48, handle 45, ball check 46, check valve 47 and check valve spring 48.

The cock key 42 cuts in the first service feature when the handle is turned

to the position marked “IN” and cuts out the first service feature when the

handle is in “OUT” position. Ball check 46 and check valve 47 provide the
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

means of reducing the reduction limiting reservoir pressure, when it is desired

to make a reduction on top of any control application when the first service

feature is cut out by the first service cock in closed position.

The cut out cock can be replaced with a blanking cover which eliminates

the first service feature.

Pipe Bracket Portion, Fig. 21

The pipe bracket portion 2 attached to the filling piece portion is used

for connecting all the pipes to the brake valve. Most of the pipe connections

are made to the pipe bracket face beneath the floor sheet by means of Wabco-

tite fittings. The pipe connections for the gages are located in the pipe bracket

also, one set in the front and an alternate set on the side of the pipe bracket.
Public Domain / http://www.hathitrust.org/access_use#pd

The pipe connections to the pipe bracket are designated numerically and

so marked on the bracket, Fig. 21.

Brake pipe

Safety Oontrol Pipe

Equalizing Reservoir

Stop Reservoir Exhaust

Sanding Pipe

$°9°$".°°!-‘
10. Brake Application Valve Piston

11. Master Controller Control Pipe

12. Brake Pipe Supply to A-1 Automatic and Straight Air Suppression

Valve

17. Equal. Piston Exhaust to Timing Reservoir

18. Second Reduction Reservoir

19. Suppression Reservoir

21. Feed Valve

23. First Suppression Reservoir

24. Red. Limiting Reservoir

25. Power Knock-Out and Circuit Controller Pipe

26. Temporary Suppression

29. Governor

30. Main Reservoir

38. Straight Air Pipe

39. Appl. Relay Switch

40. Release Pipe

(Q 9

Fig. 21. Pipe Bracket Portion

D-24 TYPE FEED VALVES

The bellows type diaphragm in the type D-24 feed valve ofiers a

new high in ability for accuracy. Stretching and slippage of the flat diaphragm

used in previous feed valves are eliminated by the new diaphragm.

The feature of a great capacity with delivery openings unchoked and still

retaining its accuracy overcomes the objections of using feed valve to supply

the brake pipe in release position.

The D-24 Type Feed Valve, attached to the pipe bracket, regulates the pres-

sure in the brake pipe with the automatic brake valve handle in Running position

and in Controlled Release position and on top of the rotary valve in other

positions. It consists of a regulating portion set to deliver the required air

29
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
pressure and a supply portion which delivers main reservoir air at the pressures

as controlled by the regulatmg portion. '

The addition ofa felt protector affords less chance of entrance of dirt in

the operating parts of the feed valve. Use of poppet type valve instead of

slide valve makes for easy maintenance. It has no lap fit piston stem to main-

tain where wear causes leakage to bring about feed valve failure with supply

valve closed, cutting off air supply to the brake pipe.

31 ilifi 3 .$.X\\"“<;\Q\§

IIv’2\{.“:“u“I__%i!};‘;;;!|»T; ‘

3* ',.'."‘ _i§'}.

32 / 16

$0‘ r—'4__ :'\ /

7 le*‘....:;.:, _ 1/4

8 1 . . ' ‘ ‘H15’.

so ‘ ‘CY

A 15

29 28 6 5 9 1O 13 2

Fig. 22. D-24-A Feed Valve

D-24-A'Feed Valve, Fig. 22

Body 2 encloses the parts of the regulating and supply portions of the

feed valve. Essentially the regulating portion consists of pressure adjusting

handle 26‘ for setting regulating valve spring 21 and diaphragm 19, so that

regulating valve 27 permits the air at the required pressure to flow to the supply

portion and thus control the air pressure delivered by the feed valve. Regu-

lating valve spring 32 keeps regulating valve 27 seated when the delivered air

pressure is at the upper regulating valve spring setting. The supply portion

consists of supply piston 7 which operates supply valve 11 to admit or cut off

the delivered air as controlled by the regulating portion. Supply valve spring 9

keeps supply valve 11 closed when the delivered air pressure is at the regulating

valve spring setting.

Opening

Main reservoir air from passage 30 enters the feed valve at chamber A and

flows through filter 5 to chamber B then through the choke in the stem of piston

7 to chamber C, passage 30a and chamber D. -With the system being charged

regulating valve 27 is unseated so that the air from chamber D can flow to

chamber E, passage 2-1a, chamber F and discharge passage 21 to the brake valve.

Due to the choke in piston 7 a pressure differential is created across the piston,
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

so that the higher air pressure in chamber B moves piston 7. This moves supply

valve 11 off its seat 14 and compresses spring 9. Main reservoir air can then

flow direct from chamber A past unseated supply valve 11 to chamber F and

passage 21‘ to the brake valve and charge the system through the brake valve

rotary valve in Running and Controlled Release positions. The delivered air

30
Public Domain / http://www.hathitrust.org/access_use#pd
is connected back to the feed valve chamber G by passage 82 from the brake

pipe, to regulate the air pressure and flow of air from the feed valve to the

brake system.

Closing

When the delivered air pressure to the brake valve and in chamber G

becomes greater than that of regulating spring 21, diaphragm 19 is moved

upward permitting spring 82 to seat regulating valve 27. Thus air from chambers

C and D to chamber E is cut off by valve 27, and permitted to build up in

chamber O through the choke in the stem of piston 7 from chamber B, so that

when the air in chamber C is the same as in chamber B spring 9 moves piston 7

seating supply valve 11 and cutting off the flow of main reservoir air to chamber

F and delivery port 21.

The parts of the feed valve will remain in this position until the delivery

air pressure in chamber G on diaphragm 19 becomes less than the value of

regulating spring 21 . The diaphragm 19 will then be moved downward, un-

seating the regulating valve and again connecting air from chambers O and D

to chamber E. This creates a pressure differential across piston 7, due to the

choke in the stem of piston 7, so that the piston is moved unseating valve 11

off its seat 14 and permitting main reservoir air to flow from chamber A to

chamber F and delivery passage 21 , as previously described.

Adjustment

The D-24-A feed valve is adjusted by turning adjusting handle 26., Two

adjustable stops 24 encircle the spring box, split through the lugs and closed

with a machine screw. These stops permit quick change from one setting to the

other by movement of the adjusting handle from its position at one stop to the

other stop. '

When setting the valve, turn adjusting handle 26 to the low pressure air

setting. Then loosen machine screw 25 on lower stop 24. Move lower stop 24

around against the stop pin of adjusting handle 26‘, after which tighten machine

screw 25 on lower stop 24 to lock the setting. Then move adjusting handle 26

to the high pressure air ‘setting. Loosen machine screw 25 on upper stop 24.

Adjust the upper stop against the stop pin of adjusting handle 26, after

which tighten machine screw 25 on the upper stop to lock the setting. There-

after by turning adjusting handle 26 to either upper or lower stop 24, the feed

valve will be regulated for either high or low pressure.

‘~\

\\ .s.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

‘ ‘~.~

. ,.,;/I /1% s,/r”/,

-iW

\~s.~1‘s~.‘~.

7//

lO‘Qs

-<e:=.*?$.¥§'>‘~ ‘§s~.t¢t~:~\.1v>.§:$\‘

_,¢§:,‘\ ~ .\~.§.§¢.m

31%"§ k;<r/a
Public Domain / http://www.hathitrust.org/access_use#pd

‘is /

Fig. 23. _D-24-B Feed Valve

31
D-24-B Feed Valve, Fig. 23

The D-24-B feed valve is similar to the D-24-A in that it has an equal

capacity but is more sensitive and not susceptible to the effects of foreign matter

in the air supply.

The regulating portion of the D-24-B feed valve employs a flat disc type,

Regulating Valve 27 in place of the pin type valve. Regulating valve 27 is

actuated by pusher pin 84 located off center which permits finer graduation by

opening the valve with a tilting motion. Pusher pin 84 has a shield which

deflects any foreign matter in the air away from the guide portion. The rest

of the operation is the same as that of the D-24-A feed valve.

Adjustment

The D-24-B feed valve setting is determined by turning handle 26.

INDEPENDENT BRAKE VALVE

The S-40 type independent brake valve is of the self lapping design. It

provides gradual increase or decrease of braking pressures with increased smooth-

ness as well as maintenance of pressure depending upon handle position. The

locomotive brake can be applied to any degree by the movement of the brake

valve handle forward in the application zone, or decreased by movement of

the handle back toward release. The brake application can be increased or

decreased in this manner without fanning the brake valve since the lapping

function, is an automatic feature with this type of brake valve. Leakage is

automatically maintained by the self lapping brake valve which insures that

the brake will not release due to leakage.

S-40-D is used with electro-pneumatic equipment when a lockdown position

is desired.

S-40-E is used on steam locomotives and is mounted on the automatic brake

valve and does not have lockdown position.

S-40-F used when there is no electro-pneumatic operation and does not

have lockdown position. May also be used when there is electro-pneumatic

operation if lockdown feature is not desired.

S-40-G is the same as the S-40-E except that it has lockdown position.

S-40-D Independent Brake Valve, Fig. 24

The S-40-D is a self-lapping brake valve by means of which the locomo-

tive brake cylinder pressure is controlled independently of the train brakes in

accordance with the position of the brake valve handle in the application zone.

The self-lapping portion automatically laps off the flow of air when the

applied pressure reaches the value corresponding to the position of the brake
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

valve handle. Application of the locomotive brake is obtained by moving the

brake valve handle to the right and release by moving to the left.

The S-40-D brake valve consists of the following:

(a) Pipe bracket 85 to which all the pipe connections are made.

(b) Body portion 2 in which are housed the shaft with the various operating

earns, the application valve 25, section D-D, which controls the opening

to the independent applications and release pipe, the controlled emer-

gency valve 24, Section B-B, which vents controlled emergency pipe in

Full Application position to cut out the controlled emergency feature,

and the release pilot valve 105 which controls the independent release.

(0) Body portion 47 which houses the self-lapping unit.

Public Domain / http://www.hathitrust.org/access_use#pd

(d) Handle guard 84 in which are located the brake valve operating handle

42, shaft housing 6, handle stop 4 and the release check valve operating

bail 87.

The pipe bracket 85 has four connections, namely:

No. 30-Main Reservoir Supply.

32
ai

. <///z//.\'

,.~:‘=>\\;‘ ‘_ ézm

(Ia [pr

52 54 71 48

‘Section C-C

34 6 35 45 43 -3-6

..;- / 38 42 20 1° 7 §~$_\_\\\\_!_§\_§\\_ /

Q! was

.__

,-

l‘

gé/¢

A 69 es 551

\ 5/97 6.6/99 so 96 e2

‘ ///i Q// /79

z e_!flfi\\\\\\\\\,x\\

V “i#®?- 64

¢ 59

é Q-I"’:$’~'_"'i*"-§.f\_\=}?l|f&*i‘I!liazk\&”\®~‘...|;~&~‘;\: 56

/ .-ss/. ~‘%~':"*‘¢\“ 55

“,

1\\€ §

’!s\..1/// . a

Section D-D

- ~a

44 27 18
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

2$

. »<| - ..

108 1 T

36

29

.\ll\.

§§)

M4

\\
Public Domain / http://www.hathitrust.org/access_use#pd

7‘

1''’!

—.._.-__-N

(.0

I &‘§§

]|_-I

" JAWAIM

I'

;‘.\_§$‘\

.i!=.T:'~T_:'T§¥".i':‘i':\’:'.,-

'///

\ '_-

L“.~..,...\.i;;§il;\;“*

\‘

- -__\

___ ' --»~ """ -__ ----- ‘ -==" s; 57

i\\Is‘.__.___.l_l.=_I-.'.i*a'L.
No. 20——Which connects the brake_ valve to connection 44 of the Rotair

Valve, where passage is provided in Freight or Passenger position

to the Independent Application and Release Pipe and the D-24

control valve application and release portion.

No. 13——VVhich connects the brake valve to connection 45 of the Rotair

Valve, where passage is provided in Freight or Passenger position

to the Actuating Pipe and the D-24 control valve release piston.

No. 35—Controlled Emergency Pipe which connects the brake valve to

connection 85 of the Rotair Valve and the controlled emergency

portion of the D-24 control valve.

The brake valve handle has three positions from left to right (1) Locking

position (2) Release and Running (3) Application Position which includes the

full application zone. Independent Release after Electro-Pneumatic or Auto-

matic Application is obtained by depressing the independent brake valve handle.

As shown in Fig. 24, handle 42 engages driver shaft housing 6 and controls

movement of shaft 11 which has a cam, shown in Section O-O. The handle

can be inserted in or withdrawn from the slot in the driver shaft in Release

Position. Release position at the left is indicated by handle stop 4, in which

position the cam is at its lowest point, releasing pressure on dog 72. Brake

application is obtained by moving the handle to the right which increases cam

pressure on dog 72 and pusher 68. Balance levers are attached to pusher 68

with roller 69 pivoted on exhaust valve 64. The lower end of the balance lever

pivots on inlet valve 50 through push rod 70. The balance levers control the

self-lapping function of the brake valve, as later explained. The exhaust valve

seat is located in piston 59 and is connected by a series of holes to the spring

cavity which is open to the brake valve exhaust. The interior chamber of the

brake valve is connected to the independent application and release pipe 20.

This connection is controlled by the cam 11 through dog 15, to hold application

valve 25, Section D-D, unseated in all positions of the brake valve handle

except Locking position.

The brake valve handle is hinged by roller 77 and is held upward, as

shown, by spring 10. Independent Release is obtained by depressing the brake

valve handle on bail 37, Section A-A. Lower spring 106 normally holds pilot

valve 105 and release valve 22 seated, closing off main reservoir supply, and

upper check valve 17 unseated, opening the actuating pipe to atmosphere. When

the handle 68 is depressed on the bail 67, plunger 20 seats check valve 17 and

unseats pilot valve 105 permitting main reservoir air to fiow to the actuating pipe.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Locking position consists of a slot in the handle guard 34 at the left. To

place the handle in this position, depress the handle and move it to the extreme

left into the slot, which looks the handle down. Plunger 20 seats valve 17 and

unseats pilot valve 105, holding the electro-pneumatic brake off of the loco-

motive. Also in this position dog 15, Section D-D, falls on the lower stop of

its cam, permitting valve spring 28 to seat application valve 25, closing the

independent application and release pipe. This will permit an effective operation

of the automatic brake.

Controlled emergency valve 24, Section B-B, is held seated by its spring

in all handle positions except Full Application. In Full Application position

a cam on the handle shaft engages the valve stem and unseats the valve, opening
Public Domain / http://www.hathitrust.org/access_use#pd

the controlled emergency pipe to exhaust. This nullifies the controlled emergency

feature in full independent application position.

S-40-E Independent Brake Valve, Fig. 25

The S-40-E is identical to the S-40-D except that it has a non-removable

handle, does not include lock down position and is mounted on the D-24 brake

valve portion.

34
44425 423 4

484 .

_ 426

488 828 822 2‘ -'l/''/ '-—v‘'''

2 65% /'4 4/ ‘

‘ §§‘s\l24V A

615 488 818 517 2 I \ ( f 7

((4 ,r;__--_:.-1|-///A

518 .87/;'iv‘\\\ ‘Z v?i=?|'-ijlg

’/I \ \ ‘ I :1. "-"-"2

r'=~=1'//I/M/I'>”4i:::;»m... 1v¢l':'.:..."'—-'=""~.—-'~'I2. 1'

514 .-,;| I,-2r:\=“.-'."= i 12$ i“ '

“gran... .'rI}'lIi:S¢‘,.4l-I'IIII;! 808 ..:1’m‘il)a11|=¢4’.-.,-.,1.|-I @. veg3-'- ‘

W18” /““\\ ’*.l".".i""'-'.-2-2-.': ’ - -

507 413%] -Mill‘ $92,744“ <g"."?1:-.;='; Ir ‘#1

81 1 >*5!.|-.!.l!1I”]|%

513 -In Section BE

2'' "E . 446

520 "1 . u 69

@123’/I’//'/7'//I7/17//////III!/"””””” "

808 808 828 '28 828 408

800 804 - W © 63 U I//’§'V_’7i7’-'

501 82 427 I. .1 , W 2

' ,1 . .2AV

482 480 481 /1“ © 403

467 470 LLU\468 401

Section C-C

'+;-'-"1-Z-3'};-ii-J-Zia‘

Ӥ|Id) l\\

I-1

I .~§\§\>>/\\\¢’-1.

Section DD 533

Fig. 25. S-40-E Independent Brake Valve

S-40-F Independent Brake Valve

The S-40-F is identical to. the S-40-D but does not have a lock down

position.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

S--40-G Independent Brake Valve

The S-40-G is identical to the S-40-E except that it includes lock down

position. .

SA-2 Hostlers Brake Valve, Fig. 26

The SA-2 brake valve is a self-lapping type brake valve used on “B” units

of a diesel locomotive to control brakes when unit is operating alone (in yards

or roundhouse area, etc.)._ Main reservoir air controlled by the self-lapping

valve is admitted to the independent application and release pipe.

The brake valve consists of three portions: the body 2, self-lapping unit

18, and the pipe bracket 58. The self-lapping unit containing the valves and

operating parts is bolted to the body and may be removed for inspection or
Public Domain / http://www.hathitrust.org/access_use#pd

cleaning without disturbing the pipe connections. The pipe bracket provides

for mounting by means of two 5/8” bolts, and has three 1/2” pipe connections;

one for the main reservoir pipe, one for the application pipe, and one for the

exhaust pipe. The body contains the cam shaft 4 (to which the handle is

attached) and a chamber which is always open to the brake cylinder pipe

(straight air pipe).

A cam is mounted on shaft 4 and a cam dog 21 (Section A-A) is inter-

posed between the cam and pusher pin 84. Pivoted on pusher pin 84 is balance

35
44

'/f»'"’_

._.-§

al

\\\\\\\\\}\_‘_'_-.

ngw I.

\\.\\

51 50 49 48 47

\\\‘\\\\\\\

\‘.§&“§

J;

0M

nI

FflQQL LIv“ ='wr

--- ‘ =?“= 5 . 4.:¢';.-11>-7

“K-5:-_ ------------ " ----'Vfi 52- § 0? / Z’

2 37 34 16 17 13 18

g fig

/ % II

¢ ¢//////z/////////////.\\*\ -

‘*5 ¢ 9 6 '7" W I--éiiiiiliiiliitiri

54 ‘°° 1.

7 '4l!!g:? §§%l-‘!,L.Q“NEE9§S;&§S$§§§§$§§3g§:é 96; H‘

‘ " ‘I _H ' ~'

' " _ii"-'-_'EQ‘;','_G_TI'I"J“T-f\"{\\\\\\\\\_\\.\\}"',,

£!'__1.|i\-<1;-.rT"! I1 ~11/:11,’

..-.l':!-_L\-;.x E’;-

,=_.%~\<‘?§}"3-‘<.,f'=\a,L!/.I,!,5";|-'.;,:,!% °

12 37'“ \\§\\\l\\.\\'§:->\\\7 \ 19

.\"\ii'€i';<‘~.\\

m - \Irsi:' ?:\\ ‘\\

‘1 ,///1.?-gt‘-“'*ii§I=‘11\-\T’¢. “$5 \ 24

>
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

M.

Eiléé‘ __

33

\\

"}

10

.7////I

G)

}\.1\\\\\\\\\\\\‘~k\‘

IG
Public Domain / http://www.hathitrust.org/access_use#pd

' 1‘

- \'

"

t‘ \4

‘ W 1%"\28

\_ 7 _ 1 \ r =\ \\ - ‘_ _

{D rill

\\

29

52 56 as as 30 31 _- 32 53 27 42 26

2%»

i‘ 6%”

Fig. 26. SA-2 Hostler’s Brake Valve

lever 33, its lower end carrying roller 36’ (in contact with exhaust valve 30)

and its upper end carrying a push rod 37 (in contact with inlet valve 16‘). The

exhaust valve 30 normally is held unseated by spring 29, connecting the indepen-

dent application and release pipe to atmosphere since this pipe opens into the

body chamber, and the spring chamber to the right of the exhaust valve is always

open to atmosphere. Inlet valve 16 is seated by spring 17 and then acts as a seal

between main reservoir air, back of this valve, and the body chamber.
//

(__n Cé____7

L‘-L11 ~ Kill

I!

25 L-_-J

Fl

27 ! -

26

22

18

23

16

Latch Portion

Fig. 27. K-2 Rotair Valve

trolled. This places the controlled emergency feature under the control of the

engineman operating the brakes where the controlled emergency pipe is con-

nected through. This position also cuts out the independent brake valve and

takes the place of the double cut-out cock used previously under the inde-

pendent brake valve.

K-2-A Rotair Valve, Fig. 28

The K-2-A rotair valve (applied to A units‘) is a selector valve with four

positions: Freight, Freight Lap, Passenger, and Passenger Lap. The rotair valve

handle is placed in Freight position, marked “FRGT”, when the locomotive

is hauling a long freight train. On short trains the rotair valve handle is placed

in Passenger position, marked “PASS”. These K-2-A rotair valve handle posi-

tions also hold true on any non-control locomotive units which do not“ have

the actuating pipes and independent application and release pipes connected

to these respective pipes on the control unit. The rotair valve handle is placed

in the corresponding Lap position, marked “LAP” on all locomotive units in a

train other than the locomotive from which the brakes are controlled where

the actuating pipes and independent application and release pipes of the control

and non-control locomotive units are connected together. That is, if the K-2-A

rotair valve on the unit from which the brakes are controlled, is set at “PASS”

then the K-2-A rotair on the non-control unit should be set in “PASS LAP”,

and similar conditions obtained for the “FRGT” and “FRGT LAP” settings.

With the K-2-A rotair valve the controlled emergency cock on each D-24 control

valve pipe bracket must be positioned on all B units.

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

The rotair valve consists of a pipe bracket 2, rotary valve seat 7, rotary

valve 15, case 19 and operating key 16. Rotary valve key spring 17 keeps the

rotary valve to its seat. Screws 20 keep rotary valve seat 7 and case 19 to-

gether, with the rotary valve 15 in between. Gap screws 9 keep case 19 and

pipe bracket 2 together. Socket 22 and pin 26 connect the rotary valve key 16

37
Public Domain / http://www.hathitrust.org/access_use#pd
Latch Portion

21

20

\ \‘

25 L. _ 13 $\“§>\§\\‘

, 2., F 1 ,, !§:hll\l.’4 ~

I9

.I\Q

26 ,,_, Q Latch Portion

Q) ‘g1 22 15 H I/' I I

18 3 , \\ {W

18 8 20\

4.” ‘V

135%

' /:.L"';, ,.: ' '

///$:¢//'‘'’’-1-’-''r-’’@=’/<%,,, . -

\ \§|_ .

n\\&\\

...,I' E ‘ =11 - .... 8

4_/ , rg/,

I‘-§"L\*§?§ 15$-“Q

I I I! II 3 :

'1'

/ VA-I/77777’-i-I/77//i ~ I 6 \ I28:

.~

. \ I,

Fig. 28. K-2-A Rotair Valve

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
to the handle shaft and socket set screw 23 prevents socket 22 from turning on

the rotary valve key shaft. The four handle position markings, “FRGT”, “FRGT

LAP”, “PASS LAP”, and “PASS” are located on the handle side of escutcheon

plate 25.

When the rotair valve handle 24 is rotated, the handle shaft picks up pin

26 which rotates socket 22 and rotary valve key 16. Thus rotary valve 15 is

positioned on rotary valve seat 7 to make the port connections as required in

the service that the rotair valve handle position indicates. Latch spring 11

and latch 10 hold rotary valve key 16 and rotary valve 15 as positioned by

handle 24.

The functions of the rotair valve in the four handle positions follow:

(a) In Freight Position, marked “FRGT” the rotair valve provides for

operation of the controlled emergency feature in emergency applica-

tion (control locomotive brake cylinder pressure build-up) and the

automatic service split reduction feature during a safety control appli-

cation (service split reduction of brake pipe pressure) and suppression

timing reservoir with train control. This cuts in the independent

brake valve to permit independent application and release of the loco-

motive brake.

(b) In Passenger Position, marked “PASS” the rotair provides for a non-

controlled locomotive brake cylinder pressure build-up in emergency

application, and full continuous service brake pipe reduction from a

safety control overspeed or train control application. This also cuts in

the independent brake valve to permit independent application and

release of the locomotive brake.

(c) In Freight Lap Position marked “FRGT LAP”, the rotair valve cuts

out the automatic service split reduction feature, suppression timing

feature, and independent application and release.

(d) In Passenger Lap Position marked “PASS LAP” the rotair valve cuts

out controlled emergency, independent brake valve, first suppression

reservoir, and timing reservoir.

D-24 CONTROL VALVE

The D-24 Control Valve was designed for locomotive service only. It

includes a pipe bracket portion, emergency portion, service portion, controlled

emergency portion, independent application and release valve portion and dead

engine cock and check valve. Provision is made for an interlock portion to be

added when dynamic braking is employed.

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

The control valve when actuated by the brake valve operates to charge,

apply and release the brakes on the locomotive.

The emergency portion eliminates the necessity of a brake pipe vent valve.

There is provision for automatic sanding in emergency regardless of how the

emergency originates.

D-24 Control Valve, Fig. 29

The D-24 control valve consists of a pipe bracket to which are bolted: (1)

the service portion, (2) emergency portion, (3) independent application and

release portion, (4) controlled emergency port-ion and (5) dead engine portion.

The pipe bracket is bolted to the frame of the locomotive, all pipe connections

being made by means of Wabcotite fittings so that no pipe joints need be dis-
Public Domain / http://www.hathitrust.org/access_use#pd

turbed when removing or replacing the operating portions. The functions of

the various portions follow:

(a) The service portion to control the application and release of brakes in

accordance with automatic brake valve handle manipulation or from

an overspeed, train control or safety control application.

39
NWN . m.m cosuow _m:..mm

|_..._ cozuow Bind

s. . new c9 \ mm? \o§

I'M" . W 2. cozuum _m.:mn_ ®.VF \ \ \_~.r.¢2.\’i

mmm ii “m. mmm mi . \\\ 2%; \..\‘aV,r4.>/v/A/4¢Z..6//

\ .| . .... 4%v_3...w 1:. ........ Sm Eu sew . \ M 2:82 #2 lklil 5' i . ._§....W..\.. as at ..2 2././a.H...a. .a.,fl.aM¢W|a“_“ .m.|l..m..'..? mm~. ./////i~,4~%//aw...»///....%“‘ N. mfi W 42 8. s\\\\\\\\\\\\\\\\\\. \ \=.s.. ,4.”//M//////..////////,,

.8 m.H"...m~_.~.Ar./flIII“z...I¢m.._,.M. mew . \. S. S 2%‘ /

2 %.%.||_..... . 3.. ma 8.: M... ..w_W... gs. .. ._\\.. S 2 \\\.\k\\hsF\\ /

. \\ . "W _ \ “;k \ § mm’ \\\\\\\§\\§§§ m:

mew IW/\ . N 9& M\....t|ut,“.“.\\ mN\m..1tmtbM...._..w\2_

I H V; - I 4 4 .. ~ 1 Q \ I _

/W..“._._ . 5... .3... mam 9: E 9.

mod . emu ea .. w _ 2 a .\I\.\ ml\.~.Ҥls\\\s|..

. ..

FNN . 0/ omm 4\\\\\\““mm_~\“»“.a\\mf.W.$\\&\m§_w\b,»%fim.%»wHP.m~.“\

. . Z ///17/174? .//.-

s.. ..

..\

mew 9.

” _. HM/ivvwww >9

“WI. /I/u.m_..” 3.

m: #4 O: 03 F: NI. .VNw

. ./..

E*

dd cozuow. / <

.m¢ mm ow owm mm mm?

.. l ..\§/ \ _..“...4.al.-2...... _M_... N

WW/,t..._-“..r.s......H_.......L“ 3

.... . Z

.5 we om I

$1/v.2/.2 ¢Ql/V 3 me _ 2 \\> /......“._..."|||...m\,".. ”\..|»...§.%

W 8 G .,“.%..“%_" 2%

we 9. ..“T...wv.i..W .. -In \\\\\\\\\-In om 6 lmW\\,\.“s\u\._..m

mm

40
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
<2 no -Q 1- m 10 01 1- <0 .-

10 co m m 0 m - or N <0

2 l'\\\\§\§-M ,IYA'W 53

-Till \\\8§_“.‘,-.*\\'1

- '-ll~§i§1;',-Q—'—=.:-;s:-l,i.*1> Q

”5’S ‘ I-1) _ ‘

. \ 1-‘. 3 -

2 F O .. .. it 1 8’ O

-5 (O ('3 N N - -'~' N

>,-I5

>\ .

85 g N

152 #88?‘ °'

“’ ‘E § § 41$ "

35 -‘;-H‘

-2 (1) Q ("J 5 ~ 8

FF_I"

/ 33 69 38 31

LO

[4

Q 0')

N\

-\

8 8...

'I\\‘

§\ §‘ "

- .- .’.‘*''"1‘. <0

-\~ \ \'___ fir Q‘)

0 - ---1 gar-*8 -

a _! ?i¢.§1,t___ 6

t0 ,_

I" _: 1-0 m (D

E 2 2 l‘-' "%¢§ V: 03 8

2' N E I .-

C ' - ~ -"“ = ans “*3 _

(n N N . , 0/ I, “S

\ ‘up: %; - m
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

_' ‘ ‘.=‘-. ‘=“ ~-‘:\ \_-

“'°‘ / /1... 038

N'°’“'°° l§\.'2\_v-Au

0) av m/m ._ ._ ,§

/ / O G to F

s s 8 s/ 9 Q 3-, 9 9

[4

E 2'1 ° °‘ -3 ‘° 8

126

(I
Public Domain / http://www.hathitrust.org/access_use#pd

/" ‘ ~q§\u\- ,

\ — ''

L.

__, .... 4-

_JI

-‘-K “.____-__‘_~‘__‘_-{';}-‘._'_-'.‘l:,-‘J'__- . —

Section E-E

\-.':\ \ .

8=.~\.s\,.

. . -W .: = .

—:

Q00/@881

138 131

Controlled Emergency Cut-Out Cock Portion

Section A‘A

Fig. 29. D-24 Control Valve

41
(b) The emergency portion for control of the emergency brake application

to provide high emergency application pressure, power cut-off, and

automatic sanding. It also provides improved emergency transmission

and accelerated release after emergency application.

(c) The independent application and release portion to provide independent

locomotive brake application and release as controlled by the inde-

pendent brake valve, quick local independent release of the locomo-

tive brake and interlocked automatic, electro-pneumatic and independent

brake operation.

(d) The controlled-emergency portion, controlled from the rotair valve to

provide for a fast non—controlled build-up of brake cylinder pressure

on short freight or passenger trains and for a controlled brake cylinder

pressure build-up on long freight trains. '

(e) The dead engine portion to provide for charging of the main reservoirs

on a locomotive hauled dead in a train.

The PIPE BRACKET PORTION 2 contains the quick action chamber, a removable

strainer 9, three choke plugs and two drilled chokes in the service portion face,

one choke plug and one drilled choke in the emergency portion face and one

choke plug in the independent application and release portion face. These

plugs and drilled chokes are identified by reference numbers and letters on

Plate 1 as follows:

Service Choice Plug 6, which controls the rate of displacement volume and

relay pipe 16 build-up when a service brake application is made.

Emergency Choice Plug 4, which controls the rate of displacement volume

and relay pipe 16 build-up from the emergency reservoir when an emer-

gency brake application is made.

Emergency Reservoir Choice Plug 5, which controls the flow of emergency

reservoir air to the auxiliary reservoir in Direct Release position of the

graduated release cap during release.

Exhaust Choice Plug 8, which controls the rate of exhaust from the displace-

ment volume and relay pipe 16 when releasing the brake.

Graduated Release Choke R, which controls the rate of air flow from the

emergency to the auxiliary reservoir during release and thus provides

the graduated release and quick recharge features.

Protection Choice Y, which protects against loss of the emergency reservoir

air in case the pipe to the control switch is broken.

Dead Engine Choice Z, which permits charging of the main reservoirs on a

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

“dead” locomotive without causing a reduction in brake pipe pressure

which might apply the brakes.

Protection Choke S in the main reservoir passage 6 to the independent appli-

cation and release portion is for protection when removing this portion.

When brake pipe branch pipe cut-out cock is closed there is still main

reservoir air connected to the D-24 control valve. If independent appli-

cation release portion is removed, choke S will prevent a rapid venting of

main reservoir air.

The three suspension bolt holes through the pipe bracket are protected to

prevent accumulation of water and freezing. The two front holes are cut away

in the middle while the rear is protected by sealing ring, as shown in Fig. 29.
Public Domain / http://www.hathitrust.org/access_use#pd

The SERVICE PORTION contains the following parts:

(a) The service piston 94 with its packing ring 101, Section A-A, which

moves in its bushing in accordance with variations in air pressure

across the piston head and thereby controls charging of the auxiliary

and emergency reservoirs.

42
(b)

(0)

The service slide valve 102, which is attached to the stem of the service

piston by pin 106 and lock 107 and held to a seat in its bushing by leaf

spring 105.

The‘ service graduating valve 108, which is shouldered in the piston and

held to a seat on the service slide valve by coil spring 104.

The service slide valve and graduating valve move with the service piston

to establish the required port connections in the various positions.

(d)

(6)

(h)

(i)

(k)

The service piston return spring 109 and cage 108, which prevents

movement of the service piston beyond release position (into retarded

recharge position) unless brake pipe pressure is about three pounds

higher than auxiliary reservoir.

The service piston spring 98 and the spring guide 97, which provides

stability of service activity by preventing movement of the service

piston to service position until a predetermined difference in pressure

between the brake pipe and the auxiliary reservoir is attained.

The two charging choices 88 control the charging flow of brake pipe air

to the auxiliary reservoir and provide stability against undesired service

application. One of the choke ports is cut off in the service piston

Retarded Recharge position due to the service piston seal on its

back stop.

Charging change-over cock 157, Section M-M, which determines fast

or retarded charging or recharging of the auxiliary reservoir. Cast

letters on the cock body “FRGT” and “PASS” indicates the two posi-

tions of the cock, for freight and passenger service, respectively. In

“FRGT” position the recharge is retarded through chokes 88, Section

A-A, while in “PASS” position it is augmented by flow through choice

81, thus providing a faster rate of recharge.

Auxiliary reservoir check valve 89, above choke plug 81, which permits

brake pipe air to charge the auxiliary reservoir when releasing and as

controlled by change-over cock 157, Section M-M, but prevents any

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

back fiow of auxiliary air.

T'he emergency reservoir charging check valve 89 and ball check

valve 88, Section A-A, which permit charging flow from auxiliary

reservoir to emergency reservoir with the release piston and slide valve

in release position but prevent back flow from emergency to auxiliary

reservoir.

The release insuring valve portion, Section L-L, which operates posi-

tively to release the brake when brake pipe pressure exceeds auxiliary

reservoir by more than 2 pounds. This portion consists of a release

insuring cap 149 in which is contained a release insuring valve 150

normally held seated by spring 151, closing a connection from the

Public Domain / http://www.hathitrust.org/access_use#pd

service slide valve. Follower 148 is in contact with release insuring

diaphragm 146. One face of the diaphragm is exposed to brake pipe air

pressure through a choke, the other face to service slide valve chamber

air pressure through a choke (auxiliary reservoir). With these pres-

sures substantially equal the diaphragm remains balanced, but if brake

pipe pressure exceeds auxiliary reservoir pressure by more than 2

pounds the diaphragm is deflected, moving the follower and unseating

valve 150, which reduces auxiliary reservoir pressure to positively

release the brake.

The release interlock valve portion, Section E-E, which controls the

graduated release and quick recharge features and stabilizes the operation

of the service piston 9.4. This portion consists of a piston 126 pinned

to a slide valve 1.27 by pin 128 and lock 129, and held to its seat by

spring 186 through strut 184. The slide valve has two positions on its

seat between interlock diaphragm 181 and spring 142. The face of

the diaphragm is connected to displacement reservoir pressure when the

43
graduated release cap is in graduated release position. With less than

7 pounds displacement reservoir pressure, spring 142 holds the piston

and slide valve in forward position where the slide valve prevents flow

from the emergency reservoir to the auxiliary reservoir. With approxi-

mately 10 pounds displacement reservoir pressure the spring is over-

come and the diaphragm is deflected, moving the piston and slide valve

to the upper position where a slide valve cavity connects the emergency

reservoir to the auxiliary reservoir, thus providing quick recharge and

graduated release functions. Check valve 89, Section A-A, and 88 in

the emergency reservoir charging passage prevent back flow from the

emergency to the auxiliary reservoir from this source so that recharge

from the emergency reservoir can take place only as controlled by the

release interlock slide valve. The operation of the service piston is

stabilized by the release interlock portion in automatic and electro-

pneumatic operation. During electro-pneumatic straight aiir brake

operation, the auxiliary reservoir pressure is reduced into the straight

air pipe, the higher brake pipe pressure thus holds the service piston

in release position. With the emergency reservoir cut off from the

auxiliary reservoir by the release interlock valve the reduction is

effectively obtained on the auxiliary reservoir, thereby assuring a

high differential of brake pipe pressure to hold the service piston in

release.

The release pist-on 110, Section B-B, which moves its attached release

slide valve 114 in conjunction with spring 120 to control (a) charging

of the emergency reservoir in release, (b) charging of the auxiliary

reservoir in graduated release and (0) opens and closes the displace-

ment reservoir exhaust in accordance with the position of the service

piston.

The EMERGENCY PORTION contains the following parts':

(a)

(b)

The emergency piston 31, Section A-A, with its packing ring 38, which

moves the graduating valve 26 when a service rate of reduction is

made, and slide valve 25 when an emergency rate of reduction is

created, also it controls the charging of the quick action chamber in

the pipe bracket.

The emergency slide valve 25, which is attached to the emergency

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

piston by two pins 28 and two locks 29. I

(c) The emergency graduating valve 26, which is shouldered in the pisto

and held to its seat on the emergency slide valve by coil spring 27.

The emergency slide valve and graduating valve move with the piston to

establish the required port connections in the various positions.

(d)

(Q)

Piston 40 and vent valve 4], Section F-F, which vent brake pipe air

to atmosphere during an emergency application.

The emergency piston return spring 65 and cage 64, Section A.-A,

which during release cycles, return the emergency piston 31 from

Public Domain / http://www.hathitrust.org/access_use#pd

accelerated release to normal release position when quick action

chamber pressure recharges to approximately brake pipe pressure.

The emergency piston spring 84, and spring guide 35, which stabilize

the emergency portion against unintended emergency.

The high pressure valve 46, Section H-H, which connects emergency

reservoir air to the displacement reservoir during emergency appli-

cations.

The spillover check valve 58 and ball check 52, below spring 54, Section

H-H, which provide against overcharge of the quick action chamber.

The accelerated release check valve 53 below check valve spring 55,

Fig. 29, Section F-F, which provide the accelerated build-up of brake

pipe pressure (when releasing after emergency) from the combined

volumes of the auxiliary and the displacement reservoirs when the slide

valve moves to accelerated release position.

44
(i)

(k)

~(1>

(I11)

(I1)

The diaphragm spring 58 and slide valve strut 80, Section A-A, which

serve to keep the slide valve 25 seated in the absence of quick action

chamber pressure. .

The safety valve 70, which limits displacement reservoir pressure during

service brake applications to the safety valve setting. Since the safety

valve is set to open at approximately 60 pounds and displacement

reservoir pressure determines that supplied to the brake cylinders,

service brake cylinder pressure is limited to this amount.

The charging choice plug 22, which controls the rate of flow from the

brake pipe to the quick action chamber. Felt strainer 24 protects

the choke port against the possibility of restriction by the fine dust.

The choice in vent piston 40, Section F-F, and choice 68, Section A-A,

in the vent valve cylinder cover, which control the rate of exhaust of

quick action chamber air during emergency application and thus pro-

vide the time interval required before release can be effected following

an emergency application.

Wasp eascluder 21, Section A-A, in the emergency slide valve exhaust

which prevents the entrance of insects.

THE CONTROLLED-EMERGENCY PORTION contains the following parts:

(ti)

(b)

(0)

The controlled-emergency double check valve piston 187, Section D-D,

which controls the flow of air to diaphragm 201, Section C-C, and

regulates the rate of brake cylinder pressure development during auto-

matic emergency application, in accordance with the rotair valve handle

position. This provides for a fast (non-controlled) build-up of brake

cylinder pressure on short, freight trains and passenger trains, or a

controlled build-up on long freight trains. ~

The diaphragm 201 , Section C-C, which restricts the rate of locomo-

tive brake cylinder pressure build-up to that provided by choke 181,

Section D-D, to produce a controlled application during an automatic

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

emergency brake application on long freight trains with the rotair valve

set in control position.

The ball check 192, rubber-seated check valve 198 and spring 194,

Section D-D, which permit release in case valve 199 is held to its seat

and prevents by-pass of choke 181 during the rlease of either a service

or emergency brake application with the rotair valve set in control

emergency (FRGT)) position.

THE DEAD ENGINE COOK AND CHECK VALVE contain the following parts:

(8)

(b)

The main reservoir check valve 276 with spring 277, Section A-A, which
Public Domain / http://www.hathitrust.org/access_use#pd

permit charging of the main reservoir on a locomotivehauled dead in a

train but prevent back flow to the brake pipe so that the locomotive

brake operates normally when applied.

The dead engine cock 266, Section K-K, which is used for cutting-in

and cutting-out of the dead engine feature.

THE INDEPENDENT APPLICATION AND REL-EAsE PORTION contains the following

parts:

(a)

(b)

The small application and release piston 280, Section G-Cr, which

operates to provide independent release of the automatically applied

locomotive brake when positioned in release position by the large

release piston 287. In this position the electro-pneumatic brake will

be held off of the locomotive. At all other times the piston is held in

normal position by main reservoir air on top of piston packing cup 281

to permit straight air application if this feature is included in the

equipment.

The application and release piston slide valve 226, which is shouldered

in the piston 280 and held to its seat by main reservoir air on top of

it at all times.

45
. u . md cozoom Etna

. 5:0 . one

co m mmw ad .558 5:8 3 258m .25 J J %.=8w _ e a m: .3. 02 m; E wt #9

Nmw HQN QQN mmm mww

8. s s ~ .1l-» .5

m.. \ \\ \\ \\\\\\\\\§ ~\\\\..'/I

\\_.I..r s . \ \\\\ \ . ’\_‘@V

. n 1% : .l|\“\\ . MP .Mil\\ . ~ .3 /\\.nh

i .s““.‘a§“..lh...W_m.s-\ . Q) Eu-._.-1. m\..t...mm \ W/... . §\\§\ ./.:

mmw Em _/ww .___... mm; N \ \ K; at

\ ~\ ...v.¢..w ‘M w~\...L \\ \ \\\\§§\\\

.. 2. s .\\. Sn 7\. W. 28 9: E» e:

/ 5? V

. . mm: 0.0 5.8

, il’ / .... .. wow wow Sm mom mom

2 m§_..~.w./ ,/,/,1.“

M .- / “

..

__ I

rv..w>//..w../.,iue..¢///e.

\\\-\\\\\ .

mm

mm? ¢ON

46
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
v_uo_._3:~ BEEQQ :33 o>€> Bb:oU vN-Q dm .wE

<.< cosuvw

0 0' q Q N QQF _.OP NE NOF ¢m 0O— O0?

/ /I / mm mm \¢9 >2 8. .

駧¢ I l

mm mm 0w 8 mm 6 mm mm mm . \ om mo. . . . J \ § .-

\\\ ms‘-\§s

Q0“

QQP

. 4’4r4¢V,, 7”” / \ <, I \

6 ‘am./U ks '; 3 mm \. s9

cm ..I 7fnI fin Q, . a . .:..“.“..=.II_ ‘ , fit. T m9 \ D .l|_.f__§m

Q’ .. 2 1.1.“ 1'4? him Sn Q‘ ___.i&.im _ mm? \ .

z ...¢.»...._ .2, M W..£. ~ ..HA\..‘\|\\§.._.._.i..H.Hw\...... s: K . ~......,.Ww“.wss.W“_ 8. 5 W \\ -W .\

...__ _“ \\ .

mo\ m mm? \ \\

\ 5. .. e. W‘ N \ ks... e\ ........L= §\\\\\..\\\s...i..“.._.aW... agar. ._n _ s. .....mI\\“

PM Ha r.Ir m§§ “QIWJ 1. wow 0?? \\ W=§ . \ \

s 2 4 vii mi-army m../ 3 \ \ \\

\mw>//@e.@_M-i.1... é \

s a\r\saWa“.\\\\\\§ H . / 3. ,

co 2. om -.m.>\.MvW\_.__- \

5 mm em mu ell,///dmnxs .

s \i U. ,

w 3: _ .

OP r////wsw“ \“ ... ..n._ .n cgtom x000 30.50 >o=oEoEm uo=2Eo0

ma.‘ . \ \ Z.“~\\.w_h.. Vé QPN

z.z 253w N_. \\.\W9 PPN

I m s 0 u C. mm 05 mew mew

QFO ONO .VNW

mi cozoom

mm

Ii!

I3-.lu\. mom O00

. . . co.uum . 7

xx cozuom $22 ; ~ F00 GOG mom . / .1 M

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

EM

QQN f mom

...m L-Im

__I

47
Public Domain / http://www.hathitrust.org/access_use#pd
(c) The large release piston 287 operated by the S-40 independent brake

valve which moves small release piston 280 with slide valve 226 when

independently releasing the locomotive brake after an automatic or

electro-pneumatic application.

(d) The quick release diaphragm 284 and check valve 287, which operate

to provide a quick release of the locomotive brake. In independent

release after an automatic or electro-pneumatic application, the air

above the check valve is vented locally'for a fast release of the loco-

motive brake. Normally spring 288 keeps the quick release check

valve 287 seated.

(e) The automatic and electro-pneumatic double check valve 25-0, Section

J-J, which permits an automatic or electro-pneumatic application.

During an automatic application the straight air check valve end is

seated and during a straight air application the automatic check valve

end is seated.

(f) The independent double check valve 250, Section J -J , is the same as

the automatic and electro-pneumatic double check valve. It functions

to seat the automatic and electro-pneumatic check valve .252 when an

independent application is made, and seats the independent check

valve 252 when an automatic or electro-pneumatic application is made.

(g) The quick release relay each-aust choke 268, which is a 7/32" dia. choke

plug screwed into the street-ell provided in the independent application

and release valve portion, quick release exhaust port. This choke effects

a satisfactory release on all units in multiple unit operation.

Dynamic Brake Interlock, Fig. 30

Fig. 30 shows the assembly of D-24 control valve with dynamic interlock

portion 815 and FA-4 magnet valve 826.

The FA-4: magnet is used to release or prevent an automatic or electro-

pneumatic brake application on the locomotive if the dynamic brake is on.

Independent application and release of the locomotive brake is available at

all times, thus the pneumatic brake from the independent brake valve is always

available, irrespective of dynamic brake operation.

The dynamic interlock portion consists of a magnet mounted on filling

piece 815 (Fig. 80) which permits removal of the magnet without disturbing

valve portions. There are two wire connections on the magnet which are con-

nected into the dynamic brake circuit. Magnet coil housing 18 houses magnet

coil 12 and core 6 forming a magnetic field which controls the position of arma-
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

ture 9 and its stem 8. The lower end of the armature stem contacts upper

valve 8 to hold lower valve 8 seated when the magnet is energized (dynamic

brake on). This prevents the flow of air from the control pipe to the relay

valve and vents to the atmosphere the air in the relay valve pipe. When the

magnet is de-energized, valve spring 4 moves the two valves 8 upward. Thus

the automatic and electro-pneumatic brake is held off and released while the

dynamic brake is operating. Upper valve 8 seats the opening to the exhaust

and the lower valve is unseated permitting air to flow from the control pipe to

the relay valve when an automatic or electro-pneumatic brake application is

initiated.

In emergency or an operation of the service application portion the dynamic

Public Domain / http://www.hathitrust.org/access_use#pd

brake is nullified, allowing the automatic and the electro-pneumatic brake to

operate. This provides a most positive brake for stopping the train under all

conditions.

(On some locomotives the dynamic brake is nullified from an emergency

application initiated from the brake valve only, depending on the installation).

48
Jump

Beat In EmergenCy_ I-I

:éueTvFi)ce Release

Accel. Rel.__

_Re|eos

@ __——£Sec1| @ ®

Beat In

2 Q)

@ I)

62

@C

l 3: I

__

I'gF

' ='' ll 1

C9 i“: — l K j U

-\ IJI E : r~\ ,-\

{Bl I'“l“\ I I 1; , L i

~<.:/~ Li: ===-F1--=

‘XI l I : : \J :

- - a2 =

Q4 "3 :;_/--~\ .

<l> “" _ r duct d :'.:'i--' 5 : _ A Selhose Lop ,-\ 5 U

‘cw’, IL-F‘. —Grod. Rel Emer_gency__ § § ; 5

1, Q‘ . _j Serv|ce———— , I

‘ '" Release ‘-/ \‘;t E . ‘\‘\ : i

I‘. 1_ ____J I

I i C? 5

Ir 0 , E L‘.-:: E

~__--r-__-4 I I .

® : 2 it:

----------- " 1,5 5 1

Service _ Emergency

Fig. 31. D-24 Control Valve—Slide Valve Models

/60

§
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

=1

Runm 2

/Z

2
Public Domain / http://www.hathitrust.org/access_use#pd

/¢

/'

Service

Fig. 32. D-24 Brake Valve-—Rotary Valve

and Seat Models

49
D-24 Control Valve Service and Emergency

Slide Valves and Seats, D-24 Brake Valve

Rotary Valve and Seat, Figs. 31 and 32

The service and emergency slide valve models will serve to illustrate the

port relation, connections, and the amount of lap metal between ports in each

position of the slide valve. The ports are numbered as they are on the control

valve diagrammatics. When studying the diagrammatic, reference can be made

to the model to better understand the port relationship in each position of the

control valve.

The rotary valve and seat ports are numbered and identified and a position

diagram shown on Fig. 32 will help in determining which port connections are

made in the various positions of the brake valve handle. There is only one

diagrammatic of the brake valve and that is in running position. By referring

to the rotary valve model when studying the diagrammatic, the proper rela-

tionship of ports can easily be made.

Type H-24 Relayair Valve Units, Fig. 33

This type H-24 relayair valve unit is made up of a bracket upon which four

relayair valves can be mounted. When relayair valves are omitted, they are

replaced with a blanking plate.

CUT-OFF (1) The cut-off valve operates to suppress a safety control

VALVE application when the brake is applied with about 30

pounds pressure in the relay valve control pipe 16. The

cut-off valve also provides permanent suppression when

used with the overspeed suppression valve.

APPLICATION (2) The application insuring valve is operated when the

INSURING D-24 control valve assumes emergency position. It

VALVE makes an atmospheric connection to the brake applica-

tion valve to insure that the latter remains in application

position. ‘

OVERSPEED (3) The overspeed application valve operates to cause a

APPLICATION brake application unless suppressed when overspeed

VALVE occurs, causing the overspeed feature to operate.

OVERSPEED (4) The overspeed suppression valve operates to suppress

SUPPRESSION an overspeed brake application when the brake valve

VALVE handle is placed in first service position. This will cause

a 20 second suppression after which time the brake valve

must be placed in service position for further temporary

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

suppression, or the speed is reduced below the speed

allowed. About 15 pounds service reduction will cause

permanent suppression by operating the cut-off valve.

Valves 1, 2, and 3 are all interchangeable but valve 4 operates at a different '

pressure, requires another type of spring. The valve and bracket each have a

dowel pin and a dowel pin hole which prevents improper assembling on the

bracket.

50
Public Domain / http://www.hathitrust.org/access_use#pd
21 12 10

2 ~"_—_"-_’ 11

”/, . --

6 ’,”""‘ ‘ 34

/1

,’/:33

4 I’/Q ),>\(- 33

, \ \<»‘ V

6 ( R\ '

7 8 23

13 \ 17

14/ 20

16 18

15 3 19

Overspeed Suppression Valve Oversoeed Aoolication Valve

Fig. 33. H-24-A Type Relayair Valve Unit

(4——Valves)

Type H-24 Relayair Valve Unit, Fig. 34

This type I-I-24 relayair valve unit is made up of a pipe bracket upon which

five relayair valves can be mounted. When any of the relayair valves are

omitted, they are replaced with a blanking plate.

CUT-OFF (1) The cut-off valve operates to suppress a safety control

VALVE application when the brake is applied with about‘30

pounds pressure in the relay valve control pipe 16. The

out-off valve also provides permanent suppression when

used with the overspeed suppression valve.

OVERSPEED (3) The overspeed application valve operates to cause a

APPLICATION brake application unless suppressed when overspeed

VALVE occurs, causing the overspeed feature to operate.

51
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
 52
43
13
42

'-
9 17
8 23

14 45
'/////we

XL; - es

'; . ' 24
/;:' ._ ~ 33
16 16 3 "'1
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

(5——Valves)
Public Domain / http://www.hathitrust.org/access_use#pd

Fig. 34. HA-24-C Type Relayair Valve Unit

OVERSPEED

SUPPRESSION

VALVE

SANDING

VALVE

BRAKE PIPE

CUT-OFF

PROTECTION

VALVE

(4)

(5)

(6)

The overspeed suppression valve operates to suppress

an overspeed brake application when the brake valve

handle is placed in first service position. This will

cause a 20 second suppression after which time the brake

valve handle must be placed in service position for

further temporary suppression, or the speed is reduced

below the speed allowed. A-bout 15 pounds service

reduction will cause permanent suppression by operating

the cut-off valve.

The sanding valve operates from the D-24 control valve

and permits the fiow of air to the sander, providing

automatic sanding during an emergency application. It

also permits the fiow of air to the brake pipe cut-off

protection valve to provide the broken pipe protection

feature.

The brake pipe cut-off protection valve operates when

the D-24 control valve assumes emergency position.

It provides protection against loss of main reservoir air

and possible release of brakes, from an emergency appli-

cation started from the train when the brake valve

handle remains in running position.

Combined Dirt Collector and Cut-Cut Cock, Fig. 36

This device is a combination of the centrifugal dirt collector which protects

the control valve against entrance of dirt, and the cut-out cock which opens

(handle vertical) or closes

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

(handle horizontal) communication between the

——--~ \

_-——___

CLOSED 2 ‘I4 19

POSITION

‘\

:‘ _§\\\\\\\\\\\\\\\\w;7é

l'l ‘ 1 ii:

Fig. 35. Combined Dirt Collector and Cut-Out Cock

53
Public Domain / http://www.hathitrust.org/access_use#pd
control valve and the brake pipe. Bolting flanges are provided for both pipe

connections and it is recommended that the combined dirt collector and cut-out

cock be bolted to the control valve.

The dirt collector is the standard check valve type with the detachable

dirt chamber. It is only necessary to remove two nuts 7 to drop the dirt chamber

8 for cleaning.

The purpose of the umbrella shaped check valve 5 is to hold in the dirt

chamber 8 the collected dirt under all conditions of air brake operation. The

body portion 2 has a machined seat against which the check valve 8 seats when

a heavy reduction in pressure occurs above it, such as that during an emergency

application, thereby shutting off communication between the dirt chamber and

the dirt collector outlet. The check valve 5 is so designed and placed on the

valve stem as to permit of a rocking motion whereby any fine dust which may

collect on top of the check valve will be shaken off into the dirt chamber.

RELAY VALVES

The relay valve relays the application and release operation of the control

valve. They reproduce in the brake cylinders the equivalent air pressure estab-

lished in control pipe 16 or a percentage thereof.

\” /1 2. Us ‘

'=-.-Imr .1 ' ' A-g,_ 18

\- I S 42

iii. 9 41 17 £1 - 16

Section A-A

Fig. 36. B-3-A Relay Valve

B-3, B-3-A Relay Valve, Fig. 36

The B-3 and B-3-A relay valves will reproduce in the brake cylinders 100%

of the pressure established in the control pipe 16. The pipe bracket is designed

with mounting holes and fitting locations identical to the F type relay valve pipe

brackets so that one may replace the other without additional drilling or pipe

location changes.

The B-3-A relay valve is identical to the B-3 with the following exceptions:

pipe bracket is modified to permit installation of types B-3-A or F relay valves

without changing the mounting or piping arrangement. The following descrip-

tion applies to B-3 and B-3-A relay valves.

The relay valve relays the application and release operation of the inde-

pendent brake valve and the control valve, reproducing in the brake cylinders,

the pressure condition established in the control pipe 16. It has a high capacity
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

air flow which provides fast ‘application and release rates for any combination,

number and sizes of brake cylinders.

54
Public Domain / http://www.hathitrust.org/access_use#pd
As shown in Fig. 36, it consists of a body mounted on a reservoir which

also serves as a pipe bracket. Piston 17 contains lever 19 mounted on ball

bearing 20, on which the lever rotates when the piston is moved by pressure

changes. The left end of the lever 19 pivots on spring 25 and controls the move-

ments of exhaust valve stem 26, and the latter, in turn, those of exhaust valve

piston 29 and exhaust valve 27. The right end of the lever 19 pivots on ad-

justing screw 24 and controls movements of application valve stem 84 and the

latter, in turn, those of application valve 87 and application piston 85.

The application pilot valve 87 opens and closes to control small pressure

changes, and the application piston 85 controls large pressure changes. Choke

12 serves to provide quick equalization of air pressure on the piston 85, con-

fining the opening resistance to spring 89 which makes the valve quickly respon-

sive to light application pressure exerted by stem 84.

An oil pad 7 is applied to the bottom of the relay piston chamber. Oil

plug 11 permits injection of lubricating oil. The connections cast on the pipe

bracket are as follows.

B-8 Relay Valve B-8-A Relay Valve

M.R. Main Reservoir Pipe 6

S.A.P. Control Pipe 16

B.C. Brake Cylinder Pipe 30

Ex. Exhaust Ex.

The pipe bracket contains a volume chamber connected to the face of piston

17. This chamber provides for equalizing of the control valve application air

pressure on the face of the application piston, and thus supply the required

brake cylinder air pressure to obtain locomotive braking ratios thatoperate

harmoniously with the train brakes.

FS-1864 Relay Valve, Fig. 37

The FS-1864 relay valve when used will reproduce in the brake cylinder

100% of the pressure established in control pipe 16, above 65 m.p.h. 80% be-

tween 40 m.p.h. and 65 m.p.h., 60% between 20 m.p.h. and 40 m.p.h. and 4.0%

under 20 m.p.h. This provides greater braking ratios at high speeds which is

very desirable when operating high speed passenger trains.

The FS-1864 relay valve is a self-lapping valve which operates to supply

and exhaust brake cylinder air during brake application and release. The brake

cylinder air pressure provided is controlled by the speed governor equipment in

accordance with the train speed. When speed governor control is not available

the brake cylinder pressure developed by the operation of the relay valve provides
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

60% braking force the same as that used in standard service.

The FS-1864 relay valve consists of relay portion 10, inshot valve portion

80 and magnet bracket 185. These portions are bolted to the pipe bracket 120,

fro1n which they are removable for inspection and cleaning without breaking

the pipe connections.

These connections are numbered as indicated by the following figures cast

on the pipe bracket:

6-To the main reservoir or supply reservoir pipe

16—To the control valve pipe 16

30—To the brake cylinder pipe

A large diaphragm 88 is fitted to relay piston 86, this diaphragm being

Public Domain / http://www.hathitrust.org/access_use#pd

assembled to the piston by follower 89 and nut .40. The diaphragm is retained

between the body casting and diaphragm ring 71 so that the tension of release

spring 42 is exerted on the diaphragm. In the diaphragm portion, three dia-

phragms 68, 64 and 60 of different areas are assembled on a central bolt between

followers 89, 69, 65, 61 and pusher plate 58. These diaphragms have areas of

80%, 60% and 40% in respect to the area of diaphragm 88.

55
120 29 43 71 69 63 50 70 67 62 61 54

ea

*1 1--.

32 30 31 I 62

3“ J-‘ ‘ as

- ‘ K 5‘; (,-.:.--§.; ‘

33 ¢@\\:\\\\\ we. \\@\\\°$ /81

as . 11 ~ \ \' . ¢

26 v6 “_..._.g\“ \ § §.,_\{ y@>\\l.?,,,.“<l 12

= 1*-e>~\>\ \‘\\ 26 . : ‘j<‘1"\~;_ _ _. 1; Yl_-,J,'§.‘F' \\\“ IH ;.',i1."I'r\‘|’E' v -,3

\ ~'. \ ~. “)1 '\" '.'’'$‘K.,~ ‘

.-

“° -M-.,.,.!~ ‘ ‘ §‘“ ,)';'§\\";;’/é2;‘?:=i_.—\j'\\§

64

- .-F‘ "'._.-E";-!=:.,.5. M *5‘ § ii. ,

' 59

.". 3g} §<‘‘"#°''‘''5l-=‘§'\\ ” 63

" .’-/§‘;-"5'/X 49

" "' “\\\\\\~.\%\.\§$=’'“”’'’'''€/p‘”'’

\I_

27

Socucm 8-8

158 155 164 159

//

/ // 151

Ell l l1l'i».\'l’ ..

I / 153

I I‘ E _ 151 95 94 /B1

' 166 l 93

| 152 '89

! [ 90 /34

as . I ' as

\ -s. /

H T ~ 1, \ /as

.\.. V87
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

6 1 \ \\ 97

' I ’ ' \ \§91

/ I . /. _\ \‘ -‘ \\x

174 166 165 ,5 ,-./ ‘ - 16‘ 99 96 94 92

/' . L - ‘\

13s “ \ 163 so

’\

169 167 168 164 162 180

Sectmm A.A

/I

124 125 126 127 123 183

Public Domain / http://www.hathitrust.org/access_use#pd

Scchon through Mugnel Bracket 11110 P.p¢ Bracket

~zrmmn C oh 0 I1:rmm||C0nnec11o1\5

Fig. 37. FS-1864 Relay Valve

The diaphragms are located centrally on the body between rings 71, 67,

63 and 59, which are doweled to each other so that the diaphragms form a stack

in which the central bolt engages nut 40 on the large diaphragm assembly, through

which spring 42 exerts its release tension on the complete diaphragm stack.

Intermediate and large diaphragm rings 71, 63 and 67 are drilled for port con-

nections to the chambers formed between the diaphragms. There are three

check valves 5], weighted by springs 52, and located in the passages to the

diaphragm chambers which provide direct release of air from the chambers.

The magnet bracket includes three magnets: namely, High Speed (H.S.)

Medium Speed (M.S.) and Low Speed (L.S.), the coil of each magnet being

wired to terminal blocks 126 and 145 equipped with plug contacts 146. Each

magnet has an armature stem 154 which controls the position of double-beat

magnet valve 161 as the magnet coils are energized or de-energized by the speed

governor equipment in accordance with changes in train speed. These magnet valves

thereby are operated to establish connection from the control valve to one of

the diaphragms, 88, 68, 64, and 60. The areas of diaphragms 68, 64, and 60

are 80%, 60%, and 40%, respectively, of diaphragm 68 which operates the relay

portion. The main diaphragm 38 is in control at speeds exceeding 65 miles

' 56
per hour and, therefore, the relay portion reproduces brake cylinder pressure

equivalent to relay pipe 16 pressure; between 65 and 40 miles per hour the

80% diaphragm 68 is in control, and, therefore, only 80% of relay pipe 16

pressure will be effective on diaphragm 88; between 40 and 20 miles per hour

the 60% diaphragm 64 is in control and only 60% relay pipe 16 pressure will

be effective on diaphragm 88 ; below 20 miles per hour the 40% diaphragm 60

is in control and only 40% relay pipe 16 pressure will be effective on diaphragm 88.

The relay portion-operates to reproduce brake cylinder pressure equivalent

to the pressure developed on piston 86 by the diaphragm portion. Piston 86

contains lever 88 mounted on ball bearing 44, on which the lever rotates when

the piston is moved by pressure changes. One end of the lever 48 pivots on

stem 22 and controls operation of exhaust valve stem 22 and the latter, in turn,

of exhaust valve piston 25 and exhaust valve 28 to open and close the brake

cylinder exhaust. The other end of the lever 48 pivots on an adjusting screw

and controls operation of application valve stem 29 and the latter, in turn, of

application pilot valve 82 and application piston 80, to admit main reservoir

or supply reservoir pressure to the connected brake cylinders.

The application pilot valve 82 opens and closes to control small pressure

changes, and the application piston 80 controls large pressure changes. Choke

15 acts to provide quick equalization of air pressure on the piston 80, after

application valve 82 opens, thus confining the opening resistance to spring 84

which makes the valve quickly responsive to light application pressure exerted

by stem 29.

The K-3-B switch portion, Fig. 37, is applied to the pipe bracket of the

FS-1864 relay valve and wired in the battery circuit to the relay panel. It

operates to establish battery supply to the speed governor relay cabinet and

relay magnets when a brake application is made, thus conserving battery current

when brakes are released.

Spring 42 of the relay portion is used to overcome the resistance of the

diaphragm stack and thus insures return of the relay portion to release position

and positive release of low brake cylinder pressures. The release force is

effective only with application pressure of low value, it being nullified for

applications exceeding seven pounds in order to provide a true ratio of brake

cylinder pressure to relay pipe 16 pressure for all applications above this value.

This is done by the Inshot Valve Portion which, at the start of an application,

permits direct flow to all diaphragm chambers until seven pounds build-up is

obtained. This pressure overcomes the resistance of the release spring, and
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

operates the relay portion to provide a low brake cylinder pressure, sufficient

to overcome brake rigging resistance and apply the shoes to the wheels. The

inshot valve portion then cuts off the direct flow to all diaphragm chambers

except that of the controlling diaphragm.

The Inshot Valve Portion, Section A-A, Fig. 37, consists of a diaphragm 85,

supported between the body and bracket castings, to which is assembled a

piston 84 with spring 88. The spring normally holds the piston and diaphragm

against the stem of a supply valve 9.2, which is thus held unseated against the

tension of lower spring 94, permitting flow of air to the diaphragm stack. A

pressure of seven pounds compresses the spring and deflects the diaphragm

sufficiently to permit lower spring 94 to seat the supply valve, cutting ofi the
Public Domain / http://www.hathitrust.org/access_use#pd

flow to the diaphragm stack. Exhaust valve 98 is normally seated by spring 94.

When inshot pressure exceeds seven pounds, the diaphragni 85 will be deflected

further, moving piston 84 to engage the stem and unseat the exhaust valve 98,

which will open the diaphragm stack to the strainer protected exhaust 82. After

the excess pressure is removed, the diaphragm will return to its cut-off position,

retaining the seven pound inshot pressure.

A strainer 17, Section C-C, in the pipe bracket protects the valve from

dirt as air from pipe 16 passes through it before entering the valve.

57
6H

106 \-W

106 W G)

109

105\

107'

110?

111

16 15

67

29 43 71 69 63 60 70 67 62 6164

31 ii"

30 _

32 1 4

66

L 'Ii".- 62

. ' “'_E4?:'im-2'-I

65

Q - .'F -

s\\.',-“_"j»',_-////.,2‘.1‘1-5;.

/l 1 61

34 §'¢ /se

.. ~\\\s\ “ 72

35 ii I? \ 73

26 i§:%'jg:h.\<§ 41

25 2____D " 60

. _ _';_x§s '-e.-\-~. w ~-§=""‘.~\,\>\>‘ s

27 an 64

A_-=3-: _ F41, .____ _=\::==': \\\\\\‘ s *3,‘ ,

;% . ~ ~ ~ '~\\ ~2""’/

.9 ---“‘ ’ /

21 23 24 1O 22 42 37 36 38 55 39 40 68

Section B-B
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Fig. 38. F-6 Relay Valve

F-6, F-8, F-1 Relay Valves

These relay valves operate to reproduce in the brake cylinder 60%, 80%

and 100% respectively, of the pressure established in the control pipe 16.

F-6 Relay Valve, Fig. 38

The F-6 Relay Valve provides the standard maximum braking ratio used

in present service, but is so designed that by the addition of the necessary parts

the relay valve can be converted to provide proportionate braking ratios used

with speed governor control of maximum braking pressures for high speed

service without any fundamental changes in brake rigging. ~

_
Public Domain / http://www.hathitrust.org/access_use#pd

58
J

57

J/;,z(\’\"\<Q\\\\\\§

111 with

2 29 45 71 69 53 5,0 70 67 52 51 54

---\ 1 /,ee

31 104 I \ / /

( \ x .5 ’ , 62

\ i \ \ \ \‘/ /,/

30 .-—*, /

Y ' . 1 / 65

\ .—1- 1 '/ 1

32 \ \j*A 1; ,/ 1;///e1

\ \ \ . K \ I ‘ \ 3 /> " /‘I/_ "/ /C

34 3 . I ; 58

\ \\ ‘-P '\ \ f°’Z" \ I-.\. ' /

33 ;* \ \‘ \ “/f‘-/” \1<. ‘ : f 72

/4; ' I’ e O P \ \ iew-\ El i\ M . ' i\1 / .

35 //'fili\§\..‘1‘ \ L1_ H W I 3,, 1 \,— 73

///-A Q31 \\ \\\\ _ .1 {I /’

26 /”%I B \ \ °’ \ i ' tit*_fi / / 41

\/ \ \ _ 35551 \

25 \\ \D-—-D > .

\ \ \ v ///i “/"/,:':

////-//// \ ~ cl \\\‘\v\‘3.\ \\ 1 1 \ 27 /, - 1 b -\_( | -g§¢

‘.

’\\/1/LI

k.\ / \

20 / ‘ \ D ‘ / / 1 \\\\'\ ~ \ \ 1 I

11 / W/7 \\\ \\\ ’\. \\\ \ R l /‘

/ / C /® \QC ' 1’ ~ “ / / 63

-nq-a.;.~\1 \ 1 \f=v x 1

12 2/ . .\ \ I \ \ \ \\ i\ Y / / —-\49

um‘ \ \ , / //

19 I. / _/_/ / /,
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

// /\ //r / "I

\2“\

21 23 24 10 22 42 37 36 38 55 39\4O 68

Section B-B

Fig. 39. F-1 Relay Valve

The F-6 relay valve consists of relay portion 10, inshot valve portion 80

(explained under FS-1864 Relay Valve), and magnet bracket blanking plate 4,

these portions being bolted to the pipe bracket 2, from -which they are removable

for inspection and cleaning without breaking the pipe connections.

The diaphragm stack as described under FS-1864 Relay Valve is arranged

Public Domain / http://www.hathitrust.org/access_use#pd

to permit speed governor control of braking pressures. The three diaphragms

68, 64, and 60 are thus available for the purpose, but, as used in automatic

pneumatic service, only diaphragm 64. is utilized. The area of this diaphragm

is 60% of the large diaphragm 88 which operates the self-lapping portion.

Therefore, control pipe 16 pressure acting on diaphragm 64 is approximately

59
only 60% effective on diaphragm 88 and the self-lapping portion will operate

to reproduce this ratio of brake cylinder pressure. Thus, with a maximum

control pipe 16 pressure of 100 pounds the brake cylinder pressure permitted

is approximately 60 pounds.

The F-6 relay valve can be converted for speed governor control by sub-

stituting the proper magnet bracket for magnet bracket blanking plate 4. This

will incorporate the necessary magnets and ports to utilize the complete dia-

phragm stack for speed governor control in which the diaphragms regulate

braking ratios to 100%, 80%, 60%, or 40% at predetermined speeds.

F-8 Relay Valve

The F-8 relay valve is identical to the F-6 in operation except it utilizes

diaphragm 68, to provide 80% effective brake cylinder pressure from any control

pipe 16 pressure. Cover plate 4 properly doweled and ported provides this

arrangement.

F-1 Relay Valve, Fig. 39

The F-1 relay valve uses all the diaphragms, 60, 64, 68 and 88, to provide

100% effective brake cylinder pressure from any control pipe 16 pressure. The

inshot portion is not necessary with this relay valve. Cover plate 4 provides

the proper port arrangement.

EMERGENCY-BRAKE VALVE

The emergency-brake valve connected to the brake pipe or E-3 application

valve permits a brake application to be made from any point in the locomotive

where the valve is installed.

The emergency-brake valve should be used only in case of actual danger,

and then should be left open until the train stops.

1%” Emergency-Brake Valve, Fig. 40

The emergency-brake valve provides a means of obtaining an emergency

brake application in the event that the engineman is prevented from applying

the brake in the usual manner.

The brake pipe end of the emergency-brake valve is located at the end of

the brake pipe branch pipe. Thus brake pipe air in the chamber around spring

8 helps to keep valve 8 seated and prevents leakage of brake pipe air.

When the handle 9 of the emergency-brake valve is pulled, the handle

lever 10 unseats valve 8 and permits brake pipe air to flow directly to atmos-

phere at an emergency reduction rate. This causes an emergency application

of the brakes.

lo 0
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

‘A ~ . Q O - A A‘

12 Flanged Sweat

Fdhng

13 ----------- -I _

3 5,, :.g\\......;<<<</<11 =§-.;‘7;_,, 7&3 - - 19

.. |ll~lllI-.P 2!‘? 1 ‘~-M-1.§”\

4|‘; I 14 ':g:$,,::.§. 17

N L :._L J Am. ‘, ; J v_ .\Q’ ' 0’

2 W”? Z74///,..\\\\\\\\\\\~.\.~,;>>),2 16 6
Public Domain / http://www.hathitrust.org/access_use#pd

e.ss..ss'e * £2-_ §\<s\

\\\\\‘

Re-inlorced Flanged

Filtmg

Fig. 40. 11/4" Emergency— Fig. 41. E-3 Brake Application

Brake Valve Valve

60
B-3-B Emergency-Brake Valve, E-3 Brake Application

Valve, Fig. 41 '

The B-3-B emergency-brake valve is located at the end of a branch pipe.

As shown, its brake pipe opening is connected to the side connection of the E-3

brake application valve. The E-3 brake application valve is connected to the

brake pipe so that normally, brake pipe air flows beneath the outer area of

piston valve 8, thence through the small port in this valve to the spring chamber,

thence out the side connection to the emergency-brake valve. With air pressures

equal on both faces of the valve 8, the force of spring 5 holds the valve seated,

sealing the atmospheric opening below seat 6.

When the handle of the emergency-brake valve is pulled by means of the

cord or otherwise, the handle lever unseats valve 8 and permits the air to escape

from the emergency-brake valve pipe faster than it is supplied through the port

in the piston valve 8 of the E-3 brake application valve. Consequently, the

pressure above the piston valve is quickly reduced and the greater brake pipe

pressure on its outer area unseats the valve and makes a large direct opening

from the brake pipe to the atmosphere, which permits brake pipe air to escape

at an emergency reduction rate and causes an emergency brake application.

The piston valve 8 of the brake application valve is fitted with packing

ring 4, felt swab 18, which is supported by expander 19, felt oil retainer 17,

which is sewed in the piston recess, felt strainer 20 and strainer plate 21. The

swab and oil retainer keep the cylinder wall well lubricated while the strainer

prevents passage of dirt and clogging of the choke in the piston. These

measures are designed to prevent accumulation of dirt on the piston and to keep

the piston valve free in its cylinder so that it positively opens and closes when

the emergency-brake valve is operated.

Brake Cylinders, Figs. 42 and 43

The brake cylinders are located on the locomotive trucks and connected

by rods and levers to the brake shoes; so that when the air pressure is admitted

to the brake cylinder, the brake shoes are moved against the treads of the loco-

motive wheels.

The illustrations show a sectional view of the “UAHS”, “UAHT” and

“UAH” improved brake cylinders which are made in sizes to meet all operating

requirements and which incorporate features contributing towards satisfactory

operation and economical maintenance. This brake cylinder is designed to pre-

vent the entrance of dirt and the construction is such as to permit the lubrication

of moving parts without removal of the piston or opening of the cylinder. The
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

“UAHS” and “UAHT” brake cylinders are designed for slack adjuster use, the

“UAH” is not.

The cylinder body and pressure head are combined into a single casting

which is provided with a bolting flange for mounting, a slack adjuster mounting

and a Wabcotite fitting for the pipe connection. The piston 4 has a hollow

rod which provides for a loose push rod 10 that is attached to the levers and

rods of the foundation brake rigging, and a push rod holder 89 is attached to

the outer end of the piston rod.

A solid WABCO packing cup 5 snaps onto the pressure face of the piston.

The circumference (or perimeter) of the piston is machined to form a shoulder

over which the packing cup is fitted, and a groove back of this shoulder con-
Public Domain / http://www.hathitrust.org/access_use#pd

tains a piston lubricator. The space back of the heel of the packing cup and

in front of the lubricator swab provides a groove around the piston which,

when filled with lubricant, serves to spread the lubricant over the cylinder wall

with each movement of the piston. With the piston in release position, the

grease cavity aligns with four grease ports in the cylinder body which are nor-

mally plugged. Lubrication is accomplished from the outside by means of a

grease gun at any one of the four connections. The lubricator swab serves a

double purpose; prevents overflow from the groove to the non-pressure side of

61
47

\,../eaea aaaaag¢x

CA

/1

/es

0 /' \ =

4’ \\ \\

'7 /

4° //

23

/ ///V /////

542

Prston Lubncator

'-

"‘“ 1.11-\ “‘

..-ms-_~\\\.‘I:\\\

|;\\\\\\ \

1h

Sleek Adpstor P1p¢ Connectmn

Fig. 42. UAHS Brake Cylinder

31 ”‘ I \

EB

fifififi fifififi

39 37 38 11 1O

1a

28 11 \‘.'.1'.t\‘.11 ,

23

49

Piston Lubrlcator

Fig. 43.

@200 0000 ‘ ‘*6

\\\

50 22 64 63 48
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

20 15 14

\\

Slack Adjuster Pupo Connection

1=:i\\\\\\\\\\\‘A\

UAHT Brake Cylinder

Public Domain / http://www.hathitrust.org/access_use#pd
the piston when introducing the lubricant, and, as it becomes saturated with

lubricant, results in the cylinder surface being relubricated with each applica-

tion and release movement of the piston.

To prevent the entrance of dirt, the hollow piston rod is ground true as to

diameter and surface, and the non-pressure head 18 is fitted with a felt packing

seal lubricator and protector which is Packed in grease and serves to lubricate

the hollow rod as well as seal the interior of the cylinder against dirt and

moisture.

Since atmospheric air must enter the non-pressure end of the cylinder

during the release movement, the non-pressure head is fitted with a curled hair

strainer 14. This strainer is of the cartridge type held in place by a strainer

retaining ring 15 in a protected location which prevents flying dirt and water

contacting directly with the strainer.

The hollow rod packing seal 68 is held in contact with the hollow piston

rod by the force of release spring 22 acting on spring seat 64. The angle of

the non-pressure head and spring seat act to hold the felt packing seal 68

against the hollow rod.

The non-pressure head contains a release piston spring guide which prevents

the spring from resting on or vibrating against the hollow piston rod causing wear.

Air Gages, Fig. 44

Three duplex air gages located in the locomotive cab, one to indicate

equalizing reservoir and main reservoir pressures, one to indicate the brake pipe

and brake cylinder pressures and the other to indicate the application pipe and

suppression pressures. One single pointer air gage which indicates the air

pressure delivered to the main reservoirs by the compressor, and one to indicate

the straight air pipe pressure (used with electro-pneumatic operation).

On theduplex gages the two pointers are of difierent colors and indicate

the air pressure designated on the dial. Thus, on the one duplex air gage the

white pointer indicates the brake pipe pressure and the red pointer the brake

cylinder pressure. On the other gage the white pointer indicates the equalizing

reservoir pressure and the red pointer the main reservoir pressure. The amount

of reduction made during an automatic application is indicated by the white

pointer of the equalizing reservoir gage, and the white pointer of the other

duplex gage shows the brake pipe pressure under all conditions.

A single pointer air gage is connected in the main reservoir pipe between

the main reservoirs and indicates the air pressure delivered by the compressors.

Another single pointer air gage is used with the electro-pneumatic brake to
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

indicate straight air pipe pressure.

WESTINGHOU

AIR BRAKE H - Y

Fig. 44. Air Gages

63
Public Domain / http://www.hathitrust.org/access_use#pd
N0. 15-C Double Check Valve, Fig. 45

The No. 15-C double check valve automatically permits operation of the power

knock-out from either a train control stop, overspeed, safety control, or an

emergency brake application, also used with break-in-two protection feature

when using the (4 valve) H-24 Relayair Valve Unit.

The No. 15-C double check valve is used when a device is operated from

two sources. The center connection will connect to either one of the two end

connections depending upon the position of check valve 4. The spring end

should always be connected to the end having the most restricted supply.

This device consists of a body 2 in which are housed check valve 4, check

valve spring 10 and spring guide 11. Caps '8 and 12 at each end of the body

and gaskets 5 hold the check valve assembly in the body with two bolts and

nuts 9. Cap 12 at the spring end of the valve connects to the control valve and

cap 8 to the brake valve pipe. The union swivel 7 is connected to the power

knock-out pipe. The spring end of the valve is marked as shown in Fig. 45,

so that the proper pipe connections can be made.

gee/M; 5

‘_

s'\‘wI.~z\\&uI.e\\\

i1‘111|||1|n|‘“‘*"=:

!IlIIIIIlIi@._ll,1ll

\\\‘\\\‘\\\ ‘Z #17

- u\\xl.\\wle&.s.>

4.

Fig. 45. No. 15-C Double Check Valve

H-5-A Relayair Valve, Fig. 46

The H-5-A relayair valve operated from the D-24 control valve during

emergency application connects air from a volume reservoir to the sanders and

also controls the broken pipe protection feature on locomotives with the four

face relayair valve units.

It consists of an operating portion mounted on pipe bracket 81. All the

pipe connections are located in the pipe bracket so that the operating portion

can be removed without disturbing the piping. Three studs 82 and nuts are

used for holding the two portions together. The four pipe connections in the

pipe brackets are numbered as follows: No. 10 through which the air from the
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

D-24. control valve is connected to the control chamber on the face of diaphragm

10; No. 9 through which the main reservoir air supply is connected to the volume

reservoir; No. 12 through which the volume reservoir air is connected to the

sanders, double check valve to overspeed application valve for broken pipe

protection, and No. 11 through which the main reservoir air is connected to the

volume reservoir.

Body 2 houses supply valve 15, supply valve spring, charging valve 17,

charging valve and diaphragm spring 6, spring seat 7, and diaphragm follower 5.

Diaphragm 10 is housed between diaphragm cover .12 and body 2. Four bolts

with nuts 21 hold cover 12 attached to the body. Three strainers 28 protect

the valve parts by preventing the entrance of dirt and foreign matter during
Public Domain / http://www.hathitrust.org/access_use#pd

flow of air through the valve.

64
-//I

\\

21 10 1 3 11 40 42

I '~ ‘- I IIII

--. é g~‘\\\\\\‘§*”\“\.‘li'fl',I 41

P"/’/J77’/1§I1,~’,""""'I§‘ / llll-lllllll

:-':Z;3'_3:1:1'.5:::1:3:'-:::'-'I-‘:93? % ' 2“!

*‘‘~‘ "2" “‘ ~/ 43

5 Ԥ ' .. . 4 .; ' I\.i\/tg11\1\_\\_11| 44

I‘. -. ll \ 0.. ' . ’ W

_ \ / / ".,.,_.,,

4 " 4 45

T \ .' . 7‘ "\

6/ "' 33

\\\"1\?§.\}\q:: 7 8 % q ‘' ix /

=1 , --

9 13 I’* . I 1 11'I.,\\\11\1111//1|»

‘7 16 "’?Z-%'.'i il§.'.-an 20 32 24 31

14 18 r_"' 3

l.!.l

15 19

Fig. 46. H-5-A Relayair Valve

When the relayair valve is in non-sanding position the top of diaphragm

10 is vented through pipe connection 10 and the D-24 control valve. Spring 6

moves diaphragm follower 5 and charging valve 17 upwards which unseats

charging valve 17 and spring 19 seats supply valve 15. Thus charging

air from the main reservoir and pipe connection 9 fiows past charging valve 17

to charge the volume reservoir.

When an emergency brake application occurs air from the D-24 control

valve flows through pipe connection 10 to the top of diaphragm 10, moving the

diaphragm and diaphragm follower 5 downward. This first seats charging valve

17 to cut off main reservoir charging air and further movement unseats supply

valve 15 so that the air from the charged volume reservoir and pipe connection

11 can fiow past unseated supply valve 15 to pipe connection 12 and the sanders,

and broken pipe protection feature.

BRAKE PIPE VENT VALVES

The brake pipe vent valve provides a means of insuring propagation of

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

quick action when length of brake pipe and many right angle bends and elbows

tend to slow down the fiow of air. Being an entirely separate device in operation,

independent of the service operating parts, it can be located to best advantage

in the brake pipe proper and is, therefore, not affected by the condition of other

devices. -

Type “KM” Vent Valve, Fig. 47

This valve, consists of upper housing 2 which is bolted to bracket 29, and

lower case 8 which is bolted to the bottom of housing 2 and supports slip bushmg

5 in which moves piston 9. The lower case is sealed to the upper housing by

gasket 13. The piston shank is guided by an extension on the lower end of the

bushing. Bushing 5 is formed with a seat on which seals gasket 11 on the

Public Domain / http://www.hathitrust.org/access_use#pd

under side of piston 9 when the pressure differential across the piston becomes

great enough. Drilled ports through the piston stem and the piston between

the gasket 11 and the piston ring provide a stabilizing passage. Flow through

this passage and leakage past the ring are limited by gasket 11 when it seals

65
on its seat. The stabilizing passage and a drilled port in the bushing furnishes

a direct but accurately restricted communication across piston 9. Three un-

seating pins firmly secured to the piston project upward through drilled passages

in housing 2 and are shouldered at two points to engage valves 24 and 21. The

latter seats on a bushing pressed into a large exhaust core in the body, and the

former seats on a small seat formed on the upper side of valve assembly 21 .

Spring 20, guided in a bushing inclosed in cap 4, urges both valves t-o their seats.

Gasket 19 seals the cap to the housing.

As the piston moves upward, the unseating pins first lift valve 24 off its

seat and then valve 21 off its seat, exposing a very large exhaust port. Strainer

27 prevents the entrance of large particles of foreign material, and the level of

the entrance to the drilled passages for the unseating pins is high enough so

that loose water collected in chamber A will flow back into the pipe before it

can get to the operating parts.

The piston stem is drilled out to receive felt packing 87 which is saturated

with light oil. Breathing through a small port in the stem, changes of pressure

in chamber C supply a film of lubricant for the stem fit with the bushing over

long periods of time.

Brake pipe air entering the KM vent valve flows through strainer 27 into

chamber A surrounding the discharge valves and above piston 9. The latter

is moved downward until gasket 11 seals on its seat. Air flows through

stabilizing ports a and 19 into chamber C beneath the piston, charging it to

brake pipe pressure at a slow enough rate to afford adequate protection against

overcharge.

Valves 24 and 21 are held tightly to their seats by the combined load of

brake pipe pressure and spring 20.

The reduction .'in brake pipe pressure during a service a,-fpplication is

accompanied by a similar reduction of pressure in chambers A and B of the

brake pipe vent valve. This moves piston 9 upward to the position where

the upper shoulders and pins 9a engage valve 24. Further movement is pre-

vented by the load, on this valve, resulting from the combination of brake pipe

pressure acting on the seat area and the tension of spring 20. So long as a

service rate of brake pipe reduction is not materially exceeded, the capacity of

the stabilizing ports is sufficient to allow pressure in chamber C to fall at

approximately the same rate. This prevents the development of a pressure

differential across the piston of sufficient magnitude to unseat valve 24.

3' 7/////////’%QI/g‘,V / !-—' \\s\L\\\ 19 lg _ !!!

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

¢7/ / s\\\.\=\si-:§\

, 1-g iiiii;f‘ 1.:

1 3s—'lh Iii, ‘ " . ,

5 ' ‘lllllf lilil ll = \\\‘-_'//iv

......................... .. % k\

.- 1 I

~ \§\

m-

'J
Public Domain / http://www.hathitrust.org/access_use#pd

I..\\

i'/4' Pipe

.,

Fig. 47. “KM” Vent Valve

66
When an emergency rate brake pipe reduction occurs at the KM Vent

Valve, the capacity of stabilizing ports a and b is not sufficient to prevent a

high differential pressure to be quickly developed across piston 9, with the

result that the piston moves upward with ample force to unseat valve 24 against

the load of the tension of spring 20 and the brake pipe pressure on the seat

area. As soon as valve 24 is unseated, brake pipe air fiows through the opened

exhaust port, and greatly increases the rate of brake pipe reduction. The added

increase in pressure differential across the piston creates the force necessary to

cause the lower shoulders on the pins 9a to pick up and unseat large exhaust

valve 21 . Thus the vent valve responds to the comparatively light differential

required to lift a valve of small diameter but almost instantly develops a very

large venting capacity. When fully open these two valves provide an exhaust

capacity equal to the internal diameter of a standard 1}/4" pipe. Piston 9 is

limited in its travel by a. stop boss on the lower face of the housing. Stabilizing

ports a and 6 allow chamber C to bleed down until spring 20 and the weight

of the operating parts can force both exhaust valves to their seats, closing the

outlet to the brake pipe and permitting it to be recharged when desired.

7 14 12 13 45 42 43 44

s\\\ ‘ \_—‘_ Illll

/A7//////////////////////////////

//

El

%'

!////

'/ 4 ' ‘ \

\ "emit ,0

.. "1/2£’:?v.§E'_%_e'

8 29

25 zmeafi § 6

19

is _-' \\- -M-“ x

the |g1\\,\\\1.I..-§ll_.I§\\,\‘ ._._._,. \" ii" ' "I 2

‘|l§#~*-|§T'§l/4 2

. -‘ I

37 “ . \

.I:
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

1:‘ \1 r.

' 3 \..\\ ~.

39 ‘s‘1‘\u ‘-1|‘ \l,I

31 W

1 £11

\‘

‘.16’

. .- . ?,1s|1?Z%1s\ss\\‘~\\\“\ 5

§ m"_"r"§\\\‘ \.§_E-_\ ‘ 23

4° \ S i s 20

\ _§ "Pipe Tap
Public Domain / http://www.hathitrust.org/access_use#pd

\\\\§¥.\\\\\\\- 24 2‘ 18 11.

Padre! Sectmn B-B "

38 46 26 30

Fig. 48. No. 4-B Vent Valve

No. 4-B Vent Valve, Fig. 48

The No. 4-B vent valve located in a branch -pipe of the brake pipe insures

transmission of quick action to the train and vice versa.

Fig. 48 shows a sectional assembly view of the No. 4-B brake pipe

vent valve. This device comprises an emergency piston 2, with its slide valve 8,

a quick action valve 4 and quick action piston 5, and an actuating volume called

the quick action chamber. Strainer 87 protects the piston and slide valve

from dirt.

Brake pipe air entering the vent valve flows through passage a to chamber E

at the left of quick action valve 4 and thence through strainer 87 and passage b

to chamber A above the emergency piston 2, forcing the piston to its lowest

position. This opens charging port c in the piston bush, permitting brake pipe

air to flow past ball check valve 6 and through passage c-2 to the slide valve

chamber B and thence through passage d to the quick. action chamber, charging

the latter to brake pipe pressures.

67
The reduction in brake pipe pressure during a service application takes

place at the vent valve also, and the air flows froin the piston chamber A,

through passage b and strainer 37, to chamber E, thence through passage a to

the brake pipe. The pressures on the emergency piston 2 are unbalanced and

it moves upward until its piston stop .12 strikes the cap where spring 11 prevents

further travel of the piston. The charging port 0 is now closed by the piston

and the slide valve chamber B is connected through the slide valve port h to

the exhaust passage e. This permits quick action chamber pressure to reduce

at the same rate as the brake pipe pressure, thus preventing operation of the

quick action valve during service applications. (When the brakes are released,

the quick action chamber is again charged as previously described.)

When an emergency application is made the emergency rate of brake pipe

reduction also occurs at the vent valve. With the sudden pressure drop in

chamber A, the higher quick action chamber pressure in chamber B forces the

piston upward, compressing spring 11, and carrying slide valve 6 to its limit of

travel, which uncovers port 1‘. Quick action chamber air in chamber B then flows

through passage 1‘ to the outer face of quick action piston 5, and since there is no air

pressure on the opposite face of the piston, it is moved to- left, unseating quick

action valve 4. This creates a direct opening from chamber E to the atmosphere

and accomplishes a rapid venting of brake pipe air from passage a and the brake

pipe, thus propagating quick action. I

A small vent port through the quick action piston allows quick action

chamber air to bleed down until spring 21 can force both the valve and piston to

their normal position, thus closing the outlet to the atmosphere and permitting

the brake pipe (and quick action chamber) to be recharged when desired, as

already explained.

B-1 Electro-Pneumatic Master Controller, Fig. 49

An electro-pneumatic device which, in conjunction with magnet valves,‘

control valves and relay valves installed throughout the train, relays to the

brake cylinders and the operation of the self-la.pping unit of the brake valve

when electro-pneumatic brake equipment is used.

The master controller consists of a body 2 to which are bolted an application

end cover 15 and a release end cover 16. The body has a pipe connection from

the control pipe to the application end cover, and a pipe connection from straight

air pipe to the release end cover. Two diaphragms 18 are supported between

the end covers and body, each diaphragm being assembled between a follower 19

and nuts 20 and 21. Centered in the pistons 17 is a shaft 82 with contactor 37
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

which is operated by shaft movements to open and close the application and

release circuits in accordance with pressure changes on the two pistons. The

application, release and battery wires are connected to the pipe bracket by

means of a plug connector.

_ Dash pot piston 26 with choke, in the application cover, and choke 11 in

the release cover control the air fiow to these chambers and thus stabilize move-

ments of shaft 62. Check valve 12 lifts and by-passes air fiow around choke 11

thus providing unrestricted flow of straight air pipe pressure from the release

chamber when releasing.

Release spring 24 provides the tension to hold the diaphragms, shaft and

contactor released, opening contact levers 40 and 41. When brakes are applied
Public Domain / http://www.hathitrust.org/access_use#pd

control pipe pressure builds-up in the application end cover and deflects the

diaphragms to the right. The initial shaft movement compresses spring 24,

this travel closing contact lever 41 which closes the battery circuit to the release

wire 1. Further movement compresses piston spring 26, this travel closing

contact lever 40 which closes the battery circuit to the application wire 6.

As straight air pressure builds-up in the release end cover and becomes approxi-

mately equal to control pipe pressure in the application end cover, the piston

spring returns the shaft and contactor, opening the application contact lever 40.

68
--

s;g§I|_iz3 ¢0__=_';:"'-'_;}- //

-,,;.-

54 53 56 62 64

1:

Secuon C-C

_Vl/'re_L=¢E'11_

- Release - AR Tram Lme

Release - SC-2 Cabmetlwhen used)

8+ - SC-2 Cabmetlwhen used)

8+ Tram Lme

\\>:<E§§_' "'

O71J\J>(A)(\)_-

-111

25 __ 25 ADDllCaUOfl - AA Tram Lme

21 I 3/. -1' 72$,‘/‘1.‘i.1.\\\"~‘:: s -AODll¢aU0n - SC-2 Catfinetlwhen used)

26 I5‘; ' "§‘-"-”~\“t‘:' '- _. View looking at Plug Connector

.--_ ,1 Ii 5‘ ' ' in Pipe Bracket

Q‘!

\'o~.\-:e\<

SQ

ts,-<~

;E

\\\\k\\\‘.\\\\\\\\\\\‘A\\\‘

I.

19 18 17 32 36 37 34 2 20 11

Section A-A

Fig. 49. B-1 Electro-Pneumatic Master Controller

This balances the air pressure on both diaphragms and arrests further return move-

ment of the shaft so that the release contact 41 remains closed. When brakes

are released by reducing control pipe pressure in the application end cover the

spring 24 and straight air pipe pressure return the pistons and shaft, opening

the release contact 41 . Thus, the master controller moves back and forth to

open and close the circuit to the application and release wires in accordance with

Zhe glmnges in control pipe pressure as produced by movement of the brake valve

an e.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

No. 21-B Magnet, Fig. 50

Consists of a pipe bracket, application magnet valve, release magnet valve and

a cut—off valve and is used with electro-pneumatic brake equipment. The magnet

valves are electrically connected to the master controller and, as controlled by

the position of the handle of the brake valve in the electro-pneumatic position,

control the pressure in the straight air pipe.

The 21-B magnet consists of a pipe bracket 55 and magnet valve body 2.

The bracket has three pipe connections, to exhaust, to auxiliary reservoir, and

to the straight air pipe. The body has two magnets wired to a terminal block

with suitable terminals to a connector 88. One magnet is connected to the

application wire A, the second to the release wire R with a common return C
Public Domain / http://www.hathitrust.org/access_use#pd

to return wire AB. Each magnet has a coil 20 with an armature 26 and an

armature stem 27, the latter controlling the position of valves 84 and 62. When

both coils are de-energized spring 85 unseats release valve 62, opening the

straight air pipe to exhaust, and a second spring 85 seats application valve 84,

closing the auxiliary reservoir connection to the straight air pipe. When the

coils are energized from the application and release wires as controlled from

the master controller, their armatures pull stems 27 down, seating valve 62

which closes the exhaust, and unseating valve 84, permitting auxiliary reservoir

air to flow to the straight air pipe.

69
\ . _. P.

Auxiliary Reservoir gtralghl All‘ I00

67 77

1.5 66 ~ 1.

73 ‘I. sq!‘

71 . lw//.___==_1_"~

é- T7 H 65

/l / III 22 III 59

74 / -7‘ \-k-‘‘-‘-.:’ :;'';;__4

6 7 I257 __ :-:¢§.§-21 '.'.§..5_ f5. .1-. .,AB§‘§“<-,b,‘g‘s1‘\;:;_-——_"—-’-= '.;¢;¢;&‘§:;§‘:::::;‘,/;..'_%;‘ 50

72 :§§§$!-:$!3:31§§§§'.§‘R§;:1-l», ~;; ~'\“\,§§-:3:"\\§*.:'§7~\I

\:~=-L-4-~:‘;-:.' - .~ -v‘- ——-=~e”\'§‘~‘— s\~:~.1~:;:’~§t

56

Q5 '5$e’.’¢.¥r‘ :2 W ~:’ ,:I/:4 '4

'. ;~' ;:~ :$,;:¥$:'§.;: 44 43 41 39

.. O 1 ‘ : _ \. z /.4.‘ . v_

2* -2'21 ' .4

"'- x 31 11 111111-4111111 $14-...;.',.;’ "-Q2 5' ~ 111:: !:§:{""'r§::i §i:i!|s-2~.;..":'*"-' 63

as --l &ii1=.=iiir- - ' I31 37

si 2 III --w |>:'.,:I:s

.4 N - I III III , - .v,. 2

84 >’‘ ..i E = 8* --w

.1.-=4-='—;_:».1@: ‘ _»._§~_'_.‘;-'_.-=<...

46 - 'Fi¥_§l';'-5,;rL\ 2 is s. I

Wm 58

1- I . ' ' ,'

81 rsxoz-:<~:s,§£g__‘-_;;\\\;:;~:.:s:~z-:~z-:.z.‘s'>‘;"

'--' i\'s.“='_=‘;.\"$1 ‘v 57

I-I-I

40 85 5-1 86 63 79 46 so

88 82

3o

28

;"''JJ‘'' ‘*3 ;'za'a",w:-" -

13 1 1 1 2 19 5 4 E?x'."g’}'::';-is

~ 4 =5: ~ 1 2 \\

_. . > , —- ,\_;_
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

.§e§

_ A .lh\" fI I.|I.lhI.l .l7||¢l‘|hl‘I :7 '.l'-Iifllh

10 ,1;/{’(..<ox<s\ 15/ 41 Q S ,3 / / ,5; S 20

is ‘ :1 2 i: E = 551% 1

51/ '1 3 = 13/ 2-1:: 5

8 is M 1 = : W 71:11‘ 5 26

1144. at \ = -a I//--=1: =

:>. :§\- -Q:: 1 : i';.\- -$1! 1

1 is§ s s i§ !§:i 1 2’

-8 I1 1 \ \ i‘ 1; :

1' 'jl\ \ji: Q Q \lI' \

Public Domain / http://www.hathitrust.org/access_use#pd

22 ‘H )'|| 7 ‘ I H I H ' \ \ ' _.jl;\ _ ' ‘ g I-1» -9 1 *.:=1:=:=1:=:==:i.\ \\r::=1=::i1| = \ *=i=":i:!i:=:i'\ ~

‘_"."'I Ii"? ‘' ‘ 'vl) -1.1-I’/H -l".|..1.1 |.4..1.'l"' I\‘1!'.1 \

n . \ ~ . s>\_1'.::;. ;';':;r.s\. s\>.'.:....i_

1 -1 -‘ \l. - "A a"-'-“'-"1'-"-'3-';.--'*“':!""' ' El \l§' """ -/"9-‘v""' El. 121? "" 40* 32

2'4 git ':=.'j:I1'§ 814- 6 !$;;'~‘.*-'%-fl;:."’;$$:'!;*r‘f‘$¢‘.§*‘.‘:§.;‘;2"';'\ $;r1:1’§?"‘}‘§":"'.'f;-':’»“L>3-"é*"‘§>I;‘te1§. ‘$55! 1112'’ ES " _ |§*"l “ ‘ A ‘ M 8'18 §i‘;2:°" ~ $2’

23 -1 1 ;;:|;|.5|| _ ,-2; gi.|;|e|Il;; E$‘.I'I:!'!l,-£1 5- 3'

1 7;‘ - 4 - .- 4 >2 iv ;:';’-—y;-; e\\ :4. ,

--

/-if - - at 4.14. .1g||;4\s,.¢~

\...

21 :“"“=l 3:” !=-Q" I ‘- "' "‘ 2" .31" I/.5". 5.7, ‘= . 15 ,’=-_fl:'?$"..4:’I':‘:{.° , . ':I',=‘ ’ -s'¢‘ \

" - 1.? »“-.¢:';-3;-‘.=; .' ~'..!¢'4".(.+:L4__¢1...;-'.¢:~‘ 3;.-P ‘J w,¢.<

-‘. . ' . ”n‘-

K)?’ vv vv vvv.v.' 5- ‘I - \

/ kgz: ;.*";,_1‘>'€€;=. ‘:‘l.P:?:2e?o2;?:f:';Y6’0:¢lA":' ; . . : 60

‘ 5 :q$.’s..e;!./541 36 4 \

Section Through Terminal 61

16 17 18 2 { 1 33 34 36 69 : 1

lEI

Fig. 50. 21-B Magnet

70
A cut-off valve protects against the loss of auxiliary reservoir air in the

event of abnormal magnet valve operation or broken straight air pipe. It

consists of a diaphragm 6, controlling the position of a valve 5 located in the

supply passage from the auxiliary reservoir to the application magnet. Spring

10 with a value of approximately 75 pounds acts on diaphragm 6, opposing

auxiliary reservoir air beneath the diaphragm. When auxiliary reservoir pres-

sure exceeds this amount it deflects the diaphragm upward, permitting spring 17

to hold valve 5 unseated, permitting flow to the application magnet. In the

event of straight air pipe breakage, whereby the auxiliary reservoir air would be

lost, the spring will deflect the diaphragm and seat valve 5, closing off auxiliary

reservoir supply. Thus auxiliary reservoir air is retained to provide an adequate

automatic pneumatic brake application.

SAFETY CONTROL DEVICES

The devices which comprise the Safety Control System to operate in con-

junction with the brake valve application portion and safety control check

valve in the brake valve portion to cause a brake application if the engineman

becomes incapacitated are as follows:

(1) The Type “C” Diaphragm Foot Valve, Fig. 51, located in the safety

control pipe is used to suppress the safety control feature. It has two

pipe taps, the top one connecting to the brake valve exhaust (unless

suppressed at the brake valve) and the end one connecting to the H-24

relayair valve unit and the brake valve application piston through

which air is supplied to charge the safety control system.

Diaphragm 6 is normally unseated, opening the safety control pipe to

the brake valve safety control exhaust. Downward pressure on the

foot pedal 12 compresses spring 8 and rotates rocker arm 11 and

seats diaphragm 6 on its seat 4 closing the connection between the

brake valve safety control exhaust and the brake valve application

piston chamber. Thus, the safety control system is charged and

suppressed as long as the foot pedal is held down. When the foot

pedal is permitted to move up diaphragm 6 is moved off its seal and

the safety control pipe air flows past the diaphragm seat to the brake

valve exhaust (unless suppressed by holding the automatic brake valve

handle down). This causes the brake valve application piston to move

to application position causing a brake application.

s~ $12.2

_ "Iv-‘$14 ""'Z.=E$'-$‘5'.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

‘E2143 '."¢'~'M_" -

‘a=_'-. '51.". ~2:<%g£-~11 ‘I ~

l=&$.1‘-'.-l.b‘0o0:\_1' _v ‘If’,

L-ssv .:t:::1.*"';!:1- 612241

..;<'<;*.',;'J,~g *1 \&&\\‘\\\\\i\\

-1 -II

V). /I239"r:2.“.§:.:‘;q;-

-r vrnuvuil 3.1 '1

I I :‘~‘ “T I

.‘:.o‘0.’

v - '$‘_::_.- ~ . ¢
Public Domain / http://www.hathitrust.org/access_use#pd

120,, Qfijlozox 0:0’

' §':"‘:': 0‘ ‘M ’

0 0'

» .. ..-:':‘1:~:i:$:¥:$:§.,:1§.’.-"..:=:.:?:-.11

11 13 2

Fig. 51. Type “C” Diaphragm Foot Valve

(2) An H -24 Relayair Value Unit, Figs. 33 and 34, which consists of a pipe

bracket on which is located the cut-off valve which operates to suppress

the safety control feature when the brakes are applied with a predeter-

mined pressure. When the brakes are released the parts of the cut-off

71
valve are in the position shown on Figs. 34 and 35, Section A-A. Charg-

ing air from the brake valve application piston enters the valve through

pipe connection 10 and flows to the chamber around valve 17, past un-

seated valve 17 to the chamber around spring 19 and out of the pipe con-

nection 10 and flows to the chamber around valve 17, past unseated

valve 17 to the chamber around spring 19 and out of the pipe con-

nection 8 to the safety control pipe where flow to atmosphere is pre-

vented either by the foot valve or the brake valve. VVhen a brake

application is made, application air from the D-24 Control Valve

enters the relayair through pipe connection 16 and flows to the chamber

on top of diaphragm 10. When the air pressure reaches about 30

pounds, diaphragm 10 is moved downward compressing spring 6 and

seats valve 17. This prevents any flow of air from the control chamber of

the application portion in the brake valve to the safety control pipe

8 and the diaphragm foot valve, thus suppressing a safety control

application.

(3) Volume Reservoir (110 cu. in.) and Check Valve with 1/82" Choke,

which provide a time interval for the engineman to suppress an inad-

vertently initiated safety control application by immediately depressing

downward either the brake valve handle or the diaphragm foot valve

pedal. The volume also stabilizes the operation of the application‘

piston. -

(4) The Service Application Safety Control Brake Valve Details, consisting

of cut-out cock 184, service application piston 112, slide valve 114,

check valve 851 (hinged handle brake valve only) cut-off valve 151,

double heading cock and brake valve handle 870 (hinged handle only).

The functions of these parts have been covered under the description

of the brake valve portions.

The Emergency Application Safety Control Brake Valve Details, con-

sists of a cut-out cock in pipe 10, emergency application piston 161,

safety control check valve 851 (hinged handle brake valve only), double

heading cock, and brake valve handle 870 (hinged handle only). The

functions of these parts have been covered under the description of

the brake valve portions.

(5) A Warning Whistle, which sounds for a limited time (if brakes are

not applied) before a safety control brake application is obtained if

neither the brake valve handle nor the diaphragm foot valve are
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

depressed.

(6) A Sealed Cut-Out Cock in the pipe between the diaphragm foot valve

and the I-I-24 type relayair valve unit, which is used to cut out the

safety control feature.

OVERSPEED CONTROL DEVICES

The devices which comprise the Overspeed Control System to operate in

conjunction with the brake application portion to cause a brake application

when the speed of the locomotive becomes in excess of the maximum allowed

are as follows:

(1) An H-24 Relayair Valve Unit, Figs. 33 and 34, which has an over-

speed application valve that permits main reservoir air to flow through
Public Domain / http://www.hathitrust.org/access_use#pd

the FA-4 magnet valve, a 3/64" choke, into an overspeed volume

reservoir used to provide a 6 second interval in which to get the speed

below the maximum overspeed setting. If the speed is not reduced

the overspeed application valve will vent the air from the actuating

chamber of the brake valve application portion to provide an over-

speed application.

If a four valve, H-24 relayair valve unit is used on the locomotive an

overspeed application insuring valve may be used with the emergency

72
application portion. This valve vents the air from on top of the cut-

off valve in Emergency to insure the emergency application piston

remaining in applied position.

When a temporary overspeed suppression is desired an overspeed

suppression valve is used to cut off the atmospheric connection to the

actuating chamber of the brake application portion when the brake

valve is in First Service (Rotair Valve in “FRGT” position) or Service

position.

FA-4 Magnet Valve, Fig. 52, is used to operate the application valve

of the brake valve as controlled by the train speed to cause a brake

application when overspeed occurs.

The magnet valve consists of a magnet mounted on a pipe bracket 31

which permits removal of the magnet without disturbing the piping.

There are two wire connections on the magnet, one is a ground con-

nection and the other is to the speed governor. The three pipe connec-

tions in the pipe bracket consists of the exhaust pipe, the warning

whistle pipe and the actuating pipe 10 to the brake valve application

piston. Magnet coil housing 13 houses magnet coil 12 and core 6

forming a magnetic field which controls the position of armature 9

and its stem 8. The lower end of the armature stem contacts upper

valve 3 to hold lower valve 3 seated when the magnet is energized

from the speed governor. This prevents the flow of air from the

brake valve application piston to prevent a brake application. When

the magnet is de-energized valve spring 4 moves the two check valves 3

upward. Upper valve 3 seats the opening to the exhaust and the lower

valve is unseated permitting air to flow from the top of the brake valve

application piston to the warning whistle. Thus, the warning whistle

is operated indicating that the train is traveling overspeed and the

brake valve application piston is moved to application position to

apply to the brakes.

/es

. E .. I

' - F Will‘.

% 20 ,31 29 34

’/0 ‘W / at . / ’ 33

§i£uu:£ufié // /32

.3; \ ,1“ , ' M, _

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

23

“ ‘L

‘’\‘g_:;:-' ‘u ' ' I."

3 as

\ T ‘ '’’§

‘8 =1? 26

19 / 25

5 4 21 45

.: // law

27 Q 46

on 38
Public Domain / http://www.hathitrust.org/access_use#pd

Fig. 52. FA-4 Magnet Valve

73
(3) The Overspeed Whistle connected to the FA-4 magnet valve operates

as described above to indicate’ when an overspeed brake application

has been started.

(4) The Service Application Overspeed Control Brake Valve Details, con-

sisting of cut-out cock 134, service application piston 112 and slide

valve 114. The functions of these parts have been covered under the

description of the brake valve portions.

The Emergency Application Overspeed Control Brake Valve Details,

consist of a cut-out cock in pipe 10, and emergency piston 161. The

functions of these parts have been covered under the description of

the brake valve portions.

(5) Voluvze Reservoir (435 cu. in.) and Check Valve with Choke,-which

stabilize the operation of brake valve service application piston 112.

SPEED GOVERNOR CONTROL

The basic principle of speed governor control shown by wiring diagram,

Fig. 53, is the use of a generator attached to the axle of one pair of wheels of

each locomotive unit, the voltage of which is proportional to wheel speed and

the use of relays which operate_at a generator voltage corresponding to certain

speeds, which in turn cause operation of other devices designed to provide

braking forces suitable for use at such speeds. Locomotive units can be “train-

lined” if desired.

The wheel diameter rheostat must be set to correspond to the wheel dia-

meter of the locomotive unit on which the speed governor equipment is used.

Generator 11 supplies current to a directional relay 1, a directional repeater

relay 5, and the three speed governor relays 2L, 2M, and 2H. It is essential

that the current flowing from the generator to the three speed governor relays be

in the same direction regardless of the direction of travel of the vehicle. There-

fore, the directional relay is used to detect the direction of travel of the locomotive

and its contacts position themselves accordingly in order to provide current flow

in the right direction through the remaining relays.

The K-3-B switch of the FS-1864 relay valve, located in the battery circuit

is open until a predetermined brake application pressure is developed, thereby

protecting the battery against possible draining during the time brakes are

not applied.

It is assumed in the following description covering operation during accel-

eration that battery current is available. However, there is no battery current

flow until a predetermined brake cylinder pressure is developed during brake

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

application due to the closing of the K-3-B switch.

When the vehicle begins to move, current from the generator will flow

through wire 21, upper and lower coils of relay 1, contact A6-A8 of relay 5,

test jack 72-64, and wire 22 to the other side of the generator. Relay 1 is so

designed that with current flowing in the direction described, its contacts will be

closed in the upper position. With relay 1 so energized, current from the

generator will also flow through wire 21 , contact A3-A1, of directional relay 1,

resistor 7, upper coil of relay 5, contact B2-B3 of relay 1, through test jack

72-64, and wire 22 to the other side of the generator.

If vehicle movement is in the reverse of that described, current from the

generator will flow through wire 22, test jack 6.4-72, contact A8-A6 of relay 5,
Public Domain / http://www.hathitrust.org/access_use#pd

upper and lower coils of relay 1 and wire 21 to the generator. With current

flowing in this direction the contacts of relay 1 will be closed in their lower

position and current will flow through wire 22, test jack 64-72 contact B3-B1

of directional relay 1, resistor 7, upper coil of relay 5, contact A2-A3 of relay 1

and wire 21 to the generator. This generator current also flows from wire 22,

test jack 64-72, contact B3-B1 of relay 1, resistors 8L, 8M, and 8H, upper coils

of relays 2L, 2M, and 2H, contact A2-A3 of relay 1, and wire 21 to the other

<&.

74
LEGEND

II Polarized 'X' Type Reloy.

5,2L,2M,2H -250 ohms')('' Type Reloys.

@_ Blu'Ye|. 6 0nd 6M - Double mndmq Style ‘LP-53' Relays.

" 'l

WW’ I’ 7- Resislor for 0d]US1ll'1Q PU of Direchonol Repeoier Relay 5.

'.+ BL-500 Ohms Resistor (2 Slides).

8M-I000 Ohms Resislor (2 Slides)

8H'2000 Ohms R6SlS10f (2 Slides)

B4 9'Reslslor for senes connection belween P.U. vundnnq of Reloy 60nd Bollery (350 ohms for 64V. I50 ohms for 32V-).

A4 I0-Resislor for series conneclion between RU.v1|nd|nq of Reloy 6M ond Bollery(200 ohms for 64V. 50ohms for 32V.)

ll I Generolor

Block- I A5 8 B5 wh,' l2- ROSl51OI for Operation of'hold|ng'\~lnd|nq of Relay 5 from BoNery(|5OO ohms for 32V or 64V.).

r 20- L

I 8| -Ye‘ M 2| to ;:1ni)nclus|ve - I2’ woy Termmol Board

I U‘ X ' t- Silver lo Silver nnpregnoled corbon conlocls,

I A A3,- I Yel'\ R I Compensating Rheosioi for Wheel Diameter.

I I .wh.

| - Or'Gr _

I A2 Or) whl l\‘ Or-Wh O:-Wh. [Red Ye"

- -\ . \

l Bl rWh. Wh-

I 8:3 \e2 T _ , A: 84 I ‘ LL 2 /84 \ ®, /A4 B4

Yel.-Wh \ I . A4 Gr.-wh. Mi

8 Bl Al Or ’ 1 B5 / B5

—'-"52 A3 ;\ \ J. ( @ ' A5. .85 A5 B2 r.-G: A5

* '7 —y\ Br;Yel EN 82

8'“ 8lk-Wh - B3 1/; Bll1~Wh I 6 ,

Rd. Gr. Cl /M X 83 oz I 83 L

\1 Rd Rd 88 5 B'“~/ - Rd ‘W11.

. 1 ‘ /-L--L I0 '

1" / . \ Or 02 A2’ L 03 “Al I

B-6 / B3/:1“? or_wh C5 /Rd'Bt

Blk \ G"'wh' / B4 ~—- Rd.-Br ‘j‘Rd.-Wh.

, Jock shown dotted “\ Yel. Or.-Blk BI

IS for spocmg only \

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

N0110 be furnished. B2 BM-Wh_\ ‘

B‘ Y I Yel--Wh-\ BI’1_e2 Red'Yel.

Rd 0, /- "' ° Blk-Wh-\ A FS-I864 Relay

/ /9"“ ' /Yel. esi ,\L—B5 /Gr. B57\E-_B_5 Mflomls

"AA

A4\_ l-_A3 / I184 /Yel. 1- -1.

BIU. / \' OB|:\ Br J駓L_L__J.]-'1

r. ‘ -\ --1 _

C4 t1701 \Ae.._ ¥;~A5 @{¥_}} *

l / D °'\ O-£1111-r

of. M Mr
Public Domain / http://www.hathitrust.org/access_use#pd

/ 1 ‘ A2 em.

@ @ @ @ ® @ M-' B‘ @ A3 ~‘~;_\

. K-3 Switch Blk. A4 69

Spore Termmols \

Fig. 53. Speed Governor-—Wiring Diagram

side of the generator. Therefore, the directional relay 1 establishes generator

current flow to the speed governor relays QL, 2M, and 2H in the same direction

regardless of direction of car travel. Relay 1 is so constructed that its contacts

will remain in the position assumed during energization of the relay, even though

the coil then becomes de-energized. The position of the contacts of relay 1 can

be changed only by energizing the relay in a direction the reverse of the previous

energization.

When the vehicle reaches a speed of approximately 8 m.p.h., the current

flowing through the upper coil of relay 5 will be suflicient to operate this relay

to the energized position, opening contact A6-A8. Opening of this contact

removes generator current from relay 1 thus reducing the load on the generator

and preventing over-energizing relay 1.

When relay 5 was operated at a speed of approximately 8 m.p.h., contacts

A3-A1 and B6—B8 became closed. With contact B6-B8 closed, current will flow

from the positive side of the battery, terminal 37, contact B6—B8 to indicating

lamp 20 and through terminal 38 to the negative side of the battery. This

lamp serves to indicate that the generator is functioning as intended. With

contact A3-A1 closed, and it being assumed that the K-8 switch is closed, battery

current will flow from terminal 45 through contact A3-A1, resistor 9, the lower

coil of relay 6, contact A2-AZ of relay 61% and terminal 38 to the negative side

of the battery. Relay 6, therefore, assumes the energized position and, with its

contact A4-A3 closed, battery current will flow from terminal 45 through this

contact and contact B3-B4 of relay 6M to the low speed magnet L of the FS-1864

relay valve, which provides for the development of 40% maximum braking

pressure.

With relay 5 energized from the generator, battery current is also supplied

through contact A3-A1 of relay 5, the lower coil of relay 5, resistor 12, contact

B6-B5 of relay 6, contact A3/ll of relay 6114 and terminal 38 to the negative

side of the battery. This serves to maintain the contacts of relay 5 closed in

their upper position at extremely low speeds where the decrease in generator

voltage would otherwise allow this relay to drop out. By this means the low

speed magnet L of the FS—1864 relay valve is maintained energized from 20

m.p.h down to a complete stop or until the K-3-B switch is opened, due to

releasing the brakes. If the brakes are applied while the train is standing 60%

braking pressure will be obtained.

When a speed of 22 mph. is reached, the generator current developed is

suflicient to operate relay 2L to the energized position. Its contact B2-B3 then
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

becomes closed. The closing of this contact places a short circuit around relay

6, which, therefore, drops to the de-energized position. Resistor 9 limits the

current flow from the battery to the desired amount. When relay 6 assumes

the de-energized position, its contacts assume the lower position. The opening

of contact A4-A3 de-energizes the low speed magnet L of the FS-1864 relay

valve, thus providing 60% of maximum braking pressure. The opening of

contact B4-B3 removes the short circuit around a portion of resistor 8L, thus

increasing the amount of resistance in series with relay 2L. This increase in

resistance in series with the relay reduces the current through the relay to such

an extent that a slight reduction in speed of the locomotive will cause relay 2L to

assume the de-energized position.

Public Domain / http://www.hathitrust.org/access_use#pd

When relay 6 assumes the de-energized position a voltage is induced

momentarily in the upper coil of this relay which causes current to flow to the

lower coil of relay 3L. This current flow adds sufficient additional force to

relay 2L to insure the positive closing of its contact.

When the speed exceeds approximately 43 m.p.h., there is suflicient current

flow through relay 2M to cause it to assume the energized position, thus closing

its contact B2—B3. The closing of this contact causes battery current to flow

from terminal 45 through contact B3-B3 of relay 2M, resistor 10, lower coil of

76
relay 6M, and terminal 38 to the negative side of the battery. Relay 6M then

becomes energized. Induced voltage from the upper coil of relay 6M acts on

relay 2M to insure positive closing of its contact as explained for relays 6 and

2L. Battery current now fl.ows through contact A6-A5 of relay 6M and terminal

40 to energize the medium speed magnet M of the FS-1864 relay valve, thus

developing 80% maximum braking pressure. Contact B1 -B2 of relay 6114 is

open, which increases the amount of resistance in series with relay 2M, thus

insuring that this relay will assume the de-energized position if the speed is

reduced to approximately 40 m.p.h.

When speed exceeds approximately 69 m.p.h. there is sufficient voltage

developed in the generator to cause relay 2H to assume the energized position.

The closing of its contact B2-B3 completes the circuit from resistor 9 through

the lower coil of relay 6 and contact B2-B3 of relay 2H to the negative side of

the battery. Thus relay 6 again assumes the energized position. Contact C4-C3

of relay 6 being closed, battery current will flow through contacts A6-A5 of relay

6M and C4-C3 of relay 6 to the high speed magnet H of the FS-1864 relay

valve. With both the medium and high speed magnets of the FS-1864 relay

valve thus energized, 100% maximum braking pressure is developed.

Induced voltage in the upper coil of relay 6 assists in positively closing

the contact of relay 2H as described previously. The transfer contact C4-C5-C6

of relay 6114 has now functioned to insure that the induced voltage from relay 6

will now act on relay 2H rather than on relay 2L as occurred at the lower speed.

When running at high speed and a brake application reduces the speed below

65 m.p.h., the reduced current flowing through the coil of relay 2H causes it to

assume the de-energized position, thus opening its contact B2-B3. This de-

energizes relay 6, thus opening its contact B2-B3. This de-energizes relay 6,

thus opening its contact C4-C3 and de-energizing the high speed magnet H of

the FS-1864 relay valve. Thus, only the medium speed magnet M is energized

and 80% maximum braking pressure is developed.

When the speed reduces to approximately 40 m.p.h., relay 2M becomes de-

energized, its contact B2-B3 opening the circuit of relay 6M. This relay in

turn becomes de-energized and the opening of its contact A6-A5 de-energize-‘s

the medium speed magnet M, thus developing 60% maximum braking pressure.

Relay 2L drops out at a speed of approximately 20 m.p.h., thus opening

its contact B2-B3. The opening of this contact removes the short circuit around

relay 6, allowing it to be energized. The closing of contact .44-A3 of relay 6

energizes the low speed FS-1864 relay magnet L, thus developing 40% maximum
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

braking pressure.

In the event of an open wire from the generator or battery, the FS-1864

relay valve magnets are de-energized and the relay valve will develop 60%

maximum braking pressure. In the event of an open wire from only the generator

occurs at a speed below 20 m.p.h., 40% maximum braking pressure is retained.

The speed governor thus protects against the development of braking

pressure in excess of that which is practical for varying speed. The brake devices

with which the speed governor devices are associated are designed to provide

the development of braking force up to the maximum value of that permitted

by the governor. Any degree of this braking force which may be desired, is

under control of the engineman for all service braking.

Public Domain / http://www.hathitrust.org/access_use#pd

Locomotive Installation Vviring, Fig. 54

Four brake wires on the locomotive are contained in a cable and extend

throughout the length of the locomotive unit. As indicated these train wires

consist of Application Wire (AA), Release Wire (AR), Return Wire (AB),

for the 64 volt locomotive battery, B—{— wire for 64 volt locomotive battery

supply to the DE-1 Back-up Valve on the last car of the train.

77
The application and release wires are connected in parallel between a

master controller on the locomotive and the application and release magnets

of the No. 21-B magnet brackets on the locomotive. These magnets are

energized or de-energized simultaneously by the master controller to apply

or release the electro-pneumatic straight air brakes in accordance with move-

ments of the brake valve handle on the “A” locomotive.

Four speed governor wires are provided in the cable and extend to the rear

of the locomotive. These are AC—Low Speed (LS) speed governor wire, AE—

High Speed (HS) speed governor wire, AD——Medium Speed (MS) medium

speed governor wire, AG-—battery return wire. The speed governor wires LS,

HS, MS and battery return wire are connected between the respective magnets

of the FS-1864 relay and the relay cabinet. The relays in the relay cabinet

operate at pre-determined speeds to energize or de-energize the magnets of the

FS-1864 relay valve and thus regulate braking pressures on the locomotive in

proportion to train speeds, as measured by the axle generator on locomotive.

Power Uml "A"

2| 8 Magnet Eleclromahc Master

B'°°“°’ “'°“°' 32222232,

Controller Box

RCA3G

l 1' ' W’ T

Release Wne

/ (AR) Green Wllh Whrle Tracer

Apphcallon Wrre

/(AA) Blue Wnh Whrle Tracer

I /8 — WHO

/ 7 (A8) wmm wen emu Tracer

8 + Wire

/(8+) Red wnn Black Tracer

/7l

: 6500 Cur Mrls :

Arc Suppressor

(If Used)

4 l5 Amp Double wh"° "' X Relay Panel

B Pole Fhp-On \__._-.-..J

__ Syugch 5! 38§94l404§2l 22 45 404 39 37 38 SI 52 53 $4

', l: I ' L._ ._ _ _J _l 1 4 T

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Generolor Plug Connector \_ _____ _=.}_::____: I \ {

l__.___"'_"_ "_ :lI:;:'::_: :1 _J

Spore

Termmels

Vlew Shanna Pluq

Connector ln Prpe Bracket

FS-I864

Relay Valve

L Ll H-IN IS-I "

I5 Amp Double -§l§

Pole Flrp-on C: ¢ .9
Public Domain / http://www.hathitrust.org/access_use#pd

s""°" L‘ _j3_‘D “Remslar Uml Pc 5l6405

,_.... -_ 6500 Clr Mlls

i_..._.._, /LS (AC) Blue Wllh Black Tracer

__ Double Pole

/% :""° hS;"'cl|: /HS (AE) Green Wllh Block Tracer

__ urms y aco-

// mom“ Budd“ /MS(AD) Orange Wllh Black Tracer \

64v 8+ 8- Speed Gov lo

/(AG) Block Wllh Wlule Tracer FS-I864 Relay Valve

Fig. 54. Locomotive Installati0n—Wiring Diagram

78
PNEUMATIC DEVICES REQUIRED FOR

AUTOMATIC TRAIN CONTROL

A Reducing Valve, located in the main reservoir pipe to the cab signal

magnet, is used to reduce the main reservoir air pressure for use in the cab

signal system.

A Magnet Valve for the cab signal system with whistle and acknowledging

valve.

A Timing Valve which automatically causes the brake application valve

to function when a signal indication is received in train control territory and

operates the timing valve whistle and fireman’s call signal circuit controller in

cab signal territory.

A Step Reservoir (800 cu. in.) connected to the timing valve and the brake

valve is used to enforce a time interval and insure completion of a stop when

a train control application takes effect. This reservoir is sometimes connected

to the A-1 Suppression Valve.

A Whistle connected to the timing valve which blows a warning when a

train control-stop application or cab signal indication is initiated.

A Brake Application Valve Circuit Controller which prevents the release

of a train control, overspeed, or safety control brake application until after

the train has come to a stop, once the brake application piston moves to service

position.

A Sealed Cut-Out Cook in the pipe between the timing valve and the service

piston of the brake valve which cuts out train control operation when it is not

desired.

A-1 Suppression Valve recommended when temporary and permanent

suppression of train control application is desired.

The Acknowledging Valve is for the purpose of permitting the engineman

to properly recognize the change to a more restrictive indication, also to permit

a train movement at the low speed limit under a restrictive indication through

the medium of recurrent acknowledging operation.

The No. 1 Acknowledging Reservoir (90 cu. in.) is only used when operating

under an “Intermittent Magnetic Inductive Stop System.”

Both No. 1 and 2 Acknowledging Reservoirs (435 cu. in.l are used when

operating under a “Two-indication Continuous Cab Signal System” with two-

speed control, or without speed control.

Suppression Reservoir (370 cu. in.) provides a permanent suppression of a

train control brake application when a manual automatic brake application

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

of prescribed amount is in effect.

Suppression Timing Reservoir (370 cu. in.) is connected to the automatic

suppression portion through the rotair valve for the purpose of providing con-

tinued automatic brake valve partial suppression of a train control brake

application by means of successive manual brake pipe reductions of moderate

amount when the rotair valve is set in “FRGT” position.

The Timing Valve Reservoir (180 cu. in.) serves as an operating volume

in combination with the Timing Valve to hold the train control brake application

suppressed for a period of approximately six seconds after the timing valve

magnet is de-energized, this to permit the operator to move the brake valve to

a brake applying position, wherein suppression of a train control application

Public Domain / http://www.hathitrust.org/access_use#pd

is governed by the positioning of the brake valve or the degree of brake

application.

Train Control and Cab Signal Timing Valve, Fig. 55

The devices which comprise the train stop system, to operate in conjunction

with the brake valve application portion to cause a brake application from a

train stop signal, and the cab signal devices which operate to sound the fire-

man’s call signal are as follows:

79
,

E.‘

\ O lg

7: _ _ - ' - - U i [1 \ /D’ ‘pm

(9 .

/N

<0

/01

I‘

‘Q’

8N

01

. .- _.£‘

3 -s=h '-“"""1_"""1't-

N -_1=‘=1I=.'-?iT_! !l-_

N . ~~ (0 <

:1 we-;:-11111-1-1.-‘:2 .121

M1” . .. '17”, .,....”. ‘_ <

[I -‘ " ‘ IV "5

. B-I13 - - P Q

,_ <0

. \\~\\.\~..-.g).\ 1\ 1 - (0

§ <11 <1 ” ll -‘-

1 A’ - 4 1

km“ {Q

Q 10 - 3 2 I 2%’ 92

’ 4 I :02‘ O

l4N

. N 0 0 r~ <0 10 10

(D (D ' 0') 0) 0')

<0

I @@
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

gwwmsfias I

W W9‘

1-

‘X

§\\“\

*1?

3'11

, .~ \

PAKVVJWVGVAQB//120M 761

‘M’.
Public Domain / http://www.hathitrust.org/access_use#pd

MI]

SECTION as

J7

J2.-

'

Q ':\"!.

\,>- - . §

§ '-s\*.s'~.s\\<s.aWsss=\\\\ \

%QllI|I|III \

1-13’

1:16

1,6,

Q.

TOP VIEW

85 84 83

\'.\\\u\\'.\\\\\'.\\\\:\\\\\\1.\\\§§.1§

vuaw IN DIRECTION OF ARROW "A" '

Fig. 55. Train Control and Cab Signal Timing Valve

80
(1) The Timing Valve, Fig. 55, is an electro-pneumatic device controlled

through the train stop signal circuits to cause the brake valve application piston

to move to application position when the restrictive signal indication is received; it

also operates to sound the fireman’s call whistle when initiated from the cab signal.

The timing valve consists of a pipe bracket 2 on which is mounted magnet 234

for receiving the train stop or cab signal indication, the timing valve portion 80

with its control piston 90 and valves 82 and 83 for operation of the brake valve

service application piston, a signal whistle which blows when the timing valve

operation is initiated and the safety valve 38 which protects the timing valve

against excessive pressure. Ball check valve 27 with choked bushing 25 permits

quick charging of the chamber below piston 90 but restricts flowin the reverse

direction to predetermined amount.

In service the magnet is energized which seats exhaust valve 240, thus

connecting reducing valve air past unseated valve 243 to ball check 27 which

is also unseated so that the chamber below piston 90 is charged. At a pre-

determined pressure piston 90 is moved upward, unseating valve 85’ to connect

47 12 48 32

‘ ' \‘-‘-’[='\'\\ 41

|1;":_;_ Section B-B

' ‘ i V ///M? ////////// '

V/7 I 1 H54

, r /’

._. - ‘1 \\\\§\$\\\‘ 55 \"*’~ ta“-‘-‘§r\~,' —— 57

61 :§i§\\i\"Ii,;i§ 1.\\\>>.-_~.\\§ .°.._‘§5__ \§l ,

M,-. .—§l qn -A/d

59 /-r.=:;sV/;)‘?_'4§s AW/4 -,/¢,/a‘

'-5r4’”¢‘°"|'=‘V" /9.

so '/i_'/ I

4 76 ee ele as 76

63 I=‘I7

/ /‘"n/

79 %\§';"-Té ea 70 67

Section A~A

/? '‘ ‘E

's“"*‘U _

'*
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Fig. 56. A-1 Suppression Valve

81
Public Domain / http://www.hathitrust.org/access_use#pd
the stop reservoir and pipe to atmosphere and seating valve 82 so that the

actuating pipe can be charged from the application portion of the brake

valve. When the magnet is de-energized by a train stop indication, magnet

supply valve 240 is seated and exhaust valve 243 is unseated. Thus,

the air under piston 90 flows through the choke in bushing 25 and past

the exhaust valve 240 to atmosphere permitting piston 90 to move down seating

valve 83 and unseating valve 82. The air from the actuating chamber of the

brake valve application piston is vented past open valve 82 to the stop reservoir

pipe and the stop reservoir, which actuates the application piston and applies

the locomotive brake.

c If the NS-1 reducing valve is used, safety valve 38 is not necessary on the

timing valve, as the possibility of overcharge is eliminated.

A-1 Suppression Valve, Fig. 56

The A-1 suppression valve permits both temporary and permanent

suppression of train control applications.

A temporary suppression may be obtained in three ways. First, move the

brake valve handle to first service position before the end of approximately the

6 second delay period (rotair valve “FR-GT”). The first suppression reservoir

suppresses the train control application for about 20 seconds at which time

the brake valve handle must be moved to service position to provide further

suppression. Second, move the brake valve to service position making a light

application as described below (rotair valve “FRGT”). Third, if the brake

valve handle is not moved at the end of the delay period the first suppression

reservoir provides an automatic split reduction that permits only a light brake

pipe reduction and delays the train control application for about 20 seconds

(rotair valve “FRGT”). If no action is taken before the end of the delay

period the application piston movement will eliminate all suppression action by

connecting main reservoir into the chamber of spring 29 between diaphragms 57

and 49. The control of the train then becomes a function of the train control

equipment.

“C” SIGNAL VALVE AND WHISTLE

DISCHARGE VALVE

NS-1 REDUCING VALVE

The above devices comprise the train air signal equipment.

The NS-1 (or NM-1) Reducing Valve is mounted on the main reservoir

pipe to the signal pipe and is used to reduce the main reservoir air pressure

to 45 pounds for use in the signal system.

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

The car discharge valve reduces signal pipe air pressure when the signal

cord is pulled.

The signal valve operates to connect air to the signal whistle when the

discharge valve reduces signal pipe pressure.

The signal whistle is sounded when the signal valve operates to give the

signal to the engineman.

For a complete description of the train air signal equipment and its

operation refer to Instruction Pamphlet No. 5061.

NS-1 Reducing Valve, Fig. 57

The NS-1 reducing valve regulates the air pressure for use in the train

signal, train control and cab signal systems, and on B units to charge the brake
Public Domain / http://www.hathitrust.org/access_use#pd

pipe when operating with the hostler brake valve. The reducing valve consists

of a pipe bracket 2 on which are mounted check valve portion housed in body 11,

the cut-out cock portion housed in body 53 and the reducing valve portion

housed in body 18. The check valve portion permits reducing valve air to flow

82
Wabcotite L.H Offset

Elbow Fittmg ‘ 79 37 36 3 4 58

-,,_--,-~“.-‘.-“-E?"3}‘““‘ FWI 35 \ i

.. -‘%|‘**-I / 7* _ 38 . -

68 .8 @ ll

80 gM_.'-ii\\i\\flg;,;.%,l aimul 4 P1

T Issai

I! ' 0

JA 28/ i 22 27 29

41 ‘Q

47 "_ J 42

45 \~. 43 46

Section A-A

SBCUOH 8-B

Fig. 57. NS-1 Reducing Valve

to the signal system but prevents any back flow, the cut-out cock provides

means of cutting off the air supply to the signal system and the reducing valve

portion reduces the supply air to a predetermined amount.

The diagrammatic view of the reducing valve pictures the valve in one plane

to facilitate description. Main reservoir air enters the valve through passage

s and flows to supply chamber C. As shown, the valve is in closed position

with the inlet valve and exhaust valve seated as when the system is charged

to the setting of adjusting screw 45.

When the air pressure in the pipe to the cab signal train control, and train

signal systems and in chambers B and A has fallen to a predetermined level,

spring 4'7 moves diaphragm follower 41, exhaust valve seat 89 and the exhaust

and inlet valve upward. This unseats the inlet valve and supply air from

chamber C flows past inlet valve seat 31 into chamber B and passage 1* to the

cab signal system and to the check valve 12. The air also flows through choke

D to chamber A on top of diaphragm 40. When air pressure in the system and

chamber A reaches the pressure for which the adjusting screw 45 is set, the air

pressure and spring 38 move diaphragm 40, diaphra~gm follower 41, and exhaust

valve seat 39 downward. Inlet valve spring 34 moves inlet valve down on its

seat 31 cutting off further flow of air.

Should the pipe to the timing valve and chambers B and A be charged

to pressures in excess of the setting of adjusting screw 45, the air pressure and

spring 88 move diaphragm 40 and exhaust valve seat downward so that the
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

exhaust valve is unseated. Thus, the overcharge of air from chambers B and A

is permitted to flow past unseated exhaust valve seat 89 into the spring housing

48 and through the exhaust port to atmosphere. As the pressure in chamber A

reaches the setting of screw 45, spring 47 moves diaphragm follower 41 and

exhaust valve seat 39 to seat the exhaust valve preventing further fiow of air.

VARIOUS CUT-OUT COCKS, HOSE COUPLINGS, DUMMY

COUPLINGS, ETC.

The location and use of these devices can readily be understood by referring

to the piping diagram.

83
Public Domain / http://www.hathitrust.org/access_use#pd
TENDER DRAIN CUP (STEAM LOCOMOTIVES)

This device is located in the tender brake pipe back of body bolster on

rear of tender. The purpose of the tender drain cup is to trap moisture in

the air passing through the brake pipe, which would otherwise be carried back

through the train.

A drain cock at the bottom of the tender drain cup permits of easily

draining off the water or other foreign matter thus collected.

AUTOMATIC SLACK ADJUSTERS

The automatic slack adjuster for each brake cylinder which serves to

maintain the predetermined brake cylinder piston travel.

For complete description and operation of slack adjusters see Instruction

Pamphlet 5041-1.

3-AP DECELOSTAT EQUIPMENT

The 3-AP Decelostat Equipment is an anti-wheel slip equipment that

provides a mechanical-pneumatic means of improving braking on locomotives

by preventing wheel sliding during brake application. It consists of a P-3

Decelostat Controller and a B-3 Decelostat Valve.

For a complete description of Decelo’stat equipment and its operation

refer to Instruction Pamphlet No. 5067-3.

POWER CONTROL SWITCH-—USED WITH DIESEL

POWER UNITS

The control switch shuts off the locomotive power when a train control,

overspeed, safety control or emergency brake application is made.

84
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
OPERATION OF THE EQUIPMENT

It should be understood that the diagrammatics of the equipment do not

intend to show the actual construction of the operative devices but are laid out

on one plane and drawn to make connections and operation more easily under-

stood.

AUTOMATIC BRAKE OPERATION

With the hinged handle type of brake valve and safety control either the

brake valve handle or the diaphragm foot valve must be held down while

charging, or the independent brake applied with 30 pounds or more in control

pipe 16. With the rigid type of brake valve handle the diaphragm foot valve

must be held down or an independent brake application made.

With the air compressors cut in and operating. air flows to the first main

reservoir. If an aftercooler is used it is connected between the first and second

main reservoirs. Automatic dram valves can be connected to the aftercooler.

A check valve (recommended) is connected between the last two main

reservoirs to protect the last reservoir against loss of air in case of a broken

pipe toward the compressor. A cut-out cock in the main reservoir pipe beyond

the last main reservoir is used to cut-off the main reservoir from the rest of the

equipment when desired. A filter is used to clean the air as it leaves the main

reservoirs.

From thell last main reservoir the air flows through the main reservoir pipe

and filter to the following branches:

(1) To pipe connection 6 of the D-241 Control Valve, and to chamber D of

the independent application and release portion moving piston 230 and

slide valve 996 to their lower position.

(2) To pipe connection 6 (MR) of the relay (Type F or B) valve ( 30, 35 )

and through a choke (19, 15) to the top of application pilot valve (32, 37).

(First number in parenthesis pertains to Type F relay valves; second

to Type B).

(3) To supply connection of the reducing valve for the signal equipment,

cab signal magnet and train control.

(4) With -1 face Relayair Valve Unit—To pipe connection 9 of the H-5-A

Relayair valve, to chamber C through unseated charging valve 17

(closed in emergency), and a passage in supply valve 15 into chamber

A and passage 11 to charge the volume reservoir.

With 5 face Relayair Valve Unit—To pipe connection 30 of the Relayair

valve unit, to chamber 0 of the sanding valve past unseated charging

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

valve 17 (closed in emergency) and a passage in supply valve 15 into

chamber F and passage 31 to charge the volume reservoir.

(5) To connection 30 of the automatic brake valve and

A. A duplex air gage in the locomotive cab.

B. A warning port in the rotary valve and seat (release position).

C. To the D-24 type feed valve where pressure is reduced to feed valve

setting except in non-contro'lled release (automatic brake valve

handle in release position and the selector cock in MR position).

D. To chamber A of service application portion (flow explained under

safety control).

E. With hinged handle type brake valve a branch leads to seated

Public Domain / http://www.hathitrust.org/access_use#pd

sanding valve 279 which prevents flow to passage 9 and sander pipe.

E. On brake valves with electro-pneumatic self-lapping portion, a

branch to the self-lapping inlet valve 315 which is seated.

85
G. On steam locomotive installations to a cavity in rotary valve 216

where it connects to passage 29 and the low pressure head of the

compressor governor, to controlled emergency cock 402 on the in-

dependent brake valve to seated inlet valve 504 preventing fiow to

chamber B, and to release valve 442 which is seated when handle 370

is not depressed preventing flow of air to passage 9.

(6) With S-40-D and S-40-F brake valves air from the main reservoir

flows to pipe connection 30 through one branch to inlet valve 50, which

is seated preventing flow to chamber B. Another branch leads to release

valve 22, which is held seated by spring 106 preventing flow of air to

passage 16 as long as valve handle 38 is not depressed.

(7) Main reservoir air flows through rotary valve seat 15 of the rotair

valve to the controlled emergency pipe 85 with the rotair valve in

freight position.

From chamber A of the automatic brake valve the air is connected to

passages 4 and 2 in release position. Passage 4 is connected to passage 5 to

charge the equalizing reservoir and chamber D on the face of equalizing piston

77. When a service application portion is used passage 4 is connected to passage

5 through cavity Q in the service application slide valve 114.

Passage 2 connects air from chamber A to the brake pipe through brake

pipe cut out cock and pipe connections 1, to passage 1 and emergency vent valve

241 and through choke 202 to the top of emergency pilot valve 246, to selector

cock 204, passage 46, cavity E and passage 82 to the feed valve control chamber

G for control of the feed valve supply pressure as adjusted by feed Valve adjusting

handle 26, see position diagram of automatic brake valve. Passage 2 also con-

nects to chamber N on the right side of equalizing piston 7'7, so that chambers

D, N and the equalizing reservoir will charge uniformly with the brake pipe.

Service Application Portion

When the service application portion is used, air flows to both sides of cut-

off valve piston 146, with air pressure balanced on both sides of the piston,

spring 155 moves piston 146 to unseat the piston valve and allow air to flow

to chamber N of the equalizing piston portion and the brake pipe.

Emergency Application Portion

When the emergency application portion is used, air flows around emergency

piston 161 to the brake pipe and through choke 177 below the piston to chamber

C. Air pressure and spring 167 hold emergency piston in release position.

Charging Position, Fig. 58

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

The air in the brake pipe from the brake valve flows to charge the D-24

control valve auxiliary and emergency reservoirs, which applies the locomotive

brake in accordance with the brake pipe reduction, and the emergency-brake

valve which provides an additional method to produce a brake application.

Brake pipe air enters the D-24 control valve through the combined dirt

collector and cut-out cock and flows through passage 1 to the spring side of

vent valve 41, to the top of the accelerated release check valve 58a and through

strainer 9 to chamber A on the face of service piston 94 and chamber B on the

face of emergency piston 31.

If the rate of brake pipe pressure rise in chamber A on the face of service

piston 94 is comparatively rapid, as during initial charging, the piston and

Public Domain / http://www.hathitrust.org/access_use#pd

attached slide valve 102 are moved to their innermost position, (restricted

recharge) until piston 94 seals on its gasket 87, compressing return spring 109

and moving return spring cage 108 to the left.

The purpose of seal 87 and choke 83 is to limit the rate of charging

chamber C during initial charging of the brake system and during the time the

brake is being released, to aid in preventing overcharging of chamber C and the

auxiliary reservoir.

86
2526 261b lnd Appl and Rel Portmn

D 24 CONTRQL VALVE 2608 2510 8a 252b20°25Ob 62¢ 287 288 283

c°""°',;';‘:t|:"1"e'°e"°’ 195 194 193 Pm Bracket 251'’ 266 263

2’ Z.E=:¥~‘ / A

. ~ "\ r - '

QUICK ACIIOH 2 Z Q 5 ; tr “ " I ‘ Chamber 5 252 / " F 5-' L '_:’_'’4

/ /////, 1/, 4 4 ' ‘L-g: E 2ao

\ s “‘

\~“ s

S 5 D 230

\ I)

Z//_\\“\‘“\“\“'&\ I I; '\\\\\\~E: = 0° 1.1 15 ‘ 5“ E“9'"° :////////. 7/4§\\\\\\\\\ ‘ “" Q 236

Some Portion § 71" I; IIl'II‘;III.‘;l\'II\“\-.\:\w W ; ¢ 5 13 e 20 08 -- ‘p/j;§ 231

3% 5 281 £1 2 : 231

as so 2% 2 13 .-‘ 23s

g % g 65 57 Z" :2 E

149 146 as ._ 2% 5 22 63a se 53 ?s 2 I 232

n I I ---, ~' 5/ 1 54 ‘/-~--/4 5

eeese nsurrng VaIve\ \\\/,/I:/{{/J‘ 2 7 I” I ’ 52 mergency Portron

“."_"?‘ 0 . . I 6 ' ’lII ézljlltllilllltlllli ?/' . Z s ~= .-"'4",-I/I ~ -"-‘fiiel »,-*.z''— /

160 M \ BY - 5?? ' 51

' --N § “‘ ‘L’ W’ -"' 46

109 s2-.\\ °4 '2 2 . I;

99 I//6/i.,,;‘-'_-|||'L'),,”', V" A _;.',a_-i'; 2;; 65

9., Z-,.\~.rm" - M; /;|/

, -_l4‘-2 s\~.~\\~\~-=.~ § .\\\* . t ‘ ’ " ”-

4-_.:‘-1,"‘~‘,‘-f:-.Y"' >;z-3 1: V 7/ W ‘ ' '8 34

9a "< ‘ll? 3-‘ /’ ‘If

""7 _ \\ “ Q“ \ § ‘‘;.L; */ 35

103 g § § \ Z’//;>2.//I

/ \-I-‘-s\. aS —‘

g ,. s ‘ = ; \ .: I 64

110 g \S ~ S .§$ ‘ . _. / \\ '- ~=-.=.= -.~-,, E-, 26

12 \\\\\\\ U‘? Release Valve _ /' $'§\\\\“ ‘ § " 70

/_-'_‘ - !(:_:L\ _ _ \ \ 9

we \\ A ’ / 27

‘>1! ' -M.

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

RBIGBSE If"-GTIOCR 112 S \\\\\\\\\\\\\ 1"]; ' x 40

. ., ‘ __ Porhon 114 lO\ 63

\ = 5., V a / a

M §\ §t :=.-'5---.-'-:

2 1.15-‘IIIIIIIII * I_ - --: 41 Na \ \' \ ; I ' : : 7 P -

W _ .r a We 4 \ g g R‘ 15 ~Gradu-ated Release Posltion

134 -\ §.|~ \ Ex-10

s § 20

._ - ~ ‘- ‘ \ 5 as

136 “Y/‘\\ ‘Inn, \ R,

g \\ "I \\ s‘ \ 2
Public Domain / http://www.hathitrust.org/access_use#pd

4%’ 3 , I//ll” \ AL Combmed Drrt Collector

127 z,,,,,.;,z ,3, °"‘‘ C"‘*’"‘ °°°“

Fig. 58. D-24 Control Valve Diagrarnmatic—Char-ging Position

With the piston in restricted recharge position the piston head uncovers

charging choke 88 and the charging port :0. Brake pipe air in chamber A

charges through:

(a) Charging port as, passages 51), cock 157, passage 50, choke 81, and check

valve 89a to slide valve chamber C’ and passage 5 to the auxiliary

Check valve 89a permits charging in

this direction, but is seated by spring 90a to prevent back flow when

reservoir with cock 157 open.

the brake pipe pressure is lower than in passage 5.

(b) Choke 88 to service slide valve chamber C thence through passage 5

to the release slide valve chamber D and the auxiliary reservoir.

With charging change-ovcr cock 157 in “PASS” or open position, brake

pipe air from chamber A charges chamber C and the auxiliary reservoir through

addition

to flow through choke 88. Thus in retarded recharge position of the service

passage 51), cock 157, passage 50, choke 81, and past-check valve 89a, in

piston .94 a faster rate of recharge of chamber C is provided on short trains.

The service slide valve chamber C and the release slide valve chamber D
Passage 16 leading to the relay valve is connected through passages 36

and 28 to passages 3 and 3a, and the displacement reservoir. As the latter is

open to the release slide valve exhaust passage 10, the relay valve is in release

position, connecting the brake cylinders to atmosphere.

The emergency reservoir is charged simultaneously with the auxiliary

reservoir fromrelease slide valve chamber D, through passage 22, past ball

check 88 and flat check valve 89 and passage -2 to the emergency reservoir.

Spring 90 is overcome and check valves 88 and 89 are unseated permitting this

charging flow as long as auxiliary reservoir pressure is higher than emergency

reservoir pressure, but when the emergency reservoir pressure is high it seats

the check valves and prevents back flow from the emergency to the auxiliary

reservoir.

The outer face of release interlock diaphragm 131 is connected through

passage 3b, 301. through the cavity in slide valve 114 and passage 10 and choke 8

to the exhaust with the graduated release cover in “GRA-REL”, graduated

release position, and through passage 31) to the exhaust in the graduated release

cover 12 in “DIR-REL”, direct release position of the cover. Therefore, inter-

lock slide valve 127 is in its lower position where cavity Y connects auxiliary

reservoir air from passage 5 to passage 32 and the graduating valve seat 103,

where it is blanked.

Brake pipe air from passage .1 a, and auxiliary reservoir air from passages

5 and 7 flow to the release insuring valve to provide the release insuring feature

as later described.

In the emergency portion, brake pipe air in chamber B on the face of

emergency piston 31 flows through charging choke 22 to chamber E on the slide

valve side of the piston and through passage 4 to the quick action chamber.

If the brake pipe pressure rise in chamber B on the face of the emergency

piston is comparatively rapid, as during initial charging and release after emer-

gency, the emergency piston 31 and attached slide valve 25 are moved to the

innermost position, compressing return spring 65 and moving return spring

cage 64 to the right, Fig. 58. In this position cavity 8 in slide valve 25 connects

passages 3h, 17 and 19. As passage 3h is connected to atmosphere through

passage 3a, release slide valve 114 and passage 10, spring 51 and emergency

reservoir air from passage 18, cavity h and passage 2 hold high pressure valve 46

seated; and spring 55 and brake pipe air from passage 1 holds check valve 53a

seated. Also, the safety valve 70 is connected to atmosphere through passage 17,

cavity 8, passages 3h and 30., release slide valve 114 and passage 10.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Emergency reservoir air is connected to the underside of emergency slide

valve 25 by passage 2. In order to prevent slide valve 25 being unseated when

the quick action chamber is not charged, the slide valve is balanced by spring

58 and strut 57. Emergency reservoir air is connected to a small diaphragm

area on the upper side of the cover gasket through passage 2, and exerts down-

ward pressure through strut 57 to keep the slide valve seated when there is no

air pressure above the slide valve. When the quick action chamber is charged,

the pressure in the emergency slide valve chamber E holds slide valve 25 to its

seat and the pressure on both sides of the diaphragm area of the cover gasket

is the same; consequently, the stem is balanced, removing downward strut

pressure except that of light spring 58, which does not increase slide valve
Public Domain / http://www.hathitrust.org/access_use#pd

friction materially.

Emergency reservoir air is connected through passage 2 to the spring

chamber above spillover check valves 52 and 53. The under-side of the ball

check valve 52 is connected by a passage with choke N to the emergency slide

valve chamber E and the quick action chamber.

If quick action chamber pressure becomes higher than emergency reservoir

pressure, as determined by check valve spring 54, flat check 53 and ball check

52 Wlll be unseated, permitting the higher air pressure in the quick action

88
chamber to flow to the emergency reservoir and thus prevent emergency appli-

cation through undesired operation of the emergency portion upon return of

the brake valve handle from release to running position. The use of spring

loaded check valve 58 and ball check 52 and choke N provide double protection

against the back flow of air to the quick action chamber which would tend to

cause the brake to operate in emergency during a service application.

Emergency reservoir air from passage 2 is connected to the outer area of

high pressure valve 46. In release position of emergency slide valve 25, emer-

gency reservoir air from passage 2 is connected by means of cavity h in slide

valve 25 to passage 18 and the spring side of high pressure valve 46, therefore,

spring 51 will move the valve to its seat and hold it closed.

In the independent application and release portion of the D-24 control

valve, main reservoir air flows through passage 6 to chamber D of the release piston

280. Chamber G on the face of application piston 287, is connected to atmos-

phere through passage 18, actuating pipe 18, rotair valve and passage 18 in

the independent brake valve. Therefore, main reservoir air in chamber D of the

D-24 control valve holds piston 280 and its slide valve 226 downward, where

the slide valve cavity connects passages 8 and 8a and the top of check valve

252a to the straight air pipe. Thus, check valve 252 and 2520. are free to move

up and permit displacement reservoir air to fiow to the relay valve during auto-

matic brake operation.

In Freight (FRGT) position of the rot-air valve, main reservoir air flows

through rotary valve 15 to pipe 85 thence to passage 85 of the D-24 control

valve and chamber B of the controlled emergency portion. The controlled

emergency piston is moved upward seating larger piston 187 and unseating

small piston 185. Thus, air from passage 8h can flow past unseated piston 185

to chamber D and seat diaphragm valve 199, which provides for a controlled

build—up of brake cylinder during an emergency application. However, in

passenger position of the rotair valve, passage 85 is connected to atmosphere, so

that chamber B is vented and the controlled emergency piston is moved down

seating small piston 185 and unseating larger piston 187. Thus air from

passage 8h cannot flow past seated piston 185 to chamber D so that diaphragm

valve 199 is moved and held to the left by spring 209 so that air from passage

8a during an emergency application can fiow unrestricted to passage 8 to apply

the brake.

Running Position

In Running position of the automatic brake valve, main reservoir passage

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

80 1S disconnected from the warning port, W .P., so that the main reservoir ex-

haust is cut off. Thus the release warnmg signal is cut out in Running position.

Passage 82 from control chamber G’- in the feed valve is out off from passage 48

and is connected to passage 2 through cavity E and passage 2a. Thus the brake .

pipe air from passage 2 is connected to the feed valve control chamber G at all

times in Running position a.nd the pressure is controlled in accordance with the

setting of the feed valve.

Feed valve air from chamber A is supplied to passages 2 and 4, the same

as in Release position, and also to passages 14 and 22. Passage 14 connects

to passage 14a and the top of maintaining valve 87 which is held seated by

spring 88. Passage 22 is connected to passage 28 by cavity R in slide valve 114,

Public Domain / http://www.hathitrust.org/access_use#pd

thus connecting feed valve air to the rotair valve and, in “FRGT” position,

through passage to charge the first suppression reservoir. In Passenger posi-

tion of the rotair valve passage 88 is disconnected from passage 28.

In the D-24 control valve, brake pipe air charges the service portion

chamber C and the emergency portion chamber E, as described under Release.

However, in Running position return spring 109 moves spring cage 108, service

piston 94, slide valve 102 and graduating valve 108 back to normal release.

The charging connection remains established as described under Release posi-

89
tion, but passage 56 past service piston seal 87 is opened, permitting charging

of brake pipe air from chamber A through port 88a, passage 5e, past seal 8'7

to chamber G. In the emergency portion, return spring 65 returns cage 64 to

the left, moving piston 81, slide valve 25 and graduating valve 26’ to Release

position. In this position the port connections remain established as described

for initial charging except that slide valve cavity s is moved to the left and cuts

off connection between passages 8h and 1'7 from passage 19.

The reservoirs continue to charge, as described under Release position

until completely charged. after which the parts remain in the position shown.

Automatic Service Position, Fig. 59

This position of the brake valve produces the proper rate of brake pipe

pressure reduction to cause a service brake application. The exhaust port in

the rotary valve seat registers with passage 4, allowing air from equalizing

piston chamber D and the equalizing reservoir to escape through the exhaust

to atmosphere. The fall of pressure in chamber D causes the higher brake pipe

pressure in chamber N to move equalizing piston 77 to the left. As the piston

moves it carries attached lever 79, which is thereby rotated to compress spring

88 and unseat equalizing discharge valve 82. Brake pipe air from passage 2b

and chamber N then escapes past unseated discharge valve 82 to passage 15.

In Service position brake pipe air from passage 15 flows to passage 16,

which is connected to the exhaust passage by a port in rotary valve seat 216.

A choke between passage 15 and 16 restricts the air flow so that the pressure

in the brake pipe as well as in the equalizing reservoir and chamber D. are

reduced at a controlled rate.

2528 251b Ind Appl and Hal Per-tron

D24 CONTROL VALVE 2508 25108 252b2oa25Ob 2520 287 288 283

1 \\\\\\‘. ‘Ex \‘ \ ' ‘\\\_\§_$\\"§

°°""°‘F'fd E'“°'°“‘°’ 1135 194 193 / Plae Bracket 25 a :7“; 266 253

when '9 ~- __ \ I ‘ ‘. ‘

A 3h 3a W/11/////IIIII/I10/I///Ill!/111¢ 251 5 g ‘ '-” 2

2 Owck Act1on 2 252 “ I'\ 284

Chamber ¢ "' 5 ¢ ' ‘ 280

' F/1. \\\\\\\©~\\\\: ‘ i Q D 230

, I I \\\\\\\\\\\\‘\ § Q §

' ll 5/no a\\“\“\\\\w%: § ‘'§

. C N ,I .—-1 -. \
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

D f://///////// "!"=\““‘:“'E§; ::.......:::.:::..:. 226

201 '-=-.,.‘.'-1-s\\*%\ O9 ‘ ’ A \ Q

Dead Er-gm ° ... 16‘ V//////A WA\\\\\\\\~\\ 8 ' S 236

-\\\\I~'£ I 2 14 III \\\\\\‘I\\ \\ 8 \ “|.\\ \\

I. "7 §“Q / 7 I s\\\\' ~\\\\'.‘\\—\\\_';\g\\T‘\-= \ - \ \ -\

Servrce Porhon 908 276 7, / Z 2 20 208 \.' ' 23‘ 237

Q é ‘ I 1 1'

266 r 4 1 238

as 90 89a 81 , / 5 , , V.

/ I ’ .4

143 145 ' 157 5% 2 g 232

Public Domain / http://www.hathitrust.org/access_use#pd

B8 9 1 I

R I I V ' luv’,/I ‘ fig,-_ I’, / g 2 Emergency Portion

e ease nsurmg a ve 2,‘ 5 g 56

\~':,'é"‘ _'<.\ fig; V ' (I3 % Volvo

160 M ’é ~51 46

I ’'_’‘;§ .\“ 5 ~ 2-_', I \‘ x

we , /r Ws‘. 11.? ‘§~Z</(4///2

K’ . .'.".'.-'.'1I- \\ \- I; I M. . . . , ./ (55

9 . ,///,I.;I.I';'I.l' I , ’ 5 7/ :10: /

5 .11 '"" ‘'"’%1 ''’<.\ ”.’ 9., El‘ .....;5. 34

F fa‘/‘I ‘ ‘t’, I ’ :' . ' ~ 5 I " ’ "' > ' I 9 ':''','?''}‘"”7‘

Q8 35

2 \\ a- s . . g s ...,,,,,/

/ .~\ > K‘ is l I - “S I

¢ \ s: \‘ i & I I I I I I I : S . /» \‘.§\" §\/ .=.

/ \ \ \\ _ \ / ---.

11o ¢ saw} \/4, 50 25

é_ \\\\\~;Z 2 , -— \-7/”‘@,,/j 70

I - \ \‘ 5 ; -

Harem Valve 12° _ :'_: . ‘ E § ‘ '\

,.,;,fi_.,, ; _ .1 '~ & 27

11a ?""'\" ’ 1 E‘ ' "' I "/'

When the pressure in the equalizing reservoir and chamber D is reduced

the desired amount, brake valve handle 370 is moved to Lap position, thus

stopping any further equalizing reservoir reduction. As rotary valve 216 con-

nects passage 16 to the exhaust passage in Lap position, air continues to dis-

charge from the brake pipe until the pressure has fallen slightly lower than

that retained in chamber D, permitting the pressure in chamber D and the

equalizing reservoir to move equalizing piston 77 to the right. The short end

of lever 79 is rotated upward with the piston movement, thus allowing spring 83

to close equalizing discharge valve 82 as piston 77 moves to the right. As the

piston movement is influenced by the rate at which the brake pipe pressure is

reduced, the valve will close more slowly with a long train than with a short

train. It will. be seen, therefore, that the amount of reduction in the equalizing

reservoir determines the amount of brake pipe reduction regardless of the

length of the train.

The controlled reduction in brake pipe pressure is to prevent quick action,

and the gradual stopping of this discharge is to prevent the brake pipe pressure

at the head end of the train being built up by the air flowing from the rear, which

action might cause some of the head brakes to kick ofi. This is the auto-

matic feature of the brake valve since it requires the brake valve handle to

be in service position the same length of time for a given reduction regardless

of the train length.

Progress of the brake pipe reduction at the brake valve is reflected im-

mediately in chamber A on the face of D-24 control valve service piston 94.

When a service reduction has been made the auxiliary reservoir pressure in

chamber C moves service piston 94, slide valve 102 and graduating valve 103

to Service position. '

The movement of service piston 94 to the right first moves graduating

valve 103, which disconnects graduating valve passage B from slide valve

passage 19, thus cutting off supply of emergency reservoir air to the auxiliary

reservoir in direct release operation. Further movement of the service piston

94 to the right moves slide valve 102 which:

(a) Disconnects slide valve port K from seat port 7 which cuts off the

supply of auxiliary reservoir air to the chamber on the right side of

release insuring valve 150.

(b) Disconnects slide valve port E from seat port 13, thus cutting off

supply of auxiliary reservoir air to the chamber on the left side of

release piston 110.

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

' (c) Connects seat port 7 from the release insuring valve 150, and seat port

13 from chamber K of the release valve to cavity A in the slide valve

and the exhaust passage in t-he slide valve seat. This permits the

auxiliary reservoir air in chamber D on the right side of piston 110

to overcome spring 120 and move piston 110 and release slide valve to

the left; thereby disconnecting displacement reservoir passage 30. from

exhaust passage 10 to permit the development of pressure in the dis-

placement reservoir.

(d) Connects graduating valve port it to slide valve cavity D and slide

valve seat passage 30, which permits auxiliary reservoir air to flow

to service choke 3 and passage 3a. From passage 3a the auxiliary

Public Domain / http://www.hathitrust.org/access_use#pd

reservoir air flows past diaphragm valve 199 to passage 3 and out pipe

' 3 to the displacement reservoir at a rate controlled by service choke 3

in passage 30. Auxiliary reservoir air from passage 3 also flows past

check valve 25.2, through passages 28, 36, past check valve 252b and

passage 16 to the relay valve, which is thereby operated to apply the

locomotive brake. The pressure developed in the displacement reservoir

is dependent on the amount of brake pipe reduction. If a full service

reduction is made before the brake valve is lapped, pressure in the

91
auxiliary reservoir and displacement reservoir will equalize unless

prevented by the safety valve. The passage 8h is connected to passage

8a at emergency choke 4, Fig. 59, thus displacement reservoir air can

fiow to the safety valve from passage 8a through emergency choke 4,

passage 8h, cavity S and passage 17. The displacement reservoir air

pressure is thus limited to safety valve setting during a service brake

application. Passage 8h is also connected to controlled emergency

portion, chamber A, and with the rotair valve in freight position,

auxiliary reservoir air from passage 8h flows past unseated check

valve 185 to chamber D. However, in service application, auxiliary

reservoir air from passage 8a aids spring 209 in holding diaphragm 201

and its valve 199 to the left and flows unrestricted to passage 8 before

the auxiliary reservoir air in chamber D can build up to move dia-

phragm .201 and its valve to the right.

When release piston 110 and slide valve 114 move to application position,

seat passage 22 is blanked preventing back-flow from emergency reservoir to

chamber D.

The service reduction in brake pipe pressure also reduces the pressure in

chamber B on the face of emergency piston 81 slightly lower than quick action

chamber pressure in slide valve chamber E. Piston 81 and graduating valve 26

move to the left until emergency piston spring guide 85 contacts slide valve 25.

In this position the piston closes charging choke 22, and vent port it (through

graduating valve 26) registers with exhaust port 1) in slide valve 25. This

allows quick action chamber air to flow to atmosphere and reduce pressure in

the quick action chamber back of emergency piston 81 at a rate that keeps the

quick action chamber pressure from attaining a differential over the brake pipe

pressure sufficient to move the piston and compress piston spring 84 enough to

cause the graduating valve to open port if] and cause an emergency brake appli-

cation. By this means the emergency piston is stabilized against emergency,

but emergency application is available any time the system is charged, as

described under “Emergency.”

Service Lap Position, Fig. 60

As described under Automatic Service position, when the desired reduction

is made (as indicated on equalizing reservoir gage) the brake valve handle is

moved to Lap position. At the D-24: control valve the auxiliary reservoir air

pressure is reduced slightly below brake pipe pressure by flowing to the displace-

ment reservoir. Thus service piston 94 and its graduating valve 108 move to
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

the left until the piston stem shoulder engages the slide valve, Fig. 60, in which

position graduating valve 108 blanks the service port 12 to cavity D in slide

valve 102 and cuts off further flow of auxiliary reservoir air to passage 80 and

the displacement reservoir. Release piston 110 and its slide valve 114 remain

in service position, holding exhaust passage 10 closed and the brake applied.

Emergency piston 81 and its graduating valve 26 returns to blank the vent

port 2) in the slide valve, thereby preventing further reduction of quick action

chamber pressure.

Release and Recharge after Service Application

During a service brake application, the emergency reservoir remains at

the pressure charged previous to the brake application. When the brake pipe
Public Domain / http://www.hathitrust.org/access_use#pd

pressure in chamber A on the face of the D-24 control valve service piston 94

is increased by moving the locomotive brake valve handle to Release or Run-

ning position, the higher pressure returns the service piston and slide valve 102

to Release position, where:

(a) Port 18 is disconnected from cavity A and the exhaust port “At”, and

connected to auxiliary reservoir air in the slide valve chamber through

port E in slide valve 102. Auxiliary reservoir air is thus present on

both sides of release piston 110. Piston spring 120 then moves the

92
2528 251b Ind. Appl. and Rel Porlron

0,24 CONTROL VALVE 2506 251%25€b2° 250b 2520 287 288 283

ae

2 1 “W \' \\~'a_\;:\l§\v \

C°""°',:)‘:t§:‘°'g°"°’ I 195 194 193 / Pipe Bracket 5 a __.;E._-,%\\/ 266 253

I ' 1 ' 1' if , L-_-:

. A 3h W 36 //I////111/II;vz////////I//////19 251 2 {gas I I 1%

" ' <' ‘ 0‘“°" A°“°" 2 51!’ I 5 ' 4\ 3/ ~r“ 294

187 §? 1' Chamber 2 252 , 5 .. . ./ .4 E 280

I ' 4" " . //IIIIIIIIIIII 11111111111110!!! ‘ l B ‘I : ' ‘ ‘92"" ..

I I I t __ _

S.

\\

°N

‘as 209 191

afibml

2" if

908 276 /amaas

255

Dead Engine

\‘

Service P0rl|Ofl

237

89 90 898 81

yrllllmgw ‘V09

'.

149 145 * -'

R _ V as 2115.7,’

elease Insurmg alve F” _ .‘ “

151 ‘|;'; _ d_‘!;|=l' '\ \

£0;-‘ ‘-‘~"-/5 Y

'7] ;'rna\

150 M ,'”,/1.§~

f ‘I-R §§%

.. $§‘\ 1\ =

\
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

' \\\\/ " ' "

~\'_ , I _. ::::-‘PH

1.nz>/.'///.'a¢,,,'/ '

';.';l"/' /’ I

Emergency Par‘-an

56

High Pressure

Valve

Ir

Zn“
Public Domain / http://www.hathitrust.org/access_use#pd

L n\\x\1e\\\\elNme\\\w&

":|

I bl!

(\\\\“\\\\\‘I

46

\ \\ _\

\\\\\\\\

§\

\\\“\“\‘\““\““

. 1'.

I I I I I - I I_'

L\\\‘ \ '

\\\\\‘ I

1.

IIIIIII-

5:‘! ' -A

Z
is always connected to the auxiliary reservoir by passage 5. Charging

changeover cock 157 (which is open when the graduated release cover

is in graduated release position) provides another means of quick

recharge of the auxiliary reservoir from the brake pipe but is important

only when a quick release is made.

Overcharging the quick action chamber during release and possible un-

desired operation of the emergency piston is prevented by spillover check valves

52 and 53, which unseat and allow flow of air from the quick action chamber

and emergency slide valve chamber E to emergency reservoir passage 2, when

quick action chamber pressure slightly exceeds that in the emergency reservoir

' but prevents back flow during brake application. ~

Release Insuring, Fig. 58 and 59

The release insuring feature operates to positively release the brake in the

event that excessive friction prevents prompt movement of t-he service piston and

slide valve to release position after brake pipe pressure has built up in excess

of 2 pounds over auxiliary reservoir pressure. This function is provided by

a release insuring valve 150 which is shown open on Fig 58. Chamber F on

one face of diaphragm 146 of this valve is connected to brake pipe air through

passage 1a, and chamber M on the other face of the diaphragm is connected

to auxiliary reservoir air through passage 5 and a choke. Thus, as long as brake

pipe pressure does not substantially exceed auxiliary reservoir pressure, spring

151 keeps valve 150 seated, closing the connection between chamber M and

passage 7. In service position of the service slide valve, Fig. 59, passage 7,

registers with the slide valve exhaust cavity A. Should the service slide valve

fail to move to release position when the brake pipe pressure exceeds auxiliary

reservoir pressure by more than 2 pounds, the greater brake pipe pressure in

chamber F overcomes release insuring spring 151, deflects diaphragm 146 and

unseats valve 150, Fig. 58, connecting auxiliary reservoir air from chamber M

to passage 7, thence to exhaust cavity A, Fig. 59. This reduces auxiliary reser-

voir pressure until brake pipe pressure has obtained a sufficient excess to move

the service piston to Release position. In Release position, Fig. 58, the slide

valve cuts off the exhaust cavity A and connects passage 7 t~o auxiliary reservoir

air in slide valve chamber C (through port K).

Graduated Release Lap, Fig. 61

When graduated release cover 12 is in Graduated release position, as shown

on Fig. 61, the graduated release function is operative. Then to reduce the brake

cylinder pressure in steps, that is, to “graduate it off” the automatic brake valve
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

handle must be returned to Lap position before the brake pipe pressure has been

fully restored. The brake will be entirely released if the brake pipe pressure

is fully restored, but if the pressure is only partially restored, the brake will

only partially release.

After the brake pipe pressure has been increased for the initial release,

so that service piston 94 and slide valve 102 return to Release position, Fig. 58,

a port in graduating valve 103 registers with port E in slide valve] 02 and seat

port 13. Auxiliary reservoir air then flows to chamber K on the spring side of

release piston 110. With air pressure on each side of piston 110 thus balanced,

~ release piston 110 and slide valve 114 are returned to release position by spring

120, allowing displacement reservoir air to flow to atmosphere through passages

Public Domain / http://www.hathitrust.org/access_use#pd

3, 3a, through the cavity in slide valve 114 and exhaust passage 10.

While brake pipe pressure in chamber A on the face of the service piston

does not increase after the brake valve handle is lapped, Fig. 61, auxiliary

reservoir pressure in service slide valve chamber C is increasing owing to air

flow from the emergency reservoir through passage 2, choke R, passage 2a, cavity

Z in release interlock slide valve 127, passage 22 and release slide valve chamber

D and thence through passage 5. Release interlock slide valve 127 is held in

94
2628 251b Ind. Appl. and Rel. Portion I

o-24 CONTROL VALVE 2501! 261:: 8 62b20a250b 2526 267 288 283

Porhon

Conlrolled Emergency 185 19 193 261a \\\\‘\§:§~§1\§‘T‘\‘=."‘=l°.\\\1\\.\\\\§:\\\\\\\\\};l-§>\§.§\§

porno" 4 PIDB 8fBCkM Zr;/f-IIn_b(?ltlllllllllllllln _-iv///i '-.- _ \":= I s . I

A 3h 38 /IIIIIIIIIIIIIIIIIIIIIII/I 1/111, 251 2 Z :~z'=g A / A

?/'11!/01.7///_"//lg 4 Z 2 2 v N \ I ‘I 284

.' . I-' ‘,A', Q ‘\ - 111*‘!

187 , “E!-'\ A S.‘E?AK 5 252 ?' - I 2 ? él E 280

"’:;;'.'.§"-'.=.4.-. ‘<v§§ 7 /11 ' 4 5 B ‘|.4l~"- V: =- - ., ' ‘ "

'99 5l?**"?cl"_ ‘ _ ,., . D 230

I‘ ' ‘ ~ 7 I 'L\_A\n\n\\\v-wnplun w .\ Q

;égm;mw:m s:////////1 ;’-’=“£-“'2-.---— 7,-,§ 226

201 , . if“ -is

Dead Engmo "4-§ 18‘ ' 7/////47/A&k\\\\\\_ mg-E 2\ § 236

{/___I 1 -1' : I 6/ :11 III \“\M\\“\\ .\\\&®\;‘~\\\\‘.;“-e“ ;\

II I 1 \ I ' I I van; A““'A\\\\\\\\‘A\\\“V v_ --‘-\5 _ \ ..\‘

SCFVACC POl‘lIO!\ 908 I’////A\\\A\\*r ‘ g 2/ J3 8 20 20a '/02% 231 2ee 2 5 281 EL ‘5 ‘its; 238

89 90 896 81 I ' 13 -‘ Q. -

‘ - 2 5 so 57 - 3;‘?

. ,- / I ~ .

148 146 88 . 2 § 22 63a 59 53 ,: :1 I 232

R lease lnsurin V I "'1//” \ an I 2 2 54 01””/A Emergency Portion

a 9 a ve 2 g ' ,, It 52 56

‘ Q‘ \\\\\\\\\\\\\\\:| ' 2 ’ Hlgh Pressure

' ~\\\\\\\\\\\\\\\\‘ \ ~' ' ' '5 '- -\ . 3;; Valve

. I -_..“ I :: -Nr

150 g 51 46

109 g - r-‘QB’://””””’¢

99 _ p ; , ' 2 :1 \ . k.\\\\\\\):§‘l.‘F“\"l'_“I:.',‘l"‘."I’.'-5,? 65

97 _ .\\\““-'~=l.\\‘l.\\‘._, - : : : .- - - 2 ., ' -V 34

. .1152 R. Z 22,; I — --->?-,-. -,,.".' \/

98 .\ .§<m'Qai'- ' '2 '.

\‘ s §§ ‘

we - Q i \ \ \ -

S QR L E k\ :
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

\\\ - ‘ ‘

110 ~ § s §

\' \\\\ N 3 .\ \ \

5EQ'_

W '2° - Q \ n\\\\\\\\\\\\\\\\\\\\ F s -s

I \ _ up

i \ \‘ " ~ Release Interlock "2 ~ .; =2 \\\\\\\\\\\» -_-119 ? s\\\\\\\\\\\\\\\\\\\\\\\'.\\\\\\~i\\\\\\\/

\ / / 33 6''!

Z_

114 43

I I P’///////////
Public Domain / http://www.hathitrust.org/access_use#pd

::Y

‘\\\\\\\

21

41 - Vent Valve

I~-__

I \ \\\\\\\\\\ III ' A

\\\\ \\\\ 71

—_-4

\\'-

III!

‘//7.1,

///4; 1

if

I 'R\

\\\‘

134 § El.-10

§\

\,\5

136 ‘ \ ‘ § .

Q § Combined Om Collector

‘26 '1 AL and Cut-Oul Cock

/5 131
In this position, Fig. 58, release interlock slide valve 127 cuts off cavity Z

connection between passages 2a and 2.2, terminating auxiliary reservoir recharge

from the emergency reservoir. Brake pipe pressure continues to build up in

chamber A on the face of service piston 94 so that service slide valve 102 remains

in release position, and the service piston and graduating valve 108 return to

release position where slide valve port E connects auxiliary reservoir air from

slide valve chamber C to passage 18 and chamber K on the spring side of release

piston 110. With auxiliary reservoir air also present in chamber D on the

opposite face of the piston, spring‘120 holds the piston and slide valve 114 in

Release position where the cavity connects the displacement reservoir passage

3a to exhaust passage 10, fully releasing the brakes. ' -

As the displacement reservoir is graduated off, the relay valve operates

to reduce brake cylinder an equal amount.

First Service Position

This position is primarily for use with long freight trains. It causes a

normal light initial reduction, then reduces the brake pipe pressure at a slow

controlled rate. Where excessive brake pipe leakage exists the brake pipe pres-

sure is progressively lower from the front to the rear of the train. A maintaining

feature prevents an excessive difference in brake cylinder pressure between the

front and the rear. Sudden slack changes and shock are thus reduced.

With emergency or blank application portion, when the brake valve handle

is placed in First Service position, equalizing reservoir air flows through pipe 5,

passage 4, through a restricted port in rotary valve 216‘ to passage 24a (through

cock 42) and passage 24 leading to the reduction limiting reservoir. The volume

and choke relation between the equalizing and reduction limiting reservoirs are

such as to permit the reduction to continue at the normal service rate until

about six pounds reduction is obtained in the equalizing reservoir pressure, with

70 pounds brake pipe pressure. Thereafter the. reduction continues at a much

slower rate through exhaust choke 111 which vents air from reduction limiting

reservoir passage 24. 4

With service application portion, when the brake valve handle is placed in

First Service position, equalizing reservoir air flows through passage 5, cavity Q,

passage 4, through a restricted port in rotary valve 216 to passage 24a (through

cook 42) leading to the reduction limiting reservoir, reducing equalizing reservoir

pressure about six pounds as explained. Thereafter the reduction continues

at a much slower rate through exhaust choke N (located in the application slide

valve 114), which vents air from the reduction limiting reservoir passage 24.
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

In this manner the equalizing reservoir is reduced normally by an amount

sufficient to initiate quick service on the train brakes, after which the reduction

continues at a slow rate predetermined by the size of choke N or (111). The

equalizing reservoir is connected by passage 5 to chamber D on the face of

equalizing piston '77 while the brake pipe is connected by passages 1, 2 and 2b

to chamber N on the opposite side of the piston. As pressure is reduced from

the equalizing reservoir side of the piston 7'7, the higher brake pipe pressure

moves the piston and carries the long end of operating lever 79 to the left. This

causes the short end of the lever '79 to move down to engage with a collar on

equalizing discharge valve 82 and unseat the valve, allowing brake pipe air to

escape to atmosphere through passage 15, choke y, passage 16, rotary valve 216
Public Domain / http://www.hathitrust.org/access_use#pd

and the exhaust passage to atmosphere.

If the brake pipe pressure becomes slightly lower than equalizing reservoir

pressure, which may be due to the too rapid reduction of brake pipe pressure

on the front of the train, piston 77 will move to the right and allow the short

end of lever 79 to move upward out of contact with equalizing -discharge valve

82. Spring 83 will then cause the equalizing discharge valve to close and prevent

further flow of brake pipe air past this valve.

96‘
With the handle of the brake valve in First Service position, feed valveair

in cham:ber A above brake rotary valve 216 is connected through the rotary

valve, passage 14, cock 42 and 14a to maintaining valve 87.

If, for any reason, brake pipe pressure reduces at a faster rate than the

controlled rate of equalizing reservoir pressure reduction imposed in First Service

position, brake pipe pressure acting on the right side of equalizing piston 77

will be less than equalizing reservoir pressure acting on the left side of the piston.

This will cause the piston to move to the right, lever 79 will contact with main-

taining valve 87 and move it from its seat, allowing feed valve air from passage

14a to flow into chamber N, thence through passage 2b to the brake pipe and

prevent brake pipe pressure reducing at a faster rate than equalizing reservoir

pressure is being reduced. This action causes the brake pipe pressure reduction

to be slower throughout the train than would otherwise be possible, thereby

accomplishing a more uniform control of the braking force and minimizing

slack action.

First Service feature may be cut-out by turning cock 42 to “OUT” position

which closes seat passages 140/. and 24 leading to the maintaining valve and the

reduction limiting reservoir, respectively. First Service position may then be

used as a Lap position, as the cut-out cock closes the active ports.

2528 251b lnd. Anal. and Hal. Po:-tron

0-24 CONTROL VALVE 2508 25108 252b225C/>b 262c 287 288 283

’38

l \\\\A ‘Ni-\_\~_ _ ‘.

c.n........E....g..... 185 194 ,93 Bram, 2513 256 253

Poruon

v~

A 3h 38 II”IAI”IHIWIIM”A'II% 25 Z S 1'

an I._ , ~ ~§%_ Q-A

187 -: \\ __‘_\_ % Orgzk Abctlon 2 252 ‘ \: ‘F.

, - - ' am er . _ Q -, .

B“QE

‘ Q \\\ ‘

D ’a-sl'¢‘\\\\\\\\\ 1‘§ §-‘W4’ I '

2°’ i V A 3 \ \‘ \ \ 209 - -_ ‘ .\ .\ Dead Enqlne 1* C qn 5 2 W” ,236

, ‘I 1 . ;~\V/I ; i 7%” '“§\ ‘ I

Serwce Porllon ‘ {:37 5 ¢ 8 20 208 231

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

i 5 ; % 231

Q I I 238

14a ' 2 Z % 232

*1 3 ? 4 ¢

Release IHSUFIOQ Valve 5 Emergency Po:-hon

SS6 ; 2 6 so

151 .\\\~u Q I High PNSSUPG

\\\ rr ' V

8“

_ 5‘-":‘ 46

5'»:
Public Domain / http://www.hathitrust.org/access_use#pd

109 . gl. 5?”?

99 __ , £2”? 65

97 a-as-----1 7 M21

-\I§|\\‘ /. "-'-;:-. 34

, M 7., muzzle = / 24 $2

98 /A M Me =. ‘ ‘Hf

4-; § >,~,‘ . am as

\\‘ ‘I, I I I I I_ . ‘

108 Z ‘=----5?... J - ‘ 64

, §\\‘ .=-.‘. .:\ ' J ‘ ‘ ‘

so a sb\:.‘\;. -. = . ' 6

g &\\\\\\‘i \§§ n;“ --'-P ‘ ' “ “\ "'.'

. \\\\\\\\.:. ‘ 70

Release Valve 120 \ ,

11a , Q :*_E '

" ' ' 40

Rclenselntulock "2 _\\\\\\'

83

Porhon

114

~_::z1:‘::zI"‘-'~

14 \ "\\\-
gency pilot valve 248 which permits emergency valve 241 to quickly unseat and

provide a large and direct passage from the brake pipe and ‘port 1 to the exhaust,

so that an emergency rate of brake pipe reduction is obtained. _

At the equalizing piston portion. the reduction of brake pipe pressure in

chamber N permits the higher equalizing reservoir air PI‘G§SU{)G in chamber D1

to move piston 77 to the extreme right. This uncovers t e_ y-pass port an

connects chamber D to chamber N. L->The equalizing reservoir air ‘then flows

from chamber D to chamber N through passages 26 and 2 {DO brake pipe1 passggg

1, which connects to atmosphere through emergency va ve 241 as escri e

above. Thus the equalizing reservoir airbis connelited and vented to atmosphere

during emergency application.

With Service Application Portion

Brake pipe cut-off valve 151 is balanced in emergency position of the brake

valve by venting of the air from both ends of the cut-off valve piston. Air from

below cut-off valve piston 146 flows through passage 2a and port t in the appli-

cation slide valve 114 to join the air from the top of cut-off valve 151 in passage

2, thence through rotary valve 216 and the exhaust passage to atmosphere.

Thus spring 155 holds the cut-off valve unseated which will permit recharging

of the brake pipe as soon as the brake valve handle is moved to release or

running.

When an emergency rate of brake pipe reduction takes place from the brake

valve or from any cause, Fig. 59, qui.ck action chamber pressure cannot reduce

through the vent port t in the D-24 control valve emergency graduating valve 26

and port 1) in the slide valve to atmosphere at the same rate; therefore, sufficient

differential is built up across the emergency piston to compress spring 84 and

allow graduating valve 26 to move far enough on the slide valve to open port 151

in the slide valve which is conected with port 14 in the slide valve seat allowing

quick action chamber air to flow to the face of vent valve piston 40, Fig. 62. The

resulting movement of this piston unseats vent valve 41, opening a large and

direct passage from brake pipe passage 1 to atmosphere. The rapid venting of

brake pipe air causes an emergency reduction rate of brake pipe pressure to

pass serially and rapidly through the train, due to the same operation of con-

nected valve and insures the prompt movement of valves on cars to Emergency

position.

The rapid reduction of brake pipe pressure causes the emergency piston and

slide valve to move t~o the extreme left position, Fig. 62, which carries slide valve

port 151 out- of register with seat port 14, but port 14 is now uncovered in the
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

slide valve seat so that quick action chamber remains connected to the vent valve

piston.

The emergency slide valve now connects the spring side of high pressure

valve 46 to the exhaust port, At., through passage 18 and cavity h8 in the slide

valve 25. This vents air pressure from the spring side of the high pressure valve,

and emergency reservoir air in passage 2, acting on the outer area of the face,

unseats valve 46, permitting emergency reservoir air to flow through passage

8h, 8a, and 8 to the displacement reservoir, the rate of fiow being controlled by

choke 4 in passage‘8h. Meanwhile the emergency rate of reduction in brake

pipe pressure has caused service piston 94 and slide valve 102 to move to the

extreme right where graduating valve 108 uncovers the service port it, through
Public Domain / http://www.hathitrust.org/access_use#pd

which auxiliary reservoir air flows into passage 8c, choke 8, passage 8a and to

displacement reservoir passage 8, combining with the fiow from the emergency

reservoir.

As both the emergency reservoir and the auxiliary reservoir thus equalize

into the displacement reservoir during emergency, and safetv valve passage 17

is blanked by emergency slide valve 25, a higher displacemerit reservoir pressure

is obtained than is possible from a full service application, which results in a

higher brake cylinder pressure.

98
While quick action chamber air pressure is reducing through choke £13 in vent

valve piston 40 and choke 63 in the body, the rate of exhaust is such that the

vent valve will remain open a definite time until the pressure is reduced to a

certain value, when spring 44 will reseat the vent valve. The purpose of this

is——first, to insure transmission of quick action, and second, to insure closure

of the exhaust so that the brake pipe pressure can be restored when desired.

2528 251!) Ind. Anal. and Rel. Po:-uon

0-24 CONTROL VALVE 2508 26108 252b2O 260b 252C 287 288 263

a0

Controlled Emergency 25‘5 P ‘ PIDC Bracket “£1 ‘ 1"’: I. ‘ ‘\..'dvIIAIlIzII'al'. or . I <-~ ' '1 -. 7/ ; .

A 3h 38 /IIIIIIIIIIIIIIIIIIIIIIIIIIIIIII9 25‘ §lEZ’'_'4,§ ; 2 i / f / = Q 5 ' . 1‘ 1 / __ Owck Acuon ‘ 4 \ \ ’ g . 284

Chamber 2 252 I ' - ié MM‘ \ “kmé E 280

‘ - J .. .. § S “\\. D 230

\ .8 i M \§

51 ____. as : E

' '-?"““-‘=‘—‘ ‘ 1" - .‘§

#5“ s‘ ~ ‘- ““<=i __-

\ &\\\.\\\\\..\~\\\\\s.i, as Om Em. I V/.&‘\\\\\\\\\ as s 236

'.é'{; .\\\~\ III \\\\\\\\\\\\~ i\\ \ .\ \\~\ \ '.

2 7 7 i; r 71 \\\\\- .\\we\\.\\\\:\\\_‘~\\\:'\\"\\\T:\‘ \ § 231

SONICC POHIOH 906 276 ' 2 ‘3 8 20 2°. .. -.-. 1 -| _; '

89 90 898 81 266 2 g 55 57 -' _-,‘;~. " ; 238

I I I] ' ynrllr//gr]! ‘In; ‘ 5 7 g g I 2 3 2

148 146 68 ‘.%\_!%|§ Sc ,,._,,, 5 ;

\._.,. , . A-\ 5;?“ ; 2 Emergency Porhon

Release lnsunng Valve \\\a),',;I,I/{/4" Q’ § "’.\\\f.\\\‘ § 5 2 56

\-. .““""“: '.. . \ \ ~\\§'4 '

\\?; ~- - ,\ ‘ \\\\\\\\\\\\\\\\\‘ - . : 3 ve

150 M \ A 51

I ' ' ‘ \\\\\ g _ E

109 1///4’-=\-‘u . “lk § . E? Z / \ 99 "///‘.~;.=!z'.==',!||,: '.,_' *\ .2] -5 M ‘ ‘ W 65

2.‘? . l ¢ “mug - - - ' " - '.V-M, 0-. 34

.-4‘ -”’.|a.'4”¢’-'1' - —;, 2 ~' . ‘ ' -5* 98 ‘ ' * ‘ A , 5 ‘ ';- ‘04 35

l. I ' ‘\ -’ I

108 g ' I‘-----'4----P :'-"‘ 64

Z . W ~-;§ /2 5 . -s S‘ . 1
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

/ &\\\‘,s § ' --:-N-'-I ‘i: ‘ \\ ' ‘ ¢ 3\ \\\\\\ " \‘ / 2 I 2 . \\\\\‘ u \ ~ ‘

I’. \\\\\\v .\ % g 5 . \‘\ \ :.\\\\\\\\\\\\\\\\::; _ \ \ 70

v-M '2° ,...M¢\.\\ ‘ é; m\~.\\\\\\\\\\.\\\\\\\\\j\\u\-§ \

'r‘l*T7l"."’-;:..,I.Z.. A \\ / Z ? ' ‘ "\ "

118 %-P_.’.-2i-':"'.'.-.-.- . ‘ ‘\‘ é 2 Q _(__\ .II 9

0&7 ~ 4 " I\ ~ ‘ - - ‘\ - ,4 4 2 ‘ 4-1-1‘

Release lnlcrlock "2 K y’ \ \\\\ ; E : ~\\\\\\\\\W -"W9 7; Z s\\\\\\\\\\\\\\\\\\\\\\\:\\\\\\\\\\\\

PM 2 " “ as 10 \\.;‘¢¢¢¢ 2 3- .1

° 114 / §\\/¢// 5 Al in

/ \ 35 i f ¢ A 4 43

'/2 §\ /'Z'""_..::-:'...- 2‘
Public Domain / http://www.hathitrust.org/access_use#pd

Z s%\\\\' ;: 2 Effi :. 2 Z: 0. ' I _: _ '1‘ 4‘ -V¢fl\ V8|VB

- \ I7 ' 7 r v r - :- ,- _ ' .

,4, Z s mm a 4 /

Qé ~ ‘ § R 15 Graduated Release Posmon

\\ ‘ \ I ‘ Q

4 §i""‘!' I |;-- W?‘ SL \ 5* -‘° 20

'3 s{._'/I-:1 . §| \ 5

\\:g;'-' "- ‘ _é ' \ as

136 “' \\r ' ll '

74 \

. ’ . A Comb-nod Owl Coflec-tor

126 F; I//////. - \ * d C \-o x Cock

,2, 2%/////0/,,,,,,,,.,,z ’" “ "

M 3b 131

Fig. 63. D-24 Control Valve Diagrarnmatic

Accelerated Release After Emergency Position

Accelerated Release after Emergency Application, Fig 63

When brake pipe pressure on the face of emergency piston 81 is restored

at proper rate after emergency application, the piston moves to the right com-

pressing return spring 6!’, and emergency slide valve 25 connects emergency
(which is still in Application position), the pressure under check valve 53a is

greater than brake pipe pressure above from passage 1. The check valve there-

fore is unseated and combined displacement reservoir and auxiliary reservoir

air is permitted to flow through passage 1 into the brake pipe until these pres-

sures are within a few pounds of equalization, thus providing a quick initial

build-up of brake pipe pressure. ‘

Since the auxiliary reservoir pressure is partially reduced while the brake

pipe pressure is being initially built-up, the development of brake pipe pressure

needed to release the brakes is accomplished sooner than it would be by raising

brake pipe pressure through the brake valve alone and, therefore, a prompt and‘

positive release of the brake is accomplished.

The quick; action chamber is being charged through charging choke 22.

Return spring 65 will move the emergency piston and slide valve from acceler-

ated release to normal charging position as soon as the pressures on both sides

of the emergency piston becomes substantially equal. This slide valve move-

ment blanks port 19in the seat. The accelerated release check valve seats and

prevents brake pipe air from flowing to the displacement reservoir in case the

emergency slide valve is forced to Accelerated Release position when displace-

ment reservoir pressure is lower than brake pipe pressure.

When brake pipe pressure becomes slightly in excess of auxiliary reservoir

pressure, service piston 94 and slide valve 102 are moved to.Release position

and the brake will be released and reservoirs recharged as previously described

under “Release and Recharge after Service Application.”

Controlled-Emergency With Controlled Brake Cylinder Development

for Long Freight Trains, Fig. 62

When a controlled build-up of emergency brake cylinder pressure is desired,

the rotair valve handle is moved to “FRGT” posit-ion (Freight) where main

reservoir air from passage 30 flows through rotary valve 15 and controlled

emergency pipe 35 to the D-24 control valve, thence through passage 35 to

chamber B below piston 187 of the controlled emergency portion. Piston 187

is moved upward and unseats small check valve 185, thus connecting chamber

D on the left side of diaphragm 201 to chamber A and passage 3’/2. When there

is no brake application, passage 312 is connected to atmosphere through choke 4,

passage 3a, slide va-lve 114, passage 10 and choke 8 to “E50.” However, when an

emergency application is made, Fig. 62, emergency reservoir air in passage 3h

flows to the controlled emergency portion, chamber A, past unseated check

valve 185 to chamber D. In chamber D diaphragm 201 is moved to the right

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

compressing spring 209 seating valve 199 which disconnects passage 3a and 3.

Thus the combined auxiliary and emergency reservoir air in passage 3a will flow

through choke 181 to passage 3 and the displacement reservoir and relay valve.

The controlled build-up of this air pressure and, therefore, of the brake cylinder

pressure, is obtained at a rate determined by choke 181.

Non Controlled-Emergency with Rapid Brake Cylinder Pressure

Development for Passenger and Short Freight Trains

When a rapid build-up of brake cylinder pressure is desired, the rotair

valve handle is moved to “PASS” position, (Passenger), where controlled emer-

gency pipe 35 is connected by rotary valve 15 to Eat. Thus chamber B below

piston 187 in the controlled emergency portion of the D-24 control valve is
Public Domain / http://www.hathitrust.org/access_use#pd

connected to atmosphere which will permit piston 187 to move down and seat

check valve 185. Therefore, when an emergency application is made, emer-

gency reservoir air from passage 3h and chamber A cannot flow past seated

check valve 185 to chamber D. When the combined auxiliary and emergency

reservoir air in passage 3a. reaches chamber C on the right hand side of valve

199, diaphragm 20.1 and valve 199 held to the left by spring 209 permit the air

to flow unrestricted from passage 3a to passage 3 and the displacement reservoir

100
and relay valve. Thus a fast build-up of brake cylinder air pressure is ob-

tained.

INDEPENDENT BRAKE VALVE OPERATION

Where there are two reference numbers the second number pertains to

the S-40-E and S-4:0-G independent brake valves used with steam locomotives

and the first number to the S-40-D and S-40-F independent brake valves used

on Diesel locomotives.

Independent Brake Valve in Release Position

The cam on independent brake valve shaft (11, 427), engages pusher

(68, 526), attached to floating levers (67, 525). In Release position of the

brake valve the cam is at lowest position so that the balance levers float freely

and inlet valve spring (51 , 505 ), holds inlet valve ( 50, 504), seated, and spring

(68, 520), unseats exhaust valve (64, 521 ), opening the brake valve chamber

B to atmosphere, “At.” Poppet valve (25, 447) is held unseated by dog (15, 488),

controlled from the cam of the brake valve shaft, thereby connecting independent

application and release pipe .20, into the brake valve chamber B, and thence

past exhaust valve (64, 521), to atmosphere, “At.” Spring ( 106, 445), holds

plunger (17, 485 ), unseated, opening actuating pipe 18 to atmosphere.

In the independent application and release portion of the D-24 control

valve, main reservoir air flows through passage 6 to chamber D on the upper

face of piston 280. As chamber G on the lower face of piston 288 is open through

actuating pipe 18 to atmosphere at the independent brake valve, main reservoir

air in chamber D holds the piston and slide valve 226 down.

Independent Brake Application, Fig. 64

To obtain an independent brake application, move handle (88, 870), of the

independent brake valve to the right. The farther the movement the greater

the pressure obtained in the brake cylinders. As the handle is moved to the

right the cam on shaft (11 , 427 ), moves pusher (68, 526), and attached lever

(67, 525), the ends of which are positioned on inlet valve (50, 504), and exhaust

valve (64, 521). Spring pressure plus air pressure acting to hold inlet valve

(50, 504), closed is stronger than the spring pressure acting to hold exhaust

valve (64, 521 ), open; therefore, the first movement of the handle cam to move

the floating lever causes exhaust valve (64, 521 ), to close, cutting off the brake

valve exhaust to atmosphere, “At.” Further movement of the brake valve handle

to the right causes additional movement of the floating lever which now fulcrums

on closed exhaust valve (64, 521 ), and opens inlet valve (50, 504), allowing

main reservoir air from passage 80 to flow into chamber B of the brake valve
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

and thence past unseated valve (25, 447), to passages 20 and 44 to the rotair

valve. At the rotair valve rotary valve 15 connects passage 44 to application

and release pipe 20. With the S-/10-E and S-40-G independent brake valves,

no rotair valve is used and unseated application valve 447 connects directly to

passage 11 and the application and release pipe 20.

As air pressure builds up in chamber B of the independent brake valve it

acts upon spring loaded piston (59, 514), which forms the exhaust valve seat,

and moves the piston and exhaust valve (64, 521 ). against the force of regulating

spring (58, 518), the exhaust valve thus remaining closed. The exhaust valve

end of floating lever (67 , 525 ), moves with the exhaust valve and piston until

regulating spring ( 58, 518), is compressed sufficiently to balance the cam pres-
Public Domain / http://www.hathitrust.org/access_use#pd

sure on the lever, after which the application valve end of the lever moves away

from inlet valve ( 50, 504 ), which is then closed by its spring (51, 505). In this

manner the self-lapping unit operates to quickly and accurately build up pressure

in the application and release pipe corresponding to the position of the brake

valve handle in the application zone.

At the D-24 control valve, Fig. 64, the air from the independent application

and release pipe flows through passages 20 and 20a to the upper face of check

101
valve 252b. Thus check valve 2521) is moved downward to seat lower check

valve 2520, sealing off the displacement reservoir and automatic passage 66, and

uncovering passage 16 to the relay valve which develops brake cylinder pressure.

\ 2628 261b Ind. Appl. and Rel. Porhon

0.2., CONTROL VALVE 2508 251°8 252b2°°25Ob 2526 2157 zaa 283

2 1 \ \\\\\\“R‘\W\' \ Y‘

Controlled Emergency 185 194 193 Pm: Bracket 5 a 256 253

porno" 2 ~‘;.\§?i"- 7/ A

Owck Achon ‘ Q '-‘J: ' ”' 284

~ . \4 1-‘ "4

181 chamber E -280

~‘;\'\'\\\' D 230

19 i Q \\ §

9 ‘ __\n\““\\\“v:\ _ "1 '\

t . '1 ““\“\\ \~ \

201 %..-*.l.ss\\\\\\\\\\\s 52/ .4 5.. \ -1 1s 4s

65 \ r " " . \\W\\ 1

277 - 231

P3‘ .4;...'“ I If

5°""°‘-’ "°"'°“ 90a 2-,6 @”Z"e*‘§- Z? 5 % ‘3 2;: Ex. ‘g Ji 237

222% - .3 - 238

M 5 % 66 67 " 52"‘-

, . 1 I I 53 5e 53 H T

148 ._.___._ E.“ 5 "1 6 é % a 54 '/I0”/4 Emergency Portion

Release: Insur-ng Valve 5 ? é % lmv£!_”=v!I!nu!:\=42:llll 52 56

. 1' '

151 . ‘ :3‘ - - - - 5 2 2 6 ‘‘~: Q1?/43:“, HlQlL Pressure

"""" _ r g ."..L_.'. J W 3'“

$5 7 552 51

150 M ‘ , . J . é'.(!_§._' 46

41I'

2g?E0’

99 ‘-.-.~ g? 5 ' ,

97 ‘ I I I ; g I I I

‘)3

‘-0-

98 ; -.;-“
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

'/

~, I=II---::

\\

‘mm\\\“ \\\n

-\K“\\\\\“\\\\\\\\\.

'.

4 .--- .. -

rm
Public Domain / http://www.hathitrust.org/access_use#pd

120

Release Valve 4” ‘C’-'.

—-1-,

118 I "_

“ ”'A\

Flclease Interlock "2 ¢

Port-on 114 g

At In

43 2‘

41 - Vent Valve

Graduated Release Posluon

(.0

Q t."'\

,,.:.

Combined Dirt Collector

and Cut-Out Cock

Fig. 64. D-24 Control Valve Diagrammatic

Independent Brake Application Position

Independent Brake Release, Fig. 64

As the handle of the independent brake valve is moved toward release,

the cam on shaft (11 , 427), moves away from floating lever stem (68, 526 ), of
To effect a quick release in multiple unit operation, the independent brake

valve handle should be depressed and held in that position until the brake

cylinder pressure gage on the first unit indicates release. The independent brake

valve handle should be continued in the depressed position for about 3 or 4

seconds following the indicated release to make certain the trailing units are

given time to release.

2528 2511) Inc Anal and Rel P011100

\\

0,24 CONTROL VALVE 2503 v\251¢ 8\25§2l)2oz,25Ol‘.l / 252C 287 288 283

\\ R .\\_ 6 \\ ‘ ,/

251 ‘ We ‘. ‘ \

°°'‘‘'°''°° E"‘°'°°"°" 185 194 193 PIDC Bracket a :-ii?“ 256 253

r ~ 1% '- ~

A 3" 36 / 11/1//II/I/I/II///111////I////1, 25‘ -’ r_ R " 32 /' 33 A At.

/ 9 ? #2 ._ _ . / / WI

; Quick ACUOD 2 4 \ Q‘ Q ‘_ I... . 187 Chamber 2 252 ' ' ’ ' ' 280

I.

'1 -' I 1: )6

199 \a ir §,,I . I ’ . 3.; 230

D 4;‘ _ \\'/1///////////0 " ' " 226

V -\5 ~“ '.\ \‘l I

201 "":.\\ 181 1.!

Dead Engme 4-§ C “:37 I :///////A 236

I ;~:" Serwce Porhon 908 276 /////A\\\.‘\\\‘'/? 237

266 5 '

as 90 89a 81 2/ 2 / 238

157 ‘ 5 %

_ - . ¢/ I

149 146 as .éi$ ,,..,, 2/ 2% 63a -so 53 232

.‘_ r R 5c bi’; ? ; / \ Emergency Porbon

Release msU"n° Valvc I é % rmrnlgwmnllllrlno 56

151 1;‘ _Z. J . . . . . Z6, . .W¥£’4r~“"’ ‘Z’ H'°*‘ P'°sS""°

\‘E ‘T17 3‘: " ~ £\\\\\\\\\\\\\\\\‘ \\‘ 7 r , -I . 7'5 01.; , Valve

'7’ I ' '!¢\ 2‘ ' ‘ U----I‘ /

' ‘ -\,\. g i ‘ ' 5

150 5; .: 5 1% 46

I I ' I II 1
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

‘°9 _ 7 I 2 1 Z? : ~ \\ 1-K 65

9 -'g,. Q51-' 4; , , ., .,,

or ; \\\\\\““_‘i"1|\\’I\\‘ = : = s -' ; ; 5 .- In-. , 34

2 4..-.¢-*-H-"".:_ m as '. M an» 825% H 1 ~v- A -.: --

|II/I

98 I‘ W1 .0. » t2 W - ' 12 I - 1- as

/.',,/~""--\§\\~§‘§\$§\ § 9' / 5/

/ NE at \ s '

108 ¢ ‘Q-'<§\ \ 1'4 .:...:.._ 64

2 ‘ § 9 “— e '~' t 2 Z

\ \\ \' \ ' I
Public Domain / http://www.hathitrust.org/access_use#pd

110 2 tswfim ‘t 26

¢ t\\\\“§§§~ 1;‘ ‘g’

12 ". “N S g g 5 70

Release VAIVC ,,.,,_i E , S 838 Q 5 ; 2

. -. . . I

' 119 5 \ ~ R 5 Z

,I‘_ ha :— _ ‘_‘ ’

Release Interlock "2 Kg - ‘_ S Q 7; Z

I ‘ 8 § 10 \\ I I '

Porton H4 \ \ 5

\ . _ 4 ¢ . ~ (I

\. §§\ 3“ 4;?/,0,-?Z§::.-;':-.-: , ...\

I " \ Q-:_—-I;-.-_'_,_:.-'.-'t-'.=':.“_ -

142 y‘ \; . 2-2"‘: _ 2 41-Ventvalvc

¢ ' is — - . . . . 3. ,_ ~

\\.4

141 g & E Q

‘I III '////
pressure acting equally on both pistons, larger piston 287 is moved upward

positioning piston 282, and slide valve 226 as shown on Fig. 65. Thus main

reservoir air from chamber D flows through passage 88 to the underside of

diaphragm 284, moving it upward and unseating quick release check valve 287.

Air pressure from passage 16 is vented locally at each control valve, releasing

the brakes on the locomotive through the relay valve. At the same time, air

pressure from passage 88 flows to passage 82 through a choke and to the upper

side of diaphragm 284 and through slide valve 226 to pipe 20 and the independent

brake valve. If the independent brake valve handle is depressed in°lock-down

position (S-40-D), after a predetermined time with main reservoir pressure on

both sides of diaphragm 280, spring 256 will return diaphragm 284 and seat

quick release check valve 287.

The reason for supplying passage 82 through a choke is to provide means

of an emergency brake while the independent brake valve handle is in lock-

down position. With the brake valve handle in lock-down, diaphragm 284 is

returned after a predetermined time and passage 16 is disconnected from atmos-

phere. If a quick release of the independent brake is desired while in lock-down

position it is necessary to move the handle to release position and depress it.

The top side of diaphragm is then vented through passage 20 and pipe 20

through the independent brake valve.

2{52a 251b Ind Appl. and Rel. Portion

0.24 CONTROL VALVE 2 0a 25168 25 b2oa25Ob 252C 1287 288 283

Conlrolled Emergency '93 P k 2613 /2/66 253

Portion 185 194 / ‘Po Brae el :5 2"! < r\';%~ '"'-"- ..é..y/% /

A 33 / IIIIIIIIIIIIIIIIIIII/I/I”/III!’ 3 ~ _v '-_ 2/ Quick Action 2 ‘‘ ~' ' ‘ / \ - 264

1:37 , 3; ‘_-‘~ *..:;'t§|\~"'/ Chamber 3 25 -- - ~- - zeo

: 1-if. ' ' I F~Illll!l/lllqlullllIIIIIIJWIIA 5/I. \\\\\\\\\\\\‘ ‘ ‘ ‘ ' _ i __ ;;;' \

199 B ,2‘; H ‘E “ .; I . ;,I \\§\\\\\\\\\\\\\ '_ . \ au\

/5 5‘ ' _ /1 ‘I ‘\: \\ __ ‘

It‘ “\ ‘ Q "—_—— , I 7/ /II I '/ “\ \\\\ \\\\'\\\\ ‘

D 'f=ém\ii\\\\\‘\\\\"'-‘~* V ./ I I” /' ““ -$-

201 if‘: ‘/4 1.‘

Dead Engmo ""\\\\ “:_-7 \\\~\\\\aA "?ri"\\'I4 .\\\w I I f 7/ 111 \\\\\\\\\\\\\ \\

57,; \\;\s W ' ' ' - “ "

Sow-wee Porhon 908 / E 5/ 13 8 20 \\\““ 231

276 ' 6 i E 237

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

266 5 5 281 R 238

90 ' '

89\ Z 55 57

'"I

148 146 ea 5 . Z Z 22 63a so 53 232

Si." - . Z 5 Emergency Porhon

RGIEGSG IHSUHHQ Valve 2 E I lIIIIp'IIlIIIIAIIIIIIIIIIIIIIIIIIIII? ..-¢ -~'\ -~::‘. I .-'.—?;_,7,7,-,'.,—. I

151 ll; -=1. ?. (4//4 _ '*'°" ""~'”"'°

R; - r - ~\ "R: . -IQ 1,:/I Valve

éi ‘ Z S-/1///2//.//_///2

109 . . :1 . : . . “\;.§§‘.‘.“.‘.“.“.. 4 $5
Public Domain / http://www.hathitrust.org/access_use#pd

99 __ .. ' 251/ N -*4! 5;, (K/1%,? / /I WI

' :I:I.' " 6 . \ ' ‘ I _ I \\ I " 0' ' ‘.2; I I ' ‘ “- V /-

91 , :2. ., ------='~ -.'.-.i|/2/////2 34

f \ “ff! '1!!! W I 7,4 I _,,'E.'’;‘- 1 \!n,;%W/jg""""' ‘ ":':-'.";'-:;'o'.‘?"//,2‘: 98 I , h , ll ‘ -- é/ J.-i§\‘...‘.-..--‘Z 35

II In I I I : _I I '/5 I' -_- -— '-.

109 ...i.'?§._-.!'\\\=‘-!_\§'-=.‘:=_;-

I 64

2 V4.5.

110 2 E ' §*/,/.,,:e., 26

I P Y I ‘ ‘l ~ '; '0

M... v.... 120 ,_ ,,;,.n,,_, Z ~, g 27

/v'',_ " ; , 5; . . ff;-‘J I -, 4

"9 .."".'.'f : ‘- ‘ Z 5 2? . ‘4°

RI .-. | 1 I u "2 ’ - -;;‘2\_\\_\ III '/ r I ' 4/ .\\\\\\\\\\\\\\\\\\\\\\\\‘.\\\\\\\\\\\\\ . 5 7 ¢

eeooneroc ? .‘ ‘ S g L \\ \\\\"'. 63

Portion / \ I 5’ \

114 / \ §///// 5 /1 43 Ar. i

/ \ I \ ab / 4 ¢ A 1 A 4 4 21

‘i s\ .~_ 142 %:&\\\\5__zl § :§:‘“‘:::: -3 Z 7. 5 5 = 5'-2 :\ 1 -- \ 4i - Vent Valve

\- §\\-' ..;-,77—-:-r-" .~.\

141 ?\~€l’ ‘ § \\ $\\m 5“ 4 ////J Direct Release Position

Q!’ ‘ ax ' Q \ Rl ‘5
hold the locomotive brakes off during an electro-pneumatic brake application,

place the handle in lock-down position.

At the D-24 control valve, with electro-pneumatic brake applied, application

pressure in passage 16 from passage 8a and the straight air pipe flows to the top

of quick release check valve 287.

When independent brake valve handle (38, 870) is depressed it contacts

upper plunger (20, 439), which depresses spring (29, 438) and (19, 486) and

moves valve plunger (17, 485) downward on its seat closing the actuating pipe

exhaust (13, 9). Simultaneously, valve plunger (17, 485/ unseats pilot valve

(105, 444), thus main reserovir air from passage 30 is connected to passage

(13, 9) and the rotair valve, if used, the actuating pipe and the D-24 control valve.

Main reservoir air from the actuating pipe enters the 13-24 control valve

through passage 18 and flows to chamber G on the face of piston 237. As the

area of piston 237 is greater than that of piston 232, and with main reservoir

pressure acting equally on both pistons, larger piston 237 is moved upward locating

piston 232 and slide valve 226' as shown on Fig. 66. Thus electro-pneumatic

application air from passage 8 and the straight air pipe is cut off from the relay

valve by slide valve 226’. Passage 16 from the top of quick release check valve

287 is connected to Exhaust.

ELECTRO-PNEUMATIC BRAKE OPERATION

In addition to the automatic brake for conventional freight and passenger

service, the locomotive brake equipment includes an electro-pneumatic brake

which permits the control of trains operating in high speed passenger service.

When operating the electro-pneumatic brake, brake valve shifter 268 is

shifted to straight air position, with the letters “SA” exposed to view. To move

the shifter lever, the brake valve handle is first placed in Running position, then

pull out the shifter lever latch and swing the shifter lever to the “SA” position

and release the stop pin into the hole in the brake valve body casting. Selector

key 255’ is thus disengaged from quadrant 247 operating rotary valve 216 in

automatic service, and engages cam 25 4 for operating the self-lapping portion

in electro-pneumatic service. Running and Charging position is identical to

the automatic operation except the brake valve handle cannot be placed in

release position.

Brake Application, Fig. 67

When a brake application is made the brake valve handle 370 is moved to

the right out of Running position into the application zone. This rotates

shaft 257 and engages selector collar key 253. Thus cam 254 is rotated which
Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

moves dog 22.9, pusher 886‘ and the attached lever 833, the ends of which are

positioned on the inlet valve 815 and exhaust valve 8&9. The first movement

of the cam causes the exhaust valve 829 to close, cutting off the exhaust opening

to “At.” atmosphere. Further movement of the brake valve handle to the right

causes additional movement of the floating lever now fulcrumed on the closed

exhaust valve to open inlet valve 315. allowing main reservoir air from passage

30 to flow into chamber Y and thence to the control pipe 11.

As the air pressure builds up in chamber Y it acts upon the spring loaded

piston 322, which forms the exhaust valve seat, and moves the piston and exhaust

valve 8239 to the left against the force of the regulating spring 321, the exhaust

thus remaining closed. The exhaust end of lever 888 moves with the exhaust
Public Domain / http://www.hathitrust.org/access_use#pd

valve and piston until the regulating spring 821 is compressed sufficiently to

balance the cam pressure on the lever, after which the application end of the

lever moves away from the inlet valve, which is then closed by spring 816.

Thus the self-lapping unit operates to build up pressure in the control pipe 11

corresponding to the position of the brake valve handle in the application zone.

The air pressure developed in control pipe 11 by the positioning of the

brake valve handle in the application zone, builds up and flows to chamber B of

the electro-pneumatic master controller. This deflects application diaphragm 18

105
2525 2511) Ind Appl and Hal Portmn

0.24 CONTROL VALVE 2608 25108 252b20°26Ob 2520 287 288 283

C°""°"°° E"‘°'9°“°y 195 194 193 / P190 Bracket 2518 66 253

A 3h 38 / IIIIIIIII”/Illllllflllllllllll, 251 g Q ' U i 5 Mg , §L'v '1

‘I ' / ' " \ . :: ’ / “Qt. \ 17/ A‘

(4 ‘ _ Qwck ACUOI1 ? ~ E 2 §'' ‘K . §-'3,/:4/, 284

187 V'Aii'§3_<"I Chamber ; 252 ‘"5 £3’ E 260

5 '.:_'r'~ § " I I \ § _ “‘\

199 B / :““::::““‘ § " 5 ll‘ . ‘:3 D 23°

I“ “‘\ ‘ _ 4 '14 \ A\\\\\\\\\\\\\fl 3 \ ' \\ ‘ 44 D '/FAQ M ‘ \/// W _ g § §‘_}-‘\%._\‘.\...:;\:,',’,' 226

A-M, \ _ '/-——_w“ E \\\\\\ s\\\\\\~\\\J | -- ,

201 5-.t.~':'|'r‘1‘~‘\s\\\\\\\\\\\\\v' é ,./4 §§&!"\i~‘ 2% Dead Engmo °"-$ \ '8‘ 2 V//////A ~ S 236

C; ’ g ? ya: Ill~\\\\\\\\\\\'\\\ $ A J§\

I‘ A I“\‘. I V ’ I \\\\\'K\\\\“\\\\\\\\\\\“\" W '3‘ i , _

s¢~.¢e Porhon 903 276 2 ; é g5 13 8 20 \\.. 9 I //,,|\ 231 237

266 g 281 Ex 9 _ 238

89 90 89a 81 ; 5/ /5 13 - .-:|- 15, 3’-

\ : 3 / /E 55 67 1' :; ;

148 146 88 2 £5 22 536 58 63 15 .2,”

~ 2 2 % % Z 54 "'----/A Emergency Porhon

RBICJSC Insuring Valve i g / gllnllrlg0/114vlllllllnvllllllllllq 6 56

pa -‘ ~ ,1 . I . I

; -'2 R ' ‘ .\\\\ \ 1‘-I \ n 1 \ --?; . ' :

..J

\ ' .. §lé':-'-3;‘~‘7//I’ Valve

" 1' . '5 ‘ '\ 7

l~“\:\='/ ' "'23?/¢' 51

. \-//1 1!/-A /

Q -. Q 46

\ Q.§'\\=.’.4(-.’((”’¢

\ \ .\\\\\\\ \\§ 1

;_.,‘§\‘

__, . _ . ','- '';,.'.>.'.://' 65

. 1_ I _ I J: (K %' V - if ' ’/'."f...”’~ ¢

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

dd‘: Univ‘: ' I I ‘ _m'' - plpalorrua ‘Il"IlII'.?:' .. I 1",‘ 1"-’. . ‘_ ‘I .'1'.'1;!l.-'1' i "'2?-‘la '11 :.'.f"9 54 " - ' -'"""7/

98 sew s 4. 4-, 1. \_/,.;_¢,.<,,_.\-~~-~~¢ 35

¢ § ‘ E13‘: ‘\ \ \‘§§‘-:7 "/_/_/11¢‘./4

g ""‘\ ¢ . s aw - Z &\\s\\ m . s ¢ .__.

/ Q \ \\‘ E s - . - E I - - : : I =\\\\\\\\\\\\\\\\\\\\\\ : ‘ \§ -E ¢ km‘ a ‘ E Z F :\\-\\\\\\\\ \\\\\\\\\\\\\\\‘ \\\ 120 \\‘\\\\‘ _ , ~ g 2 ; \ \‘.\ \\\‘-~\\\\\\\\\\\\\\\\\\:~\\\,-; . _ %.,,”/’ 70

Release We ,4; § 5 %

we AH 2 2 I -,_-1-\ ,,,;l% 27

. ~ - 2 2 1\ 1'.“////II./. ' /4

112 ’I:I7_ __;.§ 8 33$ E __ E 2 . _:_.;‘-I.‘ I? 7/4 X 40

ReIea::r:::)l:rlock 2 ‘I s 2 \\\\\\\\'.\\\\\~.\\\x~\\§ C, ‘ii 63

"4 ¢/.\ W2 \\ % 5. .. 3”.‘ 44 43 \A ‘

Public Domain / http://www.hathitrust.org/access_use#pd

142 § aw - % E . . .' " 41 - Vent Valve

\“r-rI.

141 ? N§{R\\ “$47//A7//I

y/;:& al/¢4\ E \ R‘ 15 5 Once! Release Position

§l"h-‘ - W A ‘|§| § Ex 10

134 §r_‘. 31’ ~ \ ‘ \ 20 $2,-‘=3, ¥."- ' § 5 35 I

136 §..'-,-“ &\\\\\\\\§ s § Bl

% § \ 16

é ‘\' Al I

7/ r

, »%/////////////4,,,,,,,,2

27 M 131 8

Fig. 67. D-24 Control Valve Diagrammatic

Electro-Pneumatic Straight Air Brake Application

to the right and thus moves shaft 82 and its contact levers 40 and 41. As spring

24 is compressed, lever 41 first closes release contact. (Rel), after which spring

23 is compressed and lever 40 closes application contact (AppZ.), thereby ener-

gizing the release and application wires, which are connected to application and

release magnet valves of the No. 21-B magnet bracket (See Wiring Diagram,

Fig. 54). The armatures of the No. 21-B magnet are pulled down against spring

pressure beneath the valves; release magnet valve 62 is seated, closing off the

straight air pipe exhaust passage as in the magnet bracket, and application
in the straight air pipe it acts on the release diaphragm in opposition to the con-

trol pipe pressure in chamber B, acting on the application diaphragm 18. When

the air pressure acting on these diaphragms becomes balanced, spring 23 moves

the diaphragm, shaft 32 and lever 40 to Lap position, breaking the application

Wire contact, (Appl.). The application magnet circuit is thus de-energized and

spring 8-5a closes application magnet valve 34 of the No. 21-B magnet; spring 24

of the master controller remains compressed, however, so the release contact,

(Rel.) of the master controller remains closed, energizing the release wire and

21-B release magnet, holding release magnet valve 62 seated, retaining the

pressure in the straight air pipe approximately equal to that in the control pipe.

If pressure in the control pipe is increased by further brake valve handle move-

ment, straight air pipe pressure is increased an equal amount by the application

operation of the master controller as described.

The straight air pipe also connects to connection 8 of the control valve,

Fig. 67. Thus air from the 21-B magnet valve flows through pipe 8, passage 8

through a cavity in slide valve 226 and passage 8a to the top of the double check

valve 25%. This seats lower check valve 252 sealing off passage 8 which is

open through the cavity of release slide valve 114 to exhaust passage 10, and

unseats upper check valve 25%, so that air from the straight air pipe flows

through passages 28, 36‘ and 16 to the relay valve (see relay valve operation).

Release after Electro-Pneumatic Brake Application

After making a brake application, the braking force may be reduced by

moving the brake valve handle toward running position, and fully released by

placing the handle in running position.

As the brake valve is moved toward running position, cam 254 moves away

from floating lever 883 of the self-lapping unit. The lever then pivots on closed

inlet valve 815 and discharge valve spring 828 moves discharge valve 829 away

from its seat, allowing control pipe 11 air to flow to atmosphere through the

brake valve exhaust port. If the brake valve handle is moved only part way

toward running, control pipe pressure in the brake valve cavity Y and acting

on the piston type discharge valve seat 822 will be partially reduced and regu-

lating spring 821 will move the seat into contact with the discharge valve and

prevent further flow of air from the control pipe. With the brake valve handle

in running position, cam 254 is moved away from the floating lever and the

discharge valve spring holds its valve 329 open to vent all air pressure from the

control pipe.

As the control pipe pressure in chamber B acting on diaphragm 18 of the

Generated on 2014-03-19 01:49 GMT / http://hdl.handle.net/2027/mdp.39015068246639

master controller, Fig. 49, is reduced below the straight air pipe pressure in

chamber A on the face of the release diaphragm 18a, shaft 82 of the master

controller and contact lever 41 are moved and the release (Rcl.) contact opens

to de-energize the release wire and, therefore, the release magnet of 21-B magnet

valve. Spring 35 then unseats release magnet valve 62 of the 21-B magnet

valve, opening the exhaust so that pressure from passage 4a, the straight air

pipe and the relay valve, is reduced the same amount that control pipe 1]

pressure is reduced.

In making a graduated release the relay portion will lap and retain brake

cylinder pressure in accordance with the lapping action of the master controller

so that the brake cylinder pressure can be reduced in small increments to produce
Public Domain / http://www.hathitrust.org/access_use#pd

a smooth stop.

Emergency Application

An emergency brake application may be obtained by moving the handle

of the brake valve to its extreme right position. The self-lapping portion of

the brake valve produces electro-pneumatic application as described under

service brake operation. However, in this handle position emergency valve 241

and its pilot valve 243 are unseated by a cam on the brake valve handle shaft,

107
allowing air from passage 1 and the brake pipe to escape rapidly to exhaust “Eat.”

This provides an emergency rate of brake pipe reduction that is transmitted

to the control valve, which is operated to produce automatic emergency pressure

in the brake cylinders.

Thus when an emergency rate of brake pipe reduction takes place from

the brake valve or from any cause, Fig. 59, quick action chamber pressure

cannot reduce through vent port 15 in the D-24 control valve emergency grad-

uating valve 86 and port 1) in the slide valve to atmosphere at the same rate;

therefore, sufficient differential is built up across the emergency piston to com-

press spring 84 and allow graduating valve 86’ to move far enough on the slide

valve to open port t] in the slide valve which is connected with port 14 in the

slide valve seat allowing quick action chamber air to flow to the face of vent

valve piston 40, Fig. 62. The resulting movement of this piston unseats vent

valve 41, opening a large and direct passage from brake pipe passage I to atmos-

phere. The rapid venting of brake pipe air causes an emergency reduction rate

of brake pipe pressure to pass serially and rapidly through the train, due to the

same operation of connected valves and insures the prompt movement of valves

on other cars to Emergency position.

The rapid reduction of brake pipe pressure causes the emergency piston

and slide valve to move to the extreme left position, Fig. 62, which carries slide

valve port t1 out of register with seat port 14, but port 14 is now uncovered by

emergency slide valve .85 so that quick action chamber pressure remains, con-

nected to the vent valve piston.

The emergency slide valve now connects the spring side of high pressure

valve 46 to the exhaust port At., through passage 18 and cavity h8 in slide valve

25, Fig. 62. This vents air pressure from the spring side of the high pressure

valve, and emergency reservoir air in passage 2, acting on the outer area of the

face, unseats valve 46, permitting emergency reservoir air to flow through

passages 8h, 8a and 8 to seated check valve 252, the rate of flow being controlled

by choke 4 in passage 8h. Meanwhile, the emergency rate of reduction in brake

pipe pressure has caused the service piston 94 and slide valve 108 to move to

the extreme right where the graduating valve 108 uncovers the service port n,

through which auxiliary reservoir air flows into passage 80, 8a and 8, combining

with the flow from the emergency reservoir. The combined auxiliary and emer-

gency reservoir air pressure move the double check valve upward, seating check

valve 858a to cut off the straight air passage 8a and unseating lower check

valve 252. Thus the combined auxiliary and emergency reservoir air flows to
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

the displacement reservoir and relay valve, which is thereby operated to produce

brake cylinder pressures as adjusted by the speed governor.

Both the emergency and the auxiliary reservoir equalize into the displace-

ment reservoir during emergency, and safety valve passage 17 is blanked by

emergency slide valve 85.

While quick action chamber air is reducing through choke :0 in vent valve

piston 40 and choke 68 in the body, the rate of exhaust is such that the vent

valve will remain open a definite time until the pressure is reduced to a certain

value, when spring 48 will reseat the vent valve. The purpose of this is to

insure proper operation of the quick action parts.

The relay valve operates as explained under relay valve operation to develop
Public Domain / http://www.hathitrust.org/access_use#pd

pressure in the brake cylinders.

BRAKE PIPE CUT-OFF PROTECTION FEATURE AND

AUTOMATIC SANDING

The break-in-two protection feature provides protection against loss of

main reservoir air, and possible release of brakes, from an emergency apphcation

initiated from the tram when the brake valve handle remams in chargmg position.

108
When Using H-24 Type Relayair Unit Having

Provision for 4 Valves

A double check valve between No. 12 line from the H-5-A Relayair Valve

used for sanding and No. 1 line from the FA-4 magnet valve used for overspeed

control, allows air from the sanding volume reservoir to connect to Chamber E,

of the overspeed application valve, when an emergency application is made

from the train, caused by a break-in-two, emergency-brake valve, etc. Dia-

phragm 1O will move down, opening valve 15 and venting No. 10 line through

pipe 10, passage 10, cut-off valve, passage 8, overspeed suppression valve, passage

7, overspeed application valve through open valve 15 to passage 6 and atmos-

phere moving the service or emergency application piston to its application

position.

When a service application portion is used, air supply to the brake pipe

will be cut off by cut-off valve 151 in the brake valve, which is controlled by

the service application slide valve, and will prevent loss of main reservoir air

to the atmosphere through the open brake pipe.

When an emergency application portion is used, air supply to the brake

pipe is cut off by emergency piston 161 when it moves to application position.

A tee fitting with choke provides the proper blowdown time for the sanding

volume reservoir and a double check valve between lines No. 9 and 12 and the

brake valve is used to prevent a brake application during a manual sanding

operation. ‘ I

If the break-in-two protection feature is used with the emergency appli-

cation portion, the application insuring relayair valve is recommended. The

application insuring valve is actuated by air pressure developed in pipe 15 from

the D-24 control valve in emergency position. This relayair valve will cut ofi

cont~rol pipe 16 air to chamber D of the cut-off valve and vent it to the atmos-

phere. The cut-off relayair valve will therefore be prevented from cutting ofi

the actuating chamber of the emergency application portion to the atmosphere.

This will insure the emergency application piston moving to its applied position

to cut off feed valve air supply to the open brake pipe when a break-in-two occurs.

When Using H-24 Relayair Valve Unit Having‘

Provision for 5 Valves '

Air pressure from the volume reservoir connects to chamber E of the over-

speed application valve when an emergency application is made due to a break-

in-two, emergency-brake valve, etc. Diaphragm 10 moves down, opening valve

15 and venting No. 10 line through pipe 10; passage 10, cut-off valve; passage 3,
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

overspeed suppression valve; and passage 7, overspeed application valve through

open valve 15 to passage 6 and atmosphere. Emergency reservoir air is also

connected from the control valve through the emergency slide valve to passage

15, pipe 15 to passage 15 of the Relayair valve unit, to chamber N of the sanding

valve. This air pressure depresses diaphragm 10, opening valve 15 connecting

the volume reservoir, pipe 31 passage 81 to passage 9 to the sanders. A choke

fitting in passage 9 of the Relayair valve unit pipe bracket provides the proper

blowdown time for the sanding volume reservoir. Air. pressure in passage 9 is

also connected to chamber R of the brake pipe cut-off protection valve. This air

pressure moves diaphragm 10 down opening valve 15 venting passage 10 to

atmosphere, thus moving brake valve application piston to application position

Public Domain / http://www.hathitrust.org/access_use#pd

and stopping the flow of air to the brake pipe.

SAFETY CONTROL FEATURE

The safety control feature, as incorporated with the 24-RL brake equip-

ment, functions only in case the engineman fails to hold the foot pedal, or the

automatic brake valve handle down, (with hinged handle brake valve only),

Without first making a brake application. Unless a brake application has first

been made resulting in about 30 pounds in the control pipe 16, an application

of the brake will occur.

109
QPERATION

Service Application Portion

The safety control system is charged by main reservoir air from chamber A

below service application piston 112 of the brake valve. The air flows through

choke K in piston 112 to chamber B, passage 10, pipe 10 to chamber C of the

cut-off valve of the relayair valve unit. With the brakes released and no air

pressure in chamber D diaphragm 10 is moved to its upward position by spring 6‘.

This unseats valve 17 and permits spring 19 to move lower valve 15 to its upper

seated position. Air from chamber C can flow then to chamber A and out

passage 3 to pipe 3 and the diaphragm foot valve. Diaphragm 6' being off its

seat with foot pedal 12 released, the air flows to pipe 3 and passage 3 in the

brake valve to the chamber on top of exhaust valve 351, which is seated when

handle 370 is depressed as shown. Exhaust valve 351 is not used with rigid

handle brake valve and safety control system stops at diaphragm foot valve.

The safety control system and chamber B on top of the brake valve service

piston 112 are thus charged to main reservoir air pressure, and spring 129 moves

piston 112 downward to release position as shown.

A safety control brake application is initiated if brake valve handle and

the foot valve pedal are released. Only foot valve pedal need be released with

rigid handle brake valve. This permits air from chamber B on top of application

piston 112 to be vented through passage 10, pipe 10, chamber C in the relayair

valve unit, chamber A passage 3 pipe 3 to the diaphragm foot valve, past dia-

phragm 6, and choked exhaust to atmosphere with rigid handle, with hinged

handle to pipe 3 to the brake valve, passage 3 and past exhaust valve 351 to

atmosphere. Choke K in service piston 112 prevents build-up of air from

chamber A to chamber B as long as foot valve pedal 12 and brake valve handle

370 are not held down or the brake applied sufficiently. Thus, piston 112 is

moved to its upper position as shown in the “Application Position” view of the

piston.

In Application position of piston 112, slide valve 114 connects passage 5 from

the equalizing reservoir and chamber D on the face of equalizing piston 77 to

cavity P and passages 24 and J8 and pipe 24 to reduction limiting reservoir.

Choke M in slide valve 114 permits reduction of the air in the equalizing

reservoir and in equalizing piston chamber D at a service rate, so that a pneu-

matic service application of locomotive and train brakes results during a safety

control application. If the brake valve handle is permitted to remain in Release,

Running, and First Service, all the air in the equalizing reservoir and in passage
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

5 is vent-ed through passage 1 8 and past exhaust valve 235 or rotary valve 216

to atmosphere. However, if the brake valve handle 370 is moved to lap, passage

18 is closed by exhaust valve 235 or rotary valve 216 and the equalizing reservoir

pressure equalizes with the second reduction reservoir (if used) to provide a

full service brake pipe reduction and full service application of the locomotive

and train brakes.

Further, in application position of brake valve piston 112, slide valve 114

makes the following connections:

(1) The cut-off valve chamber around spring 155 is connected through

passage 2a and port Z in slide valve 114 to the exhaust,-which permits

the higher pressure on cut-off valve piston 151 to move cut-off valve
Public Domain / http://www.hathitrust.org/access_use#pd

151 to closed position and cut-off the flow of air to the brake pipe.

(2) Port b in slide valve 11.4. connects main reservoir air to passage 25,

pipe 25, No. 15-C double check valve and the power knock-out. This

operates the power knock-out to shut off the locomotive power.

(3) The reduction limiting reservoir exhaust port 33 to brake valve rotary

valve 216 is disconnected, which prevents release of the reduction

limiting reservoir air through the rotary valve on the brake valve.

110
(4) Passage 28, which connects to the first suppression reservoir through

pipe 88 and passages 28 and 88 in “Freight Position” of the rotair

valve, is connected by cavity S to passage 81 leading to the timing

valve choke :1; and to the diaphragm chamber of timing valve 121.

This permits a timed exhaust of first suppression air from the top of

timing valve diaphragm 124 to provide for a split reduction of brake

pipe pressure. Thus air from the first supression reservoir deflects

diaphragm 124 in the brake valve which seats valve 121 and prevents

the flow of equalizing reservoir air from passages 5 and 18 past valve

121 into passage 18 to atmosphere. The equalizing reservoir air reduces

from passage 5 into 24 and the reduction limiting reservoir and limits

the initial brake pipe reduction. Timing valve 121 is opened when

the air pressure in the first suppression reservoir and in the chamber

on top of diaphragm 124 has reduced to about 10 pounds through

timing choke as. The combined volumes of the equalizing and reduction

reservoirs then flow past timing valve 121 into passage 18 and the

second reduction reservoir to provide a full service application.

(5) Cavity t in slide valve 114 connects passage 10 from the top of piston

118 to passage 8 leading to exhaust valve 285, and which is open to

atmosphere in Release, Running and First Service positions of t-he brake

valve handle. If the electro-pneumatic brake valve portion is not

used, passage 8 leads to rotary valve 216 and the atmosphere. Thus,

as long as the automatic brake valve handle remains in any of these

positions the safety control application cannot be released. To release

after a safety control application, therefore, the brake valve handle is

moved to Lap which permits the pressure in chamber B on top of

piston 112 to build-up as previously described under charging.

Emergency Application Portion

With the emergency application portion the safety control system is charged

with feed valve air from chamber C through choke 177 in t-he emergency appli-

cation portion body to chamber C passage 10, pipe 10, to chamber C- in the cut-

off valve of the relayair valve unit. With the brakes released and no air pressure

in chamber D, diaphragm 10 is moved to its upward position by spring 6. This

unseats valve 17 and permits spring 19 to move lower valve 15 to its seat. Air

from chamber C can flow then to chamber A and out passage 8 to pipe 8 and

the diaphragm foot valve. With the rigid handle brake valve, the safety control

system is then charged. With the hinged handle brake valve, if the diaphragm
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

foot valve is released, diaphragm 6 will be off its seat and the air can flow to

pipe 8 and passage 8 in the brake valve to the chamber on top of exhaust valve

851, which is seated when handle 870 is depressed. The safety control system

and chamber C in the emergency portion are thus charged to brake pipe pressure

which moves piston 16] to release position as shown.

A safety control application is initiated if the foot pedal is released with

the rigid handle brake valve, or both the foot pedal and the brake valve handle

are released with the hinged handle type. This permits air from chamber C on

the spring side of emergency application piston 161 to be vented through passage

10, pipe 10, chamber C in the cut-off valve, chamber A, passage8, pipe 8, to the

diaphragm foot valve and choked exhaust and whistle with the rigid handle
Public Domain / http://www.hathitrust.org/access_use#pd

brake valve, when hinged handle brake valve is used, past diaphragm 6, pipe 8,

to the brake valve, passage 8 and past open exhaust valve 851 to atmosphere.

Choke 177 in the emergency portion body prevents build-up of air in chamber C

as long as foot pedal 1.8 or brake valve handle 8'70 are not held down or the

brake applied sufiiciently (with control pipe 16 pressure about 30 pounds).

Thus piston 16] is moved to its application position.

111
In application position of piston 161 the brake pipe supply in chamber B

is cut off from the brake pipe chamber A and chamber A is connected to the

atmosphere to cause an emergency rate of brake pipe reduction.

Valve 1'73 is moved off its seat which vents chamber C through passage 8

to atmosphere when the brake valve handle is in release, running or first service

position. Therefore, to move piston 161 to release position (by equalizing

pressure on both sides of piston) it is necessary to move brake valve handle to

Lap position, cut-off supply to brake pipe port 2b, and depress either brake

valve handle or foot valve, or make an independent application with about 80

pounds in control pipe 16.

When the emergency application portion‘ is used the first suppression and

second reduction reservoirs are not used, appropriate blanking pads are then

placed on the brake valve pipe bracket and rotair valve.

OVERSPEED PROTECTION

Overspeed Protection Feature With H-24 Type Relayair Valve Units

Using Overspeed Application Relayair Valve

The overspeed protection feature, as incorporated with 2-1-RL brake equip-

ment, functions when the engineman fails to keep the train below a predetermined

speed. Unless the speed is reduced manually or the brake is applied which will

bring the train speed below the overspeed setting within a predetermined time

after the overspeed whistle sounds, an application of the brakes will occur.

OPERATION

Service Application Portion

The overspeed control system is charged by main reservoir air from chamber

A located below service application piston 112 of the brake valve. The air

flows through choke K in piston 112 to chamber B, passage 10, pipe 10, to pipe

connection 17 of the H-24 type relayair valve unit where it connects with

passage 7 and flows to the overspeed application valve. With the train oper-

ating at normal speeds and no air pressure in chamber E, diaphragm 10 is held

in its upward position by spring 6. This unseats upper valve 17 and permits

spring 19 to move lower valve 15 to its upper seated position. Thus main reser-

voir air from passage 7 and pipes 17 and 10 and the brake valve service appli-

cation piston chamber B is cut off from the atmosphere.

When overspeed occurs the FA-4 magnet valve is de-energized permitting

spring 4 to move supply valve 3 off its seat and seat exhaust valve Ba. Main

reservoir air from pipe 2 and chamber A then flows past unseated valve 3 to

chamber B and into the overspeed actuating pipe 1. This causes the overspeed
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

whistle to blow immediately, indicating that an overspeed application is initiated.

The air also fiows through the choke in the check valve to the overspeed volume

reservoir and chamber E of the overspeed application valve. If the train speed

is not reduced below the overspeed setting to re-energize the FA-4. magnet valve

in approximately 6 seconds, the air from the magnet valve flowing through

the check valve builds up in the overspeed volume reservoir and in chamber E

of the overspeed application valve moving diaphragm 10 and diaphragm

follower 5 downward to seat valve 17 and unseat valve 15. This permits

air from chamber B on top of brake valve appli.cation piston 112 to be

quickly vented through passage 10, pipe 10, passages 17, 7 of the overspeed

application valve, past unseated valve 15 to chamber F and out exhaust passage
Public Domain / http://www.hathitrust.org/access_use#pd

6 to atmosphere. Choke K in the service application piston 112 prevents build-

up of air from chamber A to chamber B as long as exhaust valve 15 in the over-

speed application valve is unseated. Thus, piston 112 is moved to its upper

position as shown in the “Application Position” view of the piston.

For operation of the service application portion of the automatic brake

valve in application position see explanation under safety control.

112
Emergency Application Portion

If the speed is not reduced and an overspeed application is initiated the

emergency application portion of the automatic brake valve functions as ex-

plamcd under safety control.

Overspeed Protection Feature with H-24 Type Relayair Valve Unit

with 4 Valves Using Overspeed Application and Overspeed

Suppression Relayair Valves

The overspeed protection feature. as incorporated with 24-RL brake equip-

ment, functions when the engineman fails to keep the train below a predetermined

speed. Unless the speed is reduced manually or the brake is applied within a pre-

determined time after the overspeed whistle sounds, a service application of the

brakes will occur.

OPERATION

Service Application Portion

The overspeed control system is charged by main reservoir air from chamber

A located below service application piston 112 of the brake valve. The air

flows through choke K in piston 112 to chamber B, passage 10, pipe 10, through

cut-off valve of the H-2-1 type relayair valve through the overspeed suppression

valve to passage 7 and flows to the overspeed application valve. With the train

operating at normal speeds and no air pressure in chamber E, diaphragm 10 is

held in its upward position by spring 6. This unseats upper valve 17 and per-

mits spring 19 to move lower valve 15 to its upper seated position. Thus

charging to main reservoir pressure passages 7, 3, 10, and the brake valve service

application piston portion.

When overspeed occurs the FAA magnet valve is de-energized permitting

spring 4 to move supply valve 3 off its seat and seat exhaust valve 3a. Main

reservoir air from pipe 2 and chamber A then flows past unseated valve 3 to

chamber B and into the overspeed actuating pipe 1. This causes the overspeed

whistle to blow immediately, indicating that an overspeed application will be

initiated. The air flows also through the choke in the check valve to the over-

speed volume reservoir and chamber E of the overspeed application valve. If

the train speed is not reduced below the overspeed setting to re—energize the

FA-4 magnet valve in approximately 6 seconds or a suflicient brake application

made to suppress an overspeed application. the air from the magnet valve flowing

through the check valve builds up in the overspeed volume reservoir and in

chamber E of the overspeed application valve moving diaphragm 10 and dia-

phragm follower 5 downward to seat valve 17 and unseat valve 15. This permits
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

air from chamber B on top of brake valve application piston 112 to be quickly

vented through passage 10, pipe 10, through cut-off valve to passage 3 through

overspeed suppression valve to passage 7 of the overspeed application valve,

past unseated valve 15 to chamber F and out exhaust passage 6 to atmosphere.

Choke K in the service application piston 112 prevents build-up of air from

chamber A to chamber B as long as exhaust valve 15 in the overspeed appli-

cation valve is unseated. Thus, piston 112 is moved to its application position.

For operation of service application portion of the automatic brake valve

in application position see explanation under safety control.

A temporary suppression can be made in automatic operation, if the brake

valve handle is placed in first service (Rotair Valve in Frt. position), or service
Public Domain / http://www.hathitrust.org/access_use#pd

position before the 6 second warning time has elapsed. This admits air through

the brake valve rotary valve and seat into either the 26 or the 17 line, to the

top of the overspeed suppression valve diaphragm 10. Diaphragm 10 will move

downward seating valve 17 which will prevent the No. 10 line from exhausting

to atmosphere through the overspeed application valve. This will hold the

service application piston in release position and temporarily suppress an over-

speed application. If the automatic brake valve handle is moved out of first service

113
or service position air in the No. 17 line can exhaust to the atmosphere through

choke 2 in the H-24-C relayair valve unit at a predetermined rate allowing

diaphragm 10 of the overspeed suppression valve to move upward, opening valve

17 which will reconnect the No. 10 line to the atmosphere through the over-

speed application valve, and cause a service brake application unless the over-

speed condition has been cleared.

A permanent suppression of an overspeed brake application is obtained when

control pipe 16 pressure reaches about 30 pounds. Air flows from the D-24

control valve, through pipe J6, passage 16, and passage 8 in the H-24. type

relayair valve unit, to chamber D of the cut-off valve. When the pressure

reaches about 30 pounds, diaphragm 10 will move downward and close valve 17

which cuts off the No. 10 line from the atmosphere, through the overspeed

suppression and overspeed application valves, and will hold the application

piston in release position. ‘

Emergency Application Portion

Temporary suppression can be obtained in first service, or in service and

lap positions of the brake valve while the equalizing discharge valve is open.

This connects brake pipe exhaust through passages 17 and 26, pipe 86 to passage

17 of the H-24 type relayair valve unit, to the top of diaphragm 10 of the over-

speed suppression valve. Permanent suppression is obtained as explained under

Service Application Portion.

If the speed is not reduced and an overspeed application is initiated the

emergency application portion functions as explained under safety control

operation.

Overspeed Protection Feature With H-24 Type Relayair Valve Unit

with 5 Valves Using Overspeed Application and Overspeed

Suppression Relayair Valves

The overspeed protection feature, as incorporated with 24-RL brake equip-

ment, functions when the engineman fails to keep the train below a predetermined

speed. Unless the speed is reduced manually or the brake is applied within a

predetermined time after the overspeed whistle sounds, a service ap-plication

of the brakes will occur.

OPERATION

Service Application Portion

The overspeed control system is charged by main reservoir air from

chamber A located below service application piston 112 of the brake valve. The

air flows through choke K in piston 112 to chamber B, passage 10, pipe 10 to
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

pipe connection 10 of the H-24 type relayair valve unit where it connects with

passage 7 and flows to the ove~rspeed application valve. With the train operating

at normal speeds and no air pressure in chamber E, diaphragm 10 is held in its

upward position by spring 6. This unseats upper valve 17 and permits spring

19 to move lower valve 15 to its upper seated position. Thus charging to main

reservoir pressure passages 7, 8, J0, and the brake valve service application

piston portion.

When overspeed occurs the FA-4 magnet valve is de-energized permitting

spring 4 to move supply valve 8 off its seat and seat exhaust valve 8a. Main

reservoir air from pipe 2 and chamber A then flows past unseated valve 8 to

chamber B and into the overspeed actuating pipe 1. This causes the overspeed
Public Domain / http://www.hathitrust.org/access_use#pd

whistle to blow immediately, indicating that an overspeed application will be

initiated. The air flows also through the choke in the check valve to the over-

speed volume reservoir and chamber E of the overspeed application valve. If

the train speed is not reduced below the overspeed setting to re-energize the

FA-4 magnet valve in approximately 6 seconds or a suflicient brake application

made to suppress an overspeed application, the air from the magnet valve

114
flowing through the check valve builds up in the overspeed volume reservoir

and in chamber E of the overspeed application valve moving diaphragm 10 and

diaphragm follower 5 downward to seat valve 17 and unseat valve 15. This

permits air from chamber B on top of brake valve application piston 112 to be

quickly vented through passage 10, pipe 10, through overspeed suppression

valve to passage 7 of the overspeed application valve, past unseated valve 15

to chamber F and out exhaust passage 6 to atmosphere. Choke K in the service

application piston 112 prevents build-up of air from chamber A to chamber B

as long as exhaust valve 15 in the overspeed application valve is unseated.

Thus, piston 112 is moved to its application position.

For operation of service application portion of the automatic brake valve in

application position see explanation under safety control.

A temporary suppression can be made in automatic operation, if the brake

valve handle is placed in first service (Rotair Valve in Frt. position), or service

position before the 6 second warning time has elapsed. This admits air through

the brake valve rotary valve and seat into either the 26 or the 17 line, to the

top of the overspeed suppression valve diaphragm 10. Diaphragm 10 will move

downward seating valve 17 which will prevent the No. 10 line from exhausting

to atmosphere through the overspeed application valve. This will hold the

service application piston in release position and temporarily suppress an over-

speed application. If the automatic brake valve handle is moved out of First

Service or Service position, air in the No. 17 line can exhaust to the atmosphere

through a choke in the relayair valve unit pipe bracket at a predetermined rate

allowing diaphragm 10 of the overspeed suppression valve to move upward,

opening valve 17 which will reconnect the No. 10 line to the atmosphere through

the overspeed application valve, and cause a service brake application unless

the overspeed condition has been cleared.

Emergency Application Portion

Temporary suppression can be obtained in first service, or in service and

lap_pos1t1ons‘ of the brake valve while the equalizing discharge valve is open.

This connects brake pipe exhaust through passages 17 and 26, pipe 26 to passage

17 of the H-24 type relayair valve unit, to the top of diaphragm 10 of the

overspeed suppression valve.

If the speed is not reduced and an overspeed application is initiated the

emergency application portion functions as explained under safety control

operation.

Overspeed Protection Feature with H-24-D Relayair Valve Unit,

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Venting the No. 10 Pipe Through the FA-4 Magnet Valve

The overspeed protection feature, as incorporated with this 24-RL brake

equipment, functions when the engineman fails to keep the train below a pre-

determined speed. Unless the speed is thus held reduced, an application of

the brakes will occur.

OPERATION

Service Application Portion

With the train operating at normal speeds, the overspeed control system

is charged by main reservoir air from chamber A located below service appli-

cation piston 112 of the brake valve. The air flows through choke K in piston 112

to chamber B, passage 10 and pipe 10 leading to the volume reservoir with check
Public Domain / http://www.hathitrust.org/access_use#pd

valve and choke, the H-24-D relayair valve unit and the FA-4: magnet valve.

The volume reservoir is charged through the check valve choke and at the

H-24-D relayair valve unit the safety control system is charged as described

under safety control.

When overspeed occurs the FA-4 magnet valve is de-energized permitting

sprmg 4 to move lower valve 6 off its seat and seat upper exhaust valve 8a.

115
Thus air from chamber A flows to chamber B and the overspeed whistle which

blows indicating that an overspeed application is initiated. The air from the

volume reservoir and from chamber B on top of the brake valve application

piston 112 is quickly vented through the FA-4. magnet valve, overspeed whistle

pipe and the overspeed whistle. Choke K in the application piston 112 of the

brake valve prevents build-up of air from chamber A to chamber B as long as

valve 3 in magnet valve is unseated. Thus piston 112 is moved to its upper

position.

For operation of service application portion of the automatic brake valve

in application position see explanation under safety control.

Emergency Application Portion

The emergency application portion functions as explained under safety

control when the No. 10 pipe is vented through the FAA magnet valve.

TRAIN CONTROL OPERATION

Service Application Portion

The train control system is charged by main reservoir air from the brake

valve and by air at reduced pressure from the NS-1 reducing valve.

The charging air from the NS-1 reducing valve flows through the strainer

and pipe 1 to the timing valve. VVhen the system is charged and the signal

does not call for a train control application, the timing valve magnet is ener-

gized. This moves upper exhaust valve 240 down on its seat to cut off the

exhaust and unseats lower valve 243 permitting the reducing valve air to flow

past ball check valve 27 and charge the chamber below operating piston 90.

Thus, piston 90, is moved to its upper position, as shown, seating upper valve 82

and preventing flow of main reservoir charging air fro-m pipe 4.

The main reservoir charging air from chamber A below service application

piston 112 of the brake valve flows through choke K in piston 112 to chamber B,

passage 10, pipe 10, through the cut-out cock with seal to pipe .connection 4

and enters the timing valve flowing to- the chamber on top of upper valve 82,

which is seated as long as piston 90 is in its upper position. Thus, the train

control system is charged.

A train control application is initiated when the timing valve magnet is

de-energized from a restrictive train control signal. This permits spring 24.6‘ to

move supply valve 243 upward to its seat cutting off the reducing valve air,

and unseating upper exhaust valve 240 which permits the air below piston 90

to flow through choke as, past unseated exhaust valve 240 to the /timing valve

whistle and then to atmosphere. This blows the whistle which provides an
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

indication that a train control application has been initiated. Due to choke :1;

at ball check valve 27, a time interval of approximately 6 seconds is required

before the air in the chamber acting on piston 90 is reduced sufliciently for

spring 92 to move the piston 90 to its lower position.

When timing valve piston 90 is moved down to its lower position spring 88

moves upper valve 82 and lower valve 83 downward. Lower valve 83 is

seated closing off the stop reservoir pipe from the exhaust opening and

upper valve 82 is unseated permitting air from chamber B on top of

brake valve application piston 112 to be quickly vented through pas-

sage 10, pipe 10, through the cut-out cock with seal, passage 4 in the timing

valve, and past- the unseated upper valve 82 into passage 5. If -a suppres-
Public Domain / http://www.hathitrust.org/access_use#pd

sion valve is not used passage 5 leads to stop reservoir pipe 5, the stop reservoir

through the %” check valve, passage 8 in the brake valve, and connecting

passages to the atmosphere. If a suppression valve is used passage 5 leads to

pipe 5 and passage 6 of the suppression valve, through check valves 80 and 34

and out passage 8, pipe 8, and brake valve to atmosphere. Choke K in the brake

valve service application piston 112 prevents build-up of air from chamber A

116
to chamber B, thus piston 112 is moved to its application position as shown in

the “Application Position” view of the piston. If the brake valve handle is

moved to Lap, passage 8 in the brake valve leading to the brake valve exhaust

is lapped. However, the air from chamber B on top of the piston 112 is quickly

vented past upper valve 82 in the timing valve into the stop reservoir pipe and

the stop reservoir, as described above. Thus the stop reservoir insures an air

pressure differential across piston 112, which moves the piston to application

position from a train control application.

For operation of service application portion of the automatic brake valve

in application position see explanation under safety control.

Cab Signal Operation

The cab signal system is charged by air from the NS-1 or NM-1 reducing

valve. The air flows from the reducing valve through the strainer in the pipe

to the timing valve through the two supply branch pipes. Branch pipe 1 per-

mits air to flow past lo_wer magnet valve 248, which is unseated when the timing

valve magnet is energized, to the ball check 27, which is lifted, supplying air to

the chamber below piston 90. Reducing valve air flows through the combined

change-over switch and cock direct to the chamber below piston 90, which

insures that piston 90 remains in its upper position at all times in cab signal

service.

When a restrictive cab signal indication is received by the timing valve

magnet it is de-energized. This permits spring 246 to move valves 248 and 240

upward. Lower valve 248 is seated cutting off the air supply from pipe 1 and

upper exhaust valve 240 is unseated. Thus reducing valve air from the combined

change-over switch and cock flows through the chamber below piston 90,

through choke a; at the ball seated check valve 27 and past unseated exhaust

valve 240 to the timing valve whistle and the fireman’s call signal circuit con-

troller.

The timing valve whistle blows in the locomotive cab and the fireman’s

call signal operates until the cab signal changes to a less restrictive indication,

or unless acknowledgment is made. In either case the timing valve magnet is

energized which seats upper exhaust valve 240, cutting off the air supply to the

timing valve whistle and the fireman’s call signal circuit controller. Lower

valve 248 is unseated permitting charging of the cab signal system as previously

described.

Operation of A-1 Suppression Valve

When a train enters restricted territory or the authorized speed is exceeded,

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

the timing valve operates to initiate a train control brake applicat~ion, which is

indicated by the warning whistle sounding. A train control brake application

will then occur in approximately 6 seconds unless the brake is applied manually.

A brake application of prescribed amount will suppress the train control brake

application for a limited time, which may be sufficient to reduce speed below

the speed restriction in effect. If the train control brake application results

from exceeding‘ the speed restriction after which if speed is reduced below

authorized speed limit, the brake may be released in a normal manner. If

approaching a restricted signal and a temporary suppression has been made

and the signal clears, the brake may be released in the normal manner and the

train proceed without being brought to a stop if the speed and length of train
Public Domain / http://www.hathitrust.org/access_use#pd

permit.

Automatic Suppression

When operating the automatic brake system, move the brake valve handle

to service or first service position within less than 6 seconds on sounding

of the warning whistle. If service position is used, make a brake pipe reduction

of moderate amount for temporary suppression in freight service, or full service

brake pipe reduction (in passenger service) for permanent suppression.

117
-When the handle of the DS-24 type brake valve is moved to service position

to reduce brake pipe pressure and thus suppress a train control application,

the brake valve rotary valve connects passage 15 from equalizing discharge

valve 15 to passage 17, pipe 17, passage 17 in the A-1 suppression valve by

check valve 28 and choke fitting 4 to passage 27, pipe .27 to rotair valve (if used)

through rotair valve seat into pipe 7 and the timing reservoir (rotair valve in

FRGT position), charging this reservoir. The timing reservoir is also connected

to chamber A on the left face of the A-1 suppression valve cut-off valve dia-

phragm 57 through passage 27 by the reduction insuring valve 32 through choke

fitting 35 into passage 26 by double check valve .16 and into chamber A.

Rotary valve 216 in service position also connects brake pipe air to the

A-1 suppression valve cut-off valve diaphragm 57 through passage 2 and 26 in

the brake valve, pipe 26, passage 26, by double check valve 16 into chamber A,

also through choke 35 to atmosphere choke 36 and passage 27. Cut-off valve~

diaphragm 57 will move toward the right compressing spring 29 and allow

suppression cut-off valve 80 to close which will prevent venting of air from

brake application piston 112 through passage 10, pipe 10, pipe /,1, timing valve

pipe 5, passage 6 of the A-1 suppression valve by cut-off valve 80 into

passage 42 and the stop reservoir, and permit a temporary suppression

of a train control application. After the brake valve is placed in lap brake

pipe air is cut off from suppression valve pipe 26 but will continue reducing

past the equalizing discharge valve until it is less than the pressure in the

equalizing reservoir. As the brake pipe pressure drops after the equalizing dis-

charge valve closes, the timing reservoir pressure drops with it, down to 35 pounds,

through spring loaded spillover check valve 23 back into passage 17, at about

35 pounds check valve 23 seats. It will then require about 10 seconds for the

pressure on the cut-off valve diaphragm and in the timing reservoir to reduce

to approximately ll pounds which will allow cut-off valve diaphragm 57 to

move toward the left and open cut-off valve 80 and cause a train control operation.

Further reduction of brake pipe pressure before cut-off valve opens will permit

additional temporary suppressions.

If the rotair valve is in passenger (PASS) position, first suppression and

timing reservoirs are cut out. Temporary suppression is only available then in

service and lap positions while brake pipe exhaust is blowing.

If a full service reduction is made, brake pipe pressure in chamber C’ will

reduce enough for suppression reservoir 19 pressure in chamber D to move

reduction insuring valve 32 and connect brake pipe 1 through reduction insuring
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

valve 32 to passage 26, choke 35 and double check valve 16 to chamber A and

permit a permanent suppression in either freight or passenger service.

If first service position is used with the rotair valve in freight (FRGT)

position the first suppression reservoir is connected to chamber A of the A-1

suppression valve through passage 33, rotair valve seat, passage 23, pipe 23,

passage 22, rotary valve 216, passage 26, pipe 26, by double check valve 16 and

into chamber A closing the cut-off valve 80 and causing a temporary suppression.

The air also fiows through choke, 35 and reduction insuring valve 32 to exhaust

through choke 36 which in about 20 seconds (with 70 pounds brake pipe pressure)

will reduce the pressure in chamber A enough to allow spring 51 to open cut-off

valve 80 and cause a train control application if authorized speed or clear signal
Public Domain / http://www.hathitrust.org/access_use#pd

do not prevail. If authorized speed and clear signals prevail, the brakes can

be released as previously explained. However, at the end of 20 seconds time if

a restricted condition still exists the brake valve handle must be moved to service

position for farther temporary or permanent suppression depending upon the

amount of brake pipe reduction.

Suppression with Automatic Brake Operation

When a temporary suppression is desired in service position automatic

brake valveis manipulated to make a light brake pipe reduction. This allows

118
brake pipe air from the brake valve to flow past double check valve 16 of the

A-1 suppression valve to the lower side of cut-off valve diaphragm 57 (there

are two diaphragms in one gasket, cut-off valve and reduction insuring valve),

moving it upward, compressing suppression spring 51. Cut-off valve 80 will then

be closed by spring 81, and prevent the exhaust of air from the actuating

chamber B of the brake valve application piston, holding it in release position.

Brake pipe air from the equalizing discharge valve is also connected to the

timing reservoir (rotair valve FRCT), which will retain about 35 pounds pres-

sure after equalizing discharge valve closes, through closing of spring loaded

spillover check 23. Timing reservoir air is vented to atmosphere, through a

choke and exhaust fitting 41, to about 11 pounds in about 10 seconds. Spring 51

overcomes the pressure on the lower side of cut-off valve diaphragm 57 and opens

cut-off valve 80, which will exhaust the air from the actuating chamber B of the

brake valve application piston causing it to move to its applied position imless

a clear signal or authorized speed prevails, or an additional brake pipe reduction

is made. First service position of the automatic brake valve (Rotair Valve

FRGT) connects the first suppression reservoir to the A-1 suppression valve to

produce a temporary suppression for about 20 seconds in a manner as explained

above. With the first service cut-out cock open the maintaining feature is

available.

About 20 pounds service reduction will reduce brake pipe pressure, on the

upper side of reduction insuring valve diaphragm 57. (Suppression reservoir 19

pressure is always on the lower side of reduction insuring diaphragm 57), below

the setting of spring 68 and suppression reservoir 19 pressure will open reduction

insuring valve 32, and connect the brake pipe to the chamber under the

cut-off valve diaphragm 57 to produce a permanent suppression.

Suppression with Electro-Pneumatic Brake Operation

When operating the electro-pneumatic brake, the brake valve handle is

moved into the application zone. A temporary suppression is obtained by making

a moderate application.

Air from the straight air pipe enters the A-1 suppression valve flows past

double check valve 16 and into chamber below cut-ofl valve diaphragm 57,

compressing spring 51, allowing spring 81 to close cut-off valve 80, and prevent

exhaust of air from the actuating chamber of the brake valve application piston.

Air from the straight air pipe also flows through a choke 42, Section B-B, to

the chamber above return diaphragm 49 into the straight air timing reservoir.

The pressure will increase in a predetermined time above return diaphragm 49

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

and spring 51 will compress spring 81 to re-open cut-off valve 80 and cause a

train control application unless the signal clears, or additional application is

made.

Permanent suppression is accomplished with about 45 pounds in the straight

air pipe on top of diaphragm 49. With 45 pounds above diaphragm 49 and

under diaphragm 57, spring 29 will be collapsed and spring 81 will close cut-off

valve 80.

When authorized speed and a clear signal prevail, brakes may be

released in the usual manner after the brake valve is moved to lap position and

the pressure restored in the application pipe as indicated by application pipe

gage.
Public Domain / http://www.hathitrust.org/access_use#pd

For specific instructions governing individual train control operations refer

to supplier of train control equipment.

OPERATION OF INDIVIDUAL DEVICES

Operation of the B-3, B-3-A Relay Valve, Fig. 68

When a brake application is made, air from control pipe 16 builds-up air

pressure in chamber B on the face of relay valve piston 17 of the B relay valve,

(Fig. 68) moving the piston and attached piston lever 19 upward. Application

119
F-I RELAY VALVE

8'3 Rel"! Valve (Sumo os 8-3 H I

I /////////////// e oy Volvo except loooflo

%, ¢////A 8'3-A Relay Volvo of plpe connocflons ore some os now n

used for "F" Type Roloy Valve.

.¢\

’//.2\~

B RELAY VALVE

51a 61 '7 3

I/'.r:"/..<u " 3 - ' "

51b a‘:l+‘?‘;1€";/ Z I/' ' 29 pi,

N '. 2;‘; ‘Ah ‘ 5’

15; Z 29 \: 27 Iiiié 2‘!

'\ \. ‘ l _ — : ¢\

W §|‘‘§1:\\\‘'= 4? .“ I 26 : C 29

188 a_ ‘ I //&,'\~ 26 E-1*‘-\\!~'g‘\-‘\£ 25

\_ : : A mi ' -_.' \ -12", /~-/,;\ “"\‘ \\5l : : /\ / ‘I ,‘F‘,'_''?‘ \ \‘7'"//""1/-\

Mme 56 7 I _|1|-_ &-( B

';§\\‘\\,-1,; 24 11 34 B n

so '?‘4‘ 5 E I 1-=» ti‘ '‘ 8% \

s “in! / I '

e4 _/-§ 1%/%%\ E 25

\ 1417' /

Duaphragm Portm \\\\§"% Relay Porhon

68 38 38 42 43 23

Fig. 68. Relay Valve Diagrammatics

valve spring 88 resists the first movement and thus fulcrums lever 19 at the

right end, between application valve stem 84 and adjusting screw 24. The left

end of piston lever 19 moves upward, lifting exhaust valve stem 26, seating

exhaust valve 27 on its valve seat on piston 29 and moving the latter against-

its bushing seat, thus limiting the upward travel of the left end of lever 19.

This closes off the connection between the brake cylinder (chamber A) and the

exhaust passage Esc. As piston movement continues upward, lever 19 now

becomes fulcrumed at the left end and application valve stem 84 is lifted, un-

seating application valve 87. This permits main reservoir air pressure above
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

application piston valve 85 to fiow into chamber A and to the brake cylinder

faster than the rate of supply permitted by choke 12, and the reduced pressure

above allows pressure underneath relay piston 17 to lift application piston valve

85 permitting main reservoir air to fiow to brake cylinder. By reducing the

force required to open large application piston valve 85, application valve 87

and choke 12 thus function to provide easy, sensitive operation of the large

application valve.

At the “B” relay valve, brake cylinder pressure continues to build up in

chamber A, Fig. 68, and on the back of piston 17 until it equals control pipe

16 pressure on the face of this piston (chamber B), when springs 89 and 88

return the application piston valve 85 and application valve 87 to their seats
Public Domain / http://www.hathitrust.org/access_use#pd

and move stem 84, the right end of lever 19, and piston 17 downward. During

this movement the left end of the lever pivots between spring 25 and stem 26

and holds the exhaust valve seated. This is Lap position in which the relay

valve maintains brake cylinder pressure against leakage. Any reduction in

brake cylinder pressure (chamber A) on the back of piston 17 below that in

the control pipe will reopen the application valve to restore the brake cylinder

pressure.

When control pipe air pressure on the face of the B relay valve piston 17

is reduced, brake cylinder pressure on the back of the piston causes it to move

downward and, as the lever 19 is fulcrumed at its right end, moves the left end

of the lever downward, allowing exhaust valve 27 to open. Brake cylinder

pressure flows past the exhaust valve, thus balancing the pressure on exhaust

piston 29 and permitting it to open easily. Brake cylinder air in chamber A

then flows to exhaust “Err.”

If the control pipe air pressure is completely released, brake cylinder pres-

sure will also completely release. If only a partial release of control pressure

is made, brake cylinder air will continue to fiow to exhaust until the pressure on

the back of piston 17 is lower than that on the face, at which time the piston

moves upward to lap position, seating the exhaust valve and exhaust piston

and cutting off further flow of brake cylinder air to exhaust.

120
FL-86 Relay Valve

94 FL-64 Relay Valve 94

Magnet Porhon , 93 Magnet POFUOH ‘

I 15' %$:T§/5 n 15; 93

-_- , =7 El --- if’ El

. 142 1 Q . 142 %/-M 84

161 A--.--9». ' - ,-" ea 16, ‘ HL_._.__,\_ 15 I as

:2’ - I‘/;,. . ' E =5,

161'’ 4/" I . \\‘\-A’///, 85 161a "/n\'/4 ;\§_‘; 66

$212 V//-'&'.§\.//% ' I _' §\\§ c 92 $_'/_i ///:§,\’\.//% 4 .,\{\\§‘ 92

W 2 e==@~‘~eiJ/ 74: -:-3 § '1 74. -_=_-.=

“..r15\' 1: '€'\

.. .,

I’ :n/

I1

.1 ,

'/Z’,-'/L)‘ lnshot Valve Poflwn lnshot Valve Porhon

\ 948

\\

30 6 ' 30 6 I :

7/ P100 Bracket /, __ / / P191: Bucket

_I_I

/.

16 //A 17 . I I

51b 61: 51 “"\* 61b 51a 51 ' ‘ ' '

§‘~\\\‘

16 ~\\\“e‘\“+“"-.‘-\‘ ‘ . - '3 " \ 16 -\¢‘s‘\‘2&-‘?\\\ _‘ ‘ -i

I "4 .\_"\ . - :1 .' . ..

17‘ M—& '_ ‘— —_I ‘ '7' IF“ 4'//h|'i '1/; _ - — \

19. \ /,

/\ /‘

=1 WI-'=?;'-."=.'.1 33 s - _ -

\\" \ \ I \ \,'n=,_A I \_4 _: _

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

§./’:‘\\""‘l;i“-\‘ ‘I-iI?|.\\\\\\\\\"" 34 §./’i‘\"':y . ‘ '-

\\_'//2 -?\\\\\\-\-_-S _§\\j//g \\\ .

~/¢n : § ¢\ \\\.\. .~_. \_4.''-._ -//5\ : : \ -.

2" : : A lgg.-.‘-M).-;-.':~_’.‘-1: so 2 2-~ H g |;__-

6B K/J‘ E ¢§ '''‘\\-‘‘'''9‘,'‘//'' 68 ///. § \ '\-‘L\\

///‘< A \ \‘I¢ ///.>.< . .§ \

/ \ \ \\ I / \ . \

so ’'’////>/‘‘ \ ‘\ " eo ‘~“— \

4° ” \ \ 4* ’I\

”’///d§\\\\\ 42 43 23 25 '”///A\\\\\ 42 43 23 25

64 68 Relay Portvon 64 ea Relay Porbon

Public Domain / http://www.hathitrust.org/access_use#pd

Dwphragrn Porbon 38 36 Dmphragm Portaon 38 36

lnsho! Vdvo Porhon lnshol. Vave Porhon

94\ F-8 RELAY VALVE 94 F-6 RELAY VALVE

-.=‘ 9 -"!=% 9

Ex _'_’ 88 El ,2 88

l : '07 4

84 ‘II: ""1 84 -*1 F‘ ‘"9

: 9 B5 , I91 I as

~‘>.\..2~I " ' ,8 ’~“\\“ "'

_ _.a.... ,8

‘_ .‘._. s‘;//////////////////% Q\\\\\‘-_. .

92 C 92 C

.s17.

948 ¢”J,.‘\ 17 \‘ 9'” B'°°'‘°‘ Q48 * \§ Ploe Bracket

.\ s\

6 R“ ®\

30 § \ 16 s i\\s §§§\\\

51*! 51\ 1'“ 3 . 7/4 61a 51 ~-- My

Z”’€."‘f-:':',’é:""'g' ' " 19 :1///57’/54'.’ 51b 6. 51b 6.

\ \ ‘\r \

'63 he w,/////////// 15 158 .\ ,,, IIIII” 5

in the D-24 control valve. Thus, passage 16 is connected past unseated check

valve 2520 to passages 36 and 28 which connect past check valve 252 to passage

3, thence past unseated diaphragm 199 to passage 3a, through a cavity in the

release valve slide valve 114 to passage 10 and through choke 8 to atmosphere.

With the diaphragm chambers of the F-6 relay valve thus open to exhaust,

release spring 42 in the relay portion holds piston 36 and the diaphragm stack

in release position, where lever 43 is moved to release position, opening exhaust

piston 25 and its valve 23. The brake cylinder pipe 30, therefore, is opened

through the central cavity F of the relay valve to the exhaust and the brakes

are released.

At the F—6 relay valve. air from the control pipe 16 flows through strainer

17 and passage 16a to diaphragm chamber A, and passages 16, 17 and 17a, to

diaphragm chamber K; also through passage 17, past supply valve 92 to the face

of diaphragm 85, thence through passages 19 and 18 to diaphragm chambers

P and N. “Then approximately 7 pounds pressure is obtained in chamber C,

inshot diaphragm 85 is deflected, compressing spring 88 and moving piston 84

sufficiently to permit spring 94a to seat the supply valve 92, cutting off further

flow to diaphragm chambers N and P. The 7 pound initial pressure inshot thus

obtained in all the diaphragm chambers is directly effective in chamber P where

it acts on diaphragm 38, overcomes the resistance of spring 42 and deflects

the diaphragm moving the self-lapping portion to application position. The

exhaust valve 23 and its piston 25 are seated by the lever 43 and the pilot

application valve 32 and its piston 30 are opened, permitting main reservoir

air to flow to the brake cylinders. This provides a low brake cylinder pressure

sufficient to take up brake rigging slack and apply the brake shoes to the wheels.

After the inshot supply valve closes, the 7 pounds pressure in chamber P

is retained, thus maintaining this inshot pressure directly on diaphragm 38 while

further build-up from the control pipe 16 can take place only through passages

16a and 17a to chambers K and A. This additional pressure is transmitted

through the diaphragm stack to the main diaphragm 38 but, as diaphragm 64

has an area only 60% of diaphragm 38, the effective pressure on the main

diaphragm is limited to this ratio. The self-lapping portion will, therefore,

develop approximately this ratio of brake cylinder pressure and then lap off.

Consequently, the brake cylinder pressure realized from any given reduction

in brake pipe pressure will be approximately 60% of the control pipe 16 pressure.

At the F-6 relay valve, brake cylinder pressure builds up in the central

cavity F and acts on the right side of main diaphragm 38 in opposition to control
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

pipe 16 pressure acting on the left side. When the pressures on main diaphragm

38 thus become equal in force to the force on the 60% diaphragm, spring 42

returns the piston 36, relieving the pressure on the lever 43. Springs 33 and 34

then seat application piston valve 30 and its pilot valve 32, and through stem 29

pivot the lever 43 at its upper end, holding the exhaust piston 25 and its valve

23 closed, retaining brake cylinder pressure. This is Lap position in which the

relay portion maintains brake cylinder pressure against leakage, as any reduction

in brake cylinder pressure (chamber F) will permit the greater force on the left

of the diaphragm 38 to again open the application valve 32, permitting main

reservoir air to flow to the brake cylinders until the balance is restored on the

main diaphragm 38. Thus the relay valve at all times maintains brake cylinder
Public Domain / http://www.hathitrust.org/access_use#pd

pressure in an approximate 60% ratio to control pipe 16 pressure.

When control pipe 16 pressure is reduced, air flows from chamber A, and

the check valve spring chambers to passages 16a and 16. As the pressure in

the spring chamber reduces, chamber K air unseats check valve 51 b and flows to

passages 16a and 16, reducing the pressure on diaphragm chamber K as control

pipe 16 pressure is released. With the effective pressure on the left face of main

diaphragm 38 thereby reduced proportionately, the greater force caused by the

brake cylinder pressure on the right of diaphragm 38 deflects the diaphragm

to the left. Piston 36 moves to the left relieving the pressure on the lower end

12_2
of lever 48; brake cylinder air then opens exhaust valve 28 and its piston 25

and flows to atmosphere. If control pipe 16 pressure is completely released,

the exhaust valve and piston remain open, completely releasing brake cylinder

air. If only a partial release is made, brake cylinder air will flow to exhaust

until the pressure on the right face of main diaphragm 88 is slightly below

60% of the control pipe pressure.

F-8 Relay Valve, Fig. 69

“then an F-8 relay valve is used, air flows into chambers A, K and N after

the inshot valve closes, preventing fiow of air to chamber P, thus reproducing

80% of the control pipe 16 pressure in the brake cylinder. Operation similar

to F-6 relay valve.

F-1 Relay Valve, Fig. 68

With the F-1 relay valve no inshot portion is used, air fiows from control

pipe 16 through strainer 17, passages 16, 16a, 17, 17a, 18, 18a, 19, 19a to dia-

phragm chambers A, K, N, and P, reproducing in the brake cylinders that

pressure in the control pipe. Release is the reverse air fiow into control pipe 16.

Application and exhaust valve operates similar to F-6 relay valve.

Operation of the FS-1864 Relay Valve, Fig. 70

At the FS-1864 relay valve, when speed governor equipment is used, air

from the main reservoir pipe 6 fiows through port 6a and choke 15 to the spring

chamber back of application piston valve 80 and the outer face of the piston is

open to the exhaust by exhaust valve 25. Main reservoir air pressure,

on the application piston valve and its pilot valve 82, combined with spring

force hold the valves seated.

Diaphragm chambers A, K, N and P connect to passage 16 as follows:

Chamber A connects through passage 160. to 16. Chamber K connects

through passages 17a, and 17, past unseated valve 161a, through choke

142, passage 15, past supply valve 92 to passages 16c and 16. Also passage

170., spring loaded check valve 516, passage 16a and 16.

Chamber N connects through passages 18a and 18, past unseated valve

161, through choke 140, passage 15, past supply valve 92 to passages 16c

and 16. Also passage 180., spring loaded check valve 51a, passage 160. and 16.

Chamber P connects through passages 19a and 19, past unseated valve 161 b,

through choke 188, passage 15, past supply valve 92 to passages 16c and 16.

Also passage 19a, check valve 51, passages 16a. and 16. Passage 16 con-

nects through pipe 16 to connection 16 of the D-24 control valve where,

with the brakes released, passage 16 is open to exhaust 10 in the D-24 control
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

valve. Thus, passage 16 is connected past unseated check valve 2520 to

passages 86 and 28 which connect past check valve 252 to passage 8, thence

past unseated diaphragm 199 to passage 8a through a cavity in release

valve slide valve 114 to passage 10 and through choke 8 to atmosphere. VVith

the diaphragm chambers of the FS-1864 relay valve thus open to exhaust,

release spring 42 in the relay portion holds piston 86 arid the diaphragm

stack in release position, lever 48 is moved to release position, opening

exhaust piston 25 and its valve 28. Brake cylinder pipe 80, therefore, is

opened through the central cavity F of the relay valve to the exhaust and

the brakes are released.

At the FS-1864 relay. valve, the air from control valve pipe 16 flows
Public Domain / http://www.hathitrust.org/access_use#pd

through passage 16 and strainer 17 to the magnet portion and to the dia-

phragm portion. In the diaphragm portion, the air from passage 16a flows to

the spring chambers of check valves 51, 51 a and 51b, thence to chamber A on

40% diaphragm 60. In the magnet portion, the air from passage 16 flows to the

K-3 switch and the inshot valve. At the K-3 switch the air enters chamber A

and when it reaches approximately 10 pounds pressure, diaphragm 4 of the

switch is deflected against the tension of spring 9, moving collar 6 and closing

123
FS4864 Flolav Valve

F-1864 Relay Valve (same as FS-I664

loss Svnlch

FM'864 Relay Valve

l h t V I P rt‘ '

M 0 am 0 mm 94 Magnfl P°"li°n Switch Porhon 94

.\““\\_ 93 J Magnet Porhon L0“ in \\“» 93

W?-'.e'4, \ -5.-Ql

giij-44 158 __-5 142 =_= 138 3:, 9 6 298 -__ _-__ 15- % 33¢ E

.///‘Ill?/42 a4 |_5161b 20 - Isl - no I . 7%,. I 94

-ll ; 7' 7 ‘. '4 15 ' '

E* 5 28 BB

88 4 "2. ‘ .-:.\_ ---_‘_-_'.E- ; \; .t\ _ ‘ _ I”? : ,4‘ .:' "‘ ' ' . ~ /Io

Z/\g}_\,\§‘_, 3 ;3‘_f2_'_§l7 ‘-"”_"l ;H¢§,.;; _-3; 3; 5 161a \\\\\a~/=9//. 86

*~\\ \‘l£ “ ' -‘ M M"=\/ -- \' 4 -. '4\:'n '-.\'.\l M 1 I7 ,/~ ’'4-.- ¢/// ;\_|\////// R _:".;."'\\\\\\

0 \\\\\\\\\\V /3 § 7 5 9* /'§ 3-W ’/// g//-\=:.'~"m;.:-~'; ;:::,. 59,-

/§,.\\_-7” Q , _ J§ ‘ 92

\ ;- —e-=‘+' - 4-

* —~ ~- - -e \\\\\\\\\s §—’- ' \ ' .u\\\\ c

as $\\\\\§-///4/4 :3." (#4. ::.‘ \‘),"._!//";.-;~:;\'//4 7’: \\\\\\\§\ \\\§\\\ \ 7/ 'f/,/:55‘-;w:\% I __-;‘\‘

\v -_- :_ / ' 1:? . \‘ 'i~ ' {"111 : I \ I R'\_ _ _ I '

”'“/"\ we 5 \\\';:\"\'S‘lé GD 4 A . “"3" '2 5 . 6 '\/Z,:,/,,‘\ lnshol Volvo Porhon

/ , » ..

us

02 94; 161

I62 948

\\

\\\‘ \\ \ i \ - l62b \

162 §\\\\‘t‘\\ \§ \§ 13 § .“.“. mm g

\ § \ \ \ \ 30 6 Y\\\\\\\\\\ >\\\\\\‘ \\\\\\\\\\\

162a \\\\\\\\\\§ 6 / ////////// PM 8,86,,‘

Pipo Bracket § 30 _ 1 ¢ //

§ “\ § 6 61 618 51b 51b 51 51 /A ‘ W

V I I:‘ 7 a ‘ \\\\\\' Q

i7 ’/A g V/////é : \ 2’ II II I!’ ~‘‘ ‘\‘ ‘. \\\\. ‘\\\ \\

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

%;// ' 16:; I6: \\\

g 2 J I W Va .'/,','-;. 1 . \ // . '1 \\\ Q Q \ § a I , ' 7 - _ _ _ -

15 . V /1 19 '9‘ “ \\\

,,_1”,////’, V - ~~\ _:\ \ \ § 0 4 A I /’ / ‘ \

‘/'¢/ /. ’5§\~§§ '38 ‘ ..,- 16

~- \\‘ ' 4 '_ \ - ‘ \ ~ 2

\--~--( \ -- 4 W l I ‘-§ /" 'll¢\ - . /-'~ /, as

a.--.-.:.-he-I ' % 5; = 2 d/1: =l2 = A \\* I-=-?/.'l':-1-’ -M

I \ - \‘ _ ‘ _ _ I . . - __ I

32 \\ 60 ;§“‘\&\<| :"\'l-"_-”_ ' " , \ = 1 1 \ 2 \ I 1‘ _“ Q L ‘Q

.' ’! 56 $71‘ I § I":-'.;\Qi.'L%},’]=;;,/-, 3° 32

Public Domain / http://www.hathitrust.org/access_use#pd

so / V 64 41425;‘. ’'.§ \\\\\\\’ ’

Relay Portion xi ' v _ 6° I///41/\\\//"‘<‘\\\\\ L

/4% Duphngm Porhon 64 /%§\ 42 43 23 25

' 68 Relay Portuon

25 Dmphragm Porbon 38 6

23 43 42 36 38 68

FMS-I85 Relay Valve

FM -I86 Relay Valve (Same as FMS-l86 Relay Valve less Switch) FM-I8 Relay Valvl!

94 94

Slllch Portion ‘ Mmnol Porhon

2a<: 6 L“ ' \°‘-"\\‘; 93 N am“ /\‘i§‘~‘, 93

_l__ _l__ :4 _l__l_ 15a ‘ $4

_. |e| % E’ M 7.? E1. 84

\“"' - 42 - ‘ ’-”' -- ’~’’'

“\\I .3>\\- .—- ,— - -’ ea ..— - -¢’

-‘ ..‘§~n..: "- me I ~- '.‘ 1'-\_'-.. 7 NW-_.‘\_, ‘_\..‘ 7 Ba

- I -\;-s -7; .. ~ 1,, ' J-,,

-F-“"'\,\\.“//".:\‘,'¢| 7‘?//i1l'—-4’i-‘g’4_7l'$'4?~:'_J ' ‘ /> ’//A 85 M é“’4/'!\'fl‘_f / ' as

‘ -’:.'= 4:.’-. e“IL//.S>'=m ////""§-‘\7/// §"'~V////// : '.:.'''Q\\\\. '7 $1 :"//// ‘ .'";.""‘\\\

y//7‘ -.\\\\ ‘_._:‘;é /A y//:\\_{\. //\\§l-§;/7/:1?’ \ ‘ \ $'//: I - / WI I ////////I,/1////11/1 fly _- ‘ 0 §? -7-

C 92

.€,E\. :\ / ;\ - -_'§ ' .y\\,‘ I 4 .- \ -5. '§

FM-I6 Relay Valve 94 FM-86 Relay Valve 94

Maqnel Poruon Medwm ‘kiwi 93 Magnet Poruon Mm /$2?’ 93

II ‘ ‘ 2 \ In 15¢ /‘is-4

--- - E; --- -- £1

—-I 84

.\ I5 Ba \ 15 ‘El 68

Z“ 7/-I-P "'/’-/".?Z/"'6'" . . . L, ’/I '/I ‘I’/I2‘-’5”‘.'i" . 2"’

y {'-\\\’4/ 2 .\\‘\‘.\. '///. 85 4 __\\\\_3{:/,” 86

I7 \.../’: 2//as/////4 ' :1 ../ ‘ 7/ 2' s .<-'-i§'§\.\\\\

(2 ¢// 4/ 311$ C 92 s’/_, V//' Y//~\\\\\\\\\-ms C

V? \ ,'§%s\<s\& _i.‘§ §' _-_;-3

_,; , I.’ - \"':¢.I , A

% .i" "Q 15¢ ‘\/I,; /1)‘ inshot Valve Portion I; 15¢ X/11 »

% //////////////r'/////////////,‘P2i}'? '8 ,|'i',

\\\\\\\\\\\\\\§

x\\\\\\\\\\\\\ Q l6l 94a

\\\\\\\_\\\\\\\\\\ I62

Pme Brackel

17

61b 61a 61

I78 Zr’;//,'

190 .8. / / ~ _ 15

.2): Z " ‘= -v)-!! :~ ‘ 33

\~ ' ' I \.'''--~-'._ ,'/I

>\.-''': = 9 .\\\¥7,

-/W : : A -\,\.\"!.-64'"-,.

2 : : /\ ;m- I >.'——._..-5'3: so 32

8 /1 ~ /\ -~\\

5 .‘ it /////‘4.»=.~ 60 ////41$, 42 X

%\\\ 43 23 25

M 68 Relay Porlvon

Omphragm POFUOO 36 36

FLS-I8 Relay Valve

FL-I8 Relay Valve (Same as FLS-I8 Relay Valve less Swllch)

94

Magnet Portmn

\\\_'\\\I
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

280 6 9 SW"Ch _I..‘ I5] 2 E,

142 ' -

2 ' ‘ I81 /-I"

. ,;-

~~:-; '/4-|=//g..1-1% . r" " ' \\\§%\ \\\“' ’,/'

: <"-s§\\.\\s

Z _,\ ‘:1-j .72 I'_\f\‘//'

\\\‘_§/$ (‘.3 I '

:\:1:\\;YL\\\§"‘...'-'7‘? '/ 7//.\-’\ /41 //11/////I ;/ W 4 M351‘ '

61b 618 51'6 _ .,',. \\\\-“\\“x\\,.\_\x ‘ 1 '_-.3 \

I"!-P-I--"4\ \ - \
Public Domain / http://www.hathitrust.org/access_use#pd

19: \ \\

I , A...”

188 8%}?-Z 24% 5 ¢':. 4 ' 21/

/‘ 1 2 " '.--/I as

('49g 2 2 - '2

§"/1W 2 :\‘ ‘///\\x77,\ -! \ 34

'>‘;¢?s *: gs l.. .. .

' 1 \ :n-»- -"-»‘_-"-:;-I.-'> so 32

58 21.1‘ a N --was/>;-_--5

60 ‘-‘.-~ \\ ‘ x

42 43 23 25

Relay Porhon

Fig. 71.

When approximately 7 pounds pressure is obtained in chamber C’ of the inshot

portion, inshot diaphragm 85 is deflected, compressing spring 88 and moving

piston 84 sufficiently to permit spring 94a to seat supply valve 92, cutting off

further flow to diaphragm chamber N and P. The 7 pound initial pressure inshot

thus obtained in the diaphragm chambers is directly effective in chamber P

where it acts on diaphragm 38, overcomes the resistance of spring 42 and deflects

the diaphragm, moving the relay portion to application position. Exhaust valve

23 and its piston 25 are seated by lever 43, and application pilot valve 32 and

its piston 30 are opened, permitting main reservoir air to flow to the brake
cylinders. This provides a brake cylinder pressure sufficient to promptly take

up brake rigging slack and apply the brake shoes to the wheels.

After the inshot supply valve closes, the 7 pounds pressure in chamber P

is retained, thus maintaining this inshot pressure directly on diaphragm 88 while

further build-up of -pressure in the diaphragm portion is controlled by the posi-

tion of the magnet valves. At train speeds of less than 20 miles per hour the

speed governor equipment closes the circuit to the low speed (L.S.) magnet,

energizing its coil which pulls down its armature and stem, thereby seating the

lower magnet valve and unseating the upper magnet valve 161a. Inshot air

flows through choke 142, past upper magnet valve 161a, through passages 17

and 17a to diaphragm chamber K, thus balancing the inshot pressure on all

diaphragms. With all lower magnet valves 161, 161a, and 1611) closed, additional

application pressure from passage 160 can build up only in diaphragm chamber

A and act on the smallest diaphragm 60. As the area of diaphragm 60 is 40%

of the main diaphragm 88, only 40% of the pressure in chamber A will be trans-

mitted through the diaphragm stack to the main diaphragm 88. Application

valve 82 and its piston 80, therefore, will be held open by lever 48 until brake

cylinder pressure in chamber F and connected brake cylinders builds-up to

approximately 40% of chamber A pressure, thus balancing the pressure on both

faces of the main diaphragm.

When train speed exceeds 22 miles an hour the speed governor de-energizes

the L.S. magnet and spring 162a seats upper magnet valve .161 a and unseats

lower magnet valve 161a, permitting air from passage 16 to flow through pas-

sages 17 and 17a to diaphragm chamber K where it builds up on diaphragm 64.

As this diaphragm area is 60% of main diaphragm 88, the brake cylinder pres-

sure reproduced in cavity F by the relay portion is 60% of that in chamber K.

When train speed exceeds 44 miles an hour the speed governor equipment

energizes the M.S. magnet coil, pulling down its armature and stem, which seats

upper magnet valve 161 and unseats lower magnet valve 161, permitting air

from passage 16 to flow through passages 18 and 18a to- diaphragm chamber N ,

where it builds up on diaphragm 68. As this diaphragm area is 80% of main

diaphragm 88, the pressure reproduced in connected brake cylinder and chamber

F by the relay portion is 80% of that in chamber N. When train speeds exceed

69 miles an hour the speed governor equipment energizes the H.S. magnet coil

(M.S. magnet still energized) pulling down its armature and stem, which seats

upper magnet valve 161 b and unseats lower magnet valve 161b, permitting air from

passage 16 to fiow through passages 19 and 19a to cavity P where it acts directly
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

on main diaphragm 88. The relay portion, therefore, reproduces brake cylinder

pressure equivalent to chamber P pressure and laps off.

The operation of the diaphragm stack as controlled from the speed governor

equipment thus provides four braking ratios of 40%, 60%, 80% and 100% which

limit the braking force in proportion to the train speed. This applies through-

out the entire range of service, independent,and emergency operation.

As train speed reduces the speed governor equipment functions to reduce

the brake cylinder pressure in proportion to the reduction in train speed. As

speed reduces below 65 miles an hour, the speed governor equipment de-energizes

the H.S. magnet and spring 1626 seats lower magnet valve 161b, cutting off

supply to diaphragm chamber P, and unseats upper magnet valve 1611). The air
Public Domain / http://www.hathitrust.org/access_use#pd

in diaphragm chamber P then flows through passages 19a and 19, past upper

magnet valve’161b, choke 188 and passage 15 to inshot chamber C, and through

passage 150. to exhaust valve 98. The air in chamber C deflects diaphragm 85

against the tension of spring 88, moving piston 84 to unseat exhaust valve 98,

opening passage 15a to exhaust, Ex. This exhausts t-he diaphragm chamber P

to 7 pounds inshot pressure, after which spring 88 returns piston 84., permitting

the exhaust valve 98 to be closed by spring 9.4.. This leaves the medium speed

M.S. magnet energized, which establishes the 80% braking ratio on diaphragm

68. The relay portion then operates to make a corresponding release of brake

126
cylinder air. As speed reduces below 4.0 miles an hour the speed governor

equipment de-energizes the MS. magnet, which causes the release of pressure

from diaphragm chamber N through choke 140 and the inshot portion exhaust,

and thus establishes the 60% ratio on diaphragm 64. As speed reduces below

20 miles an hour the speed governor equipment energizes the LS. magnet, which

causes the release of pressure from diaphragm chamber K through choke 1.43

and the inshot portion exhaust. The chokes 138, 1.40, and 143 control the rate

of exhaust from diaphragm cavities P, N, and K to produce a gradual reduc-

tion in braking pressures as train speed decreases.

The FS-1864 relay valve, brake cylinder pressure builds up in central

cavity F and acts on the right side of main diaphragm 38 in opposition to the

pressures acting on the left side. When the pressures on main diaphragm 38

thus become balanced, spring 43 returns piston 36, relieving the pressure on

lever 43. Springs 33 and 34 then seat application piston 30 and its valve

33, and through stem 39 pivot lever 43 at its upper end, holding exhaust piston

35 and its valve closed, retaining brake cylinder pressure. This is lap position

in which the relay portion maintains brake cylinder pressure against leakage,

as any reduction in brake cylinder pressure (chamber Fl will cause the greater

pressure on the left of diaphragm 38 to again open application pilot valve 33.

permitting main reservoir air to flow to the brake cylinders until the balance

is restored on main diaphragm 38.

When displacement reservoir pressure is reduced a corresponding reduction

is made in diaphragm chamber A, K, N or P, whichever is in control. As the

pressure is reduced in passages 16, 16a and the check valve chamber, the greater

pressure in the controlling diaphragm chamber K, N or P lists check valve 51,

51a or 51 b and reduces into passage 16. After the pressure is reduced in

chamber 160 and chamber C below the inshot valve, spring 88 returns inshot

piston 84 and diaphragm 85 and opens supply valve 93. As the pressure is

removed from the diaphragm side of main reservoir diaphragm 38 the higher

brake cylinder pressure in chamber F of the relay portion and spring .43 return

piston 36 and its lever 43. With pressure removed from exhaust valve 33 and

its piston 35, brake cylinder pressure opens them and flows to atmosphere. If

control pipe 16 pressure is completely released, the exhaust valve and piston

remain open, completely releasing brake cylinder air. If only a partial release

is made, brake cylinder air will flow to exhaust until the pressure in chamber

F is slightly below the pressure ratio of control pipe 16 pressure at that speed.

This pressure from the left then moves the main diaphragm, piston and lever
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

to the right, the lower end of the lever seating the exhaust valve and piston,

preventing further release of brake cylinder air. This restores the pressure balance

on the main diaphragm and the self-lapping portion remains in this Lap position

until a further decrease or increase in displacement reservoir air again unbalances

the diaphragm to cause release or application movement of the relay portion.

Operation of Dynamic Interlock Control Portion, Fig. 72

When the FA-4 magnet valve is de-energized (Dynamic brake off) upper

valve 3 is seated, lower valve 3 is open. vWhen an automatic or electro-pneumatic

straight air brake application is made, air fiows through passage 3 or 8a into

passage 38 through open lower valve 3 to passage 36 and lower end of double

check valve 3530. Double check valve .3530 moves upward closing passage to
Public Domain / http://www.hathitrust.org/access_use#pd

independent application and release passage 30a and connecting passage 36 to

passage 16 control pipe 16 and the relay valve. This permits application and

release of locomotive brake in the normal manner.

If the dynamic brake is applied the FA-4 magnet valve is energized which

closes lower valve 3 and opens upper valve 3 to the atmosphere. This vents

the air in passage 36 and 16 to the relay valve and releases the locomotive air

brakes. Lower valve 3 seated will hold any automatic or electro-pneumatic

straight air brake application off.

127
2500 25 ;_ 25lb2oo2 2b 5:0 5%

25'“ 288

i ' “ I'‘''’_'.’’'lIIIl'4 ...-- .

d:-2|” 87253

T"'~‘l'

‘I 1 .. _

' ' I‘ av‘,/I

" ~ (yd \\\-"4 256

‘\\\\\\\\\\\\\\\\\\"

- 1‘ 280 E 284

1’

g.I".'." .

252

.\\~ 1111: ' ~ §§\\\\\\\\:

/. __,§ 0

F 0 .\ ~ S 230

\‘ ' '/~ 0 ' “'\“_“§ ."‘ ~\

.§ . h\§§ -- ~.§ 226

N‘ 2 .\\\\\\\ , Deed

' A \\\\\\\\\\\\\\

‘\

3:

I \ .\\\'\'E Y

\\.\\\~<~. N

Q3

32

:; ’

:09 ///la
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

b :6 0)

Dynamic Interlock Portion

If an independent application of the locomotive brake is desired while the

dynamic brake is on, air from the independent brake valve will flow through

pipe and passage 20, move double check valve 2526 to its lower seat connecting

passage 20 and passage 16 to the relay valve to apply the air brake. Independent

release is accomplished by the reverse flow of air through passages 16, 20a, pipe

20 and independent brake valve to the atmosphere. Therefore the dynamic

interlock has no effect on the independent brake operation.

When an emergency application is made a pneumatic switch controlled

from No. 15 pipe of the D-2/1 control valve is opened. This de-energizes the
Public Domain / http://www.hathitrust.org/access_use#pd

control circuits which nullifies the dynamic brake and de-energizes the FA-4

dynamic interlock magnet valve. The air brake will then operate in the normal

manner. The No. 25 pipe connects to a pneumatic switch which will open the

circuit to the FAA dynamic interlock magnet for a train, overspeed, or safety

control brake application.

On some locomotives the installation is so arranged that pressure from

No. 12 pipe controls a pneumatic switch, therefore the dynamic brake is nullified

only from a brake valve initiated emergency.

128
GENERAL INFORMATION

Synchronization of Locomotive with Train Brake

Both in Service and Emergency

SERVICE—The locomotive brakes and train brakes apply uniformlv on

both a time and pressure basis. This is accomplished through the mearis of

the displacement reservoir, which delays the beginning of effective brake cylinder

pressure development on the locomotive to agree with that on the cars, after

which both train and locomotive cylinder pressure build up uniformly.

EMERGENCY-—Emergency applications are adjustable to provide slack

control according to the service. This feature provides a rapid development of

locomotive brake cylinder pressure for passenger and short freight trains; or

a controlled build-up for long freight trains.

Hauling Locomotive “A” Unit Dead in Train

Close the brake pipe cut-out cock and remove the brake valve handle (in

RUNNING position). Move shifter lever if included to A. U. position.

Open the dead engine cut-out cock (or change dead engine cap) on the

D-24 control valve pipe bracket just above the service portion. This provides

for charging the main reservoirs from the brake pipe. Open the brake pipe

branch pipe cock to charge the D-24 control valve reservoirs.

Remove or keep the independent brake valve handle in Release position.

Position the Rotair Valve in passenger (PASS.) position.

Hauling Locomotive “B” Unit Dead in Train

Open the dead engine cut-out cock (or change the dead engine cap) on the

D-24 control valve. This will provide for charging the main reservoir from

the brake pipe.

With the hostler’s brake valve in Handle-Off Position, remove the hostler’s

brake valve handle or secure it in this position. Open the cut-out cock in the

independent application and release pipe under the hostler’s brake valve.

Open the brake pipe branch pipe cut-out cock to charge the D-24. control

valve reservoirs.

Where the controlled emergency cock is used it must be placed in “P”

passenger position.

The “B” Unit must have an atmospheric opening from the a_ctu-a_.ting pipe,

the independent application and release pipe and the straight air pipe (when

used) to insure a release of the automatic brake. Open the cut-out cock and

remove the plug from the alternate connection, opposite the air hose, at one

end of each Unit in the Actuating. Independent Application and Release and
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Straight Air Pipes.

The cut-out cock to the reducing valve must be closed.

The locomotive brakes are then controlled from the automatic brake valve

on the lead locomotive.

129
Public Domain / http://www.hathitrust.org/access_use#pd
Double Heading

When preparing for double heading an “A” Diesel power unit behind a

lead locomotive, move the shifter lever, (if included) of the brake valve to

Automatic (A.U.) position. Make full service application, close the brake pipe

cut-out cook, but leave the rotair valve in FRGT. or PASS. position depending

upon the service required. Brakes are then controlled from the lead locomo-

tive but the engineman on the second unit can make an emergency application

by moving the automatic brake valve handle to emergency position, and can

release the brakes on the Diesel power unit by depressing the independent brake

valve handle.

Procedure for Changing Operating Valves

When the main reservoirs are charged proceed as follows: Place the auto-

matic brake valve handle in emergency position, and leave it there, depress the

independent brake valve handle in release position, rotair valve in “PASS” posi-

tion, until the auxiliary and emergency reservoirs are drained. Close the equip-

ment cut-out eoek (side vented) located in the 1nain reservoir pipe between

the brake equipment and the last main reservoir. After the devices are changed

the equipment cut-out cock should be opened before the automatic brake valve

handle is placed in a charging position.

Procedure for Changing Ends

(Two Diesel “A” Power Units)

When changing ends on double end “A” equipment (two “A” units) pro-

ceed as follows:

Make a 20 pound brake pipe reduction with the automatic brake valve,

after which move the brake valve handle to Lap position, move the independent

brake valve handle to release position, and observe that the brakes are still

applied. Close the brake pipe cut-out cock and place the K-2 Rotair valve in

Lap position or the K-2-A Rotair valve either in FRGT Lap or PASS Lap.

Move the automatic brake valve handle to running position and remove both

handles.

Control at the opposite end should be taken without delay, as follows:

First insert the brake valve handles, place the Rotair valve in PASS or FRGT

position depending on the service used, move the independent brake valve handle

to application position. Open the brake pipe cut-out cock and move the auto-

matic brake valve handle to emergency position, then back to lap. When

changing pressures, to avoid the possibility of an overcharge, depress the inde-

pendent brake valve handle in full application position for about 8 seconds.
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Move automatic brake valve handle to running or release position, depress foot

pedal, check gages to insure brake pipe and main reservoirs are fully charged

then release independent brake.

Multiple Unit ()peration

When two or more Diesel “A” power units are operated together (all hose

couplings properly coupled together and all end cocks open) the brakes are

controlled from the leading unit, in accordance with preceding instructions. On

all other “A” power units, however, close the brake pipe cut-out cock, place

K-2 Rotair Valve in Lap or (K-2-A in either FRGT. lap or PASS. lap) and

remove the brake valve handles. The brakes are then controlled from the

leading power unit. In case the actuating pipes and the independent application
Public Domain / http://www.hathitrust.org/access_use#pd

and release pipes cannot be connected between units the rotair valve must be in

“FRGT” or “PASS” position.

130
J FUNCTIONS OF THE PRINCIPAL PIPES

BRAKE PIPE (1)--The brake pipe runs the length of the train with con-

nections on the locomotive units to the brake valve, the D-24: control valves

and the B-3-A emergency-brake valves. Its purpose is to supply the reservoirs

of the control valves and to apply the brakes in automatic operation.

. MAIN RESERVOIR PIPE (30)--This is trainlined between units to create

a single supply system for operation of the train brakes.

SIGNAL PIPE-—-the signal pipe runs the length of the train and provides

means for signalling the engineer through use of the Signal Car Discharge Valves

located on the units and the cars.

BRAKE CYLINDER PIPE-—This is contained on all units and runs

between the relay valves and the brake cylinders to supply and exhaust the

air in the cylinders.

INDEPENDENT APPLICATION AND RELEASE PIPE (20)——It is

trainlined to all units from the S-40 Independent Brake Valve through the

Rotair Valve on the controlling unit to all D-24 Control Valves. It controls

the independent application and release of the locomotive brakes.

ACTUATING PIPE (13)-—It makes the same connections as the Inde-

pendent Application and Release Pipe and provides air to release applications

on the locomotive independently of the train.

CONTROLLED EMERGENCY PIPE (35)——When the K-2-A Rotair

Valve is used this pipe is contained in the “A” units only and connects the

Rotair Valve and the S-4.0 Independent Brake Valve to the D-24. Control Valve

to select or nullify controlled-emergency. With a K-2 Rotair Valve this pipe

is trainlined to all units and performs the same function throughout.

RELAY VALVE CONTROL PIPE (16)--It connects the D-24. Control

Valve to the Relay Valve and the Relayair Valve unit. and is contained in each

unit. Pressure in this pipe controls that in the brake cylinders through the

relay valves in any brake application. It also operates the cut-off function of

the relayair valve.

APPLICATION PIPE (10)--T his pipe runs from the Brake Valve to the

Relayair Valve Unit and timing valve on “A” units. It carries main reservoir

pressure with service application portion and bra.ke pipe pressure with emergency

application portion. Reduction of the pressure in the No. 10 pipe through safety

overspeed or train control results in a brake application.

SAFETY CONTROL PIPE (3)——It runs from the Relayair Valve unit to

the Brake Valve through the Diaphragm Foot Valve and is contained on “A”
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

units. It carries air from the No. 10 pipe and is vented to cause a Safety Control

Application.

STRAIGHT AIR PIPE-—This pipe connects the control valves, 2-1-B magnet

portions and the master controller and runs the length of the train. Its purpose

is to synchronize the electro-pneumatic brake.

SUPPRESSION PIPE-—T his leads from 26 and 17 connections of the

brake valve to the 17 connection on the relayair valve unit to provide a tem-

porary suppression of an overspeed and safety control application when a

suppression relayair valve unit is used. When the A-1 suppression valve is used

these same brake valve connections lead to similar connections on the suppression

valve to provide for temporary suppression for overspeed, safety, and train
Public Domain / http://www.hathitrust.org/access_use#pd

control.

SANDING PIPE (15)—-It is contained on “A” units and connects the D-24

Control Valve to the H-5-A Relayair Valve to initiate emergency sanding and

to the power-off switch to cut off the locomotive power in emergency. Can also

be used on the “B” units when sanding is desired.

131
SUGGESTED PROCEDURE WHEN PIPES ARE BROKEN

Automatic Brake Valve

Equalizing Reservoir Pipe 5.

1. Close pipe to brake valve by plug or short close bend.

2. Close brake pipe exhaust (1/3” pipe opening on rear of rotary valve

seat) using 1/2” pipe plug or well fitted hard wood plug.

3. To apply the brake move the brake valve handle into the emergency

position zone gradually opening the pilot emergency valve only.

Functions of the service position are lost.

Application Pipe 10.

1. When Service Application portion is used close cut-out cock on front

of the brake valve. This cuts out the safety control overspeed, and train

control operation.

2. When Emergency Application portion is used close the cut-out cock

if available or close the pipe by plugging or close bend. The functions

of the emergency portion are lost.

Brake Pipe 1.

Must be repaired or locomotive and train automatic brakes are in-

operative. The locomotive independent brake is operative but the

automatic brake valve handle should be placed in lap position.

Control Pipe 11.

Cut out the Electro-Pneumatic brake and proceed using the Automatic

Brake.

Governor Pipe 29 (Steam Locomotive).

Proceed with high governor top in control. If the high pressure top

governor pipe is broken the compressor must be manually throttled to

control the main reservoir pressure in first service, lap, service, and

emergency position.

Safety Control Pipe 3.

Broken between the brake valve and the foot valve proceed with safety

control controlled with diaphragm foot valve only. Between foot valve

and relayair valve unit close the cut-out cock on the service or emer-

gency application portion or a close tight bend to stop the leak with

emergency application portion. All functions of the application portion

are lost.

Sanding Pipe 9.

Broken between the brake valve and No. 15 double check valve (with
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

break-in-two protection feature. Must be repaired or lose manual

brake valve sanding. When the 15 double check valve is not used the

break must be repaired or manual and automatic emergency sanding

features are lost.

Suppression Reservoir Pipe 23.

Stop leak on brake valve side of the break by plugging or a close tight

bend. Proceed, functions are the same as with Rotair valve in “PASS”.

Reduction Limiting Reservoir Pipe 24.

Close first service cut-out cock and proceed using service position for

automatic brake operation.

Power Cut-off Pipe 25.

Public Domain / http://www.hathitrust.org/access_use#pd

Power cut-off for any application portion operation is lost. Stop leak

from the brake valve.

132
Main Reservoir Pipe 30.

Must be repaired to have an automatic brake. If the independent

brake valve is not mounted on the automatic brake valve pedestal

the independent brake valve can be used if the main reservoir loss of

air is cut-off.

Stop Reservoir Pipe 8.

Close pipe on the brake valve side by short tight bend to be able to

obtain a tram overspeed or safety control release. The service appli-

cation portion cut-out cock can be closed and proceed without anv

repairs.

Independent Brake Valve and Rotair Valve

Main Reservoir Pipe 30.

if broken at any point repair must be made to have the use of the

mdependent brake valve. If the break occurs in the branch leading to

the independent brake valve stop the loss of main reservoir air, and

the controlled emergency feature is still available. The automatic

brake is not effected.

Actuating Pipe 13.

Proceed without any repairs with the loss of the independent quick

release feature. The brake valve handle must not be placed in lock-

down position.

Application and Release Pipe 20.

Proceed with the independent Brake Valve Handle in -release position

(not locked down) with t-he loss of the independent locomotive brake.

Controlled Emergency Pipe 35.

Place rotair valve in “PASS” and proceed without the controlled emer-

gency feature and other freight functions of split reduction, etc.

Brake Cylinder Relay Valves

Main Reservoir Pipe 6.

It must be repaired to have a locomotive brake. If repair cannot be

made stop loss of main reservoir air and follow instruction of the rail-

road involved.

Brake Cylinder Pipe 30.

Same as for main reservoir pipe 6 unless break in cylinder pipe is beyond

the cylinder cut-out cock in which case close the cock and proceed with

these cylinders cut-out.

Control Pipe 16.

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Must be repaired to have a locomotive brake. Otherwise follow the

instruction of the railroad involved.

Second Reduction Reservoir Pipe 18.

Proceed without any repairs, safety, overspeed, and train control brake

pipe reductions are unlimited.

Suppression Reservoir Pipe 19.

Repair lea.k on brake valve side by close tight bend on the pipe. Pro-

ceed with the loss of permanent suppression feature.

Suppression Pipes 26 and 17. . _

Repair leaks on brake valve side by close tight bend 1n the pipes. Pro-

ceed with the loss of the partial suppression.

Public Domain / http://www.hathitrust.org/access_use#pd

Broken Pipes.

Repair the leak with close tight bend and proceed without the use of

the gage.
lWaster Controller and 21-B l\i/Iagnets and Bracket

Control Pipe 11 to Master Controller.

It must be repaired to have an electro-pneumatic brake or move brake

valve shifter to “AU” position and proceed with the automatic brake.

Straight Air Pipe 4.

It must be repaired to have electro-pneumatic brake. If repairs cannot

be made move automatic brake valve shifter lever to “AU” position

and proceed with the use of the automatic brake.

Auxiliary Reservoir Pipe 6.

It must be repaired to have an electro-pneumatic brake. To have an

automatic locomotive brake the auxiliary reservoir leak must be stopped.

The automatic locomotive brake can be cut-out by ‘closing brake pipe

branch pipe cock and use the independent locomotive brake.

D-24 Control Valve

Displacement Reservoir Pipe 3.

Auxiliary Reservoir Pipe 5.

Emergency Reservoir Pipe 2.

In case of breakage of any of these pipes close the brake pipe branch

pipe cut-out cook. The automatic locomotive brake is inoperative but

the independent brake can be used.

Main Reservoir Pipe 6.

The main reservoir leak must be stopped by close tight bend in the pipe.

The independent application and release portion slide valve will be

blown from its seat with either an electro-pneumatic or independent

brake application. The amount of pressure to blow the slide valve

from its seat will vary depending upon the tension of the slide valve

spring.

Independent Application and Release Pipe 20.

The independent application is lost but the quick release is still avail-

able. No repairs need be made, proceed and carry independent brake

valve handle in running position. ~

Actuating Pipe 13.

The independent quick release and electro-pneumatic locomotive brake

cut-out features are lost. No repairs need be made, proceed but do not

use “lockdown” position of the independent brake valve handle since

this will cause a blow at broken pipe 13.

Straight Air Pipe 8.

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

The use of the electro-pneumatic brake is lost on the locomotive if repairs

cannot be made. The electro-pneumat-ic brak.e can be operated on all

other units if the break is repaired on the straight air pipe side but do

no-t close the pipe on the D-24 control valve side.

Controlled Emergency Pipe 35.

The controlled emergency feature is lost. Proceed with the rotair valve

in “PASS” position.

134
Public Domain / http://www.hathitrust.org/access_use#pd
Cbntrol Pipe 16.

Note 1. A close tight bend refers to tubing which can be doubled over and.

Note 2.

If the break is between the D-24 Control Valve and the brake cylinder

relay valve repairs must be made to have a locomotive brake. If repairs

cannot be made follow the instruction of the individual railroad in-

volved. for moving a locomotive without an operating brake. If the

break occurs beyond the branch leading to the brake cylinder relay

valve repair the leak with a short close bend on the control valve side.

Proceed with the loss of the H-24 relayair valve cut-off valve function.

hammered tight enough to prevent. "serious leakage. Where the pipe

breaks at the flange fitting a well fitted hard woodplug may be driven

into the fitting to prevent serious leakage. Blank gaskets or discs

under flange fittings or in iron pipe unions are methods that can be

used to advantage. -

In case the brake pipe branch pipe is closed, to move the locomotive _

to a terminal, the auxiliary and emergency reservoirs should be drained

and open to the atmosphere to guard against the possibility of cock

key leakage resulting in a stuck brake. This may be obtained by

removing_a reservoir pipe plug or disconnect one of the pipes 2, 3, or 5.

135
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
RECOMMENDED INSPECTION WHEN UNITS ARE ASSEMBLED

*1.

The position of the K-2 and K-2-A rotair valve handles should be noted

on each “A” unit and the controlled emergency cocks on the “B” units seeing

that they are positioned for the service intended.

T-he control should be in “PASS” position for all passenger and short

freight trains. The class of the freight train with reference to speed should

be considered when “FRGT” position is selected. For example, a heavy

freight train of 50 cars or more operating at top speed of 30 to 35 mph

should be placed in “FRGT” position but trains operating at higher speeds

would not be placed in “FRGT” position until train length exceeded about

70 cars.

The above will automatically apply to overspeed, safety, and train

control split reduction and timing reservoirs.

The “B” unit hostler’s valve supply and the NS-1 reducing valve brake pipe

supply cocks must be closed. The hostler’s brake valve handle should

be removed. -

The brake pipe cut-out cock must be closed on all automatic brake valves

except the lead or controlling unit (handle vertical). Both the automatic

and the independent brake valve handles should be removed except on

the controlling unit.

Connect all hose and open end cocks between all the units. Note that

brakes apply and release on all the units from the lead or controlling

Independent Brake Valve.

After charging the brake pipe about 6 minutes, D-24 control valve branch

pipe cut-out cock open and charging change over cock in “FRGT” position

or about 3 minutes in “PASS” charging position, make a 15 pound brake

pipe reduction and lap the brake valve. Note the Brake Pipe Gage for

one minute for leakage which should not exceed 5 pounds. Note the Brake

Cylinder Gage that brakes apply and remain applied for the above one

minute. Then close brake pipe cut-out cock and move the automatic

brake valve handle to emergency position and observe that the brake valve

emergency exhaust valve opens and brake pipe gage indicates zero. Check

all units that brakes are applied. Then open the brake pipe cut-out cock

and place the brake valve handle in running position. Check all units

that brakes have released.

When Electro-Pneumatic Brake is used, move the shifter lever to “SA”

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

position, brake valve handle in running position. Then move the brake

valve handle to full application position and note the pressure on the

Straight Air Pipe Gage of the locomotive. The maximum pressure should

be about 70 to 75 pounds and the time not more than 5 seconds to 5 pounds

below the maximum pressure. Note the Straight Air Pipe Gage for any

“Pumping” action which may be due to leakage. The resulting brake

cylinder pressure will depend upon the type of relay valve used and may

only be a ratio of that in the straight air pipe.

Note that the Graduated Release Cap on the I)-24 control valves are set in

their proper position. This cap can be changed without draining the

reservoirs when the D-24 control valve is in release position.

Public Domain / http://www.hathitrust.org/access_use#pd

The engineer should inspect the seal on all sealed cocks to determine if

they are properly sealed and should report any cock on which the seal is

broken.

136
9. Locomotive enginemen when taking charge of locomotives must know that

the brakes are in operating condition.

*NOTE:

The rotair valves and controlled emergency cocks, depending upon

specific railroad instructions, may be positioned for “FRGT” after loco-

motives are attached to the train and returned to “PASS” position when

detached from the train. If locomotives are detached from the train and

are being moved in “FRGT” position, place the automatic brake valve

handle quickly in emergency position if an emergency should arise. Follow

this movement by quickly moving the independent brake valve handle to

full application position to Nullify the Controlled Emergency Feature.

The independent brake valve handle should be left in full application

position until the stop is completed or the occasion for the emergency

application has passed.

137
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
INDEX TO INSERTS

Cock Handle Positions for Operation of 24-RL Equipment in

Various Types of Service

Rotair Valve Position Combinations

D-24 Filling Piece Portion Plugging Combinations

H-24 Relayair Pipe Bracket Plugging Combination

Application of Stabilizing Volume to the D-2-1 Control Valve

C72550-12-—Piping Diagram, A Unit—-Fundamental Standard Freight Loco-

motive

C72550-12--Piping Diagram, B Unit—Fundamental Standard Freight Loco-

motive

C72550-13--Piping Diagram, A Unit—-Fundamental Standard Passanger Loco-

motive

C72550-13——Piping Diagram, B Unit—-Fundamental Standard Passanger Loco-

motive

C72550-20——Piping Diagram, A Unit-—Freight Locomotive

C72550-21-—Piping Diagram, A Unit—-Steam Passenger Locomotive with Train

Stop

C72550-62——Diagrammatic, A Unit-—Fundamental Standard Freight Locomotive

C72550-63—Diagrammatic, A Unit—-Fundamental Standard Passenger Loco-

motive

C72550-64--Diagrammatic, A Unit-Passenger Locomotive With Deadman’s

Service -

C72550-65——Diagrammatic, A Unit--Fundamental Standard Passenger Loco-

motive with Train Control

C72550-66-—Diagrammatic, A Unit--Freight Locomotive with Deadman’s Emer-

gency

C72550-67——Diagrammatic, A Unit—-Freight Locomotive with Deadman’s

Service

C72550-68——Diagrammatic, A Unit-—Passenger Locomotive with Deadman’s

Emergency

C72550-69--Diagrammatic, A Unit--Passenger Locomotive with Train Control

and Deadman’s Service

C72550-70-Diagrammatic, A Unit---Freight Locomotive

C7255()-71—-Diagrammatic, Steam Passenger Locomotive with Train Stop

C72550-72-Diagrammatic, A Unit--Passenger Locomotive with Deadman’s

Emergency
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

C72550-73—Diagra-mmatic, A Unit—-Freight Locomotive with Deadman’s Emer-

gency

C72550-74--Diagrammatic, A Unit—-Freight Locomotive with Full Train Con-

trol and Deadman’s Service

C72550-75--Diagrammatic, A Unit--Freight Locomotive with Train Stop and

Deadman’s Service

C72550-'78—Diagrammatic, B Unit--Fundamental Standard Freight Locomotive

138
Public Domain / http://www.hathitrust.org/access_use#pd
INDEX T0 INSERTS (cont.)

C72550-79—Diagrammatic, B Unit-—F'undamental Standard Freight Locomo-

tive less Hostler’s Station

C72550-80-—Diagrammatic, B Unit—Fundamental Standard Passenger Loco-

motive '

C72550-81—-Diagrarnmatie, B Unit-—F'undamental Standard Passenger Loco-

motive less Hostler’s Station

E72550-82—-Diagrammatie, Passenger Locomotive Supplementary Diagrammatic

C77550— 1—Piping Diagram, A Unit—-Fundamental Standard Freight Loco-

motive

C77550- 1—Piping Diagram, B Unit—-Fundamental Standard Freight Loco-

motive

C'77550- 2——Piping Diagram, A Unit-——Fundamental Standard Passenger Loco-

motive

C77550- 2-Piping Diagram, B Unit——Fundamental Standard Passenger Loco-

motive

C77550— 5—Piping Diagram, A Unit-—-Freight Locomotive with Deadman’s

Emergency

C77550- 6—Piping Diagram, A Unit—Freight Locomotive with Deadman’s

Service

C77550-10——Piping Diagram, A Unit-—Freight Locomotive with Deadman’s

Emergency

C77550-51-——Diagrammatic, A Unit—Fundamental Standard Freight Locomotive

C7_7550-52-—Diagrammatic, A Unit—Fundamental Standard Passanger Loco-

motive

C77550-53-Diagrammat-ic, A Unit—P'assenger Locomotive with Deadman’s

Service

C77550-54—Diagrammatic, A Unit—Passenger Locomotive with Train Control

C77550-55—Diagrammatic, A Unit—Freight Locomotive with Deadman’s Emer-

gency

C77550—56-—Diagrammat-ic. A Unit—-Freight Locomotive with Deadman’s

Service

C77550—57—Dia.grammatic. A Unit-—Passenger Locomotive with D%eadman’s

Service

C77550-58-—Diagrammat~ic, A Unit-—Passenger Locomotive with Train Control

and Deadman’s Service

C77550-59-——Diagrammatic, A Unit—-Passenger Locomotive with Deadman’s

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Emergency '

C7 7550-60-—Diagramma.tic, A Unit—-Freight L o c o m o t i v e with Deadman’s

Emergency

C77550-61——Diagrammatic, A Unit—Freight Locomotive with Full Train Con-

trol and Deadman’s Service

C77550-62——Diagrammatic, A Unit—-Freight Locomotive with Train Stop and

Deadman’s Service

D7 7550-63—Diagrammatic, Passanger Locomotive Supplementary Diagrammatic

139
Public Domain / http://www.hathitrust.org/access_use#pd
WESTINGHOUSE AIR BRAKE COMPANY

Wilmerding, Pa., U. S. A.

OFFICES

ATLANTA 3, - - - - . - - Candler Building

BOSTON 16, - - - - - - - Statler Building

CHICAGO 4, - - - Railway Exchange Building

CLEVELAND 15, - - - - - - Midland Building

DENVER Z, - - - - Denver National Building

HOUSTON 2, TEX. - - - - Commerce Building

Los ANGELES 14, - - - - Pacific Electric Building

MEXICO, D.F., MEXICO - - - - Edificio Aztlan

NEW YORK 1, - - - - - Empire State Building

ST. LOUIS 3, - - - - - - Shell Building

ST. PAUL 1, - - - - First National Bank Building

SAN FRANCISCO 5, - - - - - Matson Building

SEATTLE 1, - - - - - - Securities Building

WASHINGTON 6, D. C. - - - Ring Building

ASSOCIATED COMPANIES

WESTINGHOUSE PACIFIC COAST WESTINGHOUSE BRAKE

BRAKE COMPANY & SIGNAL COMPANY, LTD.

Emeryville, California London, England

CANADIAN

WESTINGHOUSE COMPANY, LTD. WESTINGHOUSE BRAKE

Hamilton, Ontario, Canada (AUSTRAI-ASIA)

PROPRIETARY, LTD.

COMPAGNIA ITALIANA Concord West, New South

WESTINGHOUSE FRENI S1. SEGNALI

Torino, Italy Wales) Ausfialia

COMPAGNIE DES FREINS St SIGNAUX WESTINGHOUSE BRBMSEN

WESTINGHOUSE GESELLSOHAPT, M. B. H.

Paris, France Hanover, Germany

5M-3 A Printed in U.S.A.

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
LEGEND

BRAKE me: ulmey _

err CONTROL WE Mann

muauzmo nzsanvom wrm

srop nesemom _EXHAU$Tt3n'lPI

sruome PIPE rm 1 _

cane Awrucrmon vnws msronllnlm .

STRAIGHT AIR PIPE T0 MASTER oournougp (yum

unmrcmmce m uenoanov

mo nsrou EX. T0 mnno nescnvom ($51?)

seoouo neoucnou neseayom t!,.‘lP)

eurpnessmn nesanvom 0,, 19)

race vnvs _

as rmsr SUPPRESSIQN ntsenvom (Jain

1| N mrrmo R s: v m ‘LP

5: §tEgtlJlr(t;ATFG rituv PIPE 3Io"lP?_ ‘ ° '

26 rcmonmv SUPPRESSION!-Vol?)

29 common ’

ab tMgLRESERVOlR u LP)

so sr our me

as ACKNOWLEDGING RELAY swrrca

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

';'.38:4'§:8¢0uu-

40 RELEASE PIPE

Full Release Selector Cock

V H“ H‘ O O C)

‘-1

U1!

D-24 Control Valve Prpe Connectrons

%" Ind. Appl. and Rel. Pipe

%' Controlled-Emergency Pipe

Public Domain / http://www.hathitrust.org/access_use#pd

1 1" Brake Pipe

2 3/4" Emergency Reservou Pipe Safety Control Cock

3 3/4" Displacement Res Pipe Handle Down—-“ln"-Cuts in Safety Control,

5 3/4' Aunhary Resenou Pipe Overspeed Control And

6 %' Main Reservorr Pipe 1

3 %~ st!aighg.Au' Pipe Tram Control

10 %: ixhausl Phi: Handle Up—"Out"—-Cuts Out Safety Control

:2 :2. sacréagfé Pe Overspeed Control, And

15 %' B9137 valve Pipe Tram Control

20

35

Bralre Pipe Cut Out Cock

Open Poeihon—Handle Horizontal

Closed Pcnition—-Handle Vertical

Slnlter Lever

Aulomahc Poe1t1on—Lettera “A.U." Exposed

Controlled Release-—l-landle Over Letters “F.V.

Mam Res. Helease——Handle Over Letters “M.R."

%la

9°’

First Service Positron Cock

3 OSE -24-H Broke Volvo

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
LEAD "A" UNIT

"B” UNIT

TRAILING “A" UNIT

K-2 ROTAIR K-2-A ROTAIR N0. 35 mpg No. 35 Pine K-2 ROTAIR K-2-A ROTAIR

No.35 Pipe No. as Pipe Thru No. as Pipe No. as Pipe N1§"s'(§e5ctI:,irp‘(*;;,rc']‘;"(‘,n sfileégrrucock $el{=::°"rhCr<‘>1¢k No. as Pipe No. as Pipe Thru No.35 Pipe No. as Pipe

Thru Selector Cock on c.v. Not Thru rm Como, Valve on C-V °n C-V- Thru Selector Cock on c.v. Not Thru Thru

Rotair Poe. Rotair Poe. Cock Poe. Rotair Poe. Rotair Pos. Cock Position Cock Position Rotair Poe. Rotair Poe. Cock Poe. Rotair Poe. Rotair Pos.

Fm. Controlled From Lead Unit Lap Lap Lap Frt. Lap® Frt. Lap

Pass. Controlled From Lead Unit Lap Lap Lap Pass. Lap® Pass. Lap

Frt. Lap Lap Lap Lap Frt. Lap@ Frt. Lap

Pass. Lap Lap Lap Lap Pass. Lap@ Pass. Lap

Frt. Frt. Lap@ Lap Frt. Frt. Lap Frt. Lap®

Pass. Pass. Lap@ Lap Pass. Pass. Lap Pass. Lap

Frt. Lap Controlled From Lad Unit Lap Lap Lap Frt. Lap@ F rt. Lap

Pass. Lap Controlled From Lead Unit Lap Lap Lap Pass. Lap® Pass. Lap

Frt. Lap Lap Lap Lap Lap Frt. Lap@ Frt. Lap

Pass. Lap Lap Lap Lap Lap Pass. Lap® Pass. Lap

Frt. Lap® Frt. Lap© Lap Frt. Frt. Lap Frt. Lap@

Pass. Lap® Pass. Lap® Lap Pass. Pass. Lap Pass. Lap

Frt. Control Dependent on Lap©® Lap Frt.® Frt. Lap@ Frt. Lap@

Pass. Trailing “A” Unit Lap® Lap Pass.© Pass. Lap Pass. Lap
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Frt. Frt. Lap@@ Lap Frt. Frt. Lap Frt. Lap

Pass. Pass. Lap© Lap Pass. Pass. Lap Pass. Lap

Frt. Frt. Lap ®® Lap Frt. Frt. Lap Frt. Lap

Pass. Pass. Lap@ Lap Pa Pass. Lap Pass. Lap

Frt. Controlled From Lead Unit Lap Lap Lap Frt. Lap® Frt. Lap

Pass. Controlled From Lead Unit Lap Lap Lap Pass. Lap® Pass. Lap

Frt. Lap Lap Lap Lap Frt. Lap® Frt. Lap

Pass. Lap Lap Lap Lap Pass. Lap® Pass. Lap

Frt.® Frt. Lap@ Lap Frt.® Frt. Lap F rt. Lap®

Pass. Pass. Lap© Lap Pass. Pass. Lap Pass. Lap

Rotair Valve Position Combinations

Public Domain / http://www.hathitrust.org/access_use#pd

(9 Close No. 35 Cut-out Cock at end of unit.

(9 Close No. 35 cut-out cock at rear of pl?-

eeding unit.

(9 Open No. 35 cut-out cock at end of unit.

® Controlled Emergency available only on

Lad Unit.

G) Cock may be placed in Lap if No. 35 pipe

cut-out cocks are open to At.

(D By connecting No. 35 pipes between units.

Controlled Emergency is available on “ "

Unit. Feature can be annulled from Lead

Unit.

G) Controlled Emergency not available on

Trailing "A" Unit.

G) Controlled Emergency available only on

Lead and Trailing "A" Unite.

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
240 3/8 PLUG '0" Pc.56992(Ref. 53)

V4 PLUG '8"

Ex_ Pc.5l6298 (Rd. 54l

l4O

40 I2 I8

Recommended Standard

I/B PLUG "A" Pc.5|5794

V4 PLUG "8"

Pc. 5l6 (Rd 54)

Special

D-24 Filling Piece Portion Plugging Combinations

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
800 Culn.

V0‘ To be located as close to the control

valve as possible.

Not less than I" Pipe

D-24 Control Valve

Application of Stabilizing Volume to the D-24 Control Valve

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
E"2 PNEUPHCNIC HQRN

i _ Broke Cyinder Pigu. - , ‘ii°'-2?"; ‘Wm!

Z¢'x "x "Cutout Cock - on "' ° °

4 as I -—- ‘ . a/4''x'.'wi'xso° Angle Brockt

_ :11‘. _

Qlfll-Ill_-_iI 1_.’|.|-|L|._ .

and LS-4 Coupling

Cutout Cock

l/2"Whislle Valve __ /T° H°"‘ 2"x Iii-' Flqngad Union E-7-B SAFETY VALVE

- ‘ ' , \ at #

' “' (8 I75 )

FA-4 MAGNET VALVE

S-40-F INDEPENDENT i T° °°'"P'°$$°' s-I6 GOVERNOR

BRAKE VALVE a TUBE AI=TERc0o|_ER |;Pipe\ 22% x 72' Notal ola2 (Sol I25-I40 lbe.)_

. A-6 PNEUPHONIC HORN Main Reservoir 2.x2..F|umd Union _

o " Q‘

|% EMERGENCY BRAKE VALVE '8 Cutout COOK

g-2 Fltétairkvflve 13 T-35 Gage Automatic Droin Volvo OD 00 J0 Um I r

ipe rac 6 1 __3() E

K-2 ROTAIR VALVE " _]¥0D

20 55 Drain Cock
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

g D-24 Control Valve

0.1:). I .

:3 30 3.5 ~ ‘ '\Notc 4 Pipe Bracket A'| '* Pipe/1 A i

23 No. 15-0 DOUBLE H-24-C Relayair Valve D-'24 CONTROL VALVE Q J

13 CHECK VALVE Pipe Bracket ~

I '/ 1 /as 19 Ila 2D 1 6‘ 95 0.0.

. L I 5; 0 D< r F L 1 I "

D3" 24 Brake Valve 25 213 I I ‘ ' ' ’—'_ 22% X 72 5+ L_|

Pipe Bracket ; -OD/Y ' 151' F M . Re .

‘E O D 1/ §\ 1st. SuDDreasi0n Siing End .. um servo" Dummy couwnq

Ie
Public Domain / http://www.hathitrust.org/access_use#pd

a 5 Combined Dirt Collector md Cutout Cock

:0 " " TYPE 0 55'' OD / '7 -§-OD . U }iHo5DA RELAYNR B 3 A REL\vALvE Combined Auxiliary, Emergency I/2ll Drain Cock l/2" D ‘ I-Cub", M Wm‘

S|GNAL VALVE ' ' 10 045-0 overspeed WW5 6 ' ' A-2 CAR DISCHARGE VALVE and Displacement Volume Reservoir mm cock .

- Tee mi Double Choke FTlliIlQ(I* Ch ke) VALVE ,, \ 2" XMF Flanged Union Lock“ h

f’° 10 3 (VHL-TC|'lnOfilQ cw lo 12 10 3‘/|?|61..'°°Fl":l)9 L M (H MAIN RESERV0lR ""°“"""Y W

6 11 4 -1 °"°" k 1, mm 1 l 5 ~\|"|,Ps,. CUTOFF VALVE _ §4i.Es.

o a min #00 " .

3:./8u Cutout COCk/%=> ,, 5/64"(;h kg) Spring " ‘ 2 “ 9 ‘l _ I I

is 0.0. 60; End -'7é°“l°"* "5 1 REDUCING Aux. Emer. 4; cuioui Cock with 1120 . I-'-I Dummy Coupling

16 M FA-it”:/li_i:i’c&;__NET Volume Reservoir N 3 Lockinq "(India A {pipe

22 \ 8 .- " ___ " ote 3 v v ‘

Equal. and Red. L TYPE 0 DIAPHRAGM *5 0.0. 95 0.0. *5 °-D- j I )(l"X60°Ang|g Bmcim

Limiting Reservoir FOOT VALVE _. \ ' ,, '

95' Check Valve Is‘: Choke) ?;_§IP§ _ M I _ J _ Q I209‘ 1/zx V2160-

K \ 7% ‘ - Angle Bracket

.00” H \ _e_ Overspeed v°|ume \Overspeed Check Valve ,, k

ii I ma. .. - 13 k . . . 3:125 L -

55 OD Rese""°" 6/64 M 8) Mom Reservoir PIpe\ 4 Ii - Ii .

K ' ' — L A __ I/20-Q.‘ Cont. Emergency Pbe\ ' P’

F-1 D CO I' " ~_. € . ‘

ummy upmg ~\N t 6 j/2O'Dht _ Iooo% A-ggicotion flfieleuse Plgg 0on1. Emoriifi E "““"“ 8‘ R°''P''’°\ '/ - ' " '

. 0 e — —- 6 I, . .
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
A-6 PNEUPHONIC HORN

SA-2 HOSTLERS

BRAKE VALVE

I350.

VALVE

( Set |75#)

AFTERCOOLER I;

221/2"x 72'

{Whistle

Mflin Reservoir

{ Cutout Cock Union

Automatic Drain Valve

3% Duplex Air Gage

BRAKE VALVE

FA-4 Mamet

valve 3/8 Cutout Cock

S-I6

on 2 Dram Cg“

25'|40#)

D-24 Control Valve 3/8"Cut0ut Cock

Pipe Bracket
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

A-I

Automatic Droin Valve

I Pipe

2"Xl V4" Flanged Urion

D-24 CONTROL VALVE

*5” 0.0. ilfchock Vdve

TYPE FILTER

IOD

52

i~E+ L-I
Public Domain / http://www.hathitrust.org/access_use#pd

Dummy Coupling

22!/2"X 72'

E+ L'l ‘-'-- Main Reservoir

Dummy Couplinq /“

I I/4' Cutout

Dirt Collector md Cilout

Combined Auxiliary, Emergency

and Displacement Volume Res

I/2" Drain Cock |.I‘."

RAKE

Relayair Valve V2.

VALVE

I"l.RS.

Cock

0-I MAIN RESE

CUTOFF VALVE

' l"0utout Cook

With Handle

I"Culoul Cock

With Locking Handle

H"|
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
5lGNAL WHISTLE

D S E "24 BRAKE VALVE

3%" Single Pointer Air Cage

33’; Duplex Air Gages

E"'2 PNEUPHONIO HORN

27$ -4 O TYP E INDEPENDENT

BRAKE VALVE

A-6 PNEUPHONIG HORN

To H "

é. \ (Set I75 #)‘

FA-4 MAGNET VALVE

T0 c°'"P'Bs$°' S-I6 GOVERNOR

8 TUBE AFTERCOOLER !*'Pipe\ 22%'x 72" (set

Main Reservoir

I2-5'l4O lbs.)

J!

|i'x22" Hose

with F P-5 Coupling

7 ..

/8X24 Armored Hose with

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

9%" Nipple and HS-3 CouD""9

B-16-DY-90' SLACK ADJUSTERS

{X 33'Armared Hose with ES-2 Coupling

_ bl‘!

!I_|||-II|_.VlI

3/4x 3/4 X9 0°

ANGLE BRACKET

héx 2?"At=tMoREo HOSE

TYPE UAHS BRAKE CYLINDER

.5-.'=I||

B-ts-av-oo"sLAoi< ADJUSTERS
Public Domain / http://www.hathitrust.org/access_use#pd

tho rorncinbr to In the size at tlischoroo at compressor. Subotittnoo for radiating pipe should

In oquivotctt to tho ¢ovo Ion It: 0 m, _ —‘-*-P - r’ _ =

. d P . I'll“ 2. Sdoly vdvotobo molotlod In brooch plpo Qoot Itoot long ht-t from the tits’ charge pipo abul Gr " ' ' m

4 “II 'I'°H\"'I COMP"! I0l'- Tho bmch pipe to bo arrangod to Gain toward tho too md tho I; gt

oototy valvo to Ito lnttn vortiod pooion

3. LM d pipo tohonat rnorothan Bfoot.

4. unqthdoitn not to ucud I3 foot with not more than one 90'elbow

5. Lonqth ofpbo botnoon I-l-24-C rolayalr vulva and G aiopltt-ago toot vatvo not to noood 4 foot.

6.The brmch pipe Ieodingto the Brake \b|ve md Control Vlatve should be as short as possible

75 Goootoh rnamtad odjacont to tho spood govornor roloy cabinet

B.Lonqth at plpo to be not more than 7 feet. _ _ _ 9

9, Lonfth of pipe to bonot loss than 20toeI orrnore than B '6 DY 90 SLACK ADJUSTERS

60 oot betnon the Control Volvo branch plpo tea and Brain Volvo branch plpo too or

othor automatic vontlnq devices

\}8"X24-‘Armored Hose with 54” Threaded

and Male Union Nipple

2-|t

F 3\ tl\ 1? ill 178 /30 3° 0 3-

O O O 33 1%" EMERGENCY BRAKE VALVE \ _ Jo" °“'°"' °°°“

24 0 K-2 Rotair Valve 13 “ --35 _ _ Automatic Drain Valve ‘L’ OD 1500 T d

((3 Pipe Bracket L. 3 V2 Smqle Pointer Gage -'° U"'°° °"

‘O 0 0 4 30 ‘L:
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
A-6 PNEUPHONIC HORN\

SA'2 HOSTLERS

BRAKE VALVE

8 TUBE AF TERCOOLER

l £Pipe\L

\\

E-7-B SAFETY VALVE

(Sel |?5#-)

22 I/2'x 72'

. . TO COMPRESSOR

Mom Reservoir

2"X2 Flanged Urion

SAP Aulomalic Drain Valve

\ 3 I/'2' Snqle Poinl Gage FA

-4 Mamet

. ,. \/°'V° a/8' cm: COCK

ll EMERGENCY BRAKE vAEvE /5 *5 arm Cock E S-l6 Governor(Sell25-I4-Oi‘)

D-24 Control Valve 3/8 cutout cock 3, “OD . _ ' / I1 I / \\

Pipe Bracket A~l Aulomallc Drain Volvo ‘KL Plpe “ '1 Pll-Ve-> '

' 2“XI V4 Flanged Urion

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

£00 D-24 CONTROL VALVE ) ¥

Not /‘ l Check Valve _

2.

22I/2"x 72'

Main Reservoir \ I

__ To Unlooder

3 2 l“ l 34 IRS.

_ R5 Combined Dirt Collector and Cmoul Cock I _ \ ' /

Couplmg : = = % ' I H E

E8|L-I Dummy Coupling C°mb"\°d Auxiliary. E""¢I‘Q¢I‘\¢y ,, '/2 Drum cock _ Ii EMERGENCY BRAKE ' L -

L and Displacement Volume Res ' [PS I2 I H-5-A RelayOlr \/Q"/9 VALVE V2 Drum Cock n
Public Domain / http://www.hathitrust.org/access_use#pd

.' /’ l"cuIauI c ck I I \ l _ 5' CH MAIN RESERVOIR |lAI€;lLl,1nl,_Lgcl(<;'ockH dl “‘

‘L4. 0 1 E W) "19 On 8

wilh Locking Handle L‘ ilk-/I 1 ll - A ZCAR {OD CUTOFF VALVE

l“Xl'X60°Angle [UN T I I Sanding R85 _ "'xl‘X6ooAnq|B

BrackelCouplInQ /} ‘PS 5 435 DISCHARGE ALVE 4 U Bmdm, coupling

4 . . . Aux Em” Tosonder I cum. I/znomou’ Cock 341 [93

/' MP‘ ‘ I5 I" Nae 3 LéQD In ‘pa '

- ~ , 3-SilP'lA'G .. '. --

F_| Dummy '/aX*z><6° Angle §\ UK h__ Q “°° °'"" " ° ° *CUl’Ol.|1 Cock With \’§§!/_——®\'/zx l'2X60°AnqIe

Coupling Bmcket couplmg |-B '“°°%$ Locking Handle EH96 B'°°"°’ C°“P'"‘°

n./\\

l Xl'X60'Anda Bracket Couplmq Note 4 \

|'c"'°"' c°ck "ml ~ ‘I - P‘ I"Xl'X60°Angle Brackei Coupling

Locking Handle lg Culoul Cock / . .

'1 I: \~ Locking Handle / F '—I "- : l,¢2x|¢2x6O°An9le 7-. - /I _ /_ :. 1 “J /7

__ I" y .

Conl. Emor. Pipe\ TOD 4LPs'

I "' _"""' : : “ 11 ‘

I ‘ E :/ k°°K’

I _ Q _ -2 I ' " " c i ‘h

AQl_ll.q1l1]Q_ElD_Q I .

l;';"AngIa Cock J Broke Pipe\ _ \ % Angle Cock

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
E-2 PNEUPHONIC HORN I/2"Whislle Valve

S-40-F INDEPENDENT

D-24 BRAKE VALVE BRAKE VALVE

SIGNAL WHISTLE 3% Duplex Air Gages

_s___ A-6 PNEUPHONIC HOR

F a\ ii iii .21 3/5 /30 H Q0 \ 0 I TO "l L |-,{' EMERGENCY BRAKE VALVE

24\ K-2 Rotair Valve 13 " ' 35

‘O O O @ Pipe Bracket I __30

\ 0 ° 0 O I K-2 ROTAIR VALVE

23 -'_-

"' 20

5 O O Q 2“ EI i I

O '8 = n D-24 Control Valve

25- 0 39 ‘iv 45 9i O.D.'=‘l : \ Pipe Bracket.

8/ 44 30 35 ~ Note 4

Q) 0 30 5 1 __.__- J D-24 CONTROL VALVE

lMn

I T I / I \ 35

17/ ii to 9 ” 20 I I \ _ :

0'24 Brake Valve _-I g - Q 95 O.D./‘r F

Pipe Bracket Fl
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

l./‘A’ O.D. t/|

' 24

5__ l/so . .

TYPE C F B_3_A RELAY VALVE Combmed Dlrt Collector and Cutout Cock

SIGNAL VALVE 55 0-D-< Combined Auxiliary, Emergency

A-2 CAR DISCHARGE VALVE and Displacement Volume Reservoir

3/8" om t 0 k/dii

OU DC NS -1 REDUCING Erner.

<8 22 6i

Equal. and Red. " v

Limiting Reservoir 9‘ 0-D-

Public Domain / http://www.hathitrust.org/access_use#pd

5H/

%'P§ I/2" Cutout Cock " !

p% on F

l t I _ _ Mam Reservoir PIpe\ _ H |/;0.D

F-1 Dummy Couplmg V "'__ ¥ _ ‘ \

2°-ON _ lnde dent A ication a Release Pi __ C..ont-_E._m_e_M enc Pi W.

-l Dummy Coupling \ Ti 1

\-————.—. J

I41,/Ingle Cock -=-_=l Ni‘

“ j:fig5ronch Pipe Tee Brunch Pipe Tee \ g Broke Pipa‘ Branch Pipe Tee I

F I WI I

I c II /

‘I .. _ , /3/4’Cutout Cock With Locking Handle ' "P3 sigmi pip“

\- __ I I, , _ H

/4 Angle Fitting ‘Q |-F-’5-/ Brake Cylinder Pipe\

3/4"xa/4'x:*.ve"

Cutout Cock \|/"|PS/

Ii'X22" Hose 2 " '

with FP-5 Coupling H -__: :_

-‘\‘- 7" . '|g'r'I'''LI! _ ll

/8X24" Armored Hose with " " 9 IE! I

\ %Nipple and HS-3 Coupling - _ E ‘

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
E'2 PNEUPHONIC HORM

35'” Single Pointer Air Gage

DSE-24 -T Brake Valve

SIGNAL WHISTLE 3% Duplexf Air Gages

A-6 PNEUPHONIC HOR

I: a II II? :21 as so

\ \ 71 LL N

O \ 0 0 0 Q0 P} EMERGENCY BRAKE VALVE

24

‘O 0 0

OOOO1

"0

5 O 0 26

O Q I8 D-24 Control Valve

25 39 \N t 4 Pipe Bracket

oe

O O O ~ D-24 CONTROL VALVE

I l ° °° 16 13 20 1 6 550.0.

"/';'°9 0 CtIIdE P‘ 3 ‘iii;

DSE-24-T Brake Valve Q ' on '0 e mergency 'pe\ if

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Pipe Bracket \ 35; (

i H‘ 3 Acknowledging Valve ELECTRO-PNEUMATIC N°_ 21-5 MAGNET AND BRACKET

°-°~ "WW ""4 Bmctel MASTER CONTROLLER

24 )8 3 2

5 A°""°“'°d<l“‘lI Rm Cornbined Dirt Collector cnd Cutout Cock

Type .0. )5 OD_/ : To E!ec"ic/ H Combined Auxiliary, Emergency

Magnet Valve 2 —1o W Svmch and Displacement Volume Reservoir

—3o R

D C II 4

H ummy oup no __1 -8." U L m 1

H-lDu m Coupling Pipe _ _ Z! Jttiii Ti

Public Domain / http://www.hathitrust.org/access_use#pd

m Y N 1, A- CAR DISCHARGE VALVE — ,.j7 I &5 jig

3/e Cutout Cock -._, Pipe NS.1R§8>JEC|NG Agnes. Au Em“

(Set45"') 3

22 .

Equal. and Red. X Note 3 V '

Limiting Reservoir IE 7 J p

5 / I 4 t<Note 9

%/ Reset Cock 54"’ I / /3 OD V k X

- ’ Cutout Cock/' 7 \

H-I Dummy Coupling -§OD< T \\ t >|"|'PS_ 2 3,2198

ESL-I Dummy Coupling ‘\ R _ _ Main Reservoir Pipex

F-1 Dummy Coupling \~. ' ., _

. -Jr/9 /2°-ON Indagdent App. 8iReI.Pipe\

:—II 3 : P-\

\k \ ACTUOII PI \ _

\‘It-ii" = '‘ —__—'-''‘’'''_ 7/T _ _

\.\._—.-. rflnch Pipe Tee 1|”|P$ Branch Pipe Tee Broke Pipe‘ B'“"°" P'P° Tee

FIiL

\ \J5"Cutout Cook with Locking Handle W00" Signal PiQe\ Straight Air Pipei

I . . I1

" . 3/4 Angle Flltmo I2 ‘P5-/' Broke Cylinder Pipo\

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
€-4-3.5'05~ l

E ROTAIR VALVE 250a 25 a 25|b 02 2b an: 25°”

-' . T VALVE a 20 -

_ = w E o i- ‘ 5’-‘-“-2*“-'.= ‘E537; -"- :=*;-:'“~ = “‘§a';;>*',';';';."-‘,';;i --_-:1: ”

°’ = -'= " " E '~: a 5 /’ A 251

II (I u. w 5 w LIJ ‘ 20 37 25' ' "' '3§ ? C%2t?olled Emergency185 194 93 Pm Bracket

Diagram of §\ ¢ -I/;'.-i - I /”\v/// .

- A I .Fg,-All /. M Portion 3a

29 DS -24 Brake Valve 5 I l;_11i‘ I n\_ ? 256 D5-24 A 8 A \\\\\ \\I\ 84 187 Chamber

Duplex Gages \\$l'IlIIIl=l\\\\\\*.\'\,‘<"- -“jk Q = -: W’ ‘ E

' ‘ ‘ - ' \ \\\\\\\\

B-5-A RELAY VALVE llnd.oppl.and § 0 199

re 8° 8° orfion \ \‘ll . l-'|\\\\\\\\\\“\\\L\ E ‘ \

Emergemy Vem Vaive (l‘§i'(e)iTgfit“RPI;/s’i'lLic\I(nl-3 17 37 :5 with dynamic interlock “ ’;““““‘.§.“3-}—_‘}=t-‘Z 230

/~ _ iv / Q ‘ _ \ '* 5

240 24I / .el\\t \\ k\\\\\\\\\\\\\\s,,, \ ilg 226 201

we §§k\\\\\\\\\\\ " Md EIW 226

245 BC ‘;;II:\‘¢;I\‘\‘\?I.2\“\\\\\\\ \;.;7“\r\s-.a\.‘ 236 M. 277

. . . I 8 \u|u&\," _ . °l"tlOi'k 9

Position Diagram of _ _ _ x_ I 23' \ 0a 276

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

127 K"'2 ROi’Oll' VCl|V8 9-’ 2' I .r \ 81 2-8!

36 I 89a 55 57

E 22 53a 58 53 54 G

i1';-iii 52 6 P "on

7;’\ ‘U _ 1 5

M" ‘ High Pressure

Valve

46

H-24-C

RELAYAIR VALVE

T
Public Domain / http://www.hathitrust.org/access_use#pd

Passenger

Passenger

65

34

\\

’%

4%;

‘ ‘“ I Cut-Off Valve

‘I B-3'8 Conductors 98 35

5 114 Full Release

\ s Selector Cock 64

\\

‘i '2

it 5 a

E§ Position Diagram of //-I /

Z, K-2-A Rotair Valve 4

\' V-' _ l

§Q_'

§ 7 ,/,1 tst. Sup. Res. Qvu-gpggd supprgw‘ N84 REDUCING VAL FA-4 MAGNET VALVE 27

9 Blanlunq Pad

5 W Control Portion 2 40
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
3 Magnet Portion inshot Valve

= ROTAIR VALVE .

.§ %‘ 2% ii’ -24 BRAKE VALVE (Freight P0511-ion) S'40'D MDEPENDENT 1 1 RELAY VALVE 267 D-24 CONTROL VALVE 25"}

0 03 "5 E 953

0.50: 2' :1: w . "

‘Egg SEE: w p Diflqrflm Of 231 20 37 Controlled _Emergency1B5 93 Pm Bracket 25'

“ml “i”, 29 ' ' oss-24 Broke Volvo M Portion 38

8 F /K 2 235 187 Quick Action

fig j//‘é/ 26 238 241 Duplex Air Gages Chamber

o 1 I 2 328 2383 l:'|d.oppl.onctl. 199 Ind

P7 't' 0' mm 19 318 ROTAIR VALVE Fe 9°" PO!’ '0" 0ppl.ond

0f°%£2k |\?¢%V9S 15 (Passenger Position) 17 85 um‘ dynamic 'maflock reiem |'-‘onion

226 201

Deed Engine

226

277
Generated on 2014-03-19 01:50 GMT (150ppi) / http://hdl.handle.net/2027/mdp.39015068246639

908 276

89a

Position Diagram of

K-2 Rotoir Volve

Pointer

Gage

ELECTRO-PNEUMATlC

MASTER CONTROLLER

266

81 237

Rel.

Portion

High Pressure

Valve

0.

-J
Public Domain / http://www.hathitrust.org/access_use#pd

214

Freight

Freight

Lap

Passenger

Passenger

H-24-C

FiELAYAiR VALVE

MAGNET '

w w 216 204 13 BRACKET

\ 45 I//Aglr//my////A’///A!!_V/A 1a

'7/41!://////gr////A,’////,__'/,

'//JIV/////.7///5-‘Z/-14:"//A

'//£5////A7/Al'.:"""'-51¢

' Ally”///&'///IEIIIIIIJ:-/ll"

7//E?////if//////6%” ’

V//1!§'/////ii‘://///ZWI/111,5’

'//'/07///7/I/////A7/////II//Z4

Position Diagram of

K-2-A Rotair Valve

s
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
288

ROTAiR VALVE

279 355 289 I

(Freight Position) S-40-D INDEPENDENT

VALVE Magnet Portion Inshot Valve

Portion

2500 25 ;, 25lb2o°2 2b 5| 5°“

Release

Emergency

286 D-24 CONTROL VALVE

370 282 20 37 43 Switch Portion 1 1 RELAY VALVE 25la 28?

‘_.";\Mr » ".=.~ ~ ~ oi_"_-.,-;'.-.%,-$5. W

W.P. DSE-24-H BRAKE VALVE 34 25' 1'1 ii 52 253 185 194 Pipe Bracket 25'

29 ~. 25 $2 '17,‘ Controlled Emergency _

243 f fig: A ; Portion

Diagram 0 _ ¢-.;..- M-. ; , ~§__,;_“_q|,-“line Q . k A i

Generated on 2014-03-19 01:50 GMT (150ppi) / http://hdl.handle.net/2027/mdp.39015068246639

26 D _ ‘ 7 I \ UIC C lOfl

B -24-H Brake Valve 241 "Me" A" Gages 30/45 1'1 252 “‘\\.\““‘ E 254 18'! Chamber E

A 2 13 35 7 23 44 .\\nv/I1/4¥l\\\\\\\R\\‘ _ Q 280

L \\var IA¥,\\\\\\\\\\\\\ \ \ D

,8 19 3 HOTAIR VALVE °""¢°PP'-""2. W\\\\\\ i ,\ § '99 ind-fll>l>l-0nd

' P ' _ 1 I an 83 For ion \ \~l1'. : 'A‘z:i\\\-\\\\\\\\:\\\\ ‘ P. s\““‘ .' 1 _

Pfogiaion riuqrdm Q: ‘Pass°"Q°“ °S"‘°"} 85 vnih dynamic mierlock * -___ A “\“\\“'/i Q 226 '22? "°"'°"

k v I s E /, QQ _ r 1

° °° °"e Ex_ I /22y254 zi\t\\ §l‘& § 201

40 253 me &i\\\\\\\\\ 8.; om Engine 226

\\\\w ¥ '4 J E .\\\\\\“\\\ \\ \“ ‘, ‘ . 2 7 7

32 P00" 0 g r O m of \\\Y¥ aR\\\\\\\\\"\\\\\\\\\\\m;fl2§~§§ g:_’£fl)CG

43 62 _ - ZBI 4 ’// 2-s£—4#,§ \ 237

S. I P . f ELECTRO PNEUMATIC 266

‘"9 ° °"‘ °" MASTER CONTROLLER 8 23 9 ,3 -- 1.; ; B93 81

4
Public Domain / http://www.hathitrust.org/access_use#pd

Air Gage

328

Rel.

88

Portion

High Pressure

Valve

&\‘\\\\\\\\\\\\\\\\\\\\“ I L‘ I \\Y I k\\\\ I

\\\\\\a\\\\\\\\\\\\\\'\\\\\\\\\‘\*

-\

__ \ 19

Y .?'\ 4

VA?-.$.\\\“.'/"°L No.2l-B MAGNET '50/

1'4; I

Freight

Frelg ht

Passenger

Lap

Passenger

H-24-C

RELAYAIR VALVE
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
h

0 " ROTAIR VALVE

m L I - - S-40-D INDEPENDENT VALVE

5 3 BRAKE VALVE ,_ [F"°‘9ht P°~°"'-'°") Magnet Portion inshot Valve

E E p § 2 43 AND BRACKET Switch Portion RELAY VALVE D-24 co NT L VALVE 253

W.P. °i°ll'°'" °f § ,1 § 0 37 Single Pointer

243 22 235 Appl. Rel.

26 7/14L-‘--.?I5ll':l?2V//AE3lZ*2L’.’6 D G V///all?///A.’///All’///A Magnet Ma net

"°"”‘ ages 3 9 Quick Action

1 . I - 1.-111.: .I1n 1 - '

PO“ D; m 19 5Ig7§2ItlIf9)77/4:6/1/IZ‘lZ.l’/IZIIQ 271 23

'°" °‘-"‘' FI4IYI'nHZV/£"”""lrl5'-5:]? _ 1.. - - ROTAIR VALVE

°f Check Vfllvfl-5 15 s|'//IV/1|s",|'1'//:i-"W321?/' E - /”‘//‘''"'-!—’!7/ P r Posi'ion) 1 ‘'99.’ ‘md

tar.-i’-ai'::|././='/_L/-:'-1'1-,1,.'IiI'4'/.|é 33"‘ //A-////Z1 ’//14%|’//' ( assenge I portion

I83 EIZI-lilfl-V/J/AZIZIZ-HIE’ ///Allrll/I'J.'IIIIJ¥l',,’a

iljfl-l1l9)7J‘I"i" It-l:I'/1 2 EX. §I§!_!lI%L'.I-l?Z-21:6 V///11;’///AV///IJF1"//1 ELECTRO-PNEUMATIC

40 ;:%%I5;;:ZI- 535%; 3° '1111,-.mr1ar111a'111a MASTER CONTROLLER 230

32 Poslllon Iagrorno

K-2 Rotair Valve

Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Pointer

!11—7:E?_._l7i7;6}7rTAW5;717iZY//

' 1'1/AI?//4742'///A7/.-" A

'////.'////1ZJ%92'¢Z£9’////1'ZFZ

Pipe Bracket

Service Portion

El 2 Emergency Portion

A E; 2;, 5 5
Public Domain / http://www.hathitrust.org/access_use#pd

L‘:-"&: " '5 6 3 Q; :1 § 18 High Pressure

2 / ‘ E -' 0- 3 0- H'24'E Valve

’i '\\\, ‘ HE‘-AYA"‘ VA‘-VE Single Pointer

é / /. 45 ,//Al!’///%V////AW///.!!_’//A Air

¢ \ 4 I///'//////A7/////A7/////:;///A

/\’

Control Portion

fllllllll III‘ ‘III III I

///Afy////A,///Ar’!-5"" ‘'2?

%MM”/’/”” 2

7/Ali’//7///1L"’7//I:'111111.7lZ

'1//13797//11:7////I.’///I//157/A

Position Diagram of

K-2-A Rotair Valve

'IIa

\\\‘_

74' : ‘‘‘‘\‘''7/A "2 21 7/] ‘Q - 1 .1 P :

%l S‘

Full Release
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
2501:

VALVE 22:00 25 O 25'b2°°2 2b Sic 288 D-24 CONTROL VALVE

° =19 /28?

43 253

25' 252 Controlled Emergency185 194

7 \ ’ 2 Portion

' I 28

252 280

36D

ROTAIR VALVE

(Passenger Position)

2510

93 Pipe Bracket 25'

3a

S-40- F INDEPENDENT

253

20 37

Quick Action

Chamber

Emergency

O1
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

3=

Qs

.2 E

05

CC 0‘:

Service

Lap

Service

First

187

Freight
Public Domain / http://www.hathitrust.org/access_use#pd

Passenger

Passenger

*Wi‘!$1ie Duptex Air Gages

199 ln¢oppl._ond

DA-24"H BRAKE VALVE

release portion

2\

r//.__/////Ar/////A7///4__//.

[7/12!’////'/AI//////12'/////£:L"///4

7/All//////47/////tr’/////AI!’//A

r///A!!7////A’////£{:.’£’£L’.’1//4

V///47////A,’///Al§""""'£{//1

V/%.’/////A7/Al:'""":_el'4'

:/ A!!7////I:////I7!IIIIIl?’Jl?/4

7/A117/////ii"///J11 '7IIIIA:'I-IZ

App‘. Position Diagram of

K-2-A Rotair Valve

VALVE lnd.oppl.and .

release portion

35 1with dynamic interlock 230

"Q
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
ROTAIR VALVE

(Pfl956l‘"JBr Position) 540- F INDEPENDENT

D-24 CONTROL VALVE

253 / 2510

C I 251

20 37 olled El“°m°m:y18L"> 93 / Pipe Bracket

3a

Portion

253

Release

unnmg

rst

rvioe

Emergency

P°$i"'°" Diflamm of

//AIl6'Z:?)//4Vl¢Z_£//A7////17/A 05.2 4-H Bmk, WV,

' D5-24'H BRAKE VALVE

l'l'¢7V/J"-"Tl?/-‘Z’6

3'r\o

\
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

‘\

56

284 187

Quick Action

Chamber

Duplex Air Gages

$@\‘.\‘k\.\\'.\\T\‘&\‘\\\\

. Fl’l. .

7 1;’.

/-£-I-:.‘.,'..:I-71"/4|,‘-|:l¢l':i:l .
Public Domain / http://www.hathitrust.org/access_use#pd

I J ._ T

2|

252

.\

199

VALVE ind. appl. and

release portion

with dynamic interlock

lndapptand

release portion

ROTAIR VALVE 230

(Freight Position) 17

HI

§&¥€

H-

II

~ E‘

\\

‘LS E

\'§‘|

ts

=\_' 91
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
88

iR VA E - 25Gb

279 355 7 F ROTLLOSH. LV 8400 WDEPENDENT VALVE I . Magnet Portion inshot Valve 2500 2520 ; . 2.51b2Oo2 21) 5| \ 287 D_24 CONTROL VALVE

3 < mghi W1) SW rm RELAY VALVE 25' / 25'"

0 U 0 0 5 370 282 43 1 1 25! é .- = >~\~~s~,T,’,=;,’,~'=,*;$"Tv’i 253 93 25|

in E 9 0 U1 5 5 20 37 /|';'§r;;1;2§ lg 4 1 Pipe Bracket

3 E a E Q E 5 DAE-24-H BRAKE VALVE s H R R 9 161b 8'4 '’-§5’-'-‘1r-'?i ~ " IN‘ ‘ °°"*'°"“ E'“°'9°‘"°Y

62 EEJ; 2 e 5 23' s P°'"°" $3

0 2% Q Q E / 256 Quick Action

u. 1.l__l 0. ll“ 0. ‘\..“¥\~' 284 18

80

Chamber

Duplex Air Gages

¢:‘J.I |.,i‘ I 111'-' ‘

Q, t

5
Generated on 2014-03-19 01:50 GMT (150ppi) / http://hdl.handle.net/2027/mdp.39015068246639

.2

13 Q , _, ---W.» __~ e

328 238a 241 45 t////4!?////iv////2'///1/‘II?////I ‘:;::”’,’;;;.‘:t:\‘:*‘:}§1\\ D

Ind. 0pp|.dnd 1Ai.\\\\\\\\\\\\\\\\ indopptufld.

44 rdeqsa pofllion Sun! 1 i=:={=:=\—m\\\\\ f reiecse Portion

- h - - 'r'}?\-\R\\T\\\\m\\ 230

P T . 7 1 85 W11’ dYIIOI1"IIG IHTOFIOGK \§? Z 31% ___u_____ ‘ 230

°""J°" °'°""°'" ROTNR \/AI-VE - EN? _éi.\~s \< E\\\\\\\\\\\\\V 226 2°‘

of C eck Valves 229 254 33 '3“? __ 1 Pointer -—.— \ 1 \ - 226

_/ V ( posltlon) \~/ 3 \ . \\\\\\\\\\\\\\\\\\_ I Deed Engme

31 9 7 II’ - | \““\\\fl

, 2:60 35 1 4z\\\\\\\\\\\\\‘-\\_\\\\>\}: k\\\\"” x 315 50' 30 PiP= AW? m‘““‘“““\\“‘m-W&\%fi 22%? 908 276 23?

" . . . I ; 7 ' 5, ‘,1 I

31 3 POSIUOH Diagram of a 162 ELECTRO-PNEUMATIC E 5'5’? 2 ' ' ¢¢)¢..~§Z1’$T§.§‘\\-4 238

K-2-A Rotair Valve MASTER CONTROLLER Q 8 I'd 237 i B93 81

Public Domain / http://www.hathitrust.org/access_use#pd

I — 'I'_1",')J P rfign

r ' 56 °

El 3‘

Position Diagram of g 8 High pressure

DAE-24-H Brake Valve g _ _ 19 Vaive

,4

\_

No.2|"B MAGNET

BRACKET

H-24- A

RELAYAIR VALVE

0'0

216 204

65

5 18

34

Cut-Off Valve insuring

Emergency Application

Piston Portion

Rel
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
£~ 7-<34?! 4-"-¢sLYI~I

ROTAIR VALVE

(Freight Position) S-40-D INDEPENDENT

VALVE

43

279 355 25:30 25th 25% £1 513 A 1/~ 11

67 0-24 CONTROL VALVE 25“

AND BRACKET Magnet Portion inshot Valve 2500 2520 .

Switch Portion RELAY VALVE

Emergency

01

3 .5

U Ca!

2 cm

0 :i.'.-.

It

Single Pointer Tl-MING .\/Al-\/E

20

37

;> 253
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

W_

Passenger

.11 .7 ' ; .7 /.7//. - -— T7 7 - -U - 53 25|

DSE 24-H BRAKE VALVE 2 5? Appl‘ Rel‘ Alr T" Controlled Emergency Pine Bra<:l<r=1

- 1* , W 10 Mm / ‘M

4' -_ 4 .;- A ' ' ' ..

-- - 4 I zsa

- 1 /)7 ///ll//// \

77/1'11], 7 ,,71|4/111/4 DIGQFOM O _ 4-I In J :\- "\<v"‘-- "-“ \" Qulck Action

>-Fitzzéieflfiii ‘'5; -24- v | .' I/A”//":1’///I-=’///I \\“‘\\\\‘\m\\ 284 187

' ’»’ -- -1 -- : - °$E H 5'11" °" //IIV/VIZ///ll?//I Chamber

Public Domain / http://www.hathitrust.org/access_use#pd

/£.’¢I:lIT/Izltl-Ll ::.l4. 1.. 4. lm ' 280 E

'1-i2|:iI'/=;_|',:;,,.;2J'gi;;aja 323 "P.//-lllltfl/I/1.9//»,7l.<|I/1?l.’1 //1,, - ROTAIR VALVE

?';‘;A'??'-‘Z/",//”-1-'L"""l'-"'£""? 4’//J!////A F-"--J-I’/J (Passenger Position) 1 l"‘1°PP'- °"d

5|/<,;'|;'/,‘if’//4g-!.|;i;,;fl;. flf///,z|r//15:7} release portion

!lfi‘pM I’/'4_'IIIl4!§|4/4I_l 7

EIZI-lilfil-2!:/([4Zl;lZ.'4l!9 7 ELECTRO-PNEUMATIC

5I:4l-l1l9)Z"-it!!!” ,/ A-, 1, -!_ 1 MASTER CONTROLLER

5.I¢l-IHZZ---_tz:£l_6 '///‘alga/I/M’//;;r///1

an:-,—,:r=.;mi _!__!_? /lib///P”//I///‘"1 Dead Engine

5|/E’-I_fl’:-ifiiéfll/é"III;fIIII$!_{IZ Of PiPQ BPICRQI ' i 3°?‘-ice

F.I’_-'?7‘l'.E'£l’l---I'tZ - ‘ ' or ion

77 I V7/$1.!!!’/III]! 1/} K 2 Rota" vu|ve < \ 906 276

Pointer

Gage

//.'-_'-I9). IIIIJ; ' .

Z’/A///'/A7//Z’//’QWA'5’////arr!’

32

266

81

\ 89a

157

lg 3; Emergency Portion
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
To Signal Valve

W.P.

29

24a

26

-0

01

18a

Ex.

40

32

43

D-24-A FEED VALVE

Release

Equalizing and Reduction

Limiting Reservoir

Runmng

First

Service

Lap
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Service

Emergency

Position Diagram of

D-'24 Brake Valve

First Service 46

Cock

D'24 BRAKE VALVE

Vent Valve

Duplex Air Gages

ER.

B.P.
Public Domain / http://www.hathitrust.org/access_use#pd

Brake Cylinder

0 33

Hs9g

.2 .: 0 0

.9 .9’ w 0:

0 00- "ID. in

L. L!“ mm ‘D

Ll. LL_| D__l Q,

13

' Al!’/////A7////47////.lI_'/A

,//,=.-f//////.f/////4’/////A22-7//,

7/A!!!/////47///A,//////,llV//A

f 1=:_/////A7/7//A’//////P7/.

,/Ali”/av///an/Q!//,

V///47/////,_'///4|;-:---:-L//4

r//:?'////47//112'-"""':o 7.

(ell.////AV//,,'zT,,,;zm

' 1!§'//'//ill‘?//JET-1l7)Z

Position Diagram of

K-2-A Rotair Valve

§
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
370 457 439

>' $"40'E INDEPENDENT BRAKE VALVE PORTION Magnet Pm-{ion inshot Vaive

Q - TRO AL 7

3 2‘ 3 3 2. 438 Switch Portion P°"‘°" RELAY VALVE 251 253i D 24 CON L V VE 25"!

T8; gg '2 % § 3 DSE-24-T BRAKE VALVE E V t 450 1 1 2 185 194 93 R e Bracket

3 a_ i: c: if. 0') .1 0') LU (Automatic Portionl mi/"-W ‘en 437 9 16") Controlled Emergency D

0 :5 .§ WP Diagram of 27 a L AL MS Portion 3a

§. fig; g 29 DSE-24-T Brake Valve ' ' Quick AC1'.lOl'1

ii if/5;?/“El 248 O 41 187 Chamber E

d //, ,4 25 238 D_

8. 2 ind_opp|_°nd 199 lnd.appl.and_

At. jé’ release portion '°'°°” p°"'°"

I8 I /% 19 Exhaust

85 with dynamic interlock

Position Diagram

01 Check Va lvoa l8a

226 201

Dead Engine

226

161 94a 92
Generated on 2014-03-19 01:50 GMT / http://hdl.handle.net/2027/mdp.39015068246639

. 277

3F¥L°{

\ 908 276

319 ELECTRO-PNEUMATIC

MASTER CONTROLLER

62

266

\ 89a

NO. 2i-B MAGNET AND BRACKET 81

5 IO 15?
Public Domain / http://www.hathitrust.org/access_use#pd

32 40 '’*¢'- \

‘ A ‘ 316\ 261 431 C 4i2-I1 d E c 6 Portion

E27 2608 on Po 80 Tergen y e 3 A RELAY VALVE \ AWL REL 56 P

1 . . oc _ _ _

3' X 2618 D I A.|_ SingIePointar Magnet Magnet HighV Iressure

“ i kn-I 130 259aup ax ' A" ave

\s

n.-

214 MR

E.R.

51

7/

65

\\\\\\\\

'7

E R‘ I \\‘ I e\\‘\\\\‘\\‘-* III

34

B-3-B Conductors
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
ROTAIR VALVE

Magnet Portion lnshot Valve

VALVE

2500 2520 U 25lb2o°2 2b 516 25gb 233

_ Y i “\ \_ 237 0-24 CONTROL VALVE

a _24 BRAKE VALVE (Freight Position) s-40-0 INDEPENDENT 1 RELAY VALVE 25|q 253 253

U 1 .':::.-:v vi -' £23‘-,\Y ~ \-glgllilllii C I ' ' ’ 1'.’--"'-10'!‘ ’-‘1\ 7

‘g E 8 E1 8 8 E’ 5 5 20 37 " 5 5 A Controlled Emergency/185 194 93 PW: Bracket At.

, 0 co 5 H -- -- L U U, I §'r-+;:,-| / /I_l_. .

3 . 5 2 C U, 2 Q 2 0 231 H H E C I \,F;.‘|l:| 4\ 1/; A1. POHIOII 36

3 m 2 E o :1 E o (D o E -5, -5, 3 0 § ""__"_-H‘ 1* ::\3,~‘u:a,-,,_.; r

5 E E E E L“ w -1 m “J E, E, % lg % § " 256 Quick Action

8 °'' W 2W_p_ 238 235 D I A‘ G u. u. _1 O. _1 Q E A 5 28° 4 187 Chamber E

9 "p e‘ " ages 13 " ‘*“\\“\\ D

8 248 328 2388 2359240 24‘ 45 f//mgr////2%///JV//Mi:///5, d I d $§\;’\‘is,.\\“.§ D 199 lnd.oppl.ond

M 244 "‘ '°""'°" - ‘: “3 EA 'G'=-51-'l\ '§ 230 release portion

. 26 318 44 release portion 9:1;--i§“\ \\\ \ is ' .:.V 4 1 85 with dynamic interlock _ I;;‘;“1\.‘:.\“‘\‘\l§: '\ \

2 W2 1%%%ée ‘ tee W1

Position Diogrom E . A, Jr 4 ;5L';'_ _ ‘H

of Check Valves ‘9 254 33 " ROWR VALVE 1 .. § ‘Q Deed Engine 226

15 (Passenger Position) 2 “ - ~ ‘ K 277

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

A. AI .:__' ' '/ ‘ ' ‘“ “

183 253 35 V//Al’//////ll’///0,:',,,,,,#,yI 1

E 315 X.

\\\

E
Public Domain / http://www.hathitrust.org/access_use#pd

40

32

43

Position Diagram of

K-2-A Rotair Valve

E ‘- ‘Ck . “'

> 235 §gmLco

Bl \ ’ , '1 23| \9°a 276

'~ l. 266

238 89a e1

32 8 157

8 162 ELECTRO-PNEUMATIC

MASTER CONTROLLER

a\\\‘ M

Pointer

Gage

Rel.

88

8f
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
288

D-24 CONTROL VALVE 25"}

. 25l

287

At

‘Z 56

284

93 Pipe Bracket

185 194

ROTAIR VAl.._VE

lPassenger Position) S-40-F INDEPENDENT

Controlled Emergency

Portion

3a

Quick Action

Chamber

20 37

256

>\

2 C ‘:5 E Q E ” 3 E,
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

0 J .2 0 ea 0 E E E i: c

iro:u.u>_i</Jiu ‘gigago-8

U 0 III

DA-24 VALVE CI E13 633 6.’ 187

D“°'°" A" Gages '////'//////V/////V/////'///

45 f//mgr////2'/////Z.’/////,.ii_-///$1 VALVE 199 ln¢appl.ond_

_’////1.‘://.4:///A’////11,52///A 23 lnd.appl.and release portion

44 I’//All,/////A’/////4'//////.Il7/A release portion

1 _ with dynamic interlock

225 201

Dead Engine
Public Domain / http://www.hathitrust.org/access_use#pd

277

Emergency Vent Valve . 1 A

VAIIV////Af////£fi"L’:”/I

7 // . .

Ex. ROTNR VALVE

33 (Freight Position) 1

_— 83%:

\ 908 276 7

4]

45 so.

240

266 57

1/ /‘Q71//x///,,-,:,,,,,,,¢zirA

'//Ali"//////II"///0&7/71',=FIZ

Position Diagram of

K-2-A Rotair Valve

81

\ 89a
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
ROTAIR VALVE

(Passenger Position) S-40-F IN DEPEN DENT

Emergency

Position Diagram of

D5-24 Brake Valve

'//All,///Al’//A97/A!///47////IV///.

I//All//All?/A’//A//////////19]/1

1"rV//".!"2W/AI’-'///17//1

7//A7//4751111125‘:/A7//Al-WI’/5"/A

Z11."/’--I-Tlfllil//7//A-I’.'-I1Z’='£’f

20 37

o-24 com L VALVE

7 TIMING VALVE

Passenger

BRAKE VALVE

Controlled Emergency

release portion

‘ Pipe Bracket

B-3"A Valve Portion

. '3 rI7//iir//Ifl////IIW///‘ Quickmmn

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

14 °“°‘°" Gages 4 Chamber

2 '//AF!”//‘ii?’/Al!’//J‘

.|=2'/Aliilw;//I V was; 4 ‘I

19 . /,,5u, ///II////I;I/#4:!/I °"d

slw/l|',:a|zr//A:;'.I..'.'.=:'.|'<|7.-'_'|'4 ///1!!77//1'--I-I-I-2-7//J ROTAIR VALVE

15 2|://_;/{.’Ig?‘l:A",//A! l|?|?1';T|?A //Alan-Z//A (Freight Piiiiiiiiiil 1

gig.-Lql/ifl-,;,”,, glr/Aflfl /J.’////Al 'I/J:l'///

I83 fllfll-|:|?!-!_"_/_//I/4|;|£.'¢|_'/, ////1|?’/I MIJHM

Ex. ;;'i'ii=iil¢/1¢1i'%,'.:'.',‘J'$i MWMI//2%

5I_/A;//5!-l'l’/,V//4////1V///AW/

. ;:._"/.|ii|¢.-z'.:'.'.'.::"/AI."/1
Public Domain / http://www.hathitrust.org/access_use#pd

an-‘;-ilzggrii---I;/A

_iI?LIIIQIII//111111111534

: //."//d”/Ag')'//A7//A_//.£I’AW

///A////A7//A97/AW”?//I23”

Position Diagram of

K-2 Rotair Valve

Dead Engine

Service Portion

250!) 287 .

Such" “Rh CM. 2 g 2520 251!) 55215 516 28 53 Emergency Portion

*- L Bo a

E 5 § E» 25| §§\§\\:3;§;;\3\;)§?:)\3_\\\\:§\}:;§__\a\>\\la§£1f»§::\i High Pressure

'9 '91 3 3 -v:‘~‘\:,- > ‘-T Viv ; ~l‘\-,1’:/JIJJJIJII -:13 7 ' v'|'8

2 2 iii A s i H M 25' ¢=Efi= =~igW-'-

LL u. _i a. _i a. ' ‘ " I :| 1,.\

RELAYAIR VALVE AO1\l'IOWIQd ' N

. ,6/A!!V7//A7////A7//M11’//4 °'"°

\\ my/4 I/7/'7////A7////////7//z='4/A

\ I7

112 44

g!
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
5 (Passenger Position) 540- F INDEPENDENT E VALVE ' 25I 253 /'

LE 43 85 194 93 / Pipe Bracket 25:

'‘

Controlled Emergency 1

20 37 Portion

Diagram of

DS-2 4-H Brake Valve

3e

I.

77’

QUICK Action

Chamber

56

as-24-H BRAKE VALVE 10 284 187

Duplex Air Gages

lnd.appl.and

3 To 1 FUIQQSQ

\ AI’ Gage lnd.appl. and

230

release portion

TIMING VALVE with dynamic intedock

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

ROTAIR VALVE

(Freight Position) 17 6 201

Dead Engme

226

277

908 276

ervica

Orhoq

\\

25?

Position Diagram of
Public Domain / http://www.hathitrust.org/access_use#pd

K-2 Rotair Valve

\ 898 81 55 57

22 saaI so so 54 G I

' Porhan

52

High Pressure

LL

ac)“ g Valve

5I0o

E’ .9’ w in

E 2 3 Q 3 2 46

u. u. .1 a. ..i a. H-24-C

RELAYAIR VALVE 65

, A__’////J7/7%?////.II_7/A

V//,!!(////A/////147»////4;?’/A

27 _9/:!!7////4f////.’.'.-”.4’{£.”/

E X - ,///,‘ :7////A ’///A r;-iillllll '///:.‘////AV///|'_'::::."_'.'.:,a _'.

1/ 4!!’////47///'7/7717'-”;_Ml,’¢

' /Ill’//////iifé/#3))-/17"‘? ,

'///IE7////I4’/////AW//’”7J

1,
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
250

25' D-24 CONTROL VALVE 25",I

25l

93

3a

85 194 Pipe Bracket

Coritrolled Emergency 1

Portion

Duplex

Quick Action

Chamber

SA-2 BRAKE VALVE

(Operative)

187

199\

lnd.appl. and

release portion

with dynamic interlock

201

Dead Engine
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

B-3-A RELAY VALVE Sgmgcg 277

90a

23? \ 276

28l

57

37 38

\\89a 81 55

33

538 58 53

22

29
Public Domain / http://www.hathitrust.org/access_use#pd

27

26

I9

Cutout 25

.7 B'3'B COIIdLICTOf$

NS—1 REDUCING VAL

Control Portion 13 2

112

34

RELAYAIR VALVE

5‘!

Ai.

44 43

31

54

38 12 Vent Valve5]

E-3 Brake 14

Valve

17

4 134

16
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
25lc zsob

o-24 CONTROL VALVE

251

253 1

Controlled Emergency

Portion

93 Pipe Bracket 25'

3a

85 19\4

3h

Quack Action

Chamber

187 84

199 \_ Ind oppl. ond

release porfion

230

|nd.oppl. and

release portion

with dynamic interlock

201

Deod Engme
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

B-3"A RELAY VALVE 277

éenqice 236

ort|or\\

23| 908 276

39 23?

266

\\ 89a 61 55 57

157

22 53a 58 53 54 G

29 Portion
Public Domain / http://www.hathitrust.org/access_use#pd

56

Hugh Pressure

Valve

27

26

, “~51

, , 46

I9

25

65

34

I7 B'3-B Conduclow 35

64

‘26

7O

27

4O

RELAYAIR VALVE

'0 At. 4 I \AL

3 ' 21 Auxiliary of Controlled

_ ergency ,

12-vem Volve41 C°°"

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
-250° 252° =- 25'b2o<12 2b 1 5lc 50b o-24 CONTROL VALVE 2 AND BRACKET

asp 288 Slu

"7‘S';_“'7:_V:‘_\_'!;‘,'\;§'; 3 ;‘J-'§’°‘ *' §b;_i;;;;;”~'="bI&j‘:i‘€;‘ yy//A

25l '9’ 87253 1% 194 93 Pipe Bracket 25'

. 4 ~:,.-9 ,5 _, . 1,: r -_\r— ntrolled Emergency

Duplex Air Gage " ---' -I 4/A\"@ -

-- _.; 2/r ,\‘ :\;:¢|_I:_//J At. Porhon 3a A I. Rel.

: 1- . lb /I/W \_:V “'1 “'2 BRAKE VALVE ~¢ -1 - 256 Quick Action Magnet Magnet

(Operative) ' \\\\““‘-‘ 284 1 87 Chamber

280

lratoppl. and

release portion

Magnet Portion

D 199

230

Ind. appl. and

releo se portion

with dynamic interlock

as

Switch Portion
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

\9

11

Qlk‘ \\

:1 I

.a.\\\\\\\\\?\'4. ’ \\“'

201

me ._'

226 1611)
Public Domain / http://www.hathitrust.org/access_use#pd

Dead Engine

277 NS‘! REDUCING VALVE

Control Portion

IL

908 276

9:‘

89a 81

4_

-l

'“-T m

.Ir

05'

....

:l

i/

J ,’

Portion 4 l6a
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
25 2500 2520 25Ib 252b SIC

o-24 CONTROL VALVE 2510

Magnet Portion Inshot Valve 2500 2520 25|b

Switch Portion -1864 RELAY VALVE

1 1 2 237

20° 250b

25l

84 Emergency185 93 Pipe Bracket 7

253

Portion 33 At.

Quick Action 255

187 Chamber

199 \ lndappl. and

28 release portion

226 230

201

Dead Engine

226

162b Service 277 36

Pipe Bracket ' porhon 908 2 76 3|

B-3-B CONDUCTORS \ 898 81 38

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

VALVE 32 89 '

G as ' 232

I48 Emergency Portion

Release ‘ 56

Insuring Valve

High Pressure

Valve

AND BRACKET

Rel.

Magnet

Release
Public Domain / http://www.hathitrust.org/access_use#pd

38 36 Valve

Diaphragm Portion . _ 118

112

RELAYAIR VALVE

11 At.

43 21

Auxilia Veiw of , U I

41 ‘Vent COt‘l1t‘OI ed Emg. ‘ “ "\'\\

14 Valve Cock

17 ‘ . Release

134 2a

16 13 Combined

136

15 2

A Combined Dirt Collector

B 19 126 and Cut-Out Cock Emergency

Res 127

Rel. Interlock Portion

o Sander

Controlled

To Brake Cylinder
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
Cut-Off Valve

10

F --------------------- "__I

I MAXIMUM SPEED DETAILS I

65 I ————-———H— I

I A VE I

II

'I

II

I I.. I

I Tee FlflIng(-8' I

II

II

II

Vol. Res. I I

II

II

I 3a I

II
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

3I

To Diophrogm Fool I

_0mI_rQu@IILe_ L ____________ _ _2_5_ _‘_* ____ __J

WESTINGHOUSE AIR BRAKE CO.

24 -RL BRAKE EQUIPMENT

FOR DIESEL ELECTRIC PASSENGER LOCOMOTWE

SUPPLEMENTARY DIAGRAMMATIC

E-72550-82
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
" 4 BRAKE VALVE

SIGNAL WHISTLE Os 2

a%'~.'

E'2 PNEUPHONIC HORN

Duplex Air Gages 20

S-40-F INDEPENDENT

BRAKE VALVE

—_J /To Horn

8 TUBE AF TERCOOLER

AF Pipe\

2"X HF Flanged Union

22'z"x 72"

E-7-B SAFETY VALVE

Natal

(Set l75#)

FA-4 MAGNET VALVE

E+ L-I

Dummy Coupling

H-I Dummy Coupling

F~I Dummy Coupling

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

I" X!‘ X60 °Angle Bracket

To compressor Sfls GOV(ESR’t‘?2R5 I40lbs)

Note2 9 ' '

A 23 A-6 PNEUPHONIG HORN Main Reservoir 2"X2"FIanged Union

F 3 II 19 :21 ea 30 A ,- as 9 I 30 O -8-‘Cutout Cock

\ \ 1 4 ‘ ll! \ I ll

\ I I 0 MR. E.R. . ;\_L-£41 33 _| I4 EMERGENCY BRAKE VALVE Automatic Drain Valve £00 $00

0 TO U Ioade

24 ° ac. *2 R°“"" Va"'° '3 “"35 3 V2" Sinqle Pointer Gage P’ " "

O 0 © Pipe Bracket ‘ ,__3Q l|_"OD

Public Domain / http://www.hathitrust.org/access_use#pd

‘° 0 o O I K-2 ROTAIFI VALVE " I 2

23 O O 26 20 55 Dram Cock

5 O O D-24 Control Valve _‘

25 .° 0 e :9 ; , 45 55 0.0. :~ .\Note 4 P'‘’‘’ B"a°“e‘ A-I

B O Q 23 44 3° 35 No.15-O DOUBLE HA-24-C Relayair Valve " 0-24 CONTROL VALVE J

O 0 3° 5 1 13 I QHECK VALVE PM Bracket /35 19 ie 20 1 e 9i 00

/II‘Eu\Iln

" '2 '° 9 HA-24-C .Re'°v°i' L "4/00' 20 I ‘ —\ *5" 00<_ I ’ 22I;x 72"

DS-' 24 Brake Valve Valve UI'{ll I I ' ' , r 1 . .

Pipe Bracket "~ J \ £00/" 15 / Mam Reservoir

‘g °-°- + f /‘ "\ 1st'i§:::|-r\:>si:'on 3p""° 5"“ 3 2 ‘=iL"C"*°"' °°°"

24 25 23 OTE 7 3 0-0 33 To Power Knockout --

5 Wsfle Combined Dirt Collector md Cutout cm 4"

TYPE 0 n |'{ Kg Q ' |"0D B_3'A RELAY VALVE Combined Auxiliary, Emergency I/2 Drain Cock V2, Drain Cock I-icmout Cock Wm

SGNAL VALVE >5 0D< 10 ' 7 Overspeed vvlhisu A-2 0AR DISCHARGE VALVE and Displacement Volume Resewoir 2_ X I H god U Locking H le

. " I an nion "

@ Tee I-‘itti Choke F'1"~"0Ire'..Chi>ke) 54195 '-E 0-I MAIN RESERVOIR

swdino Reservoir 30 (V8 Chad 15° L M \ It 1 curorr VALVE ms.

1 6 3| '5‘ 9 ' 1 /4 11411.1 Ii 5 I "I3

L I ll 4__ V

-- V

"’* cm Filli ‘o ” ms. - "

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
A-6 PNEUPHONIC HORN

SA-2 HOSTLERS

BRAKE VALVE

VALVE

(Set l75#-)

Al-'TERc00LER

22 i/2'x 72"

'1'-Whistle Main Reservoir

‘I

'2'

if Cutout Cock

Automatic Drain Valve

3’; Duplex Air Gage

FA-4 Mamet

BRAKE VALVE Valve

35' Drain Cock

3/8"Culout Cock

D-24 Control Valve

Pipe Bracket

25"l40#)

A~l Automatic Drain Valve

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

l Pipe

2"xi i/4“ Flanged Urion

D-24 CONTROL VALVE

*5 0.0. I ‘Check Valve

TYPE "H" FILTER J1‘

IOD

22i/2'x 72"

Main Reservoir

.l

Ii
Public Domain / http://www.hathitrust.org/access_use#pd

\~l

--\

A\E+ L-i

1,

Dummy Coupling

E+ L'l

Dummy Coupling ,

I I/4" Cutout

Dirl Collector and Citout

Combined Auxiliary. Emergency I/2' Drain Cock |-I-H

it BRAKE --

and Displacement Volume Res I |~PS- Relayair Valve VALVE V2 cock

|-icmou, Cock O-I MAIN RESERVOIR l"_Cutout Cock \

H_| wiih Hcmdie CUTOFF VALVE WittiLocking Handle \

Dummy Coupling

I2

/l

H'l Dummy Coupling

Sander /

/
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
3%" Single Pointer Air Goge

- VE "

SIGNAL WHISTLE D55 24 BRAKE VA‘- 3% oooIoII

E'2 PNEUPHONIG HORN

Air Gages 20

$40 TYPE INDEPENDENT

2’ BRAKE VALVE

A-6 PNEUPHONIC HOR

I/2"Whistle Volvo

/To Horn

8 TUBE AFTERCOOLER

2"x III: Flonged Union E-7-B SAFETY VALVE

\ (Set I75 #)

FA-4 MAGNET VALVE

_ T° ‘5°""l"*t~°'$°r S-I6 GOVERNOR

l1I'Pipe\ 22% x 72"

Moin Reservoir

(Set l25"l4O lbs.)

so -

35 ' ° _I_II -3-Cutout Cock

Supp 33 I4 EMERGENCY BRAKE VALVE _ .00 IL,

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

K-2 Rotair Valve 13 I-35 G ‘°‘"*°"‘°*‘° D"°i" V°'‘'° * 2 OD JTO Unlooder

Pipe Bracket ‘__30 oge P

K-2 ROTAIR VALVE -]g on

If 20 55 Drain Cock

\ ?3/8 OD‘ g D-24 Control Valve

O.D. . I

0 45 ~ \Note 4 Pipe Bracket A_ I I I Pipe/' 44 30 35

23 No. 15-0 DOUBLE HA_24_c Rem OI, WW9 o.-24 CONTROL VALVE J I J

‘III 13 \ CHECK VALVE Pipe Bruc et /35 16 13 20 I Q X 0 D |*CI't6CI( VOIVQ

CD. 20 - I I o I

DsE-24 Brake Valve H _“ 3'5 O-D-< ( /—-"'--' 22.{X 72'

Public Domain / http://www.hathitrust.org/access_use#pd

P‘ B - - -

If we racket I 1st Suppression IP00] ELEOTR0-PNEUMATlC ( - M°'“ R°”"’°"

O.D. ' . Spring End MASTER CONTROLLER _I_..

24 33 Tzsewolr To Power Knockout 3 2 I 4 Cutout Cock

5 GM coiiibinoo om Collector ond Cutout Cock 12" '

TYPE C " / ' _ Combined Auxiliary, Emergency I/2' Drdin Cook I . l"Culout Cock Willi

SIGNAL VALVE 35 OD‘ ' Overspeeq VvI|2'sue and Displacement Volume Reservoir _ I/2 Drum cock Locking H lo

HA-24-C Reloyolr _ Choke I-‘IttIng(r6'“chOke) 2- XI 1. H MW Union

Valve Umt / 150 [II O-l MAIN RESERVOIR __

E ' ‘ ~\I"IRS curorr VALVE 3;; ms.

in 2 A-2 CAR DISCHARGE VALVE = ““ gfiL_MLU®§I/ " 5 1;

3/8" Cutout Cock " N3 _ I-P5: I-I _ 1;‘

Sending Reservoir 1 c§I?\‘;JEClNG Aux‘ Emu‘ E Cutout Cock With 20'

FA-4 MAGNET (Sef45#) 3 LOCRIRQ Hondle _/I -/I

\:22 VALVE‘.. Note 3 V . :—~ I “P8

Equal. and Red. TYPE 0 DIAPHRAGM as 4 co. \ \

Limiting Reservoir II’? 4 FOOT VALVE cu_II.I _. /Note 6 \ I501) PI

5 n ' II .

5‘ Check Valve (5% Choke) %IP{ in /if OD 7 K \ I N K

_ ~ /' I

Io» I I

...M'_.\
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
A-6 PNEUPHONIC HORN

E-7-B SAFETY VALVE

“ (Set |75#')

:2}-M2(EH<3/iL:ERS B TUBE AFTERCOOLER , L-PiPe\ N 22 V2-X 72.

—— E-— 1 Main Reservoir To COMPRESSOR

‘__ ' 7 I‘ ":' / 2'X2'Flanged Union

_ C.-U C 1‘ E'7'B

SAP _'_ '__‘_‘ _‘_] (1 : _ SAFETY VALVE ' Automatic Drain Valve

\ '_*'_ :1 :‘ ' (Set I50#=) 3 I/2 Smqle Point Gage FA

‘:11 E1: '4 “°‘-*8‘ ..

I"' EMERGENCY BRAKE VALVE ' _ 3 Q ; " Vows 3'8 °""°“' °°°"

z /_ - -= :1 L_- N _ >5 Dram cm ‘ ‘ S‘l6 Gavernor(SeI|25'l40#)

D-24 Control Valve 3/BHCUIO‘-n cock 3/ "OD / I \

Pipe Bracket % A-I Automatic Drain Valve |i’PiPe n H _ Ill Pipe/\> '

’ FOD 2 XI V4 Flanged Union

{OD 0-24 CONTROL VALVE I - / 2 - - I ¥

/* - ’ \\ I Check Valve

'w,L'O€ 8 :16 TYPE “I-I" FILTER H I

/ 2 ' I "I Pipe 2 2|/2'x 72'

/ Main Reservoir I

To Unlaader
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

I I./4" CLIIOUI 00 k 3;; IRS.

S-I dummy - g ‘5 Combined Dirt Collector and cm Cock /

oup mg ~ = :

EBL-I Dummy Coupling Combmed Auxiliary. Emergency '12 Dmln Cock . If EMERGENCY BRAKE V2; Drain Cock

\\ | . and Displacement Volume Res I I-RS I2 H-5-A Relayair Valve VALVE

\ ‘"0 L ; _ ""°'$ 9 \ :4r '_" CrI MAIN RESERVOIR l"0ulwI Cock A

utout Cock I T" "‘ § - CUTOFF With Locking Handle

With LOCki Handle [M I I '- “ VALVE

|~X|-Xsoomgieng JLI III I l 5 - ' anding TImIngRes. A-2 CAR %OD I"xI'xeo°An Ie

Bracket Coupling ) _ DISCHARGE ALVE L/’/K Bracket Gouplqng

4I.RB. . . 3"IPs
Public Domain / http://www.hathitrust.org/access_use#pd

A“ E"‘°'- I/2"Cutoul Cock 2 Z '

-__fi rt -

l. I ' Nate 3 I - I pe I

h P '5 3%Single Painterllir Ga e " ' " J ,, ' ' ' _, q 0

Fri Dummy 2 ¢ _"" Q \ —— —— I 2|_B M M and " _ i-Cutout Cook with __/f§“§;_——‘§>\'/2* IEXSO A"_9'°

c°“P“"9 ogBracket Ns_| ‘ ’ Locking Handle ‘gm EH” B'°‘-*°' C°"P'"‘9

l"Xl'X60°AngIe Bracket Coupling "" "' REDUCING VALVE ‘\NoIe 4 \\

l'CuIou1 Cook with Is” "On

Locking Handle

I,;><A><6<>~AmIe ”'== i I ii E °° , J k

_ I-- II. " /F

Bracket couphng I _ __ Cont. Emer. Pipe\ T T00 ;4|Es-

k 5 500%

|nd.Ag9.8iReI.Pige" ' " /' '" c I IC It ‘iii

— ——~——- 34% ‘:0 g /,1 L‘:,:.‘:I..I,,°A..‘:.:e

Brake Pipe\ \ % Aug“ 0°“

1iI\\_

trmg II’ Ipe\ I - . '

Signal Pipe\ .. ,_.-

\ ' ’ 3"Cutout Cock with

l. d P. J2‘/‘PS’ 4 Locking Handlefl H

Brake Cy In er lp8\ / 3/“X3;4 Ang‘8Fminq

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
3’; Duplex

E"2 PNEUPHONIC HORN

S-40-F INDEPENDENT

Air Gages BRAKE VALVE

A-6 PNEUPHONIC HOR

I/2" Whistle Valve

I.

MR" “ER l¥EMERGENCY BRAKE VALVE

B_C. K'2 Rotair Valve 13 T T r35

Pipe Bracket ‘ __30

K2 ROTAIH VALVE

20

CU ' " D-24 Control Valve

/ ° 45 ,5 OD' E \N t 4 Pipe Bracket

23 44 30 35 7 0 e HA-2_4-C Reloyoir Valve

30 5 1 13 Pm B'°°'“" 0-24 CONTROL VALVE

E |..QD 20 1 fl “ /35 19 1a 20 11 Q 56 0.0.

/._

DA-24-‘H Brake Valve HA-24-C Reloyolr / 5,5 0D.< r ( 1 I

Pipe Bracket vow’ Uh" f 1 I

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

- To Power Knocknul 15’ (—

i’ O.D. 1st. Suppression

" Reservoir

33 3 2

5—-‘ . .

TYPE C 5; / _, 8_3_A RELAY VALVE CGUDIHGO DI" COIIGCIOf Cid CUIOUI’ COCK

SIGNAL VALVE 00' T I Q d wh' U " Combined Auxiliary, Emergency

:;;i:i_j'ing“%~':h:ke) 6\c A-2 CAR DISCHARGE VALVE and Displacement Volume Reservoir

. . L" K

Sondmg Reservoir 2 O f 30

\‘11\M
Public Domain / http://www.hathitrust.org/access_use#pd

H A k 16 KL 1/ ILIILI I I 5

u D \3 I7 / ‘H , H V E

3/8 Cuioul COCK / N 2 55' 0.0 It 4'93 NS .1 REDUCING PZIPS Aux. Emer.

~\ FA-4 MAGNET VALVE

22 ‘6\ VALVE , (Sol 45*) 3

Equal. and Red. k \ ‘I TYPE 0 INAPHRAGM 55' Q0. ~55 Q_D_ " Note 3 v v

Limiting Reservoir 9 FOOT VALVE 9‘ 0' ' Note 9

5,-

,7 Check Valve 6'5 Choke) ""24 ii _ I To Sunder \ 8 54 V2 OUIOUI Cock /8 OD -\ I. fi

{OD"" IHIPS , \ @- Overspeed Volume \Overspeed Check Valve 5QD T

k 30 55 O.D. Heservmr (3/64'I'3hoke) H _ Main Reservoir Pip°\ §a|.F_>$ V

F-I Dummy Coupling ,, -—-— 20-D_

II 00 . . E I \

L 2 ' N __ __ Indegdanl Aggiccmon &Flaleose Pipe‘ 4 Cont Emamanc" Pin:

-I Dummy Coupling \\ — “'1 —--— J _-________

|%TAng|e Cock K \ ‘—-

Branch Pipe Tee Bmnch Pipe T88 _ Brake Pipe‘ Brunch Pipe Tee _

IL I F In / I i I;

. . l.F?S.

‘$2 Pipe /3/4'Culoul Cook with Lockmg Hondle Sigml PiPB\

U - Q I’

y , /4 ’’‘“‘~''‘’ F‘"'"° u 12 '-P-9-/ Brake Cylinder Pipe\

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
SIGN/AL WHISTLE 0924'“

E'2 PNEUPHONIC HORN

BRAKE VALVE

S-40-F INDEPENDENT

BRAKE VALVE

A-6 PNEUPHONIC HOR

F{/ 3 II I9 I21 38 3D

\\ \\ 0 ..

O O 0 I41 EMERGENCY BRAKE VALVE

2‘ @ K'2 Rotair Valve 13 _ F 35

‘O O 0 © Pipe Bracket ‘P30

0 ° 0 Q 1 K-2 ROTAIR VALVE

23

Q Q 20

5 O O 26

25 O O . I8 5.; OD D-24 Control Valve

0 0 . ' ‘ P4 \Note 4 HA-24-C Reloyoir Valve

8 ° © 23 44 30 35 N 15 C DOUBLE Pipe B'°°""'

O o O 13 °-HE('3K VALVE D-24 CONTROL VALVE

4 .4 I I .-- 20 ~ ' Q I as 1? 2.0 1 ‘i *5 DS-24-H Brake Valve ¥ /4/OD. 5; W E I I i

25 23 -———§ 2 0.0.< K
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Pipe Bracket ‘ ‘ l~ J. /r 15/ ( ‘

- OD

I,/‘L’ O.D. 1st. Suppression f_

Reservoir SP"'"9 End

24 33 To Power Knockout 3 2

5-—— . .

TYPE C / 4 B_3_A RELAY VALVE _Cornbmed Dirt Collector cnd Cutout Cock

£1 OD. Combmed Auxiliary, Emergency

SIGNAL VALVE

IL‘

Over-speed Whistle'
Public Domain / http://www.hathitrust.org/access_use#pd

Choke FIIIIng(f% Choke)

J_"O

~I

A-2 CAR DISCHARGE VALVE

and Displacement Volume Reservorr

3/8" Culoul Cock/é -I 2 Iénas

Sanding Re . NS -1 REDUCING Aux Emen

FA-4 MAGNET VALVE \\

VALVE -V (SCI 45*) 3

Equal. and Red. : 8 TYPE C DMPHRAGM 55 0-D‘ ~L5§ OD " Note 3 v T

Limiting Reservoir FO0T VALVE 95 0. .

.. - " .. Note 9

To Smdu:( 3/‘ Ch°°“ va"’° GI‘ C"°"°I %IP{ I/2" Cuioul Cook /8300 k \\/E

|,, ' \ Overspeed Volume \OVCI‘SDCCd Check Valve 7! \\

IL .. - 3°‘ 55 OD. Reservoir (3/64‘Choke) Main Reservoir Pipe\ %;l.F?S IN

- _ “‘ R - —* / 0.0.

F-1 Dummy Couplmg ., K: —-— — 2 \

. I/20-Db‘ _M lndegendenl Aggicolion 8 Release PiggI E _ Gout Emergency phi

-I Dummy Couplmq L \\ _ : ——_— J-—

\ = ---' ' '____"""_"

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
DA'24 BRAKE VALVE

SIGNAL WHISTLE

DA- 24 Brake Valve

Pipe Bracket

TYPE C

SIGNAL VALVE

If

35; Duplex Air Gages 20

E2 PNEUPHONIC HORN

S-40-F INDEPENDENT

2’ BRAKE VALVE

A-6 PNEUPHONIC HOR

I/2"Whislle Valve

' -I . .

\M1istle

33

Overspeed Whistle

B-3—A RELAY VALVE

Choke Fittingltéluchoke)

12-0 ”
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

-1

3/8'I Cutout Cock/gD

Sonding Reservoir

[T I I I1

22

Equal. and Red.

Limiting Reservoir

500*

F-1 Dummy Coupling

H-l Dummy Coupling

Public Domain / http://www.hathitrust.org/access_use#pd

I%Angle COCk

‘ TYPE 0 DIAPHRAGM

J FOOT VALVE

9:" H - T

35 Check Valve di Choke)

To Sunder

,- 2

%Cutout

Cock

FA-4 MAGNET

VALVE ,,

55 0.0.

with FP-5

ll

3/4 Angle Fitting

I’? X 22" Hose

Coupling

7" ..

/8X24 Armored Hose with

34/‘Nipple and HS-3 Coupling

A"2 CAR DISCHARGE VALVE

96” 0.0.
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
>1

250:

“’ °‘ ~ av 5 ROTAIR VALVE 288 0-24 CONTROL VALVE ~

§ E; ‘s’ Q ‘s’ E ~ (Freight Position) S'4°'D INDEPENDENT VALVE 22??“ 2 ‘ V \‘ ‘“ 287

_ E L E _ ; ._ 7; 3 , 53

6:’ £u.£ 3 (3 IS § 20 37 43 -,-i 253 Controlled Emergency 185 194 93 pipe Bracket 25| 2

H I - V . — Portion

. P°="‘°" °*°¢r°"\ Of .5 " 2.p~.'/ i

2%” P as-24 Brake Valve 3 5* § 77 7 ' /I‘ rll/% 3“ 38 255

a ,3 4. 256 187 Chamber

26 ';6’J;’”'~§-,1_6!!g 4:4/A'..?l:6’=’Z’6 D ‘ex Ga 5 45_ '////Il_/IA!///All///A B-3-A RELAY VALVE 284

'///Ag4:=£l.':-5_4Lf¢L"IltI=/"-:_.', _% VALVE up 9° ;0IA-1?]/J6-‘IW1%:!(ll6 Independent Application and

2 44 2 Release Portion with Dynamic 1 Independent APPI

19 zrr7.;2Il:iIjaw/4;//J‘,:a|i|z2|;/A 21 7 23 37 and Release Porhon

Fl?/.f7.lkZI7'///¢L’?l'¢l'/.-" 2 7 ’//4!!////-’—-'”/4 FIOTAIFI VALVE _

15 2|?/.'/azzmy/2|-|:i2|$;,E:>2 Vent Valve M 1 -""3-’~"”" (Passenger Position} 230

“ zlziia£::m'_ez-;;z2'ai;|zz|'/. 33 my 1 001574

I83 lnflglgm

Ex. glljéi-gilr/15 24' Dead Engine 226

40 245 30 ///I/M §\\\\\\\\\m ‘:1 ‘ 2'77

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

I V 7 -I ' I , ‘;' , : . VI \ u\~ I I I

32 Position Diagram of 58 HA-24-0 9 “‘ ‘ \‘“\\\\"T'\“-' 236 service P°m°\n 908 276

{I II _ . . q 1,. "II"

43 5:1‘-75%9‘;w,””/.;,m”,,,'. K-2 Rotair Valve RELAYAIR VALVE Al

37

i . 132

as//:;;7/my Yd.’//mr/At?/Avmwmaa

\ B98 81

Brake Pipe ‘Cutoff

Protection Valve

146
Public Domain / http://www.hathitrust.org/access_use#pd

I48

Release lnsurmg

Valve

I5|

ion

56

1%

Pressure

Valve

'/:w

I.‘ .1

Passenger

Passenger

so

4%

Ti‘:

1/1‘,

(D

R
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
>1

0 FS- I864 RELAY VALVE

l: ROTAIR VALVE M t P rti

o _ E agne O on lnshot Valve

.3 ~ § E’ BRAKE VALVE IFPRIQM P°$it'°"I 840 D INDEPENDENT VALV Switch Portion 0-24 CONTROL VALVE 25o°\

> _ 43 \

32" 8 L SE 5 I I AND BRACKET 25“

3.59 as , i . . . 20 37 I Controlled Emergency 1 Pme Bracket 25' 253

= 5 2 05; H we P°S"'°" °'°<"°"‘ °* \ \ ortion

""1:: ‘'71’ 29 D55-24 Broke Volvo

. y V/Al 7/Alf’//15’/I//I///A”/1”’/I/I 256

1 248 A I R Quick Action

8 "*2 22 pp. el. 254

i I /. '. 26 '0/1'€'£’__-,"'2T';'|§i|£l"/I27/I/l*.t-7-‘Z’-‘I-’-['9' Duplex Gages 4 Magnet Ma net Chamber E

M ’ 7//'3"-“'zl:'3:4I"-{‘%'||:|:"—=‘-'l"”"‘ 241 Independent Application and g

2 './1-"!//. tll/M fil Rel P t. .ih .

'8 g-g;.:;iI;/=g_r,:';7r;2l,¢ig;-z|g ,. .\ ““\\ "Se °' '°" "' °Y"°m'° lndmnden, App,’

Position Diagram 19 ROTAIR VALVE 1 _ und Release pomon

of Check Valves 15 5|yAa|gz|g9'/4!!;;|';|5;z|g (Passenger Position) 7 ‘

'8 2 ' ll. :''‘-4‘' ’ '4.’-' ’ ‘ ~ _ \ s\‘‘\ ‘\‘\‘‘\\q‘

Ex. §\\\\\\\\\\m 162b Z ““\\~{§{§::“““‘ ELECTRO-PNEUMATIC Deod Engine

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

4° - - I 2 9 Pipe Bracket '..“::::;t::“\_.““\ V MASTER CONTROLLER 2"/1

32 iIZ§Z’4IiII'fi-..'.’-‘L’3'_’.’.f..’£’-1% POSIIIOH Dwqmm of HA-24-6 4; ,—,’;I..,-,,,’>fi f I 8- \‘ Service portion 908

21 5.l":'?'r-‘If’/13'-‘I-‘-I---IZ’A K-2 Romir valve RELAYAIR VALVE Al 5 _ \ 276 37

43 5I'74'¥Z|7l'-v-/'1-/IIlI‘e!II1u'IlJr.:,Y//. : _->10. \ 2 6 6

12 P - t 5 _ ~ 90 8° 81

V//Awzli///[MI////[IA]/1 om er _ I. B \\ *3

Gage Brake Pipe Cutoff ; I 15?

Protection Valve I

1 BIG '48 146 sa Emergency

Portion

L Release lnsun g
Public Domain / http://www.hathitrust.org/access_use#pd

5’ GI,’ Valve n 56

§ 5 5' Pressure

‘" 0 I2 18 Valve

I“ {B ID

a. _i a.

i5o/

~~51

216 204 fflfill’/////4//VJ//J.’///fill,”/1

{/1!!_'//////I//////.,'/////All?//.

112

Single Pointer ‘

Air

I09

cf-~ I

,I

W\

65

97

""E... '

34
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
352

288

>1

0 |=s- I864 RELAY VALVE

0 E, 279 287 ROTAIR VALVE T VALVE Magnet Portion lnshot Valve D-24 CONTROL VALVE 25o°\

E E’ h (Freight Position) S“*°'D 'NDEPENDEN _ Switch Portion 25la 253

_ RA ET ,

E {S :5 43 1 \,.“.! _\ _ AND 8 CK Controlled Emergency 93 Pipe Bracket ZSI M

» P 't' D‘ f ‘E ‘’ 20 37 28¢ 6 ,‘ ‘_‘,"—”""""';.-_-.-.'|¢7/7 Portion ’ '

w.P. W M '°°'°"' ° 3| -3 Q 3 77 1 \ 2/-’ 2 -./[A 38 255

29 /'’,’//l DsE—24—1-l DSE-24 -H BRAKE ~ ° ° " ‘I "\ /1

30 ///AI//AIIVZ’///A,///4/0%///4 u- -1 IL ._// QUICK Action 284

24a W/,:=l//,‘;7J<'_/.42///1:1’/av//2 235 10 _; , Appl. Rel.

7/////#'I/1'»-1%?//IIW"///I 1B7 Chamber E

26 WJ5.'_’.’LifiZli§l'//:7///:%'.'-.'IZ’_:Z’6' Duplex Gages 45 W ;-, I / 20 A Magnet Magnet

7/Air/.::'Z-l£E"L'1/iflllilf/.'_':'fi'/4 2350. 240 20 _/ .-.117/AM2r..//I/l nde end nt lication and D

7 J r r. - 1 , V 1' V I p e 2 Z’£./¢l:lI?ZzI5l-lIl'.TE'5::l9. ///Al/Jfill//la “ R I P T Hh D . 199 Independent Appl.

2-I2 llnaaemrmzlzlriaa /v///;a'm'e=' J 8 “Se °' '°" " Y"°""° and Release Porhon

' - - ---- ' - v p y ' -" ‘ ‘ Id L\‘\\\\\\\\\

' ' ' 19 "-917//4.’)//"zI!l6‘l,¢ I’ ‘\\‘\\\‘\‘\‘\“‘

P°s"'°" D‘°g'°"‘ iIYA(aIE5lfi'//J¢..’4."!’-I4lZ'-‘I9. i-, - i ,/ ROTAIR VAL‘-/E ‘Q30

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

°f chm Vmves 15 "r ‘ ?71’2’“% (Passenger P°Sl“°"l 17 .

E é - A \ ' \\ E 1-‘C Dead Engine 4 226

x' 5IZ‘w Zl'fiiI"iI'/J \\\\\\\\\ \ 9 \\\\\\\ ‘V ‘“‘‘‘“‘‘“‘““t EL CTRGPNEUMA 277

40 7§.,\_\\,“.\\\\: P B 162!) ,-“__‘“‘“_“ H \ _“ MASTER CONTROLLER

32 2a ?".’i;é'7/.'ii§Ié'/'{g'§: Position Diagram of 58 HA-24-C 9 ‘pa racket ' ‘“‘“‘“““‘“ Semce Pomon 908 276 3?

'1 9-2. 71'-lE..l--_I7./, _ - _ ‘ " "' \ '

43 ;I7’;:_2_.|”I‘:fIIII’IIIa'II/lIIIII1'7”l K 2 Roimr valve RELAYAIR VALVE M _._ 7 9O\ 89 81 266

7//Iy//AW/z_rw;//0:_W,§g',/I . - \\ B

'////5/JQZVAA’//JZQV///mvfl Pomier 1 57

Gage Broke Pipe Cutoff

Protection Valve 146 88 Emergency

Public Domain / http://www.hathitrust.org/access_use#pd

I48 \ Portion

Release lnsurmg 56

*- '— Valve

g 3, |5| Pressure

“ s‘ c c Valve

0 — __

d: LE 3 :1’ L‘ E l5o/

Sanding

Single Pointer

Air

216 204 _//.!l¢7//4///zzw//.!!,V//,

_ A.//////Af////fi.V////1:‘///A

7/J!!://////47////A?//YA“?/4

I09 65

97 34

-\\Q u

112
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
>\ .

I” U’ o 9 5 FIOTAIFI VALVE Air Gage Magnet Portion inshot Valve 5 /

3 § E 3 .g ; fie; BRAKE VALVE 5 (Freight Position) S-40-D INDEPENDENT VALVE Swiich Portion 2 0a N w\\_!“ 28'? AND BRACKET fl 2511 /253

:33 3 Eu 3 IE C‘? 5 IL? uE.| 8 I‘ ““.Tfi\;\:>)k§,,:>"",.:"-I‘-;/)3 Controlled Emergency 185 / Pipe Bracket 25I

g‘E‘_f E 5 ‘ __ i .. c 20 37 ‘f_;_ .6 I Portion . ;

'6 59:73 5 \~-P- - "°S"'°" °'°°'°'" °’ % Q V 36 ‘ii

, V 29 , , 1", 1- ‘, A, I, I Bmke VOIVQ k U D . -1,: J_; _-I-, Qwck Acton gf .”4!!.4AI!'1"/"1/,//4’////-{?,/fl',’/4 11- -1 °- - _ 1 2-1 ;. Appl. Rel. E

8 ‘M? M 235 ' ' Magnet Magnet 181 °*‘a"‘°e'

I WW ‘W/1=-1"!"-: "Y Wm/' 238 '3 V/J/ll?//'/A’/IIV//A 4 . .

N ,|AAA 26 . :l,|l,m//LII/=_, Du ‘ex Ga 4 4 _ A. l__ Id M M A I H n d D

I 14 p gas 20* I . Igeleepage ‘I:DOl'II0lI,1pV:i:I?'l (l’)ynat;I'|1ic 'I99\ lndependem App!‘

! 4. A I ~ .--‘- 1 ' '1 4 I-"I A 4 y -I A . '

I8 77.321274 2 328 2383 44;; 13 35 7 23 4-4 and Release Porflar

POEM Diagram 19 318 7 _ /Al!’//fl”””?///A ROTAIR VALVE t

at onm Valves 15 r;|:9;rA FLIZV/Aii'i5l?:l'/jzlé Ex_ 1&1/A|I:.',,—,i'='_I{//1 (Passenger Position) 1 » \

2lZiEliill_7’///-;m'r1l'elV4ZI"4 33 —""_"'-"_ -—----- -_;_m

g f : _ 5-". ' I ' . ‘-' ‘\‘“\“‘\\‘~\\\\‘ I

ER sly!-lrlffifi--Ikgflfi so 7//01;!////1;//A$%, -§\\\\\\\\\ El_EoTnoClBNEuMATg:R 277

40 I I §\\\\\\\\\\“ 162b _-N32‘: \\\\\\\\ ‘ MASTER NTROLL I

315 _ _ _ Pipe Bracket _\\‘\\‘\\\\'4n‘\\\\\I\\\\\ Serwce Porflqn 903 276

32 Position Diagram of HA—24-E 1; _,;,,,-J Rel. 35

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

6 0!_ D 1 I _ I .

43 2‘ »'';zél?;2”,-'/'Jv,'-/7.;,-,z-,,1,,.aIA K—2 Rotair Valve RELAYAIR VALVE At 81

9o\\ 89a

' /F71!/J’///67//477/A7//5"’ 1

V//A’//////'//7;!///AWAY///‘Z’?/'7.

5:

Pointer

G099 Brake Pipe Cutoff 38 Emergency

Protection Valve I43 ion

Public Domain / http://www.hathitrust.org/access_use#pd

A-I Re|eose |nsunng Valve

L L 5 7 Pressure

Q G) :.:.-_. _ V I

-I g’ at . \ a ve

I ::I;I. t § § $.'\\§.'..‘?.\'\§

£5! ‘“ V ‘ /. '-1-.. \-

////1//éfly CL 0. I Single Pointer

216 204

I AIIV//flV//1&7///ZI!_’///,

_’ ’ AI://///A:/I//AZ////All//A

///(I97//M/////A/J’ /

Air

34

st

.47 N I

112

FA-4 MAGNET VALVE Emergency

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
500

D-24 CONTROL VALUE 2

2500 2520 G 25Ib2o°2 2b Slc Zsob 2”

>

u VE

3 9 3 3 so ‘Fre'?g?I';',:Isi\;::) S-40-F INDEPENDENT VALVE

to E — -- 1- .

2 E 5 z a 2 R 43 - _ _ 287

e E E a :2 a S 20 37 . _.._\_‘ 253 25'" N

II" _ :"._\'I' - I .-\ ‘ ‘ \J:'-IIIIIIIIII. ____, -1 C I H d U

W.P. 7 fiigkgsgta 5 1 '97‘ 5-_%-‘Jy//; 0" ropgrfilgrflergencv 93 Pipe Bracket 25l

29 7/fill//J15/J7///ll////A7////19714 ',_:._-M a , /-J‘. \

30 Will://All?//AA’/A,////1.7//J6’//A 7 3,,-“ii ; - /,,\,,,/J 33

243 ¢ 5 ,,,, 4 ::\%‘1,,_/,, - / A

22 G e '-,\ 5 W 256 I -, QM 26 ages 5 2 B-3-A RELAY VALVE 252 / 5 '5 \\\\\\\\\\ ~~\~\\' 284 _ 8 \_ Chamber E

2 ~ '/.I.£.//.I:lI_Zzl,5l lllglfiflfl. DA-24-H BRAKE VALVE 35 27 23 44 w Wm “ ‘ma ‘ ‘ 280 Independent Application and B

4 2-!z|:iI,e'g_r,:m:-:i,m,z|_a 1“, 1. ml‘ \“\§ t I Re'e°-Se Portion with Dymmic 199 Ind nd M A l

19 5'7/D2 II-917//AI///zZ|¢I71Z|,2 HOT/_\|H VALVE 37 _/ _ V ‘\ “ Q ‘ \ ‘Marlee \_ epe e pp.

' v v - - p 35 E I. I. . \‘\\“ \\\\\ k

P \‘ I I ‘ ‘ Ofld RQIGDSP. POTIIOH

15 :.|YA'//.lézl7///,|-l:igl$;z1_e 370 Emergency Vent -Valve lPassenper 051 wnl \ |\ \

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Elli’-'iIii$l%v0.,',11”}IgI%Zl2 h““‘“‘, \ § 230

33 I /A 1 4 ll? - A 1 . .

Ex. 2/40 / 24‘ §\\\\\\\\ \ \\\\\\ \I§ 226 Dead Englne “

IIII4 '. J A I ‘ _——~—_..___

40 flfi//1/.E§jl?.';E.:;-.}"..;9.'ri/7% -245 ;“\};r.;&\\9, 277

32 iIwé_;'5,‘ii£I?’.-e’?é/’?'1’i.'.’I€§'Ze"/1 Position Dioawm of HM4-C 4; 9 t, K. 256 . /

21 ’ll'_-'1"-I25’/"' .,__ -Ii’A K-2 Rotair valve RELAYAIR VALVE At lie; 23' Serme P°"'°" 90a 276

43 ’};zw9I-.!IIIl7IIIA'IIIl$III1:7”1 \_ I: W 231 \\ 12 115;? 244 238 i\ 266

WI:/M2745"///AWJ’///[Arr//'. \_ Broke Pipe Cutoff H.-.5-i; 89\ 90\\ 89a 81

Position Diagram of Ex‘ \202 p'°IecII°" V°I\'e I 4 32 I57

DA-24-H Brake Valve :48 146 83 Emergency

Public Domain / http://www.hathitrust.org/access_use#pd

Release lnsurmg Valve

l5l Pressure

Vaivc

i5o/

Passenger

Passenger

Sanding

I09

65

, A!I'7/////,7///47////A!!!/A

_/ //:8”///l'_//////A7////1:"///A

’AIIf/////A’////4,’/////All?/A

l::_/////A7////A/////4'//A

_'/All?////Af////L*£’.£{::"'/1/.

I I/ll’,//////‘-///AFEIIIIIIIL//,6

7/A.’/////A7//1E""""5|,é

//1:.//////1?////A%ZIZ

’ /III‘?/////IL’///JIZFII/Ill’!-I6

Position Diagram of

K-2-A Rotair Valve

97 34
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
>\

0 U ROTAIR VALVE

g g‘ H (Freight Position, S-40-F INDEPENDENT 2500

E 5 3 O 25% 288 28., D24 CONTROL VALVE \ T

l .. . - = ' ' _, '- ~. 25l

W-R "°""'°" °;°°'°": °* -E .. 5 2° 3’ ze Em 6 ° £53

1:: 4 . J’ . -” 4 \I-I‘!/IIIJIIII. ______ ' er nc

29 Bro e Va ve E 3 8 __ .l I 5_:_:1_' Portion 9 Y 194 93 Pipe Bracket 25l ‘At

24a . d§- 3h

I-Elfl:/I/All///afflfi ‘ / T4’/W ' 3a

26 W§£l!‘£5'_4 fi__,Ifl//¢:El:6’_-’_“-l"6 D I A. G 45 ‘ I ‘- ' O k A 256

//AF/TIE“-’-lfistl-'.¢'¢'flllll-/==a’.-l.4T Ds-24-i-i BRAKE VALVE “D e‘ " ages ‘ A ' “'° °"°" 284

2 7.’_/'.?¢l:lIv1zIé|- El?!-zlfi 2°- 9-3-A RELAY VALVE - 4 18? Chamber E

2-gz :iI;¢3gj',."-,,—,.‘:;I.i"ir,';:|'r/. \ 13 as 21 23 44 ‘ '

19 5.7”; :1-9,”//;///,,:;|'_|zz|g,_ / / 23 Independent AQPIIDGIIOH and

11 370 -\ 355 Vent Valve 7 __ I-54-‘ ; ,// ROTAIR VALVE 37 \‘ R°'e°$° '°°"'°“ '"'"‘ °Y"°"“° 199 Independent Appl.

15 iiZ'?1|€ \ ‘ '’’mr4;L ’ (Passenger Posiflonl 1'' § °"" Rm“-"2 "°'"°“

it Mo

1 I /I7 _____ 4 4 1
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Ex. iikfigl-I; ‘ S

I In 4': - A -

4-0 16 \\\\\\\\\\ Q De d E . 226

23 .. . .~ \ 0 one

32 T 55 Position Diagram of 58 HA_24_c 236 277

43 K-2 Rotair Valve RELAYAIR VALVE M II ,0" (06 Service Portio\n 908 276 37

a /, I . 4 IL I _ \ I1 . _ \

Brake Pipe Cutoff \ 89a 81

‘10, Protection Valve

146
Public Domain / http://www.hathitrust.org/access_use#pd

‘ 31 X L L I48 Emergency

0 0 ' Portion

“ U‘ U‘ Release lnsurmg

4-! +1 "If i‘\\\\ ' \'\\' I l

B ‘B -3, <5, 5 5 /um; . _\v\ Q 8 Va ve . /

Q E 5 Q 3 E ‘ ¢/6 |5i Pressure

”/ 21 LL 0- J Sandin 7” / Valve

45 A /. A . A ._ six’;-A-,1

/ j///,-:1-1 ’ ‘ e.-2)) I09

1 44 7//,!!_/////A7///4,/////4!!’///. 3 5

.1 12 27 \~\ 6

/ (A 7 ,7/A!!7////I.’///£"””=”//A 97

’ I‘ 114 FA-4 MAGNET VALVE ,l-_ \ 34

Q2‘ , Full Release 33 §

I ' S //AIIV////AV/Av717;/'17;'1;Zl,’A V I § Brake Valve 98

’ ,,,‘ elector Cock 35 V1915;////1://///Av////,1£|z ‘ A § 35

. I ”/Al’//////Ill’///Jiv///#712 ' 7' .\\\

/4; /Z \64

, Position Diagram of \

/ K-2-A Rotair Valve ch k 26

' " Ser. Appl. 0 e

I / ' ISL Sup. R85. I Application To

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
>\

0 FS- I864 RELAY VALVE

Q ,. 3 E‘ 8 3 E 279 355 F '.:“:T"F1H.‘:.AL;"E s40-0 INDEPENDENT VALVE Magnet Portion Inshot Valve 288 0-24 CONTROL VAL‘-‘E 250°

,5 2 E E 3 g Q E 2 = ( reig t osi ion 43 Switch Poriion 259° 252° :_ 25|b2o°2 zb 51¢ 25% 28-, 25h: 253

g.§£ 52 E‘ II? IE ‘I <3 5 £3 l-l-I E g 20 37 \ 25|°\ 253 NO‘ 218 AND BRACKET Controlled _Emergency Pipe Brackel 251

_ g§ ¢h- E . . , . I , __ n :1;';[' _*"" '1 ' "- ‘ ‘ ".'_."""""""_-:7'-‘;//'/ Porhon

" E38“; 2gN-P-

DAE-24-H BRAKE VALVE 3 E 5 \ ' {F ” 256

I 30 U‘ ' \’ *1: 7/4’ Quick Action 264

¢_..= 24a V 7 WW , ~-I-i-3 //

8 ' ' 1/1 1. ' ' r 2 .///Ill‘ I I _ Appl.

35 I3 Q _ 1 18'] Chamber E

Al. 26 %§,”".I§'? °“°"”‘ A" Gages 4557;" ” ' r‘ 4 Ma‘-"‘°*

illl V/.4i:1$IlE|I=/7-"4|;i-|iiéfi'L*'.|'i __ /All’///J‘-3'///fill.’//A 2 2 lndependenl Appliculion and lnde ndenl A I.

I8 . 2 . o_—_ , _ II II II I _ _ PB . ?_!7.Ii|-?§_’-:_l_’/4/lzgilglg/:_.I?. 328 2-;_ 23 ‘ \\\\\' Release Porhon WI"1 Dynamic ond Release Portion

Position Diagram 19 318 7 __ lfl!_!V//I-””"-£5//J nomm VALVE 7/2 “‘~ Interlock

f - — ' - I 4'” ’/A - ' 5 --

0 Check Valves 15 5.7472 Z’/“Z7/4|-|:|n_|$,",j'|>/l , /J///I ”/jiir 1 (Passenger Position] \-\' '- ‘ "7"'\\\'_\\--_"\“"‘~‘\\““

33*” ii?//),.,,I§ 1‘ N , - 0 _\\\\\\\\\\\\~

I. A l A .1 A ‘a‘ . 7 I-, V ,- , 1 — '_.__..__—_..- _ . _ _ _-

'8" alzi-|:|?;v7-“""‘iI;I|;M 2 mm’ \‘¢ ¢ ' Q 209

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Ex. ml l5lZ42I= _'/E2]:/1. 3° '////ll"//V/A’ \\ 5. /.~. A - Dead Engine

16 5|’/,:',,. imin mnno 1//1,-.v////////0 A -V , \ .- ELECTRO-PNEUMATIC

40 rm?/A:::'.|'a.',,-,-:I.-.-.!,e'/'17;-/-/z 162b No I \\\\\ MASTER CONTROLLER 277

ilYAY//2Hl,’4f/I1/1'/1'0!’/A’lA 315 - . - Pipe Bracket “'1 :.‘_‘_“_‘=“;‘;‘.‘.:.__.__-- . .

32 POSlflOl‘l DIGQFCIITIOf HA—24-C _\v 7 7 ,\\\\\‘p\\\\'~\'\\\\\|\\\\\\\“T?_ 1 SEFVICG POFHOD 908 IZIIJ--_IYA _. - I ' -- , q .

43 ;j,,,,,,,,,,,,,,,,,,_=_m K 2 Rotmr Valve RELAYAIR VALVE 62 g E | _ ~ 8 28‘ Ex I if 23' 23? \\ 266

' 12 WILTJVI - I l 3 4 238 \ 89a 81

'////.//4'//J7//AWJQ///av//' Pomler BM‘ Pipe 0 M 3 5 B -V- 1; g _ 157

LI _4 Q ' 4

Position Diagram of Proleclion Volve 36 5 5 - 32 146 Emergency

DAE—24-H Broke Volve g as '48 Port

Public Domain / http://www.hathitrust.org/access_use#pd

7 L i. _ . Release lnsunng

0 D 3 -i 1 O v

‘W V I e

/"" -n\\l\\“ - w\\‘ Pressure

251 E -._: §’ g E 7'-‘-113" E “”‘ Q 8 v l

214 g 15% § 2 Q 9 18 / ave

Ll. ll--J o_._i :1 '-—:€\\ 150

J -J; ‘ , 1 ' \\ ‘

216 204 / -"-*" W‘ ,T;; -‘w 5- I p ' t

45 ¢/////¢*’~\‘**,,.:¢§*-1/:\‘ °' ms 65

Ion ' l::_ A _ ._ A

Piston Portion 1 W3 FA-4 MAGNET VALVE 35

l... l V 'I.PIIII" :6 2

I6! '68 33 7]//.||y////:7//:/7!!/1111;’/JIZQ

35 7/Ail’//7/:f////J4’/1’/‘£12 \32

30 '///1'“,//////“"7//-/:;;I-'I77!?II7]l

. . 30

Position Diagram of

K-2-A Rotair Valve Choke Relay Portion 70

1st_ sun Res ADP|iCOfiOI'1 38 36 Release Valvek

I82 G. I 27
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
E 352 602 288

U_.

C / Smgle Pomier TIMING VALVE FS- |ae4 RELAY VALVE

3 2 0 9 3! 279 / 287 ROTAIR VALVE Air G099 Magnet Portion I shot Val e A 288 D-24 CONTROL. VALVE

Li 5 E 5 Q E’ g (Freight Position) s4°'° 'NDEPENDENT VALVE Swiich Poriion " V 350° 252° .- 25"‘2 2b 5' 250b ‘ 28?

52 EM’ .1 e N 3?°\ 282 43 251° 353 AND BRACKET cmm. P B 1“

I ' I _ _ _ _-'-2 -- \ "?\'I - - A-~ ‘ -E‘--1‘:/11.01!-Ill-______:.. . IDB F8

W.P. m1.’///A/A/,'///or//.'4/./4/.7//. Dlflqmm Rf 2° 37 | 5 _, ~, ’ 1 -- ,_. 9,! .- Hi, ‘ Porhon

29 DSE-24-H DSE-24-H BRAKE VALVE 77 7 25 §Ff2‘._3.¢:'/ //-’i$‘/// 255

30- .//!!./Al!//4,6/,/If////L,/Z,/J4,///I ? §=#'-- . will? /’1\'-’~’f// r. -

243 //If J7/A_'zJ///4-//A/m ¢ HF-1;‘! /I, ~ ..\3...~/J Quick Acuon

22 ¢ .1, .L‘—‘;'‘). I Q _ ' I I ROI. Chamber

26 Z'l1,i'L_'--§—,'.I_§!!;l'/A,///A£§l;4g.'_£',& . % W /‘\I;“\\\\\\\\‘_\\\' 234 Magnet Magnet

2 14 Duplex A" Gages 2 5 280 E independenl Application and

._._‘.. 5 '1', I '.:' _ e ;.

, . : - ,l . ,._d . 328 2 _\ P \\\\1 . \\ D R | p f "h - Independent Appl.

Posifrm rum \:‘ ‘ ~ or ‘on w Dynumlc and REIEOSQ 9 1.1 7.‘,/A’//1.'l:a|,'(I7/J"fl’-‘:'JHZZI:Q ROTAIR VALVE {E -:.r_\.:..‘:\.:““ 1 ‘ ' I IN 230

cf Check VGIVES ' ' ' " I I r " \ ‘ I ‘ r .\\\\\\|\\~\\\\

15 __ IPIIABQ P P .t. 1 I ‘ §

88 . 32O\ ( assenger OSI non] way ________ “ §

I , $1. ' 1' 2'2’; 4 , , _ ---.;____

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

‘Ba lnjw, "E€|;Ii;:|;a. 4 g N - ‘ ll§ 226 C

5; III.” - ¢~',":.,/ \\I, 1.. A‘ \i-. EX. .

Ex. / \, 7 § ELEO-I-RO_pNEUMA-no Dead Engme

40 gun;/r4.=;'.|;;:;w::;:-,2,’-.-.i;,:§;z §“\‘\‘““§§ 1621; R771 1 ‘.“\“~.~.““i"a\\ \ MASTER CONTROLLER 277

i<P°2:'!:Rl’gi]o2!u‘3o?r;‘ of 58 R%ti§(2il§ VALVE A :';"'j Z 5 I ' /93 23' 237 \ 276

I . I , ' I - .15 , - | _ _ 1/

‘*3 12 " 62 % a 238 893 81 266

by/1!//49,2’/49", JV’?///1111.4 Pointer Z 8 -- ~':' ;

1 G098 Broke Pipe cmrr 3'5 r _ 2 32 146 88 E

Proleciion Volve I ' merqency

A-I SUPPRESSION 9 3'6 '48 ‘M

Public Domain / http://www.hathitrust.org/access_use#pd

i s ;~. Release lnsurmg 56

E 8 i /\ \\1 VUIVQ Pr

.. .. C” °‘ I ‘ :-:§‘—_-I“" Q 8 ISI essure

' " 0. in on '2" ‘_ '-

268 -217 5 EL, E1, 3 ti I50/

I _/.. _.__. A . .

216 204 //I//A R“*&‘/1?;-33}/:‘\ sm?"° P°'"t°" 109

45 3 A"

20 ///5:7////A///////.7/////:-//A

V/Agi,/////4'1?//z_'/////‘gin

' 1=:_///JA7////A/////A///.

/,§!V////A////£%’£-”//A

.;. //17/Ala”-":’:g '1'.

7/Alli///fill’///llirlllllli/-[Z

Position Diagram of

K-2-A Rotair Valve

97

IIIIII//A

§'
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
FS- i864 RELAY VALVE

O ROTAlR VALVE

0 U1 0 Q 5 . . S-40-D Magnefl Pm-{ion lnshot valve

‘' W E 0 O 0* (Freight Position) _ .

2 3 8 E E S Q 3 E : Smlch Porhon 2500 2520 2511:2002 2b 51¢ 25% 288 28? 024 C M

c _ \- h L ‘ \\ Q ' v ‘ ' I I

553 ,3 =5 6:’ Emil 5 <3 5 % § 20 31 25'° o\\\\\",:::r‘.§\_:-:i:l\.:,\\\“~\\“\\\\\\>_\_\_;\\\_‘; 253 NO 218 AND 8 CK ONTROL l E 2510 7

‘’ '=‘'l=: ‘' -- "° 7"" ‘ ‘ - ' RA ET

-58 E I ..'I 1/ .' I .V _ Q " I :-- ' ~-"--1'-/// ,

° Jim 2;V-P-

one 24 BRAKE VALVE ZBI E 3 3 313:‘, °°""°:,'(<:<r1fil(-Enmerqency 1 PM Bracket 25‘ 253

246 i,[;_i,_i-ill, Al.

- ' 1///- r 3 r (I i ____, 111/ .. 0~,4

8 ///.////_,.:m0//.|IvYA///I . / ll/J1-._//Al M .i 1.! . ..\.3, , 256

r _'IlI,:.-_7'|;||'!I7AY//l‘:§|7_l-':f6 233 Duplex Arr Gages 45 ' -,- - r -W ' " Q - ?“‘ " "- A I. | I n 256

Al. 26 049’ P“; '/W4 |i|7.7=|'/ \ 20 "7/I"l."”/""'rA y 7) , \““\\\\'\\\\\.\\\\' 234 pp Rel‘ 0" ck Acto

8 2 14 |:|57;3j|? 328 ‘ 13 35 27 23 44 23 _ A A 1. 80 Independent Application 0 d Magnet Magnet 1B7\ Chamber '28:

| ----: : I ,1 --,_‘-'-w: - .=. /.7 ' - ‘ - \ , . , _ '1

~ - 19 318 /ZIIV//J./0?/I ROTAIR wove ' ‘. ° Mose POFW1 mlh Dynamic

Posmon Diogrom 5-I7/7/‘I,’-3| 7/A,-,,,,.q|-;|r/_.g|-9 I ,I-'l’A|l?,-2'___l// P -f 1 17 - ‘ _ - § ‘ --I 2 lnlerlock 199

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

°f °"°°" V°"°-S 15 il'//;'6§IilZl’J57A"_--

14??/Al'l71~".-'.‘IW ‘Passenger °'‘“‘' '°" “J--’ ‘ ‘“~' 5 ' \ ‘ 30 / '“de°e"d°“' APP‘

___________ "Q g $“\“““ Ond RGIEUSE POHIOI1

l8a 2'."-|§|.';!-5.’l./(4z.|?|Z-";';l ,2-1714 4 I60 *5 \ /’ 230

£'-‘'-': 42] -1!!!’ 77/AIIW 1 I:-' \\ 5 *-l§ 226

Ex IMI-la '4 -!'..'_'£|6 7,,’-7 I, I/fir / \\\\\\\\\ \ -h ‘.'o 201

' 7|’!/I=;ZI=.Zlfil-IZIIZ ‘ ‘ ‘ § M\\\\\.\\\ Q 9 '\

40 slur//A‘5:.:|;‘|fl%.‘E",)J'7’:;7.' w W 7/_ 9 162b \ ELECTROPNEUMATIC D80d Engine ~—-—~‘_.___ __h 226

23 5_lZWfl;7!-{I'll/1'.’/J2///.1”/.//"I1 315 Posifion Diagram of 58 HA-24-C _7-"-I",-,”'_y Pipe Bracket F x MASTER CONTROLLER 277

3'2 i:§'=.£'’;!!3'””''''' ”””""'¢ K-2 Rotair Valve RELAYNR VALVE 5 ‘/M 236 - -

43 21 5}}!-':-Q’/271111!!! v1/IIIIIAHI9: 68 \ 2 _ 23|__ 237 Semce P°"‘°" 908 276’

Public Domain / http://www.hathitrust.org/access_use#pd

12 poimer . ' -'5 --F 238 ‘

5.’//A7”)'/I/)////[fill///11772 G 6 Brake Pipe culoff i 8 - ," \ 266 37

ug Proleclion Valve 35 ; Z 90\\ 898 81

Posilion Diagram of a g as //I 32 ‘

DAE-24 Brake Valve 7 V . I4 146 88

6 3 - 8 H ,_. °‘ °‘ ‘ J§ ‘ ‘UV ‘ Release l ‘

251 .5, 5, 5 5 8 4-3;

-— -- ‘" “' ' /J -¢‘\§°:'é-“\

214 E ” 3 3 8 $ 9? 9 18 '5'

LL J m J ‘L - 5222""

215 204 13 Single Pointer |50/

'4///.ll'%///6'////J57/////.!|f//:

’ 1!!7////A’///"’£_'/////§!!7//A

V//J:JQYJ{///A|§'""“'/_/.{

' /;.’///J/A7//,l::"""'E1_

j///4!?////1///,,-,:,-,7,',-",1; If/.

/Al’//////ll:///J,:=,T-,,,7,z

"13?////VF/I///17.///II’///A

Position Diagram of

K-2-A Rotair Valve

3 Air log
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
ROTAIR VALVE

S-40-F INDEPENDENT

D-24 CONTROL VALVE

>i

z E .. 253 § % (Freight Position) 02

2 C Q B Q L 0 250b 287

6:’ EM?) 3 3 5 20 37 . _.>\\\7'n\\\‘.'\\\\\\‘;?....“." 253 25m 25

o . Ed!’//.7///.'///A'¢/.7////'///, 7,‘.:_\1lc.;_’\. . . _‘-_4,_,,”, ‘.,,__:_-__',_ C ' H d E I 3

2QJVP r , 2 _l / 4| on ropgmorrriergency 93 Pme Bracket 25‘ ,m‘

30 Y/Ail?/Ali’///,7//AW//AV///47//A __ I ‘ d \

24a \ 256

Qwck Action

187 Chamber E

B-3-A RELAY VALVE

DA_2 4

mesoaonehemeaesse

, .'_"'/'32“!-!5lf.IE:'.Ifi
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

2-gr. :iI,r.':gr,,,,,,;zi;ir,

J2 ll-917//A/////ZHIZ

in V .££-"!’-lil.

VALVE Dumex

Independent Application and

Release Portion with Dynamic 199

Gages

Independent Appl.

and Release Portion

37
Public Domain / http://www.hathitrust.org/access_use#pd

‘-I

we

ROTAIR VALVE

(Passenger Position) 17

R\

Emergency Venl Valve

i\‘ \‘ n

eeeeassa

k\

lIIP""-

_s=s= E‘lJ

_2.

E ..

as

\\

ask

--
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
TIMING VALVE

2500

> AGKNOINLEDGING VALVE 283 D-24 CONTROL VALUE. 7

o E ROTAIR .V.ALvE -F INDEPENDENT 250° 252° =. 25|b2o°2 2b 5“: zsob 287 25|q\

3 S 3 3 9 (Freight Position) S40 83 25“, \\‘\‘I_\“\\ \\‘|\\A\\\\\\\'\\\‘§'\\\\\\\}\\‘-\\\‘z _253

E E ‘<3 E E “E, 4 :\~. -\- \» I :\;‘:“‘ :\k\I'1:lII;II"II-

am controlled ,E|-nergency PIDG BI'GCkCt 3:’ = -- 0 M n I 20 37 93 i §v_i;-53%’ Porhon 3h Ba - __, ‘-I r 7 _-7 '7 Position Diagram of 9 ,, ,4” _ /

2;V.P-

D5-24 Broke Valve [<4 "6 QUICK ACUOU 284

30 '0All7/A|l'l7A'///A,//7/AVJ/fl7//A ‘ ~ L 71‘: ~-~ -"4 25 187 Chamber 5

248 _ B-3-A I \\\\\\.\\\\\\\\.v\\\' 26 22 Duplex Gages 1 28 E independent Application and D

D924 BRAKE VALVE I It “““::::1“ lndependenl Appl.

2 . ?./4.,/.I:lIf';;zI.5!!!:l,¢i',e'5zl¢ 13 35 27 23 44 S _ Em CM 37 _ Z _“““‘““‘ and Release Porhon

ROTAIR VALVE “um I 6 ' W

19 I -"‘r' '- >' " l-‘ " " r .\\\\\\M

' 1.4 '. I’/maze. Ir./Ail/. -A I “____

15 Venl Valve (Passenger Position) 17 2 - ‘IF

; I /71 - A p '. J .

Ex. \\\\\\\\\\\\Q vi I-I\I\\\\\\\\\ 277

40 ?/“‘?;f,1}/ 9'. 9 246 27 “" ' 7 '“““““"‘““"'“‘\‘\\“_r:- Service Porlion 903 276

17'///-v 0 I/////V////'1'? - - - E I /I - H ' I \ 37’

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

32 inéziiiilév/Irlllfiaéeé P°5"'°" P‘°Q'°'“ °’ “’‘‘2‘‘' A "'"'" <=HA~RE'<>vER E .— ~ \ 266

21 ill!-Ea __ I1’A K-2 Roimr Volve RELAYAIR VALVE MAGNET VALVE : \ 89a 81

43 5)T':=£l7I‘."r'l'7I7'!III4:r1l1aarIIf';.Y§Z : 6 -- I

12 5 ‘I57

/awe./J//////fmzwll.-04 Broke pipe Gum" as I48 146 Emergency

.I,

1 Proiecimn Vo ve A-I SUPPRESSION ’

Porlion

klliijl Releosg :nsurmg 56

4* ‘ I\\\\\. I \< 0 ve

‘- ‘' L‘_:-.~;‘ _ "“ Q 3 Pressure

Public Domain / http://www.hathitrust.org/access_use#pd

-' ~ .. 0-! E‘ :2,’ %/A Valve

is-ii. . 5» '§ 2 2 8 R J“-st '50

“- “--' °--' ‘L I09

/. ‘ 13 3 '"" ' 65

/ 45 j////.||V4*',a'///'//4.7//%!!,V/A

97

mi!’/////47///.7;////iii’ T 34

&‘L\\\‘\\

7 ’ i_

'/

LE‘ 27 ,_ 112 7 I 7 IAII/I/IA”

J; . _ 7 //All/////A///__._:/I 7 7; § 35

all ',5-,.,...£/'6 FA-4 MAGNET VALVE. 5 5; §

-’- r 114 Full Release 33 7/%-‘//747//'|=='''''''5|-4 ‘ 71: §

\ I//Al!”////A7//I17!!!/Il1jZ|_’A 1.7,“ § 64

VI " ' S=lec*or Cock 35 4-_\\

Q‘ I 30 7/A“'/////JiE'?// 11:11/IIzr71Z .

/ 5 ‘ HO

g‘ A Position Diagram of Ch k \ 70

/lg ‘ K-2-A Rotair Valve 0 e _ Release Valve

Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
ROTAIR VALVE

(Freight Position)

TIMING VALVE

VALVE Single Pointer

Air Gaqe

S-40-F IN DEPENDENT

2002 250:; 288 287 D-24 CONTROL VALVE

“m A‘ ‘.\\\\‘L\\\‘;\\\\\\‘;§:‘7'.\\\}§ 353 5Ia

._ I

Service

Emergency

as

7253

Controlled _Emergency 185 194

20 37

‘T I.‘-'.’-”""""" ____ 93 Pipe Bracket Z5|

.. . -- -V 95,’ I. Por on

w.p P°s"'°" °'°9'°"' °f 93 ' ' ' ‘l '///

29 I//lllf/1:’-‘J’//4'///A7///A?’///A’///A DS-24-H Brake ‘vtalve

V/All///JIZQ’///AZ//47///J’ .

3h
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

38

/1'.///‘L’./A:///1:2’//A’///A

IJWII--=is||'|0.z//A=:=.1z::.':I4

/4/??§e”/// ese

- " 282

Quick Action

Chamber

Duplex Gages
Public Domain / http://www.hathitrust.org/access_use#pd

\§

14 :/;;‘.;:5 ’-'-§?I-7;”-7”‘ os24-H BRAKE VALVE 240 B'3'A RELAY VALVE gidlependent _Application and D

2 e ease Portion with Dynamic 199 Independent Appl

Y _. . .I.: I. . _t and Release Portia

19 11 Emergency \/enl ‘-‘Give ROTAIR \/ALVE 37 "

' r I ' IV 7 I 1 ' r- 7 . .

15 3155 (Passenger Position) 17

Ex. iljég-giifii--I‘ Comlgined omnoe Deed Engine 226

il/,.am=. Ml-I¢QI4 \ Over switch and Cook

I. . .- I . _ _ _ - » i ' - ireman - ~

32 Position Diagram of HA_24_C -'2 9 Circuit Controller Service P°'l'<?\" 90a 276 37

43 $,-,7i_i|p’,'i,,,,.,,,,,,,,,,,,,q'/,1 K-'2 Rota ir Valve RELAYAIR VALVE

/:._/7//4'///A///AMl_£::_ ,1

266

7//4'/”ZV’J'7//AWJV/'/IIJIJ

\
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
HA-24-D RELAYAIR VALVE

mung

Broke Pipe Cutoff

Protection Valve

-Off

__-___-_-______._-_________ _-____-‘--

MAXIMUM SPEED DETAILS

FA-4 MAGNET VALVE

Tee Fitting(d-ll

Check va|ve(§{ Choke) Qhoke Eitting

( & Qhoke)

Vol. Res.

Sunder

38

ii

To Broke Main Reservoir System

Check \b|ve

To**25ut Broke To #I5 at ControlVo|ve

—__—__-__~_____-_____---——_—_.-:--—-__._—-—--_-_---—-_-nl

To Relay Valve and Commlvolve _ _________________ __ _ __

To Powe End
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639

Knockout To Diaphragm Foot Volve

24-RL BRAKE EQUIPMENT

FOR DIESEL ELECTRIC PASSENGER LOCOMOTIVE

SUPPLEMENTARY DIAGRAMMATIC

D-775 50-63
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd
Generated on 2014-03-19 01:51 GMT / http://hdl.handle.net/2027/mdp.39015068246639
Public Domain / http://www.hathitrust.org/access_use#pd