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Testing No. 6 Equipment ally lessened with a brake cylinder cut-out, its leaky condition is evident.

After an application of the locomotive brake, if, in slowly releasing it by the independent brake-valve, the red hand of the small duplex gauge falls as would be expected, but at no time during the release does any brake-cylinder pressure escape from its natural exhaust opening in the front of the distributing valve, the cause is due to a bad condition of the application portion of the distributing valve; the leather packing of the application piston may be in good condition, but the packing ring is not; the ring may be worn, or broken, or stuck tight in its groove by gummy dirt and will not expand to make a tight joint. This is probably aggravated by an unnatural resistance of the application and exhaust slide valves, from being dirty and lacking lubrication. Some insistence is often necessary to get inspectors to clean and oil the application piston and its connecting valves, on account of the trouble in getting it out, as, besides taking off the applicationcylinder cover, the top cover over the application valve must also be removed, involving the taking out of the many little screws that hold it; the application valve must be lifted off, and the pin that operates it pulled out of the application-piston spindle, before the piston can be removed. But, if any part of the E-T equipment should be slighted in care, it must not be the distributing

valvethe fundamental “hub” of the locomotive braking system.

Directions for testing the different parts of the No. 6 E-T equipment for the many possible defects could be continued almost indefinitely, but to give them all in detail would imply that the reader, or student, is not capable of understanding when and how a certain part is working defectively after he has learned how it should work when it is operating correctly, and if the implication should be correct the details would be an overtax on his memory. The main essentials in roundhouse testing of this equipment are given above; but the chief air-brake inspector, the roundhouse foreman, and the back shop air-brake repair men, should become so thoroughly acquainted with the No. 6 E-T equipment by a complete understanding of the subject matter of this book, that they will be able to detect the many possible irregularities of the equipment; in fact, to so educate them—and locomotive enginemen--is the object of this work.

No. 5 E-T Equipment

THE NO.

5 E-T LOCOMOTIVE-BRAKE

EQUIPMENT

ITS GENERAL CONSTRUCTION.

Probably the larger number of E-T-equipped locomotives at the present time have the former, No. 5 STYLE, which was discontinued with the advent of the No. 6, and all locomotives recently built have the later, improved type, as all will have in the future. As a fact, there is but very little difference between the two styles of this equipment, and if either one is well understood it will only require a few words of explanation to make the other style equally clear.

Fig. 48 shows the No. 5 E-T EQUIPMENT; and the only difference between this plate and a diagram of the No. 6 style is in the two small copper pipes connecting with the left side of the distributing valve—the only ones shown in colors in this cut, as all other parts are exactly similar in appearance, pressures contained, and their duties, to the corresponding parts now well understood in the No. 6 equipment. The orange-colored pipe-lower connection on the left side of distributing valve--performs, to a certain limit, the duties of both of the “two little copper pipes” of the No. 6 equipment; while the blue-colored pipe plays no part whatever in any of the phases of brake operation (except an undesirable

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Fig. 48.—Diagram of the No. 5 ET Locomotive-Brake Equipment. Colors showing the only apparent difference from

the improved No. 6 equipment. Copyright, 1909, by The Norman W. Henley Publishing Co.

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