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9. DRIVER, TENDER, and TRUCK-BRAKE CYLINDERS, CUT-OUT Cocks, AIR STRAINERS, HOSE COUPLINGS, FITTINGS, etc., incidental to the piping. (The I-inch Cut-out Cock in Brake Pipe directly beneath the automatic brake-valve (Fig. 1) is designated the DOUBLE-HEADING COCK).
Names of Piping
NAMES OF PIPING.
(See Fig. 1. Notations thereon as to pipe connections.)
In the color scheme of Fig. 1, it is not implied that the indicated pressures are in all of the several pipes at the same time; the intention is to explain the routing of the air flow, and the zone that may be occupied by each pressure.
In subsequent charts, the coloring will indicate the pressures that are contained in the pipes, chambers, etc., during the particular phase of action represented by the individual plate.
DISCHARGE PIPE: Connects the AIR PUMP to the first MAIN RESERVOIR.
CONNECTING PIPE: Connects the two MAIN RES
MAIN-RESERVOIR PIPE: Connects the second MAIN RESERVOIR to the AUTOMATIC BRAKE-VALVE, DisTRIBUTING VALVE, FEED VALVE, REDUCING VALVE, and PUMP GOVERNOR.
FEED-VALVE PIPE: Connects the FEED VALVE to the AUTOMATIC BRAKE-VALVE.
EXCESS-PRESSURE GOVERNOR PIPE: Connects the FEED-VALVE PIPE to the EXCESS-PRESSURE HEAD of the PUMP GOVERNOR.
REDUCING -VALVE PIPE: Connects the REDUCING VALVE to the INDEPENDENT BRAKE-VALVE, and to the SIGNAL SYSTEM. BRAKE PIPE (Formerly “train line.”): Connects the
AUTOMATIC BRAKE-VALVE with the DISTRIBUTING VALVE and all TRIPLE VALVES on the cars in the train.
BRAKE-CYLINDER PIPE: Connects the DISTRIBUTING VALVE with the DRIVER, TENDER and TRUCKBRAKE CYLINDERS.
APPLICATION-CYLINDER PIPE: Connects the APPLICATION CYLINDER of the DISTRIBUTING VALVE with the INDEPENDENT and AUTOMATIC BRAKE-VALVES.
DISTRIBUTING-VALVE RELEASE PIPE: Connects the APPLICATION-CYLINDER exhaust port of the DISTRIBUTING VALVE to the AUTOMATIC BRAKE-VALVE through the INDEPENDENT BRAKE-VALVE.
Routing of Air Pressures
ARRANGEMENT OF APPARATUS, PIPE CON
NECTIONS, AND GENERAL ROUTE OF
Referring to Fig. 1, the air compressed by the pump passes as usual to the main reservoirs and the mainreservoir pipe; this pressure is indicated by the red color, and in this diagram all parts of one color are in open communication with each other. The mainreservoir cut-out cock is of the 3-way style, and when closed will cut off the air from the main reservoir, and vent the pressure from the main-reservoir pipe and all other pipes, valves, etc., in connection thereto—the main brake pipe as well, unless the “1-inch cut-out cock” beneath the automatic brake-valve should first be closed; besides this, the brake-valve handle should be placed in release position to prevent the slide valve of the feed valve, and the rotary valve of the brakevalve being lifted from their seats; any part of the apparatus, except the governor, may then be removed without the necessity of stopping the pump and emptying the main reservoir. The end of the 3-way cock toward the main reservoir is tapped for a connection to the high-pressure head of the pump governor, and will restrain the pump from working up any higher pressure than the desired maximum in the main reservoir while repairs to the apparatus are being made.
Beyond the main-reservoir (3-way) cut-out cock, the main -reservoir pipe has four branches; one of which runs to the automatic brake-valve to supply the pressure when the brake-valve is in release position for the quick recharge of the brake pipe necessary in releasing the train brakes; one branch runs to the feed valve, which reduces the pressure that the automatic brake-valve will take for the brake-pipe supply to 70 pounds—in all branches of service except with the high-speed passenger brake when it is adjusted to 110 pounds—and the feed-valve pipe delivers this reduced pressure to the automatic brake-valve, through which it is supplied to the brake pipe in the running and holding positions; one branch of the main-reservoir pipe leads to the reducing valve-adjusted generally at 45 pounds—which regulates the pressure used in the air-signal system, and by the independent brake-valve; and one branch to the distributing valve through which the main-reservoir air is automatically supplied in graded amount to the brake cylinders of the engine and tender at all applications, by the independent or automatic brake-valves, at service and emergency reductions. As a result, the automatic brake-valve receives air from the main reservoir in two ways, one direct and the other through the feed valve.
The feed-valve pipe from the feed valve to the automatic brake-valve has a branch to the top of the excess