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tioned are dispensed with, and the DISTRIBUTING VALVE is made to take the place of the triple valve, but one being used to control the supply of pressure to, and its discharge from, all brake cylinders of the engine and tender; while the presence of the main reservoir on the engine has been taken advantage of for direct brake-cylinder air supply, to supplant the auxiliary reservoir.
Straight-Air Brake. Triple Valve
AN EXPLANATION OF THE PRINCIPLE
THAT GOVERNS THE GRADUATED OR
The first “continuous train brake” to come into general use was of the straight-air type, invented by George H. Westinghouse, and, succeeding the hand brake, was comparatively successful on a limited number of cars, and as long as everything worked all right. The straight-air brake can be, and is, absolutely reliable, but only when used on the same vehicle from which the actuating pressure is originally supplied and that carries the main operating brake-valve. The automatic brake as it exists to-day is due to the production by Mr. Westinghouse of the triple valve, which is the one essential part of each air-brake unit (car or locomotive equipment), and no automatically acting brake can be conceived to work with compressed air that does not make use of the principle of the triple valve.
THE TRIPLE VALVE.-Nominally, the Westinghouse E-T locomotive-brake equipment does not include a triple valve; really, however, that portion of the distributing valve called the equalizing valve performs the functions of a triple valve, and is necessary
Fig. 4 A.–Triple Valve in Release Position, with Auxiliary Reservoir.
Copyright, 1909, by The Norman W. Henley Publishing Co.