File:A textbook on the locomotive and the air brake (1901) (14572318498).jpg

Identifier: textbookonlocomo02inte (find matches)
Title: A textbook on the locomotive and the air brake
Year: 1901 (1900s)
Authors: International Correspondence Schools
Subjects: Locomotives Locomotive boilers Locomotives Railroad cars
Publisher: Scranton, Pa., International textbook co
Contributing Library: Northeastern University, Snell Library
Digitizing Sponsor: Northeastern University, Snell Library

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in, the regulator would not always act properly, andsometimes it would prevent any passage of air from the air tankto the water tanks, thus taking away the lifting force necessaryto put water into the basin. Often the shut-off cock would beleft open, more or less; in such cases, if the automatic valvewas not tight on its seat, it could not prevent the return of airfrom the air tank, and thus on occasions of reducing train-pipepressure to apply brakes, air would go back past the shut-offcock into the train pipe and release the brakes again. Thiswould make the arrangement as objectionable as the one firstdescribed. MODERN ARRANGEMENTS OF APPARATUS. FIKST METHOD. 106. General Description.—Fig. 37 shows one of two modern methods used for raising water; it differs from the two already described in the fact that it draws the air pressure from the auxiliary reservoir instead of from thetrain pipe. This was done so as to avoid the evils resultingfrom taking the pressure from the train pipe.
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§13 CAR HEATING. In the illustration, A is the auxiliary reservoir; B the brakecylinder; air passes from A through pipe P to the air tank C,first passing through the governor valve q. The purpose of thisvalve is to prevent air under 60 pounds pressure passing throughfrom the brake system, thereby insuring that sufficient pressurewill accumulate in the auxiliary reservoir to test the brakebefore the supply is drawn on by the air tank. Air, on leavingthe air tank to go to the water tank D, must pass through thereducing vah^e r, and thence through pipes p and p to the watertanks. The reducing valve r, which corresponds to the regu-lator mentioned in connection with the earlier systems, isadjusted to 20 pounds, that being the limit of pressure allowedto pass to the water. The passage of air in this direction iscontrolled by cock c, whose levers I are operated from eitherside of the car. The other cock connections are the same as inthe earlier systems. As regards the time required to char

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