. Air brakes, an up-to-date treatise on the Westinghouse air brake as designed for passenger and freight service and for electric cars . rig. 98. Automatic Service Position ol Dislnbuting ValveCourtesy of Westinghouse Air Brake Company, Wilmerding, Pennsylvania Fig. 98, air can flow from the pressure chamber to both the appli-cation cylinder and the application chamber. This air pressurefrom the pressure chamber acting on piston 10 moves it to the right,as shown, causing exhaust valve IG to close exhaust ports e and d,and acts with sufficient force to compress application piston gradu-ating sp
. Air brakes, an up-to-date treatise on the Westinghouse air brake as designed for passenger and freight service and for electric cars . rig. 98. Automatic Service Position ol Dislnbuting ValveCourtesy of Westinghouse Air Brake Company, Wilmerding, Pennsylvania Fig. 98, air can flow from the pressure chamber to both the appli-cation cylinder and the application chamber. This air pressurefrom the pressure chamber acting on piston 10 moves it to the right,as shown, causing exhaust valve IG to close exhaust ports e and d,and acts with sufficient force to compress application piston gradu-ating spring 20. As piston 10 is moved to the right, it carries with 122 AIR BRAKES it application valve 5, by means of its connection with the pistonstem through the pin 18. With the appHcation valve in the posi-tion shown, its only port is fully opened and air is permitted to flowfrom the main reservoirs into chambers bb and through passage cto the brake cylinders. Air from the main reservoirs will continue MR. Fig. 99. Service-Lap Position for Distributing ValveCourtesy of Westinghouse Air Brake Company, Wilmerding, Pennsylvania to flow, through the path indicated above, into the brake cylindersuntil full equalization occurs. During the movement just described, cavity t in the graduatingvalve 28 connects ports r and s in the equalizing valve, and by thesame movement ports r and s are brought to register with ports h and /in the seat. This establishes communication between the application AIR BRAKES 12:^ cylinder and the safety valve, wliich, being set at C8 pounds (threepounds above the maximum obtained in an emergency applicationfrom 70 pounds brake-pipe pressure), limits the brake-cylinderpressure to this amount. The amount of pressure resulting in the application cylinderfor a certain brake-pipe service reduction depends on the compara-tive volumes of the pressure chamber, application cylinder, and itschamber. These volumes are such that with 70 pounds in thepressure chamber they
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