. Railway and Locomotive Engineering. s arepractically the same, save, that largeropenings secure a quicker response andin addition there is a flow from the auto-matic brake valve through the controlreservoir pipe to the control reservoir,which maintains control reservoir pres- for the time being a more thoroughunderstanding of the operation of theequipment will be obtained from futureissues when inspecting, testing, andmethods of locating defects will be takenup. Releasing Brakes. These columns have from time to timecontained references to the difficulties en-countered in the operation of the
. Railway and Locomotive Engineering. s arepractically the same, save, that largeropenings secure a quicker response andin addition there is a flow from the auto-matic brake valve through the controlreservoir pipe to the control reservoir,which maintains control reservoir pres- for the time being a more thoroughunderstanding of the operation of theequipment will be obtained from futureissues when inspecting, testing, andmethods of locating defects will be takenup. Releasing Brakes. These columns have from time to timecontained references to the difficulties en-countered in the operation of the airbrake on long modern trains and to thefact that constant changes in conditionsand equipments necessitate frequentchanges in recommendations for success-ful handling of the brakes. It is not nec-essary to repeat that the time, place andamount of brake pipe reduction is almostexclusively governed by local conditions,but if all the factors entering into anyindividual case of train handling is sub-mitted to the Westinghouse Air Brake. cut in chamber A, and atmospheric pres-sure in all other chambers as well as thebrake cylinders if the automatic andstraight a-ir brake valves are in theirproper positions for releasing the enginebrake. A reductien in brake pipe pressureaftects the control valve triple piston inthe same manner that any type of triplevalve is affected, that is, auxiliary reser-voir pressure forces the piston to a serviceposition which admits auxiliary pressureto the control reservoir and chamber D. Pressure building up in chamber Dmoves the control piston and exhaustvalve to close the brake cylinder exhaustand unseat the inner check valve and ad-mit main reservoir pressure to the brakecylinders. This will continue until brake cylinderpressure becomes a trifle higher than con-trol reservoir pressure, when the controlpiston will move in the direction of theweakest pressure and allow a spring toclose the admission or inner check valve. When brake cylinder pressure fal
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