. Air brakes, an up-to-date treatise on the Westinghouse air brake as designed for passenger and freight service and for electric cars . Fig. 96. Section of No. 6 Distributing ValveCourtesy of Westinghouse Air Brake Company, Wilmerding, Pennsylvania cylinder as that in the brake cylinders. The equalizing portion andpressure chamber are used in automatic applications only; reduc-tions of brake-pipe pressure cause the equalizing valve to connectthe pressure chamber to the application chamber and cylinder,allowing air to flow from the former to the latter. The upper slidevalve, connected to the p
. Air brakes, an up-to-date treatise on the Westinghouse air brake as designed for passenger and freight service and for electric cars . Fig. 96. Section of No. 6 Distributing ValveCourtesy of Westinghouse Air Brake Company, Wilmerding, Pennsylvania cylinder as that in the brake cylinders. The equalizing portion andpressure chamber are used in automatic applications only; reduc-tions of brake-pipe pressure cause the equalizing valve to connectthe pressure chamber to the application chamber and cylinder,allowing air to flow from the former to the latter. The upper slidevalve, connected to the piston rod of the application portion, admitsair to the brake cylinders and is called the application valve,while the lower one releases the air from the brake cylinders and is AIR BRAKES no called the exhaust valve. As the air admitted to the brake cyl-inders comes directly from the main reservoirs, the sui)ply is prac-tically unlimited. Any pressure in the application cylinder willforce the application piston to close the exhaust valve, open theapplication valve, and admit air from the main reservoirs to the. Fig. 97. Release Position, Automatic or Independent Connections forDistributing ValveCourtesy of Westinghouse Air Brake Company, Wilmerding, Peimsylvania locomotive brake cylinders until their pressure equals or slightlyexceeds that in the application cylinder; whereupon the applicationpiston and valve will be returned to lap position, closing the appli-cation valve. Also any variation of application-cylinder pressurewill be exactly duplicated in the locomotive brake cylinders, and theresulting pressure maintained regardless of any brake-cylinder 120 AIR BRAKES leakage. The operation of this locomotive brake, therefore, dependsupon the admitting of air to and the releasing of air from the appli-cation cylinder—in independent applications, directly by means ofthe independent brake valve; in automatic applications, by meansof the equalizing portion and the air pressure st
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