1Y- 1 MP~AI~N ~, ~m~@;m 9 05 I . - l 24-RL LOCOMOTIVE BRAKE EQUIPMENT INSTRUCTION PAMPHLET N0. 5066 AUGUST, 1950 PYRIGHT, 1950, BY THE WESTINGHOUSE AIR BRAKE COMPANY WILMERDING, PA., U. S. A. \ UNIVEBSITYOF MICHIGAN LIBRARXES \ \ ‘'~ ~CONTENTS \ .‘ , . Page 24-RL Locomotive Brake Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5 Description of the Parts: Air Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . ; . . . . . . . . . . . . . . . . . . . . . . 5 Main Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Safety Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Siphon Drain Cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7 Aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . -. . . . . 7 Automatic Drain Valve _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8 Main Reservoir Cut-Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Combined Auxiliary Emergency and Displacement Reservoir . . . . . . . . . . . . 10 Combined Equalizing and Reduction Limiting Reservoir . . . . . . . . . . . . . . . . 12 First Suppression Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12 Second Reduction Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12 Sanding Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Air Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12 D-24 Type Automatic Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Brake Valve Portion with Rigid Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Brake Valve Portion \Vith Hinged Handle . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Brake Valve Portion With Rigid Handle and Self-Lapping Unit . . . . . . . 18 Rotary Valve Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 23 Brake Valve Portion With Hinged Handle and Self-Lapping Unit. . . . . 23 Brake Valve Portion With Rigid Handle, Self-Lapping Unit and the Independent Brake Valve Mounted Integrally . . . . . . . . . . . . . . . . 23 Service Application Portion . . . . . . . L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Emergency Application Portion . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . 25 Blank Application Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 26 Filling Piece Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 26 Pipe Bracket Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 28 D-24 Type Feed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 29 D-24-A Feed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 30 D-24-B Feed Valve . . . . . . ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 32 Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 32 S—40-D Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 S-40-E Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 34 S-40-F Independent Brake Valve_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 35 S-40-G Independent Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 35 SA-2 Hostlers Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 K-2 Rotair Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 36 K-2-A Rot-air Valve. . . . ; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . 37 D-24 Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 39 Pipe Bracket Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 42 Service Portion . . Q . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Emergency Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . 44 Controlled Emergency Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H 45 Dead Engine Cock and Check Valve . . . . . . . . . . . . . .- . . . . . . . . . . . . . . . . . 45 Independent Application and Release Portion . . . . . . . . . . . . . . . . . . . . . . . . 45 ma! _ . II I ‘V 11 I:.?,.: NI .7.‘ >7‘ -2 H ~ -V _. ‘Q N R ‘_;_ I __ .~ 3"‘ Q» ,;. - _ _ " ~ ~~ - ~ 1:;-= ’”i~r *’*>-i1 1- E ‘vs “5 H! H‘ 3 ' 1‘ is A -. - ‘ 2.‘-I ?M'f g>’!."?1-?.“. 3- ' Z I IN, '~ -.' .'~ 9 9/1"‘/3;, I . 2/ "'3 / , _v i ' >"l .J 17 ell CONTENTS— (Continued) Dynamic Brake Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. D-24 Control Valve and D-24 Brake Valve Models . . . . . . . . . . . . . . . . . . . . Type H-24 Relayair Valve Units (4 Valves) . . . . . . . . . . . . . . . . . . . . . . . . . . Type H-24 Relayair Valve Units (5 Valves) . . . . . . . . . . . . . . . . . . . . . . . . . . Combined Dirt Collector and Cut-Out Cock . . . . . . . . . . . . . . . . . . . . . . . . .. Relay Valves .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. B-3, B-3-A Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. FS-1864 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. F-6 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. F-8 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. F-1 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Emergency-Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11/4” Emergency-Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‘. . . . B-3-B Emergency-Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. E-3 Brake Application Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Air Gages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. No. 15-C Double Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. H-5-A Relayair Valve . . . . . . . . . . . . . . . . . . . . .' . . . . . . . . . . . . . . . . . . . . . . . . . Brake Pipe Vent Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. KM Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4-B Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. B-1 Electro-Pneumatic Master Controller . . . . . . . . . . . . . . . . . . . . . . . . . . .. No. 21-B Magnet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Safety Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Overspeed Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Speed Governor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Locomotive Installation Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Pneumatic Devices Required for Automatic Train Control . . . . . . . . . . . . . . Train Control and Cab Signal Timing Valve . . . . . . . . . . . . . . . . . . f . . . A-1 Suppression Valve . . . i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Signal Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. NS-1 Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cut-Out Cocks, Hose and Dummy Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . Tender Drain Cup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Automatic Slack Adjusters . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-AP Decelostat Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Operation of the Equipment: Automatic Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Charging Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Running Position ‘ . . . . . . . . . . . . . . . . . . . g . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Service Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‘ . . . . . . . Service Lap Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Release Recharge after Service Application . . . . . . . . . . . . . . . . . . . . . . . .. Release Insuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Graduated Release Lap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. First Service Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 72 74 77 79 79 82 82 82 83 84 84 84 84 85 86 89 90 92 92 94 94 96 3 CONTENTS-— (Continued) Page Emergency Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 97 Accelerated Release after Emergency Application . . . . . . . . . . . . . . . . . . . . 99 Controlled-Emergency with Controlled Brake Cylinder Development for Long Freight Trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 100 Non Controlled-Emergency with Rapid Brake Cylinder Pressure Development for Passenger and Short Freight Trains . . . . ‘ . . . . . . . . 100 Independent Brake Valve Operation Release Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 101 Application Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 101 Release Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 102 Release during an Automatic Application . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 Release after an Electro-Pneumatic Application . . . . . . . . . . . . . . . . . . . .. 104 Electro-Pneumatic Brake Operation Brake Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 105 Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 107 Emergency Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 108 Safety Control Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 108 Brake Pipe Cut—Off Protection Feature and Automatic Sanding . . . . . . . . . ..108 Using H-24 Relayair Unit Having Provision For 4 Valves . . . . . . . . . . . . 109 Using H-24 Relayair Unit Having Provision For 5 Valves . . . . . . . . . . . . 109 Overspeed Protection Using H-24 Relayair Unit Having Overspeed Application Relayair Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 112 Using H—24 Relayair Unit with 4 Valves Using Overspeed Application and Overspeed Suppression Relayair Valves . . . . . . . . . . 113 Using H-24 Relayair Unit with 5 Valves Using Overpseed Application and Overspeed Suppression Relayair Valves . . . . . . . . . . 114 Overspeed Protection Feature with H-24-D Relayair Valve Umt, Venting the No. 10 Pipe through the FA-4 Magnet Valve . . . . . . . . 115 Train Control Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 116 Cab Signal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 117 A-1 Suppression Valve Operation . . ‘ . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 117 Automatic Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ‘ . . . . . . . . . .. 117 Suppression with Automatic Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . 118 Suppression with Electro-Pneumatic Operation . . . . . . . . . . . . . . . . . . . . .. 119 Operation of Individual Devices: B-3, B-3-A Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 119 F-6 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 121 F-8 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 123 F-1 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 123 F S-18664 Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 123 Dynamic Interlock Control Portion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 127 General Information: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 129 Functions of the Principal Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l . . . . .. 131 Suggested Procedure When Pipes Are Broken . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Recommended Inspection When Units Are Assembled . . . . . . . . . . . . . . . . . . .. 136 Index To Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 138 4 24-RL LOCOMCTIVE BRAKE EQUIPMENT 0 The 24-RL Brake Equipment provides a basic locomotive equipment which can be converted for use in the type of freight or passenger brake service required, by the addition of the necessary parts and without disturbing the basic equipment or piping. Steam, Diesel-Electric and Electric locomotives equipped with this brake may be used in any kind of service including high speed passenger and road freight service. The 24-RL brake equipment described in this publication is for all road locomotives. The equipment is furnished with the following desirable features: 1. Self-lapping independent brake valve 2. Controlled release 3. Safety control (optional) 4. Overspeed control (optional) 5. Split reduction during train control—stop, safety control and over- speed applications on long trains (with service application portion) 6. Automatic power cut-off and sanding during emergency (optional) 7. Manually controlled sanding (optional) 8. Train control (optional) 9. High emergency braking forces 10. Electro-Pneumatic control (optional) 11. Speed governor control (optional) As in former designs the locomotive brake may be used with or independ- ently of the train brakes. The locomotive brake may be applied with any desired pressure between minimum and the maximum, and this pressure will be auto- matically maintained in the locomotive brake cylinders regardless of leakage and of variation in piston travel until released by the brake valve. AIR COMPRESSORS To supply compressed air for use with the air brake and auxiliary devices. For a complete description of air compressors and their operation refer to Instruction Pamphlet 5002-5. Main Reservoirs, Fig. 1 Two or more main reservoirs of sufiicient capacity to provide an adequate air supply for operation of the air brake and auxiliary devices. A check valve is recommended between the last two reservoirs to prevent loss of main reservoir pressure in case of main reservoir pipe breakage. ‘i I’; pg’. T“ Fig‘. 1. Main Reservoir 5 Main Reservoirs are used to store and cool the compressed air furnished by the air compressor and to collect moisture. The reservoirs are provided with a drain cock by means of which all residue may be drawn off at frequent inter- vals, as water or oil collecting will soon materially decrease the air storage capacity. These reservoirs are enameled by a special process both inside and out as a protection against corrosion, oxidation, etc. Installation of the reservoirs should be in as cool a location as possible. Wabcotite Fittings for Main Reservoirs, Fig. 1 Fig. 1 illustrates a main reservoir provided with a W abcotite Fitting. The application of this fitting to main reservoirs provides this vital pipe connection the maximum available protection against pipe or fitting breakage. The Wabcotite fittings are available in both straight and elbow types. SAFETY VALVES A safety valve is located in the compressor discharge pipe, (recommended setting 175 psi) to limit the pressure in event of the governor or unloading system allowing higher pressures than intended. A safety valve set for 150 psi is located after the first main reservoir. E-7-B Safety Valve, Fig. 2 The purpose of the safety valve is to vent air at a predetermined pressure in order to prevent excessive mam reservoir pressure. When the pressure in cavity a under valve 4 is sufficient to overcome the force exerted by spring 6, valve 4 is raised from its seat. The air pressure then is exerted in cavity 1) over the full diameter of the valve 4 which provides sufficient extra force to continue the valve moving against spring 6‘. Air then flows past the valve and to the atmosphere through port c. While in the open position, the upper end of valve 4 closes off communication from chamber g to the chamber e so that air cannot flow through by-pass port d to the chamber (2. As the pres- sure below valve 4 decreases, the tension of spring 6 forces the valve downward. This restricts the opening of ports 0 and at one stage in the movement opens chamber a to chamber g and to chamber e. Although the ports f are open to the atmosphere, they may be so restricted by the ring 8 as to allow the pressure to build up rapidly in chamber e, assisting the spring 6 in closing the valve 4 to its seat. The adapter 11 and strainer 10 provides a large capacity pipe connection and a replaceable screen for keeping pipe scale and other large foreign particles from the valve seat. To adjust the safety valve for the maximum or opening pressure, remove the cap nut 3 and screw down or back off regulating nut 7, as required, after which replace the cap nut. The minimum or closing pressure for the safety valve can be adjusted by changing the size of ports f, using regulating nut 8 for this purpose. After adjustment, screw down jam nut 9. .. - . \' \: s '5': 1 w .\' I ' ' I ___.__-""'Z ' -\_-”_-_.._.|.‘ A\ E I .0 “.5” _~-.---._....-'‘, ~,\' I 15:! n --q-— w\ss\\ I “<\“WI°I- , _I IY4 » V~¢ _. \, "1 Fig. 2. E-7-B Safety Valve Fig. 3. 2" Safety Yalve 2" Safety Valve, Fig. 3 The purpose of the safety valve is to vent air at a predetermined pressure in order to prevent excessive main reservoir pressure. When the pressure in cavity a under valve 4 is sufficient to overcome the force exerted by spring 6, valve 4 is raised from its seat. The air pressure then is exerted in cavity 1) over the full diameter of the valve 4 which provides sufficient extra force to continue the valve moving against spring 6. Air then flows past the valve and to the atmosphere through port c. While in the open position, the upper end of valve 4 closes off communication from chamber g to the chamber e so that air cannot fiow through by-pass port d to the chamber e. As the pressure below valve 4 decreases, the tension of spring 6 forces the valve downward. This restricts the opening of ports c and at one stage in the move- inent opens chamber a to chamber g and to chamber e. Although the ports 1‘ are open to the atmosphere, they may be so restricted by the ring 8 as to allow the pressure to build up rapidly in chamber e, assisting the spring 6 in closing the valve 4 to its seat. The strainer 12 provides a replaceable screen for keeping pipe scale and other large foreign particles from the valve seat. To adjust the safety valve for the maximum or opening pressure, remove the cap nut 3 and screw down or back off regulating nut 7, as required, after which replace the cap nut. The minimum or closing pressure for the safety valve is approximately 10 psi less than the cut out pressure, and can be ad- justed by changing the size of ports 1‘, using regulating nut 8 for the purpose. After adjustment, screw down jam nut .9. Siphon Drain Cocks, Fig. 4 The siphon drain cocks when_used are installed on the main reservoir to discharge the precipitated water from the reservoirs. The siphon drain cock is installed in one head of each reservoir at the lowest point. Complete drainage is effected by the siphon tube .9 through which the water that may be present on the bottom of the reservoir is forced when the drain cock is opened. 4 @> =_- _ Fig. 4. Siphon Drain Cock Aftercooler, Fig. 5 The Aftercooler is located in the pipe between the first and second main reservoirs and is used to insure proper cooling of main reservoir air. The customary Aftercooler consists of two headers between which are eight finned copper tubes, the cooling effect of which is equivalent to approximately one hundred feet of 1%" iron pipe. The finned tubes are connected in parallel to the headers by means of Wabcotite fittings with special packing cups to seal the joints against leakage. The inlet header is provided with throttling orifices which insure uniform distribution of air flow through the tubes. The pipe con- nections, inlet at the top of one header and outlet at the bottom of the other, are provided with flanged pads for Wabcotite fittings. 7 17 16 s./JN.\ir,.nt,.lL.ls/d \ ii“, r,T\,.»v. AM-,r,~,,Ar Fig. 5. Aftercooler Automatic Drain Valve, Fig. 6 An automatic drain valve located on the first main reservoir automatically discharges precipitated moisture from the first main reservoir. The automatic drain valve located on the aftercooler or in the pipe between the aftercooler and second main reservoir discharges the moisture from the afteroooler. These drain valves function with each operating cycle of the compressor governor or unloader magnet. The automatic drain valve consists of a body 2 containing ball check 5, valve seat 6', upper valve stem 8, valve spring 4, lower valve stem 17, diaphragm 9, diaphragm follower 8 and diaphragm spring 7. A flange 12 provides for a 1/4" pipe connection to the governor and the drain opening is tapped for 1/1" pipe. The automatic drain valve is shown in its proper position when installed, in which the diaphragm 9 is inclined and the drain port is at the lower edge of the diaphragm, thus preventing any accumulation of water on the diaphragm. Spring 4 holds upper stem 8 and ball 5 in the lower position, in which ball 5 is seated on valve seat 6‘ so that the lower opening past the ball check is nor- mally closed preventing any discharge of main reservoir air. Spring. 7 holds diaphragm follower 8 and lower valve stem away from contact with the lower side of ball check 5 when there is no air pressure under the diaphragm .9. As the air compressors operate and moisture is precipitated, it is collected in the drain chamber above ball check 5. When the governor or unloader mag- net functions to cut off the compressor, air flows through the governor connec- tion to the underside of diaphragm .9. This deflects the diaphragm upward which moves diaphragm follower 8 and lower valve stem 17 upward causing ball check 5 to leave lower valve seat 6 and seat on its upper seat. During this movement of the ball check 5, a passage is provided from the drain chamber to the atmosphere, permitting main reservoir air to quickly discharge to atmosphere the water accumulated in the drain chamber. When this movement is com- 8 pleted, the ball check is held on its upper seat by the air pressure under diaphragm, thus preventing any further discharge of water and main reservoir air. _ When the governor or unloader magnet functions to start the compressors it_ vents the air from the underside of diaphragm 9. Diaphragmspring 7 moves: diaphragm follower 8 and diaphragm 9 downward so that lower valve stem 17 breaks contact with ball check 5, and main reservoir air and valve spring 4 move upper valve stem 3 and ball check 5 downward so that the ball check is seated on lower valve seat 6‘. This operation again discharges a definite amount of water, as explained for the upward movement of the ball check. Water is thus automatically discharged each time the governor or unloader magnet functions to load or unload the compressors. > \\\\\\ S/////J)//1 ‘ ‘ I 1 I I L -_ I’: . , . \§\\\\\“ /A Automatic Drain Valve. Fig. 6. Automatic Drain Valve Main Reservoir Cut-Off Valve, Fig. 7 . The main reservoir cut-off valve is located in the main reservoir branch pipe. Its purpose is to prevent a total loss of air from the main reservoir in case of broken main reservoir equalizing pipe. A minimum of approximately 85 psi will be retained in the main reservoir to supply the brake equipment if a pipe is broken. The device consists of a body 2 in which are located wasp excluder 8, cut-ofl valve 10, piston stem 4, diaphragm 17, diaphragm follower 14, piston spring cage 12 and strainer 28, filter 20 and ball check valve 21. Diaphragm cover 25 contains pilot valve 26 and pilot valve spring 27, exhaust valve 45. Valve body 2 with the operating parts can be removed from pipe bracket 40 by unscrewing cap screws 41 and 42. As shown on Section B-B, the valve parts are in the position when there is no air pressure in the device. When the system is charged main reservoir air flows past cut—off valve 10 to the connecting locomotive unit and also through filter 20, Section A-A, to the top of diaphragm 17, Section B-B, where it flows past unseated pilot valve 26’ through a cored passage to the chamber below piston 4. The valve is in this position until pressure reaches about 30 lbs. when piston 4 moves up closing cut-off valve 10. The cut-off valve parts remain in the closed position until the air pressure on top of diaphragm 17‘ reaches approximately 115 psi. This moves diaphragm I7 and follower 14 downward, compressing piston spring 18. Pilot valve 26’ moves down and is seated as exhaust valve 45 opens, and air flow to the chamber 9 Q /, " //////1,, Z-,, 29 --1 ,. 7/ 16 7 M ...v/ . 22 ' '-nil-lg 20 Sw-0 oc ‘ I R 16 Qi&\.=~ ‘l|s\\@i%. - __.§I_=_¢..‘_ n .__- . ‘ fl:”\ . I ‘ L 2‘ §\%-*2s\\.e'§ Pg‘-::s ‘2 I Cl _ .\a’l. ' , . 4‘ \ _ \:-_Ii 41 I I; III 52 54 53 I I \ ' 'a\\\u 3° /J /,,€;,,9,,,,-,',>,../a 55 3'2 40 50 Secuon A-A Secbon B-B Fig. 7. C-1 Main Reservoir Cut-Ofi‘ Valve below piston 4 is cut off and connected to exhaust by valve 45. The main reservoir is connected to the main reservoir equalizing pipe and the valve parts remain as described, pilot valve 26 seated, exhaust valve 45 open, and cut-ofi valve 10 unseated. ‘ - When a reduction of air pressure in the chamber on top of diaphragm 17 takes place, as when a hose bursts between two units, spring 13 moves diaphragm follower and diaphragm 1'7 upward. This unseats pilot valve 26, closes exhaust valve 45, which connects air to the chamber below piston 4, so that with the pressure under cut-off valve 10, piston 4 is moved“ upwards compressing spring 18 and cut-off valve 10 is seated at about 85 psi. Main reservoir air flow is thus cut-off past cut-off valve 10 into the main reservoir equalizing pipe. The valve parts will thus remain in this position until the air is again recharged on top of diaphargm 17 and the valve will operate as previously described in charging. The ball check valve 21, Section A-A, permits a connection from the main reservoir equalizing line into the main reservoir irrespective of the position of cut—off valve 10. Air from the line lifts the ball check 21 and flows to the top of diaphragm 17 and operates the cut-off valve as previously described. The ball check valve 21 prevents any flow from the main reservoir into the line and air flowing in this direction is controlled by cut-off valve 10. The check valves 26 and 45 prevent any loss of air to the atmosphere except during the movement of diaphragm 17. The large capacity of cut-off valve 10 insures an equal dis- tribution of main reservoir air between the various units, and this is of particular advantage when a compressor synchronization system is used. Combined Auxiliary, Emergency and Displacement Reservoir, Fig. 8 In order to provide for installation in the least possible space and keep weight as low as practical, these three reservoirs are combined in one structure. The aurdliary reservoir (1600 cu. in.) is the local air supply used with the control valve to provide for proper functioning of the service portion. The emergency reservoir (3400 cu. in.) is the local air supply used with the control valve to provide the quick recharge, graduated release and high emergency pressure feature. 10 Q E Aunliary Emergency Reservoir Roservmr To No.2 Pm: Connection of To No. 5 Pipe Control Valve Oonncchon of Control Valve I I.‘ I ¢ \ - § I-I . -u:-i" “Q .xg5-"-'-‘\<:\-4 '{\\\\\\\\\‘\ ' I v , I . . . _, _ - _ '. &’t,.'_,¢- \\\\~ - ~\\\ I I 0. ' \\\\\\»2E"’ _l_ n \ '5 Fig. 8. Combined Auxiliary, Emergency and Displacement Reservoir The displacement reservoir (305 cu. in.) provides the required operating volume to develop the proper relation of pressure in control pipe 16 for any brake pipe reduction. The control valve operates to admit air to or exhaust air from this reservoir, the application and release rates being controlled by chokes 8 and 8 in the control valve pipe bracket. When a brake application is made the diaphragm is deflected, increasing the volume so that the initial rate of pressure development is uniform with that of existing brake equipments. 26" 24,1G ///////4 J -————%> Pipe Plug Fig. 9. Combined Equalizing and Reduction Limiting Reservoir 11 Combined Equaliz-ing and Reduction Limiting Reservoirs, Fig. 9 These two volumes are combined in one reservoir. The larger volume is the Equalizing Reservoir (3000 cu. in.) which is, in effect, an enlargement of the chamber above the equalizing piston of the automatic brake valve, providing an operating volume sufficient to stabilize the equalizing piston against brake pipe volume underneath. The smaller volume is the Reduction Limiting Reser- voir (200 cu. in.) which the equalizing reservoir equalizes at the beginning of a brake application from First Service position of the brake valve and also during a service portion application if the rotair valve is set for long train (“FRGT”) operation. The pipe connections, 5 for the equalizing reservoir and 22 for the reduction limiting reservoir, are plainly marked and are connected to respec- tively marked 3/3" pipe connections on the brake valve pipe bracket. First Suppression Reservoir Used Witl1 Service Brake Application Portion This reservoir (110 cu. in.) is connected to the split reduction timing valve for the purpose of providing a time interval between the first and second reduction of a split reduction of brake pipe pressure during a safety control, overspeed or train control application; also provides temporary suppression for overspeed or train control in first service position of brake valve, when the rotair valve is in “FRGT” position. Second Reduction Reservoir Used With a Service Brake Application Portion A second reduction reservoir (1000 cu. in.) which limits the brake pipe reduction to that required to obtain a full service brake application during an overspeed or train control application, providing the brake valve handle is moved to lap position when the application is initiated. Sanding Reservoir This reservoir (435 cu. in.) provides the air pressure for operating the sander valves and broken pipe protection feature during emergency as con- trolled by the H-5-A Relayair Valve located in the line when a four valve H-24 relayair valve unit is employed or from the Sanding Valve on the five valve H-24 relayair unit. Types H, F & J Air Filters, Fig. 10 These air filters are the same except for capacity and are used to prevent the passage of dirt and moisture with the air flowing from the main reservoirs into the brake system. The type “H” is used and is located in the main reservoir pipe leaving the last reservoir. This type of filter consists of a cover, a dirt chamber, and a baffle portion from which the filter unit is supported. The cover is fitted with unions and two tapped lugs for supporting brackets. A raised arrow cast on the top indicates direction of the air flow. The baffle has a spiral rib which imparts a swirling movement to the air flow, which aids in removing dirt and moisture and de- positing it in the dirt chamber. Two pipe taps in the dirt chamber provide that the drain cock may be placed either at the side or bottom and the other tap plugged. The filter unit is formed of wire screen covered by felt which is pleated around and supported on a central perforated metal tube. Felt sealing pads are applied at top and bottom. This deep-pleated method of folding the felt concentrates within a small space a large filtering area—several times greater than the inlet or outlet. Air entering the annular intake is diffused downward between the baffle and dirt chamber and passes through the filter unit and out the central opening at the top. 12 The dirt chamber is detached by removing the nuts from the cover studs, after which the filter unit is released by backing off the castle nut on the lower end of the tie bolt. Fig. 10. Type “H” Filter D-24 Type Automatic Brake Valve The D-24 brake valve is designed to meet the fundamental requirements of railroad services. From this design any feature can be added to meet all the requirements of every railroad service. The following designation information and photographs, (Fig. 11), serve to illustrate how the brake valve is assembled to incorporate all the features available with the D-24 type brake valve. In Fig. 11, the three lower or base portion assemblies of the brake valve can be assembled, to any of the brake valve portions, depending upon the type of safety control, overspeed, or train control desired, service or emergency application, or a blank application portion if no controls as listed above are desired. D-24 (Basic) is a pedestal brake valve with external quadrant arranged for Diesel locomotive installation, having a removable handle, and a blank application portion. Independent brake valve is mounted separately. The following letters indicate changes from the basic type. PREFIX LETTERS A Emergency application portion for use in safety control and over- speed control. S Service application portion for use in train control (stop and speed), safety control and overspeed control. _ E Electro-Pneumatic Brake Valve portion which includes a self-lappmg unit and has internal quadrant. SUFFIX LETTERS H Hinged handle and internal quadrant with provision for operating sander and suppressing safety control by depressing the handle. 13 T Brake valve portion with quadrant arranged for steam locomotive installation, having a non-removable handle. Independent brake valve mounted on pedestal. DESIGNATION D-24 (Basic) DS-24 DA-24 DF-24 DSE-24 DAE-24 DS-24-H DA-24-H DAE-24-H DSE-24-H D-24-T DA-24-T DS-24-T DE-24-T DAE-24-T DSE-24-T A pedestal brake valve with external quadrant arranged for diesel installation, having a removable portion. Independent brake valve is mounted separately. Same as D-24, except that a service application portion is used instead of a blank application portion. Same as D-24, except that an emergency application portion is used instead of a blank application portion. Same as D-24, except has brake valve portion for electro- pneumatic brake, which includes a self-lapping portion. Same as DE-24, except that a service application portion is used instead of a blank application portion. Same as DE-24, except that an emergency application portion is used instead of a blank application portion. Same as DS-24, except having hinged hand'l.e and internal quadrant with provision for operating sander and suppressing safety control by depressing handle. Same as DA-24, except having a brake valve portion with internal quadrant and hinged handle for operating sander and suppressing safety control by depressing handle. Same as DAE-24, except has hinged handle and internal quad- rant with provision for operating sander and suppressing safety control by depressing the handle. Same as DSE-24, except has hinged handle and internal quad- rant with provisions for operating sander and suppressing safety control by depressing the handle. Same as D-24, except that it has a brake valve portion with quadrant arranged for steam locomotive installation with a non-removable handle and pedestal mounted independent brake valve. Same as D-24-T, except that an emergency application portion is used instead of a blank application portion. Same as D-24-T, except having a service application portion instead of a blank application portion. For steam locomotive, same as D-24-T, except has brake valve portion for electro-pfieumatic brake which includes a self- lapping portion, an internal positioning quadrant, and an out- side indication quadrant. . Same as DE-24-T, except that an emergency application portion is used instead of a blank application portion. Same as DE-24-T, except that a service application portion is used instead of a blank application portion. D-24 Type Brake Valve, Fig. 11 The D-24 brake valve is furnished with a pipe bracket on which are mounted the various brake valve portions. Four studs in the bottom of the filling piece portion are used to secure the filling piece to the pipe bracket, and four studs in the top of the filling piece portion are used for securing the appli- cation portion, rotary valve seat portion and brake valve body portion to the filling piece. All the pipe connections are made to the pipe bracket face, be- neath the floor sheet, by means of Wabcotite fittings. The only pipe in the cab is the copper tubing for gage connections. This arrangement provides a 14 D-Z4 Brake D-Z4-H Brake DE—Z4 Brake DE-14-H Bmdce DE-Z4-T Brake Valve Portion Valve Porlion Valve Portion Valve Portion Va|\‘¢ Portion Scnncc Application Porlinn Emergency Application Ponion Blankcd Application Fig. 11. D-24 Type Brake Valve Combinations compact brake valve installation that occupies minimum of space and eliminates much of the air piping in the cab. With self-lapping portion included on the brake valve portion, four studs in the top of the filling piece portion secure the application portion. rotary valve seat portion, and rotary valve housing to the filling piece. Portions and associated parts that make up the D-24 type brake valve: Brake Valve Portion—including Rotary Valve Seat Portion with Release Selector Cock. Application Portion (Service, Emergency, Blank). Service Portion—includes Train Control and Safety Control Cock. Filling Piece Portion-including Brake Pipe Cut Out Cock, First Service Cock and Equalizing Piston Portion. Pipe Bracket Portion—including a D-24 Type Feed Valve. (a) The brake valve portion is available in several designs. The hinged handle type permits manual sanding, and hand control for suppressing safety control operation. The rigid handle which is similar to the conventional brake valve has an external quadrant which positions the brake valve handle. With each of these brake valves, :1 design incorporating a self-lapping portion for electro-pneumatic control and a shifter lever to provide control in either auto- matic or electro-pneumatic operation can be obtained. Rotary valve seat portion a part of the complete brake valve portion which contains the seat for the rotary valve to connect the various ports and passages in accordance with the brake valve handle position, and to which is attached the selector cock to provide either controlled or main reservoir air supply when charging in brake valve handle release position. A blanking cover may be used to replace the selector cock, which will provide controlled release only. (b) Application portions are used in the following three designs: A service application portion providing a service application (split service application for long freight trains) from a train control, overspeed, or safety control opera- tion; An emergency application portion providing emergency brake application from an overspeed or safety control operation; A blank application portion 15 which is a cored filling piece used to build up the D-24 brake valve when train, overspeed, or safety control is not used. (c) A filling piece portion on which are located the first service cock for cutting-out the first service operation of the brake valve when desired, a brake pipe cut-out cock for cutting out of the brake valve and functions of the appli- cation portion on the second locomotive when operating multiple units, and the equalizing piston valve portion for reducing brake pipe pressure at the proper rate regardless of train length (brake valve in Service Position) and provide a relative uniform reduction of brake pipe pressure through a long train with maximum permissible brake pipe leakage (with the brake valve in First Service Position). ((1) Pipe bracket portion to which all the pipe connections are made per- mitting removal and replacement of any of the other brake valve portions without disturbing the piping, and to which is attached the feed valve for main- taining a predetermined normal air pressure in the brake system. Brake Valve Portion With Rigid Handle, Fig. 12 The brake valve portion is attached to the rotary valve seat portion 225, as shown on Fig. 12. The automatic brakes are controlled by handle 350, which has six positions. Movement of the handle is transmitted through the rotary key 257 to the rotary valve 216’ which is thereby rotated t-o establish port con- nections according to its position. An external quadrant 20.9 is attached to brake valve body 200 and engages handle latch 85] to position handle 3650 in the six brake valve positions. The six brake valve handle positions are from left to right: Release, Run- ning, First Service, Lap, Service and Emergency. Emergency pilot valve 2.48, Section A-A, is held seated by spring 244 and emergency valve 241 by spring 245 at all times except when the brake valve 298 211 "I I I .k\_- -__._(((///I‘ ,- afl $5 1 4 \\\\ '2.’ co // /. 2 s\\‘ [/2 2%%%%‘i z|,// 7‘. .-;J as. 2 O 224 203 208 356 357 352 33 351 \\\\ ,...~>}>>>““‘;‘:\\\\\\\\\\>‘~:.>s\\\§‘§}\~>)~>)\‘\\\\\-‘>\(\\\ ‘; 61L. —.x , ‘ \I\<\"\\\\\\\\\\\\\\\\\\\§\_.\-\-\<\.'\.\§\&‘\\\<{<‘\‘\\\\- 6 I I I I . Iva; \ / sg. >2 \ \- I \ ////l \ N \-'/_/./.Z/ ,,’/ '.r / M llllllllllliil V \'\‘-%§;,||i.--||'f’\<<-'' 276 228 287 ‘ ,-=2‘.-l\‘.?v.§_:'='.-‘-§=e‘.Zi§*.1i:-, -I3’, ”‘=8!® /.*.=.‘.0 _ {-5 \‘‘‘*:§ I '\-;\\\\§\é_\~' __'—_ 283 .-. \‘ Lé-”&=.\<:'g-§~:';\,.f;(;€::§;s2 274 284 A A \ .s $9 \ R }-4\ ~\ \ § § 288 x..\§\|.s 285 M 3 - 200 288 \ § 8 \ \ § \§ 257 \ 357 § § \ \ 358 § § 219 LJ \ § \ 36/0 355 35/6 261 288 260 \ \\\\:§:’ 293 \\\\\\ V_ '_\\,\X\\ l 7- 282 \\\\\\\Q\ 247 . 2 W 8 ~ 20 %/;m \§\“ 217 E.‘ A! <"""" ‘ ’ 244 \\I 7I\ '’’Q‘\\ 294 8 »s\\\..~~....\\\sz.,,>, \_ //////////////3' \:\ _--_-*-_-‘§_.i.ll‘I.\\~§.‘ ////// . 240 243 242 241 205 "\\\\__-_..\\ “ \ \ \ §_-__\\\\ 22 208 224 221/ Sectmn A-A \\ H’! 17 positions. Latch spring 26] moves the latch into the quadrant notch as the brake valve handle and quadrant are moved around to locate and hold the brake valve handle in position. Manual sanding is accomplished by depressing the handle 6'70 upon the sanding bail 355, which unseats sanding valve 279, Section B-B, through plunger 282 permitting main reservoir air to flow to the sanding pipe. Choke 226 is a warning port and provides a timed release of sanding port air after spring 280, Section B-B, seats valve 279. This choke only provides a timed release in emergency when broken pipe protection feature is not used. Sanding stop spring 284 cushions handle pressure on the sanding bail when sanding and returns the handle. The brake valve handle 370 can be inserted or removed only in Running position. The handle is inserted in the slot in the drive shaft housing 274 and pushed forward until the curved lip slips beneath cam roller 276. This latches the handle 670 to the drive shaft housing 274, to which a keyway is pinned by pin b. The end of rotary valve key 257 is keyed to fit into the keyway, so that as the handle 870 is rotated the movement is transmitted through the drive shaft housing 274, pin 1) to the rotary valve key 257 and rotary valve 216. Lubrication of the drive shaft housing 274 is supplied through oil ball valve 226 and oil holes in the bushing around the housing. Spring 284 prevents handle 370 from resting on sanding bail. Plunger spring 287 acts upward on plunger 288 and roller 87], so that handle 370 is tilted upward when not held down, and through pusher 28.9 unseats check valve 851. This permits safety control pipe air to flow through a choke in the passage to the whistle valve 602 at a restricted rate to sound a warning, and if the brake valve handle is not depressed immediately, to initiate a safety control application. When the handle is held down the force of spring 287 is nullified, permitting the lighter spring 352 to seat valve 35], closing the safety control pipe to the whistle exhaust. Brake Valve Portion With Rigid Handle and Self-Lapping Unit, Fig. 14 The brake valve body portion is attached to the rotary valve housing 216 by studs 228 and 2.27. Shifter lever 271, Section B-B, conditions the brake valve for electro-pneumatic or automatic pneumatic operation. The two shifter lever positions are 180 degrees apart horizontally, each being located by a hole in the brake valve body casting into which the handle stop pin 269 engages and locks the shifter lever in position. For electro-pneumatic operation the shifter lever is latched in its rear position with the letters “SA” exposed to view; for automatic pneumatic operation the shifter lever is latched in its forward posi- tion (nearest the operator) with the letters “AU” exposed to view. To change position: Put brake valve handle 850 in Running position, pull out the shifter latch, swing the shifter lever 180 degrees and release the stop pin 269 into the hole in the brake valve body. With the shifter lever in its rear (SA) position, selector key 258 is moved to its upper position to disengage from quadrant 247 operating the rotary valve in automatic operation, and engages cam 254 for operating the salf-lapping portion in electro-pneumatic service. Brake valve handle 650 thus controls the self-lapping portion 811 which automatically laps off the flow of air when the pressure builds up to a value corresponding to the position of the brake valve handle. The brake valve handle has three positions which are: “Running” at the left; Application position which extends through the are from just out of Running to the quadrant notch, the latter being a Self-Lapping Application position, and Emergency at the extreme right. The zone between Running and the quadrant notch is the application zone for service applications of the electro-pneumatic brake system. The amount of application depends on the handle position in the are, starting with zero in 18 273 271 Running and increasing to maximum with the handle in the full application notch. No “fanning” of the handle is necessary as the brake valve itself auto- matically builds up the application pressure to the amount corresponding to handle position and then automatically laps off. Thus, the application pres- sure is increased or decreased simply by handle movement forward or back in 298 ,§.?-"'J,l‘J 2 211 Agzvirg /4"‘ 218 357 " / H1 '1 . 2%‘-2-2’ ‘IE2,-é 21° §‘::;..'!/7“///////I////////7/I/1''17)‘' v’ 4 g|§?*;_='-'§"i'i” /I /////////////I" A %VI;;,-g-_.‘(~—§11 203 4 , \\-* %i§§§$ 27 356 \ . 230 350 352 353 361 \ § /§ \ ‘ 200 333 /.l¢.,_,..2 ‘ / ‘Q ‘ A 229 296 268 334 4 “l5/./" § ~\\ \‘ S \ \ \\= 4 3 as \ § / 2 5 6 1‘ ‘, 3;ba\\\\\\ ‘ 2 5 4 \ ' >7 239 E 329 253 70 l\\/ 330 265 251 g ;$§§-§,'7;',."§__ A B 255 ‘Q \\ 266 W \'”’_ I§ § ' _ A §__ ‘ 328 :isZ/..’-Y{{’:.':2'_I4s '-“~""’$\\\‘?%.’§ § 258 ‘= W ' 332 26? 8 1:-— 1Ij§’,.~,,,.,, § g b ~"‘ §-m| 264 ‘!”"‘“;;’"‘>"§43“| 2:," “R ‘ /26° 335 331 263 ' _\}}§1L/ 26’ 339 327 252 f!§.=."'-"-“q!.-I... ." f ; ,a4-7~.‘|',-gt 11 ‘ 248 A ‘$2-‘f”'“ MW4 262 .1 is 247 249 ' 5“ .1 ‘El "’¢ 220 31° ,;:1€I§‘§§"\’ 325 ‘K-l £4 if g 55%! 250 223 !..%-\;.1 Z 259 E4 ~ ->-= - , .’ ' ~32 ——_~'v A 3"‘ 12% "—"'l-I; 324 207 212 ‘is-&a=Z—‘~§M\S‘ \ 1 C '22 /I \¥~‘-I-w“-3» 1 2 5 315 I 323 ii ///5%) .’l":/}/?“‘&_\§"l!//.0/"'//.5 214 0/11/11 /0‘ ‘ —--—’ 4L _/:....-_1-_.€_..-_ 311 316 317 321 319 320 318 322 ./7 . \ 204 gm , ,- \ 213 s 11 8-8 "/\ M. \ cc on 203 ~\ § 219 239 238 > \ Q Q 205 .\\\\\s -_-.-=~.s&ss§>1s-'1.'a>\.\.\.\.‘.“=‘\.§._I2~\.\\I\\-as 216 237 " 206 224 217 221 222 225 %~, "I \\ I ‘ r ‘.’\\s\\\\//I1. 234 § \\\\\\\\g ' \\\ 232/ ' / .§\ - ' ",__\ ,' _I_!i-I‘-'§‘£—:'i“.111 E-V \\\\\\\§'1£:1:|q:.__:‘ \\\\€€\§\\ \ 240 242 241 Section A-A §5__§?' ' ‘if i I‘): 4. .\\\\\\ $§,—"*5‘ ;557.="'Fr:.' IF;-14w 5%; :;$".<>:-£142.-."-r»~$?"i# <' -'-2-: Q-‘,7 33"‘ <1 : .,.”_,._ f . 295 "1 '-41’ HI _ ’ 313 Section C-C Fig. 14. Brake Valve Portion with Rigid Handle and Self-Lapping Unit the application zone. which form a floating balance lever. A cam 254 on the brake valve shaft 257 engages cam dog 229, Section B-B, which in turn engages a pusher 336. Attached to the pusher are two levers 393, In Release position of the brake valve handle the cam is at lowest position so that the balance lever floats freely and inlet valve spring 316' holds inlet valve 315 seated, and spring 328 unseats ex- haust valve 329, opening the brake valve cavity and, therefore, connected control pipe port 11 to the brake valve exhaust Ex. 19 Application To make a brake application, move the brake valve handle to the right/—— the farther the movement the greater the amount of application up to maximum in the full self-lapping notch. As the handle is moved to the right the cam 254 moves dog 229, pusher 886 and attached lever 888, the ends of which are posi- tioned on inlet valve 815 and exhaust valve 829. Spring pressure plus air pres- sure acting to hold the inlet valve closed is stronger than the spring pressure acting to hold the exhaust valve open; therefore, the first movement of the handle cam to move the floating lever causes the exhaust valve 829 to close, cutting off the brake valve exhaust Ex. Further movement of the brake valve handle to the right causes additional movement of the floating lever, which now fulcrums on the closed exhaust valve and opens the inlet valve, allowing main reservoir air to flow into the cavity of the brake valve and thence through the port connection to the control pipe 11. As air pressure builds up in the brake valve cavity it acts upon the spring loaded piston 822 which forms the exhaust valve seat, and moves the piston and exhaust valve 829 against the force of the regulating spring 821, the exhaust valve thus remaining closed. The exhaust valve end of the floating lever 888 moves with the exhaust valve and piston until the regulating spring 821 is com- pressed sufficiently to balance the cam pressure on the lever after which the application valve end of the lever moves away from the inlet valve, which is then closed by its spring 816. In this manner the self-lapping unit operates to quickly and accurately build up pressure in the control pipe corresponding to the position of the brake valve handle in the application zone. Release after Application As the brake valve handle is moved toward release position, handle cam 254 moves away from the floating lever stem 886 of the self-lapping unit. The lever 888 then pivots on the closed inlet valve 815 and the release valve spring 828 moves the release valve 829 away from its seat, allowing control pipe air to flow to atmosphere through the brake valve exhaust port Ex. If the brake valve handle is moved only part way toward release, control pipe pressure in the brake valve cavity and acting on the piston type exhaust valve seat 822 will be par- tially reduced and the regulating spring 821 will move the seat into contact with the release valve and prevent further flow of air from the control pipe. With the brake valve handle in full Release position, the handle cam 254 is moved away from the floating lever and the exhaust valve spring holds its valve 829 open to vent all air pressure from the control pipe. Thus control pipe pres- sure is quickly increased or decreased in small graduations as desired. Emergency Application When the brake valve handle is moved to Emergency position, shifter selector collar key 258 rotates cam 254 to operate the self-lapping unit and pro- vide an electro-pneumatic straight air brake application as previously described. Further, as the shifter selector collar key 258 moves past the full Application position it picks up quadrant 247 which rotates rotary valve 216 to a Lap posi- tion cutting off the supply of air to the brake pipe. Thus, when emergency valve 241 is unseated in Emergency position, as described under Emergency Application, brake pipe air is quickly vented to provide an automatic emer- gency brake application. When used in automatic service the brake valve has six handle positions from left to right, Release, Running, First Service, Lap, Service, Emergency. Shifter lever 268 is locked in automatic operating position where the letters AU are exposed. Locked in this position t-he collar 252 engages quadrant 247 so that movement of the brake valve handle is transmitted through shaft 257 to rotary valve key 258 and to the rotary valve 216 which establishes the port connections on its seat 225 for the different handle positions, as indicated by the position diagram. The handle positions are notched on the quadrant and are 20 m 6 C 602 O O 6 351 352 353 65 .2%w.a222221222222222 WWW eem22A22%%%%%%n%.2._2.,._mm.2.22 8 7 5 7 7 7 7 7 7 3% .§ 8 / /A. 6 2 2 2 2 2 \ I 2.... ___\2 “mg-§§ .2. §.. \\\\ »M.\\_Hm_2.///¢é2..2//颢2/2..////fl/_mfln\“\\\\\\,$ % .22 222222222 1 22¢ _. 2 J YW. . 2 m 2 2///2222/_2.2Q..2.2m.T2...22. .22. 2% .24; §%.% 2 21 2/ . . .2-_ W . km kn -2Wm~_>.,w~“2\\22.. .. . “§_.=2 w».W...\./0._I2W\\&m W -_ . lr2,. 2\ 2 2_...._.../-_.......2_2..../ 22. \,//2 / 2 2 22..;.._2.22///A1 2.7 fig”. 2 -. .2 . . . 2 .\ \ 2... m 2222//2 2 2 4 9 1 2 § “..M.u-%\S_a§§\\\\e‘ ‘mm \ \. 3 2 .2 2 2 2 .... - 22227 1. \\ _.._ 2 2 2 2 2:2 2 2 3 %M%%%&.HIfl. w 0 3. / \»‘\\. 2 2 2 2 2 2 7 222222B43mw98 \m%/.\\ 2 2 2 2 M. 2 ...\m\./\\\w2§ 2 l4V/..////A/.¢\ % 5 I 2/ 4 .1. 7/ 4/1). ¢ 2 2 2 2 22 22222 22 2 7 2 7 6 5 4 3 W ,/ 2 2 2 2 % M22 = w_‘..vm.....wn.<\_wW‘ 3 aw %QM222222 \.. _w 33III333333332 \. GO’.A\\\\\\\\ \>¢..2 ll’ 2 . \\\ Ailfflamnslaat. 2 x . 2 2 2 2 \\ . 2 .. 2 2 .///2__2..a\-U1 \2.A¢\A\,\\2. \ \ o 2! '\~\\'/2_..H2...2....2..2....m.\v....1~.. .~./2/,.Ma%,2.w2.,.2 . o -. 2 2 . EH. 3 \ QXK.sa\rA\\\\a~\\\.$/2_.2Mnw¢%-@$.u._.V§§.u___w% Q & \\\& K 2. / ,. .2\2£.2....r.2h.e 25. \$\ A $2 2 2W //<\\\\\2r\ s \ 3 3 ._ . /AN’ U42 2 2/2 .21. l .. 2 2 2 2 W ~ g rlffflAavlI4“\\l/J\¢.l§%I"/Iu,4m.!.n$|I2MWWVVH/..%\\ 3 n “ \ \ 4 L 2 B J\ . \.' \ g I. 'wW./I’/%%/AW/g/,4 7 n D 2 M 2\e\\\\ I llP\ .2 M 2. w m M22 2 \\ kv\..\\\..s¢_-.2‘ 2 ml“ \»l 2 W e o 4 5 H Fl 2 m w 2 2 2 2 2 ii 0 2 w w m w m G. 2 3 2 2 2 2 2 m 2 Section A-A Fig. 15. Brake Valve Portion with Hinged Handle and Self-Lapping Unit indicated by latch 259 moving into these notches under pressure of latch spring 261. Emergency pilot valve 243, Section A-A, (explained under the brake valve portion with rigid handle). 21 S I k\“ IK 311 309 Section B-B Self-Lapping Unit Blanking Cover 400 355 354 LLILIJ 295 232/' 310 Independent Brake Valve Mounted Integrally 9 O 3 2 1 7 6 5 4 3 2 3 2 3 3 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 2 §lII\ 3.....<...2.v1 3 A9- . M O 3 \ /45. . .m.._..\....~,..\_.i®'////h.'.3N.Y.nwN/.171“ 2 PM H3.w_\_o.4_...»__.m.._v.M@..u__Z m A . \>.. f\\\\ . 3 3 2 M... .. 2 E .3.3.....e33._._w 3 3 M a . . ......_.....|.....4.-..|.a.....Il_-,.....,..3.. 1 k I. I 2 l M M M §\\ "Gd I. W P M M 33. '3. m M S vs/\\s .\§\§\.\\\..1,hll mm 1 I 3 . 3. 3 M M V$\\\\\\\\\\W..-W Q WV” 3 2 w 9 '§\®§ 1 n 3 2 /3 3 3 3 2 I‘ 3 3 3 3 M M 1 5 6 3 6 4 2 2 I 3),;/...a:m_a 2..-. 3.3 23 Q 6 6 3 3 4 3 3 M3” 2 0 7 5 2 2 2 9 O 5 4 3 7 2 % M“ 3 5 222222222 5 , s \ 4.0%. 0 3 2 3 // // \I.,_lm.“.Q\a-..I 3% .. .1 W I 1 2 /2 .. 3_m3N...3w._ .\3 23 -_ 3 22. \_\._3_... 23.2.3“? 3 A \ Q 4 _J . . I \.\..-0-lfl. l .11. v! 2 ~_332./2. rm./2.//.//.3-3 2 2 9 ..Mmfl..7./././1%/.,V.--1V4h2m?//anzlukligl//.¢|wI/.3 WMQ. \\\." m 2 .33.“.../32.2.2/2232422/32%/////.22 m\3N\\5...3a §\22353a3I1.Io.|.\ 3 2 - 3\\\\\n2.91.n\\\\ss3m\n\\33._§\w. /4. AN \ .2..,...,.,4_.2.M.sw..3.,2u22.lI..1.1.2%1 m...]1w..h-.....3.3.3m.~.../1/M7/..../2~,.2»3.. -“ /..%§m % M 3 2 22//2.__...%5..... % 4: 2 2 . R \ .1‘ .\ \ 1W“. VIIIIPI.‘ -fill!‘ \\1|..0\u“ 7 \ A. \\._. 3 \.. \ s . .2 2 2 2|.-4\ 2 3 o O \ % -\\\\\\\\\k\\\-ee\§.\\\\\\\\“ mflmmm M 6 \ / Q M 1 2 31$ 3 2 4 3 . 3 2 I 3 § 3 .//n 3§.\\s”2\s§\\..w“ .. .. 5 6 9/ 2 \‘ §\:_\\_ ! 253/ !‘ 3' sl \.3 1 o __ _I_. ~§l\ \ 7 O 445 ls 4./. 1536. rug...“ 1: %a2//2222 I. 3.22222 ll \ /J .2: 3 4 89 6 % 996843 4 33 9 911020 22 2 222222 % 1~ 2 o 23% 4 3 O _l / 432 463 f O 253 271 273 270 253 231 234 233 Fig. 16. Brake Valve Portion with Rigid Handle, Self-Lapping Unit and the Exhaust valve pawl 281, Section A-A, is located between the handle shaft and the exhaust valve 285. In Release, Running and First Service handle posi- tions a cam on the the shaft lifts the pawl and unseats the exhaust valves, one valve connecting the passage leading to pipe 8 to atmosphere, and the other valve connects the passage leading to the timing valve 121 and pipe 18 to atmos- phere. In Lap, Service and Emergency positions spring 288 holds the exhaust valve seated and the atmosphere connections closed. Rotary Valve Housing (Used only with Brake Valve Portions with Self-Lapping Units.) Figs. 14, 15, and 16 Rotary valve housing 218 contains an air strainer 214 which cleans the air to the controlled emergency cock and the independent brake valve, on these type brake valve portions, and the air going to the pilot valve 851 on these brake valve portions with hinged handles (passage 3). Brake Valve Portion With Hinged Handle and Self-Lapping Unit, Fig. 15 This brake valve portion is similar to the brake valve portion with rigid handle except that it has in place of the rigid handle, a hinged type which is explained under the brake valve portion with hinged handle. The brake valve handle 870 can be inserted or removed only in “Running” position. Manual sanding with the hinged handle is also explained under the brake valve portion with hinged handle. ~ Brake Valve Portion With Rigid Handle, Self-Lapping Unit and the Independent Brake Valve Mounted Integrally, Fig. 16 The rigid handle brake valve with the electro-pneumatic feature does not provide for manual sanding or suppression of safety control feature. An ex- ternal quadrant is used for guide purposes, while an internal quadrant positions the brake valve handle and handle is not removable. All other features are identical to the brake valve portion with self-lapping unit and hinged handle. The S-40-E and S-40-G independent brake valves are mounted on this brake valve portion. ' Service Application Portion, Fig. 17 The service application portion 110 functions to provide a service brake application when initiated from an overspeed train control or safety control application. Otherwise piston 112, Section B-B, is held in release position by spring 129 (main reservoir air pressure balanced on both sides of piston 112) and this portion has no effect on the braking as controlled from the automatic or independent brake valves. When the air pressure on top of piston 112 is reduced from an application, the air pressure under the piston moves the piston and slide valve 114 to appli- cation position. In this position the ports in the slide valve 114 connect the passages of the following: (a) The cut-off valve chamber 'around spring 155, Section B-B, is con- nected to the slide valve exhaust, which permits the higher pressure on the other side of cut—off piston 146 to move the cut-off valve 151 to closed position and cut off the flow of air to the brake pipe. (b) The passage from the equalizing reservoir and the top of the equalizing piston 77, is connected to two passages; one passage which leads to the reduction limiting reservoir and the other to the second reduction reser- voir. This permits the brake pipe air under piston 77 to move the piston to application position. A choke in the slide valve passage limits the reduction in pressure at a rate to produce a service application. 23 (c) The passage from the equalizing discharge valve 82 is connected to the exhaust by slide valve 114. This permits the reduction of brake pipe air and the application of the brake. (d) Main reservoir air is connected to the power knock-out pipe passage, which operates the power knock-out to throttle or shut off the loco- motive power until after the locomotive comes to a stop when train control, overspeed or safety control application is made. (e) The passage from the top of piston 112 is connected through slide valve 114 to a passage leading to the rotary valve 216 or check valve 235 which connects to the exhaust in Release", Running, and First Service positions of the brake valve handle. Thus, as long as the automatic brake valve handle remains in any of these positions the overspeed train control or safety control application cannot be released. (f) The passage from the first suppression reservoir (in Freight Service) is connected to the passage leading to the split reduction timing valve choke, Section B-B, and to the diaphragm chamber of the timing valve 121. This permits a timed exhaust of the first suppression reservoir air and from the timing valve diaphragm chamber to provide for an automatic split reduction of brake pipe pressure during a train control, overspeed, or safety control application. (g) The reduction limiting reservoir exhaust passage 36 to the brake* valve rotary valve is disconnected, which prevents release of the reduction limiting reservoir air through the rotary valve in the brake valve. 149 154 150 152 151 153 120 119 I I-‘I 148 147 156 118 \»\\\\ \ \ . \ . \\ $~ § §\ ~\ 146 ts l\\-s 166 ‘§l A 4 1b’$,’_v!_'I I I 0.2171‘: _. \ \ 1‘ ‘I Q /,,,,,,,|, »,g1,,21,I,,,l=1s \ - 142 \""‘\ .\ s ,‘\‘~\\\\\!\\\\\\\_\\§‘~‘; 112 158 $5., ‘_, \ \; .=. ?“”$ \§ 122 \\"\\\‘-._'_-'I'-IIL'é.¢-=5 25' \‘ \\\‘;''_';.-'a: I i 122 -'1’//////4 2- /2 ,:¢§| 144 132 I -'1 -2,, Z 131 == /” //////1.’/_//\/-‘j [lily] 129 I 133 127 128 I / I .,' v 1 24 n/I”/’///4741*://ii 121 126 126 e._ I \, 1 '1‘ Section B-B ‘ {a'~hi\3/ 130 II 2g4 15//’//”" I .. .‘!."-‘~*“""-““‘ “V §.\\\\\\i\‘ mm .1 1-----\ -' . “en 11 ' ' R \‘ 2 \ --"\'-W 111 18‘ \\ if _ \ - \! 7 ’/I//////7/////2'//2'."///// lllll kg “ Section C-C Section A-A Fig. 17. Service Application Portion 24 Timing valve 121, Section B-B, provides a split service reduction of brake pipe pressure during train control, overspeed or safety control applications. When an overspeed, train control or safety control application is made piston 112 and slide valve 114 are moved to application position. In this posi- tion slide valve 114 connects the equalizing reservoir air and the equalizing piston chamber air to the reduction limiting reservoir and to exhaust through passage 18. A choke in the slide valve permits the reduction of air in the equalizing reservoir and equalizing piston chamber at a service rate, so that a service application of the locomotive and train brakes results. On a long train when an overspeed, train control or safety control appli- cation is made piston 112 and slide valve 114 are moved to application position. Air from the first suppression reservoir (rotair valve in Freight position) is connected to the timing valve chamber around diaphragm nut 126' and the timing choke. This deflects the diaphragm 124 which seats timing valve 121 and prevents the flow of equalizing reservoir air to exhaust, thus the equalizing reservoir air reduces into the reduction limiting reservoir and limits the initial brake pipe reduction. Timing valve 121 is opened when the air pressure in the first suppression reservoir and in the chamber around diaphragm nut 126‘ has reduced sufficiently through the timing choke. The combined volumes of the equalizing reservoir and reduction limiting reservoir then flow past the timing valve 121 to passage 18, to provide a full service reduction. \Vith the brake valve in Release, Running, and First Service positions, passage 18 is connected to the ex- haust, but if brake valve handle is in lap position, the exhaust connection is closed, when a second reduction reservoir is used. The safety control, train control and overspeed cut-out cock 184, Section C-C, is provided to out in or out these features without interfering with the normal operation and function of the brake valve. The “IN” and “OUT” positions are indicated on the body. As furnished, the cock is sealed in “IN” position by a car seal through slots in the handle 188 and body cap to prevent unauthorized opening. The handle is provided with a spring latch 18.9 which requires a pause in mid-position when moving the cock handle from one position to another. In turning the cook the handle engages a lug which requires the handle to be pulled toward the operator, compressing spring 189, in order to clear the lug before movement can be completed. This provides a short pause when cutting-in the valve, in which the passage and pipe to the safety control and overspeed devices are charged up quickly from the main reservoir, and thus avoids a quick reduction in pressure in the chamber on top of application piston 112, which would permit the higher air pressure under the piston to move it and cause a brake application. The cut-off valve 151, Section B-B, is used to out off the supply connection between the automatic brake valve and the brake pipe during an overspeed, train control or safety control brake application. The piston spring 155 moves the piston cut-off valve to open position with the air pressures balanced on both sides of the pistons. When the air pressure in the chamber around spring 155 is exhausted to- atmosphere by the application piston slide valve 114, the piston 146’ moves to closed position which seats out-ofi valve 151 and this cuts off the brake valve supply to brake pipe. Emergency Application Portion, Fig. 18 , The emergency application port-ion functions to provide an emergency application when initiated from an overspeed or safety control. Otherwise piston 161 is held in release position by spring 167 and brake pipe air pressure. This portion has no effect on the braking, as controlled from an automatic or independent brake valve. When the air pressure on the spring side of piston 161 is reduced from overspeed, or safety control application the air pressure on the opposite side of the piston moves the piston to application position. This closes brake pipe 25 supply from brake pipe and connects brake pipe to atmosphere causing an emergency rate of brake pipe reduction. Valve 178 is moved off its seat which vents the chamber on spring side of piston 161 through passage 8 to atmosphere with the brake valve handle in release, running and first service positions. Therefore, to move piston 161 to release positions (by equalizing pressure on both sides of piston) it is necessary to move the brake valve handle to lap position. 184 166 ' ' 1 / l 4 /10/00 / 24 Qs \ \\ sl ......\ §.\§ I? __§ 8 § § ,8 \\\\\\‘ \‘ \ xv \ ti \\\\&K\\\\\\\\\k- §\\ § \\ K\\\ , W“ \ _' ~ . .\ . -- l I .\\~‘\\ P‘ " :1‘ i \‘It">+l I I . _l'I- , > I P ~1r\-x\\\\§“il§¢ // / __ / / \,§,,§ ".2:-'2'.‘ _. //////////////A \\W‘\“ I \ I k\\\\\\\\\\\\\ \\ \ I \ l..\ \\k\\\\\§\ .\\X\ A'“'.':''::-.- -' '2 185 179 178 180 186 Applicatmn Portlon Safety Control Cock Blankmg Plate Fig. 18. Emergency Application Portion Blank Application Portion, Fig. 19 The blank application portion is a cored filling piece used to build up the brake valve, when there is no train control, overspeed, or safety control. '////////////////////////////I7//-W-74' f /I/ 4 ¢////// 110 185 141 186 159 Fig. 19. Blank Application Portion Filling Piece Portion, Fig. 20 The filling piece portion 25, Section A-A, located between the application and pipe bracket portions, contains the brake pipe cutout cock 29 by means of which the automatic brake valve, overpseed, train control and safety control functions are cut out on a trailing A unit or on the second locomotive when double heading. In closed position of the brake pipe cut-out cook the automatic brake valve supply is cut off from the brake pipe preventing an automatic brake valve service application, and the brake application piston 112 is cut off from the overspeed train control and safety control devices so that these features do not function. Thus the control of brake operation is transferred from the second to the leading unit on which the brake pipe cutout cock is open. How- ever, an emergency application can be made with the brake pipe cutout cock closed by placing the automatic brake valve handle in emergency position. 26 The brake pipe cutout cock is so designed that it cannot be moved from closed to open position without a pause in mid-position. The cock handle 86 is provided with a spring latch 37 which engages a lug when turning, requiring that the handle be pulled to compress spring 38 in order to clear the lug before completing the handle movement. This provides a short pause when cutting in the valve and permits slow charging of the application pipe from main reservoir to avoid a quick reduction in pressure in the chamber on top of application piston 112 which would cause the higher air pressure below the application piston to move the piston and application valve 114 and cause a brake appli- cation. The cock is open with the handle down (horizontal position) and closed with the handle up (vertical position). |§ 5 B Q 3 s es\“\\\..r-rs‘ \ _ Q 7//.\\\ R N *@ \[,/~~e-\¢|' 5* E . pfi N ’ ’'””JIIIfi ’ \i'illii-‘\§‘?§~g\\% W ~\¢:§ea";//4,,'7.-;:.‘~ ‘§s~.t¢t~:~\.1v>.§:$\‘ _,¢§:,‘\ ~ .\~.§.§¢.m 31%"§ k;\\;‘ ‘_ ézm — (Ia [pr 52 54 71 48 ‘Section C-C 34 6 35 45 43 -3-6 ..;- / 38 42 20 1° 7 §~$_\_\\\\_!_§\_§\\_ / 4 \ Q! was - .__ _ I ‘ ,- l l‘ ‘ gé/¢ 1 A 69 es 551 \ 5/97 6.6/99 so 96 e2 ‘ ///i Q// /79 z e_!flfi\\\\\\\\\,x\\ V “i#®?- 64 ¢ 59 é Q-I"’:$’~'_"'i*"-§.f\_\=}?l|f&*i‘I!liazk\&”\®~‘...|;~&~‘;\: 56 / .-ss/. ~‘%~':"*‘¢\“ 55 “ , 1\\€ § ’!s\..1/// . a Section D-D - ~a 44 27 18 2 $ . »<| - .. 108 1 T 36 29 I .\ll\. Y §§) M4 \\ 7‘ € 1''’! —.._.-__-N N (.0 I &‘§§ ]|_-I £ / " JAWAIM I ' I ;‘.\_§$‘\ .i!=.T:'~T_:'T§¥".i':‘i':\’:'.,- '/// \ '_- L“.~..,...\.i;;§il;\;“* \‘ - -__\ ___ ' --»~ """ -__ ----- ‘ -==" s; 57 i\\Is‘.__.___.l_l.=_I-.'.i*a'L. § \\\\\\\\\\\‘\\‘\Q‘“{~t\\\“*‘2~\~}\:‘I\:§ 5 8 \ I: \l§‘_.“-.‘:-. . ~ — ‘ k m we l$.\"—‘ ' "=3".--,-.'.:-.-.'. \ n1-‘$625’ " "" '_4'%‘.' \ .\ \\\§\\\\\\_. 49 \ IE] ' L-\\-_~__ ' - Q “ \‘ 63 Is...‘ <0 a; U1 :5’ II \\ //,/2 lag /, W1 7 .ll///‘'/» 1. 8 2 -1 -I O (D 5 O J: .4 ~\\( 6 6 0') (11 "II -I 1 . iW// iii~ " ' ‘EV - I =i ‘m §|,. .-. IQ‘ iii 47 ’ W .,./ I w 01 0 (II 00 9 10914 92 12 88 89 110 85 Fig. 24. S-40-D Independent Brake Valve No. 20——Which connects the brake_ valve to connection 44 of the Rotair Valve, where passage is provided in Freight or Passenger position to the Independent Application and Release Pipe and the D-24 control valve application and release portion. No. 13——VVhich connects the brake valve to connection 45 of the Rotair Valve, where passage is provided in Freight or Passenger position to the Actuating Pipe and the D-24 control valve release piston. No. 35—Controlled Emergency Pipe which connects the brake valve to connection 85 of the Rotair Valve and the controlled emergency portion of the D-24 control valve. The brake valve handle has three positions from left to right (1) Locking position (2) Release and Running (3) Application Position which includes the full application zone. Independent Release after Electro-Pneumatic or Auto- matic Application is obtained by depressing the independent brake valve handle. As shown in Fig. 24, handle 42 engages driver shaft housing 6 and controls movement of shaft 11 which has a cam, shown in Section O-O. The handle can be inserted in or withdrawn from the slot in the driver shaft in Release Position. Release position at the left is indicated by handle stop 4, in which position the cam is at its lowest point, releasing pressure on dog 72. Brake application is obtained by moving the handle to the right which increases cam pressure on dog 72 and pusher 68. Balance levers are attached to pusher 68 with roller 69 pivoted on exhaust valve 64. The lower end of the balance lever pivots on inlet valve 50 through push rod 70. The balance levers control the self-lapping function of the brake valve, as later explained. The exhaust valve seat is located in piston 59 and is connected by a series of holes to the spring cavity which is open to the brake valve exhaust. The interior chamber of the brake valve is connected to the independent application and release pipe 20. This connection is controlled by the cam 11 through dog 15, to hold application valve 25, Section D-D, unseated in all positions of the brake valve handle except Locking position. The brake valve handle is hinged by roller 77 and is held upward, as shown, by spring 10. Independent Release is obtained by depressing the brake valve handle on bail 37, Section A-A. Lower spring 106 normally holds pilot valve 105 and release valve 22 seated, closing off main reservoir supply, and upper check valve 17 unseated, opening the actuating pipe to atmosphere. When the handle 68 is depressed on the bail 67, plunger 20 seats check valve 17 and unseats pilot valve 105 permitting main reservoir air to fiow to the actuating pipe. Locking position consists of a slot in the handle guard 34 at the left. To place the handle in this position, depress the handle and move it to the extreme left into the slot, which looks the handle down. Plunger 20 seats valve 17 and unseats pilot valve 105, holding the electro-pneumatic brake off of the loco- motive. Also in this position dog 15, Section D-D, falls on the lower stop of its cam, permitting valve spring 28 to seat application valve 25, closing the independent application and release pipe. This will permit an effective operation of the automatic brake. Controlled emergency valve 24, Section B-B, is held seated by its spring in all handle positions except Full Application. In Full Application position a cam on the handle shaft engages the valve stem and unseats the valve, opening the controlled emergency pipe to exhaust. This nullifies the controlled emergency feature in full independent application position. S-40-E Independent Brake Valve, Fig. 25 The S-40-E is identical to the S-40-D except that it has a non-removable handle, does not include lock down position and is mounted on the D-24 brake valve portion. 34 44425 423 4 484 . _ 426 488 828 822 2‘ -'l/''/ '-—v‘''' 2 65% /'4 4/ ‘ ‘ §§‘s\l24V A 615 488 818 517 2 I \ ( f 7 ((4 ,r;__--_:.-1|-///A 518 .87/;'iv‘\\\ ‘Z v?i=?|'-ijlg ’/I \ \ ‘ I :1. "-"-"2 r'=~=1'//I/M/I'>”4i:::;»m... 1v¢l':'.:..."'—-'=""~.—-'~'I2. 1' 514 .-,;| I,-2r:\=“.-'."= i 12$ i“ ' “gran... .'rI}'lIi:S¢‘,.4l-I'IIII;! 808 ..:1’m‘il)a11|=¢4’.-.,-.,1.|-I @. veg3-'- ‘ W18” /““\\ ’*.l".".i""'-'.-2-2-.': ’ - - 507 413%] -Mill‘ $92,744“ *5!.|-.!.l!1I”]|% 513 -In Section BE 2'' "E . 446 520 "1 . u 69 @123’/I’//'/7'//I7/17//////III!/"””””” " 808 808 828 '28 828 408 800 804 - W © 63 U I//’§'V_’7i7’-' 501 82 427 I. .1 , W 2 ' ,1 . .2AV 482 480 481 /1“ © 403 467 470 LLU\468 401 Section C-C '+;-'-"1-Z-3'};-ii-J-Zia‘ ”§|Id) l\\ I-1 I .~§\§\>>/\\\¢’-1. \ Section DD 533 Fig. 25. S-40-E Independent Brake Valve S-40-F Independent Brake Valve The S-40-F is identical to. the S-40-D but does not have a lock down position. S--40-G Independent Brake Valve The S-40-G is identical to the S-40-E except that it includes lock down position. . SA-2 Hostlers Brake Valve, Fig. 26 The SA-2 brake valve is a self-lapping type brake valve used on “B” units of a diesel locomotive to control brakes when unit is operating alone (in yards or roundhouse area, etc.)._ Main reservoir air controlled by the self-lapping valve is admitted to the independent application and release pipe. The brake valve consists of three portions: the body 2, self-lapping unit 18, and the pipe bracket 58. The self-lapping unit containing the valves and operating parts is bolted to the body and may be removed for inspection or cleaning without disturbing the pipe connections. The pipe bracket provides for mounting by means of two 5/8” bolts, and has three 1/2” pipe connections; one for the main reservoir pipe, one for the application pipe, and one for the exhaust pipe. The body contains the cam shaft 4 (to which the handle is attached) and a chamber which is always open to the brake cylinder pipe (straight air pipe). A cam is mounted on shaft 4 and a cam dog 21 (Section A-A) is inter- posed between the cam and pusher pin 84. Pivoted on pusher pin 84 is balance 35 44 '/f»'"’_ ._.-§ al \\\\\\\\\}\_‘_'_-. ngw I. \\.\\ I 51 50 49 48 47 \\\‘\\\\\\\ \‘.§&“§ J; 0 M n I FflQQL LIv“ ='wr --- ‘ =?“= 5 . 4.:¢';.-11>-7 “K-5:-_ ------------ " ----'Vfi 52- § 0? / Z’ 2 37 34 16 17 13 18 g fig / % II ¢ ¢//////z/////////////.\\*\ - ‘*5 ¢ 9 6 '7" W I--éiiiiiliiiliitiri 54 ‘°° 1. 7 '4l!!g:? §§%l-‘!,L.Q“NEE9§S;&§S$§§§§$§§3g§:é 96; H‘ ‘ " ‘I _H ' ~' ' " _ii"-'-_'EQ‘;','_G_TI'I"J“T-f\"{\\\\\\\\\_\\.\\}"',, £!'__1.|i\-<1;-.rT"! I1 ~11/:11,’ ..-.l':!-_L\-;.x E’;- ,=_.%~\<‘?§}"3-‘<.,f'=\a,L!/.I,!,5";|-'.;,:,!% ° 12 37'“ \\§\\\l\\.\\'§:->\\\7 \ 19 \ 5 .\"\ii'€i';<‘~.\\ m - \Irsi:' ?:\\ ‘\\ ‘1 ,///1.?-gt‘-“'*ii§I=‘11\-\T’¢. “$5 \ 24 A > M. Eiléé‘ __ 3 3 \\ "} 9 10 .7////I G) }\.1\\\\\\\\\\\\‘~k\‘ I G ' 1‘ - \' " t‘ \4 ‘ W 1%"\28 \_ 7 _ 1 \ r =\ \\ - ‘_ _ {D rill \ \ \ 29 \ 52 56 as as 30 31 _- 32 53 27 42 26 2%» i‘ 6%” Fig. 26. SA-2 Hostler’s Brake Valve lever 33, its lower end carrying roller 36’ (in contact with exhaust valve 30) and its upper end carrying a push rod 37 (in contact with inlet valve 16‘). The exhaust valve 30 normally is held unseated by spring 29, connecting the indepen- dent application and release pipe to atmosphere since this pipe opens into the body chamber, and the spring chamber to the right of the exhaust valve is always open to atmosphere. Inlet valve 16 is seated by spring 17 and then acts as a seal between main reservoir air, back of this valve, and the body chamber. Regulating spring 24, holds the exhaust piston 25 in release position, and the spring tension (regulated by adjusting nut 19) limits the brake cylinder pressure obtainable in Full Service position. Felt packing ring 26‘ lubricates the cylinder, and packing cup 27 prevents air leakage past the piston. ' K-2 Rotair Valve, Fig. 27 The K-2 Rotair Valve (applied to A units) is a selector valve with three. positions: Freight, Passanger, and Lap. An escutc-he-on plate is provided having raised letters, “FRGT”, “PASS”, and “LAP”. The position in which the valve is set is indicated by a pointer on the handle. The K-2 rotair valve is used when a controlled emergency pipe is con- tinued through all power units, and permits control of the Controlled Emer- gency feature on all B units from the controlling power unit, Freight position is obtained by placing the pointer on the handle over the raised letters “FRGT”. The rotair valve is used in this position on long freight trains when it is desired to have the controlled emergency feature operative. A split reduction is available when the service brake application portion is used. Passenger position is obtained by placing the pointer on the handle over‘ the raised letters “PASS”. The rotair valve is used in this position on passenger trains and short freight trains where it is desired to have the controlled emer- gency feature inoperative, and no split reduction feature. Lap position is obtained by placing the pointer on the handle over the raised letters “LAP”. The rotair valve is placed in this position on all “A” units of the diesel locomotive other than that from which the brakes are con- 36 / / (__n Cé____7 L‘-L11 ~ Kill I ! 25 L-_-J Fl 27 ! - 26 22 18 23 16 Latch Portion Fig. 27. K-2 Rotair Valve trolled. This places the controlled emergency feature under the control of the engineman operating the brakes where the controlled emergency pipe is con- nected through. This position also cuts out the independent brake valve and takes the place of the double cut-out cock used previously under the inde- pendent brake valve. K-2-A Rotair Valve, Fig. 28 The K-2-A rotair valve (applied to A units‘) is a selector valve with four positions: Freight, Freight Lap, Passenger, and Passenger Lap. The rotair valve handle is placed in Freight position, marked “FRGT”, when the locomotive is hauling a long freight train. On short trains the rotair valve handle is placed in Passenger position, marked “PASS”. These K-2-A rotair valve handle posi- tions also hold true on any non-control locomotive units which do not“ have the actuating pipes and independent application and release pipes connected to these respective pipes on the control unit. The rotair valve handle is placed in the corresponding Lap position, marked “LAP” on all locomotive units in a train other than the locomotive from which the brakes are controlled where the actuating pipes and independent application and release pipes of the control and non-control locomotive units are connected together. That is, if the K-2-A rotair valve on the unit from which the brakes are controlled, is set at “PASS” then the K-2-A rotair on the non-control unit should be set in “PASS LAP”, and similar conditions obtained for the “FRGT” and “FRGT LAP” settings. With the K-2-A rotair valve the controlled emergency cock on each D-24 control valve pipe bracket must be positioned on all B units. The rotair valve consists of a pipe bracket 2, rotary valve seat 7, rotary valve 15, case 19 and operating key 16. Rotary valve key spring 17 keeps the rotary valve to its seat. Screws 20 keep rotary valve seat 7 and case 19 to- gether, with the rotary valve 15 in between. Gap screws 9 keep case 19 and pipe bracket 2 together. Socket 22 and pin 26 connect the rotary valve key 16 37 Latch Portion 21 20 \ \‘ 25 L. _ 13 $\“§>\§\\‘ , 2., F 1 ,, !§:hll\l.’4 ~ I 9 . I \ Q 26 ,,_, Q Latch Portion Q) ‘g1 22 15 H I/' I I 18 3 , \\ {W 18 8 20\ 4.” ‘V 135% ' /:.L"';, ,.: ' ' ///$:¢//'‘'’’-1-’-''r-’’@=’/<%,,, . - \ \§|_ . n\\&\\ ...,I' E ‘ =11 - .... 8 / 4_/ , rg/, I‘-§"L\*§?§ 15$-“Q I I I! II 3 : '1' / VA-I/77777’-i-I/77//i ~ I 6 \ I28: . ~ . \ I, Fig. 28. K-2-A Rotair Valve to the handle shaft and socket set screw 23 prevents socket 22 from turning on the rotary valve key shaft. The four handle position markings, “FRGT”, “FRGT LAP”, “PASS LAP”, and “PASS” are located on the handle side of escutcheon plate 25. When the rotair valve handle 24 is rotated, the handle shaft picks up pin 26 which rotates socket 22 and rotary valve key 16. Thus rotary valve 15 is positioned on rotary valve seat 7 to make the port connections as required in the service that the rotair valve handle position indicates. Latch spring 11 and latch 10 hold rotary valve key 16 and rotary valve 15 as positioned by handle 24. The functions of the rotair valve in the four handle positions follow: (a) In Freight Position, marked “FRGT” the rotair valve provides for operation of the controlled emergency feature in emergency applica- tion (control locomotive brake cylinder pressure build-up) and the automatic service split reduction feature during a safety control appli- cation (service split reduction of brake pipe pressure) and suppression timing reservoir with train control. This cuts in the independent brake valve to permit independent application and release of the loco- motive brake. (b) In Passenger Position, marked “PASS” the rotair provides for a non- controlled locomotive brake cylinder pressure build-up in emergency application, and full continuous service brake pipe reduction from a safety control overspeed or train control application. This also cuts in the independent brake valve to permit independent application and release of the locomotive brake. (c) In Freight Lap Position marked “FRGT LAP”, the rotair valve cuts out the automatic service split reduction feature, suppression timing feature, and independent application and release. (d) In Passenger Lap Position marked “PASS LAP” the rotair valve cuts out controlled emergency, independent brake valve, first suppression reservoir, and timing reservoir. D-24 CONTROL VALVE The D-24 Control Valve was designed for locomotive service only. It includes a pipe bracket portion, emergency portion, service portion, controlled emergency portion, independent application and release valve portion and dead engine cock and check valve. Provision is made for an interlock portion to be added when dynamic braking is employed. The control valve when actuated by the brake valve operates to charge, apply and release the brakes on the locomotive. The emergency portion eliminates the necessity of a brake pipe vent valve. There is provision for automatic sanding in emergency regardless of how the emergency originates. D-24 Control Valve, Fig. 29 The D-24 control valve consists of a pipe bracket to which are bolted: (1) the service portion, (2) emergency portion, (3) independent application and release portion, (4) controlled emergency port-ion and (5) dead engine portion. The pipe bracket is bolted to the frame of the locomotive, all pipe connections being made by means of Wabcotite fittings so that no pipe joints need be dis- turbed when removing or replacing the operating portions. The functions of the various portions follow: (a) The service portion to control the application and release of brakes in accordance with automatic brake valve handle manipulation or from an overspeed, train control or safety control application. 39 NWN . m.m cosuow _m:..mm |_..._ cozuow Bind s. . new c9 \ mm? \o§ I'M" . W 2. cozuum _m.:mn_ ®.VF \ \ \_~.r.¢2.\’i mmm ii “m. mmm mi . \\\ 2%; \..\‘aV,r4.>/v/A/4¢Z..6// \ .| . .... 4%v_3...w 1:. ........ Sm Eu sew . \ M 2:82 #2 lklil 5' i . ._§....W..\.. as at ..2 2././a.H...a. .a.,fl.aM¢W|a“_“ .m.|l..m..'..? mm~. ./////i~,4~%//aw...»///....%“‘ N. mfi W 42 8. s\\\\\\\\\\\\\\\\\\. \ \=.s.. ,4.”//M//////..////////,, .8 m.H"...m~_.~.Ar./flIII“z...I¢m.._,.M. mew . \. S. 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(c) The independent application and release portion to provide independent locomotive brake application and release as controlled by the inde- pendent brake valve, quick local independent release of the locomo- tive brake and interlocked automatic, electro-pneumatic and independent brake operation. (d) The controlled-emergency portion, controlled from the rotair valve to provide for a fast non—controlled build-up of brake cylinder pressure on short freight or passenger trains and for a controlled brake cylinder pressure build-up on long freight trains. ' (e) The dead engine portion to provide for charging of the main reservoirs on a locomotive hauled dead in a train. The PIPE BRACKET PORTION 2 contains the quick action chamber, a removable strainer 9, three choke plugs and two drilled chokes in the service portion face, one choke plug and one drilled choke in the emergency portion face and one choke plug in the independent application and release portion face. These plugs and drilled chokes are identified by reference numbers and letters on Plate 1 as follows: Service Choice Plug 6, which controls the rate of displacement volume and relay pipe 16 build-up when a service brake application is made. Emergency Choice Plug 4, which controls the rate of displacement volume and relay pipe 16 build-up from the emergency reservoir when an emer- gency brake application is made. Emergency Reservoir Choice Plug 5, which controls the flow of emergency reservoir air to the auxiliary reservoir in Direct Release position of the graduated release cap during release. Exhaust Choice Plug 8, which controls the rate of exhaust from the displace- ment volume and relay pipe 16 when releasing the brake. Graduated Release Choke R, which controls the rate of air flow from the emergency to the auxiliary reservoir during release and thus provides the graduated release and quick recharge features. Protection Choice Y, which protects against loss of the emergency reservoir air in case the pipe to the control switch is broken. Dead Engine Choice Z, which permits charging of the main reservoirs on a “dead” locomotive without causing a reduction in brake pipe pressure which might apply the brakes. Protection Choke S in the main reservoir passage 6 to the independent appli- cation and release portion is for protection when removing this portion. When brake pipe branch pipe cut-out cock is closed there is still main reservoir air connected to the D-24 control valve. If independent appli- cation release portion is removed, choke S will prevent a rapid venting of main reservoir air. The three suspension bolt holes through the pipe bracket are protected to prevent accumulation of water and freezing. The two front holes are cut away in the middle while the rear is protected by sealing ring, as shown in Fig. 29. The SERVICE PORTION contains the following parts: (a) The service piston 94 with its packing ring 101, Section A-A, which moves in its bushing in accordance with variations in air pressure across the piston head and thereby controls charging of the auxiliary and emergency reservoirs. 42 (b) (0) The service slide valve 102, which is attached to the stem of the service piston by pin 106 and lock 107 and held to a seat in its bushing by leaf spring 105. The‘ service graduating valve 108, which is shouldered in the piston and held to a seat on the service slide valve by coil spring 104. The service slide valve and graduating valve move with the service piston to establish the required port connections in the various positions. (d) (6) (h) (i) (k) The service piston return spring 109 and cage 108, which prevents movement of the service piston beyond release position (into retarded recharge position) unless brake pipe pressure is about three pounds higher than auxiliary reservoir. The service piston spring 98 and the spring guide 97, which provides stability of service activity by preventing movement of the service piston to service position until a predetermined difference in pressure between the brake pipe and the auxiliary reservoir is attained. The two charging choices 88 control the charging flow of brake pipe air to the auxiliary reservoir and provide stability against undesired service application. One of the choke ports is cut off in the service piston Retarded Recharge position due to the service piston seal on its back stop. Charging change-over cock 157, Section M-M, which determines fast or retarded charging or recharging of the auxiliary reservoir. Cast letters on the cock body “FRGT” and “PASS” indicates the two posi- tions of the cock, for freight and passenger service, respectively. In “FRGT” position the recharge is retarded through chokes 88, Section A-A, while in “PASS” position it is augmented by flow through choice 81, thus providing a faster rate of recharge. Auxiliary reservoir check valve 89, above choke plug 81, which permits brake pipe air to charge the auxiliary reservoir when releasing and as controlled by change-over cock 157, Section M-M, but prevents any back fiow of auxiliary air. T'he emergency reservoir charging check valve 89 and ball check valve 88, Section A-A, which permit charging flow from auxiliary reservoir to emergency reservoir with the release piston and slide valve in release position but prevent back flow from emergency to auxiliary reservoir. The release insuring valve portion, Section L-L, which operates posi- tively to release the brake when brake pipe pressure exceeds auxiliary reservoir by more than 2 pounds. This portion consists of a release insuring cap 149 in which is contained a release insuring valve 150 normally held seated by spring 151, closing a connection from the service slide valve. Follower 148 is in contact with release insuring diaphragm 146. One face of the diaphragm is exposed to brake pipe air pressure through a choke, the other face to service slide valve chamber air pressure through a choke (auxiliary reservoir). With these pres- sures substantially equal the diaphragm remains balanced, but if brake pipe pressure exceeds auxiliary reservoir pressure by more than 2 pounds the diaphragm is deflected, moving the follower and unseating valve 150, which reduces auxiliary reservoir pressure to positively release the brake. The release interlock valve portion, Section E-E, which controls the graduated release and quick recharge features and stabilizes the operation of the service piston 9.4. This portion consists of a piston 126 pinned to a slide valve 1.27 by pin 128 and lock 129, and held to its seat by spring 186 through strut 184. The slide valve has two positions on its seat between interlock diaphragm 181 and spring 142. The face of the diaphragm is connected to displacement reservoir pressure when the 43 graduated release cap is in graduated release position. With less than 7 pounds displacement reservoir pressure, spring 142 holds the piston and slide valve in forward position where the slide valve prevents flow from the emergency reservoir to the auxiliary reservoir. With approxi- mately 10 pounds displacement reservoir pressure the spring is over- come and the diaphragm is deflected, moving the piston and slide valve to the upper position where a slide valve cavity connects the emergency reservoir to the auxiliary reservoir, thus providing quick recharge and graduated release functions. Check valve 89, Section A-A, and 88 in the emergency reservoir charging passage prevent back flow from the emergency to the auxiliary reservoir from this source so that recharge from the emergency reservoir can take place only as controlled by the release interlock slide valve. The operation of the service piston is stabilized by the release interlock portion in automatic and electro- pneumatic operation. During electro-pneumatic straight aiir brake operation, the auxiliary reservoir pressure is reduced into the straight air pipe, the higher brake pipe pressure thus holds the service piston in release position. With the emergency reservoir cut off from the auxiliary reservoir by the release interlock valve the reduction is effectively obtained on the auxiliary reservoir, thereby assuring a high differential of brake pipe pressure to hold the service piston in release. The release pist-on 110, Section B-B, which moves its attached release slide valve 114 in conjunction with spring 120 to control (a) charging of the emergency reservoir in release, (b) charging of the auxiliary reservoir in graduated release and (0) opens and closes the displace- ment reservoir exhaust in accordance with the position of the service piston. The EMERGENCY PORTION contains the following parts': (a) (b) The emergency piston 31, Section A-A, with its packing ring 38, which moves the graduating valve 26 when a service rate of reduction is made, and slide valve 25 when an emergency rate of reduction is created, also it controls the charging of the quick action chamber in the pipe bracket. The emergency slide valve 25, which is attached to the emergency piston by two pins 28 and two locks 29. I (c) The emergency graduating valve 26, which is shouldered in the pisto and held to its seat on the emergency slide valve by coil spring 27. The emergency slide valve and graduating valve move with the piston to establish the required port connections in the various positions. (d) (Q) Piston 40 and vent valve 4], Section F-F, which vent brake pipe air to atmosphere during an emergency application. The emergency piston return spring 65 and cage 64, Section A.-A, which during release cycles, return the emergency piston 31 from accelerated release to normal release position when quick action chamber pressure recharges to approximately brake pipe pressure. The emergency piston spring 84, and spring guide 35, which stabilize the emergency portion against unintended emergency. The high pressure valve 46, Section H-H, which connects emergency reservoir air to the displacement reservoir during emergency appli- cations. The spillover check valve 58 and ball check 52, below spring 54, Section H-H, which provide against overcharge of the quick action chamber. The accelerated release check valve 53 below check valve spring 55, Fig. 29, Section F-F, which provide the accelerated build-up of brake pipe pressure (when releasing after emergency) from the combined volumes of the auxiliary and the displacement reservoirs when the slide valve moves to accelerated release position. 44 (i) (k) ~(1> (I11) (I1) The diaphragm spring 58 and slide valve strut 80, Section A-A, which serve to keep the slide valve 25 seated in the absence of quick action chamber pressure. . The safety valve 70, which limits displacement reservoir pressure during service brake applications to the safety valve setting. Since the safety valve is set to open at approximately 60 pounds and displacement reservoir pressure determines that supplied to the brake cylinders, service brake cylinder pressure is limited to this amount. The charging choice plug 22, which controls the rate of flow from the brake pipe to the quick action chamber. Felt strainer 24 protects the choke port against the possibility of restriction by the fine dust. The choice in vent piston 40, Section F-F, and choice 68, Section A-A, in the vent valve cylinder cover, which control the rate of exhaust of quick action chamber air during emergency application and thus pro- vide the time interval required before release can be effected following an emergency application. Wasp eascluder 21, Section A-A, in the emergency slide valve exhaust which prevents the entrance of insects. THE CONTROLLED-EMERGENCY PORTION contains the following parts: (ti) (b) (0) The controlled-emergency double check valve piston 187, Section D-D, which controls the flow of air to diaphragm 201, Section C-C, and regulates the rate of brake cylinder pressure development during auto- matic emergency application, in accordance with the rotair valve handle position. This provides for a fast (non-controlled) build-up of brake cylinder pressure on short, freight trains and passenger trains, or a controlled build-up on long freight trains. ~ The diaphragm 201 , Section C-C, which restricts the rate of locomo- tive brake cylinder pressure build-up to that provided by choke 181, Section D-D, to produce a controlled application during an automatic emergency brake application on long freight trains with the rotair valve set in control position. The ball check 192, rubber-seated check valve 198 and spring 194, Section D-D, which permit release in case valve 199 is held to its seat and prevents by-pass of choke 181 during the rlease of either a service or emergency brake application with the rotair valve set in control emergency (FRGT)) position. THE DEAD ENGINE COOK AND CHECK VALVE contain the following parts: (8) (b) The main reservoir check valve 276 with spring 277, Section A-A, which permit charging of the main reservoir on a locomotivehauled dead in a train but prevent back flow to the brake pipe so that the locomotive brake operates normally when applied. The dead engine cock 266, Section K-K, which is used for cutting-in and cutting-out of the dead engine feature. THE INDEPENDENT APPLICATION AND REL-EAsE PORTION contains the following parts: (a) (b) The small application and release piston 280, Section G-Cr, which operates to provide independent release of the automatically applied locomotive brake when positioned in release position by the large release piston 287. In this position the electro-pneumatic brake will be held off of the locomotive. At all other times the piston is held in normal position by main reservoir air on top of piston packing cup 281 to permit straight air application if this feature is included in the equipment. The application and release piston slide valve 226, which is shouldered in the piston 280 and held to its seat by main reservoir air on top of it at all times. 45 . u . md cozoom Etna . 5:0 . one co m mmw ad .558 5:8 3 258m .25 J J %.=8w _ e a m: .3. 02 m; E wt #9 Nmw HQN QQN mmm mww 8. s s ~ .1l-» .5 m.. \ \\ \\ \\\\\\\\\§ ~\\\\..'/I \\_.I..r s . \ \\\\ \ . ’\_‘@V . n 1% : .l|\“\\ . MP .Mil\\ . ~ .3 /\\.nh i .s““.‘a§“..lh...W_m.s-\ . Q) Eu-._.-1. m\..t...mm \ W/... . §\\§\ ./.: mmw Em _/ww .___... mm; N \ \ K; at \ ~\ ...v.¢..w ‘M w~\...L \\ \ \\\\§§\\\ .. 2. s .\\. Sn 7\. W. 28 9: E» e: / 5? 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OP r////wsw“ \“ ... ..n._ .n cgtom x000 30.50 >o=oEoEm uo=2Eo0 ma.‘ . \ \ Z.“~\\.w_h.. Vé QPN z.z 253w N_. \\.\W9 PPN I m s 0 u C. mm 05 mew mew QFO ONO .VNW mi cozoom mm Ii! I3-.lu\. mom O00 . . . co.uum . 7 xx cozuom $22 ; ~ F00 GOG mom . / .1 M E M QQN f mom ...m L-Im __I 47 (c) The large release piston 287 operated by the S-40 independent brake valve which moves small release piston 280 with slide valve 226 when independently releasing the locomotive brake after an automatic or electro-pneumatic application. (d) The quick release diaphragm 284 and check valve 287, which operate to provide a quick release of the locomotive brake. In independent release after an automatic or electro-pneumatic application, the air above the check valve is vented locally'for a fast release of the loco- motive brake. Normally spring 288 keeps the quick release check valve 287 seated. (e) The automatic and electro-pneumatic double check valve 25-0, Section J-J, which permits an automatic or electro-pneumatic application. During an automatic application the straight air check valve end is seated and during a straight air application the automatic check valve end is seated. (f) The independent double check valve 250, Section J -J , is the same as the automatic and electro-pneumatic double check valve. It functions to seat the automatic and electro-pneumatic check valve .252 when an independent application is made, and seats the independent check valve 252 when an automatic or electro-pneumatic application is made. (g) The quick release relay each-aust choke 268, which is a 7/32" dia. choke plug screwed into the street-ell provided in the independent application and release valve portion, quick release exhaust port. This choke effects a satisfactory release on all units in multiple unit operation. Dynamic Brake Interlock, Fig. 30 Fig. 30 shows the assembly of D-24 control valve with dynamic interlock portion 815 and FA-4 magnet valve 826. The FA-4: magnet is used to release or prevent an automatic or electro- pneumatic brake application on the locomotive if the dynamic brake is on. Independent application and release of the locomotive brake is available at all times, thus the pneumatic brake from the independent brake valve is always available, irrespective of dynamic brake operation. The dynamic interlock portion consists of a magnet mounted on filling piece 815 (Fig. 80) which permits removal of the magnet without disturbing valve portions. There are two wire connections on the magnet which are con- nected into the dynamic brake circuit. Magnet coil housing 18 houses magnet coil 12 and core 6 forming a magnetic field which controls the position of arma- ture 9 and its stem 8. The lower end of the armature stem contacts upper valve 8 to hold lower valve 8 seated when the magnet is energized (dynamic brake on). This prevents the flow of air from the control pipe to the relay valve and vents to the atmosphere the air in the relay valve pipe. When the magnet is de-energized, valve spring 4 moves the two valves 8 upward. Thus the automatic and electro-pneumatic brake is held off and released while the dynamic brake is operating. Upper valve 8 seats the opening to the exhaust and the lower valve is unseated permitting air to flow from the control pipe to the relay valve when an automatic or electro-pneumatic brake application is initiated. In emergency or an operation of the service application portion the dynamic brake is nullified, allowing the automatic and the electro-pneumatic brake to operate. This provides a most positive brake for stopping the train under all conditions. (On some locomotives the dynamic brake is nullified from an emergency application initiated from the brake valve only, depending on the installation). 48 Jump Beat In EmergenCy_ I-I :éueTvFi)ce Release Accel. Rel.__ _Re|eos @ __——£Sec1| @ ® Beat In @ 2 Q) @ I) 62 @ C l 3: I __ I ' g F ' ='' ll 1 C9 i“: — l K j U -\ IJI E : r~\ ,-\ {Bl I'“l“\ I I 1; , L i ~<.:/~ Li: ===-F1--= ‘XI l I : : \J : - - a2 = Q4 "3 :;_/--~\ . “" _ r duct d :'.:'i--' 5 : _ A Selhose Lop ,-\ 5 U ‘cw’, IL-F‘. —Grod. Rel Emer_gency__ § § ; 5 1, Q‘ . _j Serv|ce———— , I ‘ '" Release ‘-/ \‘;t E . ‘\‘\ : i I‘. 1_ ____J I I i C? 5 Ir 0 , E L‘.-:: E ~__--r-__-4 I I . ® : 2 it: ----------- " 1,5 5 1 Service _ Emergency Fig. 31. D-24 Control Valve—Slide Valve Models /60 § \ § § _ = E _ =1 Runm 2 /Z 2 /¢ / ' Service Fig. 32. D-24 Brake Valve-—Rotary Valve and Seat Models 49 D-24 Control Valve Service and Emergency Slide Valves and Seats, D-24 Brake Valve Rotary Valve and Seat, Figs. 31 and 32 The service and emergency slide valve models will serve to illustrate the port relation, connections, and the amount of lap metal between ports in each position of the slide valve. The ports are numbered as they are on the control valve diagrammatics. When studying the diagrammatic, reference can be made to the model to better understand the port relationship in each position of the control valve. The rotary valve and seat ports are numbered and identified and a position diagram shown on Fig. 32 will help in determining which port connections are made in the various positions of the brake valve handle. There is only one diagrammatic of the brake valve and that is in running position. By referring to the rotary valve model when studying the diagrammatic, the proper rela- tionship of ports can easily be made. Type H-24 Relayair Valve Units, Fig. 33 This type H-24 relayair valve unit is made up of a bracket upon which four relayair valves can be mounted. When relayair valves are omitted, they are replaced with a blanking plate. CUT-OFF (1) The cut-off valve operates to suppress a safety control VALVE application when the brake is applied with about 30 pounds pressure in the relay valve control pipe 16. The cut-off valve also provides permanent suppression when used with the overspeed suppression valve. APPLICATION (2) The application insuring valve is operated when the INSURING D-24 control valve assumes emergency position. It VALVE makes an atmospheric connection to the brake applica- tion valve to insure that the latter remains in application position. ‘ OVERSPEED (3) The overspeed application valve operates to cause a APPLICATION brake application unless suppressed when overspeed VALVE occurs, causing the overspeed feature to operate. OVERSPEED (4) The overspeed suppression valve operates to suppress SUPPRESSION an overspeed brake application when the brake valve VALVE handle is placed in first service position. This will cause a 20 second suppression after which time the brake valve must be placed in service position for further temporary suppression, or the speed is reduced below the speed allowed. About 15 pounds service reduction will cause permanent suppression by operating the cut-off valve. Valves 1, 2, and 3 are all interchangeable but valve 4 operates at a different ' pressure, requires another type of spring. The valve and bracket each have a dowel pin and a dowel pin hole which prevents improper assembling on the bracket. 50 21 12 10 2 ~"_—_"-_’ 11 ”/, . -- 6 ’,”""‘ ‘ 34 /1 ,’/:33 4 I’/Q ),>\(- 33 , \ \<»‘ V 6 ( R\ ' 7 8 23 9 13 \ 17 W 14/ 20 16 18 15 3 19 Overspeed Suppression Valve Oversoeed Aoolication Valve Fig. 33. H-24-A Type Relayair Valve Unit (4——Valves) Type H-24 Relayair Valve Unit, Fig. 34 This type I-I-24 relayair valve unit is made up of a pipe bracket upon which five relayair valves can be mounted. When any of the relayair valves are omitted, they are replaced with a blanking plate. CUT-OFF (1) The cut-off valve operates to suppress a safety control VALVE application when the brake is applied with about‘30 pounds pressure in the relay valve control pipe 16. The out-off valve also provides permanent suppression when used with the overspeed suppression valve. OVERSPEED (3) The overspeed application valve operates to cause a APPLICATION brake application unless suppressed when overspeed VALVE occurs, causing the overspeed feature to operate. 51 8 23 9 17 42 13 '/////we 14 45 16 16 3 "'1 '- 43 Fig. 34. HA-24-C Type Relayair Valve Unit (5——Valves) XL; - es /;:' ._ ~ 33 '; . ' 24 52 OVERSPEED SUPPRESSION VALVE SANDING VALVE BRAKE PIPE CUT-OFF PROTECTION VALVE (4) (5) (6) The overspeed suppression valve operates to suppress an overspeed brake application when the brake valve handle is placed in first service position. This will cause a 20 second suppression after which time the brake valve handle must be placed in service position for further temporary suppression, or the speed is reduced below the speed allowed. A-bout 15 pounds service reduction will cause permanent suppression by operating the cut-off valve. The sanding valve operates from the D-24 control valve and permits the fiow of air to the sander, providing automatic sanding during an emergency application. It also permits the fiow of air to the brake pipe cut-off protection valve to provide the broken pipe protection feature. The brake pipe cut-off protection valve operates when the D-24 control valve assumes emergency position. It provides protection against loss of main reservoir air and possible release of brakes, from an emergency appli- cation started from the train when the brake valve handle remains in running position. Combined Dirt Collector and Cut-Cut Cock, Fig. 36 This device is a combination of the centrifugal dirt collector which protects the control valve against entrance of dirt, and the cut-out cock which opens (handle vertical) or closes (handle horizontal) communication between the ——--~ \ _-——___ \ CLOSED 2 ‘I4 19 POSITION ‘ \ :‘ _§\\\\\\\\\\\\\\\\w;7é l'l ‘ 1 ii: Fig. 35. Combined Dirt Collector and Cut-Out Cock 53 control valve and the brake pipe. Bolting flanges are provided for both pipe connections and it is recommended that the combined dirt collector and cut-out cock be bolted to the control valve. The dirt collector is the standard check valve type with the detachable dirt chamber. It is only necessary to remove two nuts 7 to drop the dirt chamber 8 for cleaning. The purpose of the umbrella shaped check valve 5 is to hold in the dirt chamber 8 the collected dirt under all conditions of air brake operation. The body portion 2 has a machined seat against which the check valve 8 seats when a heavy reduction in pressure occurs above it, such as that during an emergency application, thereby shutting off communication between the dirt chamber and the dirt collector outlet. The check valve 5 is so designed and placed on the valve stem as to permit of a rocking motion whereby any fine dust which may collect on top of the check valve will be shaken off into the dirt chamber. RELAY VALVES The relay valve relays the application and release operation of the control valve. They reproduce in the brake cylinders the equivalent air pressure estab- lished in control pipe 16 or a percentage thereof. \” /1 2. Us ‘ '=-.-Imr .1 ' ' A-g,_ 18 \- I S 42 iii. 9 41 17 £1 - 16 Section A-A Fig. 36. B-3-A Relay Valve B-3, B-3-A Relay Valve, Fig. 36 The B-3 and B-3-A relay valves will reproduce in the brake cylinders 100% of the pressure established in the control pipe 16. The pipe bracket is designed with mounting holes and fitting locations identical to the F type relay valve pipe brackets so that one may replace the other without additional drilling or pipe location changes. The B-3-A relay valve is identical to the B-3 with the following exceptions: pipe bracket is modified to permit installation of types B-3-A or F relay valves without changing the mounting or piping arrangement. The following descrip- tion applies to B-3 and B-3-A relay valves. The relay valve relays the application and release operation of the inde- pendent brake valve and the control valve, reproducing in the brake cylinders, the pressure condition established in the control pipe 16. It has a high capacity air flow which provides fast ‘application and release rates for any combination, number and sizes of brake cylinders. 54 As shown in Fig. 36, it consists of a body mounted on a reservoir which also serves as a pipe bracket. Piston 17 contains lever 19 mounted on ball bearing 20, on which the lever rotates when the piston is moved by pressure changes. The left end of the lever 19 pivots on spring 25 and controls the move- ments of exhaust valve stem 26, and the latter, in turn, those of exhaust valve piston 29 and exhaust valve 27. The right end of the lever 19 pivots on ad- justing screw 24 and controls movements of application valve stem 84 and the latter, in turn, those of application valve 87 and application piston 85. The application pilot valve 87 opens and closes to control small pressure changes, and the application piston 85 controls large pressure changes. Choke 12 serves to provide quick equalization of air pressure on the piston 85, con- fining the opening resistance to spring 89 which makes the valve quickly respon- sive to light application pressure exerted by stem 84. An oil pad 7 is applied to the bottom of the relay piston chamber. Oil plug 11 permits injection of lubricating oil. The connections cast on the pipe bracket are as follows. B-8 Relay Valve B-8-A Relay Valve M.R. Main Reservoir Pipe 6 S.A.P. Control Pipe 16 B.C. Brake Cylinder Pipe 30 Ex. Exhaust Ex. The pipe bracket contains a volume chamber connected to the face of piston 17. This chamber provides for equalizing of the control valve application air pressure on the face of the application piston, and thus supply the required brake cylinder air pressure to obtain locomotive braking ratios thatoperate harmoniously with the train brakes. FS-1864 Relay Valve, Fig. 37 The FS-1864 relay valve when used will reproduce in the brake cylinder 100% of the pressure established in control pipe 16, above 65 m.p.h. 80% be- tween 40 m.p.h. and 65 m.p.h., 60% between 20 m.p.h. and 40 m.p.h. and 4.0% under 20 m.p.h. This provides greater braking ratios at high speeds which is very desirable when operating high speed passenger trains. The FS-1864 relay valve is a self-lapping valve which operates to supply and exhaust brake cylinder air during brake application and release. The brake cylinder air pressure provided is controlled by the speed governor equipment in accordance with the train speed. When speed governor control is not available the brake cylinder pressure developed by the operation of the relay valve provides 60% braking force the same as that used in standard service. The FS-1864 relay valve consists of relay portion 10, inshot valve portion 80 and magnet bracket 185. These portions are bolted to the pipe bracket 120, fro1n which they are removable for inspection and cleaning without breaking the pipe connections. These connections are numbered as indicated by the following figures cast on the pipe bracket: 6-To the main reservoir or supply reservoir pipe 16—To the control valve pipe 16 30—To the brake cylinder pipe A large diaphragm 88 is fitted to relay piston 86, this diaphragm being assembled to the piston by follower 89 and nut .40. The diaphragm is retained between the body casting and diaphragm ring 71 so that the tension of release spring 42 is exerted on the diaphragm. In the diaphragm portion, three dia- phragms 68, 64 and 60 of different areas are assembled on a central bolt between followers 89, 69, 65, 61 and pusher plate 58. These diaphragms have areas of 80%, 60% and 40% in respect to the area of diaphragm 88. 55 120 29 43 71 69 63 50 70 67 62 61 54 ea *1 1--. 32 30 31 I 62 3“ J-‘ ‘ as - ‘ K 5‘; (,-.:.--§.; ‘ 33 ¢@\\:\\\\\ we. \\@\\\°$ /81 as . 11 ~ \ \' . ¢ 26 v6 “_..._.g\“ \ § §.,_\{ y@>\\l.?,,,.“~\>\ \‘\\ 26 . : ‘j<‘1"\~;_ _ _. 1; Yl_-,J,'§.‘F' \\\“ IH ;.',i1."I'r\‘|’E' v -,3 M \ ~'. \ ~. “)1 '\" '.'’'$‘K.,~ ‘ .- “° -M-.,.,.!~ ‘ ‘ §‘“ ,)';'§\\";;’/é2;‘?:=i_.—\j'\\§ 64 - .-F‘ "'._.-E";-!=:.,.5. M *5‘ § ii. , ' 59 .". 3g} §<‘‘"#°''‘''5l-=‘§'\\ ” 63 " .’-/§‘;-"5'/X 49 " "' “\\\\\\~.\%\.\§$=’'“”’'’'''€/p‘”'’ \ \ I _ 27 Socucm 8-8 158 155 164 159 / / / // 151 Ell l l1l'i».\'l’ .. I / 153 I I‘ E _ 151 95 94 /B1 ' 166 l 93 | 152 '89 ! [ 90 /34 as . I ' as \ -s. / H T ~ 1, \ /as .\.. V87 6 1 \ \\ 97 ' I ’ ' \ \§91 / I . /. _\ \‘ -‘ \\x 174 166 165 ,5 ,-./ ‘ - 16‘ 99 96 94 92 /' . L - ‘\ 13s “ \ 163 so ’ \ 169 167 168 164 162 180 Sectmm A.A / I 124 125 126 127 123 183 Scchon through Mugnel Bracket 11110 P.p¢ Bracket ~zrmmn C oh 0 I1:rmm||C0nnec11o1\5 Fig. 37. FS-1864 Relay Valve The diaphragms are located centrally on the body between rings 71, 67, 63 and 59, which are doweled to each other so that the diaphragms form a stack in which the central bolt engages nut 40 on the large diaphragm assembly, through which spring 42 exerts its release tension on the complete diaphragm stack. Intermediate and large diaphragm rings 71, 63 and 67 are drilled for port con- nections to the chambers formed between the diaphragms. There are three check valves 5], weighted by springs 52, and located in the passages to the diaphragm chambers which provide direct release of air from the chambers. The magnet bracket includes three magnets: namely, High Speed (H.S.) Medium Speed (M.S.) and Low Speed (L.S.), the coil of each magnet being wired to terminal blocks 126 and 145 equipped with plug contacts 146. Each magnet has an armature stem 154 which controls the position of double-beat magnet valve 161 as the magnet coils are energized or de-energized by the speed governor equipment in accordance with changes in train speed. These magnet valves thereby are operated to establish connection from the control valve to one of the diaphragms, 88, 68, 64, and 60. The areas of diaphragms 68, 64, and 60 are 80%, 60%, and 40%, respectively, of diaphragm 68 which operates the relay portion. The main diaphragm 38 is in control at speeds exceeding 65 miles ' 56 per hour and, therefore, the relay portion reproduces brake cylinder pressure equivalent to relay pipe 16 pressure; between 65 and 40 miles per hour the 80% diaphragm 68 is in control, and, therefore, only 80% of relay pipe 16 pressure will be effective on diaphragm 88; between 40 and 20 miles per hour the 60% diaphragm 64 is in control and only 60% relay pipe 16 pressure will be effective on diaphragm 88 ; below 20 miles per hour the 40% diaphragm 60 is in control and only 40% relay pipe 16 pressure will be effective on diaphragm 88. The relay portion-operates to reproduce brake cylinder pressure equivalent to the pressure developed on piston 86 by the diaphragm portion. Piston 86 contains lever 88 mounted on ball bearing 44, on which the lever rotates when the piston is moved by pressure changes. One end of the lever 48 pivots on stem 22 and controls operation of exhaust valve stem 22 and the latter, in turn, of exhaust valve piston 25 and exhaust valve 28 to open and close the brake cylinder exhaust. The other end of the lever 48 pivots on an adjusting screw and controls operation of application valve stem 29 and the latter, in turn, of application pilot valve 82 and application piston 80, to admit main reservoir or supply reservoir pressure to the connected brake cylinders. The application pilot valve 82 opens and closes to control small pressure changes, and the application piston 80 controls large pressure changes. Choke 15 acts to provide quick equalization of air pressure on the piston 80, after application valve 82 opens, thus confining the opening resistance to spring 84 which makes the valve quickly responsive to light application pressure exerted by stem 29. The K-3-B switch portion, Fig. 37, is applied to the pipe bracket of the FS-1864 relay valve and wired in the battery circuit to the relay panel. It operates to establish battery supply to the speed governor relay cabinet and relay magnets when a brake application is made, thus conserving battery current when brakes are released. Spring 42 of the relay portion is used to overcome the resistance of the diaphragm stack and thus insures return of the relay portion to release position and positive release of low brake cylinder pressures. The release force is effective only with application pressure of low value, it being nullified for applications exceeding seven pounds in order to provide a true ratio of brake cylinder pressure to relay pipe 16 pressure for all applications above this value. This is done by the Inshot Valve Portion which, at the start of an application, permits direct flow to all diaphragm chambers until seven pounds build-up is obtained. This pressure overcomes the resistance of the release spring, and operates the relay portion to provide a low brake cylinder pressure, sufficient to overcome brake rigging resistance and apply the shoes to the wheels. The inshot valve portion then cuts off the direct flow to all diaphragm chambers except that of the controlling diaphragm. The Inshot Valve Portion, Section A-A, Fig. 37, consists of a diaphragm 85, supported between the body and bracket castings, to which is assembled a piston 84 with spring 88. The spring normally holds the piston and diaphragm against the stem of a supply valve 9.2, which is thus held unseated against the tension of lower spring 94, permitting flow of air to the diaphragm stack. A pressure of seven pounds compresses the spring and deflects the diaphragm sufficiently to permit lower spring 94 to seat the supply valve, cutting ofi the flow to the diaphragm stack. Exhaust valve 98 is normally seated by spring 94. When inshot pressure exceeds seven pounds, the diaphragni 85 will be deflected further, moving piston 84 to engage the stem and unseat the exhaust valve 98, which will open the diaphragm stack to the strainer protected exhaust 82. After the excess pressure is removed, the diaphragm will return to its cut-off position, retaining the seven pound inshot pressure. A strainer 17, Section C-C, in the pipe bracket protects the valve from dirt as air from pipe 16 passes through it before entering the valve. 57 6 H 106 \-W 106 W G) 109 105\ 107' 110? 111 16 15 67 29 43 71 69 63 60 70 67 62 6164 31 ii" 30 _ 32 1 4 66 L 'Ii".- 62 / . ' “'_E4?:'im-2'-I 65 / Q - .'F - s\\.',-“_"j»',_-////.,2‘.1‘1-5;. /l 1 61 34 §'¢ /se .. ~\\\s\ “ 72 35 ii I? \ 73 26 i§:%'jg:h.\<§ 41 25 2____D " 60 . _ _';_x§s '-e.-\-~. w ~-§=""‘.~\,\>\>‘ s 27 an 64 A_-=3-: _ F41, .____ _=\::==': \\\\\\‘ s *3,‘ , ;% . ~ ~ ~ '~\\ ~2""’/ .9 ---“‘ ’ / I \ 21 23 24 1O 22 42 37 36 38 55 39 40 68 Section B-B Fig. 38. F-6 Relay Valve F-6, F-8, F-1 Relay Valves These relay valves operate to reproduce in the brake cylinder 60%, 80% and 100% respectively, of the pressure established in the control pipe 16. F-6 Relay Valve, Fig. 38 The F-6 Relay Valve provides the standard maximum braking ratio used in present service, but is so designed that by the addition of the necessary parts the relay valve can be converted to provide proportionate braking ratios used with speed governor control of maximum braking pressures for high speed service without any fundamental changes in brake rigging. ~ _ 58 J 57 J/;,z(\’\"\ " /‘I/_ "/ /C 34 3 . I ; 58 \ \\ ‘-P '\ \ f°’Z" \ I-.\. ' / 33 ;* \ \‘ \ “/f‘-/” \1<. ‘ : f 72 /4; ' I’ e O P \ \ iew-\ El i\ M . ' i\1 / . 35 //'fili\§\..‘1‘ \ L1_ H W I 3,, 1 \,— 73 ///-A Q31 \\ \\\\ _ .1 {I /’ 26 /”%I B \ \ °’ \ i ' tit*_fi / / 41 \/ \ \ _ 35551 \ 25 \\ \D-—-D > . \ \ \ v ///i “/"/,:': ////-//// \ ~ cl \\\‘\v\‘3.\ \\ 1 1 \ 27 /, - 1 b -\_( | -g§¢ ‘ . ’ \ \ / 1 / L I k.\ / \ 20 / ‘ \ D ‘ / / 1 \\\\'\ ~ \ \ 1 I 11 / W/7 \\\ \\\ ’\. \\\ \ R l /‘ / / C /® \QC ' 1’ ~ “ / / 63 -nq-a.;.~\1 \ 1 \f=v x 1 12 2/ . .\ \ I \ \ \ \\ i\ Y / / —-\49 um‘ \ \ , / // 19 I. / _/_/ / /, // /\ //r / "I \ 2 “ \ / 21 23 24 10 22 42 37 36 38 55 39\4O 68 Section B-B Fig. 39. F-1 Relay Valve The F-6 relay valve consists of relay portion 10, inshot valve portion 80 (explained under FS-1864 Relay Valve), and magnet bracket blanking plate 4, these portions being bolted to the pipe bracket 2, from -which they are removable for inspection and cleaning without breaking the pipe connections. The diaphragm stack as described under FS-1864 Relay Valve is arranged to permit speed governor control of braking pressures. The three diaphragms 68, 64, and 60 are thus available for the purpose, but, as used in automatic pneumatic service, only diaphragm 64. is utilized. The area of this diaphragm is 60% of the large diaphragm 88 which operates the self-lapping portion. Therefore, control pipe 16 pressure acting on diaphragm 64 is approximately 59 only 60% effective on diaphragm 88 and the self-lapping portion will operate to reproduce this ratio of brake cylinder pressure. Thus, with a maximum control pipe 16 pressure of 100 pounds the brake cylinder pressure permitted is approximately 60 pounds. The F-6 relay valve can be converted for speed governor control by sub- stituting the proper magnet bracket for magnet bracket blanking plate 4. This will incorporate the necessary magnets and ports to utilize the complete dia- phragm stack for speed governor control in which the diaphragms regulate braking ratios to 100%, 80%, 60%, or 40% at predetermined speeds. F-8 Relay Valve The F-8 relay valve is identical to the F-6 in operation except it utilizes diaphragm 68, to provide 80% effective brake cylinder pressure from any control pipe 16 pressure. Cover plate 4 properly doweled and ported provides this arrangement. F-1 Relay Valve, Fig. 39 The F-1 relay valve uses all the diaphragms, 60, 64, 68 and 88, to provide 100% effective brake cylinder pressure from any control pipe 16 pressure. The inshot portion is not necessary with this relay valve. Cover plate 4 provides the proper port arrangement. EMERGENCY-BRAKE VALVE The emergency-brake valve connected to the brake pipe or E-3 application valve permits a brake application to be made from any point in the locomotive where the valve is installed. The emergency-brake valve should be used only in case of actual danger, and then should be left open until the train stops. 1%” Emergency-Brake Valve, Fig. 40 The emergency-brake valve provides a means of obtaining an emergency brake application in the event that the engineman is prevented from applying the brake in the usual manner. The brake pipe end of the emergency-brake valve is located at the end of the brake pipe branch pipe. Thus brake pipe air in the chamber around spring 8 helps to keep valve 8 seated and prevents leakage of brake pipe air. When the handle 9 of the emergency-brake valve is pulled, the handle lever 10 unseats valve 8 and permits brake pipe air to flow directly to atmos- phere at an emergency reduction rate. This causes an emergency application of the brakes. lo 0 ‘A ~ . Q O - A A‘ 12 Flanged Sweat Fdhng , I 13 ----------- -I _ 3 5,, :.g\\......;<<<>),2 16 6 e.ss..ss'e * £2-_ §\ 4. Fig. 45. No. 15-C Double Check Valve H-5-A Relayair Valve, Fig. 46 The H-5-A relayair valve operated from the D-24 control valve during emergency application connects air from a volume reservoir to the sanders and also controls the broken pipe protection feature on locomotives with the four face relayair valve units. It consists of an operating portion mounted on pipe bracket 81. All the pipe connections are located in the pipe bracket so that the operating portion can be removed without disturbing the piping. Three studs 82 and nuts are used for holding the two portions together. The four pipe connections in the pipe brackets are numbered as follows: No. 10 through which the air from the D-24. control valve is connected to the control chamber on the face of diaphragm 10; No. 9 through which the main reservoir air supply is connected to the volume reservoir; No. 12 through which the volume reservoir air is connected to the sanders, double check valve to overspeed application valve for broken pipe protection, and No. 11 through which the main reservoir air is connected to the volume reservoir. Body 2 houses supply valve 15, supply valve spring, charging valve 17, charging valve and diaphragm spring 6, spring seat 7, and diaphragm follower 5. Diaphragm 10 is housed between diaphragm cover .12 and body 2. Four bolts with nuts 21 hold cover 12 attached to the body. Three strainers 28 protect the valve parts by preventing the entrance of dirt and foreign matter during flow of air through the valve. 64 -//I \\ 21 10 1 3 11 40 42 I '~ ‘- I IIII --. é g~‘\\\\\\‘§*”\“\.‘li'fl',I 41 P"/’/J77’/1§I1,~’,""""'I§‘ / llll-lllllll :-':Z;3'_3:1:1'.5:::1:3:'-:::'-'I-‘:93? % ' 2“! *‘‘~‘ "2" “‘ ~/ 43 5 ‘§ ' .. . 4 .; ' I\.i\/tg11\1\_\\_11| 44 I‘. -. ll \ 0.. ' . ’ W _ \ / / ".,.,_.,, 4 " 4 45 T \ .' . 7‘ "\ 6/ "' 33 \\\"1\?§.\}\q:: 7 8 % q ‘' ix / =1 , -- 9 13 I’* . I 1 11'I.,\\\11\1111//1|» ‘7 16 "’?Z-%'.'i il§.'.-an 20 32 24 31 14 18 r_"' 3 l.!.l 15 19 Fig. 46. H-5-A Relayair Valve When the relayair valve is in non-sanding position the top of diaphragm 10 is vented through pipe connection 10 and the D-24 control valve. Spring 6 moves diaphragm follower 5 and charging valve 17 upwards which unseats charging valve 17 and spring 19 seats supply valve 15. Thus charging air from the main reservoir and pipe connection 9 fiows past charging valve 17 to charge the volume reservoir. When an emergency brake application occurs air from the D-24 control valve flows through pipe connection 10 to the top of diaphragm 10, moving the diaphragm and diaphragm follower 5 downward. This first seats charging valve 17 to cut off main reservoir charging air and further movement unseats supply valve 15 so that the air from the charged volume reservoir and pipe connection 11 can fiow past unseated supply valve 15 to pipe connection 12 and the sanders, and broken pipe protection feature. BRAKE PIPE VENT VALVES The brake pipe vent valve provides a means of insuring propagation of quick action when length of brake pipe and many right angle bends and elbows tend to slow down the fiow of air. Being an entirely separate device in operation, independent of the service operating parts, it can be located to best advantage in the brake pipe proper and is, therefore, not affected by the condition of other devices. - Type “KM” Vent Valve, Fig. 47 This valve, consists of upper housing 2 which is bolted to bracket 29, and lower case 8 which is bolted to the bottom of housing 2 and supports slip bushmg 5 in which moves piston 9. The lower case is sealed to the upper housing by gasket 13. The piston shank is guided by an extension on the lower end of the bushing. Bushing 5 is formed with a seat on which seals gasket 11 on the under side of piston 9 when the pressure differential across the piston becomes great enough. Drilled ports through the piston stem and the piston between the gasket 11 and the piston ring provide a stabilizing passage. Flow through this passage and leakage past the ring are limited by gasket 11 when it seals 65 on its seat. The stabilizing passage and a drilled port in the bushing furnishes a direct but accurately restricted communication across piston 9. Three un- seating pins firmly secured to the piston project upward through drilled passages in housing 2 and are shouldered at two points to engage valves 24 and 21. The latter seats on a bushing pressed into a large exhaust core in the body, and the former seats on a small seat formed on the upper side of valve assembly 21 . Spring 20, guided in a bushing inclosed in cap 4, urges both valves t-o their seats. Gasket 19 seals the cap to the housing. As the piston moves upward, the unseating pins first lift valve 24 off its seat and then valve 21 off its seat, exposing a very large exhaust port. Strainer 27 prevents the entrance of large particles of foreign material, and the level of the entrance to the drilled passages for the unseating pins is high enough so that loose water collected in chamber A will flow back into the pipe before it can get to the operating parts. The piston stem is drilled out to receive felt packing 87 which is saturated with light oil. Breathing through a small port in the stem, changes of pressure in chamber C supply a film of lubricant for the stem fit with the bushing over long periods of time. Brake pipe air entering the KM vent valve flows through strainer 27 into chamber A surrounding the discharge valves and above piston 9. The latter is moved downward until gasket 11 seals on its seat. Air flows through stabilizing ports a and 19 into chamber C beneath the piston, charging it to brake pipe pressure at a slow enough rate to afford adequate protection against overcharge. Valves 24 and 21 are held tightly to their seats by the combined load of brake pipe pressure and spring 20. The reduction .'in brake pipe pressure during a service a,-fpplication is accompanied by a similar reduction of pressure in chambers A and B of the brake pipe vent valve. This moves piston 9 upward to the position where the upper shoulders and pins 9a engage valve 24. Further movement is pre- vented by the load, on this valve, resulting from the combination of brake pipe pressure acting on the seat area and the tension of spring 20. So long as a service rate of brake pipe reduction is not materially exceeded, the capacity of the stabilizing ports is sufficient to allow pressure in chamber C to fall at approximately the same rate. This prevents the development of a pressure differential across the piston of sufficient magnitude to unseat valve 24. 3' 7/////////’%QI/g‘,V / !-—' \\s\L\\\ 19 lg _ !!! ¢7/ / s\\\.\=\si-:§\ , 1-g iiiii;f‘ 1.: 1 3s—'lh Iii, ‘ " . , 5 ' ‘lllllf lilil ll = \\\‘-_'//iv ......................... .. % k\ .- 1 I \ ~ \§\ _ m- 'J I..\\ Q i'/4' Pipe ., Fig. 47. “KM” Vent Valve 66 When an emergency rate brake pipe reduction occurs at the KM Vent Valve, the capacity of stabilizing ports a and b is not sufficient to prevent a high differential pressure to be quickly developed across piston 9, with the result that the piston moves upward with ample force to unseat valve 24 against the load of the tension of spring 20 and the brake pipe pressure on the seat area. As soon as valve 24 is unseated, brake pipe air fiows through the opened exhaust port, and greatly increases the rate of brake pipe reduction. The added increase in pressure differential across the piston creates the force necessary to cause the lower shoulders on the pins 9a to pick up and unseat large exhaust valve 21 . Thus the vent valve responds to the comparatively light differential required to lift a valve of small diameter but almost instantly develops a very large venting capacity. When fully open these two valves provide an exhaust capacity equal to the internal diameter of a standard 1}/4" pipe. Piston 9 is limited in its travel by a. stop boss on the lower face of the housing. Stabilizing ports a and 6 allow chamber C to bleed down until spring 20 and the weight of the operating parts can force both exhaust valves to their seats, closing the outlet to the brake pipe and permitting it to be recharged when desired. 7 14 12 13 45 42 43 44 s\\\ ‘ \_—‘_ Illll /A7////////////////////////////// // 7 El %' !//// '/ 4 ' ‘ \ \ "emit ,0 .. "1/2£’:?v.§E'_%_e' 8 29 25 zmeafi § 6 19 is _-' \\- -M-“ x the |g1\\,\\\1.I..-§ll_.I§\\,\‘ ._._._,. \" ii" ' "I 2 ‘|l§#~*-|§T'§l/4 2 . -‘ I 37 “ . \ . I : 1:‘ \1 r. ' 3 \..\\ ~. 39 ‘s‘1‘\u ‘-1|‘ \l,I 31 W 1 £11 \‘ ‘.16’ . .- . ?,1s|1?Z%1s\ss\\‘~\\\“\ 5 § m"_"r"§\\\‘ \.§_E-_\ ‘ 23 4° \ S i s 20 \ _§ "Pipe Tap \\\\§¥.\\\\\\\- 24 2‘ 18 11. Padre! Sectmn B-B " 38 46 26 30 Fig. 48. No. 4-B Vent Valve No. 4-B Vent Valve, Fig. 48 The No. 4-B vent valve located in a branch -pipe of the brake pipe insures transmission of quick action to the train and vice versa. Fig. 48 shows a sectional assembly view of the No. 4-B brake pipe vent valve. This device comprises an emergency piston 2, with its slide valve 8, a quick action valve 4 and quick action piston 5, and an actuating volume called the quick action chamber. Strainer 87 protects the piston and slide valve from dirt. Brake pipe air entering the vent valve flows through passage a to chamber E at the left of quick action valve 4 and thence through strainer 87 and passage b to chamber A above the emergency piston 2, forcing the piston to its lowest position. This opens charging port c in the piston bush, permitting brake pipe air to flow past ball check valve 6 and through passage c-2 to the slide valve chamber B and thence through passage d to the quick. action chamber, charging the latter to brake pipe pressures. 67 The reduction in brake pipe pressure during a service application takes place at the vent valve also, and the air flows froin the piston chamber A, through passage b and strainer 37, to chamber E, thence through passage a to the brake pipe. The pressures on the emergency piston 2 are unbalanced and it moves upward until its piston stop .12 strikes the cap where spring 11 prevents further travel of the piston. The charging port 0 is now closed by the piston and the slide valve chamber B is connected through the slide valve port h to the exhaust passage e. This permits quick action chamber pressure to reduce at the same rate as the brake pipe pressure, thus preventing operation of the quick action valve during service applications. (When the brakes are released, the quick action chamber is again charged as previously described.) When an emergency application is made the emergency rate of brake pipe reduction also occurs at the vent valve. With the sudden pressure drop in chamber A, the higher quick action chamber pressure in chamber B forces the piston upward, compressing spring 11, and carrying slide valve 6 to its limit of travel, which uncovers port 1‘. Quick action chamber air in chamber B then flows through passage 1‘ to the outer face of quick action piston 5, and since there is no air pressure on the opposite face of the piston, it is moved to- left, unseating quick action valve 4. This creates a direct opening from chamber E to the atmosphere and accomplishes a rapid venting of brake pipe air from passage a and the brake pipe, thus propagating quick action. I A small vent port through the quick action piston allows quick action chamber air to bleed down until spring 21 can force both the valve and piston to their normal position, thus closing the outlet to the atmosphere and permitting the brake pipe (and quick action chamber) to be recharged when desired, as already explained. B-1 Electro-Pneumatic Master Controller, Fig. 49 An electro-pneumatic device which, in conjunction with magnet valves,‘ control valves and relay valves installed throughout the train, relays to the brake cylinders and the operation of the self-la.pping unit of the brake valve when electro-pneumatic brake equipment is used. The master controller consists of a body 2 to which are bolted an application end cover 15 and a release end cover 16. The body has a pipe connection from the control pipe to the application end cover, and a pipe connection from straight air pipe to the release end cover. Two diaphragms 18 are supported between the end covers and body, each diaphragm being assembled between a follower 19 and nuts 20 and 21. Centered in the pistons 17 is a shaft 82 with contactor 37 which is operated by shaft movements to open and close the application and release circuits in accordance with pressure changes on the two pistons. The application, release and battery wires are connected to the pipe bracket by means of a plug connector. _ Dash pot piston 26 with choke, in the application cover, and choke 11 in the release cover control the air fiow to these chambers and thus stabilize move- ments of shaft 62. Check valve 12 lifts and by-passes air fiow around choke 11 thus providing unrestricted flow of straight air pipe pressure from the release chamber when releasing. Release spring 24 provides the tension to hold the diaphragms, shaft and contactor released, opening contact levers 40 and 41. When brakes are applied control pipe pressure builds-up in the application end cover and deflects the diaphragms to the right. The initial shaft movement compresses spring 24, this travel closing contact lever 41 which closes the battery circuit to the release wire 1. Further movement compresses piston spring 26, this travel closing contact lever 40 which closes the battery circuit to the application wire 6. As straight air pressure builds-up in the release end cover and becomes approxi- mately equal to control pipe pressure in the application end cover, the piston spring returns the shaft and contactor, opening the application contact lever 40. 68 -- s;g§I|_iz3 ¢0__=_';:"'-'_;}- // -,,;.- 54 53 56 62 64 1: Secuon C-C _Vl/'re_L=¢E'11_ - Release - AR Tram Lme Release - SC-2 Cabmetlwhen used) 8+ - SC-2 Cabmetlwhen used) 8+ Tram Lme \\>:(A)(\)_- - 1 1 1 25 __ 25 ADDllCaUOfl - AA Tram Lme 21 I 3/. -1' 72$,‘/‘1.‘i.1.\\\"~‘:: s -AODll¢aU0n - SC-2 Catfinetlwhen used) 26 I5‘; ' "§‘-"-”~\“t‘:' '- _. View looking at Plug Connector .--_ ,1 Ii 5‘ ' ' in Pipe Bracket Q‘! \'o~.\-:e\< S Q ts,-<~ ; E B \\\\k\\\‘.\\\\\\\\\\\‘A\\\‘ I . 19 18 17 32 36 37 34 2 20 11 Section A-A Fig. 49. B-1 Electro-Pneumatic Master Controller This balances the air pressure on both diaphragms and arrests further return move- ment of the shaft so that the release contact 41 remains closed. When brakes are released by reducing control pipe pressure in the application end cover the spring 24 and straight air pipe pressure return the pistons and shaft, opening the release contact 41 . Thus, the master controller moves back and forth to open and close the circuit to the application and release wires in accordance with Zhe glmnges in control pipe pressure as produced by movement of the brake valve an e. No. 21-B Magnet, Fig. 50 Consists of a pipe bracket, application magnet valve, release magnet valve and a cut—off valve and is used with electro-pneumatic brake equipment. The magnet valves are electrically connected to the master controller and, as controlled by the position of the handle of the brake valve in the electro-pneumatic position, control the pressure in the straight air pipe. The 21-B magnet consists of a pipe bracket 55 and magnet valve body 2. The bracket has three pipe connections, to exhaust, to auxiliary reservoir, and to the straight air pipe. The body has two magnets wired to a terminal block with suitable terminals to a connector 88. One magnet is connected to the application wire A, the second to the release wire R with a common return C to return wire AB. Each magnet has a coil 20 with an armature 26 and an armature stem 27, the latter controlling the position of valves 84 and 62. When both coils are de-energized spring 85 unseats release valve 62, opening the straight air pipe to exhaust, and a second spring 85 seats application valve 84, closing the auxiliary reservoir connection to the straight air pipe. When the coils are energized from the application and release wires as controlled from the master controller, their armatures pull stems 27 down, seating valve 62 which closes the exhaust, and unseating valve 84, permitting auxiliary reservoir air to flow to the straight air pipe. 69 \ . _. P. Auxiliary Reservoir gtralghl All‘ I00 67 77 1.5 66 ~ 1. 73 ‘I. sq!‘ 71 . lw//.___==_1_"~ é- T7 H 65 /l / III 22 III 59 74 / -7‘ \-k-‘‘-‘-.:’ :;'';;__4 6 7 I257 __ :-:¢§.§-21 '.'.§..5_ f5. .1-. .,AB§‘§“<-,b,‘g‘s1‘\;:;_-——_"—-’-= '.;¢;¢;&‘§:;§‘:::::;‘,/;..'_%;‘ 50 72 :§§§$!-:$!3:31§§§§'.§‘R§;:1-l», ~;; ~'\“\,§§-:3:"\\§*.:'§7~\I \:~=-L-4-~:‘;-:.' - .~ -v‘- ——-=~e”\'§‘~‘— s\~:~.1~:;:’~§t 56 Q5 '5$e’.’¢.¥r‘ :2 W ~:’ ,:I/:4 '4 '. ;~' ;:~ :$,;:¥$:'§.;: 44 43 41 39 .. O 1 ‘ : _ \. z /.4.‘ . v_ 2* -2'21 ' .4 "'- x 31 11 111111-4111111 $14-...;.',.;’ "-Q2 5' ~ 111:: !:§:{""'r§::i §i:i!|s-2~.;..":'*"-' 63 as --l &ii1=.=iiir- - ' I31 37 si 2 III --w |>:'.,:I:s .4 N - I III III , - .v,. 2 84 >’‘ ..i E = 8* --w .1.-=4-='—;_:».1@: ‘ _»._§~_'_.‘;-'_.-=<... 46 - 'Fi¥_§l';'-5,;rL\ 2 is s. I Wm 58 1- I . 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"" 40* 32 2'4 git ':=.'j:I1'§ 814- 6 !$;;'~‘.*-'%-fl;:."’;$$:'!;*r‘f‘$¢‘.§*‘.‘:§.;‘;2"';'\ $;r1:1’§?"‘}‘§":"'.'f;-':’»“L>3-"é*"‘§>I;‘te1§. ‘$55! 1112'’ ES " _ |§*"l “ ‘ A ‘ M 8'18 §i‘;2:°" ~ $2’ 23 -1 1 ;;:|;|.5|| _ ,-2; gi.|;|e|Il;; E$‘.I'I:!'!l,-£1 5- 3' 1 7;‘ - 4 - .- 4 >2 iv ;:';’-—y;-; e\\ :4. , -- /-if - - at 4.14. .1g||;4\s,.¢~ \... 21 :“"“=l 3:” !=-Q" I ‘- "' "‘ 2" .31" I/.5". 5.7, ‘= . 15 ,’=-_fl:'?$"..4:’I':‘:{.° , . ':I',=‘ ’ -s'¢‘ \ " - 1.? »“-.¢:';-3;-‘.=; .' ~'..!¢'4".(.+:L4__¢1...;-'.¢:~‘ 3;.-P ‘J w,¢.< -‘. . ' . ”n‘- K)?’ vv vv vvv.v.' 5- ‘I - \ / kgz: ;.*";,_1‘>'€€;=. ‘:‘l.P:?:2e?o2;?:f:';Y6’0:¢lA":' ; . . : 60 ‘ 5 :q$.’s..e;!./541 36 4 \ Section Through Terminal 61 16 17 18 2 { 1 33 34 36 69 : 1 l E I Fig. 50. 21-B Magnet 70 A cut-off valve protects against the loss of auxiliary reservoir air in the event of abnormal magnet valve operation or broken straight air pipe. It consists of a diaphragm 6, controlling the position of a valve 5 located in the supply passage from the auxiliary reservoir to the application magnet. Spring 10 with a value of approximately 75 pounds acts on diaphragm 6, opposing auxiliary reservoir air beneath the diaphragm. When auxiliary reservoir pres- sure exceeds this amount it deflects the diaphragm upward, permitting spring 17 to hold valve 5 unseated, permitting flow to the application magnet. In the event of straight air pipe breakage, whereby the auxiliary reservoir air would be lost, the spring will deflect the diaphragm and seat valve 5, closing off auxiliary reservoir supply. Thus auxiliary reservoir air is retained to provide an adequate automatic pneumatic brake application. SAFETY CONTROL DEVICES The devices which comprise the Safety Control System to operate in con- junction with the brake valve application portion and safety control check valve in the brake valve portion to cause a brake application if the engineman becomes incapacitated are as follows: (1) The Type “C” Diaphragm Foot Valve, Fig. 51, located in the safety control pipe is used to suppress the safety control feature. It has two pipe taps, the top one connecting to the brake valve exhaust (unless suppressed at the brake valve) and the end one connecting to the H-24 relayair valve unit and the brake valve application piston through which air is supplied to charge the safety control system. Diaphragm 6 is normally unseated, opening the safety control pipe to the brake valve safety control exhaust. Downward pressure on the foot pedal 12 compresses spring 8 and rotates rocker arm 11 and seats diaphragm 6 on its seat 4 closing the connection between the brake valve safety control exhaust and the brake valve application piston chamber. Thus, the safety control system is charged and suppressed as long as the foot pedal is held down. When the foot pedal is permitted to move up diaphragm 6 is moved off its seal and the safety control pipe air flows past the diaphragm seat to the brake valve exhaust (unless suppressed by holding the automatic brake valve handle down). This causes the brake valve application piston to move to application position causing a brake application. s~ $12.2 _ "Iv-‘$14 ""'Z.=E$'-$‘5'. ‘E2143 '."¢'~'M_" - ‘a=_'-. '51.". ~2:<%g£-~11 ‘I ~ l=&$.1‘-'.-l.b‘0o0:\_1' _v ‘If’, L-ssv .:t:::1.*"';!:1- 612241 ..;<'<;*.',;'J,~g *1 \&&\\‘\\\\\i\\ -1 -II V). /I239"r:2.“.§:.:‘;q;- -r vrnuvuil 3.1 '1 I I :‘~‘ “T I .‘:.o‘0.’ v - '$‘_::_.- ~ . ¢ 120,, Qfijlozox 0:0’ ' §':"‘:': 0‘ ‘M ’ 0 0' » .. ..-:':‘1:~:i:$:¥:$:§.,:1§.’.-"..:=:.:?:-.11 11 13 2 Fig. 51. Type “C” Diaphragm Foot Valve (2) An H -24 Relayair Value Unit, Figs. 33 and 34, which consists of a pipe bracket on which is located the cut-off valve which operates to suppress the safety control feature when the brakes are applied with a predeter- mined pressure. When the brakes are released the parts of the cut-off 71 valve are in the position shown on Figs. 34 and 35, Section A-A. Charg- ing air from the brake valve application piston enters the valve through pipe connection 10 and flows to the chamber around valve 17, past un- seated valve 17 to the chamber around spring 19 and out of the pipe con- nection 10 and flows to the chamber around valve 17, past unseated valve 17 to the chamber around spring 19 and out of the pipe con- nection 8 to the safety control pipe where flow to atmosphere is pre- vented either by the foot valve or the brake valve. VVhen a brake application is made, application air from the D-24 Control Valve enters the relayair through pipe connection 16 and flows to the chamber on top of diaphragm 10. When the air pressure reaches about 30 pounds, diaphragm 10 is moved downward compressing spring 6 and seats valve 17. This prevents any flow of air from the control chamber of the application portion in the brake valve to the safety control pipe 8 and the diaphragm foot valve, thus suppressing a safety control application. (3) Volume Reservoir (110 cu. in.) and Check Valve with 1/82" Choke, which provide a time interval for the engineman to suppress an inad- vertently initiated safety control application by immediately depressing downward either the brake valve handle or the diaphragm foot valve pedal. The volume also stabilizes the operation of the application‘ piston. - (4) The Service Application Safety Control Brake Valve Details, consisting of cut-out cock 184, service application piston 112, slide valve 114, check valve 851 (hinged handle brake valve only) cut-off valve 151, double heading cock and brake valve handle 870 (hinged handle only). The functions of these parts have been covered under the description of the brake valve portions. The Emergency Application Safety Control Brake Valve Details, con- sists of a cut-out cock in pipe 10, emergency application piston 161, safety control check valve 851 (hinged handle brake valve only), double heading cock, and brake valve handle 870 (hinged handle only). The functions of these parts have been covered under the description of the brake valve portions. (5) A Warning Whistle, which sounds for a limited time (if brakes are not applied) before a safety control brake application is obtained if neither the brake valve handle nor the diaphragm foot valve are depressed. (6) A Sealed Cut-Out Cock in the pipe between the diaphragm foot valve and the I-I-24 type relayair valve unit, which is used to cut out the safety control feature. OVERSPEED CONTROL DEVICES The devices which comprise the Overspeed Control System to operate in conjunction with the brake application portion to cause a brake application when the speed of the locomotive becomes in excess of the maximum allowed are as follows: (1) An H-24 Relayair Valve Unit, Figs. 33 and 34, which has an over- speed application valve that permits main reservoir air to flow through the FA-4 magnet valve, a 3/64" choke, into an overspeed volume reservoir used to provide a 6 second interval in which to get the speed below the maximum overspeed setting. If the speed is not reduced the overspeed application valve will vent the air from the actuating chamber of the brake valve application portion to provide an over- speed application. If a four valve, H-24 relayair valve unit is used on the locomotive an overspeed application insuring valve may be used with the emergency 72 application portion. This valve vents the air from on top of the cut- off valve in Emergency to insure the emergency application piston remaining in applied position. When a temporary overspeed suppression is desired an overspeed suppression valve is used to cut off the atmospheric connection to the actuating chamber of the brake application portion when the brake valve is in First Service (Rotair Valve in “FRGT” position) or Service position. FA-4 Magnet Valve, Fig. 52, is used to operate the application valve of the brake valve as controlled by the train speed to cause a brake application when overspeed occurs. The magnet valve consists of a magnet mounted on a pipe bracket 31 which permits removal of the magnet without disturbing the piping. There are two wire connections on the magnet, one is a ground con- nection and the other is to the speed governor. The three pipe connec- tions in the pipe bracket consists of the exhaust pipe, the warning whistle pipe and the actuating pipe 10 to the brake valve application piston. Magnet coil housing 13 houses magnet coil 12 and core 6 forming a magnetic field which controls the position of armature 9 and its stem 8. The lower end of the armature stem contacts upper valve 3 to hold lower valve 3 seated when the magnet is energized from the speed governor. This prevents the flow of air from the brake valve application piston to prevent a brake application. When the magnet is de-energized valve spring 4 moves the two check valves 3 upward. Upper valve 3 seats the opening to the exhaust and the lower valve is unseated permitting air to flow from the top of the brake valve application piston to the warning whistle. Thus, the warning whistle is operated indicating that the train is traveling overspeed and the brake valve application piston is moved to application position to apply to the brakes. /es . E .. I ' - F Will‘. % 20 ,31 29 34 ’/0 ‘W / at . / ’ 33 §i£uu:£ufié // /32 .3; \ ,1“ , ' M, _ 23 “ ‘L ‘’\‘g_:;:-' ‘u ' ' I." 3 as \ T ‘ '’’§ ‘8 =1? 26 19 / 25 5 4 21 45 .: // law 27 Q 46 on 38 Fig. 52. FA-4 Magnet Valve 73 (3) The Overspeed Whistle connected to the FA-4 magnet valve operates as described above to indicate’ when an overspeed brake application has been started. (4) The Service Application Overspeed Control Brake Valve Details, con- sisting of cut-out cock 134, service application piston 112 and slide valve 114. The functions of these parts have been covered under the description of the brake valve portions. The Emergency Application Overspeed Control Brake Valve Details, consist of a cut-out cock in pipe 10, and emergency piston 161. The functions of these parts have been covered under the description of the brake valve portions. (5) Voluvze Reservoir (435 cu. in.) and Check Valve with Choke,-which stabilize the operation of brake valve service application piston 112. SPEED GOVERNOR CONTROL The basic principle of speed governor control shown by wiring diagram, Fig. 53, is the use of a generator attached to the axle of one pair of wheels of each locomotive unit, the voltage of which is proportional to wheel speed and the use of relays which operate_at a generator voltage corresponding to certain speeds, which in turn cause operation of other devices designed to provide braking forces suitable for use at such speeds. Locomotive units can be “train- lined” if desired. The wheel diameter rheostat must be set to correspond to the wheel dia- meter of the locomotive unit on which the speed governor equipment is used. Generator 11 supplies current to a directional relay 1, a directional repeater relay 5, and the three speed governor relays 2L, 2M, and 2H. It is essential that the current flowing from the generator to the three speed governor relays be in the same direction regardless of the direction of travel of the vehicle. There- fore, the directional relay is used to detect the direction of travel of the locomotive and its contacts position themselves accordingly in order to provide current flow in the right direction through the remaining relays. The K-3-B switch of the FS-1864 relay valve, located in the battery circuit is open until a predetermined brake application pressure is developed, thereby protecting the battery against possible draining during the time brakes are not applied. It is assumed in the following description covering operation during accel- eration that battery current is available. However, there is no battery current flow until a predetermined brake cylinder pressure is developed during brake application due to the closing of the K-3-B switch. When the vehicle begins to move, current from the generator will flow through wire 21, upper and lower coils of relay 1, contact A6-A8 of relay 5, test jack 72-64, and wire 22 to the other side of the generator. Relay 1 is so designed that with current flowing in the direction described, its contacts will be closed in the upper position. With relay 1 so energized, current from the generator will also flow through wire 21 , contact A3-A1, of directional relay 1, resistor 7, upper coil of relay 5, contact B2-B3 of relay 1, through test jack 72-64, and wire 22 to the other side of the generator. If vehicle movement is in the reverse of that described, current from the generator will flow through wire 22, test jack 6.4-72, contact A8-A6 of relay 5, upper and lower coils of relay 1 and wire 21 to the generator. With current flowing in this direction the contacts of relay 1 will be closed in their lower position and current will flow through wire 22, test jack 64-72 contact B3-B1 of directional relay 1, resistor 7, upper coil of relay 5, contact A2-A3 of relay 1 and wire 21 to the generator. This generator current also flows from wire 22, test jack 64-72, contact B3-B1 of relay 1, resistors 8L, 8M, and 8H, upper coils of relays 2L, 2M, and 2H, contact A2-A3 of relay 1, and wire 21 to the other <&. 74 LEGEND ~ II Polarized 'X' Type Reloy. 5,2L,2M,2H -250 ohms')('' Type Reloys. @_ Blu'Ye|. 6 0nd 6M - Double mndmq Style ‘LP-53' Relays. " 'l WW’ I’ 7- Resislor for 0d]US1ll'1Q PU of Direchonol Repeoier Relay 5. '.+ BL-500 Ohms Resistor (2 Slides). 8M-I000 Ohms Resislor (2 Slides) 8H'2000 Ohms R6SlS10f (2 Slides) B4 9'Reslslor for senes connection belween P.U. vundnnq of Reloy 60nd Bollery (350 ohms for 64V. I50 ohms for 32V-). A4 I0-Resislor for series conneclion between RU.v1|nd|nq of Reloy 6M ond Bollery(200 ohms for 64V. 50ohms for 32V.) ll I Generolor Block- I A5 8 B5 wh,' l2- ROSl51OI for Operation of'hold|ng'\~lnd|nq of Relay 5 from BoNery(|5OO ohms for 32V or 64V.). r 20- L I 8| -Ye‘ M 2| to ;:1ni)nclus|ve - I2’ woy Termmol Board I U‘ X ' t- Silver lo Silver nnpregnoled corbon conlocls, I A A3,- I Yel'\ R I Compensating Rheosioi for Wheel Diameter. I I .wh. | - Or'Gr _ I A2 Or) whl l\‘ Or-Wh O:-Wh. [Red Ye" - -\ . \ l Bl rWh. Wh- I 8:3 \e2 T _ , A: 84 I ‘ LL 2 /84 \ ®, /A4 B4 Yel.-Wh \ I . A4 Gr.-wh. Mi 8 Bl Al Or ’ 1 B5 / B5 —'-"52 A3 ;\ \ J. ( @ ' A5. .85 A5 B2 r.-G: A5 * '7 —y\ Br;Yel EN 82 8'“ 8lk-Wh - B3 1/; Bll1~Wh I 6 , Rd. Gr. Cl /M X 83 oz I 83 L \1 Rd Rd 88 5 B'“~/ - Rd ‘W11. . 1 ‘ /-L--L I0 ' 1" / . \ Or 02 A2’ L 03 “Al I B-6 / B3/:1“? or_wh C5 /Rd'Bt Blk \ G"'wh' / B4 ~—- Rd.-Br ‘j‘Rd.-Wh. , Jock shown dotted “\ Yel. Or.-Blk BI IS for spocmg only \ N0110 be furnished. B2 BM-Wh_\ ‘ B‘ Y I Yel--Wh-\ BI’1_e2 Red'Yel. Rd 0, /- "' ° Blk-Wh-\ A FS-I864 Relay / /9"“ ' /Yel. esi ,\L—B5 /Gr. B57\E-_B_5 Mflomls " A A A4\_ l-_A3 / I184 /Yel. 1- -1. BIU. / \' OB|:\ Br J駓L_L__J.]-'1 r. ‘ -\ --1 _ C4 t1701 \Ae.._ ¥;~A5 @{¥_}} * l / D °'\ O-£1111-r of. M Mr / 1 ‘ A2 em. @ @ @ @ ® @ M-' B‘ @ A3 ~‘~;_\ . K-3 Switch Blk. A4 69 Spore Termmols \ Fig. 53. Speed Governor-—Wiring Diagram side of the generator. Therefore, the directional relay 1 establishes generator current flow to the speed governor relays QL, 2M, and 2H in the same direction regardless of direction of car travel. Relay 1 is so constructed that its contacts will remain in the position assumed during energization of the relay, even though the coil then becomes de-energized. The position of the contacts of relay 1 can be changed only by energizing the relay in a direction the reverse of the previous energization. When the vehicle reaches a speed of approximately 8 m.p.h., the current flowing through the upper coil of relay 5 will be suflicient to operate this relay to the energized position, opening contact A6-A8. Opening of this contact removes generator current from relay 1 thus reducing the load on the generator and preventing over-energizing relay 1. When relay 5 was operated at a speed of approximately 8 m.p.h., contacts A3-A1 and B6—B8 became closed. With contact B6-B8 closed, current will flow from the positive side of the battery, terminal 37, contact B6—B8 to indicating lamp 20 and through terminal 38 to the negative side of the battery. This lamp serves to indicate that the generator is functioning as intended. With contact A3-A1 closed, and it being assumed that the K-8 switch is closed, battery current will flow from terminal 45 through contact A3-A1, resistor 9, the lower coil of relay 6, contact A2-AZ of relay 61% and terminal 38 to the negative side of the battery. Relay 6, therefore, assumes the energized position and, with its contact A4-A3 closed, battery current will flow from terminal 45 through this contact and contact B3-B4 of relay 6M to the low speed magnet L of the FS-1864 relay valve, which provides for the development of 40% maximum braking pressure. With relay 5 energized from the generator, battery current is also supplied through contact A3-A1 of relay 5, the lower coil of relay 5, resistor 12, contact B6-B5 of relay 6, contact A3/ll of relay 6114 and terminal 38 to the negative side of the battery. This serves to maintain the contacts of relay 5 closed in their upper position at extremely low speeds where the decrease in generator voltage would otherwise allow this relay to drop out. By this means the low speed magnet L of the FS—1864 relay valve is maintained energized from 20 m.p.h down to a complete stop or until the K-3-B switch is opened, due to releasing the brakes. If the brakes are applied while the train is standing 60% braking pressure will be obtained. When a speed of 22 mph. is reached, the generator current developed is suflicient to operate relay 2L to the energized position. Its contact B2-B3 then becomes closed. The closing of this contact places a short circuit around relay 6, which, therefore, drops to the de-energized position. Resistor 9 limits the current flow from the battery to the desired amount. When relay 6 assumes the de-energized position, its contacts assume the lower position. The opening of contact A4-A3 de-energizes the low speed magnet L of the FS-1864 relay valve, thus providing 60% of maximum braking pressure. The opening of contact B4-B3 removes the short circuit around a portion of resistor 8L, thus increasing the amount of resistance in series with relay 2L. This increase in resistance in series with the relay reduces the current through the relay to such an extent that a slight reduction in speed of the locomotive will cause relay 2L to assume the de-energized position. When relay 6 assumes the de-energized position a voltage is induced momentarily in the upper coil of this relay which causes current to flow to the lower coil of relay 3L. This current flow adds sufficient additional force to relay 2L to insure the positive closing of its contact. When the speed exceeds approximately 43 m.p.h., there is suflicient current flow through relay 2M to cause it to assume the energized position, thus closing its contact B2—B3. The closing of this contact causes battery current to flow from terminal 45 through contact B3-B3 of relay 2M, resistor 10, lower coil of 76 relay 6M, and terminal 38 to the negative side of the battery. Relay 6M then becomes energized. Induced voltage from the upper coil of relay 6M acts on relay 2M to insure positive closing of its contact as explained for relays 6 and 2L. Battery current now fl.ows through contact A6-A5 of relay 6M and terminal 40 to energize the medium speed magnet M of the FS-1864 relay valve, thus developing 80% maximum braking pressure. Contact B1 -B2 of relay 6114 is open, which increases the amount of resistance in series with relay 2M, thus insuring that this relay will assume the de-energized position if the speed is reduced to approximately 40 m.p.h. When speed exceeds approximately 69 m.p.h. there is sufficient voltage developed in the generator to cause relay 2H to assume the energized position. The closing of its contact B2-B3 completes the circuit from resistor 9 through the lower coil of relay 6 and contact B2-B3 of relay 2H to the negative side of the battery. Thus relay 6 again assumes the energized position. Contact C4-C3 of relay 6 being closed, battery current will flow through contacts A6-A5 of relay 6M and C4-C3 of relay 6 to the high speed magnet H of the FS-1864 relay valve. With both the medium and high speed magnets of the FS-1864 relay valve thus energized, 100% maximum braking pressure is developed. Induced voltage in the upper coil of relay 6 assists in positively closing the contact of relay 2H as described previously. The transfer contact C4-C5-C6 of relay 6114 has now functioned to insure that the induced voltage from relay 6 will now act on relay 2H rather than on relay 2L as occurred at the lower speed. When running at high speed and a brake application reduces the speed below 65 m.p.h., the reduced current flowing through the coil of relay 2H causes it to assume the de-energized position, thus opening its contact B2-B3. This de- energizes relay 6, thus opening its contact B2-B3. This de-energizes relay 6, thus opening its contact C4-C3 and de-energizing the high speed magnet H of the FS-1864 relay valve. Thus, only the medium speed magnet M is energized and 80% maximum braking pressure is developed. When the speed reduces to approximately 40 m.p.h., relay 2M becomes de- energized, its contact B2-B3 opening the circuit of relay 6M. This relay in turn becomes de-energized and the opening of its contact A6-A5 de-energize-‘s the medium speed magnet M, thus developing 60% maximum braking pressure. Relay 2L drops out at a speed of approximately 20 m.p.h., thus opening its contact B2-B3. The opening of this contact removes the short circuit around relay 6, allowing it to be energized. The closing of contact .44-A3 of relay 6 energizes the low speed FS-1864 relay magnet L, thus developing 40% maximum braking pressure. In the event of an open wire from the generator or battery, the FS-1864 relay valve magnets are de-energized and the relay valve will develop 60% maximum braking pressure. In the event of an open wire from only the generator occurs at a speed below 20 m.p.h., 40% maximum braking pressure is retained. The speed governor thus protects against the development of braking pressure in excess of that which is practical for varying speed. The brake devices with which the speed governor devices are associated are designed to provide the development of braking force up to the maximum value of that permitted by the governor. Any degree of this braking force which may be desired, is under control of the engineman for all service braking. Locomotive Installation Vviring, Fig. 54 Four brake wires on the locomotive are contained in a cable and extend throughout the length of the locomotive unit. As indicated these train wires consist of Application Wire (AA), Release Wire (AR), Return Wire (AB), for the 64 volt locomotive battery, B—{— wire for 64 volt locomotive battery supply to the DE-1 Back-up Valve on the last car of the train. 77 The application and release wires are connected in parallel between a master controller on the locomotive and the application and release magnets of the No. 21-B magnet brackets on the locomotive. These magnets are energized or de-energized simultaneously by the master controller to apply or release the electro-pneumatic straight air brakes in accordance with move- ments of the brake valve handle on the “A” locomotive. Four speed governor wires are provided in the cable and extend to the rear of the locomotive. These are AC—Low Speed (LS) speed governor wire, AE— High Speed (HS) speed governor wire, AD——Medium Speed (MS) medium speed governor wire, AG-—battery return wire. The speed governor wires LS, HS, MS and battery return wire are connected between the respective magnets of the FS-1864 relay and the relay cabinet. The relays in the relay cabinet operate at pre-determined speeds to energize or de-energize the magnets of the FS-1864 relay valve and thus regulate braking pressures on the locomotive in proportion to train speeds, as measured by the axle generator on locomotive. Power Uml "A" 2| 8 Magnet Eleclromahc Master B'°°“°’ “'°“°' 32222232, Controller Box R C A 3 G l 1' ' W’ T Release Wne / (AR) Green Wllh Whrle Tracer Apphcallon Wrre /(AA) Blue Wnh Whrle Tracer I /8 — WHO / 7 (A8) wmm wen emu Tracer 8 + Wire /(8+) Red wnn Black Tracer / 7 l : 6500 Cur Mrls : Arc Suppressor (If Used) 4 l5 Amp Double wh"° "' X Relay Panel B Pole Fhp-On \__._-.-..J __ Syugch 5! 38§94l404§2l 22 45 404 39 37 38 SI 52 53 $4 ', l: I ' L._ ._ _ _J _l 1 4 T Generolor Plug Connector \_ _____ _=.}_::____: I \ { l__.___"'_"_ "_ :lI:;:'::_: :1 _J Spore Termmels Vlew Shanna Pluq Connector ln Prpe Bracket FS-I864 Relay Valve L Ll H-IN IS-I " I5 Amp Double -§l§ Pole Flrp-on C: ¢ .9 s""°" L‘ _j3_‘D “Remslar Uml Pc 5l6405 ,_.... -_ 6500 Clr Mlls i_..._.._, /LS (AC) Blue Wllh Black Tracer __ Double Pole /% :""° hS;"'cl|: /HS (AE) Green Wllh Block Tracer __ urms y aco- // mom“ Budd“ /MS(AD) Orange Wllh Black Tracer \ 64v 8+ 8- Speed Gov lo /(AG) Block Wllh Wlule Tracer FS-I864 Relay Valve Fig. 54. Locomotive Installati0n—Wiring Diagram 78 PNEUMATIC DEVICES REQUIRED FOR AUTOMATIC TRAIN CONTROL A Reducing Valve, located in the main reservoir pipe to the cab signal magnet, is used to reduce the main reservoir air pressure for use in the cab signal system. A Magnet Valve for the cab signal system with whistle and acknowledging valve. A Timing Valve which automatically causes the brake application valve to function when a signal indication is received in train control territory and operates the timing valve whistle and fireman’s call signal circuit controller in cab signal territory. A Step Reservoir (800 cu. in.) connected to the timing valve and the brake valve is used to enforce a time interval and insure completion of a stop when a train control application takes effect. This reservoir is sometimes connected to the A-1 Suppression Valve. A Whistle connected to the timing valve which blows a warning when a train control-stop application or cab signal indication is initiated. A Brake Application Valve Circuit Controller which prevents the release of a train control, overspeed, or safety control brake application until after the train has come to a stop, once the brake application piston moves to service position. A Sealed Cut-Out Cook in the pipe between the timing valve and the service piston of the brake valve which cuts out train control operation when it is not desired. A-1 Suppression Valve recommended when temporary and permanent suppression of train control application is desired. The Acknowledging Valve is for the purpose of permitting the engineman to properly recognize the change to a more restrictive indication, also to permit a train movement at the low speed limit under a restrictive indication through the medium of recurrent acknowledging operation. The No. 1 Acknowledging Reservoir (90 cu. in.) is only used when operating under an “Intermittent Magnetic Inductive Stop System.” Both No. 1 and 2 Acknowledging Reservoirs (435 cu. in.l are used when operating under a “Two-indication Continuous Cab Signal System” with two- speed control, or without speed control. Suppression Reservoir (370 cu. in.) provides a permanent suppression of a train control brake application when a manual automatic brake application of prescribed amount is in effect. Suppression Timing Reservoir (370 cu. in.) is connected to the automatic suppression portion through the rotair valve for the purpose of providing con- tinued automatic brake valve partial suppression of a train control brake application by means of successive manual brake pipe reductions of moderate amount when the rotair valve is set in “FRGT” position. The Timing Valve Reservoir (180 cu. in.) serves as an operating volume in combination with the Timing Valve to hold the train control brake application suppressed for a period of approximately six seconds after the timing valve magnet is de-energized, this to permit the operator to move the brake valve to a brake applying position, wherein suppression of a train control application is governed by the positioning of the brake valve or the degree of brake application. Train Control and Cab Signal Timing Valve, Fig. 55 The devices which comprise the train stop system, to operate in conjunction with the brake valve application portion to cause a brake application from a train stop signal, and the cab signal devices which operate to sound the fire- man’s call signal are as follows: 79 , 0 D E.‘ \ O lg 7: _ _ - ' - - U i [1 \ /D’ ‘pm (9 . \ F /N <0 Q /01 I‘ ‘Q’ 8 N 01 . .- _.£‘ 3 -s=h '-“"""1_"""1't- N -_1=‘=1I=.'-?iT_! !l-_ N . ~~ (0 < :1 we-;:-11111-1-1.-‘:2 .121 M1” . .. '17”, .,....”. ‘_ < [I -‘ " ‘ IV "5 . B-I13 - - P Q ,_ <0 . \\~\\.\~..-.g).\ 1\ 1 - (0 § <11 <1 ” ll -‘- 1 A’ - 4 1 km“ {Q Q 10 - 3 2 I 2%’ 92 ’ 4 I :02‘ O l 4 N . N 0 0 r~ <0 10 10 (D (D ' 0') 0) 0') <0 I @@ gwwmsfias I W W9‘ 1- ‘X §\\“\ *1? 3'11 , .~ \ § PAKVVJWVGVAQB//120M 761 ‘M’. MI] SECTION as J7 J2.- ' Q ':\"!. \,>- - . § § '-s\*.s'~.s\\>.-_~.\\§ .°.._‘§5__ \§l , M,-. .—§l qn -A/d 59 /-r.=:;sV/;)‘?_'4§s AW/4 -,/¢,/a‘ '-5r4’”¢‘°"|'=‘V" /9. so '/i_'/ I 4 76 ee ele as 76 63 I=‘I7 / /‘"n/ 79 %\§';"-Té ea 70 67 Section A~A 4 /? '‘ ‘E 's“"*‘U _ '* Fig. 56. A-1 Suppression Valve 81 the stop reservoir and pipe to atmosphere and seating valve 82 so that the actuating pipe can be charged from the application portion of the brake valve. When the magnet is de-energized by a train stop indication, magnet supply valve 240 is seated and exhaust valve 243 is unseated. Thus, the air under piston 90 flows through the choke in bushing 25 and past the exhaust valve 240 to atmosphere permitting piston 90 to move down seating valve 83 and unseating valve 82. The air from the actuating chamber of the brake valve application piston is vented past open valve 82 to the stop reservoir pipe and the stop reservoir, which actuates the application piston and applies the locomotive brake. c If the NS-1 reducing valve is used, safety valve 38 is not necessary on the timing valve, as the possibility of overcharge is eliminated. A-1 Suppression Valve, Fig. 56 The A-1 suppression valve permits both temporary and permanent suppression of train control applications. A temporary suppression may be obtained in three ways. First, move the brake valve handle to first service position before the end of approximately the 6 second delay period (rotair valve “FR-GT”). The first suppression reservoir suppresses the train control application for about 20 seconds at which time the brake valve handle must be moved to service position to provide further suppression. Second, move the brake valve to service position making a light application as described below (rotair valve “FRGT”). Third, if the brake valve handle is not moved at the end of the delay period the first suppression reservoir provides an automatic split reduction that permits only a light brake pipe reduction and delays the train control application for about 20 seconds (rotair valve “FRGT”). If no action is taken before the end of the delay period the application piston movement will eliminate all suppression action by connecting main reservoir into the chamber of spring 29 between diaphragms 57 and 49. The control of the train then becomes a function of the train control equipment. “C” SIGNAL VALVE AND WHISTLE DISCHARGE VALVE NS-1 REDUCING VALVE The above devices comprise the train air signal equipment. The NS-1 (or NM-1) Reducing Valve is mounted on the main reservoir pipe to the signal pipe and is used to reduce the main reservoir air pressure to 45 pounds for use in the signal system. The car discharge valve reduces signal pipe air pressure when the signal cord is pulled. The signal valve operates to connect air to the signal whistle when the discharge valve reduces signal pipe pressure. The signal whistle is sounded when the signal valve operates to give the signal to the engineman. For a complete description of the train air signal equipment and its operation refer to Instruction Pamphlet No. 5061. NS-1 Reducing Valve, Fig. 57 The NS-1 reducing valve regulates the air pressure for use in the train signal, train control and cab signal systems, and on B units to charge the brake pipe when operating with the hostler brake valve. The reducing valve consists of a pipe bracket 2 on which are mounted check valve portion housed in body 11, the cut-out cock portion housed in body 53 and the reducing valve portion housed in body 18. The check valve portion permits reducing valve air to flow 82 Wabcotite L.H Offset Elbow Fittmg ‘ 79 37 36 3 4 58 -,,_--,-~“.-‘.-“-E?"3}‘““‘ FWI 35 \ i .. -‘%|‘**-I / 7* _ 38 . - 68 .8 @ ll 80 gM_.'-ii\\i\\flg;,;.%,l aimul 4 P1 T Issai I! ' 0 JA 28/ i 22 27 29 41 ‘Q 47 "_ J 42 45 \~. 43 46 Section A-A SBCUOH 8-B Fig. 57. NS-1 Reducing Valve to the signal system but prevents any back flow, the cut-out cock provides means of cutting off the air supply to the signal system and the reducing valve portion reduces the supply air to a predetermined amount. The diagrammatic view of the reducing valve pictures the valve in one plane to facilitate description. Main reservoir air enters the valve through passage s and flows to supply chamber C. As shown, the valve is in closed position with the inlet valve and exhaust valve seated as when the system is charged to the setting of adjusting screw 45. When the air pressure in the pipe to the cab signal train control, and train signal systems and in chambers B and A has fallen to a predetermined level, spring 4'7 moves diaphragm follower 41, exhaust valve seat 89 and the exhaust and inlet valve upward. This unseats the inlet valve and supply air from chamber C flows past inlet valve seat 31 into chamber B and passage 1* to the cab signal system and to the check valve 12. The air also flows through choke D to chamber A on top of diaphragm 40. When air pressure in the system and chamber A reaches the pressure for which the adjusting screw 45 is set, the air pressure and spring 38 move diaphragm 40, diaphra~gm follower 41, and exhaust valve seat 39 downward. Inlet valve spring 34 moves inlet valve down on its seat 31 cutting off further flow of air. Should the pipe to the timing valve and chambers B and A be charged to pressures in excess of the setting of adjusting screw 45, the air pressure and spring 88 move diaphragm 40 and exhaust valve seat downward so that the exhaust valve is unseated. Thus, the overcharge of air from chambers B and A is permitted to flow past unseated exhaust valve seat 89 into the spring housing 48 and through the exhaust port to atmosphere. As the pressure in chamber A reaches the setting of screw 45, spring 47 moves diaphragm follower 41 and exhaust valve seat 39 to seat the exhaust valve preventing further fiow of air. VARIOUS CUT-OUT COCKS, HOSE COUPLINGS, DUMMY COUPLINGS, ETC. The location and use of these devices can readily be understood by referring to the piping diagram. 83 TENDER DRAIN CUP (STEAM LOCOMOTIVES) This device is located in the tender brake pipe back of body bolster on rear of tender. The purpose of the tender drain cup is to trap moisture in the air passing through the brake pipe, which would otherwise be carried back through the train. A drain cock at the bottom of the tender drain cup permits of easily draining off the water or other foreign matter thus collected. AUTOMATIC SLACK ADJUSTERS The automatic slack adjuster for each brake cylinder which serves to maintain the predetermined brake cylinder piston travel. For complete description and operation of slack adjusters see Instruction Pamphlet 5041-1. 3-AP DECELOSTAT EQUIPMENT The 3-AP Decelostat Equipment is an anti-wheel slip equipment that provides a mechanical-pneumatic means of improving braking on locomotives by preventing wheel sliding during brake application. It consists of a P-3 Decelostat Controller and a B-3 Decelostat Valve. For a complete description of Decelo’stat equipment and its operation refer to Instruction Pamphlet No. 5067-3. POWER CONTROL SWITCH-—USED WITH DIESEL POWER UNITS The control switch shuts off the locomotive power when a train control, overspeed, safety control or emergency brake application is made. 84 OPERATION OF THE EQUIPMENT It should be understood that the diagrammatics of the equipment do not intend to show the actual construction of the operative devices but are laid out on one plane and drawn to make connections and operation more easily under- stood. AUTOMATIC BRAKE OPERATION With the hinged handle type of brake valve and safety control either the brake valve handle or the diaphragm foot valve must be held down while charging, or the independent brake applied with 30 pounds or more in control pipe 16. With the rigid type of brake valve handle the diaphragm foot valve must be held down or an independent brake application made. With the air compressors cut in and operating. air flows to the first main reservoir. If an aftercooler is used it is connected between the first and second main reservoirs. Automatic dram valves can be connected to the aftercooler. A check valve (recommended) is connected between the last two main reservoirs to protect the last reservoir against loss of air in case of a broken pipe toward the compressor. A cut-out cock in the main reservoir pipe beyond the last main reservoir is used to cut-off the main reservoir from the rest of the equipment when desired. A filter is used to clean the air as it leaves the main reservoirs. From thell last main reservoir the air flows through the main reservoir pipe and filter to the following branches: (1) To pipe connection 6 of the D-241 Control Valve, and to chamber D of the independent application and release portion moving piston 230 and slide valve 996 to their lower position. (2) To pipe connection 6 (MR) of the relay (Type F or B) valve ( 30, 35 ) and through a choke (19, 15) to the top of application pilot valve (32, 37). (First number in parenthesis pertains to Type F relay valves; second to Type B). (3) To supply connection of the reducing valve for the signal equipment, cab signal magnet and train control. (4) With -1 face Relayair Valve Unit—To pipe connection 9 of the H-5-A Relayair valve, to chamber C through unseated charging valve 17 (closed in emergency), and a passage in supply valve 15 into chamber A and passage 11 to charge the volume reservoir. With 5 face Relayair Valve Unit—To pipe connection 30 of the Relayair valve unit, to chamber 0 of the sanding valve past unseated charging valve 17 (closed in emergency) and a passage in supply valve 15 into chamber F and passage 31 to charge the volume reservoir. (5) To connection 30 of the automatic brake valve and A. A duplex air gage in the locomotive cab. B. A warning port in the rotary valve and seat (release position). C. To the D-24 type feed valve where pressure is reduced to feed valve setting except in non-contro'lled release (automatic brake valve handle in release position and the selector cock in MR position). D. To chamber A of service application portion (flow explained under safety control). E. With hinged handle type brake valve a branch leads to seated sanding valve 279 which prevents flow to passage 9 and sander pipe. E. On brake valves with electro-pneumatic self-lapping portion, a branch to the self-lapping inlet valve 315 which is seated. 85 G. On steam locomotive installations to a cavity in rotary valve 216 where it connects to passage 29 and the low pressure head of the compressor governor, to controlled emergency cock 402 on the in- dependent brake valve to seated inlet valve 504 preventing fiow to chamber B, and to release valve 442 which is seated when handle 370 is not depressed preventing flow of air to passage 9. (6) With S-40-D and S-40-F brake valves air from the main reservoir flows to pipe connection 30 through one branch to inlet valve 50, which is seated preventing flow to chamber B. Another branch leads to release valve 22, which is held seated by spring 106 preventing flow of air to passage 16 as long as valve handle 38 is not depressed. (7) Main reservoir air flows through rotary valve seat 15 of the rotair valve to the controlled emergency pipe 85 with the rotair valve in freight position. From chamber A of the automatic brake valve the air is connected to passages 4 and 2 in release position. Passage 4 is connected to passage 5 to charge the equalizing reservoir and chamber D on the face of equalizing piston 77. When a service application portion is used passage 4 is connected to passage 5 through cavity Q in the service application slide valve 114. Passage 2 connects air from chamber A to the brake pipe through brake pipe cut out cock and pipe connections 1, to passage 1 and emergency vent valve 241 and through choke 202 to the top of emergency pilot valve 246, to selector cock 204, passage 46, cavity E and passage 82 to the feed valve control chamber G for control of the feed valve supply pressure as adjusted by feed Valve adjusting handle 26, see position diagram of automatic brake valve. Passage 2 also con- nects to chamber N on the right side of equalizing piston 7'7, so that chambers D, N and the equalizing reservoir will charge uniformly with the brake pipe. Service Application Portion When the service application portion is used, air flows to both sides of cut- off valve piston 146, with air pressure balanced on both sides of the piston, spring 155 moves piston 146 to unseat the piston valve and allow air to flow to chamber N of the equalizing piston portion and the brake pipe. Emergency Application Portion When the emergency application portion is used, air flows around emergency piston 161 to the brake pipe and through choke 177 below the piston to chamber C. Air pressure and spring 167 hold emergency piston in release position. Charging Position, Fig. 58 The air in the brake pipe from the brake valve flows to charge the D-24 control valve auxiliary and emergency reservoirs, which applies the locomotive brake in accordance with the brake pipe reduction, and the emergency-brake valve which provides an additional method to produce a brake application. Brake pipe air enters the D-24 control valve through the combined dirt collector and cut-out cock and flows through passage 1 to the spring side of vent valve 41, to the top of the accelerated release check valve 58a and through strainer 9 to chamber A on the face of service piston 94 and chamber B on the face of emergency piston 31. If the rate of brake pipe pressure rise in chamber A on the face of service piston 94 is comparatively rapid, as during initial charging, the piston and attached slide valve 102 are moved to their innermost position, (restricted recharge) until piston 94 seals on its gasket 87, compressing return spring 109 and moving return spring cage 108 to the left. The purpose of seal 87 and choke 83 is to limit the rate of charging chamber C during initial charging of the brake system and during the time the brake is being released, to aid in preventing overcharging of chamber C and the auxiliary reservoir. 86 2526 261b lnd Appl and Rel Portmn D 24 CONTRQL VALVE 2608 2510 8a 252b20°25Ob 62¢ 287 288 283 c°""°',;';‘:t|:"1"e'°e"°’ 195 194 193 Pm Bracket 251'’ 266 263 2’ Z.E=:¥~‘ / A . ~ "\ r - ' QUICK ACIIOH 2 Z Q 5 ; tr “ " I ‘ Chamber 5 252 / " F 5-' L '_:’_'’4 / /////, 1/, 4 4 ' ‘L-g: E 2ao \ s “‘ \~“ s S 5 D 230 \ I) Z//_\\“\‘“\“\“'&\ I I; '\\\\\\~E: = 0° 1.1 15 ‘ 5“ E“9'"° :////////. 7/4§\\\\\\\\\ ‘ “" Q 236 Some Portion § 71" I; IIl'II‘;III.‘;l\'II\“\-.\:\w W ; ¢ 5 13 e 20 08 -- ‘p/j;§ 231 3% 5 281 £1 2 : 231 as so 2% 2 13 .-‘ 23s g % g 65 57 Z" :2 E 149 146 as ._ 2% 5 22 63a se 53 ?s 2 I 232 n I I ---, ~' 5/ 1 54 ‘/-~--/4 5 eeese nsurrng VaIve\ \\\/,/I:/{{/J‘ 2 7 I” I ’ 52 mergency Portron “."_"?‘ 0 . . I 6 ' ’lII ézljlltllilllltlllli ?/' . Z s ~= .-"'4",-I/I ~ -"-‘fiiel »,-*.z''— / 160 M \ BY - 5?? ' 51 ' --N § “‘ ‘L’ W’ -"' 46 109 s2-.\\ °4 '2 2 . I; 99 I//6/i.,,;‘-'_-|||'L'),,”', V" A _;.',a_-i'; 2;; 65 9., Z-,.\~.rm" - M; /;|/ , -_l4‘-2 s\~.~\\~\~-=.~ § .\\\* . t ‘ ’ " ”- 4-_.:‘-1,"‘~‘,‘-f:-.Y"' >;z-3 1: V 7/ W ‘ ' '8 34 9a "< ‘ll? 3-‘ /’ ‘If ""7 _ \\ “ Q“ \ § ‘‘;.L; */ 35 103 g § § \ Z’//;>2.//I / \-I-‘-s\. aS —‘ g ,. s ‘ = ; \ .: I 64 110 g \S ~ S .§$ ‘ . _. / \\ '- ~=-.=.= -.~-,, E-, 26 12 \\\\\\\ U‘? Release Valve _ /' $'§\\\\“ ‘ § " 70 /_-'_‘ - !(:_:L\ _ _ \ \ 9 we \\ A ’ / 27 ‘>1! ' -M. RBIGBSE If"-GTIOCR 112 S \\\\\\\\\\\\\ 1"]; ' x 40 . ., ‘ __ Porhon 114 lO\ 63 \ = 5., V a / a M §\ §t :=.-'5---.-'-: 2 1.15-‘IIIIIIIII * I_ - --: 41 Na \ \' \ ; I ' : : 7 P - W _ .r a We 4 \ g g R‘ 15 ~Gradu-ated Release Posltion 134 -\ §.|~ \ Ex-10 s § 20 ._ - ~ ‘- ‘ \ 5 as 136 “Y/‘\\ ‘Inn, \ R, g \\ "I \\ s‘ \ 2 4%’ 3 , I//ll” \ AL Combmed Drrt Collector 127 z,,,,,.;,z ,3, °"‘‘ C"‘*’"‘ °°°“ b Fig. 58. D-24 Control Valve Diagrarnmatic—Char-ging Position With the piston in restricted recharge position the piston head uncovers charging choke 88 and the charging port :0. Brake pipe air in chamber A charges through: (a) Charging port as, passages 51), cock 157, passage 50, choke 81, and check valve 89a to slide valve chamber C’ and passage 5 to the auxiliary Check valve 89a permits charging in this direction, but is seated by spring 90a to prevent back flow when reservoir with cock 157 open. the brake pipe pressure is lower than in passage 5. (b) Choke 88 to service slide valve chamber C thence through passage 5 to the release slide valve chamber D and the auxiliary reservoir. With charging change-ovcr cock 157 in “PASS” or open position, brake pipe air from chamber A charges chamber C and the auxiliary reservoir through addition to flow through choke 88. Thus in retarded recharge position of the service passage 51), cock 157, passage 50, choke 81, and past-check valve 89a, in piston .94 a faster rate of recharge of chamber C is provided on short trains. The service slide valve chamber C and the release slide valve chamber D same in Auxiliary reservoir pressure in chamber C is also connected through ports E and 18 to chamber K on the spring side of release piston 110. With air pressure on release piston 110 balanced, spring 120 moves the piston 110 and attached slide valve 114 to release position, where the cavity in slide valve 11.4 connects displacement reservoir and relay valve passage 3a are connected by passage 5 so that auxiliary reservoir pressure is the both chambers at all times. to exhaust passage 10. 87 Passage 16 leading to the relay valve is connected through passages 36 and 28 to passages 3 and 3a, and the displacement reservoir. As the latter is open to the release slide valve exhaust passage 10, the relay valve is in release position, connecting the brake cylinders to atmosphere. The emergency reservoir is charged simultaneously with the auxiliary reservoir fromrelease slide valve chamber D, through passage 22, past ball check 88 and flat check valve 89 and passage -2 to the emergency reservoir. Spring 90 is overcome and check valves 88 and 89 are unseated permitting this charging flow as long as auxiliary reservoir pressure is higher than emergency reservoir pressure, but when the emergency reservoir pressure is high it seats the check valves and prevents back flow from the emergency to the auxiliary reservoir. The outer face of release interlock diaphragm 131 is connected through passage 3b, 301. through the cavity in slide valve 114 and passage 10 and choke 8 to the exhaust with the graduated release cover in “GRA-REL”, graduated release position, and through passage 31) to the exhaust in the graduated release cover 12 in “DIR-REL”, direct release position of the cover. Therefore, inter- lock slide valve 127 is in its lower position where cavity Y connects auxiliary reservoir air from passage 5 to passage 32 and the graduating valve seat 103, where it is blanked. Brake pipe air from passage .1 a, and auxiliary reservoir air from passages 5 and 7 flow to the release insuring valve to provide the release insuring feature as later described. In the emergency portion, brake pipe air in chamber B on the face of emergency piston 31 flows through charging choke 22 to chamber E on the slide valve side of the piston and through passage 4 to the quick action chamber. If the brake pipe pressure rise in chamber B on the face of the emergency piston is comparatively rapid, as during initial charging and release after emer- gency, the emergency piston 31 and attached slide valve 25 are moved to the innermost position, compressing return spring 65 and moving return spring cage 64 to the right, Fig. 58. In this position cavity 8 in slide valve 25 connects passages 3h, 17 and 19. As passage 3h is connected to atmosphere through passage 3a, release slide valve 114 and passage 10, spring 51 and emergency reservoir air from passage 18, cavity h and passage 2 hold high pressure valve 46 seated; and spring 55 and brake pipe air from passage 1 holds check valve 53a seated. Also, the safety valve 70 is connected to atmosphere through passage 17, cavity 8, passages 3h and 30., release slide valve 114 and passage 10. Emergency reservoir air is connected to the underside of emergency slide valve 25 by passage 2. In order to prevent slide valve 25 being unseated when the quick action chamber is not charged, the slide valve is balanced by spring 58 and strut 57. Emergency reservoir air is connected to a small diaphragm area on the upper side of the cover gasket through passage 2, and exerts down- ward pressure through strut 57 to keep the slide valve seated when there is no air pressure above the slide valve. When the quick action chamber is charged, the pressure in the emergency slide valve chamber E holds slide valve 25 to its seat and the pressure on both sides of the diaphragm area of the cover gasket is the same; consequently, the stem is balanced, removing downward strut pressure except that of light spring 58, which does not increase slide valve friction materially. Emergency reservoir air is connected through passage 2 to the spring chamber above spillover check valves 52 and 53. The under-side of the ball check valve 52 is connected by a passage with choke N to the emergency slide valve chamber E and the quick action chamber. If quick action chamber pressure becomes higher than emergency reservoir pressure, as determined by check valve spring 54, flat check 53 and ball check 52 Wlll be unseated, permitting the higher air pressure in the quick action 88 chamber to flow to the emergency reservoir and thus prevent emergency appli- cation through undesired operation of the emergency portion upon return of the brake valve handle from release to running position. The use of spring loaded check valve 58 and ball check 52 and choke N provide double protection against the back flow of air to the quick action chamber which would tend to cause the brake to operate in emergency during a service application. Emergency reservoir air from passage 2 is connected to the outer area of high pressure valve 46. In release position of emergency slide valve 25, emer- gency reservoir air from passage 2 is connected by means of cavity h in slide valve 25 to passage 18 and the spring side of high pressure valve 46, therefore, spring 51 will move the valve to its seat and hold it closed. In the independent application and release portion of the D-24 control valve, main reservoir air flows through passage 6 to chamber D of the release piston 280. Chamber G on the face of application piston 287, is connected to atmos- phere through passage 18, actuating pipe 18, rotair valve and passage 18 in the independent brake valve. Therefore, main reservoir air in chamber D of the D-24 control valve holds piston 280 and its slide valve 226 downward, where the slide valve cavity connects passages 8 and 8a and the top of check valve 252a to the straight air pipe. Thus, check valve 252 and 2520. are free to move up and permit displacement reservoir air to fiow to the relay valve during auto- matic brake operation. In Freight (FRGT) position of the rot-air valve, main reservoir air flows through rotary valve 15 to pipe 85 thence to passage 85 of the D-24 control valve and chamber B of the controlled emergency portion. The controlled emergency piston is moved upward seating larger piston 187 and unseating small piston 185. Thus, air from passage 8h can flow past unseated piston 185 to chamber D and seat diaphragm valve 199, which provides for a controlled build—up of brake cylinder during an emergency application. However, in passenger position of the rotair valve, passage 85 is connected to atmosphere, so that chamber B is vented and the controlled emergency piston is moved down seating small piston 185 and unseating larger piston 187. Thus air from passage 8h cannot flow past seated piston 185 to chamber D so that diaphragm valve 199 is moved and held to the left by spring 209 so that air from passage 8a during an emergency application can fiow unrestricted to passage 8 to apply the brake. Running Position In Running position of the automatic brake valve, main reservoir passage 80 1S disconnected from the warning port, W .P., so that the main reservoir ex- haust is cut off. Thus the release warnmg signal is cut out in Running position. Passage 82 from control chamber G’- in the feed valve is out off from passage 48 and is connected to passage 2 through cavity E and passage 2a. Thus the brake . pipe air from passage 2 is connected to the feed valve control chamber G at all times in Running position a.nd the pressure is controlled in accordance with the setting of the feed valve. Feed valve air from chamber A is supplied to passages 2 and 4, the same as in Release position, and also to passages 14 and 22. Passage 14 connects to passage 14a and the top of maintaining valve 87 which is held seated by spring 88. Passage 22 is connected to passage 28 by cavity R in slide valve 114, thus connecting feed valve air to the rotair valve and, in “FRGT” position, through passage to charge the first suppression reservoir. In Passenger posi- tion of the rotair valve passage 88 is disconnected from passage 28. In the D-24 control valve, brake pipe air charges the service portion chamber C and the emergency portion chamber E, as described under Release. However, in Running position return spring 109 moves spring cage 108, service piston 94, slide valve 102 and graduating valve 108 back to normal release. The charging connection remains established as described under Release posi- 89 tion, but passage 56 past service piston seal 87 is opened, permitting charging of brake pipe air from chamber A through port 88a, passage 5e, past seal 8'7 to chamber G. In the emergency portion, return spring 65 returns cage 64 to the left, moving piston 81, slide valve 25 and graduating valve 26’ to Release position. In this position the port connections remain established as described for initial charging except that slide valve cavity s is moved to the left and cuts off connection between passages 8h and 1'7 from passage 19. The reservoirs continue to charge, as described under Release position until completely charged. after which the parts remain in the position shown. Automatic Service Position, Fig. 59 This position of the brake valve produces the proper rate of brake pipe pressure reduction to cause a service brake application. The exhaust port in the rotary valve seat registers with passage 4, allowing air from equalizing piston chamber D and the equalizing reservoir to escape through the exhaust to atmosphere. The fall of pressure in chamber D causes the higher brake pipe pressure in chamber N to move equalizing piston 77 to the left. As the piston moves it carries attached lever 79, which is thereby rotated to compress spring 88 and unseat equalizing discharge valve 82. Brake pipe air from passage 2b and chamber N then escapes past unseated discharge valve 82 to passage 15. In Service position brake pipe air from passage 15 flows to passage 16, which is connected to the exhaust passage by a port in rotary valve seat 216. A choke between passage 15 and 16 restricts the air flow so that the pressure in the brake pipe as well as in the equalizing reservoir and chamber D. are reduced at a controlled rate. 2528 251b Ind Appl and Hal Per-tron D24 CONTROL VALVE 2508 25108 252b2oa25Ob 2520 287 288 283 a 1 \\\\\\‘. ‘Ex \‘ \ ' ‘\\\_\§_$\\"§ °°""°‘F'fd E'“°'°“‘°’ 1135 194 193 / Plae Bracket 25 a :7“; 266 253 when '9 ~- __ \ I ‘ ‘. ‘ A 3h 3a W/11/////IIIII/I10/I///Ill!/111¢ 251 5 g ‘ '-” 2 2 Owck Act1on 2 252 “ I'\ 284 Chamber ¢ "' 5 ¢ ' ‘ 280 ' F/1. \\\\\\\©~\\\\: ‘ i Q D 230 , I I \\\\\\\\\\\\‘\ § Q § ' ll 5/no a\\“\“\\\\w%: § ‘'§ . C N ,I .—-1 -. \ D f://///////// "!"=\““‘:“'E§; ::.......:::.:::..:. 226 201 '-=-.,.‘.'-1-s\\*%\ O9 ‘ ’ A \ Q Dead Er-gm ° ... 16‘ V//////A WA\\\\\\\\~\\ 8 ' S 236 -\\\\I~'£ I 2 14 III \\\\\\‘I\\ \\ 8 \ “|.\\ \\ I. "7 §“Q / 7 I s\\\\' ~\\\\'.‘\\—\\\_';\g\\T‘\-= \ - \ \ -\ Servrce Porhon 908 276 7, / Z 2 20 208 \.' ' 23‘ 237 Q é ‘ I 1 1' 266 r 4 1 238 as 90 89a 81 , / 5 , , V. / I ’ .4 143 145 ' 157 5% 2 g 232 B8 9 1 I R I I V ' luv’,/I ‘ fig,-_ I’, / g 2 Emergency Portion e ease nsurmg a ve 2,‘ 5 g 56 \~':,'é"‘ _'<.\ fig; V ' (I3 % Volvo 160 M ’é ~51 46 I ’'_’‘;§ .\“ 5 ~ 2-_', I \‘ x we , /r Ws‘. 11.? ‘§~Z ' I 9 ':''','?''}‘"”7‘ Q8 35 2 \\ a- s . . g s ...,,,,,/ / .~\ > K‘ is l I - “S I ¢ \ s: \‘ i & I I I I I I I : S . /» \‘.§\" §\/ .=. / \ \ \\ _ \ / ---. 11o ¢ saw} \/4, 50 25 é_ \\\\\~;Z 2 , -— \-7/”‘@,,/j 70 I - \ \‘ 5 ; - Harem Valve 12° _ :'_: . ‘ E § ‘ '\ ,.,;,fi_.,, ; _ .1 '~ & 27 11a ?""'\" ’ 1 E‘ ' "' I "/' 3 25 1 §”¢"g '11 40 rag _‘ I 1' ' -I: ‘ I Release ,,,,,,,.|,,ck 112 K \\\\w\\\\\\v1e\e. ~QQI'\ f? X 63 1" \ \'\Q -11, Porhan 114 % % 3b I 44 43 )\A, A, ~ \ ‘ I ~ g I‘ I I I I I I _ ‘ ' \= Z/I ‘ ' 1:::::2':'~-s‘ 1.-s / I ' , l9 1 _. _. 141 4 \ Graduated Release Positron 2 I Combmed Dirt Collector and Cut Out Cock Fig. 59. D-24 Control Valve Diagrammatic—Service Position 90 When the pressure in the equalizing reservoir and chamber D is reduced the desired amount, brake valve handle 370 is moved to Lap position, thus stopping any further equalizing reservoir reduction. As rotary valve 216 con- nects passage 16 to the exhaust passage in Lap position, air continues to dis- charge from the brake pipe until the pressure has fallen slightly lower than that retained in chamber D, permitting the pressure in chamber D and the equalizing reservoir to move equalizing piston 77 to the right. The short end of lever 79 is rotated upward with the piston movement, thus allowing spring 83 to close equalizing discharge valve 82 as piston 77 moves to the right. As the piston movement is influenced by the rate at which the brake pipe pressure is reduced, the valve will close more slowly with a long train than with a short train. It will. be seen, therefore, that the amount of reduction in the equalizing reservoir determines the amount of brake pipe reduction regardless of the length of the train. The controlled reduction in brake pipe pressure is to prevent quick action, and the gradual stopping of this discharge is to prevent the brake pipe pressure at the head end of the train being built up by the air flowing from the rear, which action might cause some of the head brakes to kick ofi. This is the auto- matic feature of the brake valve since it requires the brake valve handle to be in service position the same length of time for a given reduction regardless of the train length. Progress of the brake pipe reduction at the brake valve is reflected im- mediately in chamber A on the face of D-24 control valve service piston 94. When a service reduction has been made the auxiliary reservoir pressure in chamber C moves service piston 94, slide valve 102 and graduating valve 103 to Service position. ' The movement of service piston 94 to the right first moves graduating valve 103, which disconnects graduating valve passage B from slide valve passage 19, thus cutting off supply of emergency reservoir air to the auxiliary reservoir in direct release operation. Further movement of the service piston 94 to the right moves slide valve 102 which: (a) Disconnects slide valve port K from seat port 7 which cuts off the supply of auxiliary reservoir air to the chamber on the right side of release insuring valve 150. (b) Disconnects slide valve port E from seat port 13, thus cutting off supply of auxiliary reservoir air to the chamber on the left side of release piston 110. ' (c) Connects seat port 7 from the release insuring valve 150, and seat port 13 from chamber K of the release valve to cavity A in the slide valve and the exhaust passage in t-he slide valve seat. This permits the auxiliary reservoir air in chamber D on the right side of piston 110 to overcome spring 120 and move piston 110 and release slide valve to the left; thereby disconnecting displacement reservoir passage 30. from exhaust passage 10 to permit the development of pressure in the dis- placement reservoir. (d) Connects graduating valve port it to slide valve cavity D and slide valve seat passage 30, which permits auxiliary reservoir air to flow to service choke 3 and passage 3a. From passage 3a the auxiliary reservoir air flows past diaphragm valve 199 to passage 3 and out pipe ' 3 to the displacement reservoir at a rate controlled by service choke 3 in passage 30. Auxiliary reservoir air from passage 3 also flows past check valve 25.2, through passages 28, 36, past check valve 252b and passage 16 to the relay valve, which is thereby operated to apply the locomotive brake. The pressure developed in the displacement reservoir is dependent on the amount of brake pipe reduction. If a full service reduction is made before the brake valve is lapped, pressure in the 91 auxiliary reservoir and displacement reservoir will equalize unless prevented by the safety valve. The passage 8h is connected to passage 8a at emergency choke 4, Fig. 59, thus displacement reservoir air can fiow to the safety valve from passage 8a through emergency choke 4, passage 8h, cavity S and passage 17. The displacement reservoir air pressure is thus limited to safety valve setting during a service brake application. Passage 8h is also connected to controlled emergency portion, chamber A, and with the rotair valve in freight position, auxiliary reservoir air from passage 8h flows past unseated check valve 185 to chamber D. However, in service application, auxiliary reservoir air from passage 8a aids spring 209 in holding diaphragm 201 and its valve 199 to the left and flows unrestricted to passage 8 before the auxiliary reservoir air in chamber D can build up to move dia- phragm .201 and its valve to the right. When release piston 110 and slide valve 114 move to application position, seat passage 22 is blanked preventing back-flow from emergency reservoir to chamber D. The service reduction in brake pipe pressure also reduces the pressure in chamber B on the face of emergency piston 81 slightly lower than quick action chamber pressure in slide valve chamber E. Piston 81 and graduating valve 26 move to the left until emergency piston spring guide 85 contacts slide valve 25. In this position the piston closes charging choke 22, and vent port it (through graduating valve 26) registers with exhaust port 1) in slide valve 25. This allows quick action chamber air to flow to atmosphere and reduce pressure in the quick action chamber back of emergency piston 81 at a rate that keeps the quick action chamber pressure from attaining a differential over the brake pipe pressure sufficient to move the piston and compress piston spring 84 enough to cause the graduating valve to open port if] and cause an emergency brake appli- cation. By this means the emergency piston is stabilized against emergency, but emergency application is available any time the system is charged, as described under “Emergency.” Service Lap Position, Fig. 60 As described under Automatic Service position, when the desired reduction is made (as indicated on equalizing reservoir gage) the brake valve handle is moved to Lap position. At the D-24: control valve the auxiliary reservoir air pressure is reduced slightly below brake pipe pressure by flowing to the displace- ment reservoir. Thus service piston 94 and its graduating valve 108 move to the left until the piston stem shoulder engages the slide valve, Fig. 60, in which position graduating valve 108 blanks the service port 12 to cavity D in slide valve 102 and cuts off further flow of auxiliary reservoir air to passage 80 and the displacement reservoir. Release piston 110 and its slide valve 114 remain in service position, holding exhaust passage 10 closed and the brake applied. Emergency piston 81 and its graduating valve 26 returns to blank the vent port 2) in the slide valve, thereby preventing further reduction of quick action chamber pressure. Release and Recharge after Service Application During a service brake application, the emergency reservoir remains at the pressure charged previous to the brake application. When the brake pipe pressure in chamber A on the face of the D-24 control valve service piston 94 is increased by moving the locomotive brake valve handle to Release or Run- ning position, the higher pressure returns the service piston and slide valve 102 to Release position, where: (a) Port 18 is disconnected from cavity A and the exhaust port “At”, and connected to auxiliary reservoir air in the slide valve chamber through port E in slide valve 102. Auxiliary reservoir air is thus present on both sides of release piston 110. Piston spring 120 then moves the 92 2528 251b Ind. Appl. and Rel Porlron 0,24 CONTROL VALVE 2506 251%25€b2° 250b 2520 287 288 283 a e 2 1 “W \' \\~'a_\;:\l§\v \ C°""°',:)‘:t§:‘°'g°"°’ I 195 194 193 / Pipe Bracket 5 a __.;E._-,%\\/ 266 253 I ' 1 ' 1' if , L-_-: . A 3h W 36 //I////111/II;vz////////I//////19 251 2 {gas I I 1% " ' <' ‘ 0‘“°" A°“°" 2 51!’ I 5 ' 4\ 3/ ~r“ 294 187 §? 1' Chamber 2 252 , 5 .. . ./ .4 E 280 I ' 4" " . //IIIIIIIIIIII 11111111111110!!! ‘ l B ‘I : ' ‘ ‘92"" .. I I I t __ _ S. \ \ ° N ‘as 209 191 afibml 2" if 908 276 /amaas 255 Dead Engine \‘ § Service P0rl|Ofl 237 89 90 898 81 yrllllmgw ‘V09 ' . 149 145 * -' R _ V as 2115.7,’ elease Insurmg alve F” _ .‘ “ 151 ‘|;'; _ d_‘!;|=l' '\ \ £0;-‘ ‘-‘~"-/5 Y '7] ;'rna\ 150 M ,'”,/1.§~ f ‘I-R §§% .. $§‘\ 1\ = \ ' \\\\/ " ' " ~\'_ , I _. ::::-‘PH 1.nz>/.'///.'a¢,,,'/ ' ';.';l"/' /’ I Emergency Par‘-an 56 High Pressure Valve 1 Ir Zn“ Q L n\\x\1e\\\\elNme\\\w& ":| I bl! (\\\\“\\\\\‘I \ 46 \ \\ _\ \\\\\\\\ § \ \\\“\“\‘\““\““ . 1'. I I I I I - I I_' r L\\\‘ \ ' \\\\\‘ I 1 . IIIIIII- v 3 5:‘! ' -A Z /A’. E I ! 12o i 22 ii Release Valve ryj §'.,._\— § ~ 5 5 2 g _ ‘I: ~ _____ I 118 ~ §\ 1% 2; ; vi .~(*.' 4-'':-''-'' 5 ‘ ‘ lg : _ ‘ 5 :§ -\ ‘ K 2 g 2 2 Release Interlock "2 K g ““" 93$: V? Z‘ Portron ¢ .>~ \-\\\\: § 0 %? 5? 114 ‘°‘“‘\ §\ \ £2 H 4.\ ~1‘- 1 ii-'\-..-e.—“\-_.\-—,-.:IawIz:-.‘--=~"" I’ 142 mm \\~..a.§;',..'—,.§§::r- ._-~I . 41_v¢m Valve - ‘ ‘ I v ' r r r v -1 ,-~__ ‘ 141 a ~M.%21 -. 19 /\ \l : - \ _ §m \ ‘Q’, t = § R‘ 15 E I Gradu» led Release Position 1. $%II.""~\_‘6. \ El -10 \\ t‘ s 5 35 9/§'_§rJ__~-=!’a"\ \ Q \ Comb-ned Dlrl Collector 126 t ' Y//////4 I \M and Cut-Out Cock ,2-, ,,,,.,/. 9‘ Fig. 60. D-24 Control Valve Diagramrnatic-—-Service Lap Position release piston 110 and slide valve 114 to the right, the slide valve cavity connecting displacement reservoir passage 80. to exhaust passage 10. (-b) Port 19 is connected to port B, in graduating valve 108, thus emer- gency reservoir air from pipe 2 (in direct release) can flow through spillover plug choke 5, passage 19 and port B into chamber C to con- nect the emergency and auxiliary reservoirs. Direct release recharge choke 5 provides a method for preventing an accumulative overcharge of the emergency reservoir as might occur in cycling operation. By keeping the emergency reservoir down a spillover is provided at all times for the quick action chamber. This also aids in the quick recharge of the auxiliary reservoir. Movement of service piston 94 to the right to service position by flow of emergency reservoir air pressure to chamber 0 of the service portion is prevented by graduating valve 108, which blanks port 19 at the initial movement of piston 94 toward service position. This cuts off flow of emergency reservoir air into chamber C before the piston can pick up slide valve 102 and move it to service. When brake pipe pressure is raised above auxiliary reservoir pressure piston 94 is again moved to release and permits charging from emergency reservoir. With graduated release cover 12 in graduated release position, quick recharge of the auxiliary reservoir is obtained (until interlock piston 126 moves down at approximately 6 pounds displacement reservoir pressure) from the emergency reservoir pipe 2 to choke “R”, passage 2a cavity “Z” of release interlock slide valve 127 and passage 22 to the release slide valve chamber D, which 93 is always connected to the auxiliary reservoir by passage 5. Charging changeover cock 157 (which is open when the graduated release cover is in graduated release position) provides another means of quick recharge of the auxiliary reservoir from the brake pipe but is important only when a quick release is made. Overcharging the quick action chamber during release and possible un- desired operation of the emergency piston is prevented by spillover check valves 52 and 53, which unseat and allow flow of air from the quick action chamber and emergency slide valve chamber E to emergency reservoir passage 2, when quick action chamber pressure slightly exceeds that in the emergency reservoir ' but prevents back flow during brake application. ~ Release Insuring, Fig. 58 and 59 The release insuring feature operates to positively release the brake in the event that excessive friction prevents prompt movement of t-he service piston and slide valve to release position after brake pipe pressure has built up in excess of 2 pounds over auxiliary reservoir pressure. This function is provided by a release insuring valve 150 which is shown open on Fig 58. Chamber F on one face of diaphragm 146 of this valve is connected to brake pipe air through passage 1a, and chamber M on the other face of the diaphragm is connected to auxiliary reservoir air through passage 5 and a choke. Thus, as long as brake pipe pressure does not substantially exceed auxiliary reservoir pressure, spring 151 keeps valve 150 seated, closing the connection between chamber M and passage 7. In service position of the service slide valve, Fig. 59, passage 7, registers with the slide valve exhaust cavity A. Should the service slide valve fail to move to release position when the brake pipe pressure exceeds auxiliary reservoir pressure by more than 2 pounds, the greater brake pipe pressure in chamber F overcomes release insuring spring 151, deflects diaphragm 146 and unseats valve 150, Fig. 58, connecting auxiliary reservoir air from chamber M to passage 7, thence to exhaust cavity A, Fig. 59. This reduces auxiliary reser- voir pressure until brake pipe pressure has obtained a sufficient excess to move the service piston to Release position. In Release position, Fig. 58, the slide valve cuts off the exhaust cavity A and connects passage 7 t~o auxiliary reservoir air in slide valve chamber C (through port K). Graduated Release Lap, Fig. 61 When graduated release cover 12 is in Graduated release position, as shown on Fig. 61, the graduated release function is operative. Then to reduce the brake cylinder pressure in steps, that is, to “graduate it off” the automatic brake valve handle must be returned to Lap position before the brake pipe pressure has been fully restored. The brake will be entirely released if the brake pipe pressure is fully restored, but if the pressure is only partially restored, the brake will only partially release. After the brake pipe pressure has been increased for the initial release, so that service piston 94 and slide valve 102 return to Release position, Fig. 58, a port in graduating valve 103 registers with port E in slide valve] 02 and seat port 13. Auxiliary reservoir air then flows to chamber K on the spring side of release piston 110. With air pressure on each side of piston 110 thus balanced, ~ release piston 110 and slide valve 114 are returned to release position by spring 120, allowing displacement reservoir air to flow to atmosphere through passages 3, 3a, through the cavity in slide valve 114 and exhaust passage 10. While brake pipe pressure in chamber A on the face of the service piston does not increase after the brake valve handle is lapped, Fig. 61, auxiliary reservoir pressure in service slide valve chamber C is increasing owing to air flow from the emergency reservoir through passage 2, choke R, passage 2a, cavity Z in release interlock slide valve 127, passage 22 and release slide valve chamber D and thence through passage 5. Release interlock slide valve 127 is held in 94 2628 251b Ind. Appl. and Rel. Portion I o-24 CONTROL VALVE 2501! 261:: 8 62b20a250b 2526 267 288 283 I Porhon Conlrolled Emergency 185 19 193 261a \\\\‘\§:§~§1\§‘T‘\‘=."‘=l°.\\\1\\.\\\\§:\\\\\\\\\};l-§>\§.§\§ porno" 4 PIDB 8fBCkM Zr;/f-IIn_b(?ltlllllllllllllln _-iv///i '-.- _ \":= I s . I A 3h 38 /IIIIIIIIIIIIIIIIIIIIIII/I 1/111, 251 2 Z :~z'=g A / A ?/'11!/01.7///_"//lg 4 Z 2 2 v N \ I ‘I 284 .' . I-' ‘,A', Q ‘\ - 111*‘! 187 , “E!-'\ A S.‘E?AK 5 252 ?' - I 2 ? él E 280 "’:;;'.'.§"-'.=.4.-. ‘?-,-. -,,.".' \/ 98 .\ .§b 262c 287 288 283 ’ 3 8 l \\\\A ‘Ni-\_\~_ _ ‘. c.n........E....g..... 185 194 ,93 Bram, 2513 256 253 Poruon v~ \ A 3h 38 II”IAI”IHIWIIM”A'II% 25 Z S 1' an I._ , ~ ~§%_ Q-A 187 -: \\ __‘_\_ % Orgzk Abctlon 2 252 ‘ \: ‘F. , - - ' am er . _ Q -, . B “ Q E ‘ Q \\\ ‘ D ’a-sl'¢‘\\\\\\\\\ 1‘§ §-‘W4’ I ' 2°’ i V A 3 \ \‘ \ \ 209 - -_ ‘ .\ .\ Dead Enqlne 1* C qn 5 2 W” ,236 , ‘I 1 . ;~\V/I ; i 7%” '“§\ ‘ I Serwce Porllon ‘ {:37 5 ¢ 8 20 208 231 i 5 ; % 231 Q I I 238 14a ' 2 Z % 232 *1 3 ? 4 ¢ Release IHSUFIOQ Valve 5 Emergency Po:-hon SS6 ; 2 6 so 151 .\\\~u Q I High PNSSUPG \\\ rr ' V 8“ _ 5‘-":‘ 46 5'»: 109 . gl. 5?”? 99 __ , £2”? 65 97 a-as-----1 7 M21 -\I§|\\‘ /. "-'-;:-. 34 , M 7., muzzle = / 24 $2 98 /A M Me =. ‘ ‘Hf 4-; § >,~,‘ . am as \\‘ ‘I, I I I I I_ . ‘ 108 Z ‘=----5?... J - ‘ 64 , §\\‘ .=-.‘. .:\ ' J ‘ ‘ ‘ so a sb\:.‘\;. -. = . ' 6 g &\\\\\\‘i \§§ n;“ --'-P ‘ ' “ “\ "'.' . \\\\\\\\.:. ‘ 70 Release Valve 120 \ , 11a , Q :*_E ' " ' ' 40 Rclenselntulock "2 _\\\\\\' 83 Porhon 114 ~_::z1:‘::zI"‘-'~ 14 \ "\\\- ~ ~ 2 § ‘ "- 5 1-~~ " ‘ 41 - Vent Valve \ \ ’ :' O . 141 _ E J \ \ Graduated Release Positlon 134 . §I \ § 136 \ F \‘ N . \ I ~ \. Q Q /' ; A Combmed Om Collector Z‘ I ’ ‘\ - - _ k, /2 131 and Cut OUI COCK 3b Fig. 62. D-24 Control Valve Diagrammatic Controlled Emergency Position Emergency Position, Fig. 62 In emergency position of the brake valve rotary valve 216 connects the various passages as indicated in “Emergency” position of the “Position Diagram of Automatic Brake Valve,” and emergency valve plunger 240 unseats emer- 97 gency pilot valve 248 which permits emergency valve 241 to quickly unseat and provide a large and direct passage from the brake pipe and ‘port 1 to the exhaust, so that an emergency rate of brake pipe reduction is obtained. _ At the equalizing piston portion. the reduction of brake pipe pressure in chamber N permits the higher equalizing reservoir air PI‘G§SU{)G in chamber D1 to move piston 77 to the extreme right. This uncovers t e_ y-pass port an connects chamber D to chamber N. L->The equalizing reservoir air ‘then flows from chamber D to chamber N through passages 26 and 2 {DO brake pipe1 passggg 1, which connects to atmosphere through emergency va ve 241 as escri e above. Thus the equalizing reservoir airbis connelited and vented to atmosphere during emergency application. With Service Application Portion Brake pipe cut-off valve 151 is balanced in emergency position of the brake valve by venting of the air from both ends of the cut-off valve piston. Air from below cut-off valve piston 146 flows through passage 2a and port t in the appli- cation slide valve 114 to join the air from the top of cut-off valve 151 in passage 2, thence through rotary valve 216 and the exhaust passage to atmosphere. Thus spring 155 holds the cut-off valve unseated which will permit recharging of the brake pipe as soon as the brake valve handle is moved to release or running. When an emergency rate of brake pipe reduction takes place from the brake valve or from any cause, Fig. 59, qui.ck action chamber pressure cannot reduce through the vent port t in the D-24 control valve emergency graduating valve 26 and port 1) in the slide valve to atmosphere at the same rate; therefore, sufficient differential is built up across the emergency piston to compress spring 84 and allow graduating valve 26 to move far enough on the slide valve to open port 151 in the slide valve which is conected with port 14 in the slide valve seat allowing quick action chamber air to flow to the face of vent valve piston 40, Fig. 62. The resulting movement of this piston unseats vent valve 41, opening a large and direct passage from brake pipe passage 1 to atmosphere. The rapid venting of brake pipe air causes an emergency reduction rate of brake pipe pressure to pass serially and rapidly through the train, due to the same operation of con- nected valve and insures the prompt movement of valves on cars to Emergency position. The rapid reduction of brake pipe pressure causes the emergency piston and slide valve to move t~o the extreme left position, Fig. 62, which carries slide valve port 151 out- of register with seat port 14, but port 14 is now uncovered in the slide valve seat so that quick action chamber remains connected to the vent valve piston. The emergency slide valve now connects the spring side of high pressure valve 46 to the exhaust port, At., through passage 18 and cavity h8 in the slide valve 25. This vents air pressure from the spring side of the high pressure valve, and emergency reservoir air in passage 2, acting on the outer area of the face, unseats valve 46, permitting emergency reservoir air to flow through passage 8h, 8a, and 8 to the displacement reservoir, the rate of fiow being controlled by choke 4 in passage‘8h. Meanwhile the emergency rate of reduction in brake pipe pressure has caused service piston 94 and slide valve 102 to move to the extreme right where graduating valve 108 uncovers the service port it, through which auxiliary reservoir air flows into passage 8c, choke 8, passage 8a and to displacement reservoir passage 8, combining with the fiow from the emergency reservoir. As both the emergency reservoir and the auxiliary reservoir thus equalize into the displacement reservoir during emergency, and safetv valve passage 17 is blanked by emergency slide valve 25, a higher displacemerit reservoir pressure is obtained than is possible from a full service application, which results in a higher brake cylinder pressure. 98 While quick action chamber air pressure is reducing through choke £13 in vent valve piston 40 and choke 63 in the body, the rate of exhaust is such that the vent valve will remain open a definite time until the pressure is reduced to a certain value, when spring 44 will reseat the vent valve. The purpose of this is——first, to insure transmission of quick action, and second, to insure closure of the exhaust so that the brake pipe pressure can be restored when desired. 2528 251!) Ind. Anal. and Rel. Po:-uon 0-24 CONTROL VALVE 2508 26108 252b2O 260b 252C 287 288 263 a 0 Controlled Emergency 25‘5 P ‘ PIDC Bracket “£1 ‘ 1"’: I. ‘ ‘\..'dvIIAIlIzII'al'. or . I <-~ ' '1 -. 7/ ; . A 3h 38 /IIIIIIIIIIIIIIIIIIIIIIIIIIIIIII9 25‘ §lEZ’'_'4,§ ; 2 i / f / = Q 5 ' . 1‘ 1 / __ Owck Acuon ‘ 4 \ \ ’ g . 284 Chamber 2 252 I ' - ié MM‘ \ “kmé E 280 ‘ - J .. .. § S “\\. D 230 I \ .8 i M \§ 51 ____. as : E ' '-?"““-‘=‘—‘ ‘ 1" - .‘§ #5“ s‘ ~ ‘- ““<=i __- \ &\\\.\\\\\..\~\\\\\s.i, as Om Em. I V/.&‘\\\\\\\\\ as s 236 '.é'{; .\\\~\ III \\\\\\\\\\\\~ i\\ \ .\ \\~\ \ '. 2 7 7 i; r 71 \\\\\- .\\we\\.\\\\:\\\_‘~\\\:'\\"\\\T:\‘ \ § 231 SONICC POHIOH 906 276 ' 2 ‘3 8 20 2°. .. -.-. 1 -| _; ' 89 90 898 81 266 2 g 55 57 -' _-,‘;~. " ; 238 I I I] ' ynrllr//gr]! ‘In; ‘ 5 7 g g I 2 3 2 148 146 68 ‘.%\_!%|§ Sc ,,._,,, 5 ; \._.,. , . A-\ 5;?“ ; 2 Emergency Porhon Release lnsunng Valve \\\a),',;I,I/{/4" Q’ § "’.\\\f.\\\‘ § 5 2 56 \-. .““""“: '.. . \ \ ~\\§'4 ' \\?; ~- - ,\ ‘ \\\\\\\\\\\\\\\\\‘ - . : 3 ve 150 M \ A 51 I ' ' ‘ \\\\\ g _ E 109 1///4’-=\-‘u . “lk § . E? Z / \ 99 "///‘.~;.=!z'.==',!||,: '.,_' *\ .2] -5 M ‘ ‘ W 65 2.‘? . l ¢ “mug - - - ' " - '.V-M, 0-. 34 .-4‘ -”’.|a.'4”¢’-'1' - —;, 2 ~' . ‘ ' -5* 98 ‘ ' * ‘ A , 5 ‘ ';- ‘04 35 l. I ' ‘\ -’ I 108 g ' I‘-----'4----P :'-"‘ 64 Z . W ~-;§ /2 5 . -s S‘ . 1 / &\\\‘,s § ' --:-N-'-I ‘i: ‘ \\ ' ‘ ¢ 3\ \\\\\\ " \‘ / 2 I 2 . \\\\\‘ u \ ~ ‘ I’. \\\\\\v .\ % g 5 . \‘\ \ :.\\\\\\\\\\\\\\\\::; _ \ \ 70 v-M '2° ,...M¢\.\\ ‘ é; m\~.\\\\\\\\\\.\\\\\\\\\j\\u\-§ \ 'r‘l*T7l"."’-;:..,I.Z.. A \\ / Z ? ' ‘ "\ " 118 %-P_.’.-2i-':"'.'.-.-.- . ‘ ‘\‘ é 2 Q _(__\ .II 9 0&7 ~ 4 " I\ ~ ‘ - - ‘\ - ,4 4 2 ‘ 4-1-1‘ Release lnlcrlock "2 K y’ \ \\\\ ; E : ~\\\\\\\\\W -"W9 7; Z s\\\\\\\\\\\\\\\\\\\\\\\:\\\\\\\\\\\\ PM 2 " “ as 10 \\.;‘¢¢¢¢ 2 3- .1 ° 114 / §\\/¢// 5 Al in / \ 35 i f ¢ A 4 43 '/2 §\ /'Z'""_..::-:'...- 2‘ Z s%\\\\' ;: 2 Effi :. 2 Z: 0. ' I _: _ '1‘ 4‘ -V¢fl\ V8|VB - \ I7 ' 7 r v r - :- ,- _ ' . ,4, Z s mm a 4 / Qé ~ ‘ § R 15 Graduated Release Posmon \\ ‘ \ I ‘ Q 4 §i""‘!' I |;-- W?‘ SL \ 5* -‘° 20 '3 s{._'/I-:1 . §| \ 5 \\:g;'-' "- ‘ _é ' \ as I \ 136 “' \\r ' ll ' 74 \ . ’ . A Comb-nod Owl Coflec-tor 126 F; I//////. - \ * d C \-o x Cock ,2, 2%/////0/,,,,,,,,.,,z ’" “ " M 3b 131 Fig. 63. D-24 Control Valve Diagrarnmatic Accelerated Release After Emergency Position Accelerated Release after Emergency Application, Fig 63 When brake pipe pressure on the face of emergency piston 81 is restored at proper rate after emergency application, the piston moves to the right com- pressing return spring 6!’, and emergency slide valve 25 connects emergency reservoir air pressure to the spring side of high pressure valve 4.6 through passage 2 cavity h, in slide valve 25 and passage 18. Y/Vith air pressure thus balanced on the high pressure valve, spring 51 moves the valve to its seat, cutting off the supply of emergency reservoir air to the displacement and auxiliary reservoirs, and no further change takes place in emergency reservoir pressure (after emergency application) until service slide valve 102 moves to Release position and restores the auxiliary reservoir connection. With the emergency slide valve in Accelerated Release position, the displace- ment reservoir is connected to the underside of rubber seated check valve 58a, through passages 30., 3h, cavity s in the slide valve and passage 19. Since the displacement reservoir and the auxiliary reservoir are connected, through port n in gradautmg valve 103 and cavity D in service slide valve 102 99 (which is still in Application position), the pressure under check valve 53a is greater than brake pipe pressure above from passage 1. The check valve there- fore is unseated and combined displacement reservoir and auxiliary reservoir air is permitted to flow through passage 1 into the brake pipe until these pres- sures are within a few pounds of equalization, thus providing a quick initial build-up of brake pipe pressure. ‘ Since the auxiliary reservoir pressure is partially reduced while the brake pipe pressure is being initially built-up, the development of brake pipe pressure needed to release the brakes is accomplished sooner than it would be by raising brake pipe pressure through the brake valve alone and, therefore, a prompt and‘ positive release of the brake is accomplished. The quick; action chamber is being charged through charging choke 22. Return spring 65 will move the emergency piston and slide valve from acceler- ated release to normal charging position as soon as the pressures on both sides of the emergency piston becomes substantially equal. This slide valve move- ment blanks port 19in the seat. The accelerated release check valve seats and prevents brake pipe air from flowing to the displacement reservoir in case the emergency slide valve is forced to Accelerated Release position when displace- ment reservoir pressure is lower than brake pipe pressure. When brake pipe pressure becomes slightly in excess of auxiliary reservoir pressure, service piston 94 and slide valve 102 are moved to.Release position and the brake will be released and reservoirs recharged as previously described under “Release and Recharge after Service Application.” Controlled-Emergency With Controlled Brake Cylinder Development for Long Freight Trains, Fig. 62 When a controlled build-up of emergency brake cylinder pressure is desired, the rotair valve handle is moved to “FRGT” posit-ion (Freight) where main reservoir air from passage 30 flows through rotary valve 15 and controlled emergency pipe 35 to the D-24 control valve, thence through passage 35 to chamber B below piston 187 of the controlled emergency portion. Piston 187 is moved upward and unseats small check valve 185, thus connecting chamber D on the left side of diaphragm 201 to chamber A and passage 3’/2. When there is no brake application, passage 312 is connected to atmosphere through choke 4, passage 3a, slide va-lve 114, passage 10 and choke 8 to “E50.” However, when an emergency application is made, Fig. 62, emergency reservoir air in passage 3h flows to the controlled emergency portion, chamber A, past unseated check valve 185 to chamber D. In chamber D diaphragm 201 is moved to the right compressing spring 209 seating valve 199 which disconnects passage 3a and 3. Thus the combined auxiliary and emergency reservoir air in passage 3a will flow through choke 181 to passage 3 and the displacement reservoir and relay valve. The controlled build-up of this air pressure and, therefore, of the brake cylinder pressure, is obtained at a rate determined by choke 181. Non Controlled-Emergency with Rapid Brake Cylinder Pressure Development for Passenger and Short Freight Trains When a rapid build-up of brake cylinder pressure is desired, the rotair valve handle is moved to “PASS” position, (Passenger), where controlled emer- gency pipe 35 is connected by rotary valve 15 to Eat. Thus chamber B below piston 187 in the controlled emergency portion of the D-24 control valve is connected to atmosphere which will permit piston 187 to move down and seat check valve 185. Therefore, when an emergency application is made, emer- gency reservoir air from passage 3h and chamber A cannot flow past seated check valve 185 to chamber D. When the combined auxiliary and emergency reservoir air in passage 3a. reaches chamber C on the right hand side of valve 199, diaphragm 20.1 and valve 199 held to the left by spring 209 permit the air to flow unrestricted from passage 3a to passage 3 and the displacement reservoir 100 and relay valve. Thus a fast build-up of brake cylinder air pressure is ob- tained. INDEPENDENT BRAKE VALVE OPERATION Where there are two reference numbers the second number pertains to the S-40-E and S-4:0-G independent brake valves used with steam locomotives and the first number to the S-40-D and S-40-F independent brake valves used on Diesel locomotives. Independent Brake Valve in Release Position The cam on independent brake valve shaft (11, 427), engages pusher (68, 526), attached to floating levers (67, 525). In Release position of the brake valve the cam is at lowest position so that the balance levers float freely and inlet valve spring (51 , 505 ), holds inlet valve ( 50, 504), seated, and spring (68, 520), unseats exhaust valve (64, 521 ), opening the brake valve chamber B to atmosphere, “At.” Poppet valve (25, 447) is held unseated by dog (15, 488), controlled from the cam of the brake valve shaft, thereby connecting independent application and release pipe .20, into the brake valve chamber B, and thence past exhaust valve (64, 521), to atmosphere, “At.” Spring ( 106, 445), holds plunger (17, 485 ), unseated, opening actuating pipe 18 to atmosphere. In the independent application and release portion of the D-24 control valve, main reservoir air flows through passage 6 to chamber D on the upper face of piston 280. As chamber G on the lower face of piston 288 is open through actuating pipe 18 to atmosphere at the independent brake valve, main reservoir air in chamber D holds the piston and slide valve 226 down. Independent Brake Application, Fig. 64 To obtain an independent brake application, move handle (88, 870), of the independent brake valve to the right. The farther the movement the greater the pressure obtained in the brake cylinders. As the handle is moved to the right the cam on shaft (11 , 427 ), moves pusher (68, 526), and attached lever (67, 525), the ends of which are positioned on inlet valve (50, 504), and exhaust valve (64, 521). Spring pressure plus air pressure acting to hold inlet valve (50, 504), closed is stronger than the spring pressure acting to hold exhaust valve (64, 521 ), open; therefore, the first movement of the handle cam to move the floating lever causes exhaust valve (64, 521 ), to close, cutting off the brake valve exhaust to atmosphere, “At.” Further movement of the brake valve handle to the right causes additional movement of the floating lever which now fulcrums on closed exhaust valve (64, 521 ), and opens inlet valve (50, 504), allowing main reservoir air from passage 80 to flow into chamber B of the brake valve and thence past unseated valve (25, 447), to passages 20 and 44 to the rotair valve. At the rotair valve rotary valve 15 connects passage 44 to application and release pipe 20. With the S-/10-E and S-40-G independent brake valves, no rotair valve is used and unseated application valve 447 connects directly to passage 11 and the application and release pipe 20. As air pressure builds up in chamber B of the independent brake valve it acts upon spring loaded piston (59, 514), which forms the exhaust valve seat, and moves the piston and exhaust valve (64, 521 ). against the force of regulating spring (58, 518), the exhaust valve thus remaining closed. The exhaust valve end of floating lever (67 , 525 ), moves with the exhaust valve and piston until regulating spring ( 58, 518), is compressed sufficiently to balance the cam pres- sure on the lever, after which the application valve end of the lever moves away from inlet valve ( 50, 504 ), which is then closed by its spring (51, 505). In this manner the self-lapping unit operates to quickly and accurately build up pressure in the application and release pipe corresponding to the position of the brake valve handle in the application zone. At the D-24 control valve, Fig. 64, the air from the independent application and release pipe flows through passages 20 and 20a to the upper face of check 101 valve 252b. Thus check valve 2521) is moved downward to seat lower check valve 2520, sealing off the displacement reservoir and automatic passage 66, and uncovering passage 16 to the relay valve which develops brake cylinder pressure. \ 2628 261b Ind. Appl. and Rel. Porhon 0.2., CONTROL VALVE 2508 251°8 252b2°°25Ob 2526 2157 zaa 283 2 1 \ \\\\\\“R‘\W\' \ Y‘ Controlled Emergency 185 194 193 Pm: Bracket 5 a 256 253 porno" 2 ~‘;.\§?i"- 7/ A Owck Achon ‘ Q '-‘J: ' ”' 284 ~ . \4 1-‘ "4 181 chamber E -280 ~‘;\'\'\\\' D 230 19 i Q \\ § 9 ‘ __\n\““\\\“v:\ _ "1 '\ t . '1 ““\“\\ \~ \ 201 %..-*.l.ss\\\\\\\\\\\s 52/ .4 5.. \ -1 1s 4s 65 \ r " " . \\W\\ 1 277 - 231 P3‘ .4;...'“ I If 5°""°‘-’ "°"'°“ 90a 2-,6 @”Z"e*‘§- Z? 5 % ‘3 2;: Ex. ‘g Ji 237 222% - .3 - 238 M 5 % 66 67 " 52"‘- , . 1 I I 53 5e 53 H T 148 ._.___._ E.“ 5 "1 6 é % a 54 '/I0”/4 Emergency Portion Release: Insur-ng Valve 5 ? é % lmv£!_”=v!I!nu!:\=42:llll 52 56 . 1' ' 151 . ‘ :3‘ - - - - 5 2 2 6 ‘‘~: Q1?/43:“, HlQlL Pressure """" _ r g ."..L_.'. J W 3'“ $5 7 552 51 150 M ‘ , . J . é'.(!_§._' 46 4 1 I ' 2 g ? E 0 ’ 99 ‘-.-.~ g? 5 ' , 97 ‘ I I I ; g I I I ‘)3 ‘-0- 98 ; -.;-“ ' / ~, I=II---:: \\ ‘mm\\\“ \\\n -\K“\\\\\“\\\\\\\\\. s 1 '. 4 .--- .. - 8 rm 120 Release Valve 4” ‘C’-'. —-1-, 118 I "_ “ ”'A\ Flclease Interlock "2 ¢ Port-on 114 g At In 43 2‘ 41 - Vent Valve Graduated Release Posluon (.0 b Q t."'\ ,,.:. Combined Dirt Collector and Cut-Out Cock Fig. 64. D-24 Control Valve Diagrammatic Independent Brake Application Position Independent Brake Release, Fig. 64 As the handle of the independent brake valve is moved toward release, the cam on shaft (11 , 427), moves away from floating lever stem (68, 526 ), of the self-lapping unit. Lever (67, 525), then pivots on closed inlet valve (50, 504), and exhaust valve spring (68, 520) moves exhaust valve (64, 521 ) away from its seat, allowing application and release pipe air to flow through the brake valve to atmosphere, “At.” If the brake valve handle is moved only part way toward release, application and release pipe air in the brake valve chamber B and acting on the piston type exhaust valve seat (59, 514.) will be partially reduced and regulating spring (58, 515”) will move the seat into contact with exhaust valve (64, 521 ) and prevent further flow of air from the application and release pipe. With brake valve handle (68, 670) in Release position, the cam on handle shaft (11, 4.27) is moved away from the floating lever and exhaust valve spring (68, 520) holds its valve (64, 521) open to vent all air pressure from the application and release pipe. At the D-24 control valve, the flow of application and release pipe air in independent release is the reverse of that in independent application. With the independent brake valve handle returned to Release position, the air is ex- hausted from the relay valve which in turn gives a complete release of the brake cylinder. 102 To effect a quick release in multiple unit operation, the independent brake valve handle should be depressed and held in that position until the brake cylinder pressure gage on the first unit indicates release. The independent brake valve handle should be continued in the depressed position for about 3 or 4 seconds following the indicated release to make certain the trailing units are given time to release. 2528 2511) Inc Anal and Rel P011100 \ \ 0,24 CONTROL VALVE 2503 v\251¢ 8\25§2l)2oz,25Ol‘.l / 252C 287 288 283 \\ R .\\_ 6 \\ ‘ ,/ 251 ‘ We ‘. ‘ \ °°'‘‘'°''°° E"‘°'°°"°" 185 194 193 PIDC Bracket a :-ii?“ 256 253 r ~ 1% '- ~ A 3" 36 / 11/1//II/I/I/II///111////I////1, 25‘ -’ r_ R " 32 /' 33 A At. / 9 ? #2 ._ _ . / / WI ; Quick ACUOD 2 4 \ Q‘ Q ‘_ I... . 187 Chamber 2 252 ' ' ’ ' ' 280 I . '1 -' I 1: )6 199 \a ir §,,I . I ’ . 3.; 230 D 4;‘ _ \\'/1///////////0 " ' " 226 V -\5 ~“ '.\ \‘l I 201 "":.\\ 181 1.! Dead Engme 4-§ C “:37 I :///////A 236 I ;~:" Serwce Porhon 908 276 /////A\\\.‘\\\‘'/? 237 266 5 ' as 90 89a 81 2/ 2 / 238 157 ‘ 5 % _ - . ¢/ I 149 146 as .éi$ ,,..,, 2/ 2% 63a -so 53 232 .‘_ r R 5c bi’; ? ; / \ Emergency Porbon Release msU"n° Valvc I é % rmrnlgwmnllllrlno 56 151 1;‘ _Z. J . . . . . Z6, . .W¥£’4r~“"’ ‘Z’ H'°*‘ P'°sS""° \‘E ‘T17 3‘: " ~ £\\\\\\\\\\\\\\\\‘ \\‘ 7 r , -I . 7'5 01.; , Valve '7’ I ' '!¢\ 2‘ ' ‘ U----I‘ / ' ‘ -\,\. g i ‘ ' 5 150 5; .: 5 1% 46 I I ' I II 1 ‘°9 _ 7 I 2 1 Z? : ~ \\ 1-K 65 9 -'g,. Q51-' 4; , , ., .,, or ; \\\\\\““_‘i"1|\\’I\\‘ = : = s -' ; ; 5 .- In-. , 34 2 4..-.¢-*-H-"".:_ m as '. M an» 825% H 1 ~v- A -.: -- | I I / I 98 I‘ W1 .0. » t2 W - ' 12 I - 1- as /.',,/~""--\§\\~§‘§\$§\ § 9' / 5/ / NE at \ s ' 108 ¢ ‘Q-'<§\ \ 1'4 .:...:.._ 64 2 ‘ § 9 “— e '~' t 2 Z \ \\ \' \ ' I 110 2 tswfim ‘t 26 ¢ t\\\\“§§§~ 1;‘ ‘g’ 12 ". “N S g g 5 70 Release VAIVC ,,.,,_i E , S 838 Q 5 ; 2 . -. . . I ' 119 5 \ ~ R 5 Z ,I‘_ ha :— _ ‘_‘ ’ Release Interlock "2 Kg - ‘_ S Q 7; Z I ‘ 8 § 10 \\ I I ' Porton H4 \ \ 5 \ . _ 4 ¢ . ~ (I \. §§\ 3“ 4;?/,0,-?Z§::.-;':-.-: , ...\ I " \ Q-:_—-I;-.-_'_,_:.-'.-'t-'.=':.“_ - 142 y‘ \; . 2-2"‘: _ 2 41-Ventvalvc ¢ ' is — - . . . . 3. ,_ ~ \ \ . 4 141 g & E Q N i w A ‘I III '//// ii § _E s _ _ _ . . . . . :V\‘‘_ I J I I 1 4 I '9 _.-_. \ . ' ‘ . \ R‘ " ‘ ' ‘ Graduated Release Position ~ \/ Q Q \\ \ n‘. : I _ 1’ 9 & . \ ‘ - ' . ' §| ‘ x“. -‘P-L :..:..| I\ -‘I " \\_ . 2 I . . \\\\\\\\\t s - 136 \\\v \ - I , ' W \ Combined OM Collector ’//////4 ‘27 élllilz 13‘ and Cut-Out Cock 128 Fig. 65. D-24 Control Valve Diagrammatic Independent Brake Release After an Automatic Application Independent Brake Release during an Automatic Application, Fig. 65 An automatic brake application may be independently released on the locomotive by depressing the independent brake valve handle in release position. At the D-24 control valve, with the automatic brake applied, application pressure in passage 16 from the displacement reservoir flows to the top of quick release check valve 287. When independent brake valve handle (38, 370) is depressed it contacts upper plunger (20, 439), which depresses springs (29, 438), and (19, 436), and moves valve plunger (17, 435) downward on its seat closing the actuating pipe exhaust passage ( 13, 9). Simultaneously, valve plunger (17, 435) unseats pilot valve (105, 444), thus main reservoir air from passage 30 is connected to pas- sage (13, 9), and the rotair valve, the actuating pipe and the D-24 control valve. With the S-40-E and S-40-G brake valves passage 9 connects directly to the D-24. control valve since no rotair valve is used. Main reservoir air from the actuating pipe enters the D-24 control valve through passage 13 and flows to chamber G on the face of piston 237. As the area of piston 237 is greater than that of piston 232, and with main reservoir 103 pressure acting equally on both pistons, larger piston 287 is moved upward positioning piston 282, and slide valve 226 as shown on Fig. 65. Thus main reservoir air from chamber D flows through passage 88 to the underside of diaphragm 284, moving it upward and unseating quick release check valve 287. Air pressure from passage 16 is vented locally at each control valve, releasing the brakes on the locomotive through the relay valve. At the same time, air pressure from passage 88 flows to passage 82 through a choke and to the upper side of diaphragm 284 and through slide valve 226 to pipe 20 and the independent brake valve. If the independent brake valve handle is depressed in°lock-down position (S-40-D), after a predetermined time with main reservoir pressure on both sides of diaphragm 280, spring 256 will return diaphragm 284 and seat quick release check valve 287. The reason for supplying passage 82 through a choke is to provide means of an emergency brake while the independent brake valve handle is in lock- down position. With the brake valve handle in lock-down, diaphragm 284 is returned after a predetermined time and passage 16 is disconnected from atmos- phere. If a quick release of the independent brake is desired while in lock-down position it is necessary to move the handle to release position and depress it. The top side of diaphragm is then vented through passage 20 and pipe 20 through the independent brake valve. 2{52a 251b Ind Appl. and Rel. Portion 0.24 CONTROL VALVE 2 0a 25168 25 b2oa25Ob 252C 1287 288 283 a Conlrolled Emergency '93 P k 2613 /2/66 253 Portion 185 194 / ‘Po Brae el :5 2"! < r\';%~ '"'-"- ..é..y/% / A 33 / IIIIIIIIIIIIIIIIIIII/I/I”/III!’ 3 ~ _v '-_ 2/ Quick Action 2 ‘‘ ~' ' ‘ / \ - 264 1:37 , 3; ‘_-‘~ *..:;'t§|\~"'/ Chamber 3 25 -- - ~- - zeo : 1-if. 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D-24 Control Valve Diagrammatic _ Independent Brake Release After an Electro-Pneumatic Application Independent Brake Release after an Electro-Pneumatic Application, Fig. 66 An electro-pneumatic brake application may be independently released on the locomotive by depressing the independent brake valve handle in Release position. If the brake valve handle is released the brakes will reapply. To 104 hold the locomotive brakes off during an electro-pneumatic brake application, place the handle in lock-down position. At the D-24 control valve, with electro-pneumatic brake applied, application pressure in passage 16 from passage 8a and the straight air pipe flows to the top of quick release check valve 287. When independent brake valve handle (38, 870) is depressed it contacts upper plunger (20, 439), which depresses spring (29, 438) and (19, 486) and moves valve plunger (17, 485) downward on its seat closing the actuating pipe exhaust (13, 9). Simultaneously, valve plunger (17, 485/ unseats pilot valve (105, 444), thus main reserovir air from passage 30 is connected to passage (13, 9) and the rotair valve, if used, the actuating pipe and the D-24 control valve. Main reservoir air from the actuating pipe enters the 13-24 control valve through passage 18 and flows to chamber G on the face of piston 237. As the area of piston 237 is greater than that of piston 232, and with main reservoir pressure acting equally on both pistons, larger piston 237 is moved upward locating piston 232 and slide valve 226' as shown on Fig. 66. Thus electro-pneumatic application air from passage 8 and the straight air pipe is cut off from the relay valve by slide valve 226’. Passage 16 from the top of quick release check valve 287 is connected to Exhaust. ELECTRO-PNEUMATIC BRAKE OPERATION In addition to the automatic brake for conventional freight and passenger service, the locomotive brake equipment includes an electro-pneumatic brake which permits the control of trains operating in high speed passenger service. When operating the electro-pneumatic brake, brake valve shifter 268 is shifted to straight air position, with the letters “SA” exposed to view. To move the shifter lever, the brake valve handle is first placed in Running position, then pull out the shifter lever latch and swing the shifter lever to the “SA” position and release the stop pin into the hole in the brake valve body casting. Selector key 255’ is thus disengaged from quadrant 247 operating rotary valve 216 in automatic service, and engages cam 25 4 for operating the self-lapping portion in electro-pneumatic service. Running and Charging position is identical to the automatic operation except the brake valve handle cannot be placed in release position. Brake Application, Fig. 67 When a brake application is made the brake valve handle 370 is moved to the right out of Running position into the application zone. This rotates shaft 257 and engages selector collar key 253. Thus cam 254 is rotated which moves dog 22.9, pusher 886‘ and the attached lever 833, the ends of which are positioned on the inlet valve 815 and exhaust valve 8&9. The first movement of the cam causes the exhaust valve 829 to close, cutting off the exhaust opening to “At.” atmosphere. Further movement of the brake valve handle to the right causes additional movement of the floating lever now fulcrumed on the closed exhaust valve to open inlet valve 315. allowing main reservoir air from passage 30 to flow into chamber Y and thence to the control pipe 11. As the air pressure builds up in chamber Y it acts upon the spring loaded piston 322, which forms the exhaust valve seat, and moves the piston and exhaust valve 8239 to the left against the force of the regulating spring 321, the exhaust thus remaining closed. The exhaust end of lever 888 moves with the exhaust valve and piston until the regulating spring 821 is compressed sufficiently to balance the cam pressure on the lever, after which the application end of the lever moves away from the inlet valve, which is then closed by spring 816. Thus the self-lapping unit operates to build up pressure in the control pipe 11 corresponding to the position of the brake valve handle in the application zone. The air pressure developed in control pipe 11 by the positioning of the brake valve handle in the application zone, builds up and flows to chamber B of the electro-pneumatic master controller. This deflects application diaphragm 18 105 2525 2511) Ind Appl and Hal Portmn 0.24 CONTROL VALVE 2608 25108 252b20°26Ob 2520 287 288 283 B C°""°"°° E"‘°'9°“°y 195 194 193 / P190 Bracket 2518 66 253 A 3h 38 / IIIIIIIII”/Illllllflllllllllll, 251 g Q ' U i 5 Mg , §L'v '1 ‘I ' / ' " \ . :: ’ / “Qt. \ 17/ A‘ (4 ‘ _ Qwck ACUOI1 ? ~ E 2 §'' ‘K . §-'3,/:4/, 284 187 V'Aii'§3_<"I Chamber ; 252 ‘"5 £3’ E 260 5 '.:_'r'~ § " I I \ § _ “‘\ 199 B / :““::::““‘ § " 5 ll‘ . ‘:3 D 23° I“ “‘\ ‘ _ 4 '14 \ A\\\\\\\\\\\\\fl 3 \ ' \\ ‘ 44 D '/FAQ M ‘ \/// W _ g § §‘_}-‘\%._\‘.\...:;\:,',’,' 226 A-M, \ _ '/-——_w“ E \\\\\\ s\\\\\\~\\\J | -- , 201 5-.t.~':'|'r‘1‘~‘\s\\\\\\\\\\\\\v' é ,./4 §§&!"\i~‘ 2% Dead Engmo °"-$ \ '8‘ 2 V//////A ~ S 236 C; ’ g ? ya: Ill~\\\\\\\\\\\'\\\ $ A J§\ I‘ A I“\‘. 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D-24 Control Valve Diagrammatic Electro-Pneumatic Straight Air Brake Application to the right and thus moves shaft 82 and its contact levers 40 and 41. As spring 24 is compressed, lever 41 first closes release contact. (Rel), after which spring 23 is compressed and lever 40 closes application contact (AppZ.), thereby ener- gizing the release and application wires, which are connected to application and release magnet valves of the No. 21-B magnet bracket (See Wiring Diagram, Fig. 54). The armatures of the No. 21-B magnet are pulled down against spring pressure beneath the valves; release magnet valve 62 is seated, closing off the straight air pipe exhaust passage as in the magnet bracket, and application magnet valve 34 is unseated, opening passage 6a to 4b. Auxiliary reservoir air thus flows to the straight air pipe, building up the straight air pipe pressure. Gut-off valve 5 of the No. 21-B magnet is held unseated by spring 17, permitting auxiliary reservoir air flow to passage 6a as long as auxiliary reservoir pressure exceeds approximately 75 pounds, which is the value of spring 10. In the event of straight air pipe breakage or abnormal magnet valve oper- ation, which would result in loss of auxiliary reservoir air, spring 10 will seat valve 5 and thus retain 75 pounds auxiliary reservoir pressure. This is sufiicient to permit an effective pneumatic brake application. The brake valve rotary valve 216’ remains in charging position to maintain the pressure in the pneumatic system. Thus the brake pipe pressure is higher on the face of the control valve service piston during applications than auxiliary reservoir air pressure back of the piston, as auxiliary reservoir air pressure is reduced into the straight air pipe at the No. 21-B magnet valve. Consequently, the service piston remains in release position during electro-pneumatic service brake application. The straight air pipe is connected through choke 11 to chamber A on the face of the master controller release diaphragm 18a, and as pressure is built up 106 in the straight air pipe it acts on the release diaphragm in opposition to the con- trol pipe pressure in chamber B, acting on the application diaphragm 18. When the air pressure acting on these diaphragms becomes balanced, spring 23 moves the diaphragm, shaft 32 and lever 40 to Lap position, breaking the application Wire contact, (Appl.). The application magnet circuit is thus de-energized and spring 8-5a closes application magnet valve 34 of the No. 21-B magnet; spring 24 of the master controller remains compressed, however, so the release contact, (Rel.) of the master controller remains closed, energizing the release wire and 21-B release magnet, holding release magnet valve 62 seated, retaining the pressure in the straight air pipe approximately equal to that in the control pipe. If pressure in the control pipe is increased by further brake valve handle move- ment, straight air pipe pressure is increased an equal amount by the application operation of the master controller as described. The straight air pipe also connects to connection 8 of the control valve, Fig. 67. Thus air from the 21-B magnet valve flows through pipe 8, passage 8 through a cavity in slide valve 226 and passage 8a to the top of the double check valve 25%. This seats lower check valve 252 sealing off passage 8 which is open through the cavity of release slide valve 114 to exhaust passage 10, and unseats upper check valve 25%, so that air from the straight air pipe flows through passages 28, 36‘ and 16 to the relay valve (see relay valve operation). Release after Electro-Pneumatic Brake Application After making a brake application, the braking force may be reduced by moving the brake valve handle toward running position, and fully released by placing the handle in running position. As the brake valve is moved toward running position, cam 254 moves away from floating lever 883 of the self-lapping unit. The lever then pivots on closed inlet valve 815 and discharge valve spring 828 moves discharge valve 829 away from its seat, allowing control pipe 11 air to flow to atmosphere through the brake valve exhaust port. If the brake valve handle is moved only part way toward running, control pipe pressure in the brake valve cavity Y and acting on the piston type discharge valve seat 822 will be partially reduced and regu- lating spring 821 will move the seat into contact with the discharge valve and prevent further flow of air from the control pipe. With the brake valve handle in running position, cam 254 is moved away from the floating lever and the discharge valve spring holds its valve 329 open to vent all air pressure from the control pipe. As the control pipe pressure in chamber B acting on diaphragm 18 of the master controller, Fig. 49, is reduced below the straight air pipe pressure in chamber A on the face of the release diaphragm 18a, shaft 82 of the master controller and contact lever 41 are moved and the release (Rcl.) contact opens to de-energize the release wire and, therefore, the release magnet of 21-B magnet valve. Spring 35 then unseats release magnet valve 62 of the 21-B magnet valve, opening the exhaust so that pressure from passage 4a, the straight air pipe and the relay valve, is reduced the same amount that control pipe 1] pressure is reduced. In making a graduated release the relay portion will lap and retain brake cylinder pressure in accordance with the lapping action of the master controller so that the brake cylinder pressure can be reduced in small increments to produce a smooth stop. Emergency Application An emergency brake application may be obtained by moving the handle of the brake valve to its extreme right position. The self-lapping portion of the brake valve produces electro-pneumatic application as described under service brake operation. However, in this handle position emergency valve 241 and its pilot valve 243 are unseated by a cam on the brake valve handle shaft, 107 allowing air from passage 1 and the brake pipe to escape rapidly to exhaust “Eat.” This provides an emergency rate of brake pipe reduction that is transmitted to the control valve, which is operated to produce automatic emergency pressure in the brake cylinders. Thus when an emergency rate of brake pipe reduction takes place from the brake valve or from any cause, Fig. 59, quick action chamber pressure cannot reduce through vent port 15 in the D-24 control valve emergency grad- uating valve 86 and port 1) in the slide valve to atmosphere at the same rate; therefore, sufficient differential is built up across the emergency piston to com- press spring 84 and allow graduating valve 86’ to move far enough on the slide valve to open port t] in the slide valve which is connected with port 14 in the slide valve seat allowing quick action chamber air to flow to the face of vent valve piston 40, Fig. 62. The resulting movement of this piston unseats vent valve 41, opening a large and direct passage from brake pipe passage I to atmos- phere. The rapid venting of brake pipe air causes an emergency reduction rate of brake pipe pressure to pass serially and rapidly through the train, due to the same operation of connected valves and insures the prompt movement of valves on other cars to Emergency position. The rapid reduction of brake pipe pressure causes the emergency piston and slide valve to move to the extreme left position, Fig. 62, which carries slide valve port t1 out of register with seat port 14, but port 14 is now uncovered by emergency slide valve .85 so that quick action chamber pressure remains, con- nected to the vent valve piston. The emergency slide valve now connects the spring side of high pressure valve 46 to the exhaust port At., through passage 18 and cavity h8 in slide valve 25, Fig. 62. This vents air pressure from the spring side of the high pressure valve, and emergency reservoir air in passage 2, acting on the outer area of the face, unseats valve 46, permitting emergency reservoir air to flow through passages 8h, 8a and 8 to seated check valve 252, the rate of flow being controlled by choke 4 in passage 8h. Meanwhile, the emergency rate of reduction in brake pipe pressure has caused the service piston 94 and slide valve 108 to move to the extreme right where the graduating valve 108 uncovers the service port n, through which auxiliary reservoir air flows into passage 80, 8a and 8, combining with the flow from the emergency reservoir. The combined auxiliary and emer- gency reservoir air pressure move the double check valve upward, seating check valve 858a to cut off the straight air passage 8a and unseating lower check valve 252. Thus the combined auxiliary and emergency reservoir air flows to the displacement reservoir and relay valve, which is thereby operated to produce brake cylinder pressures as adjusted by the speed governor. Both the emergency and the auxiliary reservoir equalize into the displace- ment reservoir during emergency, and safety valve passage 17 is blanked by emergency slide valve 85. While quick action chamber air is reducing through choke :0 in vent valve piston 40 and choke 68 in the body, the rate of exhaust is such that the vent valve will remain open a definite time until the pressure is reduced to a certain value, when spring 48 will reseat the vent valve. The purpose of this is to insure proper operation of the quick action parts. The relay valve operates as explained under relay valve operation to develop pressure in the brake cylinders. BRAKE PIPE CUT-OFF PROTECTION FEATURE AND AUTOMATIC SANDING The break-in-two protection feature provides protection against loss of main reservoir air, and possible release of brakes, from an emergency apphcation initiated from the tram when the brake valve handle remams in chargmg position. 108 When Using H-24 Type Relayair Unit Having Provision for 4 Valves A double check valve between No. 12 line from the H-5-A Relayair Valve used for sanding and No. 1 line from the FA-4 magnet valve used for overspeed control, allows air from the sanding volume reservoir to connect to Chamber E, of the overspeed application valve, when an emergency application is made from the train, caused by a break-in-two, emergency-brake valve, etc. Dia- phragm 1O will move down, opening valve 15 and venting No. 10 line through pipe 10, passage 10, cut-off valve, passage 8, overspeed suppression valve, passage 7, overspeed application valve through open valve 15 to passage 6 and atmos- phere moving the service or emergency application piston to its application position. When a service application portion is used, air supply to the brake pipe will be cut off by cut-off valve 151 in the brake valve, which is controlled by the service application slide valve, and will prevent loss of main reservoir air to the atmosphere through the open brake pipe. When an emergency application portion is used, air supply to the brake pipe is cut off by emergency piston 161 when it moves to application position. A tee fitting with choke provides the proper blowdown time for the sanding volume reservoir and a double check valve between lines No. 9 and 12 and the brake valve is used to prevent a brake application during a manual sanding operation. ‘ I If the break-in-two protection feature is used with the emergency appli- cation portion, the application insuring relayair valve is recommended. The application insuring valve is actuated by air pressure developed in pipe 15 from the D-24 control valve in emergency position. This relayair valve will cut ofi cont~rol pipe 16 air to chamber D of the cut-off valve and vent it to the atmos- phere. The cut-off relayair valve will therefore be prevented from cutting ofi the actuating chamber of the emergency application portion to the atmosphere. This will insure the emergency application piston moving to its applied position to cut off feed valve air supply to the open brake pipe when a break-in-two occurs. When Using H-24 Relayair Valve Unit Having‘ Provision for 5 Valves ' Air pressure from the volume reservoir connects to chamber E of the over- speed application valve when an emergency application is made due to a break- in-two, emergency-brake valve, etc. Diaphragm 10 moves down, opening valve 15 and venting No. 10 line through pipe 10; passage 10, cut-off valve; passage 3, overspeed suppression valve; and passage 7, overspeed application valve through open valve 15 to passage 6 and atmosphere. Emergency reservoir air is also connected from the control valve through the emergency slide valve to passage 15, pipe 15 to passage 15 of the Relayair valve unit, to chamber N of the sanding valve. This air pressure depresses diaphragm 10, opening valve 15 connecting the volume reservoir, pipe 31 passage 81 to passage 9 to the sanders. A choke fitting in passage 9 of the Relayair valve unit pipe bracket provides the proper blowdown time for the sanding volume reservoir. Air. pressure in passage 9 is also connected to chamber R of the brake pipe cut-off protection valve. This air pressure moves diaphragm 10 down opening valve 15 venting passage 10 to atmosphere, thus moving brake valve application piston to application position and stopping the flow of air to the brake pipe. SAFETY CONTROL FEATURE The safety control feature, as incorporated with the 24-RL brake equip- ment, functions only in case the engineman fails to hold the foot pedal, or the automatic brake valve handle down, (with hinged handle brake valve only), Without first making a brake application. Unless a brake application has first been made resulting in about 30 pounds in the control pipe 16, an application of the brake will occur. 109 QPERATION Service Application Portion The safety control system is charged by main reservoir air from chamber A below service application piston 112 of the brake valve. The air flows through choke K in piston 112 to chamber B, passage 10, pipe 10 to chamber C of the cut-off valve of the relayair valve unit. With the brakes released and no air pressure in chamber D diaphragm 10 is moved to its upward position by spring 6‘. This unseats valve 17 and permits spring 19 to move lower valve 15 to its upper seated position. Air from chamber C can flow then to chamber A and out passage 3 to pipe 3 and the diaphragm foot valve. Diaphragm 6' being off its seat with foot pedal 12 released, the air flows to pipe 3 and passage 3 in the brake valve to the chamber on top of exhaust valve 351, which is seated when handle 370 is depressed as shown. Exhaust valve 351 is not used with rigid handle brake valve and safety control system stops at diaphragm foot valve. The safety control system and chamber B on top of the brake valve service piston 112 are thus charged to main reservoir air pressure, and spring 129 moves piston 112 downward to release position as shown. A safety control brake application is initiated if brake valve handle and the foot valve pedal are released. Only foot valve pedal need be released with rigid handle brake valve. This permits air from chamber B on top of application piston 112 to be vented through passage 10, pipe 10, chamber C in the relayair valve unit, chamber A passage 3 pipe 3 to the diaphragm foot valve, past dia- phragm 6, and choked exhaust to atmosphere with rigid handle, with hinged handle to pipe 3 to the brake valve, passage 3 and past exhaust valve 351 to atmosphere. Choke K in service piston 112 prevents build-up of air from chamber A to chamber B as long as foot valve pedal 12 and brake valve handle 370 are not held down or the brake applied sufficiently. Thus, piston 112 is moved to its upper position as shown in the “Application Position” view of the piston. In Application position of piston 112, slide valve 114 connects passage 5 from the equalizing reservoir and chamber D on the face of equalizing piston 77 to cavity P and passages 24 and J8 and pipe 24 to reduction limiting reservoir. Choke M in slide valve 114 permits reduction of the air in the equalizing reservoir and in equalizing piston chamber D at a service rate, so that a pneu- matic service application of locomotive and train brakes results during a safety control application. If the brake valve handle is permitted to remain in Release, Running, and First Service, all the air in the equalizing reservoir and in passage 5 is vent-ed through passage 1 8 and past exhaust valve 235 or rotary valve 216 to atmosphere. However, if the brake valve handle 370 is moved to lap, passage 18 is closed by exhaust valve 235 or rotary valve 216 and the equalizing reservoir pressure equalizes with the second reduction reservoir (if used) to provide a full service brake pipe reduction and full service application of the locomotive and train brakes. Further, in application position of brake valve piston 112, slide valve 114 makes the following connections: (1) The cut-off valve chamber around spring 155 is connected through passage 2a and port Z in slide valve 114 to the exhaust,-which permits the higher pressure on cut-off valve piston 151 to move cut-off valve 151 to closed position and cut-off the flow of air to the brake pipe. (2) Port b in slide valve 11.4. connects main reservoir air to passage 25, pipe 25, No. 15-C double check valve and the power knock-out. This operates the power knock-out to shut off the locomotive power. (3) The reduction limiting reservoir exhaust port 33 to brake valve rotary valve 216 is disconnected, which prevents release of the reduction limiting reservoir air through the rotary valve on the brake valve. 110 (4) Passage 28, which connects to the first suppression reservoir through pipe 88 and passages 28 and 88 in “Freight Position” of the rotair valve, is connected by cavity S to passage 81 leading to the timing valve choke :1; and to the diaphragm chamber of timing valve 121. This permits a timed exhaust of first suppression air from the top of timing valve diaphragm 124 to provide for a split reduction of brake pipe pressure. Thus air from the first supression reservoir deflects diaphragm 124 in the brake valve which seats valve 121 and prevents the flow of equalizing reservoir air from passages 5 and 18 past valve 121 into passage 18 to atmosphere. The equalizing reservoir air reduces from passage 5 into 24 and the reduction limiting reservoir and limits the initial brake pipe reduction. Timing valve 121 is opened when the air pressure in the first suppression reservoir and in the chamber on top of diaphragm 124 has reduced to about 10 pounds through timing choke as. The combined volumes of the equalizing and reduction reservoirs then flow past timing valve 121 into passage 18 and the second reduction reservoir to provide a full service application. (5) Cavity t in slide valve 114 connects passage 10 from the top of piston 118 to passage 8 leading to exhaust valve 285, and which is open to atmosphere in Release, Running and First Service positions of t-he brake valve handle. If the electro-pneumatic brake valve portion is not used, passage 8 leads to rotary valve 216 and the atmosphere. Thus, as long as the automatic brake valve handle remains in any of these positions the safety control application cannot be released. To release after a safety control application, therefore, the brake valve handle is moved to Lap which permits the pressure in chamber B on top of piston 112 to build-up as previously described under charging. Emergency Application Portion With the emergency application portion the safety control system is charged with feed valve air from chamber C through choke 177 in t-he emergency appli- cation portion body to chamber C passage 10, pipe 10, to chamber C- in the cut- off valve of the relayair valve unit. With the brakes released and no air pressure in chamber D, diaphragm 10 is moved to its upward position by spring 6. This unseats valve 17 and permits spring 19 to move lower valve 15 to its seat. Air from chamber C can flow then to chamber A and out passage 8 to pipe 8 and the diaphragm foot valve. With the rigid handle brake valve, the safety control system is then charged. With the hinged handle brake valve, if the diaphragm foot valve is released, diaphragm 6 will be off its seat and the air can flow to pipe 8 and passage 8 in the brake valve to the chamber on top of exhaust valve 851, which is seated when handle 870 is depressed. The safety control system and chamber C in the emergency portion are thus charged to brake pipe pressure which moves piston 16] to release position as shown. A safety control application is initiated if the foot pedal is released with the rigid handle brake valve, or both the foot pedal and the brake valve handle are released with the hinged handle type. This permits air from chamber C on the spring side of emergency application piston 161 to be vented through passage 10, pipe 10, chamber C in the cut-off valve, chamber A, passage8, pipe 8, to the diaphragm foot valve and choked exhaust and whistle with the rigid handle brake valve, when hinged handle brake valve is used, past diaphragm 6, pipe 8, to the brake valve, passage 8 and past open exhaust valve 851 to atmosphere. Choke 177 in the emergency portion body prevents build-up of air in chamber C as long as foot pedal 1.8 or brake valve handle 8'70 are not held down or the brake applied sufiiciently (with control pipe 16 pressure about 30 pounds). Thus piston 16] is moved to its application position. 111 In application position of piston 161 the brake pipe supply in chamber B is cut off from the brake pipe chamber A and chamber A is connected to the atmosphere to cause an emergency rate of brake pipe reduction. Valve 1'73 is moved off its seat which vents chamber C through passage 8 to atmosphere when the brake valve handle is in release, running or first service position. Therefore, to move piston 161 to release position (by equalizing pressure on both sides of piston) it is necessary to move brake valve handle to Lap position, cut-off supply to brake pipe port 2b, and depress either brake valve handle or foot valve, or make an independent application with about 80 pounds in control pipe 16. When the emergency application portion‘ is used the first suppression and second reduction reservoirs are not used, appropriate blanking pads are then placed on the brake valve pipe bracket and rotair valve. OVERSPEED PROTECTION Overspeed Protection Feature With H-24 Type Relayair Valve Units Using Overspeed Application Relayair Valve The overspeed protection feature, as incorporated with 2-1-RL brake equip- ment, functions when the engineman fails to keep the train below a predetermined speed. Unless the speed is reduced manually or the brake is applied which will bring the train speed below the overspeed setting within a predetermined time after the overspeed whistle sounds, an application of the brakes will occur. OPERATION Service Application Portion The overspeed control system is charged by main reservoir air from chamber A located below service application piston 112 of the brake valve. The air flows through choke K in piston 112 to chamber B, passage 10, pipe 10, to pipe connection 17 of the H-24 type relayair valve unit where it connects with passage 7 and flows to the overspeed application valve. With the train oper- ating at normal speeds and no air pressure in chamber E, diaphragm 10 is held in its upward position by spring 6. This unseats upper valve 17 and permits spring 19 to move lower valve 15 to its upper seated position. Thus main reser- voir air from passage 7 and pipes 17 and 10 and the brake valve service appli- cation piston chamber B is cut off from the atmosphere. When overspeed occurs the FA-4 magnet valve is de-energized permitting spring 4 to move supply valve 3 off its seat and seat exhaust valve Ba. Main reservoir air from pipe 2 and chamber A then flows past unseated valve 3 to chamber B and into the overspeed actuating pipe 1. This causes the overspeed whistle to blow immediately, indicating that an overspeed application is initiated. The air also fiows through the choke in the check valve to the overspeed volume reservoir and chamber E of the overspeed application valve. If the train speed is not reduced below the overspeed setting to re-energize the FA-4. magnet valve in approximately 6 seconds, the air from the magnet valve flowing through the check valve builds up in the overspeed volume reservoir and in chamber E of the overspeed application valve moving diaphragm 10 and diaphragm follower 5 downward to seat valve 17 and unseat valve 15. This permits air from chamber B on top of brake valve appli.cation piston 112 to be quickly vented through passage 10, pipe 10, passages 17, 7 of the overspeed application valve, past unseated valve 15 to chamber F and out exhaust passage 6 to atmosphere. Choke K in the service application piston 112 prevents build- up of air from chamber A to chamber B as long as exhaust valve 15 in the over- speed application valve is unseated. Thus, piston 112 is moved to its upper position as shown in the “Application Position” view of the piston. For operation of the service application portion of the automatic brake valve in application position see explanation under safety control. 112 Emergency Application Portion If the speed is not reduced and an overspeed application is initiated the emergency application portion of the automatic brake valve functions as ex- plamcd under safety control. Overspeed Protection Feature with H-24 Type Relayair Valve Unit with 4 Valves Using Overspeed Application and Overspeed Suppression Relayair Valves The overspeed protection feature. as incorporated with 24-RL brake equip- ment, functions when the engineman fails to keep the train below a predetermined speed. Unless the speed is reduced manually or the brake is applied within a pre- determined time after the overspeed whistle sounds, a service application of the brakes will occur. OPERATION Service Application Portion The overspeed control system is charged by main reservoir air from chamber A located below service application piston 112 of the brake valve. The air flows through choke K in piston 112 to chamber B, passage 10, pipe 10, through cut-off valve of the H-2-1 type relayair valve through the overspeed suppression valve to passage 7 and flows to the overspeed application valve. With the train operating at normal speeds and no air pressure in chamber E, diaphragm 10 is held in its upward position by spring 6. This unseats upper valve 17 and per- mits spring 19 to move lower valve 15 to its upper seated position. Thus charging to main reservoir pressure passages 7, 3, 10, and the brake valve service application piston portion. When overspeed occurs the FAA magnet valve is de-energized permitting spring 4 to move supply valve 3 off its seat and seat exhaust valve 3a. Main reservoir air from pipe 2 and chamber A then flows past unseated valve 3 to chamber B and into the overspeed actuating pipe 1. This causes the overspeed whistle to blow immediately, indicating that an overspeed application will be initiated. The air flows also through the choke in the check valve to the over- speed volume reservoir and chamber E of the overspeed application valve. If the train speed is not reduced below the overspeed setting to re—energize the FA-4 magnet valve in approximately 6 seconds or a suflicient brake application made to suppress an overspeed application. the air from the magnet valve flowing through the check valve builds up in the overspeed volume reservoir and in chamber E of the overspeed application valve moving diaphragm 10 and dia- phragm follower 5 downward to seat valve 17 and unseat valve 15. This permits air from chamber B on top of brake valve application piston 112 to be quickly vented through passage 10, pipe 10, through cut-off valve to passage 3 through overspeed suppression valve to passage 7 of the overspeed application valve, past unseated valve 15 to chamber F and out exhaust passage 6 to atmosphere. Choke K in the service application piston 112 prevents build-up of air from chamber A to chamber B as long as exhaust valve 15 in the overspeed appli- cation valve is unseated. Thus, piston 112 is moved to its application position. For operation of service application portion of the automatic brake valve in application position see explanation under safety control. A temporary suppression can be made in automatic operation, if the brake valve handle is placed in first service (Rotair Valve in Frt. position), or service position before the 6 second warning time has elapsed. This admits air through the brake valve rotary valve and seat into either the 26 or the 17 line, to the top of the overspeed suppression valve diaphragm 10. Diaphragm 10 will move downward seating valve 17 which will prevent the No. 10 line from exhausting to atmosphere through the overspeed application valve. This will hold the service application piston in release position and temporarily suppress an over- speed application. If the automatic brake valve handle is moved out of first service 113 or service position air in the No. 17 line can exhaust to the atmosphere through choke 2 in the H-24-C relayair valve unit at a predetermined rate allowing diaphragm 10 of the overspeed suppression valve to move upward, opening valve 17 which will reconnect the No. 10 line to the atmosphere through the over- speed application valve, and cause a service brake application unless the over- speed condition has been cleared. A permanent suppression of an overspeed brake application is obtained when control pipe 16 pressure reaches about 30 pounds. Air flows from the D-24 control valve, through pipe J6, passage 16, and passage 8 in the H-24. type relayair valve unit, to chamber D of the cut-off valve. When the pressure reaches about 30 pounds, diaphragm 10 will move downward and close valve 17 which cuts off the No. 10 line from the atmosphere, through the overspeed suppression and overspeed application valves, and will hold the application piston in release position. ‘ Emergency Application Portion Temporary suppression can be obtained in first service, or in service and lap positions of the brake valve while the equalizing discharge valve is open. This connects brake pipe exhaust through passages 17 and 26, pipe 86 to passage 17 of the H-24 type relayair valve unit, to the top of diaphragm 10 of the over- speed suppression valve. Permanent suppression is obtained as explained under Service Application Portion. If the speed is not reduced and an overspeed application is initiated the emergency application portion functions as explained under safety control operation. Overspeed Protection Feature With H-24 Type Relayair Valve Unit with 5 Valves Using Overspeed Application and Overspeed Suppression Relayair Valves The overspeed protection feature, as incorporated with 24-RL brake equip- ment, functions when the engineman fails to keep the train below a predetermined speed. Unless the speed is reduced manually or the brake is applied within a predetermined time after the overspeed whistle sounds, a service ap-plication of the brakes will occur. OPERATION Service Application Portion The overspeed control system is charged by main reservoir air from chamber A located below service application piston 112 of the brake valve. The air flows through choke K in piston 112 to chamber B, passage 10, pipe 10 to pipe connection 10 of the H-24 type relayair valve unit where it connects with passage 7 and flows to the ove~rspeed application valve. With the train operating at normal speeds and no air pressure in chamber E, diaphragm 10 is held in its upward position by spring 6. This unseats upper valve 17 and permits spring 19 to move lower valve 15 to its upper seated position. Thus charging to main reservoir pressure passages 7, 8, J0, and the brake valve service application piston portion. When overspeed occurs the FA-4 magnet valve is de-energized permitting spring 4 to move supply valve 8 off its seat and seat exhaust valve 8a. Main reservoir air from pipe 2 and chamber A then flows past unseated valve 8 to chamber B and into the overspeed actuating pipe 1. This causes the overspeed whistle to blow immediately, indicating that an overspeed application will be initiated. The air flows also through the choke in the check valve to the over- speed volume reservoir and chamber E of the overspeed application valve. If the train speed is not reduced below the overspeed setting to re-energize the FA-4 magnet valve in approximately 6 seconds or a suflicient brake application made to suppress an overspeed application, the air from the magnet valve 114 flowing through the check valve builds up in the overspeed volume reservoir and in chamber E of the overspeed application valve moving diaphragm 10 and diaphragm follower 5 downward to seat valve 17 and unseat valve 15. This permits air from chamber B on top of brake valve application piston 112 to be quickly vented through passage 10, pipe 10, through overspeed suppression valve to passage 7 of the overspeed application valve, past unseated valve 15 to chamber F and out exhaust passage 6 to atmosphere. Choke K in the service application piston 112 prevents build-up of air from chamber A to chamber B as long as exhaust valve 15 in the overspeed application valve is unseated. Thus, piston 112 is moved to its application position. For operation of service application portion of the automatic brake valve in application position see explanation under safety control. A temporary suppression can be made in automatic operation, if the brake valve handle is placed in first service (Rotair Valve in Frt. position), or service position before the 6 second warning time has elapsed. This admits air through the brake valve rotary valve and seat into either the 26 or the 17 line, to the top of the overspeed suppression valve diaphragm 10. Diaphragm 10 will move downward seating valve 17 which will prevent the No. 10 line from exhausting to atmosphere through the overspeed application valve. This will hold the service application piston in release position and temporarily suppress an over- speed application. If the automatic brake valve handle is moved out of First Service or Service position, air in the No. 17 line can exhaust to the atmosphere through a choke in the relayair valve unit pipe bracket at a predetermined rate allowing diaphragm 10 of the overspeed suppression valve to move upward, opening valve 17 which will reconnect the No. 10 line to the atmosphere through the overspeed application valve, and cause a service brake application unless the overspeed condition has been cleared. Emergency Application Portion Temporary suppression can be obtained in first service, or in service and lap_pos1t1ons‘ of the brake valve while the equalizing discharge valve is open. This connects brake pipe exhaust through passages 17 and 26, pipe 26 to passage 17 of the H-24 type relayair valve unit, to the top of diaphragm 10 of the overspeed suppression valve. If the speed is not reduced and an overspeed application is initiated the emergency application portion functions as explained under safety control operation. Overspeed Protection Feature with H-24-D Relayair Valve Unit, Venting the No. 10 Pipe Through the FA-4 Magnet Valve The overspeed protection feature, as incorporated with this 24-RL brake equipment, functions when the engineman fails to keep the train below a pre- determined speed. Unless the speed is thus held reduced, an application of the brakes will occur. OPERATION Service Application Portion With the train operating at normal speeds, the overspeed control system is charged by main reservoir air from chamber A located below service appli- cation piston 112 of the brake valve. The air flows through choke K in piston 112 to chamber B, passage 10 and pipe 10 leading to the volume reservoir with check valve and choke, the H-24-D relayair valve unit and the FA-4: magnet valve. The volume reservoir is charged through the check valve choke and at the H-24-D relayair valve unit the safety control system is charged as described under safety control. When overspeed occurs the FA-4 magnet valve is de-energized permitting sprmg 4 to move lower valve 6 off its seat and seat upper exhaust valve 8a. 115 Thus air from chamber A flows to chamber B and the overspeed whistle which blows indicating that an overspeed application is initiated. The air from the volume reservoir and from chamber B on top of the brake valve application piston 112 is quickly vented through the FA-4. magnet valve, overspeed whistle pipe and the overspeed whistle. Choke K in the application piston 112 of the brake valve prevents build-up of air from chamber A to chamber B as long as valve 3 in magnet valve is unseated. Thus piston 112 is moved to its upper position. For operation of service application portion of the automatic brake valve in application position see explanation under safety control. Emergency Application Portion The emergency application portion functions as explained under safety control when the No. 10 pipe is vented through the FAA magnet valve. TRAIN CONTROL OPERATION Service Application Portion The train control system is charged by main reservoir air from the brake valve and by air at reduced pressure from the NS-1 reducing valve. The charging air from the NS-1 reducing valve flows through the strainer and pipe 1 to the timing valve. VVhen the system is charged and the signal does not call for a train control application, the timing valve magnet is ener- gized. This moves upper exhaust valve 240 down on its seat to cut off the exhaust and unseats lower valve 243 permitting the reducing valve air to flow past ball check valve 27 and charge the chamber below operating piston 90. Thus, piston 90, is moved to its upper position, as shown, seating upper valve 82 and preventing flow of main reservoir charging air fro-m pipe 4. The main reservoir charging air from chamber A below service application piston 112 of the brake valve flows through choke K in piston 112 to chamber B, passage 10, pipe 10, through the cut-out cock with seal to pipe .connection 4 and enters the timing valve flowing to- the chamber on top of upper valve 82, which is seated as long as piston 90 is in its upper position. Thus, the train control system is charged. A train control application is initiated when the timing valve magnet is de-energized from a restrictive train control signal. This permits spring 24.6‘ to move supply valve 243 upward to its seat cutting off the reducing valve air, and unseating upper exhaust valve 240 which permits the air below piston 90 to flow through choke as, past unseated exhaust valve 240 to the /timing valve whistle and then to atmosphere. This blows the whistle which provides an indication that a train control application has been initiated. Due to choke :1; at ball check valve 27, a time interval of approximately 6 seconds is required before the air in the chamber acting on piston 90 is reduced sufliciently for spring 92 to move the piston 90 to its lower position. When timing valve piston 90 is moved down to its lower position spring 88 moves upper valve 82 and lower valve 83 downward. Lower valve 83 is seated closing off the stop reservoir pipe from the exhaust opening and upper valve 82 is unseated permitting air from chamber B on top of brake valve application piston 112 to be quickly vented through pas- sage 10, pipe 10, through the cut-out cock with seal, passage 4 in the timing valve, and past- the unseated upper valve 82 into passage 5. If -a suppres- sion valve is not used passage 5 leads to stop reservoir pipe 5, the stop reservoir through the %” check valve, passage 8 in the brake valve, and connecting passages to the atmosphere. If a suppression valve is used passage 5 leads to pipe 5 and passage 6 of the suppression valve, through check valves 80 and 34 and out passage 8, pipe 8, and brake valve to atmosphere. Choke K in the brake valve service application piston 112 prevents build-up of air from chamber A 116 to chamber B, thus piston 112 is moved to its application position as shown in the “Application Position” view of the piston. If the brake valve handle is moved to Lap, passage 8 in the brake valve leading to the brake valve exhaust is lapped. However, the air from chamber B on top of the piston 112 is quickly vented past upper valve 82 in the timing valve into the stop reservoir pipe and the stop reservoir, as described above. Thus the stop reservoir insures an air pressure differential across piston 112, which moves the piston to application position from a train control application. For operation of service application portion of the automatic brake valve in application position see explanation under safety control. Cab Signal Operation The cab signal system is charged by air from the NS-1 or NM-1 reducing valve. The air flows from the reducing valve through the strainer in the pipe to the timing valve through the two supply branch pipes. Branch pipe 1 per- mits air to flow past lo_wer magnet valve 248, which is unseated when the timing valve magnet is energized, to the ball check 27, which is lifted, supplying air to the chamber below piston 90. Reducing valve air flows through the combined change-over switch and cock direct to the chamber below piston 90, which insures that piston 90 remains in its upper position at all times in cab signal service. When a restrictive cab signal indication is received by the timing valve magnet it is de-energized. This permits spring 246 to move valves 248 and 240 upward. Lower valve 248 is seated cutting off the air supply from pipe 1 and upper exhaust valve 240 is unseated. Thus reducing valve air from the combined change-over switch and cock flows through the chamber below piston 90, through choke a; at the ball seated check valve 27 and past unseated exhaust valve 240 to the timing valve whistle and the fireman’s call signal circuit con- troller. The timing valve whistle blows in the locomotive cab and the fireman’s call signal operates until the cab signal changes to a less restrictive indication, or unless acknowledgment is made. In either case the timing valve magnet is energized which seats upper exhaust valve 240, cutting off the air supply to the timing valve whistle and the fireman’s call signal circuit controller. Lower valve 248 is unseated permitting charging of the cab signal system as previously described. Operation of A-1 Suppression Valve When a train enters restricted territory or the authorized speed is exceeded, the timing valve operates to initiate a train control brake applicat~ion, which is indicated by the warning whistle sounding. A train control brake application will then occur in approximately 6 seconds unless the brake is applied manually. A brake application of prescribed amount will suppress the train control brake application for a limited time, which may be sufficient to reduce speed below the speed restriction in effect. If the train control brake application results from exceeding‘ the speed restriction after which if speed is reduced below authorized speed limit, the brake may be released in a normal manner. If approaching a restricted signal and a temporary suppression has been made and the signal clears, the brake may be released in the normal manner and the train proceed without being brought to a stop if the speed and length of train permit. Automatic Suppression When operating the automatic brake system, move the brake valve handle to service or first service position within less than 6 seconds on sounding of the warning whistle. If service position is used, make a brake pipe reduction of moderate amount for temporary suppression in freight service, or full service brake pipe reduction (in passenger service) for permanent suppression. 117 -When the handle of the DS-24 type brake valve is moved to service position to reduce brake pipe pressure and thus suppress a train control application, the brake valve rotary valve connects passage 15 from equalizing discharge valve 15 to passage 17, pipe 17, passage 17 in the A-1 suppression valve by check valve 28 and choke fitting 4 to passage 27, pipe .27 to rotair valve (if used) through rotair valve seat into pipe 7 and the timing reservoir (rotair valve in FRGT position), charging this reservoir. The timing reservoir is also connected to chamber A on the left face of the A-1 suppression valve cut-off valve dia- phragm 57 through passage 27 by the reduction insuring valve 32 through choke fitting 35 into passage 26 by double check valve .16 and into chamber A. Rotary valve 216 in service position also connects brake pipe air to the A-1 suppression valve cut-off valve diaphragm 57 through passage 2 and 26 in the brake valve, pipe 26, passage 26, by double check valve 16 into chamber A, also through choke 35 to atmosphere choke 36 and passage 27. Cut-off valve~ diaphragm 57 will move toward the right compressing spring 29 and allow suppression cut-off valve 80 to close which will prevent venting of air from brake application piston 112 through passage 10, pipe 10, pipe /,1, timing valve pipe 5, passage 6 of the A-1 suppression valve by cut-off valve 80 into passage 42 and the stop reservoir, and permit a temporary suppression of a train control application. After the brake valve is placed in lap brake pipe air is cut off from suppression valve pipe 26 but will continue reducing past the equalizing discharge valve until it is less than the pressure in the equalizing reservoir. As the brake pipe pressure drops after the equalizing dis- charge valve closes, the timing reservoir pressure drops with it, down to 35 pounds, through spring loaded spillover check valve 23 back into passage 17, at about 35 pounds check valve 23 seats. It will then require about 10 seconds for the pressure on the cut-off valve diaphragm and in the timing reservoir to reduce to approximately ll pounds which will allow cut-off valve diaphragm 57 to move toward the left and open cut-off valve 80 and cause a train control operation. Further reduction of brake pipe pressure before cut-off valve opens will permit additional temporary suppressions. If the rotair valve is in passenger (PASS) position, first suppression and timing reservoirs are cut out. Temporary suppression is only available then in service and lap positions while brake pipe exhaust is blowing. If a full service reduction is made, brake pipe pressure in chamber C’ will reduce enough for suppression reservoir 19 pressure in chamber D to move reduction insuring valve 32 and connect brake pipe 1 through reduction insuring valve 32 to passage 26, choke 35 and double check valve 16 to chamber A and permit a permanent suppression in either freight or passenger service. If first service position is used with the rotair valve in freight (FRGT) position the first suppression reservoir is connected to chamber A of the A-1 suppression valve through passage 33, rotair valve seat, passage 23, pipe 23, passage 22, rotary valve 216, passage 26, pipe 26, by double check valve 16 and into chamber A closing the cut-off valve 80 and causing a temporary suppression. The air also fiows through choke, 35 and reduction insuring valve 32 to exhaust through choke 36 which in about 20 seconds (with 70 pounds brake pipe pressure) will reduce the pressure in chamber A enough to allow spring 51 to open cut-off valve 80 and cause a train control application if authorized speed or clear signal do not prevail. If authorized speed and clear signals prevail, the brakes can be released as previously explained. However, at the end of 20 seconds time if a restricted condition still exists the brake valve handle must be moved to service position for farther temporary or permanent suppression depending upon the amount of brake pipe reduction. Suppression with Automatic Brake Operation When a temporary suppression is desired in service position automatic brake valveis manipulated to make a light brake pipe reduction. This allows 118 brake pipe air from the brake valve to flow past double check valve 16 of the A-1 suppression valve to the lower side of cut-off valve diaphragm 57 (there are two diaphragms in one gasket, cut-off valve and reduction insuring valve), moving it upward, compressing suppression spring 51. Cut-off valve 80 will then be closed by spring 81, and prevent the exhaust of air from the actuating chamber B of the brake valve application piston, holding it in release position. Brake pipe air from the equalizing discharge valve is also connected to the timing reservoir (rotair valve FRCT), which will retain about 35 pounds pres- sure after equalizing discharge valve closes, through closing of spring loaded spillover check 23. Timing reservoir air is vented to atmosphere, through a choke and exhaust fitting 41, to about 11 pounds in about 10 seconds. Spring 51 overcomes the pressure on the lower side of cut-off valve diaphragm 57 and opens cut-off valve 80, which will exhaust the air from the actuating chamber B of the brake valve application piston causing it to move to its applied position imless a clear signal or authorized speed prevails, or an additional brake pipe reduction is made. First service position of the automatic brake valve (Rotair Valve FRGT) connects the first suppression reservoir to the A-1 suppression valve to produce a temporary suppression for about 20 seconds in a manner as explained above. With the first service cut-out cock open the maintaining feature is available. About 20 pounds service reduction will reduce brake pipe pressure, on the upper side of reduction insuring valve diaphragm 57. (Suppression reservoir 19 pressure is always on the lower side of reduction insuring diaphragm 57), below the setting of spring 68 and suppression reservoir 19 pressure will open reduction insuring valve 32, and connect the brake pipe to the chamber under the cut-off valve diaphragm 57 to produce a permanent suppression. Suppression with Electro-Pneumatic Brake Operation When operating the electro-pneumatic brake, the brake valve handle is moved into the application zone. A temporary suppression is obtained by making a moderate application. Air from the straight air pipe enters the A-1 suppression valve flows past double check valve 16 and into chamber below cut-ofl valve diaphragm 57, compressing spring 51, allowing spring 81 to close cut-off valve 80, and prevent exhaust of air from the actuating chamber of the brake valve application piston. Air from the straight air pipe also flows through a choke 42, Section B-B, to the chamber above return diaphragm 49 into the straight air timing reservoir. The pressure will increase in a predetermined time above return diaphragm 49 and spring 51 will compress spring 81 to re-open cut-off valve 80 and cause a train control application unless the signal clears, or additional application is made. Permanent suppression is accomplished with about 45 pounds in the straight air pipe on top of diaphragm 49. With 45 pounds above diaphragm 49 and under diaphragm 57, spring 29 will be collapsed and spring 81 will close cut-off valve 80. When authorized speed and a clear signal prevail, brakes may be released in the usual manner after the brake valve is moved to lap position and the pressure restored in the application pipe as indicated by application pipe gage. For specific instructions governing individual train control operations refer to supplier of train control equipment. 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I\\\/Z\ /\ .4, -/ 6° 132$ |'4=-='-~'-;~“"§- 29 30 so ‘se 1 3 i"‘ "'L’-‘-'-As 29 ac ‘D = /\ ,/;'nv_-L/"."'-.-= \~ A -_= I-‘,.,_... : ; / / - - \ \ /\ _ _. ;.~ 64 as 64 2s // ..\\ I/ ll El 0 pha \ ‘I’/7 // I:>ortr|c3\m Relay Pomcn Q2222“ Relay Perm“ '58 38 36 42 43 23 ea 38 as 42 4e 23 Fig. 6‘). Relay Valve Diagrarnmatics Operation of the F-6, F-8, F-1 Relay Valve, Figs. 68 and 69 At the F-6 relay valve, air from the main reservoir pipe flows through choke 15 to the spring chamber back of application piston valve 30, and the outer face of the piston is open to the exhaust by exhaust valve 25. With main reservoir air pressure, on the application piston valve and its pilot valve 32, combined with spring force hold the valves seated. Diaphragm chambers A and K are connected through passages 16a, 17a and 17 to passage 16, and chambers N and P through passages 180., 19a, 18, and 19 past supply valve 92 to passages 17 and 16. Passage 16 connects through pipe 16 to connection 16 of the D-24 control valve where, with the brake released, passage 16 is open to exhaust 10 121 in the D-24 control valve. Thus, passage 16 is connected past unseated check valve 2520 to passages 36 and 28 which connect past check valve 252 to passage 3, thence past unseated diaphragm 199 to passage 3a, through a cavity in the release valve slide valve 114 to passage 10 and through choke 8 to atmosphere. With the diaphragm chambers of the F-6 relay valve thus open to exhaust, release spring 42 in the relay portion holds piston 36 and the diaphragm stack in release position, where lever 43 is moved to release position, opening exhaust piston 25 and its valve 23. The brake cylinder pipe 30, therefore, is opened through the central cavity F of the relay valve to the exhaust and the brakes are released. At the F—6 relay valve. air from the control pipe 16 flows through strainer 17 and passage 16a to diaphragm chamber A, and passages 16, 17 and 17a, to diaphragm chamber K; also through passage 17, past supply valve 92 to the face of diaphragm 85, thence through passages 19 and 18 to diaphragm chambers P and N. “Then approximately 7 pounds pressure is obtained in chamber C, inshot diaphragm 85 is deflected, compressing spring 88 and moving piston 84 sufficiently to permit spring 94a to seat the supply valve 92, cutting off further flow to diaphragm chambers N and P. The 7 pound initial pressure inshot thus obtained in all the diaphragm chambers is directly effective in chamber P where it acts on diaphragm 38, overcomes the resistance of spring 42 and deflects the diaphragm moving the self-lapping portion to application position. The exhaust valve 23 and its piston 25 are seated by the lever 43 and the pilot application valve 32 and its piston 30 are opened, permitting main reservoir air to flow to the brake cylinders. This provides a low brake cylinder pressure sufficient to take up brake rigging slack and apply the brake shoes to the wheels. After the inshot supply valve closes, the 7 pounds pressure in chamber P is retained, thus maintaining this inshot pressure directly on diaphragm 38 while further build-up from the control pipe 16 can take place only through passages 16a and 17a to chambers K and A. This additional pressure is transmitted through the diaphragm stack to the main diaphragm 38 but, as diaphragm 64 has an area only 60% of diaphragm 38, the effective pressure on the main diaphragm is limited to this ratio. The self-lapping portion will, therefore, develop approximately this ratio of brake cylinder pressure and then lap off. Consequently, the brake cylinder pressure realized from any given reduction in brake pipe pressure will be approximately 60% of the control pipe 16 pressure. At the F-6 relay valve, brake cylinder pressure builds up in the central cavity F and acts on the right side of main diaphragm 38 in opposition to control pipe 16 pressure acting on the left side. When the pressures on main diaphragm 38 thus become equal in force to the force on the 60% diaphragm, spring 42 returns the piston 36, relieving the pressure on the lever 43. Springs 33 and 34 then seat application piston valve 30 and its pilot valve 32, and through stem 29 pivot the lever 43 at its upper end, holding the exhaust piston 25 and its valve 23 closed, retaining brake cylinder pressure. This is Lap position in which the relay portion maintains brake cylinder pressure against leakage, as any reduction in brake cylinder pressure (chamber F) will permit the greater force on the left of the diaphragm 38 to again open the application valve 32, permitting main reservoir air to flow to the brake cylinders until the balance is restored on the main diaphragm 38. Thus the relay valve at all times maintains brake cylinder pressure in an approximate 60% ratio to control pipe 16 pressure. When control pipe 16 pressure is reduced, air flows from chamber A, and the check valve spring chambers to passages 16a and 16. As the pressure in the spring chamber reduces, chamber K air unseats check valve 51 b and flows to passages 16a and 16, reducing the pressure on diaphragm chamber K as control pipe 16 pressure is released. With the effective pressure on the left face of main diaphragm 38 thereby reduced proportionately, the greater force caused by the brake cylinder pressure on the right of diaphragm 38 deflects the diaphragm to the left. Piston 36 moves to the left relieving the pressure on the lower end 12_2 of lever 48; brake cylinder air then opens exhaust valve 28 and its piston 25 and flows to atmosphere. If control pipe 16 pressure is completely released, the exhaust valve and piston remain open, completely releasing brake cylinder air. If only a partial release is made, brake cylinder air will flow to exhaust until the pressure on the right face of main diaphragm 88 is slightly below 60% of the control pipe pressure. F-8 Relay Valve, Fig. 69 “then an F-8 relay valve is used, air flows into chambers A, K and N after the inshot valve closes, preventing fiow of air to chamber P, thus reproducing 80% of the control pipe 16 pressure in the brake cylinder. Operation similar to F-6 relay valve. F-1 Relay Valve, Fig. 68 With the F-1 relay valve no inshot portion is used, air fiows from control pipe 16 through strainer 17, passages 16, 16a, 17, 17a, 18, 18a, 19, 19a to dia- phragm chambers A, K, N, and P, reproducing in the brake cylinders that pressure in the control pipe. Release is the reverse air fiow into control pipe 16. Application and exhaust valve operates similar to F-6 relay valve. Operation of the FS-1864 Relay Valve, Fig. 70 At the FS-1864 relay valve, when speed governor equipment is used, air from the main reservoir pipe 6 fiows through port 6a and choke 15 to the spring chamber back of application piston valve 80 and the outer face of the piston is open to the exhaust by exhaust valve 25. Main reservoir air pressure, on the application piston valve and its pilot valve 82, combined with spring force hold the valves seated. Diaphragm chambers A, K, N and P connect to passage 16 as follows: Chamber A connects through passage 160. to 16. Chamber K connects through passages 17a, and 17, past unseated valve 161a, through choke 142, passage 15, past supply valve 92 to passages 16c and 16. Also passage 170., spring loaded check valve 516, passage 16a and 16. Chamber N connects through passages 18a and 18, past unseated valve 161, through choke 140, passage 15, past supply valve 92 to passages 16c and 16. Also passage 180., spring loaded check valve 51a, passage 160. and 16. Chamber P connects through passages 19a and 19, past unseated valve 161 b, through choke 188, passage 15, past supply valve 92 to passages 16c and 16. Also passage 19a, check valve 51, passages 16a. and 16. Passage 16 con- nects through pipe 16 to connection 16 of the D-24 control valve where, with the brakes released, passage 16 is open to exhaust 10 in the D-24 control valve. Thus, passage 16 is connected past unseated check valve 2520 to passages 86 and 28 which connect past check valve 252 to passage 8, thence past unseated diaphragm 199 to passage 8a through a cavity in release valve slide valve 114 to passage 10 and through choke 8 to atmosphere. VVith the diaphragm chambers of the FS-1864 relay valve thus open to exhaust, release spring 42 in the relay portion holds piston 86 arid the diaphragm stack in release position, lever 48 is moved to release position, opening exhaust piston 25 and its valve 28. Brake cylinder pipe 80, therefore, is opened through the central cavity F of the relay valve to the exhaust and the brakes are released. At the FS-1864 relay. valve, the air from control valve pipe 16 flows through passage 16 and strainer 17 to the magnet portion and to the dia- phragm portion. In the diaphragm portion, the air from passage 16a flows to the spring chambers of check valves 51, 51 a and 51b, thence to chamber A on 40% diaphragm 60. In the magnet portion, the air from passage 16 flows to the K-3 switch and the inshot valve. At the K-3 switch the air enters chamber A and when it reaches approximately 10 pounds pressure, diaphragm 4 of the switch is deflected against the tension of spring 9, moving collar 6 and closing 123 FS4864 Flolav Valve F-1864 Relay Valve (same as FS-I664 loss Svnlch FM'864 Relay Valve l h t V I P rt‘ ' M 0 am 0 mm 94 Magnfl P°"li°n Switch Porhon 94 .\““\\_ 93 J Magnet Porhon L0“ in \\“» 93 W?-'.e'4, \ -5.-Ql giij-44 158 __-5 142 =_= 138 3:, 9 6 298 -__ _-__ 15- % 33¢ E .///‘Ill?/42 a4 |_5161b 20 - Isl - no I . 7%,. I 94 -ll ; 7' 7 ‘. '4 15 ' ' E* 5 28 BB 88 4 "2. ‘ .-:.\_ ---_‘_-_'.E- ; \; .t\ _ ‘ _ I”? : ,4‘ .:' "‘ ' ' . ~ /Io Z/\g}_\,\§‘_, 3 ;3‘_f2_'_§l7 ‘-"”_"l ;H¢§,.;; _-3; 3; 5 161a \\\\\a~/=9//. 86 *~\\ \‘l£ “ ' -‘ M M"=\/ -- \' 4 -. 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The speed governor equipment there- after energizes or de-energizes the three magnets of the FS-1864 relay valve 1n accordance with train speed. At the inshot valve portion, application air from passage 16c flows past supply valve 92 to chamber C on diaphragm 85, thence to passages 15 and 15a. From passage 15 the flow continues through chokes 188 and 140 thence past upper magnet valves, 161 and 161b to passages 18 and 19, passages 18a and 19a, to the two diaphragm chambers N and P, all magnets de-energized. 124 FM-I6 Relay Valve 94 FM-86 Relay Valve 94 Maqnel Poruon Medwm ‘kiwi 93 Magnet Poruon Mm /$2?’ 93 II ‘ ‘ 2 \ In 15¢ /‘is-4 --- - E; --- -- £1 —-I 84 .\ I5 Ba \ 15 ‘El 68 Z“ 7/-I-P "'/’-/".?Z/"'6'" . . . L, ’/I '/I ‘I’/I2‘-’5”‘.'i" . 2"’ y {'-\\\’4/ 2 .\\‘\‘.\. 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' 1 \ :n-»- -"-»‘_-"-:;-I.-'> so 32 58 21.1‘ a N --was/>;-_--5 60 ‘-‘.-~ \\ ‘ x 42 43 23 25 Relay Porhon Fig. 71. When approximately 7 pounds pressure is obtained in chamber C’ of the inshot portion, inshot diaphragm 85 is deflected, compressing spring 88 and moving piston 84 sufficiently to permit spring 94a to seat supply valve 92, cutting off further flow to diaphragm chamber N and P. The 7 pound initial pressure inshot thus obtained in the diaphragm chambers is directly effective in chamber P where it acts on diaphragm 38, overcomes the resistance of spring 42 and deflects the diaphragm, moving the relay portion to application position. Exhaust valve 23 and its piston 25 are seated by lever 43, and application pilot valve 32 and its piston 30 are opened, permitting main reservoir air to flow to the brake lnshot Valve Poruon 30 6 -4 I6 // 61b 51a 51 . ' \‘-Till.» ““ 34 // f. ‘ " ~\\\%. I " -- \....-6% ~\_ I 1 I ‘I £6‘ . L5.-‘k-\'\~a’L~7>;~;-, ///4/.>"‘.$.e' is V 6° qt \\ E‘ 68 ’II%\\\\\ 42 43 23 25 64 Relay Porhora 32 //////// 58 Dwphragm Portwn 38 36 FL-16 Relay Valve 93 Magnet Portion 94 ‘I’-‘ 142 as 161 _ I//.5 :V‘.‘:~I’I(2“ 4‘ I as 1618 . ' {////\\"_\\'{¢ ' W V”? :"€fi//// 92 sg/4//.-\..\\~ / V '//s=‘—“ii ;/if“ 62 \\\\‘§\“;\“‘3\\ 9 - 1 . : . - _. 5 175 198 :/A-%--'.: , M Q N ' \\\\:='\ ‘Y g \ " \ .._ . _ _~ éw is gs -=§'l.-~ kg 33 ‘ /'\\\ -. $\ ‘ _ R\\\'!'~~~.~ N ' -_ I‘. r.\\-' \\\\\\\'z 34 §\ ‘ 9\\\\\\:: ‘ s ‘F \ ‘§ ;.§ _\\\\' _\\\\ H A § I"-5" i""“"'-~'3 so 32 58 / -I‘ § '"-'L\\\~\ .; 1-.-—>\-=:A~ _ \\\\\\i\\\\‘ in so 42 43 23 25 Relay Portvon Dmphraqm Porhon 38 36 Relay Valve Diagrammatics 125 cylinders. This provides a brake cylinder pressure sufficient to promptly take up brake rigging slack and apply the brake shoes to the wheels. After the inshot supply valve closes, the 7 pounds pressure in chamber P is retained, thus maintaining this inshot pressure directly on diaphragm 88 while further build-up of -pressure in the diaphragm portion is controlled by the posi- tion of the magnet valves. At train speeds of less than 20 miles per hour the speed governor equipment closes the circuit to the low speed (L.S.) magnet, energizing its coil which pulls down its armature and stem, thereby seating the lower magnet valve and unseating the upper magnet valve 161a. Inshot air flows through choke 142, past upper magnet valve 161a, through passages 17 and 17a to diaphragm chamber K, thus balancing the inshot pressure on all diaphragms. With all lower magnet valves 161, 161a, and 1611) closed, additional application pressure from passage 160 can build up only in diaphragm chamber A and act on the smallest diaphragm 60. As the area of diaphragm 60 is 40% of the main diaphragm 88, only 40% of the pressure in chamber A will be trans- mitted through the diaphragm stack to the main diaphragm 88. Application valve 82 and its piston 80, therefore, will be held open by lever 48 until brake cylinder pressure in chamber F and connected brake cylinders builds-up to approximately 40% of chamber A pressure, thus balancing the pressure on both faces of the main diaphragm. When train speed exceeds 22 miles an hour the speed governor de-energizes the L.S. magnet and spring 162a seats upper magnet valve .161 a and unseats lower magnet valve 161a, permitting air from passage 16 to flow through pas- sages 17 and 17a to diaphragm chamber K where it builds up on diaphragm 64. As this diaphragm area is 60% of main diaphragm 88, the brake cylinder pres- sure reproduced in cavity F by the relay portion is 60% of that in chamber K. When train speed exceeds 44 miles an hour the speed governor equipment energizes the M.S. magnet coil, pulling down its armature and stem, which seats upper magnet valve 161 and unseats lower magnet valve 161, permitting air from passage 16 to flow through passages 18 and 18a to- diaphragm chamber N , where it builds up on diaphragm 68. As this diaphragm area is 80% of main diaphragm 88, the pressure reproduced in connected brake cylinder and chamber F by the relay portion is 80% of that in chamber N. When train speeds exceed 69 miles an hour the speed governor equipment energizes the H.S. magnet coil (M.S. magnet still energized) pulling down its armature and stem, which seats upper magnet valve 161 b and unseats lower magnet valve 161b, permitting air from passage 16 to fiow through passages 19 and 19a to cavity P where it acts directly on main diaphragm 88. The relay portion, therefore, reproduces brake cylinder pressure equivalent to chamber P pressure and laps off. The operation of the diaphragm stack as controlled from the speed governor equipment thus provides four braking ratios of 40%, 60%, 80% and 100% which limit the braking force in proportion to the train speed. This applies through- out the entire range of service, independent,and emergency operation. As train speed reduces the speed governor equipment functions to reduce the brake cylinder pressure in proportion to the reduction in train speed. As speed reduces below 65 miles an hour, the speed governor equipment de-energizes the H.S. magnet and spring 1626 seats lower magnet valve 161b, cutting off supply to diaphragm chamber P, and unseats upper magnet valve 1611). The air in diaphragm chamber P then flows through passages 19a and 19, past upper magnet valve’161b, choke 188 and passage 15 to inshot chamber C, and through passage 150. to exhaust valve 98. The air in chamber C deflects diaphragm 85 against the tension of spring 88, moving piston 84 to unseat exhaust valve 98, opening passage 15a to exhaust, Ex. This exhausts t-he diaphragm chamber P to 7 pounds inshot pressure, after which spring 88 returns piston 84., permitting the exhaust valve 98 to be closed by spring 9.4.. This leaves the medium speed M.S. magnet energized, which establishes the 80% braking ratio on diaphragm 68. The relay portion then operates to make a corresponding release of brake 126 cylinder air. As speed reduces below 4.0 miles an hour the speed governor equipment de-energizes the MS. magnet, which causes the release of pressure from diaphragm chamber N through choke 140 and the inshot portion exhaust, and thus establishes the 60% ratio on diaphragm 64. As speed reduces below 20 miles an hour the speed governor equipment energizes the LS. magnet, which causes the release of pressure from diaphragm chamber K through choke 1.43 and the inshot portion exhaust. The chokes 138, 1.40, and 143 control the rate of exhaust from diaphragm cavities P, N, and K to produce a gradual reduc- tion in braking pressures as train speed decreases. The FS-1864 relay valve, brake cylinder pressure builds up in central cavity F and acts on the right side of main diaphragm 38 in opposition to the pressures acting on the left side. When the pressures on main diaphragm 38 thus become balanced, spring 43 returns piston 36, relieving the pressure on lever 43. Springs 33 and 34 then seat application piston 30 and its valve 33, and through stem 39 pivot lever 43 at its upper end, holding exhaust piston 35 and its valve closed, retaining brake cylinder pressure. This is lap position in which the relay portion maintains brake cylinder pressure against leakage, as any reduction in brake cylinder pressure (chamber Fl will cause the greater pressure on the left of diaphragm 38 to again open application pilot valve 33. permitting main reservoir air to flow to the brake cylinders until the balance is restored on main diaphragm 38. When displacement reservoir pressure is reduced a corresponding reduction is made in diaphragm chamber A, K, N or P, whichever is in control. As the pressure is reduced in passages 16, 16a and the check valve chamber, the greater pressure in the controlling diaphragm chamber K, N or P lists check valve 51, 51a or 51 b and reduces into passage 16. After the pressure is reduced in chamber 160 and chamber C below the inshot valve, spring 88 returns inshot piston 84 and diaphragm 85 and opens supply valve 93. As the pressure is removed from the diaphragm side of main reservoir diaphragm 38 the higher brake cylinder pressure in chamber F of the relay portion and spring .43 return piston 36 and its lever 43. With pressure removed from exhaust valve 33 and its piston 35, brake cylinder pressure opens them and flows to atmosphere. If control pipe 16 pressure is completely released, the exhaust valve and piston remain open, completely releasing brake cylinder air. If only a partial release is made, brake cylinder air will flow to exhaust until the pressure in chamber F is slightly below the pressure ratio of control pipe 16 pressure at that speed. This pressure from the left then moves the main diaphragm, piston and lever to the right, the lower end of the lever seating the exhaust valve and piston, preventing further release of brake cylinder air. This restores the pressure balance on the main diaphragm and the self-lapping portion remains in this Lap position until a further decrease or increase in displacement reservoir air again unbalances the diaphragm to cause release or application movement of the relay portion. Operation of Dynamic Interlock Control Portion, Fig. 72 When the FA-4 magnet valve is de-energized (Dynamic brake off) upper valve 3 is seated, lower valve 3 is open. vWhen an automatic or electro-pneumatic straight air brake application is made, air fiows through passage 3 or 8a into passage 38 through open lower valve 3 to passage 36 and lower end of double check valve 3530. Double check valve .3530 moves upward closing passage to independent application and release passage 30a and connecting passage 36 to passage 16 control pipe 16 and the relay valve. This permits application and release of locomotive brake in the normal manner. If the dynamic brake is applied the FA-4 magnet valve is energized which closes lower valve 3 and opens upper valve 3 to the atmosphere. This vents the air in passage 36 and 16 to the relay valve and releases the locomotive air brakes. Lower valve 3 seated will hold any automatic or electro-pneumatic straight air brake application off. 127 2500 25 ;_ 25lb2oo2 2b 5:0 5% 25'“ 288 i ' “ I'‘''’_'.’’'lIIIl'4 ...-- . d:-2|” 87253 T"'~‘l' ‘I 1 .. _ ' ' I‘ av‘,/I " ~ (yd \\\-"4 256 ‘\\\\\\\\\\\\\\\\\\" - 1‘ 280 E 284 1’ 5 I I 9 I Q 4 g.I".'." . 252 .\\~ 1111: ' ~ §§\\\\\\\\: /. __,§ 0 F 0 .\ ~ S 230 \‘ ' '/~ 0 ' “'\“_“§ ."‘ ~\ .§ . h\§§ -- ~.§ 226 N‘ 2 .\\\\\\\ , Deed ' A \\\\\\\\\\\\\\ ‘ \ - 4 3: I \ .\\\'\'E Y \\.\\\~<~. N Q 3 32 :; ’ :09 ///la b :6 0) Dynamic Interlock Portion If an independent application of the locomotive brake is desired while the dynamic brake is on, air from the independent brake valve will flow through pipe and passage 20, move double check valve 2526 to its lower seat connecting passage 20 and passage 16 to the relay valve to apply the air brake. Independent release is accomplished by the reverse flow of air through passages 16, 20a, pipe 20 and independent brake valve to the atmosphere. Therefore the dynamic interlock has no effect on the independent brake operation. When an emergency application is made a pneumatic switch controlled from No. 15 pipe of the D-2/1 control valve is opened. This de-energizes the control circuits which nullifies the dynamic brake and de-energizes the FA-4 dynamic interlock magnet valve. The air brake will then operate in the normal manner. The No. 25 pipe connects to a pneumatic switch which will open the circuit to the FAA dynamic interlock magnet for a train, overspeed, or safety control brake application. On some locomotives the installation is so arranged that pressure from No. 12 pipe controls a pneumatic switch, therefore the dynamic brake is nullified only from a brake valve initiated emergency. 128 GENERAL INFORMATION Synchronization of Locomotive with Train Brake Both in Service and Emergency SERVICE—The locomotive brakes and train brakes apply uniformlv on both a time and pressure basis. This is accomplished through the mearis of the displacement reservoir, which delays the beginning of effective brake cylinder pressure development on the locomotive to agree with that on the cars, after which both train and locomotive cylinder pressure build up uniformly. EMERGENCY-—Emergency applications are adjustable to provide slack control according to the service. This feature provides a rapid development of locomotive brake cylinder pressure for passenger and short freight trains; or a controlled build-up for long freight trains. Hauling Locomotive “A” Unit Dead in Train Close the brake pipe cut-out cock and remove the brake valve handle (in RUNNING position). Move shifter lever if included to A. U. position. Open the dead engine cut-out cock (or change dead engine cap) on the D-24 control valve pipe bracket just above the service portion. This provides for charging the main reservoirs from the brake pipe. Open the brake pipe branch pipe cock to charge the D-24 control valve reservoirs. Remove or keep the independent brake valve handle in Release position. Position the Rotair Valve in passenger (PASS.) position. Hauling Locomotive “B” Unit Dead in Train Open the dead engine cut-out cock (or change the dead engine cap) on the D-24 control valve. This will provide for charging the main reservoir from the brake pipe. With the hostler’s brake valve in Handle-Off Position, remove the hostler’s brake valve handle or secure it in this position. Open the cut-out cock in the independent application and release pipe under the hostler’s brake valve. Open the brake pipe branch pipe cut-out cock to charge the D-24. control valve reservoirs. Where the controlled emergency cock is used it must be placed in “P” passenger position. The “B” Unit must have an atmospheric opening from the a_ctu-a_.ting pipe, the independent application and release pipe and the straight air pipe (when used) to insure a release of the automatic brake. Open the cut-out cock and remove the plug from the alternate connection, opposite the air hose, at one end of each Unit in the Actuating. Independent Application and Release and Straight Air Pipes. The cut-out cock to the reducing valve must be closed. The locomotive brakes are then controlled from the automatic brake valve on the lead locomotive. 129 Double Heading When preparing for double heading an “A” Diesel power unit behind a lead locomotive, move the shifter lever, (if included) of the brake valve to Automatic (A.U.) position. Make full service application, close the brake pipe cut-out cook, but leave the rotair valve in FRGT. or PASS. position depending upon the service required. Brakes are then controlled from the lead locomo- tive but the engineman on the second unit can make an emergency application by moving the automatic brake valve handle to emergency position, and can release the brakes on the Diesel power unit by depressing the independent brake valve handle. Procedure for Changing Operating Valves When the main reservoirs are charged proceed as follows: Place the auto- matic brake valve handle in emergency position, and leave it there, depress the independent brake valve handle in release position, rotair valve in “PASS” posi- tion, until the auxiliary and emergency reservoirs are drained. Close the equip- ment cut-out eoek (side vented) located in the 1nain reservoir pipe between the brake equipment and the last main reservoir. After the devices are changed the equipment cut-out cock should be opened before the automatic brake valve handle is placed in a charging position. Procedure for Changing Ends (Two Diesel “A” Power Units) When changing ends on double end “A” equipment (two “A” units) pro- ceed as follows: Make a 20 pound brake pipe reduction with the automatic brake valve, after which move the brake valve handle to Lap position, move the independent brake valve handle to release position, and observe that the brakes are still applied. Close the brake pipe cut-out cock and place the K-2 Rotair valve in Lap position or the K-2-A Rotair valve either in FRGT Lap or PASS Lap. Move the automatic brake valve handle to running position and remove both handles. Control at the opposite end should be taken without delay, as follows: First insert the brake valve handles, place the Rotair valve in PASS or FRGT position depending on the service used, move the independent brake valve handle to application position. Open the brake pipe cut-out cock and move the auto- matic brake valve handle to emergency position, then back to lap. When changing pressures, to avoid the possibility of an overcharge, depress the inde- pendent brake valve handle in full application position for about 8 seconds. Move automatic brake valve handle to running or release position, depress foot pedal, check gages to insure brake pipe and main reservoirs are fully charged then release independent brake. Multiple Unit ()peration When two or more Diesel “A” power units are operated together (all hose couplings properly coupled together and all end cocks open) the brakes are controlled from the leading unit, in accordance with preceding instructions. On all other “A” power units, however, close the brake pipe cut-out cock, place K-2 Rotair Valve in Lap or (K-2-A in either FRGT. lap or PASS. lap) and remove the brake valve handles. The brakes are then controlled from the leading power unit. In case the actuating pipes and the independent application and release pipes cannot be connected between units the rotair valve must be in “FRGT” or “PASS” position. 130 J FUNCTIONS OF THE PRINCIPAL PIPES BRAKE PIPE (1)--The brake pipe runs the length of the train with con- nections on the locomotive units to the brake valve, the D-24: control valves and the B-3-A emergency-brake valves. Its purpose is to supply the reservoirs of the control valves and to apply the brakes in automatic operation. . MAIN RESERVOIR PIPE (30)--This is trainlined between units to create a single supply system for operation of the train brakes. SIGNAL PIPE-—-the signal pipe runs the length of the train and provides means for signalling the engineer through use of the Signal Car Discharge Valves located on the units and the cars. BRAKE CYLINDER PIPE-—This is contained on all units and runs between the relay valves and the brake cylinders to supply and exhaust the air in the cylinders. INDEPENDENT APPLICATION AND RELEASE PIPE (20)——It is trainlined to all units from the S-40 Independent Brake Valve through the Rotair Valve on the controlling unit to all D-24 Control Valves. It controls the independent application and release of the locomotive brakes. ACTUATING PIPE (13)-—It makes the same connections as the Inde- pendent Application and Release Pipe and provides air to release applications on the locomotive independently of the train. CONTROLLED EMERGENCY PIPE (35)——When the K-2-A Rotair Valve is used this pipe is contained in the “A” units only and connects the Rotair Valve and the S-4.0 Independent Brake Valve to the D-24. Control Valve to select or nullify controlled-emergency. With a K-2 Rotair Valve this pipe is trainlined to all units and performs the same function throughout. RELAY VALVE CONTROL PIPE (16)--It connects the D-24. Control Valve to the Relay Valve and the Relayair Valve unit. and is contained in each unit. Pressure in this pipe controls that in the brake cylinders through the relay valves in any brake application. It also operates the cut-off function of the relayair valve. APPLICATION PIPE (10)--T his pipe runs from the Brake Valve to the Relayair Valve Unit and timing valve on “A” units. It carries main reservoir pressure with service application portion and bra.ke pipe pressure with emergency application portion. Reduction of the pressure in the No. 10 pipe through safety overspeed or train control results in a brake application. SAFETY CONTROL PIPE (3)——It runs from the Relayair Valve unit to the Brake Valve through the Diaphragm Foot Valve and is contained on “A” units. It carries air from the No. 10 pipe and is vented to cause a Safety Control Application. STRAIGHT AIR PIPE-—This pipe connects the control valves, 2-1-B magnet portions and the master controller and runs the length of the train. Its purpose is to synchronize the electro-pneumatic brake. SUPPRESSION PIPE-—T his leads from 26 and 17 connections of the brake valve to the 17 connection on the relayair valve unit to provide a tem- porary suppression of an overspeed and safety control application when a suppression relayair valve unit is used. When the A-1 suppression valve is used these same brake valve connections lead to similar connections on the suppression valve to provide for temporary suppression for overspeed, safety, and train control. SANDING PIPE (15)—-It is contained on “A” units and connects the D-24 Control Valve to the H-5-A Relayair Valve to initiate emergency sanding and to the power-off switch to cut off the locomotive power in emergency. Can also be used on the “B” units when sanding is desired. 131 SUGGESTED PROCEDURE WHEN PIPES ARE BROKEN Automatic Brake Valve Equalizing Reservoir Pipe 5. 1. Close pipe to brake valve by plug or short close bend. 2. Close brake pipe exhaust (1/3” pipe opening on rear of rotary valve seat) using 1/2” pipe plug or well fitted hard wood plug. 3. To apply the brake move the brake valve handle into the emergency position zone gradually opening the pilot emergency valve only. Functions of the service position are lost. Application Pipe 10. 1. When Service Application portion is used close cut-out cock on front of the brake valve. This cuts out the safety control overspeed, and train control operation. 2. When Emergency Application portion is used close the cut-out cock if available or close the pipe by plugging or close bend. The functions of the emergency portion are lost. Brake Pipe 1. Must be repaired or locomotive and train automatic brakes are in- operative. The locomotive independent brake is operative but the automatic brake valve handle should be placed in lap position. Control Pipe 11. Cut out the Electro-Pneumatic brake and proceed using the Automatic Brake. Governor Pipe 29 (Steam Locomotive). Proceed with high governor top in control. If the high pressure top governor pipe is broken the compressor must be manually throttled to control the main reservoir pressure in first service, lap, service, and emergency position. Safety Control Pipe 3. Broken between the brake valve and the foot valve proceed with safety control controlled with diaphragm foot valve only. Between foot valve and relayair valve unit close the cut-out cock on the service or emer- gency application portion or a close tight bend to stop the leak with emergency application portion. All functions of the application portion are lost. Sanding Pipe 9. Broken between the brake valve and No. 15 double check valve (with break-in-two protection feature. Must be repaired or lose manual brake valve sanding. When the 15 double check valve is not used the break must be repaired or manual and automatic emergency sanding features are lost. Suppression Reservoir Pipe 23. Stop leak on brake valve side of the break by plugging or a close tight bend. Proceed, functions are the same as with Rotair valve in “PASS”. Reduction Limiting Reservoir Pipe 24. Close first service cut-out cock and proceed using service position for automatic brake operation. Power Cut-off Pipe 25. Power cut-off for any application portion operation is lost. Stop leak from the brake valve. 132 Main Reservoir Pipe 30. Must be repaired to have an automatic brake. If the independent brake valve is not mounted on the automatic brake valve pedestal the independent brake valve can be used if the main reservoir loss of air is cut-off. Stop Reservoir Pipe 8. Close pipe on the brake valve side by short tight bend to be able to obtain a tram overspeed or safety control release. The service appli- cation portion cut-out cock can be closed and proceed without anv repairs. Independent Brake Valve and Rotair Valve Main Reservoir Pipe 30. if broken at any point repair must be made to have the use of the mdependent brake valve. If the break occurs in the branch leading to the independent brake valve stop the loss of main reservoir air, and the controlled emergency feature is still available. The automatic brake is not effected. Actuating Pipe 13. Proceed without any repairs with the loss of the independent quick release feature. The brake valve handle must not be placed in lock- down position. Application and Release Pipe 20. Proceed with the independent Brake Valve Handle in -release position (not locked down) with t-he loss of the independent locomotive brake. Controlled Emergency Pipe 35. Place rotair valve in “PASS” and proceed without the controlled emer- gency feature and other freight functions of split reduction, etc. Brake Cylinder Relay Valves Main Reservoir Pipe 6. It must be repaired to have a locomotive brake. If repair cannot be made stop loss of main reservoir air and follow instruction of the rail- road involved. Brake Cylinder Pipe 30. Same as for main reservoir pipe 6 unless break in cylinder pipe is beyond the cylinder cut-out cock in which case close the cock and proceed with these cylinders cut-out. Control Pipe 16. Must be repaired to have a locomotive brake. Otherwise follow the instruction of the railroad involved. Second Reduction Reservoir Pipe 18. Proceed without any repairs, safety, overspeed, and train control brake pipe reductions are unlimited. Suppression Reservoir Pipe 19. Repair lea.k on brake valve side by close tight bend on the pipe. Pro- ceed with the loss of permanent suppression feature. Suppression Pipes 26 and 17. . _ Repair leaks on brake valve side by close tight bend 1n the pipes. Pro- ceed with the loss of the partial suppression. Broken Pipes. Repair the leak with close tight bend and proceed without the use of the gage. lWaster Controller and 21-B l\i/Iagnets and Bracket Control Pipe 11 to Master Controller. It must be repaired to have an electro-pneumatic brake or move brake valve shifter to “AU” position and proceed with the automatic brake. Straight Air Pipe 4. It must be repaired to have electro-pneumatic brake. If repairs cannot be made move automatic brake valve shifter lever to “AU” position and proceed with the use of the automatic brake. Auxiliary Reservoir Pipe 6. It must be repaired to have an electro-pneumatic brake. To have an automatic locomotive brake the auxiliary reservoir leak must be stopped. The automatic locomotive brake can be cut-out by ‘closing brake pipe branch pipe cock and use the independent locomotive brake. D-24 Control Valve Displacement Reservoir Pipe 3. Auxiliary Reservoir Pipe 5. Emergency Reservoir Pipe 2. In case of breakage of any of these pipes close the brake pipe branch pipe cut-out cook. The automatic locomotive brake is inoperative but the independent brake can be used. Main Reservoir Pipe 6. The main reservoir leak must be stopped by close tight bend in the pipe. The independent application and release portion slide valve will be blown from its seat with either an electro-pneumatic or independent brake application. The amount of pressure to blow the slide valve from its seat will vary depending upon the tension of the slide valve spring. Independent Application and Release Pipe 20. The independent application is lost but the quick release is still avail- able. No repairs need be made, proceed and carry independent brake valve handle in running position. ~ Actuating Pipe 13. The independent quick release and electro-pneumatic locomotive brake cut-out features are lost. No repairs need be made, proceed but do not use “lockdown” position of the independent brake valve handle since this will cause a blow at broken pipe 13. Straight Air Pipe 8. The use of the electro-pneumatic brake is lost on the locomotive if repairs cannot be made. The electro-pneumat-ic brak.e can be operated on all other units if the break is repaired on the straight air pipe side but do no-t close the pipe on the D-24 control valve side. Controlled Emergency Pipe 35. The controlled emergency feature is lost. Proceed with the rotair valve in “PASS” position. 134 Cbntrol Pipe 16. Note 1. A close tight bend refers to tubing which can be doubled over and. Note 2. If the break is between the D-24 Control Valve and the brake cylinder relay valve repairs must be made to have a locomotive brake. If repairs cannot be made follow the instruction of the individual railroad in- volved. for moving a locomotive without an operating brake. If the break occurs beyond the branch leading to the brake cylinder relay valve repair the leak with a short close bend on the control valve side. Proceed with the loss of the H-24 relayair valve cut-off valve function. hammered tight enough to prevent. "serious leakage. Where the pipe breaks at the flange fitting a well fitted hard woodplug may be driven into the fitting to prevent serious leakage. Blank gaskets or discs under flange fittings or in iron pipe unions are methods that can be used to advantage. - In case the brake pipe branch pipe is closed, to move the locomotive _ to a terminal, the auxiliary and emergency reservoirs should be drained and open to the atmosphere to guard against the possibility of cock key leakage resulting in a stuck brake. This may be obtained by removing_a reservoir pipe plug or disconnect one of the pipes 2, 3, or 5. 135 RECOMMENDED INSPECTION WHEN UNITS ARE ASSEMBLED *1. The position of the K-2 and K-2-A rotair valve handles should be noted on each “A” unit and the controlled emergency cocks on the “B” units seeing that they are positioned for the service intended. T-he control should be in “PASS” position for all passenger and short freight trains. The class of the freight train with reference to speed should be considered when “FRGT” position is selected. For example, a heavy freight train of 50 cars or more operating at top speed of 30 to 35 mph should be placed in “FRGT” position but trains operating at higher speeds would not be placed in “FRGT” position until train length exceeded about 70 cars. The above will automatically apply to overspeed, safety, and train control split reduction and timing reservoirs. The “B” unit hostler’s valve supply and the NS-1 reducing valve brake pipe supply cocks must be closed. The hostler’s brake valve handle should be removed. - The brake pipe cut-out cock must be closed on all automatic brake valves except the lead or controlling unit (handle vertical). Both the automatic and the independent brake valve handles should be removed except on the controlling unit. Connect all hose and open end cocks between all the units. Note that brakes apply and release on all the units from the lead or controlling Independent Brake Valve. After charging the brake pipe about 6 minutes, D-24 control valve branch pipe cut-out cock open and charging change over cock in “FRGT” position or about 3 minutes in “PASS” charging position, make a 15 pound brake pipe reduction and lap the brake valve. Note the Brake Pipe Gage for one minute for leakage which should not exceed 5 pounds. Note the Brake Cylinder Gage that brakes apply and remain applied for the above one minute. Then close brake pipe cut-out cock and move the automatic brake valve handle to emergency position and observe that the brake valve emergency exhaust valve opens and brake pipe gage indicates zero. Check all units that brakes are applied. Then open the brake pipe cut-out cock and place the brake valve handle in running position. Check all units that brakes have released. When Electro-Pneumatic Brake is used, move the shifter lever to “SA” position, brake valve handle in running position. Then move the brake valve handle to full application position and note the pressure on the Straight Air Pipe Gage of the locomotive. The maximum pressure should be about 70 to 75 pounds and the time not more than 5 seconds to 5 pounds below the maximum pressure. Note the Straight Air Pipe Gage for any “Pumping” action which may be due to leakage. The resulting brake cylinder pressure will depend upon the type of relay valve used and may only be a ratio of that in the straight air pipe. Note that the Graduated Release Cap on the I)-24 control valves are set in their proper position. This cap can be changed without draining the reservoirs when the D-24 control valve is in release position. The engineer should inspect the seal on all sealed cocks to determine if they are properly sealed and should report any cock on which the seal is broken. 136 9. Locomotive enginemen when taking charge of locomotives must know that the brakes are in operating condition. *NOTE: The rotair valves and controlled emergency cocks, depending upon specific railroad instructions, may be positioned for “FRGT” after loco- motives are attached to the train and returned to “PASS” position when detached from the train. If locomotives are detached from the train and are being moved in “FRGT” position, place the automatic brake valve handle quickly in emergency position if an emergency should arise. Follow this movement by quickly moving the independent brake valve handle to full application position to Nullify the Controlled Emergency Feature. The independent brake valve handle should be left in full application position until the stop is completed or the occasion for the emergency application has passed. 137 INDEX TO INSERTS Cock Handle Positions for Operation of 24-RL Equipment in Various Types of Service Rotair Valve Position Combinations D-24 Filling Piece Portion Plugging Combinations H-24 Relayair Pipe Bracket Plugging Combination Application of Stabilizing Volume to the D-2-1 Control Valve C72550-12-—Piping Diagram, A Unit—-Fundamental Standard Freight Loco- motive C72550-12--Piping Diagram, B Unit—Fundamental Standard Freight Loco- motive C72550-13--Piping Diagram, A Unit—-Fundamental Standard Passanger Loco- motive C72550-13——Piping Diagram, B Unit—-Fundamental Standard Passanger Loco- motive C72550-20——Piping Diagram, A Unit-—Freight Locomotive C72550-21-—Piping Diagram, A Unit—-Steam Passenger Locomotive with Train Stop C72550-62——Diagrammatic, A Unit-—Fundamental Standard Freight Locomotive C72550-63—Diagrammatic, A Unit—-Fundamental Standard Passenger Loco- motive C72550-64--Diagrammatic, A Unit-Passenger Locomotive With Deadman’s Service - C72550-65——Diagrammatic, A Unit--Fundamental Standard Passenger Loco- motive with Train Control C72550-66-—Diagrammatic, A Unit--Freight Locomotive with Deadman’s Emer- gency C72550-67——Diagrammatic, A Unit—-Freight Locomotive with Deadman’s Service C72550-68——Diagrammatic, A Unit-—Passenger Locomotive with Deadman’s Emergency C72550-69--Diagrammatic, A Unit--Passenger Locomotive with Train Control and Deadman’s Service C72550-70-Diagrammatic, A Unit---Freight Locomotive C7255()-71—-Diagrammatic, Steam Passenger Locomotive with Train Stop C72550-72-Diagrammatic, A Unit--Passenger Locomotive with Deadman’s Emergency C72550-73—Diagra-mmatic, A Unit—-Freight Locomotive with Deadman’s Emer- gency C72550-74--Diagrammatic, A Unit—-Freight Locomotive with Full Train Con- trol and Deadman’s Service C72550-75--Diagrammatic, A Unit--Freight Locomotive with Train Stop and Deadman’s Service C72550-'78—Diagrammatic, B Unit--Fundamental Standard Freight Locomotive 138 INDEX T0 INSERTS (cont.) C72550-79—Diagrammatic, B Unit-—F'undamental Standard Freight Locomo- tive less Hostler’s Station C72550-80-—Diagrammatic, B Unit—Fundamental Standard Passenger Loco- motive ' C72550-81—-Diagrarnmatie, B Unit-—F'undamental Standard Passenger Loco- motive less Hostler’s Station E72550-82—-Diagrammatie, Passenger Locomotive Supplementary Diagrammatic C77550— 1—Piping Diagram, A Unit—-Fundamental Standard Freight Loco- motive C77550- 1—Piping Diagram, B Unit—-Fundamental Standard Freight Loco- motive C'77550- 2——Piping Diagram, A Unit-——Fundamental Standard Passenger Loco- motive C77550- 2-Piping Diagram, B Unit——Fundamental Standard Passenger Loco- motive C77550— 5—Piping Diagram, A Unit-—-Freight Locomotive with Deadman’s Emergency C77550- 6—Piping Diagram, A Unit—Freight Locomotive with Deadman’s Service C77550-10——Piping Diagram, A Unit-—Freight Locomotive with Deadman’s Emergency C77550-51-——Diagrammatic, A Unit—Fundamental Standard Freight Locomotive C7_7550-52-—Diagrammatic, A Unit—Fundamental Standard Passanger Loco- motive C77550-53-Diagrammat-ic, A Unit—P'assenger Locomotive with Deadman’s Service C77550-54—Diagrammatic, A Unit—Passenger Locomotive with Train Control C77550-55—Diagrammatic, A Unit—Freight Locomotive with Deadman’s Emer- gency C77550—56-—Diagrammat-ic. A Unit—-Freight Locomotive with Deadman’s Service C77550—57—Dia.grammatic. A Unit-—Passenger Locomotive with D%eadman’s Service C77550-58-—Diagrammat~ic, A Unit-—Passenger Locomotive with Train Control and Deadman’s Service C77550-59-——Diagrammatic, A Unit—-Passenger Locomotive with Deadman’s Emergency ' C7 7550-60-—Diagramma.tic, A Unit—-Freight L o c o m o t i v e with Deadman’s Emergency C77550-61——Diagrammatic, A Unit—Freight Locomotive with Full Train Con- trol and Deadman’s Service C77550-62——Diagrammatic, A Unit—-Freight Locomotive with Train Stop and Deadman’s Service D7 7550-63—Diagrammatic, Passanger Locomotive Supplementary Diagrammatic 139 WESTINGHOUSE AIR BRAKE COMPANY Wilmerding, Pa., U. S. A. OFFICES ATLANTA 3, - - - - . - - Candler Building BOSTON 16, - - - - - - - Statler Building CHICAGO 4, - - - Railway Exchange Building CLEVELAND 15, - - - - - - Midland Building DENVER Z, - - - - Denver National Building HOUSTON 2, TEX. - - - - Commerce Building Los ANGELES 14, - - - - Pacific Electric Building MEXICO, D.F., MEXICO - - - - Edificio Aztlan NEW YORK 1, - - - - - Empire State Building ST. LOUIS 3, - - - - - - Shell Building ST. PAUL 1, - - - - First National Bank Building SAN FRANCISCO 5, - - - - - Matson Building SEATTLE 1, - - - - - - Securities Building WASHINGTON 6, D. C. - - - Ring Building ASSOCIATED COMPANIES WESTINGHOUSE PACIFIC COAST WESTINGHOUSE BRAKE BRAKE COMPANY & SIGNAL COMPANY, LTD. Emeryville, California London, England CANADIAN WESTINGHOUSE COMPANY, LTD. WESTINGHOUSE BRAKE Hamilton, Ontario, Canada (AUSTRAI-ASIA) PROPRIETARY, LTD. COMPAGNIA ITALIANA Concord West, New South WESTINGHOUSE FRENI S1. SEGNALI Torino, Italy Wales) Ausfialia COMPAGNIE DES FREINS St SIGNAUX WESTINGHOUSE BRBMSEN WESTINGHOUSE GESELLSOHAPT, M. B. H. Paris, France Hanover, Germany 5M-3 A Printed in U.S.A. LEGEND BRAKE me: ulmey _ err CONTROL WE Mann muauzmo nzsanvom wrm srop nesemom _EXHAU$Tt3n'lPI sruome PIPE rm 1 _ cane Awrucrmon vnws msronllnlm . STRAIGHT AIR PIPE T0 MASTER oournougp (yum unmrcmmce m uenoanov mo nsrou EX. T0 mnno nescnvom ($51?) seoouo neoucnou neseayom t!,.‘lP) eurpnessmn nesanvom 0,, 19) race vnvs _ as rmsr SUPPRESSIQN ntsenvom (Jain 1| N mrrmo R s: v m ‘LP 5: §tEgtlJlr(t;ATFG rituv PIPE 3Io"lP?_ ‘ ° ' 26 rcmonmv SUPPRESSION!-Vol?) 29 common ’ ab tMgLRESERVOlR u LP) so sr our me as ACKNOWLEDGING RELAY swrrca ';'.38:4'§:8¢0uu- 40 RELEASE PIPE Full Release Selector Cock V H“ H‘ O O C) ‘-1 U1! O O D-24 Control Valve Prpe Connectrons %" Ind. Appl. and Rel. Pipe %' Controlled-Emergency Pipe 1 1" Brake Pipe 2 3/4" Emergency Reservou Pipe Safety Control Cock 3 3/4" Displacement Res Pipe Handle Down—-“ln"-Cuts in Safety Control, 5 3/4' Aunhary Resenou Pipe Overspeed Control And 6 %' Main Reservorr Pipe 1 3 %~ st!aighg.Au' Pipe Tram Control 10 %: ixhausl Phi: Handle Up—"Out"—-Cuts Out Safety Control :2 :2. sacréagfé Pe Overspeed Control, And 15 %' B9137 valve Pipe Tram Control 20 35 Bralre Pipe Cut Out Cock Open Poeihon—Handle Horizontal Closed Pcnition—-Handle Vertical Slnlter Lever Aulomahc Poe1t1on—Lettera “A.U." Exposed Controlled Release-—l-landle Over Letters “F.V. Mam Res. Helease——Handle Over Letters “M.R." %la 9°’ First Service Positron Cock 3 OSE -24-H Broke Volvo First Semce Pocrtron Cock Cuts Out First Service And Brake Pipe Marntammg Funcbons Frrst Semce Pomhon Cool: _ 5 Cuts in First Semce And ' Brake Pipe Mamtammg ) Funchons. Cuts Out Fust Service And $9 Brake Pipe Mamtaimng gé Functions I First Service Posrhon Cool: Cuts in First Servrce And Brake Pipe Marntammg Funchons MR Supply mu ’ 2 it E U Salety Control Cock Handle Down—“In"—Cuts in Safety Control Overspeed Control, And Tram Control Handle Up-—"Out"—Cuts Out Safety Control. Overspeed Control, And Tram Control K-2-A ROTAIB VALVE Handle Pomtroos FHGT PASS TFHGT LAP §PAS5 LAP Independent Brake Valve cut in cut in ' cut out out out Locomo. Controlled-Emergency cut m cut out cut m cut out 'Spht Reductron cut in cut out cut out cut out Suppresmon Tumng Feature cut in cut out out out cut out ‘ Wnh Semce Apphcatron porhon. t On all “A" Umts m long freight trams except brake controlhng umt. § On all “A" Umls in passenger and short trerght trams except brake controlhng umt. Tuning Reservoir Pipe Mam Reoervon Pipe lat Suppresaon Res. Pipe lat Suppresswn Rec. Pipe Controllod—Emerg. fipo 20 Ind. App. & Bel. Pipe 44 Ind. Am & Bel. Pipe 45 M0’ “PO 13 Mo Pit» 27 Tuning Reoorvorr Hpo 821388-4 nz and {tan new Valve Pipe Brackets K-2 ROTAIB VALVE Handle Pooittom HGT PASS ‘FLAP Independent Brake Valve cut 1:: cut in cut out Loco. Controlled-Emerg. cut in cut out §cnt out ‘Split Reduchon cut in cut out out out Suppremon Timing Feet. cut in out out cut out 10n all “A" Units except brake controlling umt. ' with Service Apphcahon portion. § Allows Controlled-Emergency to be controlled from leadmg locomotive K-2 Roterr Valve. DS-24 Broke Volve \To Independent Broke Valve /H I F 0-24 Control Volvo Dead Engme Cock Handle Over Word “LlVE" For Live Engine Dead Engme Cock -_- Handle Over Word “DEAD" When 0 A Enqme is Operated Dead Retarded Recharge Cock 0 Handle Over Letters “YET” \)-,-"I Roetncta Aux. Res. Chargm' g / Retarded Recharge Cock Handle Over Letters “PASS” Fast Aux. Bea Charging Controlled Emergency Pipe—j Zl Graduated Release Cap CONTROLLED-EMERGENCY Cut-out Cock Handle Poatrons "1" Freight Posrtion Cuts m Locomohve Controlled-Emergency (for long freight trams) “P” Passenger Posrtion Cuts out Locomohve Controlled-Emergency (for passenger trains or short trerght trams) “L" Lap Posrtion Only used ll Controlled-Emergency prpe extends through umt and has hose couphng connected to controllmg umt having a K-2 Rotan Valve. Controlled- Emergency can then be controlled from leadrng loco- motrve rotair valve. NOTE: When hanhng locornohve deed, rotair valve and controlled-emergency cut-out cock should be in PASS (P) positron. O View of Papa Bracket For Control Valves Shovnng Controlled~Emergency Cut-Out Cock (Used On “B" Umts When “A" Unrts Are Fqmppod With K-2-A Rotau Valves) Cock Handle Positions for Operation of 24-RL Brake Equipment in Various Types of Service t LEAD "A" UNIT "B” UNIT TRAILING “A" UNIT K-2 ROTAIR K-2-A ROTAIR N0. 35 mpg No. 35 Pine K-2 ROTAIR K-2-A ROTAIR No.35 Pipe No. as Pipe Thru No. as Pipe No. as Pipe N1§"s'(§e5ctI:,irp‘(*;;,rc']‘;"(‘,n sfileégrrucock $el{=::°"rhCr<‘>1¢k No. as Pipe No. as Pipe Thru No.35 Pipe No. as Pipe Thru Selector Cock on c.v. Not Thru rm Como, Valve on C-V °n C-V- Thru Selector Cock on c.v. Not Thru Thru Rotair Poe. Rotair Poe. Cock Poe. Rotair Poe. Rotair Pos. Cock Position Cock Position Rotair Poe. Rotair Poe. Cock Poe. Rotair Poe. Rotair Pos. Fm. Controlled From Lead Unit Lap Lap Lap Frt. Lap® Frt. Lap Pass. Controlled From Lead Unit Lap Lap Lap Pass. Lap® Pass. Lap Frt. Lap Lap Lap Lap Frt. Lap@ Frt. Lap Pass. Lap Lap Lap Lap Pass. Lap@ Pass. Lap Frt. Frt. Lap@ Lap Frt. Frt. Lap Frt. Lap® Pass. Pass. Lap@ Lap Pass. Pass. Lap Pass. Lap Frt. Lap Controlled From Lad Unit Lap Lap Lap Frt. Lap@ F rt. Lap Pass. Lap Controlled From Lead Unit Lap Lap Lap Pass. Lap® Pass. Lap Frt. Lap Lap Lap Lap Lap Frt. Lap@ Frt. Lap Pass. Lap Lap Lap Lap Lap Pass. Lap® Pass. Lap Frt. Lap® Frt. Lap© Lap Frt. Frt. Lap Frt. Lap@ Pass. Lap® Pass. Lap® Lap Pass. Pass. Lap Pass. Lap Frt. Control Dependent on Lap©® Lap Frt.® Frt. Lap@ Frt. Lap@ Pass. Trailing “A” Unit Lap® Lap Pass.© Pass. Lap Pass. Lap Frt. Frt. Lap@@ Lap Frt. Frt. Lap Frt. Lap Pass. Pass. Lap© Lap Pass. Pass. Lap Pass. Lap Frt. Frt. Lap ®® Lap Frt. Frt. Lap Frt. Lap Pass. Pass. Lap@ Lap Pa Pass. Lap Pass. Lap Frt. Controlled From Lead Unit Lap Lap Lap Frt. Lap® Frt. Lap Pass. Controlled From Lead Unit Lap Lap Lap Pass. Lap® Pass. Lap Frt. Lap Lap Lap Lap Frt. Lap® Frt. Lap Pass. Lap Lap Lap Lap Pass. Lap® Pass. Lap Frt.® Frt. Lap@ Lap Frt.® Frt. Lap F rt. Lap® Pass. Pass. Lap© Lap Pass. Pass. Lap Pass. Lap Rotair Valve Position Combinations (9 Close No. 35 Cut-out Cock at end of unit. (9 Close No. 35 cut-out cock at rear of pl?- eeding unit. (9 Open No. 35 cut-out cock at end of unit. ® Controlled Emergency available only on Lad Unit. G) Cock may be placed in Lap if No. 35 pipe cut-out cocks are open to At. (D By connecting No. 35 pipes between units. Controlled Emergency is available on “ " Unit. Feature can be annulled from Lead Unit. G) Controlled Emergency not available on Trailing "A" Unit. G) Controlled Emergency available only on Lead and Trailing "A" Unite. 240 3/8 PLUG '0" Pc.56992(Ref. 53) V4 PLUG '8" Ex_ Pc.5l6298 (Rd. 54l l4O 40 I2 I8 Recommended Standard I/B PLUG "A" Pc.5|5794 V4 PLUG "8" Pc. 5l6 (Rd 54) Special D-24 Filling Piece Portion Plugging Combinations 800 Culn. V0‘ To be located as close to the control valve as possible. Not less than I" Pipe D-24 Control Valve Application of Stabilizing Volume to the D-24 Control Valve E"2 PNEUPHCNIC HQRN i _ Broke Cyinder Pigu. - , ‘ii°'-2?"; ‘Wm! Z¢'x "x "Cutout Cock - on "' ° ° 4 as I -—- ‘ . a/4''x'.'wi'xso° Angle Brockt _ :11‘. _ Qlfll-Ill_-_iI 1_.’|.|-|L|._ . and LS-4 Coupling Cutout Cock l/2"Whislle Valve __ /T° H°"‘ 2"x Iii-' Flqngad Union E-7-B SAFETY VALVE - ‘ ' , \ at # ' “' (8 I75 ) FA-4 MAGNET VALVE S-40-F INDEPENDENT i T° °°'"P'°$$°' s-I6 GOVERNOR BRAKE VALVE a TUBE AI=TERc0o|_ER |;Pipe\ 22% x 72' Notal ola2 (Sol I25-I40 lbe.)_ . A-6 PNEUPHONIC HORN Main Reservoir 2.x2..F|umd Union _ o " Q‘ |% EMERGENCY BRAKE VALVE '8 Cutout COOK g-2 Fltétairkvflve 13 T-35 Gage Automatic Droin Volvo OD 00 J0 Um I r ipe rac 6 1 __3() E K-2 ROTAIR VALVE " _]¥0D 20 55 Drain Cock g D-24 Control Valve 0.1:). I . :3 30 3.5 ~ ‘ '\Notc 4 Pipe Bracket A'| '* Pipe/1 A i 23 No. 15-0 DOUBLE H-24-C Relayair Valve D-'24 CONTROL VALVE Q J 13 CHECK VALVE Pipe Bracket ~ I '/ 1 /as 19 Ila 2D 1 6‘ 95 0.0. . L I 5; 0 D< r F L 1 I " D3" 24 Brake Valve 25 213 I I ‘ ' ' ’—'_ 22% X 72 5+ L_| Pipe Bracket ; -OD/Y ' 151' F M . Re . ‘E O D 1/ §\ 1st. SuDDreasi0n Siing End .. um servo" Dummy couwnq I e a 5 Combined Dirt Collector md Cutout Cock :0 " " TYPE 0 55'' OD / '7 -§-OD . U }iHo5DA RELAYNR B 3 A REL\vALvE Combined Auxiliary, Emergency I/2ll Drain Cock l/2" D ‘ I-Cub", M Wm‘ S|GNAL VALVE ' ' 10 045-0 overspeed WW5 6 ' ' A-2 CAR DISCHARGE VALVE and Displacement Volume Reservoir mm cock . - Tee mi Double Choke FTlliIlQ(I* Ch ke) VALVE ,, \ 2" XMF Flanged Union Lock“ h f’° 10 3 (VHL-TC|'lnOfilQ cw lo 12 10 3‘/|?|61..'°°Fl":l)9 L M (H MAIN RESERV0lR ""°“"""Y W 6 11 4 -1 °"°" k 1, mm 1 l 5 ~\|"|,Ps,. CUTOFF VALVE _ §4i.Es. o a min #00 " . 3:./8u Cutout COCk/%=> ,, 5/64"(;h kg) Spring " ‘ 2 “ 9 ‘l _ I I is 0.0. 60; End -'7é°“l°"* "5 1 REDUCING Aux. Emer. 4; cuioui Cock with 1120 . I-'-I Dummy Coupling 16 M FA-it”:/li_i:i’c&;__NET Volume Reservoir N 3 Lockinq "(India A {pipe 22 \ 8 .- " ___ " ote 3 v v ‘ Equal. and Red. L TYPE 0 DIAPHRAGM *5 0.0. 95 0.0. *5 °-D- j I )(l"X60°Ang|g Bmcim Limiting Reservoir FOOT VALVE _. \ ' ,, ' 95' Check Valve Is‘: Choke) ?;_§IP§ _ M I _ J _ Q I209‘ 1/zx V2160- K \ 7% ‘ - Angle Bracket .00” H \ _e_ Overspeed v°|ume \Overspeed Check Valve ,, k ii I ma. .. - 13 k . . . 3:125 L - 55 OD Rese""°" 6/64 M 8) Mom Reservoir PIpe\ 4 Ii - Ii . K ' ' — L A __ I/20-Q.‘ Cont. Emergency Pbe\ ' P’ F-1 D CO I' " ~_. € . ‘ ummy upmg ~\N t 6 j/2O'Dht _ Iooo% A-ggicotion flfieleuse Plgg 0on1. Emoriifi E "““"“ 8‘ R°''P''’°\ '/ - ' " ' . 0 e — —- 6 I, . . “I L — =__K_cmr_l.n__. \ J A£1018 6 _ II -——~flH I-A-Angle Cock L _ i= ———_ _ ' I _ Bronch Pipe Tee Note 9\ Branch P'P° Tee Brake HE" Bronch Pipe Tee~ Broke Pipe\ i"l.F.’S\ '1' .A"9'° c°° _ _ . ] fi l _ ‘ ll ' n ' 1 ~ , . . |"|-P5-/7 . . - - - - 12'-R-S ' 1% X 23"Arrnored Hose ‘ . , K3/4 Cutout Cock With Lockmq Handle Signol PIpe\_ _ 5'9"" HPGNL _ _ - \ ' -- with (Threaded Nipple F " /4" Angle Fiflinq 12'"-P3-/' Broke Cylinder Pi \ ' 94 Pipe 3/4"X3/4"X3/8" NOTES t filo 40 feet Woe pipe ol flich 5 feet or more adjacent to main reservoir to be 2 inches therernd lolnlhe izeotdische 9 . Sibflitthct . Ill amid“ to the @010 lcndhs local‘? 0 cw.“ or rotichng plpg M 2.8duty vdvotohelniollod lnbruth pipedol lfoot tilelilromnndiechor i cubed 4 feet fromlhe commoner. The bmeh pip In be firm‘ to fioln lonrd the the |§'x22" Hose with FP-5 Coupling "X Armored Hose with X Threaded Nipple and HS-2 Coupling I "X22" I-lose With FP-5 ' " upling- I-L-' Nipple Z; X24"Armorod Hose mm us-a Coq:ling- 3/4' Hippie ' ll -%)(24'' Armored Hose with eddy volve to be inlhe wrtiod X Nipple and HS-3 Coupling 1 um oi oipoioiionoiiooioiii-ii arm. 4- I-lllhdpilii not to exceed I3 lent with not more than one 90° elbow 5. L001"! olpbe between H-24-C relayair wire and C dmphr‘ can loot who not to coed 4 foot. 5,1110 brooch pipe leading to the Brain Volvo and Control Volve should be as short on possible I Length of pipe robe not more than 7 feet. 8 3/4 3/4“x9o' ANGLE BRACKET n _ .. / %X24Armored Hose with 51 Threaded/( WZQXZTHARMORED HOSE and Male Union Nipple a|;:l°"l‘.:(:iflpl1eB’(9Olb:'b::lV':"I':I':\‘::?\%%:;:f(%'lI.h:":JS%fl:\g‘i%e£::::1n;h&\%g:;°|Vow‘ "'°"°" TYPE UAH BRAKE QYLINERS - WESWGHOUSE MR BRAKE 6°- t:24‘-RI_ BRAKE EQUIPMENT FUNEDANElfI'AT§:,ND D PIPING MAUI“ A UNIT C-7 2550- I 2 TYPE UAH BRAKE CYLINDER A-6 PNEUPHONIC HORN SA-2 HOSTLERS BRAKE VALVE I350. VALVE ( Set |75#) AFTERCOOLER I; 221/2"x 72' {Whistle Mflin Reservoir { Cutout Cock Union Automatic Drain Valve 3% Duplex Air Gage BRAKE VALVE FA-4 Mamet valve 3/8 Cutout Cock S-I6 on 2 Dram Cg“ 25'|40#) D-24 Control Valve 3/8"Cut0ut Cock Pipe Bracket A-I Automatic Droin Valve I Pipe 2"Xl V4" Flanged Urion D-24 CONTROL VALVE *5” 0.0. ilfchock Vdve TYPE FILTER IOD \ 52 i~E+ L-I Dummy Coupling 22!/2"X 72' E+ L'l ‘-'-- Main Reservoir Dummy Couplinq /“ I I/4' Cutout Dirt Collector md Cilout Combined Auxiliary, Emergency and Displacement Volume Res I/2" Drain Cock |.I‘." RAKE Relayair Valve V2. B VALVE I"l.RS. Cock 0-I MAIN RESE CUTOFF VALVE ' l"0utout Cook With Handle I"Culoul Cock With Locking Handle H"| Dummy couplinq H'IDummy Coupling 12 Note 3 F-I Dummy Coupling ‘ B—3 -A RELAY VALVE ,. I Dummy Coupling it Cutout Cook with Locking Handle §:'|.P.S. i'xi" X60°Anqle Brockek_/\ 4 ' XI. X60°Angle Bracket I/2'X I/2-X60‘ ' B " ' Ant/2|'xB|/2"xeo° Anq . roe G Mflifl 9 Q fockei [carom Cock C t Em. Mitt Locking Handle °" ' r If Angle Mix 23"Armored with (Threaded Nipple and LS-4 Coupling |¢i'"Angle Cock 1% X 23"Armored Hose with 1 Threaded Nipple and LS-4 Couplmg X60° Angle Bracket Cock With Locking Handle |_;;5_ {Cutout Cock With Locking Handle ’iv)( 29;" Armored Hose with 55 Threaded Nipple and HS-2 Coupling l§5(22'Hose With FP CoupIinq- I1; Nipple ¥x%x¥ X Cutout Cock X 2f" Armored Hose with 55 Threaded Nipple and HS-2 Couplmg I§“X22'Hose With FP—5 CoupIinq- I-l" Nipple Z5 X24’ Hose wan» Hsa CoupIinq- 3/4" Nipple °AngIe Zg"x24" Hose wan HS" coupiinq- 3/4" Nipple zs ” X27Armored Hose with Threaded and Male Union Nipple 2.TArmored Hose with and Male Union Nipple UAH BRAKE ESTINGHOJSE AIR RAKE . UAH BRAKE 24-RL BRAKE EQUIPMBENT Co DIESEL ELECTRIC FREIGHT LOCOMOTIVE FUNDAAENTAL STANDARD PIPING DIAGRAM 8 UNIT C‘ 72550—|2 5lGNAL WHISTLE D S E "24 BRAKE VALVE 3%" Single Pointer Air Cage 33’; Duplex Air Gages E"'2 PNEUPHONIO HORN 27$ -4 O TYP E INDEPENDENT BRAKE VALVE d A-6 PNEUPHONIG HORN To H " é. \ (Set I75 #)‘ FA-4 MAGNET VALVE T0 c°'"P'Bs$°' S-I6 GOVERNOR 8 TUBE AFTERCOOLER !*'Pipe\ 22%'x 72" (set Main Reservoir I2-5'l4O lbs.) J! |i'x22" Hose with F P-5 Coupling 7 .. /8X24 Armored Hose with 9%" Nipple and HS-3 CouD""9 B-16-DY-90' SLACK ADJUSTERS {X 33'Armared Hose with ES-2 Coupling _ bl‘! !I_|||-II|_.VlI 3/4x 3/4 X9 0° ANGLE BRACKET héx 2?"At=tMoREo HOSE TYPE UAHS BRAKE CYLINDER .5-.'=I|| B-ts-av-oo"sLAoi< ADJUSTERS tho rorncinbr to In the size at tlischoroo at compressor. Subotittnoo for radiating pipe should In oquivotctt to tho ¢ovo Ion It: 0 m, _ —‘-*-P - r’ _ = . d P . I'll“ 2. Sdoly vdvotobo molotlod In brooch plpo Qoot Itoot long ht-t from the tits’ charge pipo abul Gr " ' ' m 4 “II 'I'°H\"'I COMP"! I0l'- Tho bmch pipe to bo arrangod to Gain toward tho too md tho I; gt oototy valvo to Ito lnttn vortiod pooion 3. LM d pipo tohonat rnorothan Bfoot. 4. unqthdoitn not to ucud I3 foot with not more than one 90'elbow 5. Lonqth ofpbo botnoon I-l-24-C rolayalr vulva and G aiopltt-ago toot vatvo not to noood 4 foot. 6.The brmch pipe Ieodingto the Brake \b|ve md Control Vlatve should be as short as possible 75 Goootoh rnamtad odjacont to tho spood govornor roloy cabinet B.Lonqth at plpo to be not more than 7 feet. _ _ _ 9 9, Lonfth of pipe to bonot loss than 20toeI orrnore than B '6 DY 90 SLACK ADJUSTERS 60 oot betnon the Control Volvo branch plpo tea and Brain Volvo branch plpo too or othor automatic vontlnq devices \}8"X24-‘Armored Hose with 54” Threaded and Male Union Nipple 2-|t F 3\ tl\ 1? ill 178 /30 3° 0 3- O O O 33 1%" EMERGENCY BRAKE VALVE \ _ Jo" °“'°"' °°°“ 24 0 K-2 Rotair Valve 13 “ --35 _ _ Automatic Drain Valve ‘L’ OD 1500 T d ((3 Pipe Bracket L. 3 V2 Smqle Pointer Gage -'° U"'°° °" ‘O 0 0 4 30 ‘L: O 0 O I K-2 ROTAIR VALVE 2 00 23 O O O O 26 D 20 55 Drain Cock 5 O O . 18 > g 0 D-24 Control Valve .D. A . 25 39 30 3'5 ~ ~ '\Note 4 Pipe Bracket A_ i 8 O 9 O O 23 No. 15-0 DOUBLE H-24-|-)0 Reéayai; Valve D-'24 CONTROL VALVE J 13 CHECK VALVE ipe rac e ,, J t .4 i too 20 ' ’ 5 8 19 1? it 1 I I . aw i I I C DsE..24 Brake Valve H 25 23 l’ H —--—~---_. 55 O.D.< /7 K ,--—3’-_ ggfx 72" P‘ B k t \ ‘ pl 1 o 4/} it _ ' E+ L-I I tpe rac e ‘W J ' _kOD/r ELECTROPNEUMATIC Morn Reservoir Dummy Coupling ‘L’ D '— 1 1st. Suppression . r O. . .. . Sprmg End MASTER CONTROLLER F -- H-24.0 RELAYAIR NQTE8 55 OD Reservoir 3 2 ‘_|_ Cutout Cock 24 VALVE UNIT “his” ' ' 33 no To Power Knockout 4 ~ 5 I7 . Cu.In. _ $6 0 D Combined Dirt Collector and Cutout Cock 1 C " /' F‘ ‘_ ‘.00 _ . . C d A . . E D 00 k I SIGNAL VALVE 3 013-? - _1O 5 N°_‘5_C Overspeed \l'IlflistIe H-5-A RELAYAIR as:[;;';‘ace"n’:::':y{/0|L‘:‘r:;9‘;;;‘;~°ir ' " '3 |/2- Dru,-n Cock 4 M09, Cock with _so . - Tee ctseiiie Choke Hllinglifi-nchoke) VA‘-Vi/8-Tee Fm-n 2" xii. Fiongw Union Lockmg H die ' _1 10 3 (V8 0 6 VON Q 2o ,2 10 M6. cl mi! in 1 0-I MAIN RESERVOIR H-I Dummy Coupling 6 4 ' 1 |\ || _ 3"‘ l __ __ I 11.1 [Ll l I I I-PS. CUTOFF VALVE 4 |_95_ ; | ' A-2 CAR DISCHARGE VALVE ’ 5 3/8" CLIl’OUl' COCK/ég .. _ (5/62"’ giittokol £00 SEpl':¢"lng %'cE1io2ui|> 11 9 N5 4 HEDUCHQG A E II " 3 OD‘ ‘ %.cui°"i cock G°°" 3'tlz"‘SingIePointer UK. men 5 Cutout God‘ with 20' Pl “mm? C°"P""9 22 16 ‘ Note FA-t£?_©(éNET Wlumo Reservoir Air Gage Lockmq Hcmd|B A/E ‘E 6 \ n " " V v "1-__~_‘ P . " Equal and Red- \ ‘ TYPE 6 DIAPHRAGM 55 o.o. 55 0.0. 5/8 °-D- \ I XI X6_O°An9le Bracket Limiting Reservoir !l§ J FOOT VALVE gg,f,_ gffn \ £004. \ -\ PI Couplmg 5 ., - * - - .. -' 3i check VGIVB ié Choke) , " / \ ' N ,, ..L ' V \ 1 E t ‘-00" " L -9- Overspeed Volume ‘ Overspeed Check Valve Zcutoul 0°ck/ Z ‘ R \ C%up“"grt:c: e '2 I |.F.’S. .. no Ou.In. . it 5, nos tL H *5 O D ReSe""°" 64 hoke) Main Reservoir Pi 4 it \ \ it . ' ‘ — L pa‘ / lr G t E P‘ ‘ P‘p‘’' F-1 Dummy Coupling k .i 2O'2'\ L on - margancy 'Pe\ \ \“ Bil--I Dummy Cowling M 6 i’2°-D“ _ lnde endont A .&ReI.Pi e — Cont.Emor I'I Pi 1: lnd.App 8tRe|.Pipa\ 1/ A _ _ - o e —- - ~= r--— it - _ _______i__2!- L \_ = _'—'_-— 4 H 1, Ln Branch Pipe Tee J,|"|t:t$ Note 9\ Branch Pipe Tee Brake Pipex Brunch PM Teefi]; I Bmke PiP°\ Straight Air Pipe\\ \\ I I.F?&Lk I Angle c°° I1 1 ' i I -' _'- ' '- _ __ _ . I 6 _ . /I 3 \ \ I/5Cu’rout Cook wtthLock|ngHaIe 1% X 23.,Armored Hose \J/{Cutout Cook with Lockmg Handle V: DD’ St nalPt exp Slrfllght Air Pipe I ; M-_ with (Threaded Nipple I - - I I -- ' t. 3/4“ Angie Fming 12,195-/I Broke CyIind_er Pipo\ Brake Cylinder Pi_po\ sujml Pm i-Cl.l1(_Jl.llO0Ck Wtth_ _ and t_5-4 Couplmg 1 Pipe 3; Cutout Cook with Locking Handle 3/4''xy4f')(3/e'' ," ;''X1'- 0 t ut C k Locking Handle ipme I; ll e If 5/ | I x 4 3 U 0 °C\ 3!! Angle JQXJQX 9' p g /2 IR L 35” 4'0"" 0‘ YMHQ lip. 0! INCH 5 toot or more adpcont to main rosorvoir to bo 2 inches 4 I sa"X 2:?" Armored Hose with % Threaded Nipple and HS-2 Coupling I "X22" Hose With FP‘5 I ouplinq- I-F Nipple X24“Armorod Hose with HS-3 Coupling- 3/4" Nipple ‘EX {X 60° An gle Brooke Coupling %-"X 2§Armored Hose with ES-2 Coupling B-16-DY-90' SLACK ADJUSTERS WESTINGHOUSE AIR BRAKE CO. 24—RL BRAKE EQUIPMENT DIESEL ELECTRIC PASSENGER LOCOMOTIVE FUNDAMENTAL STANDARD PIPING DIAGRAM A UNIT 0-7 2550- I 3 A-6 PNEUPHONIC HORN\ SA'2 HOSTLERS BRAKE VALVE 8 TUBE AF TERCOOLER l £Pipe\L i \\ E-7-B SAFETY VALVE (Sel |?5#-) 22 I/2'x 72' . . TO COMPRESSOR Mom Reservoir 2"X2 Flanged Urion SAP Aulomalic Drain Valve \ 3 I/'2' Snqle Poinl Gage FA -4 Mamet . ,. \/°'V° a/8' cm: COCK ll EMERGENCY BRAKE vAEvE /5 *5 arm Cock E S-l6 Governor(Sell25-I4-Oi‘) D-24 Control Valve 3/8 cutout cock 3, “OD . _ ' / I1 I / \\ Pipe Bracket A~l Aulomallc Drain Volvo ‘KL Plpe “ '1 Pll-Ve-> ' ' 2“XI V4 Flanged Urion £00 D-24 CONTROL VALVE ) ¥ Not /‘ l Check Valve _ 2 . 22I/2"x 72' Main Reservoir \ I __ To Unlooder 3 2 l“ l 34 IRS. _ R5 Combined Dirt Collector and Cmoul Cock I _ \ ' / Couplmg : = = % ' I H E E8|L-I Dummy Coupling C°mb"\°d Auxiliary. E""¢I‘Q¢I‘\¢y ,, '/2 Drum cock _ Ii EMERGENCY BRAKE ' L - L and Displacement Volume Res ' [PS I2 I H-5-A RelayOlr \/Q"/9 VALVE V2 Drum Cock n .' /’ l"cuIauI c ck I I \ l _ 5' CH MAIN RESERVOIR |lAI€;lLl,1nl,_Lgcl(<;'ockH dl “‘ ‘L4. 0 1 E W) "19 On 8 wilh Locking Handle L‘ ilk-/I 1 ll - A ZCAR {OD CUTOFF VALVE l“Xl'X60°Angle [UN T I I Sanding R85 _ "'xl‘X6ooAnq|B BrackelCouplInQ /} ‘PS 5 435 DISCHARGE ALVE 4 U Bmdm, coupling 4 . . . Aux Em” Tosonder I cum. I/znomou’ Cock 341 [93 /' MP‘ ‘ I5 I" Nae 3 LéQD In ‘pa ' - ~ , 3-SilP'lA'G .. '. -- F_| Dummy '/aX*z><6° Angle §\ UK h__ Q “°° °'"" " ° ° *CUl’Ol.|1 Cock With \’§§!/_——®\'/zx l'2X60°AnqIe Coupling Bmcket couplmg |-B '“°°%$ Locking Handle EH96 B'°°"°’ C°“P'"‘° n . / \ \ l Xl'X60'Anda Bracket Couplmq Note 4 \ |'c"'°"' c°ck "ml ~ ‘I - P‘ I"Xl'X60°Angle Brackei Coupling Locking Handle lg Culoul Cock / . . '1 I: \~ Locking Handle / F '—I "- : l,¢2x|¢2x6O°An9le 7-. - /I _ /_ :. 1 “J /7 __ I" y . Conl. Emor. Pipe\ TOD 4LPs' I "' _"""' : : “ 11 ‘ I ‘ E :/ k°°K’ I _ Q _ -2 I ' " " c i ‘h AQl_ll.q1l1]Q_ElD_Q I . l;';"AngIa Cock J Broke Pipe\ _ \ % Angle Cock ' ' | I I II] "I \ \ . /-rs?! l‘?i__‘l\_,-‘ifil mm , k lrmg Ir Ipe\ I . , ' ~,z ' - §.,. Signal Ripe\ _\_’ _ll|--I I H - - R " f 3” . ‘ % Culoul Cock wllh Lockmg Handle . _ J2 LE5. ’€CI:';%‘£ng‘:_;:n:‘g H §{;X§4 Angle Filling Bmke cyl"‘d°' P'p9\ / 3/:.'X 34 Anglefillinq ,l'2"X 60° Angle Bracket Coupling f Iglps/' I v = "__ -mall" §8x24n . , . E " "~-E‘ \--’/ Arm a with HS-2 Couplmq .= _fi_ _ Hr; _ _ ore I-_bse \ _ I I IIIIl'hHS-2 Coqahng ' ~x22_ H |_I|l—|-Qll I|._l-I-||||\ I ose , " " " l X22" m FP-5C0uping \\ iv‘ C§4:;4.r’t‘:'E°“;9“' B-Is—DY- so wi,h?,_5 c°$;°:° all“ 0CH\;ndle°C mg I SLACK ADJU/STERS %,x25n . L J ' ,, ‘, I P- ’ Armored Hose with %)E(Zg3;ACmouplsl9°md Hm with “ © _\''l B I6-DY-90 SLACK 3g4r:c:l9oC:>:p':ir?(_: 6 we / 7"x 2 4“ A d H Ifgughég pl _ . . “ I . rmore ose - ou ‘ ADJUSTERS / '5 “J ,, 8—l6-DY- 90 38 X24‘ Armored Hose wilh SLACK ADJUSTERS H$-3 Coupling __.J - ‘A TYPE UAHS BRAKE CYLINDERS \ \III A TYPE UAHS BRAKE CYLINDERS -9; X 27"Armored Hose gull WESTINGHOUSE AIR BRAKE 00 24'RL BRAKE EQUIPMENT DIESEL ELECTRIC PASSENGER’ LOOOMOTIVE FUNDAMENTAL STANDARD PIPING DIAGRAM "8' uurr C‘ 72550-I3 MI E» E-2 PNEUPHONIC HORN I/2"Whislle Valve S-40-F INDEPENDENT D-24 BRAKE VALVE BRAKE VALVE SIGNAL WHISTLE 3% Duplex Air Gages _s___ A-6 PNEUPHONIC HOR F a\ ii iii .21 3/5 /30 H Q0 \ 0 I TO "l L |-,{' EMERGENCY BRAKE VALVE 24\ K-2 Rotair Valve 13 " ' 35 ‘O O O @ Pipe Bracket I __30 \ 0 ° 0 O I K-2 ROTAIR VALVE 23 -'_- "' 20 5 O O Q 2“ EI i I O '8 = n D-24 Control Valve 25- 0 39 ‘iv 45 9i O.D.'=‘l : \ Pipe Bracket. 8/ 44 30 35 ~ Note 4 Q) 0 30 5 1 __.__- J D-24 CONTROL VALVE l M n I T I / I \ 35 17/ ii to 9 ” 20 I I \ _ : 0'24 Brake Valve _-I g - Q 95 O.D./‘r F Pipe Bracket Fl l./‘A’ O.D. t/| ' 24 5__ l/so . . TYPE C F B_3_A RELAY VALVE Combmed Dlrt Collector and Cutout Cock SIGNAL VALVE 55 0-D-< Combined Auxiliary, Emergency A-2 CAR DISCHARGE VALVE and Displacement Volume Reservoir 3/8" om t 0 k/dii OU DC NS -1 REDUCING Erner. <8 22 6i Equal. and Red. " v Limiting Reservoir 9‘ 0-D- 5 H / %'P§ I/2" Cutout Cock " ! p% on F l t I _ _ Mam Reservoir PIpe\ _ H |/;0.D F-1 Dummy Couplmg V "'__ ¥ _ ‘ \ 2°-ON _ lnde dent A ication a Release Pi __ C..ont-_E._m_e_M enc Pi W. -l Dummy Coupling \ Ti 1 \-————.—. J I41,/Ingle Cock -=-_=l Ni‘ “ j:fig5ronch Pipe Tee Brunch Pipe Tee \ g Broke Pipa‘ Branch Pipe Tee I F I WI I I c II / ‘I .. _ , /3/4’Cutout Cock With Locking Handle ' "P3 sigmi pip“ \- __ I I, , _ H /4 Angle Fitting ‘Q |-F-’5-/ Brake Cylinder Pipe\ 3/4"xa/4'x:*.ve" Cutout Cock \|/"|PS/ Ii'X22" Hose 2 " ' with FP-5 Coupling H -__: :_ -‘\‘- 7" . '|g'r'I'''LI! _ ll /8X24" Armored Hose with " " 9 IE! I \ %Nipple and HS-3 Coupling - _ E ‘ t PIPB WESTINGHOUSE AIR BRAKE C0. 94 RL BRAKE EQUIPMENT DIESEL FREIGHT l_ocoluo'rIvE NOTE’. For shoots 2on0 3 PIPING DIAGRAM see sheets 2and 3 of Plplnq Diagram c-72550-20 E'2 PNEUPHONIC HORM 35'” Single Pointer Air Gage DSE-24 -T Brake Valve SIGNAL WHISTLE 3% Duplexf Air Gages A-6 PNEUPHONIC HOR I: a II II? :21 as so \ \ 71 LL N O \ 0 0 0 Q0 P} EMERGENCY BRAKE VALVE 24 ‘O 0 0 O O O O 1 " 0 5 O 0 26 O Q I8 D-24 Control Valve 25 39 \N t 4 Pipe Bracket o e e O O O ~ D-24 CONTROL VALVE I l ° °° 16 13 20 1 6 550.0. "/';'°9 0 CtIIdE P‘ 3 ‘iii; DSE-24-T Brake Valve Q ' on '0 e mergency 'pe\ if Pipe Bracket \ 35; ( i H‘ 3 Acknowledging Valve ELECTRO-PNEUMATIC N°_ 21-5 MAGNET AND BRACKET °-°~ "WW ""4 Bmctel MASTER CONTROLLER 24 )8 3 2 5 A°""°“'°dJEC|NG Agnes. Au Em“ V (Set45"') 3 22 . Equal. and Red. X Note 3 V ' Limiting Reservoir IE 7 J p 5 / I 4 t|"|'PS_ 2 3,2198 ESL-I Dummy Coupling ‘\ R _ _ Main Reservoir Pipex F-1 Dummy Coupling \~. ' ., _ . -Jr/9 /2°-ON Indagdent App. 8iReI.Pipe\ :—II 3 : P-\ \k \ ACTUOII PI \ _ \‘It-ii" = '‘ —__—'-''‘’'''_ 7/T _ _ \.\._—.-. rflnch Pipe Tee 1|”|P$ Branch Pipe Tee Broke Pipe‘ B'“"°" P'P° Tee F I i L \ \J5"Cutout Cook with Locking Handle W00" Signal PiQe\ Straight Air Pipei I . . I1 " . 3/4 Angle Flltmo I2 ‘P5-/' Broke Cylinder Pipo\ \ §P~ipe 5; Cutout Cock with Locking Handle 3/4"x3/4")(3/3" J{X lfx 60°Ange Bracket Coupling I-§X22" Hose with FP-5 Coupling 7 ‘I II /8 X 24 A rmore d Hose with B-16-DY-eo"sLAcI< ADJUSTERS B-16-DY-90' SLACK ADJUSTERS 5" I I _ | I X 33 Armored Hose with E8 2 Coupling WESTINGHOUSE AIR BRAKE Co. TYPE UAHS BRAKE CYLINDER ‘ __-_-__i; ' 24-RL BRAKE EQUIPMENT STEAM PASSENGER LOCOMOTIVE NOTE: For Shoots 20I'Id3 WITH TRAIN STOP Soo Shoots 201163 PIPING DIAGRAM of Piping Diagram G-rrsso~e C _ 5 €-4-3.5'05~ l 5 E ROTAIR VALVE 250a 25 a 25|b 02 2b an: 25°” -' . T VALVE a 20 - _ = w E o i- ‘ 5’-‘-“-2*“-'.= ‘E537; -"- :=*;-:'“~ = “‘§a';;>*',';';';."-‘,';;i --_-:1: ” °’ = -'= " " E '~: a 5 /’ A 251 II (I u. w 5 w LIJ ‘ 20 37 25' ' "' '3§ ? C%2t?olled Emergency185 194 93 Pm Bracket Diagram of §\ ¢ -I/;'.-i - I /”\v/// . - A I .Fg,-All /. M Portion 3a 29 DS -24 Brake Valve 5 I l;_11i‘ I n\_ ? 256 D5-24 A 8 A \\\\\ \\I\ 84 187 Chamber Duplex Gages \\$l'IlIIIl=l\\\\\\*.\'\,‘<"- -“jk Q = -: W’ ‘ E ' ‘ ‘ - ' \ \\\\\\\\ B-5-A RELAY VALVE llnd.oppl.and § 0 199 re 8° 8° orfion \ \‘ll . l-'|\\\\\\\\\\“\\\L\ E ‘ \ Emergemy Vem Vaive (l‘§i'(e)iTgfit“RPI;/s’i'lLic\I(nl-3 17 37 :5 with dynamic interlock “ ’;““““‘.§.“3-}—_‘}=t-‘Z 230 /~ _ iv / Q ‘ _ \ '* 5 240 24I / .el\\t \\ k\\\\\\\\\\\\\\s,,, \ ilg 226 201 we §§k\\\\\\\\\\\ " Md EIW 226 245 BC ‘;;II:\‘¢;I\‘\‘\?I.2\“\\\\\\\ \;.;7“\r\s-.a\.‘ 236 M. 277 . . . I 8 \u|u&\," _ . °l"tlOi'k 9 Position Diagram of _ _ _ x_ I 23' \ 0a 276 127 K"'2 ROi’Oll' VCl|V8 9-’ 2' I .r \ 81 2-8! 36 I 89a 55 57 E 22 53a 58 53 54 G i1';-iii 52 6 P "on 7;’\ ‘U _ 1 5 M" ‘ High Pressure Valve 46 H-24-C RELAYAIR VALVE T Passenger Passenger 65 3 34 \\ ’% 4%; ‘ ‘“ I Cut-Off Valve ‘I B-3'8 Conductors 98 35 5 114 Full Release \ s Selector Cock 64 \ \ ‘i '2 it 5 a E§ Position Diagram of //-I / Z, K-2-A Rotair Valve 4 \' V-' _ l § Q _ ' § 7 ,/,1 tst. Sup. Res. Qvu-gpggd supprgw‘ N84 REDUCING VAL FA-4 MAGNET VALVE 27 9 Blanlunq Pad 5 W Control Portion 2 40 //. _ 57 I’I6"¢l1¢"-ml RELAYAIR VALVE ' Overspeed Application A1, \ VBIVC 3b At. i 21 _12 41 - Vent Valve Vol. Res. Fitting ( DIAPHRAGM FOOT VALVE E-3 Brake Valve 14 - Du-eat Release Position 134 Combined 48 Application Position 47 First Service 46 Cock 136 Combined Dirt Collector D-24-A FEED VALVE and Cut-Out Cock II 96 Emergency O 1 126 Cock with Look 19 11 127 Rel. Interlock Portion Equalizing and Reduction Limiting Reservoir J Suppression Vol“: 14 No. 15—C Double Check Valve Overspeed Vol. Res. "Choke) Controlled Emergency Pipe ting Pipe Cylinder To Signal Valve 70 Sflfidfi To Brake Cylinder Reservoir Pipe To Power and Release Pipe To Car Discharge Valve ke Pipe Signal Pipe 24'RL LOCQ C" 72550-62 3 Magnet Portion inshot Valve = ROTAIR VALVE . .§ %‘ 2% ii’ -24 BRAKE VALVE (Freight P0511-ion) S'40'D MDEPENDENT 1 1 RELAY VALVE 267 D-24 CONTROL VALVE 25"} 0 03 "5 E 953 0.50: 2' :1: w . " ‘Egg SEE: w p Diflqrflm Of 231 20 37 Controlled _Emergency1B5 93 Pm Bracket 25' “ml “i”, 29 ' ' oss-24 Broke Volvo M Portion 38 8 F /K 2 235 187 Quick Action fig j//‘é/ 26 238 241 Duplex Air Gages Chamber o 1 I 2 328 2383 l:'|d.oppl.onctl. 199 Ind P7 't' 0' mm 19 318 ROTAIR VALVE Fe 9°" PO!’ '0" 0ppl.ond 0f°%£2k |\?¢%V9S 15 (Passenger Position) 17 85 um‘ dynamic 'maflock reiem |'-‘onion 226 201 Deed Engine 226 277 908 276 89a Position Diagram of K-2 Rotoir Volve Pointer Gage ELECTRO-PNEUMATlC MASTER CONTROLLER 266 81 237 Rel. Portion High Pressure Valve 0. -J 214 Freight Freight Lap Passenger Passenger H-24-C FiELAYAiR VALVE MAGNET ' 1 w w 216 204 13 BRACKET \ 45 I//Aglr//my////A’///A!!_V/A 1a '7/41!://////gr////A,’////,__'/, '//JIV/////.7///5-‘Z/-14:"//A '//£5////A7/Al'.:"""'-51¢ ' Ally”///&'///IEIIIIIIJ:-/ll" 7//E?////if//////6%” ’ V//1!§'/////ii‘://///ZWI/111,5’ '//'/07///7/I/////A7/////II//Z4 Position Diagram of K-2-A Rotair Valve s e 65 Single Pointer Air Cut-Off Valve Rel Appl. . Magnet Magnet §‘ 2 \ "// IE-‘ 34 \ l[_ I Z-'_i;l_r:rI4!I 7 A Full Release Selector Cock I/Illflln _ - \ a \ 35 \32 \ L m. \\ .\\\\\\\\‘ 64 30 Relay Portion gll//I1“/Ll’ II/I ‘ F<'l>l-0nd ' P ' _ 1 I an 83 For ion \ \~l1'. : 'A‘z:i\\\-\\\\\\\\:\\\\ ‘ P. s\““‘ .' 1 _ Pfogiaion riuqrdm Q: ‘Pass°"Q°“ °S"‘°"} 85 vnih dynamic mierlock * -___ A “\“\\“'/i Q 226 '22? "°"'°" k v I s E /, QQ _ r 1 ° °° °"e Ex_ I /22y254 zi\t\\ §l‘& § 201 40 253 me &i\\\\\\\\\ 8.; om Engine 226 \\\\w ¥ '4 J E .\\\\\\“\\\ \\ \“ ‘, ‘ . 2 7 7 32 P00" 0 g r O m of \\\Y¥ aR\\\\\\\\\"\\\\\\\\\\\m;fl2§~§§ g:_’£fl)CG 43 62 _ - ZBI 4 ’// 2-s£—4#,§ \ 237 S. I P . f ELECTRO PNEUMATIC 266 ‘"9 ° °"‘ °" MASTER CONTROLLER 8 23 9 ,3 -- 1.; ; B93 81 4 Air Gage 328 Rel. 88 Portion High Pressure Valve &\‘\\\\\\\\\\\\\\\\\\\\“ I L‘ I \\Y I k\\\\ I \\\\\\a\\\\\\\\\\\\\\'\\\\\\\\\‘\* - \ e __ \ 19 Y .?'\ 4 VA?-.$.\\\“.'/"°L No.2l-B MAGNET '50/ 1'4; I Freight Frelg ht Passenger Lap Passenger H-24-C RELAYAIR VALVE Lap /III//III]?//I \ // 216 204 3 V///”/////7/////.'////J"//// /////?\’\’~""3,,'3,’% AND BRACKET . 1 ;//Ally////17/////1'///Alli///A 15 18 .‘ / ' 1:. 4' /, A:'-_ 1 § :1 1 4 J Z|E~~‘ 2:17.?” 2 1'//2'/////1.73 C wfi V , . . 6 '/.= = ”n= 2 zany/////A7/A_/:”////1._r////I u ave Single Pomter 11 Appl. Rel. 34- ; Air Magnet Magnet E‘ 2 Full Release conducms 35 ‘ 4 j/ /lily////4///117m;-4|,/A /A:////1:.//////:%£lZ V///ii’/////ll’///'/,:',T',,,.7,z Position Diagram of K-2-A Rotair Valve Selector Cock \ \32 .§. s\\\\\\\‘\\ 64 L\\\\ I A‘ I \\\\\\\ I 3 I s\\i I \\‘ I t\\“\\\\Y 7/ 25 30 Relay Portion \\\\‘ 68 IIA 7/1 IIIIIIIII 71.14 7/} W 70 38 36 42 43 23 Diaphragm Portion NS-1 REDUCING VAL Control Portion 1 2 1st Sup. Res. FA-4 27 Overspeed Suppression Blanking Pad II.‘ I Vlllllfl I § 34 (l/l6"Ghoke) 57 RELAYAIR VALVE \\\\'|\\‘losl\\1|.\\|sv| K Overspeed Application Valve 7 .. .._.. 4 - _ Equal. Piston Portion 31 \At. 21 12 41 - Vent Vaive 54 44 43 \\\\\\\\\\\\\\\\\\\\\\\‘ Check 6; Choke) 38 Vol. Res. E-3 Brake Valve 14 17 Direct Release Position as . . . . Application 43 47 First Service Cook DIAPHRAGM VALVE 2a 13 134 Combined 6 D-24-A FEED VALVE 136 7 15 A Combined Dirt Collector and Cut-Out Cock '7 % Equalizing and Reduction Limiting Reservoir 126 Cock B Emergency with Look 19 82 127 Rel. Interlock Portion Vol. Res No. 15-0 Double Check Valve Overspeed Vol. Res. 54 83 Brake Cylinder Emergency Pipe AC1'UQfiI'IQ Pipe To Signal Valve Main Reservoir Pipe To Brake Cylinder and Release P 0 Car Discharge Valve Brake Pipe Signal Pipe Sander ‘24_RL E LOCO Wiih DEADMANS SERVI -2 Sheels DlAGRAMM(l;A€flC A UNIT C‘ 72550-64 h 0 C 0 " ROTAIR VALVE m L I - - S-40-D INDEPENDENT VALVE 5 3 BRAKE VALVE ,_ [F"°‘9ht P°~°"'-'°") Magnet Portion inshot Valve E E p § 2 43 AND BRACKET Switch Portion RELAY VALVE D-24 co NT L VALVE 253 W.P. °i°ll'°'" °f § ,1 § 0 37 Single Pointer 243 22 235 Appl. Rel. 26 7/14L-‘--.?I5ll':l?2V//AE3lZ*2L’.’6 D G V///all?///A.’///All’///A Magnet Ma net "°"”‘ ages 3 9 Quick Action 1 . I - 1.-111.: .I1n 1 - ' PO“ D; m 19 5Ig7§2ItlIf9)77/4:6/1/IZ‘lZ.l’/IZIIQ 271 23 '°" °‘-"‘' FI4IYI'nHZV/£"”""lrl5'-5:]? _ 1.. - - ROTAIR VALVE °f Check Vfllvfl-5 15 s|'//IV/1|s",|'1'//:i-"W321?/' E - /”‘//‘''"'-!—’!7/ P r Posi'ion) 1 ‘'99.’ ‘md tar.-i’-ai'::|././='/_L/-:'-1'1-,1,.'IiI'4'/.|é 33"‘ //A-////Z1 ’//14%|’//' ( assenge I portion I83 EIZI-lilfl-V/J/AZIZIZ-HIE’ ///Allrll/I'J.'IIIIJ¥l',,’a iljfl-l1l9)7J‘I"i" It-l:I'/1 2 EX. §I§!_!lI%L'.I-l?Z-21:6 V///11;’///AV///IJF1"//1 ELECTRO-PNEUMATIC 40 ;:%%I5;;:ZI- 535%; 3° '1111,-.mr1ar111a'111a MASTER CONTROLLER 230 32 Poslllon Iagrorno K-2 Rotair Valve Pointer !11—7:E?_._l7i7;6}7rTAW5;717iZY// ' 1'1/AI?//4742'///A7/.-" A '////.'////1ZJ%92'¢Z£9’////1'ZFZ Pipe Bracket % B E Service Portion El 2 Emergency Portion A E; 2;, 5 5 L‘:-"&: " '5 6 3 Q; :1 § 18 High Pressure 2 / ‘ E -' 0- 3 0- H'24'E Valve ’i '\\\, ‘ HE‘-AYA"‘ VA‘-VE Single Pointer é / /. 45 ,//Al!’///%V////AW///.!!_’//A Air ¢ \ 4 I///'//////A7/////A7/////:;///A / \ ’ Control Portion \ fllllllll III‘ ‘III III I ///Afy////A,///Ar’!-5"" ‘'2? %MM”/’/”” 2 7/Ali’//7///1L"’7//I:'111111.7lZ '1//13797//11:7////I.’///I//157/A Position Diagram of K-2-A Rotair Valve 'IIa \\\‘_ 74' : ‘‘‘‘\‘''7/A "2 21 7/] ‘Q - 1 .1 P : %l S‘ - a Full Release Selector Cock 34 L 35 FA-4 MAGNET VALVE 30 Relay Portion Ser. Appl. YAIR VALVE 1st. Sup. Res. 23 - _ . - Diaphragm Portion Overspeed Application Valve \\ III I VIIIIII. VIII 7 ~‘I \At. 43 Vat Ree. Volume R . APfli0O‘|‘iOfl Position 48 eservoir 47 First Service Cock E-3 BI;=IlIl:.Applicotion 41 - Vent Valve DIAPHRAGM FOOT VALVE Si ' A’ Release Position D-24-A FEED VALVE Combined Equalizing and Reduction Limiting Reservoir I5 Double Check Valve Spring End To Power Combined Dirt Coliector and Gut-Out Cock 126 Emergency 2nd. Red. i5*C Double Check Valve Ree. 127 Rel. lnteriock Portion To Signal Car Discharge V0‘ Brake Cylinder PLATE "M" AIR BRAKE CO. DIESEL. ELECTRIC PASSENGER LOGOIIDTIVI runaauenn-I. snnoanp vimi ream cormloi. A umf DIAGRAIIATIG C-7 2550-65 2501: VALVE 22:00 25 O 25'b2°°2 2b Sic 288 D-24 CONTROL VALVE ° =19 /28? 43 253 25' 252 Controlled Emergency185 194 7 \ ’ 2 Portion ' I 28 252 280 3 6 D ROTAIR VALVE (Passenger Position) 2510 93 Pipe Bracket 25' 3a S-40- F INDEPENDENT 253 20 37 Quick Action Chamber Emergency O1 3 = Q s .2 E 0 5 CC 0‘: Service Lap Service First 187 Freight Passenger Passenger *Wi‘!$1ie Duptex Air Gages 199 ln¢oppl._ond DA-24"H BRAKE VALVE release portion 2\ r//.__/////Ar/////A7///4__//. [7/12!’////'/AI//////12'/////£:L"///4 7/All//////47/////tr’/////AI!’//A r///A!!7////A’////£{:.’£’£L’.’1//4 V///47////A,’///Al§""""'£{//1 V/%.’/////A7/Al:'""":_el'4' :/ A!!7////I:////I7!IIIIIl?’Jl?/4 7/A117/////ii"///J11 '7IIIIA:'I-IZ App‘. Position Diagram of K-2-A Rotair Valve VALVE lnd.oppl.and . release portion 35 1with dynamic interlock 230 s "Q 2 \ u'/ Emerg,-may Vent Valve 2/40 /41 ER- // / H /245 ac. ““_243 B.P. \ \ A 201 Dead Engine . 277 9 _ . 236 §erwoe ' 8 Is. 231 omor\ 905‘ 276 2? _ 238 e 23 \ 32 8 3'-Z0 ROTAIR VALVE 1 ( Freight Position) 226 \ 279 898 81 280" 9' 55 57 244 88 G 22 538 58 53 54 Ex= 2. Portion 259 247 \ 7/ 26l~ // WP / 56 High Pressure Valve Ex. Passenger Position Diagram of DA -24-H Brake Valve 51 H-24‘A RELAYAIR VALVE 34 Insuring Cut-Off Valve Valve Emergency Application 35 Piston Portion I73 64 Full Release Selector Cock Position Diagram of 1 K-2 Rotair Valve 184 161 168 17 27 FA-4 MAGNET VALVE NS-1 REDUCING VAL Control Portion 1 2 15 40 112 \\\\\\-' RELAYAIR VALVE '19 57 \At, 43 |\\‘I Equalizing Piston Overspeed Application Valve 54 21 41 - Vent Valve Overspeed Sup . I83 Check (:11: Choke) 79 E-3 Broke 14 Valve 14 Vol. Res. 17 Direct Release Positron Ex. 134 Combined 6 VALVE 48 DIAPHRAGM 136 47 First Service 46 Cook Combmed Dirt Collector D-24-A FEED VALVE and Cut-Out Cock 126 If 96 Emergency 15 19 Cook with Lock 127 Rel. Interlock Portion 11 Equalizing and Reduction Limiting Reservoir F 9 No. 15-0 Double Check Valve End 14 Overspeed Vol. Res. Suppression Valve 3 11 Emergency Pipe Main Reservoir Pipe Brake Cylinder Cut-Out 25 39 38 No.l5"CDouble Check Valve To Signal Valve BRAKE CYLINDER Tee with Choke ncl. Application and Release Pipe T0 CAR Dltl-IARGE VALVE To Sander Brake Pipe Signal Pipe 60. FRElGHT WITH DEADMAN'S EMERGENCY DIAGRAMMATIG A umr C‘ 72550'66 ROTAIR VALVE (Pfl956l‘"JBr Position) 540- F INDEPENDENT D-24 CONTROL VALVE 253 / 2510 C I 251 20 37 olled El“°m°m:y18L"> 93 / Pipe Bracket 3a Portion 253 Release unnmg rst rvioe Emergency P°$i"'°" Diflamm of //AIl6'Z:?)//4Vl¢Z_£//A7////17/A 05.2 4-H Bmk, WV, ' D5-24'H BRAKE VALVE l'l'¢7V/J"-"Tl?/-‘Z’6 I 3'r\o \ ‘\ 56 284 187 Quick Action Chamber Duplex Air Gages g $@\‘.\‘k\.\\'.\\T\‘&\‘\\\\ . Fl’l. . 7 1;’. /-£-I-:.‘.,'..:I-71"/4|,‘-|:l¢l':i:l . I J ._ T 2| 252 .\ 199 VALVE ind. appl. and release portion with dynamic interlock lndapptand release portion ROTAIR VALVE 230 (Freight Position) 17 HI §&¥€ H- II ~ E‘ \ \ ‘LS E \'§‘| t s =\_' 91 /35 / / \\ .\\ .\\ \\ \\ xe \\ "I-- 6 201 DOM Engine rare: 908 23? \ 276 89a \u\\\\\i 226 §|||||*' “ Q \. . - ‘- --Q _-- II I WAG 1 279 277 .\\ \\ ‘Q .\\ - - - - . I'_ $259/'1'-/77'/Z _ |_ ...'£L”L’-’-’-‘Z’-’£L.”/. ‘ Til!‘ >1-/'2 Q9/'11,’, (III; 'IIIIIIII.A:7 /. 77//i///ii?//3’/4///.04’/////Ill \}\: Q \ I 0 I I r I \\ - Position Diagramof K-2 Rotair Valve 127 \‘ i: \ ‘*& 266 81 Portian o 0 p E _-E E’ Q High reason‘: 0 -9 3 3 Vaive ‘<'-"-''-'?\ E’ 2 8 8 3 3 1/31; u. u. .1 :1 ...i a. H-24-0 TA RELAYAI R VALVE I ¢ii¢/////.'/////4'/////4i// _/////:.///////4///J///.'////A:-.4’/.4 r//,iif//////17//at//////.ii'//A 1///A://////1?////4///////,,-' A § ,\ / 112 VIIIIIIII Ilfl 171 III II Cut-Off Valve 34 114 8-3-8 Conductors 35 - ' , J V/Ali,’//////ii’///J11r11/”}."“,Z Position Diagram of K-2-A Rotair Valve 64 70 //A Overspeed Suppresii Blanking Pad lst. Sup. Res. FA-4 MAGNET VALVE _~ - 27 III I PIIIIII. 'III , ‘ I 4 NS-1 REDUCING VAL Control Portion 13 2 /1 57 54 40 “WNW / i'l6 Choke} RELAYAIR VALVE Overspeed Application Valve \At. 43 21 41 - Vent Valve Erll Broke Valve 14 48 Direct Release Position 17 47 First Service 46 Cook 2a DIAPHRAGM FOOT VALVE 16 134 Combined D-24-A FEED VALVE 7 136 11 2 Combined Dirt Collector and Cut-Out Cock Equalizing and Reduction 0 12 $5 14 B 126 Emergency 19 Limiting Reservoir 127 Rel. Interlock Portion Vol. Res Suppression Valve No. 15-C Double Check Valve Fitting ( |/ I6" Choke) Check Valve "Choke T S‘ nel Valve Brake Cylinder o ig Controlled Emergency Pipe 39 Pipe Double Check Valve Reservoir Pips To Brake Cylinder To power and Release Pipe To Sander To Car Discharge Valve kc Pi Sillnal Pig: WESTINGHOUSE AIR BRAKE C0. 24-RL EQUlP.for DIESEL FREIGHT LOCO with DEADMANS SERVICE A Unit DIAGRAMMATIC C'"72550'"67 88 iR VA E - 25Gb 279 355 7 F ROTLLOSH. LV 8400 WDEPENDENT VALVE I . Magnet Portion inshot Valve 2500 2520 ; . 2.51b2Oo2 21) 5| \ 287 D_24 CONTROL VALVE 3 < mghi W1) SW rm RELAY VALVE 25' / 25'" 0 U 0 0 5 370 282 43 1 1 25! é .- = >~\~~s~,T,’,=;,’,~'=,*;$"Tv’i 253 93 25| in E 9 0 U1 5 5 20 37 /|';'§r;;1;2§ lg 4 1 Pipe Bracket 3 E a E Q E 5 DAE-24-H BRAKE VALVE s H R R 9 161b 8'4 '’-§5’-'-‘1r-'?i ~ " IN‘ ‘ °°"*'°"“ E'“°'9°‘"°Y 62 EEJ; 2 e 5 23' s P°'"°" $3 0 2% Q Q E / 256 Quick Action u. 1.l__l 0. ll“ 0. ‘\..“¥\~' 284 18 80 Chamber Duplex Air Gages ¢:‘J.I |.,i‘ I 111'-' ‘ Q, t 5 § . 2 13 Q , _, ---W.» __~ e 328 238a 241 45 t////4!?////iv////2'///1/‘II?////I ‘:;::”’,’;;;.‘:t:\‘:*‘:}§1\\ D Ind. 0pp|.dnd 1Ai.\\\\\\\\\\\\\\\\ indopptufld. 44 rdeqsa pofllion Sun! 1 i=:={=:=\—m\\\\\ f reiecse Portion - h - - 'r'}?\-\R\\T\\\\m\\ 230 P T . 7 1 85 W11’ dYIIOI1"IIG IHTOFIOGK \§? Z 31% ___u_____ ‘ 230 °""J°" °'°""°'" ROTNR \/AI-VE - EN? _éi.\~s \< E\\\\\\\\\\\\\V 226 2°‘ of C eck Valves 229 254 33 '3“? __ 1 Pointer -—.— \ 1 \ - 226 _/ V ( posltlon) \~/ 3 \ . \\\\\\\\\\\\\\\\\\_ I Deed Engme 31 9 7 II’ - | \““\\\fl , 2:60 35 1 4z\\\\\\\\\\\\\‘-\\_\\\\>\}: k\\\\"” x 315 50' 30 PiP= AW? m‘““‘“““\\“‘m-W&\%fi 22%? 908 276 23? " . . . I ; 7 ' 5, ‘,1 I 31 3 POSIUOH Diagram of a 162 ELECTRO-PNEUMATIC E 5'5’? 2 ' ' ¢¢)¢..~§Z1’$T§.§‘\\-4 238 K-2-A Rotair Valve MASTER CONTROLLER Q 8 I'd 237 i B93 81 I — 'I'_1",')J P rfign r ' 56 ° El 3‘ Position Diagram of g 8 High pressure DAE-24-H Brake Valve g _ _ 19 Vaive , 4 \_ No.2|"B MAGNET BRACKET H-24- A RELAYAIR VALVE 2 0'0 216 204 65 5 18 6 34 Cut-Off Valve insuring Emergency Application Piston Portion Rel Appl. . Magnet Magnet Single Pointer Vaive Air Gage- 35 I73 I78 I Full Release Selector Cock I61 I68 \ 64 32 Position Diagram of K-2 Rotoir Volve Appl. lnsurl Valve Blanking 1st. Sup. Res. 25 30 Relay Portion 70 7/” VII’! 1‘-é § 1,1111% :1, 17 38 36 42 43 23 27 Diaphragm Portion NS-1 REDUCING VAL Control Portion 1 2 FA-4 MAGNET VALVE 15 WAYI/4!/Al_. ‘ . ‘ Nd. I82 40 - ‘\ "III Fitting 9 Choke) RELAYAIR VALVE A\\ I I \\‘. .\\‘I I I’ 'I/ Equalizing Piston Overspeed Application 183 M. 21 41 - Vent Valve G) 43 79 (51; Choke) 14 Vol. Res. Ex. E-3 Broke Volvo 14 \“'*-Direct Release Position 17 48 DIAPHRAGM VALVE 23 8 47 1 Combined First Service 46 Cock 6 D-24-A FEED VALVE 17 136 2 Combined Dirt Coliectoi and Cut-Out Cock 15 11 O 15 Equalizing and Reduction Limiting Reservoir Emergency 3§"C3u t-Out Cock B 12 6 with Lock ‘I9 14 F 9 No. 15-0 Double Check Valve 127 Rel. Interlock Portion Vol. Res Overspeed Displaéement V-oi. Res. Suppression Valve 3 11 Check Valve Brake Cylinder Emergency Pipe Main Reservoir Pipe Cut-Out To Signal Valve 25 39 38 No. 15 Double Check Valve 24 Tee with Choke Broke Cylinder Ind. Application and Release Pipe To Cor Discharge Valve To Sander Straight Air Pipe Brake Pipe Si nal Pi e g p BRAKE Go. _ for PASSENGER LOOOMOTIVE \Il1hDEADMANS EMERGENCY A Unit DIAGRAMMATIG C'72550"68 £~ 7-<34?! 4-"-¢sLYI~I ROTAIR VALVE (Freight Position) S-40-D INDEPENDENT VALVE 43 279 355 25:30 25th 25% £1 513 A 1/~ 11 67 0-24 CONTROL VALVE 25“ AND BRACKET Magnet Portion inshot Valve 2500 2520 . Switch Portion RELAY VALVE Emergency 01 3 .5 U Ca! 2 cm 0 :i.'.-. It Single Pointer Tl-MING .\/Al-\/E 20 37 b ;> 253 W _ Passenger .11 .7 ' ; .7 /.7//. - -— T7 7 - -U - 53 25| DSE 24-H BRAKE VALVE 2 5? Appl‘ Rel‘ Alr T" Controlled Emergency Pine Bra<:l-Fitzzéieflfiii ‘'5; -24- v | .' I/A”//":1’///I-=’///I \\“‘\\\\‘\m\\ 284 187 ' ’»’ -- -1 -- : - °$E H 5'11" °" //IIV/VIZ///ll?//I Chamber /£.’¢I:lIT/Izltl-Ll ::.l4. 1.. 4. lm ' 280 E '1-i2|:iI'/=;_|',:;,,.;2J'gi;;aja 323 "P.//-lllltfl/I/1.9//»,7l.<|I/1?l.’1 //1,, - ROTAIR VALVE ?';‘;A'??'-‘Z/",//”-1-'L"""l'-"'£""? 4’//J!////A F-"--J-I’/J (Passenger Position) 1 l"‘1°PP'- °"d 5|/<,;'|;'/,‘if’//4g-!.|;i;,;fl;. flf///,z|r//15:7} release portion !lfi‘pM I’/'4_'IIIl4!§|4/4I_l 7 EIZI-lilfil-2!:/([4Zl;lZ.'4l!9 7 ELECTRO-PNEUMATIC 5I:4l-l1l9)Z"-it!!!” ,/ A-, 1, -!_ 1 MASTER CONTROLLER 5.I¢l-IHZZ---_tz:£l_6 '///‘alga/I/M’//;;r///1 an:-,—,:r=.;mi _!__!_? /lib///P”//I///‘"1 Dead Engine 5|/E’-I_fl’:-ifiiéfll/é"III;fIIII$!_{IZ Of PiPQ BPICRQI ' i 3°?‘-ice F.I’_-'?7‘l'.E'£l’l---I'tZ - ‘ ' or ion 77 I V7/$1.!!!’/III]! 1/} K 2 Rota" vu|ve < \ 906 276 Pointer Gage //.'-_'-I9). IIIIJ; ' . Z’/A///'/A7//Z’//’QWA'5’////arr!’ 32 266 81 \ 89a 157 lg 3; Emergency Portion 2 3% 5 5 so .3 ._ Q 3 3 H . _ High Pressure l; E 3 ii ; H-24-E Single Pointer - 2|. Valve RELAYAIR VALVE Air \\\\\\ III’ A‘! SUPPRESSION 5 f 4597//47//////A__i' I’ /I..'ZJ///4://7////.:////16:;//J V/Ail?////,1/////Z/////Air/2 I/1:://///A7////A7/7///.7//A ' AK”//A57Al'_"""":"_r,'1v C’ A!!’//7//I-'///Id-EIIIIIII’/1",‘ //1:.///7/A/////AZ'.£'-212 '/)2 ! i’//////1 L7” : VIIIIII, 71-[Z 7//I-P7//'//L-://///1.7/////I7//A Position Diagram of K-2-A Rotair Valve Control Portion s § S s 3 ‘\" e \ Cut-Off Valve \\ 34 § N 114 Full Release Selector Cock \ FA-4 MAGNET \ \ 32 30 Relay Portion AIR VALVE 70 1st Sup. Res. Release Valve Diaph ragrn Portion 2 7 _ Choke Overspeed Applicahon W16“ Choke) Equal. Piston Valve Portion Check 62 Choke) Stop Res. Volume Reservoir Check Valve (3/64‘ Vol. Res. 41 -Vent Valve 48 DIAPH RAGM VALVE 47 Straight Air First Service Tl ming 2: 13 1 D-24-A FEED VALVE Combined 136 Equalizing and Reduction Limiting l5~0 Double Check Sarina End Combined Dirt Collector and Cut-Out Cock ‘I26 Emergency -F IO 127 Rel. interlock Portion Double Check Valve 24 21 To Signal PLATE "M" AM C-72550-69 To Signal Valve W.P. 29 24a 26 N -0 01 18a Ex. 40 3 2 43 D-24-A FEED VALVE Release Equalizing and Reduction Limiting Reservoir Runmng First Service Lap Service Emergency Position Diagram of D-'24 Brake Valve First Service 46 Cock D'24 BRAKE VALVE Vent Valve Duplex Air Gages ER. B.P. Brake Cylinder L 0 33 H s 9 g .2 .: 0 0 .9 .9’ w 0: 0 00- "ID. in L. L!“ mm ‘D Ll. LL_| D__l Q, 13 ' Al!’/////A7////47////.lI_'/A ,//,=.-f//////.f/////4’/////A22-7//, 7/A!!!/////47///A,//////,llV//A f 1=:_/////A7/7//A’//////P7/. ,/Ali”/av///an/Q!//, V///47/////,_'///4|;-:---:-L//4 r//:?'////47//112'-"""':o 7. (ell.////AV//,,'zT,,,;zm ' 1!§'//'//ill‘?//JET-1l7)Z Position Diagram of K-2-A Rotair Valve § \ 45 § 44 § \ 27 \ \ \ 33 35 \ % Passenger Position Diagram of K-2 Rdair Valve ROTAlR VALVE (Passenger Position) S-40-F INDEPENDENT 43 20 37 31 56 RO_TAl R VALVE (Freight Possition) 58 68 51 Emergency Pipe Main Reservoir Pipe Ind. Application and Release Pipe Brake Pipe Signal Pipe 2500 Z5lc 25% 0-24 CONTROL VALVE 25“: 288 25l 28? Controlled Emergency185 194 193 Pine Bracket POI’1’iOl'l\ 3a 256 Quick Action 4 18‘/\ Chamber /’ D lnd.a l.a d ‘99\ * -°"d W n 230 release portion release portion with dynamic interlock 230 226 201 ‘ Dead Engine 226 :92: 237 ._\ 903 55 57 53a 58 53 54 G Portion High Pressure Valve —~~-51 B'3'B Conductors NS-1 REDUCING VAL Control Portion 1 2 57 _ \ At. \ A 44 43 21 12 41 - Vent Valve 54 t 14 Direct Release Position 134 2a Cornbmed Reservoir 136 2 Combmed Dirt Collector 126 and Cut-Out Cock 12? Rel. Interlock Portion Emei-gency To Power BRAKE CYLINDER TO CAR DISCHARGE VALVE CO. DIESEL. A UNIT C" 72550‘ 70 370 457 439 >' $"40'E INDEPENDENT BRAKE VALVE PORTION Magnet Pm-{ion inshot Vaive Q - TRO AL 7 3 2‘ 3 3 2. 438 Switch Portion P°"‘°" RELAY VALVE 251 253i D 24 CON L V VE 25"! T8; gg '2 % § 3 DSE-24-T BRAKE VALVE E V t 450 1 1 2 185 194 93 R e Bracket 3 a_ i: c: if. 0') .1 0') LU (Automatic Portionl mi/"-W ‘en 437 9 16") Controlled Emergency D 0 :5 .§ WP Diagram of 27 a L AL MS Portion 3a §. fig; g 29 DSE-24-T Brake Valve ' ' Quick AC1'.lOl'1 ii if/5;?/“El 248 O 41 187 Chamber E d //, ,4 25 238 D_ 8. 2 ind_opp|_°nd 199 lnd.appl.and_ At. jé’ release portion '°'°°” p°"'°" I8 I /% 19 Exhaust 85 with dynamic interlock Position Diagram 01 Check Va lvoa l8a 226 201 Dead Engine \ 226 161 94a 92 . 277 3F¥L°{ \ 908 276 319 ELECTRO-PNEUMATIC MASTER CONTROLLER 62 266 \ \ 89a NO. 2i-B MAGNET AND BRACKET 81 5 IO 15? 32 40 '’*¢'- \ ‘ A ‘ 316\ 261 431 C 4i2-I1 d E c 6 Portion E27 2608 on Po 80 Tergen y e 3 A RELAY VALVE \ AWL REL 56 P 1 . . oc _ _ _ 3' X 2618 D I A.|_ SingIePointar Magnet Magnet HighV Iressure “ i kn-I 130 259aup ax ' A" ave \ s n.- 7 214 MR E.R. 51 7/ 65 \\\\\\\\ '7 E R‘ I \\‘ I e\\‘\\\\‘\\‘-* III L - I 34 B-3-B Conductors \\\\‘ III; '10 III 701 -_ _ 35 \ \32 64 112 .\\\\\\\\\\\W VIIIIIIII 25 30 114 . Relay Portion "II _ . ‘I/I IIIIIIYII # 70 I VIIIIII. \\\\\\\§\\\‘~ 38 36 42 43 23 27 . Diaphragm Portion NS-1 REDUCING VAL 40 / § Control Portion ¢ \ To Trailer Truck 34 13 2 - - 57 g sei-. Appl. Acknowledging Bmie RELAYAIR VALVE \ / 31 43 At, / 54 21 6 \ 38 //in 41 - Vent Valve 14 17 Direct Release Position Application Position Acknowledging Reservoir 134 2a 13 Combined Reservoir 16 5 Reset 136 15 H 47 C mb ed D tCollectm 48 Choke POSl1'IOl'l B 19 126 oanéncwgut Cock Emergency 47 Fittin - I g 46 Vol Res 127 D-24-A FEED VALVE F"'S(t-3 SZTVICB - oc 45 Rel. Interlock Portion Equalizing and Reduction Limiting Reservoir i/I6" 2nd. Reservoir 0 Front Truck and Front Driver Brake Cylinders Sunder 24 21 Emergency Pipe Pipe Appl.and Release Pipe Reservoir Pipe Air Pipe Brake Pipe Signal Pipe 19 27 31 AIR BRAKE Co. for STEAM PASS. LOCO "71 ROTAIR VALVE Magnet Portion lnshot Valve VALVE 2500 2520 U 25lb2o°2 2b 516 25gb 233 _ Y i “\ \_ 237 0-24 CONTROL VALVE a _24 BRAKE VALVE (Freight Position) s-40-0 INDEPENDENT 1 RELAY VALVE 25|q 253 253 U 1 .':::.-:v vi -' £23‘-,\Y ~ \-glgllilllii C I ' ' ’ 1'.’--"'-10'!‘ ’-‘1\ 7 ‘g E 8 E1 8 8 E’ 5 5 20 37 " 5 5 A Controlled Emergency/185 194 93 PW: Bracket At. , 0 co 5 H -- -- L U U, I §'r-+;:,-| / /I_l_. . 3 . 5 2 C U, 2 Q 2 0 231 H H E C I \,F;.‘|l:| 4\ 1/; A1. POHIOII 36 3 m 2 E o :1 E o (D o E -5, -5, 3 0 § ""__"_-H‘ 1* ::\3,~‘u:a,-,,_.; r 5 E E E E L“ w -1 m “J E, E, % lg % § " 256 Quick Action 8 °'' W 2W_p_ 238 235 D I A‘ G u. u. _1 O. _1 Q E A 5 28° 4 187 Chamber E 9 "p e‘ " ages 13 " ‘*“\\“\\ D 8 248 328 2388 2359240 24‘ 45 f//mgr////2%///JV//Mi:///5, d I d $§\;’\‘is,.\\“.§ D 199 lnd.oppl.ond M 244 "‘ '°""'°" - ‘: “3 EA 'G'=-51-'l\ '§ 230 release portion . 26 318 44 release portion 9:1;--i§“\ \\\ \ is ' .:.V 4 1 85 with dynamic interlock _ I;;‘;“1\.‘:.\“‘\‘\l§: '\ \ 2 W2 1%%%ée ‘ tee W1 Position Diogrom E . A, Jr 4 ;5L';'_ _ ‘H of Check Valves ‘9 254 33 " ROWR VALVE 1 .. § ‘Q Deed Engine 226 15 (Passenger Position) 2 “ - ~ ‘ K 277 A. AI .:__' ' '/ ‘ ' ‘“ “ 183 253 35 V//Al’//////ll’///0,:',,,,,,#,yI 1 E 315 X. \ \ E I \\\ - \ E \ \ 40 3 2 43 Position Diagram of K-2-A Rotair Valve E ‘- ‘Ck . “' > 235 §gmLco Bl \ ’ , '1 23| \9°a 276 '~ l. 266 238 89a e1 32 8 157 8 162 ELECTRO-PNEUMATIC MASTER CONTROLLER a\\\‘ M Pointer Gage \ Rel. 88 8f \z;\\\ “\“‘\“ x 6') 0 q. ’ I % l _ 1' L 02 -l> 6 °° 0’ 32\ Portion Position Diagram of DAE-24 Brake Valve -‘iii an 56 High Pressure Valve DQ‘ ‘_‘.,:"f1':.-.;' % "-:l;" ‘= I///L 214 268 217 W.P. .2|—a MAGNET '50 BRACKET i e H-24-A ‘-25:; _‘ . _ X RELAYAIR VALVE . IT 216 204 At. 5 1e 65 Emergency Applicotion Piston Portion Cut-Off Valve insuring 34 Rel. Mag net Single Pointer Air Valve Conductors W3 35 Full Release Selector Cock l6l I68 I \ 32 64 Position Diogrom of K-2 Rotoir Volve ppl. Insuring \ Valve Blanking Pod 1st. Sup. Res. 5 25 30 Relay Portion 70 17 38 36 42 43 23 Diaphragm Portion NS-1 REDUCING VAL Control Portion 1 2 27 FA-4 MAGNET VALVE 15 40 Fitting Choke) 9 112 RELAYAIR VALVE Equalizing Piston Portion Overspeed Application 43 Overspeed Supp. Blanking Gheck Pod (ll 32" Vol. Res. \At. 21 41 - Vent Valve 79 14 Ex. E-3 Broke Volvo 1 4 Tee Fittingll/8"Ohoke) DIAPHRAGM FOOT BVllLV':'. Direct Release Position 48 17 47 First Service 46 Cook 134 2a Combined Reservoir D-24-A FEED VALVE 16 17 136 11 2 Combined Dirt Collector and Cut—Out Cock 12 Equalizing and Reduction Limiting Reservoir 15 15 14 96"cut-out Cock 5 126 with Lock Emergency F‘ No. Check 19 9 Double Valve 127 Rel. Interlock Portion Vol. Res Overspeed Vol. Res. Suppression Valve 3 11 End Valve "Chokel Brake Cylinder Emergency Pipe Main Reservoir Pipe To Signal Valve Cut-Out Cock Tee with 11-55 Choke To Power Knockout Broke Cylinder Ind. Application and Release Pipe To Sonder To 0orDischorge Volve Straight Air Pipe Brake Pipe Signal Pipe WESTINGHOUSE AIR BRAKE Co. 24-RL EOUlP.for mesa. mssenszn LOOOMOTWE with oenomms EMERGENOY A um DIAGRAMMATIG C'72550"72 288 D-24 CONTROL VALVE 25"} . 25l 287 At ‘Z 56 284 93 Pipe Bracket 185 194 ROTAIR VAl.._VE lPassenger Position) S-40-F INDEPENDENT Controlled Emergency Portion 3a Quick Action Chamber 20 37 256 >\ 3 2 C ‘:5 E Q E ” 3 E, 0 J .2 0 ea 0 E E E i: c iro:u.u>_i\\la§£1f»§::\i High Pressure '9 '91 3 3 -v:‘~‘\:,- > ‘-T Viv ; ~l‘\-,1’:/JIJJJIJII -:13 7 ' v'|'8 2 2 iii A s i H M 25' ¢=Efi= =~igW-'- LL u. _i a. _i a. ' ‘ " I :| 1,.\ RELAYAIR VALVE AO1\l'IOWIQd ' N . ,6/A!!V7//A7////A7//M11’//4 °'"° \\ my/4 I/7/'7////A7////////7//z='4/A \ I7 112 44 I g! ti~ A . VIII IIIIIIIII III: a IT _ ~ H _ IL 1''] IIIIIIIII I114 70 W 1 $1” I ‘UL.’ ‘ I, ‘ V -<\-§_-l-‘:-- \\ , §\\“\\\\\\\\\\:\\“\\\‘ 5 280 Portion Cut-Off Valve um \I\-‘_ 114 \ rrq 7/1 I’ ' Full Release Selector Cock / 1 - 4,”; / _ J _’///.!!7////'1'////;'/7:111,’//4|_’/, Dlnd- appl. and ‘ . L ‘ .\\\‘\“'\‘\ \“\‘ \\v.r I \\\\\\\\\\ ' All \ \ ‘L’ I 'J:‘\\‘\\\““‘:‘\‘\‘ _ I1-\\\\\\\\\\\\\\\\ With dynarmc 'g,- i “““ — ‘ ‘ ‘\; """ " into ac \ ;//4;;//////iii////,:m,7,z éik §\§\ \ l\\ 230 ' J 1 cmngrover Val“ z§k\\\\\\\\\\: _ - ‘ W P . 1 . VBIVB RG5. M mt Vuhle ' _ \ osition Diagram of W '1‘-““““\‘“‘ ~ \ J K-2-A I’I\'\\\\\\“\'Q\\\\\\‘-\\“~‘ -. / S W Ser App! FA-4 Magnet Valve 1 3 ,, To / 23 37 /i I i -I-' 2: EX ¢L 1st. Sup. Res. Fitting Ex : . _ _ 38 gt ; 8 -- / - _ . - Acknowledging Whistle 7 - é _ Magnet Valve 2'6 32 . ¢ - ' ' - Overspeed Application ¢ Equal._ Piston Valve W/,,§I Portion ¥\¥“ Ant. Vol. Res. I 44 43 5.; fiz .?.. . f‘ (D \At. '7 ET: llilmi ////, Volume Application Position -—_-,;-\g E'3 Bvke Application 12 41 - Vent Valve . .. ‘ 0 ye ‘ . Reservoir éf 47 DIAPHRAGM FOOT I D-24-A FEED VALVE Firs:J Service VALVE ock Dii-eat Release Position Equalizing and Reduction Limiting Reservoir Combined I5 Double Check Valve 2nd. Rad. Rat. Spring End To Power Combined Dirt Collector and Cut-Ou 1 Cook 126 I5-G Double Check Valve Emergency 127 Rel. interlock Portion To Signal Valve Gt! Discharge Brake Cylinder WESTINGHOUSE AIR BRAKE&% ' 24-RL EQUlF!torDlESEL FREIGHT iiiii-i FULL TRAlN CONTROL a oEAaii_iAiis _SERVlOE oiAcRAiiiiiiATic A Uhlt 39%“ c-T2550-T 5 (Passenger Position) 540- F INDEPENDENT E VALVE ' 25I 253 /' LE 43 85 194 93 / Pipe Bracket 25: ' ‘ Controlled Emergency 1 20 37 Portion Diagram of DS-2 4-H Brake Valve 3e I. 77’ QUICK Action Chamber 56 as-24-H BRAKE VALVE 10 284 187 Duplex Air Gages lnd.appl.and 3 To 1 FUIQQSQ \ AI’ Gage lnd.appl. and 230 release portion TIMING VALVE with dynamic intedock ROTAIR VALVE (Freight Position) 17 6 201 Dead Engme 226 277 908 276 ervica Orhoq \\ 25? Position Diagram of K-2 Rotair Valve \ 898 81 55 57 22 saaI so so 54 G I ' Porhan 52 High Pressure L L ac)“ g Valve 5 I 0 o E’ .9’ w in E 2 3 Q 3 2 46 u. u. .1 a. ..i a. H-24-C RELAYAIR VALVE 65 , A__’////J7/7%?////.II_7/A V//,!!(////A/////147»////4;?’/A 27 _9/:!!7////4f////.’.'.-”.4’{£.”/ E X - ,///,‘ :7////A ’///A r;-iillllll '///:.‘////AV///|'_'::::."_'.'.:,a _'. 1/ 4!!’////47///'7/7717'-”;_Ml,’¢ 1 ' /Ill’//////iifé/#3))-/17"‘? , '///IE7////I4’/////AW//’”7J 1, Position Diagram oi K-2-A Rotair Valve 13 R Q 45 Combined Change Over Switch and Cook 34 7 F iremans Call 97 46 Circuit Controller I 44 1 \‘\\ '1 7/ ' ' \\I\\ II A "ll ‘I 'n I Cut.-Off Valve 35 .\ _ — III. 7/! IIIIIWII rm mm \\ 2 33 35 ea \ £51 I ' §\*lk“lIk\' IN//A ' l .\\\\u.\\\\\\\\.‘—— Reservoir sk § H I /IIII” 30 110 III//IIIIII/I 1 ~ \\\\ I 5\\\““' 27 Ser. Appl. Portion Strainer VIIIIII 'III “III!!! I“ M II; 151. Sup. Res. FA-4 MAGNET VALVE 118 Release Vaive H2 ‘ ~\\\QIfiINIR\QI“ .\ . 40 NS-1 REDUCING VALVE Control Portion 1 2 III. I . ' V I Blanking Pad I’l6Ghoite} RELAYAIR VALVE \At. 21 12 41 — Vent Valve =- :— 4 - Overspeed Application 1 43 . . Equal. Piston Valve Portion Vol. Res. E'3 Brake 14 Direct Release Position Valve 17 48 28 13 2 Cornbmed Dirt Collector and Cut-Out Cock Application PO3i1iOt‘l Combined Reservoir 134 47 First Service Cock 46 DIAPHRAGM FOOT VALVE 16 7 8 - D-24-A FEED VALVE 136 (11259 G3 15 11 Equalizing and Reduction E rnergency Limiting Reservoir 126 If X B 19 14 Cook with Lock 127 Rel. Interlock Portion Vol. Res Suppression Valve No. 15-6 Double d OVGPSDQE Check Valve Vol. Res. Fitting I ll I6 CItOIlQ) Brake Cylmder To Signal Valve Controlled Emergency Pipe Pipe Reservoir Pipe lnd.Application and Release Pipe To Car Discharge Valve _ke Pipe Signal Pipe WESTINGHOUSE AIR BRAKE O0. 24-RL EQUIP. for DIESEL FREIGHT LOCO with TRAIN STOP 8 DEADMANS SERVICE DIAGRAMMATIC 072550-75 250 25' D-24 CONTROL VALVE 25",I 25l 93 3a / 85 194 Pipe Bracket Coritrolled Emergency 1 Portion Duplex Quick Action Chamber SA-2 BRAKE VALVE (Operative) 187 199\ lnd.appl. and release portion with dynamic interlock 201 Dead Engine B-3-A RELAY VALVE Sgmgcg 277 90a 23? \ 276 28l 57 37 38 \\89a 81 55 33 538 58 53 22 29 27 26 I9 Cutout 25 .7 B'3'B COIIdLICTOf$ NS—1 REDUCING VAL Control Portion 13 2 112 34 RELAYAIR VALVE 5‘! Ai. 44 43 31 54 38 12 Vent Valve5] E-3 Brake 14 Valve 17 1 4 134 16 15 136 Combined Dirt Collector and Cut-Out Cock 126 Combhed Reservoir -—At. 256 D Ind opptand release portion 226 237 G 54 Portion 52 56 High Pressure Valve 34 35 64. \At. I 21 Aux‘ in E I W Coc Release of Controlled 35 Emergency B 19 127 ’ Rel. Interlock Portion 46 Vol. Res 45 To Sander Brake Cylinder Displacement AIR BRAKE CO. EQUIPMENT FOR FREIGHT LOCO. FUNDAMENTAL STANDARD 8 UNIT DIAGRAMMATIC C‘ 72550-78 25lc zsob o-24 CONTROL VALVE 251 253 1 Controlled Emergency Portion 93 Pipe Bracket 25' 3a 85 19\4 3h Quack Action Chamber 187 84 199 \_ Ind oppl. ond release porfion 230 |nd.oppl. and release portion with dynamic interlock 201 Deod Engme B-3"A RELAY VALVE 277 éenqice 236 ort|or\\ 23| 908 276 39 23? 266 \ \\ 89a 61 55 57 157 22 53a 58 53 54 G 29 Portion 56 Hugh Pressure Valve 27 26 , “~51 , , 46 I9 25 65 34 I7 B'3-B Conduclow 35 64 ‘26 7O 27 4O RELAYAIR VALVE '0 At. 4 I \AL 3 ' 21 Auxiliary of Controlled _ ergency , 12-vem Volve41 C°°" Direct Release E~3 Broke Volvo 14 Position 17 134 2*’ Combined 16 136 2 Combined Dirt Collector and Cut-Out Cock 15 B 126 Emergency 19 127 Rel. Interlock Portion Vol. Res Sunder Displacement Moin Reservoir I AIR BRAKE C . Slaw! Broke C under 24‘RL FREIGHT LOGQO y FUNDAMENTAL STANDARDMS8 HUSTLER STA. B UNW DlAORANN!‘.'.“lC C‘ 72550"7'9 -250° 252° =- 25'b2o<12 2b 1 5lc 50b o-24 CONTROL VALVE 2 AND BRACKET asp 288 Slu "7‘S';_“'7:_V:‘_\_'!;‘,'\;§'; 3 ;‘J-'§’°‘ *' §b;_i;;;;;”~'="bI&j‘:i‘€;‘ yy//A 25l '9’ 87253 1% 194 93 Pipe Bracket 25' . 4 ~:,.-9 ,5 _, . 1,: r -_\r— ntrolled Emergency Duplex Air Gage " ---' -I 4/A\"@ - -- _.; 2/r ,\‘ :\;:¢|_I:_//J At. Porhon 3a A I. Rel. : 1- . lb /I/W \_:V “'1 “'2 BRAKE VALVE ~¢ -1 - 256 Quick Action Magnet Magnet (Operative) ' \\\\““‘-‘ 284 1 87 Chamber 280 lratoppl. and release portion Magnet Portion D 199 230 Ind. appl. and releo se portion with dynamic interlock I as Switch Portion \9 1 1 _ \ Qlk‘ \\ _ :1 I .a.\\\\\\\\\?\'4. ’ \\“' 201 me ._' 226 1611) Dead Engine 7 277 NS‘! REDUCING VALVE Control Portion IL 908 276 9:‘ - 89a 81 Q 4 _ - l '“-T m . I r W 05' .... : l R i/ J ,’ Portion 4 l6a High Pressure Valve 162b Pipe Bracket Control Portion Cutout B'3'B Conductors H-5-A RELAYAI R VALVE “:32 At. 44 43 30 Relay Portion 25 12 Cook Volume Reservoir Release 23 E-3 Brake Valve 14 as as Diaphragm Portion 35 1 Combined 136 Combined Dirt Collector and Cut-Out Cock 0 Sander 126 Emergency 127 Rel. Interlock Portion Air Pipe Reservoir Pipe Emergency Pipe Release Pipe Pipe Pipe Signal Pipe inshot Valve 84 85 WESTINGHOUSE AIR BRAKE C0 24-RL EQUIPMENT for PASSENGER LOCO. FUNDAMENTAL STANDARD DIAGRAMMATIC 0-72550-so F5‘ IB64REi.AY VAL‘v't‘-.' 25 2500 2520 25Ib 252b SIC o-24 CONTROL VALVE 2510 Magnet Portion Inshot Valve 2500 2520 25|b Switch Portion -1864 RELAY VALVE 1 1 2 237 20° 250b 25l 84 Emergency185 93 Pipe Bracket 7 253 Portion 33 At. Quick Action 255 187 Chamber 199 \ lndappl. and 28 release portion 226 230 201 Dead Engine 226 162b Service 277 36 Pipe Bracket ' porhon 908 2 76 3| B-3-B CONDUCTORS \ 898 81 38 VALVE 32 89 ' G as ' 232 I48 Emergency Portion Release ‘ 56 Insuring Valve High Pressure Valve AND BRACKET Rel. Magnet Release 38 36 Valve Diaphragm Portion . _ 118 112 RELAYAIR VALVE \ 11 At. 43 21 Auxilia Veiw of , U I 41 ‘Vent COt‘l1t‘OI ed Emg. ‘ “ "\'\\ 14 Valve Cock 17 ‘ . Release 134 2a 16 13 Combined 136 15 2 A Combined Dirt Collector B 19 126 and Cut-Out Cock Emergency Res 127 Rel. Interlock Portion o Sander Controlled To Brake Cylinder To Car Discharge Valve I _ aruiw PIPO =::-S|qn0| AIR BRAKE CO. 2 ' L PASSENGER LOCO. FUNDAMENTAL STANDARD LESS HUSTLER STA. 8 UNIT DIAGRAMMATIC C'72550“8I Cut-Off Valve 10 5 F --------------------- "__I I MAXIMUM SPEED DETAILS I 65 I ————-———H— I I I A VE I I I ' I I I I I.. I I Tee FlflIng(-8' I I I I I I I Vol. Res. I I I I I I I 3a I I I 3 I I To Diophrogm Fool I _0mI_rQu@IILe_ L ____________ _ _2_5_ _‘_* ____ __J WESTINGHOUSE AIR BRAKE CO. 24 -RL BRAKE EQUIPMENT FOR DIESEL ELECTRIC PASSENGER LOCOMOTWE SUPPLEMENTARY DIAGRAMMATIC E-72550-82 " 4 BRAKE VALVE SIGNAL WHISTLE Os 2 a%'~.' E'2 PNEUPHONIC HORN Duplex Air Gages 20 S-40-F INDEPENDENT BRAKE VALVE —_J /To Horn 8 TUBE AF TERCOOLER J AF Pipe\ 2"X HF Flanged Union 22'z"x 72" E-7-B SAFETY VALVE Natal (Set l75#) FA-4 MAGNET VALVE E+ L-I Dummy Coupling H-I Dummy Coupling F~I Dummy Coupling I" X!‘ X60 °Angle Bracket To compressor Sfls GOV(ESR’t‘?2R5 I40lbs) Note2 9 ' ' / A 23 A-6 PNEUPHONIG HORN Main Reservoir 2"X2"FIanged Union F 3 II 19 :21 ea 30 A ,- as 9 I 30 O -8-‘Cutout Cock \ \ 1 4 ‘ ll! \ I ll \ I I 0 MR. E.R. . ;\_L-£41 33 _| I4 EMERGENCY BRAKE VALVE Automatic Drain Valve £00 $00 0 TO U Ioade 24 ° ac. *2 R°“"" Va"'° '3 “"35 3 V2" Sinqle Pointer Gage P’ " " O 0 © Pipe Bracket ‘ ,__3Q l|_"OD ‘° 0 o O I K-2 ROTAIFI VALVE " I 2 23 O O 26 20 55 Dram Cock 5 O O D-24 Control Valve _‘ 25 .° 0 e :9 ; , 45 55 0.0. :~ .\Note 4 P'‘’‘’ B"a°“e‘ A-I B O Q 23 44 3° 35 No.15-O DOUBLE HA-24-C Relayair Valve " 0-24 CONTROL VALVE J O 0 3° 5 1 13 I QHECK VALVE PM Bracket /35 19 ie 20 1 e 9i 00 / I I ‘ E u \ I l n " '2 '° 9 HA-24-C .Re'°v°i' L "4/00' 20 I ‘ —\ *5" 00<_ I ’ 22I;x 72" DS-' 24 Brake Valve Valve UI'{ll I I ' ' , r 1 . . Pipe Bracket "~ J \ £00/" 15 / Mam Reservoir ‘g °-°- + f /‘ "\ 1st'i§:::|-r\:>si:'on 3p""° 5"“ 3 2 ‘=iL"C"*°"' °°°" 24 25 23 OTE 7 3 0-0 33 To Power Knockout -- 5 Wsfle Combined Dirt Collector md Cutout cm 4" TYPE 0 n |'{ Kg Q ' |"0D B_3'A RELAY VALVE Combined Auxiliary, Emergency I/2 Drain Cock V2, Drain Cock I-icmout Cock Wm SGNAL VALVE >5 0D< 10 ' 7 Overspeed vvlhisu A-2 0AR DISCHARGE VALVE and Displacement Volume Resewoir 2_ X I H god U Locking H le . " I an nion " @ Tee I-‘itti Choke F'1"~"0Ire'..Chi>ke) 54195 '-E 0-I MAIN RESERVOIR swdino Reservoir 30 (V8 Chad 15° L M \ It 1 curorr VALVE ms. 1 6 3| '5‘ 9 ' 1 /4 11411.1 Ii 5 I "I3 L I ll 4__ V -- V "’* cm Filli ‘o ” ms. - " 3/8" Cutout Cock A (5/5? Ghrolte) D qécmozm "3 -1\I?§E>\>JE0'NG )2 AM Emeh '%Lg3:':putHGa:;Ili with ‘('20- /I - - In G 8 - % o'D'16 %°“'°“' 0°“ FA-4 MAS?$T (Set 45*) Note 3 3 V T 9 : épipe \ Nate VALVE .. " E Equal. and Red. TYPE 0 DIAPHRAGM 55 0.0. 95 0,9, " H Limiting Flesewojr FOOT VALVE * (We 6 J \ 12011 Tu Sander 55 Check Valve (Eli Choke) gllmg I/2" oufouf Cock ]/§-'OD / A : LL {ODFJ " 30 overspeed Volume \Overspeed Check Valve :,}a|RS /_ lnpi I IRS. \ Reservoir (3/64'ChokeI L Main Reservoir pip°\ V200. Cont Emergency Pb°\ k PB \ ~ '_" E ; I \ r _ /F-1 Dummy Coupling I/20.D‘\\‘ lnde M A icufion a Reba“ Pi E: Cont Em“ n pi ' lnd.App 8 Rel. P|pe\ I/f - = = —m , . O i‘PIPG - ~ 5 A t Pl 2 D< ‘I DLIITVHY OOUPIIHQ /Note 6 L \ = =._A__ct.ii-°._t~i-;‘-_---M_k\A L g cm ‘"9 ”\ In = _,_.—_—__.__i'-——-——-'g_m I N . |5Angle Cock _ Branch Pipe Tee . Branch Pipe Tee Bro“ pipe\ | LES‘ I} Anqle Coo H ronch Pipe Tee Note 9\ ~ Brake Pipe‘ , I Q IRS . ‘— |"|.Rs./' . . 959"‘ PiPe\ \ ‘\ ,, . 4'Cutoul COCK With Locking Handle 3'9"°' P'P°\ ii Cutout Cock With ' . I _ 8 dt 6 nd F9 9 /4" Am“ Fimnq %'l.F?S./I Brake Cylinder Pipe\ r . ‘vi er I “L 3. ,, ., Looking Handle % Pine 3/4..xw.x3,B. \ 4x'=l4x3§ Cutout Cock I-§)(22" Hose with FP-5 Coupling -p8X24" Armored Hose with ¥Nipple and HS-3 Coupling {Pipe i'I|I=_E: _ I 7 314'3/4'x ‘’ i'IIl - C . _ . _'-= :1‘- I lml---ill iiiiii' ANGLE BRACKET ]IMEi ‘ TYPE UAH BRAKE CYLINDER I \';§'x2?"ARMoRE0 HOSE ;_—=I||l ( I NOTES l35to40feetatre6atin9pipe of \Ilii:l)5 teat ormore a ll tiiuizeoreminr nailed the remdnbr to be In equidmt to the fiave lenqllte I Z Sdety vdvetobe lndalled In Munch plpe MU Heat long trim from the discharge pipe am 4 feet fromthe cu-npreuor. The brlieh pipe to be arranged to thin tenant the tee mdtha eddy valve to he lnth mid 3. Laugh (I pipeteItenatmonthan8laet. 4. Lanllhdpipe not to exceed I3 feet with not more than one 90' elbow 5. Length alpbe between HA-24-6 relayair valve and G diaphragm loot valve not to eaaead 4 feet. 6-The brmch pipe leading to the Brake Valve and Control Valve should be as mort as possible 2 Length of pipe to be not more than 7 feet. 8- 9 Mat 'pe to be not less than 20feet or more than 60 fee‘. between the Control Valve brunch pipe ee djacent to main reservoir to be 2 inches at compreeear. Subefintu for rarialinq pipe ehould he Ihive branch pipe tee or other automatic venting devices. and Male Union Nipple TYPE UAH BRAKE CYLINERS \__ ‘Y . _y / / -§x24 Armored Hose with 4 Threaded :m"xa/4'x6o° Angle Brackt i/2'x V2"X60° Angle Bracket 1%"X 23"A|-mored Hose with (Threaded Nipple and LS-4 Coupling "X 23' Armored Hose w -I 55 Threaded Nipple and HS-2 Coupling I ‘x22" Hose With FP-5 uplinq- Y/8 X24'Armored I-lose warn HS-3 0ouplinq- 3/4" Nipple If Nipple WESTINGHOUSE AIR BRAKE C0. 24'-R1,. BRAKE EQUIPMENT oesa ELECTRIC maam Looouonve FUNDAMENTAL STANDARD PIPING DIAGRAM A UNIT C-77550-I A-6 PNEUPHONIC HORN SA-2 HOSTLERS BRAKE VALVE VALVE (Set l75#-) Al-'TERc00LER 22 i/2'x 72" '1'-Whistle Main Reservoir ‘I '2' if Cutout Cock Automatic Drain Valve 3’; Duplex Air Gage FA-4 Mamet BRAKE VALVE Valve 35' Drain Cock 3/8"Culout Cock D-24 Control Valve Pipe Bracket 25"l40#) A~l Automatic Drain Valve l Pipe 2"xi i/4“ Flanged Urion D-24 CONTROL VALVE *5 0.0. I ‘Check Valve TYPE "H" FILTER J1‘ IOD \ 22i/2'x 72" Main Reservoir .l Ii \~l --\ A\E+ L-i 1, Dummy Coupling E+ L'l Dummy Coupling , I I/4" Cutout Dirl Collector and Citout Combined Auxiliary. Emergency I/2' Drain Cock |-I-H it BRAKE -- and Displacement Volume Res I |~PS- Relayair Valve VALVE V2 cock |-icmou, Cock O-I MAIN RESERVOIR l"_Cutout Cock \ H_| wiih Hcmdie CUTOFF VALVE WittiLocking Handle \ Dummy Coupling I2 /l H'l Dummy Coupling Sander / I / / F'l Dummy Note 3 §4"i.i>.s. Note 9 B-3 -A RELAY VALVE ¥'Coioui Cock With Lacking Handle / F‘l Dummy Coudmg 6 l'Xl" X60°Angle Bracket 30 ‘Xi’ X60’AngIe Bracket I/2'x V2 ‘X60’ Angle Bracket l/‘2'X i/2"xeo° Main Res. Angle Bracket { Cutoix Cock Willi Locking Handle Cont. Emer. If Angle 1% X 23"Armored with (Threaded Nipple and LS-4 Coupling I-{Angle Cock 1% X 23"Armored Hose with 1 Threaded Nipple and LS-4 Couplmg X6D° Angle Bracket Cock With Locking Handle {Cutout Cock With Locking Handle 35X 24'' Ai-mared Hose with §{Threaded Nipple and HS-2 Coupling X X Cu .. tout Cock x 211" Armored Hose with 55 Threaded Nipple and HS-2 Couplmg i5i‘X22"iiooo With PP-5 Coupling~ l{' Nippte TQX24’ Hose With HS-3 Coupling- 3/4“ Nipple lilIx22IHos° ‘uvnh FP °AI'IQI6 Coupling- lfi Nipple ZQX24” Hose wnn HS" Coupling- 3/4" Nipple F X27Armared Hose with Threaded and Male Union Nipple 27"Armored Hose with 3/4" and Male Union Nipple UAH BRAKE U ESTI HQISE om . AH BRAKE 24_i;‘LGsRAiIiIIq- I£' Nipple X24'Armored Hose With us-3 Coupling- 3/4" Nipple WESTINGHOUSE AIR BRAKE CO. 24-RL BRAKE EQUIPMENT DIESEL ELECTRIC PASSENGER LOOONOTIVE FUNDAMENTAL STANDARD PIPING ouxenm c-“r""tsso-2 A-6 PNEUPHONIC HORN E-7-B SAFETY VALVE “ (Set |75#') :2}-M2(EH<3/iL:ERS B TUBE AFTERCOOLER , L-PiPe\ N 22 V2-X 72. —— E-— 1 Main Reservoir To COMPRESSOR ‘__ ' 7 I‘ ":' / 2'X2'Flanged Union _ C.-U C 1‘ E'7'B SAP _'_ '__‘_‘ _‘_] (1 : _ SAFETY VALVE ' Automatic Drain Valve \ '_*'_ :1 :‘ ' (Set I50#=) 3 I/2 Smqle Point Gage FA ‘:11 E1: '4 “°‘-*8‘ .. I"' EMERGENCY BRAKE VALVE ' _ 3 Q ; " Vows 3'8 °""°“' °°°" z /_ - -= :1 L_- N _ >5 Dram cm ‘ ‘ S‘l6 Gavernor(SeI|25'l40#) D-24 Control Valve 3/BHCUIO‘-n cock 3/ "OD / I \ Pipe Bracket % A-I Automatic Drain Valve |i’PiPe n H _ Ill Pipe/\> ' ’ FOD 2 XI V4 Flanged Union {OD 0-24 CONTROL VALVE I - / 2 - - I ¥ /* - ’ \\ I Check Valve 'w,L'O€ 8 :16 TYPE “I-I" FILTER H I / 2 ' I "I Pipe 2 2|/2'x 72' / Main Reservoir I To Unlaader I I./4" CLIIOUI 00 k 3;; IRS. S-I dummy - g ‘5 Combined Dirt Collector and cm Cock / oup mg ~ = : EBL-I Dummy Coupling Combmed Auxiliary. Emergency '12 Dmln Cock . If EMERGENCY BRAKE V2; Drain Cock \\ | . and Displacement Volume Res I I-RS I2 H-5-A Relayair Valve VALVE \ ‘"0 L ; _ ""°'$ 9 \ :4r '_" CrI MAIN RESERVOIR l"0ulwI Cock A utout Cock I T" "‘ § - CUTOFF With Locking Handle With LOCki Handle [M I I '- “ VALVE |~X|-Xsoomgieng JLI III I l 5 - ' anding TImIngRes. A-2 CAR %OD I"xI'xeo°An Ie Bracket Coupling ) _ DISCHARGE ALVE L/’/K Bracket Gouplqng 4I.RB. . . 3"IPs A“ E"‘°'- I/2"Cutoul Cock 2 Z ' -__fi rt - l. I ' Nate 3 I - I pe I h P '5 3%Single Painterllir Ga e " ' " J ,, ' ' ' _, q 0 Fri Dummy 2 ¢ _"" Q \ —— —— I 2|_B M M and " _ i-Cutout Cook with __/f§“§;_——‘§>\'/2* IEXSO A"_9'° c°“P“"9 ogBracket Ns_| ‘ ’ Locking Handle ‘gm EH” B'°‘-*°' C°"P'"‘9 l"Xl'X60°AngIe Bracket Coupling "" "' REDUCING VALVE ‘\NoIe 4 \\ l'CuIou1 Cook with Is” "On Locking Handle I,;><6<>~AmIe ”'== i I ii E °° , J k _ I-- II. " /F Bracket couphng I _ __ Cont. Emer. Pipe\ T T00 ;4|Es- k 5 500% |nd.Ag9.8iReI.Pige" ' " /' '" c I IC It ‘iii — ——~——- 34% ‘:0 g /,1 L‘:,:.‘:I..I,,°A..‘:.:e Brake Pipe\ \ % Aug“ 0°“ 1 i I \ \ _ trmg II’ Ipe\ I - . ' Signal Pipe\ .. ,_.- \ ' ’ 3"Cutout Cock with l. d P. J2‘/‘PS’ 4 Locking Handlefl H Brake Cy In er lp8\ / 3/“X3;4 Ang‘8Fminq F IéIPS/I . Armored Hose _: E |;.x22_ H ‘TII-l'I.ll lI.I-I-II-I1‘ °$° - Ff " “ ~ " “ ii-. ‘ FP_ 5 Couplmg - _w _H. ;’X;’X;é CLIIOUI _ __ I _ ‘ M :’=—_—.__—-III~'“II" Q19 . CO4OIt\:I1hLOCIlll‘Ig 37 V B '6 DY‘ 90 “"”‘ FP‘5 Couplmg . —-—— my’) Pipe \ 4PIpe SLACK AOJU TEFIS " u _ _ . E‘ ' "‘-“ ‘II U . Handle \ Igpipe /S E1I§X25" Armored Hose with %)(33'' Armored Hose with _ ___\ I >'l' 1"; _ II __ 3/4)‘ , X90° An gl = / 1'" / / ' E5-2 coupiing ES-2 Coupling ' " ’ 4'1"-"'.' "_.."'-IL". flm -I6'DY-90 SLACK I Bracket Coupling / / L’ X 24" Armored H059 wigh H3-3 Cowiing B_'6_DY__9O 2;'x§;x%"cuIoIn J ATERS "" II = 7/;x2?"Arm<>re$ V F-I Dummy Coupling ,, -—-— 20-D_ II 00 . . E I \ L 2 ' N __ __ Indegdanl Aggiccmon &Flaleose Pipe‘ 4 Cont Emamanc" Pin: -I Dummy Coupling \\ — “'1 —--— J _-________ |%TAng|e Cock K \ ‘—- Branch Pipe Tee Bmnch Pipe T88 _ Brake Pipe‘ Brunch Pipe Tee _ IL I F In / I i I; . . l.F?S. ‘$2 Pipe /3/4'Culoul Cook with Lockmg Hondle Sigml PiPB\ U - Q I’ y , /4 ’’‘“‘~''‘’ F‘"'"° u 12 '-P-9-/ Brake Cylinder Pipe\ 4 PM 3/4 xa/¢‘xa/e‘ i§'><22" Hose with FP-5 Coupling 7 " .. /8X24 Armored Hose with $4’ Nipple and HS-3 Coupling Culoul Cock ‘\'/£"|.i=.s./ lI!|'lIIfi! ‘ Ii‘: $3" WESTINGHOUSE AIR BRAKE C0 24 RI. BRAKE EQUIPMENT DIESEL FREIGHT LOCOMOTIVE WITH DEADMANS EMERGENCY PIPING DIAGRAM C-7?550~=-5 NOTE! For sheets 2ond3 See sheels 2 and 3 of Piping Diagram C-77550-I SIGN/AL WHISTLE 0924'“ E'2 PNEUPHONIC HORN BRAKE VALVE S-40-F INDEPENDENT BRAKE VALVE A-6 PNEUPHONIC HOR F{/ 3 II I9 I21 38 3D \\ \\ 0 .. O O 0 I41 EMERGENCY BRAKE VALVE 2‘ @ K'2 Rotair Valve 13 _ F 35 ‘O O 0 © Pipe Bracket ‘P30 0 ° 0 Q 1 K-2 ROTAIR VALVE 23 Q Q 20 5 O O 26 25 O O . I8 5.; OD D-24 Control Valve 0 0 . ' ‘ P4 \Note 4 HA-24-C Reloyoir Valve 8 ° © 23 44 30 35 N 15 C DOUBLE Pipe B'°°""' O o O 13 °-HE('3K VALVE D-24 CONTROL VALVE 4 .4 I I .-- 20 ~ ' Q I as 1? 2.0 1 ‘i *5 DS-24-H Brake Valve ¥ /4/OD. 5; W E I I i 25 23 -———§ 2 0.0.< K Pipe Bracket ‘ ‘ l~ J. /r 15/ ( ‘ - OD I,/‘L’ O.D. 1st. Suppression f_ Reservoir SP"'"9 End 24 33 To Power Knockout 3 2 5-—— . . TYPE C / 4 B_3_A RELAY VALVE _Cornbmed Dirt Collector cnd Cutout Cock £1 OD. Combmed Auxiliary, Emergency SIGNAL VALVE IL‘ Over-speed Whistle' Choke FIIIIng(f% Choke) J_"O 2 ~ I A-2 CAR DISCHARGE VALVE and Displacement Volume Reservorr 3/8" Culoul Cock/é -I 2 Iénas Sanding Re . NS -1 REDUCING Aux Emen FA-4 MAGNET VALVE \\ VALVE -V (SCI 45*) 3 Equal. and Red. : 8 TYPE C DMPHRAGM 55 0-D‘ ~L5§ OD " Note 3 v T Limiting Reservoir FO0T VALVE 95 0. . .. - " .. Note 9 To Smdu:( 3/‘ Ch°°“ va"’° GI‘ C"°"°I %IP{ I/2" Cuioul Cook /8300 k \\/E \ |,, ' \ Overspeed Volume \OVCI‘SDCCd Check Valve 7! \\ IL .. - 3°‘ 55 OD. Reservoir (3/64‘Choke) Main Reservoir Pipe\ %;l.F?S IN - _ “‘ R - —* / 0.0. F-1 Dummy Couplmg ., K: —-— — 2 \ . I/20-Db‘ _M lndegendenl Aggicolion 8 Release PiggI E _ Gout Emergency phi -I Dummy Couplmq L \\ _ : ——_— J-— \ = ---' ' '____"""_" |-(I-;Ang|e Cock __ ACIUOIIH Pl \ ~mnch Pipe Tee Br@n<>h‘Pipe Tee \ § Broke Pipe‘ Branch Pipe Tee E II I I I | 3/4" k 'h L k’ Hondl II"-I’-3-/' . . I 12. Pipe K Cutout Coc Wrl oc mg e signal P|pe\ 5; P 3/4" Angm Fimng n W ‘Z IRS/' Brake Cylinder Pipe\ 4 ipe 3/4 X X3/8' Culoul Cock n§"><22" Hose with FP-5 Coupling 7'I " /8X24 Armored Hose with 9{Nipple and HS-3 Coupling TYPE UAH BRAKE CYLINDER WESTINGHOUSE AIR BRAKE C0. 24 RL BRAKE EQUIPMENT DIESEL FREIGHT LOCOMOTIVE WITH DEADMANS SERVICE PIPING DIAGRAM C-77550"6 DA'24 BRAKE VALVE SIGNAL WHISTLE F DA- 24 Brake Valve Pipe Bracket TYPE C SIGNAL VALVE If 35; Duplex Air Gages 20 E2 PNEUPHONIC HORN S-40-F INDEPENDENT 2’ BRAKE VALVE A-6 PNEUPHONIC HOR I/2"Whislle Valve ' -I . . \M1istle 33 Overspeed Whistle B-3—A RELAY VALVE Choke Fittingltéluchoke) 12-0 ” -1 3/8'I Cutout Cock/gD Sonding Reservoir [T I I I1 22 Equal. and Red. Limiting Reservoir 5 500* F-1 Dummy Coupling H-l Dummy Coupling I%Angle COCk ‘ TYPE 0 DIAPHRAGM J FOOT VALVE 9:" H - T 35 Check Valve di Choke) To Sunder ,- 2 %Cutout Cock FA-4 MAGNET VALVE ,, 55 0.0. with FP-5 ll 3/4 Angle Fitting I’? X 22" Hose Coupling 7" .. /8X24 Armored Hose with 34/‘Nipple and HS-3 Coupling A"2 CAR DISCHARGE VALVE 96” 0.0. NS -1 REDUCING Q I ° .. L‘ Al‘: 33 ii EMERGENCY BRAKE VALVE K-2 Rotair Valve 13 1 _ --35 Pipe Bracket ‘___3o K‘? ROTAIR VALVE 20 5; 0-24 Control Valve ° 45 O.D. :~ \Note 4 Pipe Bracket 23 44 30 35 _ . 13 I;-A-2;-C I3e‘loyo|r D-24 CONTROL VALVE L I / t\ P race /35 16 13 20 1 69300 l/"GD. 20 I \ 1 ll 1 1 \ 4I y" r 1 I / J G 2 O.D.< r ,___l_ 15’ ’ E 1st. Suppression WL NOTE 7/ 5; OD‘ Reservoir To Power Knockout 3 2 Combined Dirt Collector md Cutout Cock Combined Auxiliary. Emergency and Displacement Volume Reservoir film KL /1 7l.l[l§lll W »'2'.P’§ % Aux. Emer. Note 3 v /Note 9 Cutout Cock {Pipe N %IP4 I/2" Cutout Cock k i |,, I PS 5 Overspeed Volume \Overspeed Check Valve ’~ ‘ ‘ " ' 30‘ 56 O.D. Resewow B/64bh°ke) _ Main Reservoir Pipe\ %|RS " K H '— ""1 __ ‘E —__-—— — \ 1/20-D\\L = lndegendem‘ Aggiootion & Release Pigs, __ Cont. Emergency fig‘ gf K = =_~_——— L E \ 1 Actuating Pig; flfifironch Pipe Tee Brunch Pipe Tee : E“ Broke Pipe‘ Branch Pipe Tee I 1 i l_ .. . . l"|.Rs./' /3/4 Cutout Cook Wrlh Lockmg Handle Signal Pipe\ 1! U I2 '-I?5-/ Broke Cylinder Pipe\ 3/4 X3/4‘x3/8" WESTINGHOUSE AIR BRAKE Co. 24 RL BRAKE EQUIPMENT DIESEL FREIGHT LOCOPDTIVE WITH EADMANS EMERGENCY PIPING DMRAM C-7755040 NOTE: For thee" 2ond3 see sheets 2ond3 0 Plplng Diogrom 0-T7550-l >1 0 250: “’ °‘ ~ av 5 ROTAIR VALVE 288 0-24 CONTROL VALVE ~ § E; ‘s’ Q ‘s’ E ~ (Freight Position) S'4°'D INDEPENDENT VALVE 22??“ 2 ‘ V \‘ ‘“ 287 _ E L E _ ; ._ 7; 3 , 53 6:’ £u.£ 3 (3 IS § 20 37 43 -,-i 253 Controlled Emergency 185 194 93 pipe Bracket 25| 2 H I - V . — Portion . P°="‘°" °*°¢r°"\ Of .5 " 2.p~.'/ i 2%” P as-24 Brake Valve 3 5* § 77 7 ' /I‘ rll/% 3“ 38 255 a ,3 4. 256 187 Chamber 26 ';6’J;’”'~§-,1_6!!g 4:4/A'..?l:6’=’Z’6 D ‘ex Ga 5 45_ '////Il_/IA!///All///A B-3-A RELAY VALVE 284 '///Ag4:=£l.':-5_4Lf¢L"IltI=/"-:_.', _% VALVE up 9° ;0IA-1?]/J6-‘IW1%:!(ll6 Independent Application and 2 44 2 Release Portion with Dynamic 1 Independent APPI 19 zrr7.;2Il:iIjaw/4;//J‘,:a|i|z2|;/A 21 7 23 37 and Release Porhon Fl?/.f7.lkZI7'///¢L’?l'¢l'/.-" 2 7 ’//4!!////-’—-'”/4 FIOTAIFI VALVE _ 15 2|?/.'/azzmy/2|-|:i2|$;,E:>2 Vent Valve M 1 -""3-’~"”" (Passenger Position} 230 “ zlziia£::m'_ez-;;z2'ai;|zz|'/. 33 my 1 001574 I83 lnflglgm Ex. glljéi-gilr/15 24' Dead Engine 226 40 245 30 ///I/M §\\\\\\\\\m ‘:1 ‘ 2'77 I V 7 -I ' I , ‘;' , : . VI \ u\~ I I I 32 Position Diagram of 58 HA-24-0 9 “‘ ‘ \‘“\\\\"T'\“-' 236 service P°m°\n 908 276 {I II _ . . q 1,. "II" 43 5:1‘-75%9‘;w,””/.;,m”,,,'. K-2 Rotair Valve RELAYAIR VALVE Al 37 i . 132 as//:;;7/my Yd.’//mr/At?/Avmwmaa \ B98 81 Brake Pipe ‘Cutoff Protection Valve 146 I48 Release lnsurmg Valve I5| ion 56 1% Pressure Valve '/:w I.‘ .1 Passenger Passenger \ so 4% Ti‘: l 7 1/1‘, (D R V ‘-‘.// - 6 II" . L ‘ -+3 _'._ ///J’/.. \*‘i' ‘-;1;; .. ;/A ~ ,\. //4!!’/////A7////A‘?/fill.’//. 7/Allf//////1%////.,/////.__’ A f7é!!7//%7//,/-’€£’4{’-'.’:.’/ I///A!!91'////1:////IEMZV/. 7AflI'//////II‘?//J17/1.71"171 Position Diagram of K-2-A Rotair Valve 7 s?’ \ M‘ /39’ \ Y e 65 >. N 112 st‘ 34 114 FA-4 MAGNET I-I; Emergency Brake Full Release Selector Cock 35 11 C-h It Ser. Appl. 0 e 1 70 . . Release Valve 1st. Sup. Hes. Application Choke Suppression Valve 1 1 \27 IVI6“ Choke) 40 To Brake Cylinder Release Interlock "2 Check Valve ( 3/64" Combined Reservoir M 43 Vol. Res. 41 - Vent Valve Volume Res Application Position 48 47 D—24 Type ‘ Feed Vblve S Flrséosciwlce Release Position DIAPHRAGM FOOT VALVE To Cab . Magnet Equalizing and Reduchon Limiting Reservoir Displacement Cornuined Dirt Collector aid Cu*l~Out Cock Control Portion T0 T0 Mfiin Reservoir Controlled 8 Release 24-RL EDUII? FOR DIESEL ELEC. FREIGHT LOCO FUNDAMENTAL STANDARD GRAMMATIC 0-$7550-5| W‘ >1 0 FS- I864 RELAY VALVE l: ROTAIR VALVE M t P rti o _ E agne O on lnshot Valve .3 ~ § E’ BRAKE VALVE IFPRIQM P°$it'°"I 840 D INDEPENDENT VALV Switch Portion 0-24 CONTROL VALVE 25o°\ > _ 43 \ 32" 8 L SE 5 I I AND BRACKET 25“ 3.59 as , i . . . 20 37 I Controlled Emergency 1 Pme Bracket 25' 253 = 5 2 05; H we P°S"'°" °'°<"°"‘ °* \ \ ortion ""1:: ‘'71’ 29 D55-24 Broke Volvo . y V/Al 7/Alf’//15’/I//I///A”/1”’/I/I 256 1 248 A I R Quick Action 8 "*2 22 pp. el. 254 i I /. '. 26 '0/1'€'£’__-,"'2T';'|§i|£l"/I27/I/l*.t-7-‘Z’-‘I-’-['9' Duplex Gages 4 Magnet Ma net Chamber E M ’ 7//'3"-“'zl:'3:4I"-{‘%'||:|:"—=‘-'l"”"‘ 241 Independent Application and g 2 './1-"!//. tll/M fil Rel P t. .ih . '8 g-g;.:;iI;/=g_r,:';7r;2l,¢ig;-z|g ,. .\ ““\\ "Se °' '°" "' °Y"°m'° lndmnden, App,’ Position Diagram 19 ROTAIR VALVE 1 _ und Release pomon of Check Valves 15 5|yAa|gz|g9'/4!!;;|';|5;z|g (Passenger Position) 7 ‘ '8 2 ' ll. :''‘-4‘' ’ '4.’-' ’ ‘ ~ _ \ s\‘‘\ ‘\‘\‘‘\\q‘ Ex. §\\\\\\\\\\m 162b Z ““\\~{§{§::“““‘ ELECTRO-PNEUMATIC Deod Engine 4° - - I 2 9 Pipe Bracket '..“::::;t::“\_.““\ V MASTER CONTROLLER 2"/1 32 iIZ§Z’4IiII'fi-..'.’-‘L’3'_’.’.f..’£’-1% POSIIIOH Dwqmm of HA-24-6 4; ,—,’;I..,-,,,’>fi f I 8- \‘ Service portion 908 21 5.l":'?'r-‘If’/13'-‘I-‘-I---IZ’A K-2 Romir valve RELAYAIR VALVE Al 5 _ \ 276 37 43 5I'74'¥Z|7l'-v-/'1-/IIlI‘e!II1u'IlJr.:,Y//. : _->10. \ 2 6 6 12 P - t 5 _ ~ 90 8° 81 V//Awzli///[MI////[IA]/1 om er _ I. B \\ *3 Gage Brake Pipe Cutoff ; I 15? Protection Valve I 1 BIG '48 146 sa Emergency Portion L Release lnsun g 5’ GI,’ Valve n 56 § 5 5' Pressure ‘" 0 I2 18 Valve I“ {B ID a. _i a. i5o/ ~~51 216 204 fflfill’/////4//VJ//J.’///fill,”/1 {/1!!_'//////I//////.,'/////All?//. 112 Single Pointer ‘ Air I09 cf-~ I , I W \ I 65 % 97 ""E... ' 34 "4 Ir:-I-I--//4 FA-4 MAGNET VALVE Z‘ 5 E I Em . - § rgency I Full Release Z“ '4 §§ \ Brake Valve 35 Selector Cook 212 “ 32 Q om /' 7//In’////‘fig/IflI:7J'IIIIIJ7I7I '///I14/////11’///I/AWJIIZ/I2 Position Diagram of K-2-A Rotair Valve - 64 30 --_ VIII MI!“ W 68 '§§\\‘t\\\\\\\‘ Relay Portion _ Sen Appl. 23 1st. Sup. Res. Application / 38 36 70 IA | rim I . R I V I Suppression Valve e case a ve é / ghok D‘ h P g 27////? M61160 hoke) \‘i iap ragm ortion H8 \27 g I 40 ¢ 5 § V} 5. To Broke Cylinder Release Interlock "2 / 5 Check Valve § 1 Combined Reservoir 2 ( WG4" \ \ / I \A'I. 2 §\‘Y4' 44 43 i 21 2 Vol. Res. 4 j " 12 41 - Vent Valve § Fitting Emergency Application Position 4-8 47 DIAPHRAGM FOOT Release Position 3%/"e\ \ Firséoscirvice /8‘/ALVE 3 Equalizing and Reduction Limiting Reservoir To aaozngignal Displacement Combmed Dilrt Collector and Cut-Out Cock Portion To Signal Valve “it Main-i Reservoir Controlled Emergency 8 Retease 24 RL BRAKE EQUIPNENT FOR DIESEL I-_El?~|E(}TrI;lC PASSENGER LOGOMOTIVE U DIAGRAMMA c-7755b-52 352 288 >1 0 |=s- I864 RELAY VALVE 0 E, 279 287 ROTAIR VALVE T VALVE Magnet Portion lnshot Valve D-24 CONTROL VALVE 25o°\ E E’ h (Freight Position) S“*°'D 'NDEPENDEN _ Switch Portion 25la 253 _ RA ET , E {S :5 43 1 \,.“.! _\ _ AND 8 CK Controlled Emergency 93 Pipe Bracket ZSI M » P 't' D‘ f ‘E ‘’ 20 37 28¢ 6 ,‘ ‘_‘,"—”""""';.-_-.-.'|¢7/7 Portion ’ ' w.P. W M '°°'°"' ° 3| -3 Q 3 77 1 \ 2/-’ 2 -./[A 38 255 29 /'’,’//l DsE—24—1-l DSE-24 -H BRAKE ~ ° ° " ‘I "\ /1 30 ///AI//AIIVZ’///A,///4/0%///4 u- -1 IL ._// QUICK Action 284 24a W/,:=l//,‘;7J<'_/.42///1:1’/av//2 235 10 _; , Appl. Rel. 7/////#'I/1'»-1%?//IIW"///I 1B7 Chamber E 26 WJ5.'_’.’LifiZli§l'//:7///:%'.'-.'IZ’_:Z’6' Duplex Gages 45 W ;-, I / 20 A Magnet Magnet 7/Air/.::'Z-l£E"L'1/iflllilf/.'_':'fi'/4 2350. 240 20 _/ .-.117/AM2r..//I/l nde end nt lication and D 7 J r r. - 1 , V 1' V I p e 2 Z’£./¢l:lI?ZzI5l-lIl'.TE'5::l9. ///Al/Jfill//la “ R I P T Hh D . 199 Independent Appl. 2-I2 llnaaemrmzlzlriaa /v///;a'm'e=' J 8 “Se °' '°" " Y"°""° and Release Porhon ' - - ---- ' - v p y ' -" ‘ ‘ Id L\‘\\\\\\\\\ ' ' ' 19 "-917//4.’)//"zI!l6‘l,¢ I’ ‘\\‘\\\‘\‘\‘\“‘ P°s"'°" D‘°g'°"‘ iIYA(aIE5lfi'//J¢..’4."!’-I4lZ'-‘I9. i-, - i ,/ ROTAIR VAL‘-/E ‘Q30 °f chm Vmves 15 "r ‘ ?71’2’“% (Passenger P°Sl“°"l 17 . E é - A \ ' \\ E 1-‘C Dead Engine 4 226 x' 5IZ‘w Zl'fiiI"iI'/J \\\\\\\\\ \ 9 \\\\\\\ ‘V ‘“‘‘‘“‘‘“‘““t EL CTRGPNEUMA 277 40 7§.,\_\\,“.\\\\: P B 162!) ,-“__‘“‘“_“ H \ _“ MASTER CONTROLLER 32 2a ?".’i;é'7/.'ii§Ié'/'{g'§: Position Diagram of 58 HA-24-C 9 ‘pa racket ' ‘“‘“‘“““‘“ Semce Pomon 908 276 3? '1 9-2. 71'-lE..l--_I7./, _ - _ ‘ " "' \ ' 43 ;I7’;:_2_.|”I‘:fIIII’IIIa'II/lIIIII1'7”l K 2 Roimr valve RELAYAIR VALVE M _._ 7 9O\ 89 81 266 7//Iy//AW/z_rw;//0:_W,§g',/I . - \\ B '////5/JQZVAA’//JZQV///mvfl Pomier 1 57 Gage Broke Pipe Cutoff Protection Valve 146 88 Emergency I48 \ Portion Release lnsurmg 56 *- '— Valve g 3, |5| Pressure “ s‘ c c Valve 0 — __ d: LE 3 :1’ L‘ E l5o/ Sanding Single Pointer Air 216 204 _//.!l¢7//4///zzw//.!!,V//, _ A.//////Af////fi.V////1:‘///A 7/J!!://////47////A?//YA“?/4 ’ I09 65 \ § 97 34 -\\Q u § \ 112 I Ii W14 / I ~?‘ 1 II M-Y Ex, 7///._//////Af///:|§'""-L//6 FA-4 MAGNET VALVE I. \35 H -{I 114 Full Belem 33 “ Selector Cock 23 ////All/////1///II/nnnafilfi \32 Brake Valve \ ' ArII'//////II"/'/[J/‘.v1/111/'7"? ' Position Diagram of K-2-A Rotair Valve \ §§ 30 Relay Portion 7”!!!” WM —_U|l -- _ \26 ‘\ 70 ‘I10 \ Choke \ Overspeed Application \ Ser. Appl. 23 Release Valve L1‘ 11 / 38 36 Diaphragm Porhon 27 >40 1st. Sup. Res. Choke Suppression Valve (I/I6" Choke) Ilfi IIIMI \\\\\'l ‘ Release Interlock 112 To Broke Cylinder / Combmed Reservoir , : \\ 44 43 . ’\At '21 12 4'1 - Vent Valve 1 III” "III C-heok Valve ( 5/64" Vol. Res. W 6 Emergency 19 Release POSIUOH 48 Application Position DIAPHRAGM FOOT 8VALVE 12 4? D—24 Type F - Feed Valve \\ "'S(t3OScirv'°e 2a 13 134 \5 Displacement 136 Cdb Signal Magnet Equehzm and Reduction Limitigg Reservoir Combined Dirt Collector and Cut-Out Cock Portion 1 26 127 I50 Double Check Valve Sander 24' I 21 34 3. 2?; 3?? 31 To Main Reservoir Controlled Emergency To 8 Release I5 Double Check Valve 24 RL BRAKE EQUIP FOR DIESEL PASSENGER LDCO~ WITH DEADMANS SERWCE 35heels DIAGRAMMATIC 3 o-77550-53%” >\ . I” U’ o 9 5 FIOTAIFI VALVE Air Gage Magnet Portion inshot Valve 5 / 3 § E 3 .g ; fie; BRAKE VALVE 5 (Freight Position) S-40-D INDEPENDENT VALVE Swiich Portion 2 0a N w\\_!“ 28'? AND BRACKET fl 2511 /253 :33 3 Eu 3 IE C‘? 5 IL? uE.| 8 I‘ ““.Tfi\;\:>)k§,,:>"",.:"-I‘-;/)3 Controlled Emergency 185 / Pipe Bracket 25I g‘E‘_f E 5 ‘ __ i .. c 20 37 ‘f_;_ .6 I Portion . ; '6 59:73 5 \~-P- - "°S"'°" °'°°'°'" °’ % Q V 36 ‘ii , V 29 , , 1", 1- ‘, A, I, I Bmke VOIVQ k U D . -1,: J_; _-I-, Qwck Acton gf .”4!!.4AI!'1"/"1/,//4’////-{?,/fl',’/4 11- -1 °- - _ 1 2-1 ;. Appl. Rel. E 8 ‘M? M 235 ' ' Magnet Magnet 181 °*‘a"‘°e' I WW ‘W/1=-1"!"-: "Y Wm/' 238 '3 V/J/ll?//'/A’/IIV//A 4 . . N ,|AAA 26 . :l,|l,m//LII/=_, Du ‘ex Ga 4 4 _ A. l__ Id M M A I H n d D I 14 p gas 20* I . Igeleepage ‘I:DOl'II0lI,1pV:i:I?'l (l’)ynat;I'|1ic 'I99\ lndependem App!‘ ! 4. A I ~ .--‘- 1 ' '1 4 I-"I A 4 y -I A . ' I8 77.321274 2 328 2383 44;; 13 35 7 23 4-4 and Release Porflar POEM Diagram 19 318 7 _ /Al!’//fl”””?///A ROTAIR VALVE t at onm Valves 15 r;|:9;rA FLIZV/Aii'i5l?:l'/jzlé Ex_ 1&1/A|I:.',,—,i'='_I{//1 (Passenger Position) 1 » \ 2lZiEliill_7’///-;m'r1l'elV4ZI"4 33 —""_"'-"_ -—----- -_;_m g f : _ 5-". ' I ' . ‘-' ‘\‘“\“‘\\‘~\\\\‘ I ER sly!-lrlffifi--Ikgflfi so 7//01;!////1;//A$%, -§\\\\\\\\\ El_EoTnoClBNEuMATg:R 277 40 I I §\\\\\\\\\\“ 162b _-N32‘: \\\\\\\\ ‘ MASTER NTROLL I 315 _ _ _ Pipe Bracket _\\‘\\‘\\\\'4n‘\\\\\I\\\\\ Serwce Porflqn 903 276 32 Position Diagram of HA—24-E 1; _,;,,,-J Rel. 35 6 0!_ D 1 I _ I . 43 2‘ »'';zél?;2”,-'/'Jv,'-/7.;,-,z-,,1,,.aIA K—2 Rotair Valve RELAYAIR VALVE At 81 9o\\ 89a N ' /F71!/J’///67//477/A7//5"’ 1 V//A’//////'//7;!///AWAY///‘Z’?/'7. 5: \ Pointer G099 Brake Pipe Cutoff 38 Emergency Protection Valve I43 ion A-I Re|eose |nsunng Valve L L 5 7 Pressure Q G) :.:.-_. _ V I -I g’ at . \ a ve I ::I;I. t § § $.'\\§.'..‘?.\'\§ £5! ‘“ V ‘ /. '-1-.. \- ////1//éfly CL 0. I Single Pointer 216 204 I AIIV//flV//1&7///ZI!_’///, _’ ’ AI://///A:/I//AZ////All//A I ///(I97//M/////A/J’ / Air N N 34 st .47 N I N 112 \ FA-4 MAGNET VALVE Emergency Valve 114 IIfl'”lIIA I _ _ TIIJMIA Full Release Selector Cock \a2 . 7|;/A 2 V//ll?’//7//IL’///JI:'IIIIIA7I’1' Position Diagram of K-2-A Rotair Valve 30 Relay Portion “I5 VIII IIIIIIIIJ 70 Choke Ser. Appl. Release / 38 36 27 Diaphragm Portion 1st. Sup. Res. \§\\‘l§‘lkYI l.\\\ Application alve 11 Choke Stop Res. II/I6" Choke) It I VIIIIIA 40 Release Interlock 112 To Brake Cylinder \At. Combined Reservoir Check Valve 44 43 Straight Air (3434 Timmg I I2 41 - Vent Valve Vol. Ros. Emergency Volume Res Release Position \\ \ _ Application Position 43 47 First Service ac I I DIAPHRAGM FOOT 1 D-24 Ti/pe\ VALVE Feed Valve \ 3='choke/ Displacement 136 Equalizing and Reduction Res Limiting Reservoir Cunbined Dirt Collector and Cut-Out Cook 126 Portion To twlain Reservoir Controlled Emergency 8- Release 24 RL BRAKE EQUIPMENT DIESEL ELECTRIC PASSENGER LOCOMOTIVE FUNDAMENTAL STANDARD WITH TRAIN CONTROL RAMM c~"r75°§o-52 Signal Pipe Check Valve 500 D-24 CONTROL VALUE 2 2500 2520 G 25Ib2o°2 2b Slc Zsob 2” > u VE 3 9 3 3 so ‘Fre'?g?I';',:Isi\;::) S-40-F INDEPENDENT VALVE to E — -- 1- . 2 E 5 z a 2 R 43 - _ _ 287 e E E a :2 a S 20 37 . _.._\_‘ 253 25'" N II" _ :"._\'I' - I .-\ ‘ ‘ \J:'-IIIIIIIIII. ____, -1 C I H d U W.P. 7 fiigkgsgta 5 1 '97‘ 5-_%-‘Jy//; 0" ropgrfilgrflergencv 93 Pipe Bracket 25l 29 7/fill//J15/J7///ll////A7////19714 ',_:._-M a , /-J‘. \ 30 Will://All?//AA’/A,////1.7//J6’//A 7 3,,-“ii ; - /,,\,,,/J 33 243 ¢ 5 ,,,, 4 ::\%‘1,,_/,, - / A 22 G e '-,\ 5 W 256 I -, QM 26 ages 5 2 B-3-A RELAY VALVE 252 / 5 '5 \\\\\\\\\\ ~~\~\\' 284 _ 8 \_ Chamber E 2 ~ '/.I.£.//.I:lI_Zzl,5l lllglfiflfl. DA-24-H BRAKE VALVE 35 27 23 44 w Wm “ ‘ma ‘ ‘ 280 Independent Application and B 4 2-!z|:iI,e'g_r,:m:-:i,m,z|_a 1“, 1. ml‘ \“\§ t I Re'e°-Se Portion with Dymmic 199 Ind nd M A l 19 5'7/D2 II-917//AI///zZ|¢I71Z|,2 HOT/_\|H VALVE 37 _/ _ V ‘\ “ Q ‘ \ ‘Marlee \_ epe e pp. ' v v - - p 35 E I. I. . \‘\\“ \\\\\ k P \‘ I I ‘ ‘ Ofld RQIGDSP. POTIIOH 15 :.|YA'//.lézl7///,|-l:igl$;z1_e 370 Emergency Vent -Valve lPassenper 051 wnl \ |\ \ Elli’-'iIii$l%v0.,',11”}IgI%Zl2 h““‘“‘, \ § 230 33 I /A 1 4 ll? - A 1 . . Ex. 2/40 / 24‘ §\\\\\\\\ \ \\\\\\ \I§ 226 Dead Englne “ IIII4 '. J A I ‘ _——~—_..___ 40 flfi//1/.E§jl?.';E.:;-.}"..;9.'ri/7% -245 ;“\};r.;&\\9, 277 32 iIwé_;'5,‘ii£I?’.-e’?é/’?'1’i.'.’I€§'Ze"/1 Position Dioawm of HM4-C 4; 9 t, K. 256 . / 21 ’ll'_-'1"-I25’/"' .,__ -Ii’A K-2 Rotair valve RELAYAIR VALVE At lie; 23' Serme P°"'°" 90a 276 43 ’};zw9I-.!IIIl7IIIA'IIIl$III1:7”1 \_ I: W 231 \\ 12 115;? 244 238 i\ 266 WI:/M2745"///AWJ’///[Arr//'. \_ Broke Pipe Cutoff H.-.5-i; 89\ 90\\ 89a 81 Position Diagram of Ex‘ \202 p'°IecII°" V°I\'e I 4 32 I57 DA-24-H Brake Valve :48 146 83 Emergency Release lnsurmg Valve l5l Pressure Vaivc i5o/ Passenger Passenger Sanding I09 65 , A!I'7/////,7///47////A!!!/A _/ //:8”///l'_//////A7////1:"///A ’AIIf/////A’////4,’/////All?/A l::_/////A7////A/////4'//A _'/All?////Af////L*£’.£{::"'/1/. I I/ll’,//////‘-///AFEIIIIIIIL//,6 7/A.’/////A7//1E""""5|,é //1:.//////1?////A%ZIZ ’ /III‘?/////IL’///JIZFII/Ill’!-I6 Position Diagram of K-2-A Rotair Valve § 97 34 N \ I R \ IIIII7/A L‘ l 4 Emergency 3 5 Emergency Application Piston Portion N FA-4 MAGNET VALVE 1””! I I73 /I Full Release Selector Cock l6I I68 \; \_\ \ 2 6 \ TO \ N 110 \. Choke Release VBIVC \ L 27 118 Application /Valve 1 t. S . Ft , ' s up es Suppression VDIVE 40 Choke I82 lvle" Choke) 112 Release interlock K /I‘ , r ' i 44 43 fl To Broke Cylinder Combmed Reservoir ‘At \ Equalizing Piston Portion Check Valve I 3/64“ 12 4'1 ' Vent Valve Emergency Vol. Res. 1 4 Release Position Ex. Volume Res 2a I34 48 DIAPHRAGM FOOT VALVE 47 ‘E22 ltill\ _\ Eggs? Magnet Displacement 136 . Combmed Dirt Collector and Cut-Ou‘t Cock Portion Equalizing and Reduction Limiting Reservoir To Power Knockout To Main Reservoir Controlled 6 Release WITH SI-IEET5 55 Double Check Votve 3 SHEETS C... >\ U C 0 U ROTAIR VALVE g g‘ H (Freight Position, S-40-F INDEPENDENT 2500 E 5 3 O 25% 288 28., D24 CONTROL VALVE \ T l .. . - = ' ' _, '- ~. 25l W-R "°""'°" °;°°'°": °* -E .. 5 2° 3’ ze Em 6 ° £53 1:: 4 . J’ . -” 4 \I-I‘!/IIIJIIII. ______ ' er nc 29 Bro e Va ve E 3 8 __ .l I 5_:_:1_' Portion 9 Y 194 93 Pipe Bracket 25l ‘At 24a . d§- 3h I-Elfl:/I/All///afflfi ‘ / T4’/W ' 3a 26 W§£l!‘£5'_4 fi__,Ifl//¢:El:6’_-’_“-l"6 D I A. G 45 ‘ I ‘- ' O k A 256 //AF/TIE“-’-lfistl-'.¢'¢'flllll-/==a’.-l.4T Ds-24-i-i BRAKE VALVE “D e‘ " ages ‘ A ' “'° °"°" 284 2 7.’_/'.?¢l:lIv1zIé|- El?!-zlfi 2°- 9-3-A RELAY VALVE - 4 18? 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A ._ six’;-A-,1 / j///,-:1-1 ’ ‘ e.-2)) I09 1 44 7//,!!_/////A7///4,/////4!!’///. 3 5 .1 12 27 \~\ 6 / (A 7 ,7/A!!7////I.’///£"””=”//A 97 ’ I‘ 114 FA-4 MAGNET VALVE ,l-_ \ 34 Q2‘ , Full Release 33 § I ' S //AIIV////AV/Av717;/'17;'1;Zl,’A V I § Brake Valve 98 ’ ,,,‘ elector Cock 35 V1915;////1://///Av////,1£|z ‘ A § 35 . I ”/Al’//////Ill’///Jiv///#712 ' 7' .\\\ /4; /Z \64 , Position Diagram of \ / K-2-A Rotair Valve ch k 26 ' " Ser. Appl. 0 e I / ' ISL Sup. R85. I Application To A 1/ Choke 5 Suppression Valve /Valve Release Valve // (vi6"crioiie) Q4 21 11B \ ’ t V ' 4° ' / Equal. Piston Check Valve S '. TO Brake Cylinder ' Release Interlock I12 POYfiOn (3/64' Combined Reservoir / \ \' ' I | \ @ \ 44 43 A‘ Vol. Res. /. . VOIUITIG RES I APPIication Position 48 Emergency 41 " Vent Valve 4 _ 47 DIAPHRAGM FOOT ‘Zia Vii?‘ F"séoSci'"‘°° VALVE Mease "°$"‘°" Equalizmg and Reduction 12 Limiting Reservoir -;gg'g‘bM°gne’ Displacement Combmed Dirt Collector and Cut-Out Cock Control Portion To Main Re~servoir Controlled Emergency 6 Release 24 RL EOUII? FOR DIESEL FREIGHT Loco wrrn DEADHANS sERvioi-: 5 snzers o|AoRAimATio SHEET 5 C- 77550-56 >\ 0 FS- I864 RELAY VALVE Q ,. 3 E‘ 8 3 E 279 355 F '.:“:T"F1H.‘:.AL;"E s40-0 INDEPENDENT VALVE Magnet Portion Inshot Valve 288 0-24 CONTROL VAL‘-‘E 250° ,5 2 E E 3 g Q E 2 = ( reig t osi ion 43 Switch Poriion 259° 252° :_ 25|b2o°2 zb 51¢ 25% 28-, 25h: 253 g.§£ 52 E‘ II? IE ‘I <3 5 £3 l-l-I E g 20 37 \ 25|°\ 253 NO‘ 218 AND BRACKET Controlled _Emergency Pipe Brackel 251 _ g§ ¢h- E . . , . 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P B 1“ I ' I _ _ _ _-'-2 -- \ "?\'I - - A-~ ‘ -E‘--1‘:/11.01!-Ill-______:.. . IDB F8 W.P. m1.’///A/A/,'///or//.'4/./4/.7//. Dlflqmm Rf 2° 37 | 5 _, ~, ’ 1 -- ,_. 9,! .- Hi, ‘ Porhon 29 DSE-24-H DSE-24-H BRAKE VALVE 77 7 25 §Ff2‘._3.¢:'/ //-’i$‘/// 255 30- .//!!./Al!//4,6/,/If////L,/Z,/J4,///I ? §=#'-- . will? /’1\'-’~’f// r. - 243 //If J7/A_'zJ///4-//A/m ¢ HF-1;‘! /I, ~ ..\3...~/J Quick Acuon 22 ¢ .1, .L‘—‘;'‘). I Q _ ' I I ROI. Chamber 26 Z'l1,i'L_'--§—,'.I_§!!;l'/A,///A£§l;4g.'_£',& . % W /‘\I;“\\\\\\\\‘_\\\' 234 Magnet Magnet 2 14 Duplex A" Gages 2 5 280 E independenl Application and ._._‘.. 5 '1', I '.:' _ e ;. , . : - ,l . ,._d . 328 2 _\ P \\\\1 . \\ D R | p f "h - Independent Appl. Posifrm rum \:‘ ‘ ~ or ‘on w Dynumlc and REIEOSQ 9 1.1 7.‘,/A’//1.'l:a|,'(I7/J"fl’-‘:'JHZZI:Q ROTAIR VALVE {E -:.r_\.:..‘:\.:““ 1 ‘ ' I IN 230 cf Check VGIVES ' ' ' " I I r " \ ‘ I ‘ r .\\\\\\|\\~\\\\ 15 __ IPIIABQ P P .t. 1 I ‘ § 88 . 32O\ ( assenger OSI non] way ________ “ § I , $1. 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Volume Res Release Position 48 DIAPHRAGM FOOT VALVE 47 3 D-24 Type - t - Feed Volve\\\ F"-scoscimce Cab Signal Mamet Displacement Equalizing and Reduction Limiting Reservoir Combined Dirt Collector and Cut-Out Cock Control Portion To Power Knockout T0 T0 MOin Reservoir Controlled Emergency 8 Release 24 RL BRAKE EOUIEFOR DIESEL FREIGHT LOGO WITH IIEADMANS EMERGENCY 3 SHEETS UAGRAMNATIG SHEET 3 C-77550-60 TIMING VALVE 2500 > AGKNOINLEDGING VALVE 283 D-24 CONTROL VALUE. 7 o E ROTAIR .V.ALvE -F INDEPENDENT 250° 252° =. 25|b2o°2 2b 5“: zsob 287 25|q\ 3 S 3 3 9 (Freight Position) S40 83 25“, \\‘\‘I_\“\\ \\‘|\\A\\\\\\\'\\\‘§'\\\\\\\}\\‘-\\\‘z _253 E E ‘<3 E E “E, 4 :\~. -\- \» I :\;‘:“‘ :\k\I'1:lII;II"II- am controlled ,E|-nergency PIDG BI'GCkCt 3:’ = -- 0 M n I 20 37 93 i §v_i;-53%’ Porhon 3h Ba - __, ‘-I r 7 _-7 '7 Position Diagram of 9 ,, ,4” _ / 2;V.P- D5-24 Broke Valve [<4 "6 QUICK ACUOU 284 30 '0All7/A|l'l7A'///A,//7/AVJ/fl7//A ‘ ~ L 71‘: ~-~ -"4 25 187 Chamber 5 248 _ B-3-A I \\\\\\.\\\\\\\\.v\\\' 26 22 Duplex Gages 1 28 E independent Application and D D924 BRAKE VALVE I It “““::::1“ lndependenl Appl. 2 . ?./4.,/.I:lIf';;zI.5!!!:l,¢i',e'5zl¢ 13 35 27 23 44 S _ Em CM 37 _ Z _“““‘““‘ and Release Porhon ROTAIR VALVE “um I 6 ' W 19 I -"‘r' '- >' " l-‘ " " r .\\\\\\M ' 1.4 '. 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E I Volume Res ma-gency Release Positmn 48 \ Application Posiiion DIAPHRAGM FOOT 47 134 D“24 Type First Service VALVE D_ I l Feed Vbive \\ Cock asp acemen 136 Equalizing and Reduction El Limiting Reservoir Combined Dir! Collector and Cut-Out Cock Portion 126 Res Acknowledging Whistle Magnet Valve To Main Reservoir To Controlled 24 RL some FOR DIESEL FREIGHT moo WITH FULL TRAIN CONTROL e oeeoums seawce 3 SHEETS oIAeRAAmA'rIc TE“ 5 C-77550-6 ROTAIR VALVE (Freight Position) TIMING VALVE VALVE Single Pointer Air Gaqe S-40-F IN DEPENDENT 2002 250:; 288 287 D-24 CONTROL VALVE “m A‘ ‘.\\\\‘L\\\‘;\\\\\\‘;§:‘7'.\\\}§ 353 5Ia ._ I Service Emergency as 7253 Controlled _Emergency 185 194 20 37 ‘T I.‘-'.’-”""""" ____ 93 Pipe Bracket Z5| .. . -- -V 95,’ I. Por on w.p P°s"'°" °'°9'°"' °f 93 ' ' ' ‘l '/// 29 I//lllf/1:’-‘J’//4'///A7///A?’///A’///A DS-24-H Brake ‘vtalve V/All///JIZQ’///AZ//47///J’ . 3h § 38 /1'.///‘L’./A:///1:2’//A’///A IJWII--=is||'|0.z//A=:=.1z::.':I4 Y /4/??§e”/// ese - " 282 \ Quick Action Chamber Duplex Gages \§ 14 :/;;‘.;:5 ’-'-§?I-7;”-7”‘ os24-H BRAKE VALVE 240 B'3'A RELAY VALVE gidlependent _Application and D 2 e ease Portion with Dynamic 199 Independent Appl Y _. . .I.: I. . _t and Release Portia 19 11 Emergency \/enl ‘-‘Give ROTAIR \/ALVE 37 " ' r I ' IV 7 I 1 ' r- 7 . . 15 3155 (Passenger Position) 17 ‘ Ex. iljég-giifii--I‘ Comlgined omnoe Deed Engine 226 il/,.am=. Ml-I¢QI4 \ Over switch and Cook I. . .- I . _ _ _ - » i ' - ireman - ~ 32 Position Diagram of HA_24_C -'2 9 Circuit Controller Service P°'l'