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A "dumb" ETD can be as simple as a red flag attached to the coupler on the last car of the train, whereas "smart" devices monitor functions such as brake line pressure and accidental separation of the train using a motion sensor, functions that were previously monitored by a crew in the caboose. [1]
It is typically used to connect a fluid line to a rigid, internally threaded hydraulic component. The bolt is assembled through the center of the union, usually with face seals on either side of the union, to create a fluid path between the external ports on the union and bolt. A flexible hose or a rigid pipe may be connected to the union port. [1]
Interior of a typical goods brake van. Immediately to the left of the doorway is the stove and stove pipe; to the left of this are a firebucket, ducket (blanked off) and sandbox; in front of the stove is the sanding lever; to the right are the handbrake, vacuum brake handle, vacuum gauge and seat
A comparatively simple brake linkage. In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train.
When the brake pipe and car components are charged with air, the brakes release. When the engineer needs to make a brake application, control valves in the locomotive reduce the brake pipe pressure. As the brake pipe pressure is reduced, the service portions on each car divert air from their reservoirs to their brake cylinders.
One trouble-free year later, New York Air Brake signed a $25 million contract to provide brake systems and controls for New York transit's entire fleet of 754 R46 subway cars, the beginning of over a decade of providing brakes to commuter lines. By 1990, New York Air Brake had furnished $100 million worth of equipment for more than half of New ...
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3579 S High St, Columbus, OH · Directions · (614) 409-0683