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Air Brake and Train Handling > Glossary Terms > Flashcards

Glossary Terms Flashcards

1
Q

Air Brake

A

A system of compressed air devices, controlled manually, electronically, or pneumatically, that make the car or locomotive slow down or stop.

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2
Q

Automatic Brake Valve

A

A manually operated electronic controller or pneumatic valve on the locomotive that controls the train and engine brakes.

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3
Q

Independent Brake Valve

A

A brake valve that controls the locomotive brakes independent of the automatic brake valve handle position.

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4
Q

Brake Valve Cutout Valve

A

A device on locomotives that can cut out the charging and service functions of the automatic brake valve. This valve also properly positions the brake valve for passenger or freight operation.

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5
Q

MU - Cutout Cock (MU2A and Double Ported)

A

A device for cutting in or out the independent brake valve.

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6
Q

Equalizing Resevoir

A

A small reservoir connected to a piston or diaphragm chamber and used in automatic air brake operations. It is only cut in on the controlling unit. The reservoir’s purpose is to adda volume of air to one side of the chamber which can be accurately controlled.

When a brake pipe reduction occurs, air is drawn from the equalizing reservoir. the reservoir then automatically draws the proper amount of air from the brake pipe. For this reason, the brake pipe pressure and the equalizing reservoir pressure are always the same, except when they are equalizing after a brake pipe reduction or a brake pipe charging operation.

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7
Q

Service Brake Application - “rate”

A

When brake pipe pressure exhausts at a service rate to apply the train brakes.

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8
Q

Minimum Reduction

A

The first position of the automatic brake valve that initiates a service application of 6 to 8 psi.

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9
Q

Actuate

A

Using of feature of the independent brake valve to charge the actuating pipe from the main reservoir and prevent or release a locomotive brake application from a brake pipe reduction.

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10
Q

Emergency Application

A

A rapid reduction of brake pipe pressure that causes the control valves to move to the emergency position and the vent valves to open. This equalizes auxiliary reservoir, emergency reservoir, and brake cylinder pressures.

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11
Q

Emergency Brake Valve

A

A manually operated device on equipment that initiates an emergency brake application.

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12
Q

Regulating Valve

A

The valve that reduces air pressure from the locomotives main reservoir to the desired pressure in the brake pipe. The regulating valve will automatically maintain that pressure when the automatic brake valve is in the RELEASE position.

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13
Q

Air Compressor

A

A locomotive device, powered by the diesel engine or n electric motor, that compresses air for operating the air brakes and all other air operated devices on locomotives and cars.

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14
Q

Main Reservoir

A

An air reservoir on the locomotive for storing and cooling compressed air.

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15
Q

Air Flow Indicator (AFI)

A

an instrument that indicates the volume of air flowing through the automatic brake valve into the brake pipe.

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16
Q

Alignment Control Couplers

A

Specially equipped couplers, installed on most locomotives that only allow the couple in buff to move laterally within certain limits. This equipment minimizes rail turnover, wheel climb, and jackknifing.

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17
Q

Ampere

A

The standard unit for measuring electric current.

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18
Q

Accelerometer

A

An indicator that displays in MPH per minute the rate of increase/decrease of speed.

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19
Q

Dynamic Brake

A

An electrical device that converts some of the energy developed by a moving locomotive into an effective retarding force.

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20
Q

Dynamic Brake Holding Feature

A

A feature of the lead, controlling locomotive that allows dynamic braking effort when a PCS open condition exists.

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21
Q

High Capacity Dynamic Brakes (Refer to 10,000 lbs per axel as basic brake)

A

Provide approximately 13,500 lbs of effort per axel.

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22
Q

Flat Dynamic Brake

A

A dynamic brake system that provides retardation that is controlled solely by the position of the dynamic brake lever. Maximum retardation occurs at Position 8.

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23
Q

Taper Dynamic Brake

A

A dynamic brake system that provides retardation relative to both speed and dynamic brake handle position. The higher the speed, the greater the retarding force developed for a given handle position. At higher speeds, full dynamic brake effor is reached at position 4.`

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24
Q

Electronic Alertness Device

A

A safety control system that senses the activity of engineer. As the engineer goes about normal activities, any such changes will rest the control and start a timing circuit. If during the timing period no additional activity is detected and audible and or visual alarm occurs. If activity still doesn’t occur for another period, approximately 6 seconds, a penalty brake application is initiated.

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25
Q

Penalty Brake Application

A

An automatic full service brake application caused by various safety devices.

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26
Q

Pneumatic Control Switch

A

An air operated switch activated by an emergency or penalty brake application that drops the engine speed to idle on EMD locomotives or throttle notch 1 on GE locomotives.

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27
Q

Distributed Power

A

One or more locomotive consists that are remotely controlled from the lead, locomotive.

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28
Q

Isolation Switch

A

A switch on diesel electric locomotives that how two or three positions. In the RUN position the unit is on the line responds to control and develops power. In the ISOLATION position the unit is isolated from the consist and does not develop power or respond to control.

29
Q

Pressure Maintaining Feature

A

A system designed to overcome brake pipe leakage both in the release and service positions of the automatic brake valve. This allows a constant brake application to be held as long as needed.

30
Q

Helper

A

Distributed power or manned helper added to a train to assist movement.

31
Q

HTD

A

A radio device located in the locomotive cab that communicates with an End of Train Device

32
Q

Control Valve

A

A device on locomotives or cars that charges the reservoirs and applies or releases brake cylinder pressure when brake pipe pressure reduces or increases.

33
Q

Auxiliary Reservoir

A

A storage volume charged from the brake pipe to receive and store air to apply brakes on a car or locomotive. In freight car equipment the auxiliary reservoir and emergency reservoir are combined in one structure.

34
Q

Emergency Reservoir

A

A storage volume charged from the brake pipe to receive and store air used during emergency brake applications and certain recharge features.

35
Q

Branch Pipe Cutout Cock

A

A device on locomotives and cars that isolates the control valve from the brake pipe.

36
Q

Brake Pipe

A

The section of air brake piping of a car or locomotive that supplies the reservoirs. It also connects the piping to allow the locomotive engineer to control the car brakes. The pipe is 1 - 1/4 inches in diameter and extends from one end of the car to the other. At the ends flexible hoses connect the cars. When a train is made up and all brake pipes on the cars are joined together the entire pipe line is called the brake pipe.

37
Q

Brake Pipe Gradient

A

The difference in brake pipe pressure between the locomotive and the rear car of the train. There are three different brake pipe gradients.

38
Q

Normal Gradient

A

The gradient that exists when the system is fully charged.

39
Q

False Gradient

A

The temporary gradient that exists when the system is less than fully charged.

40
Q

Inverse Gradient

A

The temporary condition when the brake pipe pressure is higher at the rear of the train than at the head end of the train.

41
Q

Full Service Application

A

A brake pipe reduction made only to the point at which the auxiliary reservoir and brake cylinder pressures equalize. Any further reduction in the brake pipe pressure except an emergency application will not affect the amount of pressure in the brake cylinder.

42
Q

Balanced Braking

A

Controlling train speed by making enough of a brake pipe reduction to stabilize speed on a grade, then allowing the automatic brake valve pressure maintaining feature to hold the brake application constant regardless of brake pipe leakage. This ordinarily is accomplished in combination with dynamic braking.

43
Q

Pressure Maintaining Braking

A

Controlling train speed by making enough of a brake pipe reduction to stabilize speed on a grade, then allowing the automatic brake valve pressure maintaining feature to hold the brake application constant regardless of brake pipe pressure.

44
Q

Bleed

A

Venting air pressure to the atmosphere such as venting air pressure from the brake cylinder of individual cars, by using the release valve.

45
Q

Brake Application

A

A brake pipe pressure reduction that causes the control or distributing valve to move to the service or emergency position. The rate of how fast the brakes apply.

46
Q

Off Air

A

Off air means when it is known that a brake system has not been connected to a continuous source of compressed air of at least 60 psi for a period of 4 hours of more. If brake pipe gradient is observed no minimum brake pipe pressure at the opposite end of a brake system is required as long as 60 psi or more is being maintained at the charging end of the brake system.

47
Q

Overcharge

A

Brake equipment charged to a higher pressure than the regulating valve is adjusted for or can maintain. In such a condition, brakes on a portion of the train may not release.

48
Q

Reduction

A

A decrease in brake pipe pressure at a rate and of an amount sufficient to cause a train brake application to be initiated or increased.

49
Q

Reduction Relay Valve

A

A device on long cars that helps brake pipe pressure reduce during service and emergency brake applications. The valve compensates for the added length of brake pipe on long cars.

50
Q

Retaining Valve

A

A manually operated valve used on cars to exhaust brake cylinder pressure completely or to maintain a predetermined pressure.

51
Q

Disturbed Track

A

A section of passable track that has a temporary speed restriction imposed because various defects or track maintenance has affected the integrity of the track.

52
Q

Drawbar Forces

A

Forces at the couplers between cars and or locomotives that may be either draft (stretched) or buff (compressed) depending on train operation.

53
Q

Grade

A

Grade is other than level track and is usually expressed as a percentage. The percentage is the number of feet the track rises or falls in a distance of 100 feet.

54
Q

Light Grade

A

Less than 1.0 percent.

55
Q

Heavy Grade

A

At lease 1.0 percent for a distance of 3 miles or more.

56
Q

Mountain Grade

A

2.0 percent or greater for a distance of 2 miles or more.

57
Q

HPT

A

The total horsepower of all working locomotive divided by the total trailing weight of the train and isolated locomotives in tons.

58
Q

TOB

A

The gross trailing tonnage of the train divided by the total number of cars having operative brakes. This one does not include isolated motors.

59
Q

TODB

A

The total gross trailing tonnage of the train divided by the number of axles of locomotives, including helper locomotives operating in dynamic brake.

When making this calculation include in the gross trailing tonnage the weight of any locomotive including a helper locomotive not in dynamic brake of with dynamic brake cut out.

60
Q

Slack Action

A

Movement of part of a coupled train at a different speed than another part of the same train.

61
Q

Slug

A

A unit with traction motors but no diesel engine and incapable of propelling itself. The unit receives electrical power through a power cable from an adjacent specially equipped locomotive. Slugs are used where low speeds and high tractive effort are needed.

62
Q

Solid Block

A

Two or more freight cars coupled together and added to or removed from a train as a single unit.

63
Q

Thermal Cracks

A

Cracks in a railroad wheel, normally caused by heat generated on the tread and flange of the wheel from excessive braking.

64
Q

Throttle Modulation

A

The action of adjusting the throttle one notch at a time between idle and position 8 to control train speed without the application of air brakes.

65
Q

Transfer Train Movement

A

A train that travels between a point of origin and a point of final destination not exceeding 20 miles. Such trains may pick up or deliver freight equipment while en route to a destination.

66
Q

Unattended

A

Means cars and or locomotives left standing and unmanned in such a manner that the brake system of the cars and or locomotives cannot be readily controlled. The hand brake is considered to be part of the brake system of a car or locomotive.

67
Q

Vent Valve

A

A valve attached to the brake system of a car or locomotive. The valve responds to an emergency brake pipe pressure rate of reduction by venting the brake pipe at each vehicle to the atmosphere. As a result the emergency application spreads throughout the train.

68
Q

Yard Test Plant

A

A system of piping and fittings that supplies air at convenient locations to charge and to test cars without a locomotive.

Air Brake and Train Handling (1 decks)

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