Professional Documents
Culture Documents
Newfoundland and Labrador: N"ewfo Dland Labrador
Newfoundland and Labrador: N"ewfo Dland Labrador
N"ewfo dland
Labrador
Newfoundland
and Labrador
AIR BRAKE
MANUAL
FOREWORD
2
CONTENTS
SECTION I
Two-Way Check Valve 31
Emergency Applications 38
SECTION II
Service Line Rupture 38
Compressor 12
Manually Operated Trailer Supply Valves 40
Reservoirs 13
Section Summary Questions 41
Foot Valve 14
16
SECTION V
SECTION III
T-75 Off-Highway System, Single Unit 47
HOW THE BASIC SYSTEM WORKS L-75 Off-Highway System, Combination with
Schedule XTrailer 48
Gauges 21
Section Summary Questions 49
Wig-Wags
Stop Light Switch
21
21
SECTION VI
Parking Brakes 24
Brake Adjustment 53
Mechanical Release 26
SECTION IV
TRAILER SYSTEMS
Glad Hands 30
Application Line 30
3
SECTION I
5
SECTION I
If an engine of 200 horsepower accelerates a vehicle to 100 The distance required to stop a vehicle depends on its
kmlh in one minute, imagine the power needed tostopthis speed and weight, in addition to the factors of energy,
same vehicle. Not only that, but the vehicle might have to heat and friction. The brake power required to stop a vehi
be stopped in an emergency, in as little as six seconds (just cle varies directly with its weight and the "square" of its
J/l0 of the time it took to reach 100 km/h). speed. For example, if the weight is doubled, the stopping
power must be doubled to be able to stop in the same dis
tancE'. If the speed is doubled, the stopping power must be
increased four times to be able to stop in the same dis
tance. And, when weight and speed are both doubled, the
stopping power must be increased eight times to be able to
stop in the same distance.
For example, a vehicle carrying a load of 14000 kgs down a
steep grade at 16 km/h is brought to a stop in a distance of
30 meters by normal application of the brakes. If this same
vehicle carried 28000 kgs down the same grade at 32 km/h,
it would require eight times the braking power to stop the
vehicle in 30 meters. This would be more braking power
than the brakes could provide. No vehicle has enough
braking power when it exceeds its limitations.
6
SECTION I
10 PSI
6"
1"
Compare the Points A, C, Bto the previous lever diagram.
7
SECTION I
STOPPING DISTANCE
SECTION SUMMARY
In addition to the above factors, a driver must understand 1. What is the final factor that will determine if the vehi
what is meant by the term "stopping distance". Stopping cle will move?
distance consists of three factors: 2. What is the final factor that will determine if the vehi
cle will stop?
Driver's reaction time + Brake lag + Braking distance. 3. How is the heat dissipated that is generated by the
REACTION TIME: The time it takes from the moment a brakes?
hazard is recognized to the time the brake is applied, ap 4. If one set of brake shoes are poorly adjusted, what ef
proximately % of a second. (Reaction time is often called fect could it have on the remaining sets of brake shoes
"thinking time".) in the system?
5. What is meant by the term "FRICTION"?
BRAKE LAG: The time the air takes to travel through a 6. If the weight of the vehicle is doubled, how many
properly maintained air brake system, (approximately 4J1O times must the stopping power be increased?
of a second). 7. If both weight and speed of the vehicle are doubled,
how many times must the stopping power be in
BRAKING DISTANCE: The actual distance the vehicle
creased to be able to stop in the same distance?
travels after the brake is applied until the vehicle stops.
8. If the speed of the vehicle is doubled, how many times
must the stopping power be increased to be able to
(The distance depends on the ability of the lining to pro
stop in the same distance?
duce friction, the brake drums to dissipate heat and the
9. What is compressed air?
tires to grip the road.)
10. What does the abbreviation "p.s.I." stand for?
11. If 40 p.s.I. is exerted against a diaphragm of 30 square
inches in area, what is the total pounds of force that
The professional driver never takes the brakes for
could be exerted?
granted. The braking system must be tested and the ad
12. "Brake lag" is approximately 4J1O of a second in a well
justment checked before placing the vehicle into service.
maintained, single circuit brake system. What is
The professional understands the braking system,
meant by "brake lag"?
realizes the capabilities and limitations, and learns to use
13. What is meant by the following terms?
them to the best advantage.
"Reaction distance" - "Braking distance" - "Stop
ping distance".
Heavy vehicles require powerful braking systems that are
obtained by use of mechanical leverage and air pressure.
Brakes must be used keeping in mind the heat generated
by friction. If the heat becomes too great, braking effec
tiveness will be lost. The heavier the load and the faster the NOTES
speed, the greater the power needed to stop.
100T0150M
60T085M
8
SECTION I
9
SECTION II
SECTION II
THE
COMPONENTS OF
AN AIR BRAKE
SYSTEM
COMPRESSOR
RESERVOIRS
FOOT VALVE
BRAKE CHAMBERS AND
SLACK ADJUSTERS
WEDGE TYPE BRAKE
DISC BRAKES
SECTION SUMMARY
QUESTIONS
11
SECTION II
TO GOVERNOR
THE COMPRESSOR
Compressed air is the means of transmitting force to an air UNLOADING: When sufficient pressure has been built
brake system. The source ofthe compressed airis the com up, the compressor goes into an "unloading" stage. The
pressor. A compressor is designed to pump air. Air unloader plunger holds the inlet valves off their seats until
pumped into a tank will result in pressurizing the air, as pressure drops to the pre-set cu t in pressure which is regu
was explained previously in this manual.
lated by the governor.
A piston type compressor operates on a similar principle
to that of the intake and compression strokes of an engine.
DISCHARGE
VALVE
INLET VALVE
INTAKE STROKE: The downward stroke of the piston
creates a lower pressure within the cylinder than the at
mospheric pressure outside the compressor. This causes
air to flow past the inlet valve (which the atmospheric
pressure has opened) into the cylinder. TO RESERVOIR
INTAKE
STRAINER
DISCHARGE
TO RESERVOIR
INTAKE
STRAINER
TO GOVERNOR
12
SECTION II
too slack, they could slip, and the compressor will not
achieve its maximum efficiency. While checking the drive THE RESERVOIRS
belts also check the compressor for broken mounting brac Reservoirs or tanks hold a supply of compressed air. A
kets or loose mounting bolts. safety valve protects them from being over pressurized
The compressor is in constant drive with the engine. and bursting. The safety valve protects the air brake sys
Whenever the engine is running, so is the compressor. It is tem from an excessive buildup of air pressure. The valve
usually lubricated from the engine lubrication system. consists of a spring loaded ball which will allow air to
Some compressors are self-lubricating and require regular exhaust the reservoir pressure into the atmosphere. The
checks of lubricant levels. valve's pressure setting is determined by the force of the
spring. A safety valve is normally set at 150 P.5.I. If the
There are periods of time when it is not necessary for the
pressure in the system rises to approximately 150 P.5.I.,
compressor to pump air. A common pressure in an air
the pressure would force the ball off its seat, allowing the
brake system is from a low of85 P.5.I. to ahigh of 105 P.5.I.
pressure to exhaust through the exhaust port in the spring
Some systems operate between 105 P.S.I. and 125 P.S.I.
cage. When reservoir pressure is sufficiently reduced (to
Minimum pressure is approximately 20 P.5.I. below
approximately 135 P.5.I.), the spring will force the ball
maximum pressure.
back onto its seat, sealing off the reservoir pressure. Not
When the pressure has reached the system's maximum, all safety valves have a manual release feature as shown in
the compressor goes into an "unloading" stage. the diagram below.
Most compressors have two cylinders. In the unloading 1£ the safety valve has to relieve the pressure, it indicates
stage, the inlet valves are held open, allowing the air to be that the governor or compressor requires service or repair.
pumped back and forth between the two cylinders, in This should be done by a qualified mechanic.
stead of compressing it. During the "unloaded" stage, the
compressor is able to cool.
It is most important that the air in the air brake system be
kept as clean as possible. Dirt in the system can cause trou
ble. 1
The air from the atmosphere that enters the compressor I
mustfirst pass th rough a filter to remove any dust particles r
from the air. The air filter must be cleaned regularly. A
dirty filter will restrict the flow of air into the compressor,
red ucing its efficiency. Some vehicles have the inlet port of
the compressor connected to the air cleaner of the vehi
IMPORTANT! SAFETY VALVE ADJUSTMENTS MUST
cle'sengine ..
NOT BE TAMPERED WITH. ONLY QUALIFIED
MECHANICS SHOULD SERVICE SAFETY VALVES.
A governor controls the minimum and maximum air pres
sure in the system. As the compressor is in constant drive
with the engine, the governor's job is to "unload" the com
pressor when the desired pressure is reached. The gover
nor does this by directing air pressure to the inlet valves of Reservoirs or tanks are also equipped with drain cocks to
the compressor, holding them open when pressure in the drain off any moisture. When air is compressed, it be
system reaches its maximum. When the pressure in the comes heated. The heated air cools in the reservoir, form
system drops by approximately 20 P.5.I., the governor al ing condensation. Oil leaking past the piston rings of the
lows the inlet valves to close, returning the compressor to compressor mixes with this moisture to form a sludge in
its pumping stage. the bottom of the reservoir. If allowed to accumulate, this
sludge (water and oil) would enter the braking system. An
excess of water in the system causes h'ouble with valves
and other parts. In winter, water in the system may freeze,
PRESSURE causing malfunction of valves or brake chambers.
SElTING
SPRING
~;;;:=~=:I.._-IRESERVOIR PORT
13
SECTION II
REAOLE
SPRING -.30rl-'..., EXHAUST POR
H~~~-
14
SECTION II
WORM BOLT
LOCK SCREW o
ADJUSTING
LINKAGE
ADJUSTING BOLT
SPLINE
WORM GEAR
ADJUSTING BOLT
CLUTCH SPRIN
SPLINE GEAR
15
SECTION II
DISC BRAKES
WEDGE TYPE BRAKE
Here is another example of a type of brake assembly lIsed
on some air brake equipped vehicles. The action of the
brake chamber push rod forces a wedge shaped push rod
between the brake shoe rollers. This forces the brake shoe
lining against the brake drum.
BRAKE CHAMBER
SHOE
~r--RETRACTING
SPRING
PUSH ROD
16
SECTION II
SECTION SUMMARY
NOTES
17
SECTION III HOW THE BASIC
SYSTEM WORKS
SIMPLE AIR BRAKE
SYSTEM
ONE WAY CHECK VALVE
GAUGES
BRAKE APPLICATION
GAUGE
LOW PRESSURE
WARNING
WIG-WAGS
STOP LIGHT SWITCH
QUICK RELEASE VALVE
RELAY VALVE
FRONT WHEEL LIMITING
VALVE
TANDEM REAR AXLES
PARKING BRAKES
DUAL CONTROL VALVE
AND RESERVOIR SYSTEM
MECHANICAL RELEASE
SECTION SUMMARY
QUESTIONS
19
SECTION III
~8
......
J.
4 9 4
20
SECTION III
GAUGES WIG-WAGS
All vehicles are equipped with a pressure gauge (10) to in There are two common types of "wig-wag" low pressure
dicate the amount of air pressure in the main reservoir sys warning devices that may be used. Both types will drop
tem. This gauge is mounted in the cab, usually on the into the driver's view when the pressure in the system
dashboard. Common operating pressures are 85 P.S.I. to drops below approximately 60 P.S.I. The automatic warn
105 P.S.I. and 105 p.s.I. to 125 P.s.I., depending on the ing device will rise out of the driver's view when the pres
system. Monitoring the gauge will alert the driver to any sure in the system rises above 60 P.S.I. The manual reset
unusual changes in pressure. type must be placed in the"out of view" position manually
and will not stay in place until the pressure in the system
goes above 60 P.S.I.
LOW PRESSURE
WARNING
21
SECTION III
under pressure in the brake chambers to return back to the The driver places the control valve in the "normal" posi
foot valve to release the brakes. This releasing action tion for dry road surfaces and the front braking application
would be slowed in long wheel base vehicles, due to pressure is normal. On a slippery road surface, the driver
longer lines between the foot valve and the rear brake may flip the control valve to the "slippery road" position.
chambers. To allow the brakes to release quickly and fully, In this position, the control valve will cause the LIMITING
by discharging the application air near the brake cham VALVE to operate. Application air pressure to the front
bers, a quick release valve (13) may be installed. wheels is then reduced to 50 percent of the application air
pressure being delivered to the rear brake chambers.
SERVICE PORT
SERVICE PORT
PISTON SPRIN
NLET-EXHAUST
ALVESPRING
DELIVERY PORT
SUPPLY PORT
EXHAUST PORT LOWER PISTON ASS'Y
FRONT WHEEL This valve will hold off brake application to the front
LIMITING VALVE wheels from 0 to JO rs I., depending on how it has been
preset. Between the preset pressure and 40 P.S. I. of brake
For better steering control on a slippery road surface, it can application, the reduction is approximately 50 percent.
be an advantage to reduce the braking effect to the front Brake applications between 40 PSI. and 60 PSI. are re
wheels. This can be accomplished by installing a control duced by less than 50 percent. Brake applications over 60
valve (15) in the cab, and a FRONT WHEEL LIMITING rs I. are not reduced, full application is directed to the
VALVE (16) on the front axle. front wheels.
22
SECTION III
4 4
CHECK YOUR UNDERSTANDING trates an air brake system ofa vehicle equipped withanau
tomatic front wheel limiting valve (17), a quick release
From the above diagram name each numbered compo valve (13) and a tandem set of rear axles. Both axles of the
nent and briefly describe its function in the system. Write tandem set are equipped with brakes.
your answers on aseparate sheet a/paper.
A relay valve (14) is used to provide quicker application
pressure to the tandem rear axles.
TANDEM REAR AXLES
The air brake system discussed previously is that of a vehi
cle equipped with a single rear axle. The diagram iIlus
23
SECTION III
PARKING BRAKES Application of the dash control valve exhausts air from the
spring brake chamber, causing spring force to activate the
(SPRING BRAKES) spring brake.
24
SECTION III
19
The above diagram illustrates spring parking brakes (18) The diagram below illustrates the use of a third tank with a
added to the brake chambers of the rear axle on the single single control, used on the rear axle of a single unit.
unit vehicle. A control valve (19) is mounted in the cab. A
supply line of reservoir air is piped from the dry tank to the A control valve (19) is mounted in the cab. A supply line of
control valve. Opening the control valve admits main re reservoir air is piped from the dry tank through a one-way
servoir air pressure to the parking brake units, releasing check valve (9) into a third tank. Closing the control valve
them. shuts off the supply of reservoir air pressure and exhausts
the existing pressure in the parking brake units, allowing
Closing the control valve shuts off the supply of reservoir them to apply the brakes. If the main reservoir air in the
air pressure and exhausts the existing pressure in the system should be emptied, the parking brakes will not
parking brake units, thus applying the brakes. apply, because the one-way check valve will isolate the
pressure in the third tank. If the spring (parking) brakes
are to be used to stop the vehicle, the driver will have toset
the parking brakes manually with the cab control valve.
25
SECTION III
The spring force of the spring brakes which have been in
stalled; and,
MECHANICAL RELEASE
Some types of parking brakes can be released mechan
ically by "winding them off" or "caging" them. A bolt,
which runs through the centre of the chamber body, is
turned to compress the spring. It may be necessary to first
remove a lock plate and stud, to gain access to the head of
26
SECTION III
the bolt. Other types have a plug which must first be re 12. What is meant by "compounding" the brakes?
moved and a bolt inserted. In some cases, a special wrench 13. Why are spring brakes a reliable type of parking
is required. Instruction on how to "cage" is usually on the brake?
body of the parking brake. If all air is lost and the vehicle 14. How are parking brakes held in the released position?
has to be moved, the parking brake can be released by 15. What are the functions of the cab-mounted parking
winding them off. DO NOT wind off the spring brakes brake control valve?
completely. Leave enough brake force to stop the vehicle 16. Will parking brakes apply "automatically" in all brak
after it has been moved. Always block the wheels when ing systems?
caging the parking brake spring. Caging means the brakes 17. What is the reason for releasing the parking brakes be
are being released. fore making a full brake application test?
18. What is the purpose of an emergency release reservoir
tank in a parking brake system?
19. How can some types of parking brakes be released
without the use of air pressure?
20. What is the danger of disassembling a parking brake
unit?
NOTES
WARNING!
Parking brakes should never be disassembled withoutfirst
compressing the spring with a wind-off bolt. These springs
are under extreme pre~sure and could cause serious per
sonal injury if disassembly is attempted by anyone not ex
perienced in servicing these units. Disassembly is a job for
a mechanic.
SECTION SUMMARY
1. How can the driver tell how much air pressure there is
in the main reservoirs?
2. What must the driver do when a low pressure warn
ing system activates?
3. What is the purpose of a quick release valve?
4. What is the purpose of a relay valve?
5. What is the purpose of using a larger diameter pipe
between the main reservoir tank and the relay valve?
6. If the front axle limiting valve is in the "slippery road"
position, and the foot valve is depressed to make a
brake application of 30 r.S.I., how much pressure will
be applied in the front brake chambers 7
7. How is the reservoir protected from over pressuriza
tion?
8. What stops pressurizedairfrom flowing back into the
compressor from the dry tank?
9. At what pressure will the low pressure warning de
vice activate?
10. How is "brake lag" to the rear wheels minimized?
11. When should a driver use the front wheel limiting
valve?
27
SECTION IV TRAILER SYSTEMS
GLAD HANDS
APPLICATION LINE
HAND OPERATED VALVE
TWO-WAY CHECK VALVE
TRACTOR PROTECTION
AUTOMATIC TRAILER
SUPPLY VALVE SYSTEM
TRAILER SUPPLY VALVE
TRACTOR PROTECTION
VALVE
TRACTOR AND TRAILER
UNIT COUPLED
CHARGING THE TRAILER
SYSTEM
BRAKE APPLICATION
FOOT VALVE
BRAKE APPLICATION
HAND VALVE
EMERGENCY
APPLICATIONS
SERVICE LINE RUPTURE
SUPPLY LINE RUPTURE
LOSS OF MAIN
RESERVOIR AIR
MANUALLY OPERATED
TRAILER SUPPLY VALVES
SECTION SUMMARY
QUESTIONS
29
SECTION IV
30
SECTION IV
If the service line parted or ruptured, the trailer brakes HAND OPERATED VALVES
could not be applied, and the application air would be lost
from the tractor if a brake application were made. For trucks that are intended to pull trailers, the hand oper
ated valve is added to the air brake system to operate the
If the air in the main reservoirs were lost, there would be trailer brakes. This valve allows the driver to apply the trailer
no way to apply the brakes of the tractor or the trailer. brakes independently of the tractor. The amount of applica
The trailer brakes cannot be applied independently from tion air pressure delivered depends on the amount the valve
the tractor, and there is no way to set the trailer brakes is opened by the driver. Some valves must be closed by the
when coupling to the tractor. driver; others will close automatically from any open posi
The application and release of the trailer brakes would be tion. Valves may be of a type that will remain in the full open
slower than those of the tractor. position only, or they may be equipped with a locking device
that will hold them in the desired position.
These disadvantages are overcome by the addition of the
lines and valves discussed in the following pages. NOTE: The hand valve is NOT to be used for parking, as air
may bleed off if the engine is stopped or the hand valve
moves to the released position.
20
31
SECTION IV
The driver has applied the brakes by using the foot valve.
Application air is directed to the brake chambers of the
tractor AND to the trailer brakes through a two-way check
valve (22). The shuttle has shifted to the low pressure side,
closing off any air flow toward the hand valve side. The
hand valve (21) is in the closed position and equal pressure
TO TRAILER
is being applied to the brake chambers of the tractor and
the brake chambers of the trailer.
In this diagram, with the foot valve released, and the hand brake chambers. The two-way check valve in this applica
valve (21) opened, application air is directed from the tion has shifted to the low pressure side, closing off any air
hand valve through the two-way check valve (22), to the flow toward the foot valve side.
20
32
SECTION IV
The amount of application pressure through the hand There are two types of trailer supply valves in use. The
valve depends on the amount that the valve is opened by most common is a spring loaded valve that, after being
the driver. (But it cannot exceed main reservoir pressure!) opened manually, is held open by air system pressure.
This device is called an automatic trailer supply valve.
Any time a trailer brake application is made by use of the
hand valve, the driver may depress the foot valve treadle. Some tractors have a manual trailer supply valve. These
If the foot valve application is of a higher pressure than may be a toggle type switch or a pUSh/pull type.
that of the hand valve, the two-way check valve will shift
to the lower pressure side, allowing the higher pressure to The tractor protection valves vary in outward appearance,
be directed to the tractor and trailer brakes. depending on make and model, but all perform the same
function: protecting the tractor air supply.
If, during a foot valve application, the driver makes a
higher pressure hand valve application, the two-way
check valve will allow the higher hand valve application to
be directed to the trailer brakes.
20
20
33
SECTION IV
PROTECTION VALVE
34
SECTION IV
20
20
In the diagram above, the driver has made a brake applica If the driver, by mistake, applied the hand valve (21), with
tion with the foot valve (6), and application air is being de the trailer disconnected, the application air directed to the
livered to the tractor brake chambers. The two-way check tractor protection valve would also be dead-ended. Again,
valve (22) has shifted to the low pressure side, allowing no air loss would occur, if the trailer supply valve (24).is in
application air in the control line to reach the tractor pro the closed position.
35
SECTION IV
25
on the trailer frame near the brake chambers.) The relay In the previous diagram, the compressor has raised the
emergency valve serves three main functions in the sys main reservoir pressure to maximum.
tem:
In the next diagram, the driver has opened the trailer sup
1. The RELAY part of the valve relays air from the trailer ply valve (24) to allow the main reservoir air pressure to be
reservoir to the trailer brake chambers during a brake directed through the tractor protection valve (23) to the
application. This part of the valve operates like the trailer. The air pressure passes through the relay
relay valve previously discussed. It also provides a emergency valve (25) to the reservoir on the trailer. Pres
quick release of the trailer brakes. sure will build up in the trailer reservoir to the same pres
sure as the main reservoirs on the tractor. This is known as
2. The EMERGENCY part of the valve directs trailer reser "charging" the trailer system. The trailer supply valve will
voir pressure to the trailer brakes, causing an remain in the open position when the pressure has built
emergency application ("dynamiting"). This action up to between 20 and 45 P. S. I., depending on the make.
36
SECTION IV
37
SECTION IV
38
SECTION IV
39
SECTION IV
If this pressure is lowered to approximately 45-20 P.5.I. tractor, the driver must shift the trailer supply valve to the
the tractor protection system will close automatically, EMERGENCY position. Otherwise the tractor air pres
placing the trailer brakes into an emergency position. sure will bleed down and hold at 45-20 P.S.l.
The tractor protection system described in this manual is
an example of a vehicle equipped with a type of cab RUPTURED SERVICE LINE:
mounted trailer supply valve (24) which will close au As in the example, no action will occur until a brake appli
tomatically when the pressure in the supply line drops cation is made. Application of the brakes with a ruptured
below 45-20 P.S.I. The valve may also be closed manually. service line will result in a loss of pressure in the system.
When the main reservoir pressure drops to between 45-20
P.5. I., the trailer brakes will dynamite.
40
SECTION IV
SECTION SUMMARY
1. What is the purpose of a two-way check valve?
2. Why should the glad hands be protected when not in
use?
3. How can a driver control the trailer brakes indepen
dently?
4. What are three ways of testing the emergency appli
cation of the trailer brakes?
5. Should the hand valve of a tractor trailer unit be used
for parking?
6. What is the main purpose of the tractor protection
valve?
7. What is the main purpose of the trailer supply valve?
8. Name three functions of the relay emergency valve.
9. Describe the function of the supply line.
10. Describe the function of the service line.
11. What will occur if the supply line ruptures?
12. What will occur if the service line ruptures?
13. What will occur if a brake application is made with a
ruptured service line?
14. If the foot valve and the hand valve are operated at the
same time, can the application pressure be greater
than the reservoir pressure?
NOTES
41
SECTION V DUAL AIR
SYSTEMS
A SIMPLE DUAL CIRCUIT
AIR SYSTEM
COMBINATION TRUCK
AND TRAILER
T-75 OFF-HIGHWAY
SYSTEM, SINGLE UNIT
L-75 OFF HIGHWAY
SYSTEM, COMBINATION
WITH SCHEDULE X
TRAILER
SCHEDULE SX, OFF
HIGHWAY TRAILER WITH
SPRING BRAKE
SECTION SUMMARY
QUESTIONS
43
SECTION V
tions (two foot valves in one). One section of this dual foot
DUAL AIR SYSTEMS
valve controls the primary circuit and the other section
More and more heavy duty vehicles on the road today are controls the secondary circuit. When a brake application is
using a Dual Circuit Air System. The system has been de made, air is drawn from the primary tank (green) through
veloped to shorten stopping distances and reduce brake the foot valve and is passed on to the rear brake chambers.
failures. At first glance, the dual system might seem com At the same time, air is also drawn from the secondary
plicated, but if you understand the basic air system de tank (red), passes through the foot valve and is passed on
scribed so far, and if the dual system is separated into its to the front brake chambers. If there is an air loss in either
basic functions, it becomes quite simple. circuit, the other circuit will continue to operate indepen
dently. Unless air is lost in both circuits, the vehicle will
As its name suggests, the dual system is two systems or continue to have braking ability. The primary and secon
circuits in one. There are different ways of separating the dary circuits are equipped with low pressure warning de
two parts of the system. On a two-axle vehicle, one circuit vices (11) and pressure gauges (10).
operates the rear axle and the other circuit operates the
front axle. If one system has a failure, the other system is
isolated and will continue to operate.
DUAL CIRCUIT FOOT VALVE
TREADLE
10
11
44
SECTION V
19
SIMPLE DUAL CIRCUIT SYSTEM air to maintain balance in the modulator valve, due to the
primary circuit failure, the modulator valve then exhausts
WITH SPRING PARKING BRAKES air pressure from the spring brake circuit. The amount of
When spring brakes are added to a dual circuit system the air released is equal to the amount of air applied by the foot
same type of dash control valve discussed previously is valve. The release of air in the spring brake circuit causes
used. Blended air is used to supply the control valve (19). the drive axle to brake using spring brake pressure (18).
Blended air is air taken from the primary and secondary When the brake is released, supply air from the secondary
circuits through a two way check valve (22). With this pip circuit (red) returns the spring brakes to an off position.
ing arrangement the vehicle can have a failure in either cir Brake applications can be repeated until all the air from the
cuit without the spring brakes applying automatically. secondary circuit is lost, but, as the air pressure drops
Unless air is lost in both circuits the spring brakes will not below 85 r.s.l., the spring brakes won't return to the fnll
apply. off position, in fact they will start to drag. At approxi
mately 35 P.5. I. , the spring brake control valve (19) on the
SPRING BRAKES dash exhaust the remaining air in the secondary circuit,
and the spring brakes are fully applied. The only way the
WITH MODULATOR VALVE vehicle can be moved after all air is lost is to repair the dam
Spring type brakes in this system serve two purposes: aged circuit and recharge the system, or cage the spring
first, as a parking brake, and second as an emergency sys brake system.
tem. If a failure occurs in the primary circuit (green), and a Tandem tractors without steering axle brakes will have the
brake application is made, control air from the foot valve is primary and secondary systems split between the drive
directed to a spring brake modulator. As there is no supply axles.
45
SECTION V
COMBINATION TRUCK spring brake valve to exhaust the air from the trailer spring
brake chambers applying the trailer brakes. The trailer
AND TRAILER WITH brakes cannot be released under these conditions unless
the lines are recoupled and the trailer tanks recharged.
SPRING BRAKES If only the supply line breaks between tractor and trailer,
the same sequence of events will occur.
The trailer system is supplied by blended tractor air taken
from the primary and secondary circuit through a two way A break or rupture in the service line will not affect the
check valve as previously described. trailer until a brake application is made. A loss of pressure
in the tractor system will then result, causing the same
The system is charged by opening the trailer supply valve
emergency brake application described above. However,
(24), allowing air from the tractor to pass through the trac
the driver will be able to release the parking brakes by re
tor protection valve (23), and the trailer spring brake valve
leasing the foot valve, rebuilding air pressure and opening
(30) directly into the spring brake chambers (18). When air
the trailer supply valve.
enters, the pressure protection part of the trailer spring
brake valve opens, allowing the air to fill the trailer tanks. To apply the parking brakes, the control valve (19) is
closed, causing a loss of pressure in the line which applies
When a brake application is made, blended control air acts the spring brakes as described above.
on the relay valve (14) which releases air from the trailer
tank to the brake chambers. The old and new tractor and trailer system are fully inter
changeable, whether they are dual system or single cir
If the tractor breaks away from the trailer, the service and
cuit, and whether they are systems with spring brakes or
supply lines will be pulled apart. The sudden loss of air in
without.
the supply line will cause the tractor protection valve to
close, preventing air from escaping out of either broken
connection. The air supply in the tractor is sealed off and is
available to control the tractor brakes. At the same instant, NOTE: An air dryer (28) has been added to reduce the
the sudden loss of air in the supply line causes the trailer amount of moisture in the system.
22 12 23
46
SECTION V
T-75 OFF HIGHWAY Should a failure occur in the front axle circuit, the primary
or secondary circuit will not be affected.
SYSTEMS, SINGLE UNIT
NOTE: A failure in any of the circuits will activate the low
Air from the compressor is pumped into the supply tank air warning system (11) and the driver MUST stop the ve
(blue). Pressurized air moves from the supply tank to the hicle to determine the cause. Should the air in the supply
primary tank (green), the secondary tank (red) and the system drop to approximately 35 r.s.l., the spring brakes
front axle tank (brown) through one way check valves (9). will apply
When the air pressure reaches the governor cut-out set
ting (maximum 125 P.S.I.), the compressor cuts out and is
in its cooling or "unloaded" stage. When the air pressure In this diagram the vehicle is equipped with a variable
front wheel limiting valve (29). The application pressure
drops approximately 20 P.s.I., the governor (5) returns
delivered to the front axle is determined by the setting
the compressor to its pumping or "loading" stage.
made by the driver.
When a brake application is made by pushing down the
dual foot valve treadle (6), air from the front axle circuit To apply the spring parking brakes (18), the driver must
flows to the front axle relay valve and air from the primary move the control valve (19) to the "park" position. This
and secondary circuits flows to the relay valves (14) at the exhausts the control pressure from the spring brake relay
rear axles. This control pressure on the relay valves causes valve (30) which then releases the air from the spring
the relay portion of the valves to open, relaying air pres brakes, allowing them to apply
sure to the brake chambers. When the foot valve treadle is
released, air pressure in the control lines between the foot To release the spring parking brakes, the driver must
valve and relay valves is released through the exhaust move the control valve to the "release" position. This di
ports in the foot valve. Air pressure in the brake chambers rects air to the spring brake relay valve, which supplies air
is released through large exhaust ports in the relay valves. pressure to the spring brakes, which compresses or
"cages" the springs and releases the brakes.
Should either the primary or secondary SUPPLY circuit
fail, the remaining circuit is isolated and continues to have
braking ability.
9 11
47
SECTION V
L-75 OFF HIGHWAY To apply the trailer brakes only, odor a hi;;her brakeappli
cation on the trailer than on the tractor, the driver applies
SYSTEM, COMBINATION hand valve (21), air from the tanks flows through the hand
valve into a double-check valve (22), to the tractor protec
WITH SCHEDULE X tion relay valve (33). Brakes on the trailer are then applied
and released as described above.
TRAILER If necessary, the trailer brakes can be"dynamited" by clos
The L-75 tractor brakes are piped similar to the T-75 sys ing the trailer supply valve. This shuts off the air supply
tem. A low pressure governor (31), a dump valve (32), a from the tanks and simultaneously exhausts the supply
hand valve (21), a two-way check valve (22) and a relay line into the atmosphere. Loss of air pressure in the supply
type tractor protection valve (33), have been added. In this line causes the trailer's relay emergency valves to dump
system, when air pressure rises to approximately 60 full reservoir pressure into the brake chambers.
P.S.l., the low pressure governor opens, allowing air The trailer system wil1 provide a rapid application and re
pressure to close the emergency dump valve. When lease of the trailer brakes as each axle has its own air tank
maximum air pressure is reached, the governor unloads and relay emergency valve.
the compressor.
If a brake chamber ur air line ruptures on one axle, the
To fiJI the trailer tanks, the driver must open the trailer other axle continues to have braking ability for emergency
supply valve (24) until the trailer supply line gauge (34) stops.
shows over 50 P.5.I. The trailer supply valve will then re
main open on its own, keeping the trailer tanks a t the same The L-75 tractor system has the same air loss safety fea
pressure as the tractor tanks. tures as the T-75.
48
SECTION V
-1==~rr 19
The addition of spring brakes serves two functions. It pro 7. If the trailer breaks away from the tractor on a dual cir
vides a method of securing the trailer when parked and cuit highway system, what applies the brakes on the
acts as an emergency brake for the trailer axle that has lost trailer?
its supply reservoir pressure. (The trailer spring brakes (a) the trailer reservoir pressure
are held off or caged by trailer supply reservoir pressure.) (b) the spring brakes
If the trailer has lost all supply reservoir pressure and must 8. What is blended air?
be moved, the spring brakes may be released by opening 9. Can a single circuit trailer be towed with dual circuit
the spring brake control valve (19) located at the rear of the tractor?
trailer. This directs air from the isolated third tank to re 10. Name the components found on an L-75 system that
lease the spring brakes. The spring brakes may be reset by are not on a dual circuit "highway" system.
closing the spring brake control valve. Care should be 11. If the trailer breaks away from the tractor on an L-75
taken when moving the trailer as the service brakes will system, what applies the trailer brakes?
not apply. (a) the trailer reservoir pressure
(b) the spring brakes if equipped
NOTE: Regulation piping diagrams for off highway air
brake systems are listed in Appendix I pursuant to the
Highway (Industrial) Act.
NOTES
SECTION SUMMARY
1. What is the basic principle of the dual circuit system?
2. What valve is used to protect the primary circuit from
cuit system.
valve.
49
SECTION VI PRE-TRIPPING
SINGLE UNIT
COMBINATION UNIT
BRAKE ADJUSTMENT
AIR OPERATED
DISC BRAKES
INSERVICE CHECK
MAINTENANCE AND
SERVICING
OF AIR BRAKES
SECTION SUMMARY
QUESTIONS
51
SECTION VI
PROCEDURE FOR AIR Suggested maximum time required for this pre-trip in
spection is 30 minutes.
PRE-TRIP, SINGLE UNIT NOTE: Trailer tanks will not require draining for testing
purposes only.
SINGLE CIRCUIT OR
DUAL CIRCUIT CIRCLE CHECK
Check vehicle on level ground if possible, set parking 1. Check security and condition of compressor and belts
brake, block wheels, ensure that all tanks are drained. under hood.
Suggested maximum time required for this pre-trip in 2. Check condition and security of hoses and flex lines
spection is 15 minutes. and glad hands.
3. Pull all slack adjusters manually (use pry bar if neces
sary). Check for travel, mechanical condition, wear.
CIRCLE CHECK
NOTE: A brake adjustment (S cam type only) will be re
1. Check security and condition of compressor and belts
quired as part of the Air Brake Examination.
under hood.
2. Check condition and security of hoses and flex lines. BUILD UP AIR PRESSURE, WATCHING THAT THE:
3. Pull all slack adjusters manually (use pry bar if neces 1. Warning device cuts out at approximately 60 P.5.I.;
sary). Check for tra vel, mechanical condition, wear. 2. Pressure builds from 50-90 P.5.1. within five minutes;
NOTE: A brake adjustment (S cam type only) will be re 3. Governor cuts out between 105 P.S.I. minimum and
quired as part of the AirTest Examination. 125 P.5.I. maximum.
4. Release spring brakes.
BUILD UP AIR PRESSURE, WATCHING THAT THE:
1. Warning device(s) cuts out at approximately 60 P.5.I.; Charge trailer and rebuild press/./ re if necessary.
2. Pressure builds from 50-90 P.S.I. within five minutes; BREAK SUPPLY LINE:
3. Governor cuts out between 105 P.S.I. ruinimum and 1. Trailer brakes should apply.
125 P.5.I. maximum. 2. There should be no air loss from trailer.
AT MAXIMUM PRESSURE: 3. Air from the tractor should:
1. Release parking brakes (if equipped) to prevent com (a) stop immediately; mandatory on L75 or,
pounding. (b) bleed down to between 45-20 P.5. I. , then stop.
2. Shut off motor. NOTE: Under no circumstances should tractor pressure
3. Make a full brake application. Check for: drain below 45-20 P.S.I.
(a) air loss less than 4 P.5. I. drop within one minute: Reconnect supply line and recharge trailer. Rebuild pressure if
(b) audible air leaks. necessary.
BREAK SERVICE LINE:
START MOTOR AND FAN BRAKES No air should escape. Make a full brake application.
1. Stop fanning at 80 P.5.I. to see if governor has cut in 1. Trailer brakes should apply immediately and there will
(needle should start to climb). be no further loss of air from the service line; manda
2. Continue fanning: tory on L75 or:
(a) warning device should start operating at approxi 2. Tractor air will bleed down to 45-20 P.5.I. and then
mately 60 P.5.I.; trailer brakes will apply with no further air loss from
(b) parking brake should apply at 45-20 P.5.1. if the service line.
plumbed into main reservoir tanks. Reconnect service line, charge trailer and rebuild pressure to
lIIaximulII reservoir pressure.
REBUILD PRESSURE TO MAXIMUM AT MAXIMUM PRESSURE:
1. With parking brakes set, remove wheel chocks. 1. Release parking brakes.
2. Gently tug test against parking brakes in low gear. 2. Shut off motor.
3. Release parking brakes and move vehicle ahead slowly 3. Make a full brake application, check for:
and make a service brake application to check the brake (a) air loss less than 4 P.S.I. drop within one minute;
response. (b) audible air leaks.
52
SECTION VI
REBUILD PRESSURE TO MAXIMUM. appear to be working at slow speeds on light air applica
tion. THE ONLY WAY TO BE SURE THAT YOUR VEHI
1. With parking brakes set, remove wheel chocks. CLE BRAKES ARE PROPERLY ADJUSTED IS TO PHYSI
2. Gently tug test against parking brakes in low gear. CALLYCHECK EACH WHEEL.
3. Release parking brakes and set trailer brakes with the
hand valve. Gently tug test against the trailer brakes in
low gear. IN SERVICE CHECKS
4. Move vehicle ahead slowly and make service brake ap STEEP DOWNGRADE: In some areas of the Province,
plication to check for brake response. signs such as the following are posted in advance of steep
or long downgrades:
BRAKE ADJUSTMENT
All drivers should be trained to make brake adjustments.
If a driver must adjust the brakes on his vehicle (at a man
datory brake check sign for example), the following steps
TRUCKS
tem be able to absorb the required amount of energy to The driver's mechanical experience;
bring the loaded vehicle to a safe stop under extreme con Whether or not the vehicle is operator owned; and,
ditions. Remember that poorly adjusted air brakes may The availability of repair service.
53
SECTION VI
MAINTENANCE AND
SERVICING OF THE AIR NOTES
BRAKE SYSTEM
PLACING THE VEHICLE IN SERVICE
Before placing a vehicle into service, specific items must be
checked to ensure the vehicle is in satisfactory condition.
Preventative maintenance checks are designed to prevent
mechanical failures which could result from neglect.
These checks cut repair costs by detecting minor mechani
cal defects which would otherwise develop into major
breakdowns!
Items to be checked include:
Cooling system level and condition
Fan and compressor drive belts
Crankcase oil level and leaks
Batteries, electrolyte level
Fuel tanks and gauges
Tires and wheels
Lights, signals, horn
Windshield, wipers, mirrors
Steering
Emergency equipment
BRAKES, service and park
SECTION SUMMARY
1. What is the maximum time permitted for the com
tested?
braking systems?
tween the "5" cam and drum system and the disc
brakes system?
54
SECTION VI
NOTES NOTES
ss
N"ewfo dland
Labrador
Motor Registration Division
Department of Government
Services and Lands
Newfoundland and Labrador