Professional Documents
Culture Documents
N"ewfo dland
Labrador
Newfoundland
and Labrador
AIR BRAKE
MANUAL
FOREWORD
CONTENTS
SECTION I
.. ...
... .
.... 8
SECTION II
Compressor
Reservoirs
Foot Valve
Brake Chambers and Slack Adjusters
Wedge Type Brake
Disc Brakes
Section Summary Questions
12
13
14
14
16
16
17
SECTION V
Schedule XTrailer
Schedule SX, Off-Highway Trailer with
Spring Brake
Section Summary Questions
SECTION III
20
20
21
21
21
21
21
21
22
22
23
24
26
26
27
44
46
47
48
48
49
SECTION VI
PRE-TRIPPING
Single Unit
Combination Unit
Brake Adjustment
Air Operated Disc Brakes
In Service Check .,.. ............................................
Maintenance and Servicing of the Air Brakes
Section Summary Questions
SECTION IV
TRAILER SYSTEMS
Glad Hands
Application Line
31
31
33
33
34
34
36
36
37
37
38
38
39
39
40
41
30
30
52
52
53
53
53
54
54
SECTION I
BRAKES AND
BRAKING
SECTION I
HEAT, ENERGY,
TRACTION, FRICTION
SPEED, WEIGHT,
DISTANCE
HOW WE OBTAIN POWER
STOPPING DISTANCE
SECTION SUMMARY
QUESTIONS
SECTION I
BRAKES AND
BRAKING
HEAT-ENERGY
TRACTION-FRICTION
For a vehicle to move along the highway, an internal com
bustion engine must convert its HEAT ENERGY into
mechanical ENERGY. This mechanical ENERGY goes
from the engine to the driving wheel tires by means of a
system of connecting rods, shafts and gears. The final fac
tor that moves the vehicle is the amount of TRACTION its
tires have on the road surface. TRACTION is the ability of
a tire to grip the road surface on which it rolls. The vehi
c1e's acceleration rate depends on the power the engine
develops and the amount of TRACTION the tires have on
the road surface.
FRICTION is the force which resists movement between
two surfaces in contact with each other. To stop a vehicle,
the brake shoe linings are forced against the machined
surfaces of the brake drums, creating FRlCTION. This
FRICTION produces HEAT.
250 C
NORMAL
425 C
MAXIMUM
1100 C
PANIC!
SPEED-WEIGHT
DISTANCE
SECTION I
B. USEOFAIR
Force can also be multiplied by the use of air to gain a
further mechanical advantage. Everyone has felt the
power of air on a windy day. Air can be compressed
(squeezed) into a much smaller space than that amount of
air normally would occupy. For instance, air is com
pressed in tires to support the weight of a vehicle. The
smaller the space into which air is squeezed, the greater
the air's resistance will be to being squeezed. This resis
tance creates pressure, which is used to gain mechanical
advantage.
A. MECHANICALLY
100
10 PSI
The more the air in the supply tank has been compressed,
the greater the force that would be exerted on the face of
the plug.
6"
1"
SECTION I
STOPPING DISTANCE
SECTION SUMMARY
NOTES
100T0150M
60T085M
SECTION I
SECTION II
THE
COMPONENTS OF
AN AIR BRAKE
SYSTEM
SECTION II
COMPRESSOR
RESERVOIRS
FOOT VALVE
BRAKE CHAMBERS AND
SLACK ADJUSTERS
WEDGE TYPE BRAKE
DISC BRAKES
SECTION SUMMARY
QUESTIONS
11
SECTION II
COMPRESSION STROKE: The upward travel of the pis
ton compresses the air in the cylinder. The rising pressure
cannot escape past the inlet valve (which the compressed
air has closed) and as the piston nears the top of the stroke,
the pressurized air is forced past the discharge valve and
it'lto the discharge line leading to the reservoir.
THE COMPONENTS
OF AN AIR BRAKE
SYSTEM
A basic air brake system capable of stopping a vehicle has
five main components:
DISCHARGE
VALVE
INLET VALVE
. . . TO RESERVOIR
~==~;;~~
INTAKE
STRAINER
TO GOVERNOR
THE COMPRESSOR
Compressed air is the means of transmitting force to an air
brake system. The source ofthe compressed airis the com
pressor. A compressor is designed to pump air. Air
pumped into a tank will result in pressurizing the air, as
was explained previously in this manual.
DISCHARGE
VALVE
INLET VALVE
TO RESERVOIR
INTAKE
STRAINER
DISCHARGE
VALVE
INLET VALVE
TO RESERVOIR
INTAKE
STRAINER
TO GOVERNOR
TO GOVERNOR
12
SECTION II
too slack, they could slip, and the compressor will not
achieve its maximum efficiency. While checking the drive
belts also check the compressor for broken mounting brac
kets or loose mounting bolts.
THE RESERVOIRS
PRESSURE
SElTING
SPRING
~;;;:=~=:I.._-IRESERVOIR PORT
13
SECTION II
THEBRAKEC~BERS
REAOLE
SPRING
-.30rl-'...,
H~~~-
EXHAUST POR
_'--_---FROM RESERVOIR
SECTION II
As indicated by its name, the slack adjuster is also the
means of adjusting the "slack" or free play in the linkage
between the push rod and the brake shoes. This slack oc
curs as the brake linings wear. If the slack adjusters are not
adjusted within the limitations, effective braking is re
duced and brake lag time is increased. If too much slack
develops, the diaphragm will eventually "bottom" in the
brake chamber. If this condition is allowed to occur, the
brakes will not be effective at all.
WORM BOLT
LOCK SCREW
WORMGEA
"~_ _---l\l-ADJUSTING
GilA
ADJUSTING
LINKAGE
ADJUSTING BOLT
SPLINE
WORM GEAR
ADJUSTING BOLT
CLUTCH SPRIN
SPLINE GEAR
SPLINE
GREASE FITTING
tion.
The diagram illustrates a common type of slack adjuster,
showing the worm adjusting gear. When the brakes are
fully applied, the angle between the push rod and the arm
of the slack adjuster should be no more than 90 degrees (a
right angle) On this type of slack adjuster, the adjusting
worm bolt is turned until the brake linings touch the
drums and then backed off, normally % to V2 a turn. A
locking device, which may be a spring loaded collar over
the head of the adjusting bolt, must be depressed when
the wrench is slipped over the bolt head. Some slack ad
justers use a spring loaded internal check ball to lock the
adjustment. The more often the driver checks the"slack",
the less the probability of brake failure Vehicles rarely
"lose" their brakes because of loss of air; it is usually a loss
of adjustment.
SLACK ADJUSTER
ADJUSTING BOL
t':;---
BRAKE CAM
--"--- CAM'ROLLER
""lJ>"":"::'- URAK,E'SH0E
AXLE
15
BRAKE LINING
SECTION II
DISC BRAKES
BRAKE CHAMBER
SHOE
~r--RETRACTING
SPRING
PUSH ROD
ADJUSTING WHEEL
16
SECTION II
SECTION SUMMARY
NOTES
17
SECTION III
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
SYSTEM WORKS
A SIMPLE
AIR BRAKE SYSTEM
BODY
SPRING SEAT + - - - - r l
~8
......
J.
4
20
CAP NUT
SECTION III
GAUGES
WIG-WAGS
BRAKE
APPLICATION GAUGE
LOW PRESSURE
WARNING
EXHAUST PORT
DELIVERY PORT
21
SECTION III
RELAY VALVE
SERVICE PORT
SERVICE PORT
". DELIVER Y PORTS NOT SHOWN
SERVICE PORT
SERVICE PORT
PISTON SPRIN
NLET-EXHAUST
ALVESPRING
DELIVERY PORT
SUPPLY PORT
LOWER PISTON ASS'Y
EXHAUST PORT
FRONT WHEEL
LIMITING VALVE
22
SECTION III
23
SECTION III
PARKING BRAKES
(SPRING BRAKES)
24
SECTION III
19
USING THE
PARKING BRAKES
SINGLE CONTROL
25
SECTION III
The emergency release would only be used to move the
vehicle from an undesirable location, if the parking brakes
had been applied due to a low main reservoir air condi
tion.
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
moved and a bolt inserted. In some cases, a special wrench
is required. Instruction on how to "cage" is usually on the
body of the parking brake. If all air is lost and the vehicle
has to be moved, the parking brake can be released by
winding them off. DO NOT wind off the spring brakes
completely. Leave enough brake force to stop the vehicle
after it has been moved. Always block the wheels when
caging the parking brake spring. Caging means the brakes
are being released.
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
TRAILER SYSTEMS
SECTION IV
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
TRAILER SYSTEMS
GLAD HANDS
30
SECTION IV
For trucks that are intended to pull trailers, the hand oper
ated valve is added to the air brake system to operate the
trailer brakes. This valve allows the driver to apply the trailer
brakes independently of the tractor. The amount of applica
tion air pressure delivered depends on the amount the valve
is opened by the driver. Some valves must be closed by the
driver; others will close automatically from any open posi
tion. Valves may be of a type that will remain in the full open
position only, or they may be equipped with a locking device
that will hold them in the desired position.
20
31
EXHAUST
PORT
SECTION IV
TO TRAILER
In this diagram, with the foot valve released, and the hand
valve (21) opened, application air is directed from the
hand valve through the two-way check valve (22), to the
20
32
SECTION IV
The amount of application pressure through the hand
valve depends on the amount that the valve is opened by
the driver. (But it cannot exceed main reservoir pressure!)
AUTOMATIC TRAILER
SUPPLY VALVE SYSTEM
The diagram below illustrates that the main reservoir air is
piped from the main reservoir lines to the trailer supply
valve (24). The tractor protection valve (23) is fed by two
lines, one from the trailer supply valve (24) and one from
the two-way check valve (22). Leading off from the tractor
protection valve are two lines, each with a glad hand
coupler. These two lines are referred to as the SERVICE
LINE and the SUPPLY LINE.
TRACTOR PROTECTION
A tractor protection system is added to prevent total loss of
air from the tractor if the trailer breaks away, or if the con
necting air lines between tractor and trailer become sep
arated or ruptured. The tractor protection system consists
of two valves added to the tractor system: the TRACTOR
PROTECTION VALVE (23), and the TRAILER SUPPLY
VALVE (24). Other names for the trailer supply valve are
"trailer parking control" and"emergency valve."
In the diagram, the upper line is the service line and the
lower line is the supply line.
To understand the function of the trailer supply valve and
the tractor protection valve in the system, it is important to
understand how they operate.
20
20
33
SECTION IV
TRAILER
SUPPLY VALVE
This valve (usually a red octagonal button) is mounted in
the cab of the vehicle, easily accessible to the driver. The
driver opens the valve by pushing or pulling the button,
depending on the type used.
TRACTOR
PROTECTION VALVE
34
SECTION IV
20
20
35
SECTION IV
25
TRACTOR AND
TRAILER UNIT COUPLED
The trailer unit has a reservoir (2) installed. This tank will
provide a volume of air near the trailer chambers for nor
mal or emergency braking. The tank is equipped with a
draincock.
A RELAY EMERGENCY VALVE (25) is mounted on the
trailer reservoir. (This valve can also be mounted directly
on the trailer frame near the brake chambers.) The relay
emergency valve serves three main functions in the sys
tem:
CHARGING THE
TRAILER SYSTEM
1. The RELAY part of the valve relays air from the trailer
reservoir to the trailer brake chambers during a brake
application. This part of the valve operates like the
relay valve previously discussed. It also provides a
quick release of the trailer brakes.
2. The EMERGENCY part of the valve directs trailer reser
voir pressure to the trailer brakes, causing an
emergency application ("dynamiting"). This action
36
SECTION IV
BRAKE APPLICATION
FOOT VALVE
The diagram above illustrates the air flow action during a
brake application being made with the foot valve (6). The
application air has applied the tractor brakes and the
trailer brakes together. As previously explained, the two
way check valve (22) has shifted, and application air is
being directed through the tractor protection valve (23) to
the service line.
BRAKE APPLICATION
HAND VALVE
The driver can use the hand valve (21) to apply the trailer
brakes. The air flow is illustrated in the next diagram. The
tractor protection valve (23) and relay emergency valve
(25) are operated by the application air, as was explained
in the foot valve application.
37
SECTION IV
EMERGENCY
APPLICATIONS
38
SECTION IV
LOSS OF MAIN
RESERVOIR AIR
39
SECTION IV
tractor, the driver must shift the trailer supply valve to the
EMERGENCY position. Otherwise the tractor air pres
sure will bleed down and hold at 45-20 P.S.l.
MANUALLY OPERATED
TRAILER BREAKAWAY:
The loss of emergency air in the supply line will cause the
trailer brakes to dynamite. To prevent air loss from the
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
DUAL AIR
SYSTEMS
SECTION V
43
SECTION V
tions (two foot valves in one). One section of this dual foot
valve controls the primary circuit and the other section
controls the secondary circuit. When a brake application is
made, air is drawn from the primary tank (green) through
the foot valve and is passed on to the rear brake chambers.
At the same time, air is also drawn from the secondary
tank (red), passes through the foot valve and is passed on
to the front brake chambers. If there is an air loss in either
circuit, the other circuit will continue to operate indepen
dently. Unless air is lost in both circuits, the vehicle will
continue to have braking ability. The primary and secon
dary circuits are equipped with low pressure warning de
vices (11) and pressure gauges (10).
More and more heavy duty vehicles on the road today are
using a Dual Circuit Air System. The system has been de
veloped to shorten stopping distances and reduce brake
failures. At first glance, the dual system might seem com
plicated, but if you understand the basic air system de
scribed so far, and if the dual system is separated into its
basic functions, it becomes quite simple.
As its name suggests, the dual system is two systems or
circuits in one. There are different ways of separating the
two parts of the system. On a two-axle vehicle, one circuit
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.
SUPPLY
EXHAUST PORT
10
11
44
SECTION V
19
SPRING BRAKES
WITH MODULATOR VALVE
Spring type brakes in this system serve two purposes:
first, as a parking brake, and second as an emergency sys
tem. If a failure occurs in the primary circuit (green), and a
brake application is made, control air from the foot valve is
directed to a spring brake modulator. As there is no supply
45
SECTION V
COMBINATION TRUCK
AND TRAILER WITH
SPRING BRAKES
spring brake valve to exhaust the air from the trailer spring
brake chambers applying the trailer brakes. The trailer
brakes cannot be released under these conditions unless
the lines are recoupled and the trailer tanks recharged.
If only the supply line breaks between tractor and trailer,
The old and new tractor and trailer system are fully inter
changeable, whether they are dual system or single cir
cuit, and whether they are systems with spring brakes or
without.
If the tractor breaks away from the trailer, the service and
supply lines will be pulled apart. The sudden loss of air in
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,
the sudden loss of air in the supply line causes the trailer
22
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
14.
12
23
Compressor
Reservoir
Safety Valve
Drain Cock
Governor
FootValve
Front Brake Chamber
Rear Brake Chamber
One Way Check Valve
Reservoir Pressure Gauge
Low Pressure Indicator Switch
Stop Light Switch
RelayValve
17.
18.
19
20
21.
22.
23.
24.
26.
27.
28.
30.
46
SECTION V
11
47
SECTION V
The L-75 tractor brakes are piped similar to the T-75 sys
tem. A low pressure governor (31), a dump valve (32), a
hand valve (21), a two-way check valve (22) and a relay
type tractor protection valve (33), have been added. In this
system, when air pressure rises to approximately 60
P.S.l., the low pressure governor opens, allowing air
pressure to close the emergency dump valve. When
maximum air pressure is reached, the governor unloads
the compressor.
To fiJI the trailer tanks, the driver must open the trailer
supply valve (24) until the trailer supply line gauge (34)
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
pressure as the tractor tanks.
The L-75 tractor system has the same air loss safety fea
tures as the T-75.
SCHEDULESX
OFF HIGHWAY TRAILER
WITH SPRING BRAKES
48
SECTION V
-1==~rr
19
If the trailer has lost all supply reservoir pressure and must
be moved, the spring brakes may be released by opening
the spring brake control valve (19) located at the rear of the
trailer. This directs air from the isolated third tank to re
lease the spring brakes. The spring brakes may be reset by
closing the spring brake control valve. Care should be
taken when moving the trailer as the service brakes will
not apply.
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
PRE-TRIPPING
SECTION VI
SINGLE UNIT
COMBINATION UNIT
BRAKE ADJUSTMENT
AIR OPERATED
DISC BRAKES
INSERVICE CHECK
MAINTENANCE AND
SERVICING
OF AIR BRAKES
SECTION SUMMARY
QUESTIONS
51
SECTION VI
CIRCLE CHECK
under hood.
2. Check condition and security of hoses and flex lines
and glad hands.
3. Pull all slack adjusters manually (use pry bar if neces
sary). Check for travel, mechanical condition, wear.
NOTE: A brake adjustment (S cam type only) will be re
quired as part of the Air Brake Examination.
CIRCLE CHECK
1. Check security and condition of compressor and belts
under hood.
2. Check condition and security of hoses and flex lines.
3. Pull all slack adjusters manually (use pry bar if neces
sary). Check for tra vel, mechanical condition, wear.
AT MAXIMUM PRESSURE:
1. Release parking brakes (if equipped) to prevent com
pounding.
2. Shut off motor.
3. Make a full brake application. Check for:
(a) air loss less than 4 P.5. I. drop within one minute:
(b) audible air leaks.
AT MAXIMUM PRESSURE:
1. Release parking brakes.
2. Shut off motor.
3. Make a full brake application, check for:
(a) air loss less than 4 P.S.I. drop within one minute;
(b) audible air leaks.
52
SECTION VI
appear to be working at slow speeds on light air applica
tion. THE ONLY WAY TO BE SURE THAT YOUR VEHI
CLE BRAKES ARE PROPERLY ADJUSTED IS TO PHYSI
CALLYCHECK EACH WHEEL.
IN SERVICE CHECKS
STEEP DOWNGRADE: In some areas of the Province,
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
are recommended for "S" cam brakes:
TRUCKS
STOP HERE
CHECK BRAKES
1. Block the wheels, release spring brakes and shut off the
engine, leaving it in low gear. Check the push rod
travel by pulling on a slack adjuster by hand or with a
pry bar. If on common brake chamber, slack (push rod
travel) exceeds % inch brake adjustment is required.
STEEP HILL
AHEAD
'.
"
I I
Such signs indicate that the driver must stop his vehicle in
the pull-out area and inspect his vehicle's braking system
before proceeding. Check:
1. Compressor is maintaining full reservoir pressure.
2. Push rod travel is within limitations on all chambers.
AIR OPERATED
DISC BRAKES
ALL BRAKES
At the first stop after adjusting the brakes, check each
brake drum or rotor for temperature. An extra hot brake
drum indicates that you have adjusted it too tightly.
Only when all brakes are properly adjusted will the sys
tem be able to absorb the required amount of energy to
bring the loaded vehicle to a safe stop under extreme con
ditions. Remember that poorly adjusted air brakes may
53
SECTION VI
MAINTENANCE AND
SERVICING OF THE AIR
BRAKE SYSTEM
NOTES
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