Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 15 BRAKE VALVE ISOLATING COCKS 15.1 Introduction. 15.1.1 15.1.2 15.1.3 15.1.4 A brake valve isolating cock is fitted on the main reservoir pipe of locomotives and railcars fitted with No.4 or A7EL brake equipment, placed immediately below the brake valve and within easy reach of the Driver. An isolating cock is also fitted to railcars (DRC) to isolate the W self lapping brake valve. The brake valve isolating cock is normally open, but on railcars, locomotives with two driving cabs, or when two or more locomotives are employed on a train, the brake valve isolating cock must be kept closed in all but cab from where the Driver is in charge of the air brake. In the case of No.4 brake equipment, the handle of the brake valve isolating cock is marked with the letters B.V. (brake valve) for distinguishing purposes. The handle is parallel with the main reservoir pipe when the cock is open and at right angles across the pipe when the cock is closed. The brake valve isolating cock can also be used to enable repairs to be effected to the automatic brake valve without discharging the main reservoir pressure. 15.2 Automatic Brake Valve Isolating Cock 15.2.1 15.2.2 General Features. A pipe fitted to the main reservoir side of the automatic brake valve isolating cock permits pressure to flow to the main reservoir pointer of the duplex gauge. This ensures that main reservoir pressure is being indicated to the Driver at all times regardless of the position of the automatic brake valve isolating cock. No. 4 Brake Valve. This isolating cock is fitted on the main reservoir pipe to the Drivers brake valve and in the open position permits main reservoir air to flow to the top of the rotary valve. (Refer to Figure 4.44) Issue date, March 1989 Page 4.139Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 15.3 15.2.3 A7 Brake Valve. When the automatic brake valve isolating cock is in the open position, main reservoir air flows freely through the cock to the top of the rotary valve and to the M3 feed valve. In the closed position, the main reservoir air supply is isolated from the brake valve but brake pipe air is permitted to flow via a port in the brake valve isolating cock:- (a) to the supply side of the M3 feed valve to hold the slide valve on its seat against the brake pipe pressure on the opposite side of the slide valve. (b) to the top of the rotary valve to hold it on its seat. (c) to suppress the vigilance control. On locomotives with A7EL brake equipment and railcars fitted with vigilance control equipment, brake pipe air is permitted to flow to suppress the vigilance control equipment when the automatic brake valve is isolated on single ended locomotives, or when both automatic brake valves are isolated on locomotives with two cabs and railcars. (Refer to Figure 4.43). W Type Self Lapping Brake Valve. On rail motors fitted with W type self lapping brake valves an isolating cock is provided to isolate the brake valve on the non driving end. This is to prevent the air brake releasing when it is applied from the driving end of that unit. Page 4.140 Issue date, March 1989ber’ a6ed 6861 Yor ‘erep enss| (2d p ‘ON) 4909 Bunejos! enjea ayeig = ppp eunBi4y curd yids aipuey deo Buyds Bnid Apog Lddditwo (4909 adAy g9y) UOd OA YIM 4909 Buejos) anjea ayeIg = Shy GuNBiy eipuey S \ deg oy ee Buds ¢ uado Enid an, foe Key pesoig juewdinby aye1g aAnowos07, bp uoyes (@UrTV/A) Z IOA - SUOHONAYSU] JO YOO 421g686} YOR ‘eyep ess} Zip a6 quewdinby e421 eAnjowol07 (2UIT/A) Z ICA - SUOHANYSUY JO YOO axeIG p uoNIegBrake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 16. RESERVOIRS 16.1 16.2 16.3 16.4 Introduction. Every locomotive and railcar are provided with reservoirs to store compressed air to operate air brake and ancillary equipment on those vehicles. Main Reservoir Main reservoirs are provided for the purpose of receiving and storing a large volume of compressed air which is supplied by the air compressors. This air is used for charging the brake system, to recharge the auxiliary reservoirs on each vehicle, to furnish compressed air for the operation of the independant, straight air or self lapping brake and other air operated equipment on the locomotive. These reservoirs are generally located as low as practicable on the locomotive or other unit and also serve as cooling chambers for the compressed air which develops heat in the process of compression. The cooling of the air precipitates the moisture contained in it and the water oil and dirt from the compressor collects in the bottom of these reservoirs where it is drained by means of a drain cock. The air is compressed by the air compressor and stored in the main and supplementary reservoirs at a pressure controlled by the compressor governor. These pressures are outlined in Instruction 2.4.2 of Section 2. Equalizing Reservior. Equalizing reservoirs are connected to the top of the equalizing piston of A7 and No.4 brake equipment, or to the relay valve diaphragm on 26L brake equipment. The function of the pressure in the equalizing reservoir is outlined in Instructions 5.3.2 (A7), 4.2.2. (No.4) and 6.4 (26L). Minimum Reduction Reservoir. Locomotives fitted with A7 brake equipment have a minimum reduction reservoir to ensure a proper minimum service brake application of the automatic brakes is obtained, regardless of the length of the train. (Refer to Instruction 5.3.2) Issue date, March 1989 Page 4.143Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 16.5 16.6 16.7 Auxiliary Reservoir. Refer Instruction 18.1 of Section 1. Volume Reservoir Volume reservoirs are only provided on locomotives equipped with 26L brake equipment. Refer to Instruction 6.2.1(b). Control Reservoir. (a) Acontrol reservoir is provided on locomotives fitted with 26L brake equipment. Refer to Instruction 6.2.1(c). (b) For control reservoir on passenger vehicles Refer to Instruction 18.2 of Section 1. Page 4.144 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 17 SAFETY VALVES 17.1 Introduction. Safety valves are provided at various positions within the compressed air system to protect it against excess pressure. 17.2 Discription and Operation The discription and operation of safety valves are outlined in Instruction 13 of Section 1. 17.3 Settings (+/- 5 kPa) 17.3.1. Main Reservoirs (a) Diesel Locomotives: (i) On delivery pipe from high pressure head of compressor. - (ii) | Onmain reservoir. = - (b) Diese! Electric Railmotor. (DERM) - (c) Diesel Rail car. (ORC) - 17.3.2 Compressor Intercoolers. (a) W.XE., and W.B.G. - (o) W.B.O. : 17.3.3 Brake Equipment. (a) Brake Cylinders. 7 (b) No.3 Control Pipe. - (c) Relay Chamber. : 1050 kPa 900 kPa 760 kPa 850 kPa 350 kPa 420 kPa 375 kPa 375 kPa 375 kPa Issue date, March 1989 Page 4.145Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 18 CHECK VALVES 18.1 Introduction There are three basic types of check valves (a) (b) (c) () ) double check valves tubular check valves duplex check valves lift type check valve flange type check valve. 18.2 General Features @ (b) (c) The function of the double check valve is to enable the same brake cylinders to be utilized by both the automatic and independent brake valves. Should both brake valves be in the applied position at the same time, or a reduction of brake pipe pressure occurs whilst the independent brake valve is applied, the check valve piston will move to permit the higher pressure to enter the brake cylinder. The function of the tubular, lift and flange type check valve is to permit a flow of air in one direction only. If a main reservoir pipe is broken on a locomotive, or if locomotives accidently divide in running, air pressure from the main reservoir on the locomotives will drain through the open main reservoir cocks. However some main reservoir pressure will be retained because of the non return action of the check valve, ensuring air is available to supply the brake cylinders. The duplex check valve is a protection device designed for use in compressed air systems to prevent depletion of the main air supply due to excessive air consumption by auxiliary equipment. It is particularly suitable for use to protect the air supply for the brake equipment, and permits reverse air flow from the outlet to the inlet if the supply pressure falls below the setting (closure) pressure. 18.3 Double Check Valve on No.4 Brake Equipment 18.3.1 Description and Operation. It forms the connection between either the straight air pipe Page 4.146 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 18.3.2 (self lapping brake valve) or the triple valve, and the pipe to the brake cylinders. The only moving part of the double check valve is a piston which has a seat on each side. These seats close communication between the tiple valve and the brake cylinders, or the self lapping brake valve and the brake cylinders as required. When the self lapping brake valve is applied, main reservoir air moves the piston over to form the connection to the brake cylinders and at the same time closes communication with the triple valve. When the automatic brake is applied, auxiliary reservoir air moves the piston over to form the connection to the brake cylinders and at the same time closes communication with the self lapping brake valve. Refer to Figure 4.45. Testing double check valves. This equipment is to be tested in conjunction with the testing of No.4 brake equipment as follows: (a) With the automatic brake released and the self lapping brake applied, a leaking seat on the automatic brake valve side of the check valve will result in a constant blow of air from the triple valve exhaust nipple. (b) To test for a leaking seat on the self lapping side of the double check valve, place that brake valve handle in Release and apply the automatic brake. If a blow oc- curs from the self lapping brake valve exhaust and the pressure indicated on the brake cylinder gauge falls, the seat is defective. (c) Any defects noted during the test must be fully recorded in the log book and maintenance staff must be notified for further instructions. 18.4 Double Check Valve on 26L Brake Equipment (Refer to Figure 4.46). The double check valve is located on the pipe between the service portion of the control valve and the relay valve (on the relay valve side of dynamic brake magnet valve). It also permits the independent brake on the locomotive to be applied during dynamic braking. It forms a connection between either the pipe from the service Issue date, March 1989 Page 4.147Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Portion of the control valve, or No.3 contro! pipe from independent brake valve, and the pipe to the relay valve. During an independent application, the double check valve piston moves to connect the independent brake valve with the relay valve, at the same time closing communication with the control valve. During an automatic application, the piston moves to connect the control valve with the relay valve and closes communication with the No.3 control pipe. While the dynamic brake magnet valve is energized it prevents the automatic brake on the locomotive applying when the dynamic brake is in use, however the independent brake can be applied during dynamic braking via the double check valve. NOTE: Application of the independent air brake and the dynamic brake simultaneously is undesirable, as this may cause the wheels to skid result- ing in loss of braking and wheel damage. 18.5 Tubular Check Valves. Refer to Figure 4.47(a). A tubular check valve permits air to flow from one direction but prevents air from flowing back to the other side of the check valve. The valves are of tubular construction and are cushioned by the air inside the valve which can only escape or be repiaced through the annular clearance between the valve and its bush. These are used as main reservoir check valves on some locomotives to ensure that under certain emergency conditions air is available for use in the brake cylinders. They are also fitted to the main reservoir delivery pipe on Diesel Railcars. 18.6 Lift Type Check Valves. (Refer to Figure 4.47(b). The lift type check valve is a non return valve consisting of a loose fitting piston within the body which permits air to flow in one direction only. This valve must be fitted horizontaly with the cap at the top. When the pressures above and below the piston are equal, gravity will seat the piston without the aid of any spring. If the pressure under the piston is exhausted, the piston will remain seated by the pressure exerted above it. These are used as main reservoir check valves on some locomotives to ensure under certain emergency conditions, air is available for use in the locomotive brake cylinders. Page 4.148 Issue date, March 1989Brake Bor 18.7 18.8 Figui ok of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment Flange Type Check Valve. (Refer to Figure 4.47(c). The flange type check valve is a spring loaded non return valve which permits air to flow in one direction only. Air pressure at the supply side of the valve will compress the spring and permit air to flow into the main reservoir. If the pressure is exhausted from the supply side, the spring will close the valve and prevent the loss of pressure within the reservoir. These are used as main reservoir check valves on some locomotives to ensure under certain emergency condidtions, air is available for use in the locomotive brake cylinders. Duplex Check Valves. Refer to Figure 4.48. Supply air enters the duptex check valve at the inlet and exerts an upward force on the piston. When the upward force overcomes the load of the adjusting spring, the piston and valve housing are lifted against the spring so that the valve is carried away from its seat in the body, and air at supply pressure flows from the inlet to the outlet. Reduction of supply air pressure below the setting pressure allows the piston valve to close, so preventing the passage of air from the inlet to the outlet. If supply pressure is reduced further the valve housing remains seated, but the pressure differential across the valve causes the valve to lift within the housing, thus allowing outlet pressure to flow back to the supply. A Bush Ey Sh Seat bush L ae Seat bush Se Piston Packing ring 5 3 re 4.45 Double check valve 2 Hee te Issue date, March 1989 Page 4.149Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment ee r } FAB key: 1. Body 2. Piston 3. Gasket 4. Cover. Figure 4.46 Double check valve (BC type) Key: 3. Cup head rivet 4. Valve seat bush 5. Valve guide bush 6 Cap 7. Valve Figure 4.47(a) Typical tubular check valve Page 4.150 Issue date, March 1889Brake Book of Instructions - Vol 2 (V/Line} Section 4 Locomotive Brake Equipment 18.7 Flange Type Check Valve. (Refer to Figure 4.47(c). The flange type check valve is a spring toaded non return valve which permits air to flow in one direction only. Air pressure at the supply side of the valve wiil compress the spring and permit air to flow into the main reservoir. If the pressure is exhausted from the supply side, the spring will close the valve and prevent the loss of pressure within the reservoir. These are used as main reservoir check valves on some locomotives to ensure under certain emergency condidtions, air is available for use In the locomotive brake cylinders. 18.8 Duplex Check Valves. Refer to Figure 4.48. Supply air enters the duplex check valve at the inlet and exerts an upward force on the piston. When the upward force overcomes the load of the adjusting spring, the piston and vaive hausing are lifted against the spring so that the valve is carried away from its seat in the body, and air at supply pressure flows from the inlet to the outlet. Reduction of supply air pressure below the setting pressure allows the piston valve to close, so preventing the passage of air from the inlet to the outlet. If supply pressure is reduced further the valve housing remains seated, but the pressure differential across the valve causes the valve to lift within the housing, thus allowing outlet pressure to flow back to the supply. Key: 2, Bush 3. Seat bush 5. Seat bush 9. 1 . Piston 10. Packing ring Figure 4.45 Double check valve 2 H Issue date, March 1989 Page 4.149Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Key: 1. Body 2. Piston 3. Gasket 4. Cover. Figure 4.46 Double check valve (BC type) Cup head rivet Valve seat bush Valve guide bush Cap NOGROE Valve Figure 4.47(a) Typical tubular check vaive Page 4.150 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment To main reservoir Valve Valve seat Figure 4.47(b) Typical lift type check valve (John 4 type) 24,22 —+To main reservoir 16 Valve disk co 17 Compression spring 18 Valve seat 19 Spring pin 20. Oxing, valve seat seal 21 Valve body 22° Valve body 23 Valve to air reservoir gasket 24 Valve to flanged elbow or swivel flange gasket. Figure 4.47(c) Fiange type check valve (EMD Type) Issue date, March 1989 Page 4.151Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Adjusting cap Adjusting spring Piston Valve spring Valve Spring case Piston packing Valve housing 10. Body. 2 3 4 5. 6. Adjusting nut ne 8. 9. inlet + HU outer Figure 4.48 Duplex check valve Page 4.152 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 19 DRAIN VALVES 19.4 19.2 Introduction Drain valves are fitted to main reservoirs and other associated equipment to clear foreign matter from the pneumatic system. This equipment is located as low as practicable and operated either manually or automatically. Automatic Drain Valves 19.2.1 Operation of Salem type (Model 880-6-20). The main reservoir is equipped with a solenoid operated combination automatic/manual drain valve which has an electro-thermo timer to control blowdowns of the automatic drain. (Refer to Figure 4.49). If it is desirable to shut off the solenoid operated drain valve, turn the valve knob clockwise as far as possible. To return the valve to automatic operation, turn the valve knob fully counterclockwise. Manual drain will occur when the valve knob is midway between the ON and OFF positions. An electro thermo timer is used to contro! the interval between blowdowns of the automatic drain valve which causes it to produce a short blast of air to clear any water or foreign matter. The main reservoir automatic drain valves should be Operated manually at least once a day to check the operation of the automatic feature. 19.3. Manual Drain Valves 19.3.1 Small ball or plug type cocks are utilized as drain valves to enable the equipment to be drained at frequent intervals. 19.3.2 A small gate valve is provided on the automatic drain valve outlined in Instruction 19.2, to enable manual operation of this equipment when required. Issue date, March 1989 Page 4.153Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Solenoid Valve knob Figure 4.49 Salem solenoid operated automatic drain valve (Model 880-6-20) Page 4.154 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 20. FILTER/DIRT COLLECTORS. 20.1 General Description. Filters and dirt collectors are provided to protect the air brake equipment against the entrance of pipe scale, dirt, water or other foreign substances. They are fitted on main reservoir pipes and other pipes where considered necessary. Where presence of water in the piping on locomotives is more prevalent, dirt collectors are provided with a small drain cock on the bottom of the dirt chamber which enables it to be drained at frequent intervals. For details of operation etc, refer to Instruction 15 of Section 1. Issue date, March 1989 Page 4.155Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.156 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 21. AIR DRIERS RESERVED FOR FUTURE USE. Issue date, March 1989 Page 4.157Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.158 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 22 ISOLATING BRAKE VALVES. 22.1 Introduction The air brakes can be properly controlled from only one locomotive driving cab, therefore the brake valves on non-driving cabs must be isolated. There are many combinations and circumstances when the brake valves are to be isolated. 22.2 Locomotives. The positions that the brake equipment must be placed on locomotives to ensure the correct operation of that equipment are outlined in Figure 4.78. 22.3 Railcars 22.3.1 Diesel Railcars (DRC). The positions that the brake equipment must be placed on DRCs to ensure the correct operation of that equipment are outlined in Figure 4.53. 22.3.2 Diesel Rail Motors (DERM). The positions that the brake equipment must be placed on DERMs to ensure the correct operation of that equipment are outlined in Figure 4.56. Issue date, March 1989 Page 4.159Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.160 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 23. COUPLING LOCOMOTIVES FOR MULTIPLE UNIT OPERATION, OR CHANGING CONTROL FROM ONE BRAKE PEDESTAL TO ANOTHER. 23.1 Coupling Up Multiple Units when No.3 Control and No.4 Independent Release Pipes are to be coupled throughout the Consist. When coupling up multiple units of locomotives the No. 3 control and No. 4 independent release pipes are to be connected WHENEVER POSSIBLE and the following procedure is to be complied with: 23.1.1. By the Driver: () (b) (c) (@) (e) Hold one unit stationary with the independent brake, or if unit is dead , with the hand brake. After the Second Person has set the automatic couplers to engage, drive from the cab of the second unit in the direction of movement and couple up. Ensure that the automatic couplings between the units are securely locked by inserting the locking hooks where fitted, or on locomotives fitted with full length bottom lifting uncoupling levers, that the handle is secure in the locking assembly. Apply and isolate the brake valves, then remove the brake valve handles in accordance with Instruction 5.8 for A7EL equipment and 6.6 for 26L equipment. On the trailing unit/s: (i) remove the brake valve handles, placing them in a secure position in the cab. (i) On 26 equipment ensure that: the brake valve cut off valves are in the OUT Position, e the MU2A valves are in the trail 6 or 26 posi- tion. (One Line) (il) On A7EL equipment ensure that the automatic brake valve isolating cocks are closed. Issue date, March 1989 Page 4.161Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment (f) On the leading unit the Driver must: () at the non-driving cab of double ended locomotives: * ensure that the brake pedestal is correctly iso- lated, « remove the brake valve handles (if at that end). (ji) at the driving cab, « replace the automatic brake valve handle on the brake valve and move it to the Release/Running position, Replace the independent brake valve handle on the brake valve and move it to the applica- tion position, On 26L equipment, place the MU2A valve to the LEAD/DEAD position and then place the brake valve cut-off to the IN, FRT or PASS position as applicable. On A7EL equipment, fully open the automatic brake valve isolating cock. ° 23.1.2 By the Second Person. (a) Couple up the flexible hose couplings and fully open the corresponding end cocks of the: brake pipe, ¢ main reservoir pipe, e No. 3 control pipe, « No. 4 independent release pipe, on one side between all locomotives being coupled to form the multiple unit consist. 23.1.3 Testing. Prior to commencing this test the Driver must ensure that the locomotive handbrake is applied. The Driver must release the independent brake after which the Second Person must observe the trailing units to ensure all brakes have released, then the Driver must_apply the independent Page 4.162 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment brake while the Second Person observes the brakes apply on the trailing units. The Driver must then make a 150 kPa reduction with the automatic brake valve. Whilst the automatic brake is applied, the Driver will ensure that the brake cylinder warning light operates on locomotives fitted with this equipment. In order to reduce possible overcharge of the control reservoir(s) on 26L equipped locomotives and to ensure the independent release feature is operative, the locomotive brakes must then be released by depressing the independent brake valve handle in the release position for 26L equipment or holding the independent brake valve handle over to the release position for A7EL equipment. The Driver must then ensure that the brake cylinder pressure falls to zero and the warning light is extinguished. The Second Person must then walk around the locomotives and observe that all locomotive brakes have released. If the locomotive brakes do not release on a trailing unit the Driver must again manipulate the independent brake valve as above, after which the Second Person must check that the locomotive brakes have released. If the brakes still have not released on a trailing unit the Driver must hold the independent brake valve in the release position while the Second Person checks all No. 4 independent release hosepipe connections for significant air leaks. If a significant air leak is detected, the No. 3 and No. 4 hosepipes on the opposite side of the locomotive must be coupled in lieu and the above test repeated. After satisfactory completion of the test, the automatic brake valve handle must be returned to the release/running position. The independent brake must be reapplied to secure the consist and prior to movement, it must be ensured that the handbrake has been released. 23.2 Coupling up multiple units when No. 3 control and No. 4 independent release pipes cannot be coupled throughout the consist. 23.2.1 Comply with clauses (a) to (c) of instruction 23.1.1 and with Issue date, March 1989 Page 4.163Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.164 instruction 23.1.2 as far as is applicable. 23.2.2 When locomotives with 26L or A7EL brake equipment are trailing, also comply with clause (e) of instruction 23.1.1 with the exception that the independent brake valve handle must be placed in the release/running position. In addition on 26L equipment, that the MU2A valve is left in the LEAD/DEAD 23.2.3 position. Testing. (a) The Driver must: (b) 0 @w (i) prior to commencing the test, ensure that the locomotive handbrake is applied. make a 150kPa reduction with the automatic brake valve while the Second Person observes that the brakes have applied on all trailings units beyond where No. 3 and No. 4 pipes are not coupled, then release the brake in the prescribed manner while the Second Person observes that all brakes have released on the trailing units. observe the brake cylinder gauge noting that brake cylinder pressure has fallen to zero and the warning light has extinguished. If there are any 26L locomotives in the consist which do not have No.3 and No.4 pipes connected through to the leading locomotive: @ «i The Driver must make a 150 kPa brake pipe reduction from the leading locomotive, then go back to the applicable 26L locomotive/s and depress the independent handle until the brake on that locomotive has completely released. This is done to remove the possibility of excess control reservoir pressure. The Driver will then return to the leading locomotive and release the automatic brake. The test outlined in clause (a) of this instruction must then be repeated to ensure the correct operation of the brake equipment. Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 23.3 Changing control from one Brake Pedestal to another. 23.3.1. 26L Equipment. (a) When vacating a cab fitted with a 26L brake pedestal, isolate the brake valves as outlined in Instruction 6.6. (6) To set up a brake pedestal on 26L brake equipment. (i) Independent brake valve: e replace the independent brake valve handle into the brake valve and move it to full applica- tion position. e place the MU2A valve to LEAD/DEAD ensuring that it latches out properly. (ii) Automatic brake valve: e replace the automatic brake valve handle into the brake valve and move it to Release posi- tion. place the brake valve cut off valve to IN, FRT OR PASS position as applicable ensuring that it latches out properly. note that brake pipe pressure rises to 500 kPa. (iii) To reduce the possiblility of sticking brakes due to overcharging of auxiliary chamber/s or control reservoir/s, the following procedure must be carried out: e make a full equalizing brake pipe reduction. e while the handle is in the service application zone, ensure that the discharge of brake pipe air ceases. A continuous discharge would indi- cate that brake equipment in a trailing cab has not been isolated. e with the Independent handle in release, depress the handle until no pressure remains in the brake cylinders and providing the No.3 and 4 pipes are connected to all locomotives Issue date, March 1989 Page 4.165Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment in a multi unit consist, note that the brake cylinder warning light goes out. 29.3.2 A7EL Equipment. (a) When vacating a cab fitted with an A7EL brake pedes- tal, isolate the brake valve as outlined in Instruction 5.8. (b) To set up a brake pedestal on A7EL brake equipment: (i) Independent brake valve. e .replace the independent brake valve handle into the brake valve and move it to the slow application position. (ii) Automatic brake valve e replace the automatic brake valve handle into the brake valve in the Running position e fully open the brake valve isolating cock e note that brake pipe pressure rises to 500 kPa. (iii) To reduce the possibility of sticking brakes due to overcharging of auxiliary chamber/s or control reservoir/s, the following procedure must be carried out. make a full equalizing brake pipe reduction. e while in lap, ensure discharge from the brake pipe ceases. A continuous blow from the dis- charge valve would indicate that the brake equipment in a trailing cab has not been iso- lated. e hold the independent brake valve handle in release position until no pressure remains in the brake cylinders and providing the No.3 and 4 pipes are connected to all locomotives in a multi unit consist, note the brake cylinder warning light has extinguished. Page 4.166 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 23.3.3 No. 4 Equipment. (a) When vacating a cab fitted with a No. 4 brake pedestal, isolate the brake valve as outlined in Instruction 4.10. (b) To set up a brake pedestal on No. 4 brake equipment: (i) Self lapping brake valve. e place the self lapping brake valve handle to application position. (ii) Automatic brake valve e place the automatic brake valve handle into the Running position. e fully open the brake valve isolating cock. © note that brake pipe pressure rises to 500kPa. (iii) Make an equalizing brake pipe reduction and release. e While in Lap position, ensure discharge of brake pipe pressure ceases. A continuous blow from the discharge valve would indicate brake equipment has not been correctly iso- lated in a trailing cab. Issue date, March 1989 Page 4.167Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.168 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 24, FLEXIBLE HOSE COUPLINGS 24.1 24.2 24.3 24.4 General Description. The flexible hose pipe fitted to the brake pipe and main reservoir pipe of locomotives, enables air communication to be made between the locomotive and other vehicles. On locomotives fitted with 26L or A7EL brake equipment, No. 3 control and No. 4 Independent release pipes are also fitted with flexible hose couplings to enable the independent brake to be controlled from other than at the brake pedestal/s on that locomotive. Flexible hose pipes are fitted with a threaded nipple at one end to enable the hose pipe to be attached to the end cock, the other end is equipped with a coupling head which varies to suit different applications. The two coupling heads are exactly alike, each being provided with a rubber packing ring so arranged that when the couplings are united, these rings face against each other. The air pressure in the pipe then forces the rings together, thus forming an airtight joint. NOTES: (i) On broad gauge locomotives No. 3 control and No. 4 independent release pipes are arranged as shown in Figure 4.50(a) and utilize different size coupling heads on these pipes. (ii) On standard gauge locomotives No. 3 control and No. 4 independent release pipes are arranged as shown in Figure 4.50(b) and use the same size coupling heads on both these pipes. Method of Coupling/Uncoupling Refer to Instruction 16.2 of Section One. When maintenance personnel are servicing a locomotive and observe: fa) an entry in the log book stating that a flexible hose coupling from the locomotive, or fittings from the tool kit have been used, must arrange for that equipment to be replaced. (b) defective flexible hose couplings in the locomotive cab, must remove them, for forwarding to Workshops. Service Life Refer to instruction 16.3 of Section 1 for brake pipe and main reservoir flexible hose couplings. Issue date, March 1989 Page 4.169Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment 24.5 Washering and Testing. Hose coupling pipes must only be rewashered and tested at Ballarat Workshops, and South Dynon Locomotive Maintenance Depot. 24.6 Forwarding of defective hosepipes. Officers in Charge of Maintenance Depots are to ensure that all defective flexible hose couplings are forwarded to the Workshops nominated in Instruction 16.3.2 of Section 1. 43 \ MB BP apma ° ° \ eet ee Figure 4.50(a) Flexible hose pipe arrangement - V/Line broad gauge locomotive. Figure 4.50(b) Flexible hose pipe arrangement - V/Line standard gauge locomotive. Page 4.170 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 25. END COCKS. 25.1 25.2 25.3 25.4 General Description. Every locomotive is fitted with end cocks and flexible hose couplings at each end. These cocks are for closing the air flow at the extreme ends to retain the compressed air in the pipes as required. These cocks are a vented type, which permit the air pressure in the flexible hose couplings to be vented to atmosphere when they are being closed. Locomotives have a brake pipe and main reservoir end cock fitted on each side of the automatic coupler at each end. Locomotives fitted with 26L or A7EL equipment also have a end cock on No. 3 control and No. 4 independent release pipes on each side of the automatic coupler at each end. Spherical Ball Type End Cocks. Refer to Figures 1.70 and 1.71 in Section 1. Ball type end cocks are fitted to locomotives on brake and main reservoir pipes. The body of all spherical ball cocks are almost identical in appearance and to identify which cock isolates the main reservoir or brake pipe, a straight handle is fitted on the 19 mm end cocks used solely for main reservoir lines, and curved handles are used solely for 25 mm and 32 mm brake pipe end cocks. Locking handle End Cocks. Refer to Figure 1.72 in Section 1. A ball type end cock with locking handle has been fitted to some locomotives to replace the plug type normally used to isolate No. 3 control pipes and No. 4 independent release pipes at each end of locomotives. To operate this type of valve the top portion of the handle must be depressed against the spring tension which then allows the handle to be turned, opening the valve when the handle is in line with the pipe. Recording Defect. Whenever there is any difficulty in operating an end cock, a suitable entry must be made in the locomotive log book. For further information regarding end cocks refer to instruction 12 of Section 1. Issue date, March 1989 Page 4.171Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.172 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 26. VIGILANCE CONTROL EQUIPMENT There are three basic types of vigilance control equipment used on V/Line locomotives and they are commonly known as :- e Fischer type Air-Electric (Pneumatic) type Electric type. A brief description of the operation of each follows. 26.1 Fischer Type. Refer to Figure 4.51. The Fischer MK.6 vigilance control is an electronic system that contains the facility within its circuitry to provide the timing cycles, warnings and acknowledgement requirements for four separate specifications. The units fitted to V/Line locomotives however are only connected to enable the selection, by means of a rotary switch, of the requirements for : (a) ViLine. (b) Australian National. (c} State Rail Authority of N.S.W. 26.1.1 V/Line Mode. When in this mode the control unit provides separate timing and acknowledgement requirements for the Driver and the Second Person. (a) The Driver is required to acknowledge a light (in button) and audible warning that occurs each 90 seconds. The period between warnings is extended by a further nominal 80 seconds each time the throttle is moved to an even notch when A valve (engine governor) is ener- gised. This feature is known as Throttle Acknowledge- ment and only occurs the one time the throttle move- ment is made and is not continued whilst in the even notch setting. It also does not operate if the Driver's acknowledgement warning is sounding when the throt- Issue date, March 1989 Page 4.173Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment (b) (c tle movement is made. Failure to acknowledge the warning does not affect the operation until the Second Person is required to ac- knowledge a warning. Refer sub paragraph (c). The Second Person is required to acknowledge a flash- ing light warning that operates 90 seconds after the pre- vious acknowledgement. The 90 second interval is nor- mally not coincident with the Driver's warning interval. Failure to acknowledge within ten seconds will result in a warning bell sounding in addition to the flashing light. Failure to acknowledge within a further ten seconds will result in a penalty application of the brakes and loss of locomotive power. Refer sub paragraph (d). Interlocking - The Driver's and Second Person's sys- tems are interlocked in such a way that the Second Per- son will be unable to acknowledge a warning if the Driver's warning is also sounding. Failure to acknow- ledge the Driver’s warning will eventually result in a penalty brake application as described in sub paragraph (b) preceding. Penalty Brake Application - When acknowledgement warnings are not properly acknowledged the system will activate a penalty application of the brakes. This is achieved by the de-energising of a magnet valve (marked Air Flow Penalty S.0.V. in Fig 4.51) which ex- hausts brake pipe pressure to atmosphere. Locomotive power is concurrently cut by this application. Suppression - The vigilance control can be suppressed by one of four methods namely :- (i) By placing the reverser lever in the controller in the centre position (and also by placing it in the reverse position on double ended locomotives). (ii) By application of the locomotive brake where brake cylinder air pressure is applied to pneumatic input marked BRK on Fig. 4.51. (iii) By isolation of the brake valves where suppression air pressure is applied to pneumatic inputs marked PED1 and PED2 on Fig 4.51.__In double cab Page 4.174 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment locomotives the brake valves at No.1 and No.2 end are connected to inputs PED1 and PED2 respectively. In a single cab locomotive, the suppression air is applied to both inputs. (iv) By switching off electrical power at the vigilance control circuit breaker. (f) Speed Chart Marking - Vigilance control operation is marked on the chart in the Hasler Speed Recorder. (g) Emergency Acknowledgement - When a defect neces- sitates the vigilance control system to be cut-out, an emergency acknowledge button which registers on the speed chart must be pressed by the Second Person at nominated time intervals. 26.1.2 A.N. and S.R.A. Modes. When in these modes the Driver's part of the system is isolated and either the Driver or Second Person can acknowledge the warnings of the Second Person's system. The timing between acknowledgement warnings and penalty applications are consistent with the specifications in each system. The throttle acknowledgement feature is not operative in these modes. Issue date, March 1989 Page 4.175Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment cB oe a} voc Pos! controller 2nd cab if applicable ‘Wags selection ‘switch Driver's warning light VOC NEG Electronic vigilance control unit Mk.6 air tow penalty SOV =] o =y EDI PED2 BRK Preumatic inputs Figure 4.51 Schematic of Fischer MK6 Vigilance Control Unit Page 4.176 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 26.2 Air-Electric (Pneumatic) Type Refer to Figure 4.79. This type consists of two separate systems that are interlocked at certain points in their cycles. The two systems are : 26.2.1 26.2.2 An electronic timing and audible unit (not indicated on Fig 4.79) for the Driver and which gives the Driver a light (in button) and audible warning to acknowledge each 90 seconds. The period between warnings is extended by a further nominal 90 seconds each time the throttle is moved to an even notch when A valve (engine governor) is energised. This feature is known as Throttle Acknowledgement and only occurs the one time the throttle movement is made and is not continued whilst in the even notch setting. It also does not operate if the Driver's acknowledgement warning is sounding when the throttle movement is made. Whilst the Driver's acknowledgement warning is sounding, ‘or the Driver's button is held in, an electrical supply to the discharge magnet valve (ref 6 on Fig 4.79) is interrupted. Failure to acknowledge the warning does not affect the Operation until the Second Person required to acknowledge a warning. Refer sub paragraph (b) An air operated timing system that provides acknowledgement warnings and timing for the Second Person as well as the penalty application feature of the overall system (See Fig 4.79). The timing is achieved by the build up of air pressure on the timing and overriding reservoirs (H and |), the air supply being main reservoir air feeding through the isolating cock and strainer (A and B), 025 Cut-out Valve (C), double check valve (D), timing chokes (F) and quick release valve (G). At a nominal 90 seconds from the previous acknowledgement, the air pressure in reservoir (H) operates pressure switch (4) which causes a flashing light acknowledgement warning for the Second Person. At the same time pressure switch (4) de-energises a time delay relay (not shown) that controls the penalty brake application Issue date, March 1989 Page 4.177Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment valve and this relay will operate the penalty brake valve unless re-energised within 20 seconds by acknowledgement of the warning. If the warning is not acknowledged within ten seconds the continued build-up of air pressure in reservoir (|) will cause the D75 supply valve (P) to open and supply main reservoir air to pressure switches (2) and (3). Operation of pressure switch (3) will cause a bell warning to operate with the flashing light. Failure to acknowledge within a further ten seconds will result, as said previously, in a penalty application of the brakes and the concurrent cutting of locomotive power. (a) Acknowledgement of Warnings - When the Second Person's button is pressed to acknowledge a warning, a hold-in relay (not shown) is energised, which in turn, energises discharge magnet valve (6). When magnet valve (6) is energised, it exhausts the air in the line from the chokes (F) and the quick release valve (G) to atmosphere. This in turn causes an im- balance within valve (G) which then rapidly discharges the air in the timing reservoirs to atmosphere. This discharge will continue reducing the reservoir pres- sure until pressure switch (1) operates, dropping out the hold-in relay and re-energising (and closing) magnet valve (6). The system will then stabilise and begin to build up air pressure in the reservoirs again. (b) Interlocking - The two systems are interlocked such that the Second Person will be unable to acknowledge a warning if the Driver's warning is also sounding or the Driver's button is being held in. This is because the electrical supply that controls the operation of dis- charge magnet valve (6) is provided through the Driver's system and is interrupted under the conditions indicated. Failure to properly acknowledge the Driver's warning will eventually lead to a penalty brake application on the observer's system. (c) Penalty Brake Application - As indicated in 26.2.2, failure to acknowledge warnings will result in the Penal- ty Application Valve operating solenoid being de-ener- Page 4.178 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment gised thereby allowing the valve to exhaust the brake pipe to atmosphere causing an emergency application. A valve mounted micro-switch will simultaneously cut locomotive power and engine revs are returned to idle. A penalty brake application will also occur if the Second Person's acknowledgement button is held in (i.e. over- press) for more than a nominal 14 seconds. = Emergency Acknowledgement - When a defect neces- sitates the Second Person's part of the vigilance control system to be cut-out, an emergency acknowledgement button(s) must be pressed by the Second Person at nominated time intervals and this records on the speed chart through manometer (Q). 26.2.3 Suppression - The suppression of the systems is achieved as follows :- Driver's : (a) By brake cylinder air pressure or brake valve isolation suppression air pressure being applied to cut-out pres- sure switch (5). (b) By switching the cut-out switch (not shown) in the sealed enclosure in the electrical cabinet to OFF. (c) By switching the mode selection switch (not shown) on the Driver's control pedestal to A.N. mode. Second Person's (a) By brake cylinder air pressure or brake valve isolation suppression air pressure being applied to D25 cut-out valve (C). (b) By closing the isolating cock (A) to cut off main reser- voir air supply to the timing circuit. 26.2.4 Speed Chart Marking - The chart in the Hasler Speed Recorder records the following :- (a) Acknowledgement warnings for the Driver's system. Issue date, March 1989 Page 4.179Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment 26.3 26.2.5, (b) A valve status from which the operation of throttle ac- knowledgement can be checked. (c) Timing reservoir pressure from which Second Person acknowledgement can be interpreted. (d) Brake cylinder pressure when the Second Person's sys- tem is suppressed by brake valve isolation or cut-out at the cock (A). (e) Emergency Acknowledgement Operation. Refer sub paragraph (d) of 26.2.2. A.N. Mode. Locomotives equipped with this type of vigilance control are also fitted with a mode selection switch at the Driver's station. Movement of this switch from the Vic mode to the A.N. mode isolates the Driver's system and allows either the Driver or Second Person to acknowledge warnings given on the Second Person’s system. Electric Type. Refer to Figure 4.80. This type also consists of two separate systems that are interlocked at certain points in their cycles. The two systems are : 26.3.1 An electronic timing and audible unit (Item 16 on Fig 4.80) for the Driver and which gives the Driver a light (in button) and audible warning to acknowledge each 90 seconds. The period between warnings is extended by a further nominal 90 seconds each time the throttle is moved to an even notch when A valve (engine governor) is energised. This feature is known as Throttle Acknowledgement and only occurs the one time the throttle movement is made and is not continued whilst in the even notch setting. It also does not operate if the Driver's acknowledgement warning is sounding when the throttle movement is made. Whilst the Driver’s acknowedgement warning is sounding, Page 4.180 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment or the Driver's button is held in, an alternative electrical supply to the Second Person's unit (ref 1 on Fig 4.80) is maintained and will prevent the Second Person acknowledging a warning. Failure to acknowledge the warning does not affect the operation until the Second Person is required to acknowledge a warning. Refer sub paragraph (b) of 26.3.2. 26.3.2 An electrically operated unit that provides acknowledgement warnings and timing for the Second Person as well as the penalty application feature of the overall system (See Fig 4.80). The timing is achieved by series of time delay relays which are controlled by an electrical supply through the Second Person's acknowledgement button. When acknowledgement is made and the button released, the timing relays commence timing out. After a nominal 90 seconds the time delay interlocks on the first relay will close energising wire FL causing a flashing light (27) warning for the Second Person. If the warning is not acknowledged within ten seconds, the time delay interlocks on the second relay will close energising wire VG causing the warning bell (28) to sound with the flashing light. Failure of the Driver to acknowledge within a further ten seconds will allow the time delay interlocks of the third relay to open thereby de-energising wire PBV and causing a penalty application of the brakes and the concurrent cutting of locomotive power. (a) Acknowledgement of Warnings - When the Second Person's button (14) is pressed to acknowledge a warn- ing, it causes an interruption to the electrical supply (wire FCS) to the timing relays causing them to drop out and thereby negating the time delay interlocks. when the acknowledgement button is released, the time delay relays are again energised and the delay inter- locks recommence timing out before they operate. (b) Interlocking - The two systems are interlocked such that the Second Person will be unable to acknowledge a warning if the Driver's warning is also sounding or the Issue date, March 1989 Page 4.181Section 4 Brake Book of Instruction - Vol 2 {V/Line) Locomotive Brake Equipment (C) Driver's button is being held in. When the Driver’s warning is sounding, wire SP from the Driver's unit (16) is energised. This provides an al- ternative electrical supply to unit (1) hence when the Second Person interrupts the supply through wires FCS & VEX, the time delay relays do not drop out but con- tinue their timing and a penalty application will eventual- ly occur unless the Driver's warning is properly acknow- ledged. Alternatively, if the Driver's button (26) is held in, an electrical supply is provided from EB wire to VEX wire through that button and this prevents the Second Per- son Interrupting the supply in FCS wire to acknowledge the warning. This similarly will lead to a penalty applica- tion if the Driver's button continues to be held in. Penalty Brake Application - As indicated in 26.3.2, failure to acknowledge warnings will result in the Penai- ty Application Valve Operating Solenoid (17) being de- energised thereby allowing the valve to exhaust the brake pipe to atmosphere causing an emergency ap- plication. A valve mounted micro-switch will simul- taneously cut locomotive power. A penalty brake application will also occur if the Second Person’s acknowledgement button is held in (i.e. over- press) for more than a nominal 8 to 10 seconds. This is controlled by the fourth time delay relay in unit (1) which is de-energised when the acknowledgement but- ton is pressed. When de-energised, the time-delay in- terlocks begin to time out and, if the acknowledgement button continues to be held in, the delay interlocks will open after approximately 8 to 10 seconds interrupting the electrical supply to wire PBV and cause the penalty brake valve (17) to operate. Emergency Acknowledgement - When a defect neces- sitates the Second Person's part of the vigilance control system to be cut-out, an emergency acknowledgement button (not shown) must be pressed by the Second Person at nominated time intervals and this records on the speed chart through the manometer (not shown) in the recorder. Page 4.182 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 26.3.3 Suppression - The suppression of the systems is achieved as follows :- Driver's : (a) By brake cylinder air pressure or brake valve isolation suppression air pressure being applied to cut-out pres- sure switch (11). (b) By switching the cut-out switch (21) in the sealed enclosure in the electrical cabinet to OFF. (c) By switching the mode selection switch (22) on the Driver's control pedestal to A.N. mode. Second Person's : (a) By brake cylinder air pressure or brake valve isolation suppression air pressure being applied to Cut-out Pres- sure Switch (5) By switching the Cut-out Switch located inside the sealed vigilance unit (1) to OFF. 26.3.4 Speed Chart Marking - The chart in the Hasler Speed Recorder records the following :- (a) Acknowledgement warnings for the Driver's system. (b) A valve status from which the operation of throttle ac- knowledgement can be checked. (c) Second Person's acknowledgements by means of air pressure to the manometer in the speed recorder and which is controlled by one of the timing relays in unit (1) and the magnet valves (6) mounted on the vigilance air panel. (d) Brake cylinder pressure when the Second Person’s sys- tem is suppressed by brake valve isolation or cut-out at the switch in vigilance unit (1). (e) Emergency Acknowledgement Operation. Refer sub paragraph (d) of 26.3.2. Issue date, March 1989 Page 4.183Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment 26.3.5 A.N. Mode. Locomotives equipped with this type of vigilance control are also fitted with a mode selection switch at the Driver's station. Movement of this switch from the Vic mode to the A.N. mode isolates the Driver's system and allows either the Driver or Second Person to acknowledge warnings given on the Second Person's system. Page 4.184 Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 27. AIR BRAKE EQUIPMENT OF RAILCARS - DIESEL RAILCARS (DRCs) AND DIESEL ELECTRIC RAILMOTORS (DERMs) 27.1 27.2 Description. The air brake equipment on railcars is of the combined automatic and straight air type, the straight air brake being used for single car service and the automatic brake when other vehicles are being hauled by the railcar. DRCs are fitted with a No. 4 automatic brake valve with an isolating cock and a Type W self-lapping straight air brake valve also with an isolating cock, in each driving cab. DERMs are fitted with a No, 4 automatic brake valve with an isolating cock and a No. 17 straight air brake valve, in each driving cab. Diesel Railcars (DRCs). Air for the brake system and for the air suspension, air starter motors, water service unit, whistles and windscreen wipers is supplied by one electrically driven compressor mounted beneath the railcar. Each bogie of the railcar has a separate brake system, enabling each bogie to be isolated by either the triple valve isolating cock or by the brake cylinder isolating cock. (Refer to air schematic Figure 4.81). The brake system on each bogie is controlled by the double check valve in the triple valve bracket. This allows either main reservoir air from the Type E relay valve (controlled by the straight air brake valve), or auxiliary reservoir air from the type WP1 triple valve (controlled by the automatic brake valve) into the four bogie mounted brake cylinders on each bogie. DRCs are fitted with an electric VC system, which can be suppressed (ie not requiring acknowledgement) either by a brake cylinder pressure of 210 kPa or more, or by the closing of both automatic brake valve isolating cocks (when stabled or being hauled. 27.2.1 List of Equipment. (a) Air Compressor. Refer to instruction 2.3. 1 No. fitted underneath the railcar at the No. 2 and (b) Main Reservoir. Refer to instruction 16.2 2 No fitted beneath the railcar and 2 No fitted in the Issue date, March 1989 Page 4.185.Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.186 {c) (d) (e) (9) (h) a () () (m (n) roof, No. 1 end. No. 4 Automatic Brake Valve. Refer to Instruction 4.2. 1 No fitted in each driving cab. Isolating Cock for No. 4 Automatic Brake Valve. Refer to Instruction 15.2. Type W Self Lapping Brake Valve. Refer to Instruction 4.4. ‘1 No fitted in each driving cab. Isolating Cock for Self-Lapping Brake Valve. Refer to Instruction 15.3. WPI Triple Valve. Refer to Instruction 3 of Section 1 2 No. 16" WPI triple valves equipped with a medium bul and exhaust nipple stamped 16 are fitted. Triple Valve Bracket with Double Check Valve. Refer to Instruction 18.3. Equalizing Reservoir. Refer to Instruction 16.3 Auxiliary Reservoir. Refer to Instruction 18.1 of Section 1. Tubular Check Valve. Refer to Instruction 18.5 Gauges. Refer to Instruction 11.3.1 MS Feed Valve. Refer to Instruction 3. Compressor Governor. Refer to Instruction 2.4. Main Reservoir Safety Valve. Issue date, March 1989Brake Book of Instruction - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment t() @ () () (u) Refer to Instruction 17. Brake Cylinder Safety Valve. Refer to Instruction 17. Hand Release Valve. Refer to Instruction 14 of Section 1. Dirt Collector. Refer to Instruction 15 of Section 1. JSL Brake Cylinders. Refer to Instruction 7.3.5 of Section 1. There are 4 No JSL brake cylinders fitted on each bogie. Slack Adjuster. Refer to Instruction 8.4 of Section 1 Type E Relay Valve. Refer to Instruction 27.2.2. 27.2.2 Type E Relay valve. 0) (ii) Issue date, March 1989 Description. This relay valve is connected to the main reservoir pipe, the self-apping brake valve via the straight air pipe and the brake cylinder via the double check valve. Under the control of the brake valve it permits air from the main reservoir to pass to the brake cylinder during a brake application, and from the brake cylinder to the at- mosphere during release. Any air pressure admitted by the brake valve to the straight air pipe is automatically duplicated in the brake cylinder by the action of the relay valve which receives its supply of compressed air from the main reservoir. Operation. When a service brake application is initiated, air from the main reservoir is admitted by the brake valve through the straight air pipe to the relay valve and for- ces the relay piston and slide valve inwards. During this movement the slide valve laps the exhaust ports and Page 4.187Section 4 Brake Book of Instruction - Vol 2 (V/Line) Locomotive Brake Equipment the piston screw on the relay piston engages the ap- plication valve stem. In its further movement, the relay piston forces the application valve off its seat and ad- mits air at main reservoir pressure to the relay piston chamber which is in communication with the brake cylinder, via the double check valve. Compressed air will continue to flow from the main reservoir to the brake cylinder until the pressure in the brake cylinder and relay piston chamber becomes equal to that in the straight air pipe acting on the outside of the relay pis- ton. The application valve spring will then move the relay piston back until the application valve is seated and the flow of air to the brake cylinder is stopped. Any further increase of pressure in the straight air pipe in response to the operation of the brake valve, will cause the relay valve to repeat the cycle of movements of the application valve. To release the brakes, the brake valve is operated to exhaust the air from the straight air pipe. This reduction of pressure on the outer face of the relay piston will cause the relay piston and slide valve to be moved to the Release position by the higher brake cylinder pres- sure on the inner face of the relay piston. The ports in the slide valve will then permit the air from the brake cylinder to exhaust to atmosphere. If the pressure in the straight air pipe is only partly exhausted, the relay piston and slide valve will return to the Lap position as soon as the brake cylinder pressure falls slightly below that remaining in the straight air pipe. When the brake valve is placed in the Release position, the pressure in the straight air pipe is vented to atmos- phere via the brake valve and this will cause the relay piston and slide valve to move outward and completely release the pressure in the brake cylinder to the atmos- phere. Page 4.188 Issue date, March 1989