Brake Valves

Section 4 Locomotive Brake Equipment p uoRIegBrake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment SECTION 4 LOCOMOTIVE BRAKE EQUIPMENT SECTION CONTENTS 1. INTRODUCTION TO THE LOCOMOTIVE AIR BRAKE . 1.1 Basic Operation 1.2 Locomotive Brake Syste 1.3 Principal Parts... 1.4 Drivers Brake Valves . 2, AIR COMPRESSOR SYSTEMS 2.1 Introduction.. 2.2 Mechanically Driven Air Compressors. 2.3 Electrically Driven Air Compressors 2.4 Compressor Governor... 2.5 Manual Control of Air Pumpin 3 FEED AND PRESSURE REDUCING VALVES .. 3.1 Introduction... 3.2 M2 Feed and Pressure Reducing Valve. 3.3 Modified M-3 Feed and Pressure Reducing Valve 3.4 MS Slide Valve Feed and Pressure ce Valve .. 3.5 PR 12 Pressure Reducing Valve... ea 4. No.4 LOCOMOTIVE BRAKE SYSTEM 4.1 Introduction...... 4.2 Automatic Brake Valvi 4.3 Hand Release Valves. 4.4 Self Lapping Brake Valve - W Type .. 4.5 Double Check Valves..... 4.6 Brake Valve Isolating Coc! 4.7 Improved Triple Valve. 4.8 WPI Type Triple Valve 4.9 Testing No.4 Locomot Locomotive Entering Service. ..... 4.10 Method of Isolating No.4 Brake Equipment 4.11 Defects in Service... 5. A7EL LOCOMOTIVE BRAKE EQUIPMENT .. 5.1 Introduction.. 5.2 5.3 Automatic Brake Valve - 5.4 Equalizing Reservoir Control Valve 5.5 Independent Brake Valve AS7 5.6 _ Distributing Valve - A7EL..... Issue date, March 1989 Section contents (i)Section 4 Locomoti Brake Book of Instructions - Vol 2 (V/Line) ive Brake Equipment 10 5.7 Testing A7EL Locomotive Brake Equipment Prior to Entering Service. 5.8 Method of Isolating A7EL Brake [owen 5.9 Defects in Service... o 26L LOCOMOTIVE BRAKE EQUIPMENT... 6.1 General Features .. 6.2 26D Control Valve. 63 6.4 6.5 Testing 26L Locomotive Brake Equipment Prior to Entering Service. 6.6 Method of Soe 26L Brake ce Equipment 6.7 Defects in Service... BRAKE CYLINDER PRESSURE WARNING LIGHT. 7.1 Description. 7.2 H car push-pull P class locomotives. FLOWMETER and INDICATOR GAUGE 8.1 — Introduction 8.2 General Features ... 8.3 Operation..... DEAD ENGINE DEVIC! 9.1 Introduction... 9.2 General Features .. 9.3 Operation . DYNAMIC BRAKE INTERLOCK. 10.1 Introduction... 10.2 Operation - 26L Equipment... 10.3 Operation - A7 EL Equipment. 10.4 Power Knock Out Switch ... 10.5 Independent Pressure Switch. . 10.6 Testing Dynamic Brake Prior to Entering Service...........4.121 AIR PRESSURE GAUGES. 11.1. Introduction... 11.2 General Feature: 11.3 Function........ BRAKE CYLINDERS . 12.1 Description an Section contents (ii) Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 13 17 20. Locomotive Brake Equipment BRAKE PISTON TRAVELS.. 13.1 Locomotives. 4.133 4.133 13.2 Railcars.... 4.133 13.3 Brake Piston Travel Indicatot 4.133 SLACK ADJUSTERS .... 14.1 Description and Operation.. BRAKE VALVE ISOLATING COCKS 15.1 Introduction... 15.2 Automatic Brake Valve Isolating Coc! 15.3 W Type Self Lapping Brake Valve... RESERVOIRS.. 16.1 Introduction. 16.2 Main Reserv 16.3 Equalizing Reservior. 16.4 Minimum Reduction Reservoir... 16.5 Auxiliary Reservoir. 16.6 Volume Reservoi 16.7 Control Reservoi SAFETY VALVES 17.1 Introduction. 17.2 Discription and Operation.. 17.3 Settings (+/-5 kPa)... CHECK VALVES 18.1. Introduction. 18.2 General Feat 18.3 Double Check Valve on No.4 Brake Equipment .. 18.4 Double Check Valve on 26L Brake Equipment 18.5 Tubular Check Valves. 18.6 Lift Type Check Valves. 18.7 Flange Type Check Valve. 18.8 Duplex Check Valves. DRAIN VALVES 19.1 Introduction. 19.2 Automatic Drain Valve: 19.3 Manual Drain Valves. FILTER/DIRT COLLECTORS. 20.1 General Description. Issue date, March 1989 Section contents (iii)Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 21, AIR DRIERS.... 22. ISOLATING BRAKE VALVES.. 22.1 Introduction 22.2 Locomotive: 22.3 Railcars 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. 23.2 Coupling up multiple units and No. 4 independent release pipes cannot be coupled throughout the consist... 23.3 Changing control from one Brake Pedestal to another....... 24. FLEXIBLE HOSE COUPLINGS 24.1 General Description..... 24.2 Method of Coupling/Uncoupling.. 24.4 Service Life... 24.5 Washering and Testin: 24.6 Forwarding of defective hosepipes. 25. END COCKS. 25.1 General Description... 25.2 Spherical Ball Type End Cocl 25.3 Locking handle End Cocks. 25.4 Recording Defect.... 26. VIGILANCE CONTROL EQUIPMENT. 26.1 Fischer Typ 26.2 Air-Electric (Pnet 26.3 Electric Type. .... oe 4.157 159 159 159 159 27. AIR BRAKE EQUIPMENT OF RAILCARS - DIESEL RAILCARS (ORCs) AND DIESEL ELECTRIC RAILMOTORS (DERMs) .. 27.1 Description. 27.2 Diesel Railcars (DRCs). 27.3 Diesel Electric Rail Mot Section contents (iv) Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 28. INSTRUCTIONS GOVERNING THE MAINTENANCE OF BRAKE EQUIPMENT ON LOCOMOTIVES AND RAILCARS.... 4.201 28.1 28.2 Locomotive Maintenance Staff and Train Crews. 28.3 Progressive Locomotive Examinations:.... Officers-in-Charge of Locomotive Maintenance Staff. List of Illustrations Figure 4.1 42 43 44 45 46 47 4.8 4.9 4.10 444 4.12 4.13 414 4.15 4.16 4.17 4.18 4.19 4.20 4.21 4.22 4.23 4.24 Schematic diagram of locomotive brake system. Diagrammatic Illustration Of Path Of Air Throug! Gardiner-Denver W.X.E Air Compresso! Compressor governor switch....... Multiple unit-compressor governor switcl Manual operation of control governor. M3 feed valve location in regard to brake valve. Reducing valve - PR.12 type. No. 4 Automatic brake valve. No. 4 Automatic brake valve. (Plan view of body) ... Self lapping brake valve. A7 Distributing valve. (a) Graduating valve. (b) Equalizing slide valve... (c) Equalizing slide valve seat. B7 Independent release valve. Equalizing Reservoir Control Valve A7 Brake pedestal. A7 Brake valve handl AH7 Automatic brake valve plan view of rotary valve seat. .... AH7 Automatic brake valve pian view of rotary valve. .... AS7 Independant brake valve Plan view of rotary valve seat..... AS7 Independant brake valve Plan view of rotary valve ..... A7 Automatic brake valve assembly. A7 Independant brake valve. . 26-C and SA-26 brake valves 26-C Automatic brake valve handle positions SA-26 Independent brake valve handle positions . Issue date, March 1989 Section contents (v)Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Figure 4.25 4.26 4.27 4.28 4.29 4.30 431 4.32 4.33 4.34 4.35 4.36 4.36 4.37 4.38 4.38 4.39 4.40 441 4.42 4.43 4.44 4.45 4.46 Brake Valve Cut Off Valve. (a) Direct release... (b) Graduated release MU-2A Valve escutcheon plate markings. MU2A Valve - diagrammatic..... 26C and SA26 Valves - diagrammatic. Non-maintaining valve and related piping schematic... 26L - Typical arrangement of control valves and reservoirs. Brake pipe flow indicator. Flowmeter arrangement. (main reservoir air flowing to brake pipe} Dead engine device (Sectional view) Dead engine device (Plan view). Dynamic brake interlock and power knockout switch on X37-44(A7EL) and locomotives equipped with 26L brake system (a) Dynamic brake interlock and power knockout switch 26L brake system (dynamic brake released) Poo (b) Dynamic brake applied and automatic brake in emergency... oe (a) Dynamic brake interlock (Dynamic brake released)... (b) Dynamic brake interlock (Dynamic brake applied)... Single pointer gauge. (Brake pipe pressure) . (a) Single pointer gauge. (Brake cylinder pressure) 4.129 (b) Duplex gauge. (Brake cylinder pressures) ...... 4.129 Duplex gauge (Main eeetealla ea reservoir pressures)... : Duplex gauge (Main reservoir/brake pipe pressures) Brake piston travel indicator - 6 wheel locomotive bogie. Brake piston travel indicator - 4 wheel locomotive bogie Brake valve isolating cock with VC port (A6P type cock) .. Brake valve isolating cock (No. 4 type) Double check valve ee Double check valve (BC type) ............-...--- 4.150 103 103 103 103 104 Section contents (vi) Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment Figure 4.47 (a) Typical tubular check valve... 4.150 (b) Typical lift type check valve (John 4 type) 4.151 (c) Flange type check valve (EMD type)... 4.151 4.48 Duplex check valve..... we 4.152. 4.49 Salem solenoid operated automatic drain valve (Model 880-6-20)... 4.154 4.50 (a) Flexible hose pipe arrangement - ViLine broad gauge locomotive... 4.170 4.50 (b) Flexible hose pipe arrangement - i + 4.170 4.51 Schematic of Fischer MK6 Vigilance Control Unit 4.176 4.52 Type E Relay valve. .. 4.189 4.53 Brake valve and isolating cock positions. 4.192 4.54 Straight air No.17 brake valve. .... 4.196 4.55 Straight air brake No.17 brake valve. (Plan view showing handle positions} w+ 4.197 4.56 Brake valve and isolating cock positions... .. 4.200 4.57 Diagrammatic of M3 feed valve. (a) Open... a 4,203 (b) Closed. 4.203 4.58 No.4 Brake equipment schematic arrangement of air piping and equipment (Y class diesel electric locomotive) + 4.205 4.59 A7 Brake equipment, typical air brake piping and equipment (schematic of X Class (31-44) locomotive) 4.207 4.60 7 Distributing valve - Release and running. 4.209 4.61 A7 Distributing vaive - Automatic service. .. 4.203 4.62 A7 Distributing valve - Automatic service lap. 4.209 4.63 A7 Distributing valve - Emergency : 4.209 4.64 A7 Distributing valve - Automatic release after service or emergency.. 24.201 4.65 7 Distributing valve - Independent ‘application after automatic service... 4.211 4.66 A7 Distributing valve - Independent ‘release after automatic service. 4.67 A? Distributing valve - Independent application automatic released ... 4.68 A7EL Brake equipment 2 station) - system diagram. ... 4.69 Schematic arrangement of air brake equipment piping G Class locomotive............... Issue date, March 1989 Section contents (vii) 4.211Section 4 Locomotive Brake Eq Brake Book of Instructions - Vol 2 (V/Line) lipment Figure 4.70 471 4.72 4.73 474 4.74 4.75 4.76 477 4.78 4.79 4.80 4.81 4.82 26D Control valve - charging position 26D Control valve - automatic service position 26D Control valve - automatic service lap. .. 26D Control valve - automatic service lap, independent release. (a) J1 Relay valve - automatic application. (b) Jt Relay valve - Independent application J1 Relay valve - automatic service lap. J1 Relay valve - release... 26L Brake equipment (2 station) - System diagram. .... Brake valve handle positions. Vigilance control system - pneumatic schematic... Electrical vigilance control system schematic. DRC - Schematic arrangement of air brake and equipment piping. ..............-.1-sceneseees DERM - Schematic arrangement of air brake and equipment piping...... Section contents (viii) Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment Locomotive Brake Equipment - Section 4 1. INTRODUCTION TO THE LOCOMOTIVE AIR BRAKE 11 1.3 Basic Operation Refer to instruction 1 of Section 1. Locomotive Brake System There are three types of brake systems fitted to locomotives:- (a) No. 4 Brake on Y Class shunting Locomotives and Railcars. (b) A7EL Brake on older type main line Locomotives. (c) 26L brake on later type and refurbished mainline locomotives. Principal Parts In addition to the items mentioned in Instruction 1.2.1 of Section 1, the Locomotive is fitted with the following:- (a) A compressor, for providing the compressed air. (b) A compressor governor which controls the main reservoir pressure. (c) Main reservoirs which store compressed air to supply the braking system and other pneumatic devices. When Operating with multiple units, the main reservoir of each unit is coupled through flexible couplings, allowing the output of the compressors on all coupled units to be available for Operation of the braking system. (d) Driver’s automatic brake valve for charging, applying and releasing the train brakes. (e) Driver’s independent brake valve for applying and releasing the locomotive brakes. (f) Driver's brake valve isolating cock or brake valve cut off valve and MU 2A valve. (g) Feed valve/relay valve which maintains brake pipe pressure constant at the required pressure. (h) Air pressure gauges indicating main reservoir, equalising reservoir, brake pipe, and locomotive brake cylinder pressures. i Flowmeter and flowmeter gauge to indicate air flow into the brake pipe. @) Equalising reservoir control valve or regulating valve to Issue date, March 1989 Page 4.1Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 1.4 (k) ”) (m) (n) control charging of the equalising reservoir. Equalising reservoir to assist the Driver in regulating the air brake applications to avoid train shock. On other than locomotives fitted with the No.4 brake equipment, a minimum reduction feature which is used when initiating an automatic brake application, causing the reduction of equalising reservoir and consequently brake pipe pressure of approximately 50 kPa. Distributing valve on A7EL brake equipment, or 26D control valve and J1 relay valve on 26L brake equipment, or triple valve and auxiliary reservoir on No.4 equipment. Vigilance control equipment. Drivers Brake Valves Each Locomotive has two brake valves to control the air brake: (a) (b) Drivers Automatic brake valve which is used to charge, apply and release the air brake on the locomotives and throughout the train. Independent or Self Lapping Brake Valve which is used to apply and release the locomotive air brake only, independently of the Automatic Brake. Page 4.2 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment Duplex preseure gauge Driver's automatic Compressor li valve petit Equalising brake reservoir Feed t i valve [= Automatic brake lair oo valve isolating cock compressor J Hand Air inlet release valve strainer icine Lueservoir_ fF) Centrifugal dirt collector Hose Brake pipe rake Hose coupling cock cylinder | Brake pipe coupling coupling Figure 4.1 Isolating pipe cock | cock Dummy coupling Schematic diagram of locomotive brake system. Issue date, March 1989 Page 4.3Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 2. AIR COMPRESSOR SYSTEMS 2.1 Introduction. 2.1.1 All locomotives are provided with an air compressor to provide compressed air for use in the braking system and to operate other pneumatic devices i.e. whistle, vigilance control, windscreen wipers, sanders, staff exchanger and electro- pneumatic equipment. 2.1.2 The compressor delivers the compressed air to the main reservoirs where it is stored and cooled ready for use. 2.1.3 There are two kinds of compressors in operation:- e Mechanically driven air compressors. e Electrically driven air compressors. 2.1.4 A governor is provided to control the operation of the compressor so aS to maintain main reservoir pressure between the stipulated minimum and maximum pressures. 2.2 Mechanically Driven Air Compressors. 2.2.1 General Features (a) The air compressors fitted ta diesel locomotives are driven from the diesel engine crankshaft, necessitating the compressor having an output capacity capable of maintaining main reservoir pressure against the demands of the braking system, when traversing long falling grades with the diesel engine at ‘idle’ speed. For this reason a large capacity two stage compressor with an intercooler between the high and low pressure stages is provided. (b) When operating with multiple units, the main reservoirs are coupled through the flexible hose couplings, allowing the output of the compressors on all coupled locomotives to be available for operation of the braking system. (c) The compressor is oil pressure lubricated and a sight glass, gauge or dip stick is provided to enable the oil level to be monitored. Page 4.4 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment (a) (9) (b) The intercooler system between the high and low stages is protected against excessive pressure by two safety valves, set to operate at approximately 350 kPa. As the air compressor is coupled direct to the diesel engine crankshaft and operates whilst the diesel engine is running, it is necessary to provide a direct type of compressor governor for the loading and unloading of the compressor to maintain main reservoir pressure within the prescribed range. This is achieved with an air compressor governor which admits and exhausts main reservoir pressure directly to the unloader valves and controls main reservoir pressure within the required range. The two stage air compressors used on Diesel Electric Locomotives are manufactured by Gardiner Denver and there are three types in use. (i) Model WXE which is a 3 cylinder compressor air cooled by fins on the cylinders, having a displacement of approximately 1730 litres/min at 275 RPM, 1980 litres/min at 315 RPM, 5260 litres/min at 835 RPM, or 5660 litres/min at 900 RPM. (ii) Model WBO which is a 3 cylinder water cooled compressor, having a displacement of approximately 2510 litres/min at 315 RPM, or 7190 litres/min at 900 RPM. (ii) Model WBG which is a 6 cylinder water cooled compressor, having a displacement of approximately 3950 litres/min at 315 RPM, or 11340 litres/min at 900 RPM. WXE and WBO type compressors. These units have two tow pressure cylinders, an intercooler, and one high pressure cylinder. WBG type compressor. These units have four low pressure cylinders, an intercooler and two high pressure cylinders. Issue date, March 1989 Page 4.5Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment () Each of the cylinders has one inlet and one discharge valve. 2.2.2 Alr Compressor Operation. (a) On the downward stroke of the piston in the low pressure cylinder, air is drawn through the strainer where it is cleaned then passes through the inlet valve into the cylinders. On the upward stroke the inlet valve closes and the discharge valve is forced open and air is forced into the intercooler at a pressure of approximately 210 kPa where it is cooled. On the downward stroke of the piston in the high pressure cylinder, air is drawn from the intercooler through the open inlet valve into the cylinder. On the upward stroke the inlet valve is forced closed and compressed air is delivered to the main reservoir. (9 Air Compressor Unloaded: Unloader Valves are provided to hold the inlet valve on each cylinder of the compressor open as required. When air pressure in the main reservoir reaches the maximum setting of the compressor governor it allows main reservoir pressure to flow in the unloader lines to the unloader valves which results in the inlet valve on each cylinder being held off its seat. The compressor continues to rotate but no air is compressed. The air goes in and out through the strainer. (c) Air Compressor Loaded: When main reservoir pressure falls to the minimum setting of the governor it operates to allow the compressor to load by allowing the air in the unloader lines to escape. This releases the unloader valves which permits the inlet valves to function normally and the compressor pumps air until main reservoir pressure again reaches the maximum setting of the governor. In this way the compressor governor controls the Joading and unloading of the air compressor, maintaining main reservoir pressure between the minimum and maximum settings. Page 4.6 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment High pressure cylinder Low pressure oylinder pressure cylinder K 3 i Interc| Governor Figure 4.2 Diagrammatic Illustration Of Path Of Air Through Gardiner-Denver W.X.E Air Compressor 2.3 Electrically Driven Air Compressors 2.3.1 General Features. These compressors are driven by an electric motor which is either belt driven or directly coupled to the compressor. The operation of the motor that powers the compressor is electrically controlled by a compressor governor. There are two types of electrical compressors in use as follows:- (a) Leroi Dresser type 550A. This air compressor is fitted to Diesel Rail Cars (ORC) and is a belt driven by an electric motor. This is a two Issue date, March 1989 Page 4.7Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment stage type compressor, comprising of one low pressure cylinder and one high pressure cylinder. The displacement at a speed of 1050 rpm is 960 litres per minute. (b) General Electric Type CP 27 and 28. This compressor is fitted to Diesel Electric Rail Motor (DERM) and is a single stage air compressor, comprising of two cylinders. The compressor is driven directly by the electric motor. 2.4 Compressor Governor 2.4.1 — Introduction. Compressor governors are provided to control the minimum and maximum pressures required in the main reservoir. These settings are automatically controlled, either electrically or pneumatically but in some circumstances they can be controlled manually. 2.4.2 Governor Settings (a) Locomotives with W.X.E., W.B.O., or W.B.G. compressors: Cut-in pressure 750 kPa Cut-out pressure Mechanical governor 800 - 825 kPa Electrical governor 825 - 850 kPa (b) D.R.C. type rail motors with Leroi Dresser compressor- 620-760 kPa. (c) D.E.R.M.'s fitted with General Electric Type compressor - 590-690 kPa. 2.4.3 Electrically Controlled Governors. (Refer to Figures 4.3 and 4.4). Since the air compressors in these locomotives are directly connected to the engine, the compressor is in operation (although not always pumping air) whenever the engine is running This air compressor governor is a pressure operated Page 4.8 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment electrical switch. When main reservoir pressure reaches the maximum setting of the governor, the switch is closed energising a compressor magnet valve. The compressor magnet valve allows main reservoir Pressure to flow into the unloader lines, unloading the compressor. When main reservoir pressure falls to the lower setting of the governor, the switch opens and the compressor magnet valve is de-energised. The de-energised magnet valve allows air in the unloader lines to escape to atmosphere and the compressor will pump air into the main reservoir. When two or more locomotives equipped with these governors are coupled in a multiple unit consist, the compressor magnet valves are connected together through a wire in the jumper cable. This means that when the compressor governor on any of the locomotives closes, the magnet valves on all locomotives will energise resulting in the compressors on all locomotives cutting in and out together (synchronized). Issue date, March 1989 Page 4.9Section 4 Locomotive Brake Equipment Brake Book of Instructions - Vol 2 (V/Line) TP. (de-energised) = Main reservoir Compressor ma Compressor governor e gnet foie Gey valve (energised) ee To Compressor unloader valves ua Governor magnet valve cock Main reservoir Figure 4.3. Compressor governor switch. Figure 4.3(a) Compressor governor switch open, account main reservoir pressure has fallen to the lower setting. Magnet valve de-energised, air in unloaders exhausted to atmosphere. Figure 4.3(b) Compressor governor switch closed, account main reservoir pressure has reached the maximum setting, Magnet valve energised, main reservoir air to unloaders. Page 4.10 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment MU cable Energised Energised Closed 7 Open Main Sooeee ere Main Ea pur’ reservoir £ reservoir a oy Figure 4.4 Multiple unit-compressor governor switch on one loco has closed resulting in both magnet valves energising. 2.5 Manual Control of Air Pumping 2.5.1 Mechanical Governors. In emergencies it may be necessary to control the loading and unloading of the compressor manually. Issue date, March 1989 Page 4.11Section 4 Locomotive Brake Equipment Brake Book of Instructions - Vol 2 (V/Line) gt 7 Figure 4.5(a) Normal Operation. The governor controls the compressor. - Valves should be as indicated in the diagram. Figure 4.5(b) Permanently Unloaded. By turning the bypass valve handle, air from the main reservoir goes direct into the unloader line, this prevents the compressor from pumping. Figure 4.5(c) Permanently Loaded By turning the governor cut- off valve, air from the main reservoir is cut off from the governor and unloader lines. The compressor will pump continuously. Pressure will go up to the safety valve limit of 900 kPa. Figure 4.5 | Manual operation of control governor. 2.5.2 Electrical governor & magnet valve cock. This cock on the pipe leading from the main reservoir to the governor and the magnet valve must be open for normal operation. When closed the compressor is permanently loaded as no air is available for the unloader lines. No provision is made to un/oad_the compressor permanently. Page 4.12 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 3 FEED AND PRESSURE REDUCING VALVES 34 3.2 3.3 Introduction 3.1.1 A feed valve is provided on both No. 4 and A7EL locomotive brake equipment fitted near the automatic brake valve. Its function is to receive and reduce main reservoir air to charge and maintain brake pipe pressure at 500 kPa while the automatic brake valve is in the running position. 3.1.2 A pressure reducing valve is provided on A7EL locomotive brake equipment and its function is to reduce main reservoir air to the maximum pressure required (310 kPa) for use in the locomotive brake cylinders during an independent brake application, A pressure reducing valve is similarly used on the straight air brake of diesel electric raiimotors. 3.1.3. There are three types of feed and pressure reducing valves in use:- (a) Modified M3 Feed and Pressure Reducing Valve. (b) M8 Slide Valve Feed and Pressure Reducing Valve. (c) PR12 Pressure Reducing Valve. M3 Feed and Pressure Reducing Valve The objective of the M3 feed valve is to automatically maintain a predetermined pressure in the brake pipe, when the brake valve handle is in the RUNNING position, providing the main reservoir pressure is greater than the pressure to which the feed valve is set. This ensures adequate brake pipe and auxiliary reservoir pressure for efficient brake application, irrespective of reasonable leakage. The independent brake which operates with A7EL equipment utilises this feed valve as a pressure reducing valve, which is inter- changeable with the feed valve attached to the Driver's brake valve providing it is readjusted to the correct pressure. Modified M-3 Feed and Pressure Reducing Valve 3.3.1 Description: This feed valve incorporates rubber valve seats and 'O’ ring seals. The supply piston is fitted with an ’O’ ring and a bypass choke nipple which provides a fixed relationship Issue date, March 1989 Page 4.13Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.14 between the pressure on each side of the supply piston. Two supply piston springs are provided to overcome reasonable resistance to piston movement caused by the accumulation of dirt in the cage bush. A Venturi Tube is included for the purpose of holding the regulating valve open as long as possible with the result that the air delivery flow via a check valve is sustained almost to the point of the regulating spring adjustment. This feed valve is shown diagrammatically in Figures 4.57(a) and 4.57(b) in both the open and closed positions. The feed valve is divided into two separate portions, the left hand chamber controls the passage of air from the main reservoir to the brake pipe and consists of a spring loaded supply piston and check valve. The check valve movement being controlled by the supply piston to open and close a port leading io the brake pipe. The right hand portion is a regulating device and controls the movement of the supply piston. It consists of a regulating spring, adjusted by means of a regulating nut, and a diaphragm which opens and closes a regulating valve. Operation: (a) Charging: When the brake valve handle is placed in the running position, with no pressure in the brake pipe, main reservoir air pressure flows into the left hand chamber under- neath the supply piston, forcing it up against the double supply piston springs. The supply piston in its upward movement takes with it the check valve which connects the main reservoir ports to the brake pipe, thus allowing main reservoir air to flow into the brake pipe. At the same time brake pipe air pressure flows through passage on to the top of the diaphragm and via the regulating valve, which is being held open by the diaphragm, to the chamber above the supply piston, maintaining this chamber at brake pipe pressure. When brake pipe pressure on top of the diaphragm slightly exceeds the pressure of the regulating spring, the diaphragm is depressed, permitting the regulating valve spring to close the regulating valve. Upon the regulating valve being closed, main reservoir pressure continues to flow via a passage and choke to the chamber above the supply piston. This equalises Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 (6) (c ) Locomotive Brake Equipment the pressure on top and bottom of the supply piston, permitting the piston springs to move the piston and check valve down, thus closing the main reservoir ports to the brake pipe. Opening: A subsequent reduction in brake pipe pressure will allow the regulating spring to move the diaphragm up. Because the brake pipe pressure on top of the diaphragm has been reduced and the spring is now the greater force, this opens the regulating valve, thereby allowing the main reservoir air from the chamber above the supply piston to discharge into the brake pipe, reducing the air pressure above the supply piston to brake pipe pressure. Main reservoir air pressure below the supply piston then forces the piston and check valve up and again connects the main reservoir ports to the brake pipe, thus charging the brake pipe until the diaphragm is again depressed, closing the feed valve. Closing: As the delivered pressure increases and reaches the adjustment of the regulating spring, it gradually forces the diaphragm to compress the regulating spring and this allows the regulating valve to be closed by its spring. Main Reservoir pressure flowing from under the supply piston through the bypass choke to the top of the supply piston now balances the pressure on each side of the supply piston allowing the supply piston springs to move the piston and check valve to the closed position. 3.3.3. Venturi tube action: The function of the venturi tube is to provide a sustained air delivery flow from the main reservoir to the delivery passage up to the point of pressure to which the feed valve is adjusted. The main reservoir pressure flowing through the venturi tube to the lower pressure in the discharge passage develops an increased velocity at the small section of the venturi tube with a corresponding decrease of pressure at this point. As passage "0" leads into the venturi tube at this small section or throat it causes the pressure in the diaphragm chamber \ssue date, March 1989 Page 4.15Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 3.4 3.5 to be reduced below that in the delivery passage and this permits the regulating spring to open the regulating valve more fully, thus allowing a greater flow of air and consequently a greater reduction of pressure on the face of the supply piston. As the pressure in the delivery passage approaches that to which the feed valve is adjusted the velocity of flow through the venturi tube diminishes and this permits the pressure in the diaphragm chamber to increase proportionately and thereby tends to close the regulating valve at its true adjustment. M3 Slide Valve Feed and Pressure Reducing Valve 3.4.1 Description. This valve is utilised and operates in the same manner as the Modified M3 feed valve described in Instruction 3.3 above, but is fitted with a slide valve in lieu of the check valve and metal to metal valve surface seals in lieu of the rubber "O" rings. PR 12 Pressure Reducing Valve 3.5.1 3.5.2 General Features. The PRi2 pressure reducing valve cannot be interchanged with the M3 feed valve to charge the brake pipe, due to: (a) the low feed rate capacity, and (b) the valve being a pressure reducing/feed valve which will vent any excess air over its pressure setting, while the brake valve handle is in the charging and release position. These valves are used as pressure reducing valves on A7EL independent brake valves and on the straight air brake on Deisel Electric Rail Motors (DERM), Refer to Figure 4.7. Description. The delivery pressure is determined by a regulating spring force that is adjustable within specific limits. It utilises a combined inlet and exhaust poppet valve operated by a diaphragm which is balanced by the reduced air pressure on its upper face and the force of the regulating spring on its lower side. The assembly is designed so that it can easily be removed Page 4.16 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 3.5.4 Locomotive Brake Equipment from the pipe bracket without disturbing the pipe connections. Operation. The regulating spring force under the diaphragm conditions the diaphragm assembly and valve stem to their uppermost position, sealing the exhaust valve seat against the valve face and opening the inlet valve. Supply air can then flow past the open inlet valve into the delivery passage and to the upper face at the diaphragm, forcing the diaphragm assembly down and compressing the regulating spring. Delivery pressure is also ported to the chamber above the combined valve to obtain a balance of forces thus permitting the exhaust valve to remain closed. Supply will continue to flaw to the delivery port via the open inlet valve until the air pressure in the chamber above the diaphragm has increased sufficiently to overcome the regulating spring force. The diaphragm assembly and valve stem will then move down as the regulating spring is compressed until the inlet valve seat is sealed against the valve face thus preventing further flow. In this condition the forces across the diaphragm are equal, with both the inlet and exhaust valve closed the reducing valve is in the lap position. if the delivery air pressure is reduced for any reason, the regulating spring will again raise the diaphragm assembly to open the inlet valve thus increasing the delivery pressure to that which is again equal to the spring force. Should the delivery air pressure increase beyond the predetermined pressure to which the valve is set (delivery pressure becomes greater than the regulating spring force) due to leakage of the inlet valve or any other reason, the diaphragm assembly with the valve stem will move further downwards to open the exhaust valve. The regulating spring will return the diaphragm assembly to the lap position when the delivery pressure on the diaphragm is again equal to the regulating spring force. Adjustment Manual adjustment of delivery pressure is made at the adjusting screw on the regulating spring. If a higher pressure is desired, the tension on the spring is increased so that a higher delivery pressure will be required Issue date, March 1989 Page 4.17Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment to lap the valve portion. If a lower pressure is desired, the tension on the spring is lessened so that a lower delivery pressure will be required to lap the valve portion. Page 4.18 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment sy ATEL ee] Brake Figure 4.6(a) Location of M3 pipe Feed valve on A7 brake equipment a { Main | reservoir | \ Figure 4.6(b) Location of M3 Feed valve on No. 4 brake equipment. Figure 4.6 —_M@ feed valve location in regard to brake valve. Issue date, March 1989 Page 4.19Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Key: 2. Return Spring 3. Check Valve Carrier 9. Combined Inlet and Exhaust Vaive 10. Valve Stem 12. Diaphragm 15. Regulating Spring 18. Adjusting screw 19. Inlet Valve Seat 20, Exhausts uaa IN (supply) ouT NUSAY Getives) 20 Figure 4.7 Reducing valve - PR.12 type. Page 4.20 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 4 No.4 LOCOMOTIVE BRAKE SYSTEM 4.1 Introduction The No.4 brake system is an older type system and it consists of a:- (a) (b) (c) (a) (e) U) (9) (h) Automatic brake valve for charging, applying and releasing the train brakes. Self lapping brake valve for applying and releasing the locomotive brakes. Automatic brake valve isolating cock, when open, allows main reservoir air to flow to the automatic brake valve. (Refer Instruction 15.2) M3 feed valve to charge and maintain brake pipe pressure at 500 kPa when the automatic brake vaive is in the running position. (Refer Instruction 3). Equalising reservoir which is charged to brake pipe pressure when the automatic brake valve is in the running position. (Refer Instruction 16.3). Brake cylinder hand release valve. Air pressure gauges. (Refer Instruction 11). Double check valve. (Refer Instruction 18.3). A diagramatic arrangement of the brake system on a Y class locomotive fitted with No.4 brake equipment is shown in Figure 4.58. 4.2 Automatic Brake Valve 4.2.1 General Features (@) There are five positions of the No. 4 automatic brake valve handle:- (i) | Charging and Release i) Running Emergency. Issue date, March 1989 Page 4.21Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment (b) The No. 4 Automatic Brake Valve consists of two main portions:- (i) The rotary valve portion consists of a rotary valve which is connected to the handle by means of a spindle. When the handle is operated, the rotary valve face turns (slides) on the rotary valve seat to make the necessary air connections to control the automatic brake. (ii) The equalizing portion consists of a piston which is moved to its upper or lower position by variations of air pressure acting on its upper or lower surface. Brake pipe pressure is always present on the lower side of the equalizing piston. 4.2.2 Operation (Refer to Figure 4.8) (a) Charging and Release Position. (b) Port Connections: (i) Main Reservoir via the rotary valve direct to the Brake Pipe (i) Main Reservoir to Equalizing Reservoir (iii), Main reservoir to feed valve. Main reservoir air flows to the equalizing reservoir and to the top of the equalizing piston, and it also flows direct to the brake pipe and to under the equalizing piston. As pressure on each side of the equalizing piston is equal, gravity ensures the piston remains down holding with the discharge valve closed. This direct connection between the main reservoir and the brake pipe ensures a large volume of air at high pressure is admitted to force the triple valves on the train to release. The brake valve handle must not remain in this position once a release has been achieved or overcharging of auxiliary reservoirs on the train may occur. Running Position Port Connections: (i) Main Reservoir via the rotary valve to the Feed Valve (& Brake Pipe). Page 4.22 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment (c) (d) Issue date, March 1989 (ij) Brake pipe to Equalizing Reservoir. Main reservoir air flows to the feed valve where it is reduced to 500 kPa for use in the brake pipe. The top of the equalizing piston is connected to the brake pipe via the rotary valve resulting in the equalizing reservoir being charged to brake pipe pressure. As pressure above and below the equalizing piston are equal, the piston will remain down with the discharge valve closed. In running position the feed valve will maintain brake pipe pressure at 500 kPa irrespective of reasonable brake pipe leakage. Lap Position. When the brake valve handle is in the Lap position, all ports in the rotary valve, as well as in its seat, are closed, and no communication whatever exists between the main reservoir, the brake pipe and the equalizing reservoir. Main reservoir pressure is above the rotary valve, and brake pipe pressure below it; equalizing reservoir pressure is on top of the equalizing piston and brake pipe pressure under it. Service Position Port Connection: Equalizing Reservoir to Atmosphere. In service position air is permitted to escape from the equalizing reservoir and from the top of the equalizing piston at a controlled rate through the preliminary exhaust port. When equalizing reservoir pressure on top of the equalizing piston is reduced, the greater brake pipe pressure under the piston moves it up, opening the discharge valve allowing brake pipe pressure to be reduced applying the brakes on a train. When the brake valve is returned to Lap position the rotary valve port connection between the equalizing reservoir and atmosphere is closed and pressure on top of the equalizing piston becomes stationary. Page 4.23Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.24 Brake pipe pressure will continue to fall through the open discharge valve until brake pipe pressure is slightly less than that remaining in the equalizing reservoir. The equalizing piston will then move down gradually closing the discharge valve preventing any further reduction in brake pipe pressure. If the Driver desires to further increase the braking effort on the train, the automatic brake valve is moved to the service position to obtain a further brake pipe reduction, after which the handle is again returned to the lap position. It is important to note that air escaping from the brake pipe flows via the equalising portion discharge valve, not the rotary valve. This provides two advantages'- () Scale and moisture from the brake pipe does not wash away lubrication or cause damage to the surface of the rotary valve. (ii) Irrespective of train length the brake valve is placed in "Service" for the same duration to obtain the same brake pipe reduction. This is because in “Service” the Driver releases the required pressure from the equalizing reservoir (fixed volume) and the equalizing portion then acts to duplicate this reduction in brake pipe pressure. Without this feature should the air be rapidly discharged from the brake pipe and the exhaust then abruptly cut off, the air flowing from the rear to the front vehicles of the train may release the brakes on the front vehicles and produce severe coupling slack shocks, Emergency Position. Port Connections: (i) Brake Pipe to Atmosphere direct. (ii) Equalizing Reservoir to Atmosphere. This position must not to be used to make normal applications of the brake, but is only be used in emergency situations. Once the automatic brake valve is placed in the emergency position It must be left there until the train is Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment brought to a stand. {n this position air from the brake pipe flows via the rotary valve directly to atmosphere and the equalizing reservoir is also connected to atmosphere through the preliminary exhaust port. NOTE: Unlike Service position brake pipe air flows via the rotary valve washing away lubrication, possibly causing damage to the face of the rotary valve. This results in the valve becoming stiff to Operate and may cause leakage between ports. Issue date, March 1989 Page 4.25Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Handle To pressure gauge ao equalising reservoir Figure 4.8 Equalizing reservoir RELEASE RUNNING / Lap Figure 4.9 { L i valve SERVICE Rotary valve spindle gasket Rotary valve Rotary valve chamber cap spindle Equalising Rotary valve piston Union nipple main reservoir No. 4 Automatic brake val Preliminary & emergency Equalising piston valve seat To brake pipe automatic brake Ive. exhaust feed Equalizing exhaust EMERGENCY No. 4 Automatic brake valve. (Plan view of body) Page 4.26 Issue date, March 1989Brake Book of instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 4.3 Hand Release Valves 4.3.1 General Features. On No. 4 brake equipment the hand release valve is located in the locomotive cab and is connected to the pipe between the double check valve and brake cylinder. Its purpose is to release the locomotive brake after an automatic service application. (For description of operation refer to Instruction 13 of Section 1.) NOTE: Railcars are not fitted with hand release valves. 4.4 Self Lapping Brake Valve - W Type Refer to Figure 4.10. 4.4.1 General Features: a) (6) The self-lapping brake valve is used for straight air brake operation and its function is to control the flow of air to and from the locomotive brake cylinders independently of the train. On locomotives, unlike the SA26 and AS7 independent brake valve, the self lapping straight air brake valve sup- Plies air to the locomotive brake cylinders direct from the main reservoir and not via a relay valve. On railcars, the selflapping brake valve supplies air to the brake cylinders via a Type E relay valve. For the operation and description of this equipment refer to Instruction 21.2.1 (a). The valve is self lapping and the handle positions are as follows:- () Release. When in this position brake cylinder pressure exhausts to atmosphere. (ii) Application Zone. By moving the handle to the right through an Application zone, brake cylinder pressure is gradually increased. (ii) Full Application. In this position 310 kPa is obtained in the brake Issue date, March 1989 Page 4.27Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.28 (c) (a) (a) cylinders. A definite resistance to handle movement will be felt when the handle reaches full application. By moving the handle still further to the right against this resistance the valve will move into the emergency position. (iv) Emergency. In this position a brake cylinder pressure of not less than 375 kPa (safety valve setting) will be obtained and the brake valve handle can be removed if required. Springs The inlet valve spring is positioned to hold the valve closed, handle position permitting. The exhaust valve spring is positioned to hold the valves open, handle position permitting. The regulating spring acts against one side of the regulating piston and on the other side is brake cylinder pressure, which is always present in the cam chamber when the self lapping brake valve is applied The brake valve consists of a body which contains an exhaust valve and spring enclosed in an exhaust valve assembly which is attached to and moves with the regulating piston. The function of the exhaust valve is to control the exhaust of air from the brake cylinder, and the regulating piston provides the self-lapping feature. An inlet valve and spring are provided to contro! the flow of compressed air from the main reservoir to the brake cylinder. These valves are actuated by the rocker arms attached to a roller. The complete rocker assembly is anchored by a yoke to a hinge pin and actuated by the cam, which is attached to the spindle operated by the brake valve handle. 4.4.2 Operation: Release. (Refer to Figure 4.10(a)). In the release position the cam is at its smallest radius and no pressure is applied against the roller. The inlet valve spring will hold the inlet valve closed and the exhaust valve is held open by its spring. Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment The cam chamber is connected to atmosphere via the Open exhaust valve and therefore no air pressure will be present in the locomotive brake cylinders. (b) Application. (Refer to Figure 4.10(b)) When the handle is moved to the right into the application zone, the cam radius increases and abuts against the roller moving it and the rocker arm outwards. One end of the rocker arm bears on the exhaust valve and the other end on the inlet valve. The exhaust valve spring being weaker permits the exhaust valve to be closed after which the rocker arm uses the exhaust valve as a fulcrum to open the inlet valve against its spring. This permits main reservoir pressure to flow through the open inlet valve to the locomotive brake cylinders via the cam chamber. When sufficient brake cylinder pressure has developed on the face of the regulating piston, it moves to the right compressing the regulating spring. The regulating piston takes with it the exhaust valve, and the rocker arm uses the roller as fulcrum, allowing the inlet valve to be closed by its spring. In this position the brake valve is termed LAPPED. [Refer to Figure 4.10(c). (c) Further Movement of Handle Towards Full Application. If the handle is moved from a position in the application Zone toward, or to, the Full Application position, the cam radius will increase forcing the roller out further. The rocker arm uses the closed exhaust valve as a fulcrum to again open the inlet valve against its spring pressure, allowing main reservoir air to flow into the brake cylinders. Brake cylinder pressure increases until sufficient pressure is again obtained to move the regulating piston further to the right against regulating spring pressure. The regulating piston takes with it the exhaust valve, and the rocker arm uses the roller as a fulcrum allowing the inlet valve to be closed by its spring. In the full application position 310 kPa brake cylinder pressure is obtained and maintained. (d)_Maintenance of Brake Cylinder Pressure. Issue date, March 1989 Page 4.29Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.30 e) g Should brake cylinder leakage occur with the handle in the application zone, the reduced brake cylinder pressure will be effective on the face of the regulating piston which will be moved to the left by the regulating spring. Movement of the regulating piston takes with it the exhaust valve and rocker arm which, using the cam roller as a fulcrum, opens the inlet valve against its spring pressure, allowing main reservoir air to flow to the brake cylinder to replace air iost due to leakage. When pressure acting on the regulating piston is again sufficient, the piston is moved to the right against spring pressure taking with it the exhaust valve, and the rocker arm uses the cam roller as a fulcrum allowing the inlet valve to be closed by its spring. Partial Release. If the handle is moved part way toward release to partially release the locomotive brake, the cam recedes from the roller allowing the exhaust valve to be opened by its spring. Brake cylinder pressure is discharged to atmosphere via the exhaust valve until the pressure on the regulating piston is reduced sufficiently for the regulating spring to move the regulating piston to the left seating on and closing the exhaust valve. Full Release. When the handle is moved to the release position the cam recedes to its smallest radius from the roller allowing the exhaust valve to be opened by its spring. The inlet valve is held closed by its spring. Brake cylinder pressure is discharged to atmosphere via the exhaust valve. The regulating piston moves to the left as brake cylinder pressure falls but movement of the piston is limited and is not sufficient to seal the exhaust valve. Therefore while the handie is in release position the brake cylinders are open to atmosphere via the open exhaust valve. Emergency (Refer to Figure 4.10(d). A definite resistance is felt when moving the handle from Full Application to Emergency position. In Emergency position the cam is at its largest radius. Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 4s The exhaust valve is closed and the inlet valve is Opened as described for Application in Instruction 4.4.2 (i), permitting main reservoir pressure to flow through the open inlet valve increasing brake cylinder pressure, forcing the regulating piston to the right until the piston seats on the adjustable stop pin. As the regulating piston moves to the right the rocker arm fulcrums on the cam roller, but because the travel of the regulating piston is limited by the adjustable stop pin, the inlet valve cannot completely close. Therefore the inlet valve will remain open as long as the handle is in emergency position and the brake cylinder safety valve will control brake cylinder pressure. NOTE: Unlike the A7EL and 26L Independent brake valves, it is not possible to achieve a release of the locomotive brake while the train brake is applied by using the self lapping brake valve. This is achieved by using a separate brake cylinder hand release valve. (h) Brake Valve Adjustment: @ Full Service Pressure Setting: The full service setting of the brake valve is made by removing the locking cap, then unscrewing the adjustable stop pin as far as possible, place the handle of the brake valve in the full service position, screw the adjusting cap clockwise to increase the pressure or anticlock- wise to decrease the pressure, until the desired brake cylinder pressure is obtained, then the emergency adjustment must be made as follows. Emergency Adjustment: When the full service adjustment is completed and with the brake valve in the full service position, screw in the adjustable stop pin until it bears lightly on the regulating piston and then unscrew one half turn. Place the brake valve handle in the emergency position and replace the locking cap and secure. Double Check Valves For the description and operation of Double Check Valves refer to Instruction 18.3. Issue date, March 1989 Page 4.31Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 4.6 Brake Valve Isolating Cock For description and operation of brake valve isolating cock refer to Instructione 15.2 4.7 Improved Triple Valve. "Y" Class locomotives are equipped with two 12" brake cylinders and if it becomes necessary to replace the W triple valve with an ITV, a valve branded 16 must be fitted. Irrespective of the type of triple valve fitted, it must have an exhaust nipple to suit a 16" brake cylinder, ie branded 16. Refer to Instruction 2 of Section 1 for details of operation etc. 4.8 WPI Type Triple Valve. Before fitting WPI triple valves to Y class locomotives it is necessary to remove the reduction ensuring portion from the inshot and reduction ensuring valve. By removing this portion, brake cylinder pressure can be exhausted to zero when the hand release valve of Y class locomotives is operated after the Driver has made an automatic brake application. Failure to remove the reduction ensuring portion from WP1 triple valves fitted to Y class locomotives will result in a residual pressure of 69 kPa in the brake cylinders of the locomotive when the hand release valve is operated during automatic braking. Refer to Instruction 3 of Section 1 for details of operation etc. Page 4.32 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 49 Locomotive Brake Equipment Testing No.4 Locomotive Brake Equipment prior to Locomotive Entering Service. The brake valves must be tested in each of the operating positions, to ensure both the rotary valve and equalizing portions are operating satisfactorily and that the operation and settings of the feed valve and the air compressor governor are correct. 4.9.1 4.9.2 The following procedure is to be complied with when testing the brake valves and related equipment on a locomotive equipped with a No.4 automatic brake valve when preparing a locomotive for service. {a) (b) (c) () The locomotive must be secured by applying the hand brake: Observe the main reservoir needle, noting the main reservoir pressure is maintained between the minimum and maximum pressure outlined in Instruction 2.4.2, indicating the air compressor governor is operating and is set correctly. With the automatic brake valve isolating cock fully open and the automatic brake valve in Running, and with the self lapping brake valve in release, note that the brake pipe needie on the gauge registers 500 kPa and the brake cylinder pressure is zero. Make a light service application of not more than 35 kPa and return the handle to lap. Note that the equalizing piston lifts to open the discharge valve allowing brake pipe pressure to fall and that brake cylinder pressure rises. Using service position, further reduce brake pipe pressure to 350 kPa and return the handle to lap. Note that both needies of the brake cylinder pressure gauge rise to approx 350 kPa and the brake cylinder warning light illuminates (where fitted). The brake valve must remain in lap for one minute during which time the brake pipe and brake cylinder gauge needles must be closely observed. Brake pipe Pressure must not fall in excess of 35 kPa or rise in excess of 18 kPa, and brake cylinder leakage must not exceed 35 kPa Issue date, March 1989 Page 4.33Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.34 (e) The brake valve handle must then be moved to emer- 0] (9) (h) () @ ( ) gency position, noting that brake pipe pressure has fal- lenquickly to zero. Move automatic brake valve handle to Charging and Release position for two seconds during which time it must be noted that brake pipe and equalizing reservoir pressures rise quickly. The locomotive brake will begin to release. After two seconds return the automatic brake to Run- ning position and note the following: (i) Brake pipe pressure must steady at 500 kPa; (i) Equalizing reservoir pressure will rise to 500 kPa; (iii) Brake cylinder pressure will fall tc zero. (iv) Brake cylinder warning light has extinguished. Make a 160 kPa brake pipe reduction with the automatic brake valve and return the handle to Lap. Operate the hand release valve and note that brake cylinder pressures fall to zero. Move the self lapping brake valve handle to the application zone to obtain approximately 150 kPa brake cylinder pressure - pause to ensure this pressure is maintained by the brake valve. Move the self lapping brake valve handle to Full Ap- plication position and note that brake cylinder pressures rises to and remains at 310 kPa. Move the self Japping brake valve handle to the Emer- gency position and note that brake cylinder pressure rises to the safety valve setting. The safety valve will be heard blowing down the excess pressure. Move the self lapping brake valve handle to Release position and note that brake cylinder pressures fall to zero. Any defects noted during the test must be fully recorded in the log book. When testing equipment in accordance with (d) of this Instruction, should the brake pipe pressure rise or the brake cylinder leakage rate exceed that which is stipu- Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment lated, the locomotive must not be utilized as a leading unit on a train and maintenance staff must be advised. 4.10 Method of Isolating No.4 Brake Equipment 441 NOTE: (a) Observe the air brake gauges and make a service application with the automatic brake valve, reducing brake pipe pressure by 150kPa. }) Close the brake valve isolating cock. (c) Place the automatic brake valve handle into the Charg- ing and Release position. (d) Place the self lapping brake valve handle into the Release position. Before leaving the cab, ensure that full pressure is indicated in the brake cylinder gauge. Defects in Service at 4.11.2 Leaking Rotary Valve. If the rotary valve face or seat becomes damaged, main reservoir pressure may leak into the brake pipe. If this occurs after the Driver has returned the brake valve handle to Lap position following an automatic application, brake pipe pressure will increase unintentionally causing the brakes to release. The above defect would normally be detected during testing the automatic brake valve for service, however, should this defect occur in running the following procedure is to be adopted. Immediately before applying the automatic brake, close the brake valve isolating cock. Immediately before releasing the automatic brake, open the brake valve isolating cock. Pipe between Automatic Brake Valve and equalizing reservoir breaks when in running. Should this occur it will not be possible to maintain sufficient pressure above the equalizing piston to prevent it being lifted. If the Driver has made an automatic application and has returned the brake valve to lap position, air pressure on top of the equalizing piston will be quickly lost. This will result in Issue date, March 1989 Page 4.35Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment the equalizing piston remaining up and brake pipe pressure will continue to reduce through the open discharge vaive until all brake pipe pressure exhausts to atmosphere. The broken pipe must be blanked on the brake valve side, which will resuft in the Driver not being able to make graduated brake pipe reductions. Therefore all service applications will be heavier than intended by the Driver. For operating instructions for locomotives with this defect, refer to Instruction 20 of Section 3. Page 4.36 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment Iniet valve spring Main Brake Regulating piston Handle (release posn,) — rocker exhaust / exhaust arm valve spring valve Regulating Exhaust spring Adjustable Figure 4.10(a) Self Lapping stoppin Straight Air Brake Valve Release Position. = Main res. Brake cyl Exhaust Figure 4.10(b) Self Lapping Straight Air Valve Application Position. Figure 4.10 Self lapping brake valve. Issue date, March 1989 Page 4.37Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Main res, Brake cyl Exhaust Figure 4.10(c) Self Lapping Straight Air Valve Lap Position. 19 Main res. \ Exhaust Figure 4.10(d) Self Lapping Straight Air Valve Emergency Position. Page 4.38 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 5. A7EL LOCOMOTIVE BRAKE EQUIPMENT 5.1 Introduction The A7EL brake equipment is fitted to B,S,T,H and X class locomotives (31 to 44) and consists of-: (a) (b) (c) (@) ) © (g) (h) A brake pedestal as shown in Figure 4.14 is located in each locomotive cab, consisting of the following parts:- (i) Automatic brake valve. (i) Independent brake valve. (iii) Brake valve isolating cock refer Instruction 15.3. (iv) Feed valve refer Instruction 3. (vy) Pressure reducing valve refer Instruction 3. (vi) Equalising reservoir control valve. Equalising and minimum reduction reservoirs. Safety valves. Brake gauges refer Instruction 11. Main reservoir, No.3 control and No 4 independent release pipes. Distributing Valve Dead engine device refer Instruction 9 Dynamic brake interlock on locomotive equipped with Dynamic brake refer Instruction 10.3 A diagramatic arrangement of the brake system of a locomotive fitted with A7EL brake equipment is shown in Figure 4.59. 5.2 General Features 5.2.1. The A7EL brake equipment is designed for single and multiple unit operation, and provides for flexible control of both the locomotive and train brakes from either driving station on a single unit, or from the leading driving station on multiple units. An interlock feature is attached to the distributing valve on units equipped for dynamic braking, Issue date, March 1989 Page 4.39Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment and this feature is described in Instruction 10.3. 5.2.2. The brake pipe, main reservoir pipe, No. 3 control pipe and No. 4 independent release pipe are extended through the locomotive, so that they may be coupled for multiple unit operation. This provides for the operation of the locomotive brakes on all units by the manipulation of either the automatic or independent brake valve from the leading locomotive. 9.2.3 The brake valve handles on A7 brake equipment are removable from the brake pedestal in the following positions:- « Automatic brake valve - in the running position. e Independent brake valve - in the lap position. 5.2.4 The principal advantages of A7EL brake equipment over the older No.4 brake equipment are:- (a) More complete and flexible control of the locomotive brakes is vested in the brake valves without recourse to hand release valves. (b) The locomotive brakes may be applied and released, in whole or in part, with, or independently of the train brakes, and this may be achieved regardless of the position of the locomotive in the train. (c) The locomotive brakes may be applied with any desired pressure between the minimum and the maximum, and this pressure is automatically maintained in the locomotive brake cylinders until released by the brake valves, regardless of brake cylinder leakage or of variations in brake piston travel, undesirable though these defects are. id When the release of the train brakes is initiated by the use of Release position of the automatic brake valve, the locomotive brakes release at a retarded rate which prevents the locomotive surging away from the train at this time. Page 4.40 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment (e) tu) With a service application of the train brakes, the locomotive brakes apply at a retarded rate so as to prevent train coupling slack running in too rapidly. With an emergency application however, the locomotive brakes apply promptly without this restriction. The same set of parts fit any A7 equipped locomotive irrespective of the size and number of brake cylinders, without change or special adjustment of air brake fit- tings. All valves are so designed that they may be removed for repairs or replacement without disturbing pipe joints. A Minimum Reduction feature is included which ensures that a minimum reduction of equalizing reservoir and brake pipe pressures of not less than 50 kPa will be obtained when an automatic service brake application is initiated. 5.3 Automatic Brake Valve - AH7. (Refer to Figure 4.20) 5.3.1 5.3.2 General Features. The automatic brake valve is the Driver's means of applying, releasing and recharging the brakes on the train. The automatic brake valve handle has five operating positions: (1) 2) (3) (4) 6) Release, Running, Lap, Service Emergency. Description. The A7 automatic valve is similar in construction to the No. 4 automatic brake valve. It has the same two main operating portions:- (a) The Rotary Valve Portion consists of a rotary valve which is connected to the handle by means of a spindle. When the handie is operated by the Driver the rotary valve face turns (slides) on the rotary valve seat to Issue date, March 1989 Page 4.41Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.42 (b) (c) dd make the necessary air connections to control the automatic brake. These connections are termed port connections. The Equalizing Portion consists of a piston which is moved to its upper or lower position by variations of air pressure acting on its upper or lower surface. Brake pipe pressure is always present on the lower side of the equalising piston. When the brake valve is in Running position, the lower and upper side of the equalizing piston are connected and therefore as pressures on each side of the piston are equal, gravity causes the piston to be in the lower position. The upper side of the piston is connected to the rotary valve seat and by a pipe to a reservoir which serves solely to enlarge the volume of air on top of the equalising piston. This reservoir is termed the equalizing reservoir and pressure above the piston is termed equalizing reservoir pressure. Inside the equalizing reservoir is another much smaller reservoir known as the minimum reduction reservoir. When the automatic brake valve is in the Release or Running position, the minimum reduction reservoir is connected to atmosphere. When the automatic brake valve is moved from the Running to the Lap position, the connection between the upper and lower side of the equalizing piston is broken and the minimum reduction reservoir and the equalizing reservoir are connected, resulting in a reduction of approximately 50 kPa in equalizing reservoir pressure which is termed Minimum Reduction. This minimum reduction is effective on top of the equalizing piston and as brake pipe pressure under it is greater, the piston will move up opening the discharge valve allowing brake pipe pressure to vent through the discharge valve to atmosphere until brake pipe pressure is slightly less than that on top of the piston (equalizing reservoir pressure) when the piston will be forced down closing the discharge valve and preventing any further loss of brake pipe pressure. This results in a light brake Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment (e) application on the train. To apply additional braking effort on the train the driver will move the brake valve to the Service position. In this position air is permitted to escape from the equalizing reservoir via the rotary valve at a controlled rate, and when the required reduction has been made, the brake valve is returned to Lap position. Reduction in equalizing reservoir pressure will again cause the equalizing piston to lift and brake pipe pressure will reduce further as explained earlier. 5.3.3 Operation (a) Release Position. Port connections in Release Position are:- (i) Main Reservoir to Brake Pipe. (i) Main Reservoir to Equalizing Reservoir. (iif) Minimum Reduction Reservoir to Atmosphere. (iv) Relay Chamber to Atmosphere (restricted). (vy) Main Reservoir to Warning Port. In this position main reservoir air flows direct to the brake pipe. Main reservoir air also flows to the top of the equalizing piston and to the equalizing reservoir via the equalizing reservoir control valve. As pressure on each side of the equalizing piston is equal, the equalizing piston remains down with the discharge valve closed. This direct connection between the main reservoir and the brake pipe ensures the large volume of air available at high pressure forces the triple valves on the train to release. If the brake valve is permitted to remain in this position longer than necessary to obtain a release, overcharging may occur. The relay chamber of the distributing valve is connected to atmosphere via No.3 control pipe, through the independent brake valve in Running via No 2. passage and a small port through the rotary valve. This small port greatly restricts the rate at which relay chamber pressure can escape and therefore the brakes on the locomotive release at a retarded rate, preventing the locomotive from surging away from the train. Issue date, March 1989 Page 4.43Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.44 A connection is also made from the main reservoir to a warning port, but this blow is not audible on V/Line locomotives as brake exhausts have been piped out of the cab. (b) Running Position. Port connections in Running Position are:- (i) Feed Valve to Brake Pipe. (i) Brake Pipe to Equalizing Reservoir. (ii) Minimum Reduction Reservoir to Atmosphere. (iv) Relay Chamber to Atmosphere (No Restriction). This position is where the brake valve handle must be placed except when the train brakes are being applied. Main reservoir air flows to the feed valve where it is reduced to 500 kPa, then flows through the brake valve into the brake pipe. The underside of the equalizing piston is permanently connected to the brake pipe and in the Running position, the top and bottom of the equalizing piston are connected allowing the equalizing reservoir to be charged to brake pipe pressure at a rate governed by the equalizing reservoir control valve. As the top and bottom of the equalizing piston are connected, equal pressure exists on both sides of the piston. The piston therefore remains down with the discharge valve closed. As in Release position, a connection is made from the relay chamber to atmosphere via No.3 control pipe, through the independent brake valve in Running, via No.2 passage and a port through the rotary valve. However, unlike the Release position, in Running there is no restriction and relay chamber pressure escapes at the normal rate allowing the brake on the locomotive to release at approximately the same rate as vehicles on the train. (c) Lap Position. The ports in the rotary valve and seat are closed, with the exception of the minimum reduction feature. The equalizing reservoir pressure being connected to the minimum reduction reservoir causes an automatic reduction of approximately 50 kPa in the equalizing Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment reservoir pressure, thus initiating a brake application throughout the train. Refer Instruction 5.3.2 for full description. (d) Service Position. Port Connections in Service Position are:- (i) Equalizing Reservoir to Atmosphere. (ii) Minimum Reduction Reservoir to Equalizing Reservoir. In this position equalizing reservoir pressure escapes to atmosphere at a controlled rate via a small port, enabling brake pipe pressure to be reduced gradually to increase the braking effort on the train. The Driver, by observing the equalizing reservoir air pressure gauge needle, can determine the desired brake pipe reduction by returning the handle to Lap position as soon as sufficient air pressure has escaped from the equalizing reservoir. This reduction is effective on top of the equalizing piston which will react in the same manner as described for Lap position. Refer Instruction 5.3.2. The Driver may further increase the braking effort on the train by again moving the handle to the Service position and observing the equalizing reservoir needle, again returning the handle to Lap position when the required reduction in equalizing reservoir pressure has been obtained. It is important to note that air escaping from the brake pipe flows via the equalizing piston discharge valve, not the rotary valve. This provides two advantages:- (1) Scale and moisture from the brake pipe does not wash away lubrication or cause damage to the surface of the rotary valve. (2) Irrespective of train length the brake valve is placed in "Service" for the same duration to obtain the same brake pipe reduction. This is because in Service, the Driver releases the required pressure from the equalizing reservoir (fixed volume) and the equalizing piston then acts to duplicate this reduction in brake pipe pressure. Issue date, March 1989 Page 4.45Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment In Service position the minimum reduction reservoir is still connected to the equalizing reservoir, therefore any pressure reduction in the equalizing reservoir will also be duplicated in the minimum reduction reservoir. (e) Emergency Position. Port connections in Emergency position are:- (i) Brake Pipe to Atmosphere. (ii) Equalizing Reservoir to Atmosphere. (iii) Feed Valve to Relay Chamber. (iv) Feed Valve to Warning Port. This position is only to be used when an emergency condition exists, requiring a full application of the brake in the shortest possible time. When used in Emergency, the handle must be left in that position until the train is brought to a stand. In Emergency, a large connection is made from the brake pipe to atmosphere via the rotary valve and the equalizing reservoir is also connected to atmosphere. The feed valve pressure is connected to the relay chamber of the distributing valve via No. 2 passage, through the independent brake valve in Running and via No. 3 control pipe. This connection results in locomotive brake cylinder pressures quickly increasing to above that normally obtained during a service application. Two safety valves, one on the No.3 control pipe and the other connected to the relay chamber prevent excess pressure in the brake cylinders. The feed valve is connected to the warning port, however as the brake valve exhausts have been piped out of the cab, no audible blow will be heard. 5.4 Equalizing Reservoir Control Valve The equalizing reservoir control valve (Fig. 4.13) is attached to the pedestal and may be removed from it without disturbing pipe joints. 5.4.1 Operation. It contains a ball check valve and a choke plug, which permit the compressed air from the equalizing reservoir to Page 4.46 Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 Locomotive Brake Equipment 5.4.2 be discharged freely, but limits the rate of recharging to approximately that obtained in the auxiliary reservoirs on the leading vehicles of the train. Two distinct operating advantages are obtained from this: (a) Following a release, the Driver can, by observation of the equalizing reservoir gauge, ascertain the ap- proximate recharge condition of auxiliary reservoirs on the leading vehicles of the train. (b) After releasing the brakes following the initial application of a two or more application stop on a passenger train, the Driver is enabled to make any subsequent re- applications more smoothly and promptly than is possible without this arrangement. 5.5 Independent Brake Valve AS7 (Refer to Figure 4.21) 5.5.1 General Features. The independent brake valve is the Driver's means of applying and releasing the locomotive brake without affecting the brakes on the train. The five operating positions al (a) Release (b) Running (c) Lap (d) Slow application (e) Quick application. The Independent brake valve consists of a rotary valve which is connected to the handle by a spindle. When the handle is operated by the Driver the rotary valve face turns (slides) on the rotary valve seat to make the necessary air connections to control the locomotive brake. The pressure reducing valve port in the seat is connected to the top of the rotary valve in all positions, therefore pressure reducing valve pressure is always present on top of the rotary valve. The reducing valve is mounted on the brake pedestal and is positioned in the connection between the main reservoir and Issue date, March 1989 Page 4.47Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.48 independent brake valve. 5.5.2 Operation. (a) Release Position. Port connections in Release Position are:- (i) Pressure Reducing Valve to top of Rotary Valve. (ii) Pressure Reducing Valve to No. 4 Independent Release Pipe. (ili) Relay Chamber to Independent Exhaust. (iv) Pressure Reducing Valve to Warning Port. The independent brake valve is placed in Release position when it is desired to release, or partly release, the air brakes on the locomotive when the automatic brake valve is applied. in this position pressure reducing valve air flows into No.4 independent release pipe to the independent release valve on the distributing valve allowing air pressure in the relay chamber to escape via No.3 control pipe, through the independent brake valve to the independent exhaust. Pressure in the relay chamber will be partially or fully exhausted and the relay portion of the distributing valve will cause a similar reduction in locomotive brake cylinder pressure. Pressure reducing valve pressure also flows to the warning port but because the independent exhaust has been piped outside the cab, no audible blow will be heard. If the independent brake valve was able to be left in Release position, the locomotive brake would not apply during an automatic application. To prevent this, a return spring is built into the independent brake valve which makes it necessary to hold the handle in Release against spring pressure. If the handle is not held, the spring returns the handle to Running position. Running Position. Port connections in Running Position are:- (i) Pressure Reducing Valve to top of Rotary Valve. (ii) Relay Chamber via the No. 3 Control Pipe to the Automatic Brake Valve via No. 2 Control Passage. Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment il) No 4. Independent Release Pipe to Independent Exhaust (Atmosphere). Running is the position that the independent brake valve is placed in at all times when not being manipulated. In this position the focomotive brake will release providing the automatic brake valve is in Running position (or Release position but at a retarded rate). In this position air pressure from the relay chamber can exhaust to atmosphere via No.3 control pipe, through the independent brake valve, via No. 2 control passage and the automatic brake valve exhaust. With the independent brake valve in Running, No.4 independent release pipe is vented to atmosphere via the independent exhaust. (c) Lap Position. Port connection in Lap Position:- Pressure Reducing Valve to top of Rotary Valve. No other port connections are made in this position which is used to hold the locomotive brake applied, once the desired brake cylinder pressure has been obtained. (d) Slow Application. Port connections in Slow Application Position are:- (i) | Pressure Reducing Valve to top of Rotary Valve. (i) Pressure Reducing Valve to Relay Chamber (restricted). (ili) No.4 Independent Release Pipe to Independent Exhaust (Atmosphere). In this position pressure reducing valve pressure flows via No.3. control pipe to the relay chamber of the distributing valve applying the brakes on the locomotive. It should be noted that the port through the rotary valve is restricted in size and this results in a slow controlled build up of pressure in the locomotive brake cylinders. The maximum brake cylinder pressure obtainable is determined by the setting of the pressure reducing Issue date, March 1989 Page 4.49Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment Page 4.50 5.5.3 valve. Quick Application Port connections in Quick Application Position are:- (e) (i) Pressure Reducing Valve to top of Rotary Valve. (ii) Pressure Reducing Valve to Relay Chamber. (ill) No.4 Independent Release Pipe to Independent Exhaust (Atmosphere). Quick Application position is used to apply the brakes on the locomotive at a rate faster than is obtained in Slow Application position. It will be noted that the port connections for this position are the same as for Slow Application, the only difference being that the connection between the pressure reducing valve and the relay chamber is not restricted, therefore the locomotive brake applies at a faster rate. Action of a return spring will return the brake valve from Quick Application to Slow Application position if the handle is released Like Slow Application position the maximum brake cylinder pressure obtainable is determined by the setting of the pressure reducing valve. NOTE: When standing, the independent brake valve must be placed in the Slow Application position thus ensuring the brakes on the locomotive are held applied. The independent brake valve must not be left in Lap position when standing as any No.3 control pipe leakage will cause the locomotive brake to leak off. Assembly The separate parts of the AS7 independant brake valve and their order of assembly are shown isometrically in Figure 4.21. In order to avoid damage to the return spring arrangement during dismantling and assembling, the following instructions must be observed:- To dismantle the return spring arrangement: (a) Move the brake valve handle against spring pressure Issue date, March 1989Brake Book of Instructions - Vol 2 (V/Line) Section 4 (d) Locomotive Brake Equipment midway between Running and Release positions, and whilst holding it there, remove the casing screw. Return the brake valve handle to Running position, remove the handle. Take out the three cover screws and remove the cover. Hold the return spring housing down and with a pointed tool under the lug 'C’ of the upper clutch, move the clutch upwards. This will disengage the upper clutch from the lower clutch and release the tension of the spring which will be indicated by a slight click. The upper clutch, the return spring housing, the return spring, and the lower clutch can then be removed in the order stated. To assemble the return spring arrangement: (a) (b) (c) d (e) ( (9) Issue date, March 1989 With the rotary valve key in position in the body, turn it until the handle locating pin recess on the top square is approximately 180° from Release position of the brake valve. Place the lower clutch on the rotary valve key with the lug down, drop it to the bottom of the chamber and turn it clockwise until the lug is bearing against the stop pin in the body. Place the return spring over the rotary valve key and the lower clutch and turn it clockwise until the end 'B’ of the spring engages with the side 'B’ of the jug on the bottom clutch. Place the return spring housing over the spring with the projecting |ugs upwards and turn it clockwise until the shoulder ’A’ of the ramp engages with the end ’A’ of the spring. Place the upper clutch on the rotary valve key with the flat end up, and press the upper clutch down as far as it will go. Place the brake valve handle on the key in an inverted position and whilst holding the top of the return spring housing flush with the top of the chamber, turn the brake valve handle clockwise, to a point midway between Running and Release position. Holding it in this position against spring pressure, replace the casing screw. Remove the brake valve handle, place and secure the Page 4.51Section 4 Brake Book of Instructions - Vol 2 (V/Line) Locomotive Brake Equipment 5.6 cover in position, replace the handle in its correct position. Distributing Valve - A7EL The function of the distributing valve is to control the application and release of the brakes on the locomotive and to maintain a constant brake cylinder pressure, irrespective of brake cylinder leakage or brake piston travel. 5.6.1 General Features. The Distributing Valve consists of the following parts: (a) Triple Valve portion. Consisting of an equalizing piston, slide valve and graduating valve, similar to the improved triple valve. The triple valve portion is connected to an auxiliary chamber which takes the place of the auxiliary reservoir. Relay Portion. Consists of a relay piston, to which is attached a slide valve for opening and closing the brake cylinder exhaust ports. Connected to the underside of the relay piston is the relay chamber which acts as a volume reservoir for the relay piston. Application Valve: The application valve is operated by the upward and downward movement of the relay piston and graduates and controls the flow of main reservoir air into the brake cylinders. Independent Release Valves: There are two types of Independent Release Valves in use:- (i) A7 Independent Release Valve: Comprises a piston and ball check valve controlled by the operation of the independent brake valve. (ii) B7 Independent Release Valve: Comprises a diaphragm and check valve controlled by the operation of the independent brake valve. Page 4.52 Issue date, March 1989

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