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ENGINE THROTTLE CONTROL - TM-5-4210-233-14P-1_24
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TM-5-4210-233-14P-1 Twin Agent 4x4 Firefighting Truck Model No. CM-KFT-B Manual
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FIREFIGHTING SYSTEM - TM-5-4210-233-14P-1_26
TM 5-4210-233-14&P-1 1-15.  AIR SYSTEM - Continued b.      Driving  Accessory  Air  System.    Air  supply  for  operation  of  the  air  horns  is  provided  from  the  supply reservoir via a manifold. 1-16.    BRAKE  SYSTEM.    Air  pressure  to  operate  the  service  and  parking  brakes  is  supplied  from  the  rear service, rear service EXT. 1, rear service EXT. 2, front service and isolated emergency spring brake release reservoirs.  During normal operations, air in the front system is used to apply the front brakes and release the parking brake; the air in the rear system is used to apply the rear brakes. a.  Parking Brakes. (1)    To  release  the  parking  brakes,  the  parking  brake  control  is  pushed  IN.    Air  from  the  rear  service reservoir flows from the control valve via the spring brake valve, double check valve and quick release valve,  and  service  relay  to  the  rear  brake  air  chambers.    To  engage  the  brakes,  the  parking  brake control is pulled OUT to vent the brake air chamber to the atmosphere.  As the air pressure is relieved, spring pressure from the spring chambers engages the brakes. (2)    If  the  rear  service  air  supply  is  depleted  the  brakes  can  be  released  by  pressure  from  the  isolated emergency  spring  brake  release  reservoir.    By  pushing  and  holding  the  parking  brake  control  IN,  the front service is isolated and the emergency reservoir is opened to pressurize the system. b.  Rear Brake System. (1)   When  the  brake  pedal  is  depressed,  pilot  pressure  is  supplied  from  the  rear  service  reservoir  via  the service  brake  valve  and  pressure  protection  valves  to  the  relay  valve.    The  pilot  pressure  opens  the relay valve and allows brake application air from the rear service reservoir to enter and pressurize the spring brake chambers.  The combined force of air and spring pressure suppresses the parking brake release pressure in the opposing air chambers, and engages the brakes. (2)  To prevent excessive brake force, the continuously balanced pilot and spring chamber air pressures are regulated to a maximum 45 psi (310 kPa).  Below this limit the pressures are infinitely controlled. (3)  When the brake pedal is released, the pilot pressure is exhausted.  The relay valve shuts off the brake application  air  and  vents  the  spring  chambers  to  atmosphere.    The  opposing  air  chambers  remain pressurized and thus disengage the brakes. (4)    To  prevent  jamming  of  the  brakes  if  the  service  brakes  are  applied  while  the  parking  brakes  are engaged, counteracting pressure is provided to the air chambers.  This air pressure is provided via the double check valve and quick release valve simultaneously with the application of air pressure to the. spring chambers. (5)  If the rear service system becomes depleted of air, the front service is indirectly used to apply the rear brakes.  The shift from rear service to front service air is automatic and carried out in the spring brake valve when the brakes are applied. (6)    Normally,  primary  air  pressure,  supplied  via  the  relay  valve,  keeps  the  secondary  (control)  air  supply port in the spring brake valve closed.  This action keeps the valve function neutral. (7)    With  no  primary  air  available,  secondary  air  pressure  causes  the  spring  brake  to  partially  close  and reduce the air pressure that keeps the parking brakes disengaged.  When this occurs, the quick release valve automatically opens and momentarily vents the air chambers to the atmosphere.  The reduction in pressure in the air chambers is proportional to the secondary air pressure applied to the spring brake valve. 1-18

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