Air Brake Bendix

Air Brake Systems Operation and Diagnosis
3 3
Student Guide
FCS-13990-REFi gk
ORDER NUMBER: FCS-13990-REF COURSE CODE: 58S02T0 February, 2004
Ford Customer Service Division Technical Training
IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles, as well as the personal safety of the individual doing the work. This manual provides general directions for accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability. There are numerous variations in procedures, techniques, tools and parts for servicing vehicles, as well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from instructions provided in this manual must first establish that he compromises neither his personal safety nor the vehicle integrity by his choice of methods, tools or parts. As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you work on a vehicle.
Always wear safety glasses for eye protection. Use safety stands whenever a procedure requires you to be under the vehicle. Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure. Set the parking brake when working on the vehicle. If you have an automatic transmission, set it in PARK unless instructed otherwise for a specific service operation. If you have a manual transmission it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specific service operation. Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide. Keep yourself and your clothing away from moving parts when the engine is running, especially the fan and belts.
To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler. Do not smoke while working on the vehicle. To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on a vehicle. Tie long hair securely behind your head. Keep hands and other objects clear of the radiator fan blades. Electric cooling fans can start to operate at any time by an increase in underhood temperatures, even though the ignition is in the OFF position. Therefore, care should be taken to ensure that the electric cooling fan is completely disconnected when working under the hood.
The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or service department operations. These recommendations and suggestions do not supersede or override the provisions of the Warranty and Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall govern. The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents, if available, may be used. The right is reserved to make changes at any time without notice. WARNING: Many brake linings contain asbestos fibers. When working on brake components, avoid breathing the dust. Breathing the asbestos dust can cause asbestosis and cancer. Breathing asbestos dust is harmful to your health. Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when made airborne by cleaning with compressed air or by dry brushing. Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers. Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per OSHA instructions and the trash hauler notified as to the contents of the bag. If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, technicians should wear government approved toxic dust purifying respirators. OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only technicians concerned with performing brake or clutch service should be present in the area. Copyright 2004 Ford Motor Company Produced and Coordinated by Technical Support Operations Ford Customer Service Division February, 2004
SERVICE STANDARDS
Mission Statement:
All dealership personnel will treat every customer as a potential lifetime purchaser, communicating a professional image which embraces honesty and concern for customer wants and needs.
Dealer-to-Customer Service Standards:
1. 2. 3.
Appointment available within one day of the customers requested service day. Write-up begins within four minutes of arrival. Service needs courteously identified, accurately recorded on Repair Order, and verified with customer.
4. 5. 6. 7.
Vehicles serviced right on the first visit. Service status provided within one minute of inquiry. Vehicle ready at agreed upon time. Thorough explanation of work done, coverages andchanges.
These seven service standards provide a process and product value that are compelling reasons for owners to purchase and repurchase Ford or Lincoln-Mercury products. These standards also help to attract new owners through favorable testimonials and improved owner satisfaction.
Standard 4 Fix It Right the First Time, on Time. The technician is the most important player when it comes to Standard #4. Why Customers tell us Fixing It Right the First Time, on Time is one of the reasons they would decide to return to a dealer to buy a vehicle and get their vehicles serviced. Technician Training It is our goal to help the technician acquire all of the skills and knowledge necessary to Fix it Right the First Time, on Time. We refer to this as competency. Technicians Role Acquire the skills and knowledge for competency in your specialty via STST NewModel Web-Based Training FORDSTAR Ford Multimedia Training (FMT) Instructor-Led Instructor-Led The Benefits The successful implementation of standards means Satisfied customers Repeat vehicle sales Repeat service sales Recognition that Ford and Lincoln/Mercury technicians are the Best in the Business
Contents
IMPORTANT SAFETY NOTICE .............................................................................................................................. 1 INTRODUCTION AND PREREQUISITE REVIEW ...................................................................................... Intro - 1 Course Objectives ...................................................................................................................................... Intro - 2 Lesson Objectives ..................................................................................................................................... Intro - 2 Course Prerequisites ................................................................................................................................. Intro - 2 Evaluation ................................................................................................................................................... Intro - 3 WORKSHEET A .......................................................................................................................................... Intro - 5 AIR BRAKE COMPONENT LOCATION AND FUNCTION ...................................................................... INTRO - 5 INTRODUCTION ................................................................................................................................................ 1 - 1 INTRODUCTION TO AIR BRAKE SYSTEMS ................................................................................................... 1 - 2 Air Brake Components .................................................................................................................................... 1 - 3 OBJECTIVES....................................................................................................................................................... 1-1 SYSTEM OPERATION - AIR SUPPLY SYSTEM ................................................................................................. 1-2 Air Compressor .................................................................................................................................................. 1-3 Governor ............................................................................................................................................................. 1-5 Air Dryer .............................................................................................................................................................. 1-7 Air Dryer Service .............................................................................................................................................. 1-10 Desiccant Replacement ................................................................................................................................... 1-11 Air Dryer Testing ............................................................................................................................................... 1-12 Single Check Valve ........................................................................................................................................... 1-13 Air Reservoir ..................................................................................................................................................... 1-14 Air Reservoir Drainage System ....................................................................................................................... 1-16 Tank Valve ......................................................................................................................................................... 1-19 Safety Valve ....................................................................................................................................................... 1-20 Double Check Valve .......................................................................................................................................... 1-21 Air Pressure Gauge .......................................................................................................................................... 1-23 Low Pressure Indicator Switch ....................................................................................................................... 1-24 Stoplight Switch ............................................................................................................................................... 1-25 OBJECTIVES....................................................................................................................................................... 2-1 SYSTEM OPERATION - AIR DELIVERY SYSTEM ............................................................................................. 2-2 Foot Control Valve .............................................................................................................................................. 2-3 Relay Valve .......................................................................................................................................................... 2-6 Quick Release Valve ........................................................................................................................................... 2-9 Air Brake Chambers ......................................................................................................................................... 2-10 OBJECTIVES....................................................................................................................................................... 3-1 Cam Brakes ........................................................................................................................................................ 3-2 Automatic Slack Adjusters ................................................................................................................................ 3-4 Free Stroke Measurement ................................................................................................................................. 3-7 Applied Stroke Measurement ............................................................................................................................ 3-8 Brake Inspections .............................................................................................................................................. 3-9 Brake Service ................................................................................................................................................... 3-10 Caging Procedure ............................................................................................................................................ 3-11 Brake Relining .................................................................................................................................................. 3-12 Cam Brake Component Inspections ............................................................................................................... 3-13 Cam Brake Reassembly ................................................................................................................................... 3-14
OBJECTIVES....................................................................................................................................................... 4-1 SYSTEM OPERATION - PARKING/EMERGENCY BRAKE SYSTEM ................................................................ 4-2 Parking Brake Control Valve .............................................................................................................................. 4-3 Inverting Relay Valve .......................................................................................................................................... 4-5 Spring Brake Chambers .................................................................................................................................. 4-12 OBJECTIVES....................................................................................................................................................... 5-1 INTRODUCTION TO AIR BRAKE SYSTEM DIAGNOSIS ................................................................................... 5-2 SERVICE PRECAUTIONS ................................................................................................................................... 5-3 SYMPTOM-TO-SYSTEM-TO-COMPONENT-TO-CAUSE (SSCC) DIAGNOSTIC STRATEGY ........................... 5-4 AIR BRAKE SYSTEM TROUBLESHOOTING ..................................................................................................... 5-6 System Test 1 ...................................................................................................................................................... 5-7 System Test 2 ...................................................................................................................................................... 5-8 System Test 3 ...................................................................................................................................................... 5-9 System Test 4 .................................................................................................................................................... 5-10 System Test 5 .................................................................................................................................................... 5-11 Brake Shoe and Component Inspection ........................................................................................................ 5-12 AIR BRAKE INSPECTION PROCEDURES ...................................................................................................... 5-13 MAINTENANCE ................................................................................................................................................. 5-15 Contaminated Air ............................................................................................................................................. 5-16 Adjustments ..................................................................................................................................................... 5-17 Air Compressor Diagnosis .............................................................................................................................. 5-18 AIR BRAKE CONCERNS .................................................................................................................................. 5-20 BRAKE SHOE WEAR PATTERNS .................................................................................................................... 5-23 Brake Noise ...................................................................................................................................................... 5-24 OBJECTIVES....................................................................................................................................................... 6-1 ANTI-LOCK BRAKE (ABS) SYSTEM ................................................................................................................. 6-2 AUTOMATIC TRACTION CONTROL (ATC) SYSTEM ......................................................................................... 6-4 Anti-lock Control (ABS) Module ........................................................................................................................ 6-5 Automatic Traction (ATC) Control ..................................................................................................................... 6-6 ABS Relay Valve ................................................................................................................................................. 6-7 ABS and ATC Indicator Lights .......................................................................................................................... 6-8 ABS Modulator Valve ......................................................................................................................................... 6-9 Wheel Speed Sensors and Wheel Speed Indicators ..................................................................................... 6-15 ABS DIAGNOSIS ............................................................................................................................................... 6-16 Performing Diagnosis ...................................................................................................................................... 6-17 Diagnostic LEDs ............................................................................................................................................... 6-18 CONTROL MODULE CONFIGURATION .......................................................................................................... 6-19 PARTIAL SHUTDOWN ...................................................................................................................................... 6-20 TOOL LIST .................................................................................................................................................... Tool - 1
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NOTES
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INTRODUCTION AND PREREQUISITE REVIEW

INTRODUCTION AND PREREQUISITE REVIEW OBJECTIVES CONTENTS
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Administer the prerequisite review Discuss the air brake system
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Prerequisite Review Introduction to the air brake system
February, 2004
Intro - 1

Curriculum Goals The goals of this curriculum are to provide:
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The necessary training to enable the technician to identify, diagnose and perform timely Fix It Right The First Time On Time repairs Increased customer satisfaction. Increased technician productivity. Fewer repeat repairs.
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Air Brake System Diagnosis and Service Instructor-Led Course Description This course is a three-day course facilitated by an instructor. This course is designed to provide hands-on opportunities for technicians to learn and improve their skills using tools and equipment; and to apply knowledge learned in previous curriculum courses. Course Objectives Given the information presented in the Ford Air Brake System Diagnosis and Service Course, the necessary service information and tools, technicians will be able to perform accurate, timely, cost-effective diagnosis and repair of the air brake system, the ABS, and the traction control braking systems on Ford Motor Company vehicles.
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Describe air brake theory and operation. Explain air brake system operation. Identify Ford medium truck air brake system components. Explain air brake system diagnostics. Describe the components and operation of the ABS and ATC air brake systems. Explain ABS and ATC diagnostic procedures.
Lesson Objectives Each lesson of this course starts with a list of objectives for the participants. The lesson objectives are designed to support the course objective. Audience This course is designed for any Ford Medium Duty Truck service technicians. Additionally, this course is also designed for training service technicians of Ford Designated Fleets. Course Prerequisites All students must have completed the first three courses in the curriculum prior to enrolling in this course. If you have not completed all of the prerequisite courses please notify your instructor.
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Automotive Electrical 34S14T0 Automotive Electronics 34S19T0 Air Brake Theory and Operation Web Based Training - Course Code 58S01W0 Air Brake Diagnosis Web Based Training - Course Code 58S02W0
Intro - 2
February, 2004

Evaluation Each technician attending this course will be required to pass a combination hands-on/written evaluation. This will be administered on the afternoon of the third day. The hands-on evaluation is a pass/fail type.
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Hands-on evaluations will be conducted with exercises in: Air brake system diagnosis Air brake system service ABS and traction control diagnosis service publication CD-ROM/DVD navigation special tool usage
In order to pass the course, you must demonstrate acceptable skills at the evaluated hands-on exercises AND you must answer at least 80% of the written post test questions correctly. Course Layout
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Introduction and Prerequisite Review Lesson 1: Air Supply System Lesson 2: Air Delivery System Lesson 3: Service Brake System Lesson 4: Parking Brake System Lesson 5: Air Brake Diagnosis Lesson 6: ABS and Traction Control
February, 2004
Intro - 3

SERVICE STANDARDS
Mission Statement All dealership personnel will treat every customer as a potential lifetime purchaser, communicating a professional image that embraces honesty and concern for customer wants and needs. Dealer-to-Customer Service Standards
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Appointment available within one day of the customers requested service day. Write-up begins within four minutes of arrival. Service needs courteously identified, accurately recorded on repair order, and verified with customer.
Standard 4 Vehicles serviced right on the first visit:

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Service status provided within one minute of inquiry. Vehicle ready at agreed upon time. Thorough explanation of work done, coverages and charges.
The technician is the most important person when it comes to Standard 4. Fix it Right the First Time, on Time Why: Customers tell us Fixing It Right the First Time, On Time is one of the top reasons they would decide to return to a dealer to buy a vehicle and get their vehicles serviced. Technician Training It is our goal to help the technician acquire all of the skills and knowledge necessary to Fix It Right the First Time, On Time. We refer to this as competency. Technicians Role The technicians role is to acquire the skills and knowledge for competency in your specialty via:
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FMT (self-study) FORDSTAR Network (new model and curriculum) New Model (self-study and instructor-led) STST (instructor-led) Web-Based Training (self-study)
Benefits The successful implementation of standards means:

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Satisfied customers Repeat vehicle sales Increased service department utilization Recognition that Ford and Lincoln/Mercury technicians are the Best in the Business
Intro - 4
February, 2004

WORKSHEET A AIR BRAKE COMPONENT LOCATION AND FUNCTION
Directions: Go to the classroom vehicle. Locate the Air Brake components that perform the functions listed in the right hand column. List the name of the components, the function letter and the letter on the tag attached to each component in the left column. Answers will vary based on component tags numbers/letters used.
TAG # COMPONENT NAME/FUNCTION COMPONENT FUNCTION
Collects and removes solid, liquid and vapor contaminants prior to entering the system.
Protects the air brake system from excessive air pressure build-up.
Controls the application of air pressure from the primary and secondary reservoirs.
Converts air pressure into mechanical force needed to apply the brakes.
This component is pressure sensitive and will automatically apply if system pressure gets too low.
Limits hold-off pressure to the spring brake actuators.
Adjusts the brakes as necessary for brake wear.
Controls Operation of the Anti-lock Brake System.
END OF WORKSHEET
February, 2004
Intro - 5

1. What is the most likely cause if there is a concern with cut-in pressure? A. The compressor. B. The relay valve. C. The governor. D. The quick release valve.
2. How often should reservoirs be drained? A. Daily. B. Weekly. C. Monthly. D. Yearly.
3. What pressure will the low air pressure warning light/buzzer activate? A. 30 psi. B. 50 psi. C. 60 psi. D. 90 psi.
4. The amount of slack adjuster movement required to bring the brake shoes and linings into contact with the brake drum is ______________________. A. Free Stroke B. Down Stroke C. Up Stroke D. Applied Stroke
5. Which of the following diagnostic tools should be used when diagnosing the ABS system on medium duty trucks? A. The WDS. B. The NGS. C. Either A or B. D. None of the above.
Intro - 6
February, 2004

6. Which of the following is measured when checking applied stroke? A. The amount of movement that brings the brake shoes into contact with the drum. B. The delivery pressure that comes from the foot control valve. C. The amount of slack adjuster movement that occurs during a full brake application. D. The rotational torque that applies the service brakes.
7. When testing the governor it should be checked ______________________. A. at cut-in pressure. B. at cutout pressure. C. pressure with the vehicle off. D. both cut-in and cutout pressures.
8. If there is excessive moisture in the system, which of the following is the likely cause? A. The vehicles air filter is dirty. B. The quick release valve is not operating correctly. C. The air dryer is malfunctioning. D. The reservoir is filled past capacity.
9. What is indicated if the VLT LED is green? A. System is working properly. B. There is a fault code stored. C. Voltage is out of range. D. The ECU is inoperative.
10. At what pressure must the stoplights illuminate?
A. Less than 2 psi. B. Less than 5 psi. C. Less than 7 psi. D. Less than 10 psi.
February, 2004
Intro - 7

NOTES
Intro - 8
February, 2004
OVERVIEW
INTRODUCTION
OBJECTIVES
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CONTENTS
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Upon completion of this lesson the student will be able to:
Overview of the course content. Air Brake System overview.
Describe the course objectives. Identify the subsystems on an air brake equipped vehicle. Recognize that not all air brake vehicles are equipped with the same components, but all work in a similar manner.
February, 2004
Overview - 1
OVERVIEW
INTRODUCTION TO AIR BRAKE SYSTEMS
AIR-001
2004 F-650/750 As you have learned while taking the web-based training in this curriculum, the purpose of the air brake system is to provide a safe method of stopping for a heavier vehicle.
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Air brake systems are divided into four subsystems. They are:
Air supply system. Air delivery system. Service brake system. Parking/Emergency system.
The components of an air brake system can differ, however, all systems operate in a similar manner. The air brake system must provide balanced braking at all wheels.
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This will provide maximum brake system performance. Brake system balance can be effected by worn, damaged or faulty components.
Note: For a more detailed explanation of the theory and operation of an air brake system refer to the web-based training course.
WARNING: BEFORE ATTEMPTING TO WORK ON THE AIR BRAKE SYSTEM, CERTAIN PRECAUTIONS MUST BE OBSERVED. SINCE THE COMPRESSION AND STORAGE OF AIR CAN BE COMPARED TO THE ENERGY IN A COILED SPRING, WHEN RELEASED, IT CAN PRESENT A HAZARD IF NOT CORRECTLY RECOGNIZED. THE WHEELS OF THE VEHICLE MUST ALWAYS BE CHOCKED SO THAT DEPLETION OF AIR WILL NOT PERMIT THE VEHICLE TO ROLL.
Overview - 2
February, 2004
OVERVIEW
Air Brake Components
AIR-002
F-650/750 Using an air brake system to stop a medium-duty truck requires the proper operation of each of the subsystems. For this to happen, each of the subsystems components must function correctly. Every component of each subsystem has a task to perform that will allow the brake system to continue braking smoothly. In this course we will look at each component, how the components operate, and the basic service procedures that are important to insuring a correctly operating brake system.
February, 2004
Overview - 3
OVERVIEW
NOTES
Overview - 4
February, 2004
LESSON 1: AIR SUPPLY SYSTEM

OBJECTIVES CONTENTS
Upon successful completion of this lesson, technicians will be able to:
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Overview of the air supply system. Explain the components of the air supply system. Worksheets 1A, 1B, and 1C.
Describe the air supply system.

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Explain the function and operation of the various components of the air supply system. Perform air supply system diagnostic procedures.
February, 2004
1-1

SYSTEM OPERATION - AIR SUPPLY SYSTEM
5 4 3 7
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Air Supply System Item 1 2 3 4 5
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AIR-003
Description Compressor Governor Air Dryer Safety Valve Dual Air Gauge
Item 6 7 8 9 10
Description Low Pressure Indicators Secondary Reservoir Primary Reservoir Supply Reservoir One-way Check Valve
The compressor converts atmospheric air into compressed air. The compressor is driven by the vehicles engine and operates continuously while the engine is running. The compressor builds up the air pressure and feeds it to the air reservoirs of the supply system. The governor, which is located on the side of the compressor, maintains the required amount of air pressure in the air reservoirs. The governor receives a signal pressure from the supply reservoir. When the signal pressure reaches the preset cutout pressure the governor will prevent the compressor inlet valve from closing, thus preventing further air from being compressed. The compressed air sent from the compressor through the discharge line may be sent through an air dryer prior to reaching the air reservoirs. The air dryer collects and removes solid, liquid and vapor contaminants. The air reservoirs provide the compressed air for braking. There are at least three air reservoirs:
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The supply reservoir, which cools the air, collects moisture and supplies air to the primary and secondary air reservoir. The primary reservoir, which is the air source for the rear brakes. The secondary reservoir, which is the air source for the front brakes. Both the primary and secondary tanks are equipped with one-way check valves to allow the air brake system to continue to operate in an emergency situation to bring the vehicle to a safe stop. A dual air pressure gauge has two needles, it reads pressures in the primary and secondary reservoirs.
February, 2004 Air Brake Systems Operation and Diagnosis
1-2

Air Compressor
1 2
AIR-004
Air Compressor Item 1 Description Belt Driven Compressor Item 2 Description Gear Driven Compressor
COMPONENT FUNCTION:
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The purpose of the air compressor is to build up and maintain the required amount of air pressure in the air reservoirs of the supply system.
COMPONENT LOCATION:
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The air compressor is located inside the engine compartment.
DESCRIPTION AND OPERATION:

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There are two styles of compressors used depending on the vehicle engine design: Belt driven. Gear driven.
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Compressors are usually two cylinder, single stage, reciprocating piston design. Most compressors are composed of two major assemblies, the cylinder head and the crankcase. Other major components include the compressor unloading mechanism and the governor.
The cylinder head houses the intake and discharge valves and is installed on the upper portion of the crankcase. The crankcase is a one piece casting combining the cylinder block and the crankcase. The upper portion of the casting houses the cylinder bores and the unloader mechanism. The lower portion contains the crankshaft and main bearings.
The compressor is cooled by the engine coolant system and lubricated through the engine lubrication system.
February, 2004
1-3

Air Compressor (continued)
2 3
AIR-005
Cutaway of an Air Compressor Item 1 2 3 Inlet Valves Discharge Valves Rear End Cover Description Item 4 5 6 Crankshaft Piston Description Rear Main Bearing Journal

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The compressor is driven by the vehicles engine and operates continuously while the engine is running. The air system pressure developed during compressor operation is controlled by governor actuation of the compressor unloader mechanism. During the intake stroke, a slight vacuum is created above the piston in the cylinder bore causing the inlet valve to open and move from its seat. Filtered atmospheric air then enters the cylinder until the piston reaches bottom dead center and begins to reverse its travel. As the piston begins its compression stroke, the inlet valve is closed, keeping the air from leaving the cylinder through the inlet valve and the air is compressed. As the air is compressed, it overcomes the spring force of the discharge valve and allows the compressed air into the discharge line and to the reservoir. As the piston moves downward, the discharge valve is closed and air is drawn into the cylinder by way of the inlet valve, and the cycle begins again.
SERVICE: In order to maintain a properly operating air brake system it is important that the compressor receives a clean supply of air.
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Most vehicles rely on the vehicles air filter to maintain clean air, this makes vehicle maintenance a critical factor for brake system efficiency. If a vehicle is equipped with a compressor mounted air strainer it must be properly installed and kept clean.
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February, 2004

Governor
2 1
AIR-006
Air Compressor Governor Item 1 Compressor Description Item 2 Governor Description
COMPONENT FUNCTION:
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The purpose of the governor is to maintain brake system air pressure to a preset maximum and minimum pressure level.
COMPONENT LOCATION:
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The governor is mounted to the side of the compressor and is typically connected to the supply reservoir and the air dryer.
DESCRIPTION AND OPERATION: The governor controls the actual compression of air by actuating the compressor unloading mechanism.
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The governor receives a signal pressure from the supply reservoir and relays the signal to the air dryer. Depending on the signal pressure received, the governor opens or closes the path to the unloader mechanism. Cutout pressure is the point that the governor opens the path, which allows air to reach the compressor unloader piston and stops the compression cycle of the compressor. Cut-in pressure is the point that the governor closes the path, which exhausts air from the compressor unloader piston and starts the compression cycle of the compressor.
When the signal pressure reaches the preset cutout pressure of approximately 897 kPa (130 psi), the governor controls the unloader to prevent the compressor inlet valve from closing. With the inlet valve unable to close, the compressor cannot compress the air drawn in and will exhaust it back through the inlet valve to the other cylinder (alternating the air back and forth between the cylinders).
When the signal pressure from the reservoir drops to the cut-in pressure of approximately 724 kPa (105 psi), the governor will control the unloader valve, which allows the inlet valve to close. The air compressor will compress air and expel it through the discharge line to the supply reservoir or air dryer.
February, 2004
1-5

Governor (continued) SERVICE: If during the diagnostic process you need to check the governors operation you should:
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Install a test gauge in the air lines, in the supply or service reservoir. Run the engine to build up air pressure. Check the cutout pressure, it should be 897 kPa (130 psi) maximum. If the instrument panel air gauge is used, the pressure must range between approximately 724-897 kPa (105-130 psi), allowing for gauge accuracy.
With the engine running, slowly reduce the amount of air pressure in the system by applying and releasing the brakes. Check the compressor cut-in pressure, it should be approximately 724 kPa (105 psi) minimum. If the governor does not correctly control compressor operation, it must be replaced. The governor is not adjustable.
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NOTE: Before installing a new governor, check the accuracy of the instrument panel air gauge with a test gauge. With the governor in its unloaded position and approximately 621-793 kPa (90-115 psi) reservoir pressure, check for leaks at the base of the governor where it mounts to the compressor and repair as required.
1-6
February, 2004

Air Dryer
AIR-007
Air Dryer COMPONENT FUNCTION:

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The air dryer collects and removes solid, liquid and vapor contaminants from the air brake system.
COMPONENT LOCATION:
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Air dryers are located in the discharge line between the compressor and supply reservoir.
February, 2004
1-7

Air Dryer (continued)
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AIR-008
Air Dryer Charge Cycle Item 1 2 3 4 5 Oil Separator Desiccant Bed Purge Volume Discharge Port Exhaust Description Item 6 7 8 9 Compressor Governor Supply Port Control Port Description
DESCRIPTION AND OPERATION: Charge Cycle

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Air from the compressor enters the end cover assembly of the air dryer. The air flow direction changes several times, cooling the air and causing moisture to condense and drop into the sump. Air flows into the desiccant cartridge and enters an oil separator, which is located between the outer and inner shell of the cartridge. The oil separator removes water, oil and solid contaminants. Air flows out of the oil separator upward between the inner and outer shell to the top of the cartridge. Air flow reverses and the air flows down through the desiccant cartridge. The desiccant cartridge removes water vapor from the air through adsorption. Dry air exits the bottom of the cartridge through the center bolt and into the supply reservoir.
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February, 2004

Air Dryer (continued)
1 2
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AIR-009
Air Dryer Purge Cycle Item 1 2 3 Purge Orifice Purge Volume Purge Valve Description Item 4 5 Description Turbo Cutoff Valve Purge Control Line
DESCRIPTION AND OPERATION: Purge Cycle

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When the air system reaches the cutout setting the governor unloads the compressor (air compression is stopped). At the same time that the governor unloads the compressor, air flows to the dryer control port. The purge piston moves, causing the purge valve to open. Water and contaminants in the sump are expelled. Air flows from the purge volume in reverse through the desiccant bed to the open purge valve. Initial purge lasts a few seconds, it causes an audible blast of air at the dryer exhaust port. During the 30 second purge cycle, the dry air flows through the desiccant removing water vapor and reactivating the desiccant drying bed. The purge cycle repeats as the compressor cycles from cut-in and cutout pressures.
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February, 2004
1-9

Air Dryer Service
2 5
AIR-010
Desiccant Cartridge Replacement Item 1 2 3 Description Desiccant Cartridge Assembly Desiccant Cartridge Sealing Rings Cartridge Bolt O-Rings Item 4 5 End Cover Description Desiccant Cartridge Bolt
Air dryers are very important to the delivery of clean, dry, oil-free air throughout the air brake system.
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If excessive oil is in the system it is a good indicator that the cartridge should be replaced. A small amount of oil is normal in the system.
The following considerations should be made prior to installing a new desiccant cartridge: An outside air source has been used to charge the system. This air did not pass through the air dryer. Air use is exceptionally high and not normal for a highway vehicle. This can be due to accessory air demands or some unusual air requirement that does not allow the compressor to load and unload in the usual way. Check for excessive air system leaks. The air dryer has been installed in a system that has been previously used without an air dryer. This type of system will be saturated with moisture and it can take several weeks of operation for the system to dry out. Location of the air dryer is too close to the air compressor. There must be a minimum of 1.8 m (6 ft) of metal tubing between the compressor discharge port and air dryer supply port. Vehicles operating in areas where more than a 17C (30F) range of temperature occurs in one day can have small amounts of water accumulating in the air brake system. Under these conditions, small amounts of water should not be considered an indication that the air dryer is not working. WARNING: REMOVE ALL PRESSURE FROM THE AIR SYSTEM BEFORE DISCONNECTING ANY COMPONENT, INCLUDING THE DESICCANT CARTRIDGE. PRESSURIZED AIR CAN CAUSE INJURY.
1 - 10
February, 2004

Desiccant Replacement
AIR-011
Desiccant Cartridge If it is determined that the air dryer desiccant cartridge needs to be replaced, then the following procedure is a general guideline. Always follow the appropriate service publication procedure. Disassembly To disassemble the air dryer:
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Use a wrench or socket, loosen the desiccant cartridge bolt. Then separate the desiccant cartridge from the end cover. Pull the desiccant cartridge bolt out of the end cover. Remove the desiccant cartridge. Remove and discard both o-rings from the desiccant cartridge bolt.
Cleaning and Inspection

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Using a clean rag, wipe the inside of the end cover clean. Pay particular attention to the cartridge bolt bore in the end cover and the sealing surfaces for the large and small diameter desiccant cartridge sealing rings. Inspect for physical damage to the end cover. Inspect all air line fittings for corrosion and replace as necessary. Be sure to check the desiccant cartridge bolt paying particular attention to the threads and o-ring grooves. If the bolt threads are damaged sufficiently to cause it to be difficult to hand thread it into the new desiccant cartridge, replace the bolt.
z z z
Assembly When reassembling the air dryer:

z
Lubricate the o-rings, thoroughly wipe and clean the o-ring grooves, lubricate the end cover bore for the desiccant bolt. Install both o-rings on the desiccant cartridge bolt, then using a twist motion insert the assembled desiccant cartridge bolt in the end cover. Install the desiccant cartridge on the end cover making certain the cartridge is properly seated and flush on the end cover. It may be necessary to rotate the cartridge slightly until the anti-rotation lugs are properly aligned and allow the cartridge to rest flush against the end cover.
February, 2004 1 - 11

Air Dryer Testing The following test should be performed prior to placing the vehicle back into service.
z
Close all reservoir drain cocks. Build up system pressure to governor cutout and note that the air dryer purges with an audible escape of air. Apply the service brakes several times until air pressure is reduced to governor cut-in. Ensure that the system builds to full pressure and is followed by an air dryer purge. Check for excessive leakage around the head of the desiccant cartridge bolt and around the circumference of the desiccant cartridge where it is in contact with the end cover. With the compressor loaded, apply a soap solution and observe that leakage does not exceed a 1 inch bubble in 1 second. If the leakage exceeds the maximum specified, remove and reinstall the desiccant cartridge. If leakage persists replace the air dryer assembly.
1 - 12
February, 2004

Single Check Valve
AIR-012
Single Check Valves Item 1 Description Single Check Valve Item 2 Description One-way Check Valve
COMPONENT FUNCTION:
z
Single check valves protect the primary and secondary air reservoirs against air pressure loss in the compressor or the supply reservoir. The single check valve allow the air brake system to continue to operate in an emergency situation to bring the vehicle to a safe stop.
COMPONENT LOCATION:
z
Single check valves are located in the air lines routed to the primary and secondary reservoirs.

z
The single check valve allows air to flow in one direction only and prevents the flow of air in the reverse direction. Airflow in the normal direction moves the check valve disc from its seat, and the flow is unobstructed. Flow in the reverse direction is prevented by the seating of the disc, which is caused by a drop in the upstream air pressure and assisted by the spring.
z z
SERVICE:
z
If you suspect a single check valve of not operating correctly, it is likely caused by a leaking valve. You should check this by performing a leak test as follows: With air pressure present at the outlet side of the check valve and inlet side open to atmosphere, coat the open end of the check valve with soapsuds. If the soap bubbles exceed 1-inch in 5 seconds, the leak is unacceptable.
NOTE: In order to properly inspect the single check valve you may have to remove it.
February, 2004
1 - 13

Air Reservoir
AIR-013
Air Tanks COMPONENT FUNCTION:

z z
Air reservoirs are tanks that provide storage of the compressed air used for braking. They also cool the air and condense water vapor into a liquid.
COMPONENT LOCATION:
z
Air reservoirs are usually mounted on the frame rail. The exact location may vary from vehicle to vehicle.

z
There are at least three different reservoirs: Supply Primary Secondary
A supply reservoir is used to provide air to all other tanks used in the air brake system. The supply reservoir may also be referred to as the wet tank. The supply reservoir and the secondary reservoir may be in one divided tank.
z z
The primary reservoir is the air source for the rear brakes. The secondary reservoir is the air source for the front brakes.
1 - 14
February, 2004

Air Reservoir (continued)
1 3
AIR-014
Dual Compartment Reservoir Item 1 2 3 Outlet Port Integral Check Valve Inlet Port Description Item 4 5 6 Supply Tank Tank Divider Secondary Reservoir Description

z
Some tanks have a separation inside, so that one storage tank is actually two different reservoirs. For example, the supply reservoir may be located with the secondary reservoir in one tank, and although they share the same shell, they actually perform two separate functions.
Split-type tanks require an integral check valve, which may be internal or external. The integral check valve provides a one-way passage of air from the supply reservoir in the tank to the secondary reservoir. So if damage was to occur to the supply reservoir the secondary reservoir is protected against the loss of air.
The operation of the integral check valve is as follows: Under normal conditions the air pressure enters the supply reservoir and overcomes the check valve spring, this moves the check valve off its seat and air pressure enters the secondary reservoir. If air pressure is decreased or lost in the supply reservoir of the tank, the valve reseats and prevents air flow from the secondary reservoir.
SERVICE:
z
On an integral check valve you will have to remove the supply tank inlet line to check for a leaking check valve.
February, 2004
1 - 15

Air Reservoir Drainage System
1 2
3
AIR-015
Drain Cock Item 1 2 Body Handle Description Item 3 Spring Description
COMPONENT FUNCTION:
z
Drain cocks or automatic moisture ejectors are used to drain condensation that accumulates in the reservoirs.
COMPONENT LOCATION:
z z
Drain cocks are installed at the bottom or end of each reservoir. Automatic moisture ejectors are usually mounted in the bottom or end of the reservoir.

z
Drain cocks must be opened by hand. CAUTION: Never strike the handle with a hammer or any other instrument, as the drain cock will be damaged and leakage will develop.
Automatic ejector valves operate as follows: When there is no pressure in the system the inlet and exhaust valves are closed. When the system is charged, a slight pressure opens the inlet valve, this permits air and contaminants to collect in the sump cavity. This occurs until the governor cutout pressure is reached, then the inlet valve closes. When reservoir pressure drops, pressure in the sump cavity opens the exhaust valve and allows moisture and contaminants to be exhausted until the sump cavity empties enough to close the exhaust valve.
1 - 16
February, 2004

Air Reservoir Drainage System (continued)
AIR-016
Automatic Moisture Ejector (Cutaway View) SERVICE: Drain Cocks

z
To check a manual drain cock for leakage: Charge the air brake system, then test with a soap solution for leakage past the key and through the body by coating the outside of the drain cock with a soap solution. Leakage should not exceed 77mm (3 inch) soap bubbles in three seconds.
Automatic Moisture Ejector Valve

z
If the automatic moisture ejector valve is functioning properly the following should occur: With the system charged, apply the brake several times. Check each time an application is made if an exhaust of air occurs at the exhaust port of the drain valve. If no air comes out, push the wire stem. If air still doesnt come out, the filter or drain passage may be plugged.
To check the automatic moisture ejector valve for leakage: With the system charged and pressure stabilized in the system, there should not be any leaks at the drain valve exhaust. A constant slight exhaust of air at the drain valve exhaust could be caused by excessive leakage in the air brake system.
February, 2004
1 - 17

Air Reservoir Drainage System (continued)
AIR-017
Drain Valves Item 1 SERVICE: Reservoir Draining Moisture in the reservoirs can prevent the system from actuating smoothly and should be drained daily.
z
Description Drain Cocks
Item
Description
On vehicles equipped with drain cocks, open the drain cocks on all reservoirs until the pressure reaches 0 kPa (0 psi). If a vehicle is equipped with an automatic moisture ejector valve, but needs to be manually drained, use a tool to press the stem on the bottom of the valve. WARNING: WHEN DRAINING THE SYSTEM, DO NOT LOOK INTO THE AIR JETS OR DIRECT THEM TOWARD A PERSON . THIS MAY CAUSE INJURY BECAUSE DIRT OR SLUDGE PARTICLES CAN BE CARRIED IN THE AIR STREAM.
1 - 18
February, 2004

Tank Valve
1 1
AIR-018
Tank Valve Item 1 Tank Valve Description Item 2 Description
COMPONENT FUNCTION:
z
Tank valves allow air pressure to build up in the brake system from an external air source.
COMPONENT LOCATION:
z
Tank valves are located in one or more of the supply reservoirs.

z
Tank valves may be quick connect or Schrader type valves.
SERVICE:
z
Check tank valves for air leaks by performing the soap test. There should be no leakage at the tank valve.
February, 2004
1 - 19

Safety Valve
1 1
AIR-019
Safety Valves Item 1 Safety Valve Description Item 2 Description
COMPONENT FUNCTION:
z
Safety valves protect the air brake system against excessive air pressure buildup.
COMPONENT LOCATION:
z
The safety valve is located in the supply reservoir.

z z z
The safety valve is normally inactive. It is a spring loaded ball type valve. If air pressure rises above the safety valve pressure setting (150 psi + or - 5), the ball is lifted off of its seat allowing pressure to escape. The pressure setting is not adjustable.
SERVICE:
z
A faulty safety valve, governor, compressor unloader mechanism, or any combination of these items can cause constant popping off or exhausting of the safety valve. The safety valve should be checked for proper operation by pulling the exposed stem while the compressor is loaded. While the stem is held, there must be an exhaust of air. The valve must reseat when the stem is released. If the safety valve does not operate correctly, it should be replace.
To ensure that the safety valve is not leaking coat the exhaust port with a soap solution. If it bubbles up more than 1-inch in five seconds it indicates a faulty ball valve or seat, or dirt in the valve.
1 - 20
February, 2004

Double Check Valve
AIR-020
Double Check Valve Item 1 Inlet Port Description Item 2 Delivery Port Description
COMPONENT FUNCTION:
z
Double check valves are used for directing air flow into a common line from either the primary or secondary air system, whichever system has the higher pressure. They are used to supply air pressure to the park and emergency system and in the stoplight switch circuit.
COMPONENT LOCATION:
z
Double check valves are located in various lines throughout the air brake system depending on the vehicle.

z
As air pressure enters either end of the double check valve (inlet port) the moving shuttle responds to the higher pressure sealing the opposite port. The air flow continues out the delivery port of the double check valve. The position of the shuttle will reverse if the pressure levels are reversed. Double check valves are designed so that the shuttle can never interfere with the backflow of air in the exhaust mode.
z z z
February, 2004
1 - 21

Double Check Valves (continued) SERVICE:
z z
Double check valves can be bench tested or tested on the vehicle. To test a double check valve for proper operation two separately controlled air supplies must be connected to the inlet ports: Install a test gauge in the outlet port or in a line from the outlet port. Apply and release air to one inlet port and ensure that the test gauge registers application and release. Repeat this process in the other inlet port. If a double check valve does not function properly it must be replaced.
The leakage test on a double check valve should be performed at the inlet ports of the valve. Disconnect the line from one inlet port. Apply air to the other inlet port and coat opposite inlet port with soap solution. Leaks should not exceed a 1-inch bubble in five seconds.
1 - 22
February, 2004

Air Pressure Gauge
2
AIR-021
Dual Air Pressure Gauge Item 1 Description Primary Indicator (Green) Item 2 Description Secondary Indicator (Red)
COMPONENT FUNCTION:
z
Air pressure gauges are used to give a direct reading of the air pressure in the primary and secondary reservoirs. The air pressure gauge may be either two gauges, or a single gauge with two indicators.
COMPONENT LOCATION:
z
The air pressure gauge is mounted towards the center of the instrument panel in the drivers view.

z z
Upon starting of the engine the air gauge should show an air pressure increase within 30 to 60 seconds. If the air gauge shows no air pressure in one circuit or no noticeable increase in air pressure within 30 to 60 seconds and the low pressure switch and low pressure light will not shut off, an open drain cock or a failure in the brake system is indicated.
SERVICE:
z
If you suspect the air gauge is not accurate, compare the readings of the gauges to a test gauge when the vehicle is operating under normal pressure. If the air gauge is not functioning properly, check pressure lines between the gauge and manifold connections to make certain lines are not plugged, broken or kinked. If you have checked the system and determined the vehicle has an inaccurate gauge (one that shows an error of more than 35 kPa (5 psi) difference from the test gauge) the gauge should be replaced. WARNING: THE VEHICLE SHOULD NOT BE MOVED UNLESS THERE IS 621 KPA (90 PSI) OR MORE AIR PRESSURE AVAILABLE AND THE LOW AIR PRESSURE LIGHT, BUZZER OR SIGNAL IS OFF.
February, 2004
1 - 23

Low Pressure Indicator Switch
1 2 3
4
AIR-022
Low Pressure Indicator Switch Item 1 2 Description Low Pressure Indicator Switch Spring Item 3 4 Contact Points O-Ring Diaphragm Description
COMPONENT FUNCTION:
z
The low-pressure indicator is a safety device that alerts the driver if air pressure in the system is below 448 kPa (65 psi).
COMPONENT LOCATION:
z
Both the primary and secondary systems are equipped with a low-pressure indicator mounted on the foot control valve.

z
When air pressure at the supply port and under the diaphragm is above 448 kPa (65 psi), the electrical contacts remain open because the force exerted by air pressure underneath the diaphragm overcomes the force exerted by the spring above the diaphragm. When air pressure below the diaphragm drops below 448 kPa (65 psi), the spring exerts a force which is greater than the force exerted by the air pressure below the diaphragm. This causes the diaphragm to move and allow the electrical contacts to close. When the ignition switch is on, this completes or closes the electrical circuit to the warning device, warning the driver of low air pressure in the system by activating the warning light and buzzer.
z z
SERVICE:
z
Prior to checking the low-pressure indicator try to determine the pressure setting by referring to the label on the valve, or the appropriate service publication. To check the low-pressure indicator for proper operation: With the ignition switch in the on position, reduce the system pressure until the low pressure warning occurs. The low-pressure warning should occur at the specified pressure. If you do not know the pressure 482 to 414 kPA (70 to 60 psi) is a good rule of thumb.
To check for air leakage, make sure there is air pressure present at the supply port, then coat the indicator with soap solution. There should not be any leakage present.
1 - 24

Stoplight Switch
3 4
6 5
AIR-023
Stoplight Switch Item 1 2 3 Terminal Vent Plug Description Stoplight Switch Item 4 5 6 Spring Contact Strip Contact Description
COMPONENT FUNCTION:
z
When a brake application is made, the stoplight switch closes and the stop lamps illuminate.
COMPONENT LOCATION:
z z
The stoplight switch is located on the foot control valve manifold and is part of the brake electrical circuit. There may be two stoplight switches, one for the primary and one for the secondary air circuits.

z
The stoplight switch is an electro-pneumatic switch and operates in conjunction with the brake valve and the stoplights by completing the electrical circuit when a brake application is made. When a brake application is made, air pressure from the foot control valve enters the cavity below the diaphragm. At approximately 41 kPa (6 psi) or less, the air pressure underneath the diaphragm overcomes the force of the spring and moves the piston or plunger until the contact points close, completing the stop light electrical circuit and illuminating the stop lights.
SERVICE:
z
To test the stoplight switch for proper operation: Apply the brake and check that the stoplights activate before delivery pressure reaches 48 kPa (7 psi). Release the brake pedal and check that the stoplight is off.
Check for leaks at the stoplight switch by applying a soap solution to the switch with the brakes fully applied. No leakage should occur.
February, 2004 1 - 25

NOTES
1 - 26
February, 2004
LESSON 2: AIR DELIVERY SYSTEM

OBJECTIVES CONTENTS
z z z
Overview of the air delivery system. Explain the components of the air delivery system. Worksheets 2A, 2B, and 2C.
Describe the air delivery system. Explain the function and operation of the various components of the air delivery system. Perform air delivery system diagnostic procedures.
February, 2004
2-1

SYSTEM OPERATION - AIR DELIVERY SYSTEM
4 3
AIR-024
Air Delivery System Item 1 2

z
Description Front Brake Chambers Rear Brake Chambers
Item 3 4 Relay Valve
Description Foot Control Valve
The bake pedal and valve assembly controls the application of air pressure from the primary and secondary air reservoirs. The brake pedal and valve assembly will vary air pressure delivery in relation to the amount the brake pedal is pressed. Quick release valves are used for rapid exhaust of air pressure throughout the brake system.
The supply pressure to a component passes through the quick release valve and holds the exhaust port closed. When the supply pressure decreases, the quick release valve exhaust port opens and relieves pressure. The quick release valve relieves this pressure so that the air doesnt have to travel all the way back to its source. Air brake chambers are located at each wheel. The air brake chambers are diaphragm-type actuators that convert the air pressure into the mechanical force needed to apply the brakes.
z z
2-2
February, 2004

Foot Control Valve
AIR-025
Brake Pedal COMPONENT FUNCTION: The foot control valve controls the application of air pressure from the primary and secondary air reservoirs. The air pressure delivery will vary in relation to the amount the brake pedal is pressed. COMPONENT LOCATION:
z
Standard brake pedal position.
DESCRIPTION AND OPERATION: Normal Operation - Primary Circuit:

z z z z
As the brake pedal is pressed, the plunger applies a force on the spring seat. The graduating spring compresses and in turn causes the primary piston to move. The primary piston, which incorporates the exhaust valve seat, closes the primary exhaust valve. As the primary exhaust valve closes, the primary inlet valve is moved off its seat, and air from the primary service reservoir flows out the primary delivery port.
Normal Operation - Secondary Circuit:

z
Once the primary inlet valve has moved off of its seat, air enters the relay piston cavity, which moves the relay piston. The movement of the relay piston closes the secondary exhaust valve. As the secondary exhaust valve closes, the secondary inlet valve is moved off its seat allowing the secondary air to flow out the secondary delivery port.
z z
NOTE: The actions of the primary and secondary circuit valves occur at the same time.
February, 2004
2-3

Foot Control Valve (continued)
5 2
AIR-026
Brake Pedal Valve (cutaway) Item 1 2 3 4 Description Secondary Inlet and Exhaust Valve Primary Piston Rubber Spring Seat Rubber Spring Item 5 6 7 Relay Piston Suspended-type Foot Control Valve Description Primary Inlet and Exhaust Valve
If a situation arises where air pressure is lost in one of the brake pedal circuits, the foot control valve is designed to prevent complete brake failure. Loss of Air Pressure - Primary Circuit:
z
If air is lost in the primary circuit, while the brakes are being applied the secondary circuit will be activated. As the brake pedal is pressed and no air pressure is present in the primary circuit supply and delivery ports, the primary piston will mechanically push through and move the relay piston. The movement of the relay piston closes the secondary exhaust valve and opens the secondary inlet valve. This action allows air to flow out of the secondary delivery port.
During loss of air pressure the brake pedal travel will be greater than normal to achieve push through to the relay piston.
Loss of Air Pressure - Secondary Circuit:

z
If air is lost in the secondary circuit, while the brakes are being applied, the primary circuit will continue to function as normal.
2-4
February, 2004

Foot Control Valve (continued) If the driver is concerned about a change in the vehicle braking characteristics such as, brakes apply too slowly, or of a low pressure warning, you should check the primary and secondary brake circuits for proper operation or a possible leak.
z
To inspect the foot control valve for proper operation, check the delivery pressure. Perform the following procedure using test gauges in the primary and secondary delivery system: Apply the brake pedal, stop at various positions between the fully released and fully applied positions. As the brake pedal is applied, view the test gauges and check for the pressures to vary equally and proportionately with the movement of the pedal.
After a full application is released, the reading on the test gauges should promptly drop to zero.
NOTE: The primary circuit delivery pressure will be approximately 14 kPa (2 psi) greater than the secondary circuit delivery pressure with both supply reservoirs at the same pressure.
z
To perform a leakage test the following procedure should be performed: Apply the brake pedal as necessary to reach a pressure of 552 kPa (80 psi). Coat the exhaust port and body of the brake valve with a soap solution. Leakage should not exceed 25 mm (1 inch) bubbles in three seconds.
If the brake valve does not operate properly or has excessive leakage the brake valve should be repaired or replaced as necessary.
February, 2004
2-5

Relay Valve
1 2
AIR-027
Relay Valve Item 1 Description Identification Tag Item 2 Description Control Port (from foot control valve)
COMPONENT FUNCTION:
z
The relay valve controls the delivery of air pressure to the rear brake chambers in relation to the position of the brake pedal.
COMPONENT LOCATION:
z
The relay valve is mounted on the frame or rear cross member near the brake chambers.

z
The valve delivers or releases air to the chamber in response to the control air delivered to it from the foot control valve. Relay valves are rated in crack pressure. Crack pressure is a setting which determines how quickly the rear brakes are applied.
2-6
February, 2004

Relay Valve
7 2 3 5
Relay Valve (cutaway) Item 1 2 3 4 Control Port Inlet/Exhaust Valve Spring Delivery Port Description Item 5 6 7 Description Exhaust Cover Assembly Supply Port Piston
AIR-028
DESCRIPTION AND OPERATION: Applying

z
As the brakes are applied air pressure is delivered to the control port and enters the cavity above the piston, which forces the piston down. The exhaust seat moves down and seals off the exhaust passage. At the same time, the inlet valve moves off its seat, which allows supply air to flow from the primary reservoir, through the open inlet valve and into the brake chambers.
z z
Balanced
z
When the brake pedal is in the balanced position air pressure beneath the piston equals air pressure above the piston. The inlet closes, the exhaust valve remains closed as line pressure balances delivery pressure. As delivered air pressure is changed the valve reacts instantly to the change, holding the brake application to that level.
z z
Releasing
z
When air pressure is released from the control port, the exhaust seat is moved away from the exhaust valve, opening the exhaust passage. The air pressure in the chambers is then exhausted through the exhaust port, releasing the brakes.
February, 2004
2-7

Relay Valve (continued)
AIR-029
Relay Valve (cutaway view) Balanced braking is critical to a properly operating air brake system. Because of the importance of balanced braking it is a necessity that the relay valve is delivering air at the correct time to the rear brake chambers.
z
When you suspect the relay valve is not operating properly, perform the following procedure: Chock the wheels and fully charge the air brake system. As the brakes are applied, check for prompt application and release at each of the appropriate wheels.
When a leak test needs to be done there are multiple steps that should be performed: With the brakes released, coat the relay valve exhaust port with soap solution and check for inlet valve and valve guide O-ring leakage. Leakage should not exceed 25 mm (1 inch) bubbles in five seconds. With the brakes applied, coat the relay valve exhaust port with soap solution and check for leakage. Leakage should not exceed 25 mm (1 inch) bubbles in three seconds. Apply the brake. Coat the outside of the relay valve body in the area where the cover joins the body to check for cover O-ring leakage. There should not be any leakage.
If the relay valve does not operate as described or a leakage concern exists, you may need to replace the rear valve. However, the following corrections may fix the fault: Install a new inlet/exhaust valve. Install a new relay piston o-ring. Replace the exhaust valve seat.
NOTE: Whenever performing diagnostic or repair procedures ALWAYS follow the appropriate service publication procedures.
2-8
February, 2004

Quick Release Valve
AIR-030
Quick Release Valve COMPONENT FUNCTION:

z
Quick release valves are used for rapid exhaust of air pressure from the front brake chambers (they may be used on the rear brakes as well) so that the service brakes release quickly and the air doesnt have to travel back to its source. In the parking brake system, when the parking brakes are applied, rapid exhaust of air occurs through the quick release valve.
COMPONENT LOCATION:
z
A quick release valve is mounted between the two front brake chambers and the two rear brake chambers on some vehicles.

z
Quick release valves operate as follows: When air pressure passes through the quick release valve the quick release valves exhaust port is held closed. When air pressure decreases, the quick release valve exhaust port opens and releases the air pressure in the service or spring brake chambers.
SERVICE:
z
To check the quick release valve for proper operation, apply and release the brakes, if the valve is functioning properly then air pressure will be quickly exhausted through the exhaust port of the valve. If there is a problem with the operation ensure that the exhaust port is not restricted.
If you suspect the quick release valve of leaking, you should perform the following check: Apply the brake. Coat the exhaust port with a soap solution. Leakage should not exceed 25 mm (1 inch) bubbles in three seconds. Coat the body and cover with a soap solution. No leakage should occur.
February, 2004 2-9

Air Brake Chambers
AIR-031
Air Brake Chamber COMPONENT FUNCTION:

z
The purpose of the brake chambers is to convert air pressure to mechanical movement in order to turn the slack adjusters.
COMPONENT LOCATION:
z
Air brake chambers are located at each wheel.

z
Different size brake chambers are identified by numbers which specify the effective area of the diaphragm. A type 30 brake chamber has 30 square inches effective area.
Brake chambers operate as follows: Air pressure enters the brake chamber and applies pressure against the diaphragm, moving the push plate and rod assembly forward. The forward motion of the push rod rotates the slack adjuster, camshaft and cam, thus applying the vehicles brakes. The greater the air pressure that enters the brake chamber, the greater the force that is applied to the brakes. When the air pressure is released, the push rod return spring and the brake shoe return spring returns the components to the released position, thus releasing the brakes.
2 - 10
February, 2004

Air Brake Chambers (continued)
3
AIR-032
Brake Chamber (cutaway) Item 1 2 Diaphragm Pressure Plate Description Item 3 4 Inlet Port Return Spring Description
SERVICE:
z
To check the air brake chamber for proper operation: Apply the brakes and look for the push rods to move out without binding. Release the brakes and watch for binding again. If binding occurs, look for proper lubrication of the camshaft and excessively worn parts. Check push rod travel. It should be as short as possible without causing the brakes to drag.
To test the brake chamber for leaks, perform the following checks: Apply and hold the brake. Coat the clamping ring and push rod hole with a soap solution. No leakage is permitted. If any leakage is detected near the clamping ring tighten the clamp. If leakage is still detected replace the diaphragm.
Another possible leak source is the spring brake chamber pushrod seal: With air pressure in the spring brake chamber and the service brakes released air could leak from the spring brake chamber into the service brake chamber. This will not cause an external leak at the spring brake chamber, but generally shows up as a leak from the relay valve exhaust. To verify this concern, disconnect the air brake lines from the relay valve to the service brake chambers, listen for air coming out of one of the brake lines. If air is coming out of the brake line, replace the spring brake chamber.
February, 2004
2 - 11

NOTES
2 - 12
February, 2004
LESSON 3: SERVICE BRAKE SYSTEM

OBJECTIVES CONTENTS
Upon successful completion of this lesson, technicians will be able to: Identify the service brakes subsystem. Identify the function and operation of components used on a cam foundation type system. Describe the purpose and function of slack adjusters. Perform diagnosis and repair procedures for the cam brake system. Explain the diagnosis and repair procedures for the service brake system.
z z z z z z
Service Brake system components. Demonstration 1. Demonstration 2. Demonstration 3. Demonstration 4. Demonstration 5.
3-1
Air Brake Systems Operation and Diagnosis February, 2004 3-1

Cam Brakes
AIR-033
Cam Brake COMPONENT FUNCTION:

z
The cam brake system is an air operated two shoe brake system that is actuated to perform the braking at the wheels.
COMPONENT LOCATION:
z
Cam brakes are located at the end of each axle.

z z
As the brake pedal is applied the air pressure enters the brake chamber. The brake chambers diaphragm pushes against the brake chamber push rod proportional to the force applied to the brake pedal. The push rod then pushes on the slack adjuster arm which causes the cam to rotate. The cam rotation forces the rollers of the brake shoes against the brake drum. When the brake pedal is released the brake return spring pulls the shoes away from the drum, and a return spring in the chamber returns the slack adjuster to the released position.
z z z
3-2
February, 2004

Cam Brakes (continued)
7 1
3 5
AIR-034
Cam Brake Item 1 2 3 4 Return Spring Camshaft Rollers Brake Spider Description Item 5 6 7 Description Retaining Spring Anchor Pins Brake Shoe
February, 2004
3-3

Automatic Slack Adjusters
3 4
AIR-035
Automatic Slack Adjuster Components Item 1 2 Link Slack Adjuster Description Item 3 4 Grease Fitting Hex Extension Description
COMPONENT FUNCTION:
z
The purpose of automatic slack adjusters is to change the forward motion created in the brake chamber into a rotational torque that applies the service brakes, and to AUTOMATICALLY adjust to compensate for brake shoe wear.
COMPONENT LOCATION:
z
The arm of the slack adjuster is fastened to the push rod of the brake chamber with a yoke, and the slack adjuster spline is installed on the brake cam shaft. Some automatic slack adjusters come in right and left hand configurations, as well as offset to fit clearance requirements.
DESCRIPTION AND OPERATION: Automatic Slack Adjuster

z z
Automatic slack adjusters have an external manual adjustment in case a manual adjustment is needed. The key to a properly operating automatic slack adjuster is the ability to adjust during the early part of each brake application. Adjustment stops as brake torque builds up. This prevents over-adjustment due to lining compensation or drum distortion. Adjustment does not occur in specific increments, but makes very small adjustments as lining wear occurs.
3-4
February, 2004

Automatic Slack Adjusters (continued)
AIR-036
Automatic Slack Adjuster (On-Vehicle) Item 1 Description Brake Chamber Item 2 Description Automatic Slack Adjuster

z
Automatic slack adjusters may be equipped with either of two yoke designs, both permit installation or removal of the slack adjuster without disturbing the yoke body or its attached linkage. The easy-on yoke assembly consists of an adapter that is threaded internally to match the push rod threads and externally to match female threads in the yoke body. The quick-connect yoke is designed for ease of installation in particularly close-coupled (short push rod) installations. The adapter is threaded internally to match the push rod, but is designed to slide into the yoke body and a corresponding groove in the adapter it is secured with a special flat washer and lock nut.
Applied
z z z z z
When the brakes are applied, the brake chamber push rod moves the yoke forward. As the push rod moves, the entire automatic slack adjuster rotates. As the slack adjuster rotates, the yoke pivots on the yoke pin. The adjusting linkage is pulled upward causing the adjusting crank to rotate clockwise. The adjusting mechanism is designed to have some freeplay, which ensures a set lining to drum clearance.
Released
z
When the brakes are released, the push rod retracts into the brake chamber, returning the slack adjuster to the released position. As the slack adjuster rotates back towards the brake chamber, the yoke assembly pivots clockwise. The adjusting linkage moves, rotating the adjusting crank in the opposite direction it moved during application. The initial rotation of the entire slack adjuster and the adjusting crank takes up the free play between the drive sleeve and wormshaft.
z z
February, 2004
3-5

Automatic Slack Adjusters (continued) SERVICE: WARNING: BEFORE ATTEMPTING TO WORK ON THE AIR BRAKE SYSTEM, CERTAIN PRECAUTIONS MUST BE OBSERVED. SINCE THE COMPRESSION AND STORAGE OF AIR CAN BE COMPARED TO THE ENERGY IN A COILED SPRING, WHEN RELEASED, IT CAN PRESENT A HAZARD IF NOT CORRECTLY RECOGNIZED. THE WHEELS OF THE VEHICLE MUST ALWAYS BE CHOCKED SO THAT DEPLETION OF AIR WILL NOT PERMIT THE VEHICLE TO ROLL. To test automatic slack adjusters for proper operation: 1. Turn the hex extension one-half turn counterclockwise. A loud clicking sound will be heard when turning the hex extension counterclockwise.
2. While an assistant makes several service brake applications, check that the hex extension rotates clockwise. If the slack adjuster arm is rotated by the brake air chamber and there is no hex extension rotation, install a new slack adjuster. Place a box wrench on the hex extension to make rotation easier to verify.
3. Continue to apply the brakes until the brake air chamber is brought within the DOT adjusted air chamber stroke limits. To obtain the adjusted air chamber stroke, measure the distance the clevis pin moves from the at-rest position to the brakes-applied position.
4. Measure the counterclockwise torque of the hex extension. If the counterclockwise torque is less than 20 Nm (15 lb/ft), a new slack adjuster must be installed. To manually adjust the brakes: 1. The wheel to be adjusted should turn freely. 2. Turn the manual adjustment hex clockwise until the brakes begin to drag. 3. Back off the adjustment, counterclockwise, until the wheel turns freely (approximately one-half to three quarters of a turn). 4. Check applied stroke. MAINTENANCE:
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Automatic slack adjusters are factory lubricated and sealed to protect against dirt, water, salt and other corrosive elements. However, periodic maintenance is still required. Every six months or 50,000 miles lubrication needs to be performed. A grease fitting is provided, use a conventional grease gun and approved grease to fill the inside of the slack until grease flows from the grease relief fitting. Test the slack adjusters operation after lubrication.
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3-6
February, 2004

Free Stroke Measurement
AIR-037
Free Stroke Measurement When inspecting the slack adjusters or brake chambers you should also check air chamber (pushrod) free stroke:
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Free stroke is the amount of slack adjuster movement required to bring the brake shoes and linings into contact with the brake drum.
To check air chamber free stroke, perform the following steps: 1. With the brakes released, measure and record the distance from the air chamber face to the center of the large clevis pin. 2. Using a lever, extend and hold the air chamber push rod at the point that the brake shoe and lining is felt to come into contact with the brake drum. 3. Make the same measurement you performed in step 1 again. 4. Subtract the step 1 measurement from the step 3 measurement to obtain the free stroke measurement. The free stroke must be 3/8 to 5/8 of an inch.
February, 2004
3-7

Applied Stroke Measurement 550-620 kPa (80-90 psi) Pressure in Air Chamber Clamp-Type Air Chamber Chamber Type (Size) 9 12 16 20 24 Front Axle 24 Rear Axle 24 Long Stroke 30 36 less than 41.3 3.2 mm (1.625 0.125 inches) less than 41.3 3.2 mm (1.625 0.125 inches) less than 41.3 3.2 mm (1.625 0.125 inches) less than 41.3 3.2 mm (1.625 0.125 inches) Adjust the stroke as short as possible without the brakes dragging. The vehicle may be put out of service if the stroke is not: less than 38.1 3.2 mm (1.5 0.125 inches) less than 38.1 3.2 mm (1.5 0.125 inches) less than 38.1 3.2 mm (1.5 0.125 inches) less than 38.1 3.2 mm (1.5 0.125 inches) 38.1 3.2 mm (1.5 0.125 inches)
DOT Adjusted Air Chamber Stroke Limits When inspecting the slack adjusters check the air chamber applied stroke:
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Applied stroke is the amount of slack adjuster movement which occurs during a full brake application.
To check air chamber applied stroke, perform the following steps: 1. With the brakes released, measure and record the distance from the air chamber face to the center of the large clevis pin. 2. Make a full brake application (85 psi). 3. Make the same measurement you performed in step 1 again. 4. Subtract the step 1 measurement from the step 3 measurement to obtain the applied stroke measurement. The applied stroke must be within the specifications for the brake chamber size.
3-8
February, 2004

Brake Inspections
AIR-038
Drum Brake Measurement SERVICE: Measurements Prior to a brake relining you must perform a thorough inspection of the cam brakes. You must perform the appropriate measurements to check if the brake components are within specifications. A thorough inspection of the system and taking the appropriate measurements are essential to making sure that all of the components will function as they were intended. When performing inspections and taking measurements the following components should be checked:
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Check brake drum diameter using a brake drum micrometer. This is important because the diameter of the brake drum determines how much heat can be dissipated during braking. If any drum is larger than the other on an axle set, it can cause mild to severe braking problems.
Inspect the brake shoes and take measurements using a brake shoe stretch gauge. Brake shoes can become stretched, twisted, and worn out from excessive heat, so it is important to check the brake shoes for wear or damage. Before replacing the brake shoes, ensure you are replacing the shoes with friction material of proper length and dimensions. The size of the anchor-end pinhole is also critical for proper alignment. If these factors are good, then the life of the shoes will be increased.
The brake spyder assembly keeps the brake components in alignment with the brake drum. Therefore, a brake spyder gauge should be used to check the assembly for bends or distortions, as this will affect braking ability and performance.
February, 2004
3-9

Brake Service
AIR-039
Truck on Jack Stands SERVICE: Brake Relining Setup If during brake diagnosis you determine that the brakes must be relined, follow the appropriate service publication procedures. A general procedure is as follows: 1. Place the vehicle on floor stands. WARNING: A JACK MUST NEVER BE USED TO SUPPORT THE VEHICLE WHILE UNDERCHASSIS SERVICE IS BEING PERFORMED. ALWAYS SUPPORT THE VEHICLE WITH FLOOR STANDS. FAILURE TO FOLLOW THESE INSTRUCTIONS MAY RESULT IN SERIOUS PERSONAL INJURY. 2. Remove the vehicles tire and wheel assemblies. If servicing a brake assembly with a spring (PARKING) brake, the spring brake must be CAGED.
3 - 10
February, 2004

Caging Procedure
AIR-040
Caging Process SERVICE: Brake Caging Procedure If during brake service you must cage the spring brake follow the appropriate service publication procedures. A general procedure is as follows: 1. Chock the wheels. 2. Pull the rubber plug from the hole on the spring brake end cap. 3. Remove the release bolt, nut and washer from the side of the brake air chamber. 4. Insert the release bolt into the spring brake chamber and into the internal T-slot. Turn the release bolt 90 degrees, until it locks and cannot be pulled out. Caution: To avoid damage to the spring brake chamber, do not use air-driven tools to tighten the release bolt nut. Do not exceed the torque specifications. Charging the brake system with normal air pressure will ease the tightening process.
5. Install the washer and nut on the release bolt and tighten to the appropriate specification. NOTE: Always follow workshop manual procedures.
February, 2004
3 - 11

Brake Relining
AIR-041
Brake Relining Procedure SERVICE: Brake Relining 1. Remove brake drum assembly as determined by the type of drum mounting. It may be necessary to back off the brake adjustment to obtain enough clearance for drum removal. Inboard mounted drums will be secured to the hub assembly on the brake group side of hub. With this type drum mounting, the wheel hub and drum are removed as one assembly. Outboard mounted drums will be secured between the wheel and hub. When outboard mounted drum brake groups are serviced, the wheels are removed, then the drum can be removed without disturbing the hub assembly. This will eliminate servicing the wheel bearings.
NOTE: Before pulling the wheel hubs, check each for endplay. This will indicate any problems with seals and bearing cup wear concerns. 2. Use a pry bar to lift each shoe (one at a time) away from the cam and lift out the rollers and retainers. 3. With the rollers removed, the shoe return spring will be loose and can be slipped off the links between the shoe webs. 4. Push the lower shoe so that it hangs down. 5. Lift the upper shoe and peel the upper and lower shoe off the anchor pins.
3 - 12
February, 2004

Cam Brake Component Inspections SERVICE: Component Inspection Tips During the disassembly of the brakes check the following:
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Inspect all shoes for even wear. If the shoes are not worn evenly, there will be failed or misadjusted components that will need to be corrected prior to replacing the brake shoes.
Inspect the lining surface for heat checking. If heat checking is present it may indicate any of the following: One wheel is doing more work than it is designed to, thus causing excessive heat. Improper friction material is used in the lining effort Overloading, excessive heat or improper friction selection.
Check the wear across each shoe. An uneven pattern or excessive grooves can indicate the drums need replacing. An uneven pattern can also indicate a bent spider or bell mouthed drum.
Inspect lining surface for oil or grease. Grease and oil on the friction material will cause the lining to glaze and prevent it from doing its share of the braking. WARNING: NEVER REUSE OR ATTEMPT TO CLEAN A GREASE OR OIL SOAKED BRAKE LINING OR SHOE.
Inspect drum surface for even wear. Heat checks, cracks and blue spots are indications of excessive heat. Never reuse a drum if diameter wear is not within specifications, or if heat checks are aligned across the braking surface or if hard spots exist.
Check S-cam for wear at the bushings, head and spline areas. The wheel with a worn S-cam or worn S-cam bushings is more than likely not doing its share of the braking.
Inspect the wear difference between the brake shoes both front to rear and side to side. If the wear is not equal, this may indicate an air-timing imbalance or different rated friction materials.
NOTE: Check for inconsistent use of elbows in air lines. One 90 degree elbow is equal to 7 inches of extra line.
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Inspect all brake air lines leading to chambers. Replace air lines if you find they are cracked or damaged either externally or internally, especially if they are contaminated with dirt, oil or water.
February, 2004
3 - 13

Cam Brake Reassembly
AIR-042
Brake Reassembly SERVICE:

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As you reassemble the brake assemblies you may need to replace the shoe attaching hardware, such as anchor pin bushings, oil seals and cam bushings. All parts being reused should be thoroughly cleaned with cleaner solvent and inspected for signs of wear. Replace S-cams, bearings and cups as necessary. Be sure to replace both sides of an axle, as braking components are usually replaced in pairs. Always follow the appropriate service publication.
Lubricate anchor pins, brake rollers and the bushing areas. Never lubricate the face of the roller. Only lubricate the bearing surface of the roller that contacts the brake shoe web, do not over-lubricate.
After relining the brakes, manually adjust them. Check the slack adjusters and chambers for proper and equal stroke.
ALWAYS road test the vehicle prior to release.
3 - 14
February, 2004
LESSON 4: PARKING BRAKE SYSTEM

OBJECTIVES CONTENTS
Upon successful completion of this lesson, technicians will be able to: Explain the operation of the parking brake system. Identify the purpose and function of components used on the parking brake system. Perform diagnosis and service of the parking brake system.
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Parking brake components and operation. Workstation 3A. Workstation 3B. Workstation 3C. Workstation 3D.
February, 2003
4-1

SYSTEM OPERATION - PARKING/EMERGENCY BRAKE SYSTEM
3 1 2
AIR-043
Parking/Emergency Brake Operation Item 1 2 Description Parking brake control valve Brake Inversion Valve Item 3 4 Description Spring Brake Chamber Quick release valve
The parking/emergency brake system is used to mechanically apply the brakes when air pressure is not available.
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The parking brakes are typically applied by manually pulling out the control valve.
When the control valve is pulled out air is released from the spring chambers through the quick release valve and through the exhaust port of the inverting relay valve. When the control valve is pushed in air is supplied to the inverting relay, which then supplies regulated pressure (approximately 655-722 kPa (90-105 psi)) to the spring brake chamber releasing the parking brake.
Loss of air pressure at the spring brake chamber will result in automatic application of the brakes.
The air pressure in the spring brake chamber prevents the mechanical actuation of the parking brakes. If the air supply pressure to the valve is reduced to a pressure of 240-311kPa (35-45 psi) the return spring will overcome the air pressure at the inlet and exhaust valve, applying the parking brakes.
4-2
February, 2003

Parking Brake Control Valve
AIR-044
Parking Brake Control Valve COMPONENT FUNCTION:

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The parking brake control valve actuates the parking brakes. The valve is pressure sensitive and will automatically move to the parking brake applied position if both the primary and secondary reservoirs go below a preset pressure (around 240-311 kPa or 35-45 psi).
COMPONENT LOCATION:
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It is a push-pull knob that is located on the instrument panel.

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Air pressure is constantly available at the supply port through both the primary and secondary air reservoirs. When the control valve is pushed in, air is supplied to the spring chambers releasing the parking brakes. The air pressure acts on the surface area of the inlet valve to keep the valve in. A minimum of 414 kPa (60 psi) is required to hold the valve in the released position.
If the air supply pressure to the valve is reduced to a preset pressure (around 240-311 kPa or 35-45 psi). the return spring will overcome the force created by the air pressure on the inlet and exhaust valve, and the valve will pop-out, applying the parking brakes by releasing the air from the chambers out through the quick release valve. When the control valve is pulled out, air from the brake chambers is exhausted through the quick release valve, thus applying the parking brakes.
February, 2003
4-3

Parking Brake Control Valve (continued)
5 4
3
Parking Brake Control Valve (cutaway) Item 1 2 3 SERVICE: Spring Delivery Ports Exhaust Port Description Item 4 5 Supply Port Description Intake and Exhaust Valve
AIR-045
Since the parking brake control valve controls the operation of the parking brake system, the inspection process should begin here.
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To test for proper operation, you must be sure there are no leaks in the control valve. Connect a 827 kPa (120 psi) air source to the supply port. Place a test gauge in line with the supply line, and provides a way to control the supply pressure. A small valve with a gauge should be connected to the delivery port With 827 kPa (120 psi) supply pressure and the parking brake control applied, check for leakage at the exhaust port and at the plunger stem. Bubbles should not exceed 1-inch in five seconds. There should be no leakage between the upper and lower body. When the parking brake control is released, leakage at the exhaust port and at the plunger should not exceed a 1-inch bubble in three seconds. After these checks have been performed, reduce the supply pressure. When the pressure falls between 240 - 311 kPa (35 to 45 psi), the parking brake control should apply automatically.
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4-4
February, 2003

Inverting Relay Valve
AIR-046
Inverting Relay Valve COMPONENT FUNCTION:

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The inverting relay valve performs four functions: Limits air pressure (hold-off pressure) from reaching the spring brake actuators (internal to the spring brake chamber) to 655-722 kPa (95-105 psi). Provides for quick release of air pressure from the spring cavity of the spring brake actuator. This allows a fast application of the spring brake chambers. Modulates spring brake actuator application (so that braking is proportional), should a failure occur in the primary air brake system. Prevents compounding of service and spring forces.
COMPONENT LOCATION:
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The inverting relay valve is located on the frame rail near the rear axle.

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The inverting relay valve may also be referred to as the brake inversion valve, relay inversion valve, or spring brake modulator valve.
February, 2003
4-5

Inverting Relay Valve (continued)
3 4 5
7 6
Charging Spring Brake Chamber Item 1 2 3 4 Exhaust Port Balance Port Double Check Valve Single Check Valve Description Item 5 6 7 8
5
AIR-047
Description Supply port Inlet/Exhaust Valve Balance Piston Control Port
DESCRIPTION AND OPERATION: Charging Spring Brake Actuators

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To release the parking brake, the brake chamber (spring side) must be filled (charged) with air pressure. The inverting relay valve provides the air pressure to the brake chamber. When the parking brake is released, the inverting relay valve supplies the air pressure needed to release the spring pressure in the brake chamber. Once the parking brake is released, the balance piston moves preventing further air pressure from reaching the spring brake chamber.
4-6
February, 2003

2 3
AIR-048
Normal Service Brake Application Item 1 2 Primary Park Description Item 3 4 Secondary O-Ring Diaphragm Description
DESCRIPTION AND OPERATION: Normal Service Application

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When the parking brakes are released and a normal service brake application is made, air pressure from the primary circuit is delivered to the lower side of the control piston through the balance port. Air pressure from the secondary circuit is delivered to the top of the control piston through the control port. Because air pressure from the primary and secondary circuits are not equal, there will be a slight movement of the control piston but the valve does not operate.
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February, 2003
4-7

AIR-049
Brake Application with Loss of Secondary Brake System DESCRIPTION AND OPERATION: Loss of Air in Secondary Circuit
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If a failure occurs in the secondary air system, and a brake application is necessary, reduced or no air pressure would be delivered to the top of the control piston. However, the balance piston will not move, but rear braking is unaffectd because the primary circuit supplies the rear brakes. The spring brake actuators will not be actuated.
4-8
February, 2003

AIR-050
Brake Application with Loss of Primary Brake Systems Item 1 Exhaust Description Item Description
DESCRIPTION AND OPERATION: Loss of Air in the Primary Circuit

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If a failure occurs in the primary air system, causing a loss of air pressure, and a brake application is made, then reduced air pressure would be delivered to the lower area of the control piston. Air pressure from the secondary circuit on top of the control piston would force the piston down. The piston would open the exhaust valve and allow air pressure in the spring brake chamber to release. This allows the spring brake actuator to apply the brakes. The pressure differential between the primary and secondary circuits regulates the amount of air pressure released from the spring cavity of the spring brake actuator. This results in a rear brake application that is proportional to that of the front brakes.
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February, 2003
4-9

1
AIR-051
Parking Item 1 Description Park Control Valve Item 2 Description
DESCRIPTION AND OPERATION: Parking

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When the knob of the parking brake control valve is pulled out (park position), the inverting relay valves supply air pressure and the air pressure in the spring brake chamber is exhausted. The air on top of the balance piston is exhausted through the supply port to the atmosphere. When air pressure drops sufficiently, the balance piston opens the inlet valve, thus opening the larger passage in the inverting relay valve. This will ensure rapid exhaust of the balance of air pressure in the spring brake chamber.
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SERVICE: Hold Off Pressure Check

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Proper operation of the inverting relay valve is critical to the operation of the air brake system. To test the inverting relay valve for proper operation, chock the wheels and charge the air brake system to governor cutout pressure. Then perform the following steps:
1. Begin by checking that the spring brakes apply quickly when the parking brake control valve is placed in the park position. 2. Next, remove one line or plug from the delivery port of the valve and install a test gauge. 3. When the parking brake knob is pushed in, check to ensure that the spring brakes release fully. 4. Check the pressure gauge when the parking brake control valve is in the release position. The spring brake hold-off pressure setting should be approximately 655-724 kPa (95-105 psi). If the pressure reading is not within the proper specifications, the inverting relay valve should be replaced.
4 - 10
February, 2003

Inverting Relay Valve (continued) One Way Check Valve Test
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Another check that should be performed when inspecting an inverting relay valve is of the single check valve (which is within the inverting relay valve). To carry-out this test, perform the following procedure (still using the pressure gauge):
1. Place the parking brake control valve in the park position. The gauge reading should drop to zero promptly. If the pressure drop has a lag time of more than 1 second, it means the single check valve (within the inverting relay valve) is operating correctly.
Anti-Compounding Test
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For further testing, check for proper operation of the inverting relay valve with the parking control valve in the park position and the released position. In the park position:
1. With a test gauge installed on the spring brake chamber apply the brake pedal several times, check that the pressure reading increases each time the brakes are applied. If there is no pressure, or the pressure does not increase the inverting relay valve is not functioning correctly.
Loss of Primary Air Pressure Test

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In the released position:
1. Drain the primary reservoir completely. 2. Apply the service brake pedal several times, check that the pressure reading decreases each time the brakes are applied. After the foot control valve has been applied several times, pressure on the gauge should drop to the point where release of the spring brakes will no longer occur.
Leak Check
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Another potential concern when inspecting inverting relay valve is leakage. To check the inverting relay valve for leakage perform a soap test using the following steps:
1. Place the parking brake control valve in the release position. Use a soap solution to coat the modulator valve exhaust and vent hole near the adjusting screw. A small amount of bubble leakage is acceptable.
February, 2003
4 - 11

Spring Brake Chambers
3 4
AIR-052
Brake Chamber Operation Item 1 2 3 4 Description Service Brake Chamber Parking Brake Chamber Normal Driving Air Pressure Item 5 6 7 Description Parking/Emergency Brakes Normal Service Brake Manual Release
COMPONENT FUNCTION:
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Spring brake chambers are used to mechanically apply the brakes, for parking or an emergency.
COMPONENT LOCATION:
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Spring brake chambers are part of the brake air chambers, which are located at the end of each rear wheel.

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The spring brake chambers contain a powerful spring that applies the brakes when air pressure is released from the air brake chambers. The parking brake control valve controls air pressure to compress the spring in the chamber.
Normal Driving
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During normal driving air pressure within the system holds spring brakes released, but always ready for parking or emergency operation
4 - 12
February, 2003

Spring Brake Chambers (continued) Parking Brakes
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Application of the parking control valve exhausts air from the spring brake chamber, permitting the spring force to apply positive parking.
Emergency Brakes
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The spring brake is installed to operate either automatically upon a major loss of air pressure or by foot valve modulated application when there is a loss of pressure in the primary air system.
Normal Service Brake

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Spring brake does not apply with normal service brake application as air pressure keeps the spring caged.
Manual Release
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The built in manual-release allows easy to release to reline brakes or move the vehicle in the absence of air pressure.
SERVICE:
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To check for proper operation of the spring brake chambers, ensure that the parking brakes apply and release promptly. When diagnosing a parking brake concern, if you suspect a leak in the spring brake chamber refer to the air chamber testing procedure covered earlier in this course.
February, 2003
4 - 13

NOTES
4 - 14
February, 2003
LESSON 5: AIR BRAKE SYSTEM DIAGNOSIS

OBJECTIVES CONTENTS
Diagnosis of the air brake system.
Diagnose the air brake system.
February, 2004
5-1

INTRODUCTION TO AIR BRAKE SYSTEM DIAGNOSIS
We all know "any job worth doing is worth doing right." Of the many systems on an automobile, no system requires adherence to this philosophy more than the brake system. A complete brake failure is every driver's worst nightmare. While complete brake failures are relatively rare on modern vehicles, they do happen. If a complete brake failure occurs on a vehicle, "customer concern" will not nearly describe the feelings of the customer when (and if) they arrive at the service department. This is why it is so important that brake service be performed correctly the first time, every time. Once a technician diagnoses the cause of a brake concern, determining what service is required, and performing that service is the final step in solving the brake problem. This lesson will cover general service principles and procedures that are common to many air brake systems. However, due to the number of vehicles marketed by Ford Motor Company, all service variations cannot be covered in this book. Therefore, whenever performing brake service, always use the appropriate service publication for the vehicle you are working on.
5-2
February, 2004

SERVICE PRECAUTIONS
WARNING: BEFORE ATTEMPTING TO WORK ON THE AIR BRAKE SYSTEM, CERTAIN PRECAUTIONS MUST BE OBSERVED. SINCE THE COMPRESSION AND STORAGE OF AIR CAN BE COMPARED TO THE ENERGY IN A COILED SPRING, WHEN RELEASED, IT CAN PRESENT A HAZARD IF NOT CORRECTLY RECOGNIZED. THE WHEELS OF THE VEHICLE MUST ALWAYS BE CHOCKED SO THAT DEPLETION OF AIR WILL NOT PERMIT THE VEHICLE TO ROLL. When performing brake service certain general precautions must be followed to help insure quality service. The first rule is to know and adhere to all safety procedures as outlined in the vehicles workshop manual. Below is a list of other general precautions to follow during air brake service, these include:
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Hoses will whip dangerously if disconnected under pressure. Follow the manufacturers recommended procedures when working on any air devices so as to avoid injury or damage from parts which, when released, are subject to mechanical (spring) or pneumatic propulsion. As system pressure is drained and the emergency brakes apply, hands must be away from the air chamber push rods and spring actuators which apply automatically with the loss of pressure. This also applies when checking the service brake system. Reservoirs which are closest to the sources of compressed air (compressors or auxiliary sources) must contain a safety valve in known working order and sufficient capacity to limit the reservoir pressure to a safe maximum level. Install new air reservoirs only. Used air reservoirs must not be used as replacements. The safety valve must not be installed with a higher than specified value by the reservoir manufacturer, vehicle manufacturer, or code to which the reservoir had been manufactured. Various actuators contain powerful internal springs that require special handling procedures. Note and be guided by the warning tags on such units.
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February, 2004
5-3

SYMPTOM-TO-SYSTEM-TO-COMPONENT-TO-CAUSE (SSCC) DIAGNOSTIC STRATEGY
After studying the methods of many successful technicians, Ford has developed a diagnostic strategy that will help you to quickly and efficiently locate and correct most vehicle concerns. This method is the Symptom-toSystem-to-Component-to-Cause (SSCC) diagnostic strategy. As you have seen ABS systems are unique in many ways. The differences in these systems mean that the diagnosis and service procedures are also unique. This makes following a diagnostic strategy even more critical. Ford recommends the SSCC diagnostic strategy. To follow this strategy, all you have to do is follow the words in the title.
SYMPTOM = VERIFIED VEHICLE CONCERN

1. First, determine the Symptom of the customer concern.
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Ensure that you understand exactly what the customer is concerned about. Try and determine if the concern is a malfunction or if it is a normal tendency of a braking system. This is important because some customers may not be familiar with the operating characteristics of ABS systems.
SYSTEM = IDENTIFY VEHICLE SYSTEM RESPONSIBLE FOR SYMPTOM

2. Next, determine which System on the vehicle could be causing the symptom.
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There is no sense in checking the air pressure of the tires if the vehicle has no power. On ABS equipped vehicles, this step requires that you determine if the symptom is being caused by the base brake system or by the ABS.
5-4
February, 2004

SYMPTOM-TO-SYSTEM-TO-COMPONENT-TO-CAUSE (SSCC) DIAGNOSTIC STRATEGY (CONTINUED)
COMPONENT = DETERMINE EXACTLY WHICH COMPONENT OF

THE SYSTEM NEEDS ADJUSTMENT OR HAS FAILED
3. Once you identify the particular system responsible for the symptom, you then need to determine which Component(s) within that system could be the cause for the customer concern.
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Diagnostic tests are usually isolation tests. The idea behind them is to check the operation of a specific component, without other components in the system affecting the component being tested. On modern brake systems, this requires product knowledge, skill, and your ability to know how to use and interpret special tools.
CAUSE = IDENTIFY AND CORRECT THE CAUSE OF THE FAILURE

TO PREVENT A REPEAT OF THE FAILURE
4. Once the failed component is identified, you should always try and determine the Cause of the failure.
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For example, the component causing a system not to get power may be a blown fuse, but if you dont repair the short that caused the fuse to fail, then the new fuse will fail as well.
Customer Concern The first step in the diagnosis of a brake concern is to make sure that the customer concern (symptom) is clearly defined. This means that you may need to reproduce the concern by operating the vehicle under circumstances in which the customer states that the concern occurs. Once the concern is defined and verified, you can use the Symptom and Diagnostic Trouble Code Charts, located in the workshop manual, to determine the cause of the concern. Removal and Installation Once the cause of the customer concern is determined, you may have to replace a component. The proper procedure for component replacement can be found in the Removal and Installation Section. Other Component and Subsystem Tests The workshop manual may also contain Quick Test Charts, Parameter Identification (PID) Charts, and an Active Command Index that can help you properly diagnose a vehicle.
February, 2004
5-5

AIR BRAKE SYSTEM TROUBLESHOOTING
AIR-053
Air Brake Board Troubleshooting the air brake system can be quick and easy if the problems are understood and the diagnostic procedures are followed. The better your understanding of an air brake system, the easier the diagnostic process will be. When the air brake system is not operating properly, performing system tests is a logical step. Perform the steps of the five tests on the following pages and diagnosis will be simplified.
5-6
February, 2004

System Test 1 Governor Cutout / Low Pressure Warning / Pressure Buildup Always perform this test with the vehicle parked and the wheels chocked.
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The first step is to drain all of the reservoirs completely (0 psi). Secondly, start the engine and run the vehicle at a fast idle. The low pressure warning should be on and the ABS light should come on momentarily when ignition light is on.
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Next, check that the low pressure warning light turns off at or above 60 psi. The fourth step is to monitor build up time. Air pressure should build up from 85 - 100 psi within 40 seconds.
Step five is to check that the governor cuts-out at the correct pressure. Always check the manufacturers specifications. A rule of thumb is usually between 100 - 130 psi.
The final step is to check governor cut-in. Reduce service air pressure to governor cut-in. The difference between cut-in and cutout pressure must not exceed 25 psi.
Common Corrections
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If the low pressure warning light or buzzer doesnt come on: Check the wiring. Check the bulb. Repair or replace the buzzer, bulb or low pressure warning switch(es).
If governor cutout is higher or lower than specified by the workshop manual: Insure that the compressor unloader mechanism is functioning properly, if it is repair or replace the governor as necessary.
If the low pressure warning occurs below 414 kPa (60 psi): Check the dash gauge with a test gauge, if it is operating correctly repair or replace the faulty low pressure indicator.
If build up time exceeds 40 seconds or is not within specifications: Check the vehicles air induction system, or compressor air strainer. Check for an instructed inlet line. Check the compressor discharge port and line for excessive carbon. With the system charged and the compressor unloaded, listen at the compressor inlet for leakage. If leakage can be heard apply a small amount of oil around the unloader pistons. If no leaks are indicated, then leakage is occurring thorough the compressor discharger valves. If applicable, check the compressor drive for slippage. Retest to check out the components that have been repaired or replaced.
February, 2004
5-7

System Test 2 Leakage (Reservoir Air Supply) This test should be performed with the system at full pressure, the engine off, and the parking brakes applied.
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Allow pressure to stabilize for at least 1 minute. Observe the dash gauge pressures for 2 minutes and note any pressure drop. A 2 psi drop within 2 minutes is acceptable for either service reservoir.
Common Corrections
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If there is excessive leakage in the supply side of the air brake system, check the following:
NOTE: A leak detector or soap solution will aid in locating the faulty component. Supply lines and fittings (tighten). Low pressure indicators. Relay valves. Anti-lock modulators. Inverting relay valve. Double check valve. Park control valve. Spring brake actuators. Safety valve in the supply reservoir. Governor. Compressor discharge valves.
5-8
February, 2004

System Test 3 Leakage Service Air Delivery This test should be performed with the system at full pressure, the engine off, and the parking brakes released.
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Have an assistant make and hold a brake application (or use a block of wood to hold the foot valve). Allow pressure to stabilize for 1 minute; then begin timing for 2 minutes while watching the dash gauges for a pressure drop. A 4 psi drop within 2 minutes is acceptable for either service reservoir.
Check brake chamber push rod travel. Brake Chamber Size 12 16 20 24 30 Maximum Stroke Before Adjustment 1 3/8 1 3/4 1 3/4 1 3/4 2
Check the angle formed between the brake chamber push rod and slack adjuster arm. It should be at least 90 degrees in the fully applied position.
Common Corrections
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If there is excessive leakage in the delivery side of the air brake system, check the following:
NOTE: A leak detector or soap solution will aid in locating the faulty component.
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Delivery lines and fittings (tighten). Stoplight switch. Brake chamber diaphragms. Relay valves (ABS modulators). Service brake valve. Inverting relay valve. Double check valve.
If the angle between the brake chamber push rod and slack adjuster arm is less than 90 degrees then adjust the slack adjuster arm to the desired setting. If brake chamber push rod travel exceeds specifications, then adjust the adjuster arm to obtain the desired setting. Retest to check out the components that have been repaired or replaced.
February, 2004
5-9

System Test 4 Manual Parking/Emergency System This test should be performed with the system at full pressure and the vehicle idling at 600 - 900 rpms.
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Push and pull the parking brake control valve and note that the parking brakes apply and release promptly.
Common Corrections
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If sluggish performance is noted in either test, check for: Dented or kinked lines. Improperly installed hose fittings. A faulty quick release valve. A faulty inverting relay valve.
5 - 10
February, 2004

System Test 5 Automatic Parking/Emergency System Always perform this test with the air system at full pressure with the engine off.
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Drain the secondary reservoir to 0 psi. The primary reservoir should not lose pressure.
With no air pressure in the secondary reservoir make a brake application. The rear brakes should apply and release. The stop lamps should light.
Slowly drain the primary reservoir pressure. The parking brake control valve should pop-out between 35 - 45 psi.
Close the drain cocks, recharge the system and drain the primary reservoir to 0 psi. The secondary reservoir should not lose pressure.
With no air pressure in the primary reservoir, make a brake application. The front brakes should apply and release.
Common Corrections
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If the vehicle fails to pass the tests, check the following components for leakage and proper operation:
NOTE: A leak detector or soap solution will aid in locating the faulty component.
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Fittings. Kinked hose or tubing. Single check valve. Double check valve. Park control valve. Relay valves. ABS modulator valves. Inverting relay valve.
Retest to check out the components that have been repaired or replaced.
February, 2004
5 - 11

Brake Shoe and Component Inspection
AIR-054
Brake Shoes To perform a proper brake shoe and component inspection, check the following:
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Check the spider for expanded anchor pin holes and for cracks. Check the camshaft bracket for broken welds, cracks and correct alignment. Check the anchor pins for corrosion and wear. For 16.5-inch brake shoes only, anchor pin holes must not exceed 25.63 mm (1.009-inches) in diameter. The distance from the center of the anchor pin hole to the center of the roller hole must not exceed 32.46 cm (12.779-inches). For 15-inch brake shoes only, anchor pin holes must not exceed 25.63 mm (1.009-inches) in diameter. The distance from the center of the anchor pin hole to the center of the roller hole must not exceed 29.68 cm (11.685-inches).
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Replace brake shoes with measurements that do not meet specifications. Check the brake shoes for rust, expanded rivet holes, broken welds and correct alignment.
5 - 12
February, 2004

AIR BRAKE INSPECTION PROCEDURES
AIR-054B
Brake Chamber Knowing how to perform a proper visual inspection is a must for any technician performing service on an air brake system. You must be very thorough and pay close attention to detail. This attention to detail will help insure the safe operation of the air brake system. Determining that the air brake system is operating properly is essential prior to driving the vehicle. When performing an inspection look for the following:
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Check the wheels. Make sure the brake linings contact the drums when the brakes are applied. Look for missing or broken mechanical components. Inspect for cracked, loose or missing brake lining. Check for oil seal or hub leakage soaking brake linings. Measure the brake linings and insure that they are not below the minimum thickness specifications.
Inspect the brake chambers. Listen for leaks at the brake chamber. Check for mismatched chamber sizes or slack adjuster lengths. Look for cracks in the spring brake chambers. Make sure that brake hose size and length is the same on each wheel of an axle.
February, 2004
5 - 13

AIR BRAKE INSPECTION PROCEDURES (CONTINUED)
AIR-055
Reservoirs and Hoses

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Inspect the hoses. Look for brake hoses that are bulged or swell under pressure. Listen near the hoses for leaks. Check for improperly spliced or joined brake hoses. Inspect for cracked, broken or crimped brake hoses.
Check the Reservoirs. Look for obvious signs of damage. Inspect for proper mounting.
Inspect the air compressor. Check for loose mounting bolts. Look for a cracked, loose or missing pulley. Inspect for cracked or broken mounting brackets or adapters.
Check the brake adjustment. Make sure that the brake adjustment at each wheel is within specifications.
5 - 14
February, 2004

MAINTENANCE
AIR-05 6
Drain Valve Proper maintenance is the key to keeping an air brake system operating properly. A regular schedule for cleaning, lubrication, adjustment and inspection must be established. An exact maintenance time or mileage interval may not be practical, since vehicles are used in a wide variety of conditions.
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Drain air tanks regularly. If the vehicle is operated in humid conditions it may need to be drained daily.
Every month or every 4,000 miles (6,000 km), brake chamber push rod travel should be checked. Push rod travel should be minimal, without the brakes dragging. Excessive travel of the push rod will cause slower braking response and shorten the life of the diaphragm.
Every year or every 100,000 miles (160,000 km), brake chambers should be disassembled and cleaned, and a new diaphragm installed. Be sure to use the correct diaphragm return springs when reassembling the brake chamber or uneven braking may occur.
The brake lining should be inspected every 12,000 miles (19,000 km) or every 12 months, whichever comes first.
February, 2004
5 - 15

Contaminated Air
AIR-057
Desiccant Cartridge Replacement One of the first things to consider for a well maintained air brake system is clean, dry and oil-free air delivered to the air brake system. Without this, the air brake system will not deliver the right amount of air for proper brake system operation. Determining the amount of moisture in the air system along with any oil contamination is critical.
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Moisture is often found before oil contamination. When excessive moisture accumulates in the air system it can often indicate that oil will soon be in the system.
Oil in the air brake system can cause:

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Improper braking. Slow valve operation. Which causes unbalanced braking. Air valves that dont deliver the right amount of pressure at the right time will have rapid and uneven friction material wear.
Damaged rubber seals at the valves.
5 - 16
February, 2004

Adjustments
1 2
AIR-058
Slack Adjuster Item 1 Description S-cam bushing lubricating point Item 2 Slack Adjuster Description
Having the capacity to stop the vehicle on command is critical to the safe operation of any brake system. On an air brake system you should be aware that air brakes being out of adjustment is a concern that can result in the vehicle being taken out of service. Brakes that are out of adjustment greatly reduce the braking capacity for large vehicles and further increase their stopping distance, which is already greater than cars and other small vehicles.
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On a vehicle equipped with automatic slack adjusters, proper operation should be verified as part of the vehicles regular maintenance.
February, 2004
5 - 17

Air Compressor Diagnosis
AIR-059
Air Filter As you have learned, the air compressor is extremely important to a properly functioning air brake system, because of this, diagnosis is critical. The following are common compressor faults and probable causes:
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Excessive build-up and recovery time. Dirty intake strainer/filter. Restriction in the compressor inlet or discharge lines or cavities. Leaking or broken discharge valves. Drive belt slipping. Inlet valves worn excessively or stuck open. Excessive air system leakage. Excessive wear on piston rings and/or cylinders.
Noisy compressor operation. Loose drive gear or pulley. Excessively worn drive coupling. Worn or burned out bearings. Excessive wear. Improper lubrication to the compressor. Restrictions in the cylinder head or discharge line.
5 - 18
February, 2004

Air Compressor Diagnosis (continued)
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Excessive oil passage. Dirty air strainer/filter. A small, kinked or restricted oil return line. Backpressure from the engine crankcase. High inlet vacuum at the compressor. Defective oil seal or oil seal ring in the end cover(s). Piston rings improperly installed. Excessive ring or cylinder wear.
Compressor fails to unload. Defective or worn unloader pistons or bores. Defective governor. Unloader line from the governor kinked, or the cavity beneath the unloader pistons restricted. Unloader mechanism binding or kinked.
Because the correct operation of the compressor depends on the governor, it is important to verify proper operation. If air pressure rises above normal the governor is a likely source.
February, 2004
5 - 19

AIR BRAKE CONCERNS
Improper Brake Adjustment
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With the brakes applied, check the brake chamber piston rod to see if its intersection with the slack adjuster is at 90 degrees. If it is not at 90 degrees, readjust the slack adjuster, following the appropriate service publication. Always insure that the spring parking brake chamber is fully released during this adjustment.
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Available Air Pressure to Brake Chamber Insufficient

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Check the air brake system for a normal air gauge reading. Check the compressor for proper operation. Look for kinked or blocked air lines. Inspect for defective valves.
Excessive Brake Lining or Drum Wear

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Look at the brake chambers for compatibility. Check the brake chambers to insure they are fully releasing when the brakes are not applied.
Improper Slack Adjuster Operation or Set Up

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As a rule of thumb, the angle made by the brake actuator push rod should be perpendicular within plus or minus three (3) degrees from zero stroke to full stroke. The brake chamber non-pressure housing hole for the pushrod should change in size because of the pushrod action, or show any signs of pushrod rubbing.
Improper Size of Brake Chambers or Excessive Load Weight

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Always consult the appropriate workshop publications to insure that the proper brake chamber is being installed when replacement is necessary. Always replace the chambers in pairs, and do not mix parts.
Insufficient Brakes:
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Brakes need adjusting, lubricating or relining. Faulty quick release valve. Low air pressure in the air brake system (below 80 PSI). Restricted air lines. Wrong size actuators.
5 - 20
February, 2004

AIR BRAKE CONCERNS (CONTINUED)
Brakes Apply Too Slowly:
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Brakes need adjusting or lubricating. Faulty brake pedal valve assembly. Low air pressure in the air brake system (below 80 PSI). Restricted line or filter. Excessive leakage with brakes applied. Faulty relay emergency valve.
Brakes Release Too Slowly:

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Brakes need adjusting or lubricating. Exhaust port of brake pedal valve, relay valve, or quick release valve restricted or plugged. Restricted tubing or hose. Weak or broken shoe to shoe return springs. Rough or scored shoe guide pads or guide ledges (on spider or backing plate). Smooth rough edges and apply brake lubricant.
Brakes Do Not Apply:

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No air pressure in the air brake system. Check the air compressor and inspect for leaks.
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Restricted air lines. Faulty brake pedal valve or relay valve. In cold climates, inspect for ice in the air lines or valves. Thaw and check drain valves or moisture ejectors.
Brakes Do Not Release:

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Brake pedal valve stuck in the applied position. Faulty relay valve. Restricted air lines. Insufficient air pressure at the spring brake chamber.
Brakes Grab or are Erratic

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Inspect for grease on brake lining. Reline the brakes, clean the drums, and find and eliminate the source of the grease.
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Faulty relay valve. Faulty brake pedal valve.
February, 2004
5 - 21

AIR BRAKE CONCERNS (CONTINUED)
Uneven Brakes:
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Brakes need adjusting, lubricating or relining. Check the adjusters, lubricate them and if necessary reline.
Grease on brake lining. Reline the brakes, clean the drums, and find and eliminate the source of the grease.
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Look for broken brake shoe returns. Brake drum out of round. Refinish the brake drums or replace them if necessary.
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Check for leaking brake chambers or actuator diaphragms. Inspect for restricted tubing or hose.
Excessive Leakage With Brakes Released:

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Relay valve or drain valve leaking. Leaking air lines. Hose uncoupled or leaking hose coupling.
Excessive Leakage With Brakes Fully Applied:

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Faulty quick release valve. Leaking brake chamber diaphragm. Leaking air lines. Hose uncoupled or leaking hose coupling.
Excessive Oil and Water Present in the Air Brake System:

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Reservoirs not drained often enough. Air dryer filter needs replacing.
5 - 22
February, 2004

Brake Shoe Wear Patterns
AIR-060
Brake Lining
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Brake shoes, and the friction material on them, are designed to wear evenly. When replacing them, it is important to inspect the old shoes before discarding them. Brake shoe are important because they help explain what is needed to bring the vehicles brake system back to its original state. The friction material on the brake shoe should wear evenly. If they have not worn evenly, there is a problem in the system that needs to be corrected, or the same thing will happen to the new shoes being installed. Inspect all linings for the following conditions: If the shoes have a tapered wear pattern (showing more wear at the inboard or outboard side) look for worn anchor pins, or other hardware such as shoe rollers, or outer S-cam bushings. Unequal lining wear between the leading and trailing ends of a shoe could be the result of weak return springs, worn outer S-cam bushings, or an out-of-arc brake shoe. You should never adjust the brakes with any of the above conditions, as dragging and high contact pressure at one spot of the lining will results. This will cause rapid lining wear and heat damage to the brake drum. If the lining is cracking it is a clue that the lining may be loose on the brake shoe. A shoe that is out of arc, has rust buildup on the shoe surface, or improper riveting can cause this.
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If the linings are contaminated with grease or oil, correct the cause of that contamination before relining the vehicle. The problem is almost always a leaking oil seal, too much grease on a grease-type wheel bearing or camshaft bushing, or careless handling. Never use a contaminated brake shoe, it will result in brake imbalance, performance loss, and poor stopping.
February, 2004
5 - 23

Brake Noise
AIR-061
Brake Drum Brake noises are among the most common concerns and sometimes the most difficult to correct. In most vehicles the concerns are usually safety-related fears and customers irritation. Noise-free operation is the goal and accomplished if the source of the concern is found.
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All of the following considerations should be taken into account when diagnosing a noise concern: Drum diameter and friction contact. Improper contact between the brake drum and the friction material will cause noise. New and reused drums should always be measured before use.
Worn hardware and mounting components. Replace the appropriate brake hardware when performing a brake reline. Always refer to the appropriate service publication. During a brake reline inspect for worn components, including S-cam bushings, and S-cams. Insure that they are within movement specifications and that they are properly lubricated.
Friction material that is not designed for the load or use. Check for aftermarket components, because often the use of these components will cause undesirable noise.
5 - 24
February, 2004
LESSON 6: ABS AND TRACTION CONTROL

OBJECTIVES CONTENTS
Upon successful completion of this lesson, technicians will be able to: Describe the anti-lock and automatic traction control systems. Identify the function and operation of components used in the anti-lock and automatic traction control systems. Perform diagnosis and service on the anti-lock and automatic traction control systems.
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ABS/ATC components and operation. Workstation 4A. Workstation 4B. Workstation 4C. Workstation 4D.
February, 2004
6-1

ANTI-LOCK BRAKE (ABS) SYSTEM
4 3
5 6
8 7
AIR-062
Typical ABS Components Item 1 2 3 4 Description ABS/ATC Indicator Lamps ATC On/Off Switch Vehicle Engine Control Module Rear ABS Modulators Item 5 6 7 8 Description Wheel Speed Indicator ABS/ATC Relay Assembly Wheel Speed Sensor Front ABS Modulators
The purpose of the anti-lock brake system is to reduce the possibility of brake lockup during hard braking.
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The system operates similar to the ABS systems used on hydraulic equipped vehicles. The wheel speed sensors send signals that indicate how fast each wheel is rotating to the anti-lock control module (also referred to as the electronic control unit (ECU)). The ABS control module uses the signals to determine if one or more of the wheels is going to lockup. The control module signals the appropriate modulator(s) to adjust air pressure to the service brakes. The air pressure applied to the brakes is pulsed, similar to how a driver would pump the brake pedal to avoid lockup. This is accomplished by applying and exhausting air pressure through the modulator valves.
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6-2
February, 2004

ANTI-LOCK BRAKE (ABS) SYSTEM (CONTINUED)
OPERATION:
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The ABS control module receives an AC voltage signal from each wheel speed sensor. The control module uses the frequency of the AC signal, to compare the speed of each wheel. Under normal conditions when the brakes are applied, the wheels decelerate at the same rate of speed. If one wheel is decelerating faster than the others it may be getting ready to lockup and the ABS system takes control of braking. When the control module senses that one wheel is about to lockup, it activates the modulator on the locking wheels axle to exhaust air from the service brakes. This reduces brake air pressure and prevents the wheel from locking-up.
February, 2004
6-3

AUTOMATIC TRACTION CONTROL (ATC) SYSTEM
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Automatic traction control uses the components of the ABS system with some unique components. The unique components may include the following:
ATC modulator - Integral to the anti-lock/traction control relay (ATR) valve assembly. Dash mounted ATC active warning lamp. Serial communication to engine control module (interfaces with throttle input and engine torque). ATC enable/disable switch.
The function of automatic traction controls is to help control wheel spin during vehicle acceleration.

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The wheel speed sensors send signals to the ABS control module. The ABS control module uses these signals to determine if there are any unreasonable increases in wheel speed (wheel spin). If wheel spin is detected the anti-lock traction relay is signaled to apply the brakes of the spinning wheel. The ABS control module can also be signaled to reduce throttle opening. When wheel spin occurs and traction control is activated, the traction control lamp is activated to notify the driver.
Automatic traction control uses either or both of these methods to control wheel spin. Torque limiting
Torque limiting is available at any vehicle speed. This feature is only available on vehicles with electronically controlled engine throttles. The ABS/traction control module sends the appropriate signals to command a reduction in the throttle, this reduces the engine torque accordingly.
Differential braking
This is used at or below speeds of 25 mph. The ATC modulator applies system brake air pressure to the air brake chamber and pumps the brakes on the spinning wheel to help bring it under control.
6-4
February, 2004

Anti-lock Control (ABS) Module
AIR-063
ABS Control Module COMPONENT FUNCTION:

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The anti-lock brake control (ABS) module (commonly referred to as the Electronic Control Unit) is a computer that controls the anti-lock brake system. Some ABS control modules are configured to provide an automatic traction control (ATC) feature.
COMPONENT LOCATION:
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The location of the ABS control module may vary, consult the appropriate service publication. It may be found on the frame rail or crossmember near the rear axle attached to the service relay valve. It can also be found in the engine compartment on the left-hand side of the bulkhead.

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The ABS control module receives and interprets the wheel speed signals from the sensors and uses this information to determine if a wheel is going to lock and when and how to activate the modulator valves. The control module monitors wheel rotation speed. If the control module detects possible wheel lockup, it actuates the modulator valve(s) to regulate air pressure to the appropriate brake chamber(s). These actions continue until the wheel is no longer in danger of lockup.
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February, 2004
6-5

Automatic Traction (ATC) Control
AIR-064
ATC Solenoid LOCATION:

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The ATC solenoid is mounted on top of the relay valve.
DESCRIPTION AND OPERATION: Automatic Traction Control (ATC)

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The automatic traction control (ATC) switch must be in the ON position for the ATC system to operate. When the switch is off the TRAC light on the instrument panel will remain illuminated.
When the wheel speed sensors detect large increases in wheel speed (wheel spin), a signal is sent to the ABS/ traction control module. The control module sends signals to the anti-lock traction relay to apply the brakes of the spinning wheel (at speeds at or below 25 mph). ATC may also utilize engine torque limiting to improve vehicle traction. Engine torque limiting is used only with an electronically controlled engine and throttle. When engine torque is controlled, wheel slip is minimized, producing more traction between the wheel and road surface. The ATC function uses the same wheel speed information and modulator control as the ABS function. The control module verifies that the driver is accelerating prior to initiating an ATC event.
The anti-lock/traction assembly (the control module and relay valve) contains a traction control solenoid that is controlled by the control module. The solenoid applies air pressure to the brake chamber and pulses the brakes on the spinning wheel (under 25 mph) to help bring the wheel under control. The vehicles differential will drive the wheel that presents the least resistance (the wheel on the slipperiest surface), a slight brake application by the ATC solenoid to this wheel forces the differential to drive the wheel.
6-6
February, 2004

ABS Relay Valve
AIR-065
Relay Valve Assembly Item 1 2 Description ABS Control Module Service Brake Relay Valve Item 3 Description ATC Modulator Valve
COMPONENT FUNCTION:
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The ABS/traction control module and anti-lock traction relay valve can be combined to form the anti-lock traction assembly, or may be separate. The relay valve is similar to the base relay valve used to service brake air pressure to the rear wheels.
COMPONENT LOCATION:
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The location of the relay valve is typically attached to the frame rail near the rear axle.

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The relay valve operates just like a base relay valve.
February, 2004
6-7

ABS and ATC Indicator Lights
AIR-066
ABS Warning Light Item 1 Description ABS Indicator Light Item Description
COMPONENT FUNCTION:
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The ABS indicator lamp relay is used to activate the ABS indicator if a fault exists. The ATC indicator light blinks to indicate the traction control system is operating.
COMPONENT LOCATION:
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The ABS indicator light is located in the instrument cluster. The ABS system indicator lamp relay is located in the fuse junction panel, typically located at the RH end of the instrument panel.
The ATC indicator light is located in the instrument cluster.

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Voltage is supplied to the ABS system indicator lamp relay operating coil and to the ABS system indicator lamp through the fuse. During normal operation the control module grounds the relay coil, this allows current to flow through the relay coil winding and creates a magnetic field. The magnetic field opens the relay contacts and turns the amber warning light off. The ABS system indicator lamp relay is supplied ground by the ABS control module during prove-out or when an ABS fault exists. During an ATC event the control module turns the TRAC light on and off. At power-up without detected faults, the ABS warning lamp turns on for 2.5 seconds and then turns off. At power-up, the ATC active/warning lamp displays the ATC control configuration and then turns off. A series of blinks indicates if the ATC is configured for engine torque limiting and differential braking, engine torque limiting only, or differential braking only. Equipped with both engine torque limiting and differential braking - 1 blink. Equipped with engine torque limiting - 2 blinks. Equipped with differential braking - 3 blinks.
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6-8

ABS Modulator Valve
AIR-067
ABS Modulator Valve COMPONENT FUNCTION:

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ABS modulator valves are used to modify driver applied air pressure to the service brakes.
COMPONENT LOCATION:
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A typical four-channel system will have four ABS modulator valves, one for each side of the steering axle and one for each side of the drive axle(s). The valves are usually attached to a frame rail or crossmember, between the relay valve and brake chambers in the rear, or quick-release valve and the brake chambers in the front. Typically on a tandem drive axle, both wheels on the same side are controlled by a single valve.

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Modulator valves are combination valves that have two solenoids. The solenoids control inlet and exhaust valves used to block inlet air or exhaust air from the brake chamber.
During normal braking, the ABS modulator valves are not activated and air flows through the modulator valve into the brake chambers. Modulator valves rapidly apply and exhaust air during an ABS event. During an ATC event, the modulator valve on the wheel(s) that are spinning continues to operate normally, and the modulator valves at the wheels that are not spinning close the inlet to prevent air from reaching the brake chamber. The modulator valve has three air ports: The supply port, which receives air pressure from the relay valve. The delivery port, which delivers air pressure to the brake chamber. The exhaust port, which exhausts air pressure only from the delivery-port side during ABS control.
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February, 2004
6-9

ABS Modulator Valve (continued)
3 2 1
11 10
4 5
8 9
AIR-068
Normal Braking Item 1 2 3 4 5 6 Description Brake Chamber Exhaust Diaphragm (closed) Exhuast Solenoid Supply Foot Control Valve Spring Item 7 8 9 10 11 Supply Solenoid Spring Supply Diaphragm Delivery Exhaust Description

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During a normal brake application, both solenoids are inactive. In the inactive position, the exhaust solenoid allows air to enter a chamber behind the exhaust diaphragm. This pressure forces the exhaust diaphragm against its seat and closes the air passage to the exhaust port.
In the inactive position, the supply solenoid prevents air from entering the chamber behind the supply diaphragm. Supply pressure from the foot control valve forces the supply diaphragm to move against spring pressure. This causes the supply diaphragm to unseat, allowing supply air to move through the valve to the delivery port.
6 - 10
February, 2004

3 2 1
5 7 6
AIR-068B
Anti-lock Exhaust Item 1 2 3 4 5 Exhaust Port Exhaust Diaphragm Exhuast Solenoid Foot Control Valve Spring Description Item 6 7 8 9 Description Supply Solenoid Energized Spring Supply Diaphragm Brake Service Actuator

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When the ABS/Traction Control senses a wheel about to lock-up it simultaneously energizes both the supply and exhaust solenoids in the ABS modulator. Energizing the supply solenoid causes its exhaust to close and inlet to open. With the inlet of the supply solenoid open, application air is permitted to flow to the control side of the supply diaphragm. Air pressure acting on the supply diaphragm causes it to close the supply and prevent further delivery of air to the brake chamber.
Energizing the exhaust solenoid closes its inlet and opens its exhaust. By closing the exhaust solenoid inlet, application air is prevented from flowing to the control side of the exhaust diaphragm. Air pressure, which was present on the control side of the exhaust diaphragm flows out the exhaust port of the ABS modulator. With control air pressure removed from the exhaust diaphragm, brake application air forces the exhaust diaphragm to unseat, which allows it to flow out the ABS modulator exhaust port.
The ABS modulator will remain in the anti-lock exhaust mode until the control module senses that wheel speed has increased. The ABS modulator can enter the anti-lock hold or re-apply mode from the anti-lock exhaust mode.
February, 2004 6 - 11

3 2 1
9
Anti-lock Hold Item 1 2 3 4 5 Exhaust Port Exhaust Diaphragm Exhuast Solenoid Foot Control Valve Spring Description
5 7 6
AIR-069
Item 6 7 8 9
Description Supply Solenoid (Energized) Spring Supply Diaphragm Service Brake Chamber

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The control module will also place the ABS modulator in the hold position prior to entering reapply, when it detects recovery from a locked wheel condition. In this mode of operation the ABS modulator in the hold position prior to entering reapply, when it detects recovery from a locked wheel condition. In this mode of operation the anti-lock modulator supply solenoid remains energized while the exhaust solenoid is de-energized.
De-energizing the exhaust solenoid opens its inlet and closes its exhaust. Opening the exhaust solenoid inlet allows application air to flow to the control side of the exhaust diaphragm which then seals the exhaust passage. With the exhaust diaphragm seated, further exhaust of brake chamber air pressure is prevented. Because the supply solenoid remains energized the supply diaphragm remains seated, thus preventing application air from flowing to the delivery port and out to the brake chamber.
The ABS modulator can enter the anti-lock exhaust or reapply mode from the anti-lock hold mode.
6 - 12
February, 2004

ABS MODULATOR VALVE (CONTINUED)
3 2 1
4 5 9 8 7 6
AIR-070
Anti-lock Re-Apply Item 1 2 3 4 5 Exhaust Port Exhaust Diaphragm Exhuast Solenoid Foot Control Valve Spring Description Item 6 7 8 9 Description Supply Solenoid (Energized) Spring Supply Diaphragm Service Brake Chamber

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If the control module senses that wheel speed has increased sufficiently to require reapplication of braking pressure, it de-energizes the supply and exhaust solenoids. With both solenoids de-energized, the anti-lock modulator reapplies air to the brakes in the same manner it did during a non-anti-lock application.
February, 2004
6 - 13

ABS Modulator Valve (continued) Operation Test
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To properly test the function of the modulator will require two service technicians. Park the vehicle on a level surface and block or chock the wheels. Release the parking brakes and build the air system to governor cut out. Turn the engine ignition key to the OFF position then make and hold a full brake application. With the brake application held and one service technician posted at one of the modulators, turn the vehicle ignition key to the ON position. ONE OR TWO SHORT bursts of air pressure should be noted at the modulator exhaust. Repeat the test for each modulator on the vehicle. If at least a single burst of exhaust is not noted or the exhaust of air is prolonged and not short, sharp and well defined, perform the Electrical Tests.
Leak Test
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If you suspect a modulator of leaking perform the following check: Park the vehicle on a level surface and block or chock the wheels. Release the parking brakes and build the air system to full pressure. Turn the engine OFF and make 4 or 5 brake applications and note that the service brakes apply and release promptly. Build system pressure to governor cutout and turn the engine OFF. After determining the pressure loss with the brakes released (2 PSI/minute allowed), make and hold a full service brake application. Allow the pressure to stabilize for one minute. Begin timing pressure loss for two minutes while watching the dash gauges for a pressure drop. The leakage rate for the service reservoirs should not exceed 3 PSI/minute. If either circuit exceeds the recommended two PSI/minute, apply soap solution to the exhaust port of the modulator and any other components in the respective circuit. The leakage at the exhaust port should not exceed a one-inch bubble in three seconds. If leakage at the modulator is determined to exceed the maximum limits, replace the modulator.
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6 - 14
February, 2004

Wheel Speed Sensors and Wheel Speed Indicators
2 1
AIR-071
Wheel Speed Indicator and Sensor Item 1 Description Wheel Speed Indicator Item 2 Description Wheel Speed Sensor
COMPONENT FUNCTION:
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Wheel speed sensors send wheel speed signals to the control module.
COMPONENT LOCATION:
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The wheel speed sensors are located at the end of each wheel positioned near the wheel speed indicator that is attached to the wheel hub.

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Wheel speed sensors are magnetic pickup sensors. They are made up of a coil wrapped around a magnet.
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As the wheel spins, the wheel speed indicator (which is a toothed wheel) passes by the sensor. The sensor creates a voltage pulse as each tooth of the wheel speed indicator passes by the tip of the sensor. These pulses are relayed to the ABS control module and used to determine wheel speed.
SERVICE: Static Wheel Speed Sensor Inspection

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To check the wheel speed sensors use a volt/ohm meter to measure the connector pins of the suspected faulty sensor. The sensor should read 1500 - 2500 OHMS across sensor connector pins to ground.
Inspect the wheel speed sensors for corrosion or damage, also check for proper sensor lead routing and clamping.
February, 2004
6 - 15

ABS DIAGNOSIS
AIR-072
ABS Control Module

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The ABS/traction control module contains self-test and diagnostic circuitry that continuously checks for proper operation of the entire ABS and traction control systems, including system wiring continuity. When the vehicle is first started both the ABS and traction control indicator lamps illuminate. Also, when the vehicle is first started the control module energizes the modulators in the following sequence: Right-Front, Left-Front, Right-Rear, Left-Rear.
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If the brakes arent applied, as the modulators are energized an audible click will be heard. If the brake is applied a chuff noise will be heard. The ABS light should turn off as the self-test is performed. When the system successfully completes the self-check the TRAC light and the ABS light will turn off. If a problem is detected at start up, the ABS light will remain on. If there is a problem in the ABS system normal air braking will still operate.
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6 - 16
February, 2004

Performing Diagnosis
AIR-073
Control Module Display

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The condition of specific components is provided by a series of labeled, light emitting diodes (LEDs) in the ABS/traction control module housing. No special tools or diagnostic equipment is needed to read or interpret the diagnostic display. The ABS/traction control module diagnostic LED display is separate from the ABS and TRAC system condition lamps on the instrument panel. The instrument panel lamps are designed to indicate a problem within the system, that can be further diagnosed using the control module LED display. The instrument panel lamps do not display any codes or other specific diagnostic information. When the control module senses a problem condition, it stores the condition in memory, disables all or a portion of the anti-lock or traction control function, and illuminates the instrument panel-mounted condition lamp and the appropriate diagnostic LEDs on the ABS/traction control module. The failure condition is truly stored in the ABS/traction control module and will not be cleared by loss of power to the control module. The LEDs will relight when power is restored and will remain illuminated until the failure is corrected.
February, 2004
6 - 17

Diagnostic LEDs
AIR-074
Light Emitting Diodes Diagnostic LEDs are located on the side of the ABS/traction control module. The number of LEDs may vary depending on the vehicle and system, however, there are usually ten LEDs. A magnetically actuated RESET switch can also be found on the side of the control module.
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When a fault is detected the control module identifies the faulted component with diagnostic LEDs. When a wheel speed sensor fault, or an ABS modulator fault is detected, the SEN or MOD LED will be accompanied by two location LEDs. An example of this would be FRT-RHT-SEN. FRT means front axle, RHT means right side, SEN means wheel speed sensor. For a complete explanation of the diagnostic LEDs, consult the appropriate service publication.
If a fault is detected, and corrected, the control module will typically automatically reset (self-heal) the active fault code when the fault is corrected. However, if a fault is continually repeated the fault code will latch. Once the fault code latches, a manual reset (magnet, blink code switch, or scan tool) is required. When a fault self-heals or is manually reset, the fault code remains in fault history. Fault history can be retrieved by using blink code diagnostics or a diagnostic tool.
NOTE: Latched faults can assist when troubleshooting intermittent faults.

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There can be more than one fault stored, they will appear in order of a preprogrammed priority list.
6 - 18
February, 2004

CONTROL MODULE CONFIGURATION
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The ABS/Traction Control module has a self-configuring feature. The self-configuration feature allows wheel speed sensor and ATC configurations to be altered when activated with a magnet or diagnostic tool. The control module will then configure to determine the following: The number of wheel speed sensors. If the traction control torque limiting feature is active. If traction control differential braking is active.
If the vehicle is equipped with a traction control ON/OFF switch the switch must be set to the OFF position before performing self-configuration. All or part of the traction control system will be lost during self-configuration if: TRAC lamp bulb is missing or burned open. The traction control on/off switch is inoperative. An ABS or traction control system wire harness is not connected.
Configuration Procedure
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Connect all ABS and traction control wire harnesses. Place the traction control on/off switch in the OFF position. Turn the ignition switch to the ON position. Hold a magnet (at least 800 gauss) on the RESET portion of the control module for 5 seconds. The LED display should light all LEDs simultaneously. When this self-configuration is complete, the ABS/traction control module is ready for a self-test. Turn the ignition switch OFF.
February, 2004
6 - 19

PARTIAL SHUTDOWN
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When a fault is detected, the ABS and ATC may be fully or partially disabled, depending on which component is malfunctioning. Even with the ABS warning lamp on, the control module may still provide ABS on wheels that are not affected by the fault. Front ABS modulator fault: ABS on the affected wheel is disabled. ABS and ATC on all other wheels remains active.
Rear ABS modulator fault: ATC is disabled. ABS on the affected wheel is disabled. ABS and ATC on all other wheels remains active.
Mid or rear wheel speed sensor fault: ATC is disabled. ABS on the affected wheel is disabled. ABS and ATC on all other wheels remains active.
J1939/J1922 communication fault: ATC is disabled. ABS remains active.
ABS/ATC control module fault: ABS and ATC are disabled. The air brake system performs as normal.
Voltage fault: While voltage is low ABS and ATC are disabled. The air brake system performs as normal. When the correct voltage level is restored, full ABS and ATC function is available.
6 - 20
February, 2004
GLOSSARY
ABS ATC BOO BPP Switch DOT DTC DTV FRT KM KOEO KOER KPA LB/FT LED LPA LT MIL MM MOD NGS NM OBD OHMS PC/ED PCM PID Protocol PSI RHT RPM Anti-lock Brake System Automatic Traction Control Brake ON/OFF Brake Pedal Position Department of Transportation Diagnostic Trouble Code Disc Thickness Variation Front Kilometers Key On Engine Off Key On Engine Running Kilopascals Foot Pounds Light Emitting Diode Low Pressure Accumulator Left Malfunction Indicator Lamp Milimeters Module New Generation STAR Tester Newton Meters On-board Diagnostics Ohm meters Powertrain Control/Emission Diagnosis Powertrain Control Module Parameter Identification A computer language that allows communication between control modules. Pounds per Square Inch Right Revolutions Per Minute
February, 2004
Glossary - 1
GLOSSARY
SEN SSCC TC TRAC TSB VIN VSS WSS WDS Sensor Symptom-to-System-to-Component-to-Cause Traction Control Traction Control Technical Service Bulletin Vehicle Identification Number Vehicle Speed Sensor Wheel Speed Sensor World Diagnostic System
Glossary - 2
February, 2004
TOOL LIST
TOOL LIST
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New Generation Star (NGS) Tester 418-F052 Worldwide Diagnostic System (WDS) 418-F224 88 Digital Multimeter 105-R0053 Flex Probe Kit 105-R025B
Brake System Diagnosis and Service
May, 2003
Tool - 1
TOOL LIST
Tool - 2
May, 2003
Advanced Brake System Diagnosis and Service
ORDER FORM
QTY.
(if required)
FAX NUMBER 1-800-762-6181
ITEM NUMBER PREFIX BAL. OF NO. COL. 1 COL. 2
ADDITIONAL SPECIFICATIONS OPTIONAL: CATALOG PAGE NO.
DESCRIPTION
UNIT PRICE
EXTENDED TOTAL
PART I
Dealer Parts Code #: Dealer Name: Address: City, State, Zip: Phone #: Fax #: Attention:
PART II
Buyer, having been quoted both an installment Price and a lesser Cash Price, hereby purchases from Seller on installment price basis, upon the terms and conditions set forth on the face hereof, the equipment to be delivered and installed at Buyers premises, as described above and agrees to pay Seller the Installment Price therefore as so set forth until paid in full.
TOTAL
30 Day Open Account Installment Plan (Fixed Rate) 12 Mo. (Minimum $1,000) 24 Mo. (Minimum $3,000) 48 Mo. (Minimum $10,000) 60 Mo. (Minimum $15,000) (Reverse side must be completed) 90 Days Same as Cash (Minimum $1,000) 36 Mo. (Minimum $5,000)
PART III
(ORDERS OVER $4,000)
FCSD CREDIT MANAGER APPROVAL
Notice To Buyer: Order Date: Ship to arrive by (Date or ASAP): Address: City, State, Zip:
1. Do not sign this contract before you read it or if it contains any blank spaces. 2. You are entitled to an exact copy of the contract you sign. 3. Under the law you have the right to pay off in advance the full amount due and under certain circumstances to obtain partial refund of the time charge. BUYER ACKNOWLEDGES RECEIPT OF A TRUE AND COMPLETELY FILLED IN COPY OF THIS CONTRACT AT THE TIME OF SIGNING.
September 1999 315-195 Prices subject to change without notice
PRINT NAME
AUTHORIZED DEALERSHIP SIGNATURE (BUYER)
DEALER: Be sure you have completed Parts I and II for all orders, Part III for Installment Plan Orders 315-195 (Previous editions may not be used)
FOR TELEPHONE ORDERS USE THE ROTUNDA TOLL-FREE NUMBER 1-800-ROTUNDA (768-8632)
TERMS & CONDITIONS

1. Payment and Terms of Payment. a. If Buyer has requested the Dealer Open Account payment plan via the Ford Dealer Statement in Part II of the order form, and Seller agrees to sell pursuant to such plan, then Buyer shall pay the total purchase price shown on the invoice. b . If Buyer has requested the Installment Plan (Fixed Rate) in Part II of the order form, and Seller agrees to sell pursuant to such Plan, then Buyer shall pay the Down Payment (if any), and the Time Balance in equal monthly installments in accordance with the terms set forth below. c . If Buyer has requested the Installment Plan (Variable Rate) in Part II of the order form, and Seller agrees to sell pursuant to such Plan, then Buyer shall pay the Total Cash Price and any interest thereon in accordance with the Loan and Security Agreement to be executed by Buyer and Seller. 2. Title. Title to Equipment purchased by Buyer from Seller shall pass to Buyer upon Sellers receipt of all amounts owing by Buyer to Seller hereunder. 3. Risk of Loss. Seller shall be responsible for risk of loss until Equipment is delivered to the location set forth herein, at which time risk of loss shall be the responsibility of Buyer. 4. Acceptance and Inspection. Buyer shall be deemed to have accepted Equipment upon Sellers delivery. Equipment shall be deemed to have been delivered in good condition unless Buyer gives Seller notice to the contrary within 10 days after Sellers delivery. 5. Delays. Seller shall not be liable for any failure or delay in delivering Equipment, or for any failure to perform any provision hereof, resulting from fire, flood or other casualty, riot, strike or other labor difficulty, governmental regulation or other restriction, or any other cause beyond Sellers control. 6. Unconditional Obligation. Buyers obligation to make payments to Seller or its assignee shall be absolute and unconditional and shall continue unmodified despite any loss, damage or other interruption in the use of Equipment. The obligation of Buyer to pay in full any amounts due under this contract shall not be subject to dispute, claim, counterclaim, defense or other right which Buyer may have to assert against Seller or the manufacturer of Equipment. Buyer acknowledges that: (a) Buyer has selected Equipment and Manufacturer, and Buyer has determined Equipments suitability and fitness for the Buyers purpose, (b) Seller is not the manufacturer of Equipment, and (c) Manufacturer issues its own warranty and performs the obligations under such warranty. 7. Warranty. THE MANUFACTURERS WARRANTY SHALL BE BUYERS EXCLUSIVE REMEDY, RECOURSE OR DAMAGE FOR ANY DEFECT IN WORKMANSHIP OR MATERIAL OR ANY FAILURE OF THE EQUIPMENT. SELLER MAKES NO WARRANTIES, REPRESENTATIONS, INDEMNITIES OR GUARANTEES WHATSOEVER WITH RESPECT TO EQUIPMENT EITHER EXPRESS OR IMPLIED, ARISING BY LAW OR CUSTOM, INCLUDING ANY IMPLIED WARRANTY OR MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE. THE LIABILITY OF THE SELLER SHALL BE LIMITED TO EXPRESS OBLIGATION TO DELIVER THE EQUIPMENT. UNDER NO CIRCUMSTANCES SHALL SELLER BE LIABLE OR RESPONSIBLE FOR ANY SPECIAL, INDIRECT, INCIDENTAL, CONSEQUENTIAL OR PUNITIVE DAMAGES, WHETHER FORESEEABLE OR UNFORESEEABLE, WHICH BUYER MAY INCUR, EXPERIENCE OR CLAIM, INCLUDING, BUT NOT LIMITED TO, CLAIMS FOR LOSS OF PROFITS, INTERRUPTION IN BUSINESS, LOST OPPORTUNITY, WORK STOPPAGE OR OTHER IMPAIRMENT OF ASSETS, ARISING OUT OF MISREPRESENTATION, NEGLIGENCE, STRICT LIABILITY, IN TORT OR OTHERWISE, ON ACCOUNT OF ENTERING INTO OR RELYING ON THIS AGREEMENT, EVEN IF SELLER HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES. 8. Freight and Taxes. Freight costs and applicable taxes will be added to the final invoice and will be borne by Buyer. 9. Security Interest. Buyer hereby grants to Seller a continuing security interest in the Equipment, including all products and proceeds thereof, until all amounts due hereunder are paid. Buyer agrees to execute, and pay filing fees for, any financing statement or other documents deemed necessary by Seller to maintain a valid security interest in the Equipment. 10. Maintenance. Buyer shall use the Equipment carefully and properly. Buyer, at Buyers own expense, shall maintain and repair all items of the Equipment in order to keep them in good order and condition and, in particular, shall comply fully with the maintenance, operating, usage or other instructions provided by the manufacturer. Buyer authorizes Seller, or any third party appointed by Seller, to inspect the Equipment when necessary. Buyer shall at all times keep the Equipment free and clear of all liens, charges or encumbrances. 11. Personal Property. Ford proprietary diagnostic equipment (including the software, if applicable) shall be kept at Buyers premises as listed on the reverse side and shall remain personal property regardless of how and to what degree it may be affixed or attached to any building or structure or what may be the consequence of its removal from such building or structure. Buyer shall not encumber the Equipment (including software, if applicable) until all amounts owing to Seller hereunder are paid. In addition, Seller grants to Buyer, and Buyer accepts, a non-exclusive license to use the Equipment (including the software, if applicable) in accordance with the terms and conditions set forth herein. The license (and Equipment) shall not be leased, sold, assigned or otherwise transferred, in whole or in part. In the event, Buyer proposes to lease, sell assign or otherwise transfer the Equipment (and/or its software, if applicable), in whole or in part, to any person or entity, Ford Motor Company shall have a Right of First Refusal to purchase the Equipment (including all software, if applicable) for Ten and 00/100 Dollars ($10.00) in U.S. currency. 12. Insurance and Indemnification. Buyer shall defend, indemnify and hold harmless Seller from and against, and at Buyers own expense provide insurance satisfactory to Seller covering any and all losses, damages, claims, expenses and other liabilities (including attorneys fees,) relating to or arising out of: (I) damage, loss, theft, or destruction of the Equipment, or (ii) death, injury or property damage connected with the use, operation or condition (including without limitation, defects whether or not discoverable by any party) of the Equipment. Buyer shall promptly notify Seller of any such claim. Seller shall have the right to participate, at its own expense, in any proceeding for which Buyer has undertaken the defense of Seller, and in no event shall Buyer settle any claim against Seller without Sellers prior written consent, Buyer shall provide evidence of such insurance to Seller upon demand. Seller is under no obligation to examine any insurance certificate or advise Buyer that its insurance does not comply with the requirements set forth herein. The losses covered by insurance shall in all cases be payable to Seller and Buyer as their interests may appear. If Buyer fails to insure the Equipment as herein provided, Seller may, but is not obligated to, place such insurance upon the Equipment and the Buyer agrees to pay to Seller on demand the premiums for such insurance placed by Seller. In no event shall any insurance coverage be deemed to limit or replace Buyers obligation to indemnify Seller as provided herein. 13. Default. In the event that Buyer: (a) fails to pay any amount due hereunder within ten (10) days of the due date, (b) fails to comply with any other provision hereof, (c) files, or if there is filed against Buyer, any petition under any bankruptcy or insolvency laws or suffers the appointment of any trustee or receiver for all or any part of Buyers business or assets, or (d) has any assignment (voluntarily or involuntarily), lien, attachment or levy issued against the Equipment (unless such petition, assignment or appointment, lien, attachment or levy is withdrawn or nullified within twenty (20) days) then Buyer shall be in default hereunder and all of Buyers indebtedness and obligations to Seller shall, at Sellers option, become immediately due and payable, and Seller may, at its option, terminate this contract and repossess any and all items of Equipment with or without legal process and sell the same at private or public sale without prior notice to Buyer to the extent permitted by law. Upon request, Buyer shall deliver the Equipment to Seller at a place designated by Seller. Repossession and/or sales of the Equipment upon such default shall not affect the Sellers right to retain all payments made prior to repossession or to recover the balance due hereunder for any deficiency. Buyer shall reimburse Seller all costs of collection, repossession and resale (including reasonable attorneys fees, court costs and other expenses incurred by Seller.) Buyer hereby releases Seller from any liability for damages resulting from repossession hereunder. The rights and remedies of Seller, in the event of default herein mentioned shall not be deemed exclusive but shall be cumulative and in addition to all other rights and remedies existing under law, and may be enforced successively or concurrently. Waiver by Seller of any default shall not be deemed a waiver of any other default.
14. General. The waiver by either party of, or failure to claim, a breach of any provision of this contract shall not be deemed to be a waiver of any provision of this contract, shall not be deemed to be a waiver of any subsequent breach or to affect in any way the effectiveness of such provision. This contract constitutes the entire agreement between the parties and may not be changed except by an instrument in writing signed by the party to be charged. This contract may not be assigned by Buyer without the Sellers prior written consent. Seller may assign this contract at any time but shall not thereby be relieved from any liability hereunder. In the event that one or more clauses of this contract are found to be unenforceable, illegal or contrary to public policy by court of competent jurisdiction, the remainder of this contract shall remain in full force and effect except for the unenforceable, illegal or other provisions. This agreement is a Michigan agreement and shall be interpreted, construed and enforced in accordance with the laws of the State of Michigan, United States of America. Each of the parties here to agrees that any legal or equitable action or proceeding with respect to this agreement shall be brought only in any court of the State of Michigan, or in any court of the United States of America sitting in Michigan, and each of the parties hereto submits to and accepts generally and unconditionally the jurisdiction of those courts with respect to such partys person and property. Each party hereby irrevocably waives any objection to the laying of venue of any such action or proceeding in the above described courts.
15. Finance Charge. Monthly portion of Finance Charge (Part III, Item 3) due is calculated each month by multiplying 1/12 of the annual finance charge rate times the remaining portion of the Unpaid Balance of Cash Price, and is added to the portion of the Unpaid Balance of Cash Price due each month.
PART III
Installment Plan Agreement 1. Cash Price 2. Down Payment (if any)
3. Unpaid Balance of Cash Price (Difference between 1 and 2)
4. Finance Charge (Finance charge will reduce each month) Call 1-800-768-8632 for the current finance charge rate.
5. Time Balance (3 + 4)
6. Number of Installments 12 24 36 48 60 equal monthly installments. Taxes and transportation (if any) will be billed separately.
7. Installment Payment Price (1 + 4)
I agree to pay the time Balance set forth in accordance with the above schedule and the terms and conditions of this order form. Dealer Signature:
Date:
MAIL COMPLETED ORDER FORM TO: ROTUNDA EQUIPMENT PROGRAM P.O. Box 1450 Kenosha, WI 53141 September 1999
315-195
Prices subject to change without notice

Air Brake Bendix

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Air Brake Systems Operation and Diagnosis

ORDER NUMBER: FCS-13990-REF COURSE CODE: 58S02T0 February, 2004

Ford Customer Service Division Technical Training

IMPORTANT SAFETY NOTICE

Dealer-to-Customer Service Standards:

INTRODUCTION AND PREREQUISITE REVIEW

Administer the prerequisite review Discuss the air brake system

Prerequisite Review Introduction to the air brake system

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

Standard 4 Vehicles serviced right on the first visit:

Benefits The successful implementation of standards means:

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

Limits hold-off pressure to the spring brake actuators.

Adjusts the brakes as necessary for brake wear.

Controls Operation of the Anti-lock Brake System.

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

2. How often should reservoirs be drained? A. Daily. B. Weekly. C. Monthly. D. Yearly.

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

10. At what pressure must the stoplights illuminate?

Air Brake Systems Operation and Diagnosis

INTRODUCTION AND PREREQUISITE REVIEW

Air Brake Systems Operation and Diagnosis

Upon completion of this lesson the student will be able to:

Overview of the course content. Air Brake System overview.

Air Brake Systems Operation and Diagnosis

Air Brake Systems Operation and Diagnosis

Air Brake Systems Operation and Diagnosis

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

Upon successful completion of this lesson, technicians will be able to:

Describe the air supply system.

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

LESSON 1: AIR SUPPLY SYSTEM

The air compressor is located inside the engine compartment.

DESCRIPTION AND OPERATION:

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

DESCRIPTION AND OPERATION:

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

Air Compressor Governor Item 1 Compressor Description Item 2 Governor Description

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

Air Dryer COMPONENT FUNCTION:

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

DESCRIPTION AND OPERATION: Charge Cycle

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM

DESCRIPTION AND OPERATION: Purge Cycle

Air Brake Systems Operation and Diagnosis

LESSON 1: AIR SUPPLY SYSTEM