Deutsche GROVE

GMK 3050

Pneumatic
System
1. General description: ..............................................................................................1
1.1 Service brakes: ................................................................................................1
1.2 Parking brakes:...............................................................................................1
1.3 Secondary braking:.........................................................................................1
1.4 Foundation brakes:.........................................................................................1
2. Air supply & distribution: ....................................................................................2
3. Pressure monitoring:.............................................................................................2
4. Auxiliary/secondary consumers ...........................................................................3
4.1 Function description of solenoid actuation & air delivery: ........................4

RC 22.12.98

GMK 3050 Training Information. Carrier Pneumatic System. December 98

 Deutsche GROVE

Carrier Pneumatic System

1. General description

The brake system is an air operated dual-line system to EC standards, incorporating a

split service brake system.

1.1 Service brakes

A horizontal split, dual footbrake valve operates on all axle brake actuators. Axle 1
has standard diaphragm actuators. Axles 2 & 3 have combined spring brake actuators.
A duplex (double actuator) system operates on axles 1 & 2 and simplex (single
actuator) system operates on axle 3. Air pressure from reservoir V1 provides air via
the upper section of the footbrake valve to pilot axle 1 relay valve, which also has a
direct air supply from reservoir V1. Axles 2 & 3 are supplied from air reservoir V2
via the lower section of the footbrake valve to pilot axles 2 & 3 relay valves, which
both also have a direct air supply from reservoir V2. Axle 1 is designated as circuit I
and axles 2 & 3 are designated as circuit II. Circuit protection, pressure reducing &
relay valves are incorporated in the pilot circuits to comply with current regulations.

1.2 Parking brakes

Hand operated and acting on axles 2 & 3. Powerful springs in the spring brake
actuators mechanically apply the foundation brakes when air is released from the
spring chambers. The air pressure for the parking circuit is from air reservoir V3.

1.3 Secondary braking

Using the same hand control valve as for parking. The valve has three positions – a
locked park, unlocked “park-off ” and unlocked “secondary-on” positions. When the
valve is moved gradually from the “park off ”to secondary-on, a progressive release
of air provides progressive braking. Air for this circuit is from reservoir V3.

1.4 Foundation brakes

Perrot or Knott brake assemblies are used, both being of wedge design. The duplex
arrangement on axles 1 & 2 carries wider brake shoes at 180 mm, axle 3 being 160
mm wide. Inspection plugs on each backplate give access to lining wear indicators (a
ledge moulded into the edge of the lining).

GMK 3050 Training Information. Carrier Pneumatic System. December 98. Page 1
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2. ` Air supply & distribution

A single cylinder compressor supplies air via a copper cooling coil to the air dryer,
which passes the air through a chemical agent to remove moisture. The dryer also
contains a heating element to prevent freezing. A governor (8.1 bar) & unloader
valve are also integrated into the air dryer. Once the system air pressure reaches 8.1
bar the governor valve gives a pilot signal to the unloader valve which then opens
allowing the compressor to cycle to atmosphere. A purge tank/conditioning tank,
which was charged on pressure build up will now discharge back through the
chemical agent and the debris filter to remove water and contamination through the
now open unloader valve. When the system pressure falls to about 7.8 bar the
governor valve will reset and the charge cycle will begin again. A built in safety
valve set to 10 bar will protect the system should the governor malfunction.

From the dryer air is routed to the four-circuit protection valve. The valve allows
sequential charging of the reservoirs and gives minimum air pressure circuit
protection to allow safe braking in case of a malfunction in one of the circuits. The
valve is located rearmost on a valve sub-plate assembly behind axles 3 on the chassis
lower diaphragm plate.

The primary reservoirs V1, V2 & V3 all supply their respective control and relay
valves. A signal/pilot line from the control valve (footbrake/handbrake) operates the
relay valves. All primary brake functions utilise signal/pilot control, as this is the
only way to meet the application time requirements.

The relay valves operate in proportion to the signal/pilot pressure. To achieve the
necessary brake performance a 0.8 bar threshold valve is situated in the signal/pilot
line of the service brake on axle 1. Pressure reducing valves are installed in the
service brake signal/pilot lines with a setting of 3.5 bar for axle 2 and 2.5 bar for axle
3.

The relay valve fitted to spring brake circuits has an extra signal/pilot connection
(4.1). This serves as anti-compound protection to prevent simultaneous application of
both park and service brakes as this would cause mechanical damage to the brake
assemblies.

3. Pressure monitoring

Low air pressure is indicated by switches installed directly on the footbrake valve
(=41-S20 & =41-21) via warning light –H1 in the driving cab. Dual air gauges are
also installed for visual indication of reservoir pressures. A footbrake stop light
switch (=03-S8) and a park brake application warning switch (=41-S22) are installed
in the signal/pilot lines to the respective valves.

NOTE: The respective montage/installation drawings should be consulted for

component locations.

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4. Auxiliary/secondary consumers

All functions are controlled by air pressure from reservoir V4 and all operate at
system air pressure. A nine-element sandwich type electric solenoid valve block is
used to control carrier functions. The solenoid valve block is located on the left side
of the carrier just above the fuel tank. Emergency operation of individual solenoids
can be carried out without electrical power by operation of the manual override.

See figure 2, page 5 for installed view of air solenoids.

=41-Y4 inter-axle/power divider locks

=41-Y13 exhaust & integrated engine brake

=41-Y6 axle (suspension) blocking

=41-Y7 differential cross locks

=47-Y1 rear steering lock, axle 3

=41-Y19 additional drive, axle 2

=41-Y1 Transfer case range select – the solenoids

are only energised while holding the range
selection buttons.
=41-Y2
The table below shows the selection
sequence.
O = De-energised
X = Energised
=41-Y3
Solenoid function 41-Y1 41-Y2 41-Y3
Highway range X X O
Front Neutral X O X
Low/rough terrain range O O X

Figure 1: Carrier solenoid functions

Located just forward of the sandwich valves is a single solenoid valve = 41-Y22,
which will automatically apply the parking brake when the superstructure ignition is
turned off.

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4.1 Function description of solenoid actuation & air delivery

=41-Y4 Transfer case inter-axle differential locks. Control is by a switch in

driving cab (-S3) subject to low range selection of transfer case & suspension key
engagement. This supplies air to integral cylinder in the transfer case, which engages
a sliding coupling to inhibit the longitudinal differential in the transfer case. Switch
(-S54) is installed in the transfer case to indicate function status via cab warning light
-H4.

=41-Y13 Exhaust & engine brake. Control by cab floor mounted switch (-S37
via relay K26) subject to transmission lockup engagement & accelerator position.
This supplies air simultaneously to an exhaust brake flap and engages the integrated
engine brake.

=41-Y6 Axle/suspension blocking. Control by switch (-S3) in driving cab. This

supplies air to to six axle/suspension blocking valves, which are located adjacent to
each suspension cylinder. Without air pressure, these valves automatically isolate the
pressure accumulators from the suspension cylinders and give a rigid suspension. A
minimum air pressure of 5 bar is required to release the axle/suspension blocking for
hydrogas interactive suspension. A 5 bar warning switch (=41-S61) is fitted (directly
to solenoid valve) to indicate function status via cab warning via light -H6.

=41-Y7 Axle differential cross locks. Control is by a switch in driving cab (-

S6) subject to low range selection of transfer case & suspension key engagement.
This supplies air to each integral air cylinders in each axle line, which engages a
sliding coupling to inhibit the differential function and give drive to both wheels.
Switches (-S1 through –S3) are installed in each actuating cylinder to indicate
function status via cab warning light -H7.

=47-Y1 Rear steering steering lock. Control is by a switch in driving cab (-S4)
subject to speed control via = 41-K8 from Allison ECU control. This supplies air to
unlock the hydraulic cylinder on axle 3. Switch -S41 is installed in the respective
cylinder to indicate function status via cab warning light -H6.

=47-Y19 Additional drive of second axle. Control is by a switch in driving cab

(-S3) subject to low range selection of transfer case & suspension key engagement.
This supplies air to integral cylinder in the transfer case, which engages a sliding
coupling to engage the second axle drive. Switch –S62 is installed in the transfer case
to indicate function status via cab warning light -H4.

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=41-Y1

=41-Y2 Transfer case range selection. Control is by push buttons in driving

cab.
=41-Y3 (-S7 low, -S8 neutral & -S9 highway). This supplies a sequential air
delivery to integral cylinders within the transfer case to select the
particular function. Switches (-S7 low range, -S70 highway range) are
installed in the transfer case to indicate function status via cab warning
lights -H6 low & -H8 highway.

Note: Changing ratio of the transfer box must be carried out at standstill.

Figure 2: View of air solenoids on left side of carrier

GMK 3050 Training Information. Carrier Pneumatic System. December 98. Page 5