LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

SECTION 7 COMPRESSED AIR SYSTEM

TABLE OF CONTENTS

1. AIR SOURCE SYSTEM........................................................................................................... 2

1.1 GENERAL........................................................................................................................ 2
1.2 NPT5 TYPE AIR COMPRESSOR................................................................................ 3
1.3 RADIATOR.....................................................................................................................10
1.4 MAIN RESERVOIR.......................................................................................................11
1.5 CHECK VALVE.............................................................................................................. 11
1.6 NT2 TYPE SAFETY VALVE........................................................................................ 11
1.7 AIR SOURCE PURIFIED DEVICE.............................................................................13
1.8 704-1 TYPE REGULATING VALVE........................................................................... 14
2. AIR BRAKE SYSTEM............................................................................................................18
2.1 GENERAL...................................................................................................................... 18
2.2 AIR BRAKE CABINET..................................................................................................18
2.3 CONTROLLING RELATIONSHIP AMONG THE VALVES..................................... 19
2.4 AUTOMATIC BRAKE VALVE...................................................................................... 20
2.5 INDEPENDENT BRAKE VALVE................................................................................ 22
2.6 RELAY VALVE............................................................................................................... 23
2.7 DISTRIBUTOR VALVE.................................................................................................25
2.8 APPLICATION VALVE..................................................................................................29
2.9 DOUBLE CHECK VALVE............................................................................................ 30
2.10 SQ-1 TYPE DOUBLE CHECK VALVE.................................................................... 31
2.11 COMBINED OPERATION OF BRAKE EQUIPMENT........................................... 32
2.12 STRAINER & CHECK VALVE.................................................................................. 41
2.12 EMERGENCY BRAKE VALVE................................................................................. 42
2.14 TROUBLESHOOTING OF AIR BRAKE..................................................................42
3. SANDING SYSTEM...............................................................................................................67
3.1 GENERAL...................................................................................................................... 67
3.2 PRINCIPLE OF SANDING SYSTEM........................................................................ 68
3.3 SANDING VALVE......................................................................................................... 68
4. AUXILIARY PNEUMATIC CONTROL SYSTEM............................................................... 69
Appendix: OPERATION AND MAINTENANCE INSTRUCTIONS
FOR JKG SERIES AIR DRYER............................................................................................... 73

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1. AIR SOURCE SYSTEM

1.1 GENERAL

The main task of air source system is to supply enough high quality compressed air
under rated pressure to the brake system of locomotive and the train, and meanwhile
supply compressed air to the auxiliary equipment on the locomotive like sanding,
whistles, flange lubrication etc and their control.

Air source system mainly consists of two NPT5 type air compressors, two main reservoirs,
check valves, NT2 type safety valve, 704-1 type regulating valve, oil-water separator,
JKG1 type air dryer, JKF type drain valve, cocks etc. The schematic diagram of the air
source system is shown in Fig. 7-1. The JKG1 type air dryer, oil-water separator and JKF
type drain valve compose the compressed air purified system. The work flow of the
system is like this: the air is compressed after being sucked. The air flow is divided into two
ways after going through the radiator, the oil-water separator and air dryer. One way goes
through the No.1 main reservoir and No.2 main reservoir and then to main pipe. The other
way goes to the auxiliary system such as whistle and sanding system.

Fig.7-1 Air Source System Schematic

1-NPT5 Type Air Compressor; 2-Check Valve; 3,6,8-Cutoff Cock; 4-Radiator; 5-Oil-Water
Separator; 7- JKG1 Type Air Dryer; 9-Cock BDN32; 10-Cock DN20;11-Cock DN6;12-JKF Type
Drain Valve; 13-704-1 Type Regulating Valve; 14-Main Reservoir; 15-Drain Cock BDN10;
16-NT2 Type Safety Valve; 17-Cock DN10.

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1.2 NPT5 TYPE AIR COMPRESSOR

1.2.1 GENERAL

CKD3A diesel locomotive is equipped with two sets of Z-2.4/9 type air compressor
(known as NPT5 type air compressor) driven by a DC motor. It is of vertical (cylinder
parallel arranged), three-cylinder, two-stage compression, air-intercooled reciprocating
piston type. This compressor can run continuously when the ambient temperature is no
higher than 30℃. The compressor is driven directly by the DC motor, of which the power
is 22kW, the voltage is 110V, the current is 238A and the speed is 1000rpm. The motor is
power supplied by an auxiliary generator.

The compressed air developed by the two sets of NPT5 air compressor is supplied to the
brake system of locomotive and train as well as the sanding system, pneumatic device
and the EP control system.

Fig.7-2 shows the structure of NPT5 type air compressor.

Fig.7-2 Structure Of NPT5 Type Air Compressor

1-Body; 2-Oil Pump; 3,15-Low Pressure Connecting Rod; 4,7-Low Pressure Piston; 5,8-Low
Pressure Cylinder; 6-Air Filter; 9- High Pressure Piston;10-High Pressure Cylinder; 11-Air Intercooler;
12-Cooling Fan; 13-Elastic Coupling; 14-High Pressure Connecting Rod;16- Crankshaft.

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1.2.2 MAIN PARAMETERS OF NPT5 TYPE AIR COMPRESSOR

Type Z-2.4/9
Airflow rate (m3/min) 2.4
Air inlet pressure (kPa) 101.325
Max. air exhaust pressure (kPa) 900
Speed (r/min) 1000
Shaft power (kW) ≈21
Direction of rotation Counter-clockwise (from oil pump end)
Lube oil temperature (℃) ≯80
Lubricating oil Railway compressor lubricating oil 200#
Lube oil pressure (kPa) 440±10%
Number of cylinders
First stage cylinder 2
Second stage cylinder 1
Diameter of cylinders (mm)
First stage cylinder 125
Second stage cylinder 101.6
Piston stroke (mm) 130
Cooling type Air cooling

1.2.3 STRUCTURE OF NPT5 TYPE AIR COMPRESSOR

Besides the DC motor, the air compressor itself is mainly composed of moving
mechanism, air inlet and exhaust system, cooling system and lubricating system.

1.2.3.1 Moving Mechanism

The moving mechanism includes high pressure piston and low pressure piston, high
pressure connecting rod and low pressure connecting rod, crankshaft and other main
parts.

The DC motor drives the air compressor to rotate through elastic coupling, thus drives
the connecting rod piston mechanism which is installed on the 3 cranks in the middle of
crankshaft to reciprocate to finish the course of air intake, compression and exhaust.
Fig.7-3 shows the moving mechanism of NPT5 type air compressor.

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Fig.7-3 Schematic Diagram Of The Moving Mechanism Of NPT5 Type Air Compressor
1-DC Motor; 2-Elastic Coupling; 3-Double-Row Radial Spherical Roller Bearing; 4-High Pressure
Connecting Rod; 5-High Pressure Piston; 6,8-Low Pressure Piston; 7,9-Low Pressure Connecting
Rod;10-Crankshaft;11-Single Row Radial Cylindrical Bearing.

1.2.3.2 Air inlet and exhaust system

The air inlet and exhaust system is mainly composed of air filter, cylinder head, air inlet
valve and exhaust valve and so on.

The air to the compressor must be filtered. The filtration

device is oil-bath type air filter. The function of the air
filter has a direct relation to the normal running and
service life of air compressor. Therefore, enough
attention must be paid during operation and
maintenance of the air filter. When reassembling the
new-installed screen or cleaned screen, it should be
soaked in the lube oil and the superfluous accumulative
oil should be removed. Fig. 7-4 is schematic diagram of Fig.7-4 Schematic Diagram
oil-bath type air filter. Fig. 7-5 is schematic diagram of Of Oil-Bath Type Air Filter
air inlet and exhaust passages of cylinder head.

Fig.7-5 Schematic Diagram Of Air Inlet And Exhaust Passages Of Cylinder Head

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1.2.3.3 Cooling system

The cooling system includes air intercooler, safety valve, axial flow cooling fan and the
like.

The air temperature will be obviously high after the first stage compression. Before the
course of the second stage compression, the air must be cooled, otherwise, the air
temperature will be too high to make the air compressor work. So the air compressor is
provided with intercooler so that the air can be cooled after the first stage compression.
The cooling fan is driven by a V-belt. During operation, the belt may be lengthened, so it
needs to be adjusted regularly.

The adjusting method is as follows:

Loosen the 4 bolts connecting the fan support to the upper & lower air collector boxes,
move upwards the fan support or loosen the nut behind the fan shaft and move upwards
the fan body. Since the moving upwards the fan support or body, the centre distance
between two belts is changed. Thus, the extension force needed by the belt can be
satisfied.

In order to ensure the safety of air compressor, a safety valve is installed under the air
intercooler. The regulating pressure of the safety valve is as follows: Open: 450 kPa;
Closed: ﹤300 kPa.

There is a drain plug under the air intercooler. The drain plug should be opened once a
week (doing this while the air compressor is working).

1.1.2.4 Lubricating System

A gear oil pump is installed at the end of crankshaft. The pressurized oil from the oil
pump is sent to each lubricating surface. The gear oil pump is mainly composed of a
gear pair which has the same module and tooth number of gear, pump body, pump cover,
constant pressure valve, etc. See Fig.7-6.

Oil with a certain pressure will enter the oil gauge through oil pump cover indicating oil
pressure. At the same time, it is connected with constant pressure valve to prevent the
oil pressure from being over high. Fig. 7-7 shows the work principle of the constant
pressure valve. The normal work pressure of the oil pump should be adjusted and kept
within the range of 440±10%kPa. When the oil pressure is too high or too low, the oil
pump may be stripped. Reduce or increase the adjusting shim 3 according to the needs,
then the oil pressure will be stabilized within the specified range.

Cautions: Lube oil level of air compressor shall be kept between the marks of Max and

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Min, be often aware of the oil pressure of air compressor within specified range and
regularly open the drain valve of cooler to discharge accumulated water.

Fig.7-6 Gear Oil Pump

1-Pump Body; 2-Pump Cover; 3,6-Gear; 7-Screw; 4-Constant Pressure Valve Spring; 5-Constant
Pressure Valve.

Fig.7-7 Work Principle Of Constant Pressure Valve

1-To Pump Oil Discharge Chamber; 2-Oil-Return Hole; 3-Adjusting Shim; 4-Constant Pressure Valve;
5-Constant Pressure Valve Spring.

1.2.4 OPERATION AND MAINTENANCE

(1) When one of the following circumstances is found, shut down the engine immediately
or forbid to start the engine.

a) Wrong direction of rotation (It should be counter-clockwise seeing from the oil pump
end);

b) Low oil level (The oil level should be between the Max. and Min. marks);

c) Oil temperature is below 5℃ or over 80℃.

(2) Only under the condition of the ambient temperature not over 30℃, it is allowable to
operate the air compressor continuously.

(3) Regularly check oil level (When locomotive runs every 8 –16 hours, it should be

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checked once. If oil level is below the “Min”, replenish timely).

(4) Pay attention to the lube oil pressure of the air compressor to see if it is within the
range of 440±10%. If the pressure is not in conformity with the specification, it should be
timely regulated. The min. limited oil pressure of the oil pump after repair should be
350kPa.

(5) Within the beginning of 50 hours’ running, lube oil should be renewed once every 25
hours. Later on, the lube oil should be renewed once every 300–600 hours. The fan
roller bearing should be filled with grease once every 50,000 km.

(6) When the air compressor runs every 100 hours (or a week), the drain plug of cooler
should be opened for one time to drain the accumulated water (This job should be
carried out while the air compressor is working).

(7) When the air compressor runs every 300 – 600 hours, the oil-bath type air filter
should be inspected and cleaned. When reassembling the air filter after cleaning, the
screen should be soaked in oil and the oil should be filled to the air filter up to the
specified oil level. The removed or assembled air filter is not allowed to be put inclined or
upside down.

(8) When the air compressor runs every 300–600 hours, valves and screens should be
inspected and cleaned.

(9) When the air compressor runs every 1000–2000 hours, oil pump should be inspected and
cleaned.

1.2.5 TROUBLESHOOTING

Troubleshooting of the air compressor is shown in Table 1.

Table 1 Troubleshooting of the air compressor

Serial No. Trouble Cause analysis Correction

1 Reduction of (1) Leakage of valve or (1) Inspect and repair the
exhaust amount malfunction of the first stage air sealing of valve plate and valve
inlet valve; seat;
(2) The opening of piston ring (2) Replace piston ring;
is too big; (3) Inspect and regulate the
(3) Low speed. speed.
2 The exhaust (1) Serious leakage of valve; (1) Inspect and repair the
temp. is too high (2) Cooler blocked or too dirty; sealing of valves;
(3) Seizure or damage of the (2) Clean cooler;

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Serial No. Trouble Cause analysis Correction

first stage exhaust valve; (3) Repair the first stage
(4) Malfunction of the second valves;
stage air inlet and exhaust (4) Repair the second stage
valves. valves.
3 The safety valve (1) Seizure or damage of the (1) Inspect and repair the
is open second stage valve; second stage valve;
(2) The second stage valve is (2) Replace the valve gasket.
broken and leaks.
4 Abnormal noise (1) The clearance of cylinder is (1) Adjusting through adding
inside cylinder so small that piston knocks on valve shims;
the bottom of cylinder; (2) Open the cylinder and take
(2) Foreign matters exist in the the valve out and remove the
cylinder; foreign matters;
(3) The clearance between (3) Replace piston pin or
piston pin and the copper bush copper bush.
of conrod small cab is too big.
5 Cylinder is (1) The mirror face of cylinder(1) Repair or replace the
exceedingly hot is scored; cylinder;
(2) Bad lubricating (2) Inspect oil level and
observe and adjust lube oil
pressure.
6 Temperature of (1) Conrod bearing is burnt (1) Inspect & repair conrod
lube. Oil is high out; bearing.
(2) Mirror face of cylinder is (2) Inspect & repair cylinder,
scored. piston and piston ring.
7 Exhaust air from Malfunction of piston ring Replace piston ring
the vent port is
too much or hot
air comes out
from the vent.
8 No oil pressure or (1) Wrong direction of rotation; (1) Inspect & adjust the
low oil pressure (2) Leakage of oil pipe; direction of rotation;
in the oil pump (3) Worn damage or too much (2) Inspect & repair the sealing
clearance of oil pump gear; of oil sucking pipes;
(4) Pressure gauge damaged (3) Strip and inspect oil pump;
or gauge pipe blocked; (4) Correct pressure gauge.
(5) Oil screen blocked; Inspect & repair gauge pipe;
(6) Malfunction of pressure (5) Clean screen;
regulating valve. (6) Inspect & repair the
pressure regulating valve

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1.2.6 USE LIMIT OR WEAR LIMIT OF THE CONSUMABLE PARTS OF AIR

COMPRESSOR

The time limit of service or wear limit of the consumable parts of air compressor is shown
in Table 2.
Table 2 Time limit of service or wear limit of consumable parts of air compressor

Serial Description Assembly position Time limit of Assembly clearance Wear limit
No. service (mm) (mm)
1 Oil seal elastic Sealing cover 18 months (incl.
ring coupling time of shut-down)
2 Valve spring Valve 1000h
3 Valve plate Valve 0.1
4 Opening of In the cylinder First stage: 0.35-0.55 2
piston ring Second stage:
0.25-0.45
5 Fit clearance Conrod bush & 0.015-0.024 0.15
piston pin
6 Ditto Conrod bearing & 0.036-0.064 0.25
crankshaft journal
7 Ditto Piston skirt & 0.32-0.40 0.6
cylinder
8 Fit clearance Piston ring & ring 0.025-0.052 0.2
groove

1.2.7 OVERHAULS FOR AIR COMPRESSOR

The air compressor supplies the compressed air to the air system of whole the
locomotive. It is necessary to make it cleaned and checked periodically according to the
mileage or operation period. Wearing parts should be changed regularly.

Intervals of maintenance inspection: auxiliary maintenance: when the mileage is not less
than 20,000km or the operation period is not less than 2months, minor maintenance:
when the mileage is up to 40,000~60,000km or the operation period is up to 4~6months,
intermediate maintenance: when the mileage is up to 230,000~300,000km or the
operation period is up to 30~36months, and major maintenance: when the mileage is up
to 800,000~1,000,000km or the operation period is up to 96~120months.

1.3 RADIATOR

A high performance radiator is installed at the air compressor outlet by means of hoisting.
Knocking of radiator rib should be avoided during service to avoid the transfiguration of
the rib. The transfiguration could affect the performance of radiator.

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1.4 MAIN RESERVOIR

The main reservoir is a key component in the system as it is a pressure vessel storing
the compressed air. There are 2 main reservoirs on the locomotive, with each volume
503L, both at a pressure rating 900kPa.

There is a drain cock at one end of the main reservoir. The cock should be often opened
with pressure to drain the accumulated water.

1.5 CHECK VALVE

A check valve (see Fig.7-1) is located on the air outlet pipe of air compressor to prevent
the air flow from flowing backwards when the air compressor starts with no load or stops
working. When the air compressor stops, the check valve could stop the compressed air
refluence from main reservoir to air compressor cylinder to reduce compressed air
leakage. After the air compressor operates, the pressure in the pipe between air
compressor and check valve will be soon higher than that in the main reservoir. The
check valve piston will be lifted up and the air compressor will be then in the normal
operation to charge the main reservoir. The structure of check valve is mainly composed
of body, piston, and valve cap, as shown in Fig.7-8.

There is a spiral groove of 0.5mm depth on the outside surface of the piston 2 via which
the compressed air is piloted to the piston top to form backpressure and therefore the
severe impact caused by the air pressure impulse under the bottom of the piston will be
reduced.

Fig.7-8 Check Valve

1-Body; 2-Piston; 3-Piston Plug; 4-Valve Cap.

1.6 NT2 TYPE SAFETY VALVE

The NT2 safety valve is installed between No.1 main reservoir and No.2 main reservoir

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(as shown in Fig.7-1). Its function is as follows: Once the 704-1 type regulating valve fails
and the operation of air compressor is out of control, it can prevent the pressure in main
reservoir from being over, i.e., when the pressure in the main reservoir reaches 950±
20kPa, the safety valve is open. At this time, even though the air compressor is still
running, the pressure in the main reservoir can not continuously go up. Air flow of NT2
safety valve is 5.3m3/min. The safety valve is mainly composed of adjusting screw, lock
nut, spring clamp plate, adjusting spring, spring box, valve, valve body, valve cap, valve
seat and so on. Fig.7-9 shows the NT2 type safety valve.

There are two compression areas on the bottom of valve 9. The first one is the match
area with internal diameter of lower part of valve seat 10. It maintains a regular contact
with the compressed air in main reservoir. Valve 9 is lifted up when the air pressure in
main reservoir exceeds the setting value of the top adjusting spring. Then the
compressed air is applied to the second compression area immediately. Because of the
sudden increasement of the compression area, valve 9 is moved up rapidly and
adjusting spring 6 is compressed. The compressed air in main reservoir comes out
accompanied by noise to remind the driver via the 6 holes on the bevel of valve body 11.
When the air pressure in main reservoir drops to the point below the setting value of
adjusting spring, the adjusting spring stretches to press the valve back to the valve seat
and the air exhaust stops.

The safety valve should be adjusted under the action of air source with air pressure of
more than 950kPa. After adjusted, it should be sealed with lead..

Fig.7-9 NT2 Type Safety Valve

1-Adjusting Screw; 2-Lock Nut; 3-Valve Cap; 4-Spring Clamp Plate; 5-Lead Seal; 6-Adjusting Spring;
7-Spring Box; 8-Spring Clamp Plate; 9-Valve; 10-Valve Seat; 11-Valve Body.

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1.7 AIR SOURCE PURIFIED DEVICE

The main component of the air source purified device is JKG1 type air dryer. There are
some auxiliary components provided together with JKG1 type air dryer such as JKF type
oil-water separator, JKF type drain valve and so on. The air source purified system
schematic is shown in Fig.7-10.

Fig.7-10 Air Source Purified System Schematic

1-JKF Type Oil-Water Separator; 2-Cock; 3-JKF Type Drain Valve; 4-Cock; 5-Cock; 6-JKG1 Type Air
Dryer; 7-Cock; 8-Cock.

JKG1 air dryer is a kind of compressed air dehumidifier with twin towers which are of
heatless regeneration and continuous operation. It is composed of dryer main body, inlet
valve, exhaust valve, electronic controller, electro-pneumatic valve, etc. The functions
and operation conditions of air dryer are matched with the working condition of air
compressor. During air compressor starting, the electronic controller receives
“energized” signals at the same time. Thus one electro-pneumatic valve is in “energized
and charge” status, while the other electro-pneumatic valve is in “de-energized and
discharge” status. After being cooled, the compressed air from air compressor enters the
dryer tower after the liquid particles are separated by the oil-water separator. During the
air compressor works, when the conversion interval of one dryer tower is reached, the
other dryer tower starts to work automatically under the control of the controller. Thus
two towers work alternately according to each certain program. Each time the air
compressor stops, the electromagnet drain valve drains the compressed air, oil and
water in the oil-water separator so the locomotive air source is purified.

The purified air can prevent the locomotive air pipe system from corrosion, blockage,
condensation and freezing, also brake malfunction caused by impurities in the air can
be avoided either.

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For the details about maintenance and service of JKG1 air dryer, please refer to
Appendix 1 attached to this file.

NOTE: When JKG1 air dryer stops working, close its air inlet cock and outlet cock and
also open the by-pass cock to prevent the desiccant from failure because of
being dipped and absorbed.

1.8 704-1 TYPE REGULATING VALVE

1.8.1 GENERAL

The 704-1 type regulating valve is installed on the branch of the main reservoir exhaust
pipe. Its main task is to transfer the signal of air pressure in main reservoir to electric
signal which controls power supply circuit of air compressor drive motor open or close. It
controls air compressor on or off to keep the air pressure of main reservoir in normal
range. That is: when air pressure of main reservoir is below the set low pressure limit
750kPa, high pressure spring pushes the transmission seat plate to rotate anti-clockwise,
then adjusting screw on the front of transmission seat plate depresses the sensitive
switch contacts and the circuit is on and the contactor of air compressor drive motor is
close. By now, the air compressor starts to work and pressure of main air reservoir rises.
When air pressure of main reservoir reaches to the set point of high pressure limit
900kPa, the pressure spring pushes the transmission seat plate to rotate clockwise, then
the adjusting screw on the transmission seat plate rises and the sensitive switch contact
opens and contactor of air compressor drive motor is open. By now, the air compressor
stops working. The air source pressure is controlled in the required range by the means
mentioned.

1.8.2 COMPOSITION OF 704-1 TYPE REGULATING VALVE

The 704-1 type regulating valve is mainly composed of air application part, transmission
seat plate part, pressure regulating part, pressure difference regulating part, sensitive
switch and resistance-capacitance protection device, regulating valve body, front cover
and so on.

1.8.3 TECHNICAL PARAMETER

Pressure regulating range(kPa): 200~1200

Set pressure when leave store:900±20
Pressure difference regulating range(kPa): 80~300
Set pressure difference when leave
store:150±20 (low pressure limit:
750±20kPa)
Breaking capacity: DC (link to RC protection device) 50V,3A

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1.8.4 SERVICE CONDITION

The 704-1 type regulating valve could be installed and applied under all angles under the
follow conditions:

(1) Altitude≯2000m;

(2)Ambient temperature: between -40℃ and +40℃;

(3)Relative humidity≯85%;

(4)Vibration condition should meet the requirements issued by TB/T1333 Fundamental

Technique Specification For Locomotive Electric Apparatus.

1.8.5 ADJUSTING SHOULD BE DONE UNDER THE CONDITION OF NO AIR

SOURCE AFTER THE REGULATING VALVE ASSEMBLED

1.8.5.1 ADJUSTING OF PRESSURE LIMIT SUPPORT

Back out the low pressure head to keep low pressure mandrel out of function. Rotate the
adjusting handle-wheel anti-clockwise to the extreme position. Adjust the adjusting screw
(item 2) on the transmission seat plate to keep the switch close (when the contactor is
depressed, the sensitive switch is close position. Otherwise, the sensitive switch is open
position.) Adjust the height of the position limit support to ensure the clearance between
it and body is 0.2mm~0.3mm. Lock the lock nut (item 3) tightly after adjusting. As shown
in Fig.7-11.

Fig.7-11 Adjusting Of Pressure Limit Support

1-Sensitive Switch; 2-Adjusting Screw; 3-Lock Nut; 4-Position Limit Support; 5-Transmission Seat
Plate.

1.8.5.2 ADJUSTING OF PRESSURE DIFFERENCE SUPPORT

Screw in the low pressure mandrel to keep it in operation. Adjust the adjusting screw
(item 6). It is requested that when the switching contacts is open, the clearance between
adjusting screw and low pressure mandrel be 0.25~0.35mm. Lock the lock nut (item 3)
After Adjusted. As Shown In Fig.7-12.

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Fig.7-12 Adjusting Of Pressure Difference Support

1-Sensitive Switch; 6-Adjusting Screw; 7-Low Pressure Mandrel.

1.8.6 TESTS MUST BE ACHIEVED ON THE SPECIAL TEST RIG AFTER THE
REGULATING VALVE ADJUSTED

1.8.6.1 ELECTRICAL PERFORMANCE TEST

(1) ISOLATION TEST

The regulating valve should be test with 500V mega meter at room temperature after
assembled. The isolating resistance between switching contacts and regulating valve
≥100M.

(2) PRESSURE REGULATING PERFORMANCE TEST

a) PREPARATION

Cut in the air source and make sure the main air pressure should exceed 1000kPa.
Switch on the circuit and make sure the power supply voltage is DC 110V. Connect the
air inlet of the regulating valve to the air outlet on the test rig and connect the terminals of
regulating valve to the corresponding leads on test rig.

b) INITIAL PRESSURE AND INITIAL PRESSURE DIFFERENCE TEST

Rotate anti-clockwise the regulating handle-wheel to the extreme position. Back out the
low pressure head to keep it out of function. By now the signal light is on. Open the air
charge throttle, and when air pressure reaches to 200-10kPa the signal light off. Close
the air charge throttle and open the air exhaust throttle, the signal light is on before the
air pressure drops 80kPa. Then close the air exhaust throttle.

c) WORK PRESSURE AND WORK PRESSURE DIFFERENCE TEST

Open the air charge throttle and rotate clockwise the regulating handle-wheel. When the

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pressure reaches to 900-20kPa, the signal light is off. Close the air charge throttle and
open the air exhaust throttle. The signal light is on before the air pressure drops 100kPa.
Then close the air exhaust throttle.

d) INTERFERENCE TEST AND PRESSURE REGULATING

○1 Screw in the low pressure head to keep it in operation. Open the air charge throttle

and when the pressure rises to the set point (900±20kPa) the signal light is off. It is
requested that he adjusting of the low pressure head must not interfere the set pressure
point.

○2 Close the air charge throttle and open the air exhaust throttle. Regulate the screw
length of the low pressure head. It is requested that when the pressure drops to
750±20kPa, the signal light be on. Repeat of this process is allowed. Lock the regulating
handle-wheel and the low pressure head after regulating.

1.8.7 SERVICE AND MAINTENANCE

During the regular service of the CKD3A locomotive, 704-1 type regulating valve could
not ensure the air compressor works in set internals for the following reasons: switching
contacts agglomerate, the air compressor doesn’t stop when main air pressure exceeds
the high pressure limit, the overpressure of main reservoir, the NT2 safety valve opens or
the air compressor start to work at the inaccurate low pressure point. By now, the
following measures could be taken: cutting off the cock between the main air pipe and
regulating valve to isolate it, monitoring the pressure gauge of main reservoir, and
pressing the air compressor manual button on the driver’s console to keep air supply.
Troubleshooting could be done after the locomotive arriving at car depot.

Troubles, analysis and correction of 704-1 type regulating valve are shown in Table 3.

Table 3 Troubles, analysis and correction of 704-1 type regulating valve

No. Trouble Phenomenon Cause analysis Correction
1 Initial Low pressure (1) Journey of sensitive (1) Adjust the journey of
pressure limit is too low or switch is too large i.e. sensitive switch to make it
difference the air exceeds 0.8mm; between 0.6mm and 0.8mm.
increases compressor (2) Fit clearance (2) Change the transmission
doesn’t work between axial hole of shaft.
when main air transmission seat plate (3) Adjusting the regulating
pressure is low. and transmission shaft valve body to clear the scrape
(low pressure is too large or too small. and jam.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Trouble Phenomenon Cause analysis Correction

regulating stud (3)The transmission
looses, the low seat plate scrapes or
pressure spring jams with regulating
could not valve body.
produce
elasticity so the
value of low
pressure is still
below the set
value.)
2 Air Air compressor (1) The switching (1) Connect the lead of switch
compressor still works when contactors protection device firmly and
doesn’t stop the pressure agglomerates because change the switch to which
when main exceeds the high of the large current or agglomeration occurs.
air pressure pressure limit. the switch protection (2) Check the lead and ensure
exceeds the device off line; the isolation.
high (2) Grounding occurs to (3) Change the capacitance.
pressure switch protection
limit. device or short circuit
occurs.
(3) Puncture occurs to
capacitance of switch
protection device.
3 Pressure is It is inaccurate to (1) Isolating property of (1) Ensure the isolation.
unstable cut off at high switch protection (2) Ensure the clearance
pressure and to device is poor. between the adjusting screw
switch on at low (2) Regulating of low and low pressure mandrel is
pressure. pressure interferes with 0.3mm (at switch off position)
the regulating of high
pressure.

2. AIR BRAKE SYSTEM

2.1 GENERAL

CKD3A type locomotive adopts JZ-7 type brake equipment which is partly contained in
the air brake cabinet. The air brake system schematic diagram is shown in Fig.7-13.

2.2 AIR BRAKE CABINET

The air brake cabinet is composed of frame, integrated air brake assembly, relay valve,

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

electric vent valve, strainer & check valve, emergency-application reservoir, reduction-
operation reservoir and so on. The integrated air brake assembly is composed of
assembly plate, plate cock, plate dust filter, application valve, F-7 type distributor
valve-emergency vent valve, F-7 type distributor valve-assistant valve, F-7 type
distributor valve-main valve, two position three way directional control valve, plate
double check valve, strainer assembly, quick service chamber and so on. The layout of
air brake cabinet is shown in Fig.7-14.

The air brake cabinet is fixed to underframe by connecting to the installation seat welded
on the frame via the M20 bolts on the bottom of the cabinet.

Fig.7-14 Layout Of Air Brake Cabinet

1-Frame; 2-Nameplate; 3-Emergency-Application Reservoir; 4-Integrated Air Brake Assembly; 5-Joint
Body; 6-Spherojoint; 7-Single Start Thread Pipe R3/4(1); 8-Single Start Thread Pipe R3/4(2); 9-Single
Start Thread Pipe R1;10-Elbow; 11-Single Pipe Clamp 25;12-Single Pipe Clamp;13-Double Pipe
Clamp 10;14-Brake Cylinder Pipe; 15-Relay Valve Assembly; 16-Electric Vent Valve; 17-Right- Angle
Joint; 18-Joint Body; 19-Spherojoint; 20-Single Pipe Clamp; 21-Joint; 22-Reduction-Operation
Reservoir; 23-Plate Label; 24-Train Pipe(1); 25-Main Pipe (1); 26-Joint Body; 27-Chock Joint;
28-Joint Body; 29-Spherojoint; 30-Right-Angle Joint; 31-Strainer & Check Valve; 32-Single Pipe
Clamp 32; 33-Main Pipe (2); 34-Train Pipe (2).

2.3 CONTROLLING RELATIONSHIP AMONG THE VALVES

JZ-7 type air brake mainly consists of automatic brake valve, independent brake valve,
equalizing reservoir, relay valve, overcharge reservoir, distributor valve, application valve,
double check valve, strainer & check valve, emergency brake valve etc. Controlling
relations of JZ-7 type air brake are as following:

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

a) Automatic brake valve→equalizing reservoir→relay valve→air pressure

→Vehicle air brake.
variation in air brake pipe→
→ Distributor valve → application valve → locomotive brake
cylinder.

b) Independent brake valve→application valve→locomotive brake cylinder.

2.4 AUTOMATIC BRAKE VALVE

The automatic brake valve is of automatic lapping type. It is the control part of the brake
equipment. Through controlling the handle, the driver can complete all the performances
and functions of the air brake.

2.4.1 STRUCTURE OF AUTOMATIC BRAKE VALVE

Automatic brake valve mainly consists of valve body, pipe bracket, handle, cam,
regulating valve, vent valve, double-heading spool valve, release spool valve, etc.
referring to Fig.7-15.

Fig.7-15 JZ-7 Type Automatic Brake Valve

1-Hand Wheel; 2-Regulating Valve Cover; 3-Regulating Spring; 4-Regulating Valve Diaphragm Piston;
5-Exhaust Valve; 6-Inlet Valve; 7-Regulating Valve Spool; 8-Cover; 9-Handle; 10-Regulating Valve
Cam; 11-Handle Shaft; 12-Vent Valve Cam; 13-Double-Heading Spool Valve Cam; 14-Passenger/
Freight Changeover Handle; 15-Release Spool Valve Cam; 16-Passenger/Freight Changeover Valve;
17-Pipe Bracket; 18-Valve Body; 19-Release Spool Valve; 20-Front Cover; 21-Double-Heading Spool
Valve; 22-Vent Valve.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

Pipe No.:
1- Equalizing reservoir pipe 2- Air brake pipe
3- Main reservoir pipe 4- Relay valve equalizing reservoir pipe
6- Sanding pipe 7- Overcharge pipe
8- Main air cut-off valve pipe 10-Independent release pipe
11- Independent application pipe

2.4.2 FUNCTION POSITIONS OF AUTOMATIC BRAKE VALVE

Automatic brake valve has seven function positions. When the handle is moved from left
hand to right hand, the followed positions are 1-overcharge position; 2-running position;
3-min. reduction position; 4-max. reduction position; 5-over-reduction position; 6-handle-
off position; 7-emergency position.

(1) Overcharge position

When handle of automatic brake valve is put at overcharge position, brake pipe can get
overcharge pressure 30 ～ 40kPa higher than originally specified, to boost air charge
speed of brake pipe.

(2) Running position

It is also referred to as release position where the handle is put when the train is running
or released after brake to make the brake pipe be charged to specified pressure so as to
obtain full release to locomotive and vehicle.

(3) Service application zone

The service application zone which includes minimum reduction position and maximum
reduction position is normally used for service application to stop train or to adjust
running speed. When handle is put at minimum reduction position, the pressure
reduction amount in brake pipe is 40～60kPa; when handle is put at maximum reduction
position, the pressure reduction amount in brake pipe is 140～160 kPa.

(4) Over reduction position

When braking and release are frequent or braking follows soon after full service
application, over reduction position can be used to make brake pipe reduce its pressure
by 240～260 kPa.

(5) Handle-off position

This position is used for the non-driving end of leading locomotive and back hauling of

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

dead locomotive by taking off the handle and thus making automatic brake valve and air
relay valve lose the control of the train.

(6) Emergency position

At this position, the pressure in brake pipe is reduced to zero, quickly initiating
emergency brake to the loco and train with great brake force.

2.5 INDEPENDENT BRAKE VALVE

Independent brake valve is chiefly used to operate independent brake application and
independent release to locomotive with no relation to train brake condition.

There are three function positions for independent brake valve, namely: independent
release position, running position and full service application position. It is service zone
from running position to full service application position. It can also carry out independent
release of locomotive after brake application of the locomotive. If the driver deviates his
hand from the handle, the handle will return from release position to running position.
Handle is turned from left hand to right hand, graduated brake of locomotive is available;
from right hand to left hand, graduated release of locomotive is obtained.

2.5.1 STRUCTURE OF INDEPENDENT BRAKE VALVE

The independent brake valve consists of handle, cam, regulating valve, independent
release spool valve, locating spool, etc. It is bolted together with automatic brake valve
(refer to Fig.7-16). There are three pipes, i.e. 3-main reservoir pipe; 10-independent
release pipe; 11-independent application pipe, connected to independent brake valve
through automatic brake valve body.

Fig.7-16 JZ-7 Type Independent Brake Valve

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

Legend to Fig.7-16:
1-Adjusting Hand Wheel; 2-Regulating Valve Cover; 3-Regulating Spring; 4-Exhaust Valve Spring;
5-Regulating Valve Diaphragm; 6-Regulating Valve Seat; 7-Exhaust Valve; 8-Inlet Valve;
9-Regulating Valve Spool; 10-Inlet Valve Spring; 11-Independent Release Spool Valve; 12-Locating
Spool; 13-Regulating Valve Cam; 14-Handle; 15-Cam Box.

2.5.2 FUNCTION POSITIONS OF INDEPENDENT BRAKE VALVE

(1) Independent release position

The independent release position is used for independent release of locomotive after
brake application to train.

(2) Running position

At this position, the locomotive brake is released and the locomotive is in normal running
state.

(3) Service application zone

Service application zone is used for the locomotive alone. When the handle of
independent brake valve is at full application position, pressure in brake cylinder is
300kPa. The pressure can be adjusted through regulating hand wheel of independent
brake valve, as shown in Fig.7-16.

2.6 RELAY VALVE

It is such equipment that accepts the control of automatic brake valve, and controls
directly pressure variation in air brake pipe. It can not only charge air to brake pipe, but
also exhaust compressed air in brake pipe to atmosphere, and maintain the pressure in
air brake pipe steadily, so as to initiate release, brake and lapping to the whole train.

2.6.1 STRUCTURE OF RELAY VALVE

Relay valve is composed of dual-port type relay valve, main air cut-off valve and pipe
bracket (See Fig. 7-17). Dual-port type relay valve is used to charge and exhaust
compressed air in the brake pipe. Main air cut-off valve accepts the control of
passenger/freight changeover valve. It is used to connect and blank the passage where
main air flows to brake pipe through dual-port type relay valve. Pipe bracket is the
installation seat for the dual-port relay valve and main air cut-off valve. There are five
pipes connected to pipe bracket, i.e.: 2-brake pipe; 3-main reservoir pipe; 4- relay valve
equalizing reservoir pipe; 7-overcharge pipe; 8-main air cut-off valve pipe.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

2.6.2 FUNCTION POSITIONS OF DUAL-PORT TYPE RELAY VALVE

(1) Release charge position

When the handle of automatic brake valve is put at running position, compressed air in
main reservoir pipe No.3 is charged into brake pipe No.2 to specified pressure. When the
handle is put at overcharge position, the pressure in brake pipe is 25-40kPa higher than
the specified pressure in order to boost charge air speed of brake pipe. When the handle
is turned back to running position, the overcharge pressure of brake pipe No.2 dissipates
slowly through relay valve, not causing natural brake to the whole train.

(2) Lapping position after release

The brake pipe can be kept at lapping state automatically after release. If brake pipe
leaks, main reservoir can compensate compressed air to brake pipe automatically
through relay valve and the brake pipe can be kept at lapping state again.

(3) Service application position

When the handle is put at service zone, compressed air in brake pipe exhausts to
atmosphere through exhaust port to initiate brake to train.

(4) Lapping position after braking

When the pressure in brake pipe is reduced to a certain amount, exhaust valve will be
closed, and keep the train at lapping state after brake. If brake pipe is exhausted again to
initiate brake, it restores to lap state.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

Fig.7-17 Relay Valve

1-Supply Valve Spring; 2-Supply Valve; 3-Tappet; 4-Exhaust Valve; 5-Exhaust Port; 6-Exhaust Valve
Spring; 7-Diaphragm; 8-Main Piston; 9-Relay Valve Cover; 10-Overcharge Spool; 11-Overcharge
Cover; 12-Main Air Cut-Off Valve Cover; 13-Spring; 14-Cut-Off Valve; 15-Cut-Off Valve Body; 16-Pipe
Bracket; 17-Relay Valve Body; 18-Choke Plug.

2.7 DISTRIBUTOR VALVE

F-7 type distributor valve controls the charge and exhaust of application valve according
to the pressure variation in brake pipe to initiate application, lap and release to the train.
F-7 type distributor valve has a blended structure of two-pressure mechanism
incorporated with three-pressure mechanism, and can be used for both graduated
release and direct release.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

2.7.1 STRUCTURE OF F-7 TYPE DISTRIBUTOR VALVE

F-7 type distributor valve is composed of main valve portion, assistant valve portion and
emergency portion, which are assembled with a pipe bracket, as shown in Fig.7-18. Four
air reservoirs (See Fig.7-12) are equipped to ensure the stability of the function state of
each valve and complete the function performance of brake. The working reservoir is
used for controlling the brake, release and lapping to the main valve; the reduction
reservoir is used for controlling brake, release and lapping of assistant valve; the
emergency reservoir is used for controlling the emergency vent valve; the application
reservoir is used for controlling brake, release and lapping of main and application
valves. There are seven pipes, i.e. 2-air brake pipe; 14-application reservoir pipe;
21-emergency reservoir pipe; 22-distributor valve main reservoir pipe; 23-working
reservoir pipe; 25-EX; 26-reduction reservoir pipe, which are connected with pipe
bracket.

Fig.7-18 Distributor Valve

1-Emergency Pressure Limiting Valve; 2-Service Pressure Limiting Valve; 3-Working Reservoir
Charge Check Valve; 4-Main Valve; 5-Emergency Vent Valve; 6-Pipe Bracket; 7-Changeover Cover;
8-Direct Release Backflow Check Valve; 9-Quick Service Check Valve; 10-Assistant Valve;
11-Maintaining Valve; 12-Charge Valve.

2.7.2 COMPOSITION AND FUNCTION OF MAIN VALVE PORTION

Main valve portion consists of main valve, service pressure limiting valve, emergency
pressure limiting valve, charge check valve of working reservoir etc.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

(1) Main valve

Main valve is used to control the brake application, release and lap to the locomotive. It
consists of big diaphragm piston, small diaphragm piston, hollow valve stem, supply
valve and its spring, etc. referring to Fig.7-19. Main valve is of three-pressure
mechanism, which is controlled by the pressure variation among brake pipe, application
reservoir and working reservoir. The effective area ratio between big diaphragm piston
and small diaphragm piston is 2.7:1; main valve has three function positions, i.e. brake
application position, release position and lapping position. When the brake pipe is
charged to certain pressure, big diaphragm moves downwards and makes compressed
air in application reservoir exhaust so as to apply release to locomotive; when the brake
pipe is exhausted, big diaphragm moves upwards and make main air flow to application
reservoir to initiate brake application to locomotive; when the pressure in brake pipe
reduces to a certain amount, the main valve maintains the lapping state after brake
application.

Fig.7-19 Main Valve Of Distributor Valve

1-Supply Valve Spring; 2-Supply Valve; 3-Supply Valve Seat; 4-Hollow Valve Stem; 5-Release Spring;
6-Small Diaphragm Piston; 7-Big Diaphragm Piston; 8-Equalizing Valve Cover; 9-Main Valve Body;
10-Tappet; 11-Middle Cover; 12-Bottom Cover; 13-Restrict Plug.

(2) Service pressure limiting valve

Service pressure limiting valve is used to keep the pressure limit in the locomotive brake
cylinder within 340~360 kPa when the rated pressure in brake pipe is 500kPa; when the
rated pressure in brake pipe is 600 kPa, the service pressure limiting valve keeps the

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

pressure limit of locomotive brake cylinder within 420~450 kPa.

(3) Emergency pressure limiting valve

Emergency limiting pressure valve is used to keep the pressure limit in application
reservoir within 420-450kPa when emergency brake is applied to the train. Meanwhile,
the valve also provides a passage for the compressed air in application reservoir to Ex.
when the locomotive is being released after emergency brake application.

(4) Charge check valve of working reservoir

The function of charge check valve of working reservoir is that when the locomotive is
released, the compressed air in brake pipe charges to working reservoir through the
check valve; while the locomotive is braked, the check valve is used to prevent the
compressed air in working reservoir from back flowing to brake pipe, avoiding non-brake
or non-proportional between the pressure in brake cylinder and pressure reduction in
brake pipe.

2.7.3 COMPOSITION AND FUNCTION OF ASSISTANT VALVE PORTION

Assistant valve portion consists of assistant valve, charge valve, maintaining valve, quick
service check valve, direct release backflow check valve, changeover cover, etc. The
functions are as follow:

(1) Make the overcharged air both in working and reduction reservoirs backflow to brake
pipe through charge valve of assistant valve portion and to be dissipated to eliminate
overcharged pressure.

(2) It can accelerate release function of main valve. When the main valve is at direct
release, the assistant valve port can link up the upper side and lower side of the large
diaphragm, forming direct release type. When the main valve is at graduated release,
the assistant valve portion can make part of the compressed air in working reservoir flow
to the reduction reservoir to boost the release of the locomotive.

(3) It can make the brake pipe serve as the function of quick service. In order to
accelerate the reduction of brake pipe when the brake pipe is applied in a small amount
of pressure reduction, the assistant valve can make the brake pipe serve as the function
of quick service, make the air brakes of the cars behind the locomotive serve as the
function of brake.

(4) Quick service check valve is used to prevent the compressed air in the quick service
chamber from backflowing into air brake pipe when the locomotive is braked again, so as
to avoid the assistant valve from natural release.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

(5) Changeover cover is mainly used to connect or blank the passage where
compressed air backflows from working reservoir to brake pipe. If the changeover cover
is set into direct release position, besides accelerating the release of main valve, the
overcharge pressure both in working reservoir and in reduction reservoir can backflow to
the brake pipe through the changeover cover and then to be dissipated. If the
changeover cover is set into graduated release position, the overcharged pressure both
in working reservoir and in reduction reservoir backflows to brake pipe through the
charge valve.

2.7.4 FUNCTION OF EMERGENCY PORTION

Emergency portion (emergency vent valve) is used to direct the compressed air in brake
pipe to EX to initiate emergency brake application when emergency brake is needed for
the locomotive or cars. Emergency vent valve has three function positions, i.e. charge
release position, service position and emergency application position.

2.8 APPLICATION VALVE

Application valve is controlled by distributor valve or independent brake valve and used
to control the charge and exhaust of the locomotive brake cylinder to initiate brake
application, lap, or release of locomotive.

2.8.1 COMPOSITION OF APPLICATION VALVE

Application valve consists of supply valve, hollow valve stem, application piston,
diaphragm, release spring, valve body, pipe bracket, etc. Refer to Fig. 7-20. There are
three pipes connected to the pipe bracket, i.e. 3-main reservoir pipe; 12-brake cylinder
pipe; 14-application pipe. The bottom side of application piston communicates with
application reservoir and the upper side of application piston connects with brake
cylinder through a choke.

2.8.2 FUNCTION POSITIONS OF APPLICATION VALVE

Application valve has three function positions, i.e. release, service and lapping.

(1) When application valve is at release position, hollow valve stem moves downwards
away from the supply valve and opens the port, so compressed air in brake cylinder
exhausts to EX.

(2) When application valve is at service position, the application pipe No.14 is charged,
piston and hollow valve stem move upwards to make main reservoir charge air to brake
cylinder through the supply valve port.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

(3) When the pressure in the brake cylinder is equal to that in the application pipe, the
application valve is at lapping position. If the piping or brake cylinder leaks somewhat,
the pressure in upper side of the application piston will drop, causing the pressure in
upper and bottom sides to lose balance, so piston moves upwards, supply valve port
opens again, main air flows to brake cylinder till pressure balance occurs to the bottom
and upper sides of the piston. At this time, piston and hollow valve stem move
downwards, and the application valve restores to lapping position.

Fig.7-20 Application Valve

1-Upper Plug; 2-Upper Cover; 3-Supply Valve; 4-Hollow Valve Stem; 5-Valve Body; 6-Exhaust Bend;
7-Release Spring; 8-Application Piston; 9-Bottom Cover; 10-Pipe Bracket.

2.9 DOUBLE CHECK VALVE

The air brake system is equipped with double check valves. Structure of double check valve
refers to Fig.7-21. Among them, the first double check valve is used to changeover the
control of independent brake valves at both ends to application valve, which means the
independent valves at both ends can not control the application valve at the same time. The
second double check valve is used to changeover the control of application reservoir pipe
and independent application pipe to application valve.

Fig.7-21 Double Check Valve

1&4-O Ring; 2-Piston; 3-Valve Body; 5-Valve Cover.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

2.10 SQ-1 TYPE DOUBLE CHECK VALVE

2.10.1 FUNCTION

The SQ-1 double check valve is adopted when the locomotive can be operated through
either one of the two ends and there is only one air relay valve. The valve is controlled by
the difference of equalizing reservoir pressure, and it opens the service path of the
service end and cuts off the other path.

2.10.2 PRINCIPLE

The principle of SQ-1 double check valve is shown in Fig.7-22.

Fig.7-22 Schematic of SQ-1 double check valve

(1) End A of automatic brake valve, pipe No.: 8A-End A shut off valve pipe; 4A-End A relay
valve-equalizing reservoir pipe.
.
End B of automatic brake valve, pipe No.: 8B- End B shut off valve pipe; 4B- End B relay
valve-equalizing reservoir pipe.

Relay valve end, pipe No.: 8C-Relay valve shut off valve pipe; 4C- relay valve- equalizing reservoir
pipe.

(2) Operation at end A: 8A to 8C, 4A to 4C.

(3) Operation at end B: 8B to 8C, 4B to 4C.

2.10.3 MAINTENANCE

The maintenance of SQ-1 type double check valve is the same as that of valves used in
JZ-7 brake system.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

2.11 COMBINED OPERATION OF BRAKE EQUIPMENT

The combined operation of air brake equipment means the inter-control relations among
the valves belonging to the air brake equipment while the handles of automatic brake
valve or independent brake valve being turned into different function positions
respectively.

2.11.1 COMBINED OPERATION OF AUTOMATIC BRAKE

Automatic brake combined operation will be put into execution when the handle of
automatic brake valve is turned into overcharge position, running position, service zone,
over reduction position, handle-off position and emergency position respectively while
the handle of independent brake valve is turned in running position.

2.11.1.1 Overcharge position

In this position, the valve will speed up charging brake pipe air pressure and initiate air
release to the train when the train is first charged or recharged. The charging and
exhausting passages are as follows:
(1) Main reservoir pipe (No.3) supply valve port of regulating valve 
—choke right side chamber of regulating valve diaphragm.
  equalizing reservoir pipe (No.1)  equalizing
reservoir.
—double heading spool valve 
 relay valve equalizing reservoir pipe (No.4) 
left-side chamber of relay valve diaphragm.

(2) Main air cut-out valve pipe (No.8)  Passenger/Freight changeover valve  8a
spool groove of release spool valve EX.

(3) Main reservoir pipe (No.3) end of release spool valve overcharge pipe (No.7)
 overcharge reservoir (to EX through a hole with diameter of  0.5).

 left side of relay valve overcharge spool.

(4) Main reservoir pipe(No.3)cut-out valve port supply valve port of relay valve
 brake pipe (No.2).

 choke  right-side chamber of relay valve diaphragm (until piston is in release
lapping position)

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

(5) Brake pipe (No.2)  filter screen of distributor valve intermediary

emergency vent valve
2b 2cmain valve portion
2eassistant valve portion
upper chamber of emergency vent valve diaphragm.
2bemergency vent valve charge restrict plug lower chamber of emergency vent valve
diaphragm and lower end of spool
stem.
21a21emergency reservoir.
 upper chamber of large diaphragm of main valve.
2b 2c main valve portion 2dlower chamber of emergency pressure limiting valve
spoolbig end.
 choke of working reservoir charge check valvecheck valve
 lower chamber of main valve large diaphragm.
 －23working reservoir.
23d  23c23b  end of assistant valve spool26b
 26  reduction reservoir.
  right-side chamber of assistant valve diaphragm.
26a
26c intermediate groove of assistant valve spool bush.
 left-side chamber of assistant valve diaphragm.
2b2e assistant valve portion2f  choke of direct release backflow check valve2g
 changeover cover(straight) 23e
  groove of assistant valve spool end 
2hgroove of charge valve spool 23a 
23b23c23working reservoir.

26b26reduction reservoir.
right-side chamber of assistant valve diaphragm.
26b26a 
26cintermediate groove of assistant valve spool bush.
(6) Lower chamber of application valve diaphragm  application pipe 14  second
double end check valve

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

distributor valve application pipe 14 14a14b

application reservoir  
lower chamber of charge valve diaphragm14c
upper chamber of main valve small diaphragm choke
grooveofservicepressurelimitingvalvespool22bhollowvalvestemofmainvalveEX.
 
 groove of emergency pressure limiting valve stop valve

(7) Locomotive brake cylinder compressed air strainer chamber of

application valvehollow valve stemEX.

upper chamber of application valve diaphragmchoke

2.11.1.2 Running position

It is the position in which there is a need for brake release when the train is running or
after a brake application. The air passage will be described according to the position of
handle of the automatic brake valve.

(1) The handle of automatic brake valve is turned from overcharge position to running
position. The passages will remain the same as those in the overcharge position except
that the passage for main reservoir air flowing to overcharge pipe is cut out by the
release spool valve. At this time, overcharge reservoir air pressure will slowly drop off by
way of the hole with diameter of  0.5mm, so as to make the relay valve gradually
eliminate overcharge pressure in brake pipe (No.2) until the pressure equals to specified
pressure.

Overcharge pressure in emergency reservoir is eliminated by means of air backflowing

to brake pipe (No.2) through charge restrict plug of emergency vent valve.

Overcharge pressures in working reservoir and reduction reservoir will be gathered at

charge valve groove and changeover cover of assistant valve, then eliminated by means
of air backflowing to brake pipe (No.2) through direct release backflow check valve
choke.

(2) The handle of automatic brake valve is turned from service zone to running position.
The passages are the same as those in the overcharge position except that the passage
for automatic brake valve main air flowing to overcharge pipe is cut out because the
overcharge occurs in no case.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

2.11.1.3 Service application zone (from minimum to maximum reduction position)

In this position, the valve is used for stopping the train normally and slowly or adjusting
the speed of the train. The air passages are as follows:

(1) Equalizing reservoir pipe 1  

 double heading spool valve
left-side chamber of relay valve diaphragmpipe 4  exhaust port
right-side chamber of regulating valve diaphragmchoke 
of regulating valve EX.

(2) Main reservoir pipe 3  spool central hole of release spool

valve8aPassenger/Freight changeover valvepipe 8 main air cut-out valve (To
close supply valve, blank off main reservoir pipe 3 to brake pipe 2 when the handle of
automatic brake valve is turned into any positions from the third to the seventh).

(3) Overcharge reservoir  the φ0.5mm hole of overcharge reservoirEX.

left-side chamber of relay valve overcharge spool overcharge pipe (No.7) release spool valve
(hole at the side of automatic brake valve body) EX.

Above air passages remain when automatic brake valve handle is turned from the third
position to the seventh until overcharge air exhausts to ‘0’.

(4) Brake pipe (No.2)exhaust port of relay valveEX.

(5) Distributor valve portion

a) upper side of main valve large diaphragm 
2c
lower side of emergency pressure limiting valve spool big end2d
upper side of emergency vent valve diaphragm 
lower side of emergency vent valve diaphragm 
 charge restrict plug   2b
lower side of emergency vent valve spool
first exhaust plugEX.
emergency reservoiremergency reservoir pipe(No.21) 
 2e
left-side chamber of assistant valve diaphragm  2a 

quick service check valvequick service chamber.

 2a1end of charge valve EX.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

(Quick service is stopped until application reservoir air pressure exceeds 24kPa somewhat.)
2bfilter screen of distributor valvebrake pipe (No.2) (to EX through exhaust port of relay valve).

b) reduction reservoir26
26ccentral hole of assistant valve
right-sidechamberof assistantvalve diaphragm26a spool26d  maintaining valve EX.

(maintaining valve functions to keep pressure equilibrium between both sides of

assistant valve diaphragm within service application zone).

c) distributor valve main reservoir air 2222asupply valve port of main valve22b
 lower side of emergency pressure limiting valve.

 groove of service pressure limiting valve spool
14c  small end chamber of emergency limiting valve spool.
 lower chamber of service pressure limiting valve spool.
 chokeupper chamber of main valve small diaphragm.
14b
 14a 
 14d  lower chamber of charge valve diaphragm (close end EX if pressure is above 24kPa).
  application reservoir.
 application reservoir pipe 14 
 second double check valve  application pipe 14 
lower chamber of application valve diaphragm.

(6) Application valve

main reservoir pipe 3 strainer chambersupply valve port
choke upper chamber of application valve diaphragm.

strainer chamberbrake cylinder pipe 12 locomotive brake cylinder.

2.11.1.4 Over reduction position

The position is used when compensated air reduction is required as service air reduction
approaching to maximum reduction value or compensated brake application is needed
when the brake pipe air pressure after brake release is still lower than the rated pressure.
The air passages are the same as those in service zone except that much more air

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

reduction is obtained in equalizing reservoir and brake pipe, the air reduction range is
within 230~270kPa.

NOTE: Equalizing reservoir air pressure maintains within 230~270kPa as the handle of
automatic brake valve is turned into over reduction, handle-off or emergency
position.

2.11.1.5 Handle-off position

The position is used for double heading locomotive, locomotive in towing operation or
non-operated end of leading locomotive. The air passages are as follows:

(1) Equalizing reservoir located on non-operated endequalizing reservoir pipe 1  double

right-side chamber of regulating valve diaphragm choke
heading spool valveexhaust port of regulating valveEX.

(2) Relay valve equalizing reservoir pipe 4 groove of double heading spool valve 
brake pipe 2 (Relay valve is forced in self-locking condition).

(3) Maintain the second passage in service application zone, so as to close relay valve
cut-out valve, make relay valve lose control to train.

2.11.1.6 Emergency position

The position is used when unexpected things occur and emergency stop is needed. The
air passages are as follows:

(1) Equalizing reservoirpipe 1 double heading spool valveexhaust port of regulating valveEX.
right-side chamber of regulating valve diaphragmchoke

(2) Main reservoir pipe 3 of automatic brake valve  end of double heading spool
valve  sanding pipe 6  emergency sanding pressure switch (to initiate automatic
sanding at emergency brake application).

(3) Brake pipe 2vent valve of automatic brake valveEX (brake pipe air pressure on
individual locomotive exhausts to “0” in three seconds).

(4) Maintain the second passage in service application zone, close relay valve cut-out
valve.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

(5) Maintain the third passage in service application zone, eliminate overcharge control
pressure.

(6) Maintain the second passage in handle-off position, connect relay valve equalizing
reservoir pipe 4 with brake pipe 2 to make relay valve in self-locking condition and
meanwhile avoid the diaphragm from serious striking.

(7) Distributor valve portion

a) upper side of main valve large diaphragm 2c 
lower side of emergency pressure limiting valve spool 2d 
upper side of emergency vent valve diaphragm
emergency vent valveEX.
lower side of emergency vent valve diaphragm  2b
lower side of emergency vent valve spool charge restrict plug
emergency reservoir 21  first exhaust plug EX.
second exhaust plugEX.
left side of assistant valve diaphragm2e
2aquick servicecheck valvequickservicechamber.

2a1 end of charge valveEX.
2b  strainer screen of distributor valve  brake pipe 2 (to atmosphere through vent valve).

b) reduction reservoir 26 26ccentral hole of assistant valve


right-side chamber of assistant valve diaphragm 26a
26dmaintaining valveEX.
(Reduction reservoir air pressure will be maintained within 280~340kPa when the handle
of automatic brake valve is turned into over reduction position or emergency position.)

c) distributor valve main air 22 22a supply valve of main valve22b

emergencylimitingvalvestopvalve  lowerside ofemergency limitingvalvespoolsmallend14c
 
groove of service limiting valve spool  lower chamber of service limiting valve spool

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

chokeupper chamber of main valve small diaphragm.

14b 14dlowerchamberofchargevalvediaphragm(closeEXwhenpressureexceeds24kPa).
14a
distributorvalveapplicationreservoirpipe 14 application reservoir.
 second double check valve
application pipe 14  lower chamber of application valve.

(8) The passage is the same as the sixth passage of service application zone, namely
application valve main reservoir air charges locomotive brake cylinder directly through
supply valve port to make the air pressure in locomotive brake cylinder reach rated air
pressure of emergency pressure limiting valve.

2.11.2 COMBINED OPERATION OF INDEPENDENT BRAKE

Combined operation of independent brake refers to the operation of the independent

brake application and independent release of the independent brake valve.

2.11.2.1 Handle of independent brake valve is turned into service application zone with
handle of automatic brake valve turned into running position.

The position is used when individual locomotive is running or in shunting operation, or

when the locomotive is adjusted to decrease speed or stop or the locomotive needs
independent brake. The passages are as follows:

(1) Independent brake valve main reservoir pipe 3 regulating valve supply valve port
chokeright side of regulating valve diaphragm.

 independent application pipe 11  the first double check valve  the
second double check valve  application pipe 14  lower chamber of
application valve diaphragm.

(2) Application valve main reservoir 3strainer chamber supply valve port 
chokeupper chamber of application valve diaphragm.

strainer chamberbrake cylinder pipe 12locomotive brake cylinder.

When the handle of independent brake valve is turned back to running position, the

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

passages are as follows:

lower chamber of application valve diaphragm14

second double check valvefirst double check valve 11

right-side chamber of independent brake valve adjusting valve diaphragmchoke
exhaust valve port of independent brake valve adjusting valveEX.

2.11.2.2 Handle of independent brake valve is turned into independent release position
with handle of automatic brake valve turned into service application zone.

The position is used for the locomotive to decrease brake force individually after the
brake is applied to the train. The passages are as follows:

(1) Lower chamber of distributor valve main valve large diaphragm23d

groove of assistant valve spool end23b23c 
working reservoir
 23  independent release pipe 10  independent brake valve independent release
spoolEX.

(2) The passage is the same as the sixth and seventh passages when handle of
automatic brake valve is turned into overcharge position. Application reservoir
compressed air is exhausted to atmosphere through the hollow valve stem of main valve,
forcing the application valve action to initiate a partial or full release to locomotive brake
cylinder. The following questions should be described:

a) When an independent brake release performance is tested in an individual

locomotive, the handle of independent brake valve should be turned into independent
release position after turning the handle of automatic brake valve into maximum
reduction position. Release the handle when the brake cylinder air pressure decreases
to zero and the handle will automatically move back to running position. At this time,
brake cylinder air pressure will increase but it is not allowed to exceed 100 kPa in a
minute, and brake pipe air pressure will decrease somewhat and there will be air exhaust
at the end of charge valve of distributor valve.

b) The handle of independent brake valve should be turned into independent release
position after the handle of automatic brake valve turned into service zone when hauling
a train, until at the point that brake cylinder air pressure decreases to zero. Release the
handle, then it will turn back into running position automatically. Meanwhile, the brake

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

cylinder air pressure will not increase, and the decrease of brake pipe air pressure and
exhaust of end of charge valve will not occur either.

c) If there is a need for an independent brake release to the locomotive after service
brake applications have initiated to the train, only to decrease working reservoir air
pressure until it is equal to brake pipe air pressure. Don’t exhaust air pressure in working
reservoir lower than that in air pipe.

d) Either service brake application or emergency brake being initiated by automatic

brake valve can independently release brake cylinder air pressure to zero, but the
release periods needed are different. The time of independent release after service
brake application to decrease brake cylinder air pressure from 360kPa to 35kPa lasts
3 ～ 6 seconds. As to independent release after emergency brake application, it is
necessary to turn the handle of independent brake valve into independent release
position for about 9～15 seconds, the brake cylinder air pressure starts to decrease. The
time to decrease brake cylinder air pressure to 35kPa lasts 20 ～ 28 seconds after
emergency brake application.

2.11.2.3 The handle of automatic brake valve and independent brake valve are both
turned into service application zone.

This case can seldom occurs. Brake application depends on what positions of both
handles are turned into if it occurs. When the application reservoir air pressure caused
by automatic brake valve pressure reduction is higher than independent application pipe
air pressure caused by independent brake valve brake application, the second double
check valve spool will blank the passage of independent application pipe and connect
the passage from application reservoir to application valve. So the brake application to
locomotive is initiated by automatic brake valve. In this case, the brake cylinder air
pressure reading shown on brake cylinder pressure gauge is the air pressure caused by
automatic brake valve. If the application reservoir air pressure caused by automatic
brake valve pressure reduction is lower than the independent application pipe air
pressure caused by independent brake valve brake application, the second double
check valve spool will blank the passage of application reservoir to application valve and
connect the passage of independent application pipe to application valve. So the brake
application to locomotive is initiated by independent brake valve and air pressure reading
shown on brake cylinder pressure gauge is the brake cylinder air pressure caused by
independent brake valve.

2.12 STRAINER & CHECK VALVE

Locomotive powerless equipment, i.e. strainer & check valve, refer to Fig.7-23. When
engine is shutdown and air compressor doesn’t work, there is no compressed air in the
main reservoir. At this time, opening the strainer & check valve can enable the

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

compressed air in the brake pipe to flow moderately and slowly to the main reservoir to
initiate brake application to the dead locomotive in the same manner as that to the vehicle.

Fig.6-13 Strainer & Check Valve

1-Resistant Plug; 2-Check Valve Seat; 3-Check Valve Spring; 4-Check Valve; 5-Strainer Screen;
6-Cock.

2.12 EMERGENCY BRAKE VALVE

Emergency brake valve is the safety equipment in locomotive running. If the air brake
does not work or accident occurs, pull down the handle of emergency brake valve to
direct the compressed air in the brake pipe to EX to initiate emergency brake application
to the train. The structure of emergency brake valve, refer to Fig.7-24.

Fig.7-24 Emergency Brake Valve

1-Handle; 2-Pin; 3-Eccentric; 4-Valve; 5-Valve Body; 6-Valve Seat.

2.14 TROUBLESHOOTING OF AIR BRAKE

Troubles, analysis and correction of the air brake are shown in Table 4.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

Table 4 Troubles, analysis and correction of the air brake

No. Troubles Analysis Correction
1 Charging air to main The application valve supply Check and find out the
reservoir, the exhaust port valve is seized at service zone reasons for seizure.
of application valve while the hollow valve stem Eliminate it or replace the
exhausts air considerably leaves the supply valve. So application valve.
main air exhausts to
atmosphere through supply
valve port, hollow valve stem
and exhaust bend.
2 There is air in main (1) Main air cock under the car (1) Open the main air cock
reservoir, but when open body is closed. under the car body.
the main air cock before (2) Cocks of air source purifier (2) Open the cock of air
the relay valve at cab and by-pass main air cock are purifier or main air by-pass
Ⅰend, the main air port of closed simultaneously. cock.
the automatic brake valve
pipe bracket doesn’t
exhaust air.
3 After installation of (1) Drain cock of equalizing (1) Close the drain cock of
automatic brake valve at reservoir is not closed. equalizing reservoir.
endⅠ, open the main air (2) Leakage exists in (2) Check the pipe lines and
cock before the relay valve equalizing reservoir pipe, relay their connections for leakage.
at cab Ⅰend, but pressure valve equalizing reservoir pipe Eliminate the leakage or
in equalizing reservoir or gauge pipe. replace the failure parts.
doesn’t increase or
increases slowly.
4 When blowing pipeline at The overcharge pipe (pipe 7) of Install the pipe 7 and pipe 8
cab II end, handle of relay valve and main air cut-off according to their normal
automatic brake valve is valve pipe (pipe 8) at cab Ⅰend position. When blowing
put at service zone, are misplaced. Because the pipeline at cab Ⅱ end, put
pressure in equalizing handle is in service zone there first the handle of automatic
reservoir is normal and is no air in overcharge pipe, brake valve at service zone,
there is air in air brake main air cut-off valve is open then open the main air cock
pipe. and relay valve charges air to of relay valve at end I, main
air brake pipe. air cut-off valve is closed,
relay valve can’t charge air to
air brake pipe; move the
handle to running position,
main air cut-off valve is
opened, relay valve charges
air to air brake pipe to blow
pipeline at end II.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

5 When blowing pipeline at Equalizing pipe (pipe 4) of relay Install pipe 4 and pipe 8
endⅡ, and handle of valve and main air cut-off valve according to their normal
automatic brake valve is pipe (pipe 8) are misplaced position.
put at service zone, installed. At this time, pipe 8
pressure in equalizing always has air no matter which
reservoir is normal and position the handle is, main air
there is no air in air brake cut-off valve is closed and relay
pipe; move the handle to valve can’t charge air to air
running position, there is brake pipe. But when handle is
still no air in air brake pipe, at handle-off position, the
only when moving the equalizing pipe of relay valve
handle to handle-off and air brake pipe is
position, there is air in air communicated with the help of
brake pipe. double heading spool valve, at
this time there is air in air brake
pipe.
6 When blowing pipeline at Overcharge pipe (pipe 7) of Install the pipe 7 and pipe 4
cab Ⅱend, and handle of relay valve and equalizing pipe according to their normal
automatic brake valve is (pipe 4) of relay valve are miss position.
put at service zone, installed. At this time, if put the
pressure in equalizing handle at running position or
reservoir is normal and service zone, main air cut-off
there is no air in air brake valve is closed, relay valve
pipe; move the handle to can’t charge air to air brake
running position, there is pipe; when handle is put at
still no air in air brake pipe, overcharge position, since
when move the handle to main air enters directly to left
overcharge position, side of main piston of relay
pressure in air brake pipe valve, making pressure in air
is equal to that of main brake pipe is equal to that of
reservoir. main reservoir.
7 When blowing pipeline at (1) The cock of relay valve air (1) Check and put the two
cabⅡend, pressure in brake pipe is closed; cocks at open position;
equalizing reservoir is (2) Cock of air brake pipe (2) Put the handle of
normal, but there is no air before brake valve seat automatic brake valve at
in air brake pipe no matter support; running position, open joint of
which position the handle (3) Relay valve diaphragm is equalizing pipe of relay
of automatic brake valve broken; valve, if air exhausts, that is
is. (4) Equalizing reservoir pipe or because the diaphragm is
equalizing pipe of relay valve is broken, otherwise the pipe is
blocked. blocked.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

(3) According to the above
judgment, replace diaphragm
or clear off blockage.
8 When automatic brake Independent release pipe (pipe Install pipe 10 and pipe 11
valve at cab Ⅰ end is put 10) and independent according to their normal
at running position and application pipe ( pipe 11) at position.
handle-off position at cab cab Ⅰend are misplaced, so
Ⅱend, independent valves air in working reservoir
at both ends are put at exhausts through the exhaust
running position, pressure port of regulating valve of
in equalizing reservoir and independent brake valve at cab
air brake pipe is normal Ⅰend.
and there is no pressure in
working reservoir, at the
same time, the exhaust
port of regulating valve of
independent brake valve at
cab Ⅰend exhausts air
slowly and continuously.
9 When automatic brake (1) The air brake pipe cock (1) Put the distributor valve
valve at cab Ⅰ end is put leading to distributor valve is at air brake pipe cock at open
at running position and closed position. position.
handle-off position at cab (2) The restrict plug of air (2) Clear away the dirt in
Ⅱ end, pressure in charge check valve of working restrict plug of air charge
equalizing reservoir and air reservoir of distributor valve check valve.
brake pipe is normal, but main valve portion is blocked (3) Check the pipelines and
independent brake valves with dirt. replace the blocked pipes.
at both ends don’t exhaust (3) The independent release
air and no pressure is in pipe is blocked, causing
working reservoir. pressure gauge doesn’t
indicate pressure of working
reservoir.
10 When turning the Fitting of ball surface of Grind in the ball surface of
regulating hand wheel of automatic brake valve regulating valve seat with
automatic brake valve to regulating valve seat and the fine coated abrasive, to make
set pressure in air brake valve sleeve is too tightly. it fit in moderately with the
pipe, pressure is variable. valve sleeve.
It is difficult to set to
specified pressure.
11 When handle of automatic The manometer is permitted to Replace the one with great
brake valve is at running have an error of ±20kPa. pressure differences

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

position, the pressure according to the readings on
difference shown on three four duplex pressure gauges
duplex pressure gauges of at each end.
equalizing reservoir, air
brake pipe and working
reservoir exceeds 20kPa.
12 When handle of automatic The cam of automatic brake Repair the failure cam or
brake valve is at running valve is not at correct position, replace automatic brake
position, the over charge causing the release spool valve valve.
reservoir exhausts, but the is still at over charge position.
air brake pipe or working
reservoir is still at over
charged pressure.
13 When handle of automatic (1) The supply valve port of (1) Clean supply valve port
brake valve is at running automatic brake valve and eliminate dirt.
position, the equalizing regulating valve is blocked with (2) Check the pipe lines for
reservoir pressure dirt. leakage and eliminate it.
increases slowly (2) Leakage occurs in (3) Clear away foreign
equalizing reservoir or its pipe matters to keep the pipelines
lines. unblocked.
(3) The passages of main
reservoir pipe and equalizing
reservoir pipe are too narrow.
14 When the handle of (1) The press plate nut (1) Clear away dirt in
automatic brake valve is exhaust hole of automatic regulating valve press plate
shifted from running brake valve regulating valve is nut hole, to keep the hole
position to service zone, too small or blocked with dirt. diameter of φ1.3 mm.
the equalizing reservoir (2) The exhaust valve (2) Replace the regulating
exhausts slowly or doesn’t spring of regulating valve is too valve exhaust valve spring.
reduce its pressure. soft, causing the exhaust valve (3) Find out the reasons for
can’t open or has too small leakage of supply valve and
opening. eliminate.
(3) Leakage occurs in
regulating valve supply valve,
though the exhaust valve is
open, the supply valve charges
air continuously, causing
equalizing reservoir reduces its
pressure slowly or even doesn’t
reduce pressure.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

15 When handle of automatic (1) The press plate nut (1) Restore the press plate
brake valve is shifted from exhaust hole of automatic nut exhaust hole of
running position to service brake valve regulating valve is regulating valve to φ1.3 mm.
zone, the equalizing too large. (2) Clear away foreign
reservoir exhausts too (2) The pipe lines of matters in pipe lines to keep
quickly. equalizing reservoir are the equalizing reservoir in
blocked, causing its capacity is normal capacity.
reduced.
16 When handle of automatic (1) The main reservoir cock (1) Put the main air cock of
brake valve is shifted from leading to application valve is application valve at open
running position to service at closed position or air position.
zone, there is no pressure passage is impassable. (2) Put the brake cylinder
in brake cylinder. But (2) The brake cylinder pipe pipe cock under car body at
when handle of cock leading to the bogie is open position.
independent brake valve is closed. (3) Install the pipe at its
shifted from running (3) If there is air in sanding correct position.
position to service zone, pipe, it means that the gauge (4) Replace the application
there is still no pressure in pipe of brake cylinder on car valve.
brake cylinder. body is connected with sanding
pipe.
(4) The application valve is of
malfunction.
17 When handle of automatic (1) The main air cock of (1) First disassemble the
brake valve is shifted from distributor valve is at closed application pipe joints of
running position to service position or its pipe line is distributor valve before
zone, there is no pressure impassable, causing there is no double check valve, to make
in brake cylinder. But main air in distributor valve. sure if there is air in
when handle of (2) The main air restrict plug application pipe. If not, the
independent valve is of distributor valve main valve causes may be (1), (2), (3)
shifted from running is blocked by foreign matters. and (4). If any, disassemble
position to service zone, (3) The application pipe of the application pipe joints
there is pressure in brake distributor valve main valve is behind the double check
cylinder. blocked. valve. If not, the cause is (5);
(4) The distributor valve main if any, the cause is (6).
valve is of malfunction. According to the above
(5) The second double check adjustment, the following
valve used for changeover the measures can be taken:
control to application valve (1) Check and repair the
between automatic brake valve distributor valve main
and independent brake valve is reservoir pipeline, make sure
seized at automatic brake valve that there is main air leading

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

side, causing compressed air in to distributor valve.
application pipe of distributor (2) Clear away foreign
valve can’t control the matters in main valve main
application valve. air restrict plug and keep the
(6) Dynamic brake magnetic passage clean and clear.
valve doesn’t work well. (3) Replace the main valve.
(4) Check the application
pipe, clear away foreign
matters or replace the pipe.
(5) Knock slightly the double
check valve, if it is unable to
restore, clear away the oily
dirt in double check valve.
(6) Replace the DBM.
18 When handle of automatic The opening of air brake pipe Put the air brake pipe cock
brake valve is shifted from cock before the brake valve before brake valve seat
running position to service seat bracket in this end is too bracket at complete open
zone, pressure reduction small, causing air brake pipe position.
in air brake pipe and varies its pressure slowly; when
equalizing reservoir is not changing the operating end,
synchronous. When since the cock opening is small,
changing the operating air brake pipe varies its
end, relay valve exhaust pressure slowly and charges air
port in this end exhausts. slowly, causing the relay valve
is unable to selflock and still at
the position when the brake
application is made.
19 When handle of automatic (1) The downward travel (1) Remedy the regulating
brake valve is at service among each position of valve cam by grinding repair.
zone, the air brake pipe regulating valve cam is not Grind this position if pressure
pressure reduction is not correct. Large travel means reduction is small, and grind
correct. great pressure reduction, short the front position if the
travel means small pressure pressure reduction is great.
reduction. Replace the cam if there is
(2) The regulating valve cam great pressure reduction
support is worn out or its difference.
dimension is not correct. (2) Repair the regulating
valve cam support or replace
it.
20 When handle of automatic (1) The main air restrict plug (1) Clear away dirt in main
brake valve is at service of distributor valve main valve air restrict plug.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

zone, pressure in brake is blocked with dirt. (2) Clear away dirt in
cylinder increases slowly. (2) The service pressure passage of service pressure
limiting valve is blocked by limiting valve.
foreign matter and its passage (3) Check or replace the
is impassable. pipe lines.
(3) Leakage occurs in
pipelines of application pipe
and brake cylinder.
21 When handle of automatic The choke plug on upper side Clear away dirt in choke plug
brake valve is at service of application valve diaphragm on upper side of application
zone, the brake cylinder is blocked with dirt, so brake valve diaphragm to keep it
pressure follows main cylinder pressure can’t take clean and clear.
reservoir pressure. part in the balancing of the
diaphragm, causing supply
valve port is open all along.
22 When handle of automatic (1) Leakage occurs in (1) Inspection and repair
brake valve is at service pipelines of working reservoir pipelines of working reservoir
zone, graduated pressure or reduction reservoir. and reduction reservoir.
reduction occurs in brake (2) Leakage occurs in charge (2) Check the charge check
cylinder. check valve of main valve valve of working reservoir,
working reservoir, causing clean and clear away dirt,
compressed air in working grind in the valve port to
reservoir flows to air brake make it free from leakage.
pipe. (3) Replace or clean the
(3) The first O-ring counted O-ring.
from left side of assistant valve
spool is damaged or not clean,
causing compressed air in
working reservoir leaks to
reduction reservoir.
23 When handle of automatic The assistant valve diaphragm Replace assistant valve
brake valve is put at min. of distributor valve is broken. diaphragm.
reduction position, there is
no pressure in the brake
cylinder. When pressure
reduction is above 80kPa,
there is pressure in brake
cylinder but no lapping, at
the same time, pressure in
working reservoir reduces
about 50kPa, others are
normal.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

24 When handle of automatic The exhaust valve spring of Replace the exhaust valve
brake valve is at min. automatic brake valve spring.
reduction position, there is regulating valve is bent or
low or no pressure in brake deformed, causing the exhaust
cylinder. valve port is difficult to be
opened or opened only by a
small degree.
25 When the lapping test is (1) Leakage occurs in quick (1) Check the quick service
being carried out with service check valve of check valve, clear away dirt
handle of automatic brake distributor valve assistant or grind in the valve port with
valve at min reduction valve, making compressed air fine coated abrasive to make
position, pressure in brake in quick service chamber flow it free from leakage.
cylinder is released back to air brake pipe. Thus (2)Replace the second and
naturally. resulting in natural release of third O-rings of assistant
assistant valve, so the main valve spool.
valve is released, causing (3)Replace intermediate
pressure in brake cylinder to be block.
released naturally.
(2) The O-ring of assistant
valve spool is pressed too
tightly, causing the spool can’t
return to lapping position after
braking. At this time, pressure
in reduction reservoir exhausts
to atmosphere continuously
through maintaining valve.
When pressure drop in
reduction reservoir to this
degree that pressure difference
on two sides of assistant valve
diaphragm can overcome
resistance of the O-ring, the
piston can be pushed to
release position at once,
causing the assistant valve to
release naturally, thus resulting
in the main valve to be released
and making pressure in
locomotive brake cylinder
release naturally.
(3) The second and third

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

O-rings (counted from
diaphragm side) of assistant
valve spool are damaged,
causing air in pressure
reduction reservoir leaks from
maintaining valve and assistant
valve releases naturally
because of incapable of
lapping. Thus result in the main
valve to be released and make
pressure in locomotive brake
cylinder release naturally.
(4) There are cracks or sand
inclusion in distributor valve
intermediate body, causing
compressed air in quick service
chamber, working reservoir or
main reservoir flees into air
brake pipe. Thus result in the
natural releasing of main valve
and make pressure in
locomotive brake cylinder
release naturally.
26 When handle of automatic When this occurs, regulate
brake valve is put at min. pressure in air brake pipe to
reduction position the 700kPa, then make the
pressure reduction in air following inspection and
brake pipe exceeds troubleshooting:
specified value. (1) Pressure gauge pipe 1
of air brake pipe and its joints
at each end.
(2) Connecting surface of
automatic brake valve and its
pipe bracket on two ends.
(3) Junction surface of relay
valve and exhaust port on
each ends.
(4) Junction surface
between each valve of
distributor valve and
intermediate block, and

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

intermediate block for sand
inclusion.
(5) Air brake pipelines and
cocks.
(6) Strainer and check
valve, and pipelines.
(7) Emergency brake valve
and pipelines.
27 When handle of automatic When this occurs, make
brake valve is at min. following inspection and
reduction position, troubleshooting:
pressure reduction in (1) Pressure gauge pipe of
working reservoir exceeds working reservoir and its
specified value. joints at each end.
(2) Junction surface
between automatic brake
valve and pipe bracket at
each end.
(3) Junction surface
between automatic brake
valve and independent brake
valve at each end, and
independent release exhaust
port.
(4) Junction surfaces
among charge check valve of
distributor valve main valve,
main valve bottom cover,
main valve and intermediate
block.
(5) Junction surfaces
among charge valve of
distributor valve assistant
valve, direct release backflow
check valve, assistant valve
and intermediate block.
(6) Working reservoir plug
and its pipelines.
(7) Main valve for
malfunction.
(8) Assistant valve for
malfunction.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

28 After independent release (1) The working reservoir (1) Find out the reasons for
test, the handle of charge check valve of seizure of working reservoir
automatic brake valve is distributor valve main valve is charge check valve, make it
shifted to running position, seized or the opening is not restore to normal working.
but working reservoir
enough. (2) Clear away dirt in restrict
charges slowly.
(2) The charge check valve plug and make it clean and
restrict plug of working clear.
reservoir is blocked with dirt. (3) Eliminate leakage in
(3) The working reservoir working reservoir plug and its
passage of distributor valve pipe lines.
intermediate block is blocked
with dirt.
(4) Leakage occurs in working
reservoir plug and its pipe line.
29 When handle of automatic (1) Omission of the installation (1) Install the application
brake valve is shifted from of application valve release valve release spring.
service zone back to spring. (2) Replace O-ring or grind
running position, the brake (2) The resistance of the hollow valve stem.
cylinder doesn’t release or
O-ring of application valve
can’t release to zero.
hollow valve stem is too large
or the valve stem is sticking.
30 When handle of automatic The service pressure limiting Clear away dirt in service
brake valve is put at over valve is seized and can’t pressure limiting valve and
reduction position, function well. eliminate causes for seizure.
pressure in brake cylinder
is higher above normal
value.
31 After pressure reduction The main air cut-out valve Dismantle and repair the
with handle of automatic didn’t cut out main air main air cut-out valve and
brake valve at service completely, and there is supply valve of relay valve.
zone, shift the handle to
leakage in supply valve of relay Clear away dirt or grind valve
handle off position,
valve. surface with fine coated
pressure in air brake pipe
abrasive. Repair cut-out
and relay valve equalizing
reservoir pipe increases valve and supply valve seats.
slowly.
32 When handle of automatic The double heading spool Check the spool of double
brake valve is shifted valve of automatic brake valve heading spool valve for
directly from running didn’t reach the required sticking and the cam for
position to handle off position when handle is at incorrect position, if any,
position, pressure in air
handle off position because the make repair.
brake pipe decreases to
spool is sticking or the cam is
about 250kPa followed by
equalizing reservoir. not at proper position.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

33 After the handle of (1) The main air cut-out valve (1) Clean the main air cut out
automatic brake valve is pipe is blocked with dirt, so air valve pipe to make it clean
shifted gradually from exhausts slowly, causing main and clear.
running position to handle reservoir cut-out valve can’t (2) Repair the main air
off position and then open timely and pressure in air cut-out valve and eliminate
directly back to running brake pipe increases slowly. causes for seizure.
position, pressure in (2) The main air cut-out valve (3) Reinstall the clamp
equalizing reservoir is seized, can’t open or has a spring.
increases normally, but small opening.
pressure in air brake pipe (3) The clamp spring of main
increases after a period of air cut-out valve sleeve is drop
time or slowly. out.
34 When handle of automatic The first O-ring (counted from Replace or clean O-ring.
brake valve is put at top) of emergency pressure
emergency brake position, limiting valve sleeve or spool is
pressure boost in brake damaged or not clean, causing
cylinder decreases. air in application pipe leaks to
air brake pipe.
35 When handle of automatic Too much resistance force is Eliminate the causes for too
brake valve is at exerted on emergency much resistance force,
emergency brake position, pressure limiting valve because making the spool operate
pressure boost in brake of too small fit clearance freely and steadily.
cylinder is unsteady. between the spool and its
sleeve, too much press amount
of O-ring, or blockage of the
valve with dirt. Thus result in
abnormal and unsteady
operation.
36 After the handle of (1) The choke plug on inner (1) Clear away dirt in choke
independent brake valve is side of independent brake plug and make the passage
shifted from running valve regulating valve clean and clear.
position to service zone, diaphragm piston is blocked (2) Reinstall the diaphragm
over charging occurs (i.e. with dirt, causing the passage piston and eliminate reasons
when the pressure in brake becomes narrow. Thus the for seizure, making it move
cylinder increases, it compressed air in independent freely.
decreases a certain application pipe can’t enter into
amount). piston inner side timely to
participate balancing making
the supply valve open for rather
long time, causing over
charging phenomenon. After a

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

period of time, the compressed
air in application pipe reaches
the inner side of the piston,
making the diaphragm move
leftward, opening the exhaust
valve to exhaust the over
charged pressure and pressure
in brake cylinder decreases. If
this choke is blocked
completely, pressure in
independent application pipe
can reaches the same level of
main air pressure, causing
pressure in brake cylinder
reaches main air pressure.
(2) The regulating valve
diaphragm piston is seized, and
can’t move freely.
37 When handle of (1) Regulating valve (1) Replace regulating valve
independent brake valve is diaphragm is broken. diaphragm.
at service zone, pressure (2) Leakage occurs in O-ring (2) Replace O-ring of
in brake cylinder is of regulating valve seat. regulating valve seat.
unsteady.
38 When handle of (1) The installation dimension (1) Reinstall the regulating
independent brake valve is of regulating vale spool is too valve spool to make it meet
shifted from running small. dimension requirement.
position to service zone, (2) The shoulder chamfer of (2) Repair the shoulder
the virtual travel is long. regulating cam from running chamfer of the cam or
position to service zone is too replace the cam.
large or worn seriously, causing (3) Replace regulating valve
the cam lift stroke is improper. lever or restore the support
(3) Dimension of regulating head dimension with weld
valve lever is incorrect or the repair.
support head is seriously worn
out.
39 When handle of (1) The exhaust valve of (1) In running position, the
independent valve is independent brake valve is not exhaust valve of independent
shifted from service zone open. brake valve should be at
to running position, (2) Handle of independent open state; if it is not open,
pressure in brake cylinder brake valve is not fitted check if the spring is seized
doesn’t release or releases properly with spindle, causing or too soft and too short.
improperly.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

correct position can’t be kept. Replace the spring.
(2) Replace handle of
independent brake valve.
40 When handle of The moving resistance force of Check the sliding of
independent brake valve is regulating valve spool is too regulating valve spool and
shifted back gradually from large, because it is sticking, pressing amount of O-ring.
service zone to running pressing amount of O-ring is Clear away dirt to keep the
position, pressure in brake too great or there is dirt, etc. spool moving freely.
cylinder sometimes can’t causing the compressed air in
release to zero. independent application pipe
can’t push the regulating spool
under low pressure. So the
exhaust valve can’t be opened
and compressed air in
independent application pipe
can’t exhaust to atmosphere,
and pressure in brake cylinder
can’t release to zero.
41 When handle of (1) The regulating valve spool (1) Clear away dirt, coat
independent brake valve is is lack of grease or there is dirt vaseline on spool O-ring.
shifted from running in it. (2) Tighten the regulating
position to service zone, (2) The regulating valve valve diaphragm after
the independent brake diaphragm is not tightened assembly.
valve can sometimes give enough in assembling. (3) Clear away dirt in choke
out such noise as (3) The regulating valve choke plug to keep the passage
“puff-puff”. plug is blocked with dirt, and clean and clear.
the passage is impassable. (4) Replace regulating valve
(4) The regulating valve seat seat O-ring.
O-ring is small.
42 When handle of (1) Leakage occurs in supply (1) Clear away dirt on
independent brake valve is valve by the following causes, supply valve port. Repair the
put at running position, such as the valve port is score and grind the valve
leakage occurs in jammed with dirt, there is score port with fine coated abrasive
regulating valve cover on it or the valve spring is or reinstall the supply valve
exhaust port. seized. spring.
(2) Leakage occurs in O-ring (2) Replace regulating valve
of regulating valve spool. spool O-ring.
43 When handle of Leakage occurs in exhaust Clear away dirt on exhaust
independent brake valve is valve and its valve port is valve port. Repair the scar
in service zone, leakage jammed with dirt. There is scar and grind valve port with fine
occurs in regulating valve or the exhaust valve spring is coated abrasive. Replace or

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

cover exhaust port; if the too soft and seized. reinstall exhaust valve
handle is back to running spring.
position, the leakage
stops.
44 When handle of (1) The independent release (1) Clear away dirt on
independent brake valve spool exhaust port is blocked independent release spool
spring is at independent with dirt, at this time, it appears and check if the exhaust
release position, the that pressure reduction in passage is clean and clear.
independent release working reservoir is slow. (2) Clear away foreign
exhaust port exhausts (2) The independent release matters in pipe lines or
small amount of air or pipe is blocked by foreign replace the pipe.
doesn’t exhaust. matter, at this time, it appears
that pressure reduction in
working reservoir is rapid.
45 The independent release (1) The valve sleeve of (1) Replace O-ring or clear
exhaust port of independent release spool away dirt.
independent brake valve valve or the spool O-ring is too (2) Grind the independent
exhausts incessantly. small, damaged or jammed release spool with fine
with dirt, causing leakage. coated abrasive or straighten
(2) The independent release the valve stem.
spool is sticking or the valve
stem is bent, causing the
independent release spool
doesn’t restore to normal
position.
46 The air leakage occurs in (1) The valve sleeve of Replace the damaged O-ring
exhaust port at bottom of regulating valve or the spool or one whose dimension
independent brake valve O-ring is too small or damaged, doesn’t meet requirement.
cam box. causing leakage.
(2) The valve sleeve of
independent release spool
valve or the spool O-ring is too
small or damaged, causing
leakage.
47 When handle of automatic The dimension of automatic Remedy the vent valve lever.
brake valve is at running brake valve vent valve lever is
position, service zone or not correct, push to open the
over reduction position, the vent valve.
exhaust port at bottom of
cam box leaks seriously.
48 When any position of the The double heading spool Reinstall them correctly.

7 - 57
CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

handle of automatic brake valve and release spool valve
valve is put, the exhaust are misplaced.
port at bottom of cam box
leaks very seriously. When
the handle is put at running
position, brake cylinder
pressure increases and air
brake pipe pressure
decreases. When the
handle is at service zone,
air brake pipe pressure
increases and the brake
cylinder is released.
49 When handle of automatic (1) Main air near the regulating (1) Clean or replace the
brake valve is at running valve spool leaks (the first O-ring, tighten the loose nut,
position, service zone and O-ring of valve sleeve or the carefully repair the O-ring
over reduction position, air spool is damaged or not clean; groove.
leakage occurs in exhaust nut of regulating spool is loose, (2) Clear away dirt on vent
port at bottom of cam box. there is sand inclusion in the valve. Repair by lapping the
spool body or the precision of slightly damaged valve port
O-ring groove is not enough). with fine coated abrasive.
(2) Air brake pipe near vent
valve leaks air (the vent valve is
blocked with dirt, the valve port
and O-ring are damaged or not
clean, or there is sand inclusion
inside the body).
50 When handle of automatic (1) Leakage occurs in the (1) Clean or replace O-ring,
brake valve is put at over release spool valve (the first remedy sand inclusion by
charge position and O-ring of valve sleeve or spool weld repair.
running position, the is damaged or not clean, there (2) Clean or replace O-ring.
exhaust port at bottom of is sand inclusion inside the (3) Replace rubber pad and
cam box doesn’t leak air; body). tighten it.
while the handle is put at (2) Leakage occurs in
service zone or over Passenger /Freight changeover
reduction position, the valve (O-ring of the valve
exhaust port at bottom of sleeve or spool is damaged or
cam box leaks air. not clean).
(3) Leakage occurs because
both rubber pads on cam box 8
pipe are not tightly clamped or

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

the hole depth pressing amount
is not enough.
51 When handle of automatic (1) The supply valve stem of (1) Repair the supply valve
brake valve is put at automatic brake valve stem to meet its design
running position, the regulating valve is too long, the dimension requirement, grind
exhaust port of regulating valve and valve port are in bad in the valve port and valve
valve cover leaks air. contact or are jammed with dirt, seat in pairs to make them
causing leakage. tightly contact or clear away
(2) Leakage occurs in the vent dirt on valve port. Eliminate
valve of automatic brake valve causes of leakage of supply
regulating valve because the valve.
spring is too hard, the valve (2) Replace exhaust valve
and valve port are in bad spring, grind in the valve port
contact or are jammed with dirt. and valve seat in pairs to
(3) The diaphragm piston or make them tightly contact or
spring seat are seized or the clear away dirt on valve port.
diaphragm is broken. Eliminate causes of leakage
of exhaust valve.
(3) Reinstall the diaphragm
piston and spring seat to
make them move freely or
replace the diaphragm.
52 Handle of automatic brake (1) The double heading spool (1) Check that the
valve at operating end is valve of automatic brake valve assembling dimension of
put at running position, at non-operating end doesn’t double heading spool valve
while handle of automatic move to correct handle-off of non-operating end
brake valve at position, equalizing pipe of automatic brake valve and
non-operating end is at relay valve doesn’t handle position are correct,
handle-off position, air port communicate with air brake repair or replace if not;
of relay valve at pipe, and relay valve can’t self (2) Put the cock of air brake
non-operating end lock, so the relay valve pipe at completely open
exhausts continuously. exhausts continuously. position.
(2) Opening of cock of air brake
pipe before brake valve seat
support at non-operating end is
too small, causing the air brake
pipe charges slowly, relay valve
can’t be self locked.
53 No matter which position The assistant valve charge Replace assistant valve
the handle of automatic valve diaphragm is broken. charge valve diaphragm.
brake valve is put at, the

7 - 59
CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

assistant valve charge
valve port leading to
atmosphere exhausts
incessantly.
54 When handle of automatic The second groove passage Check the first and second
brake valve is shifted back (counted from diaphragm side) groove of assistant valve
to running position after of assistant valve spool sleeve spool sleeve, clear away
brake application, the end leading to the reduction burs and dirt, making the
part of assistant valve reservoir of assistant valve passage clean and clear.
charge valve exhausts diaphragm is blocked or the
incessantly. third groove passage of spool
sleeve leading to maintaining
valve is blocked, causing
compressed air in reduction
reservoir can’t exhaust to
atmosphere through the above
mentioned passages, and the
assistant valve diaphragm can’t
be back to release position.
Thus cut off passage from air
brake pipe to quick service
chamber, causing compressed
air in quick service chamber
exhausts to atmosphere
through charge valve end
exhaust hole.
55 When handle of automatic (1) The first O-ring (counted (1) Replace O-ring.
brake valve is at service from top) of the assistant valve (2) Check if the through
zone, the assistant valve charge valve sleeve or spool is hole is completely blocked by
charge valve end exhausts
damaged, causing the rubber pad of charge valve
incessantly.
compressed air in quick service cover and clear away dirt in
chamber leaks. the passage.
(2) The passage from
application reservoir to the
bottom of charge valve
diaphragm is blocked, causing
inaction of charge valve. Thus
the passage of quick service
chamber to atmosphere can’t
be cut off.
56 When handle of automatic (1) The rubber pad of (1) Repair the vent valve
brake valve is put at emergency vent valve doesn’t rubber pad and vent valve by

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

running position or service have a smooth surface. The lapping with fine coated
zone, leakage occurs in valve and its sleeve are fitted abrasive to make them move
emergency vent valve too tightly. freely.
exhaust port. (2) The valve port is jammed (2) After clearing away dirt,
with dirt or there is scar on it. repair and grind in valve port.
57 When handle of automatic (1) There is dirt or scar on (1) Clear away dirt on valve
brake valve is put at valve port of application valve port of hollow valve stem or
service zone, the hollow valve stem. repair the valve port by
application valve exhaust (2) The O-ring of hollow valve lapping with fine coated
port exhausts. stem is damaged or jammed abrasive.
with dirt. (2) Replace O-ring or clear
(3) The passage between away dirt.
brake cylinder pipe and the (3) Clear away dirt in the
back of supply valve cover passage or replace supply
guide rod is blocked with dirt, or valve spring.
the supply valve spring
produces permanent
deformation, causing supply
valve can’t be closed on time.
Thus the brake cylinder
produces over charged
pressure, causing the
diaphragm moves downward to
open the exhaust valve port.
58 When handle of automatic The application valve supply Remedy the guide rod of
brake valve is at running valve is seized on upper part. application valve supply
position or service zone, valve by lapping with fine
the application valve coated abrasive. Select
exhaust port exhausts proper O-ring to keep the
incessantly. guide rod moving normally.
59 When handle of automatic The stop valve at the bottom of Clean stop valve, and
brake valve is shifted back emergency pressure limiting eliminate seizure causes.
to running position from valve is seized, causing its
emergency brake position opening to become smaller.
or over reduction position,
brake cylinder pressure
releases slowly at the
beginning.
60 When handle of automatic The second O-ring at the Replace this O-ring and
brake valve is put at bottom of emergency pressure reassemble.
emergency brake position, limiting valve spool is deformed
pressure in brake cylinder and twisted out of its groove,

7 - 61
CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

increases up to as large as making compressed air in main
main air pressure. It is reservoir communicate with
ineffective even if adjusting that in application reservoir at
emergency pressure all times.
limiting valve adjusting
screw.
61 Handle of independent Leakage occurs in the double Eliminate dirt in double check
brake valve is put at check valve (the first double valve body or replace O-ring.
service zone, exhaust port check valve) for changeover of
of regulating valve of independent brake valves at
independent brake valve at both ends.
non-operating end
exhausts slowly.
62 Handle of automatic brake Leakage occurs in double Eliminate dirt in second
valve is at service zone, check valve (the second double double check valve body or
exhaust port of regulating check valve) for changeover of replace O-ring.
valve independent brake automatic brake valve and
valve at operating end or independent brake valve, if the
non-operating end second double check valve
exhausts. spool is at operating end, then
air port at non-operating end
exhausts; if the second double
check valve spool is at
non-operating end, then air port
at operating end exhausts.
63 Handles of independent Spool of the second double Knock the double check
brake valve at both ends check valve is seized on valve slightly, if it can’t
are put separately at independent brake valve side, recover, then eliminate
service zone, there is no making compressed air in grease and dirt in the valve.
pressure in brake cylinder. independent brake valve pipe
11 can’t control application
valve.
64 Handles of automatic Spool of the second double Ditto
brake valve at both ends check valve is seized on
are separately put at automatic brake valve side,
service zone, there is no making compressed air in
pressure in brake cylinder. distributor valve application
pipe 14 can’t control application
valve.
65 When handle of Spool of the first double check Ditto
independent brake valve at valve at another end is seized,

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

one end is put at service making independent brake
zone, pressure in brake valve at another end loose
cylinder is normal; while control to application valve.
handle of independent
brake valve at another end
is put at service zone,
there is no pressure in
brake cylinder.
66 When handle of automatic If this happens, that is because Change the plug position and
brake valve is put at the exhaust plugs of the clear away blockage.
service zone, the emergency vent valve of
locomotive has the distributor valve are misplaced
function of emergency to each other or the plug
brake. (including charge restrict plug)
is blocked.
67 When handle of automatic (1) If pressure in brake (1) Clear away the blockage.
brake valve is at service cylinder is higher than normal (2) Check if the charge valve
zone, pressure reduction pressure, that is because the groove is clean and clear.
(3) Check if the choke plug is
in air brake pipe is not passage from main valve to
in normal state, and if the
proportional to that in charge valve cover is blocked
charge check valve is too
brake cylinder. or the choke plug on upper side
dirt.
of small diaphragm piston is (4) Replace the main valve
blocked. large diaphragm.
(2) If pressure in brake
cylinder is lower than normal
pressure, that is because air
pressure in working reservoir
doesn’t charge to specified
value or leakage occurs in pipe
lines.
(3) The working reservoir
charge check valve leaks or is
too dirt, or has too much
resistance force or is seized.
(4) The main valve large
diaphragm is broken.
68 When handle of automatic (1) The supply valve rubber (1) Remedy the supply valve
brake valve is put at pad of main valve is not even, pad to make it even by
running position, leakage blocked with dirt or there is scar lapping with fine coated
occurs in distributor valve on it. abrasive. Clear away dirt,
exhaust port. (2) The second O-ring of repair valve port with scar or

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

emergency pressure limiting replace rubber pad.
valve sleeve or the spool is (2) Replace or clean O-ring.
damaged or not clean, causing
air in brake pipe flows to
application pipe and leaks to
atmosphere through main valve
exhaust port.
69 When handle of automatic (1) The main valve hollow (1) Repair valve port with
brake valve is at service valve stem is in bad contact scar or clear away dirt.
zone, leakage occurs in (there is scar or jammed with (2) Clear away dirt and make
the distributor valve dirt). the passage clean and clear.
exhaust port. (2) The passage leading to (3) Ditto.
back of guide rod of main valve (4) Clear away blockage or
supply valve cover becomes repair valve port.
smaller, causing pressure in
application pipe to be over
charged. At this time, the over
charged air exhausts from
exhaust port.
(3) The passage from
application pipe to the choke
plug on upper side of main
valve small diaphragm
becomes narrower, causing
pressure in application pipe to
be overcharged. At this time,
the over charged air exhausts
from exhaust port.
(4) Leakage occurs in working
reservoir charge check valve,
making compressed air in
working reservoir flow back to
air brake pipe, causing natural
release.
70 When handle of automatic The relay valve main air cut-out Replace the main air cut-out
brake valve is shifted from valve sleeve looses. When valve sleeve. If the trouble
service zone to running main air passing through occurs when the locomotive
position, the equalizing cut-out valve, the cut-out valve is in the journey, the driver
reservoir charges normally, sleeve and the valve move can close the air brake pipe
but the air brake pipe together, causing the valve cock leading to relay valve
doesn’t charge at can’t be opened on time, and and put the handle of

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

beginning, it charges even it is opened, the opening automatic brake valve at
slowly only after a while. degree is not large. handle off position, take off
the handle and change the
operating end.
71 When handle of automatic (1) The relay valve air brake (1) Open the air brake pipe
brake valve is put at pipe cock is not opened. cock.
running position, the (2) The air brake pipe (2) Dismantle the pressure
needle of air brake pipe pressure gauge pipe is gauge pipe and clear away
pressure gauge doesn’t blocked. blockage.
indicate and the pressure (3) The relay valve diaphragm (3) Replace the diaphragm
indication of equalizing is broken. or change the operating end.
reservoir is normal. (4) The equalizing reservoir (4) Eliminate trouble in
pipe and the relay valve double heading spool valve
equalizing reservoir pipe are or change the operating end.
not communicated with each
other.
72 Leakage occurs in relay (1) The relay valve exhaust (1) Clear away dirt on valve
valve exhaust port. valve port is jammed with dirt, port.
causing valve and valve seat (2) Replace exhaust valve
are not closed tightly. seat.
(2) The exhaust valve seat (3) Replace exhaust valve
cracks, causing the valve can’t spring.
be closed tightly. (4) Replace O-ring.
(3) Exhaust valve spring is too (5) Replace relay valve seat
soft. pad.
(4) The exhaust valve O-ring
is damaged.
(5) Air in main reservoir pipe
at the place of relay valve seat
pad and in air brake pipe flees
mutually.
73 When the locomotive is at (1) Supply valve port is (1) Clear away dirt on
release state, leakage jammed with dirt. supply valve port.
occurs in the application (2) The supply valve seat (2) Replace supply valve
valve exhaust port. cracks. seat.
74 When handle of automatic The regulating valve supply Replace the regulating valve
brake valve is at service valve stem is too short, causing or restore it to original design
zone, leakage occurs at the exhaust valve can’t be dimension by weld repair.
the bottom part of tightly closed at lapping
regulating valve cover. position after braking.
75 When handle of automatic (1) The installation dimension (1) Adjust the installation

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

No. Troubles Analysis Correction

brake valve is put at over of release spool valve is not dimension of release spool
charge position, pressure correct. The overcharge pipe valve to make it meet the
gauge of the air brake pipe groove is covered by the spool design requirement (distance
has no such indication. end part, making air in main between spool end part to its
reservoir pipe 3 can’t enter pipe sleeve end surface is 14
7. mm).
(2) The small hole of release (2) Clear away dirt and
spool valve sleeve leading to make the hole clean and
pipe 7 is blocked in the first clear.
groove of valve sleeve end (3) Replace rubber pad and
part. make the passage clean and
(3) The passage of main clear.
reservoir pipe 3 of automatic
brake valve front cover is
covered by rubber pad.
76 When handle of automatic (1) Rebuild the hole to
(1) The φ0.5 mm hole of over
brake valve is shifted from
φ0.5mm.
over charge position to charge reservoir is too large,
running position, the causing over charged pressure (2) Rebuild or replace pipe
locomotive is naturally dissipates too quickly. 7 and eliminate leakage.
braked. (2) The overcharge pipe 7 is (3) Replace O-ring.
broken and leaks. (4) Clean charge valve and
(3) The second O-ring clear away dirt.
(counted from left) of release
spool is damaged.
(4) The passage of charge
valve inside of distributor valve
assistant valve is blocked with
dirt, causing over charged
pressure in working reservoir
can’t dissipate.
77 When the handle of The cause may be that the Dismantle the independent
automatic brake valve is support of independent brake brake valve cam box. Check
being pushed from running valve regulating cam is the support for wear. Replace
position to service zone, seriously worn out and is or harden it by weld repair.
the handle doesn’t move. seized on the cam.
78 When handle of automatic The service pressure limiting Dismantle the independent
brake valve is at full valve is blocked or seized and brake valve cam box. Check
service brake, brake can’t function properly (its the support for wear. Replace
cylinder pressure is higher functions only in full service or harden it by weld repair.
than specified value. brake, so this phenomenon

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

No. Troubles Analysis Correction

doesn’t occur in normal service
brake).
79 When handle of automatic (1) The service pressure (1) Clean and clear away
brake valve is at full limiting valve groove or the dirt.
service brake or valve sleeve small hole are (2) After dismantling and
emergency brake position, blocked with dirt. cleaning the emergency
pressure in application (2) The emergency pressure pressure limiting valve,
reservoir increases slowly. limiting valve is seized and reassemble it.
can’t reach emergency brake (3) Clean and clear away
position, or the stop valve at the dirt.
bottom is seized and only a
small opening can be obtained.
(3) Main air restrict plug is
blocked.
80 When handle of automatic (1) The rubber surface of (1) Remedy the rubber
brake valve is at running application valve supply valve surface by lapping with fine
position, the application is smoothless. coated abrasive to make it
valve exhaust port leaks (2) There is dirt or scar on the smooth.
air. application valve supply valve (2) Clear away dirt on valve
port. port. Remedy the valve port
by lapping with fine coated
abrasive or eliminate scars.

3. SANDING SYSTEM

3.1 GENERAL

The purpose of sanding is to improve the adhesion of the wheel with the rail to increase
the traction effort, which may avoid wheel slip/slide in running or in case of emergency
braking.

The surface condition of the wheel and the rail influences much to the adhesion.
Especially in such weather like rainy, misty, frosty, snowy or freezing cold, the adhesion
coefficient will be reduced by 20~30%; when the wheel or rail is stained with oil, the
situation becomes even worse, i.e., the adhesion coefficient is reduced even more. In
such cases, proper sanding will improve the adhesion factor to about 0.22~0.25.

In addition, the amount of the sand used is crucially important. Too much sand will affect
the transmission of the rail electric signal and will increase the running resistance of the
rear cars. Especially for wet sand, it is easy to adhere to the rail surface, which has more
evident side effect. Therefore, the operation staff should use sanding system properly.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

3.2 COMPOSITION OF SANDING SYSTEM

3.2.1 PRINCIPLE OF SANDING SYSTEM

The locomotive sanding system is sketched in Fig.7-25.

Fig.7-25 Schematic Diagram Of Loco Sanding System

1-Sand Box; 2-Sanding Valve; 3-Nozzle; 4-Small Cover Of Sand Box; 5-Sanding EP Valve.

There are eight sand boxes installed on the locomotive with the total capacity of 8×100kg.
They are arranged on the eight corners of the two bogies. The usage of the small cover 4
is that it can be opened when filling sand or when stirring the lump sand caused by moist
or standing idle for long term. The sand fillers are provided outside on the locomotive
skin. According to the need of rail surface state, driver can tread the sanding valve foot
switch under the driver’s control console. The compressed air from the main reservoir
will go to the sanding valve 2 at the bottom of sand box via the electro-pneumatic valve 5
which is in the open state. The sand in the sand box under the action of the compressed
air will be blown to sand pipe, then onto the rail surface under the wheel flange through
nozzle 3.

The emergency sanding pressure switch is on when non-service brake is applied, thus
the sanding EP valve 5 is opened and automatic sanding is applied.

3.2.2 SANDING VALVE

The sanding valve is controlled by the compressed air coming from the main reservoir. It
consists of sanding nozzle 3, sand-stirring nozzle 4, valve body 1, side cover 2, bottom
cover 5 and plug 6 (see Fig. 7-26).

After the compressed air from the magnetic valve enters the inner chamber A of side
cover 2, part of it goes to the sand-stirring nozzle 4 to stir up the sand stored in the
chamber B. Since the valve body is connected through to the sand box, plus there is a
cover 5 at the bottom, the right part of the valve body constitutes a closed cavity.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

Compressed air flowing through nozzle 4 firstly stirs up the sand in the valve chamber
and then takes it upward to enter chamber D. Under the action of the compressed air
injected from sanding nozzle 3 (the air pressure is considerably reduced since the sand
valve communicates with the atmosphere), the sand is evenly spread on the rail surface.

Fig.7-26 Sanding Valve

1-Valve Body; 2-Side Cover; 3-Sanding Nozzle; 4-Sand-Stirring Nozzle; 5-Bottom Cover; 6-Plug.

Points for attention in service and maintenance:

(1) The sanding nozzle 3 (with its hole Φ1.2mm) and the sand-stirring nozzle 4 (with its

hole Φ2mm) should never be misplaced.

(2) If the sand stored in chamber B and chamber C is blocked because of no use for a
long time or moisture, remove bottom cover 5 and the plug, then stir the sand with an
iron bar. After that, put the plug back into place and then screw the cover.

4. AUXILIARY PNEUMATIC CONTROL SYSTEM

The compressed air used for air horns, spring parking and other pneumatic device of the
locomotive pneumatic control system is from the main reservoir of air source system.
The pneumatic control system can be divided into two parts, i.e. high pressure part and
low pressure part according to the different requirements for the performance and action
position of each pneumatic device versus air pressure. Fig.7-27 is the schematic
diagram of the pneumatic control system.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

Fig.7-27 Schematic Diagram Of Auxiliary Pneumatic Control System

1-Spring Brake Pressure Switch; 2-Spring Brake Electro-Pneumatic Valve; 3-Cock DN10; 4-Low
Pressure Cylinder; 5-Check Valve; 6-QTY-15 Type Reducing Valve; 7-Cock DN13; 8-Strainer; 9-Cock
DN25; 10-Cock DN10; 11-Horn Electro-Pneumatic Valve; 12-Front Sanding Electro-Pneumatic Valve.

The compressed air used for the high pressure part is directly from the main reservoir. Its
pressure is 750±20～900±20kPa. The compressed air from high pressure part is used
for the operation of air horn, sanding and windshield wiper. When it is necessary to
whistle the air horns, press the horn switches installed on left or right side of the driver
control console. When it is necessary to sanding, tread the foot switch installed under the
driver’s control console.

The low pressure part mainly supplies the compressed air to the spring parking brake
and the electro-pneumatic contactors, changeover switch and others. After the
compressed air from the main reservoir is reduced to about 550kPa~600kPa through the
reducing valve, it will be stored in the low pressure reservoir of 20L capacity. When the
electrical part of the electro-pneumatic valve operates, the compressed air in the low
pressure reservoir will go to each part which will use the compressed air through air
pipeline and electro-pneumatic valve.

In order to keep the air pressure in the low pressure part within 550kPa～600kPa, the
QTY-15 type reducing valve is installed. This kind of valve is small in volume, light in
weight, stable in output pressure. Meanwhile, since it has an overflow device, if the air
pressure at the output end is higher than the specified pressure, it will automatically open
to let the extra compressed air exhaust to the atmosphere so that the air pressure in the
control reservoir will be kept within the specified range. Fig.7-28 shows the structure of
the reducing valve.

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LOCOMOTIVE OPERATION AND MAINTENANCE MANUAL CKD3A/MM8E7-7

Fig.7-28 Structure of QTY-15 type reducing valve

1-Regulation Hand Wheel; 2-Lock Nut; 3-Fixed Pressure Small Spring; 4-Fixed Pressure Big Spring;
5-Overflow Valve Seat; 6-Diaphragmn; 7-Seal Ring Of Overflow Valve; 8-Valve Body; 9-Balance Valve;
10-Balance Valve Spring; 11-Cover; 12-Overflow Port.

Regulating of the reducing valve:

First close the cock DN10 (see item 7 in Fig.7-27), loosen the nut 2 under the condition
of no compressed air in the control reservoir, then turn the regulation hand wheel 1
counterclockwise until the two fixed pressure springs 3 & 4 are completely at their free
states. Open the air supply cock to supply compressed air, and then turn the regulation
hand wheel 1 clockwise until the reading on the pressure gauge reaches the needed
pressure. In the course of regulating, the output may be more than the specified value,
however, with the turning of the regulation hand wheel counterclockwise, the part which
is over the specified pressure will automatically exhaust to the atmosphere through the
overflow port.

The regulating of the reducing valve can be carried out under the condition of zero flow
rate or under the state of various flow rate. After finishing the regulating, the lock nut 2
should be tightened.

Maintenance and troubleshooting of the reducing valve:

a) When the reducing valve is kept in store or not used for a long time, the regulation
hand wheel should be turned counterclockwise until the two fixed pressure springs are
completely at their free state to prevent the springs from being fatigue.

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CKD3A/MM8E7-7 COMPRESSED AIR SYSTEM

b) When abnormal phenomena appear during the inspection and operation of the
reducing valve, the following points should be checked according to different cases:

(1) Air escapes from the overflow port under the balance condition.

- Check the sealing state of the overflow valve. If the seal ring is damaged, replace it. If it
is blocked by the dirt or foreign matters, then clear them away.

- Check the diaphragm and see if it is damaged. If so, remove and replace it.

(2) When the pressure cannot be adjusted to the specified value during regulating, check
the fixed pressure springs to see if they are broken. If so, replace them.

(3) When the pressure at the output end fluctuates seriously or varies unevenly, check
the O-ring to see if it is damaged or check the guide contact surface of the valve to see if
it is good. For the former one, replace the O-ring. For the latter one, rebuild it.

Points for attention to regular inspection and re-assembly:

(1) During clearing, metal parts shall be cleaned with gasoline or kerosene and rubber
parts with soap water. After cleaning, they should be blown out with compressed air.

(2) During assembly, the surface of sliding parts shall be coated with a thin layer of
grease.

(3) During assembly, concentricity of diaphragm and valve stem shall be ensured.

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