30A-CDW BRAKE VALVE, PART NO A-CDW BRAKE VALVE PORTION, PART NO (Arranged For Vertical Mount)

Transcription

1 30A-CDW BRAKE VALVE, PART NO A-CDW BRAKE VALVE PORTION, PART NO (Arranged For Vertical Mount) DECEMBER, 2003 Supersedes issue dated August, 2000 NOTE: The following description and operation is based on this device and its components being new or this device and its components having been repaired, tested, installed and maintained in accordance with instructions issued by this and any other applicable Wabtec Corporation publications. WARNING: At the time any part is replaced in this device, the operation of the complete device must pass a series of tests prescribed in the latest issue of the applicable Wabtec Test Specification. At the time this device is applied to the brake equipment arrangement, a stationary vehicle test must be made to insure that this device functions properly in the total brake equipment arrangement. (Consult your local Wabtec Corporation Representative for identity of the test specification, with latest revision date, that covers this device.) IMPORTANT: Only Wabtec Corporation supplied parts are to be used in the repair of this device in order to obtain satisfactory operation. Commercially available non- O.E.M. parts are unacceptable. NOTE: The part numbers and their associated descriptions are the property of Wabtec Corporation and may not be replicated in any manner or form without the prior sole written consent of an Officer of Wabtec Corporation WABCO Locomotive Products. A Wabtec Company. All rights reserved Page 1 of 22

2 NOTE: The following description and operation is based on this device and its components being new or this device and its components having been repaired, tested, installed and maintained in accordance with instructions of this and any other applicable publications issued by the Wabtec Corporation, or its predecessor, the Westinghouse Air Brake Company. GENERAL INFORMATION The 30A-CDW Brake Valve, Part No , has been designed and developed by the Wabtec Corporation to meet new rail service requirements as well as to accommodate newer, improved and modern locomotive operating cab designs. It is relatively small in size, light in weight, and incorporates several features of the fundamental standard 26-C Brake Valve, such as full self-lapping capability of the automatic and independent brake functions, and has the adaptability to be mounted in an AAR control console configuration. The brake valve is designed to be manually operated to initiate air actuation for the control of those air brake devices usually associated with standard 26-L Locomotive Equipment where the air pressure does not exceed 150 psig. The brake valve requires only relatively small diameter pipe connections which, when using SAE J- 844 Nylon or similar soft tubing, can be arranged in a flexible bundle that more easily fits the available cab space. The 30A-CDW Brake Valve requires the use of a 30-CW Module in the equipment arrangement to perform all of the functions that require greater air capacity. This device is designed to handle the functions of the relay valve portion, emergency valve, vent valve and the brake pipe cutoff valve. The 30-CW Module can be mounted away from the brake valve in a more convenient location in the locomotive, out of the cab, to insure adequate room for the larger pipes. See Wabtec Corporation Manual A-CDW Brake Valves are available for both passenger and freight service. Consult your Wabtec Corporation Representative for information on specific applications of the 30A-CDW Brake Valve. 1.0 DESCRIPTION OF THE BRAKE VALVE Refer to Figure 1 The 30A-CDW Brake Valve, Part No , consists of a 30A-CDW Brake Valve Portion, Part No mounted on a Pipe Bracket Portion, Part No The cam housing assembly for this brake valve is Part No All pipe connections are made to the pipe bracket portion which permits the removal of the brake valve portion for maintenance, repair, or servicing without disturbing the locomotive piping. Four cap screws secure the brake valve portion to the pipe bracket portion. The 30A-CDW Brake Valve Portion, Part No , houses all of the necessary components for the initiation of automatic brake, independent brake and cutoff valve functions. The automatic brake, independent brake, and cutoff valve handles are integrated into the same housing. Both the independent and automatic brake valve handles are nonremovable. 1.1 Automatic Brake Valve Handle This brake valve handle operates through six detented control positions: Release, Minimum Reduction, Full Service, Suppression, Handle Off, and Emergency. The service zone is between Minimum Service and Handle Off positions An escutcheon plate is provided adjacent to the handle indicating the six operating positions. 1.2 Independent Brake Valve Handle This brake valve handle has two positions: Release - at the extreme left of the cam housing, and Full Application - at the extreme right of the cam housing. The "application zone" is located between the release and full application positions. The further the handle is moved from release position through the application zone toward the full application position, the greater will be the independent brake pressure until the full application pressure is obtained at the extreme full application position An escutcheon plate is provided adjacent to the handle indicating the release position, full application position, and the application zone Movement or deflection of the independent brake valve handle downward (away from the escutcheon plate) will initiate the release of any automatic brake application existing on the locomotive and spring action will return the handle to its original position when released. 1.3 Cutoff Valve Handle The manually operated cutoff valve handle has three positions: Out, Freight and Passenger. An adjacent escutcheon plate indicates the various handle positions. Page 2 of 22

3 OUT 24º FRT 62º PASS 15º Figure 1 - Outline View Page 3 of 22

4 2.0 OPERATION Refer to Figure 2 The automatic brake valve function of the 30A-CDW Brake Valve is controlled by the manual movement of the automatic brake valve handle through a zone of six positions and by the positioning of the cutoff valve handle. The cutoff valve can condition the brake valve and other devices of the brake equipment arrangement for various modes of operation. Provision can also be made for additional features such as multiple unit operation and the operation of trains with AB type freight car air brake equipment. (Requests for additional features should be made directly to the Wabtec Corporation). The various handle positions of the cutoff valve and the automatic brake valve and their functions are described in the paragraphs which follow. Note that this document covers only the 30A-CDW Brake Valve. There are other external complementary devices required in a brake equipment arrangement which together provide a full brake application and release capability for both the locomotive and train. Information on the operation and maintenance of these devices may be found in their own Wabtec Corporation Publications. In the ensuing discussion of the 30A-CDW Brake Valve, note that during normal operation it is supplied with air at main reservoir pressure by pipe #30. Also, pipe #30A is supplied with air at main reservoir pressure or brake pipe pressure, whichever is higher. 2.1 Cutoff Valve Handle OUT POSITION This handle position operates the same for 30A-CDW Brake Valves used in both passenger and freight service. It is used to cut out the brake valve to condition the brake equipment for "trail" or "dead" operation by directing air pressure from pipe #30A to the brake pipe cutoff line, pipe #53. This air pressure is intended to be delivered to the brake pipe cutoff valve of the remote 30-CW Module, or some similar standard air brake device, for the purpose of cutting out the charging of brake pipe or the exhausting of brake pipe air from a cutout station. This air pressure may also be directed to the A-1 Charging Cutoff Pilot Valve of the brake equipment arrangement to keep this device from operating in a "trail" or "dead" situation. This handle position also allows for the measurement of brake pipe leakage from a lead cab FREIGHT POSITION This handle position is used to condition the 30A-CDW Brake Valve to operate in the "direct release" mode when the locomotive is being used to haul a freight train. In this position, #53 pipe air is directed to exhaust at the cutoff valve through a 1 /16" orifice. Air pressure from #3 pipe is directed to pipe #7 at the cutoff valve. Since #3 pipe has air pressure present only when the brake valve handle is in the release position, air pressure will only be present in pipe #7 when the brake valve handle is in release position. This, in itself, cannot establish a direct release operation, but it is designed to be used in conjunction with a remote Equalizing Reservoir Cutoff Valve. This Equalizing Reservoir Cutoff Valve, when properly installed and maintained, permits the equalizing reservoir pressure to exhaust and prevents the equalizing reservoir from recharging as long as there is no air pressure in #7 pipe PASSENGER POSITION Passenger position is used to condition the 30A-CDW Brake Valve to operate in the "graduated release" mode. In this position, #53 pipe air is directed to exhaust through a 1 /16" orifice at the cutoff valve. Air in #30A pipe is directed to pipe #7 at the cutoff valve. As a result, #7 pipe pressure is present at all times when the cutoff valve handle is in the passenger position. 2.2 Automatic Brake Valve Handle HANDLE OPERATION (General) Manual operation of the automatic brake valve handle through its various positions initiates the charging or exhausting of equalizing reservoir pressure for the purpose of applying or releasing the brakes throughout the train consist. It also conditions the 30A-CDW Brake Valve to direct air to or to exhaust air from the various pipe bracket ports and their connected pipes to provide positional logic as controlled by the suppression valve cam. Equalizing reservoir pressure is controlled by the brake valve automatic brake regulating valve as positioned by its respective regulating valve cam. In release position, main reservoir air pressure enters the brake valve at port #30 of the pipe bracket and flows to the inlet valve of the regulating valve. With the inlet valve now open, main reservoir air pressure flows past this valve into passage #15 as well as to the face of the regulating valve diaphragm piston. As pressure builds up on the diaphragm piston, overcoming the spring force, the diaphragm piston assembly will move to further compress the spring and eventually permit the inlet valve to Page 4 of 22

5 CUTOFF VALVE HANDLE AUTOMATIC REGULATING VALVE AUTOMATIC BRAKE VALVE HANDLE PASS FREIGHT O UT EX EX 53 30C 7 3 CUTOFF VALVE 3 POSITION EX EX 30B 3A EX SUPPRESSION VALVE POSITIONAL DETENT MECHANISM CUTOFF VALVE EQUALIZING RES. PRESS. REDUCTION INITIAL SETTING 6 PSI REDN. 24 PSI REDN. * PSI REDN. R ELE A MIN RED SE FULL SER S UP PH DL E O ME FF R G REGULATING VALVE * = INITIAL SETTING VALUE C 53 INDEPENDENT BRAKE VALVE HANDLE EX EX INDEPENDENT BRAKE REGULATING VALVE 30E EX 3A 30B SUPPRESSION VALVE A 53 QUICK RELEASE VALVE 30A-CDW BRAKE VALVE DIAGRAMMATIC Figure 2 - Diagrammatic View close. This action terminates the flow of air from the main reservoir into equalizing reservoir charging pipe #15. When the brake valve handle is moved out of release position into the service zone, the automatic brake regulating valve cam "drops away" permitting the inlet valve assembly to move away from the diaphragm piston assembly and the exhaust valve to open. This allows equalizing reservoir pressure to exhaust through the opening in the spring housing at a service rate. As equalizing reservoir pressure on the diaphragm piston reduces, the spring force moves the diaphragm piston assembly toward the inlet valve, extending the spring, and thereby reducing the spring force to equal the force of equalizing reservoir pressure acting on the diaphragm piston until the exhaust valve is again closed. The amount of equalizing reservoir reduction is proportional to the cam drop. This equalizing reservoir pressure is intended to be the control pressure for the high capacity C-2-W Relay Valve Portion of the remote 30-CW Module for the purpose of generating and controlling train line brake pipe pressure approximately equal to equalizing reservoir pressure RELEASE POSITION This position is used to release the train brakes and to maintain this release during normal running of the train. Equalizing reservoir pressure may be adjusted in this position to maintain brake pipe pressure at a constant level at any pressure from 70 to 110 psi. This is accomplished by turning the adjusting screw located in the end of the automatic brake valve regulating valve spring housing using a 1 /2" Multi-Spline Key, Part No Page 5 of 22

6 WARNING: THIS METHOD OF PRESSURE ADJUSTMENT MUST NOT BE EMPLOYED WHILE THE TRAIN IS MOVING OVER THE RAIL SINCE UNDESIRED BRAKE ACTION AND PERSONAL INJURY MAY RESULT. The suppression spool valve is positioned by cam action to direct air pressure from pipe #30A into pipe #3. Pipes #12 and #26 are vented and pipe #21 is blocked MINIMUM REDUCTION POSITION Movement of the automatic brake valve handle from release position to the minimum reduction position provides a reduction of nominally 5 1 /2 to 7 psi in the equalizing reservoir pressure, which effects a similar brake pipe pressure reduction at a service rate by the C-2-W Relay Valve Portion of the 30- CW Module. IMPORTANT: DO NOT make a minimum reduction of less than 5 psi since this may cause the train brakes to apply and then quickly release. In minimum reduction position air pressure in #3 pipe is exhausted at the suppression valve. Pipes #12 and #26 remain exhausted and #21 pipe continues to be blocked FULL SERVICE POSITION Movement of the automatic brake valve handle from the minimum reduction position into the service sector will cause an increasing degree of equalizing reservoir pressure reduction until the handle is moved into full service position, and a total equalizing reservoir reduction of from 23 to 26 psi has been obtained. With the 30-CW Module properly installed, a similar reduction in brake pipe pressure is obtained at the module. In full service position, pipes #3, #12 and #26 remain vented and #21 pipe remains blocked SUPPRESSION POSITION Movement of the automatic brake valve handle from full service position to suppression position has no effect on equalizing reservoir pressure. Pressure from pipe #30A is directed through the suppression valve into pipe #26. Pipes #3 and #12 remain exhausted and #21 pipe continues to be blocked HANDLE OFF POSITION This position is used when the operator of the locomotive moves to another operating station or when the locomotive unit is used in "trail" service behind another unit. Movement of the automatic brake valve handle from the suppression position into the sector between suppression and handle off positions will cause an increasing degree of equalizing reservoir pressure over reduction until, with the handle in handle off position, equalizing reservoir is reduced to zero at a service rate. With the 30-CW Module properly installed, brake pipe pressure will drop to 8 to 10 psi at a service rate. In handle off position, #26 pipe continues to have pressure, pipes #3 and #12 remain vented, and #21 pipe continues to be blocked EMERGENCY POSITION Movement of the automatic brake valve handle into the emergency position will cause equalizing reservoir pressure to vent to zero at a service rate as in handle off position. At the suppression valve, air pressure from pipe #30A is directed into pipes #26 and #12. Pipes #3 and #21 are both vented. With the 30-CW Module properly installed, either the venting of #21 pipe or admission of air pressure into #12 pipe is designed to cause its internal vent valve to open and exhaust brake pipe air at an emergency rate. This action also vents equalizing reservoir pressure from the diaphragm piston of the C-2-W Relay Valve portion of the remote 30-CW Module. 2.3 Independent Brake Valve The independent brake valve provides a means for independent control of the locomotive brake cylinder pressure irrespective of the automatic brake. Movement of the independent brake valve handle from release position towards full application position rotates a cam which in turn positions a supply and exhaust valve assembly to first seat the exhaust valve and then unseat the supply valve. Main reservoir air pressure entering the brake valve at port #30 of the pipe bracket will then flow past the unseated supply valve into pipe #20. As pressure develops in pipe #20, it also develops on the inner face of the diaphragm piston in the independent portion. The buildup of pressure on the diaphragm piston is opposed by spring force on the opposite side and when the air pressure and spring force become balanced, the valve assembly will be moved to its lap position. In lap position the supply valve becomes seated to terminate further flow of main reservoir air to pipe #20. If, as a result of leakage in the #20 pipe, the air pressure should drop, the diaphragm assembly will be moved by spring force to again Page 6 of 22

7 unseat the supply valve and permit main reservoir air to restore the pressure in #20 pipe to the value of the spring setting. This is the self-lapping, pressure maintaining feature of the independent brake valve. Port #20 from the brake valve pipe bracket is normally pipe connected to the control port of a J Type Relay Valve, or equivalent, for the purpose of directing a high volume of air to the brake cylinder pipe. Port #20 may also be connected directly to the brake cylinder equalizing pipe of older brake equipments, somewhat prior to fundamental standard 24-RL and 26-L Brake Equipments, or to either of the latter s independent application and release pipe in the locomotive consist. Movement of the independent brake valve handle downward (away from the adjacent escutcheon plate) will allow main reservoir pressure to enter the actuating or #13 pipe also present in the locomotive consist. When released, the handle will return to its original position by spring force, and air under pressure in #13 pipe will be exhausted. With #13 pipe connected to the quick release portion of the locomotive control valve, movement or deflection of the independent brake valve handle downward will initiate the release of any automatic brake application existing on the locomotive. Deflection of the independent brake valve handle within the application zone will release the locomotive brake only to the value corresponding to the position of the independent brake handle in the application zone. NOTE 1: The present poppet or check valve design feature of the quick release valve of the 30A-CDW Brake Valve independent section can readily handle the quick release #13 train line pipe flow capacity requirement of a four (4) unit locomotive consist. For a consist in excess of four (4) units, brake valve pipe bracket port #13 pressure output should be used to control a higher capacity relaying device such as a Wabtec Corporation H-5 Relayair Valve, which, in turn, can supply main reservoir pressure to the train line #13 pipe. NOTE 2: When operating several locomotive units arranged in a multiple unit consist, it is important when the automatic brake application is quick released or actuated off by deflection of the independent brake handle downward as explained above, that the independent handle remain in the deflected position for a sufficient length of time to assure a proper charge in the actuating or #13 pipe on the last trailing unit. A period equal to four (4) seconds for each unit in the consist should be adequate, i.e. with three (3) units in the consist, the independent brake handle is to be remain deflected for a time interval of twelve (12) seconds. In other words, 4 seconds per unit x 3 units = 12 seconds. Additionally, the locomotive's control valve, which supplies the brake cylinder relay valve control pressure in certain proportion to brake pipe reduction, may experience a temperature effect on the pressure in the control valve s control reservoir during a quick release of the automatic brake. That is, for a given brake pipe reduction (the greater this value, the greater the effect produced), the control reservoir pressure may increase slightly after a quick release has been initiated, then terminated, which may cause the locomotive automatic brake to reapply. To avoid such reapplication, it is recommended that the independent brake handle remain deflected for a total time period equivalent to two (2) seconds for each psi of equalizing reservoir reduction. 2.4 Emergency Lite Locomotive Operation WARNING: IN AN EMERGENCY SITUATION, WHEN OPERATING A LITE LOCOMOTIVE, MOVING THE INDEPENDENT BRAKE VALVE HANDLE TO FULL APPLICATION POSITION IS THE FASTEST WAY TO DEVELOP BRAKE CYLINDER PRESSURE ON THE LOCOMOTIVE UP TO THE FULL INDEPENDENT BRAKE CYLINDER PRESSURE SETTING. IMMEDIATELY AFTER MOVING THE INDEPENDENT BRAKE VALVE HANDLE TO FULL APPLICATION POSITION, THE BRAKE VALVE HANDLE SHOULD BE PLACED IN EMERGENCY POSITION. FAILURE TO COMPLY WITH THIS PROCEDURE DURING AN EMERGENCY BRAKE APPLICATION WHEN OPERATING A LITE LOCOMOTIVE CONSIST COULD EXTEND THE STOPPING DISTANCE AND INCREASE THE LIKELIHOOD OF EQUIPMENT DAMAGE AND/OR PERSONAL INJURY. 3.0 MAINTENANCE SCHEDULE IMPORTANT: At least once every twenty-four (24) months, or more frequently if service conditions so indicate, the 30A- CDW Brake Valve Portion should be removed from the vehicle equipment arrangement, taken to the shop, be completely disassembled, the parts thoroughly cleaned, inspected, lubricated, assembled, and the valve portion tested for correct operation. 4.0 PARTS CATALOG INFORMATION IMPORTANT: When ordering replacement parts for the 30A-CDW Brake Valve, Part No or any of its component portions, refer to the current issue of the Wabtec Corporation Parts Catalog , S.12. NOTE: The reference numbers used in this publication and those used in the parts catalog may differ. When ordering parts, check the descriptive parts name and part number to be sure that the desired part is ordered. Page 7 of 22

8 A A Figure 3-30A-CDW Brake Valve - Exploded View Page 8 of 22

9 To obtain satisfactory operation and reliability of this device, ONLY Wabtec Corporation replacement parts are to be used in the maintenance of this device. Commercially available non-o.e.m. parts are unacceptable. 5.0 SAFETY PROCEDURES & WARNINGS Regular shop safety procedures are to be followed. The work area is to be clean. The following statements of warning apply all or in part wherever the symbol appears in the maintenance procedures. Failure to observe these precautions may result in serious injury to those performing the work and/or bystanders. The use of an air jet, which must be less than 30 psig, to blow parts clean or to blow them dry after being cleaned will cause particles of dirt and/or droplets of the cleaning fluid(s) to become airborne. Wire brushing may also cause particles of dirt, rust, and scale to become airborne. These conditions may cause skin, eye, and/or nasal irritation. When using an air jet, do not direct it toward another person. Improper use of air jet could result in bodily injury. Personal eye protection must be worn when performing any work on this device or its components parts to avoid any possible injury to the eyes. The use of solvents as cleaning agents and the use of lubricants can involve health and/or safety hazards. The manufacturers of the solvents and lubricants should be contacted for safety data (such as OSHA Form OSHA- 20 or its equivalent). The recommended precautions and procedures of the manufacturers should be followed. When performing any test or work on devices or equipment while they are on the vehicle (on car test, etc.) special precautions must be taken to insure that vehicle movement will not occur which could result in injury to personnel and/or damage to equipment. Assembly may be under a spring load. Exercise caution during disassembly so that no parts fly out and cause bodily injury. All air supply and/or electric current to this device and/or to any component parts must be cut off before this device and/or any such component part is removed from the equipment arrangement. Bottled up air under pressure (even though air supply is cut off) may cause gaskets and/or particles of dirt to become airborne and an increase in sound level when this device and/or any component part is removed from the equipment arrangement. Personal eye and ear protection must be worn and care taken to avoid possible injury when performing any work on this device and/or any component part. To prevent receiving electrical shock when performing electrical tests, hands must be clear of electrical components, contacts and housing and the required in-lab grounding procedures must be strictly adhered to. A wooden work bench should be used. Failure to heed this warning could result in severe injury or death. An adequate support or lifting device must be available to support the device and/or valve portion(s) during removal, installation and maintenance procedures. 6.0 SPECIAL TOOLS, CLEANING FLUID(S), LUBRICANTS, SEALANTS & ADHESIVES 6.1 Special Tools In addition to the regular shop tools, the following should be available when working with the 30A-CDW Brake Valve: /2 Multi-Spline Key, Part No This tool may be ordered from the Wabtec Corporation /64 Allen wrench is required for the removal and installation of set screws which secure cam dog shafts standard 1 /16 pin punch tool standard 1 /8 pin punch tool standard 3 /16 pin punch tool small hammer. Page 9 of 22

10 Figure 4 - Cam Housing - Exploded View Page 10 of 22

11 6.2 Cleaning Fluid(s) The fluid(s) used to clean the metal parts of the 30A-CDW Brake Valve Portion MUST BE either: an aliphatic, organic solution, such as mineral spirits or naphtha; or a heated aqueous biodegradable detergent and rinse. These approved cleaning methods will dissolve oil or grease and will permit all of the metal parts to be cleaned without abrasion. 6.3 Lubricants, Sealants & Adhesives IMPORTANT: The following lubricants and sealants are to be used during the reassembly of the brake valve. See Section Number 2 Silicone Grease, Wabtec Corporation Specification M Approved material and source of supply is Dow Corning 55 O-ring Lubricant made by Dow Corning Corporation. Number 2 Silicone Grease is to be used to lubricate the surfaces of ALL O-rings, O-ring shoulders or grooves, and the bearing surfaces of bushings into which assemblies using O-rings are installed Synthetic Hydrocarbon-Based Grease, PTFE Fortified, NLGI Grade 2, Wabtec Corporation Specification M Approved material and source of supply is Nye Rheolube 362F made by Nye Lubricants, Inc. This material is specified for use on certain metal surfaces as outlined in the text below. It is NOT, under any circumstances to be used for O-ring lubrication as a substitute for the material called for in Item above Locking Sealant, Wabtec Corporation Specification M , such as Loctite Corporation Threadlocker 242, is required for application to certain component threads RTV Silicone Rubber, Single Component, Wabtec Corporation Specification M Approved material and source of supply is Dow Corning Silastic RTV 732 Adhesive Sealant made by Dow Corning Corporation. This material is specified for bonding a certain metal escutcheon plate in place as outlined in the text below. IMPORTANT: Care must be taken to prevent any application of Synthetic Hydrocarbon-Based Grease to the O-rings, O-ring grooves, and O-ring bearing surfaces. The O-rings, O-ring grooves and O-ring bearing surfaces must be lubricated ONLY with Number 2 Silicone Grease, as per Item above. IMPORTANT: With only two exceptions, care must be taken to prevent any application of lubricant to the surfaces of cams and cam dog rollers. Their contacting surfaces should be maintained clean and dry to retain friction which should help prevent sliding of the cam dog rollers. The first exception is the spherically shaped independent quick release valve cam roller (4-26). The second is the area of the suppression cam (4-16) that is contacted by the quadrant latch (4-10) which IS a sliding interface. 7.0 REMOVAL & REPLACEMENT OF THE 30A-CDW BRAKE VALVE "ON VEHICLE" 7.1 PARTS REQUIRED The repair person will require the following Wabtec Corporation parts: A new or a repaired and tested 30A-CDW Brake Valve Portion, Part No A NEW pipe bracket gasket, Part No , (Figure 3, Item 68). 7.2 BRAKE VALVE REMOVAL Refer to Figure Apply parking brake and chock wheels of vehicle to prevent movement Warning placards indicating work is being performed should be placed in the cab area and on and about the vehicle All air supply to the brake valve is to be cut off and drained All owner-operating property safety procedures and the procedures and warnings listed in Section 5.0 of this publication are to be followed. WARNING: The 30A-CDW Brake Valve (with pipe bracket) weighs approximately 29 pounds. Exercise care when lifting or moving any portion so that no injuries occur Remove any loose dirt from the exterior surfaces of the 30A-CDW Brake Valve Portion and pipe bracket by wiping with a clean, dry lint-free cloth or by blowing clean with a low pressure jet of clean, dry air Remove the four 1 /2-13 x 3 1 /4" hex head cap screws (66) which secure the 30A-CDW Brake Valve Portion to the pipe bracket (67). Remove any builder supplied fasteners used for securing the flange of the cam housing (4-44) to the panel of the control console. Lift the brake valve portion from the pipe bracket. Page 11 of 22

12 CAUTION: Be careful that the strainer (65) does not drop from the body (64) and become lost Remove and DISCARD the pipe bracket gasket (68) Visually inspect the mounting face of the pipe bracket (67) to be sure that it is clean, free of deep scratches and/or gouges, and that the ports are unrestricted. If necessary, the ports may be blown out with a low pressure jet of clean, dry air. Exercise care so that no dirt is blown back into the ports. The pipe bracket (67) need not be removed unless it is damaged. Follow the locomotive builder - operating property procedures for removal and installation of the pipe bracket. 7.3 BRAKE VALVE INSTALLATION Refer to Figure Place a NEW pipe bracket gasket (68) in position on the pipe bracket (67) Remove all protective materials from a new or a repaired and tested 30A-CDW Brake Valve Portion. Be sure that ALL tape is removed from ALL ports. IMPORTANT: Make certain that the strainer (65) is in place in its cavity in the body (64) Carefully position the brake valve portion on the gasket (68) and pipe bracket (67) and secure it in place by installing the four 1 /2-13 x 3 1 /4" hex head cap screws (66). Install any builder supplied fasteners used for securing the flange of the cam housing (4-44) to the panel of the control console. Equally tighten all screws. IMPORTANT: Whenever the 30A-CDW Brake Valve Portion is removed from an equipment arrangement for any reason, and is reinstalled or replaced with a new or a repaired and tested portion, a NEW mounting (pipe bracket) gasket MUST BE USED. IMPORTANT: Whenever the 30A-CDW Brake Valve Portion is removed from an equipment arrangement for any reason, and is reinstalled or replaced with a new or a repaired and tested portion, a stationary vehicle air brake test MUST BE MADE to be sure that the 30A-CDW Brake Valve functions properly in the brake equipment arrangement Provide adequate protection to prevent dirt and/or moisture from entering the removed brake valve portion and transport it to the shop area for maintenance Remove ALL warning placards and wheel chocks before attempting to move the vehicle A-CDW BRAKE VALVE PORTION MAINTENANCE PROCEDURES - IN SHOP WARNING: Adequate protection is to be provided the repair person to avoid injury if a spring should break during the maintenance procedure. IMPORTANT: During the procedures which follow, DO NOT use any hard or sharp metal tools to remove O-rings, gaskets, or diaphragms. Exercise care so that no damage is done to metal parts. IMPORTANT: To obtain satisfactory operation and reliability of this device, only replacement parts supplied by the Wabtec Corporation are to be used in the maintenance of this device. Commercially available non-o.e.m. parts are unacceptable Disassembly of the 30A-CDW Brake Valve Portion Refer to Figure Remove the strainer (65) from the body (64) Using a 1 /2" multi-spline key back out the adjusting screws (35, 49) located in the spring housings (36, 50) to relieve compression of the diaphragm springs (38, 52). CAUTION: Exercise care during the following procedures so that no parts are inadvertently expelled to cause an injury Remove the four 5 /16" hex nuts (34) which secure the spring housing (36) to the body (64) Remove the following parts from the body (64) Spring housing (36) Spring seat (37) Spring (38) Diaphragm piston with exhaust valve seat and O-ring (40 through 44) as a unit Spring (45) Inlet and exhaust valve with O-rings (47, 46). Page 12 of 22

13 Remove and DISCARD the two 3 /4" O.D. O-rings (46) from the inlet and exhaust valve assembly (47) Remove and DISCARD the 3 /4" O.D. O-ring (44) from the exhaust valve seat (43) Using the appropriate wrench placed across the flats of the exhaust valve seat (43) to hold it secure, disassemble the diaphragm piston with exhaust valve assembly (40 through 43) by removing the following parts from the exhaust valve seat /16" hex nut (40) Diaphragm follower (41) Diaphragm (42). DISCARD the diaphragm Remove the four 5 /16" hex nuts (48) which secure the spring housing (50) to the body (64) Remove the following parts from the body (64) Spring housing (50) Spring seat (51) Spring (52) Diaphragm piston with exhaust valve seat assembly (53 through 58) as a unit. CAUTION: Exercise care so that the exhaust valve (59) does not drop or become lost when removing this assembly Exhaust Valve (59) Spring (62) Regulating valve inlet valve with O-rings (60, 61) Remove and DISCARD the two 13 /16" O.D. O- rings (61) from the regulating valve inlet valve assembly (60) Using the appropriate wrench placed across the flats of the exhaust valve seat (58) to hold it secure, disassemble the diaphragm piston with exhaust valve seat assembly (53 through 58) by removing the following parts from the exhaust valve seat (58) Exhaust valve spring seat (53) Spring seat (57) Diaphragm follower (54) Diaphragm (55). DISCARD the diaphragm Remove the four 5 /16" x 7 /8" hex socket head cap screws (1) which secure the cam housing assembly (2) to the body (64) CAREFULLY lift the cam housing assembly (2) from the body (64) and set it aside in a clean protected area for later disassembly Remove the retaining ring (18) from the body (64), then remove the spring seat with O-ring (20, 19), the piston spring (21), piston with O-ring (22, 23) and the check valve (24) from the bottom of the body (64) Remove and DISCARD the 5 /8" O.D. O-ring (19) from the spring seat (20) Remove and DISCARD the 3 /8" O.D. O-ring (23) from the piston (22) Remove the exhaust valve seat with O-rings (16, 17) from the cam housing mounting face of the body (64) Remove and DISCARD the two 1 /2" O.D. O-rings (17) from the exhaust valve seat (16) Remove the shaft retainer plate (4) from the body (64) Using a 5 /64" Allen Wrench, remove and DISCARD the #8-32 x 3 /8" self-locking set screw (3) which secures the short cam dog shaft (5) in the body (64) Remove the suppression valve cam dog assembly (8 through 10) and the cutoff valve cam dog (6) from the body (64) by sliding the short cam dog shaft (5) out of the body (64) Remove the cap pin (30) which holds the cutoff valve cap (31) in the body (64) Remove cutoff valve cap (31) and cutoff valve with O-rings (33, 32) from the body (64) Remove and DISCARD the five 1 /2" O.D. O-rings (32) from the cutoff valve (33) Exhaust valve spring (56). Page 13 of 22

14 Remove the cap nut (25) which holds the suppression valve spring (27) in the body (64). Remove the suppression valve spring (27) and the suppression valve with O-rings (29, 28) from the body (64) Remove and DISCARD the 3 /4" O.D. O-ring (26) from the cap nut (25) and the four 1 /2" O.D. O-rings (28) from the suppression valve (29). NOTE: Older brake valves may employ a cap nut using a "dished" sealing surface for a metal seal and therefore will not use an O-ring at this location. These cap nuts will not have a groove for the O-ring face seal Using a 5 /64" Allen Wrench, remove and DISCARD the #8-32 x 3 /8" self-locking set screw (3) which secures the long cam dog shaft (11) in the body (64) Remove the automatic and independent cam dog assemblies (13 through 15) from the body (64) by sliding the long cam dog shaft (11) out of the body (64) Place the cam housing assembly on the work bench. Refer to Figure Remove independent handle assembly (6, 7) as follows: Position the independent handle assembly about midway in cam housing body (44) slot or window and retain there during the following pin removal procedure. Using a standard 1 /8" pin punch tool and small hammer, CAREFULLY drive out cylindrical spring pin (5) from handle housing (36) such that the pin (5) doesn t wedge between handle housing (36) and the cam housing body (44). DISCARD cylindrical spring pin (5). Then withdraw the independent handle assembly (6, 7) from the handle housing (36) Remove automatic handle assembly (2, 3, 4) as follows: Position the automatic handle assembly about midway in cam housing body (44) and retain there during the following pin removal procedure. Using a standard 1 /8" pin punch tool and small hammer, CAREFULLY drive out cylindrical spring pin (1) from handle yoke (22) such that the pin (1) doesn t wedge between handle yoke (22) and the cam housing body (44). DISCARD cylindrical spring pin (1). Then withdraw the automatic handle assembly (2, 3, 4) from the handle yoke (22) Remove the latch nut (8), latch spring (9), and latch with key (10) from the cam housing body (44). DISCARD the latch with key (10) Turn the cam housing over to permit access to the internal parts Using the proper pin punch tool, drive out the 1 /8" x 5 /8" cylindrical spring pin (11) which secures the cutoff valve handle assembly (12) to the shaft (14). DISCARD cylindrical spring pin (11). Separate the handle assembly (12) from the shaft (14) Using the proper pin punch tool, remove the 1 /8" x 5 /8" cylindrical spring pin (13) which secures the cutoff valve eccentric (15) to the cutoff valve shaft (14). DISCARD cylindrical spring pin (13) Remove the cutoff valve shaft (14) from the center hole of the cam shaft (23) Remove the cutoff valve eccentric (15) Remove both #8 flat head machine screws (21) so that the automatic handle slot shield (25) can be removed Remove the set screw (18), handle key (19) and 3 /8" square nut (20) from the handle yoke (22). Turn the cam housing (44) over Remove the handle yoke (22) from the cam shaft (23). NOTE: It may be necessary to drive out the yoke Turn the cam housing (44) over 180. Slide the cam shaft (23) out of the cam housing body (44) Remove the following parts from the cam housing body (44) in the order listed: Regulating valve cam (17) Suppression valve cam (16) Using the proper pin punch tool drive the 3 /16" x 1" cylindrical spring pin (27) out of the independent regulating valve cam (35) through the access hole in shield (37) in order to remove the cam assembly (29 through 35) from the independent handle slot shield (37) and the independent brake handle housing (36). DISCARD cylindrical spring pin (27). Page 14 of 22

15 Remove the cam assembly (29 through 35), shield (37) and handle housing (36) from the cam housing body (44) CAREFULLY remove cotter pin (29) from friction plate pin (31) such that compressive force from spring (32) does not cause the pin to hazardously eject from the cam assembly. Discard the cotter pin (29). Separate items (30) through (35) and examine for excessive wear. Friction plate (34) should have at least 1 /32" thickness of friction material in order for it to last until the next service period Cleaning, Inspecting and Repairing IMPORTANT: When ordering replacement parts for the 30A-CDW Brake Valve Portion, refer to Parts Catalog , S.12. CAUTION: The reference numbers used in this publication and those used in the parts catalog may differ. Check the description (part name) to insure that the desired part is ordered Non-Reusable Parts ALL gaskets, O-rings, rubber seated check valves, and diaphragms are to be DISCARDED and replaced with NEW Wabtec Corporation Parts. Commercially available non-o.e.m. parts are unacceptable ALL cylindrical spring pins are to be DISCARDED and replaced with NEW Wabtec Corporation Parts. Commercially available non-o.e.m. parts are unacceptable Handle Assemblies Refer to Figure The handles should be cleaned by wiping each with a clean, lint-free cloth or rag that has been saturated with one of the cleaning fluids described in Section After cleaning, blow the handle assemblies completely dry with a low pressure jet of clean, dry air The only repair permitted to the handles is the replacement of the knob (7) of the independent brake handle assembly (6, 7) and/or the replacement of the grip (4) on the automatic brake handle assembly (2, 3, 4) The knob (7) of the independent brake handle assembly (6, 7) screws on to the shaft (6). A drop of Locking Sealant, Wabtec Corporation Specification M is to be used on the threads of the shaft to secure the knob The grip (4) of the automatic brake handle assembly (2, 3, 4) is secured to the handle shaft (2) by a 1 / 8" x 1 1 /8" cylindrical spring pin (3) All remaining parts: Wash all of the remaining parts in one of the cleaning fluids described in Section Springs may be wire brushed to assist in the removal of any dirt, rust, or scale If the large rectangular "Wabtec Corporation" escutcheon plate (45) at the center of the cam housing is missing, carefully remove all remaining traces of the silicone rubber adhesive material that was used to secure it in place After the parts are cleaned, they MUST BE completely dried. Use a low pressure jet of clean, dry air to blow the parts dry Inspect the springs Replace any spring that is rusted, pitted, distorted, damaged in any way, or has taken a permanent set Spring information and identification may be found in Parts Catalog , S.12. Refer to Figure Inspect the cam dog assemblies (6, 8 through 10, & 13 through 15) If any assembly or part is found damaged in any way or shows signs of excessive wear, the assembly is to be replaced or repaired. Worn or damaged rollers (9, 14) can be removed by CAREFULLY driving out the cam dog roller pin (8, 13) from the respective assembly. Install a NEW roller in reverse order of removal. Use a NEW pin Inspect the body (64) for any excessive wear and/or damage. If damaged or worn excessively, it is to be replaced. Page 15 of 22

16 Refer to Figure Inspect the cam housing (44) for any excessive wear and/or damage. Be sure that the escutcheon plates (39, 41, 43, 45) are not damaged and that they are properly secured. The three curved handle plates (39, 41, 43) are secured by driven fasteners (38, 40, 42). The large center "Wabtec Corporation" escutcheon plate (45) is secured in place using silicone rubber adhesive as outlined in Item of this document. If the cam housing is damaged in any way, or shows signs of excessive wear, it is to be replaced Inspect the independent brake handle housing assembly (25, 26, 36). If the housing (36) is damaged or excessively worn, replace ALL parts (25, 26, 36). If the cam roller (26) is damaged or excessively worn, it can be replaced by driving out the 1 /16" x 3 /8" cylindrical spring pin (25). DISCARD cylindrical spring pin (25). Assemble the roller (26) and pin (25) in reverse order of removal using NEW parts Inspect ALL remaining parts. IMPORTANT: Replace any part that is cracked, cut, broken, damaged in any way, excessively worn, or that is in such a condition that may result in the unsatisfactory operation of the 30A-CDW Brake Valve Portion and/or the complete 30A-CDW Brake Valve Assembly WARNING: During the assembly procedures, the lapping of certain rubber parts, unless specified otherwise, by mechanical means involving the use of an abrasive substance or medium to improve sealing qualities IS NOT RECOMMENDED. Such lapping procedures will very likely ruin the surface sealing capabilities of the rubber part and render the part useless. NEW rubber parts are to be used during the assembly procedure. IMPORTANT: During assembly, information on the lubricants, sealants, and adhesives required for certain parts can be found in Section 6.3. Refer to Figure Pre-assemble the independent regulating cam with friction plate (29 through 35). In order to do so, a special clamping fixture may need to be devised to compress spring (32) while holding items (30) through (35) in place and enable insertion of a new cotter pin (29) through the friction plate pin hole. Once the cotter pin is in place in the assembly, spread its legs so as to secure it in place Place the cam housing body (44) on the workbench so that the mounting face is uppermost and access to the internal areas is readily possible Apply a light coating of Synthetic Hydrocarbon- Based Grease, Wabtec Corporation Specification M , to the inside of the clevis and outer diameter of the shaft of the independent regulating valve cam (35) prior to installation into the cam housing bushing Place the shaft of the independent cam/friction plate subassembly (29 through 35) into the appropriate bushing in the cam housing body (44) Examine the independent handle housing (36). If for any reason the roller pin is loose or has been removed, apply Locking Sealant, Wabtec Corporation Specification M , to the threads of the roller pin prior to installation. Reinstall the roller pin and tighten securely. NOTE: Locking Sealant should be contained to the threaded area of the pin and not be allowed to interfere with the movement of the cam roller (26) Place shield (37), per Figure 4 orientation, over the independent cam (35) slotted shaft end and install the handle housing (36), with pin (25) and roller (26), into the cam (35) slotted end such that the 3 /16" diameter pin accommodating holes in the cam (35) slotted end and handle housing (36) are essentially aligned. IT IS IMPORTANT TO ORIENT THE CAM (35) AS PER CAM EDGE PROFILE DEPICTION IN FIGURE 4 WITH RESPECT TO THE HANDLE HOUSING (36) ORIENTATION Position the independent cam assembly in such a manner that permits access to the cam (35) and handle housing (36) aligned holes for installation of a NEW 3 /16" x 1" long cylindrical spring pin (27) through the hole in shield (37) Use the proper pin punch tool to drive pin (27) in place and thereby secure the independent cam assembly (29 through 37) to the cam housing body (44). IMPORTANT: Apply a drop of Locking Sealant, Wabtec Corporation Specification M , to the threads of two #6 x 5 /16" flat head machine screws (21) Secure the handle slot shield (24) on the handle yoke (22) using the two #6 x 5 /16" flat head machine screws (21). Page 16 of 22

17 Place the following parts in place in the cam housing body (44): IMPORTANT: The ends of the pin MUST BE flush with the surfaces of the eccentric Regulating valve cam (17) so that the shaft portion (smaller diameter) faces the suppression valve cam (16) Suppression valve cam (16) so that the shaft portion (smaller diameter) faces toward the cutoff valve handle end of the cam housing body (44) Apply a light coating of Synthetic Hydrocarbon- Based Grease, Wabtec Corporation Specification M , to the bearing surfaces of the cam shaft (23) prior to installation into the cam housing bushings Align the dowel slots of the two cams and install the cam shaft (23) so that the dowel pin of the shaft passes through or clears the dowel slots of the cams Turn the cam shaft (23) so that the shallow drilled hole in the shaft used for receiving set screw (18) faces the handle slot of the cam housing (44) Install (slide) the handle yoke/shield combination (22, 24) on the shaft (23). Then turn the shaft (23) so that the open end of the yoke (22) is accessible from the mounting face side of the cam housing body (44). IMPORTANT: Apply Locking Sealant, Wabtec Corporation Specification M , to the threads of the 3 /8-16 set screw (18) Install the 3 /8-16 square nut (20), handle key (19) and 3 /8-16 set screw (18) in place in the handle yoke (22). When installing the set screw (18), make certain that the half-dog point of the screw seats into the shallow drilled hole in the cam shaft (23) Tighten the set screw (18) against the cam shaft (23). Torque the set screw (18) to 4 1 /2 foot-pounds maximum Position the cutoff valve eccentric (15) in the cam housing body (44) Install the cutoff valve shaft (14) into the cam shaft (23) center hole and into the cutoff valve eccentric (15) Rotate the cutoff valve shaft (14) so that the pin hole in the shaft (14) lines up with the hole in the cutoff valve eccentric (15) Using a NEW 1 /8" x 5 /8" cylindrical spring pin (13), secure the shaft (14) to the eccentric (15) by driving the pin in place. Page 17 of Apply a light coating of Synthetic Hydrocarbon- Based Grease, Wabtec Corporation Specification M , to the collar on the cutoff valve eccentric (15) prior to installation into the cam housing bushing Apply a light coating of Synthetic Hydrocarbon- Based Grease, Wabtec Corporation Specification M , to the bearing surface of the cutoff valve handle assembly (12) prior to installation into the cam housing bushing Install the cutoff valve handle assembly (12) into the cam housing body (44) over the shaft (14) end. Position the handle in the "Out" position Rotate the cutoff valve eccentric and shaft (13 through 15) so that the eccentric pin (part of item 15) is located closest to the cam housing (44) mounting face. Then, while observing the hole for the cylindrical pin which is present in the cutoff valve handle assembly (12), rotate the cutoff valve eccentric and shaft (13 through 15) approximately 45º clockwise until the hole in the shaft (14) is in sight and lines up with the hole in the cutoff valve handle assembly (12). Use a NEW 1 /8" x 5 /8" cylindrical spring pin (11) to secure the cutoff valve handle assembly (12) to the valve shaft. NOTE: To check for proper assembly of the cutoff valve handle, shaft, and eccentric (11 through 15), move the handle to each of the three positions (Passenger, Freight, & Out) several times, and note that there is no binding of the components. Finally, move the handle to the Out position. Observe the cutoff valve eccentric pin on the cutoff valve eccentric (15). Note that it positioned BETWEEN the axis of the cutoff valve shaft (14) and the mounting face of the cam housing body (44) Apply a coating of Synthetic Hydrocarbon-Based Grease, Wabtec Corporation Specification M , ONLY to the surface of the suppression valve cam (16) that is contacted by the quadrant latch (10). IMPORTANT: Note that in Items and below that a NEW latch and key assembly (10), Part No , is to be used. The latest design of this assembly has been upgraded to include the application of an enhanced lubricity coating to the outer surfaces of the latch and key, which is easily identifiable by the red color of the coating. This coating, when lubricated as described below, acts to improve the frictional characteristics of the latch within its guide bushing and where it interfaces with the suppression