Blue Bird TC/2000, Руководство пользователя

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CAUTION: The parking brake is designed to hold on the above mentioned grade on a clean, dry and
smooth road surface. Parking on wet, ice or snow covered grades is not recommended. Chocking of
wheel(s) is recommended when parking on any grade.
WARNING: Extreme caution should be exercised when the drive shaft is removed on a unit equipped
with hydraulic brakes. The parking brake becomes inoperative when the drive shaft is disconnected. Do
not leave the bus unattended until appropriate measures have been taken to prevent vehicle movement.
The parking brake is adjusted by turning the knob on the parking brake lever. The knob is held in place
with a set screw. The knob can be adjusted when the parking brake is released. When the parking brake is
properly adjusted, the lever will snap firmly into place. Lever effort will be 80-100 pounds.
Extreme caution should be exercised when the drive shaft is removed on a unit equipped with hydraulic
brakes. The parking brake becomes inoperative when the drive shaft is disconnected. Do not leave the bus
unattended until appropriate measures have been taken to prevent vehicle movement.
AIR BRAKES
A coach equipped with a dual air brake system consists of separate complete systems for the front and
rear service brakes. A separate reservoir and air gauge is provided for each of these systems. A dual treadle
valve is provided for operating the service brake system. In addition to providing excellent service brake
performance, this dual brake system is equipped with safety features which allow the driver to use the emer-
gency stopping system through the service brake treadle valve. In the event there is a failure in the air reserve
for the front brakes, the rear service brakes can still be applied using the treadle valve, since the two service
brake systems operate independently of each other. If there is a failure in the air reserve for the rear service
brake system, the front service brakes and the rear spring brakes can be applied through the treadle valve.
This allows the operator to use a normal method of braking during an emergency situation. However, in the
case of an air reserve failure, the low air pressure warning buzzer will sound and warning light illuminated,
giving an indication that trouble is evident and the respective air gauge located on the dash will indicate
which system has lost air pressure. The coach must not be operated under those conditions, but repaired
before continuing operation.
The rear spring brakes can also be controlled by a dash-mounted valve located on the lower portion of
the instrument panel. These spring brakes cannot be fully released until the air reserve pressure is above 60
PSI. These brakes are in the released position when the control valve is pushed in, and in the applied position
when the control valve is out. In the event there is a loss in air pressure, the valve will automatically move to
the brake applied position and cannot be released until the air reserve pressure has been replenished.
AIR BRAKE ADJUSTMENT
1. Raise the tire off the floor (NOTE: Install jack under the axle, not under the bumper.)
2. Turn the tire and adjust the brake slack adjuster until the brake shoes are tight against the brake drum.
3. Back off the slack adjuster until wheel rotates freely (very little drag).
4. Apply maximum brake application (100 psi +) and check brake chamber push rod travel. Readjust, if
travel is greater than 1 1/4 inches.
FUEL STOP SOLENOID (AIR BRAKES ONLY)
The bracket assembly, mounting, fuel stop solenoid is the on-off fuel flow control for the air brake TC/
2000 FE Cummins 5.9 powered unit. The solenoid requires 12 volts to energize which allows fuel flow. Lubri-
cate the pivot points with light duty engine oil. Clean the solenoid and linkage periodically. If service is
required, assemble and adjust per drawing #1530435. Found with the vendor maintenance documents sup-
plied per order.