brake air pressure regulator setting

[ArtGill]

I had a pressure regulator go bad between my drive axle and bogie axle.  By looking at the schematic it appears to be located between the drive relay valve and the bogie relay valve.  From the schematic it indicated the air flows from the rear brake tank to one side of the Drive Relay Valve then out the other side of the Drive Relay Valve in to the pressure regulator that I am replacing. Then the air flows out of the pressure regulator into the Bogie Relay Valve.  So, after all that, what pressure to I need to set the pressure valve to?  The Max is 50 psi.

Thanks in advance, Art

[luvrbus]

Never saw a Eagle setup like that before must be a model 20 or the NJT thing

[ArtGill]

Bump
The setting must be less than 50 psi.  What would be the Maximum pressure to put on the Bogie wheels to prevent lookup?  Does MCI have a setup like this?
Art

[luvrbus]

All the Eagles I have owned the bogie service brakes canisters  had a different stroke from the front axle and rear axle to prevent that.I have never had a bogie axle lock up on a Eagle so I don't know what to tell you about that regulator, have you called Ed at Jefferson he sells the parts and should know.There are some sharp cookies on the Eagles page on Face Book I will ask for you there   

[Zephod]

On most air brakes, the emergency brakes are set to come on at 25psi


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[brmax]

Can you find a number on that valve, many times via an aluminum tag.
I believe brake applications run through a relay as you mention and some
specfic ones use different signal / crack pressure springs. This would route
to the brake chamber most times directly. Possibly could this be a quick release valve

Good day
Floyd

[ArtGill]

I have a replacement regulator on the way but I need to know what to set the output to.   
Luvrbus, thank you for asking on the eagle board.
I was hoping some of our members that have been to "air brake" would have some suggestion.
I will call Ed at Jefferson Monday if I don't get an answer before then.

Thanks, Art

[buswarrior]

At this point, I am very suspicious that a previous owner who was too smart for his own good has added something.

Reducing air pressure reduces the squeeze on that set of brakes, which may prevent the wheel slide that we are imagining, but it may/will also lengthen stopping distances.

If wheel sliding was an issue, I'd be checking the weight that axle is carrying, or that the drive is carrying and get that sorted.

If there is no collective memory or evidence that this regulator existed originally, please think really hard about removing it and restoring factory methods?

happy coaching!
buswarrior

[brmax]

I think what buswarrior mentioned was spot on.
I recall way back a mentor said to me concerning brakes; if a brake is sticking beware
of the opposite side not doing its job.  ( many times an early wheel seal leak is a cause )
Anyway back to the question, i dont know. So i go back to what i do know just for the help
leading to an answer. And in this its air brakes, to my knowledge we should have a certain
minimum psi for a on road testing the "apply psi check" at the service port of chamber.  Much of the great north has this as a standard. Just a few States have this in their books and rely on rod travel and dash gauge readings. These dash gauge readings are part of the brake check.
https://www.ontario.ca/document/official-ministry-transportation-mto-drivers-handbook/inspecting-air-brake-adjustment#section-1

Have a good day
Floyd

[ArtGill]

Floyd--  The pressure regulator is before the relay valve for the Bogie wheels therefore both wheels get the same pressure and I haven't every locked up the brakes and hope not to need to.  I will print the attachment and take it in my manuals.

Buswarrior-- New Jersey transit was the previous owner, so I don't think they made the modification

So here we are:  I put the old regulator on the bench with a new gauge and it checked at 55 psi.  Then I put the new regulator in the same setup and set it for 55 psi using the same gauge.  I hope to install it and test this weekend if it isn't too hot.

Thank you everyone for your input, Art

[luvrbus]

Art,sorry but no one would answer,the NJT 20 is a different animal than a regular Eagle NJT ordered those built to there specs like who in the world would want all white wiring through out a bus NJT did .
I have no doubt they ordered the bus with a regulator but why Eagles need all the help you can get to stop, their brakes are not that great to begin with   

[ArtGill]

Have you heard of anything like this on a 1989 MCI.  A lot of the specs appeared to be similar to MCI.  The story I heard was that NJT wanted MCI's  and Eagle needed to sell some buses.  Eagle met the spec and was low price, so they sold 200+ NJT Model 20's.

Art

[luvrbus]

Have you heard of anything like this on a 1989 MCI.  A lot of the specs appeared to be similar to MCI.  The story I heard was that NJT wanted MCI's  and Eagle needed to sell some buses.  Eagle met the spec and was low price, so they sold 200+ NJT Model 20's.

Art

That was a strange deal Dial Corp owned Greyhound ,MCI and Eagle at that time,we Eagle people always thought that deal would be the end of Eagle and it was 

[ArtGill]

I think the Model NJT 20 was the best Eagle built.  It has the Corden steel and good wiring, even if all white.  The wiring does has numbers printed on it every 6 inches or so.  The Corden steel, if I spelled it right, hasn't rusted like carbon steel, but it can be hard to drill.  By the way, I have full size drawing of the wiring on the model 20 if someone needs them.
Art

[luvrbus]

Only the sub frame is Cor-Ten some model 15's used the CorTen too,It's good stuff if you keep the dirt washed off it.
I got 1 answer back the owner says his is set on 120#