MY ETT News » brakes

ESCO introduces new Brake Safe

Rhonda Flathman — Thu, 21 Apr 2011 19:27:06 +0000

One of the most common CSA citations with the most severe impact on a fleet’s score–brakes-out-of-adjustment–can now be avoided with a new product from ESCO. Brake Safe helps fleets respond to one of the top equipment violations by helping determine brake adjustments quickly and effectively, allowing them to be inspected without crawling under the power unit or trailer to check. The Brake Safe system is available in two universal formats. One fits all power unit steering and drive axles while a second fits all trailer axles. Brake Safe can be installed on a brake chamber in 10 to 15 minutes
using basic shop tools.

According to ESCO, its Brake Safe is a simple, accurate and effective means of providing a visual of air-brake stroke travel, which helps drivers and fleets comply with CSA 2010 (Subpart C 393.53 “automatic brake adjusters & brake adjustment indicators”).

It is easily installed and takes the guesswork out of determining brake adjustments, the maker said. It totally eliminates the often difficult and always time-consuming procedure of crawling under a power unit or trailer to perform the daily pre-trip inspection measurements of brake adjustments, ESCO noted.

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NHTSA: ABS reduced truck crashes by 3%

Rhonda Flathman — Fri, 03 Dec 2010 15:05:19 +0000

A study by the National Highway Traffic Safety Administration (NHTSA) concludes that antilock braking systems on air-brake tractor-trailers reduces crashes by about 3 percent, but the data is inconclusive for several reasons. For one, the data was insufficient to determine the effectiveness of ABS on the trailer or whether it is beneficial for only the trailer to have ABS when the tractor does not. It also notes that the rate may be underestimated due to
several factors, including an unknown proportion of tractors that voluntarily had ABS equipped before the mandate and the unknown number of ABD systems involved in a crash that may not have had the ABS system working properly at the time.

WASHINGTON – A study by the National Highway Traffic Safety Administration suggests that antilock braking systems on air-brake tractor-trailers reduces crashes by about 3 percent.

The study, titled “The Effectiveness of ABS in Heavy Truck Tractors and Trailers,” reviews about 10-years worth of data from seven states following the introduction of the Federal Motor Vehicle Safety Standard mandating ABS.

The study notes, however, that data was insufficient to determine the effectiveness of ABS on the trailer or whether it is beneficial for only the trailer to have ABS when the tractor does not.

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WABCO Releases OnGuardPlus at IAA show

Rhonda Flathman — Thu, 23 Sep 2010 14:23:36 +0000

WABCO Holdings, Inc., introduced the next wave of braking technology, which is expected to be mandatory in the European Union in 2013, at the IAA Commercial Vehicles show in Hanover, Germany. OnGuardPlus fully applies brakes in imminent crash situations when reacting to moving vehicles ahead, as well as decelerating vehicles that come to a standstill. When approaching traffic congestion, the system also autonomously reacts to stationary vehicles.

WABCO Holdings Inc. has introduced its new OnGuardPlus technology, an advanced emergency braking system (AEBS), at IAA Commercial Vehicles 2010 in Hanover, Germany.

Available from 2012 for trucks and buses worldwide, OnGuardPlus is the commercial vehicle industry’s first system in compliance with the European Union’s expected regulation to make AEBS mandatory on new heavy commercial vehicles from November 2013.

OnGuardPlus fully applies brakes in imminent collision situations when reacting to moving vehicles ahead, as well as decelerating vehicles that come to a standstill, according to the maker.

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IPA releases portable battery powered trailer testers

Rhonda Flathman — Thu, 15 Jul 2010 19:59:33 +0000

A new line of portable battery powered trailer testers will be released by Innovative Products of America (IPA) for testing lights and electric brakes. According to the company, technicians can easily diagnose short circuits, open and crossed circuits, poor grounds and test electric brakes, all by remote control. All models include rechargeable batteries and a charger.

Innovative Products of America (IPA) is introducing a new line of portable battery powered trailer testers for testing lights and electric brakes on a wide range of trailers.

According to the company, the Mini-MUTT (#9003) is an analog tester for 4-, 5-, 6- and 7-pin light-duty trailers featuring short-circuit protection and amperage readout. The Smart-MUTT series (#9004) and (#9007) offer advanced diagnostic testing capabilities.

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STEMCO Duroline launches new shoe kits and brake hardware

Rhonda Flathman — Thu, 07 Jan 2010 19:34:27 +0000

STEMCO Duroline announced the release of new shoe kits and brake hardware featuring enhanced corrosion resistance. The brake shoes are e-coated and stand up to 1,000 hours of salt spray testing, which is double the OEM specification for corrosion resistance under environmental conditions, according to STEMCO. Additional benefits of its high performance friction material available on new shoes in the brake wheel kits include superior stopping performance, longer life and reduced drum wear, according to the company.

STEMCO Duroline has launched new shoe kits and brake hardware kits for the North American commercial vehicle market. According to the company, its recently introduced high performance friction material delivers superior stopping performance, longer life, reduced noise and reduced drum wear, is available on new shoes in the brake wheel kits, including heavy-duty brake hardware kits, according to STEMCO.

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Trailer ABS lamp rule now permanent

Rhonda Flathman — Mon, 31 Aug 2009 19:17:38 +0000

A rule issued by the National Highway Traffic Safety Administration (NHTSA) takes effect today that requires trailers with antilock brake systems (ABS) to also have an external malfunction indicator lamp. Though many post-2001 trucks have in-cab ABS malfunction lamps, the external indicator helps alert roadside inspectors and maintenance personnel to problems. The requirement was originally supposed to take effect in March this year, but the deadline was extended.

The National Highway Traffic Safety Administration (NHTSA) has issued a final rule that makes permanent an existing requirement that trailers with antilock brake systems (ABS) be equipped with an external malfunction indicator lamp. The rule takes effect August 31.

The indicator lamp requirement, which is included in the Federal Motor Vehicle Safety Standard that governs air-braked vehicles, was originally scheduled to sunset March 1, 2009, but had previously been extended to September 1, 2009. The agency had established a sunset date for this requirement in light of the increasing numbers of post-2001 tractors that have an in-cab trailer ABS malfunction lamp, making the external trailer lamp redundant.

NHTSA officials said they are making the requirement permanent in light of additional safety purposes served by the external lamp. It not only warns the driver of a malfunctioning trailer ABS, but, unlike the in-cab lamps, also indicates which trailer in a multi-trailer train has a malfunction. The lamp also assists federal and state roadside inspectors and maintenance personnel in identifying a malfunctioning trailer ABS. This rulemaking was issued in response to petitions from the Commercial Vehicle Safety Alliance (CVSA), an international not-for-profit organization of local, State, provincial, territorial and Federal motor carrier safety officials and industry representatives from the United States, Canada, and Mexico.

CVSA’s rationale:

- Many pre-2001 tractors were still expected to be in use when the malfunction indicator lamp requirement was set to expire (at the time, March 1, 2009). These tractors do not have the in-cab trailer ABS malfunction indicator lamp that was perceived to render the external lamp redundant.

- For double and triple trailer applications, it will not be possible to determine, from an in-cab lamp alone, which trailer ABS is malfunctioning without external lamps.

- Many trailer repair shops rely on the external lamp to quickly diagnose the operational status of the trailer ABS without having to couple a post-2001 tractor to the trailer. With an external indicator lamp, any age tractor can be used, making inspection significantly easier.

- Without the external lamp, the signal from the in-cab lamp may be confusing, as it may indicate either a malfunctioning in-cab bulb, a functioning pre-1998 trailer (with no ABS), a problem with the communication circuit between the trailer and tractor, or a malfunctioning ABS. The external lamp helps to diagnose the situation further.

[source - fleetowner.com]

NHTSA Issues Rule to Cut Truck Stopping Distance by 30%

Rhonda Flathman — Mon, 03 Aug 2009 18:06:36 +0000

A new rule reducing truck stopping distance beginning in 2011 is estimated to save more than 200 lives, prevent 300 serious injuries and nearly $170 million in property damage, according to the National Highway Traffic Safety Administration. The new standard will require heavy truck tractors to stop within 250 feet when loaded to their gross vehicle weight rating and tested at a speed of 60 mph. The rule does not include single-unit trucks, trailers and buses.

NHTSA Cites Safety for Reducing Truck Stopping Distance

The National Highway Traffic Safety Administration will require a cut of 30% in the allowable stopping distance for the majority of new trucks beginning in 2011, the agency said Friday.

“For these heavy truck tractors – approximately 99% of the fleet – the amended standard requires those vehicles to stop in not more than 250 feet when loaded to their gross vehicle weight rating and tested at a speed of 60 miles per hour,” the rule states.

Currently, trucks must make that stop within 355 feet.

In an accompanying statement, Transportation Secretary Ray LaHood said, “Motorists deserve to know they are sharing the road with large trucks that are up to the safest possible standards, so they can get home alive to their families.”

The rule will require heavy tractors to stop within 235 feet when at their lightly loaded vehicle weight – the weight of the unloaded vehicle plus 396 pounds for the driver and instruments.

NHTSA, in the rule, said three-axle tractors weighing less than 59,600 pounds must meet the new stopping distance by Aug. 1, 2011, and two-axle tractors and tractors weighing 59,600 pounds or more must meet the new standard by Aug. 1, 2013.

NHTSA said the rule “applies only to truck tractors, and does not include single-unit trucks, trailers and buses.” In addition, “a very small number of very heavy severe service tractors” will have their stopping distance limit cut to 310 feet.

The agency first proposed reducing the stopping distance of large trucks in December 2005, saying it was looking at trimming stopping distances by between 20% and 30%.

The new rule, first proposed in 2005, was nearly finalized during the waning days of the Bush administration, but was pulled back from the White House Office of Management and Budget late last year for further review. That delay was the most recent in a series of holdups in publishing the rule, which had been promised by NHTSA officials as far back as 2007.

In the rule, NHTSA said the improved braking performance would “reduce the number of fatalities and injuries associated with crashes involving tractor-trailer combinations and other vehicles . . . [and] will prevent a substantial amount of property damage through averting or lessening the severity of crashes.”

The agency estimated that once all trucks on the road are equipped with brakes capable of meeting the new standard “approximately 227 lives will be saved and 300 serious injuries will be prevented” each year.

“This final rule is expected to prevent over $169 million in property damage annually, an amount which alone is expected to exceed the total cost of the rule,” NHTSA said.

During the run-up to the final rule, there was speculation the tighter standards might require a change in technology to air-disc brakes from the drum brakes.

However, industry officials have said they anticipate being able to meet the standard with existing technology, a position endorsed by NHTSA.

“There are a number of simple and effective manufacturing solutions that vehicle manufacturers can use to meet the requirements of this final rule . . . [including] installation of enhanced drum brakes, air disc brakes, or hybrid disc/drum systems,” the agency said. “We note that currently a number of vehicles in the commercial fleet already utilize these improved braking systems and already realize performance that would meet the requirements of the amended standard.”

[source - ttnews.com]

ArvinMeritor offers 10 tips to optimize brake performance

Rhonda Flathman — Thu, 11 Jun 2009 20:20:12 +0000

Ensure your brakes are in proper working order by evaluating the entire system, replacing them with quality replacement parts if necessary. ArvinMeritor offers ten tips to keep you safe and on the road.

TROY, Mich. — The annual Roadcheck enforcement blitz kicks off tomorrow and with that in mind, ArvinMeritor is offering advice on how to best ensure your brakes are in proper working order.

The following are 10 tips provided by ArvinMeritor:

1) AUTOMATIC SLACK ADJUSTERS (ASA): Always troubleshoot brakes when the air chamber stroke exceeds the allowable limits. When you need to replace one automatic slack adjuster, replace all the ASAs on the same axle with components that meet the original spec. Mismatched brands can result in uneven brake wear, unbalanced braking and poor brake performance.

Meritor automatic slack adjusters should not need to be manually adjusted in service to correct excessive push rod stroke. Excessive stroke may be an indication that a problem exists with the foundation brake, ASA, brake actuator or other system components.

Meritor recommends that you troubleshoot the problem, replace suspect components, and confirm correct brake operation before returning the vehicle to service. In the event that a manual adjustment must be made (although not a common practice), a service appointment and full foundation brake, ASA, and other system components inspection should be performed as soon as possible to help ensure the integrity of the overall brake system.

Always use lubricants specified for brakes and ASA.

2) CAM BRAKES: When you service cam brakes, take time to replace all the springs, anchor pins, bushings and rollers. This includes replacing the cam brake return springs each time cam brakes are relined. The return springs are critical to the alignment, the accurate return of the brake away from the drum, and brake adjustment with the ASA. Inspect the entire brake structure for wear, cracks or other damage. Replace damaged parts with new rather than welding or repairing. Lubricate the cam brake assembly as required.

3) VALVES: When you replace the valves in your air brake system, the new valves should have the same crack pressure as those you’re replacing. Why? Because replacing a valve with one that has a higher or lower crack pressure than the original valve can result in an unbalanced brake system and unacceptable lining and drum life.

4) REPLACEMENT LININGS: Replace the linings on all four brakes of a tandem axle or at minimum both brakes of a single axle at the same time. Otherwise, you may experience brake balance problems. Plus, not replacing a unit’s brake linings at the same time may contribute to uneven wear, reduced lining life, maintenance problems or drum-cracking. Recommendation: replace brakes as an axle set, and do check the lining condition of the other axles.

5) DRUMS: In the brake drum market, there are two basic types: cast and composite, like the Meritor SteelLite X30. They differ in their abilities to absorb and dissipate heat. Using different weight, sizes or types of drums on the same axle could result in unbalanced braking and improper functioning of the automatic slack adjuster. The result will be poor brake performance due to uneven lining and drum wear.

6) CAM HEADS: All may look the same, but cam heads vary from one manufacturer to another. Some are engineered to provide constant lift while others promise constant torque. As with any brake component, use the proper replacement cam. Failure to do so can result in an unbalanced brake system and unacceptable lining and drum life.

7) CAM ROLLERS: Are they properly lubricated? The way to lubricate a cam roller is directly in the web roller pocket and not at the cam to roller contact area. If you do this correctly you’ll avoid creating flat spots. These flat spots adversely affect the brake adjustment which may result in premature brake wear or reduced braking performance. The best time to change your cam rollers is when you reline. That will save you both time and money.

LONG-LIFE BRAKE KITS: Brake shoes, rollers, camshafts and shoe return springs for long life brakes are specifically designed as a system for optimum brake performance. These components depend on each other to provide brake performance truck operators can depend on. Using non-OEM spec’ level components for maintenance or to upgrade from standard to long-life brakes could result in unbalanced braking, poor brake performance or decreased lining life. It’s recommended that truck operators use high quality parts to maintain the original system performance, including linings, springs and bushings. When replacing wheel seals, try to use OE-grade seals with proper drivers, and adjust the bearings using appropriate procedures to avoid seal leaks which can damage brake linings.

9) AIR MANAGEMENT SYSTEM: Maintaining dry and clean air supply is important to year-round performance of the air brake system. Regular inspection and check for water and contamination in the system reservoirs is a simple and effective way to keep an eye on the condition. In other words, if oil is observed, identify the source and make repairs as necessary.

Check air compressor operation and governor settings by observing system pressure gauges while the air compressor is in operation and when the governor unloads. Replace air dryer desiccant cartridges and filters on a regular basis and use only OEM-approved service parts. For extra protection, consider converting to a dryer cartridge that incorporates a coalescing filter to capture smaller contamination particles.

10) ANTI-LOCK BRAKING SYSTEM (ABS): Noteworthy is the fact that roadside inspectors do inspect the ABS warning lamp and dash indicator. If ABS faults are present, use the diagnostic help to identify the root cause of the issue. ABS system lights should not be ignored. ArvinMeritor and Meritor WABCO have comprehensive diagnostic documents available on the web under the category of Literature-On-Demand. It’s important to realize that the ABS system provides information that is broadcast on the databus which may be used by engines and electronically-controlled transmissions.

Remember, brakes work as a system. When an original part is replaced by a “will-fit” part, performance of the entire system may be compromised. A will-fitter’s parts may offer a lower price initially, but they could cost you more down the road in downtime or reduced performance. So, don’t take a chance with a component system as important as your brakes. Replace brake and brake system parts with OEM quality standard parts.

[source - trucknews.com]

Sloan Transportation launches quick release hose couplers

Rhonda Flathman — Wed, 03 Jun 2009 18:52:47 +0000

A new gladhand product claims to reduce wear and tear on drums and linings and reduce overall maintenance costs, according to the manufacturer. Sloan Transportation Products’ Quick Release gladhands was developed to prevent trailer bounce, which most often occurs in-city.

Preventing in-city trailer bouncing was one of the objectives for Sloan Transportation Products’ new Quick Release gladhands. They release trailer brakes up to 50% faster than standard methods, the maker said, reducing the wear and tear on drums and linings, reducing overall maintenance costs and preventing trailer bounce often occurring in-city.

The gladhands are available in both standard serve and 37.5-degree emergency mounts, are color-coded for easy identification, and the polyurethane seals are resistant of wear and corrosion from harsh roadway chemicals, preventing cracking and tearing better than rubber seals, the company added. The gladhands meet all SAE specification J318 requirements. For more information visit http://www.sloantrans.com/ or call 800-336-7778.

[source - fleetequipmentmag.com]

Haldex introduces rivet-less covers for S-ABA Style automatic brake adjuster

Rhonda Flathman — Wed, 20 May 2009 17:10:21 +0000

New rivet-less covers for certain Haldex automatic brake adjusters provide enhanced sealing and improved tamper resistance, boosting the performance of its brake product.

Haldex Unveils Rivet-Less Covers for Automatic Brake Adjuster

Haldex has introduced rivet-less front and rear covers for the S-ABA style automatic brake adjusters. According to the company, the existing front and rear covers, which have a retaining rivet, will be replaced by the new rivet-less front and rear covers that will be retained by an adhesive compound. The rear cover will have a unique grease relieve creating a designed path for grease flow, providing enhanced sealing and improved tamper resistance.

The brake adjuster’s design offers correct fit with easy installation, improved performance and extended service life, Haldex noted. Additionally, the company said the product: establishes its own reference point; functions properly with the control arm setting itself at any angle within the total range of permissible control arm positions allowed; provides the proper lining-to-drum clearance regardless of the control arm installation angle, which means that it maintains a constant and uniform distance between the brake and drum lining; solves adjustment problems caused by incorrect installation; improves performance with a more sensitive adjustment rate; lowers the risk of over-adjustment during prolonged braking; helps prevent brake wear, reducing operating and downtime costs; and streamlines inventories and lowers handling and storage costs by effectively replacing several other fixed control arm brake adjusters.

For more information, call 800-643-2374 or visit www.haldex.com.

[source - fleetequipmentmag.com]