Measuring the diameter of brake chambers requires a special tool. For example, sizes 16, 20, 24 and 36 brake chambers may be used. However, there are vehicles using both smaller and larger sizes. The most common brake chamber size is 30. Brake chamber size can be determined by measuring the diameter of the clamp used to hold it together or by locating the size markings on the brake chamber. Since adjustment limits vary depending on the size and type of air brake chamber, you must be able to identify the particular brake chamber in use. Each air brake chamber’s pushrod stroke must not exceed the specified adjustment limits. When brake pushrod stroke exceeds the adjustment limit, the brake is out of adjustment.īrake pushrod stroke must comply with the Ontario Highway Traffic Act and regulations. To determine whether brake adjustment is correct, the pushrod stroke must be inspected at least daily. Brake wear occurs at varying rates, depending on the type of vehicle and driving conditions. As the brakes wear, brake pushrod stroke increases. The pushrod stroke of each brake chamber is critical to the proper function of a brake system. Brake adjustment must be inspected regularly This chapter explains how to carry out such an inspection. Drivers of vehicles with air brakes must inspect brake adjustment regularly using a reliable inspection method. A manual adjustment gives drivers a false sense that everything is working correctly.Proper brake adjustment is important to your safety and that of other road users. Manual adjustment or de-adjustment shortens ASA life, except Meritor Stroke Sensing ASA due to its unique pull pawl design. Excess stroke is an indication of component malfunction that manual adjustment cannot fix. “Doing so is a dangerous practice when a brake is only out of adjustment or over stroke limitations. Following NTSB’s subsequent directive to brake component manufacturers requesting a change in service literature on the topic of auto-slack adjustment, “ASAs should not be manually adjusted to correct excess brake stroke,” said Jason Kraus, senior manager of braking components, Meritor. There’s plenty there to keep in mind, no doubt. NTSB found an ASA adjustment had led to a runaway-truck accident in Pennsylvania in 2003 that claimed the life of the driver and an 11-year-old child riding in a car that the dump truck had struck during its descent on a steep downgrade. The NTSB issued a scathing report in early 2006 condemning the practice of regularly adjusting ASAs. Accident investigations by the National Transportation Safety Board (NTSB) have shown worn and improperly adjusted ASA’s to be a contributing causal factor in some accidents.”Īuto-slacks were mandated for use on new tractors in 1994 and trailers in 1995. “Overriding the automatic adjustment method can cause premature wear on the internal components and eventually result in an early end-of-life condition. “Despite being standard in the industry for almost two decades, there are still veteran technicians who will regularly put a wrench on an to manually adjust it,” Accuride stated in an August 2020 safety and performance report for Gunite ASAs. Yet manually adjusting a slack adjuster can not only lead to more brake problems down the road, it can also lead to safety-related issues, including the most serious among them - crashes. The tendency to manually adjust auto-slacks is longstanding, as Quimby’s original report emphasized, and out-of-service brake violations continued to top the annual Commercial Vehicle Safety Alliance (CVSA) Roadcheck inspection blitz last year. Two example diagrams from the module - download a one-sheet flyer detailing more about the program via this link. Within that is included a detailed animation that illustrates and explains the “design and function of the AA1 automatic brake adjuster,” a common one from Haldex, Duross said. They also provide detailed instructions and illustrations on how to visually inspect and dynamically test a typical commercial vehicle air brake system.” “The programs are fully voice-narrated and employ comprehensive and detailed visuals and technical/mechanical animations that allow drivers to actually see and hear how air brake systems actually function. “Recognizing the need for vastly improved driver air brake education, particularly in the United States,” the company’s “Air Brake Interactive Quick Study” courses function well for individual operators. “We’ve addressed the issue of not adjusting auto-slacks countless times in several of our programs,” Duross said.
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