YOUR BRAKES ARE YOUR BEST FRIEND Brake failure

YOUR BRAKES ARE YOUR BEST FRIEND!! Brake failure is the leading mechanical cause of truck accidents. When it comes to vehicle safety, no system is more important than your brakes. They’re often the only thing between you and disaster. Having your brakes fail is the most helpless feeling a driver can experience. Take Care Of Them They Will Take Care of You!

Air brake systems are used on most heavy-duty vehicles for reasons of efficiency and reliability. The major advantage to an air brake system is that since air never runs out, the air brake system can always be replenished. An air brake system is also functional even if it has a small leak. Heavy trucks use a Dual Air Brake System, which consists of two separate air brake systems that use a single set of brake controls. It is designed to retain braking ability in the event one system fails. Before driving a vehicle with a dual air system, allow time for the air compressor to build up a minimum of 100 PSI pressure in both the primary and secondary systems. The various components in an air brake system work together to create and maintain a supply of compressed air, direct and control the flow of that air and to transform air pressure energy into mechanical force.

• The service brake system applies and releases the brakes when you use the brake pedal during normal driving. • The parking brake system applies and releases the parking brakes when you use the parking brake control.

• The emergency brake system uses parts of the service and parking brake systems to stop the vehicle in a brake system failure. When driving, the emergency brakes are held off by a constant, steady airflow within a brake chamber, which holds back a very powerful spring housed inside. When there is insufficient air in the system to keep the spring in the chamber restrained, the emergency brakes automatically engage. Spring brakes will apply when air pressure drops to a range of 20 -45 psi. (psi = pounds per square inch) When air pressure falls below 60 psi, a low pressure warning light will activate and/or an audible buzzer The braking power of spring brakes depends on the brakes being in adjustment. If the brakes are not adjusted properly, neither the regular (service) brakes nor the emergency/parking brakes will work with full functionality.

Supply System Components Air Compressor pumps air into the air tanks (also referred to as reservoirs), supplying the compressed air to power the air brake system and other air operated devices. (Windshield wiper, window) It is lubricated by engine oil or its own oil supply and is gear driven. A Safety Valve is usually installed in the reservoir closest to the compressor. Its function is to protect the system from over pressurization and will release air when pressure reaches approximately 150 psi. Air Compressor Governor controls when the air compressor will pump air into the reservoirs. When air tank pressure rises to the set maximum, or the “cut out” level, (around 125 psi) the governor stops the compressor from pumping air. When the tank pressure falls to the “cut in” pressure (around 100 psi), the governor allows the compressor to start pumping again.

Air Dryer helps to keep the system free of contaminants. A filter, typically containing a desiccant, is installed between the compressor and service reservoir to remove moisture and oil from the air before it enters the reservoir. Alcohol Evaporator injects alcohol mist into the flow to reduce the risk of freeze-up. It is not normally used in a vehicle with an air dryer. Its purpose is to prevent moisture from freezing in the air system in cold temperatures. Check the alcohol container and fill up as necessary, every day during cold weather. Daily air tank drainage is still needed to get rid of water and oil. (Unless the system has automatic drain valves. ) HAND BRAKE (Johnson Bar) Some tractors are equipped with a hand brake, this brake should never be used to stop or to park. It can be used to test the trailer brakes or to slide the tandems on trailers equipped to do so.

Air Storage Tanks or Reservoirs store compressed air. The number and size of air tanks varies. The tanks will hold enough air to allow the brakes to be used several times even if the compressor stops working. The tractor’s supply air tank receives air from the compressor and delivers it to the primary and secondary air tanks in the tractor. Most trailers also have primary and secondary tanks. The reservoir closest to the compressor is commonly referred to as the “wet tank” because that is where most moisture condenses. Reservoirs are equipped with Drain Valves, either manually and/or automatically operated, so that water may be purged from the reservoirs. Compressed air usually has some water and oil in it, which tends to collect in the bottom of the air tank. The water can freeze in cold weather and can lead to brake failure. Drain daily at the end of the day. Air Supply Gauge (s) in the tractor show much pressure is in the air tank. All vehicles equipped with Air Brakes must have a Air Supply Gauge. Some have TWO gauges some have ONE gauge with TWO needles. Application Gauge Shows how much pressure is being applied as you apply the service brake. Not all tractors are equipped with one.

The Control System One Way Check Valves in the system prevent air from bleeding back out of a reservoir, or the compressor. Quick Release Valves reduce the chance of brake drag by speeding the process of exhausting air from brake chambers when the driver lets up on the brake pedal. Relay Valves speed brake application and help to apply equal pressure. Return Springs retract the brake shoes upon release of the brake pedal. Two Way Check Valves sense primary and secondary pressure and allow the dominant pressure to actuate trailer brakes. Tractor Protection Valve isolates the tractor air system in the event of a trailer breakaway or dangerous decrease in the tractor’s reserve air. The Treadle Valve is the brake pedal. Dual Parking Control Valves can be found on some vehicles, such as busses. They have a separate air tank, which can be used to release the spring brakes to move a short distance in the case of an emergency. A Front Brake Limiting Valve reduces the air to the front brakes by 50% up to approximately 50 PSI, when it rises proportionately to exert 100% at approximately 60 PSI. Its purpose is to prevent steer axle brakes from locking up under hard braking.

Foundation Brakes The mechanical components involved in providing braking force are: brake chambers, brake drums, brake linings, pushrod, s-cam and slack adjusters. Brake Chamber Transforms air pressure into mechanical force. Brake Drums Located on each end of the vehicle’s axles. Wheels are bolted to the drums. The braking mechanism is inside the drum. To stop, the brake shoes are pushed against the inside of the drum. Brake Linings (or Brake Shoes)

Push Rod A rod, protruding from a brake chamber, which is connected to the arm of a slack adjuster via a clevis pin. If the pushrod is in, the brakes are released. If the pushrod is out, the brakes are applied. S-Cam Brakes One of three types of foundation brakes, 80 -85% are S-Cam, the others being Wedge or Disc. Slack Adjuster A lever that connects the brake chamber push rod with the foundation brake camshaft. It provides torque to rotate the brake camshaft when the brake pedal is depressed. It also provides a means of adjusting clearance between brake shoes and drum to compensate for lining wear. There are manual and automatic slack adjusters. Automatics are by far the most common today, but automatic doesn’t necessarily mean no maintenance. You still need to check for proper adjustment.

S-cam Brakes. When you push the brake pedal, air is let into each brake chamber. Air pressure pushes the rod out, moving the slack adjuster, thus twisting the brake camshaft. This turns the s-cam (so called because it is shaped like the letter "S"). The s-cam forces the brake shoes away from one another and presses them against the inside of the brake drum. When you release the brake pedal, the s-cam rotates back and a spring pulls the brake shoes away from the drum, letting the wheels roll freely again.

Numbers To Know The system should maintain approximately 100 -125 psi at all times. If the system falls to approximately 60 psi, the low air warning light and/or buzzer should activate. If the light or buzzer activates, get stopped ASAP! Between 20 -45 psi, the spring brakes will apply and if you are moving, this could be a very rude awakening! 20– 45 psi Spring brakes apply 60 psi Low air warning light and/or buzzer 100 psi Compressor “kick-in” (approximate) 125 psi Compressor “kick out” (approximate) 150 psi Safety Valve (protection from over pressurization)

A combination vehicle should lose no more than 3 psi with the engine off and the service brakes released, or 4 psi with the engine off and service brakes applies. A straight truck should lose no more than 2 psi with the engine off and service brakes released, or 3 psi with the engine off and service brakes applied. To check the free play in an air brake equipped vehicle, park on level ground with the wheels chocked and the engine off.

SPRING BRAKES All trucks, truck tractors, and buses must be equipped with emergency brakes and parking brakes. They must be held on by mechanical force (because air pressure can eventually leak away). Spring brakes are usually used to meet these needs. When driving, powerful springs are held back by air pressure. If the air pressure is removed, the springs put on the brakes. A parking brake control in the cab allows the driver to let the air out of the spring brakes. This lets the springs put the brakes on. A leak in the air brake system, which causes all the air to be lost, will also cause the springs to put on the brakes. Trailers manufactured prior to 1975 may not have spring brakes.

PARKING BRAKE CONTROLS In newer vehicles with air brakes, you put on the parking brakes using a diamond-shaped, yellow, push-pull control knob. You pull the knob out to put the parking brakes (spring brakes) on, and push it in to release them.

COMPOUNDING Never push the brake pedal down when the spring brakes are on. If you do, the brakes could be damaged by the combined forces of the springs and the air pressure. Many brake systems are designed so this will not happen. But not all systems are set up that way, and those that are may not always work. It is much better to develop the habit of not pushing the brake pedal down when the spring brakes are on.

What is a dual air brake system? What are the slack adjusters? How can you check slack adjusters? How can you test the low pressure warning signal? How can you check that the spring brakes come on automatically? What are the maximum leakage rates? REVIEW

What Is Brake Fade? Brake Fade is what occurs when the brake drum gets too hot and expands away from the brake shoes to a degree that pushrod travel is insufficient to fully actuate the brakes. It is said that they “run out of stroke. ” Stroke is the term used in regard to the distance traveled by the brake chamber push rod or slack adjuster arm during brake application. The shoes and drum cannot make proper contact and the other brakes will have to work harder for the brakes that are fading out. These brakes, if forced to continue this for long, will also eventually get too hot and fade. If they get hot enough, the brakes will smoke. If they get hotter yet, they may catch fire. Brake fade can be the beginning of brake failure!

Brake fade is of particular concern when descending a mountain grade. If you have to apply more and more pressure to the brake pedal to maintain the same braking force, the brakes are fading. If you have a brake application gauge, watch it carefully and often when descending a grade. Also, know where the Runaway Ramps are located. If you are only ¼ mile from the bottom of a grade when you suspect brake fade, you will probably be fine riding it out. If you know there are eight more miles of grade, you may have a different situation and important decisions to make.

ANTILOCK BRAKING SYSTEMS (ABS) WHAT IS AN ANTILOCK BRAKING SYSTEM ? A computerized system that keeps your wheels from locking up during hard brake applications. ABS is an addition to your normal brakes. It does not decrease or increase your normal braking capability. ABS only activates when wheels are about to lock up. ABS does not necessarily shorten your stopping distance, BUT it does help you keep the vehicle under control during hard braking. HOW DO ANTILOCK BRAKING SYSTEMS WORK? Sensors and computer logic detect potential wheel lock up, by sensing excessive deceleration rates and noting substantial differences in wheel speeds. An electronic control unit (ECU) then tells the appropriate modulator valve(s) to decrease brake pressure to avoid wheel lock up. Brake pressure is adjusted to a level providing the maximum braking without danger of lockup. ABS works far faster than the driver can respond to potential wheel lock up. And it only adjusts the brake pressure to the wheels that are in danger of locking up. At all other times the brake system will operate normally.

HOW IS ABS GOING TO HELP ME? First, it is important to understand what can happen to you without ABS: When you brake hard on slippery surfaces in a vehicle without ABS, your wheels may lock up. When your steering wheels lock up, you lose steering control. When your other wheels lock up, you may skid, jackknife or even spin the vehicle. ABS helps you avoid wheel lockup. The computer senses impending lockup, reduces the braking pressure to a safe level, and you maintain control. You may or may not be able to stop faster with ABS, but you should be able to steer around an obstacle while braking, and avoid skids caused by over braking. WHAT IF ABS IS ONLY ON THE TRACTOR, OR ONLY ON THE TRAILER? Having ABS on only the tractor, only the trailer, or even on only one axle, still gives you more control over the vehicle during braking.

BRAKE NORMALLY When only the tractor has ABS, you should be able to maintain steering control and there is less chance of jackknifing. BUT keep your eye on the trailer and let up on the brakes (if you can safely do so) if it begins to swing out. When only the trailer has ABS, the trailer is less likely to swing out, but if you lose steering control or start a tractor jackknife, let up on the brakes (if you can safely do so) until you gain control.

HOW SHOULD I BRAKE WITH ABS? When you drive a tractor-trailer combination with ABS, you should brake as you always have. In other words: Use only the braking force necessary to stop safely and stay in control. And brake the same way, regardless of whether you have ABS on the tractor, the trailer, or both. As you slow down, monitor your tractor and trailer and back off the brakes (if it is safe to do so) to stay in control. There is only one exception to this procedure. If you always drive a straight truck or combination with working ABS on all axles, in an emergency stop, you can fully apply the brakes.

EMERGENCY STOPS If somebody suddenly pulls out in front of you, your natural response is to hit the brakes. This is a good response if there is enough distance to stop, and you use the brakes correctly. You should brake in a way that will keep your vehicle in a straight line and allow you to turn if it becomes necessary. You can use the "controlled braking" method or the "stab braking" method. • Stab Braking • Apply your brakes all the way. • Release brakes when wheels lock up. • As soon as the wheels start rolling, apply the brakes fully again. (It can take up to one second for the wheels to start rolling after you release the brakes. If you re-apply the brakes before the wheels start rolling, the vehicle will not straighten out. )

Why should you be in the proper gear before starting down a hill? What factors can cause brakes to fade or fail? The use of brakes on a long, steep downgrade is only a supplement to the braking effect of the engine. True or False? If you are away from your vehicle only a short time, you do not need to use the parking brake. True or False? How often should you drain air tanks? How do you brake when you drive a tractor-trailer combination with ABS? You still have normal brake functions if your ABS is not working. True or False?

STOPPING DISTANCE Stopping distance is determined by FOUR things: Perception Distance – How long it take to perceive danger Reaction Distance – How long it takes to react Brake Lag – The amount of time it takes for the air to travel from the Tanks to the brakes (usually approx ¾ of a second) Braking Distance – Mechanical distance needed to stop