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L20013 Workbook Complete Air Brake Systems Rev. 4-04
L20013 Workbook Complete Air Brake Systems Rev. 4-04
and Learning
Aid for
Complete
Air Brake
Systems
L20013
Rev. 4/04
A I R B R A K E S Y S T E M S T R A I N I N G M AT E R I A L S
www.hbsna.com
INTRODUCTION
The purpose of an air brake system on heavy duty
vehicles is to convert air pressure to mechanical energy
to activate the foundation brakes. FMVSS-121 dictates
how this is to be done for over-the-road vehicles.
The purpose of this workbook is to help you gain an
understanding of how the complete air brake system
operates. This will be accomplished by learning the
function of each sub-system.
Included in this workbook are:
TRUCK SYSTEMS
Air Supply
Secondary Service
Primary Service
Parking
Anti-Compounding
Emergency (Prior to 3/1/98)
Emergency (After 3/1/98)
TRACTOR/TRAILER SYSTEMS
Tractor Parking & Trailer Air Supply
Trailer Control
Trailer - Full Function Valve
Trailer - FFABS
FOUNDATION BRAKES
NOTE:
-2-
-3GOVERNOR
CONDENSER/SEPARATOR
AIR DRYER
COMPRESSOR
-4-
SERVICE CHAMBER
AIR GAUGE
-6-
-7STOPLIGHT SWITCH
SPRING BRAKES
AIR GAUGE
-8-
-9SPRING BRAKE
-10 -
-11 -
Inlet or
Control 1
Delivery
Check
Valve
Disc.
Inlet or
Control 2
Delivery
Inlet
Delivery
Inlet
- 12 -
- 13 -
Supply
Port
Secondary
Control
Port
Delivery
To Spring
Brake
Exhaust
Check
Valve
Delivery Port
Primary
Reservoir
Supply
Dash Valve
Supply
Control
Inlet
- 14 -
- 15 -
- 16 -
- 17 -
- 18 -
NOTES
- 19 -
- 20 -
- 21 -
(2 Line)
(3 Line)
-22 -
- 24 -
- 25 -
TRACTOR - SELF-TEST
- 26 -
SPRING BRAKE
JUMBO RESERVOIR
STANDARD RESERVOIR
- 28 -
- 29 -
- 30 -
SPRING BRAKE
JUMBO RESERVOIR
STANDARD RESERVOIR
- 32 -
- 33 -
Figure 2. S-ABA
Figure 3.
Figure 4.
Bolt-on cam support anchor bracket for 12 1/4 and 16 1/2 brakes. Slotted
adjustment plate is mounted to the S cam bushing. Plate for Rockwell/Meritor,
Dana and Fruehauf axle requires two bolts. Eaton requires one bolt (see inset).
Position plate on adjuster side of the S cam support. Added plate thickness
may require the use of longer mounting bolts. (Refer to torque chart included in
these instructions.)
-34 -
STEP 1.
Assure brake chamber
push rods are fully
retracted. Mount slotted
adjustment plate, if
needed, to cam support.
Apply anti-seize type
lubricant to camshaft
splines. Torque anchor
plate fasteners per torque
chart included in these
instructions.
STEP 2.
Place at least one inner cam
washer on shaft then install
adjuster with the 7/16
adjusting hex pointing away
from the air chamber.
STEP 6A. With the S-ABA Model Brake Adjuster (shown in Figure 2), the control arm position can be set anywhere
within the slotted area of the bracket and the adjuster will function properly. Haldex recommends a common position for
all installations -- all the way towards the axle, until the control arm comes to the end of the slotted bracket. This common
position should help to avoid confusion for the end user.
STEP 6B. With the AA1 Model Brake Adjuster
(Figure 1), rotate the control arm away from
adjustment hex, toward the air chamber until it
comes to an internal stop. The Installation
Indicator must fall within the slotted area with
the brake fully released. The view of the
indicator varies from side to side. Haldex AA1
Trailer Adjusters are unhanded and are used
on both axle sides.
- 35 -
STEP 7.
Insert the flat end of the
anchor stud through the
control arm bushing. Push
the threaded end into the
anchor plate slot and
loosely install flange nut.
STEP 9.
Adjust
brakes by
rotating the
7/16
adjustment
hex clockwise until
the lining
just
contacts
the drum.
Parts List
2
1
1
2
2
1
Torque Chart
STEP 10. Rotate adjustment hex counter clockwise
1/2 turn. A ratcheting sound will occur on backoff and
is normal. Re-check all fasteners for proper installation.
Note: Final push rod stroke may not be reached until
trailer is put into service and the brakes are burnished.
- 36 -
A. When preparing to install a spring brake chamber, ensure that the unit is fully released
(power spring caged) and the service brake push-rod is fully retracted to zero stroke
position. Thread the clevis jam nut onto the push-rod.
B. Place the brake chamber into the appropriate brake assembly bracket. Tighten the holding
nuts to the bracket studs (100 - 140 lb. ft.).
C. Measure the distance from the centerline of the S-Cam to the centerline of the push-rod
(See Figure 2 - Dimension A). This measurement should be equal to the length of the
brake adjuster being used (See Figure 3 - Dimension A).
Figure 1
NOTE: If Dimension A - Figure 2 and Dimension A Figure 3 are not identical, the chamber mounting bracket is
either bent and must be straightened or replaced, the chamber
has been mounted improperly in the bracket or the length of
the adjuster installed is incorrect. Make any necessary
corrections before going to Step D.
Figure 2
D. Measure and record the length of clevis to
be used. This measurement should be taken
from the center of the clevis pin hole, to the
bottom of the yoke assembly (See Figure 1).
- 37 -
Figure 3
BRAKE ADJUSTER
G. Install the clevis onto the push-rod and secure the jam nut (33 - 90 lb. ft.) Connect the
clevis to the brake adjuster using the clevis pin and cotter pins (See Figure 1).
Uncage the spring brake.
H. Release spring brakes and adjust the brake adjuster to the manufacturers
recommendation.
Important Note: Some automatic brake adjusters require a
slightly different rod length. Always refer to the original
manufacturers installation guidelines.
Table 1
Stroke Values
Column
Column
Column
Column
Chamber
Type
Available
Stroke
Maximum
Readjustable
Stroke
Set-Up
Stroke
09
1 3/4
1 3/8
1 3/8
12
1 3/4
1 3/8
1 3/8
16
2 1/4
1 3/4
1 3/8
20
2 1/4
1 3/4
1 3/8
20LS*
2 1/2
1 1/2
24
2 1/4
1 3/4
1 3/8
24LS*
2 1/2
1 1/2
24XLS**
2 1/2
1 3/4
30
2 1/2
1 1/2
30LS*
2 1/2
1 3/4
36
2 1/4
1 3/4
Long Stroke
** Extra-Long Stroke
- 38 -
A. When preparing to install a spring brake chamber, ensure that the unit is fully released
(power spring caged) and the service brake push-rod is fully retracted to zero stroke
position. Thread the clevis jam nut onto the push-rod.
B. Place the brake chamber into the appropriate brake assembly bracket. Tighten the holding
nuts to the bracket studs (100 - 140 lb. ft.).
C. Measure the distance from the centerline of the S-Cam to the centerline of the push-rod
(See Figure 1 - Dimension A). This measurement should be equal to the length of the
brake adjuster being used (See Figure 2 - Dimension A).
NOTE: If Dimension A - Figure 1 and
Dimension A - Figure 2 are not identical,
the chamber mounting bracket is either bent
and must be straightened or replaced, the
chamber has been mounted improperly in the
bracket or the length of the adjuster installed
is incorrect. Make any necessary corrections
before going to Step D.
D. Using a square, mark the push-rod at the
90o setting (See Figure 1 - Mark #1).
Figure 1
Figure 2
BRAKE ADJUSTER
Chart A
Brake
Adjuster Length
X
Dimension
5 - 5 1/2
6 - 7
2 1/4
2 1/2
DANGER A spring brake or combination service/spring brake must be disarmed before disposal, or
forceful release of the compression spring may occur in the future without warning.
- 39 -
WEIGHT
100 LBS.
WEIGHT
WEIGHT
100 LBS.
WEIGHT
100 LBS.
ENERGY OF MOTION TO
HEAT ENERGY
Since friction is the resistance of relative motion
between two bodies in contact and since friction
results in heat, a more complete definition of a
brake would be that it is a mechanical device
for retarding the motion of a vehicle by means
of friction, thereby changing the energy of
motion into heat energy.
Thus, when the speed of a vehicle is reduced
by applying the brakes, the energy of motion
is actually changed into heat energy and the
brakes must dissipate or absorb the heat
developed.
100 HORSEPOWER
100 HORSEPOWER
100 HORSEPOWER
- 40 -
IF WEIGHT IS DOUBLED
3 FT.
2 FT.
200 LBS.
1 FT.
3 FT.
A
100 LBS.
100 LBS.
2 FT.
2 FT.
300 LBS.
300 LBS.
3 FT.
1 FT.
200 LBS.
FIG. 5 Leverage
LEVERAGE
Having reviewed the forces involved in braking a
vehicle, consideration must also be given to how
these forces are developed and directed to do
the braking work. It is difficult even to imagine a
braking system which does not, in some way,
make use of one of the oldest mechanical
devices governing the transmission and
modification of force and motion; the lever.
A lever is defined as an inflexible rod or beam
capable of motion about a fixed point called a
fulcrum. It is used to transmit and modify force
and motion.
Fig. 5 illustrates three simple types of levers; the
only difference in them being the location of the
fulcrum in relation to the applied force and the
delivered force. All shapes and sizes of levers
used in a brake system are one of these three
types.
The simple law of levers is that the applied force
multiplied by the perpendicular distance between
the line of force and the fulcrum always equals
the delivered force multiplied by the
perpendicular distance between the fulcrum
and the line of force. Thus, with a leverage
40 M.P.H.
270 FT.
60 M.P.H.
FIG. 4 Stopping Distances
- 41 -
- 42 -
BRAKES
APPLIED
1ST SECOND
SPEED
20 M.P.H.
2ND
18 M.P.H.
- 2 MILES
DECELERATION RATE
SPEED
30
FEET
PER SECOND
SECOND
20
FEET
PER SECOND
3RD
SECOND
16 M.P.H.
14 M.P.H.
10
FEET
PER SECOND
FEET
PER SECOND
FIG. 6 Deceleration
For example, as shown in FIG. 6, if a vehicle is moving
at the rate of 20 miles per hour, and one second later
its speed is only 18 miles per hour, the vehicle has lost
a speed of two miles per hour during one second. Its
speed has dropped two miles per hour in one second,
therefore, its deceleration rate is two miles per hour
per second.
APPLIED
1ST SECOND
25
SPEED
- 43 -
30
FEET
PER SECOND
2ND
SECOND
15
FEET
20
FEET
PER SECOND
3RD
5
FEET
10
SECOND
FEET
FEET
STOPPED
PER SECOND
FIG. 7 Deceleration
vehicles are shown in relation to the distance
traveled each second during the stop. This
shows that although the rate of deceleration
remains constant throughout the stop, the
vehicle actually travels 25 feet during the first
second after the brakes were applied, 15 feet
during the second second and only 5 feet during
the third second.
The distance being traveled each second during
the stop is always greater at the beginning of
the stop. To keep stopping distance as short as
possible, it is important that the brakes become
fully effective when the pedal is depressed by
the driver.
Any time lost between the instant the brake
pedal is depressed and the instant actual
deceleration begins is important because the
vehicle continues to travel at close to its initial
speed. In this case, the loss of only one second
between the instant the driver depresses the
brake pedal and the point where the brakes are
really applied will result in lengthening the actual
stopping distance by 30 feet. Thus, if four
- 44 -
Brake Calculations
(Typical 20,000 lb. Rated Axle)
Coefficients: (2020 - .42 - 23,000)--(2015 - .34 - 21,000)--(2030 - .51 - 20,000)
Make
Year
Model
Load:Pass
Pay
20,000 lbs.
16 1/2
7/8A; 9C
30
5 1/2
Axle Number
Thickness
4625A
21.4
3/4T
Diameter 8
3/32
.5
Effective Area
30
Rockwell
Make of Axle
CP (531)
Timken
Bus. Max. 85
Truck Max. 110
GROSS WEIGHT:
LINING AREA,
RATIO
Rolling Radius
FMSI No.
WORK FACTOR
11.00R24
Tire Size
Degrees of Segment
Brake Adjuster
% Load on Axle
= 112
10,000
4 X 7 X 8.9375
- 45 -
10,000
250.25
= 40 lbs/in2
K FACTOR
= 6,000 lbs.
BRAKE FORCE
PER WHEEL
= 6,000 lbs.
10.7
32.16 X 6000 X 2
10000 X 2
REQUIRED
AL FACTOR
=
=
385920
20000
= 19.3 Ft./Sec.2
Westinghouse
REQUIRED
COEFFICIENT
OF FRICTION
389
= 165
21.4 X 6 X 10000 X .5
64200
8.25 X 30 X 5.5 X 2 X 60
= 163350
= .393
This brake calculation sheet is required only when there is some doubt as to whether brake
input is satisfactory. It is used to determine required brake input, lining coefficient of friction,
etc.
- 46 -
NOTES
- 47 -
NOTES
- 48 -
NOTES
- 49 -
NOTES
- 50 -
NOTES
- 51 -
NOTES
- 52 -
NOTES
- 53 -
NOTES
- 54 -
NOTES
- 55 -
NOTES
- 56 -
Austria
Haldex Wien Ges.m.b.H.
Vienna
Tel.: +43 1 8 69 27 97
Fax: +43 1 8 69 27 97 27
E-Mail: info.AT@haldex.com
Korea
Haldex Korea Ltd.
Seoul
Tel.: +82 2 2636 7545
Fax: +82 2 2636 7548
E-Mail: info.HKR@haldex.com
Belgium
Haldex N.V.
Balegem
Tel.: +32 9 363 90 00
Fax: +32 9 363 90 09
E-Mail: info.BE@haldex.com
Mexico
Haldex de Mexico S.A. De C.V.
Monterrey
Tel.: +52 81 8156 9500
Fax: +52 81 8313 7090
Brazil
Haldex do Brasil Ind. e Com. Ltda.
So Paulo
Tel.: +55 11 213 55 000
Fax: +55 11 503 49 515
E-Mail: info.BR@haldex.com
Poland
Haldex Sp. z.o.o.
Praszka
Tel.: +48 34 350 11 00
Fax: +48 34 350 11 11
E-Mail: info.PL@haldex.com
Canada
Haldex Ltd.
Cambridge, Ontario
Tel.: +1 519 621 6722
Fax: +1 519 621 3924
E-Mail: info.CA@haldex.com
Russia
OOO Haldex RUS
Moscow
Tel.: +7 495 747 59 56
Fax: +7 495 786 39 70
E-Mail: info.RU@haldex.com
China
Haldex International Trading Co. Ltd.
Shanghai
Tel.: +86 21 5240 0338
Fax: +86 21 5240 0177
E-Mail: info.CN@haldex.com
Spain
Haldex Espaa S.A.
Granollers
Tel.: +34 93 84 07 239
Fax: +34 93 84 91 218
E-Mail: info.ES@haldex.com
France
Haldex Europe SAS
Weyersheim (Strasbourg)
Tel.: +33 3 88 68 22 00
Fax: +33 3 88 68 22 09
E-Mail: info.EUR@haldex.com
Sweden
Haldex Brake Products AB
Landskrona
Tel.: +46 418 47 60 00
Fax: +46 418 47 60 01
E-Mail: info.SE@haldex.com
Germany
Haldex Brake Products GmbH
Heidelberg
Tel.: +49 6 221 7030
Fax: +49 6 221 703400
E-Mail: info.DE@haldex.com
United Kingdom
Haldex Ltd.
Newton Aycliffe
Tel.: +44 1325 310 110
Fax: +44 1325 311 834
E-Mail: info.GBAy@haldex.com
Hungary
Haldex Hungary Kft.
Szentlrinckta
Tel.: +36 29 631 300
Fax: +36 29 631 301
E-Mail: info.HU@haldex.com
India
Haldex India Limited
Nasik
Tel.: +91 253 2380094
Fax: +91 253 2380729
USA
Haldex Brake Products Corp.
Kansas City
Tel.: +1 816 891 2470
Fax: +1 816 891 9447
E-Mail: info.US@haldex.com
Italy
Haldex Italia Srl.
Biassono (Milan)
Tel.: +39 039 47 17 02
Fax: +39 039 27 54 309
E-Mail: info.IT@haldex.com
www.haldex.com