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* Improved vehicle aerodynamics have decreased wind resistance and made the vehicles more "slippery."* Down-sized engines have reduced engine braking by compression.* Higher speed rear axle ratios have reduced mechanical retardation.* Radial tires have reduced rolling resistance.* The movement toward smaller wheels and low profile tires require the smaller brake to absorb the same amount of energy as the standard 16-1/2 x 7-in, brake of today.It is no wonder that brake specifications have assumed such a predominate role when purchasing equipment. Fortunately, for truck fleets and the motoring public alike, government is playing a major role in demanding certain brake performance standards on new vehicles.How do all of these government standards help the truck fleet manager when specifying air brake systems? Actually, the standards assume the major responsibilities for proper braking of new vehicles. However, the fleet manager still has certain obligations: To meet the needs of increased brake system demands and to achieve proper brake balance and be able to maintain it, truckers are asking for the following components and accessories:1. Engine retarders. A retarder is an auxiliary braking device for slowing down vehicles. Types include engine, exhaust, transmission and driveline retarders. In the US, engine retarders are the most common. Well over half of Class 8 trucks are sold with engine retarders. In Europe, driveline retarders are the most common. Engine retarders work by temporarily altering the engine valve timing, releasing to the atmosphere the energy accumulated during the compression stroke. This is done by operating the exhaust valves near top dead center of the compression stroke. Retarding power can be greater than 100% of engine horsepower at rated RPM. The CPU system features a signal line from the pump load sense controller through the power core of the valve stack to tank that is drained until a function is activated (a spool is moved). When a lift, telescoping, tilt or auxiliary spool is moved, the signal line is blocked, the pressure builds and the pump goes to its compensated setting. This signal channel is supplied with oil though a 0.035 in. orifice which connects the power core to the open center passage.Individual spools meter the required flow and pressure to the function. The pump delivers the required flow at the pump compensator pressure setting. The pump is at standby (unloaded at approximately 350 psi) when all functions are in neutral. The CPU system makes it easier to start the engine and prevents "ghost" movements when the functions are in neutral. ©2003 www.band-saws-for-sale.com. All rights reserved. |
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