Stick to driving them my man the technical side is a bit beyond you.
Have a nice day baby!
As youâre here, Iâve got a few questions on adblue systems?? Can your âexpertiseâ assist?
(If Iâd realised there was a thread devoted to your previous fitter fantasies on the feedback forum when I started, I wouldnât have replied to you as politely in the first place) viewtopic.php?f=16&t=95554
The OP on this thread might have been a wind-up merchant but some people are genuinely looking for advice and willing to give it but, in your case just what is the kick you get out of pretending to be a fitter online?
Thereâs been a Walter Mitty Stobart driver, a Walter Mitty telehandler driver on the owner operator forum and youâre a Walter Mitty fitter. You could all PM each other and start Walter Mitty Logistics.
Please feel free to reply as every time you bump this thread someone else might twig youâre an oxygen thief best ignored.
Stick to driving them my man the technical side is a bit beyond you.
Have a nice day baby!
As youâre here, Iâve got a few questions on adblue systems?? Can your âexpertiseâ assist?
(If Iâd realised there was a thread devoted to your previous fitter fantasies on the feedback forum when I started, I wouldnât have replied to you as politely in the first place) viewtopic.php?f=16&t=95554
The OP on this thread might have been a wind-up merchant but some people are genuinely looking for advice and willing to give it but, in your case just what is the kick you get out of pretending to be a fitter online?
Thereâs been a Walter Mitty Stobart driver, a Walter Mitty telehandler driver on the owner operator forum and youâre a Walter Mitty fitter. You could all PM each other and start Walter Mitty Logistics.
Please feel free to reply as every time you bump this thread someone else might twig youâre an oxygen thief best ignored.
Those who can do,those who cant spout crap,what category are you lover?
And even if I was some âtrailer fitterâ better that than some steering wheel attendant who knows it all and knows bugger all.
Probably havent got the faintest idea how a truck brake system works but you once drove one.
Gimme strength the world is full of âexpertsâ he he he.
Tell me what the âsignalâ line does?
Depends whether you mean the input signal or the output signal.
The input signal sends a message to the ABS control unit from the speed sensor on the wheels and an output signal sends a message to the ABS modulator valve and warning lights.
Goodness me boys no need to get agitated the answer is simple, Warning lights and buzzers are there to inform the driver of faults, if the light is red and pertaining to brakes then it must be looked at by a technician and not the driver, carry on driving, get pulled and your in the smelly stuff, as I said in another thread ignorance is no defence, this is no different to having the ABS lead disconnected and you all know that is an offence so why risk at the least your licence. If I was a driver I wouldnât care less what the fault was, its flagging up a red light and you donât drive it. Its not being a knob, or a â â â â â for that matter, would you carry on with your deliveries with a severe air leak or a flat tyre? ABS working correctly including the light system is part of the Annual Test, what penalty do you think VOSA would give you on a road check!
Bking:
Signal line?Service line? OK nice and simple for you the Yellow coilly thing that hangs out the back of the cab!
Go on have a guess maybe you and wheel nut can come up with a theory!
WTF so weâre back on non-EBS trailers now.
If the trailerâs taking an air signal from the yellow line the answer to what it does is send a pneumatic signal through the emergency relay valve, then through the (ahem, surprised you mentioned the yellow airline given the next component ) load sensing valve and finally the ABS modulator which will ultimately dispense as required for the conditions air, from the trailer tanks, to the service portion of the spring brake chambers which will in turn put pressure on the diaphragm (WTF is a membrane??) overcoming the internal return spring and forcing the push rod out of the chamber. The push rod is then connected by a clevis pin to a brake caliper in the case of disc brakes or a slack adjuster if using drum brakes. In this case the slack adjuster will convert the linear force of the push rod to a rotational moment on to an S cam this S shaped cam will then turn forcing the shoes outwards against the drum.
Unless of course weâre talking EBS trailers then the signal to operate the trailer service brakes will be sent electronically down your beloved ISO lead. The yellow is only there for redundancy in this case.
You getting all this? Itâll be invaluable on the next truck forum you BS your way on.
Someone I know actually ran the Middle East so give me a little while and IâII give you a few tidbits to embellish one of your other favourite little fairy tales with.
Bking:
Signal line?Service line? OK nice and simple for you the Yellow coilly thing that hangs out the back of the cab!
Go on have a guess maybe you and wheel nut can come up with a theory!
Whatâs the blue one for?
Oo, oo, Miss, Miss I know, I know, I know
Too easy for our friend here though, he used to run the Middle East heâll be fully conversant with all sorts of exotic foreign couplings and air connectors of yesteryear.
Clevis pin on a calliper what we on here a bloody mondeo ?
Membrane never heard of a membrane? What do you think the difference is between a type 24 or type 30 or indeed a type 24/30 spring brake would be? Where it couples to the âload sensing valveâ maybe?
Or mabe a deep or shallow âmembraneâ? never heard of them either?
Oh the âblueâ or auxiliary line was used to apply the secondary on old 3 line tractor/trailer
combinations but now the hand valve is linked by a trailer control valve to push air via the signal line (remember the yellow coilly one) into the,what was the old RE6 valve while dumping air in a"controlled" manner in the spring brakes on the tractor front and rear axles to apply the springs.Used the old CA couplings and was used when trailers had steel springs and used an âinshotâ load sensing valve on the tractor because axle movement was only about 2 or 3 inches but now with air springs the only link between axle and chassis mounted valve is the ride height link which is over ridden by the hand operated COLAS valve.Never heard of them either?Next?
Traditionally I believe it was to feed red diesel from the hidden compartment in the trailer headboard to the engine so that when the Ministry dipped the tanks they came up clean.
And the Renault R 350? used to have a *king 'orrible abortion of a thing on the front axle which had a clevis pin through the operating arm. It usually managed to wind the brakes off very successfully rather than on when it was knackered. " No you canât fit a new one - just keep adjusting it, the lorryâs going soon." A year later itâs still on the fleet.
Bking:
Clevis pin on a calliper what we on here a bloody mondeo ?
Membrane never heard of a membrane? What do you think the difference is between a type 24 or type 30 or indeed a type 24/30 spring brake would be? Where it couples to the âload sensing valveâ maybe?
Or mabe a deep or shallow âmembraneâ? never heard of them either?
Oh the âblueâ or auxiliary line was used to apply the secondary on old 3 line tractor/trailer
combinations but now the hand valve is linked by a trailer control valve to push air via the signal line (remember the yellow coilly one) into the,what was the old RE6 valve while dumping air in a"controlled" manner in the spring brakes on the tractor front and rear axles to apply the springs.Used the old CA couplings and was used when trailers had steel springs and used an âinshotâ load sensing valve on the tractor because axle movement was only about 2 or 3 inches but now with air springs the only link between axle and chassis mounted valve is the ride height link which is over ridden by the hand operated COLAS valve.Never heard of them either?Next?
The numbers are the size of the diaphragm in the chamber first the service and second the spring brake portion it might even be the area in square cms but itâs too long ago since the theory Iâm afraid and Iâm not getting paid for this apprenticeship Iâve unwittingly taken on. Diaphragm depth on the chamber will really be denoted by push rod stroke on a something like an Anchorlok 24/30 GCXLS the XLS tells you itâs extra long stroke, so deeper diaphragm, but since the chamber would probably only cost ÂŁ30 ish trade no-one really bothers messing about changing the diaphragms these days.
You could have just given a three word answer to the blue line question, and it would have been right and more convincing, but thatâs what gives away the BS-sers. Too much blinding with science, jargon and a sort of name dropping of terms and slang. There was no need to insert a spurious explanation of altering trailer air suspension height with the hand valve complete with acronym. If you understand something you can easily answer it in laymanâs terms without prevarication and going off at tangents.
The LSV I pictured above is manufactured by âKnorr Bremseâ BTW
IâII keep dreaming anyway maybe one day IâII get a chance to run a haulage and commercial vehicle repair business.
Personal experience and from what Iâve picked up from various past henchmen who agree is that cheap brake chambers are bad news - they bite in various ways. Certainly would not entertain fitting a diaphragm any longer itâs just too much hassle getting it to seal on a corroded body.
As an aside: How on earth do you make money out of fitting big DAF brake discs? I canât be the only one who hates the job since a company called Stud Extract specialise in the job.
I press the right hand pedal and it goes faster, I press the left one and it doesnât. If I feel the left pedal isnât stopping me going faster I take it to someone who understands these things.
There ya go, x pages of name calling and tech speak condensed.
