Meritor® –Audio

Cam Brake Diagnostics

Page Standard Audio

Introduction Welcome to the Cam Brake Diagnostics course presented by Meritor®.

Upon complete of this course you will be able to:

Identify the process used to diagnose cam brake mechanical symptoms

using a systematic flow process.
Objectives
After completing this course, you will be given a test to measure your
comprehension of this training material. You must answer ninety percent of
the questions correctly to successfully complete the course.

The purpose of this course is to identify the cam brake diagnostic processes
for brake related symptoms such as brake noise, chatter, vibration, drag,
overheating or excessive wear.

To simplify the troubleshooting process, follow the diagnostic flow provided

within this course.

Begin the diagnostics by gathering information such as, mechanical history

and service conditions for the truck.

Next, conduct preliminary system checks. By using the vehicle information in

Manual combination with some quick visual checks, the source of the mechanical
References symptom can be narrowed down to assist with reducing the time for vehicle
repair.

Next, conduct a chassis and external foundation brake check. Visual and
physical hands-on inspections of the external brake components need to be
completed.

Next, conduct a thorough wheel end system check by inspecting the wheel
end and internal braking system components.

Report all mechanical failures and possible causes to your supervisor for
approval before beginning any system repairs.
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Prior to beginning our diagnostics let’s discuss the following brake complaints
in more detail.

Even though each of the listed complaints; noise, chatter, vibration, drag,
overheating and excessive wear create a different sound, feel and result,
they all have common diagnostic methods because they all have common
causes.

Brake
Complaints In order for a cam brake on a truck or trailer to work effectively and efficiently,
each brake must perform to its original designed torque output. This is
commonly referred to as balanced braking.

Brake balance is controlled by two means; mechanical balance and

pneumatic balance. The front steer axle wheel ends are balanced to each
other, the drive axle wheel ends are balanced to each other, the trailer axle
wheel ends are balanced to each other, and finally all of the axles on the
combined vehicle must be balanced as a group.

The OEM and brake manufacturer design each brake for a certain wheel
position, weight, load, and tire size. Brake application is controlled by
mechanical and pneumatic means.

For optimum performance, each brake lining should have full contact, with
the brake drum.

NOTE: New linings require a wear in period to acquire full contact to the
drums. The amount of brake lining to drum contact is controlled by
mechanical means; however, the brake torque applied from the lining to the
drum is controlled by both mechanical and pneumatic means.
Cam Brake
Design Additionally, the OEM and brake manufacturer match certain brake lining
types with certain brake drums for different truck or trailer applications.

To summarize, the OEM and brake manufacturer design, assemble, and

install the correct brake mechanical and pneumatic components for a
particular vehicle. Any deviation from the original design, assembly,
mechanical or pneumatic components may create noise, chatter, vibration,
drag, overheating, or an excessive wear complaint.

For some common brake system examples: such as, poor brake repair
practices, normal wear, vehicle modification, and abnormal component wear
items, click the “Toolbox” icon.
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Let’s move on to the first step of the diagnostics, Gathering Information.

To begin the diagnostic process, talk to the driver, or fleet service manager to
discuss symptoms related to the reported condition, obtain the history, and
service condition of the truck.

Gathering The more information you can get regarding the circumstances related to the
Information symptom, the more accurate and quicker the diagnostic process will proceed.

For example: if the truck recently had a wheel end repair or brake
component replaced, either mechanical or pneumatic, you may begin your
diagnostics with this particular wheel end or component.

Click the “Toolbox” for a detailed list of diagnostic questions.

The next step is the preliminary system checks.

Preliminary checks are to be completed with the truck raised and supported
on stands and the wheel and tire assemblies properly mounted on the
vehicle.

First check for any A B S faults related to a wheel speed sensor being out of
adjustment. This may indicate a wheel bearing problem on a particular wheel
Preliminary end causing a brake complaint
System
Checks
Next, determine if the truck’s steering pulls in either direction when the
brakes were NOT applied.

If the truck is pulling in one direction without the brakes being applied, this
would be an indication to look to an area other than the brakes for the cause
of the problem. Likely areas would be tires, alignment or suspension
components; refer to the course on Front Non-Drive Steer Axle Diagnostics
for more information.
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Apply it!

Apply it!
Select the correct answer.

If the truck tracks in a straight direction when the brakes are not applied, but
does pull when the brakes are applied, complete a visual inspection of the
suspension and chassis components to ensure there are no obvious worn or
damaged components.

The suspension and chassis checks will include, but not limited to checking
Chassis and shackle pins and ball joints for looseness or lack of grease, weak or broken
Foundation springs, axle beam condition, steering knuckle condition, control arm
Brake Checks condition, sway bar condition, shock absorbers for dents, leaks and bushings
(1 of 4) for wear or looseness. Be sure to include all axle and steering components
during the initial inspection.

If no obvious damage or worn components are found, continue with the

diagnostic process. If components are damaged or worn, determine the
possible cause and needed repair and report your findings to your supervisor.
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Verify all the foundation brake components are Meritor® brand components
and all other brake related components are original equipment branded. As
discussed earlier, if non-original equipment components have been installed
or a mix of original equipment and non-original equipment components are
installed, brake balance could be affected and causing the complaint.

Additionally, if you notice a brake related component has been changed on

one side of the vehicle and the same component on the other side was not
Chassis and changed; determine if the new component is of the same type, design, size
Foundation and manufacturer. It is always a good practice to replace brake components
Brake Checks in pairs on each axle during a repair to maintain brake balance.
(2 of 4)
Inspect the brake components for contamination such as grease, oil, or other
friction-altering substances. If contamination is found, determine the needed
repairs, and report the findings to your supervisor.

NOTE: If brake linings have been contaminated with oil, grease, or hydraulic
fluids, they must be replaced. The frictional characteristics of the lining have
been altered and cannot be returned to their original designed condition.
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Next, check the mechanical operation of the external brake system

components. Apply the brakes several times and observe the application
and release of each brake to verify the camshaft, automatic slack adjuster
and air chamber pushrod is returning completely. Observe the brake
chamber bracket, camshaft tube, brake spider for excessive deflection,
looseness or cracks. Check the brake clevis pins and bushings for excessive
wear.

Ensure the brake free stroke is within specifications. Too little free stroke can
cause brake linings to drag. Too much free stroke is an indication the brake
Chassis and is not adjusting correctly.
Foundation
Brake Checks
(3 of 4) Check the adjusted chamber stroke and compare to the Commercial Vehicle
Safety Alliance or C V S A operating limits.

Free stroke and chamber applied stroke should be the same in dimension
across an axle or axles to provide proper mechanical balance to the braking
system.

If the adjusted chamber stroke is not within the Commercial Vehicle Safety
Alliance or C V S A limits, determine the cause and needed repairs, and
report your findings to your supervisor.

The mechanical functionality of the external brake system components has

been verified, the final preliminary system check is to verify the axle
independent load conditions by weighing the vehicle and each set of axles.
Remember, the OEM and brake manufacturer designs each brake for a
certain wheel position, weight, load, and tire size. If the axle is overloaded or
under loaded, brake problems can occur. Weigh each axle to determine if
the axles are loaded within the allowable tolerance for the independent
loading guidelines. Note: Even though the weight of the total axle may be
Chassis and within the axle’s rating, it may be overloaded on one side. This causes one
Foundation wheel position to be overloaded. Therefore, side to side weighing is
Brake Checks recommended.
(4 of 4)
Tires, axles and suspensions are rated for a particular weight on a specific
vehicle. If the weight is exceeded, brake problems can occur.

If load conditions are within limits, continue with the diagnostic process by
beginning with the chassis and foundation brake checks.
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The next step within the diagnostic process is to complete the wheel end
system checks.

Once the chassis and external brake inspection is complete remove the tire
and wheel assembly from each wheel end. Remove the brake drum and
inspect for cracks, out of round, excessive wear, excessive heat checking,
Wheel End hot spotting, glazing, bluing, scoring, and oil or grease penetration. Refer to
System Meritor® Maintenance Manual ninety-nine, one hundred, “Wheel Equipment”;
for detailed information and brake drum failure analysis.
Checks
(1 of 3)
Check the hub, spindle and wheel bearings by conducting a wheel bearing
end play check.

Determine if the wheel end is a conventional wheel end or unitized wheel

end. Consult your OEM service manual or axle manufacturer maintenance
manual for detailed service information. Record your wheel bearing end play
dimension on the repair order.
Next, verify all foundation brake components are Meritor® brand. Inspect the
brake lining for oil, grease or other friction-altering substances. Inspect the
brake lining for cracks, missing lining, loose lining, pitting or erosion on the
lining face, scoring caused by road debris, linings worn less than one quarter
inch in thickness.
Wheel End
System
Checks Also, compare the lining thickness between wheel ends on the same axle.
(2 of 3) The wear rate should be equal if brake balance is correct. If the brake lining
thickness is different on the wheel ends of an axle, a one wheel end brake
repair may have been performed. If so, the lining type must be the same
from side to side for correct mechanical brake balance.
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Continue the wheel end system checks by Inspecting the rollers and
camshaft for flat spots. Upon brake application the rollers must roll on the
camshaft head and in the brake shoe web recesses. Flat spots on the rollers
or the camshaft will cause uneven brake force application to each brake
shoe, causing brake problems.

Remove the brake shoes and check camshaft bushing wear. Using a dial
indicator verify the cam-to-bushing wear is thirty-thousands of an inch or
seventy-six one hundreds millimeters or less.
Wheel End
System
Checks Using a spider alignment tool, inspect the brake spider for correct alignment
(3 of 3) with the spindle. The spider must be perpendicular to the spindle for correct
brake mechanical geometry.

If any braking components are damaged or contain excessive wear,

determine the needed repairs and report your findings to your supervisor.

If original symptoms still remain, contact the Original Equipment Manufacturer

for further assistance.
 Meritor® –Audio

The purpose of this course was to identify the cam brake diagnostic
processes for common mechanical symptoms such as brake noise, chatter,
vibration, drag, and overheating.

We began with gathering information such as, mechanical history and service
conditions for the truck.

Next, we conducted preliminary system checks. By using the vehicle

information in combination with some quick visual checks, the source of the
mechanical symptom can be narrowed down to assist with reducing the time
for vehicle repair.
Summary

Next, we conducted a chassis and external foundation brake check. Visual

and physical hands-on inspections of the external brake components need to
be completed.

Next, we conducted a thorough wheel-end system check by inspecting the

wheel end and internal braking system components.

Finally, all mechanical failures and possible causes were to be reported to

your supervisor for approval before beginning any system repairs

To receive credit for this course you need to pass the course quiz. You need
Quiz
to score at least 90% on the quiz to pass. Select next to begin the quiz.

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