Andhra Pradesh State Road Transport Corporation

Mechanical Engineering Department

Office of the VC& MD, Bus Bhavan, Hyderabad – 624

No : OP3/462(5)/2008-MED

CIRCULAR NO.17 / 2008 – MED Dt.16.07.2008

Sub: MAINTENANCE – Introduction of Automatic slack Adjuster in place of the

existing Manual slack adjuster – Certain Instructions issued – Stocking of
required spares – Reg.,

I. Complying with the CMVR regulations, M/s Ashok Leyland & Tata Motors
have introduced Automatic Slack Adjusters on their vehicles. Unlike the manual
slack adjuster, the brake adjustment is done automatically in the automatic slack
adjuster, uniformly in all the wheels, as and when the gap between the liners and
brake drums increases due to wear. This ensures effective braking at all the times
and avoids brake pulling & brake rolling.

II. At present Ashok Leyland chassis are fitted with Madras Engineering
Industries (MEI) and HALDEX and TATA chassis are fitted with MEI, HALDEX and
KNORR BREMSE make. The operating principle of all the slack adjusters is similar,
except some minor changes in the components and all can be interchangeable.

Automatic slack adjusters on the vehicles can be identified by the

presence of control arm and anchor bracket for control arm, which are not
present with manual slack adjusters.

III. ADVANTAGES OF USING AUTOMATIC SLACK ADJUSTERS:

a) No need for periodical brake adjustments. Hence vehicle downtime for brake
adjustment is eliminated.
b) Increases safety of operation of vehicle since consistent stopping distance is
maintained through out the lining life.
c) Brake setting is required only during initial fitment and also every time brake
liners are replaced.

To create awareness among the Mechanical Supervisors and the

maintenance staff about the introduction of new ASA and to maintain this ASA
properly, the salient features of the ASA are furnished below. An exploded view of
the Auto slack adjuster is given at Annexure – I.

IV. WORKING PRINCIPLE OF AUTO SLACK ADJUSTER :

The self setting automatic slack adjuster functions basically by clearance

sensing between the liner and the drum during return stroke of the brake
application.
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When brake is applied, control arm fixed on to the anchor bracket permits the
mechanism to rotate through the clearance angle and shoe contacts the drum.
On further application the torque increases and worm shaft moves axially,
causing heavy coil spring to compress & disengagement of the clutch wheel.
Thus only the stroke related to the clearance between lining and drum is
sensed by the ASA.

During the brake release, the torque decreases and the clutch mechanism
advances, reducing the sensed excess clearance by rotation of worm shaft in
small increments.

An automatic adjustment takes place during brake release. (During retraction

of chamber push rod)

V. FITMENT & REMOVAL PROCEDURE

A) INSTALLATION PROCEDURE:

STEP-1:

1. Block the wheels from rolling.

2. Ensure air pressure is above 7.0 Kg/cm2.
3. Ensure the push rod in fully released position.
4. Install anchor bracket loosely on brake chamber/actuator mounting bolt.
5. DO NOT TIGHTEN ANCHOR BRACKET.

STEP-2:

1. Clean the foundation brake camshaft splines with wire brush to remove
contamination / rust.
2. Apply grease on camshaft splines.
3. Fit inner washer to maintain at least 1 mm clearance between adjuster
sides and chamber mounting bracket face.
4. Fit the auto adjuster on to the camshaft with the 12 mm adjusting HEX
screw in the opposite side of Brake chamber. The arrow on the slack
adjuster should point away from the brake chamber.
5. Fit outer washer with shims as necessary to ensure that endplay of slack
adjuster on camshaft is more than 0.5 mm by adding or removing the
shims.
6. Secure the circlip.
7. Rotate 12 mm adjusting HEX clockwise and align clevis hole to match push
rod hole.
8. DO NOT pull the slack adjuster or the clevis to align the holes.
9. Fix the clevis pin/bolt and secure.

STEP-3:

1. Rotate the control arm until the screw aligns with Anchor bracket slot.
2. Tighten chamber side and control arm side anchor bracket fasteners by
applying 210 Nm and 20 Nm torque respectively.
3. Do not bend anchor bracket while fastening to control arm. This affects
the proper functioning of slack adjuster.
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 STE-4: INITIAL SETTING PROCEDURE

1. Jack up the wheels and ensure free rotation of wheels for initial brake
setting.
2. Rotate the 12 mm adjusting HEX screw clockwise by ring spanner until
lining contacts drum and wheels get locked.
3. Back off 2700 by turning the 12 mm adjusting HEX screw counter clockwise
and ensure free rotation of wheels without any grabbing.
4. While backing off in counter clockwise direction, ratcheting sound will be
heard to overcome internal clutch resistance, which indicated healthy
functioning of the clutch system.
5. Never use D.E.spanner or power wrench.

STEP-5: SELF-ADJUSTING

1. Operate the service brake for 50 to 60 applications to complete the

automatic adjustment and to stabilize at optimum lining to drum clearance
(between 0.3 to 1.2 mm).
2. Sufficient time shall be allowed for brake to fully retract during release of
every application.
3. No further adjustment of brake adjuster is required.

B) REMOVAL PROCEDURE:

1. Delink anchor bracket and reference arm by removing nut and screw.
2. Remove split pin and yoke pin from chamber push rod-Auto adjuster
assembly.
3. Rotate manual adjustment hex in counter-clockwise direction until Auto
adjuster is clear of the brake actuator push rod for easy removal of auto
adjuster.
4. Remove circlip and washers that may be present from S-Cam shaft-slack
adjuster assembly.
5. Remove slack adjuster from S-cam shaft.

VI. OPERATIONAL CHECK OF AUTOMATIC BRAKE ADJUSTERS:

Operational check of the brake adjuster can be performed on the vehicle by

using the procedure given below:

• Block wheels to prevent vehicle from rolling.

• Ensure tank pressure is above 7 bar.
• Check that the push rod is fully retracted, apply air pressure to release
spring brake. If air is not available spring brake must be manually caged
back.
• Brake setting with self-adjusting slack adjusters should not be disturbed.
• Clearance between brake drum and brake lining will get set to 0.3 to 1.2
mm. With any wear of brake lining during vehicle operation the increase in
shoe clearance will automatically get adjusted within above limits.
• Hence clearance of 0.3 to 1.2 mm with self adjusting slack adjusters is
normal and should not be considered as excessive and tamper with as it may
adversely affect brake efficiency and liner life.
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 • Driver will not find any difference in brake pedal travel even with shoe
clearance of 0.3 to 1.2 mm.
• Manually de-adjust brakes to increase lining clearance. Turn adjustment hex
counter clockwise one full turn to create an excessive drum to lining
clearance condition. (A ratcheting sound should occur. This ratcheting
sound indicates healthy condition of the clutch mechanism)
• Apply the service brake for 10 to 15 times. On release allow sufficient time
for brake to fully retract.
• During the brake release, observe rotation of the adjustment hex.
• This rotation indicates that the brake adjustor has sensed an excessive
clearance condition and it is making an adjustment to compensate. On each
subsequent brake release, the amount of adjustment and the push rod
travel will be reduced until desired clearance is achieved.
• If rotation of the adjustment hex, is not observed, refer to the foundation
brake operational check and trouble shooting procedures given at the
Annexure II. If foundation brake assembly checks out to be OK and hex still
does not turn, replace the adjustor.

VII. PREVENTIVE MAINTENANCE OF AUTOMATIC BRAKE ADJUSTOR:

Carry out the following preventive maintenance during every Schedule IV.

1. Remove the adjuster and apply the grease on S-Cam shaft splines.
2. Check S cam Bush play and replace the bush, if necessary. (Radial
clearance should not exceed 0.5 mm)
3. Check the tightness of anchor brackets nuts and retighten to specification
if necessary.
4. Check for correct axial play (0.5 to 1.5 mm) of adjuster on ’S’ camshaft
and adjust if necessary.
5. Lubricate the slack adjuster through the grease nipple.

Note: In case of adjusters of MEI make, no greasing is required for the

adjusters.

Since with auto brake adjusters there will be no need for periodical brake
setting and hence the condition of brake lining wear has to be checked
during every Schedule III maintenance to avoid consequential damage to
brake drum in case linings are excessively worn out.

VIII. PRECAUTIONS TO BE TAKEN FOR EFFECTIVE FUNCTIONING OF ASA:

i) IMPORTANT: The control Arm of the SASA shall always be connected

firmly to the Anchor bracket slot. If the bolt (in front) or the nut (in
rear) is missed or loosened, the automatic adjustment is not possible.
There is likelihood of poor braking in such instances

ii) Drum run out and ovality are to be strictly maintained to specification.

iii) Matching of Lining and Drum size is essential (Never use different size of
lining and brake drum)

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 iv) Condition of Foundation brake is to be strictly maintained to specification
(Excess wear in Camshaft bush, defective shoe return Spring and improper
shimming for positioning the ASA are to be avoided)

v) Misalignment of the control arm with the anchor bracket will lead to
sluggish return of ASA during brake release causing overheating of brake
drum

All the Dy.CMEs are advised to educate the Supervisors & maintenance staff for
effective functioning of the ASAs duly ensuring the stocking of essential spares
at the depots, given at Annexure - 3.

The COSs are advised for stocking of required spares Duly fixing the
limits in consultation with the Dy.CMEs and ensure to supply to the depots as
per the requirement.

All DMs & Garage In charges are advised to note the above modifications
and educate the staff about the changes to maintain the vehicles properly.

EXECUTIVE DIRECTOR (E&IT)

TO
ALL DEPOT MANAGERS

COPY to: VC&MD for favour of information

Copy to: Dir(V&S), ED(O), ED(A), ED(IT&MS),ED(HRD),ED(P&AM) & FA&CO for
information
Copy to: All EDs (zones) for information & necessary action
Copy to: CCOS for information & necessary action
Copy to: All RMs for information.
Copy to: CME(C&B) for information
Copy to: COS(C)-II, Dy.CME(C&B), Dy.CME (IEU)& Dy.CME (P) for Information
Copy to: All Dy.CMEs for information & necessary action
Copy to: All Controllers of Stores for information & necessary action.
Copy to: All Works Managers for information & necessary action.
Copy to: All Dy.CAOs & AOs for information
Copy to: All Principals, ZSTCs & Principal, and TA/HPT for Information
Copy to: All Maintenance in charges for necessary action.

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 ANNEXURE - 1
SELF SETTING AUTOMATIC SLACK ADJUSTER

PARTS LIST

1. Rivet
2. Bearing Retainer
3. Sealing Ring
4. Thrust Bearing
5. Clutch Worm Wheel
6. Worm Shaft
7. Bush (tail Hole)
8. Body
9. Spring Seat
10. Heavy Coil Spring
11. Spring Retainer
12. Retainer Spring
13. Pinion Assembly
14. Worm Wheel
15. Sealing Ring
16. Gasket
17. Cover Plate
18. C’ Sunk Head Screw
19. Control Gear Wheel
20. Control Arm
21. Sealing Ring
22. Sealing Rin

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 ANNEXURE – II

PROBLEM CAUSES METHOD OF CHECKING ACTION

Poor Braking No brake adjustment Rotate worm shaft in the anti clockwise If any of the above is
direction to increase the lining clearance to not met Replace the
slightly more than 1.0mm. Slack adjuster
During this rotation a ratcheting sound will
be heard which indicates healthy functioning
of the clutch mechanism.
Apply the brake around 10 tol5 times.
Observe for worm shaft rotation, during every
application and release. The worm shaft
should rotate and lining clearance should
keep reducing. This operation will confirm
satisfactory working of the SASA.

Poor braking Control arm fixing on Looseness due to inadequate tightening/ Tighten / fit a new
the anchor bracket missing fastener. Control arm breakage due to fastener / Replace
loose / or control arm Anchor bracket misaligned with control arm Assembly if broken
broken and stretched during fitment.

Excessive wear Sluggish return of Slack • Check for end play by moving the slack For correcting end play
of brake lining / Adjuster during brake adjuster. It should be minimum 0.5mm remove excess washers.
brake drum release. • Remove the clevis pin from the clevis and For misalignment ensure
over heating This could be due to proper alignment.
pull the slack adjuster manually and release.
• Slack Adjuster tight The Slack Adjuster should return fast. If
on the Cam Shaft due it is sluggish then it could be due to
to end play between control arm rotation tight.
Slack Adjuster and
Cam Shaft
• Control arm rotation
tight which could
be due to
i) Control arm
misalignment with the
anchor bracket and
stretched during fixing.
ii) Control arm bent and
rubbing with the body.
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 ANNEXURE -III

PART NUMBERS:

TATA

AUTOMATIC SLACK ADJUSTOR

UNIT
M/S MEI M/S HALDEX M/S KNORR BREMSE

FRONT 2778 4210 0140 2778 4210 0101 2778 4210 0159

108 RR AXLE – RHS 2778 4230 0116 2778 4230 0102 ---

108 RR AXLE – LHS 2778 4230 0125 2778 4230 0101 ---

Major Repair Kit MEI-RK-002

Minor Repair Kit MEI-RK-001

ASHOK LEYLAND

UNIT M/S MEI

FRONT F8850600

REAR F8377800

MAJOR REPAIR KIT MEI-RK-002

MINOR REPAIR KIT MEI-RK-001

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 TOOLS REQUIRED FOR FITMENT

S.no LOCATION TATA ASHOK LEYLAND

1 BRAKE CHAMBER BRACKET NUT 24 mm Ring Spanner 24 mm Ring Spanner

2 FOR ADJUSTER NUT 12 mm Ring Spanner 12 mm Ring Spanner

3 FOR CONTROL ARM NUT 13 mm Ring Spanner 13 mm Ring Spanner

4 FOR REMOVING & FIXING CIRCLIP CIRCLIP PLIER EXTERNAL CIRCLIP PLIER EXTERNAL

5 FOR SPLIT PIN REMOVAL CUTING PLIER

6 FOR REMOVING CLEVIS NUT ---- 15 mm Ring Spanner

7 FOR HOLDING CLEVIS BOLD HEAD ---- 23 mm DE Spanner

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