Contents
1. SUBJECT GEN 2 Stroke Brake Monitoring System INTRODUCTION The purpose of the e STROKE Brake Monitoring System is to enhance the operational safety of commercial vehicles The e STROKE System accomplishes this by providing a simple and objective means for checking the operation and adjustment of each brake allowing the operator to perform the necessary Stationary Vehicle Inspection quicker and more accurately plus gives maintenance personnel enhanced brake inspection and diagnostic capabilities Additionally by providing continuous real time monitoring of brake actuator stroke e STROKE can detect anomalies in brake function during dynamic real world operation that may not be detected during routine maintenance and inspections Whether the vehicle is undergoing a daily Stationary Vehicle Inspection or driving down the road e STROKE has the ability to detect defects that include inoperative brakes out of adjustment brakes dragging brakes and other MGM Brakes A Division of Indian Head Industries SERVICE DATA BULLETIN EB 06 004 TABLE OF CONTENTS Introduction System Components Brake Actuators Chassis Communication Module e STROKE Sensor Strain Relief Bracket Pressure Transducer Wiring and Connectors System Operation Power Up Sequence Stationary Vehicle Inspection Mode Continuous Brake Monitoring Understanding Brake Diagnostics Absolute vs Relative Stroke Dragging Indication Over S2. Brakes 9 5 09 Rev 02 Dragging Indication The CCM indicates a dragging brake if an actuator is stroked beyond the first 1 4 in of absolute stroke AND the Pressure Transducer indicates that the operator has released the brakes Real world causes are numerous and require a qualified technician to inspect the brake system to determine the root cause This includes but is not limited to Broken parking brake spring preventing actuator from fully retracting Hanging brake shoes Mechanical set up issues Malfunctioning slack adjuster Worn foundation brake components Malfunctioning pneumatic valves that allow pressure to build in actuator Spring brake engagement due to low parking brake system pressure Non functioning pressure transducer NOTE Door interlock systems and parking brake applications are common examples where an actuator will be stroked into the operating region without pressure in the service circuit Since these events happen when the vehicle is at rest the e STROKE system serves as a visual confirmation that the brakes are truly engaged Operators must be instructed upon the proper interpretation of the e STROKE system during interlock operation or parking Over stroke Indication An over stroke fault indicates the actuator has stroked beyond the SAE J1953 adjustment indicator threshold By design this is only applicable during brake applications If an actuator would stroke beyond the threshold without pressure in the serv
3. Voltage must be between 10 30 volts DC Make certain all connectors are properly plugged in so the connector body tabs are locked Inspect brake actuator sensor to ensure it is completely inserted into the stone shield all the way to the sensor stop tabs Service pressure transducer may be faulty Brake actuator push rod must be perpendicular to the bottom of the non pressure housing within 3 If greater than 3 check to be sure actuator mounting bolts are in correct bracket holes or if centered in bracket holes Install actuator into correct holes or loosen and reposition until push rod is aligned Inspect brake actuator sensor and connector for physical damage Replace sensor as needed Measure continuity of brake actuator sensor with digital meter RED positive to BLACK negative wires Replace sensor if damaged Inspect brake actuator for improperly cut push rod too short When yoke pin removed push rod should not retract Make sure there is no pressure in the service brake system Check for faulty system air valve or for air leaking past push rod air seal in at least one of the vehicle s parking brakes Measure stroke of the actuator to validate over stroke condition Inspect brake actuator for movement when service brake applied If no movement detected check for ruptured diaphragm system air leak or faulty ABS valve Make sure parking brake system air pressure is at least 95 psi Check for rusted or worn founda
4. fully retracted to zero stroke It is possible to incorrectly set up actuators and slack adjusters so that the actuator pushrod is not capable of retracting to zero stroke In this case the actuator pushrod Semice will be pre stroked an indeterminate amount Fully Retracted When measuring stroke in this condition the inspector will observe only the relative difference between the non pressurized and applied positions This is known as relative stroke It is important to consider that the travel limit on a brake actuator is based on absolute stroke not relative stroke For example the actuator pushrod may be pre stroked 1 2 in from absolute zero stroke when the actuator is not pressurized With the brakes applied an inspector may observe a 1 3 4 in relative travel and incorrectly conclude that the brake is within adjustment limits for a 2 1 2 in stroke actuator However the e STROKE system will observe 2 1 4 in of absolute stroke and correctly indicate a brake out of adjustment To avoid this scenario it is critical to rule out the influence of pre stroked actuators By removing the clevis pin an inspector can confidently determine if an actuator has been properly set up to return to absolute zero stroke if the rod moves further into the chamber when the pin is removed CAUTION MUST BE USED WHEN REMOVING THE CLEVIS PIN ACTUATOR PUSHROD MOVEMENT MAY OCCUR ENSURE THAT THE POWER SPRING IS PROPERLY CAGED IF SO EQUIPPED MGM
5. the unit Also a system status LED is provided to indicate proper operation of the CCM A listing of fault blink codes is provided on the CCM face Refer to the Troubleshooting Guide when addressing e STROKE faults Rev 02 us SOLID GREEN Operating Property BLINKING RED Low Voltage MGM Brakes 9 5 09 e STROKE Sensor and Strain Relief Bracket The e STROKE sensor is a_non serviceable replaceable component constructed with an over molded sensor device and the connection pigtail Care must be taken during installation to insert the sensor into the stone guard sensor port with the proper alignment The sensor end must be inserted perpendicular to the face of the stone guard until the sensor is completely seated Failure to fully seat the sensor will directly influence the system accuracy Incorrect A stainless steel strain relief bracket is provided with the actuator to provide a means for securing the sensor pigtail to the vehicle to prevent the sensor from being inadvertently pulled out of the stone guard sensor port during normal vehicle operation The strain relief bracket should be installed on the upper mounting stud of the actuator facing toward the centerline of the vehicle Pressure Transducer The pressure transducer is a sealed non serviceable unit that provides the e STROKE CCM with information about the pressure the driver is applying to the brake system A brake fault will be indicated when the actuato
6. CCM wheel LED s flash slow RED blink indicating dragging brake All CCM wheel LED s for wheels with tandem parking brakes only flash slow RED blink indicating dragging brake CCM wheel LED flashes rapid RED blink indicating over stroke condition CCM wheel LED flashes rapid RED blink indicating over stroke condition CCM wheel LED flashes alternating RED GREEN blink indicating non functioning brake CCM wheel LED flashes ORANGE blink indicating a faulty sensor condition more but not all CCM wheel LED s display a slow GREEN blink One or more but not all CCM wheel LED s do not light Key on next page Brake System Condition No actuation All conditions No actuation No actuation No actuation No actuation parking brakes released Actuate service brake to 95 100 psi No actuation Service brake application over 15 psi All conditions All conditions All conditions Rev 02 Solution A B C D E D X D C O H K P L S T N G F 1 J Q R MGM Brakes 9 5 09 11 Troubleshooting Guide Key Test to Perform and or Action to Take Make sure ignition switch is turned on Test for open circuit at fuse located at the power source connection in the CCM Power Supply Cable Replace fuse as needed Check CCM Power Cable for electrical shorts cut wires or damaged connectors Replace damaged cable with approved MGM CCM Power Cable Test vehicle system voltage
7. ay be caused by many different conditions so when investigating an e STROKE displayed fault condition such as a non functioning or dragging brake it is necessary to first confirm whether the condition is true If the vehicle braking system and foundation brakes have been found to be working properly the e STROKE Troubleshooting Guide should be followed to continue the fault analysis MGM Brakes 9 5 09 Rev 02 Diagnostic Codes SAE J1587 Brake Stroke Alert Fault Codes resoan OOOO sraon oooO snr SSS Non Functioning Brake Actuator o frees o Tractor Brake Stroke Axle 1 Left ee Tractor Brake Stroke Axle 1 Right Tractor Brake Stroke Axle 2 Left Tractor Brake Stroke Axle 2 Right Tractor Brake Stroke Axle 3 Left Tractor Brake Stroke Axle 3 Right Tractor Brake Stroke Axle 4 Left Tractor Brake Stroke Axle 4 Right 27 14 Trailer 1 Brake Stroke Axle 3 Left Trailer 1 Brake Stroke Axle 4 Right railer 2 Brake Stroke Axle 1 Left railer 2 Brake Stroke Axle 1 Right railer 2 Brake Stroke Axle 2 Left 2 Brake Stroke Axle 2 Right railer 2 Brake Stroke Axle 3 Left railer 2 Brake Stroke Axle 3 Right railer 2 Brake Stroke Axle 4 Left 2 Brake Stroke Axle 4 Right railer 2 Brake Stroke Monitor railer 3 Brake Stroke Axle 1 Left rail
8. er 3 Brake Stroke Axle 1 Right railer 3 Brake Stroke Axle 2 Left railer 3 Brake Stroke Axle 2 Right Trailer 1 Brake Stroke Axle 2 Right Trailer 1 Brake Stroke Axle 3 Right Trailer 1 Brake Stroke Axle 4 Left 18 Trailer 1 Brake Stroke Monitor Checksum 206 End of Message SAE J1587 Fault Code Example railer 3 Brake Stroke Axle 3 Left railer 3 Brake Stroke Axle 3 Right railer 3 Brake Stroke Axle 4 Left 3 Brake Stroke Axle 4 Right railer 3 Brake Stroke Monitor Fault Condition Dragging Brake on Tractor Axle 2 Right Wheel Fault Code 253 194 7 4 206 Fault Code Descriptive Summary Message Identifier MID 253 Brake Stroke Alert BSA Parameter Identifier PID 194 Transmitter System Diagnostic Code Failure Mode Identifier FMI 7 Dragging Brake Subsystem Identifier SID 4 Tractor Brake Stroke Axle 2 Right Checksum 206 End of Message Indicator MGM Brakes 9 5 09 Rev 02 System Wiring As with all electrical systems on vehicles damaged or incorrectly installed wiring can cause issues with the functionality of the system If the system is displaying a faulty actuator condition and it has been verified that the actuator and vehicle braking system is working and adjusted properly then it is advisable to check the system wiring and verify that All connectors are completely plugged together No wires are being pulled or pinched C
9. essage indicator Commercial Vehicle Safety Alliance Department of Transportation SAE J1587 Failure Mode Identifier Light Emitting Diode on CCM Electrical connectors used in heavy duty vehicle and automotive applications SAE J1587 Message Identifier Example MID 253 Brake SAE J1587 Parameter Identifier Repair kit for Spring Brake or Parking Brake Chamber Actuator pushrod stroke starting from unknown actuator stroke Society of Automotive Engineers Joint SAE TMC Recommended Environmental Practices for Electronic Equipment Design heavy duty trucks Electromagnetic Compatibility Measurement Procedures and Limits for Vehicle Components except aircraft SAE TMC Electronic Data Interchange between Microcomputer Systems in Heavy Duty Vehicle Applications Serial Data Communication between Microcomputer Systems in Heavy Duty Vehicle Applications Brake Stroke Indicator Design Guidelines for Cam or Disc Air Brake Actuators SAE J1587 subsystem identifier MGM Brakes 9 5 09 Rev 02
10. heck connections for corrosion or bent terminals No wires are cut or broken and the insulation is intact An adequate amount of slack in the wires around steering and suspension components to prevent tension in the wire The power harness is connected securely to the vehicle power source e The sensor and pressure transducer supply power can be verified at the end of each wire harness by unplugging the sensor at the wire harness and measuring voltage between connector terminals A Red wire 5 VDC and B Black Wire Ground Wiring System Schematics are available for each of the following installation configurations Single Axle Trailer Two Axle Trailer Three Axle Trailer Two Axle Truck Bus Three Axle Truck Bus Two Axle Tractor Three Axle Tractor For more information regarding system wiring and components please reference the appropriate MGM Brakes e STROKE Installation Guide Typical System Schematic Two Axle Trailer RIGHT FRONT RIGHT REAR a Ss lant EXISTING ABS TV BLUE LINE a wi _ EXISTING ABS m BLUE LINE j LEFT FRONT MGM Brakes 9 5 09 Troubleshooting Guide Item Problem Description System status LED does not come on System status LED does not come on and wheel LED s are solid orange System status LED repeatedly flashes RED then Green or is not a constant Green CCM wheel LED flashes slow RED blink indicating dragging brake All
11. hould be verified with physical measurements to determine if the stroke explicitly exceeds the CVSA limits NOTE When pushrod travel actuator stroke on a brake with an automatic adjuster is at or exceeds the readjustment limits the need for repairs to the automatic adjuster or other foundation brake components are indicated Adjustment of automatic brake adjusters except as required at installation is a dangerous practice as it gives the driver a false sense of security since the adjusters are likely to go out of adjustment again in the future unless additional repairs are performed Non Functioning Indication A non functioning brake fault occurs when an actuator fails to stroke beyond 1 4 in and the operator applied sufficient service pressure to the unit A brake inspection should be performed by a qualified technician to determine the root cause Typical issues include but are not limited to Pinched crimped or broken air lines Defective air valves Leaking actuator diaphragm Lack of system pressure Removal of e STROKE sensor from actuator Actuator Sensor Fault An actuator sensor fault indicates the sensor is no longer providing appropriate data to the CCM A technician should inspect the wiring harness specific to this actuator sensor Typical Issues include but are not limited to e Damaged or defective sensor e Chaffed or cut wiring harness with exposed wiring SYSTEM TROUBLESHOOTING Faults Fault conditions m
12. ice circuit the situation is still regarded as a dragging brake While an over stroke fault from e STROKE indicates that the brake may likely be out of adjustment and further investigation is warranted it should be noted that there are certain conditions when an over stroke fault can occur on a brake that is not out of adjustment per CVSA criteria Brake adjustment limits established by state and federal regulations DOT and CVSA are based on measuring actuator stroke with the vehicle stationary the system air pressure reservoir is 90 to 100 psi and the brakes relatively cool If brake stroke is measured outside of these standard conditions it may change Wheel rotation increased brake pressure and increased brake temperature will increase stroke On a moving vehicle with hot brakes a high pressure brake application can produce strokes that exceed the published adjustment limits even though the brake is properly adjusted lf e STROKE indicates an over stroke condition on any brake the brake adjustment should be verified using the CVSA test conditions stationary vehicle 90 to 100 psi and cool brake If there are no over stroke indications during the proper stationary adjustment test e STROKE confirms the actuators comply with the CVSA adjustment guidelines However over stroke in Dragging brake threshold is normal MGM Brakes 9 5 09 Rev 02 indications observed using the proper stationary adjustment test s
13. ion refer to the MGM Service Manual relating to the actuator to be serviced Reference EB 03 005 and EB 03 006 DO NOT attempt to rotate slide or otherwise adjust the magnetic sleeve sleeve clamp or the sensor stone shield GEN 2 Chassis Communication Module CCM TRACTOR BUS The Chassis Communication Module CCM is the brains of the oe e STROKE system The CCM provides regulated power to the le 99 gt N actuator sensors and the pressure transducer The actuator cM MGM Brakes REO Low Voltage system an ol sensor and pressure transducer inputs are continuously monitored by the CCM to determine whether the stroke of each of the actuators is in proportion to the air pressure applied by the brake The CCM is a sealed non serviceable unit that can be mounted either inside or outside the vehicle CCM operation requires 9 to 32 V electrical power connections A warning device Output is provided on the CCM to energize an external warning light or audible alarm during active brake fault conditions Use of a warning device is not required and is left to the discretion of the installer Additionally a SAE J1708 J1587 communications port is provided The CCM will broadcast the corresponding SAE assigned brake fault identifier For a complete listing of the SAE J1587 assignments refer to the Diagnostic Codes section The CCM displays the current fault condition of each actuator via a LED embedded into the face of
14. ll energize the external warning device if installed and the appropriate SAE J1587 fault message will be broadcast on the SAE J1708 bus Once the fault condition is no longer true the wheel specific LED will revert back to solid green the warning device will de energize and the SAE J1587 fault code will be broadcast as inactive MGM Brakes 9 5 09 Rev 02 UNDERSTANDING BRAKE DIAGNOSTICS In order to simplify the fundamental logic used to determine brake faults the actuator sensors should be considered as method to determine whether the actuator pushrod is fully retracted within the normal operating stroke range or beyond the SAE J1953 adjustment indication threshold At the same time the pressure transducer provides an indication as to what region of stroke the actuator should be within For a single actuator the resulting logic can be expressed in the table below Fault Description Service Brake Air Pressure Pushrod Stroke Position Dragging Brake Pushrod not fully returned Non Functioning Brake Service Pressure Applied Pushrod remains fully returned Over Stroke Service Pressure Applied Pushrod beyond stroke limit Absolute vs Relative Stroke When following up on an e STROKE fault indication with a brake inspection it is important to understand that the e STROKE system monitors absolute stroke of the actuator pushrod Absolute stroke is measured from the absolute minimum stroke i e actuator pushrod STRAK has
15. on switch is then placed back into the run position without starting the engine This will put the CCM in the Stationary Inspection Mode Next the operator should fully depress and release the brake treadle Monitor the CCM for over stroke dragging or non functioning indications While in the Stationary Inspection Mode over stroke or non functioning indications observed during the first brake application will be displayed and held for five minutes even after the operator releases the brakes The intention of this feature is to allow the Technician to perform a Stationary brake application and then observe if there are any fault indications on a CCM that is not visible from the driver s seat After utilizing the Stationary Inspection Mode the operator must simply make a second brake application to start normal operation continuous brake monitoring Upon releasing the brakes the operator should monitor the CCM for any brakes to appear as dragging Continuous Brake Monitoring During operation of the vehicle the e STROKE system i iim continuously monitors the stroke of each actuator to ensure it is appropriate for the current brake application pressure If any actuator is determined to be over stroked dragging non functioning or have a sensor issue the wheel specific LED will change from constant green to the appropriate blink code Communications Module TRUC Chassis Concurrently the warning device driver wi
16. r stroke is not in proportion to air pressure applied by the brake system For example if the driver applies the brake treadle and an actuator does not move from the fully retracted position the e STROKE system will determine that brake is non functional Wiring and Connectors All MGM e STROKE harnesses are designed to meet or exceed SAE guidelines Connectors are sealed Metri Pack series connectors MGM Brakes 9 5 09 Rev 02 SYSTEM OPERATION Power Up Sequence n agron eus a After the vehicle ignition has been activated the CCM will enter Communications Modute Rie start up mode During this time the software version will be mom prenes mee indicated via a blink code on the System Status LED Until the CCM has completed the self diagnostic test all actuator specific LEDS will remain blank Stationary Vehicle Inspection Mode Upon initial power up the CCM operates in Stationary Vehicle Inspection Mode until five minutes have elapsed or until the operator makes a second brake application For a proper Inspection the operator should first properly chock the wheels and release the parking brake The air reservoirs should be adjusted to between 90 and 100 psi as indicated by the dash gauges by allowing the compressor to build pressure or cycling the brakes to reduce system pressure Next the engine and ignition should be turned off to maintain the appropriate testing pressure The igniti
17. tion brake components Unplug brake actuator sensor assembly at wheel and plug in new sensor If LED stops flashing ORANGE install new sensor Unplug brake actuator sensor harness and connect new sensor harness If LED stops flashing ORANGE install new sensor harness Check brakes for damage to sleeve on push rod Damaged or loose sleeve will inadvertently affect unit calibration Replace with new brake if either is detected With parking brakes released and no air pressure applied to service brakes inspect plastic sleeve on push rod If push rod angle is greater than 3 the plastic sleeve may hang up on the plastic stone shield inside the unit This can prevent the push rod from fully retracting to zero stroke position To repair refer to above Automatic slack adjuster may need to be adjusted or replaced Be sure service brake is not applied and parking brake is released and push rod is fully retracted to zero stroke Faulty CCM wheel LED RED side only is burned out Faulty CCM wheel LED LED is completely burned out Faulty CCM Power supply MGM Brakes 9 5 09 Rev 02 Glossary of Terms ABS Absolute Stroke CCM Checksum CVSA DOT FMI LED Metri Pack Connectors MID PID Piggyback Relative Stroke SAE SAE J1455 SAE J1113 SAE J1587 SAE J1708 SAE J1953 SID Anti Lock Braking System Actuator pushrod stroke relative to actuator true zero stroke Chassis Communications Module SAE J1587 end of m
18. troke Indication Non Functioning Indication Actuator Sensor Fault System Troubleshooting Diagnostic Codes Wiring Typical System Schematic Troubleshooting Guide Troubleshooting Guide Key Glossary of Terms brake related problems affecting brake stroke By identifying precisely where the problem is located troubleshooting and repairs can be done much more efficiently The e STROKE System is designed to meet specific installation requirements with 2 and 3 axle configurations designed for Truck Tractor Bus installations and 1 2 and 3 axle configurations designed for trailer installations The e STROKE System is compliant with both SAE J1455 and J1113 standards as well as MGM Brakes own testing requirements This testing insures the system will operate anytime anywhere and in any weather MGM Brakes 9 5 09 Rev 02 SYSTEM COMPONENTS Brake Actuators MGM Brakes e STROKE brake actuators are denoted by ESH suffix on the part number Each actuator is assembled with a specified sensor angle orientation similar to the port and clamp band angle of a standard actuator and is calibrated at MGM Brakes Manufacturing Facility to insure accuracy Proper specification of the sensor angle should orient the sensor pigtail toward the centerline of the vehicle away from the wheel end e STROKE actuator components are not field serviceable with the exception of single piggy back or service diaphragm replacement For service informat
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