THE MEI AUTOMATIC SLACK ADJUSTER (ASA)

. . . .uses the Clearance Sensing Principle which was originally developed and patented by HALDEX.

. . . employs the most widely used and well proven design found in ASA's today.

. . . is interchangeable with the majority of ASA's in service today.

. . . is available in different models to fit virtually all Trucks, Trailers and Buses with S-cam brakes.

. . . is not affected by the elasticity of the braking system.

. . . minimises pushrod stroke and air consumption.

. . . is simple to install and can be wound back easily to allow the brakes to be serviced.

. . . is designed to give maximum protection against impact and ingress of dirt and moisture.

. . . is easy to check to confirm correct functioning when installed.

. . . has a lubrication point.

. . . is supplied boxed as a single unit with full fitting instructions.

. . . is supplied with brackets and lining wear indicators as appropriate.

. . . is supplied as a completely new unit and there is therefore no requirement to return old units - No surcharges.

. . . has been tested to SAE J1462 (May 1994) and certified by Link Testing Laboratories, Inc in the USA.

. . . has been tested to German ABE by TÜV in Germay and has KBA type approval.x

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EXPLODED VIEW - Position pointer over parts for identification (DO NOT CLICK)

TUBULAR RIVETBEARING HOUSINGTHRUST BEARINGCONE CLUTCH HOUSINGONE WAY CLUTCH SPRINGPINNIONTHRUST BUSHO RINGWORM SHAFTBUSHGREASE NIPPLEASA BODYSPRING SEATO RINGO RINGWORM GEARRETURN SPRING - OUTERSPRING RETAINERCOIL SPRINGTUBULAR RIVETRACKRETURN SPRING - INNERWELCH PLUGCONTROL ARM GROMMETCOUNTERSUNK SCREWGASKETCOVER PLATE ASSEMBLY
EXPLODED VIEW - Position pointer over parts for identification (DO NOT CLICK)

 

 

The mechanism is such that the ASA distinguishes between the three portions of the braking stroke and, unlike stroke sensing ASA's, only adjusts in the appropriate portion. When brakes are applied the stroke moves through:

1. The normal pre-set running clearance A for which no adjustment should be made;

2. The excess clearance B, which develops when linings and drums wear and for which adjustment should be made;

3. The elasticity of the braking system C which is caused by variable brake load, drum expansion and component flexibility, and for which no adjustment should be made.

With stroke sensing ASA's, at best the running clearance has to be wider, which reduces braking efficiency, and at worst brakes which have been over adjusted during the elasticity portion of the stroke may be left with no running clearance at all.

 

©2001 John Bruce (UK) Ltd