powerfarmer
Member
- Location
- Cork Ireland
https://www.pthaustralasia.com/pthproducts.cfm/product/pth-abr-magnetic-braking-system
Have you got a front PTO ?
Have you got a front PTO ?
Exhaust brake for 3359
- Thread starter davieh3350
- Start date
Netherfield
Member
- Location
- West Yorkshire
Coaches many years ago had a similar system attached to the driveline, called 'Telma retarder', some trucks also tried it but the weight of the unit cut down on payload.
multi power
Member
- Location
- pembrokeshire
I believe trains run magnetic brakes
No front pto here, but you can get a hydraulic pump with the through shaft for one. A bit extra weight on the front to help it go round corners wouldn't go amiss either
mushnt grummmble
Member
Its a john deere we are talking about ...
No turbo to worry about on it anyway... No air either..After the turbo ..................
Go for the solid sliding valve plate, have you air available, if so head for a truck breaker.
No idea how the engine will respond, but its owner driven isn't it?
Old NPR baby Isuzu had a switch on the dash, so if you had it switched on, when you took your foot off the accelerator the brake would instantly apply, magical stuff.
Ford Transcontinental with Cummins engine had a solid plate valve and were the most efficient. Butterfly type always tend to leak a bit, especially after a bit of work.
Some of the Welsh sheep lads, pulling two trailers with the D-Max might find this interesting
..................
Would you want it baking the engine each time you took your foot off the accelerator?
Aw that's harsh, the head gaskets never been a problem with it, it's been everything else that's gone wrong
REStracTORATION
Member
BE carful davie a few engines cant accept exhaust braked due due to internals.
Steyr 8090 ect had exh brakes due to ice in austria hence not wanting to touch brakes, it worked off a foot pedal on left hand side.
Optistop a seperate switch has been used to disengage it for yard use
Steyr 8090 ect had exh brakes due to ice in austria hence not wanting to touch brakes, it worked off a foot pedal on left hand side.
Optistop a seperate switch has been used to disengage it for yard use
mushnt grummmble
Member
smcapstick
Member
- Location
- Kirkby Lonsdale
I've seen those fitted to vintage trucks, on the gearbox output shaft. They work really well
If you fit an exhaust brake, fit a new set of manifold studs and a gasket. It'll soon burst old ones
not so common and not used on main line trains in uk. Magnetic track brakes clamp a lump of metal to the head of the rail when applied. Fitted to trams and similar vehicles.
As nearly all mainline trains are driven by electric motors, the dynamic service brake is either regenerative, where the power is fed back into the grid, or rheostatic brakes, where the power is fed into banks of resistors onto the roof, where the energy is turned into heat.
Obviously diesel trains have rheostatic as they have no electrical connection to the network.
Friction braking is not used much at all in fact, except for emergency application, where dynamic braking is used for that now also.
Pheasant Surprise
Member
- Location
- Woodbridge, Suffolk
Saw one of these on a stand at SIMA. Pretty sure it wasn't a PTH branded unit, there was however a lot of interest over it at the stand. I thought it was a new compact dyno at first glance
Mursal
Member
No hence the switch on the dash, but when you see this little Isuzu coming round the corner, it did sound impressive. You'd at least expect a Volvo and drag trailer to appear .............
8100
Member
- Location
- South Cheshire
I did read somewhere the reason trains start struggling when a oak leaf or flake of snow is on the track is because of dynamic and disc brakes as the old steel block to wheel used to keep the steel tyres clean..
there is some truth in that.
Old steam trains used to always have tread brakes, which would clean the wheel off as it goes along.
The other thing is that with steam engines, due to the risk of fire, the trackside, would be kept clear of vegetation as if it wasnt, it would be a fire hazard. with newer trains, this isnt an issue, so vegetation has been allowed to grow more, whihc in turn contributes more towards low adhesion issues.
That front PTO brake has potential only in a simpler form.
Dont think thactor makers actually understand whats needed.
Our need is a means of retarding on long downhill runs, at the moment we have success with using the dolly brakes as a seperate system for putting a braking load on independantly
from the main system. A simple disk brake driven off the pto would achieve the same effect of slowing the rig down but not used as a stopping brake.
Thinking about it, at the tractor desugn stage a simple brake band could be integrated around the flywheel or anywhere else that rotates.
Main trick would be not to mention BRAKE in the same paragraph as the retarding system
Dont think thactor makers actually understand whats needed.
Our need is a means of retarding on long downhill runs, at the moment we have success with using the dolly brakes as a seperate system for putting a braking load on independantly
from the main system. A simple disk brake driven off the pto would achieve the same effect of slowing the rig down but not used as a stopping brake.
Thinking about it, at the tractor desugn stage a simple brake band could be integrated around the flywheel or anywhere else that rotates.
Main trick would be not to mention BRAKE in the same paragraph as the retarding system
the troube is getting rid of the amount of energy - it is actually a lot, and it has to go somewhere in the form of heat.
put that through a cast iron disc and youll need quite a big disc, which has expensive brake pads - something like on a train id guess. It needs servicing etc.
The beauty of the dynamic brakes as mentioned above on the fron tpto etc is they have no wearing parts.
If you had more electrical power, you could have an eddy current brake (ive not looked at the front pto one, maybe thats how it works?) whihc has no wearing parts. Utilising a hydraulic retarder or similar means you need to store a volume of liqui whihc needs the relevant cooling radiator. It is not a "simple" issue, though neither is it massively complex.
I see what you ase saying, but maybe you are overthinking a bit, Our main hill is maybe a half mile long, knowing the road we know when to change down a few gears.
Because the hill varies in steepness, some places even a suitable gear needs some help, I was thinking a single lorry disk brake with easily accessable pads mounted at the fromt.
As said, not being used as a brake as such but more of a retarder
Because the hill varies in steepness, some places even a suitable gear needs some help, I was thinking a single lorry disk brake with easily accessable pads mounted at the fromt.
As said, not being used as a brake as such but more of a retarder
of course, it depends what you want it for.
a lorry brake would be a good start and simple to do. Mount is ont a frame connected to pto and then something to gradually apply the caliper.
just be aware of how much energy your trying to work with though.
a tipper wagon has a brake on each wheel (8 off) to hold back 32 tonnes. I accpet the difference in speed is great (kintetic energy is the square of the speed, but as a retarder your maintaining a steady speed, so the rest is true), but your thinking one brake disc to hold back a similar weight.
However, i think it would be very worthwhile to do. not sure how you would actuate the caliper, as hydraulic control on a spool would not be sensitive enough?? maybe electric actuation?
smcapstick
Member
- Location
- Kirkby Lonsdale
If you do so many miles on the road... perhaps a lorry might me the way forward?
I'm already wearing my tin hat
I'm already wearing my tin hat