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Old 07-01-2017, 06:13 AM   #169
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If he has a hand brake and used it the brake light up, most of these freight trucks don't...in this situation all you can do is keep a steady pull forward, and don't look back...I spent 8 winters driving for the big CF pulling doubles and triples...
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Old 07-01-2017, 07:34 AM   #170
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Seems like doubles and triples are straighter uphill than downhill.
Following doubles and triples on a windy day looks like following a slithering snake.
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Old 07-01-2017, 10:45 AM   #171
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The FedEx driver most likely applied trailer brakes by hand while applying slight fuel.
Not sure the trailer brake hand control illuminates the brake lights.
I will check- I always check the trailer brakes with the hand control at the beginning of every trip.
I may need to enlist the help of my wife to see if the brake lights come on using the hand control only.
Somehow I doubt the hand control only will Illuminate the brake lights.
The brake lights are illuminated by a brake light switch down by the service/foot brake.
The service/foot brake is likely the only means by which the brake lights are illuminated.
FYI, applying the hand break will light up the break lights.
And no he would not have applied the brakes. That would be counter productive in pulling the swaying trailer back on track while accelerating.
You don't even have the time to be doing both. You need both hands on the steering wheel.
The most dangerous time for sway is rolling down hill especially for double trailers, that is when a sway control device does most of its work. It is also the least likely scenario to be accelerating.
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Old 07-02-2017, 08:39 AM   #172
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Hi

He could easily have accelerated and I'd not have been able to notice it from as far back as I was. There's only just so much you can notice unless you are right close up behind somebody. I avoid close following if I have any way not to.

Bob
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Old 07-02-2017, 01:15 PM   #173
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Hi He could easily have accelerated and I'd not have been able to notice it from as far back as I was. There's only just so much you can notice unless you are right close up behind somebody. I avoid close following if I have any way not to. Bob
Accelerating may be part of the sway control routine for ProPride or old school trucks, but generally you do NOT control sway by accelerating; you first need to slow down. Any of the newer trucks equipped with electronic sway control will selectively apply the brakes on the trailer and whichever TV wheels the computer determines. This is true on even the largest of newer highway trucks (see Volvo's VEST system):

https://www.volvotrucks.us/why-volvo...active-safety/

In any earlier post a member wrote that electronic sway control would not control individual wheel brakes on the trailer, at least not without significant and prohibitively expensive modifications. That too is just old school thinking. There are relatively simple trailer add-on sway control modules that control individual trailer brakes. They are also faster, more effective, far easier to install, don't require heavy lifting or adjustment with each use, and are way less expensive than a popular mechanical sway control system. The simple add-on modules will also work in conjunction with the truck's built-in sway control system, not fight against it.

For any member here who wants to know more about such systems, here is a good evaluation from a well-known truck/trailer evaluator.

https://mrtruck.com/tuson-trailer-sway-control.htm
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Old 07-02-2017, 01:29 PM   #174
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. . . There are relatively simple trailer add-on sway control modules that control individual trailer brakes.
Are there any commercial trailer sway systems which control both trailers of a double rig like the one uncle bob asked about in Post #164?

Thanks,

Peter


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. . .
. . . I'm pretty far back . . . from a Fed Ex guy pulling a pair of what look like 28' trailers.
. . .
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Old 07-03-2017, 01:27 AM   #175
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Good question, Peter. I don't know enough about the systems used on larger trucks like the Volvo to give you a precise answer. Yes is my speculative answer for what its worth. Here's my thinking. Autonomous driving technology is progressing with large trucks perhaps even more quickly than with passenger cars. Very sophisticated stability and sway control would be integral to this development IMO. Furthermore, if you watched the Mr. Truck vid, you saw they were pulling two large, heavily loaded commercial trailers in tandem; the rear trailer intentionally loaded incorrectly to un-weigh the tongue and induce severe sway. The Tuscon unit handled it easily though.
Unlike mechanical systems which are affected by total trailer weight, the Tuscon and other electronic systems are not. They look only at anomalous trailer movement and correct by selective braking, not by sheer mechanical force. Accordingly, it seems to me an electronic unit like the Tuscon could be installed on any trailer, tandem or otherwise, regardless of size and weight, and perform effectively. So if you have different info, please let me know.
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Old 07-03-2017, 11:27 AM   #176
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Originally Posted by USAtraveler View Post
Accelerating may be part of the sway control routine for ProPride or old school trucks, but generally you do NOT control sway by accelerating; you first need to slow down. Any of the newer trucks equipped with electronic sway control will selectively apply the brakes on the trailer and whichever TV wheels the computer determines. This is true on even the largest of newer highway trucks (see Volvo's VEST system):

https://www.volvotrucks.us/why-volvo...active-safety/

In any earlier post a member wrote that electronic sway control would not control individual wheel brakes on the trailer, at least not without significant and prohibitively expensive modifications. That too is just old school thinking. There are relatively simple trailer add-on sway control modules that control individual trailer brakes. They are also faster, more effective, far easier to install, don't require heavy lifting or adjustment with each use, and are way less expensive than a popular mechanical sway control system. The simple add-on modules will also work in conjunction with the truck's built-in sway control system, not fight against it.

For any member here who wants to know more about such systems, here is a good evaluation from a well-known truck/trailer evaluator.

https://mrtruck.com/tuson-trailer-sway-control.htm
Older trucks did not have built in sway and traction control modules where the brakes would automatically pulsate side to side.
The reason for accelerating just enough to maintain forward momentum is to keep the trailer from jackknifing or rolling over depending on road conditions. That is one scary event I had the bad fortune to experience on Chicago's Eisenhower expressway in dead of winter with a 50' trailer. Not having any traction on the snowy pavement I couldn't maintain forward motion and watched helplessly as the trailer slowly jackknifed into the cab. Fortunately traffic was moving slow and everyone just stopped and watched the show.
That lesson I learned 50 years ago and never forgot. Came in handy a few times toting around with the AS.
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Old 07-03-2017, 11:53 AM   #177
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Accelerating may be part of the sway control routine for ProPride . . .
There is no sway control routine for Hensley/ProPride because there will never be any sway when using one. The design keeps the trailer in alignment with the tow vehicle.
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Old 07-04-2017, 01:26 AM   #178
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There is no sway control routine for Hensley/ProPride because there will never be any sway when using one. The design keeps the trailer in alignment with the tow vehicle.
Until it doesn't. In a not far-fetched scenario you find yourself feathering your brakes in a futile attempt to keep from gaining speed on a steep, tree-shaded mountain downhill when you suddenly encounter unexpected black ice on a sweeping turn. Good luck with that mechanical Hensley/ProPride at that point. As FranklyFrank saw when his 50' trailer jack-knife uncontrollably around behind him, your non-ABS, non-selective braking trailer locks up and yanks your TV around in a 360 degree circle just before you soil your undershorts. Your high priced system that depends on your very adroit manual braking and steering effort to avoid disaster is not going to perform up to your misplaced confidence level.
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Old 07-04-2017, 06:15 AM   #179
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Until it doesn't. In a not far-fetched scenario you find yourself feathering your brakes in a futile attempt to keep from gaining speed on a steep, tree-shaded mountain downhill when you suddenly encounter unexpected black ice on a sweeping turn. Good luck with that mechanical Hensley/ProPride at that point. As FranklyFrank saw when his 50' trailer jack-knife uncontrollably around behind him, your non-ABS, non-selective braking trailer locks up and yanks your TV around in a 360 degree circle just before you soil your undershorts. Your high priced system that depends on your very adroit manual braking and steering effort to avoid disaster is not going to perform up to your misplaced confidence level.
No traction control system is going to help in that situation. Light snow packed down by traffic to form so-called "black ice" catches people by surprise every year. When there's no friction it's only a matter of time before someone loses control. When drivers are less than a car length (or semi truck length) apart doing 70 the results are predictable.

Don't expect sway control to do anything in that situation. When the temperature on your car thermometer is below freezing it's going to freeze.
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Old 07-04-2017, 07:51 AM   #180
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The Hensley/ProPride hitch will perform better on ice than hitches depending on friction sway control because when you steer through a turn and then straighten the tow vehicle, there will be no friction device resisting the trailer from returning to neutral behind you.

When traveling on potentially icy roads using a hitch with built-in friction sway control, the sway control cannot be disconnected without losing weight distribution. Using a w.d. hitch with a separate friction control bar, you can disconnect the friction sway control bar and keep weight distribution, but lose sway control.

The Hensley/ProPride design is a completely different concept, retains sway control and weight distribution with no resistance to the trailer following the steering of the tow vehicle. The trailer simply pivots on its mechanically projected pivot point near the tow vehicle's rear axle.
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Old 07-04-2017, 09:19 AM   #181
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There is no sway control routine for Hensley/ProPride because there will never be any sway when using one. The design keeps the trailer in alignment with the tow vehicle.
That is simply boastful rhetoric creating false expectations of a piece of simple equipment without the ability to generate force to counter the weight of a trailer. There are conditions where a trailer can completely get out of control without ever settling into a sway. I guarantee you that I can make a trailer sway with a Pro Pride or a Hensley.
This entire discussion about sway is overblown. Every type of vehicle has some sway most of the time. Just watch the semis.
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Old 07-04-2017, 09:22 AM   #182
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Older trucks did not have built in sway and traction control modules where the brakes would automatically pulsate side to side.
The reason for accelerating just enough to maintain forward momentum is to keep the trailer from jackknifing or rolling over depending on road conditions. That is one scary event I had the bad fortune to experience on Chicago's Eisenhower expressway in dead of winter with a 50' trailer. Not having any traction on the snowy pavement I couldn't maintain forward motion and watched helplessly as the trailer slowly jackknifed into the cab. Fortunately traffic was moving slow and everyone just stopped and watched the show.
That lesson I learned 50 years ago and never forgot. Came in handy a few times toting around with the AS.
Hi

Very glad to hear you survived the experience.

I lived in Chicago in that same era. Some days heading home, the only rational thing to do was to pull over at one of the rest areas. You could go indoors and sit over the expressway (the rest areas were built as bridges). Get a seat by the window and watch the "fun". After a few hours, either things calmed down or ground to a complete halt. If they locked up, at least you were someplace warm. If they cleared up, you got back on the road.

The conclusion most people came to after watching the traffic was that no matter how careful one drove, you were at risk. The most careful driver on the road could get rammed by idiot boy going 2X the rational speed. In some cases the only "right" way to drive is not to be on the road ...

Bob
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