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 Brake Shoe and Pad Fundamentals

Brake Shoe And Pad Fundamentals

By: Leela Krishna Vegi On: 5:25:00 AM  In: B, Brake Shoe and Pad Fundamentals, Brakes 9
comments

Brake Shoe and Pad Fundamentals

28.4.1.
 Brake Shoe Self Energization
The drum type brake consists of two internal semicircular shoes, which are lined with friction
material matching to the internal rubbing face of the drum. The shoes are fitted on a back plate,
also known as a torque plate, between a pivot anchor or wedge type abutment at the lower shoe
end and at the upper shoe top end by either a cam or hydraulic piston type expander. In Fig. 28.9
the expander is simply represented by two opposing arrows and the shoe linings by two small
segmental blocks in the mid region of the shoes. 
During clockwise rotation of the drum, the upper tips of the shoes are pushed apart by the
expander force, Fe, and a normal inward reaction force, N, provided by the drum, resists any
shoe expansion. Consequently the drum slid over the shoe linings and a tangential frictional
force Ft = \iN is produced between each pair of rubbing surfaces. 
The friction force or drag on the right hand shoe (Fig. 28.9) tends to move in the same direction
as the shoe tip force Fe, which produces it. Accordingly this helps to drag the shoe onto the
drum, so that the shoe tip force is raised effectively above that of the original expander force.
This increase in shoe tip force above the input expander force is termed as positive servo, and
shoes that provide this self-energizing or servo action are known as leading shoes

Fig. 28.9. Drum and shoe layout. 

Likewise in the left hand shoe (Fig. 28.9), the frictional force or drag, Ft, tends to oppose the
shoe tip force, Fe, so that the effective shoe tip force becomes less than the expander input force.
This reduction in shoe tip force below that of the initial input tip force is termed as negative
servo, and shoes, which provide this de-energizing action are known as trailing shoes. 
Therefore, the trailing shoe tip resultant force, Ft = Fe~Ft 
The magnitude of the self-energizing action greatly depends on the rubbing surface temperature,
dampness, wetness, coefficient of friction and speed of drum rotation. Changing the direction of
rotation of the drum causes the original leading and trailing shoes to become trailing and leading
shoes respectively, so that their energizing characteristics are reversed. The shoe arrangement
shown in Fig. 28.9 is termed as a leading-trailing shoe drum brake. Slightly more self-energizing
is obtained if the shoe lining is heavily loaded at the outer ends as opposed to heavy mid-shoe
 loading.
28.4.2.
Retarding Wheel and Brake Drum Torques

Both these wheel and drum torques must be equal up to the point of wheel slip and they act in the
opposite direction to each other

Shoe and Brake Factors

If the brake is designed to produce a high braking force using a low effort, it has a high self-
energizing or servo action. This desirable property is attained at the expensive of stability
because any change in friction affects torque output disproportionately. A brake with little self-
energization, requires a higher operating force compared to brake effort. This brake is more
stable in operation and is less affected by frictional changes. The multiplication of effort or self-
energizing characteristic for each shoe is known as the shoe factor. 
The shoe factor, S, is defined as the ratio of the tangential drum drag, Ft, at the shoe periphery to
the force, Fe, applied by the expander at the shoe

tip. 
The combination of different shoe arrangements such as leading and trailing shoes, two leading
shoes, two trailing shoes etc., produces a brake factor B that is the sum of the individual shoe
factors. 
Brake factor = Sum of shoe factors 

Theory of Internal Shoe Brake

Figure 28.10 represents an internal expanding shoe brake. With respect to the direction of
rotation of drum the right hand side shoe is the leading shoe and the left-hand side the trailing
one. The forces keeping them in equilibrium are shown in the figure except those acting at the
pivot.

Fig. 28.10. Internal expanding shoe layout. 

Wi and Wt are the actuating forces for leading and trailing shoes respectively. Pi and Pt are the
normal forces between the shoe and the drum for leading and trailing shoes respectively arising
due to actuating forces and act at an angle, 0, to the vertical. Pi and Pt produce frictional forces \
ifPi and\ifPt respectively on the shoes. These forces act perpendicular to the normal forces and at
a radius k called the effective radius. In practice the effective radius, k, is found to be greater
than the drum radius, a. u/ stands for the coefficient of friction between the drum and shoe. 
Considering leading shoe in equilibrium, the moments of all forces about the pivot
 give, 

Fig. 28.11. Internal expanding shoes and drum.

The above equations are evaluated to get the required result after taking suitable assumption for
the value of pi and pt. Two assumptions generally adopted are 
(a) the intensity of pressure is constant over the surface of the lining; and (6) the shoe is rigid and
the deformed lining is elastic in compression. This assumption gives that the intensity of pressure
proportional to sin 0. 
It should be noted that the magnitude of frictional torque on the drum depends upon the value
of \if. The practical limit to the value of the \if is reached on the leading shoe when the moment
of the frictional drag together with that of actuating force about the pivot becomes greater than
due to the radial thrust. The shoe then locks to the drum, which is known as 'sprag*. 
Example 28.8. In a shoe-brake with leading and trailing shoes, the total actuating force of 471 N
acts at a distance of 0.15 m from the pivot of the shoes which is 0.075 m from the axis of the
drum of radius 0.09 m. The shoes have symmetrical lining with coefficient of friction 0.45. If the
effective radius of the friction force is 0.1 m, calculate the total braking torque, when 
(a) the actuating mechanism gives equal forces to the shoes; 
(b) when the actuating mechanism gives the shoes equal displacement.
 Principle of the Disc Brake
The disc brake consists of a circular plate disc mounted on to and rotated by the wheel hub and a
bridge member, termed as the caliper. The caliper straddles the disc and is attached to the
suspension carrier, stub axle or axle casing (Fig. 28.12B). The caliper incorporates a pair of
pistons and friction pads, which clamp the rotating disc during the application of the brakes.
Consequently reduction of speed, proportional to the hydraulic pressure acting on each piston
produced by the pedal effort, occurs
 Fig. 28.12. Disc and pad layout. 
The normal clamping thrust, N, on each side of the disc (Fig. 28.12B and C) produces a frictional
force, F = \xN, at the interfaces of disc and pad on both sides of the disc. If the resultant
frictional force acts through the centre of the friction pad then the mean distance between the

centre of pad pressure and the centre of the disc becomes 

where, i?i and R% are the inner and outer diameter of the pad respectively. 
Accordingly, the frictional braking torque (Fig. 28.12A) is doubled due to the action of frictional
force, N on both sides of the disc and depends upon the distance the pad is located from the disc
centre of rotation.

Example 28.10. The distance between the pads centre of pressure and the centre of disc rotation
is 0.12 and the coefficient of friction between the rubbing faces is 0.35. Determine the clamping
force required to produce a braking torque of 82 Nm.

Disc Brake Pad Alignment

During the application of brake, the pads are pressed against the disc with uniform pressure.
However a slight tilt tendency exists between the leading and trailing pad edges due to frictional
pad drag. Additionally the rate of wear from the inner to the outer pad edges is not uniform. 
 The thickness of the pad provides a small offset between the pad/disc interface and the pad's
back plate reaction abutment within the caliper (Fig. 28.12C). This produces a couple, which
presses the pad harder against the disc at its leaning edge compared to the trailing edge.
Consequently this effect causes a very small self-energizing servo action, due to which the wear
rate at the leading edge is relatively higher than that at the trailing edge. 
As the disc sweeps across the pad face, the circular distance it covers in one revolution increases
proportionately from the inner to the outer edges of pad (Fig. 28.12A). Consequently the rubbing
speed, and hence the work done increases from the inner to the outer edges, due to which the pad
temperature and wear per unit area rises with the increase in the radial distance from the disc
centre. 
28.4.9.
A comparison of Shoe Factors and Shoe Stability
Different brake shoe arrangements and the disc brake are compared on a basis of shoe factor, S,
or output torque against the variation df rubbing coefficient of friction (Fig. 28.13). The
coefficient of friction, however, for most linings and pads ranges between 0.35 and 0.45. The
shoe factor in increasing order is roughly as presented in Table 28.2 for the normal working
range of the co-efficient of friction. 
The figures in the table indicate that the torque output (shoe factor) for a single or two trailing
shoes is only approximately one-third of the single or two leading shoe brake. The combination
of a leading and trailing shoe performs at about twice that of the two trailing shoe, or roughly
two-thirds of the two leading shoe layout (Fig. 28.13). The disc and pad perform a very similar to
the two trailing shoe layout, but with higher coefficients of friction its shoe factor rises at a faster
rate than that of the two trailing shoe brake. The duo servo shoe arrangement exhibits a superior
shoe factor relative to all other layouts.
 Fig. 28.13. Relationship of shoe or brake factors and coefficient of friction for different
shoe layouts and the disc brake. 
The lining or pad stability is the ability of the shoes or pads to maintain approximately the same
shoe factor for a small change in the coefficient of friction, possibly because of wetness or an
increase in temperature of the friction material. The stability changes in the reverse order as
presented in Table 28.2. In general, brakes with very high shoe factors are unstable and produce
a relatively large change in shoe factor (output torque) for a small increase or decrease in the
coefficient of friction between the rubbing surfaces. Arrangements with low shoe factors tend to
produce a consistent output torque for a considerable variation in the coefficient of friction.
Since the shoe layouts with high shoe factors are unstable, the front brakes of most vehicles are
either two leading shoes or disc and pads, and at the rear a leading and trailing shoe system.
Additional assistance of vacuum or hydraulic servo or full power air operation is opted. A
combined leading and trailing shoe brake thus provides a relatively high leading shoe factor but
with only a moderate degree of stability, where as a trailing shoe produces a very low shoe factor
with very high stability. Leading and trailing shoe brakes are still selected on the rear wheels
because they easily accommodate the handbrake mechanism and produce an extra self-
energizing effect when the handbrake is applied. Since this is not possible in the case of the disc
and pad brake, it requires a considerably greater clamping force to achieve wheel lock condition. 
Table 28.2. Shoe factor, relative braking power and stability for various brake layouts.
Type of brake Shoe factor Relative braking power Stability

Single trailing shoe 0.55 Very low Very high

Two trailing shoes 1.15 Very low Very high

Disc and pad 1.2 Low High

Single leading shoe 1.6 High Low

Leading and trailing shoes 2.2 Moderate Moderate

Two leading shoes 3.0 High Low

Duo servo shoes 5.0 Very high Very low

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