Government College of Engineering and Research, Avsari (Kd)

Braking System:
 The function of the braking system is to retard the speed of the moving
vehicle or bring it to rest in a shortest possible distance whenever
required.
 The vehicle can be held on an inclined surface against the pull of gravity
by the application of brake. Brakes are mechanical devices for
increasing the frictional resistance that retards the turning motion of
the vehicle wheels.
 It absorbs either kinetic energy or potential energy or both while
remaining in action and this absorbed energy appears in the form of heat.
 While moving down a steep gradient the vehicle is controlled by the
application of brakes. In this case brakes remain in action for a longer
period making it imperative to dissipate the braking heat to atmosphere
as rapidly as possible

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Automobiles are fitted with two brakes; the service or foot brake
and the emergency or hand brake. The foot brake is used to
control the speed of the vehicle and to stop it, when and where
desired, by the application of force on the brake pedal.
 The hand brake, applied by a lever, is used to keep the vehicle
from moving when parked. Hand brakes are called emergency
brakes because they are applied when the service brake fails.
 Virtually all vehicles are now equipment with 4-wheel brakes. The
front brakes must operate without interfering with the steering
action.
 The brakes must be capable of decelerating a vehicle at a faster
rate than the engine is able to accelerate it. Normally brakes have
to absorb three times the amount of engine horsepower energy
in its equivalent form.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Functions of Braking System

 To stop the vehicle safely in shortest possible distance in
case of emergency.
 To control the vehicle when it is descending along the
hills.
 To keep the vehicle in desired position after bringing in
at rest.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Requirements of Braking System

1. Brakes must be strong enough to stop vehicle with in a minimum
distance in an emergency.
2. Brakes must have good anti-fade characteristics i.e. their
effectiveness should not decrease with prolonged application. This
requirement demands cooling of brakes should be very efficient.
3. The retardation should be smooth and free from jerk or shudder.
4. Not to be affected by water, heat, road grit and dust etc.
5. Permit the operator to retain control of the vehicle must not skid
when brakes are applied
6. Adequate durability with economical maintenance and adjustment
7. High reliability and highest degree of safety on road

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Brake Force Required to Stop the Vehicle :

 A vehicle with a 100 hp engine require about 60 sec to accelerate
the vehicle from 0 to 100 kmph. If the same vehicle is required to
be stopped from 100kmph to 0 kmph in not more than 6 sec then
brakes must do the same amount of work as engine did but in one
tenth of the time. This means brakes must develop 1000 hp to stop
the vehicle .
o If the weight of the vehicle is doubled then brake power must
be doubled.
o If the speed of the vehicle is doubled then stopping power must
be four times.
o If both weight and speed is doubled then brake power must be
increased 8 times.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Capacity of a Brake :
 Unit pressure between the braking surfaces.
 Coefficient of friction between the braking surfaces.
 Projected area of the braking surfaces.
 Peripheral velocity of the brake drum.
 Ability of the brake to dissipate heat equivalent to the
energy being absorbed

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Braking Fundamentals
 Kinetic energy is the force that keeps the vehicle moving. This
energy is provided by the engine in order to accelerate the vehicle
from a standstill to desired speed. Kinetic energy is dissipated as
heat by the brakes during application of breaks (Fig.). The kinetic
energy of a vehicle during braking is given by

 Thus, the kinetic energy

doubles as the weight doubles,
but it increases four times as
speed doubles.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Coefficient of Friction.
 Frictional force opposes the motion of the vehicle. Consequently it
consumes power and produces heat. Frictional force occurs
between the sliding tire and the road surface when wheel rotation
is locked by brakes.
 The ability of a vehicle to stop depends on the coefficient of
friction between the contacting surfaces. Maximum useable
coefficient of friction occurs between the tyre and road surface.
Passenger car brakes have coefficient of friction 0.3 to 0.5.
 The amount of energy that can be absorbed by the brakes depends
upon the coefficient of friction of the brake materials, brake
diameter, brake surface area, shoe geometry, and the pressure
used to actuate the brake. Stopping a car suddenly means very
high friction, resulting in high brake temperature.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The value of Coefficient of friction depends on several

factors:
• Road surface condition.
• Tyre tread pattern.
• Inflation pressure (Correct, over or under –inflated.)
• Material of road surface.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Brake Balance
 The braking of a vehicle occurs at ground level, so affective
braking force acts on the ground. Vehicle weight and kinetic
energy of the vehicle act through center of gravity, which are
above ground level. This causes the vehicle to pitch forward as the
brakes are applied. As a result of this action some of the vehicle
weight is effectively transferred from the rear wheels to the front
wheels. Consequently, the front brakes must absorb more kinetic
energy than the rear brakes. The maximum transfer of weight
amounts to

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 This weight is added to the static weight on the front wheels and
subtracted from the static weight on the rear wheels.
 The front wheel static weight is normally 55% of the vehicle
weight. Front brakes are designed to absorb this extra brake effort
by selecting shoe-drum or shoe-disc, combination type, brake size,
lining coefficient of friction, wheel cylinder size and differential
hydraulic actuating pressures.
 With full braking it is desirable to have the front brakes lock up
slightly ahead of the rear brakes. This causes the car to go straight
ahead and to not spin out.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Example. A vehicle has its wheel base equal to 3 times the height
of its CG above the ground. If the vehicle is braked on all four
wheels over a road whose adhesion factor is 0.6, determine the
weight transferred from the rear to front wheels.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Stopping Distance
 Stopping distance is extremely important for emergency braking.
The stopping distance is based on the deceleration rate.
 Also, it is affected by the tyre deflection, air resistance, braking
efforts and the inertia of the driveline.
 Distance travelled by the vehicle during application of brake can
be obtained from the following equations of motion assuming the
brake efficiency as 100%.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 If the vehicle comes to stand still due to application of brake, the

final velocity, V = 0 in the above equations, then stopping
distance, S is given by the relations, S = U2 /2f.
 The stopping distance remains same with the same tyre and road
conditions, when the wheels are locked and skidding, regardless of
the weight, number of wheels or vehicle load.
 Maximum braking force occurs when the wheels are braked just
before the locking point or point of impending skid. Non-skid
brake systems are designed to operate at or below this point. Any
changes in load on a wheel changes the point of impending skid.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Example. Calculate the minimum stopping distances for a vehicle

travelling at 60 km/hr with a deceleration equal to the acceleration
due to gravity.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Brake Fade
 Since brake lining material is a poor conductor of heat, most of the
heat goes into the brake drum or disc during braking. Under severe
use, brake drums may reach 590 K temperatures.
 The coefficient of friction between the drum and lining is much lower
at these high temperatures so that additional pedal pressure is
required. After a number of severe stops or after holding the brakes on
a long down hill grade, a point is eventually reached when the
coefficient of friction drops so low that little braking effect is
available. This condition is called brake fade.
 In drum brakes, the lining covers a large portion of the internal drum
surface so that a little cooling space is available. Therefore, drum
brakes are more susceptible to fade than disc brakes. As the vehicle
moves, cooling air is directed around the drum and disc to remove
brake heat.
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 The maximum brake torque that can be absorbed by the lining

or pad depends on the size and type of brake, gross vehicle
weight, axle loading, the front to rear braking ratio and
maximum attainable speed.
 The drum and disc expansion due to brake temperature is another
factor for brake fade. The diameter of the drum increases as it
gets hot. The shoe no longer matches the drum and hence
lining-to-drum contact surface becomes smaller.
 The same stopping force requires higher pedal pressure and this is
turn increases the temperature on the smaller contact surface.
 Continued braking increases the problem until the braking
becomes ineffective, regardless of the pedal force.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 On the other hand, expansion of disc has little effect on braking

because the pads apply braking force on the side of the disc and
hence braking surface area remains constant. Leading shoes are
more susceptible to fade than trailing shoes.
 Fade-resistant drum brakes must limit brake shoe arc to 110
degrees and power absorption to 28370 kW/m* of lining. The
power absorbed by the brakes during a stop can be calculated as,

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Brake Torque
 The braking torque is the twisting action caused by the drum
or disc on the shoes or caliper anchors during the application of
brakes.
 The amount of torque is determined by the effective axle height
and stopping force between the tyre and road surface.
 Brake torque on the front wheels is absorbed by the knuckle
and suspension control arm. In rear, it is absorbed by the axle
housing and the leaf spring or control arm.
 Braking torque during an emergency stop is much higher than
accelerating torque at full throttle. Brake supporting and anchoring
members must, therefore, have sufficient strength to withstand
these high braking loads.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Brake Safety.
 All automobiles are equipped with an emergency brake
that would operate independently from the service
brakes.
 Safety standard require the emergency brake to hold the
automobile on a 30% slope indefinitely after the brake
has been applied until the operator releases it.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Work Done in Braking

 The kinetic energy possessed by a moving vehicle depends on the
weight and speed of the vehicle. This energy must be partially or
totally dissipated when the vehicle is slowed down or brought to a
standstill. The brake converts the kinetic energy possessed by the
vehicle at any one time into heat energy by means of friction.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Example. A car of mass 800 kg is travelling at 36 kmph.

Determine (a) the kinetic energy it possesses, and (b) the average
braking force to bring it to rest in 20 meters.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Braking Efficiency
 The force applied during braking of a vehicle opposes the motion of the
wheels, as a result reduces the vehicle speed or brings it to a standstill.
Therefore the braking force is the force of resistance applied to stop a
vehicle or reduce its speed. The braking efficiency of a vehicle is defined as
the braking force produced as a percentage of the total weight of the
vehicle. Thus,

 The braking efficiency is generally less than 100% because of insufficient

road adhesion, the vehicle is on a down gradient or ineffective brake system.
The brake efficiency is similar to the coefficient of friction, which is the
ratio of the frictional force to the normal load between the rubbing surfaces.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Example. Determine the braking efficiency of a vehicle

if the brakes bring the vehicle to rest from 60 kmph in a
distance of 15 meters.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Tyre Adhesion
 The amount of the force applied on a shoe against a drum
controls the resistance to rotation of a road wheel.
Simultaneously the road surface has to drive the wheel around.
This driving force attains its limit when the resistance offered by
the brake equals the maximum frictional force generated between
the tyre and road which is known as the adhesive force. This force
can be determined from the expression :
Adhesive force = Load on wheel x Coefficient of friction
 When the limit is reached, the wheel starts to skid, and any extra
force on the brake shoe does not increase in the rate of slowing
down the vehicle, no matter how good is the braking system. This
means that the adhesion between the tyre and road is the governing
factor for the minimum stopping distance.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Road adhesion depends on :

• Type of road surface.
• Conditions of surface e.g. wet, dry, icy, greasy, etc.
• Designs of tire tread, composition of tread material and depth of
tread.
 The stopping distance of a wheel is greatly affected by the
interaction of the rotating tyre tread and the road surface. The
relationship between the decelerating force and the vertical load on
a wheel is known as the adhesion factor. This factor is very similar
to the coefficient of friction, that occurs when one surface slides
over the other. In the ideal situation of braking, the wheel
should always rotate right up to the point of stopping to obtain
the greatest retarding resistance.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Typical adhesion factors for various road surfaces are presented in Table.

 It is a common thinking that the shortest stopping distance is achieved

when the wheel is locked to produce a skid. This idea is incorrect
because experiments have confirmed that the force required to ‘unstick’ a
tyre is greater than the force required to skid it over the surface. A wheel
held on the verge of skidding not only provides the shortest distance, but
also allows the driver to maintain directional control of the vehicle.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Self-energization Brake
 When the drum is rotating clockwise and the
upper tips of the shoes are pushed apart by the
expander force Fe, a normal inward reaction
force N will be provided by the drum which
resists any shoe expansion.
 As a result of the drum sliding over the shoe
lining, a tangential frictional force Ft = µN will
be generated between each pair of the rubbing
surfaces.
 The friction force or drag on the right hand shoe tends to move in
the same direction as its shoe tip force Fe producing it and
accordingly helps to drag the shoe onto the drum, thereby effective
raising the shoe tip force above the that of the original expander
force.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The increase in shoe tip force above that of the input expander
force is described as positive servo, and shoes which provide this
self-energizing or servo action are known as leading shoes.
 i.e. FL = Fe + Ft
where FL = leading shoe tip resultant force
 Likewise considering the left hand shoe the frictional force or drag
Ft tends to oppose and cancel out some of the shoe tip force Fe
producing it.
 This causes the effective shoe tip force to be less than the expander
input force. The resultant reduction in shoe tip force below that the
initial input tip force is described as negative servo and shoe
arrangements which have this de-energizing property are known as
trailing shoes.
 i.e FT = Fe - Ft

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The magnitude of the self-energizing action is greatly

influenced by 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 reverse their
energizing properties, so that the leading and trailing
shoes now become trailing and leading shoes
respectively.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Classification of Brakes
1.By method of power
a) Mechanical brakes
b) Hydraulic brakes
c) Air brakes
d) Vacuum brakes
e) Power assisted hydraulic brakes
f) Magnetic brakes
g) Electrical brakes
2.By method of application:
a) Service or foot brakes
b)Parking or hand brakes

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

3.By method of operation:

a) Manual
b) Servo
c) Power operation
4. By method of Braking contact
a. Internal Expanding Brakes
b.External Contracting Brakes
5. By Method of Applying Brake force:
a. Single Acting Brakes.
b. Double Acting Brakes.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Mechanical Brakes:
 The two main types of mechanical brake are drum brake and disc
brake.
 In both types a fixed (non-rotating) shoe or pad rubs against a
moving drum or disc.
 To increase the friction between the rubbing surfaces, a special
friction material is attached to the fixed part.
 Earlier this friction material had a high content of asbestos, but its
dust is injurious to health so that a safe asbestos free friction
material is nowadays used.
1. Drum Brakes (Internal Expanding or External Contracting)
2. Disc Brakes

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Drum Brakes:
The main components of drum brakes are
1. Brake drum
2. Back plate
3. Brake shoes
4. Brake Liners
5. Retaining Springs
6. Cam
7. Brake Linkages

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 This internal expanding type of brake contains two shoes that are
attached to a back-plate and are fixed to a stub axle or axle tube.
 A friction lining is riveted or bonded to the outer face of the shoe.
A drive is fitted at one end of the shoe so that the shoe expands
when the brake pedal is applied. In a simple brake a cam is used as
a shoe expander, but modern systems for cars use hydraulically
operated pistons for shoe expansion.
 The shoe anchor is rigidly attached to the back-plate and takes the
form of a large pin that passes through the shoes, or housing. The
shoes butt against the anchor. Springs pull the brake shoes on the
back-plate and also return the shoes to the ‘off position after the
brake has been applied.
 In some layouts separate springs execute the retention and return
functions.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The inner cylindrical surface of the cast iron drum is made smooth
on to which the brake linings rub. The drum is generally fixed to
the hub flange using counter-sunk screws and secured by the
wheel nuts.
 It is necessary to adjust excessive clearance due to wear of the
friction facing, so that they are always positioned very close to the
drum. This is carried out either manually adjusting the brakes
periodically, or having an automatic adjuster that continually sets
the shoes.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Brake Layouts
 There are two types of drum brakes, such as externally contracting
and internally expanding.
 The internal expanding type, along with a drum, is commonly used
in braking systems of vehicles. The drum brakes, used with light
vehicles, are hydraulically operated.
 These brakes are commonly used for the rear wheels to
complement a disc system at the front. This disc/drum layout
permits the front wheels to undertake more braking effort.
 In addition, the compatibility of a mechanical hand-brake with a
drum brake makes this type an obvious option for rear brakes.
 Various shoe arrangements in use include :
• Leading and trailing shoe (L&T)
• Two leading shoe (2LS)
• Duo-servo.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Leading and Trailing Shoe (L&T)

 The layout of a leading and trailing shoe brake is presented in Fig.
below. This arrangement uses a pair of shoes pivoted at a common
anchor point. The free ends of both shoes are radially forced
against the inside surface of the brake-drum using a double
piston/cylinder expander.
 When the brake is applied with the vehicle stationary, hydraulic
pressure pushes each shoe outwards and an equal force is applied
by each shoe to the drum. But this applied force does not remain
equal when the vehicle is moving (Fig. A below).
 The drag of the moving drum on the friction linings causes one
shoe to be applied hard and the other to be pushed towards the ‘off
position.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The shoe that does more work is called the leading shoe, and the
other shoe is called the trailing shoe. The rate of lining wear of
leading shoe is higher as it does more work than the trailing shoe.
 Therefore, leading shoe reaches its wear limit well before the
trailing shoe, unless a thicker lining is used. If the direction of the
drum is reversed, the leading shoe, however, is converted into a
trailing shoe.
 The unequal wear pattern can
be taken up by the floating
pistons in the wheel cylinder in
some layouts as shown in Fig.
A. Otherwise, some provision
is incorporated to adjust the
brake shoes so that they are
always centralized with respect
to the drum
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 Two Leading Shoe Brake (2LS)

 The 2LS system was in use for front brakes of
vehicles before the adoption of the disc system.
Each shoe of the 2LS arrangement uses its own
expander; therefore both shoes can have self-
servo action (Fig.28.17).
 An interlinking pipe fitted behind the back-plate
provides an equal hydraulic pressure to each
single-acting cylinder.
 Since the cylinder housings act as shoe anchors
for the floating shoes, the cylinders are rigidly
fixed to the back-plate.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 2LS brake offers the following advantages over L&T shoe brakes:
 Even lining wear- Because both shoes perform an equal amount of work,
the brake runs cooler needing relatively less adjustment and has a long
life.
 Equal self-servo action- Two effective shoes provide a more powerful
and stable brake.
 Greater resistance to fade- Since both the shoes share the braking
equally, the self-servo action on this shoe can be reduced so that a more
progressive braking action, which is less sensitive to heat, is achieved.
 One disadvantage of the 2LS type is that unless a special double-acting
linkage is incorporated, both shoes change to trailing shoes during
backward movement of the car.
 To compensate for this problem L&T type brakes are used as rear brakes.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Duo-servo Brake
 This brake arrangement is also known as the self-
energizing brake. Although this is a very powerful brake,
its effectiveness reduces severely with the decrease in the
friction value.
 A hydraulically operated duo-servo brake is shown in
Fig. 28.18. The principle of operation is based on the
utilization of drum energy to considerably boost the force
applied on the brakes by the driver.
 When the leading shoe is pushed to contact the forward-
moving drum, it rotates partially with the drum due to the
frictional force.
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 This shoe movement, produced by this self-

wrapping action, is conveyed through a
floating adjuster to the trailing shoe so that the
shoe is brought into contact with the drum.
 The force applied by the expander is
supplemented by the self-energizing action of
both shoes.
 To minimize the delay in application of the
self-energization action, the trailing shoe is
held on the anchor pin by a stronger return
spring so that the expander only moves the
leading shoe.
 In this arrangement, the leading shoe is called
the primary shoe, because this shoe is made to
contact the drum before the secondary shoe..
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 External contracting brake drum

 In external contracting brake drum has
brake drum is used for only parking
purpose. This system consist of Drum,
brake & lining, operating lever with
adjusting lever and push rod with returning
spring.
 External braking system is model braking
system used to operate in floor mills,
various types of electrical components. the
following various types of parts is applied
on brake drum.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The working system of external

braking system, when push rod is
operated by hand or foot operated
lever, then the lined brake drum is
fitted around the drum is tightened to
lock or slow down the drum.
 When the brake is released the return
springs bring the band brake back to
its initial position.
 The system remains air opened;
therefore dirt is being accumulated
between the rubbing surfaces, which
reduces the efficiency.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Disc Brakes
 One problem with drum brakes is fade and
to minimize this problem the disc brake
was developed.
 It uses an exposed disc that is attached to
the hub flange. The two friction pads are
pressed on to this disc to provide braking
action.
 The pads are actuated by hydraulic pistons
placed in cylinders formed in a caliper,
which is secured to a fixed part of the axle.
 The hydraulic pressure forces the friction
pads against the rotating cast iron disc.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Consequently, the disc motion is retarded and heat generated from

the energy of motion is conducted to the disc.
 Since a large part of the disc is exposed to the air, heat is easily
dissipated, so that the brake can be used continuously for long
periods before serious fade occurs.
 In this layout the friction pads move at a right angle to the disc, so
that any drop in the friction value does not affect the force applied
to the pad.
 For the application of a disc brake, a greater pedal pressure is
necessary to produce a given retardation than that required for a
drum brake.
 Adjustment of pad wear is automatic on a disc brake. In this brake
system the pads can also be inspected easily and in the absence of
corrosion, the pads can be renewed easily

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 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.)
 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.
 The normal clamping thrust, N, on each side of the disc
(Fig.below) produces a frictional force, F = µN, at the interfaces of
disc and pad on both sides of the disc.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 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, R1 and R2 are the inner and outer diameter of the

pad respectively.
 Accordingly, the frictional braking torque (Fig. A) 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.
 Therefore, the braking torque,

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 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. b above).
 This produces a couple, which presses the pad harder against the
disc at its leading 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.

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 Government College of Engineering and Research, Avsari (Kd)

 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. A above).
 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.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Disc Brake Pad Support Arrangements

1. Swing Yoke Type Brake Caliper
 This disc brake caliper is a single cylinder
unit and is of light weight. The caliper unit
uses a rigid yoke of steel pressing, a
cylinder assembly, two pads and a carrier
bracket bolted to the suspension hub carrier.
 A tongue and groove joint rigidly secure the
cylinder to one side of the yoke frame while
the yoke itself pivots at one end on it
supporting carrier bracket.
 The disc is mounted on the transmission
drive shaft hub which provides the drive to
the disc. The lining pads are supported on
either side of the disc in the yoke frame
(Fig. 11.19)
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 During operation of the foot brake, hydraulic pressure pushes the

piston and inboard pad against their adjacent disc face.
 At the same time, the hydraulic reaction moves the cylinder in the
opposite direction so that the outboard pad and cylinder body are
bridged.
 Then the yoke pivots, forcing the outboard pad against the disc
face opposite to that of the inboard pad. As the pads wear the yoke
moves through an arc about its pivot.
 The lining pads are tapered in shape to compensate for this tilt.
The operating clearance between the pads and disc is maintained
roughly constant by the inherent distortional stretch and retraction
of the pressure seals as the hydraulic pressure is increased and
reduced respectively.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

2. Sliding Yoke Type Brake Caliper

 In this type of caliper unit the cylinder
body is rigidly fixed to the suspension hub
carrier. The yoke slides between parallel
grooves formed in the cylinder casting
(Fig.11.20 ).
 Application of the foot brake causes
hydraulic pressure to push the pistons
apart.
 The direct piston forces the direct pad
against the disc whereas the indirect piston
forces the yoke to slide in the cylinder in
the opposite direction until the indirect pad
contacts the outstanding disc face.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Further increase in pressure provides an equal but

opposing force which sandwiches the disc between the
friction pads.
 The rubber seals distort due to pressure increase as the
pistons move apart. As the hydraulic pressure collapses
the seals retract and withdraw the pistons and pads from
the disc surface.
 Yoke rattle between the cylinder and yoke frame is
minimized by incorporating either a wire or leaf spring
between the sliding joints.

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 Government College of Engineering and Research, Avsari (Kd)

3. Sliding Pin Type Brake Caliper.

 This type of disc brake caliper unit incorporates a disc, a carrier bracket, a
cylinder caliper bridges, piston and seals, friction pads and a pair of support
guide pins (Fig. 11.21 ).
 The carrier bracket is bolted onto the suspension hub carrier. It supports the
cylinder caliper bridge and absorbs the brake torque reaction. The cylinder
caliper bridge is mounted on a pair of guide pins that slide in holes in the
carrier bracket.
 The guide pins only support and guide the bridge. These are sealed against
dirt and moisture by dust covers. The frictional drag of the pads is absorbed
by the carrier bracket. The application of the foot brake generates hydraulic
pressure that pushes the piston and cylinder apart.
 The inboard pad moves up to the inner disc face. In contrast, the cylinder
and bridge react in the opposite direction until the outboard pad touches the
outside disc face. Further increase of hydraulic pressure imposes equal but
opposing forces against the disc faces via the pads.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Similar to all other types of caliper units,

in slide pin type also, the brake calipers
pad to disc free clearance is provided by
the pressure seals.
 The pressure seals are fitted inside
recesses in the cylinder wall. They grip
the piston when hydraulic pressure forces
the piston outwards, getting distorted in
the process.
 When the foot brake is released the
pressure is withdrawn from the piston
crown and the strain energy of the elastic
rubber pulls back the piston so that the
pressure seal is restored to its original
shape.

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 Government College of Engineering and Research, Avsari (Kd)

4. Sliding Cylinder Body Type Brake Caliper.

 This type of brake caliper unit uses a carrier bracket bolted to the
suspension hub carrier and a single piston cylinder bridge caliper.
 The caliper straddles the disc and slides laterally on guide keys
located in wedge-shaped grooves formed in the carrier bracket
(Fig. 11.22).
 The hydraulic pressure, generated due to the application of the foot
brake, pushes the piston along with the direct acting pad onto the
inside disc face.
 The cylinder body caliper bridge is pushed in the opposite
direction, so that it reacts and slides in its guide groove at right
angles to the disc.
 This causes the indirect pad to contact the outside disc face,
equalizing the forces acting on both sides of the disc.
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 A pad to disc face working

clearance is provided as in the
other units by the retraction of
the pressure seal, after the
hydraulic pressure collapses.
 Anti-rattle springs are
incorporated alongside each of
the two-edge-shaped grooves
to avoid vibration and noise
caused by the relative
movements between the
bridge caliper and carrier
bracket sliding joint.

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 Government College of Engineering and Research, Avsari (Kd)

 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 of 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 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.
316486 Automotive Chassis and Transmission A J Bhosale
 Government College of Engineering and Research, Avsari (Kd)

 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. Fig. 28.13. Relationship of shoe or brake
factors and coefficient of friction for
 The duo servo shoe arrangement different shoe layouts and the disc brake.

exhibits a superior shoe factor relative

to all other layouts.

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 Government College of Engineering and Research, Avsari (Kd)

 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. 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.

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 Government College of Engineering and Research, Avsari (Kd)

 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.

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 Government College of Engineering and Research, Avsari (Kd)

 Comparison between Drum Brake and Disc Brake

Description Drum brake Disc brake

1 Life of friction material Reasonable Reasonable

(about 1500 km) (about 2500 km)

2 Visibility of wear from outside Not possible Can be seen at a glance

3 Heat dissipation Inferior Better

4 Replacement of friction materials Troublesome and time Easy and rapid
taking

5 Weight Bulky Lighter

6 Cooling Very slow Efficient
7 Water and duct collection Accumulates Self cleaning

8 Braking effect Generally inconsistent Consistent

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 Government College of Engineering and Research, Avsari (Kd)

 Comparison between Drum Brake and Disc Brake

Description Drum brake Disc brake

9 Temperature effect Severe Unaffected

10 Self energizing action Exists absent
11 Brake pedal efforts Higher Proportional to
retardation

12 Behavior of hydraulic system in released state Some pressure always No hydraulic pressure on
exists piston

13 Force needed to apply brake Comparatively less More, since brakes are not
self energizing

14 Nature of wear Non uniform Uniform

15 Shape of friction lining Curved Straight

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 Government College of Engineering and Research, Avsari (Kd)

 Properties of Friction Lining and Pad

Materials
1. Friction Level
 The coefficient of friction should be
sufficiently high to limit brake pedal effort.
 It should not be so high that it causes grab,
or in the extreme cases lock or sprag.
 In such a situation rotation of the drum
becomes impossible. The friction material must
be compatible with the degree of self-
energization (Fig. 28.32).
 The average coefficient of friction of modern
friction materials is between 0.3 and 0.5.

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 Government College of Engineering and Research, Avsari (Kd)

2. Resistance to Heat Fade

 This property allows a lining or pad material to retain its
coefficient of friction with an increase in rubbing temperature
of the drum and shoes or disc and pads.
 A decrease in the coefficient of friction requires greater brake
pedal effort and results in poor braking response. The changes in
the coefficient of friction as a consequence of rising working
temperatures are also partly caused by the additional curing of the
pad due to chemical changes in the binder resin (Fig. 28.32).
 A progressive reduction in the frictional level in the higher
temperature range may be acceptable. A rapid decrease in the
coefficient of friction severely reduces the braking power
capability specifically when the vehicle experiences long descents
or continuous stop-start travel.

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 Government College of Engineering and Research, Avsari (Kd)

3. Recovery from Fade

 This is the ability of a friction material to return to its original
friction level after cooling once brake lining or pad temperature
fade has occurred.
 A good quality material restores its frictional characteristics on
cooling, even after repeatedly subjected to severe heating. In case
of an inferior material, the poor recovery is principally due to
chemical breakdown in the ingredients.
 The friction level may be permanently altered causing
hardening, cracking, flaking, and charring or even burning of
the linings or pads. If the thermoplastic binder resins are used
with the lining or pads a deposit may form on the rubbing surfaces,
which may change the friction properties of the material (Fig.
28.32).

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 Government College of Engineering and Research, Avsari (Kd)

4. Resistance to Wear
 The life of a friction material, for both lining and pad,
depends to a great extent upon the rubbing speed and
pressure because they are responsible for material wear.
 The wear is also greatly influenced by the working
temperature. At the upper limits of the lining or pad
temperature range, the material structure is weakened,
resulting in a higher wear rate (Fig. 28.32).

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 Government College of Engineering and Research, Avsari (Kd)

5. Resistance to Rubbing Speed

 Practically, the coefficient of friction
between two rubbing surfaces slightly
reduces with the increase of speed,
specifically at the higher operating
temperature range although it should be
independent of speed.
 But a low quality friction material may
exhibit a high friction level at low rubbing
speeds and may cause judder and grab as the Fig. 28.33. Effects of rubbing speed
on the level of friction over the
vehicle tends to stop. temperature range.
 It may also suffer from a relatively rapid
decrease in the friction level as the rubbing
speed increases (Fig. 28.33).

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

6. Resistance to the Intensity of Pressure.

 As per the laws of friction, the coefficient of
friction should be independent of the pressure
holding the rubbing surface together.
 But present friction materials are generally
compounds, which are held together with resin
binders; as a result pressure between the rubbing
surfaces reduces friction level to some extent.
 A pressure-stable lining produces deceleration
proportional to the pedal effort. But a pressure- Fig. 28.34. Effect of rubbing
pressure on the coefficient of
sensitive material requires a relatively greater friction.
pedal force to produce a given braking effort.
 Disc brakes operate better at high rubbing
pressures, whereas at similar pressures shoe
linings exhibit inferior performance (Fig. 28.34).

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

7. Resistance to Water Contamination.

 Principally all friction materials to some extent
are affected by water contamination.
 Therefore, a safe margin of friction level
should be available for operation with wet
conditions.
 Good quality friction materials should
recover quickly and progressively to their
original friction level during the drying out Fig. 28.35. Effects of water
process. A poor quality material may either contamination on the materials
friction recovery over a period of
recover very slowly or may have over- vehicle stops.
recovery characteristic.
 Over-recovery tendency causes brake-grab and
even wheel-lock under certain driving
conditions (Fig. 28.35).

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

8. Resistance to Moisture Sensitivity.

 Atmospheric dampness, humidity or dew may increase
the friction level for the first few applications.
 They may develop the brakes noise and cause brake-
grab for a short time. Moisture-sensitive friction
materials should not be used with brakes having high
self-energizing characteristics.

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 Government College of Engineering and Research, Avsari (Kd)

Friction Materials
 These materials generally have merits as well as limitations.
Sintered metals have a long life but exhibit a relatively low
coefficient of friction.
 Ceramics mixed with metals are very rigid, but have much
higher coefficient of friction (due to which they are made in
sections).
 They are very harsh on the drums and discs, resulting in much
higher wear rates than asbestos-based materials.
 Friction materials have been produced containing much less
asbestos and much softer metal, such as brass and zinc inserts or
aluminium granules.
 Non-asbestos materials are now available containing DuPont’s
Kevlar, a high strength aramid fiber.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Some non-asbestos materials suffer from a drastic

reduction in the coefficient of friction during
operation in winter temperatures.
 Such materials may not have adequate coefficient of
friction for holding overnight parking brake.

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 Government College of Engineering and Research, Avsari (Kd)

Materials Used for Brake Friction Lining/Pads

 Asbestos
 Semi-Metallic
 Non-Asbestos Organics
 Low Steel
 Carbon
 Exact composition of each manufacturer’s pads is a
closely guarded secret

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

1. Asbestos organic type:

 Asbestos-based organic friction materials were widely used
prior to mid-1970 due to its high friction effectiveness,
thermal stability, and reinforcing capability.
 They normally contained 30–40 wt.% of organic ingredients,
several property modifiers, and asbestos. The friction
materials based on asbestos, however, were banned in 1989
after asbestos was declared a carcinogen (Nolan and Langer
1987).
 Currently, asbestos is not permitted to be used for automotive
components in the US, EU, and most of the developed
countries.

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 Government College of Engineering and Research, Avsari (Kd)

2. Semi-metallic type:
 This material was introduced in the 1960s
and eventually made up approximately 90%
of the passenger and light truck market in
the 1980s.
 It normally contains more than 50 wt.% of
iron powder and steel fibers bound by a
phenolic resin (Fig.).
 This type of friction material shows high
aggressiveness against gray iron discs while
it offers stable friction and improved fade
resistance. It has been used for heavy-duty
operations.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

3. Nonasbestos organic (NAO) type:

 NAO-type friction materials were developed to replace asbestos-based
friction materials by using nonasbestos fibers and other property
modifiers. The asbestos substitutes comprise various inorganic fibers
of glass, mineral, ceramic, steel, copper, brass, and organic
materials.
 Platy materials such as mica, vermiculate, and porous metals are also
used as an asbestos substitute. No single fiber can replace asbestos, and a
mix of several reinforcing fibers is used to meet various performance
and processing-related requirements.
 In general, commercial NAO friction materials are divided into two
different types: non-steel (Fig. 3) and low-steel type friction materials
(Fig. 4), depending on the existence of the steel fiber (low steel type
normally contains less than 10 wt.%) in the friction material, which
increases friction effectiveness but often aggravates disc (or drum) wear.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Fig. 3 Fig.4

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

4. Sintered metallic type:

 This material was developed for high-speed trains and aircraft
brakes, which require thermal stability at extreme braking
conditions.
 It normally contains ceramic materials in a metallic matrix
based on iron or copper.
5. Carbon composite type:
 This is a carbon fiber–reinforced carbon matrix composite and
developed mainly for aircraft and racecar brakes as a substitute
for heavy sintered metallic friction materials.
 Due to its excellent thermal stability and relatively high heat
capacity, its application has been expanded to high-end
passenger cars.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Brake Friction Materials Ingredients

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Hydraulic Brakes:
 The hydraulic brake is an arrangement
of braking mechanism which uses brake
fluid, to transfer pressure from the
controlling unit, which is usually near the
operator of the vehicle, to the actual brake
mechanism, which is usually at or near the
wheel of the vehicle.
 History:
 In 1918 Malcolm Lockheed developed a
hydraulic brake system.

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 Government College of Engineering and Research, Avsari (Kd)

 Working Principle
 Hydraulic brakes work on the
principle of Pascal’s law which
states that “pressure at a point in a
fluid is equal in all directions in
space”.
 According to this law when pressure
is applied on a fluid it travels
equally in all directions so that
uniform braking action is applied on
all four wheels.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Hydraulic Braking System

 A hydraulic braking system transmits brake-pedal force to the
wheel brakes through pressurized fluid, converting the fluid
pressure into useful work of braking at the wheels.
 A simple, single-line hydraulic layout used to operate a drum and
disc brake system is illustrated in Fig. 28.36. The brake pedal
relays the driver’s foot effort to the master-cylinder piston, which
compresses the brake fluid.
 This fluid pressure is equally transmitted throughout the fluid to
the front disc-caliper pistons and to the rear wheel-cylinder
pistons. As per the regulations a separate mechanical parking brake
must be incorporated with at least two wheels.
 This provision also allows the driver to stop the vehicle in the
event of failure of the hydraulic brake system.

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 Government College of Engineering and Research, Avsari (Kd)

 In a hydraulic braking system the braking force is directly proportional to

the ratio of the master-cylinder cross-sectional area to the disc or drum-
brake wheel-cylinder cross-sectional areas.
 Therefore these cylinder diameters are appropriately chosen to produce the
desired braking effect.
 The wheel-cylinder cross-sectional areas of the front and rear disc-and
drum-brakes respectively may be chosen to produce the best front-to-
rear braking ratio. Hydraulic fluid is incompressible provided there is no
trapped air in the system.
 If air is present in the braking circuit, the foot-brake movement becomes
spongy. In a hydraulic system the internal friction exists only between the
cylinder pistons and seals.
 The friction is caused by the fluid pressure squeezing the seal lips against
the cylinder walls as the piston moves along its stroke

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 Government College of Engineering and Research, Avsari (Kd)

 A hydraulic braking system is suitable only for intermittent braking

applications, and a separate mechanical linkage must be incorporated for
parking brakes.
 The hydraulic system offers the following advantages over the mechanical
layout,
i. This provides equal braking effort on all wheels.
ii. This requires relatively less braking effort to deliver the same output.
iii. This is a fully compensated system so that each brake receives its full
share of the pedal effort.
iv. The efficiency of the hydraulic system is greater than that of the
mechanical layout.
v. This system is suitable for vehicles having independent suspension.
vi. It is easy to alter thrust on shoe because the force exerted on a piston
depends on the piston area. The larger the area, the greater the thrust on the
trailing shoe, so a larger piston can be used.

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 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 HBS Components:
1. Master Cylinder

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 Government College of Engineering and Research, Avsari (Kd)

 The Master Cylinder is the heart of the hydraulic brake system.

 It consists of two main chambers.
 The fluid reservoir which contains the fluid to supply to the brake
system, and the compression chamber in which the piston
operates.
 The reservoir supplies fluid to the brake system through two ports.
 The larger port is called the filler or intake part and is connected to
the hollow portion of the piston between the primary and
secondary cups which act as piston seals.
 The smaller port is called the relief, bypass or compensating port
which connects the reservoir directly with the cylinder and lines
when the piston is in the released position.

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 Government College of Engineering and Research, Avsari (Kd)

 When the brake pedal is depressed, the master cylinder piston

moves forward to force the liquid under pressure into the system.
 The relief port is sealed out of the system.
 The liquid pressure is conducted to the wheel cylinders, where it
forces the wheel cylinder pistons out wards.
 These pistons force the brake shoes out against the brake drums.
 When brake pedal is released, the return spring quickly forces the
master cylinder piston back against the piston stop.
 Because the fluid in the lines returns rather slowly, a vacuum tends
to form in the cylinder in front of the piston.
 This causes the primary cup to collapse to allow the liquid to flow
from the reservoir through the filter port past the piston to fill the
vacuum.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Tandem Master Cylinder:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 A tandem master cylinder is characterized by two pistons

operating in series within a common bore, as shown in the two
illustrations below.
 In rear-wheel drive applications the piston that's located closer to
the pedal (labeled "Piston 1") applies the vehicle's front brakes.
 In normal operation, fluid displaced and pressurized by Piston 1
also causes movement of a second piston ("Piston 2"). Piston 2
applies the vehicle's rear brakes.
 The following two illustrations show how a tandem master
cylinder isolates leaks in the front and rear brake plumbing
respectively. (In both illustrations, the pedal has already been
depressed to the point of brake application.)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The following two illustrations show how a tandem master

cylinder isolates leaks in the front and rear brake plumbing
respectively. (In both illustrations, the pedal has already been
depressed to the point of brake application.)
 As shown in Illustration 1, if a leak develops in the front brake
system, Piston 1 will move forward until it contacts Piston 2.
 Force from the brake pedal will be transmitted mechanically
through Piston 1 to Piston 2.
 Although overall braking performance will be severely
compromised, the rear brakes will still be functional provided
sufficient pedal travel is available. The pedal will need to travel
further than normal to fully engage the rear brakes.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Also, it should be appreciated that trying to stop quickly with just

the rear brakes is very tricky because the rear tires will easily reach
the point of lock-up.
 As the car is slowing, weight transfers forward and the rear wheels
lose some of their much needed traction.
 If a leak develops in the rear brake system, Piston 2 will move
forward until it contacts the closed end of the master cylinder
housing.
 Once Piston 2 becomes stationary, pressurization of fluid between
the two pistons will apply the front brakes.
 Although overall braking performance will be significantly
compromised, the front brakes will still be functional provided
sufficient pedal travel is available.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The pedal will need to travel further than normal to fully engage the front
brakes. (Frankly, some inattentive or inexperienced drivers have been
known to continue driving with non-functional rear brakes, despite longer
pedal travel and longer stopping distances. For this reason, newer cars are
fitted with brake failure warning lights.)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Wheel Cylinder:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Wheel cylinder is the second important Part in the hydraulic brake

system.
 It consists of two pistons which can move in opposite directions by
the fluid pressure.
 It is rigidly mounted on the brake shield or backing plate.
 The boots protect the cylinders from foreign substances.
 Bleeder valves are provided in the cylinder to permit air and liquid
to be pumped out of the system during of the bleeding operation .
 Piston cup fits tightly in the cylinder against each piston and seal
the mechanism against leakage of the brake fluid.
 A Spring serves to hold the cups against the piston when the
pressure is decreased.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 When the brakes are applied the brake fluid enters the
cylinder from a brake line connection inlet between the
two pistons.
 It causes to force out the two pistons in opposite
directions.
 This motion is transmitted to the brake shoe.
 Directly or through links force them against the brake
drum, thus applying the brake.

316486 Automotive Chassis and Transmission A J Bhosale