AUTONOMOUS UNIVERSITY

U
CHAPINGO

Department of Mechanical Engineering

Agricultural

Subject:

Tractors and Cars.

Calculation of the braking system, of the Volkswagen Passat 1.9i TDI

5d–97 (87 kW)

Professor: M.C. José Ramón Soca Cabrera.

DIMA 6°1 Second semester.

Student:

Márquez Rodríguez Víctor.

Chapingo, Mexico. Delivery date: 04/17/2016

1
Brake calculation.

Index
INTRODUCTION.................................................................................................................................. 3
OBJECTIVES.......................................................................................................................................... 3
DEVELOPMENT....................................................................................................................................... 4
General structure and parameters of the real braking system........................................................ 4
DYNAMIC OF THE VEHICLES............................................................................................. 13
Weight of the vehicle, G............................................................................................................ 13
b) − Strengthtangentialtractionn 15
c) −Resistance strength of the road.16
d) −Rolling resistance force.16
e) −Force due to the slope.. . . . . . . . . . . . . . . . . . . . . . . . . . 17
f) −Air resistance force...................................................................................... 17
g) −Force on the vehicle's tow bar..................................................................... 17
h) −Inertia force.......................................................................................................... 18
2.- BRAKING DYNAMICS19
2.1.- ENGINE BRAKING WITH CLUTCH DISENGAGED.................................................................. 19
3. METHODOLOGY FOR CALCULATING THE BRAKING SYSTEM................................................ 24
3.1 Required braking force. ............................................................................................. 24
3.2 Weight transferred to the front axle....................................................................................... 25
3.3 Real dynamic load on each axle................................................................................... 25
3.4 Braking force on each axle........................................................................................... 25
3.5 Braking force on each front and rear wheel...................................................... 25
3.6. Braking efficiency......................................................................................................... 26
3.7. Braking Distance......................................................................................................... 26
3.8. Minimum braking timeo ............................................................................................... 27
3.9 Drum brake case...................................................................................................... 28
3.10. Disc brake case....................................................................................................... 30
4. CALCULATION OF THE BRAKE CONTROL SYSTEM OR MECHANISMS .................................... 39
a) the necessary forces to be applied to each rod of the wheel cylinders are determined
front and rear (from previous calculations) .......................................................................... 39

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 b) the relationship of forces is determined between the forces that must be applied to the cylinders
from the front and rear wheels (the greater one is selected) and the force that must be applied to
brake pedal by the driver.............................................................................................. 39
c) The lengths of the levers a and b of the brake pedal are selected, according to the prototype or
according to the characteristics, so that the transmission ratio is: ............. 40
d) the type of vacuum booster or hydro-vac from annex L is selected in such a way that the
the ratio of forces between the input and output is: ................................................................. 40
e) The hydraulic transmission ratio is calculated. ℎ between the master cylinder and the brake cylinder
necessary for the condition posed in equation (66) to be fulfilled.............................. 41
f) the dimensions of the master cylinder and the caliper or brake caliper diameters are chosen for
the front and rear wheels, as appropriate. ................................................................. 41
g) if necessary, clarifications are made in the calculation according to the dimensions
chosen.
h) the results of the calculation are presented in a diagram. ..................................................... 42
CONCLUSIONS................................................................................................................................. 44
RECOMMENDATIONS........................................................................................................................ 45
BIBLIOGRAPHY................................................................................................................................... 45

INTRODUCTION.
The purpose of this work is to perform the calculation of the system of
brakes of a prototype vehicle, which in this case is the 1997 Passat with the 1.9i TDI engine
For the calculation, certain parameters need to be known.
important such as weights and measures of different components of the vehicle, which in their
Most were obtained from the Volkswagen repair manual, assuming that they
we know the data will be carried out different calculations such as; the braking force
necessary, the weight transferred to the front axle during braking, the dynamic load on
the axes, force on each axis, system efficiencies, braking distance, times of
same, which in this case is for disc brakes since the prototype vehicle has
this system on the four wheels and finally the calculation of the control mechanism of the
brakes, obtaining the transmission relationships of the force to finally represent them
through a scheme.

OBJECTIVES.
Carry out the brake system calculation for the 1997 Passat vehicle with the engine
1.9i TDI by Volkswagen, based on the already known data as well as other
calculated during work.

3
 Obtain measurement and weight values of the prototype vehicle to compare them with
those found in catalogs and be able to discern the proximity of these
calculations.
Identify the main parameters that need to be calculated in a braking system.
to propose designs that enhance the functioning of the mechanisms and
components.

DEVELOPMENT.
For the completion of this work, the following input data must be available.
vehicle that was selected as a prototype or its equivalent.
Maximum torque moment at the engine's steering wheel. 235 N*m.
Nominal rotation frequency of the motor 1900 min-1
Maximum speed of the vehicle 208 km/h.
Outer diameter of the steering wheel 280 mm.
Acceleration/seconds (From 0 to 80/0 to 100 km/h), 6.9/9.9.
Fuel consumption 1/100km, Diesel 49C;
Manual change;
In the city, 7.7–7.8;
On road 4.5–4.7;
Total consumption 5.6–5.8;

Empty weight 1566 kg.

Total authorized weight 1980 kg.
Load 574 kg.
Maximum load on front/rear axles 1060/990.
Maximum authorized load with brakes 12% of 1400 kg.
pending
Maximum authorized load without brakes 650 kg.
Support load/Permissible roof load 75/100.

Source; (Volkswagen, 2003)

General structure and parameters of the actual braking system.
General characteristics, Vehicles with front clamp FN3 up to chassis number 3B
X 124 107.

Cubic capacity. 1.9i (TDI)

Power kW 87 (TDI)
ABS If
Master Cylinder ∅ . 23.81
Brake booster ∅ Pul. Steering wheel to the left 10''
Steering wheel to the right
7''/8'' tandem

4
 Brake Pad FN3
Thickness of the tablet of . 14
brake
Brake disc ∅ . 282.5
Thickness of the diameter of . 25
brake
Brake caliper, piston ∅ . 57

Source; (Volkswagen, 2003)

Vehicles with rear disc brakes, 15' chassis, all-wheel drive.

Cubic capacity 1.9i (TDI)

Power kW 87 (TDI)
ABS Yes
Master cylinder ∅ . 25.4
Brake booster ∅ Pul. Steering to the left and
right 7'' tandem and
8’’.
Brake disc ∅ . 255
Thickness of Brake Disc . 10
Thickness of brake pads . 12
Piston brake caliper ∅ . 38

Source; (Volkswagen, 2003)

Anti-lock System.
With the ABS, the following variants are possible;
ABS
ABS/EDS.
ABS/EDS with ASR.
ABS/EDS/ASR with electronic stability program (ABS/EDS/ASR/ESP).
The ABS brake system is divided diagonally. The vacuum brake booster increases
pneumatically the braking force.

ABS failures affect the brake system and the brake booster. It is necessary to consider
that the behavior of the brakes may be different; once it has been turned on
witness of the ABS, there is a possibility that, when braking, the rear wheels may reach
block before time. (Volkswagen, 2003)

5
 Source; (Volkswagen, 2003)
The hydraulic unit (a) and the control unit (b) form a single unit, so they always
they change together in the event of a breakdown.
ELECTRICAL/ELECTRONIC COMPONENTS OF BRAKE SYSTEMS.

Source; (Volkswagen, 2003)

Hydraulic unit for ABS.
2. Brake pressure transmitter.
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3. ABS control unit.
4. Pressure sensor for brake booster.
5. Brake vacuum pump.
6. ASR/ESR control witness.
7. ABS control indicator.
8. Control indicator for brake system.
9. Control witness of the ASE/ESP.
10. Transversal acceleration transmitter.
11. Steering angle transmitter.
12. Connection for diagnosis.
13. Brake light switch and brake pedal switch.
14. Rotor for the front right and left wheel revolution sensors.
left
15. Wheel revolution sensors for the right/left front wheels.
16. Rotor for the rear right/left wheel revolution sensors.
17. Rear right/left wheel revolution sensors.
GENERAL MOUNTING FRAME

Source; (Volkswagen, 2003)

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Tandem type brake booster.
2. Tubería de freno.
Brake pipe.
4. Brake pipe.
5. Brake pipe.
Brake pipe.
7. Brake line.
8. Brake pressure transmitter.
9. Hydraulic unit of the ABS.
10. Control unit.
11. Lock clip.
12. Puffer.
13. Support.
14. Hexagonal screw.
15. Retain.
16. Tandem master cylinder.
17. Locknut.
18. Internal Torx screw.
19. Brake fluid reservoir.
20. Closure lid.
Joint plugs.

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ANTIBLOCKING SYSTEM COMPONENTS ABS ON THE FRONT AXLE.

Revolution sensor
from ABS.
2. Articulated semi-axis with
rotor.
3. Hexagonal screw.
4. Retention sleeve.

ANTIBLOCKING SYSTEM ABS COMPONENTS ON THE REAR AXLE.

Clip.
2. Sensor of
revolutions of the ABS.
3. Body of the axis.
4. Sheet metal cover.
5. Rotor for sensor of
ABS revolutions.
6. Bearing set and
wheel cube.
7. Allen screw.
8. Brake disc.

Source; (Volkswagen,
2003)

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REVOLUTION SENSOR FOR THE FRONT AXLE.

Source; (Volkswagen, 2003)

Rubber fender elbow.

2. Connector of the revolution sensor cable.

REAR AXLE REVOLUTION SENSOR.

Source; (Volkswagen, 2003)

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ABS SYSTEM COMPONENTS OF THE REAR AXLE, ALL-WHEEL DRIVE VEHICLE.

Articulated semi-axis with rotor.

2. Revolution sensor of
ABS.
3. Sleeve joint.
4. Retaining sleeve
5. Bearing and hub set
of wheel.
6. Hexagonal screw.

Source; (Volkswagen, 2003)

11
ANGLE OF STEERING DIRECTION TRANSMITTER.

Source; (Volkswagen, 2003)

FRONT WHEEL BRAKE.

12
 Flexible tube.
2. Elastic band
3. Brake pipe.
4. Self-locking hexagon screw.
5. Threaded screw.
6. Pocket with guide pins and protective cover.
Brake disc.
8. Brake pads.
9. Thermal insulating sheet.
10. Brake caliper.
11. Support.
12. Hexagonal screw.
Brake pads.
14. Connector.
15. Support.
REAR WHEEL BRAKE.
Self-locking hexagonal screw.
Brake pads.
Brake caliper.
4. Brake disc.
Brake disc.
6. Allen screw.
7. Guide pin holder with guide pins and
protective cover.
8. Flexible tube and brake pipe

Source; (Volkswagen, 2003)

VEHICLE DYNAMICS.
Vehicle weight, G
− . . . ℎí .
This coefficient takes into account the masses of all the pieces that rotate in the

13
vehicle, including wheels, steering wheel, transmission gears, among others. It can be
calculate by the following equation:

=1+ (2 ∗ 2 ∗ +∑ ∗ 2∗ + + )( 2)
∗

Where:

− Dynamic radio of the motor organs (wheels),[ ]

This dynamic radius can be calculated using the following equation:
( * D+) ∗
= 0.0254 * 0.5
Where:
− Inner diameter of the tire or rim,[ ]
− Tire profile height,[ ]
− Coefficient of deformation of the tire profile height. This deformation
it depends on the structure, inflation pressure, and load of the tire. Its value ranges between
= 0.90 ... [Link] tire sizes are found in Annex A.
− Moment of inertia of the motor,[ ∗ 2]

− Total transmission ratio of the tractor (calculated as the multiplication of the

gearbox transmission ratios, the main transmission
("differential" and the final).
− Mechanical efficiency of the transmission. This efficiency takes into account the
vehicle performance when empty , such as performance under load , that is to say:

= ∗
The mechanical performance can be selected from the values: 0.88 … 0.93
− Moment of inertia of all the moving parts of the transmission
rotating,[ ∗ 2]

− Transmission relationship of the torque of the corresponding transmission,

(gear, axles, etc.)
− Mechanical performance of the corresponding torque of the transmission
− Moment of inertia of the rear wheels,[ ∗ 2]

− Moment of inertia of the front wheels,[ ∗ 2]

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In practice to determine it is recommended to use the expression:

For passenger cars.

= 1.04 + 0.05 * i2 (3)

Where:
− Transmission ratio in the gearbox.

b) − Tangential traction force

This force is applied to the vehicle's driving organs and comes from the
motor through the transmission.

The tangential pulling force is determined:

∗ ∗
= = =− (6)

Where:
− Impulse moment applied to the driving wheels (organs) of the vehicle,
[ ∗ ].
− Effective moment that the engine delivers at the operating rotational speed,
[ ∗ ].
− Total transmission ratio of the engine to the wheels (driving components).

This transmission ratio is calculated by the equation:

= ∗ ∗ (7)

Where:
− Transmission ratio in the gearbox,
− Transmission ratio in the main transmission (differential),
−Transmission ratio in the final transmission (if the vehicle has it).
The adhesion condition of the drive organs (tires, chains) with the road.
It is expressed by the equation:

15
 á = = ∗ (8)

Where:
−Adhesion force of the motor organs with the path,
− Relationship of the path over the motor organs (the driving wheels can be
the front, rear, or all, depending on the traction formula: 4x2, 6x4, 8x4,
4x4, 6x6, 8x8, among others,
−Coefficient of adherence of the motor organs with the path.

This coefficient can take different values depending on the type of driving organ.
(tires, chains), dimensions, structure, profiles, inflation pressure; type and
road conditions, among other factors. Some values of the adhesion coefficient
appear in annex B. (Cabrera, 2014)

c) −Resistance strength of the road.

This road resistance force is composed of two forces: the force of resistance
to the rolling and the resistance force to the slope In such a way that:

= ± = ∗ ∗ ± ∗ ( = ∗ ) ± =(9) ∗

d) −Rolling resistance force.

Rolling resistance depends on the total weight of the vehicle and the inflation pressure.
of the tires, as well as their rolling resistance coefficient which is a value that
It depends on the material and environmental factors.

Its value is calculated by the expression:

= ∗ ∗ (10)

−Coefficient of rolling resistance.

This coefficient is taken from appendix C, and its value depends on the type of road.
transit the vehicle, its weight, the geometry of the steering, type, measures, profile and pressure

16
inflation of the tires, speed of travel and the condition and type of surface of
way, among other factors. (Cabrera, 2014)

e) −Force due to the slope.

It is determined by the following expression:

= ∗ (11)

−Angle of slope inclination,[ ]

−Total road resistance coefficient.

The total resistance coefficient of the path is calculated:

= ∗ ± (12)
For small angles of slope inclination, it can be considered that:
= ±
Where:
−Pending on the road, = ≈

f) −Air resistance force.

It is calculated using the equation:
= Table. 5 * C ∗ ∗ ∗ 2 (13)
Where:
−Coefficient of aerodynamic resistance that depends on shape and finish of the
surface. Some experimental values of this coefficient can be found in:
[Link]
−Density of air,[ / 3] (See annex D)
−Front area of the vehicle,[ 2]

−Vehicle speed,[ / ]

g) −Force on the vehicle's tow bar.

The magnitude of this force depends on the type of machine coupled to the vehicle.

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 If it is a wheeled trailer, its value will be calculated taking into account the weight.
total of the trailer, the rolling resistance coefficient and the slope,
according to equation (9).

If the vehicle is an agricultural or industrial tractor, special equations apply.

depending on the type of work they do.(Cabrera, 2014)

ℎí , á á.
h) −Inertia force.

The inertia force can be calculated using the equation:

= ∗ = ∗ (14)

This equation only takes into account the inertia of the car, as it does not consider
the inertia of the rotating parts in the vehicle (equation 2) that has a significant influence
in car braking. Therefore, it must be considered that the total inertia force
it will be

= ∗ ∗ = ∗ ∗ =∗ ∗ (15)

In this way, the definitive equation of traction balance can be posed for a
vehicle

= ± ± ± + (16)

When the differential equation of motion is posed, it starts from the acceleration.
linear = / where three cases can occur:

Case 1: when = 0 minusThere is an accelerated movement, that is, it increases the

vehicle speed.

Case 2: when = = 0 −There is no movement of the vehicle.

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Case 3: when = < 0 −There is a slowdown, that is, it is decreasing the

vehicle speed.(Cabrera, 2014)

This third case is the one used to analyze the braking of vehicles.

2.- BRAKING DYNAMICS

2.1.- ENGINE BRAKING WITH THE CLUTCH DISENGAGED.
a) Braking force and deceleration

∑
= (18)

Where:
∑ −Sum of friction moments in all wheel brakes.

This total braking force it is considered to apply at the center of gravity of

vehicle, in the opposite direction to its movement.

When the braking force is applied to a wheel, one of the following may occur
situations:
< −The resultant is positive so the vehicle continues to move.
but at a lower speed.
> −The resultant is negative, which causes the wheel to lock up and
it produces the drag of the same, requiring a greater stopping distance.
Weight transferred.
The value of the weight transferred to the front axle is usually approximately between 20 and 25%
of the total weight of the vehicle, calculated in most cases using the equation:

( 0.25 * )
= 0.2- (19)

The differential equation of motion of the vehicle during braking with the engine
disengaged is expressed by the equation:

∑
( +∑ )
=− = ( ) (20)
∗

19
Where:
−Deceleration (negative acceleration) of the vehicle.

The coefficient of the rotating masses can take the value of: = 1, for the case of
light automobiles without falling into serious calculation errors.

Deceleration is maximum and the braking distance and space are minimum when braking.
it has a maximum value. When the braking system is in good condition, the value of
is limited by the adherence of the wheels that are braked with the road and has a value:

á = ∗ (21)

Where:
−Total normal reaction of the path on the wheels that are braking.
−Maximum value of the coefficient of adherence of the wheels with the road, possible in
the given conditions.

During braking with the engine disengaged, the forces of the air can be disregarded.
∑ the resistance
and the rolling resistance force that enter in , leaving only
to the slope between its components. Equation for maximum deceleration:

∗
á = ( ± ) (22)

The plus sign before the Indicates that the vehicle is going uphill and this is advantageous. The

downward movement hinders braking.

If all the wheels are equipped with brakes, which cars generally have.
modern, the reaction = ∗ and the maximum deceleration will be:

á = ( ∗ ± ) (23)

When the vehicle travels on a horizontal road, then:

20
 ∗
á = (24)

For automobiles, it is considered = 1, therefore the deceleration depends on the

coefficient of adhesion.

The values of maximum deceleration can be á = 7 … 8 m/s2 A normal braking

it must have an intensity of = 1.5 …2.0 m/s2what guarantees comfort and safety
during the trip.

b) Stopping distance

∗1 2
í = 0.004 *

Where:

1 −Vehicle speed at the moment of braking inertia,[ ]

ℎ

It is important to highlight that during the braking process there are three stages:

First stage 1 driver's reaction time. It elapses from the moment

in which the driver perceives the need (signal) to brake until the moment when
press the brake pedal. The duration of this stage depends on the skills.
individuals of the driver, their experience, skills, and condition. Statistically
this period lasts 0.4…1.0 s.
Second stage 2 brake system actuation time. It elapses from
the moment the driver presses the brake pedal until reaching half of
the braking force (approximately) with which one feels that the vehicle
begins to decrease the speed of movement. The duration of this second
The stage depends on the type and structure of the braking system and its technical condition.

The average time is 0.4...0.6 s for hydraulic actuation, 0.6...1.0 s for

21
 pneumatic actuation, depending on the length of the air pipe. In
autotrains can reach up to 2.0 s.
Third stage 3 Main braking time. It is the time when the
braking distance previously exposed í This time is determined
Due to many factors, such as the distribution of loads over the vehicle's axles, the
distribution of braking force to each wheel and axle; the state of wear, pressure
of inflation, the type of brakes (drum, disc), the material of the linings, their level of
wear, among others. (Cabrera, 2014)

Due to such circumstances, the actual braking distance is greater than that proposed in the equation

í This actual route can be determined by the expression:

( ∗1 2
1+ 2)∗ 1
= + 0.004 * k ∗ (29)
3.6
Where:
1− Driver's reaction time,[ ]

2− Brake system activation time,[ ]

− Brake effectiveness reduction coefficient,

This coefficient indicates the percentage by which the actual maximum deceleration of the vehicle decreases.

in comparison with the theoretically possible on a certain path and as a result

a greater braking space is obtained. The coefficient is found: = 1.2for
automobiles; = 1.4for trucks. (Cabrera, 2014)

The stopping distances to a halt for different vehicles are provided in the
next table.

22
c) Braking time

0.5( +1 )2

The minimum time í (not considering stages 1 and 2) is calculated by the expression:
í
í = (30)
0.5 ( V1 + 2)

To reduce braking time and distance, devices and systems are used.
additional ones such as:

Use of engine brake

Use of retarders
Anti-lock Braking System (ABS)
Brake force regulating valves based on the load on the axles of the
vehicle
Ventilated disc brake mechanism and special polymer pads
ceramics with glass fibers that increase the coefficient of friction up to
0.45...0.5
Tires with better grip coefficients with the road.

23
 (Cabrera, 2014)

d) Braking efficiency

The performance of the brakes depends on the applied force and the weight of the vehicle.
with the coefficient of adherence being what determines that performance.

Efficiency is calculated by the equation:

( %) = * 100 (31)

3. METHODOLOGY FOR THE CALCULATION OF THE BRAKE SYSTEM.

Initial data for the braking calculations of the prototype vehicle.
Table 3. Data for the calculation of the braking system.

No. Parameters Símbolo Unidad Valor

1 Make, sub-brand, and model of the vehicle. Volkswagen Passat 1.9
TDI 5d– 97 (87 kW).

1 Vehicle mass without load (net mass) 1566

2 Gross exploitative mass (with load) 1980
3 Maximum speed of the vehicle 1 /h 208
4 Adherence coefficient --- 0.8
5 Coefficient of friction --- 0.04
6 Distribution of mass (weight) between axes / % 60/40
7 Distance between axes 2.710
8 Tire measurements 215 / 55 R15
9 Coordinates of the center of gravity = 1060 =990
10 Type of front/rear brake Disco/ Disco
11 Engine position in the vehicle Forward - horizontal
12 Maximum vehicle height A 1.472

3.1 Necessary braking force.

The braking force is calculated using equation (20):
á = ∙
The total (gross) weight of the vehicle is: = ∙ = 1980 ∙ 9.81 = 19,423.8

á = ∙ = ∙ = ∙ ∙ 0.8 * 19,423.8N = 15,539.04

á =15,539.04

24
3.2 Weight transferred to the front axle.
This weight is determined by equation (19):
(0.2 - 0.25) ∙ G

= 0.2 ∙19,423.8 3,884.76

3,884.76
3.3 Real dynamic load on each axis.
The dynamic loads considering the transfer load will be:

= +

= + =15,539.04 N* (0.6 ) +3,884.76 = 13208.184 N

= .
Y

= − =15,539.04 N* (0.4 ) 3- ,884.76 = 2330.856 N

= .

3.4 Braking force on each axle.

The braking force on each axle will be:

Forward:

= ∗

= 13208.184 N * 0.8 = 10566.54 N

= .

Back:

= ∗

= 2330.856 ∗ 0.8 = 1864.684

= .

3.5 Braking force on each front and rear wheel.

Each wheel bears half of the braking forces from each axle.

25
Front wheels:

( ) =
2
10566.54 N
( ) = = 5283.27 N
2

( ) = .

Rear wheels:

( ) =
2

1864.684 N
( ) = It's 93.2.342
2

( ) = .

3.6. Braking efficiency

The braking efficiency is calculated by equation (31):

Front axle:

( %) = * 100

10566.54 N
( %) = ∗ 100 = 67.99 ≈ 68%
15,539.04 N

( %) = %

Rear axle:

( %) = * 100

1864.684 N
( %) = ∗ 100 = 11.99 ≈ 12%
15,539.04 N

( %) = %

3.7. Braking distance

The minimum braking distance is calculated using equation (29):

26
 ( ∗1 2
1+ 2)∗ 1
= + 0.004 * k ∗
3.6

( 0.5 + 0.7 ∗) 208 1.0 *2082

= + 0.004 * 1.2∗ = 69.34 +259.58 = 328.92
3.6 0.8

= .

To verify according to international standards, a speed of 30 m/s is taken.

( 0.5 + 0.7∗) 30 1.0 ∗ 302

= + 0.004 * 1.2∗ = 10 + 5.4 = 15.4 m
3.6 0.8

= .

This result demonstrates that the braking system meets the requirements.5.4 m <
7.2 The10 madditional meters of braking respond to the driver's response
and the system.

3.8. Minimum braking time

The minimum braking time is calculated using equation (30):

í
í =
0.5 (V1 + 2)

259.58
= = 9.016 s
0.5 *(57.78 + 0)

= .

If the data from table 2 is taken, without considering the driver's reaction times.
and the system:

1.0 * 302
í = 0.004 * 4.5 m
0.8

4.5
= = 1.1 s
0.5 ∗ 8.33

From now on, the brake mechanism of two types will be calculated:

27
 Type 1: Drum brakes,
Type 2: Disc brake
3.9 Drum brake case.
Braking moment on the wheel
= ∗

= (33)

Where:
− Brake drum radio,[ ]
( * D+) ∗
= 0.0254 * 0.5
= .
= ∗
= 932.342N * 0.3m = 279.70 N ∗ m
= . ∗

279.70 N * m
= = 2735.477 N
0.10225
= .

b) Normal force of the footing on the drum .

= 1 ∗ ∗ =1 ∗ ∗ ∗ ∗ (34)
:

1 − ó .
− ó .
− .
− á .
− ℎ .
ℎ ;

= (35)
1 ∗ ∗ ∗

28
 2735.477 N
= = 0.021375 m = 21.375 mm
0.45 ∗ 442654 * π * 0.2045

= .
é á ;

= (36)
1 ∗ ∗ ∗
ó á í ;

1.7 …2.1 (37)

ó .

= ∗ = ∗= ∗∗1 ∗ (38)
2 2

∗ 2−Resulting moment of pressure from the shoe on the drum with respect to the
pivot point of the shoe.

The value of T is deduced from the previous equation;

= (39)
∗1

c) Specific pressure of the shoe liner on the drum,

From equation (34) it is deduced that:

1
= = = (40)
1 ∗ ∗ ∗

Clearing :

= ∗ ∗ (41)

= 442654 * 0.2045 * 0.021375 = 1934.92 ∗

29
 = . ∗
The useful friction surface of the shoe is calculated as;

= d * l * (cos 90° - ) (42)

2

Then the normal force from the heel, located in the center of it and which acts
about the drum remains:

T = p * d * l * (cos90° -) = 2 (43)
2

Donde;
− .
The force that the clamp must exert on the shoe to press the lining against
the drum of determination:
p * d * l * (cos90° - ) 2
== (44)
2 2

0.8
(442654 * 0.2045 * 0.021375 m * (cos 90°( - ) 2 ))
= = 967.46 N
2
= .

3.10. Disc brake case

Braking moment on the wheel

The moment of braking and the tangential force it is calculated in the wheels by the same
equations (32) and (33)

= ( ∗
)

= 5283.27 N * 0.3 m = 1584.98 N

= .

30
The braking moment must act on the brake drum with a force what
multiplied by the radius of the drum the same braking moment occurs. In such a way
what:

Where:

− Brake drum radio,[ ]

b) Surface of friction or total friction of the pad

The total friction surface necessary to ensure the braking of the wheel is calculated:

= (45)
1 ∗ ∗
Where:

1 − Friction coefficient of the pad lining with the brake disc (see appendix F),
− Allowable specific pressure of the lining of the pad on the brake disc,[ ]. (See
annex F).
− Effective disc brake radius,[ ].

The area or surface on each face of the disk 1it is calculated with half of the value , that is:

1= 0.5 * A

This required surface is calculated using equation (45) or selected from the table in Annex G.
In this case for this caliper the surface of a lining is32 2.

1= 0.5 * A

64 2
10.5 * = 0.0032
10000

= .

31
In the case that the pills have the shape shown in the figure, the area of their surface
it is calculated by the expression:

2 2)
∗( −
= (46)
2
Where:
− Coverage angle (arc) of the pad on the disc. This angle is located between
100 and 120°.

− External radio of the brake pad,[ ]

− Internal radio of the brake pad,[ ]

External radio the interior from the brake pad cover.

= − 2* S - 0.004

= .

0.14125 -2∗ 0.0329 = 0.07545 m

= 0.07545 m = 75.45 mm
= .

This angle is calculated using equation (46)

2 2)
∗( −
=
2

Clearing gives:

2∗ 1
= 2− 2

2 ∗ 0.0032
= = 0.4488 approximately26.63°
0.141252-0.075452
= . °

32
c) Effective radius or equivalent of the disk

The effective radius is calculated by the following equation:

= − (47)
2

Where:

− Outer diameter of the clutch disc,

− Distance from the outer diameter of the brake disc to the center of
cylinder/piston of the caliper (for two-cylinder caliper).

Effective radio or equivalent of the disk

The diameter of the outer disk is2820.5 mm, with a thickness of 25 mmIt is observed that this
The brake disc has a caliper with a cylinder (piston) on each side of it.57 mmin diameter and
an area of25.52 2 It also has two pickups mounted with a surface of32 2 each

one.

In Annex I, it is observed that the tablet has the cover attached with an outer radius of142
and a distance S from the outer radius to the axis through which the effective radius passes
equivalent equal to320.9 mm(Cabrera, 2014)

So the distance from the edge of the disk to the outer radius of the pad lining
es: 145 minus 141.25 = 3.75 the width of the ear pad is:14 *2= 28 mm.

290
= - (145- 141.25 − ) = -3.75- 32.9 = 108.35 = 0.10835
2 2

= .

d) Exterior radios the interior from the brake pad lining

33
Knowing the outer diameter and the distance by catalogs it is possible to calculate the

external and internal radios. From the previous figure, it is given:

The outer radius:

= 0.5 * D (48)

The inner radius:

= − (49)

= 0.5 *290 = 145mm

= 145mm - 32.9

= .

e) Pressure on the brake pad

The pressure that the brake pad withstands is calculated taking into account the force that
exert the caliper piston on the base of the pad or brake material and its area, that is:

= (50)

Where:
− Driving force of the piston of the cylinder on each pad,[ ]

f) Driving force from the piston of the cylinder over the pad.

This force compresses the brake pad against the brake disc and is calculated:

2
ℎ∗ ∗
= (51)
4
Where:
ℎ− Hydraulic pressure in the braking system,[ ],

34
 − Diameter of the cylinder-piston of the caliper pump.

Then equation (50) takes the following form:

2
ℎ∗ ∗ 2
4 ℎ∗ ∗
= = 2) = 2) (52)
∗( 2 − 2∗ ∗( 2 −
2

Knowing the driving force that comes from the hydraulic circuit of the system
From the brake through the caliper piston, the normal force can be determined that
compress the pill's foil, with the expression:

1 2 2)
= = ∗ ∗( − (53)
2

1 6 2
= * 1 * 10 0.446880.14125 ( − 0.07545 =3186 N2 )
2

g) Total frictional force,

This force is tangential to the pad, attempts to shear it against the brake disc and is calculated:

2 2)
=∗ 1∗ ∗( − (54)
2
Where:

1 − Coefficient of friction between the pad lining and the disc (see annex F)

0.44688
= 0.40 × 1 × 10∗6 0.14125
( − 20.07545 = 21274.4
) N
2
= .

h) Wheel braking moment,

The braking moment of the wheel with a disc brake is calculated:

35
 For a friction surface:

( ∗ 1 ∗) 3 3
= ∗( − ) (55)
3

For two rubbing surfaces:

2∗ ( ∗1 ∗) 3 3
= ∗( − ) (56)
3

2 6 (
= ∗ 0.44688 ∗ 0.40 ∗ 1 ∗ 10 -2
0.14125 0.07545 2)
= 1695.85 N*m
3

= . ∗

Effective radio or equivalent from the brake disc

This radius is equal to the one calculated by equation (47) but with the parameters of the
previous equations. The radius is determined:

( ∗ 1 ∗) 3 3
3 ∗( − ) 2∗ ( 3 − 3
)
= = = (57)
∗1 1 3 * ( 2− 2)
2 ∗ (∗ 2 − 2)

Center of gravity of the brake pad( )

The coordinates of the center of gravity , located on the x-axis shown in the figure
It is calculated according to Gulding's theorem:

2
( 3 ( −3 *3(sin
) ()))
2
á
= =
Á 1
2∗
(
∗ 2 − 2)

4 (R 3 − 3
) sin ()2
=∗ 2) ∗ (58)
3( 2 −

: = 0.109 m; = 0.445 = 25.53°

36
 26.6
without
= 20.10835 2 0.11157 m
0.4468

= .

By rearranging equation (57), we have that:

3 3
( − ) 3*
( 2 2) = 2
−

Sustituyendo en la ecuación (58) la relación anterior y considerando la ubicación del centro

gravity as a function of the equivalent effective radius is given by:

sine ()
= 2∗ ∗ 2 (59)

It is observed that the center of gravity does not coincide with the theoretical application point of the

frictional forces.

k) drag center of the tablet,

It is the theoretical point of application of the frictional forces that the pad exerts on the
disk so that it does not move in the direction of rotation of the disk, dragging it.

For the pill to be in balance, the following must be fulfilled

condition:

Braking moment = Drag forces moment: =

The moment of the drag forces is calculated:

= ∗ (60)

The force it is calculated:

37
 = 1 ∗ (∗ 2 − 2 ) * sin ( ) (61)
2

And the braking moment is (equation 55):

( ∗ 1 ∗) 3 3
= ∗( − )
3

Then substituting equations (55) and (61) into (60) gives the drag center
of the pill is found:

3 3
1 ( − )
=∗ ∗ 2) (62)
3 sin () ( 2 −
2

If the drag center is defined based on the effective radius, it must be:

= ∗ (63)
2* sin ( )2

0.44688
OQ = 0.10835 * = 0.10512
26.63
2* sin ( 2 )

= .

When dividing there is the relationship:

2
OQ 1
= ∗( ) (64)
OG 4 sin ()
2

2
OQ 1 0.44688
= ∗( ) = 0.9413m
OG 4 26.63
sin ( 2 )

= .

38
 The above indicates that a pair or dragging moment tends to always appear.
move the brake pad next to the disc. To reduce this effect, cylinders are installed on the
caliper or clamps with the largest possible diameter. The greater the difference
between The pill has a significant imbalance. (Cabrera, 2014)
4. CALCULATION OF THE BRAKE CONTROL SYSTEM OR MECHANISM

The brake system control can be mechanical, hydraulic, electromechanical and

tire.

2300 kg
= = = 30 = 3.0 MPa = 3000 kPa; (65)
10 cm2 2

Due to its importance and wide application, only hydraulic control will be studied.

To set the hydraulic control configuration of the braking system, the procedure is carried out as follows

the following way:

a) the necessary forces to be applied to each rod of the wheel cylinders are taken
front and rear (from previous calculations)
b) the relationship of forces between the forces that must be applied to the cylinders is determined
from the front and rear wheels (the greater one is selected) and the force that should be applied
to the brake pedal by the driver.

= = = ∗ ∗ ℎ (66)

= .

It is known that the maximum permissible force on the brake pedal for cars it is 500
N, therefore the relationship between forces (equation 66) is:

967.46N
= = 1.94
500N

= .

39
Thus, the drive force was also determined. of the piston of the cylinder on the
pill from the front wheels of the car:

= =

Applying equation (66) to find the relationship between forces, we have:

3186
= = 6.372
500

= .

This relationship of forces can be achieved without the need for a booster, but for convenience and

operational safety is considered that a maximum force of 50 can be exerted on the pedal
N.

2500
The maximum necessary ratio will be: = = 25With this relationship, the selection of the
100

diameters of the master cylinder and wheel cylinders, as well as for the booster and the
brake pedal levers:
c) The measurements of the levers a and b of the brake pedal are selected according to the prototype or
according to the characteristics, in such a way that the transmission ratio is:

= = 5.5 - 6.2hashta 8 (67)

180
Pedal = 180 ; = 35 ; = = 5.14
35

= .

d) the type of booster or vacuum hydrovac from annex L is selected so that the
the relationship of forces between the input and the output is:

=5-7

Booster: taken from Annex L: =

40
e) The hydraulic transmission ratio is calculated ℎ between the master cylinder and the brake cylinder
necessary for the condition stated in equation (66) to be fulfilled

ℎ= (68)
∗

25
ℎ= = 0.9727
5.14 ∗ 5

= .
f) the dimensions of the diameters of the master cylinder and the brake caliper are chosen
for the front and rear wheels, as appropriate.
Remember that the hydraulic pressure in the system is considered constant and that the relationships

The strength depends on the relationships between the diameters of the cylinder. and from the cylinder ,
that is to say:

ℎ= (69)

23.81
ℎ= 0.9374
25.4

= .

According to this relationship, the diameters of the caliper pistons (wheels) are chosen.
front) and the slave or working cylinder (rear wheels) and the part codes.

41
g) if necessary, adjustments are made in the calculation according to the dimensions
chosen.
h) The results of the calculation are presented in a diagram.

Support block for the pedalboard.

2. Clip.
3. Brake light switch.
4. Switch from the pedal of

clutch.

42
Torx screw.
Self-locking Hexagonal Nut.
3. Master brake cylinder 23.81 mm.
Brake pipe.
5. Brake pipe.
6. Retain.
7. Power brake.
8. Board.
9. Flexible vacuum tube.
10. Brake fluid reservoir.
Cork.
Joint plugs.
13. Flexible reflux tube.

43
 14. Dashboard.

Annexes.

Master cylinder: Cartek auto parts source, Part No. MC390433

CONCLUSIONS.

The correct calculation of the braking system in a motor vehicle is very necessary and
important since this depends on its security and with it the security of its
passengers, as the braking system is one of the most necessary that must always
function under any circumstances, and perform calculations under working conditions
maxima gives us a wide safety factor that makes the system reliable and a
safe vehicle in this part.

44
RECOMMENDATIONS.

Several important calculations were made involving the main forces and
dimensions of the essential components in the braking system, but in these
calculations do not always have the idea of what is being calculated beforehand, which is
It would be good to dedicate a class to give a general explanation before the calculation.
of the parameters required, those that are being calculated, to which components
they correspond to and how the value of these influences them within the system, in order to have a

better understanding and thus knowing which values can or cannot be modified to obtain

better results in efficiencies and force transmission relationships among others.

BIBLIOGRAPHY
Cabrera, J. R. (2014). Brake System Calculation Guide. Tractors and Automobiles., 59.

Cartek. (2015). CARTEK autoparts. Obtained from CARTEK autoparts:

[Link]

Volkswagen. (2003). Brake System. In Volkswagen, Passat 1997 Repair Manual (p.
684). Barcelona Spain: Appraisal Guide.

45