Brake

System
 Introduction
 Brakes are the most important
component of an Automobile.
 The vehicle is started,
accelerated and it runs on the
road. But stopping of the vehicle
is as essential as its staring
 Brakes are provided to stop the
vehicle with in the shortest
possible distance
 Braking achieved by converting
K.E in to heat energy
Introduction
 History of Brake

Locked Wheel Brake chariot brake.

Introduction
 History of Brake

Wooden Brake Shoe (wagon) Metal Brake Drum

 Disc Brakes

Introduction
 History of Brake

Band brake Internal expanding shoe brake.

Introduction
 Anti-Lock Brake system
(ABS)
Introduction
 The purpose of braking system is
 To reduce the speed of the vehicle or
 to keep the speed constant on the downhill gradient
 to bring it to a halt or to keep it stationary.
 Basic components of a brake system are
 Energy supply,
 Actuating (control)
 Transmission device
 The wheel brakes
Basic Components of Brake System
 Energy Supply
 The source of energy supplies (the energy required for
braking)
 The most important types of braking energy are
 Pneumatic
 Hydraulic
 Mechanical
 Muscles power of the driver
 Devices for regulating, conditioning and where necessary
storing the energy are also counted as a part of the energy
supply
 Basic Components of Brake System
 Control (Actuators)
 Those parts of the brake system which initiate the action of the
brake system and control the braking action
 The control action can be triggered by the diver through
 Brake pedal
 Hand lever
 Transmission
 Includes all those parts of a brake system though which the
energy is transmitted to the brakes.
 It began at the brake pedal or bake lever and ends at the wheel
brake.
Basic Components of Brake System
 Brake
 Is the part of the brake system which produces the
forces which oppose the motion of the vehicle or its
tendency to move
 This braking force convert the K.E of the vehicle in to
heat
 It can be
 Friction brakes
 Retarders
Classification of Brakes
 Brake systems can be classified according to four
features
 Purpose
 Type of energy used
 Type of transmission
 Number of connecting lines in vehicle combinations
 According to their purpose
 Service Brake system (Foot-Brake)
 Secondary-Brake System
 Parking-Brake system (Hand-Brake)
 Classification of Brakes
 According to type of energy used
 Depending on whether a brake system is operated totally,
partially or not at all by muscle power a distinction is made
between
 Muscles-power brake system
 Power-assisted brake system power generated by
Compressed air
 Power-brake system
Vacuum
Hydraulic fluid
Classification of Brakes
 According to type of Transmission
 Single-circuit brake system
 Dual-circuit brake system
Classification of Brakes
 According to the No. of connecting lines in vehicle
combinations
 In vehicle combinations (tractor vehicle with trailer or semi-
trailer)
 The tractor vehicles has an additional device for the energy
supply and control of the trailer braking equipment
 Transmission take place between tractor and trailer by
means of
 Single line System
 Multi line System (two or more line)
Single line Brake Dual- line Brake
Service Brakes
 Different types of service brake system are used in
different vehicles, depending on the application:
 Mechanical brakes
 Air brakes
 Hydraulic brakes
Mechanical Brake System
 In this system there are only
 Levers,
 Cables and
 Cams for purpose of braking.
 When the brake pedal is pressed, the force is transmitted to the
cams by means of flexible cables that operate
 The cams, in turn, operate the brake shoes
Operating principle
 Braking action is achieved by
 converting the K.E of the moving vehicle in to rotational
friction torque at the brake-shoes or brake pads.

K.E of Vehicle Heat Energy

1
K .E  mV 2
Frictional Torque
2 T f PA

k .E  M

k .E  V 2
Friction
 Friction
 The resistance to movement b/n two objects in contact with
each other
 It also convert energy of motion to heat
 The amount of friction is proportions to
 the pressure b/n the two objects
 composition of surface material and
 surface condition
 The grater the pressure applied to the objects the
more the friction and heat is produced
Friction martial
 The type of materials being rubbed together has
very significant effect on the coefficient of friction.
 Characteristics
 Resist Fading with increased temp
 Resist fading when wet
 Recover quickly
 Wear gradually
 Quiet
 Friction

 Brake Fade
 A condition where heat is generated at faster rate than they
are capable of dissipating heat is surrounding air
 For example during a hard stop the temperature of drums in
rotors may increase more than 100 oF in just seconds.
 It may take 30 seconds to cool these components to the
temperature prior to braking
 During repeated hard stop, overheating may occur and a
loss of brake effectiveness or even failure may result
 Brake Fade
 There are primary two types of brake fading caused by heat
 Mechanical fade
 Overheating of the brake drum and expand away from the
brake lining resulting in increased the brake pedal travel
 Lining fade
 Overheating of the friction material
to the point where the coefficient of
friction drops off, then friction
reduced
 It affects both drum and disc brake
Operating principle
 For the foundation brakes to convert kinetic energy into
heat they must be applied with great force.
 The force required to stop a vehicle is so great that
 Leverage (Mechanical advantage)
 Hydraulic force multiplication are used to facilitate a
person to apply it
Leverages (Mechanical Adv)
 Three types of levers:
 First-class:
 increases force and changes direction (Example: seesaw)
 Second-class:
 increases force in the same direction (Example: wheelbarrow)
 Third-class:
 reduces force but increases speed (Example: catapult)
 Levers in brake systems are used to increase force so they are
either first or second class levers
Leverages (Mechanical Adv)
 The First Mechanical Advantage is Driver’s foot
 Length of Lever determines force applied depending
the fulcrum point
 Pedal Ratio
10
Pedal ratio  5
2
Hydraulic principle
 The importance of Hydraulic system
 Transmit motion (by moving a volume of the liquid)
 Transmit Force (Multiply the force)
 Transmit ion of Motion (Movement)
 If you apply a downward force to one piston (the left one, in this
drawing), then the force is transmitted to the second piston through
the incompressible fluid in the pipe.

It is operating using Pascal’s principle

Hydraulic principle
 Advantages
 Since oil is incompressible, the efficiency is very good -- almost all of
the applied force appears at the second piston.
 The pipe connecting the two cylinders can be any length and shape,
 allowing it to snake through all sorts of things separating the two pistons.
 The pipe can also fork, so that one master cylinder can drive more than one
slave cylinder if desired,
 Hydraulic principle
 Transmit force in the form of pressure.
 Pressure in a brake system is primarily
determined by 2 factors (Not including
the booster’s power assist):
 force on the brake pedal multiplied by
the mechanical advantage of the pedal
ratio
 surface area of the master cylinder
piston
 The differences in force are obtained
by using different sized pistons in the
wheel cylinders and/or calipers.
Hydraulic principle
 Hydraulic Brake system
 The components of Hydraulic Brake system
 Brake pipes
 Continues fluid circuit b/n the master-cylinder and the wheel cylinders
 Master-cylinder
 Convert the foot-pedal force to hydraulic pressure
 Disk-brake
 Consisting of a disc bolted to the wheel hub and sandwiched between two
pistons and friction pads
 Drum-brake
 Consists of two brake –shoes and lining supported on a back plate bolted to
the axle-casing
 Wheel cylinders
 Convert the transmitted hydraulic line pressure in to braking effort as it acts
on the cross-sectional area
Hydraulic Brake system
Hydraulic Brake system
Brake Fluid
 There are two types of brake fluids
 Polyglycol
 Clear to amber in color
 Is a solvent and will immediately being to dissolve paint
 One of the –ve characteristics is hygroscpic (propensity to attract water
which reduce boiling point)
 Silicon
 Is purple in color
 It is not hygroscopic (not rest and corrosion problem)
 Has higher boiling point, then used in higher heat applications
 It is not harm paint when it comes in contact with it
 Has a grater affinity for air than Polyglycol (Becoz the air remains
suspended in the fluid it is more difficult to bleed air from hydraulic
system)
 Brake Fluids
 DOT Grades
 There are 3 grades of brake fluid which are determined by Federal Motor
Vehicle Safety Standards (116)
 Fluid grades are rated by the minimum boiling point for both pure fluid
(day) and water contaminated fluids (wet)
 DOT 3 –Polyglycol
 Mim boiling point-401 oF, dry, 2840F wet
 Blends with DOT 4
 DOT 4- Polyglycol
 Min boiling point 446 oF, dry, 311 oF wet
 Blends with DOT3
 DOT 5- Silicone
 Min boiling point-550oF dry, 356 oF wet
 Compatible by law with DOT 3 &4 but will not blend with them
Master Cylinder
 purposes
 convert the motion of brake pedal in to hydraulic pressure (to
generate pipeline hydraulic pressure )
 This pressure is then converted to the force to actuate the
wheel-cylinder disc-pad or shoe expander
 Consists of
 Reservoir
 Piston
 Cylinder
Master Cylinder
 Tandem master Cylinder
 The conventional type of master cylinder has only one
piston
 But in tandem master cylinder there are two pistons and
two outlets for the two pistons
 Brake fluid goes to both the front wheels through one of the
outlets and through the outlet, the brake fluid is carried to
both the rear wheels
Master Cylinder
 Piping of master cylinder to the wheel cylinder
 Conventional Piping (front-engine and rear-drive vehicles)

 Provides hydraulic pressure for the front brakes while the other
provides pressure for the rear
Master Cylinder
 Diagonal Split piping
 On front-engine front-wheel drive vehicle
 Extra braking load is shifted to the front brakes due to
reduced weight in the rear.
 To compensate for hydraulic failure in the front brake
circuit with the light rear axle weight
Master Cylinder
 Drum Brake
 The drum brake has been more widely used than any other brake
design
 Braking power is obtained when the brake shoes are pushed
against the surface of the drum which rotates together with the axle
 Drum brakes are
mainly for the rear wheel of passenger
cars and trucks
disc brakes are
used exclusively for front brakes b/s
of their greater directional stability
Dram Brake Assembly
 The components
 Leading and trailing shoe
 Wheel cylinder( Shoe-expander)
 Anchor abutments
 Retraction springs
 Back plate
 Brake-shoes
 Brake lining
 Brake drums
 Wheel Cylinder
 Two pistons operate the shoes, One at each end of the wheel
cylinder
 Consists of
 Cylinder
 Two piston
 Two rubber cups
 Springs
 When hydraulic pressure applied
 The pistons are pushed towards the shoes, forcing them against the drum
 When the brakes are not being applied
 The piston is return to its original position by the force of the brake shoe retun
spring
Brake Shoes
 Brake shoes are made of malleable iron, cast steel, drop-forged steel,
pressed steel, or cast aluminum
 Steel shoes expand at approximately the same rate as the drum when
heat is produced by brake application
 Steel shoes expand at
approximately the same rate as the
drum when heat is produced by
brake application
Each brake assembly has two shoes
A primary shoe
secondary shoe
 Brake Drum
 Generally made of special type of cast iron
 It is positioned very close to the brake shoe without
actually touching it and rotates with the wheel and
axle.
 The brake drum must be
 Accurately balanced
 Sufficiently rigid
 Resistant against wear
 Highly heat conductive
 Light weight
Brake Adjustment Caliper
 Adjusting the caliper of
the inside diameter of
the drum established
the correct shoe to
drum clearance
Disc and Pad Brakes
 Because a disc brake assembly
can absorb more heat than a drum
brake assembly, most cars use
disc brakes for their front brake
systems.
 Consists of
 Cast iron Disk
 Wheel hub
 stationary caliper
 Friction pad
 Disk Rotor
 Generally, the disk rotor is made of gray
cast iron, and either
 Solid
 Found on the rear of 4 wheel disc brake
system and the front of earlier model
vehicle
 Ventilated
 Consists of a wider disc with cooling fins
cast through the middle to ensure good
cooling
 The third style rotor can be either the
ventilated or solid type which
incorporates a brake drum for an
integral parking brake assembly
Caliper (Cylinder Body)
 Houses 1-4 pistons
 Is mounted to the torque plate and steering
knuckle or wheel carrier
 It is found in
 Floating caliper
 Has piston located in one side of
caliper
 Fixed caliper
 Has pistons located
in both sides caliper
Brake Pad
 The requirements are
 Constant coefficient of friction over wide range of
temperature
 Must not wear out rapidly nor should they wear the disc
rotors
 Should resistance high temperature without fading
 No noise
 The brake pad material is bonded to stamped steel
backing plate with a high temperature
 Friction material should always be thicker than steel
backing plate
Pad wear indicator

 A pad has adopted on

some models that produces
high screeching noise
when the pad is worn down
to a predetermined
thickness
 The purpose is to warn the
driver and prevent damage
to the rotor should the
brake pad wear further
Disc and
 Advantages of disc-brake
 The lack of any self-servo action produced constant
braking
 Good air ventilation of the disc and the friction pad
provided a low average disc temperature which reduces
pad friction fade
 The flat friction contact action b/n the disc and pads
produced uniform pad wear
 Uniform hydraulic pressure on each side of provide equal
grip on the disc, so eliminating side-thrust from the disc to
the hub
Disc and Pad Brakes
 Advantages of disc-brake
 Pad-to-disc clearance is designed to be automatically taken up
simple in design, with very few parts to wear or to malfunction
 The friction pads of disc-brakes are easily removed and
replaced
 Dis-advantage
 Unlike drum brakes, disc brake have limited self-energizing
action making it necessary to apply greater hydraulic pressure
to obtain sufficient braking force
Brake Booster
 The brake booster is deigned to crate a grater braking force
from a minimum pedal effort.
 The common types of boosters are
 Vacuum-Booster
 Hydro-Booster
 The brake booster is located b/n the brake pedal and the
master cylinder
 Vacuum Booster
 When pressure is applied to the brake pedal, pressure is
exerted on the booster air valve
 With pressure created by the booster the master cylinder
is applied
 The brake booster consists of
 Body
 Booster piston
 Piston return spring
 Reaction mechanism
 Control valve mechanism
Vacuum Booster
 Basic Booster operation
 When vacuum is applied to
both sides of the piston ,The
piston is pushed to the right by
the spring
 When the atmospheric air is
allowed in to the chamber (A)
the piston starts to
compresses the spring due to
the difference in pressure
Booster Air valve
 When brakes not applied
 The vacuum valve is open
allowing on both sides of the
booster piston
 When brake applied
 The vacuum is closed,
cutting of the vacuum source
to the variable pressure
chamber
 Tandem Brake Booster
 Tandem brake booster is a
compact and extremely
powerful unit having two
constant pressure chamber
and two variable pressure
chamber
 With two pistons the
constant and variable
chambered are separated
Characteristics of Hydraulic Brake System
 Pipe lines are relatively small-bore and occupy very little
space
 Pipelines can be bent and shaped to follow the contour of
the under-side of the body structure with no mechanical
difficulties
 No relative pipe-body movement when the brakes are being
operated
 Pipelines are convenient means of transferring movement
from the brake pedal to the brake-wheel cylinders
 Pipelines are a means of communicating movement from
the foot-pedal to the wheel disk or drum-brakes
Characteristics of Hydraulic Brake System
 Pipeline fluid pressure is uniform throughout the hydraulic
circuit and remains consistent even when the axle and
wheels are moving between bumps & rebounds
 Braking force ratio in a hydraulic braking system is a direct
function of the ratio of the master-cylinder cross-sectional
area to the disc- cylinder cross-sectional area, so these may
be chosen to produce the braking effect desired
 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
Characteristics of Hydraulic Brake System
 Master-cylinder piston movement is inversely proportional to
the force ratio, so the pedal movement will become large as
the braking effort increases
 Hydraulic fluid provides minimum response time in
transforming force from the pedal to the brake wheel-
cylinders
 Relative movement b/n the sprung body and unsprung axle-
and-wheel assembly does not interfere with the
transmission of fluid pressure to the brake wheel-cylinders
Characteristics of Hydraulic Brake System
 Hydraulic fluid is incompressible provided there is no
trapped air in the system, but if air is somewhere in
the braking circuit the foot-brake movement will be
spongy
 Pipeline systems do not require lubricating, and the
cylinder-piston seals are lubricated by the brake fluid
 The only internal friction in a hydraulic system is b/n
the cylinder pistons and seals, caused by the fluid
pressure squeezing the seal lips against the cylinder
walls as the piston moves along its stroke
Characteristics of Hydraulic Brake
System
 The only components subjected to wear and which will
normally be replaced are flexible hoses and piston and
cylinder seals
 A hole or joint or seal leakage in the hydraulic circuit
will normally be quickly empty part or all of the system
of fluid and the brakes will become infective
 A hydraulic braking system us suitable only for
intermittent braking applications and a separate
mechanical linkage must be used for packing brakes
 Anti- Brake System (ABS) 2 3
 ABS are integrated with conventional braking system
 They uses a computer controlled actuator unit, b/n the brake
master cylinder and the wheel cylinder to control brake system
hydraulic pressure
 ABS address two conditions
 Wheel lockup
 Vehicle directional control

 ABS allows the driver to maintain steering control of the

vehicle while in hard braking situations
ABS
 With out ABS when the brakes are applied with enough
force to lock the wheels, the vehicle slides uncontrollably
b/s there is no traction b/n the tires and the road surface
 While the wheels are skidding, steering control is lost as
well
 ABS
 An ABS provides a high level of safety to the driver by preventing the
wheels from Locking, which maintains directional stability
 The professional driver may be capable of modulating the brakes
approximately once per second,
 ABS is capable of modulating the brakes pressure at a given wheel up
to fifteen times per second
 An ABS system does something else that no driver can do it controls
each front brake separately and rear brakes as a pair whenever one of
the wheel starts to lock
ABS helps stop a car in shortest possible distance without lockup while
maintain directional control on most types of road surfaces or
conditions.
 ABS (video)
 Braking without ABS
 The tracks shows that the wheels have
locked and the vehicle has broken away
 Braking effect with ABS
 The vehicle retains full steerability and
keeps to its course even in panic
braking
Wheel Slippage
 Wheel Slippage, is the wheel speed in relation to
vehicle speed.
 If vehicle speed is faster than the wheel speed slippage is
negative. And the wheel may become lock-up
 If vehicle speed is slower than wheel speed. Wheel slippage is
positive.
 Positive wheel slippage occurs when a wheel is spinning.
 If vehicle speed and wheel speed is the same wheel
slippage is 0%
 A lock-up wheel will have a wheel slippage of 100%
 Tire Traction & ABS
 From the slip ratio of 0-10%, braking is
mild to moderate and good traction b/n
the tires and the road surface is
maintained.
 Between slip ratio of 10-30% the most
efficient braking occurs. This is where the
tires are at a point where they may begin
to lose traction with the road surface.
This is also the band in which ABS
operation occurs
 Beyond the slip ratio of 30 %, braking
efficiency is reduced, stopping distance is
increased and directional control is lost
Major Components of ABS
 Major components of the anti-lock brake system
consist of a
 Brake control module,
 Solenoid valve assembly,
 Speed sensor's
 Wiring, and the amber ABS
brake warning light.
Major Components of ABS

Master
Cylinder
Assembly
Pressur Speed
e Valve Dump/Vent
Valve Senso
r

Anti
Lock Anti-Lock
Brake
12 Module
Brake Control Module
 The brake control module is a compute that receives
information from the speed sensor and compares it to the
speed of other wheels.
 The ABS ECU calculate the slip ratio for each wheel and
instruct the actuator to provide the optimum braking pressure
to each wheel.
 When one wheel is approaching lock-up
 pressure can be vented allowing the wheel nearing lock-up to
speed up
 If a wheel is too fast,
 pressure can be increased to slow down the wheel.
 If both wheel are approximately the same speed
 the brake control module can enter a pressure hold mode of operation
Actuator
 Actuator (Solenoid Valve Assembly):
 Is a pair of valves that can:
 Increase pressure
 Hold pressure steady
 Decrease pressure
 The hydraulic brake actuators on signals from the
ABS ECU to hold, reduce or increase the brake fluid
pressure as necessary to maintain the optimum slip
ratio of 10-30% and avid lockup
Solenoid Valve Assembly
 To slow down the wheel
During pressure increase
Solenoid 1 mode of operation fluid is
allowed to flow through both
Pressure increase
solenoids to the brake caliper
Solenoid 2
Pressure decrease/Vent
solenoid

Brake line under pressure

Brake fluid line not under pressure

Solenoid Valve Assembly
 If both wheel are approximately the same speed
During Pressure Hold mode of
Solenoid 1 operation both solenoids are
Pressure increase closed and no additional fluid
is allowed to flow to brake
calipers.

Solenoid 2
Pressure decrease/Vent
Solenoid Valve Assembly
 to speed up the wheel During Pressure Vent mode
the pressure increase solenoid
Solenoid 1
is closed. The Vent solenoid
Pressure increase opens allowing fluid to vent into
an accumulator chamber

Solenoid 2
Pressure decrease/Vent
 ABS
 ABS brake system are
 Integrated
 An integrated system has the master cylinder and control
valve assembly made together.
 Nonintegrated
 A nonintegrated has the master cylinder and control valve
assembly made separate.
 ABS Configurations
 There 3 ABS configurations
 1-Channel or RWAL (rear wheel anti-lock)
 controls the rear wheel together.
 has 1 speed sensor and control valve assembly.
 3 –Channel
 control the rear wheel together and the front
independently.
 have 3 speed sensor and one (1) control module
 4 -Channel
 ABS system components
 The components of ABS
 Speed sensor
 G-sensor
 monitors rate of deceleration or
lateral acceleration
 ABS actuator
 Control brake system pressure
 Control relay
 controls the actuator pump motor
solenoids
 ABS ECU
 monitors sensors input and control
the actuator
 ABS warning lamp
 alert the driver to system condition
 Air Brake systems
 In air brake systems, the braking force exerted by the driver is
reinforced by compressed air stored in tanks.
 This makes it possible to brake even heavy commercial
vehicles with the retardation necessary under driving
conditions.
 Air brake systems are classed according to their construction.
 single- or
 dual-circuit brake systems
 Single-circuit brake systems are no longer installed in
commercial vehicles.
 Air brake systems
 Trailer brake system
 Trailer brake systems are classified depending on the
way in which the trailer brake system is controlled. as
 single-line
 the tractor unit and the trailer are connected by a single line.
 dual-line brake systems
Single-circuit brake systems
 In these systems, the braking energy is transmitted via a
single transmission device (compressed air lines) with no
back-up.
 If there is a leak or some other defect in the compressed
air system, the entire system fails and it is no longer
possible to brake the vehicle.
Dual-circuit brake system

 If the main brake circuit fails,

the vehicle can still be
braked by means of the
secondary brake system.
 The law demands that it
should still be possible to
brake at least two wheels,
located on different sides of
the vehicle, if one brake
circuit fails.
 Dual-circuit dual-line brake system
 Dual-circuit dual-line brake systems with a trailer brake
connection are referred to as EC brake systems and are
prescribed by the Vehicle Licensing Ordinance.
 Since January 1991, it has been compulsory for all newly
licensed commercial vehicles and their trailers (semi-trailers)
to be fitted with an EC brake system.
 The EC brake system is divided into four independent circuits
safeguarded by the four-circuit protection valve.
 Dual-circuit dual-line brake system
 Circuit 1 and 2:
 Front and rear axle brake
circuit of the tractor unit.
 Circuit 3:
 Parking brake system and
trailer brake.
 Circuit 4:
 Secondary loads (continuous
service brake).
Dual-circuit dual-line brake system
Tractor unit

Supplied air with compressed air

Un pressured (ambient pressure)
Dual-circuit dual-line brake system
Trailer unit

Supplied air with compressed air

Un pressured (ambient pressure)
Dual-circuit dual-line brake system
 Components
 Compressor
 Pressure regulator and air drier
 Regeneration tank
 Four-circuit protection valve
 Compressed-air tank
 Foot-operated brake valve
 ALB regulator
 Pressure converter
 Brake cylinder
Dual-circuit dual-line brake system
 Compressor
Compressed-air tank
Continuous Service Brakes
 Air-operated wheel brakes are not designed for continuous
operation.
 If they are used for a prolonged period (downhill slopes), they
become thermally overloaded unless there is an additional
source of braking power.
 additional continuous service brake which is independent of
the energy supply for the standard service brake.
 There are two main types of continuous service brake used in
commercial vehicles:
 Engine brakes,
 Retarders.
 Engine Brakes,
 The principle behind engine brakes is that an engine which is
operated in reverse (power flow: driven axle - gearbox -
engine) acts as a brake.
 In order to improve braking performance, exhaust flap. Engine
brakes are used. Here, the braking action of the engine is
reinforced by restricting the flow of exhaust gas during the
exhaust stroke.
 The flow of exhaust gas is
obstructed by a throttle valve
fitted in the exhaust line.
Retarder
 Retarders are installed in the drive train of commercial
vehicles.
 They convert some of the torque produced by the
engine into heat
 Retarders are classified according to their position:
 Primary retarders
 are installed between the engine and the gearbox,
 Secondary retarders
 are installed between the gearbox and the driven axle.
Retarder
 Depending on their mode of operation and
construction, retarders are classified as:
 Hydrodynamic retarders (fluid brakes),
 Electrodynamic retarders. (eddy-current brakes)
Hydrodynamic Retarder
 retarders

The mechanical energy of the input

shaft is thus converted into kinetic
energy of the oil, and the latter is in turn
converted into heat.
 Retarder
 Electrodynamic retarders
If the current flows along the
winding of the electric magnet
during braking, the armature
rotating in the magnetic field
generators eddy currents
producing their own moment
applied to the armature

The stator is rigidly connected to

the vehicle chassis. It generates
a magnetic field which depends
on the intensity of the current in
the excitation coils
 Parking Brake
 It is a secondary braking system
 It must hold the vehicle stationary, even on a slope and
when the driver is not there
 For safety reason the parking brake must be fully effective
even if there is a failure in hydraulic or pneumatic energy
 For this reason there must be a continuous mechanical
connection between energy supply and wheel brake by
means of
 linkage or cable b/n the hand brake lever & wheel brake
 Spring brake cylinder which are mechanically connected to the
wheel brake
Parking Brake
 Parking brake lever
 Stick type
 Center lever
 Pedal type
Parking Brake Linkage
 The parking brake cable transmits the lever movement
through a typical series of components
Parking Brake Linkage
 In side the brake drum
 The lever attached to the 2ndary shoe at the top and
transfer the lever action to the primary shoe through the
shoe strut
 When released, the brake shoe springs return the shoes
to their retracted position
 Disc parking Brake
 There are two types of rear wheel parking brake system
for disc brake
 1st –type
 Use the brake caliper assembly to mechanically applied
pressure to the disc
2nd type
An exclusive drum
brake assembly that
applies pressure to
an inside drum, which
is an integral [art of
the disc rotor
 The
CHAPTER-SIX

End