Hydraulic disc brake system pdf

Hydraulic brake system calculation. Hydraulic brake system design. Hydraulic brake system schematic. Hydraulic brakes pdf. Hydraulic brake system components pdf.

Disc Brake is one of the types of braking system. Today’s, widely vehicles uses Disc brake system.The disc brake is a compact system & Less effort requires to stop the vehicle.Disc brake system works on Pascal’s Law.Pascal's law:- A Pressure at any point in a static fluid is equal in all directions.It is consists of the Master Cylinder, Disc, 2 Pistons (
Piston 1, Piston 2), Caliper, Friction Pad, Brake fluid, Fluid Reservoir, Cylinder 21) MASTER CYLINDER:- Master cylinder consists of piston 1. the brake pedal is connected to piston 1.Therefore when the driver presses the brake pedal, the pressure is generated into the system brake fluid by piston 1.2) FLUID RESERVOIR:- It is used to maintain the
brake fluid level inside the system.3) PIPELINE:- Pipeline is used to flow the brake fluid from the master cylinder to cylinder 2. One end of the pipeline is connected to the master cylinder & another end is connected to cylinder 2.4) DISC:- It is a circular metal disc. The disc is attached to the wheel hub. hence when the wheel is rotating, the disc is
rotated with the wheel. The number of holes is provided on the disc to dissipate the heat-generating during braking.5) CYLINDER 2:- It is consists of piston 2. the friction pad is attached to piston 2. therefore when the driver presses the brake pedal, due to pressure generated by piston 1, piston 2 moves forward & presses the rotating disc.6)
CALIPER:- It is mechanism works in such a way that, when piston 2 presses the rotating disc, the caliper starts pressing the disc from the opposite direction. Caliper also has a friction pad to press the disc.1) In running vehicle, when driver press the brake pedal, piston 1 presses the brake fluid. Therefore pressure is generated into the system brake
fluid by piston 1.2) Hence fluid flows from master cylinder to cylinder 2 through the pipeline.3) Hence due to brake fluid pressure, piston 2 moves and presses the rotating disc from one side & caliper also presses the disc from another side.4) Hence due to the friction between both friction pads and disc, the disc stops rotating. Hence resulted in
vehicle got stopped.5) When the driver releases the brake pedal, pressure on fluid is removed. Therefore piston and caliper come to their original position. Hence resulting in brake getting released.Less braking time & braking distance.Heat generated is easily dissipated.Compact systemLess effort requires to stop vehicle.The applications of the disc
brake system are as follows:-Read also: Arrangement of braking mechanism A schematic illustrating the major components of a hydraulic disc brake system.
A hydraulic brake is an arrangement of braking mechanism which uses brake fluid, typically containing glycol ethers or diethylene glycol, to transfer pressure from the controlling mechanism to the braking mechanism. History During 1904, Frederick George Heath (Heath Hydraulic Brake Co., Ltd.), Redditch, England devised and fitted a hydraulic
(water/glycerine) brake system to a cycle using a handlebar lever and piston. He obtained patent GB190403651A for “Improvements in hydraulic actuated brakes for cycles and motors”, as well as subsequently for improved flexible rubber hydraulic pipes. In 1908, Ernest Walter Weight of Bristol, England devised and fitted a four-wheel hydraulic (oil)
braking system to a motor car. He patented it in Great Britain (GB190800241A) in December 1908, later in Europe and the USA and then exhibited it at the 1909 London Motor Show. His brother, William Herbert Weight improved the patent (GB190921122A) and both were assigned to the Weight Patent Automobile Brake Ltd.

of 23 Bridge Street, Bristol when it was established in 1909/10. The company, which had a factory at Luckwell Lane, Bristol, installed a four-wheel hydraulic braking system on a Metallurgique chassis, fitted with a Hill and Boll body, which was exhibited at the November 1910 London Motor Show. Although more cars had the brake system installed
and the company advertised heavily, it disappeared without achieving the success it deserved. Knox Motors Co. used hydraulic brakes in 1915, in a Tractor unit.[1] Malcolm Loughead (who later changed the spelling of his name to Lockheed) invented hydraulic brakes, which he patented in 1917.[2][3] "Lockheed" is a common term for brake fluid in
France. Fred Duesenberg used Lockheed Corporation hydraulic brakes on his 1914 racing cars[4] and his car company, Duesenberg, was the first to use the technology on the Duesenberg Model A in 1921. Knox Motors Company of Springfield, MA was equipping its tractors with hydraulic brakes, beginning in 1915.[5] The technology was carried
forward in automotive use and eventually led to the introduction of the self-energizing hydraulic drum brake system (Edward Bishop Boughton, London England, June 28, 1927) which is still in use today. Construction The most common arrangement of hydraulic brakes for passenger vehicles, motorcycles, scooters, and mopeds, consists of the
following: Brake pedal or lever A pushrod (also called an actuating rod) A master cylinder assembly containing a piston assembly (made up of either one or two pistons, a return spring, a series of gaskets/ O-rings and a fluid reservoir) Reinforced hydraulic lines Brake caliper assembly usually consisting of one or two hollow aluminum or chrome-plated
steel pistons (called caliper pistons), a set of thermally conductive brake pads and a rotor (also called a brake disc) or drum attached to an axle. The system is usually filled with a glycol-ether based brake fluid (other fluids may also be used). At one time, passenger vehicles commonly employed drum brakes on all four wheels. Later, disc brakes were
used for the front and drum brakes for the rear. However disc brakes have shown better heat dissipation and greater resistance to 'fading' and are therefore generally safer than drum brakes. So four-wheel disc brakes have become increasingly popular, replacing drums on all but the most basic vehicles. Many two-wheel vehicle designs, however,
continue to employ a drum brake for the rear wheel. The following description uses the terminology for / and configuration of a simple disc brake.
System operation U.S. Army training film: Hydraulic Brake Operations (circa 1983) In a hydraulic brake system, when the brake pedal is pressed, a pushrod exerts force on the piston(s) in the master cylinder, causing fluid from the brake fluid reservoir to flow into a pressure chamber through a compensating port. This results in an increase in the
pressure of the entire hydraulic system, forcing fluid through the hydraulic lines toward one or more calipers where it acts upon one or more caliper pistons sealed by one or more seated O-rings (which prevent leakage of the fluid). The brake caliper pistons then apply force to the brake pads, pushing them against the spinning rotor, and the friction
between the pads and the rotor causes a braking torque to be generated, slowing the vehicle. Heat generated by this friction is either dissipated through vents and channels in the rotor or is conducted through the pads, which are made of specialized heat-tolerant materials such as kevlar or sintered glass. Alternatively, in a drum brake, the fluid
enters a wheel cylinder and presses one or two brake shoes against the inside of the spinning drum. The brake shoes use a similar heat-tolerant friction material to the pads used in disc brakes. Subsequent release of the brake pedal/lever allows the spring(s) in the master cylinder assembly to return the master piston(s) back into position. This action
first relieves the hydraulic pressure on the caliper, then applies suction to the brake piston in the caliper assembly, moving it back into its housing and allowing the brake pads to release the rotor. The hydraulic braking system is designed as a closed system: unless there is a leak in the system, none of the brake fluid enters or leaves it, nor does the
fluid get consumed through use. Leakage may happen, however, from cracks in the O-rings or from a puncture in the brake line. Cracks can form if two types of brake fluid are mixed or if the brake fluid becomes contaminated with water, alcohol, antifreeze, or any number of other liquids.[6] An example of a hydraulic brake system Hydraulic brakes
transfer energy to stop an object, normally a rotating axle. In a very simple brake system, with just two cylinders and a disc brake, the cylinders could be connected via tubes, with a piston inside the cylinders. The cylinders and tubes are filled with incompressible oil. The two cylinders have the same volume, but different diameters, and thus different
cross-section areas. The cylinder that the operator uses is called the master cylinder. The spinning disc brake will be adjacent to the piston with the larger cross-section. Suppose the diameter of the master cylinder is half the diameter of the slave cylinder, so the master cylinder has a cross-section four times smaller. Now, if the piston in the master
cylinder is pushed down 40 mm, the slave piston will move 10 mm. If 10 newtons (N) of force are applied to the master piston, the slave piston will press with a force of 40 N. This force can be further increased by inserting a lever connected between the master piston, a pedal, and a pivot point.
If the distance from the pedal to the pivot is three times the distance from the pivot to the connected piston, then it multiplies the pedal force by a factor of 3, when pushing down on the pedal, so that 10 N becomes 30 N on the master piston and 120 N on the brake pad. Conversely, the pedal must move three times as far as the master piston. If we
push the pedal 120 mm down, the master piston will move 40 mm and the slave piston will move the brake pad by 10 mm. Component specifics (For typical light duty automotive braking systems) In a four-wheel car, the FMVSS Standard 105, 1976;[7] requires that the master cylinder be divided internally into two sections, each of which pressurizes a
separate hydraulic circuit. Each section supplies pressure to one circuit. The combination is known as a tandem master cylinder. Passenger vehicles typically have either a front/rear split brake system or a diagonal split brake system (the master cylinder in a motorcycle or scooter may only pressurize a single unit, which will be the front brake). A
front/rear split system uses one master cylinder section to pressurize the front caliper pistons and the other section to pressurize the rear caliper pistons. A split circuit braking system is now required by law in most countries for safety reasons; if one circuit fails, the other circuit can still stop the vehicle. Diagonal split systems were used initially on
American Motors automobiles in the 1967 production year. The right front and left rear are served by one actuating piston while the left front and the right rear are served, exclusively, by a second actuating piston (both pistons pressurize their respective coupled lines from a single foot pedal). If either circuit fails, the other, with at least one front
wheel braking (the front brakes provide most of the braking force, due to weight transfer), remains intact to stop the mechanically damaged vehicle. By the 1970s, diagonally split systems had become common among automobiles sold in the United States. This system was developed with front-wheel-drive cars' suspension design to maintain better
control and stability during a system failure. A Triangular split system was introduced on the Volvo 140 series from MY 1967, where the front disc brakes have a four-cylinder arrangement, and both circuits act on each front wheel and on one of the rear wheels.
The arrangement was kept through subsequent model series 200 and 700. The diameter and length of the master cylinder has a significant effect on the performance of the brake system. A larger diameter master cylinder delivers more hydraulic fluid to the caliper pistons, yet requires more brake pedal force and less brake pedal stroke to achieve a
given deceleration. A smaller diameter master cylinder has the opposite effect.
A master cylinder may also use differing diameters between the two sections to allow for increased fluid volume to one set of caliper pistons or the other and is called a "quick take-up" M/C. These are used with "low drag" front calipers to increase fuel economy. A proportioning valve may be used to reduce the pressure to the rear brakes under heavy
braking. This limits the rear braking to reduce the chances of locking up the rear brakes, and greatly lessens the chances of a spin. Power brakes The vacuum booster or vacuum servo is used in most modern hydraulic brake systems which contain four wheels, the vacuum booster is attached between the master cylinder and the brake pedal and
multiplies the braking force applied by the driver. These units consist of a hollow housing with a movable rubber diaphragm across the center, creating two chambers. When attached to the low-pressure portion of the throttle body or intake manifold of the engine, the pressure in both chambers of the unit is lowered. The equilibrium created by the
low pressure in both chambers keeps the diaphragm from moving until the brake pedal is depressed. A return spring keeps the diaphragm in the starting position until the brake pedal is applied. When the brake pedal is applied, the movement opens an air valve which lets in atmospheric pressure air to one chamber of the booster. Since the pressure
becomes higher in one chamber, the diaphragm moves toward the lower pressure chamber with a force created by the area of the diaphragm and the differential pressure. This force, in addition to the driver's foot force, pushes on the master cylinder piston. A relatively small diameter booster unit is required; for a very conservative 50% manifold
vacuum, an assisting force of about 1500 N (200n) is produced by a 20 cm diaphragm with an area of 0.03 square meters. The diaphragm will stop moving when the forces on both sides of the chamber reach equilibrium.

This can be caused by either the air valve closing (due to the pedal apply stopping) or if "run out" is reached. Run out occurs when the pressure in one chamber reaches atmospheric pressure and no additional force can be generated by the now stagnant differential pressure. After the run out point is reached, only the driver's foot force can be used to
further apply the master cylinder piston. The fluid pressure from the master cylinder travels through a pair of steel brake tubes to a pressure differential valve, sometimes referred to as a "brake failure valve", which performs two functions: it equalizes pressure between the two systems, and it provides a warning if one system loses pressure. The
pressure differential valve has two chambers (to which the hydraulic lines attach) with a piston between them. When the pressure in either line is balanced, the piston does not move.

If the pressure on one side is lost, the pressure from the other side moves the piston. When the piston makes contact with a simple electrical probe in the center of the unit, a circuit is completed, and the operator is warned of a failure in the brake system. From the pressure differential valve, brake tubing carries the pressure to the brake units at the
wheels. Since the wheels do not maintain a fixed relation to the automobile, it is necessary to use hydraulic brake hose from the end of the steel line at the vehicle frame to the caliper at the wheel.
Allowing steel brake tubing to flex invites metal fatigue and, ultimately, brake failure. A common upgrade is to replace the standard rubber hoses with a set which are externally reinforced with braided stainless-steel wires. The braided wires have negligible expansion under pressure and can give a firmer feel to the brake pedal with less pedal travel
for a given braking effort. The term 'power hydraulic brakes' can also refer to systems operating on very different principles where an engine-driven pump maintains continual hydraulic pressure in a central accumulator. The driver's brake pedal simply controls a valve to bleed pressure into the brake units at the wheels, rather than actually creating
the pressure in a master cylinder by depressing a piston. This form of brake is analogous to an air brake system but with hydraulic fluid as the working medium rather than air. However, on an air brake air is vented from the system when the brakes are released and the reserve of compressed air must be replenished. On a power hydraulic brake
system fluid at low pressure is returned from the brake units at the wheels to the engine-driven pump as the brakes are released, so the central pressure accumulator is almost instantly re-pressurised. This makes the power hydraulic system highly suitable for vehicles that must frequently stop and start (such as buses in cities). The continually
circulating fluid also removes problems with freezing parts and collected water vapour that can afflict air systems in cold climates. The AEC Routemaster bus is a well-known application of power hydraulic brakes and the successive generations of Citroen cars with hydropneumatic suspension also used fully powered hydraulic brakes rather than
conventional automotive brake systems.

Most large aircraft also use power hydraulic wheel brakes, due to the immense amounts of braking force they can provide; the wheel brakes are linked to one or more of the aircraft's main hydraulic systems, with the addition of an accumulator to allow the aircraft to be braked even in the event of a hydraulic failure. Special considerations Air brake
systems are bulky, and require air compressors and reservoir tanks. Hydraulic systems are smaller and less expensive. Hydraulic fluid must be non-compressible. Unlike air brakes, where a valve is opened and air flows into the lines and brake chambers until the pressure rises sufficiently, hydraulic systems rely on a single stroke of a piston to force
fluid through the system. If any vapor is introduced into the system it will compress, and the pressure may not rise sufficiently to actuate the brakes. Hydraulic braking systems are sometimes subjected to high temperatures during operation, such as when descending steep grades. For this reason, hydraulic fluid must resist vaporization at high
temperatures.
Water vaporizes easily with heat and can corrode the metal parts of the system. Water which enters brake lines, even in small amounts, will react with most common brake fluids (i.e., those which are hygroscopic[8][9]) causing the formation of deposits which can clog the brake lines and reservoir. It is almost impossible to completely seal any brake
system from exposure to water, which means that regular changing out of brake fluid is necessary to ensure that the system is not becoming overfilled with the deposits caused by reactions with water.
Light oils are sometimes used as hydraulic fluids specifically because they do not react with water: oil displaces water, protects plastic parts against corrosion, and can tolerate much higher temperatures before vaporizing, but has other drawbacks vs. traditional hydraulic fluids. Silicone fluids are a more expensive option. "Brake fade" is a condition
caused by overheating in which braking effectiveness reduces, and may be lost. It may occur for many reasons. The pads which engage the rotating part may become overheated and "glaze over", becoming so smooth and hard that they cannot grip sufficiently to slow the vehicle. Also, vaporization of the hydraulic fluid under temperature extremes or
thermal distortion may cause the linings to change their shape and engage less surface area of the rotating part. Thermal distortion may also cause permanent changes in the shape of the metal components, resulting in a reduction in braking capability that requires replacement of the affected parts. See also Air brake (road vehicle) Anti-lock braking
system Bicycle brake systems Brake bleeding Brake-by-wire Fuse (hydraulic) Hydraulics Hydraulic circuit Railway air brake Torque converter Vehicle brake References ^ Automobile Engineering, Vol. II., p. 183. American Technical Society, Chicago, 1919 ^ Loughhead, Malcolm, "Braking apparatus," U.S. Patent no. 1,249,143 (filed: 1917 January 22 ;
issued: 1917 December 4). ^ Csere, Csaba (January 1988), "10 Best Engineering Breakthroughs", Car and Driver, vol. 33, no. 7, p. 61 ^ "Stopping Power Put Duesenbergs Forever in Industry's Winner's Circle". 13 December 2005. ^ "Motor Age". 1915.
^ Sean Bennett (3 November 2006). Modern Diesel Technology: Brakes, Suspension & Steering. Cengage Learning. p. 97.
ISBN 978-1-4180-1372-1.
^ "Federal Motor Vehicle Safety Standards and Regulations". www.nhtsa.gov. Archived from the original on 2014-05-29. Retrieved 2016-10-01. ^ "CDC - NIOSH Pocket Guide to Chemical Hazards - Ethylene glycol". www.cdc.gov. Retrieved 11 April 2018. ^ "CDC - NIOSH Pocket Guide to Chemical Hazards - Propylene glycol monomethyl ether".
www.cdc.gov. Retrieved 11 April 2018. External links Nice, Karim (16 August 2000). "How Brakes Work". How Stuff Works.
Retrieved 18 June 2010. "Hydraulic Brakes". Integrated Publishing. Archived from the original on 30 March 2010. Retrieved 18 June 2010. Erjavec, Jack (2004). Automotive Technology: A Systems Approach, Delmar Cengage Learning. ISBN 1-4018-4831-1 Allan and Malcolm Loughead (Lockheed) Their Early Lives in the Santa Cruz Mountains
including the invention of the hydraulic brake. Patents US 2746575 Disc brakes for road and other vehicles. Kinchin 1956-05-22 US 2591793 Device for adjusting the return travel of fluid actuated means. Dubois 1952-04-08 US 2544849 Hydraulic brake automatic adjuster. Martin 1951-03-13 US 2485032 Brake apparatus. Bryant 1949-10-08 US
2466990 Single disk brake. Johnson Wade C, Trishman Harry A, Stratton Edgar H. 1949-04-12 US 2416091 Fluid pressure control mechanism.
Fitch 1947-02-12 US 2405219 Disk brake. Lambert Homer T.
1946-08-06 US 2375855 Multiple disk brake. Lambert Homer T. 1945-05-15 US 2366093 Brake. Forbes Joseph A. 1944-12-26 US 2140752 Brake. La Brie 1938-12-20 US 2084216 V-type brake for motor vehicles. Poage Robert A. and Poage Marlin Z. 1937-06-15 US 2028488 Brake. Avery William Leicester 1936-02-21 US 1959049 Friction Brake.
Buus Niels Peter Valdemar 1934-05-15 US 1954534 Brake. Norton Raymond J 1934-04-10 US 1721370 Brake for use on vehicles.
Boughton Edward Bishop 1929-07-16 DE 695921 Antriebsvorrichtung mit hydraulischem Gestaenge.... Borgwar Carl Friedrich Wilhelm 1940-09-06 GB 377478 Improvements in wheel cylinders for hydraulic brakes. Hall Frederick Harold 1932-07-28 GB 365069 Improvements in control gear for hydraulically operated devices and particularly brakes
for vehicles.
Rubury John Meredith 1932-01-06 Retrieved from " Dual Air Brake System A dual air brake system consists of two independent air brake systems that use a single set of brake controls. Each system has its own reservoir, plumbing, and brake chambers. The primary air system operates the service brakes on the rear axle; the secondary air system
operates the service brakes on the front axle.
Primary Air Brake System Loss of air pressure in the primary air system causes the rear service brakes to become inoperative. The front brakes will continue to be operated by the secondary air system. Secondary Air Brake System Loss of air pressure in the secondary air system causes the front axle brakes to become inoperative. The rear service
brakes will continue to be operated by the primary air system. Emergency Braking System When air pressure is lost in one air system, the air compressor will operate, but the air supply in the leaking system will not be replenished.
There will be enough air in the working system to stop the vehicle safely. The dual air brake system thus provides emergency braking capability. When the low air pressure warning light and emergency buzzer first come on, stop the vehicle immediately. Do not drive the vehicle until the cause of the problem is corrected. Parking Brakes Pulling out
the yellow diamond-shaped knob (parking brake control valve) on the auxiliary dash panel applies the parking brakes (spring brakes). See Fig. 12.1 for the standard parking brake control valve and Fig.
12.2 for the Intellipark™ parking brake control valve. NOTE: If either control valve does not apply the parking brakes, the driver can manually set the parking brakes one of two ways: With the ignition in the OFF position, pump the brakes to lower the air pressure in the system. If the vehicle is equipped with a dump switch, turn the ignition to the ON
position and press the dump switch to lower the air pressure in the system. 1. Parking Brake Control Valve Fig. 12.1, Parking Brake Control Valve Fig. 12.2, Intellipark Parking Brake Control Valve Air Brake Operation WARNING Do not operate the vehicle with the front brakes backed off or disconnected. Backing off or disconnecting the front brakes
will not improve vehicle handling and may lead to loss of vehicle control, resulting in property damage or personal injury. Before driving the vehicle, secure all loose items in the bus so that they will not fly forward during a full brake application. Parking Brake Interlock, Optional Do not continually push down on the parking brake control valve
without pressing down on the service brake pedal. This will damage the safety interlock. The service brakes and parking brakes have a safety interlock that prevents the unintentional release of the parking brake. These instructions need to be followed for the appropriately equipped vehicle to release the parking brake interlock. Parking Brake
Interlock Release 1. 2. Push the parking brake control valve in. Parking Brake and Ignition Key Release 1. Turn the ignition key to the ON position. 2. 3. Push the parking brake control valve in. Parking Brake, Ignition Key, Wheel Chair Lift Interlock Release 1. Turn the ignition key to the ON position.
2. Check to see that the wheel chair lift is in the stowed position.
3. Confirm that the wheel chair lift switch is in the OFF position. 4. 5. Push the parking brake control valve in. Intellipark Parking Brake and Ignition Key Release 1. Turn the ignition key to the ON position. 2. 3. Push the parking brake control valve in. Intellipark Parking Brake, Ignition Key, Wheel Chair Lift Interlock Release 1. Turn the ignition key
to the ON position. 2. Check to see that the wheel chair lift is in the stowed position. 3. Confirm that the wheel chair lift door is closed. 4. Confirm that the wheel chair lift switch is in the OFF position. 5. 6. Push the Intellipark parking brake control valve in. Transmission Shifter Interlock Release 1. If the vehicle is equipped with a wheel chair lift,
make sure the lift is in the stowed position, and that the wheel chair lift switch is in the OFF position. 2. Depress the service brake pedal to move the vehicle shifter out of the park position. Operating the Brakes To ensure safe operation and minimum brake wear, follow the steps below when operating the brakes. 1. When the ignition switch is turned
on, the low air pressure warning light (pressure circle icon) illuminates and the emergency buzzer sounds. 1.1 Monitor the air pressure system by observing the low air pressure warning light, the emergency buzzer, and both the primary and secondary air pressure gauges.
1.2 The warning light and buzzer shut off when air pressure in both systems reaches 65 to 75 psi (448 to 517 kPa). 2.
Before driving the vehicle, continue to monitor the air pressure system until the air compressor has built up a minimum pressure of 95 psi (655 kPa) in both the primary and secondary air systems. 3. While driving, the low air pressure warning light and buzzer come on if air pressure drops below 65 to 75 psi (448 to 517 kPa) in either system. 3.1 If
this happens, check the air system pressure gauges to determine which system has low air pressure. 3.2 Although vehicle speed can be reduced using the service brake, either the front or rear service brakes will not be operating, causing a longer stopping distance. 3.3 Bring the vehicle to a safe stop and have the air system repaired before
continuing. 4. During normal brake stops, depress the service brake until braking action slows down the vehicle. Increase or decrease the pressure on the pedal so that the vehicle comes to a smooth, safe stop. IMPORTANT: In the event of a total loss of service brakes, use the parking brake control valve to bring the vehicle to a complete stop in the
safest location possible. 5. When the forward speed of the vehicle has decreased almost to the idling speed of the engine, shift the transmission to neutral. Apply the parking brakes, if the vehicle is to be parked. Do not use the spring parking brakes if the service brakes are hot, such as after descending a steep grade. Also, do not use the spring
parking brakes during freezing temperatures if the service brakes are wet.
To do so could damage the brakes if hot, or cause them to freeze during cold weather. If the brakes are wet, drive the vehicle in low gear and lightly apply the brakes to heat and dry them. Allow hot brakes to cool before using the spring parking brakes. Always chock the tires. Caging the Parking Brakes WARNING Do not drive the vehicle with the
parking brakes caged. If the vehicle is driven with the parking brakes caged, there would be no means of stopping the vehicle if a complete loss of air pressure occurred. This could result in serious personal injury or vehicle damage. To move a vehicle with insufficient system air pressure, it is necessary to release the parking brake springs. Do this by
caging (manually releasing) the parking brakes. IMPORTANT: Before caging the parking brakes, make the connection to a towing vehicle or chock the tires. After correcting the brake system problem, uncage the parking brakes before resuming normal vehicle operation. Bosch Hydraulic Pin Slide Brakes General Information The Bosch hydraulic pin
slide disc brake is a two-piston sliding caliper brake and is used at both the front and rear wheel locations. Each pin slide caliper disc brake wheel installation is made up of a caliper assembly, anchor plate assembly, and disc brake pads. Caliper Assembly The caliper assembly has two hydraulic piston bores. The piston bores contain pistons, piston
seals, and piston boots. The caliper assembly attaches and slides on sealed pins located in the anchor plate. The caliper housing is the main component of the caliper assembly. The material of the caliper housing is ductile iron and has a protective coating to provide additional environmental protection. The disc brake caliper housing straddles the
rotor, the inner pad, and the outer pad. Anchor Plate Assembly The anchor plate assembly includes lubricated floating guide pins sealed by rubber boots. The anchor plate abutments are protected by stainless steel slippers. Disc Brake Pads There are two pads per caliper assembly, and they are the inner and outer pads. The inner pad is located
between the caliper piston and rotor. The outer pad is located between the rotor and caliper housing legs. The pads are made of friction material and a stamped steel backing plate. Operation Before driving the vehicle, secure all loose items in the bus so that they will not fly forward during a full brake application. Check that the brake system warning
light is off after releasing the hand brake. If the warning light does not go off, correct the problem before continuing operation of the vehicle. During normal braking stops, depress the brake pedal until braking action slows down the vehicle.
Increase or decrease the pressure on the pedal so that the vehicle comes to a smooth, safe stop. Apply the hand parking brake if the vehicle is to be parked. IMPORTANT: Make sure that the brake fluid in the main cylinder reservoirs is up to the bottom of the fill-neck. See Fig. 12.3 . Use only DOT 3 brake fluid in the Bosch hydraulic pin slide brake
system. Due to the mounting angle of the main cylinder on some vehicles, it is not possible to fill the back reservoir up to the bottom of the fill-neck. For these vehicles, fill only the front main cylinder reservoir up to the bottom of the fill-neck. See Fig. 12.4 for an example of the alternate mounting angle. A. Open caps and check fluid level. B. Fill to
this level. Fig. 12.3, Main Cylinder Reservoir Due to the mounting angle of the main cylinder on some vehicles, it is not possible to fill the back reservoir up to the bottom of the fill-neck. For these vehicles, fill only the front main cylinder reservoir up to the bottom of the fill-neck. Fig. 12.4, Main Cylinder Reservoir, Alternate Mounting Angle Meritor
Cam-Main® Q Plus Brakes Cam-Main brakes are air-actuated, cam-operated, foundation brakes. The Q Plus increases service life and mileage between relines by providing more lining thickness. A specially designed S-cam and heavy-duty shoe return spring allow additional shoe travel required to fully wear the thicker lining blocks. An improved
camshaft bushing contributes to longer service life. Cam-Main Q Plus Operation When the brake pedal is depressed, compressed air enters the brake chamber, causing the diaphragm to move a pushrod assembly. The pushrod turns the slack adjuster and brake camshaft. As the camshaft turns, the S-type cam head forces the brake shoes against the
brake drum and braking occurs. When the brakes are released and air is exhausted from the brake chamber, the actuator return spring (within the brake chamber) and the brake shoe return spring return the camshaft, brake shoes, slack adjuster, and pushrod to their released positions. Meritor WABCO® Pneumatic Antilock Braking System (ABS)
Pneumatic ABS is an electronic wheel speed monitoring and control system that works with the air brake system. It passively monitors vehicle wheel speed at all times, but controls wheel speed during an emergency or reduced-traction stop. In normal braking applications, the standard air brake system is in effect. Pneumatic ABS Operation The
Meritor WABCO ABS is a four-sensor system. It combines one front-axle control channel with one rear-axle control channel to form one control circuit. Example: The sensor and solenoid control valve at the left front wheel form a control circuit with the sensor and solenoid valve at the right rear axle. ABS includes signal-generating tone wheels and
sensors located in the wheel hubs of each sensed axle. The sensors transmit vehicle wheel speed information to an electronic control unit. IMPORTANT: For proper ABS operation, do not change tire sizes. The sizes of the tires installed during production are programmed into the electronic control unit. Installing different sized tires could result in a
reduced braking force, leading to longer stopping distances. During emergency or reduced traction stops, fully depress the brake pedal until the vehicle comes to a safe stop. Do not pump the brake pedal. With the brake pedal fully depressed, the ABS will control all wheels to provide steering control and a reduced braking distance. Although the ABS
improves vehicle control during emergency braking situations, the driver still has the responsibility to change driving styles depending on the existing traffic and road conditions. For example, the ABS cannot prevent an accident if the driver is speeding or following too closely on slippery road surfaces.
Even if the ABS is partially or completely inoperative, normal braking ability is usually maintained. IMPORTANT: If a solenoid control valve (or combination solenoid control valve) is damaged and inoperative, normal braking may be impaired. Automatic Slack Adjusters Manually adjusting an automatic slack adjuster to bring the pushrod stroke within
legal limits is likely masking a mechanical problem. Adjustment is not repairing. In fact, continual adjustment of automatic slack adjusters may result in premature wear of the adjuster itself. Further, the improper adjustment of some automatic slack adjusters may cause internal damage to the adjuster, thereby preventing it from properly functioning.
Automatic slack adjusters should never be manually adjusted except during routine maintenance of the foundation brakes (e.g., replacing shoes), during slack adjuster installation, or in an emergency situation. When the brake pushrod stroke exceeds the legal brake adjustment limit on a vehicle, there is likely a mechanical problem with the
foundation brake components or the adjuster is improperly installed. Visit a repair facility as soon as possible when brakes equipped with automatic slack adjusters are determined to be out of adjustment. Automatic Traction Control Vehicles with electronic engines and ABS may have Automatic Traction Control (ATC). On these vehicles, the ATC
system automatically limits wheel spin during reduced-traction situations. In normal braking applications, the standard air brake system is in effect. During reduced-traction situations, the ATC solenoid valve controls air pressure to the modulator valves and they in turn increase, hold, or reduce pressure to the appropriate brake chambers to provide
better traction whenever wheel spin occurs.
When the ATC system is in the NORMAL mode, it will apply gentle braking to the spinning wheel, to improve power to the wheel(s) with better traction. If both wheels are spinning, the system will signal the engine to reduce power. ATC may include a deep snow and mud option to increase available traction on extra soft surfaces like snow, mud, or
gravel. If so equipped, a momentary contact rocker switch labeled ATC will be located on the dash.
Pressing the switch will temporarily allow more wheel spin. The activation of the deep snow and mud option is indicated by a flashing WHEEL SPIN lamp. Pressing the switch again will cycle the system back to normal operation. The deep snow and mud option is intended to be used under specific slippery conditions that require momentary increased
wheel spin. Using this option for an extended period of time may damage the vehicle brake system. After the ignition switch is turned on, the ABS indicator light and the WHEEL SPIN indicator light illuminate for about three seconds. After three seconds, the warning lights go out if all of the ABS components are working. During vehicle operation,
solid illumination of the ABS light indicates a problem with the vehicle ABS. Repair the ABS immediately to ensure full braking capability. If equipped with ATC, an amber WHEEL SPIN indicator light illuminates if one of the drive wheels spins during acceleration. When the light illuminates, partially release the throttle pedal to stop the spinning
wheel. The light goes out when the wheel stops spinning. If slippery road conditions continue, turn on the differential lock switch. See Chapter 11 for axle switch instructions.
Do not turn the differential lock switch on while the WHEEL SPIN indicator light is on. To do so could damage the rear axle. Electronic Stability Control Electronic Stability Control (ESC) automatically reduces engine power, applies the engine brake (if so equipped), and/or applies the brakes when the acceleration sensor detects that the vehicle is at
risk of rolling over. In addition, ESC offers the added capability of complete directional stability (yaw control) in oversteer and understeer conditions to reduce the likelihood of drift-out. The system determines where the driver is attempting to steer the vehicle and how much brake demand is required in order to more precisely control the vehicle in
an emergency situation. ESC works by constantly comparing the driver’s intention with the vehicle's actual behavior.
The system does this by monitoring systems such as wheel speed, steering angle, yaw rate, lateral acceleration, throttle position, and brake application. A central microcomputer analyzes the collected data and triggers a response to keep the vehicle on course when an unstable condition is detected. The roll stability control system automatically
reduces engine power, applies the engine brake (if so equipped), and/or applies the brakes when the acceleration sensor detects that the vehicle is at risk of rolling over. The control can intervene even before an advisory message is displayed. When the system detects that the vehicle is at risk of oversteering or understeering, it applies individual
wheel end brakes, activates the engine brake (if so equipped), and/or cuts engine power, depending on the severity. As a result, the driver has full control over the vehicle until the system detects a potential risk and intervenes accordingly. ESC operates automatically; the driver does not monitor or activate the system. When ESC activates, an
indicator lamp illuminates on the instrument panel. See Fig. 12.5 for the indicator lamp used on the ICU3 instrument panel and Fig. 12.6 for the indicator lamp used on the Ametek instrument panel. Fig. 12.5, ESC Indicator Lamp, ICU3 Panel Fig. 12.6, ESC Indicator Lamp, Ametek Panel Exhaust Brake General Information An exhaust brake is an
optional auxiliary braking system that assists, but does not replace, the service brake system. The driver can use the exhaust brake, in combination with the accelerator and clutch pedal (if so equipped), to make maximum use of the exhaust brake in off-highway and mountain driving as well as in traffic or high-speed highway driving. The exhaust
brake is controlled by a dash-mounted rocker switch, shown in Fig. 12.7 , to help slow the vehicle when the accelerator is released. To turn the exhaust brake on, press on the upper part of the rocker switch. When the exhaust brake switch is on, an amber light emitting diode (LED) illuminates inside the switch. When the panel lights are on, the
EXHST BRK legend is backlit in green. Fig. 12.7, Exhaust Brake Switch The exhaust brake is only active when engine speed is between 1100 and 2700 rpm. Depressing the accelerator deactivates the exhaust brake. The ABS system, when active, also deactivates the exhaust brake. The exhaust brake is a butterfly valve mounted in the exhaust pipe.
When the driver's foot is not on the accelerator pedal and the upper half of the exhaust brake switch is pressed in, with the amber light on the switch illuminated, an air cylinder shuts the butterfly valve, which restricts the flow of exhaust gases and retards the engine. This retarding action is carried through the engine and drivetrain, slowing the
vehicle and reducing the need for frequent service brake applications. Exhaust brakes are not intended for use as the primary braking system during vehicle operation. Starting the Engine Before starting the engine, make sure that the lower half of the exhaust brake switch is pressed in and the amber light is not illuminated. Do not turn the exhaust
brake on until the engine has reached normal operating temperatures. Operating Characteristics When you remove your foot from the accelerator, and the upper half of the exhaust brake switch is pressed in with the amber LED illuminated, the exhaust brake is applied.
The following conditions should exist if the brake is operating properly: A slight change in the sound of the engine may be noticed when the exhaust brake is applied. Exhaust smoke should appear as normal. Engine temperature should remain in the normal operating range. Road speed usually decreases when the exhaust brake is applied during a
descent. When the vehicle is carrying a heavy load or the grade is extremely steep, the driver may need to apply the service brakes occasionally. Do not expect a retarding effect similar to sudden hard application of the service brakes. The exhaust brake retards the vehicle with a smooth braking effect.
During a descent, the tachometer usually shows a drop in rpm depending on the grade and the vehicle load. Depending on the grade and vehicle load, you may or may not feel the retarding force acting against your body when the brake is applied. The retarding force of the brake may not always be noticed, but it is actually preventing the vehicle from
going much faster. Driving Downhill While approaching a steep grade, make sure that the upper half of the exhaust brake switch is pressed in, with the amber LED illuminated.
The exhaust brake comes on as soon as you remove your foot from the accelerator pedal. While going down the grade, use a low enough gear to safely descend with a minimum application of the service brakes.
As a general guideline, use the same gear as you would to ascend the hill. Do not allow the engine to exceed its governed speed, or serious engine damage could result. Apply the service brakes to reduce the engine rpm or make a slower descent by using a lower gear. Shutting Down the Engine Make sure the exhaust brake switch is turned off before
shutting down the engine. Brake Burnishing (new vehicle) IMPORTANT: Check the brake system and ensure that it is in proper operating condition before attempting the brake burnishing procedure. 1. In a safe area, make 10 sharp brake applications or "snubs," slowing the vehicle from 40 to 20 mph (64 to 32 km/h) using light (approximately 10 to
20 psi [69 to 138 kPa]) brake pressure.
2. Make 10 stops from 20 mph (32 km/h) using moderate (20 to 30 psi [138 to 207 kPa]) brake pressure. 3. Make 2 stops from 20 mph (32 km/h) using hard (full application of air pressure) brake applications. NOTE: After the hard brake applications, it is normal to notice a hot brake odor. 4. Drive the vehicle 5 to 7 miles (8 to 11 km) allowing the
brakes to cool, and then come to a stop. NOTE: After performing the burnishing procedure, there should be no brake noise and the brakes should have good stopping ability. 5.
If the brakes pull the vehicle to one side or grab after the burnishing procedure, contact a Freightliner dealer for assistance. Bendix Intellipark™ Park Brake System General Information The following information provides steps to perform an air brake test for vehicles equipped with the Bendix Intellipark park brake system. The park brake switch has
two light emitting diodes (LEDs).
See Fig. 12.2 . Both LEDs illuminate when the parking brake is set; the LEDs are extinguished when the parking brake is released. For electric powered vehicles, turn the ignition key to the ON position. This keeps the high-voltage system from operating.
To start the high-voltage system, turn the ignition key to the start position and release. IMPORTANT: Before performing any of the following tests, chock the tires to prevent the vehicle from moving.
Static Air Leakage Test NOTE: Ensure that the air brake system is fully charged before performing the following steps. 1. Turn the ignition key to the ON position (the engine is off, or the high-voltage system is disengaged for an electric vehicle). 2.
Release the parking brake and remove your foot from the brake pedal. 3. Press the throttle pedal and hold it there. 4. Observe the air gauges and time the air pressure loss. After the initial stabilization of the air pressure, the loss rate should be no more than 2 psi (14 kPa) per minute. 5. Set the parking brake for the remainder of the tests. Service
Brake Air Leakage Test 1.
Turn the ignition key to the ON position (the engine is off, or the high-voltage system is disengaged for an electric vehicle). 2. Depress the brake pedal continuously for several minutes. 3. Observe the air gauges and time the air pressure loss.
After the initial loss of air pressure, the loss rate should be no more than 3 psi (21 kPa) per minute. Low Air Warning System Check 1. Turn the ignition key to the ON position (the engine is off, or the high-voltage system is disengaged for an electric vehicle). 2. Depress the brake pedal repeatedly to release air pressure from the brake system. 3. When
the air pressure drops below the preset level, the emergency buzzer activates, the low air brake pressure warning lamp illuminates, and the LEDs on the Intellipark parking brake control valve flash off and on. Spring Brake Valve Test 1. Turn the ignition key to the ON position (the engine is off, or the high-voltage system is disengaged for an electric
vehicle).
2. Depress the brake pedal repeatedly to release air pressure from the brake system. 3. Observe the Intellipark parking brake control valve shown in Fig. 12.2 . When the parking brake is set, the top LED changes from flashing to solid. Air Pressure Recovery Check 1. Turn the ignition to the start position to start the engine or electric motor. 2. With
the transmission in neutral, increase the engine idle speed. 3. Observe the air pressure gauges and measure the time it takes to build pressure from 85 to 100 psi (586 to 690 kPa). This should occur within 45 seconds. Governor Cut Out Check With the drivetrain running or the high-voltage system engaged, observe that the governor cut out pressure
is between 120 to 130 psi (827 to 896 kPa). Governor Cut In Check With the drivetrain running or the high-voltage system engaged, depress the brake pedal several times to reduce the air pressure between 90 to 100 psi (621 to 690 kPa). Spring Brake Test IMPORTANT: This test is performed differently depending on the type of drivetrain installed on
the vehicle. Ensure that the test is completed in a safe location away from other vehicles. Engine Powered Vehicles 1. With the engine running and the parking brake engaged, remove the chocks from the tires. 2. Shift the transmission into drive and gently pull against the parking brake to test the hold strength.
Electric Powered Vehicles 1. With the high-voltage system and the parking brake engaged, remove the chocks from the tires. 2. Depress the brake pedal and hold. 3. Release the parking brake control valve. The LEDs on the control valve will extinguish. 4. Shift the transmission into drive and slowly move forward at 3 to 5 mph (5 to 8 km/h). 5. With
the vehicle moving, engage the parking brake. The LEDs will activate on the parking brake control valve and the vehicle should stop. Service Brake Test IMPORTANT: This test is performed differently depending on the type of drivetrain installed on the vehicle. Ensure that the test is completed in a safe location away from other vehicles. 1. With the
drivetrain running or the high-voltage system engaged, wait for normal air pressure to build in the brake system, then depress the brake pedal and release the parking brake. 2.
Shift the transmission into drive and move forward at 5 mph (8 km/h). 3. Firmly depress the brake pedal. 4. Note any pulling to one side, unusual feel, or delayed stopping action.