1

Module 2
Brakes

Introduction
This module is concentrated on the study of brake and clutches. A brake is a device by
means of which artificial frictional resistance is applied to a moving machine member, in
order to retard or stop the motion of a machine. In the process of performing this function,
the brake absorbs either kinetic energy of the moving member or potential energy given up
by objects being lowered by hoists, elevators etc. The energy absorbed by brakes is dissipated
in the form of heat. This heat is dissipated in the surrounding air (or water which is circulated
through the passages in the brake drum) so that excessive heating of the brake lining does
not take place. The design or capacity of a brake depends upon the following factors:
1. The unit pressure between the braking surfaces,
2. The coefficient of friction between the braking surfaces,
3. The peripheral velocity of the brake drum,
4. The projected area of the friction surfaces, and
5. The ability of the brake to dissipate heat equivalent to the energy being absorbed.
The major functional difference between a clutch and a brake is that a clutch is used
to keep the driving and driven member moving together, whereas brakes are used to stop a
moving member or to control its speed.

Objectives
After completion of this module, you should be able to;

1.1 Energy absorbed by a brake.

1.2 Heat to be Dissipated during Braking
1.3 Types of Brakes

Lesson 1
Energy Stored by a Brake.

The energy absorbed by a brake depends upon the type of motion of the moving body.
The motion of a body may be either pure translation or pure rotation or a combination of
both translation and rotation. The energy corresponding to these motions is kinetic energy.
Let us consider these motions as follows:
 2

1. When the motion of the body is pure translation. Consider a body of mass (m) moving with
a velocity 𝑣1 m / s. Let its velocity is reduced to 𝑣2 m / s by applying the brake. Therefore,
the change in kinetic energy of the translating body or kinetic energy of translation,

This energy must be absorbed by the brake. If the moving body is stopped after
applying the brakes, then v2 = 0, and

2. When the motion of the body is pure rotation. Consider a body of mass moment of inertia
I (about a given axis) is rotating about that axis with an angular velocity 𝜔1 rad / s. Let its
angular velocity is reduced to 𝜔2 rad / s after applying the brake. Therefore, the change in
kinetic energy of the rotating body or kinetic energy of rotation,

This energy must be absorbed by the brake. If the rotating body is stopped after
applying the brakes, then ω2 = 0, and

3. When the motion of the body is a combination of translation and rotation. Consider a body
having both linear and angular motions, e.g. in the locomotive driving wheels and wheels of
a moving car. In such cases, the total kinetic energy of the body is equal to the sum of the
kinetic energies of translation and rotation.
∴ Total kinetic energy to be absorbed by the brake, E = 𝐸1 + 𝐸2
Sometimes, the brake has to absorb the potential energy given up by objects being
lowered by hoists, elevators etc. Consider a body of mass m is being lowered from a height
h1 to h2 by applying the brake. Therefore, the change in potential energy,
𝐸3 = m.g (ℎ1 – ℎ2 )
If 𝑣1 and 𝑣2 m / s are the velocities of the mass before and after the brake is
applied, then the change in potential energy is given by

𝑣1 + 𝑣2
Where v = Mean velocity = 2
t = Time of brake application.
Thus, the total energy to be absorbed by the brake,
𝐸 = 𝐸1 + 𝐸2 + 𝐸3
Let Ft = Tangential braking force or frictional force acting tangentially at the
contact surface of the brake drum,
d = Diameter of the brake drum,
𝑁1 = Speed of the brake drum before the brake is applied,
𝑁2 = Speed of the brake drum after the brake is applied, and
 3

𝑁1 + 𝑁2
N = Mean speed of the brake drum = 2
We know that the work done by the braking or frictional force in time t seconds
𝐸 = 𝐹𝑡 × 𝜋 D N × 𝑡
Since the total energy to be absorbed by the brake must be equal to the wordone by
the frictional force, therefore
𝐸
𝐹𝑡 =
𝜋DN ×𝑡
The magnitude of Ft depends upon the final velocity (𝑣2 ) and on the braking time (t).
Its value is maximum when 𝑣2 = 0, i.e. when the load comes to rest finally. We know that
the torque which must be absorbed by the brake,
𝑑
𝑇 = 𝐹𝑡 ×
2
Where d = diameter of the brake drum

Lesson 2
Heat to be Dissipated during Braking

The energy absorbed by the brake and transformed into heat must be dissipated to the
surrounding air in order to avoid excessive temperature rise of the brake lining. The
*temperature rise depends upon the mass of the brake drum, the braking time and the heat
 4

dissipation capacity of the brake. The highest permissible temperatures recommended for
different brake lining materials are given as follows:
1. For leather, fiber and wood facing = 65 – 70°C
2. For asbestos and metal surfaces that are slightly lubricated = 90 – 105°C
3. For automobile brakes with asbestos block lining = 180 – 225°C
Since the energy absorbed (or heat generated) and the rate of wear of the brake lining
at a particular speed are dependent on the normal pressure between the braking surfaces,
therefore it is an important factor in the design of brakes. The permissible normal pressure
between the braking surfaces depends upon the material of the brake lining, the coefficient
of friction and the maximum rate at which the energy is to be absorbed. The energy absorbed
or the heat generated is given by
𝐸 = 𝐻𝑔 = 𝜇𝑅𝑁 𝑣 = 𝜇𝑝𝐴𝑣
𝜇 = 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 𝑜𝑓 𝑓𝑟𝑖𝑐𝑡𝑖𝑜𝑛
Where, 𝑅𝑁 = Normal force acting at the contact surfaces, in newtons,
p = Normal pressure between the braking surfaces in N/m²,
A = Projected area of the contact surfaces in 𝑚2 , and
v = Peripheral velocity of the brake drum in m/s.
The heat generated may also be obtained by considering the amount of kinetic or
potential energies which is being absorbed. In other words,
𝐻𝑔 = 𝐸𝑘 + 𝐸𝑝
where 𝐸𝑘 = Total kinetic energy absorbed, and
𝐸𝑝 = Total potential energy absorbed.
The heat dissipated (𝐻𝑑 ) may be estimated by
𝐻𝑑 = C (𝑡1 – 𝑡2 ) 𝐴𝑟
Where C = Heat dissipation factor or coefficient of heat transfer in W /m2 /°C 𝑡1 –
𝑡2 = Temperature difference between the exposed radiating surface and the
surrounding air in °C,
Ar = Area of radiating surface in m².
The value of C may be of the order of 29.5 W / m² /°C for a temperature difference
of 40°C and increase up to 44 W/m²/°C for a temperature difference of 200°C.
The expressions for the heat dissipated are quite approximate and should serve only
as an indication of the capacity of the brake to dissipate heat. The exact performance of the
brake should be determined by test.
It has been found that 10 to 25 per cent of the heat generated is immediately
dissipated to the surrounding air while the remaining heat is absorbed by the brake drum
causing its temperature to rise. The rise in temperature of the brake drum is given by
𝐻𝑔
∆𝑡 =
𝑚𝑐
Where Δ t = Temperature rise of the brake drum in °C,
Hg = Heat generated by the brake in joules,
m = Mass of the brake drum in kg, and
c = Specific heat for the material of the brake drum in J/kg °C.
In brakes, it is very difficult to precisely calculate the temperature rise. In preliminary design
analysis, the product p.v is considered in place of temperature rise. The experience has also
shown that if the product p.v is high, the rate of wear of brake lining will be high and the
 5

brake life will be low. Thus, the value of p.v should be lower than the upper limit value for
the brake lining to have reasonable wear life. The following
table shows the recommended values of p.v as suggested by various designers for different
types of service.

Sample problem
Here are sample problems for you to study. If you have any questions with the
solution, please feel free to consult your instructor.

Example 1. A vehicle of mass 1200 kg is moving down the hill at a slope of 1: 5 at 72 km /

h. It is to be stopped in a distance of 50 m. If the diameter of the tyre is 600 mm,
determine the average braking torque to be applied to stop the vehicle, neglecting all
the frictional energy except for the brake. If the friction energy is momentarily stored
in a 20 kg cast iron brake drum, what is average temperature rise of the drum? The
specific heat for cast iron may be taken as 520 J / kg°C. Determine, also, the minimum
coefficient of friction between the tyres and the road in order that the wheels do not
skid, assuming that the weight is equally distributed among all the four wheels.
Solution.
Given: m = 1200 kg;
Slope = 1: 5;
v = 72 km / h = 20 m/s;
h = 50 m;
d = 600 mm or r = 300 mm = 0.3 m;
mb = 20 kg;
c = 520 J / kg°C
Average braking torque to be applied to stop the vehicle.
We know that kinetic energy of the vehicle,
1 1
𝐸𝐾 = 2 𝑚𝑣 2 = 2 (1200)(20)2 = 240𝑘𝑁
and potential energy of the vehicle,
1
𝐸𝑝 = 𝑚𝑔ℎ × 𝑠𝑙𝑜𝑝𝑒 = (1200)(9.81)(50) (5) = 117.720𝑘𝑁
 6

∴ Total energy of the vehicle or the energy to be absorbed by the brake,

𝐸 = 𝐸𝑘 + 𝐸𝑝 = (240 𝑘𝑁 ∙ 𝑚 + 117.720 𝑘𝑁 ∙ 𝑚) = 357.720 𝑘𝑁 ∙ 𝑚
Since the vehicle is to be stopped in a distance of 50 m, therefore tangential braking
force required,
𝐹𝑡 = 357 720 / 50 = 7154.4 N
We know that average braking torque to be applied to stop the vehicle,
𝑻𝒃 = 𝑭𝒕 × r = 7154.4 × 0.3 = 2146.32 N-m Ans.
Average temperature rises of the drum
Let Δ t = Average temperature rise of the drum in °C.
We know that the heat absorbed by the brake drum,
𝐻𝑔 = Energy absorbed by the brake drum
𝐻𝑔 = 357 720 N-m = 357 720 J
We also know that the heat absorbed by the brake drum (𝐻𝑔 )
357 720 = 𝑚𝑏 × c × Δ t = 20 × 520 × Δ t = 10 400 Δ t
∴ Δ t = 357 720 / 10 400 = 34.4°C Ans.
Minimum coefficient of friction between the tyre and road
Let μ = Minimum coefficient of friction between the tyre and road, and
𝑅𝑁 = Normal force between the contact surface. This is equal to weight of the
vehicle
𝑅𝑁 = m.g = 1200 × 9.81 = 11 772 N
We know that tangential braking force (𝐹𝑡 ),
7154.4 = μ ∙ 𝑅𝑁 = 𝜇 × 11 772
∴ μ = 7154.4 / 11772 = 0.6 Ans.
2.1 Materials for Brake Lining
The material used for the brake lining should have the following characteristics:
1. It should have high coefficient of friction with minimum fading. In other words, the
coefficient of friction should remain constant over the entire surface with change in
temperature.
2. It should have low wear rate.
3. It should have high heat resistance.
4. It should have high heat dissipation capacity.
 7

5. It should have low coefficient of thermal expansion.

6. It should have adequate mechanical strength.
7. It should not be affected by moisture and oil.
The materials commonly used for facing or lining of brakes and their properties are
shown in the following table.

Lesson 3
Types of Brakes

The brakes, according to the means used for transforming the energy by the braking
element, are classified as:
 8

1. Hydraulic brakes e.g. pumps or hydrodynamic brake and fluid agitator,

2. Electric brakes e.g. generators and eddy current brakes, and
3. Mechanical brakes
The hydraulic and electric brakes cannot bring the member to rest and are mostly used
where large amounts of energy are to be transformed while the brake is retarding the load
such as in laboratory dynamometers, high way trucks and electric locomotives. These brakes
are also used for retarding or controlling the speed of a vehicle for down-hill travel.
The mechanical brakes, according to the direction of acting force, may be divided into
the following two groups:
(a) Radial brakes. In these brakes, the force acting on the brake drum is in radial
direction. The radial brakes may be sub-divided into external brakes and internal brakes.
According to the shape of the friction element, these brakes may be block or shoe brakes and
band brakes.
(b) Axial brakes. In these brakes, the force acting on the brake drum is in axial
direction. The axial brakes may be disc brakes and cone brakes. The analysis of these brakes
is similar to clutches. Since we are concerned with only mechanical brakes, therefore, these
are discussed in detail, in the following pages.
3.1 Single Block or Shoe Brake
A single block or shoe brake is shown in Fig. 25.1. It consists of a block or shoe which
is pressed against the rim of a revolving brake wheel drum. The block is made of a softer
material than the rim of the wheel. This type of a brake is commonly used on railway trains
and tram cars. The friction between the block and the wheel causes a tangential braking
force to act on the wheel, which retard the rotation of the wheel. The block is pressed against
the wheel by a force applied to one end of a lever to which the block is rigidly fixed as shown
in Fig. 25.1. The other end of the lever is pivoted on a fixed fulcrum O.

Let P = Force applied at the end of the lever,

𝑅𝑁 = Normal force pressing the brake block on the wheel,
r = Radius of the wheel,
2θ = Angle of contact surface of the block,
μ = Coefficient of friction, and
𝐹𝑡 = Tangential braking force or the frictional force acting at the contact surface
of the block and the wheel.
 9

If the angle of contact is less than 60°, then it may be assumed that the normal
pressure between the block and the wheel is uniform. In such cases, tangential braking force
on the wheel,
𝐹𝑡 = 𝜇𝑅𝑁
and the braking torque
𝑇𝐵 = 𝐹𝑡 .r = μ𝑅𝑁 . r
Let us now consider the following three cases:
Case 1. When the line of action of tangential braking force (𝐹𝑡 ) passes through the
fulcrum O of the lever, and the brake wheel rotates clockwise as shown in Fig. 25.1 (a), then
for equilibrium, taking moments about the fulcrum O, we have
Therefore, braking torque,

Case 2. When the line of action of the tangential braking force (𝐹𝑡 ) passes through a

distance ‘a’ below the fulcrum O, and the brake wheel rotates clockwise as shown in Fig.
25.2 (a), then for equilibrium, taking moments about the fulcrum O,
Or,

or,
and braking torque,
 10

When the brake wheel rotates anticlockwise, as shown in Fig. 25.2 (b), then for
equilibrium,

Or,

And braking torque,

Case 3. When the line of action of the tangential braking force passes through a
distance ‘a’ above the fulcrum, and the brake wheel rotates clockwise as shown in Fig. 25.3
(a), then for equilibrium, taking moments about the fulcrum O, we have,

or,

and braking torque,

When the brake wheel rotates anticlockwise as shown in Fig. 25.3 (b), then for
equilibrium, taking moments about the fulcrum O, we have,

Or,
 11

And braking torque,

3.2 Pivoted Block or Shoe Brake

We have discussed in the previous article that when the angle of contact is less than
60°, then it may be assumed that the normal pressure between the block and the wheel is
uniform. But when the angle of contact is greater than 60°, then the unit pressure normal to
the surface of contact is less at the ends than at the centre. In such cases, the block or shoe
is pivoted to the lever as shown in Fig. 25.4, instead of being rigidly attached to the lever.
This gives uniform wear of the brake lining in the direction of the applied force. The braking
torque for a pivoted block or shoe brake (i.e. when 2θ > 60°) is given by,

where,

These brakes have more life and may provide a higher braking torque.

Sample problem
Here are sample problems for you to study. If you have any questions with the
solution, please feel free to consult your instructor.

Example 2. A single block brake is shown in Fig. 25.5. The diameter of the drum is 250 mm
and the angle of contact is 90°. If the operating force of 700 N is applied at the end of a lever
and the coefficient of friction between the drum and the lining is 0.35, determine the torque
that may be transmitted by the block brake.
 12

Solution.
Given: d = 250 mm or r = 125 mm; 2θ = 90° = π/ 2 rad; P = 700 N; μ = 0.35
Since the angle of contact is greater than 60°, therefore equivalent coefficient of
friction,

Let,
𝑅𝑁 = Normal force pressing the block to the brake drum, and
𝐹𝑡 t= Tangential braking force = μ'. 𝑅𝑁
Taking moments above the fulcrum O, we have,

Or,

We know that torque transmitted by the block brake,

3.3 Double Block or Shoe Brake
When a single block brake is applied to a rolling wheel, and additional load is thrown
on the shaft bearings due to the normal force (𝑅𝑁 ). This produces bending of the shaft. In
order to overcome this drawback, a double block or shoe brake as shown in Fig. 25.10, is
used. It consists of two brake blocks applied at the opposite ends of a diameter of the wheel
which eliminate or reduces the unbalanced force on the shaft. The brake is set by a spring
which pulls the upper ends of the brake arms together. When a force P is applied to the bell
crank lever, the spring is compressed and the brake is released. This type of brake is often
used on electric cranes and the force P is produced by an electromagnet or solenoid. When
the current is switched off, there is no force on the bell crank lever and the brake is engaged
automatically due to the spring force and thus there will be no downward movement of the
load.
In a double block brake, the braking action is doubled by the use of two blocks and
the two blocks may be operated practically by the same force which will operate one. In case
of double block or shoe brake, the braking torque is given by,
𝑇𝐵 = (𝐹𝑡1 + 𝐹𝑡2 )𝑟
 13

where 𝐹𝑡1 and 𝐹𝑡2 are the braking forces on the two blocks.

Sample problem
Here are sample problems for you to study. If you have any questions with the
solution, please feel free to consult your instructor.

Example 3. A double shoe brake, as shown in Fig. 25.11 is capable of absorbing a torque of
1400 N-m. The diameter of the brake drum is 350 mm and the angle of contact for each shoe
is 100°. If the coefficient of friction between the brake drum and lining is 0.4; find: 1. the
spring force necessary to set the brake; and 2. the width of the brake shoes, if the bearing
pressure on the lining material is not to exceed 0.3 N/mm².
Fig. 25.11

Solution.
Given: TB = 1400 N-m = 1400 × 103 N-mm ; d = 350 mm or r = 175 mm ; 2θ = 100° = 100 × π
/ 180 = 1.75 rad ; μ = 0.4 ;𝑝𝑏 = 0.3 N/mm²
1.Spring force necessary to set the brake
Let S = Spring force necessary to set the brake,
 14

𝑅𝑁1 N1 and 𝐹𝑡1 = Normal reaction and the braking force on the right-hand side
shoe, and
𝑅𝑁2 and 𝐹𝑡2 = Corresponding values on the left-hand side shoe.
Since the angle of contact is greater than 60°, therefore equivalent coefficient of
friction,

Taking moments about the fulcrum 𝑂1, we have

Therefore,
𝐹𝑡1 = S × 450 / 579.4 = 0.776 S

Again, taking moments about 𝑂2, we have

 15

Substituting, 𝑅𝑁2 = 𝐹𝑡2 /μ'

Therefore,
𝐹𝑡2 = S × 450 / 309.4 = 1.454 S

We know that torque capacity of the brake (𝑇𝐵 ),

2. Width of the brake shoes
Let b = Width of the brake shoes in mm.
We know that projected bearing area for one shoe,

∴ Normal force on the right-hand side of the shoe,

and normal force on the left-hand side of the shoe,

We see that the maximum normal force is on the left-hand side of the shoe. Therefore, we
shall design the shoe for the maximum normal force i.e. RN2. We know that the bearing
pressure on the lining material (𝑝𝑏 ),
3.4 Simple Band Brake
A band brake consists of a flexible band of leather, one or more ropes, or a steel lined

with friction material, which embraces a part of the circumference of the drum. A band
brake, as shown in Fig. 25.14, is called a simple band brake in which one end of the band is
attached to a fixed pin or fulcrum of the lever while the other end is attached to the lever
at a distance b from the fulcrum.
 16

When a force P is applied to the lever at C, the lever turns about the fulcrum pin O
and tightens the band on the drum and hence the brakes are applied. The friction between
the band and the drum provides the braking force. The force P on the lever at C may be
determined as discussed below:
Let 𝑇1 = Tension in the tight side of the band,
𝑇2 = Tension in the slack side of the band,
θ = Angle of lap (or embrace) of the band on the drum,
μ = Coefficient of friction between the band and the drum,
r = Radius of the drum,
t = Thickness of the band, and
𝑟𝑒 = Effective radius of the drum = r + t / 2.
We know that limiting ratio of the tensions is given by the relation,

and braking force on the drum,

= 𝑇1 – 𝑇2
∴ Braking torque on the drum,
𝑇𝐵 =( 𝑇1 – 𝑇2 ) r
𝑇𝐵 = (𝑇1 – 𝑇2 ) 𝑟𝑒
Now considering the equilibrium of the lever OBC. It may be noted that when the drum
rotates in the clockwise direction as shown in Fig. 25.14 (a), the end of the band attached to
the fulcrum O will be slack with tension T2 and end of the band attached to B will be tight
with tension T1. On the other hand, when the drum rotates in the anticlockwise direction as
shown in Fig. 25.14 (b), the tensions in the band will reverse, i.e. the end of the band
attached to the fulcrum O will be tight with tension T1 and the end of the band attached to
B will be slack with tension T2. Now taking moments about the fulcrum O, we have
P.l = 𝑇1 .b (for clockwise rotation of the drum)
and
P.l = 𝑇2 .b (for anticlockwise rotation of the drum)
where l = Length of the lever from the fulcrum (OC), and
b = Perpendicular distance from O to the line of action of 𝑇1 or 𝑇2 .

Sample problem
Here are sample problems for you to study. If you have any questions with the
solution, please feel free to consult your instructor.
 17

Example 4. A simple band brake operates on a drum of 600 mm in diameter that is running
at 200 r.p.m. The coefficient of friction is 0.25. The brake band has a contact of 270°, one
end is fastened to a fixed pin and the other end to the brake arm 125 mm from the fixed pin.
The straight brake arm is 750 mm long and placed perpendicular to the diameter that bisects
the angle of contact. (a) What is the pull necessary on the end of the brake arm to stop the
wheel if 35 kW is being absorbed? What is the direction for this minimum pull? (b) What width
of steel band of 2.5 mm thick is required for this brake if the maximum tensile stress is not
to exceed 50 MPa?
Solution.
Given : d = 600 mm or r = 300 mm ; N = 200 r.p.m. ; μ = 0.25 ; θ = 270° = 270 × π/180 = 4.713
rad ; Power = 35 kW = 35 × 10³ W; t = 2.5 mm ; 𝜎𝑡 = 50 MPa = 50 N/mm²
(a) Pull necessary on the end of the brake arm to stop the wheel
Let P = Pull necessary on the end of the brake arm to stop the wheel.
 18

The simple band brake is shown in Fig. 25.16. Since one end of the band is attached
to the fixed pin O, therefore the pull P on the end of the brake arm will act upward and when
the wheel rotates anticlockwise, the end of the band attached to O will be tight with tension
𝑇1 and the end of the band attached to B will be slack with tension 𝑇2 . First of all, let us find
the tensions 𝑇1 and 𝑇2 . We know that

Or,
𝑇1
= 3.25 ; taking antilog of 0.5123 ; equation 1
𝑇2

Let 𝑇𝐵 = Braking torque

We know that power absorbed,

∴ 𝑇𝐵 = 35 × 10³/ 21 = 1667 N-m = 1667 × 10³ N-mm

We also know that braking torque (𝑇𝐵 ),
1667 × 10³ =( 𝑇1 – 𝑇2 ) r = ( 𝑇1 – 𝑇2 ) 300
∴ 𝑇1 – 𝑇2 = 1667 × 10³/ 300 = 5557 N ; equation 2

From equations (1) and (2), we find that

𝑇1 = 8027 N; and 𝑇2 = 2470 N
Now taking moments about O, we have

(b) Width of steel band

Let w = Width of steel band in mm.
We know that maximum tension in the band (𝑇1 ),
8027 = 𝜎𝑡 × w × t = 50 × w × 2.5 = 125 w
∴ w = 8027/125 = 64.2 mm Ans.
3.5 Differential Band Brake
In a differential band brake, as shown in Fig. 25.19, the ends of the band are joined
at A and B to a lever AOC pivoted on a fixed pin or fulcrum O. It may be noted that for the
band to tighten, the length OA must be greater than the length OB.
 19

Pl + 𝑇1 𝑏 = 𝑇2 𝑎 ; for clockwise rotation of the drum

Or,
Pl= 𝑇2 𝑎 -𝑇1 𝑏 ; equation 1
And
Pl + 𝑇2 𝑏 = 𝑇1 𝑎 ; for anticlockwise rotation of the drum
Or,
Pl = 𝑇1 𝑎 - 𝑇2 𝑏 ; equation 2
We have discussed in block brakes, that when the frictional force helps to apply the
brake, it is said to be self-energizing brake. In case of differential band brake, we see from
equations (1) and (2) that the moment 𝑇1 𝑏 and 𝑇2 𝑏 helps in applying the brake (because it
adds to the moment P.l) for the clockwise and anticlockwise rotation of the drum
respectively.
We have also discussed that when the force P is negative or zero, then brake is self-
locking. Thus, for differential band brake and for clockwise rotation of the drum, the
condition for self- locking is
𝑇2 𝑎 ≤ 𝑇1 𝑏 or 𝑇2 /𝑇1 ≤ 𝑏 / 𝑎
and for anticlockwise rotation of the drum, the condition for self-locking is
𝑇1 𝑎 ≤ 𝑇2 𝑏 or 𝑇1 /𝑇2 ≤ 𝑏 / 𝑎

Sample problem
Here are sample problems for you to study. If you have any questions with the
solution, please feel free to consult your instructor.

Example 5. A differential band brake, as shown in Fig. 25.21, has an angle of contact of 225°.
The band has a compressed woven lining and bears against a cast iron drum of 350 mm
diameter. The brake is to sustain a torque of 350 N-m and the coefficient of friction between
the band and the drum is 0.3. Find: 1. the necessary force (P) for the clockwise and
anticlockwise rotation of the drum; and 2. The value of ‘OA’ for the brake to be self-locking,
when the drum rotates clockwise.
 20

Solution.
Given: θ = 225° = 225 × π / 180 = 3.93 rad; d = 350 mm or r = 175 mm; T = 350 N-m = 350 ×
10³ N-mm; μ = 0.3

1. Necessary force (P) for the clockwise and anticlockwise rotation of the drum
When the drum rotates in the clockwise direction, the end of the band attached to A
will be slack with tension 𝑇2 and the end of the band attached to B will be tight with
tension 𝑇1 , as shown in Fig. 25.22. First of all, let us find the values of tensions 𝑇1 and
𝑇2 .
We know that,
𝑇1
2.3 log ( ) = μ.θ = 0.3 × 3.93 = 1.179
𝑇2
Therefore,
𝑇1 1.179
log ( ) = = 0.5126
𝑇2 2.3

or,

𝑇1
= 3.256 ; taking antilog; equation 1
𝑇2
and braking torque (𝑇𝐵 ),
350 × 10³ = (𝑇1 – 𝑇2 ) r = (𝑇1 – 𝑇2 ) 175
∴ 𝑇1 – 𝑇2 = 350 × 10³/ 175 = 2000 N; equation 2
 21

From equations (1) and (2), we find that

𝑇1 = 2886.5 N; and 𝑇2 = 886.5 N
Now taking moments about the fulcrum O, we have
P × 500 = 𝑇2 × 150 – 𝑇1 × 35
Or,
P × 500 = 886.5 × 150 – 2886.5 × 35 = 31 947.5
∴ P = 31 947.5 / 500 = 64 N Ans.
When the drum rotates in the anticlockwise direction, the end of the band attached
to A will be tight with tension 𝑇1 and end of the band attached to B will be slack with tension
𝑇2 , as shown in Fig. 25.23. Taking moments about the fulcrum O, we have

P × 500 = 𝑇1 × 150 – 𝑇2 × 35
Or
P × 500 = 2886.5 × 150 – 886.5 × 35 = 401 947.5
∴ P = 401 947.5/500 = 804 N Ans
2. Valve of ‘OA’ for the brake to be self-locking, when the drum rotates clockwise
The clockwise rotation of the drum is shown in Fig. 25.22. For clockwise rotation of the
drum, we know that
P × 500 +𝑇1 × OB = 𝑇2 × OA
or
P × 500 = 𝑇2 × OA – 𝑇1 × OB
For the brake to be self-locking, P must be equal to zero or
𝑇2 × OA = 𝑇1 × OB
or
𝑇1 ×𝑂𝐵 2886.5 ×35
OA = = = 114 mm Ans
𝑇2 886.5
 22

3.6 Band and Block Brake

The band brake may be lined with blocks of wood or other material, as shown in Fig.
25.33 (a). The friction between the blocks and the drum provides braking action. Let there
are ‘n’ number of blocks, each subtending an angle 2 θ at the center and the drum rotates
in anticlockwise direction.

Let 𝑇1 = Tension in the tight side,

𝑇2 = Tension in the slack side,
μ = Coefficient of friction between the blocks and drum,
𝑇1 ' = Tension in the band between the first and second block,
𝑇2 ', 𝑇3 ' etc. = Tensions in the band between the second and third block,
between the third and fourth block etc.
Consider one of the blocks as shown in Fig. 25.33 (b). This is in equilibrium under the
action of the following forces:
1. Tension in the tight side (𝑇1 ),
2. Tension in the slack side (𝑇1 ') or tension in the band between the first and second
block,
3. Normal reaction of the drum on the block (𝑅𝑁 ), and
4. The force of friction (μ. 𝑅𝑁 ).
Resolving the forces radially, we have
(𝑇1 + 𝑇1 ') sin θ = 𝑅𝑁 ... (1)
Resolving the forces tangentially, we have
(𝑇1 – 𝑇1 ') cos θ = μ. 𝑅𝑁 ... (2)
Dividing equation (2) by (1), we have
(𝑇1 −𝑇1 ′) cos 𝜃 𝜇∙𝑅𝑁
(𝑇1 −𝑇1 ′) sin 𝜃
=
𝑅𝑁

Or,
 23

(𝑇1 − 𝑇1 ′) = 𝜇 tan 𝜃 (𝑇1 − 𝑇1 ′)

Therefore,
𝑇1 1 + 𝜇 tan 𝜃
=
𝑇1 ′ 1− 𝜇 tan 𝜃

Similarly, it can be proved for each of the blocks that

𝑇1 ′ 𝑇2 ′ 𝑇3 ′ 𝑇𝑛−1 1 + 𝜇 tan 𝜃
= = =⋯= =
𝑇2 ′ 𝑇3 ′ 𝑇4 ′ 𝑇2 1− 𝜇 tan 𝜃
Therefore,
𝑛
𝑇1 𝑇1 𝑇1 ′ 𝑇2 ′ 𝑇𝑛−1 1 + 𝜇 tan 𝜃
= × 𝑇 ′ × 𝑇 ′… = = ( 1− 𝜇 tan 𝜃 ) ; equation 3
𝑇2 𝑇1 ′ 2 3 𝑇2
Braking torque on the drum of effective radius 𝑟𝑒 ,
𝑇𝐵 = ( 𝑇1 – 𝑇2 ) 𝑟𝑒
𝑇𝐵 = ( 𝑇1 – 𝑇2 )𝑟 ; neglecting thickness of band

Sample problem
Here are sample problems for you to study. If you have any questions with the
solution, please feel free to consult your instructor.

Example 6. In the band and block brake shown in Fig. 25.34, the band is lined with 12 blocks
each of which subtends an angle of 15° at the center of the rotating drum. The thickness of
the blocks is 75 mm and the diameter of the drum is 850 mm. If, when the brake is inaction,
the greatest and least tensions in the brake strap are 𝑇1 and 𝑇2 , show that

where μ is the coefficient of friction for the blocks.

With the lever arrangement as shown in Fig. 25.34, find the least force required at C
for the blocks to absorb 225 kW at 240 r.p.m. The coefficient of friction between the band
and blocks is 0.4.
 24

Solution.
Given: n = 12; 2 θ = 15° or θ = 1 2 7/°; t = 75 mm = 0.075 m; d = 850 mm = 0.85 m; Power =
225 kW = 225 × 103 W; N = 240 r.p.m.; μ = 0.4
Since OA > OB, therefore the force at C must act downward. Also, the drum rotates clockwise,
therefore the end of the band attached to A will be slack with tension 𝑇2 (least tension) and
the end of the band attached to B will be tight with tension 𝑇1 (greatest tension). Consider
one of the blocks (say first block) as shown is Fig. 25.35. This is in equilibrium under the
action of the following four forces:
1. Tension in the tight side (𝑇1 ),
2. Tension in the slack side (𝑇1 ') or the tension in the band between the first and second
block,
3. Normal reaction of the drum on the block (𝑅𝑁 ), and
4. The force of friction (μ. 𝑅𝑁 ).
 25

Resolving the forces radially, we have

(𝑇1 + 𝑇1 ') sin 1 2 7/° = 𝑅𝑁 ; equation 1
Resolving the forces tangentially, we have
(𝑇1 – 𝑇1 ') cos 1 2 7/° = μ. 𝑅𝑁 ; equation 2

Dividing equation (2) by (1), we have

𝑇1 ′ 𝑇2 ′
Similarly, for the other blocks, the ratio of tensions = etc., remains constant.
𝑇2 ′ 𝑇3 ′
Therefore for 12 blocks having greatest tension 𝑇1 and least tension 𝑇2 is

Least force required at C

Let P = Least force required at C.
We know that diameter of band,
D = d + 2 t = 0.85 + 2 × 0.075 = 1 m
and,
(𝑇1 – 𝑇2 ) πDN
power absorbed =
60
therefore,
 26

𝑃𝑜𝑤𝑒𝑟 × 60
𝑇1 – 𝑇2 =
𝜋𝐷𝑁
225 × 103 × 60
𝑇1 – 𝑇2 =
𝜋 × 1 × 240
𝑇1 – 𝑇2 = 17900 𝑁 ; equation 3

We have proved that

; equation 4
From equations (3) and (4), we find that

𝑇1 = 24 920 N ; and 𝑇2 = 7020 N

Now taking moments about O, we have

P × 500 = 𝑇2 × 150 – 𝑇1 × 30 = 7020 × 150 – 24 920 × 30 = 305 400

Therefore,

P=
𝟑𝟎𝟓𝟒𝟎𝟎
𝟓𝟎𝟎
= 610.8 N Ans