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Brake System 2
Brake System 2
Brake System 2
It is a brake in which curved brake shoes press against the inner surface of a rotating metal drum to produce
the braking action applied for rear brake for most vehicles
Disadvantage
This configuration consists of a pair of shoes pivoted at a common anchor point with a double-piston /
cylinder expander which forces out free ends of both shoes radially against of the brake-drum.
The leading shoe is the one whose expander piston moves outwards in the direction of rotation of the drum.
Friction drag between the shoe and the drum will thus tend to assist the expander piston in wedging the shoe
hard against the drum; hence more braking force will be obtained for a given actuating load on the expander.
This is referred to as the self-servo action of the shoe.
The trailing shoe is the one whose expander piston moves outwards in a direction opposite to the direction of
rotation of the drum. Frictional grip between the shoe and the revolving drum will thus tend to oppose the
expander piston and push it back into its cylinder body. Hence trailing shoe provides less braking force than
the leading shoe for a given actuating force.
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Brake shoes
These shoes are curved rectangular steel strips shaped to match the inside curvature of the drum. To provide
rigidity, a steel web is welded behind and in the middle of the shoe sole expander end of the shoe is known
as the ‘heel’. The toe and heel of the shoes may be flat, curved, or have a semicircular groove formed to
locate the expander or anchor abutment.
Brake linings
These materials are usually either a woven or moulded asbestos impregnated with natural resins, bitumen’s,
and drying oils, or with synthetic resins. These materials are chosen because of their ability to withstand
high operating temperatures without their frictional properties being greatly affected. The lining for cars and
light-duty applications are attached to the shoes be adhesives which require a heat treatment to complete the
bond, but commercial vehicles still prefer to have the linings riveted to the shoes.
Brake drum
Brake-drums are generally made of cast or malleable iron. The drum is basically a shallow cylinder with a
flange at one end which is designed to be bolted concentrically to the axle hub. One or two ribs are cast
circumferentially on the outside of the drum near its mouth, to provide support against the radial expanding
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forces and to improve the heat dissipation. Internally the circumference of the drum is machined to present a
smooth surface to the brake lining.
Anchor abutments
To prevent the shoes from rotating with the drum when the brakes are applied, an anchor abutment is fixed
to the back plate on the opposite side to the expander unit. This anchor may be a single- or double-pin post
or a sliding abutment block. The pin post provides a hinge for shoes, the single and double varieties being
used for light and heavy duty respectively. Some time for light and medium duty applications the sliding
abutment is preferred, as it is self-centralising and to some extent compensates for uneven lining wear.
Retraction springs
Coil springs sometimes known as pull-off springs are used to pull the shoes away from the drum when the
hydraulic pressure is released and so prevent any possible she drag. At the same time, retraction of the shoes
pushes the wheel cylinder expander pistons together and displaces brake fluid back to the master cylinder.
Backing plate
The backing plate is usually a pressed-steel construction which is ribbed to increase its rigidity and to
provide support for the cylinder expander, anchor abutment, and brake-shoes. The plate is bolted to the axle
flange, as it must absorb the entire braking torque reaction of the shoes (because of this, commercial-vehicle
manufactures refer to this plate as the ‘torque-plate’). Its other function is to form a dust-shield to protect the
drum-and-shoe assembly from dirt and mud.
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Leading shoe- the shoe that faces the front of the car and trailing shoe- the shoe that faces the rear of the car.
This type has only one wheel cylinder. Application for passenger cars and small commercial vehicles each
brake shoe has a fixed pivot and attachment point instead of anchor pin most have anchor block.
Operation
When the brakes are applied the leading shoe is self energizing it applies more braking force than the trailing
shoe therefore the leading shoe wears more than the trailing shoe. In reverse gear the trailing shoe becomes
self-energizing.
This type of drum brake has two wheel cylinders and each cylinder have a piston. The braking effect in the
normal direction of travel is better than with the leading and trailing shoe type. It exerts a high braking force
exerts self energizing force in one direction only. In reverse both shoes work as trailing and exerts a small
braking force.
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Wheel lock-up during braking causes skidding which in turn causes a loss of traction and vehicle control.
This reduces the steering ability to change direction, so that the car may slide out of control. Anti-lock
Braking System allows the driver to maintain steering control of the vehicle while in hard braking situations.
With ABS the driver can brake hard, take the evasive action and still be in control of the vehicle in any road
condition, at any speed and under any load. ABS modulates braking effort at the controlled wheels to reduce
the stopping distance and increase directional stability when braking. By keeping the wheels from skidding
while you slow down, anti-lock brakes benefit you in two ways:
Pump
Solenoid valve
Controller
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Reservoir
Accumulator
Pressure switch
The anti-lock braking system needs some way of knowing when a wheel is about to lock up. The speed
sensors, which are located at each wheel, or in some cases in the differential, provide this information. As
the tire rotates, moving teeth on the sensor rotor induce current in the sensor winding. These signals are fed
Pump
Since the valve is able to release pressure from the brakes, there has to be some way to put that pressure
back. That is what the pump does; when a valve reduces the pressure in a line, the pump is there to get the
Controller
It watches the speed sensors and controls the valves. Using sensors and control modulators; it adjusts
braking effort at the controlled wheels by regulating the fluid pressure applied to each wheel brake assembly.
Pressure switch: It monitors system pressure and controls the operation of the motor-driven pump
Solenoid valve block: It controls brake fluid flow to the wheel brakes
Integrated ABS
Combines the power booster, master cylinder, and modulator units into one assembly
Nonintegrated ABS
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ABS Channels
ABS channels are separate hydraulic circuits that feed one or more wheel cylinders or calipers.
One-channel ABS:
Two-channel ABS:
rear wheel ABS with separate control for each wheel brake
Three-channel ABS:
Four-channel ABS:
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Solenoids close the inlet valve and open the outlet valve
Solenoids open the inlet valve and close the outlet valve
High-pressure fluid is sent to the back pressure chamber and the piston slides to increase pressure to
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The ABS control unit monitors the pressure in the high pressure passage
When the pressure drops, the control unit turns on the ABS warning light
The sleeve moves and hydraulically locks the back pressure chamber
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