Brake Hydraulic System Principles & Service Tips.
Everyone who works on brakes MUST know these concepts and procedures
In the early days of the automobile, some very clever engineering was employed to apply brakes mechanically. For example, the Italian Bugatti routed the cables over the top of the front axle so that the twisting action generated by stopping added force to the shoe cam lever.
No matter how ingenious the design, however, there was always a major drawback: Nothing could insure that braking force would be exactly equal at any pair of wheels, so there was a good chance that stepping on the pedal would cause swerving and skidding. This made the idea of hydraulically actuated brakes attractive--according to Pascal's Law, pressure at all points in a closed hydraulic system must necessarily be the same--but it took many years to develop dependable systems. The first car of any consequence to carry four-wheel hydraulic brakes was the. 1921 Dusenberg of the U.S.
Basic idea
On the most basic level, all brake hydraulic systems share the same principle: Muscle strength amplified by leverage and perhaps a power booster displaces fluid from the master cylinder and causes pressure to increase all through the circuits. This overcomes the retracting springs in drums and the seals' elasticity in disc calipers and pushes the friction material against the rotating member.
That much is obvious, but the subtleties of modern designs that provide proper performance in the real world deserve some explanation. Hence this article, which also includes important service information every mechanic should know about.
Dual master
Although it has been in use for decades all over the world, the dual (also called "split" or "tandem") master cylinder is still widely misunderstood, so we had better explain its construction and operation. A typical late-model specimen will be of the composite variety (aluminum with a plastic reservoir), but iron one-piece units are still around in abundance. Two pistons ride in the bore, and here is where we encounter some confusing terminology. The rear piston is the primary, and the one in the front is the secondary. This apparent misnaming resulted because the rear piston is the first to receive the force of the driver's leg.
Each piston has a primary seal at its front and a secondary at its rear, so you will be hearing such combinations as primary piston secondary seal, secondary piston secondary seal, etc. The primary seals are the most important because they trap the fluid that is about to be squeezed into the lines.
o The secondary clutch is mounted on the end of the jackshaft (which connects to the drive shaft via a chain and gears).
Mr. Warren East is currently a board member of De La Rue PLC, Inc. He is also a non executive director of Dyson and Micron Technology Inc and Senior Independent Director and Chairman Audit Committee of De La Rue plc. After he graduated, Mr. Warren was involved with Data Type Limited, whereby he dealt with terminal design and manufacture as a Design Engineer. He worked on oscillatory subsystems for VDUs, RF Emissions measurements as well as science compliance. He holds a bachelor’s and master’s degree in Engineering science from Oxford University, as well as an MBA and a honorary doctorate from Cranfield University. Before he joined the ARM team, he was involved with Texas instruments. Mr. Warren East is curre...
This newly designed 24v eco diesel has many know system that dodge have made to give the drive the best deal for their money
Insert the key, turn, and vroom. And down the road you go. Most people take for granted the strange conglomeration of metal and plastic under that sheet of metal either in front or back of their vehicle. The engine as you may have guessed, is modern marvel- so to speak. They’re found in cars, trucks, boats, airplanes…All with various power outputs.
When I was in the seventh grade, our class went on a field trip to Cherokee, North Carolina. The trip lasted four days and three nights, but the adventure would last a lifetime. The experience allowed me to learn many things about myself and to reflect on the beauty that was all around me. We departed at six-thirty in the morning, and I was so excited. I had never been away on a school trip for longer than a few hours. I tossed my purple duffel bag into the storage compartment, found my seat by the window, and prepared for what I knew would surely be an unforgettable adventure.
We walked around San Juan, the capital of Puerto Rico a little. Then we went to the ferry that was taking us where to Culebra. It was about 1pm by now. The ferry ride was about an hour and a half long ride. It was raining a little so we couldn’t sit outside of the boat and see the view. I ended up falling asleep for about half the ride. When we finally got to Culebra, we were so happy. It wasn’t raining anymore, the sun was out, and it was beautiful. At the time we didn’t have car so we were kinda stuck there. After a half hour of calling places to see if they had any cars for rental we finally found a place. We rented two big black jeeps for the next 10 days. When we got the cars and we could drive them around, we drove up the mountain to the house we were staying at for the
I had just got my camcorder for my birthday, so I filmed everything I saw. My family and I went up to the top as we watched the ship sail off. They pushed us off the dock and we said our bon voyages. The first day was a sailing day at sea. I was used to the thirty degree Tennessee and now we were in seventy degree weather. We lay out on the deck and I swam in the pool. Dinner was my favorite part. You can order whatever your heart desires and the dessert was splendid. Though the dessert cleansed my sweet craving I enjoyed the bread just a little more. The French bread on the cruise is the part I miss the most to this day. The first port day arrived and our adventure was touring the Mayan Ruins. I was an unhappy child, so I was not amused with the tour. It was extremely hot and we just looked at these pyramids. I was uninterested for sure. My favorite part of the tour was being able to swim in this hole. Apparently the hole did not have a bottom from what scientist have found. There were the little menos who sucked your feet. It felt weird, but the water was refreshing. Our last port day was in Cozumel. We planned to go zip lining and
Before the advent of the automobile, buggies were typically propelled by one or more horses. Even with the first automobiles there was a need for a drive system, though, since those horses were no longer there. One thing that has remained common to every car is a motor and transmission system of some sort, but what varies greatly between cars is what is between the transmission and the wheels, also known as the drive train. There are many different styles of drive trains, each with their own advantages and disadvantages.
Brakes may be one of the most essential inventions in the developments of automobiles. Clearly, nothing can surpass the breakthrough of the wheel, but the brake system was a catalyst to the further developments of cars. The brake system has also evolved greatly throughout the years. Once considered one of the simplest parts of a vehicle, brakes have become one of the most complicated components in a vehicle. The scientific explanation behind a brake system is very rudimentary. Friction permits the concept of braking to occur.
In my undergraduate years, I have acquired a strong background in the fundamentals of basic mechanical engineering, having studied subjects such as Strength of Materials, Thermodynamics, Fluid Mechanics, Heat and Mass Transfer, Design of Machine Elements and Automobile Engineering. Whilst pursuing my diploma & degree courses, my interest for Automotive Engineering grew even more having learnt more on the different types of internal combustion engines, their configuration and importance. However, what I lacked was a practical understanding on these core areas of Automotive Engineering. To gain a better understandi...
I mentioned on the last page that we must stop the bike by turning its kinetic energy into friction. To do this, the brakes apply a force to the disk with pads. The force of this friction is equal to the total downward force (f) that the pads put on the disk(the pads are usually on each side of the disk and crush it between them) multiplied by the coefficient of friction(u).
Sources for this paper have been literature, the Annual Report 2003, further Bosch publications and internet sources.
A good braking system always stops the car in the minimum distance possible while remaining stable, have a constant response which is consistent with brake pedal pressure and let you easily control the car while braking.
In designing a railway wheel, the important thing that must be considered is material used. Choosing the right material will give a better result to the performance and the condition of the wheel. It is believed that most of the problems that occur to the railway wheel are the result from the thread braking, which is known as non-uniform heating. Thermal loading has the ability to initiate cracks, increase the crack growth rate and also reverse the residual stress in the rim. For the railway operation, there are two types of braking that involves in the operation which are stop braking and drag braking. Stop braking is used during the emergency time. Another one is drag braking, used to slow the train over a long distance, to ensure that the speed is under the control. In stop braking condition, thermal fatigue cracks will initiate and propagate while under the drag braking condition, an extreme thermal input occurs which can fracture the wheel. When the brakes are applied for long periods of time, it will cause the heating of the thread and rim of the wheel, generated by frictional forces. Observation of the railway wheel has been made based on the wheels in Keretapi Tanah Melayu (KTM) Padang Besar, found that there is no crack occur except the scratch. This also happens due to the braking. Aside from friction heat result from the brake application, crack may also initiate and propagate due to the impact load that has been applied to the wheel. For each of different size of wheels, there is limitation for the load. It is important to understand the basic modes of fracture that are enable a crack to propagate. The three modes are opening mode (mode I), in-plane-shear (mode II) and out-of-plane-shea...
Third, the liquid will enter to the expansion valve with the higher pressure and leaves with the low pressure.