Hydraulic Brake System full report

Hydraulic Brake System

The Hydraulic brake system is a braking system which uses brake fluid usually includes ethylene
glycol, to transmit pressure from the controlling unit, which is usually near the driver, to the
actual brake mechanism, which is near the wheel of the vehicle.
The most common arrangement of hydraulic brakes for passenger vehicles, motorcycles,
scooters, and mopeds, consists of the following
Brake pedal or Brake lever
Pushrod, also called an actuating rod
Reinforced hydraulic lines
Rotor or a brake disc or a drum attached to a wheel
Master cylinder assembly includes:
Piston assembly is made up of one or two pistons, a return spring, a series of gaskets or O-rings.
Fluid reservoir
Brake caliper assembly usually includes:
One or two hollow aluminum or chrome-plated steel pistons called caliper pistons.
Set of thermally conductive brake pads.
A glycol-ether based brake fluid regularly loads the system or some other fluids are also used to
control the transfer of force or power between the brake lever and the wheel.
The automobiles generally use disc brakes on the front wheels and drum brakes on the rear
wheels. The disc brakes have good stopping performance and are usually safer and more
efficient than drum brakes. The four wheel disc brakes are more popular, swapping drums on all
but the most basic vehicles. Many two wheel automobiles design uses a drum brake for the rear
wheel.
System Operation
Within a hydraulic brake system, as the brake pedal is pressed/ brake lever is squeezed, 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 which results in an
increase in the pressure of the entire hydraulic system. This forces fluid through the hydraulic
lines toward one or more calipers where it acts upon one or two additional caliper pistons
secured by one or more seated O-rings which prevent the escape of any fluid from around the
piston.
The brake caliper piston(s) then apply force to the brake pads. This causes them to be pushed
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 from this friction is often dissipated through
vents and channels in the rotor and through the pads themselves which are made of specialized
heat-tolerant materials
Subsequent release of the brake pedal/ lever allows the spring(s) within the master cylinder
assembly to return that assembly's piston(s) back into position. This relieves the hydraulic
pressure on the caliper allowing the brake piston in the caliper assembly to slide back into its
housing and the brake pads to release the rotor. Unless there is a leak somewhere in the system,
at no point does any of the brake fluid enter or leave.
Operation of Hydraulic Brake System
In Hydraulic brake system when the brake pedal or brake lever is pressed, a pushrod applies
force on the piston in the master cylinder causing fluid from the brake fluid tank to run into a
pressure chamber through a balancing port which results in increase in the pressure of whole
hydraulic system. This forces fluid through the hydraulic lines to one or more calipers where it
works upon one or two extra caliper pistons protected by one or more seated O-rings which
prevent the escape of any fluid from around the piston.
The brake caliper piston then apply force to the brake pads. This causes them to be pushed
against the rotating rotor, and the friction between pads and rotor causes a braking torque to be
generated, slowing the vehicle. Heat created from this friction is dispersed through vents and
channels in rotor and through the pads themselves which are made of particular heat-tolerant
materials like kevlar, sintered glass, et al.
The consequent discharge of the brake pedal or brake lever lets the spring(s) within the master
cylinder assembly to return that assembly piston(s) back into position. This reduces the hydraulic
pressure on the caliper lets the brake piston in the caliper assembly to slide back into its lodging
and the brake pads to discharge the rotor. If there is any leak in the system, at no point does any
of the brake fluid enter or leave.
Components
In hydraulic brake the brake pedal is called as brake pedal or brake lever. One end of the
hydraulic brake is connected to the frame of the vehicle, the other end is connected to the foot
pad of the lever and a pushrod extends from a point along its length. The rod either widens to the
master cylinder brakes or to the power brakes.
The master cylinder is separated as two parts in cars, each of which force a separate hydraulic
circuit. Every part provides force to one circuit. Passenger automobiles usually contain either a
front/back split brake system or a transverse split brake system.
A front/rear split brake system utilizes one master cylinder part to pressure the front caliper
pistons and the other part to pressure the rear caliper pistons. A split circuit braking system is
now necessary by rules in many countries for security purposes, if one of the circuit fails the
other circuit can stop the automobile.
The diameter and length of the master cylinder contains a major outcome on the performance of
the brake system. The bigger 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 dissimilar diameters among the two sectors to let improved fluid
volume to one set of caliper pistons or the other.
Power Brakes in Hydraulic Brake System
The power brake or vacuum booster is used in current hydraulic brake systems in cars and other
automobiles. The power brake or vacuum booster is connected among the master cylinder and
the brake pedal which increases the brake force applied by the driver. These parts contain an
empty housing with a changeable rubber diaphragm across the middle, making two chambers.
When power brake is connected to the small pressure part of the throttle body or intake manifold
of the engine the pressure in both parts of the unit is decreases. The stability created by the low
pressure in both chambers remains the diaphragm from moving until the brake pedal is
depressed. A return spring remains the diaphragm in the initial position until the brake pedal is
applied. When brake is applied through the brake pedal, the movement open an air valve which
lets in atmospheric pressure air to one chamber of the booster. The pressure becomes higher in
one part, the diaphragm goes to the lower pressure part with a force produced by the part of
diaphragm and differential pressure. This force, in addition to the automobile driver foot force,
pushes on the master cylinder piston.
A moderately tiny diameter booster element is necessary for a very traditional 50% various
vacuum, a secondary force of about 1500 N or 150 kgf is created by a 20cm diaphragm with an
area of 0.03 square meters. The diaphragm will stop moving when the forces on both sides of the
part attain balance. This is caused by the air valve closing which is due to the pedal apply
stopping or run out is attained. Run out arises when the pressure in one part attains atmospheric
pressure and no extra force is produced by the currently inactive differential pressure. After the
run out point is attained, only the driver foot force is used to apply the master cylinder piston.
The fluid pressure from the master cylinder moves through couple of steel brake tubes to
pressure differential valve called as brake failure valve, which do two functions. It balances
pressure among the two systems, and it offers a caution if one system drops pressure. The
pressure differential valve has two chambers which are connected to hydraulic lines through a
piston among them. When the pressure in either line is balanced, the piston does not move. If the
pressure on one side is misplaced, the pressure from the other side moves the piston. When the
piston creates contact through 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.
The brake tubing takes the pressure to brake elements at the wheels from the pressure differential
valve. The wheels do not uphold a permanent relation to the automobile, hydraulic brake hose is
used from the end of steel line on vehicle frame to the caliper at wheel. When steel brake tubing
is let to flex, it encourages metal fatigue and finally the brake collapses. It is to replace the
typical rubber hoses with braided stainless-steel wires which are outwardly reinforced, have
slight increase under pressure and provide a firmer sense to the brake pedal with less pedal move
for a known braking attempt.