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Both these wheel and drum torques must be equal up to the point of wheel slip and they act in the opposite
direction to each other.
28.4.3.
torque output disproportionately. A brake with little self-energization, requires a higher operating force
compared to brake effort. This brake is more stable in operation and is less affected by frictional changes. The
multiplication of effort or self-energizing characteristic for each shoe is known as the shoe factor.
The shoe factor, S, is defined as the ratio of the tangential drum drag, Ft, at the shoe periphery to the force, Fe,
applied by the expander at the shoe tip.
The combination of different shoe arrangements such as leading and trailing shoes, two leading shoes, two
trailing shoes etc., produces a brake factor B that is the sum of the individual shoe factors.
Brake factor = Sum of shoe factors
28.4.4.
The above equations are evaluated to get the required result after taking suitable assump
tion for the value of pi
28.4.5.
The second type of mechanism gives the shoes equal displacement and hence the actuating forces are in a fixed
ratio. Equal displacements of shoes give the same rate of wear of brake linings. Further the rate of wear is
proportional to energy dissipated by linings and energy dissipated is proportional to the product of brake shoe
torque and the angular motion of the brake drum. The later being the same for both the shoes, the brake shoe
torque must be equal.
One can find the actuating forces that would produce the same torque at leading and trailing shoes. Suppose
equal actuating forces produce torques in the ratio TiITt, then for producing equal torque, the actuating forces
must be in the ratio, TtlTi.
This can be expressed in words that for equal displacement of the shoes, the actuating forces Wt and Wi are in
the inverse ratio of the brake torques obtained from the shoes with equal actuating forces.
28.4.6.
Now, if the speed of the vehicle is brought down from U km/hr to Vkm/hr in a distance of S meter, then
retardation,
Example 28.9. A passenger car of all up-weight 14322.6 N is fitted with four wheel brakes and slowed
uniformly from 86.5 km I hr to 48 km Ihrina distance of 152.5 m while running down an incline of 1 in 15.
Calculate the mount of heat generated in kJ during this operation and mention the methods employed to transfer
this heat to the atmosphere. If the front wheels share
55% of the braking forces, calculate the mean lining pressure in N/m2 on the front wheel brakes from the
following data :
Brake lining width = 0.05 m
Effective wheel diameter = 0.686 m
Brake drum diameter = 0.318 m
Lining area per drum = 0.0321 m2
Coefficient of friction between drum and lining = 0.35 What is the lining contact angle is each drum ?
28.4.7.
where, i?i and R% are the inner and outer diameter of the pad respectively.
Accordingly, the frictional braking torque (Fig. 28.12A) is doubled due to the action of frictional force, N on
both sides of the disc and depends upon the distance the pad is located from the disc centre of rotation.
Example 28.10. The distance between the pads centre of pressure and the centre of disc rotation is 0.12 and the
coefficient of friction between the rubbing faces is 0.35. Determine the clamping force required to produce a
braking torque of 82 Nm.
28.4.8.
most linings and pads ranges between 0.35 and 0.45. The shoe factor in increasing order is roughly as presented
in Table 28.2 for the normal working range of the co-efficient of friction.
The figures in the table indicate that the torque output (shoe factor) for a single or two trailing shoes is only
approximately one-third of the single or two leading shoe brake. The combination of a leading and trailing shoe
performs at about twice that of the two trailing shoe, or roughly two-thirds of the two leading shoe layout (Fig.
28.13). The disc and pad perform a very similar to the two trailing shoe layout, but with higher coefficients of
friction its shoe factor rises at a faster rate than that of the two trailing shoe brake. The duo servo shoe
arrangement exhibits a superior shoe factor relative to all other layouts.
Fig. 28.13. Relationship of shoe or brake factors and coefficient of friction for different shoe layouts and
the disc brake.
The lining or pad stability is the ability of the shoes or pads to maintain approximately the same shoe factor for
a small change in the coefficient of friction, possibly because of wetness or an increase in temperature of the
friction material. The stability changes in the reverse order as presented in Table 28.2. In general, brakes with
very high shoe factors are unstable and produce a relatively large change in shoe factor (output torque) for a
small increase or decrease in the coefficient of friction between the rubbing surfaces. Arrangements with low
shoe factors tend to produce a consistent output torque for a considerable variation in the coefficient of friction.
Since the shoe layouts with high shoe factors are unstable, the front brakes of most vehicles are either two
leading shoes or disc and pads, and at the rear a leading and trailing shoe system. Additional assistance of
vacuum or hydraulic servo or full power air operation is opted. A combined leading and trailing shoe brake thus
provides a relatively high leading shoe factor but with only a moderate degree of stability, where as a trailing
shoe produces a very low shoe factor with very high stability. Leading and trailing shoe brakes are still selected
on the rear wheels because they easily accommodate the handbrake mechanism and produce an extra selfenergizing effect when the handbrake is applied. Since this is not possible in the case of the disc and pad brake,
it requires a considerably greater clamping force to achieve wheel lock condition.
Table 28.2. Shoe factor, relative braking power and stability for various brake layouts.
Type of brake
Shoe factor
Stability
0.55
1.15
1.2
1.6
2.2
Relative braking
power
Very low
Very low
Low
High
Moderate
3.0
5.0
High
Very high
Low
Very low
Very high
Very high
High
Low
Moderate
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