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8.9 ACTUATION PROBLEMS
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8.9.1 General Table 8.10 lists the characteristics of four basic brake actuation methods. Note that many brakes are made to operate on the fail-safe principle. This means that the brake is applied by using strong springs and that the method of actuation releases or holds off the brake. Thus, a reduction, say, in hydraulic pressure would cause the brake to be applied.
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8.9.2 Brake Actuation Systems for Vehicles The hydraulic system shown schematically in Fig. 8.30 is suitable for a passenger vehicle using disk brakes on the front axles and drum brakes on the rear. The pedal force, multiplied by the leverage ratio, is applied to the master cylinder to produce a
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TABLE 8.10 Characteristics of Various Methods of Actuating Band, Drum, and Disk Brakes
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Downloaded from Digital Engineering Library @ McGraw-Hill (www.digitalengineeringlibrary.com) Copyright 2004 The McGraw-Hill Companies. All rights reserved. Any use is subject to the Terms of Use as given at the website.
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CLUTCHES AND BRAKES 8.49
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FIGURE 8.30 Hydraulic system with indirect servo. A, master cylinder; B, slave cylinder and servo; C, disk brake; D, leading-trailing shoe brake.
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hydraulic pressure. This hydraulic pressure can itself be multiplied by a power-brake assist unit which uses either the intake manifold s vacuum or a positive hydraulic pressure from the power-steering pump to create a pressure differential. In a split system, the master cylinder has two pistons and two reservoirs, one for the front-wheel brakes, the other for the rear. When the primary piston is pushed forward, the secondary piston is pushed forward as well by the primary piston spring and the buildup of pressure between the two pistons. Thus hydraulic pressure is built up in both systems. The springs return the pistons when the brake-pedal force is removed. With the split system, one set of brakes can function even if the hydraulic system for the other set of brakes is damaged. For example, if the hydraulic system of the front brakes fails, no hydraulic pressure is built up in the front-brake system, and the secondary piston continues to move until its nose butts against the end of the cylinder. The primary piston continues to move and build up pressure between the primary and secondary pistons to actuate the rear brakes. Most hydraulic brake systems are equipped with automatic valves: 1. Pressure-differential valve to turn on a warning light if either of the hydraulic systems (front or rear) fails. 2. Proportioning valve to improve the braking balance between the front and rear brakes and prevent skidding resulting from the rear brakes locking up before the front brakes. 3. Metering valve to delay the flow of brake fluid to the front-brake calipers until the system pressure has risen sufficiently. The motives are to overcome the tension of the retracting springs at the rear-brake shoes, expand the shoes, and supply the rear brakes before the front brakes. The metering valve prevents front-brake lockup during light braking on slippery or icy roads. All three functions may be merged into a combination valve mounted near the master cylinder. A vacuum-brake booster functions in three modes: released, applied, and holding. When the brake pedal is released, the engine intake manifold pulls air from the front shell through a check valve. There is a vacuum on both sides of the diaphragm, and the pressures are equal. The diaphragm is held to the rear by its spring. No force is exerted on the master cylinder by the push rod.
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Downloaded from Digital Engineering Library @ McGraw-Hill (www.digitalengineeringlibrary.com) Copyright 2004 The McGraw-Hill Companies. All rights reserved. Any use is subject to the Terms of Use as given at the website.
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CLUTCHES AND BRAKES 8.50
MACHINE ELEMENTS THAT ABSORB AND STORE ENERGY
When the brake pedal is depressed, the valve rod pushes the valve plunger forward to close the vacuum port and open the atmospheric port. With atmospheric pressure on the rear side of the diaphragm and a vacuum at its front side, the diaphragm moves forward and pushes against the push rod. This is the applied position. To provide gradual braking when needed (holding position), a position between the released and the applied positions is provided. The driver has control over the degree of braking.
8.9.3 Antiskid Brakes In an antiskid braking system, the brakes are normally under manual control; but if wheel lockup is imminent, the antiskid system takes corrective action. Whenever a rear wheel starts to lock, a wheel sensor detects an abrupt deceleration. A computer then causes the pressure in the rear braking system to decrease slightly, allowing the wheels to accelerate. When the wheel speed approaches its normal level for the vehicle s speed, the wheel cylinder pressure is restored. The antiskid system goes into action repeatedly to prevent wheel lockup and skidding until the vehicle speed drops to about 5 miles per hour (mph).
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