Brake Guide

Brake System
Hyundai Commercial Vehicles
Published by Chonan Technical Service Training Center
Brake System
Chonan Technical Service Training Center
Brake System
Foreword
This training guide has been published to help all the service personnel of HYUNDAI distributors, authorized HYUNDAI workshops and commercial vehicle fleet companies be familiar with the brake system of HYUNDAI vehicles.
The applicable vehicles are all kinds of Hyundai Truck and Bus.
All the contents of this guide, including, drawings and specifications are the latest available at the time of publication.
All the contents of this guide will be helpful when you provide efficient and correct service on electrical system.
For detailed service specifications and service procedures, please refer to the relevant shop manuals.
2003. Hyundai Motor Company Chonan Technical Service Training Center All rights reserved. This publication may not be reproduced in whole or in part without the written consent of HMC.
Brake System
Brake System
Contents
1. General 7
1.1 Fundamentals of Brake System 1.2 Friction 1.3 Braking Force 1.4 Effect of Weight and Speed 1.5 Brake Temperatures 1.6 Brake and Tire Friction 7 7 8 8 9 9
4. Full Air Brake System 39

4.1 System Layout 39 4.2 4-Way Protection Valve 41 4.3 Quick Release Valve 43 4.4 R-12 Relay Valve 43 4.5 Double Check Valve 45 4.6 Spring/Brake Chamber 45 4.7 Anti-Compound 46 4.8 Automatic Slack Adjuster 47
1.7 Stopping Distance 10
2. Hydraulic Brake 11
2.1 General 11 2.2 Master Cylinder 12 2.3 Brake Booster 13 2.4 Brake Drums 14 2.5 Disc Brake 16 2.6 Brake Lines 18
3. Air Over Hydraulic Brake 21

3.1 General 21 3.2 Characteristics of Compressed Air 22 3.3 System Layout 22 3.4 System Line-up 23 3.5 Operation 24 3.6 Air Compressor 24 3.7 Dual Brake Valve 25 3.8 Air Drier 26 3.9 Air Master 31 3.10 Brake Warning System 35 3.11 Brake Lining 36 3.12 Air Bleeding 37
Brake System
Brake System
1. General
1.1 Fundamentals of Brake Systems
After sufficient study of chapter and the appropriate training models, you should able to state the purpose of all the brake systems and their components described in this chapter and describe the basic construction and operation of all the brake systems and their components covered in this chapter. Brake system is one of the most important safety systems on the automobile. The ability of the brake system to bring a vehicle to a safe controlled stop is absolutely essential in preventing accidental vehicle damage, personal injury, and loss of life. To identify and to correct a brake system problem, as well as to restore that system to its maximum effectiveness, requires considerable knowledge of the systems construction and operation. This includes the friction devices at each of the vehicles wheels and the mechanical and hydraulic control systems that control the action of these friction devices. A good basic understanding of the principles of mechanical devices, hydraulic & air systems, and friction devices is essential. An automotive brake system is a friction device designed to change motion to heat. When the brakes are applied. They convert the energy of momentum of the moving vehicle (kinetic energy) into heat energy by means of friction. The brake system, then is balanced set of mechanical and hydraulic devices used to retard the motion of the vehicle by means of friction.
1.2 Friction
Friction is the resistance to relative motion between two bodies in contact. It is caused by the interlocking of projections and depressions of the two surfaces in contact. Therefore, there is less friction between polished surfaces than between rough surfaces. Friction varies with different materials and with the condition of the materials. There is less friction between surfaces of different materials than between those of the same material. There is less friction when one surface (tire tread) rolls over the other (pavement) than when it slides.
Brake System
1.2.1 Coefficient of Friction The amount of friction created is proportional to the pressure between the two surfaces in contact. It is independent of the area of surface contact. The amount of friction developed by any two bodies in contact is said to be their coefficient of friction (C.O.F.). The coefficient of friction is found by dividing the force required to slide the weight over the surface by the weight of the object. See example in figure.
Weight 100 kg
If pull required is 60 kilograms C.O.F. = 60% or 0.6
Weight 100 kg
Weight 100 kg
If a 60 kg pull is required to slide a 100 kg weight, then the C.O.F. would be 60 divided by 100 or .60. If only 35 kg is required to slide the 100 kg weight, then the C.O.F. would be .35. It has been established that the coefficient of friction will change with any variation of the condition of the surfaces. Any lubricant, of course, will greatly reduce the oil, or brake fluid from brake lining. Even an extremely damp day will cause variation in C.O.F.
1.3 Braking Forces

Tremendous forces are involved when braking a vehicle. The vehicle must be brought to a stop in a much shorter time than is required to bring it up to speed. To better visualize this, compare horsepower needed to stop it. A compact vehicle with a 75 hp four-cylinder engine, for example, requires about 15 seconds to accelerate to 95 kph. The same vehicle is expected to be stop from 95 kph in not more than 6 seconds. That is ; the brakes must do the same amount of work as the engine, but 2 times faster.
1.4 Effect of Weight and Speed

The effect of weigh and speed of the vehicle on braking is a big factor in heat generation in both passenger cars and commercial vehicles. If the weight of the vehicle is doubled, the energy of motion to be changed into heat energy is doubled. Also, the amount of heat to be absorbed and dissipated will be doubled. The effect of higher speeds on braking is even
Brake System
more serious. If the vehicle speed is doubled, four times as much stopping power must be developed. Also, the brake mechanisms must absorb and dissipate four times as much heat. It follows that if both weight and speed of a vehicle are doubled, the stopping power must be increased eight times, and the breaks must absorb and dissipate eight times as much heat.
1.5 Brake Temperatures

The amount of heat generated by brake applications usually is greater than the rate of heat absorption and dissipation by the brake mechanisms, and high brake temperatures result. Ordinarily, the time interval between brake applications avoids a heat buildup. If, however, repeated panic stops are made, temperatures may become high enough to damage the brake lining, brake drums or rotors, and brake fluid. In extreme cases, the tires have been set on fire.
Figure : Note how temperature affected the coefficient of friction of three different brake linings
1.6 Brake and Tire Friction

When brakes are applied on a vehicle, the brake shoes and friction pads are forced into contact with the brake drums and rotors to slow the rotation of the wheels. Then, the friction between the tires and the road surface slows the speed of the vehicle. However, friction between the shoes and drums and between the pads and rotors does not remain constant. Rather, it tends to increase with temperature. 9
Brake System
From tests, the coefficient of friction of brake lining has been found to range from 0.35 to 0.50. The coefficient of friction of the tire on the road is approximately 0.2. However, this varies with the road surface. Surface contact is the determining factor. The fastest stops are obtained with the wheels rotating. As soon as the wheels become locked, there is less friction and the car will not stop as quickly or as evenly. The anti-lock braking systems work on the principle of very rapid and repeated brake applications and release to bring the vehicle to a stop without locking or skidding.
1.7 Stopping Distance

Average stopping distance is an important consideration directly related to vehicle speed. As charted in below, a vehicle that can be stopped in 13.7 m from 32 kph will require 38 m to stop from 48 kph. At 96 kph, the vehicle will require 83 m to stop ; almost the length of a football field. In reading the chart, you need to consider reaction time in addition to the time required to make a sudden stop. It is the time you need to react to a warning of danger, move your foot, and apply the brakes. For example, when the vehicle is going 32 kph, it will travel 6.7 m before the brakes are actually applied.
Minimum stopping distances at different speed mph (kph) 10 (16) 12 (32) 19 (30) 30 (48) 50 (80) 60 (96) 70 (112) Reaction time distance 3.3 m 6.7 10 13 17 20 24 Braking distance Total stopping distance 6.3 m 13.7 24 38 58 83 117
3m 7 14 25 41 63 93
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Brake System
2. Hydraulic Brake
2.1 General
This hydraulic brake system has been adopted on HLD150 trucks. Brake fluids are virtually incompressible; a pressure throughout a closed hydraulic system will be the same in all directions. These principles are used to operate hydraulic service brakes on all light duty trucks and passenger cars. A simplified drawings of an automotive hydraulic brake system is shown in the below
Typically, the brake pedal is connected to a master cylinder by a push rod. The master cylinder is connected to the service brakes at each wheel by brake lines and hoses. The entire hydraulic system is filled with a special brake fluid, which is forced through the system by the movement of the master cylinder pistons. In case of drum brake, internal expanding brake shoe assemblies are forced against the machined surface of a rotating drum at each wheel to slow and stop the vehicle. As the brake pedal is depressed, it moves pistons within the master cylinder, forcing hydraulic brake fluid throughout the brake system and into cylinders at each wheel. The fluid under pressure causes the cylinder pistons to move which, in turn, forces the brake shoes and /or friction pads against the brake drums and/or rotors to retard their movement and stop the vehicle.
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Brake System
2.2 Master Cylinder

When the driver pushes down on the brake pedal, the master cylinder pushrod pushes the primary piston into the master cylinder. This in turn forces the secondary piston deeper into the master cylinder. Fluid is forced out of the primary system through steel and flexible lines to the front brakes and from the secondary system through separate lines to the rear brakes. As the level of fluid in the reservoir rises and falls, the diaphragm flexes, since the cover is vented to atmosphere. In normal operation, the secondary piston is actuated hydraulically. Should a fluid leak develop in the primary system, the primary piston pushes against the secondary piston since hydraulic pressure in the primary piston is lost. Should a leak develop in the secondary system, the secondary piston bottoms out in the master cylinder, and the primary system still operates normally. In either case the brake pedal will be somewhat lower than normal, and the brake warning light will go on when the pedal is pushed down.
When the brake pedal is released, the brake shoe return springs force fluid from the wheel cylinders back through the lines to the master cylinder. When pressure in the system drops to approximately 8 to 18 psi (0.5 kg/ to 1.3 kg/ ), the check valve closes and fluid flow stops. This residual or static pressure helps seal piston cups in the wheel cylinders. Disc brake systems do not have check valves since disc brake caliper pistons have a different seal. Some drum brake systems use mechanical wheel cylinder piston cup expanders and thereby eliminate the need for static pressure in the system.
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Brake System
2.3 Brake Booster

Many vehicles are equipped with power brakes. Power brakes reduce the amount of force the driver needs to apply to the brake pedal. The vacuum suspended power brake uses vacuum pump driven by the engine. A vacuum booster is mounted between the master cylinder and the firewall. The brake pedal pushes against the booster pushrod, which in turn operates a valve assembly. The valve assembly closes off the vacuum to the rear chamber of the booster and admits atmospheric pressure to that side. This causes the piston to move toward the master cylinder. The piston pushes against the master cylinder pushrod, thereby providing braking assistance. Most of the apply force is provided by the booster ; however, a reaction assembly allows part of the apply pressure to be felt by the driver, giving the driver needed pedal feel. The booster can be in the released, apply, or hold position. When the brake pedal is depressed, the booster is in the apply position. The vacuum port to the rear booster chamber is closed, and the atmospheric port is opened.
Return Spring
Valve Body Clevis
Push Rod
Diaphragm Plate Diaphragm
This allows atmospheric pressure to push the piston forward, applying the brakes. As soon as the pedal movement stops, the booster is in the hold position, in this position the piston has caught up with pedal and pushrod movement, causing the atmospheric port to close. Since the vacuum port is already desired by the driver. 13
Brake System
As soon as the pedal is released, the atmospheric port closes and the vacuum port opens, allowing the spring to return the booster piston to the release position. The vacuum power brake stores sufficient vacuum for several brake applications should the engine fail to provide vacuum. Heavier vehicles use a dual piston booster for added braking assist.
2.4 Drum Brakes

There are many factors that contribute to the effectiveness of drum brakes, including ; 1. The radius of the brake drum 2. The radius of the vehicles wheel 3. The area of the brake lining. 4. The amount of force applied to the brake shoes. 5. The coefficient of friction of the braking surfaces. 6. Self-energization. 7. Servo action. 8. The coefficient of friction between the tires and the road surface. Factors 1 and 2 are simply a matter of leverage. It is obvious that a small brake drum on a large wheel will require more frictional surface, or higher pressure on the surface, than a large brake drum on a small wheel. Factor 3 presents another obvious contribution to drum brake effectiveness. Certainly the greater the area of frictional material on the brake shoes, the more effective braking action will be. Factor 4 is important because the pressure of the brake shoes against the drums starts with the force applied to the brake pedal. Then that force is multiplied by leverage (usually assisted by a power brake unit) and further increased hydraulically by the size of the master cylinder bore and bore of the wheel cylinders. Factor 5 takes into consideration the coefficient of friction of the brake lining material, its area, and the material used in the casting of the brake drums. Factor 6 greatly multiplies the force pressing the brake shoes against the drums. Self energization is created by the tendency of the rotating drum to drag the brake lining and brake shoe along with it. The frictional force between the brake drum and lining tries to turn the brake shoe around the anchor pin. Since the drum itself prevents this, the brake shoe is self-energized or forced even more strongly against the drum. Factor 7. Servo action, is obtained by the wedging action of the brake shoe, which starts at the toe of the shoe and keeps increasing as the shoe tries to rotate with the brake drum.
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Brake System
Factor 8 involves tire-to-road surface contact, emphasizing braking to rapidly reduce wheel rotation before stopping into a potentially dangerous skid. The wheel cylinder is so constructed that the piston extends in one direction only to push the shoes which are held down to the backing plate by the shoe hold down pin, the return springs mounted on the shoe fixed and moving sides cause contraction of the shoe and wheel cylinder piston when the brake is released.
Back Plate Back Plate Wheel Cylinder Return Spring Shoe Wheel Cylinder Drum
Return Spring Lining Shoe
Lining
Front
Rear
When the vehicle is running forward, both shoes work as leading shoes. When the pedal is depressed, brake fluid supplied under pressure from the master cylinder enters the wheel cylinder, of which piston moves the shoe moving side so that the lining is pressed against the drum inside. Resultant friction between the lining and drum causes the shoe to try to turn with the drum, thus boosting the braking forces.
Piston Wheel Cylinder
Wheel Cylinder
Brake Drum Lining Shoe
Front
Rear
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Brake System
2.4.1 Wheel Cylinders Wheel cylinders are used in drum brake systems to hydraulically actuate the brake shoes. A typical wheel cylinder is composed of : a single-bore cylinder casting ; internal compression spring ; two pistons ; two rubber piston cups or seals ; two rubber boots to prevent entry of dirt and water ; and a bleeder screw (valve).
Piston Cup
Spring Seat
Stopper
Adjusting Screw Piston Piston A Spring Piston B Piston Cup Adjuster
Front wheel cylinder
Rear wheel cylinder
In addition, wheel cylinders are generally fitted with links that extend from the outboard side of each piston, through the rubber boots, where they bear against the toe end of each brake shoe. When the brake pedal is depressed, hydraulic fluid pressure produced by the master cylinder forces the wheel cylinder piston apart and outward in the cylinder. This movement, in turn, is transmitted to the toe ends of the brake shoes, causing the shoes to contact the revolving brake drum and stop the vehicle. When the brake pedal is released the shoe retracting springs force the wheel cylinder pistons and cups inward. This movement pushes brake fluid back to the master cylinder reservoir. Meanwhile, outward force created by the wheel cylinder spring keeps the two sets of pistons and cups apart. This provides space between the sealing cups for brake fluid to be retained for immediate response to the next brake application
2.5 Disc Brake

The disc brake unit consists of caliper, disc or rotor, pads, and splash shield. The caliper is the unit that applies the brake pads against the disc. Earlier disc brakes used multipiston fixed calipers. Current disc brakes are mostly of the sliding or floating caliper single-piston type. The most common application of disc brakes is on the front wheels, with drum brakes provided for the rear wheel. Some vehicles use four-wheel disc brakes. Calipers are bolted to a support bracket, which in turn is bolted to the steering knuckle. When braking during forward motion, braking torque attempts to push the upper end of the knuckle forward. The
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Brake System
steering knuckle therefore must absorb all the braking torque developed at the front wheels. Discs or rotors are either the solid or finned type. The finned type has better cooling and therefore is usually used on heavier cars. Disc brake surfaces, like drum brake surfaces, are highly machined and must remain smooth and parallel for effective braking.
Brake pads
Hub
Caliper
Disc
The disc is made of cast iron, which has proved to be the best friction material for discs is often stamped in the disc. Brake drums also have maximum allowable diameters stamped on them. Disc brake pads are either bonded or riveted to a metal shoe. Pads are usually backed with a stick-on anti-rattle material on the metal shoe side and are often mounted with anti-rattle clips. Disc brakes are not self-energizing and therefore have large pistons to produce the necessary force for high apply pressures. This generates more heat than do drum brakes, buy disc brakes are better able to dissipate the heat produced. The result is less brake fade than with drum brakes. Brake fade occurs when friction surfaces become so hot that their coefficient of friction drops so low that even the application of severe pedal pressure can result in little actual braking. Pad Thickness (HLD150)
12 mm 1 mm
Standard
Limit
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Brake System
Disc Thickness
Standard : 35 mm Limit : 33 mm
Disc Run Out
Standard : 0.12 mm
2.6 Brake Lines

Seamless steel brake lines carry the brake fluid from the master cylinder to a brake wheel cylinder. From there, additional steel lines carry the fluid to the front wheel and rear. At the rear, a high-pressure flexible line connects the steel line to other steel lines in the rear axle, which lead to the rear wheel cylinders. High-pressure flexible lines are also used at each front wheel cylinder or caliper. Only recommended steel and flex lines should be used for replacement. Two types of steel line flared ends are used. One type is the double lap flare and the other type is the ISO flare. Fittings for these two types are also of different design and should never be mixed or interchanged. Never use copper or aluminum lines ; they can fail due to the high pressure developed in the brake system.
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Brake System
2.7 Brake Fluid

The fluid used in the hydraulic brake system is a special fluid, and only brake fluid of high quality should be used. Mineral oil, hydraulic oil, automatic transmission fluid, power steering fluid, or other oils should never be used in a hydraulic brake system. High quality brake fluid has a number of characteristics. It is able to absorb moisture and therefore should never be left open to atmosphere, since the atmosphere contains moisture. It has a high boiling point to prevent vaporization, which would result in loss of braking effectiveness. A boiling point of 287.8 (550 ) or higher is needed for present brake systems. Good brake fluid is no corrosive, has good lubrication qualities, remains stable over a long period of time and is compatible with other high quality brake fluids. Brake fluid must be kept absolutely clean and in airtight containers to maintain its effectiveness.
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Brake System
Memo :
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Brake System
3. Air Over Hydraulic Brake

3.1 General
Heavy-duty vehicles brake energy sources are compressed air and fluid. Compressed air is air that has been forced into a smaller space than which it would ordinarily occupy in its free or atmospheric state. In the automotive field, compressed air has many uses. The application of compressed air in the operation of automotive air brake is relatively simple. Compressed air is admitted into a cylinder, which encloses a piston. The force of the compressed air will cause the piston to move until it encounters resistance equal to the force developed by the compressed air. For example, the piston in figure has an area of 10 sq. in., while the compressed air has a pressure of 10 psi. The total force developed will be 10 X 10 or 100 psi. This is similar to the effect of hydraulic power. Remember that the quantity of air acting on the piston does not affect the force developed. The only factors involved are the air pressure and the area of the piston on which the air pressure is acting.
Piston with 10 sq. in. area
100lb Force
Air at 10 psi
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Brake System
3.2 Characteristics of compressed air

Compressed air has disadvantages. Compressor sucks air and air is compressed in the compressor by high-speed revolution. According to reciprocation of the piston, temperature of the air in the compressor is increased and as air is flown through pipes the temperature is decreased. At this moment moisture may be created. This moisture is the cause of rust in the pipe and related parts. In the low temperature like wintertime, moisture in the system is frozen so that air passage may be clogged. This makes serious problem to the vehicle safety. In order to eliminate this kind of problem, air drier is installed and most of moisture is absorbed at the drier. System replacement period without air drier is 100,000km but system with air drier is 4,500,000km.
3.3 System Layout

4-Way. Protection Valve Wheel Cylinder Air Tank Purge Tank Air Compressor
Air Dryer
Cab Control Valve Remote Chamber Air Master
Quick Release Valve Dual Brake Valve Magnetic Valve
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Brake System
3.4 System Line - Up

Reaching time of the compressed air from the tank to the actuator is different; it is impossible to satisfy synchronism so that jack knife phenomenon may be occurred. To compensate the time difference, relay valve is installed in the system. Like this air brake system should be concerned synchronism and non-hesitation. Air brake system consists of compressed air generation system, compressed air storage system, pressure control and power transmitting system and safety system. A. Compressed Air Generation System (a) Air Compressor Air compressor is driven by crankshaft and supply compressed air to the brake system. (b) Air Dryer and Governor Absorb moisture and oil in the compressed air and control system pressure. B. Compressed Air Storage System (a) Reservoir Tank Reservoir tank stores compressed air for the brake systems and accessory system. According to usages, reservoir tank is installed independently by the circuit such as front wheel brake, rear wheel brake, trailer brake, parking brake and accessory. C. Brake Pressure Control System (a) Dual Brake Valve Dual brake valve is connected with brake pedal and when the driver depresses brake pedal, air passages between air tank and relay valve are connected. (b) Quick Release Valve Quick release valve is installed at the front wheel circuit and parking brake circuit in general and is installed between dual brake valve and brake chamber. When the brake pedal is released, applied air to an actuator is discharged to the atmosphere very quickly through quick release valve. (c) Relay Valve Relay valve has similar function as quick release valve. In case of the brake chamber is too far from the drivers seat, relay valve absorbs time difference while applying and releasing the brake.
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Brake System
D. Power Transmitting System (a) Air Master The air master transmits air pressure to hydraulic pressure. E. Safety and Accessory System (a) Low Pressure Indicator (b) Stop Light Switch (c) Protection Valve (d) Safety Valve (e) Check Valve
3.5 Operation
There are two types of air brake systems. One is air over hydraulic (AOH) type and the other is full air type. In case of the AOH brake system, if driver depresses brake pedal, compressed air is sent to air master through dual brake valve, and air master transfers pneumatic energy to hydraulic energy and sends brake fluid to wheel cylinder. Output power from air master is depends on the sectional area of piston in the air master. In case of full air brake system, engine driven compressor delivers compressed air to air tank and compressed air is used only for the braking source power. So, full air brake system needs compressor, air tank, brake/spring chamber and valves. Braking force is controlled by valve operation so that big braking power is produced with small braking effort. Because air is compressive, even there is a small leakage, there is no brake performance loss. Air brake system, there is not necessary to replace brake fluid, bleed air. Air brake system is usually used for medium to large sized bus and heavy-duty trucks.
3.6 Air Compressor

The air compressor is driven by the drive gear that is in mesh with the timing gear of the engine. The cylinder head of the air compressor is provided with suction port and delivery port.
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Brake System
3.7 Dual Brake Valve

The dual brake valve connects, disconnects and regulates the compressed air from the air tank to operate, release and control the brakes. When the brake pedal is depressed, the piston is pushed down by the plunger to force the inner valve to open. The compressed air from the air tank actuates the air master (AOH).
Primary side
Pedal (plunger) Valve seat P
Passage hole Secondary side
Movement of brake pedal

Air pressure in chamber A
Piston Chamber B Exhaust passage is closed Inlet valve Valve seat P is opened Air pressure from air tank
to Front brake
Chamber A Chamber C from Air Tank Relay Piston from Air Tank Inlet Valve to Rear Brake Passage Hole Valve Seat S to Front Brake
Chamber A
Relay piston Inlet valve
from Air tank Inlet valve
to Rear brake
Valve seat S is opened Air pressure from air tank
to Rear brake
When the brake pedal is depressed

from Air pressure in chamber Movement of brake pedal
Air pressure on bottom surface of piston Inlet valve and piston moves upward Valve seat P is closed Air pressure from air tank is interrupted Air pressure is stopped to increase Rear brake system is stabilized Inlet Valve
No movement of brake pedal
to Atmosphere Piston from Air pressure in chamber to atmosphere Piston & inlet valve moves upward Inlet valve & bottom end of relay piston is detached from Air pressure in front brake system to Atmosphere Chamber Inlet Valve from Air Tank from Rear Brake
Piston
Valve Seat P from Rear Brake
from Air Tank
Piston Inlet Valve from Air Tank
Chamber from Front Brake
When the brake pedal is released
Stabilization of brake pressure
3.7.1 Front brake system air piping is damaged The primary side operates in the same way as in normal condition, and generates the brake pressure for the rear brake system. On the secondary side, the air pressure produced by operation of the primary side acts on the chamber C, but no air pressure is available in the supply port. As a result, no brake pressure is generated for the front brake system.
from Air Tank
to Rear Brake Chamber C
No air pressure
No air pressure
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Brake System
3.7.2 Operation when rear brake system air piping is damaged No brake pressure is generated for the rear Movement of brake pedal brake system, and no air pressure is available in Piston the passage to the supply port. If the brake pedal is depressed further, the primary side piston and secondary side relay piston are brought into contact with each other and move until the secondary side inlet valve is pressed down. The passage between the inlet valve seat S and the inlet valve is opened. The air chamber E is led into the chamber D and is supplied to the front brake system.
Valve Inlet
No air pressure
No air pressure Chamber D
from Air Tank
to Front Brake
Valve Seat S
3.8 Air Dryer

Compressed air generated by the air compressor contains moisture due to high temperature and also lubricating oil could be contained in the compressed air. These foreign materials should be removed. Especially moisture makes serious problem to the system. If moisture is contained in the compressed air, in the freezing temperature, air passage may clog due to frozen moisture. In this case, even driver depresses brake pedal, compressed air cannot flow from the air tank to the system so that brake performance is sharply decreased. The major components of the air dryer are filter and valve body. The filter consists of filter, annular filter and desiccant and valve body consists of air governor, heater and exhaust port.
Annular filter Desiccant Filter Purge Tank inlet (from Air compressor) Check valve Purge Piston Air Passage Valve seat A outlet
AIR TANK
Governor Piston
Governor
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Brake System
3.8.1 Charging Compressed air generated by air compressor enters to inlet port and then air goes to filter and annular filter, at this moment big particle and oil is absorbed. Cleaned air flows to desiccant and most of moisture in the compressed air is absorbed. Cleaned and dried air flows to purge tank first and then main tank through check valve. 3.8.2 Cut - Out (Maximum Pressure) If air pressure in the air tank reaches up to maximum set pressure, spring supported governor piston will be moved to right. Compressed air flows through air passage and applies upper part of the purge piston. The purge piston moves downward by compressed air and valve seat A will be opened. At this moment compressed air from the air compressor flows to the atmosphere directly through valve seat A. If valve seat A is opened, there is big pressure difference between purge tank and purge piston area. So charged air in the purge tank flows reverse direction and is discharged to atmosphere through filter. This operation is what we call ReGeneration. While re-generation, accumulated foreign material and moisture in the desiccant, and annular filter discharged to atmosphere together so that air dryer filters are cleaned. 3.8.3 Cut - In (Minimum Pressure) If air pressure in the air tank is decreased minimum set pressure or less, spring supported governor piston will be moved to left and shuts off the air passage to purge piston. The purge piston moves upward by spring force and valve seat A will be closed. At this moment compressed air from the air compressor flows to the filters and charges again to the air tank.
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3.8.4 Governor Built-in governor determines cut-out and cut-in pressure. And adjusting governor controls these pressures.
When adjusting the governor on the vehicle, two people are needed. 1. Place the screw 1,2 to 43mm and 57mm as shown in the figure. 2. Start engine and check the air pressure gauge in the cluster. 3. Adjust governor pressure as follows ; 1) Cut-Out : If pressure is higher than specification, loose the screw 1. If pressure is lower than specification, tighten the screw 1. 2) Cut-In : If pressure is lower than specification, loose the screw 2. If pressure is higher than specification, tighten the screw 2. Warning If adjust the governor valve by your own accord, brake performance and durability could be decreased sharply. Do not adjust to out of specification. 3.8.5 Maintenance Interval Every 3 Months or 9,323 miles (15,000 Km) - Check the air tank while opening the drain cock which is installed on bottom surface of the air tank. If water is drained together with dirt, replace the filter cartridge. Every 12 Months or 31,075 miles (50,000 Km) - Disassemble, check the units and replace the desiccant, oil filter and all of the rubber parts with the repair kit.
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3.8.6 Inspection After replacing of the filter cartridge. 1. Drain residual pressure and water in the air tank 2. Start engine and check governor operation of the air dryer. 3. Check air leakage from the each connection by means of soap water. 4. After charging to the air tank, discharge compressed air from the air tank and check water is drained or not. After replacing of the heater. 1. Check open circuit and wiring connections. 2. At the ambient temperature is 13 or higher, 5 minutes later after engine starting, if the air dryer body is hot, replace the heater. The cause is that the heater is activated continuously because the wiring is connected opposite direction. 3. At the ambient temperature is 1 or lower, 5 minutes later after engine starting, if the air dryer body is cold, replace the heater. The cause is that the heater is not activated because the wiring is connected opposite direction.
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3.8.7 Air Drier Heater
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3.9 Air Master

The air master is used for Air Over Hydraulic Brake system only. The air master is consisted of four major parts such as Relay valve, Power cylinder and Hydraulic cylinder.
Relay Valve
from Dual Brake Valve from Air Tank
to Wheel Cylinder
Hydraulic Piston Power Piston
3.9.1 Relay Valve Assembly When the brake pedal is depressed, pilot pressure from the dual brake valve enters to the chamber A of the relay valve and acts on the piston, which compresses the spring. And then valve seat and valve is detached so that passage between the air tank and air master is connected.
Chamber A Piston Spring from Dual Brake Valve
To Power Cylinder Valve
from Air Tank
Valve Seat
Discharge Port
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Brake System
Compressed air from the air tank enters to power cylinder of the air master. When the brake pedal is released, the pilot pressure is removed and piston of the relay valve moves upside. The valve moves upside till upper part of the valve is contacted to the valve seat. Passage between air tank and power cylinder of the air master is closed. Compressed air cannot enter to the power cylinder any more. Applied air to the power cylinder is discharged to atmospheric through discharge port. 3.9.2 Power Cylinder Assembly The air pressure delivered by operation of the dual brake valve enters to the chamber A and acts on the piston plate. Chamber B is open to the atmosphere, and a pressure difference is created between the chamber A and B. If the force pushing the piston plate is larger than spring force, piston is moved to the right. The push rod transmits the air pressure received from the relay valve to hydraulic piston.
Push Rod Spring
Chamber A Chamber B Piston Plate
3.9.3 Hydraulic Cylinder Assembly Motion of the power piston causes the push rod to move the hydraulic piston to the right. Since the yoke of the hydraulic piston leaves the retainer, the valve seal is seated on the seat of the hydraulic piston. As a result, the passage between the brake fluid tank side chamber C and the wheel cylinder side chamber D is shut off, and the brake fluid in the chamber D is pressurized by movement of hydraulic piston to the right and is transmitted to the wheel cylinder.
Connector Spring Residual Pressure Check valve assembly Chamber C Retainer
Hydraulic Piston Chamber D
Push Rod
Valve Seal Yoke Chamber C
32
Brake System
The residual pressure in the check valve becomes negative as the volume of the chamber C is increased by movement of the hydraulic cylinder. Therefore, the residual valve opens, absorbing the brake fluid from the brake fluid tank. When the brake pedal is release, the compressed air in the power cylinder is exhausted to the atmosphere. The return spring of the power piston and the brake fluid pressure in the chamber D force the hydraulic piston back to the position where it had been before operation, and the yoke comes in contact with the retainer, making the chambers C and D open to each other.
Connector Spring Residual Pressure Check valve assembly Chamber C Retainer Hydraulic Piston Chamber D
Push Rod
Valve Seal Yoke Chamber C
The brake fluid passes through the chamber C and compresses the spring of the residual pressure check valve to return through the outside circumference of the residual valve to the brake fluid tank. The brake fluid ceases to flow when the spring and brake fluid pressure balance. 3.9.4 Power piston stroke detection switch When the brake system is in order, the rod of the stroke detection switch is kept at the position shown right by the force of the spring, and the contact of the switch is in the notch of the rod, keeping the switch in the OFF state.
Switch Cylinder Body Rod
Retainer Spring Cylinder Shell Retaining Ring
33
Brake System
If the brake fluid leaks due to a worn brake lining or damaged brake piping, the power piston travels on longer stroke, and the piston plate comes in contact with the end of the rod and moves the rod to the right as shown right. As a result, the switch leaves the notch of the rod and enters the ON state and lights the warning lamp in the cluster to alert the driver to the danger
Switch Cylinder Body Rod Piston Plate
Cylinder Shell
Retainer Spring Retaining Ring
34
Brake System
3.10 Brake Warning System
35
Brake System
3.11 Brake Lining

There are three basic types of brake lining in current original equipment use : non asbestos organic, metallic, and semi metallic. In the past, asbestos was used almost exclusively in the manufacture of brake lining. Then it was discovered that breathing dust containing asbestos fibers could cause serious bodily harm. Organic lining usually consists of a compound of non-asbestos friction materials, filler materials, and high temperature resins. These elements are thoroughly mixed, formed into shape, and placed under heat until a hard, slate-like board is formed. The material is cut and bent into individual segments and attached to drum brake shoes, or it is cut into individual pads and attached to disc brake shoes. Metallic brake lining is made of sintered metal. It is composed of finely powdered iron or copper, graphite, and lesser amounts of inorganic fillers and fiction modifiers. After thorough mixing, lubricating oil is usually added to prevent segregation of different materials. The mixture is then put through a briquette process and compressed into desired form. The non-asbestos organic type brake lining or semi metallic lining is used for conventional brake service. Under extreme braking conditions, the metallic type lining is used. Under severe usage, the frictional characteristics of the metallic lining are more constant than that of the organic lining. 3.11.1 Replacement of lining Rivet starting from the center portion of shoe and proceeding toward to ends. Press the rivet with 1,700 ~ 1,900 Kgf. Select the linings of same size and same paint color on right and left wheel. Check the any contact problem between drum and lining. Lining thickness - Standard : 12 mm - Limit : 5 mm
36
Brake System
3.12 Air Bleeding

Bleeding the hydraulic brake system is necessary after repairing or if air has trapped the system. Air in the system results in spongy pedal feel and action ; since air in the system is compressible, reduced pressure and force result in poor braking action when the brakes are applied. Generally two method of bleeding brakes are used ; manual bleeding and pressure bleeding. In this chapter manual bleeding procedures are described. NOTE Start the engine and left it run at idle until the brake system is completely bled of air. 1. Install the special tool, vinyl pipe, to the plug of front or rear air master or the bleeder of wheel cylinder. Bleed the line in the following order : Front (rear) brake line Front (rear) brake booster Right wheel Air master cylinder Left wheel cylinder 2. Depress the brake pedal slowly several times. Then, with the brake pedal held depressed, loosen the plug or bleeder to discharge air together with the brake fluid. NOTE Make sure that the brake fluid tank is filled with brake fluid up to the H level. Keep adding brake fluid to maintain the H level at all times during the air bleeding process. 3. Tighten the plug or bleeder, then release the brake pedal. 4. Repeat step 2 and step 3 until the brake fluid runs clear of bubbles. 5. When the brake fluid runs clear with no bubbles, tighten the plug or bleeder to specification. 6. After both lines have been completely bled of air. Then, check for the brake fluid level. Also depressed the brake pedal several times to check for possible fluid leak. Finally, perform the brake test. 37
Brake System
Memo :
38
Brake System
4. Full Air Brake System

4.1 System Layout
Air Dryer Air Tank Purge Tank Air Compressor Magnetic Valve Cab Control Valve Double Check Valve
Double Check Valve & Quick Release Valve
Quick Release Valve Brake Chamber
Dual Brake Valve
R-12 Relay Valve
Brake & Spring Chamber
Aero Space
Air Dryer
Cab Control Valve Air Tank Double Check Valve & Quick Release Valve
Purge Tank Air Compressor Magnetic Valve
Quick Release Valve Brake Chamber
Dual Brake Valve
R-12 Relay Valve Brake & Spring Chamber
Aero Express 39
Brake System
9 2 3 16 5 8 3 1 17 3 3 13 6 12 11 10
15
14 15
7 13
Tractor (6 X 4)
1. Air Compressor 2. Air Dryer 3. Air Tank 4. Dual Brake Valve 5. Cab Control Valve 6. Synchronizer Valve 7. R-12 Relay Valve 8. R-14 Relay Valve 9. Trailer Brake Valve
10. Double Check Valve 11. R-14 Relay Valve 12. Service Valve 13. Brake & Spring Chamber 14. Quick Release Valve 15. Brake Chamber 16. 4-way Protection Valve 17. Magnetic Valve
40
Brake System
4.2 4-Way Protection Valve

The purpose of the for circuit protection valve when fitted into multi-circuit braking systems is to maintain a certain pressure level in the unaffected circuits in the event of one circuit failing. Four-circuit protection valve consists of four pressure protection valves that have a limited feedback capability and are connected either in parallel in series. The opening pressure is the pressure level required at port 1 to open valve seat when the braking system is devoid of pressure.
Diaphragm Spring
21 Valve Seat
23
24
22
Chamber B
Chamber A
Grooved Ring
It is determined by the annular area of diaphragm to which pressure is applied via chamber A and by the preloading of compression spring. The opening sequence of the circuits when connected in parallel is conditioned by their respective opening pressures, which may vary within the tolerance range even though the nominal valves are equal. The static closing pressure level at which valve seat will close in the event of the air slowly leaking from any circuit while the compressor fails to deliver compressed air. It is lower than the opening pressure, being determined by the entire circular area of diaphragm to which air is applied via the chambers A and B and by the preloading of compression spring.
41
Brake System
22
23
21
24
Supply port 1
In the event of rapid pressure drop in any one circuit, the so-called dynamic closing pressure will be maintained in the other circuits. It is always higher than the static closing pressure and is conditioned by the size of the leak, by the amount of air being re-charged, and by the reservoir volume of the individual circuits. In any partly charged circuit, the pressure level that must prevail in chamber A in order that valve seat opens is below the opening pressure indicated, since the reservoir pressure acts upon the inner circular area of diaphragm, via chamber B, and thus counteracts the force of compression spring. In the faulty circuit, the pressure in chamber B equals zero ; so the opening pressure required in chamber A is higher than in the case of partly charged, unaffected circuit. In that case, the compressed air supplied will escape to atmosphere, via the leak in the faulty circuit.
Description Valve Opening Pressure Valve Closing Pressure
Circuit 1,2 5.7 ~ 6.0 Kgf/ 4.5 Kgf/ or more
Circuit 3,4 5.2 ~ 5.5 Kgf/ 4.0 Kgf/ or more
42
Brake System
4.3 Quick Release Valve

Quick release valve is installed between the dual brake valve and the brake chamber of the front wheel. When the brake pedal is released, applied air to the brake chamber is discharged very quickly through quick release valve so that brake is released.
from Dual Brake Valve
Brake Chamber
Brake Chamber
Brake Chamber
When the brake pedal is depressed, compressed air is applied to inlet port of the quick release valve and air flows to both front brake chambers as shown in the figure . When the brake pedal is released applied air to the front brake chambers is discharged at the quick release valve as shown in the figure .
4.4 R-12 Relay Valve

The relay valve is installed between the air tank and the brake chamber and transmits compressed air in the air tank to the brake chamber of the rear wheel and discharges compressed air applied into brake chamber to atmosphere very quickly. If full air brake systems without relay valve, compressed air in the air tank flows to brake chamber directly through the dual brake valve. But the distance of the brake line in the vehicle from the drivers seat to each wheel is different. Reaching time to the brake chamber is different too. So it is impossible to meet synchronism and immediateness. To solve this problem the relay valve has been adopted.
Air Tank Dual Brake Valve Brake Chamber Air Tank Brake Chamber Dual Brake Valve
Relay Valve
Brake systems without Relay Valve
Brake systems with Relay Valve
43
Brake System
Relay valve consists of supply port, delivery port, service port and exhaust port and each port is connected with the air tank, brake chamber of the front wheel, dual brake valve and atmosphere.
From Dual Brake Valve
Relay Piston Delivery Port To Brake Chamber From Air Tank
Inlet Valve Exhaust Port
Supply Port
When driver depresses the brake pedal, dual brake valve is operated and compressed air from the air tank is applied to the service port of the relay valve. When the compressed air is applied to upper part of the relay piston of the relay valve, the relay piston moves downward and exhaust port is closed and inlet valve is opened as shown in the figure. Stand by the air from the air tank flows to the brake chamber of the rear wheel through delivery port. When driver depresses the brake pedal slightly and maintains position, delivered air to the brake chamber applies bottom surface of the relay piston and the force between the upper part and bottom part of the relay piston becomes same. At this moment, the relay piston will move upside slightly by built in spring force. So, inlet valve is closed and there is no airflow in the relay valve. When driver releases the brake pedal, compressed air of the service port is discharged to atmosphere at the dual brake valve. Relay piston of the relay valve is moved upside and inlet valve is closed and exhaust port is opened. Applied air to the brake chamber is discharged to atmosphere through the exhaust port.
44
Brake System
4.5 Double Check Valve

The double check valve has two supply lines. Higher-pressure line can flow to the spring chamber of the rear wheel through the double check valve. The double check valve is used for preventing air pipe damage, air leakage and for preventing mixture of parking brake pressure and service brake pressure.
To Brake Chamber
To Brake Chamber
From Parking Brake
From Service Brake
Double check valve consists of two supply ports and one delivery port. If the one ports pressure is higher than that of other side, lower side port is blocked by the piston and higher side compressed air can be flown to the spring chamber through delivery port as shown in the figure.
4.6 Spring/Brake Chamber

Spring/Brake chamber transfers compressed air energy to mechanical energy. Driver depresses brake pedal, compressed air flows into inlet port of the brake chamber and pushes diaphragm. Diaphragm is supported by push plate and pushes the push rod to forward. The push rod is connected with slack adjuster. The slack adjuster is connected with S-cam shaft and the s-cam shaft pushes the brake shoe against brake drum. So that service brake is engaged. In case of parking brake, if compressed air is applied into the spring chamber, parking brake is released and on the contrary, to engage the parking brake, compressed air should be discharged.
45
Brake System Spring Spring Push Rod
Diaphragm
4.7 Anti-Compound
The brake systems with spring and brake chamber, if service and parking brake is operated at the same time, brake components may be damaged due to applying excessive braking force. To protect brake lines and chambers, anti-compound function is included in the spring and brake chamber used systems. a) With the brake pedal is depressed and the parking brake is engaged too. Driver depresses brake pedal, compressed air is applied into the brake chamber.
Parking Brake Valve Relay Valve
Piston
Brake & Spring Chamber
Double Check Valve
Dual Brake Valve
Air Tank
Relay Valve
46
Brake System
At this moment, if parking brake valve is operated to engage the parking brake, applied air to the spring chamber is discharged through relay valve and parking brake valve and air pressure from the service brake is higher than that of parking brake, double check valve let flow air from service brake only to the spring chamber as shown in the figure. So, the parking brake remains releasing. b) With the parking brake is engaged and service brake is applied too. When the parking brake is engaged, applied air to the spring chamber is discharged at the parking brake valve. If the driver depresses brake pedal, compressed air is applied into the spring brake and compresses power spring in the spring chamber so that parking brake is disengaged. At the same time, compressed air is applied into the brake chamber too, brake chamber is operated to brake a vehicle as shown in the figure.
4.8 Automatic Slack Adjuster

The slack adjuster adjusts brake lining clearance in the full air brake systems. But clearance is not adjusted periodically, clearance between brake lining and drum is larger than specification and brake performance becomes poor. The automatic slack adjusters characteristics are as follows : 1) Clearance is adjusted automatically 2) Maintain appropriated chamber stroke 3) Keep stable brake performance 4) No need lining clearance adjustment 5) Save maintenance time
Manual Clearance
Automatic Time Effectiveness of Automatic Slack Adjuster
47
Brake System
1.Housing 2.Bushing 3,4.Worm gear 5.O-ring 6.Bearing 7.One-way clutch 8.Needle bearing 9.Cover
10.Control unit 11.Rack 12.Return spring 13.Plug 14.Coil spring 15.Thrust washer 16.Cover 17.Control disk
48
Brake System
4.8.1 Structure Housing is cast iron and has a low coefficient of friction and high wear resistance. The housing is available in different variations with a choice of lever length. Bushing is made of hardened steel and can be supplied in different dimensions.
Bushing
Housing
Worn gear transmits force from housing to the S-cam Shaft. The tooth profile of the gear is asymmetrical, and both parts are made of specially treated high-grade steel. O-ring, which is made of rubber, protects the mechanical parts from salt, water and dirt.
Worm gear
Bushing Worm gear
Rack converts the rotation of control disc to a reciprocating liner action. The rack is sintered to a high standard of density and hardness. Return spring keep the rack in contact with the lower flank of the recess in the control disc when cone clutch and is disengaged. Welch plug closes the insertion opening for the return springs and in housing. 49
Brake System
Lack
Return spring
Plug
Control unit supplies the motion required for the compensatory action of the adjuster. The unit consists of control disc, control arm and cover. The control and disc are rigidly joined to each other and can rotate freely as a unit in the cover. Between the cover and the control arm is a sealing ring. The control disc has a milled recess for the toe of the rack. The flanks of the recess are hardened.
Cover Control unit
Gasket
Control disk Control arm Skew
One-way clutch converts the linear motion of the rack to rotary motion. The clutch consists of gear wheel and clutch spring and clutch ring. Bearing is radial bearing for worm screw it is made of free cutting steel.
Cover Needle bearing Thrust washer Coil spring Cover
50
Brake System
Needle gearing thrust washer and screw covers and take up the thrust from coil spring. Coil spring holds worm screw in contact with clutch ring. Rivets lock screw covers and in the desired position and allow easy disassembly.
Clutch spring Clutch ring Gear wheel Bearing
4.8.2 Operation The control arm of the brake adjuster is located so that the rack is at the bottom of its travel and its toe is in contact with the upper flank of the recess in the control disc. Angle A (clearance angle) between the lower flank of the recess in the control disc and the toe of the rack determines the normal clearance that will be obtained between brake lining and brake drum.
Control Arm
Rack A
51
Brake System
The brake adjuster moves through angle A until the toe of the rack pushes against the lower flank of the recess in the control disc. The brake shoes expand, but not enough to touch the brake drum. Thus normal clearance(C) corresponds to the clearance angle (A)
C
Rack
Control Disc
The control disc pushes the rack upwards so that it turns the gear wheel of the one-way clutch is disengaged in this sense of rotation. As the same time the S-camshaft expands the brake shoes until the linings are in contact with the brake drum.
Ce C
One Way Clutch Gear Wheel Clutch Spring Clutch Ring
Rack
Control Disc Chonan Technical Service Training Center
52
Brake System
The worm screw is displaced axially and compresses the coil spring so that the cone clutch between and is disengaged. This happens when the torque on the S-camshaft rises rapidly as a result of the brake linings being pressed with increasing force against the brake drum.
Ce C
Coil Spring
Clutch Ring
Warm Screw
The control disc continues to push the rack upward. Now, however, the rack turns the whole one-way clutch assembly because the cone clutch and is disengaged.
Ce E C
One way Clutch
Corn Clutch
Rack
Control Disc
53
Brake System
The return spring and hole the toe of the rack against the lower flank of the recess in the control disc. The rack turn the one-way clutch assembly because the cone clutch and is disengaged.
C Ce
Return Spring
Corn Clutch
Rack Control Disc
The cone clutch and engages when the torque on the S camshaft falls to a level at which the coil spring can push the worm screw into contact with the clutch ring.
C Ce
Coil Spring
Corn Clutch
54
Brake System
The force exerted by the return spring and on the rack not enough to turn the one-way clutch when the cone clutch is in disengagement. As a result contact between the toe of the rack and the recess in the control disc shifts from the lower to the upper flank (angle)
Ce
Control Disc
Rack
The control disc pushes the rack down to its bottom position in the housing. As both clutch are now in engagement the worm screw is turned by the rack and the worm wheel and the S-camshaft turn with it. The net result is an automatic adjustment which keeps the clearance between the brake shoes and the drum at a constant value. If the clearance is abnormally large, e.g after the brake adjuster has been removed in connection with repairs.
Clutch Spring
Worm Screw
Clutch Ring Worm Wheel
Gear Wheel
Control Disc
55
Brake System
The brake will have to be applied many times to adjust the brake adjuster to its normal stroke. Alternatively the excess clearance can be taken up manually by turning hexagon clockwise.The take up of the brake adjuster per stroke is determined by the gear ratio. 4.8.3 Brake Lining to Drum Clearance Lining to drum clearance is designed with the intention of achieving the shortest possible brake chamber stroke (= low air consumption) without running the risk of dragging brakes. The requested clearance is achieved by selecting a suitable position/notch size in relation to actual S-cam lift, type of service and brake design. (position/notch size is determined according to a calculation performed by maker). In case a requested clearance is not specified by the axle manufacturer, automatic slack adjuster makers recommendation is 0.8 ~ 1.0 mm.
4.8.4 Positioning of Brake Chamber The brake chamber bracket must be positioned to have the brake chamber : a) Level with actual L-dimension, i.e. to allow the push rod clevis-hole to be in line with automatic bushing hole. b) In line with the automatic slack adjuster on actual L-dim. level to avoid side thrust on the automatic slack adjuster and the brake chamber push rod. Neither the bottom of the clevis -U nor the end of the push rod are allowed to touch the ABA arm at any chamber stroke.
56
Brake System
C A
L-Dimension
B CC
B CC
4.8.5 Installation Procedures The control arm must be fixed in its rest position, i.e. fully pushed in the direction of application when the brake chamber push rod is (fully) in its rest position. No remaining forces are allowed on the control arm neither from the brake chamber return spring nor from external springs. NOTE In case an axle is delivered with automatic slack adjusters fitted to the S-cam, but without brake chambers, installation adjustments must be performed after the brake chambers have been fitted. 1) Keep the compressed air pressure with 6 kg/ minimum.
Minimum 6 kg/
57
Brake System
2) Release the parking brake.
3) Apply a grease.
4) Install automatic slack adjuster.
5) Turn the worm screw clockwise and fit the slack adjuster to clevis as shown in the figure.
58
Brake System
6) Install the pin.
7) Install the washer and snap ring.
A+B=Max.0.5mm 50% } 0.5~2.0 mm
0.5~2.0mm
8) Push the control arm fully toward arrow mark as shown in the figure.
59
Brake System
9) Fix the control arm to the bracket.
10) Turn the worm screw clockwise till brake lining is contacted to the drum.
11) Turn the worm screw 3/4 counter clockwise and depress brake pedal for 20 times
3/4
Warnings
Do not use impact wrench on the worm shaft hexagon. Internal components may be damaged!
60
Brake System
4.8.6 Check List after Installation 1. The automatic slack adjuster freely returns to its definitive rest position on the return stroke ? 2. The control arm is correctly installed/adjusted and not exposed to excessiveloads in any direction ? To check this, remove the clevis pin. (If spring brakeactuator is present, this must be fully release = minimum 6kg/ ) If the clevis pin hole and the automatic slack adjuster bushing holes stay aligned,the installation is correct. If the brake chamber push rod or the automatic slack adjuster moves in either direction the installation need to be corrected. The anchor bracket is correctly installed ? Automatic slack adjuster axial clearance on the S-cam splines is withinspecification ? Recommended anti compound function installed when spring brake is used ? Maximum effective brake chamber stroke not exceeded with the brake fully applied ? Brake distribution between wheels/axles in balance ? An overheated wheel /axle/vehicle in a combination might be an indication on over braking on the overheated axle, but it could also be under braking on other axles/wheels not working properly. This is normally not caused by the automatic slack adjuster. Automatic function check after installation : turn the worm shaft 180 counter clockwise. Let the spanner stay on the hexagon. Apply/release the brake ex. 5 times the spanner moves clockwise on every return stoke = OK.
3. 4. 5. 6. 7.
8.
180
61
Brake System
4.8.7 Technical Data Adjustment portion : 8% of excess Deadjustment torque New : Minimum 32 Nm. Replacement/overhaul limit : 18 Nm. Deadjustment torque is measured by checking torque needed to turn the worm shaft hexagon head counter clockwise. Read off the torque wrench at the first click over
Maximum flexing [bushing to S-cam clearance (A+B)+flexing] exposed to control arm : 0.5 mm
A B 50% 50%
0.5~2.0 mm
Control Arm Fixed Style
Automatic slack adjuster axial clearance on S-cam splines : 0.5 ~ 2.0 mm Grease : Calcium base (water repellent), EP additive, NLGI 2. Temperature range : -40 ~ 100
62
Brake System
Automatic lubrication : Maximum input 0.1 ~ 0.2 / 3 ~ 6 hrs interval Coating : All types of paint are suitable for coating of automatic slack adjuster. The automatic slack adjuster must be clean before coating.
63

Brake Guide

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Brake System

Hyundai Commercial Vehicles

Published by Chonan Technical Service Training Center

Chonan Technical Service Training Center

Chonan Technical Service Training Center

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4. Full Air Brake System 39

1.7 Stopping Distance 10

3. Air Over Hydraulic Brake 21

Chonan Technical Service Training Center

Chonan Technical Service Training Center

Chonan Technical Service Training Center

If pull required is 50 kilograms C.O.F. = 50% or 0.5

If pull required is 35 kilograms C.O.F. = 35% or 0.35

1.3 Braking Forces

1.4 Effect of Weight and Speed

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1.5 Brake Temperatures

1.6 Brake and Tire Friction

1.7 Stopping Distance

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Chonan Technical Service Training Center

2.2 Master Cylinder

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2.3 Brake Booster

Valve Body Clevis

Diaphragm Plate Diaphragm

2.4 Drum Brakes

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Return Spring Lining Shoe

Piston Wheel Cylinder

Brake Drum Lining Shoe

Chonan Technical Service Training Center

Adjusting Screw Piston Piston A Spring Piston B Piston Cup Adjuster

Front wheel cylinder

Rear wheel cylinder

2.5 Disc Brake

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Disc Run Out

2.6 Brake Lines

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2.7 Brake Fluid

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Chonan Technical Service Training Center

3. Air Over Hydraulic Brake

Piston with 10 sq. in. area

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3.2 Characteristics of compressed air

3.3 System Layout

Cab Control Valve Remote Chamber Air Master

Quick Release Valve Dual Brake Valve Magnetic Valve

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3.4 System Line - Up

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3.6 Air Compressor

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3.7 Dual Brake Valve

Movement of brake pedal

Movement of brake pedal

Relay piston Inlet valve

from Air tank Inlet valve

When the brake pedal is depressed