Diagnosis Technicain - Brake Brake System

Brake System
Chapter Outline
This chapter explains a Brake System.

• Brake System
• Master Cylinder
• Brake Booster
• Foot Brake

Let’s study the

Brake System.
Click the "Next" button.

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

Diagnosis Technicain - Brake Brake System

Brake System Construction

The brake system consists of the follow-
ing components.
6. Parking brake
1. Brake pedal 5. Disc brake
1. Brake pedal
2. Brake booster 2. Brake booster
3. Master cylinder
3. Master cylinder
4. Proportioning valve
4. Proportioning valve (P valve)
5. Foot brake
(1) Disc brake
(2) Drum brake
6. Parking brake

(1) Disc brake

(2) Drum brake

(1/1)

Master Cylinder General & Construction

1. General
The master cylinder is a device that converts the oper-
ation force applied by the brake pedal into hydraulic
Minimum pressure. Currently, the tandem master cylinder,
which includes two pistons, generate hydraulic pres-
sure in two-systems brake line.
The hydraulic pressure is then applied to the disc
brake calipers or the wheel cylinders of the drum
brakes.
The reservoir serves to absorb changes in the brake
fluid volume caused by changes in fluid temperature.
Also, it has a separator inside that divides the tank
(5) (7) Fluid level sensor
Rubber piston into front and rear parts as shown in the left. The two-
cups part design of the tank ensures that if one circuit fails
due to fluid leakage, the other circuit will still be avail-
able to stop the vehicle.
(6) Reservoir tank
The fluid level sensor detects when the fluid level in
the reservoir tank falls below the minimum level and
then uses the brake system warning light to warn the
(4) No.2 return spring driver.
(3) No.2 piston 2. Construction
The master cylinder consists of the following compo-
(2) No.1 return spring
nents.
(1) No.1 piston

(1) No.1 piston

(2) No.1 return spring
(3) No.2 piston
(4) No.2 return spring
(5) Rubber piston cups
(6) Reservoir tank
(7) Fluid level sensor
(1/3)

-1-
Diagnosis Technicain - Brake Brake System

3. Principles
Principle of the lever Pascal’s law When the brake pedal is depressed,
Fulcrum the master cylinder converts this
F2
5 cm 2 Wheel cylinder force into hydraulic pressure. Brake

B
1000 N
Master cylinder
pedal operation is based on the prin-
10 cm 2 10 cm 2
ciple of the lever, and converting a
b small pedal force into a large force

8 cm
40 cm
2000 N acting on the master cylinder.
Push rod
20 cm 2 2000 N Based on Pascal's law, the hydraulic
force generated in the master cylin-
F1 Same pressure 400 N der is transmitted via brake line to
(2000 kPa)
4000 N individual wheel cylinders. It acts on
brake linings and disc brake pads to
a
generate a braking force.
The principle of the lever is applied by the brake pedal as follows. According to Pascal's law, externally
Operating force:
applied pressure upon a confined
Amount of movement:
A b B A B
fluid is transmitted uniformly in all
F1 X A = F2 X B F2 = F1 X = a = b X b = a X
B a A B A directions. Applying this principle to a
F1 : Pedal force a: Amount of movement of pedal edge hydraulic circuit in a brake system,
F2 : Push rod output force b: Amount of movement of push rod the pressure generated in the master
A1 : Distance from center of brake pedal to
fulcrum cylinder is transmitted equally to all
B: Distance from push rod to fulcrum wheel cylinders.
The braking force varies, as shown in
the left, depending on the diameter of
the wheel cylinders.
If a vehicle design requires a larger
braking force at the front wheels, for
example, the designer will specify
larger wheel cylinders for the front.
(2/3)

4. Types of brake lines

If the brake line is cracked and the brake fluid leaks
out, the brakes will no longer work. For this reason,
FR vehicle the brake hydraulics are divided into two-systems
brake line.
The hydraulic pressure sent to the two systems from
the master cylinder is transmitted to the disc brake
Front calipers or wheel cylinders. The brake line layout dif-
fers between FR vehicles and FF vehicles.
In FR vehicles the brake lines are divided in to a front
wheel system and rear wheel system, but in FF vehi-
cles diagonal piping is used.
Because the load applied to the front in FF vehicles is
large, a higher braking force is used for the front
FF vehicle
wheels than for the rear wheels. For this reason, if the
same brake line systems used for FR vehicles are
used in FF vehicles, the braking force will be too weak
if the front wheel braking system fails, so a diagonal
Front pipe line system for the front right wheel and rear left
wheel and one for the front left wheel and rear right
wheel are used so that if one system fails, the other
system will maintain a certain degree of braking force.

(3/3)

-2-
Diagnosis Technicain - Brake Brake System

Operation
No.2 return No.1 return When the brake pedal is depressed, the
spring spring
force is transmitted via the push rod to
Compensating port
the master cylinder where the piston is
Inlet port
pushed.
No.2 piston No.1 piston The force of the hydraulic pressure gen-
to front side to Rear side
erated inside the master cylinder is
transmitted via the brake lines to the
each wheel cylinder.
1. Normal operation
(1) When the brakes are not applied.
No.1 piston cup
The piston cups of No.1 and No.2
piston are positioned between the
Stopper bolt
No.2 piston cup
inlet port and the compensating port,
providing a passage between the
master cylinder and the reservoir
tank.
No.2 piston is pushed to the right by
force of No.2 return spring, but pre-
vented from going any further by a
stopper bolt.
(1/4)

(2) When the brake pedal is

depressed
Compensating port No.1 piston moves to the left and the
piston cup seals the compensating
port to block the passage between
the cylinder and the reservoir tank.
Piston cup As the piston is pushed farther, it
increases the hydraulic pressure
inside the master cylinder. This pres-
to Front side to Rear side sure acts on the rear wheel cylinders.
Since the same hydraulic pressure
also pushes No.2 piston, No.2 piston
operates in exactly the same way as
No.1 piston, and acts on the front
No.2 piston No.1 piston wheel cylinders.
Brake pedal depressed (1) Brake pedal depressed (2)

(2/4)

-3-
Diagnosis Technicain - Brake Brake System

(3) When the brake pedal is released.

The pistons are returned to their orig-
Orifices Inlet port Compensating port inal position by hydraulic pressure
and the force of the return springs.
However, because the brake fluid
does not return from the wheel cylin-
Piston cup
der immediately, the hydraulic pres-
sure inside the master cylinder
momentarily drops (a vacuum devel-
to Front side to Rear side ops). As a result, the brake fluid
inside the reservoir tank flows into
the master cylinder via the inlet port,
through many orifices provided at the
tip of the piston, and around the
periphery of the piston cup. After the
Brake pedal released (1) Brake pedal released (2) piston has returned to its original
position, the brake fluid that gradually
returns from the wheel cylinder to the
master cylinder flows into the reser-
voir tank through the compensating
ports. The compensating port also
absorbs changes in brake fluid vol-
ume that could occur inside the cylin-
der due to temperature changes.
This prevents the hydraulic pressure
from rising when the brakes are not
being used.
(3/4)

2. If fluid leaks in one of the systems.

(1) Fluid leakage in rear side
When the brake pedal is depressed,
No.1 piston moves to the left but
does not create hydraulic pressure in
the rear side. No.1 piston therefore
compresses the return spring, con-
to Front side to Rear side tacts No.2 piston, and pushes it No.2
piston increases hydraulic pressure
in the front end of the master cylin-
der, which allows two of the brakes to
be operated from the front of the
No.2 piston No.1 piston master cylinder.
Contact

-4-
Diagnosis Technicain - Brake Brake System

(2) Fluid leakage in front side

Since hydraulic pressure is not gen-
erated in the front side, No.2 piston
advances until it contacts the wall at
the far end of the master cylinder.
When No.1 piston is pushed farther
to the left from this position, hydraulic
pressure increases in the rear side of
to Front side to Rear side
the master cylinder, which allows two
of the brakes to be operated from the
rear of the master cylinder.

No.2 piston No.1 piston

Piston contacts wall

(4/4)

Brake Booster General & Construction

1. General
The brake booster is a device that
utilizes the difference between the
(12) Constant pressure chamber engine vacuum and the atmospheric
pressure to generate a strong force
(power boost) that is proportional to
(5) Diaphragm
the pedal depression force to operate
Vacuum (13) Check valve
(3) Booster piston the brakes.
(8) Reaction disc The brake booster uses the vacuum
generated in the intake manifold
(7) Valve body (vacuum pump in the case of diesel
Air
engines).
2. Construction
(1) Valve operating The brake booster consists of the fol-
Brake master cylinder rod
lowing components.
(10) Body seal (9) Air cleaner

(2) Push rod

(10) Body seal (1) Valve operation rod
(11) Variable pressure chamber
(4) Booster body
(2) Push rod
(6) Diaphragm spring (3) Booster piston
(4) Booster body
(5) Diaphragm
(6) Diaphragm spring
(7) Valve body
(8) Reaction disc
(9) Air cleaner
(10)Body seal
(11)Variable pressure chamber
(12)Constant pressure chamber
(13)Check valve

-5-
Diagnosis Technicain - Brake Brake System

HINT:
No.2 piston Tandem Brake Booster
Intake manifold No.1 piston
A tandem brake booster is a device
that has two vacuum chambers posi-
tioned in series and obtains a large
power boost without having to
increase the piston's size.

Air

Variable pressure chamber

Constant pressure chamber

(1/1)

Operation
Booster piston 1. Brakes not applied
The air valve is connected to the
Control valve
valve operating rod, and pulled to the
right by the air valve return spring.
The control valve is pushed to the left
by the control valve spring. This
Diaphragm spring Valve operating
rod causes the air valve to contact the
control valve. Therefore, the atmo-
Constant pressure Variable pressure
chamber chamber spheric air that passes through the
Piston Vacuum valve (opened)
air cleaner element is prevented from
Control valve
entering the variable pressure cham-
Control valve spring
ber.
Passage A Valve body

Constant pressure The valve body's vacuum valve is

chamber
separated from the control valve in
this condition, providing an opening
Air valve
(closed) between passage A and passage B.
Valve operating
rod
Since there is always a vacuum in
Air valve Air cleaner the constant pressure chamber,
return spring element
there is also a vacuum in the variable
Variable pressure
chamber
Passage B pressure chamber at this time. As a
result, the piston is pushed to the
right by the diaphragm spring.

-6-
Diagnosis Technicain - Brake Brake System

2. Brakes applied
Booster piston
When the brake pedal is depressed,
the valve operating rod pushes the
Control valve air valve, causing it to move to the
left.
The control valve, pushed against
Diaphragm spring
Valve operating rod the air valve by the control valve
spring, also moves to the left until it
Constant pressure Variable pressure contacts the vacuum valve. This
chamber chamber
blocks off the opening between pas-
Passage A Vacuum valve (closed) Piston
sage A and passage B.
Constant
pressure As the air valve moves further to the
Control valve chamber Control valve left, it moves away from the control
Control valve spring Control valve spring valve. This allows atmospheric air to
Booster
push rod Air enter the variable pressure chamber
through passage B (after passing
through the air cleaner element). The
Air valve difference in pressure between the
(opened)
Valve operating constant pressure chamber and the
rod Passage B Air cleaner
element variable pressure chamber causes
Air valve Passage B Reaction disc Variable pressure
the piston to move to the left. This, in
(closed) chamber turn, causes the reaction disc to
Brakes applied (1) Brakes applied (2) move the booster push rod to the left
and increase the braking force.

3. Holding state
If the brake pedal is depressed half-
Booster piston
way, the valve operating rod and the
Control valve air valve stop moving but the piston
continues to move to the left due to
the difference in pressure. The con-
trol valve is kept in contact with the
Diaphragm spring Valve operating rod
vacuum valve by the control valve
Constant pressure Variable pressure spring, but moves along with the pis-
chamber chamber
ton.
Piston Vacuum valve
Since the control valve moves to the
left and contacts the air valve, atmo-
Control valve spheric air is prevented from entering
Constant pressure Control valve spring the variable pressure chamber, so
chamber the pressure in the variable pressure
chamber stabilizes. As a result, there
Stopped is a constant difference in pressure
between the constant pressure
Valve operating chamber and the variable pressure
rod
chamber. Therefore, the piston stops
Air valve Variable pressure
moving and maintains the present
(closed) chamber braking force.

-7-
Diagnosis Technicain - Brake Brake System

4. Maximum boost
Booster piston
If the brake pedal is depressed all the
way down, the air valve will move
Control valve
completely away from the control
valve. In this condition, the variable
pressure chamber is filled entirely
Valve operating
with atmospheric air, and the differ-
Diaphragm spring
rod ence in pressure between the con-
Constant pressure Variable pressure stant pressure chamber and the
chamber chamber
variable pressure chamber is maxi-
Piston
mized. This causes the maximum
Vacuum valve
Constant
pressure boosting effect to act on the piston.
chamber Control valve

Control valve spring Even if additional force is thereafter

Booster
push rod Air applied to the brake pedal, the boost-
ing effect on the piston will remain
unchanged, and the additional force
Air valve will be applied only to the booster
(opened)
Valve operating push rod and transmitted as is to the
rod
master cylinder.
Variable pressure
chamber

5. Non-vacuum condition
Booster piston
If a vacuum fails to be applied to the
Control valve
brake booster for any reason, there
will be no difference in pressure
between the constant pressure
chamber and the variable pressure
chamber (as both will be filled with
Diaphragm spring Valve operating rod
atmospheric air). When the brake
Constant pressure Variable pressure
booster is in the "off" position, the
chamber chamber piston is returned to the right by the
Piston Vacuum valve
diaphragm spring.
Constant
pressure
chamber Control valve Nevertheless, when the brake pedal
Valve body is depressed, the valve operating rod
Booster
push rod advances to the left and pushes the
air valve, reaction disc and booster
push rod. This causes the master
Air valve cylinder piston to apply braking force
Valve operating
rod to the brake. At the same time, the
Valve stopper key
air valve pushes the valve stopper
Reaction disc Variable pressure
key which is inserted into the valve
chamber body. Therefore, the piston also over-
comes the diaphragm spring and
moves to the left.

Accordingly, the brakes remain func-

tional even when there is no vacuum
applied to the brake booster. How-
ever, since the brake booster is not
operating, the brake pedal will feel
"heavy".
(1/1)

-8-
Diagnosis Technicain - Brake Brake System

Reaction mechanism
1. General
This mechanism is provided to reduce brake pedal
kickback, thereby improving pedal "feel", by causing
Valve body only half of the feedback pressure to be applied to the
pedal (the other half being absorbed by the booster
piston).
2. Operation
Booster Air valve The reaction mechanism is shown in the left.
push rod
The booster push rod, reaction disc and air valve slide
inside the valve body. Since the reaction disc is made
Reaction disc of soft rubber, it can be regarded as a non-compress-
ible fluid. For this reason, when the booster push rod
is pushed to the right, it attempts to compress the
80 N
reaction disc, but since it cannot, the force is transmit-
(to Valve body) ted to the air valve and the valve body.
100 N 20 N Therefore, the force is transmitted between the air
(to Air valve)
valve and the valve body in proportion to their surface
1cm (
2
20N)
areas.
Assume that 100 N (9.8kgf,.21.6 lbf) is applied to the
4cm (
2
80N) booster push rod, as shown here. Since the ratio of
the areas of the air valve and the valve body is 4 to 1,
80 N (7.8kgf; 17.2 lbf) is transmitted to the valve body
and 20 N (2.0 kgf,.4.4lbf)to the air valve.
(1/1)

Gap Adjustment of Push Rod

Choke applied The length of the booster push rod must
be adjusted before the brake master cyl-
SST inder and the brake booster are assem-
bled.
This is required so there will be an
Thickness
gauge appropriate gap between the master cyl-
inder piston and the booster push rod
SST
after they are reassembled.
A SST is used to adjust the gap.
Accessory tool
In recent models, there are times when
a thickness gauge must be used. Be
SST 09737-00010
BRAKE BOOSTER ADJUSTMENT sure to refer to the repair manual.
Thickness Gauge(0.2mm or 0.008inch)
and Special Service Tool(SST 09737
—00010)are required to check HINT:
and adjust the push rod length.
0.2mm

See Repair Manual for details. • When the master cylinder has been
replaced and there is an accessory
tool in the kit, use the accessory
tool to make the adjustment.
• When the label shown in the figure
at left is affixed to the booster body,
refer repair manual when adjusting
the length of the booster push rod.
SERVICE HINT:
If the gap is too small, it will cause
brake drag. If the gap is too large, it
will cause braking delay.
(1/1)

-9-
Diagnosis Technicain - Brake Brake System

Function Check
Airtightness to Intake manifold
function cheek Atmospheric
The brake booster utilizes the difference between the
pressure engine vacuum and the atmospheric pressure to gener-
ate a power boost. Therefore, the brake booster function
can be checked by conducting the following inspection.
Atmospheric
pressure
1. Airtightness function check
Generating a power boost requires that the vacuum
inside the brake booster be maintained, that the con-
Operating
cheek
to Intake manifold stant pressure chamber and variable pressure cham-
Atmospheric
pressure ber be completely closed off by the vacuum valve, and
that air must flow from the air valve.
(1) Stop the engine after running it for 1 to 2 minutes.
Vacuum Vacuum will be allowed into the brake booster.
(2) Depress the brake pedal several times. When doing
this, if the pedal position is higher 2nd or 3rd time than
it was the 1st time, the check valve or vacuum valve is
Vacuum tightness to Intake manifold
function cheek
Atmospheric
closed, the air valve is open, and air is being let in.
pressure From this it can be determined that the airtightness of
each valve is normal.
2. Operation check
Vacuum
If the engine is started while there is no vacuum in the
brake booster, the vacuum valve is closed, and the air
valve is open, vacuum will be allowed into the con-
stant pressure chamber. The brake pedal condition at
this time can be used to check the power boost opera-
tion.
(1) With the engine stopped, depress the brake pedal
several times. Air will be allowed into the constant
pressure chamber.
(2) Start the engine with the brake pedal depressed. Vac-
uum will be generated and a pressure difference will
be generated between the constant pressure chamber
and the variable pressure chamber.
If the brake pedal sinks down a little bit at this time, it
can be determined that a normal power boost has
been generated.
3. Load airtightness function check
If the engine is turned OFF with the brake pedal
depressed, the pedal condition can be used to check
for vacuum leaks from the constant pressure cham-
ber.
(1) Depress the brake pedal while the engine is running.
(2) Turn OFF the engine with the brake pedal depressed.
In the hold state, the pressure difference between the
constant pressure chamber and the variable pressure
chamber will be held constant. Therefore, if there is no
change in the brake pedal height while continuing to
hold it for 30 sec, then it can be determined that the
check valve and vacuum valve are closed normally
and that there are no problems with the constant pres-
sure chamber.
(1/1)

- 10 -
Diagnosis Technicain - Brake Brake System

Foot Brake Disc Brake

1. Construction
Before operation The disc brake consists of the follow-
ing components.
(1) Disc brake caliper
(1) Disc brake caliper
(1) Disc brake caliper (5) Fluid
(4) Piston (2) Disc brake pad
(3) Disc brake rotor
(2) Disc brake pad
(3) Disc brake rotor
(4) Piston
(5) Fluid
During operation
2. Operation
The disc brake pushes the piston
using the hydraulic pressure trans-
mitted via the brake line from the
master cylinder to cause disc brake
pads to clamp down on both sides of
the disc brake rotor and stop the tires
from turning.
Therefore, because the disc brake
rotors and disc brake pads rub
against each other, frictional heat is
generated at this time. However,
because the disc brake rotor and
brake body are exposed, the gener-
ated frictional heat can be easily dis-
sipated.
(1/6)

3. Brake Adjustment
Since the brake clearance is
adjusted automatically by the piston
seal (rubber), the brake clearance
need not be adjusted by hand.
Piston seal changes shape as Piston seal returns piston by
piston moves. amount of its deformation. When the brake pedal is depressed,
Disc brake caliper Clearance the hydraulic pressure moves the
piston and pushes the disc brake pad
against the disc brake rotor.
As this time, the piston moves while
causing the piston seal to change
shape. When the brake pedal is
Piston
Disc brake pad Amount Amount
of return
released, the piston seal returns to
of deformation
Disc brake rotor its original shape, which moves the
Brakes applied Brakes released piston away from the disc brake pad.
Therefore, even if the disc brake pad
is worn down and the piston is mov-
ing, the amount that the piston
returns is always same, so the gap
between the disc brake pad and disc
brake rotor is maintained at a con-
stant distance.
(2/6)

- 11 -
Diagnosis Technicain - Brake Brake System

4. Decrease in brake fluid

The amount of brake fluid in the
brake reservoir tank is decreased by
Reservoir tank
the wearing of the disc brake pad or
lining. Therefore, the wearing condi-
tion of the disc brake pad or lining
can be estimated by checking the
fluid level of the reservoir tank.
Piston
Due to the piston's large diameter,
Master cylinder
Disc brake pad
wearing of the disc brake pads
results in a greater drop in the fluid
level in the reservoir tank than in the
case of drum brakes.

Before pad wear After pad wear

(3/6)

5. Pad wear indicator

Direction of disc brake rotor rotation When a disc brake pad wears and
Pad wear indicator needs to be replaced, the disc brake
pad wear indicator generates a high-
Pad wear pitched screeching sound to alert the
indicator
driver. In the case of the Corolla, the
warning occurs when the actual pad
thickness is approximately 2. 5 mm
Backing (0. 098 in).
plate
(1) Construction and Operation
Disc brake pad
When pad thickness is reduced to
Anti-squeal shim
Before pad wear After pad wear
the above-mentioned thickness, the
pad wear indicator, fixed to the back-
Inner pad
ing plate of the pad, comes into con-
tact with the disc brake rotor and
Pad wear
indicator produces a screeching noise during
driving.
to ECU
ECU ECU HINT:
Clip Pad wear There are sensor type pad wear indi-
indicator
cator brakes like that shown at the
bottom left of the figure.
Before pad wear After pad wear When the sensor is worn down
together with the disc brake pad, the
sensor's circuit is opened. The ECU
detects the open circuit and warns
the driver.
(4/6)

- 12 -
Diagnosis Technicain - Brake Brake System

6. Types of disc brake caliper

Fixed caliper type Floating caliper type
The types of calipers are explained
Piston
Hydraulic below.
Disc brake pressure
caliper
(1) Fixed caliper type
A fixed caliper type has a pair of pis-
Torque plate tons to push the disc brake rotor in
Disc brake pads
Pin the both sides.
Disc brake rotor
Steering knuckle
(Fixed)
(2) Floating caliper type
A floating caliper type is attached the
FS type AD type PD type
piston only on one side of the caliper.
Torque plate Bolt
Pin Torque plate Pistons act the hydraulic pressure. If
Pin
the disc brake pad is pushed, the cal-
Disc brake iper slides into the opposite direction
caliper
of the piston, and pushes the disc
Disc brake Bolt
caliper Disc brake brake rotor from the both sides. As a
Pin caliper
Bolt Torque plate result, it stops the rotation of the
wheel. There are several kinds of
floating caliper type, depending on
the methods to attach the caliper to
the torque plate.
(5/6)

7. Types of disc brake rotor

The types of disc brake rotors are
explained below.
• Solid type
There is made from a single disc
brake rotor.
• Ventilated type
There is hollow inside.
Excellent heat dissipation.
• With drum type
Built- in drum brake for the parking
brake.

Solid type Ventilated type with Drum type

- 13 -
Diagnosis Technicain - Brake Brake System

HINT:
Fading
When the foot brakes are applied (without engine brak-
ing) constantly on a long downhill slope, etc., the lining
and disc brake pads become extremely hot due to friction.
The coefficient of friction of the lining and disc brake pad
surfaces decreases as a result, and the brakes exert less
stopping power even if the brake pedal is depressed with
0.6 a great effort.
0.5
Coefficient friction( )

0.4

0.3

0.2

0.1

100 200 300 400 500

Temperature

(6/6)

Drum Brake
1. Construction
The drum brake consists of the fol-
lowing components.
(1) Wheel cylinder
(6) Piston (7) Piston cup (2) Brake shoe
(1) Wheel cylinder
(3) Brake lining
(2) Brake shoe (5) Brake drum
(4) Return spring
(3) Brake lining
(5) Brake drum
(4) Return spring
(6) Piston
(7) Piston cup
2. Operation
The drum brake stops the tire from
rotating by using the hydraulic pres-
sure transmitted from the master cyl-
inder to the wheel cylinder to press
the brake shoe against that brake
drum, which is rotating together with
the tire.
When the hydraulic pressure to the
wheel cylinder disappears, the force
of the return spring pushes the shoe
away from the inner surface of the
drum and returns it to is original posi-
tion.
As the brake shoe is surrounded by
the brake drum, it is difficult for the
generated heat to dissipate. This
type of brake is less resistant to heat.
(1/4)

- 14 -
Diagnosis Technicain - Brake Brake System

3. Leading shoe and trailing shoe

When hydraulic pressure is applied
Wheel cylinder
Direction of to the wheel cylinder, the shoes on
drum rotation both sides of the drum are pressed
against the inside of the drum with a
Self-energing
force commensurate with the hydrau-
function lic force applied by the piston. As
shown in the figure at left, different
compression forces are generated in
the right and left shoes.
The frictional force causes the shoe
on the left side to bite into the drum in
the direction of rotation, while con-
Leading shoe
versely the shoe on the right side
Trailing shoe
receives the repulsion force of the
rotation drum, which reduces the
compression force.
The action that increases the fric-
tional force by biting into the drum is
called the self energizing function,
and the shoe receiving this function
is called the leading shoe, and the
shoe not receiving this function is
called the trailing shoe.
(2/4)

4. Types of the drum brake

Drum brake has different types,
Fixed wheel cylinder Fixed wheel cylinder depending on the combination of the
leading and trailing shoe. Use prop-
erly, depending on the purpose, with
the feature that is generated by the
Fixed anchor Fixed wheel cylinder leading and trailing shoe.

Leading-and-trailing type Two-Leading type • Leading-and-trailing type

• Two-leading type
• Uni-servo type
Fixed wheel cylinder Fixed wheel cylinder • Duo-servo type

Blue arrow:
Rotational direction of the wheel
Adjusting cylinder Adjusting cylinder Pink arrow:
Direction that the piston moves
Uni-servo type Duo-servo type

Forward Backward

Leading shoe
Trailing shoe

- 15 -
Diagnosis Technicain - Brake Brake System

Fixed wheel cylinder Fixed wheel cylinder

Fixed anchor Fixed wheel cylinder

Leading-and-trailing type Two-Leading type

Fixed wheel cylinder Fixed wheel cylinder

Adjusting cylinder Adjusting cylinder

Uni-servo type Duo-servo type

Forward Backward

Leading shoe
Trailing shoe

(3/4)

5. Clearance Adjustment
(1) Auto adjustment type (2) Manual adjustment type

(1) Auto adjustment type

The lining affixed to the surface of
Adjust lever the brake shoe is worn down as the
shoe lever Adjustor brakes are used. The gap between
the drum and lining must be periodi-
Adjust lever cally adjusted to maintain the proper
Gap is larger
Adjustor pedal depression stroke.
Auto adjustment type brakes auto-
Brake shoe
matically adjust the gap.
The auto adjustment type operates
Adjust lever when the parking brake is applied or
Drum Adjustor
during braking, and in either case an
Gap between shoe and adjuster is turned by an adjust lever
drum is larger
to adjust the gap.

The adjust lever turns

the adjustor

- 16 -
Diagnosis Technicain - Brake Brake System

(2) Manual adjustment type

Measure the inner diameter of the
Expand brake drum.
Turn the adjuster to adjust the outer
diameter of the brake shoes so it is
approximately 1mm (0.039 in.)
smaller than the inner diameter of the
brake drum.
Using a screwdriver, turn the adjust-
Contract
ing nut and expand the shoes until
the drum locks.
Turn the adjusting nut back the spec-
ified number of notches. Refer to the
repair manual for the specified num-
ber of notches.

HINT:
Brake Pedal Height Adjustment
Pedal height Pedal freeplay
Use a ruler to measure the brake pedal
Adjustinng point height. If it is out of the prescribed range,
Lock nut adjust the pedal height.
Strokes are required to attain the proper
Push rod
braking force.
Adjust brake so that they are not work-
ing when pedal is not depressed.
With the engine stopped, depress the
brake pedal several times in order to
deactivate the brake booster. Then, gen-
tly press the pedal with your finger and
measure the pedal freeplay with a ruler.

(4/4)

- 17 -