GOVERNMENT POLYTECHNIC COLLEGE

KONAM, NAGERCOIL 629004

KANYAKUMARI DISTRICT

PROJECT REPORT
ON

HYDRAULIC BRAKING SYSTEM IN

AUTOMOBILE
Submitted in partial fulfillment of the requirement for the award for the diploma
in Mechanical Engineering of the Directorate of Technical Education
Project guided by
A.PRABU, B.E
Submitted By
CHENTHIL RAJAN.C

11800306

KRISHNA RAVI.S

11800310

MARIAPPAN.E

11800311

NAGARAJAN.T

11800312

NAMBI VELAYUTHAM.G

11800313

DEPARTMENT OF MECHANICAL
ENGINEERING
2013 2014

GOVERNMENT POLYTECHNIC COLLEGE

KONAM, NAGERCOIL 629004
KANYAKUMARI DISTRICT

BONAFIDE CERTIFICATE
This is to certified that this project work entitled HYDRAULIC
BRAKING SYSTEM IN AUTOMOBILE is Mr.
Reg. Noin Partial fulfillment of the requirement for the
award of diploma in Mechanical Engineering by Board of Technical Education
Government of Tamilnadu during the academic year by 2013-2014.

Mr. A. PRABU, B.E.

Staff in-charge.

Mr. M.AMEER BABU, M.E.

Head of the Department.

Submitted for the Project Viva-Voice Examination on

INTERNAL EXAMINER

EXTERNAL EXAMINER

ACKNOWLEDGEMENT
We are grateful of our Principal Mr. T. DAVIDSON, M.E., for granting
permission and having provided us all facilities to carry out this project
successfully.
We are expressing our whole hearted thanks to our Head of the
Department Mr. M.AMEER BABU, M.E, for his valuable guidance and
encouragement which helped us in accomplishing this project.
We are expressing our deep sense of guidance to our guide
Mr.A.PRABU, B.E. for his valuable Guidance and suggestion in processing
this project and completing it successfully within the stipulated time.
We would like to extend our gratitude to all staff members of Mechanical
Engineering Department
suggestions.

for their kind encouragement and

valuable

CONTENT

CHAPTER NO.

TABLE OF CONTENT

PAGE NO.

ABSTRACT

INTRODUCTION

BLOCK DIAGRAM

CONSTRUCION DETAILS

WORKING PRINCIPLE

10

FABRICATION OF PARTS

12

ADVANTAGE

22

APPLICATION

23

COST ESTIMATION

24

10

CONCLUSION

25

11

BIBLOGRAPHY

26

12

PHOTOGRAPHS

27

TABLE OF FIGURE

FIGURE NO.

FIGURE NAME

PAGE NO.

3.1

HYDRAULIC BRAKING SYSTEM

5.1

WORKING PRINCIPLE

10

6.3

SECTIONAL VIEW OF MASTER CYLINDER

13

METERING VALVE

17

ASSEMBLY OF WHEEL CYLINDER AND

BRAKE SHOE

19

WHEEL CYLINDER AND COMPONENTS.

20

6.5

6.8

6.10

1. ABSTRACT

The main objective of his project is to design a Hydraulic braking system

in automobile.

In this project is specially designed to demonstrate the

Engineering Students, how the hydraulic braking system is worked.

In this project is to explain it all the parts of hydraulic braking system.

The some parts are sectioned for the use of visually see the parts, how to works
and easy to understand the working of parts.

This project is simple constructed for the purpose of portability,

and this project can be used all Engineering oriented institutions, colleges,
schools, etc.

2. INTRODUCTION
Automotive brakes are designed to slow and stop a vehicle by
transforming kinetic energy (motion energy) into heat energy. As the brake
linings contact the drums/rotors they create friction which produces the heat
energy. The intensity of the heat is proportional to the vehicle speed, the weight
of the vehicle, and the quickness of the stop. Faster speeds, heavier vehicles,
and quicker stops equal more heat.
The brake system constitutes an integral part of an automobile. It allows
the driver to slow or stop the vehicle and prevents a stationary vehicle from
moving. Failure of the automobile brake system can lead to accidents, property
damage, physical injuries or even death of an individual.
In recent years, brake systems have undergone tremendous changes in
terms of performance, technology, design and safety. Today, anti-lock braking
systems (ABS) are more or less standard. Modern ABS versions not only
prevent wheel lock under braking, but also electronically control the front-torear brake bias. This function, depending on its specific capabilities and
implementation, is known as electronic brake force distribution (EBD), traction
control, emergency brake assist or electronic stability control system. A further
technological step change can be expected with the emergence of the brake-bywire technology.

3. BLOCK DIAGRAM

Fig No. 3.1

HYDRAULIC BRAKING SYSTEM

4. CONSTRUCTION DETAILS

IT CONSIST OF THE FOLLOWING COMPONENTS

1. MASTER CYLINDER
2. OIL TUBES
3. METERING VALVES
4. BRAKE FLUID
5. BRAKE DRUM
6. BRAKE SHOE
7. WHEEL CYLINDER

4.1. MASTER CYLINDER

The master cylinder provides the pressure to operate the other hydraulic
components. The master cylinder is in turn, operated by the foot pedal. Pushing
on the pedal creates a force on the pistons, creating hydraulic pressure.

4.2. OIL TUBES

The various components of the brake hydraulic system are connected
through lines and hoses. Lines are made of steel and hoses are made of braided
rubber. Lines connect the stationary parts of the hydraulic system and hoses
connect the parts which move in relation to each other.

4.3. METERING VALVE

The metering valve is used to keep the front brakes from applying before
the rear brakes. The fronts brake pads are not held in the retracted position by
springs are the rear brake shoes. Therefore, if the same amount of pressure
reached the front and rear brakes at the same time, the front brakes would do all
the stopping and wear prematurely. Applying only the front brakes could also
cause instability, or might throw the vehicle into a skid.

4.4. BRAKE FLUID

Brake fluid is a special liquid for use in hydraulic brake systems, which
must meet highly exact performance specifications. It is designed to be
impervious to wide temperature changes and to not suffer any significant
changes in important physical characteristics such as compressibility over the
operating temperature range. The fluid is designed to not boil, even when
exposed to the extreme temperatures of the brakes.

4.5. BRAKE DRUM

The brake drum provides a cast iron braking surface for the shoes to work
against. The drum also absorbs and dissipates large amounts of heat. Brake
drums are simple in construction and operation. The design differences between
various brake drums are discussed in the following paragraphs.

4.6. BRAKE SHOE

Brake shoes are made of two pieces of sheet steel welded together. The
friction material is attached to the lining table either by adhesive bonding or
riveting. The crescent shaped pieced is called the web and contains holes and
slots in different shapes for return springs.

Hold down hardware, parking brake linkages and self linkages

components. All the application force of the wheel cylinder is applied through
the web to the lining table and brake lining. The edge of the lining table
generally has three V shaped notches or tabs on each side called nibs. The
nips rest against the support pads of the backing plate to which the shoes are
installed.

4.7. WHEEL CYLINDER

The function of the wheel cylinder is to change hydraulic pressure from
the master cylinder into mechanical force that applies the brake shoes against
the rotating drum. Many types of wheel cylinders were used in the Past, but
modern vehicles use one wheel cylinder design, the single cylinder dual piston
or straight bore type. In this design, the cylinder' bore is one size throughout its
length, and has two pistons of equal size, one at each end. This type of wheel
cylinder changes hydraulic pressure into movement in two directions.

5. WORKING PRINCIPLE
In Hydraulic brake system when the brake pedal or brake lever is pressed,
a pushrod applies force on the piston in the master cylinder causing fluid from
the brake fluid tank to run into a pressure chamber through a balancing port
which results in increase in the pressure of whole hydraulic system. This forces
fluid through the hydraulic lines to one or more calipers where it works upon
one or two extra caliper pistons protected by one or more seated O-rings which
prevent the escape of any fluid from around the piston.

Fig No. 5.1 WORKING PRINCIPLE

The brake caliper piston then applies force to the brake pads. This causes
them to be pushed against the rotating rotor, and the friction between pads and
rotor causes a braking torque to be generated, slowing the vehicle. Heat created
10

from this friction is dispersed through vents and channels in rotor and through
the pads themselves which are made of particular heat-tolerant materials like
Kevlar, sintered glass, etc.

The consequent discharge of the brake pedal or brake lever lets the
spring(s) within the master cylinder assembly to return that assembly piston(s)
back into position. This reduces the hydraulic pressure on the caliper lets the
brake piston in the caliper assembly to slide back into its lodging and the brake
pads to discharge the rotor. If there is any leak in the system, at no point does
any of the brake fluid enter or leave.

11

6. FABRICATION PARTS

6.1. PEDAL LINKAGE

Although it is not a hydraulic part, the brake pedal linkage is vital to the
creation of hydraulic pressure. The brake pedal linkage increases foot pressure
by simple mechanical leverage. the pedal is part of a simple lever arrangement.
On a modern suspended pedal brake linkage, the connection to the master
cylinder rod, usually called the pushrod, is closer to the pivot point the an the
pedal. This increases the pedal force by mechanical leverage. The force on the
master cylinder is greater than the force placed on the brake pedal, but the
distance travelled is less. If for instance, the ratio is one to four (1 :4), pushing
the pedal 1" (25.4 mm) at a force of 10 psi (69 kPa), will result in a pressure on
the master cylinder piston of 40 psi (276 kPa) with a movement of 1/4" (6.4
mm).

6.2. MASTER CYLINDER

The master cylinder converts the motion of the brake pedal in to
hydraulic pressure. It consists the reservoir tank which contains the brake fluid;
and the piston and cylinder which generates the hydraulic pressure.
The reservoir tank is made mainly of synthetic resin, while the cylinders
are made of cast iron or an aluminum alloy

12

6.3. SECTIONAL VIEW OF MASTER CYLINDER

Fig No.6.3 SECTIONAL VIEW

13

6.4. MASTER CYLINDER COMPONENTS

The modern dual master cylinder has two separate pistons and chambers
for pressure development. Older vehicles used a single piston master cylinder,
discussed later in this chapter. Master cylinders are made of cast iron or
aluminum. Most modern master cylinders are made of aluminum.
Cast iron units are usually found in older vehicles and some current large
cars and light trucks. Pressure development in either type is the same. Most
master cylinders are installed on the firewall or brake booster unit with studs
passing through area,' mounting holes in the master cylinder. The master
cylinder is held by nuts threaded on the studs.

6.41. MASTER CYLINDER PISTON AND CUPS

The pistons used in the master cylinder are constructed of aluminum or
high impact plastic. Installed on the pistons are rubber cups, sometimes called
lip seals, The pistons also have springs which help to "return the pistons and the
brake pedal to their proper positions when the brakes are released. The cups and
springs may be separate units, or may be assembled onto the piston fanning a
complete assembly,
6.42. PRIMARY CUP
The inner (forward facing) end of each piston pushes against the primary
cup. The primary cup prevents brake fluid from leaking past the piston, which
could prevent the development of hydraulic pressure.
14

6.43. SECONDARY CUPS

The rear of each piston has a secondary cup. The secondary cup on the
front piston keeps pressure from leaking between the two chambers. The
secondary cup on the rear piston keeps brake fluid from leaking out the back of
the master cylinder. When the pistons move forward, pressure forces the cups
against the cylinder walls, and they seal in the developing pressure. When the
brake is released, the pistons move toward the rear. This causes the pressure to
drop and the cups flex inward, allowing fluid to enter from the rear of the
cylinder. Fluid flow is increased by the use of bleeder holes in the piston,
directly behind the cup.

6.44. RESERVOIR
Master cylinder' uses a reservoir to hold extra brake fluid. As the brake
pad and shoe linings become thinner, the apply pistons have to travel a longer
distance to bring them into contact with the drums and rotors.
To do this, the pistons must travel a longer distance, and require more
fluid. This extra fluid is supplied from the reservoir.

6.45. MASTER CYLINDER PORTS

At certain times, brake fluid must pass freely between the cylinder and
pistons and the reservoir. At other times, the reservoir" and cylinder must be sea

15

led from each other. This is accomplished by two ports drilled into the top of the
cylinder, the compensating port, and the inlet port.
As the piston returns to its resting position, brake fluid has forced the cup
seal away from the cylinder wall, allowing fluid to travel by the seal. (TRW
Inc.)

6.46. COMPENSATING PORT

The compensating port, sometimes called the bypass or vent port, is
located just ahead of the primary cup seal. It allows pressurized fluid in the
hydraulic system to return to the reservoir when the brakes are released. When
hydraulic pressure falls below atmospheric pressure, brake fluid can flow from
the reservoir through the compensating port and into the piston cylinder. This
keeps the system filled with fluid and ready to be pressurized again

6.47. INLET PORT

The inlet port, sometimes called the breather or intake port is located
farther back toward the rear area of each piston, always behind the primary seal.
This port is used to allow the entry of brake fluid into the rear section of the
piston cylinder. When the fluid pressure drops during brake release and the lip
seals flex inward, fluid is available to refill the pressure chamber.

16

6.5. METERING VALVE

Fig No.6.5. METERING VALVE

The metering valve is used to keep the front brakes from applying before
the rear brakes. The front brake pads are not held in the retracted position by
springs as
Auto Brakes are the rear brake shoes. Therefore, if the same amount of pressure
reached the front and rear brakes at the same time, the front brakes would do all
the stopping and wear prematurely. Applying only the front brakes could also
cause instability, or might throw the vehicle into a skid.
The metering valve assembly consists of a small spring-loaded valve. The
spring seats the valve against hydraulic pressure until a certain pressure is
reached. At this pressure the valve is unseated and fluid can flow to the disc
brake calipers. This delay in applying the front brakes gives the rear brakes time
to overcome spring pressure and begin applying the rear brakes.

17

6.6. BRAKE DRUM

The brake drum provides a cast iron braking surface for the shoes to work
against. The drum also absorbs and dissipates large amounts of heat. Brake
drums are simple in construction and operation.

6.7. BACKING PLATE

To provide a foundation for the drum brake components and to act as a
splash shield against water and road debris, a backing plate (sometimes called a
support plate) is used. The wheel cylinder, brake shoes, and springs are attached
to the backing plate.

6.8. SHOE AND WHEEL CYLINDER CONNECTIONS

There are two methods of connecting the wheel cylinder piston to the
shoe web. One method is by using a link, sometimes called a strut or pin,
between the piston and web. The link usually has a rounded end which contacts
the piston. The other end is slotted or grooved to fit securely against a matching
cutout on the web. The link passes through the wheel cylinder dust boot to
contact the piston.

18

Fig No.6.8
ASSEMBLY OF WHEEL CYLINDER AND BRAKE SHOE.
On the second design, the wheel cylinder piston directly contacts a
projection on the shoe web; Piston movement moves the shoe directly. The
wheel cylinder dust boot has a large center opening to allow the shoe projection
to touch the piston without damaging the boot.
6.9. RETURN SPRINGS
The two major types of drum brake springs are hold down springs and
return springs. The hold down springs hold the shoes against the backing plate,
while at the same time allowing them to move when the brakes are applied. The
return springs, sometimes called retracting springs, bring the shoes to the
unapplied position when hydraulic pressure is removed.

19

6.10. WHEEL CYLINDER CONSTRUCTION AND OPERATION

The wheel cylinder body is constructed of cast iron or aluminum. Dust
boots and piston seals are made of natural rubber. The wheel cylinder pistons
are usually made of aluminum or iron. Both the front and rear pistons are the
same size. Pistons vary greatly in both size and design.

In some wheel cylinders, the pistons contact the brake shoes directly. In
other designs, separate pushrods connect the pistons to the brake shoes. See
Figure 6.10

Fig No. 6.10

WHEEL CYLINDER AND COMPONENTS.
20

A hole is drilled and threaded near the center of the cylinder for a brake
line connection. A screw hole is added to fit a bleeder screw for air removal.
Typical wheel cylinder construction is illustrated in
As the brakes are applied, pressurized fluid enters the wheel cylinder
from the brake line. The pressure forces each piston outward. They, in turn,
force the brake shoes into contact with the brake drum. When pressure on the
brake pedal is released, the brake shoe return springs retract the shoes, and they
no longer contact the drum. As the springs retract the shoes, the wheel cylinder
pistons are forced back to their released position in the cylinder bore.

21

7. ADVANTAGES
1. Simple construction
2. Gives equal braking effort to all the wheels
3. Increased braking effort
4. High mechanical advantage
5. Self compensating system
6. Maintenance is easy
7. It allows smooth and easy application of brakes.
8. Due to absence of joints compared to mechanical brakes, rate of wear is
also less.
9. System is mostly self- lubricating

22

8. APPLICATIONS

1. Hydraulic brake system is used for all type of automobile vehicles.

2. Light duty vehicle.
3. Heavy duty vehicles.
4. Earth movers.
5. Two wheelers etc.

23

9. COST ESTIMATION

S.NO

MATERIAL NAME

QUANTITY

AMOUNT

(NOS)

(RS)

MASTER CYLINDER ASSEMBLY

900

OIL TUBE (1feet)

200

BRAKE DRUM

800

BRAKE SHOE ASSEMBLY

1000

BRAKE PEDAL & LINKAGE

1 SET

200

BRAKE FLUID

1LTR

120

24

FABRICATION COST

1600

TOTAL COST

4820

10. CONCLUSION

We construct a project successfully. On completing the project we come

to a conclusion that constructing a mechanical project is good experience. We
know more about the latest technology exists in the mechanical world.
We also know how to construct, develop, integrate checkout, and
completing project.

25

11. BIBLIOGRAPHY

Dr. Kirpal Singh, Automobile Engineering vol-1, 13th edition year 2013,
Standard publisher, Delhi.
Dr. Kirpal Singh, Automobile Engineering vol-2, 12th edition year 2011,
Standard publisher, Delhi.
K.K. Jain & R.B. Asthana, Automobile Engineering, 5th Edition for the
year of 2011, Tata McGraw Hill Education Private Limited, New Delhi.
William H. Crouse & Donald L. Anglin, Automotive Mechanics, 10th
Edition for the year of 2010, Tata McGraw Hill Education Private Limited, New
Delhi.

26

12. PHOTOGRAPHY

27