Lesson 3: Brake Actuation Systems
Lesson 3: Brake Engagement Systems
Fig. 3.3.1 Brake Engagement Methods
Introduction
This lesson discussed different methods of brake engagement.
Objectives
1. Troubleshoot the brakes with a brake system schematic.
Unit 3 3-3-2 Power Train II
Lesson 3
Fig. 3.3.2 Shoe Type Brakes
Shoe Type Brakes
Shoe type brakes cause the machine to stop when the brake linings
are mechanically pushed out against the brake drum.. Engagement
systems for shoe type brakes can consist of air, a combination of air
and hydraulic or of hydraulic components.
In Figure 3.3.2, when the rod is pushed out of the air chamber, the
cam is rotated, and the lobes of the cam push the shoes outward.
Unit 3 3-3-3 Power Train II
Lesson 3
Fig. 3.3.3 Shoe Type Service Brake - Air Systems
Shoe Type Service Brake - Air System
In Figure 3.3.3, the shoe type brakes are applied with air.
The air compressor and governor generate and regulate the air in the
system. A supply of air is held in the air tank. The input from the
pedal is transmitted by the brake pedal valve
Double check valve two inputs share one output line with the use of
the quick release valve reduces the time required to release the
service brakes.
The air chamber changes the air signal into mechanical energy
When the brake pedal is depressed, the brake pedal valve routes air to
the top of the air chamber. The air chamber pushes the rod down to
apply the mechanical linkage.
The double check valve allows two types of inputs to actuate the
same output. The system can use a foot pedal or a hand lever to
control the same air chamber.
Unit 3 3-3-4 Power Train II
Lesson 3
PARKING BRAKE AIR CIRCUIT
TO TRANSMISSION
NEUTRALIZER
VALVE
JUNCTION
BLOCKS
PARKING BRAKE
VALVE
AIR CHAMBER
SECONDARY/PARKING
AIR PRESSURE
BRAKE
SWITCH
Fig. 3.3.4 Parking Brake Air Circuit
Parking Brake Air Circuit
In Figure 3.3.4, the parking brake valve has been used to apply the
parking brakes by blocking the flow of air to the air chamber. The
spring in the air chamber pushes the rod downward to apply the
mechanical linkage. Air is used to release the parking brakes.
The parking brake valve blocks air supply to the air chamber when
the operator has the parking brake on.
The junction block allows one input to control to two outputs.
The air pressure switch alerts the operator when the air pressure in
the parking brake circuit drops below a specified amount.
Unit 3 3-3-5
Lesson 3
Fig. 3.3.5 Slack Adjuster
Slack Adjuster
The air system sends a signal to the chamber and the rod moves a
proportional amount or the parking brake chamber is drained and the
spring pushes the rod down a specific amount. As the brake linings
wear, the rod movement is no longer sufficient to engage the brakes.
A slack adjuster adjusts for brake wear. The slack adjuster consists of
a worm gear in mesh with a gear splined to the end of the cam shaft.
To adjust for brake wear, turn the worm gear manually. The cam
rotates so proper clearance can be maintained between the brake
linings and drum.
Fig. 3.3.6 Shoe Brakes
Shoe Type Brakes
In Figure 3.3.6, a hydraulically actuated wheel cylinder pushes the
brake linings out against the brake drum. When the brakes are
engaged with a wheel cylinder, the brake engagement system consists
of hydraulic components or a combination of air and hydraulic
components.
Shoe type brakes engaged with wheel cylinders are only used as
service brakes.
Unit 3 3-3-6 Power Train II
Lesson 3
Fig. 3.3.7 Shoe Type Service Brake - Air Over Hydraulic System
Shoe Type Service Brake - Air Over Hydraulic System
In Figure 3.3.7, the brakes are engaged with air and hydraulic
components. The air system is shown in blue, the hydraulic lines are
shown in red and the mechanical components are shown in yellow.
The two section air tank directs air through two lines to the brake
pedal valve
When the brake pedal is depressed, pressure air from both sides of
the two-section air tank is routed to the two combined air chamber
and master cylinder units.
The combined air chamber and master cylinder changes the air signal
into a hydraulic signal and the wheel cylinders change the hydraulic
signal into mechanical brake engagement.
The master cylinder uses oil from a reservoir to engage the brakes.
No external hydraulic source is required.
Unit 3 3-3-7 Power Train II
Lesson 3
Fig. 3.3.8 Shoe Type Service Brake - Hydraulic System
Shoe Type Service Brake - Hydraulic System
In Figure 3.3.8, the brakes are applied hydraulically. The brake pedal
is mechanically connected to the master cylinder. The master
cylinder sends oil directly to the wheel cylinder.
When the brake pedal is depressed, the master cylinder sends oil to
the wheel cylinders. The wheel cylinders mechanically engage the
service brake.
The master cylinder uses oil from a reservoir to apply the brakes. No
external hydraulic source is required.
Some machines use hydraulically assisted master cylinders to reduce
the amount of pedal effort. External hydraulic oil is used to assist the
operator. It is still possible to apply the brakes if this oil source is
lost.
Unit 3 3-3-8 Power Train II
Lesson 3
OIL INLET BLEEDER
PISTON
HYDRAULIC
WHEEL BRAKE ACTUATOR
ACTUATOR
PLUNGER ADJUSTING
SCREW
PAWL
Fig. 3.3.9 Hydraulic Wheel Brake Actuator
Hydraulic Wheel Brake Actuator
A specific amount of hydraulic oil is sent to the wheel cylinder. As
the brake linings wear, the amount of wheel cylinder movement may
no longer be sufficient to apply the brakes.
Fig. 3.3.10 External Self-Adjusting Mechanism
External Self-Adjusting Mechanism
The external self adjusting mechanism operates each time the brakes
are enganed while the machine is traveling in reverse. It does not
adjust the brakes while the machine is traveling in forward.
Unit 3 3-3-9 Power Train II
Lesson 3
Fig. 3.3.11 External Self-Adjusting Mechanism - Machine in Reverse
External Self-Adjusting Mechanism
The bellcrank lever, spring and cable are the key components. When
the brakes are engaged when machine is traveling in reverse and the
brake shoes are properly adjusted, the cable tension and the spring
force are equal, the forces hold the bellcrank lever in a stationary
position.
As the brake linings wear, travel of the upper cable increases and the
tension decreases. When the brake linings have worn, the cable
tension will be lower than the spring force. The spring force pulls the
bellcrank back (to the left) and down and turns the starwheel on the
end of the adjusting screw. As the screw is turned the brake shoes
moves out.
This continues until the spring force and cable tension are equal.
The cable prevents the spring from moving the bellcrank. The
bellcrank cannot move the starwheel and the brakes cannot be over
adjusted.
Unit 3 3-3-10 Power Train II
Lesson 3
CALIPER DISC BRAKE
ENGAGED
PISTON
BLEED VALVE
CALIPER
CARRIER LINING
FROM BRAKE CYLINDER
DISC
Fig. 3.3.12 Caliper Disc Brake
Fig. 3.3.13 Multiple Disc Service Brake
Hydraulically Engaged Brakes
Caliper and multiple disc brakes are hydraulically engaged.
In a service brake application, the clutches will be hydraulically
engaged. When oil is sent to the brake chamber, the oil will cause the
brake piston to engage the clutch.
In a parking brake application, the clutches are mechanically engaged
by parking brake springs. Oil is sent to the brake chamber, and
pushes the brake piston back in order to release the clutch.
Unit 3 3-3-11 Power Train II
Lesson 3
FROM AIR TANK
LEFT BRAKE
TO PARKING BRAKE
CONTROL
CONTROL VALVE TO TRANSMISSION
VALVE
NEUTRALIZER VALVE
AIR HORN
VALVE LEFT
HORN BRAKE
PEDAL
STOP LIGHT AIR PRESSURE SWITCH DOUBLE
CHECK
VALVE
QUICK RELEASE
VALVE RIGHT
BRAKE
PEDAL
RIGHT BRAKE
CONTROL VALVE
REAR BRAKE FRONT BRAKE
AIR/HYDRAULIC AIR/HYDRAULIC
CYLINDER CYLINDER
Fig. 3.3.14 Service Brake Air Components - Air Over Hydraulic System
Service Brake Air Components - Air Over Hydraulic System
In Figure 3.3.14, the air components of an air over hydraulic service
brake system are shown. The right brake pedal is pressed, and the
purple color indicates air pressure.
Both of the brake pedals are supplied with air. When one brake pedal
is depressed, pressure air from the air tank is routed through the
double check valve and the quick release valve to the two combined
air chamber and master cylinder units. The air signal is converted to
a hydraulic signal. The hydraulic oil is sent to the brake chambers.
The clutches mechanically apply the service brakes.
The double check valve allows the left pedal and the right pedal to
actuate the same output.
The stop light air pressure switch is used to turn on the stop lights on
the rear of the machine.
Unit 3 3-3-12 Power Train II
Lesson 3
WHEEL BRAKE WHEEL BRAKES HYDRAULIC SYSTEM WHEEL BRAKE
SLACK ADJUSTER SLACK ADJUSTER
JUNCTION BLOCK JUNCTION BLOCK
REAR AIR FRONT AIR
CYLINDER CYLINDER
REAR FRONT MASTER
FRONT MASTER CYLINDER
RESERVOIR CYLINDER
REAR OIL
SLACK
ADJUSTER RESERVOIR PRESSURE SLACK ADJUSTER
SWITCHES
WHEEL BRAKE WHEEL BRAKE
Fig. 3.3.15 Service Brake Hydraulic Components - Air Over Hydraulic System
Service Brake Hydraulic Components - Air Over Hydraulic
System
In Figure 3.3.15, the hydraulic components of an air over hydraulic
service brake system are shown.
When the brake pedal is depressed, pressure air is routed to the two
combined air chamber and master cylinder units. The air signal is
converted to a hydraulic signal. The hydraulic oil is sent to the brake
chambers. The clutches mechanically apply the service brakes.
The master cylinder uses oil from a reservoir to apply the brakes. No
external hydraulic source is required.
Unit 3 3-3-13 Power Train II
Lesson 3
RETARDER AND SERVICE BRAKE SYSTEM AIR RESERVOIR
RELIEF
VALVE
(SERVICE)
ONE WAY
CHECK VALVE
AIR RESERVOIR
(SERVICE)
CAB ENCLOSURE DRAIN VALVE
RETARDER
FRONT BRAKE VALVE
ON/OFF DOUBLE
VALVE CHECK
VALVE
FRONT BRAKE
RATIO VALVE RELAY RELAY
DOUBLE VALVE VALVE
CHECK (REAR) (FRONT)
SERVICE
BRAKE VALVE
CONTROL
VALVE
BRAKE
CYLINDER
( FRONT )
BRAKE
CYLINDER
( REAR )
Fig. 3.3.16 Service Brake Air Components - Air Over Hydraulic System
Service Brake Air Components - Air Over Hydraulic System
There are two service brake inputs. Both of the brake inputs are
supplied with air. When the brakes are needed, air is routed through
the double check valve to the relay valve. The relay valve allows air
from the air tank to flow to the combined air chamber and master
cylinder unit. The air signal is converted to a hydraulic signal. The
hydraulic oil is sent to the brake chambers. The clutches
mechanically apply the service brakes. The retarder hand lever and
the service brake foot pedal send oil to the same brake chamber even
though the purpose and amount of pressure is different.
The front brakes can be turned on or off. If the front brakes are on,
the front brake ratio valve reduces the amount of pressure that
engages the front brakes.
The pressure of the signal air from the brake input is not sent directly
to the air chamber. The signal air is sent to the control passage of the
relay valve. The relay valve opens to allow pressurized air from the
air tanks to flow to the air chamber.
Unit 3 3-3-14 Power Train II
Lesson 3
PARKING/SECONDARY BRAKES AND ACCESSORIES
CAB ENCLOSURE
PRESSURE
PROTECTION VALVE
RELAY DOUBLE
VALVE CHECK
(FRONT) VALVE
PARKING
BRAKE INVERSION
CONTROL VALVE
SECONDARY BRAKE VALVE
CONTROL VALVE
WIPER
MOTOR WINDSHIELD BRAKE
WIPER CYLINDER
VALVE ( FRONT )
HORN
VALVE
AIR HORN AIR RESERVOIR PARK/SECONDARY BRAKE
( SECONDARY ) RELEASE VALVE
Fig. 3.3.17 Parking Brake Air Components - Air Over Hydraulic System
Parking Brake Air Components - Air Over Hydraulic System
In Figure 3.3.17, the parking brake switch applies the parking brakes
by blocking the flow of air to the parking brake release valve. The
air over hydraulic system is used to release the parking brakes.
When the parking brake is turned on or when the secondary brakes
are applied, air does not flow to the parking brake release valve. The
parking brake release valve blocks the flow of oil to the brake
chamber. The parking brake springs apply the parking brakes.
The inversion valve allows air from the air tanks to flow to the air
chamber when the secondary brake is applied. The inversion valve is
similar to a relay valve, except the inversion valve allows air to flow
through when pressure is not present in the control passage.
AIR AND BRAKE SYSTEMS
AIR HYDRAULIC ELECTRICAL
Fig. 3.3.18 Air and Brake Systems
Air and Brake Systems
In a brake actuation system the air charging system is shared, and
many inputs are monitored by the electrical system.
Unit 3 3-3-15 Power Train II
Lesson 3
BRAKE SYSTEM
SELECTOR TRANSMISSION
VALVE BOOST NEUTRALIZER
MANIFOLD CYLINDER PRESSURE SWITCH RESERVOIR
FRONT AXLE
BRAKE UNIT MASTER
CYLINDER
PARKING REAR AXLE
BRAKE
SLAVE
CYLINDER
PARKING BRAKE PARKING TRANSMISSION
CABLE BRAKE LEVER NEUTRALIZER SWITCH
Fig. 3.3.19 Service Brakes - Hydraulic System
Service Brake - Hydraulic System
In Figure 3.3.19, the master cylinder sends oil directly to the brake
chambers. The brake pedal is mechanically connected to the master
cylinder.
When the brake pedal is depressed, the master cylinder sends oil to
the brake chambers and the clutches apply the service brake.
A hydraulically assisted master and slave cylinder is used to reduce
the amount of pedal effort required by the operator.
When external hydraulic oil is used to assist the operato, it is still
possible to apply the brakes if this oil source is lost.
Unit 3 3-3-16 Power Train II
Lesson 3
BRAKE HYDRAULIC SYSTEM
FRONT SERVICE
BRAKES
REAR SERVICE TANDEM BRAKE
BRAKES VALVE
BRAKE
TO IMPLEMENT SWITCH
PRESSURE
PILOT SYSTEM PORT
PILOT AND BRAKE ACCUMULATOR
PUMP CHARGING VALVE BRAKE
ACCUMULATORS
TO PARKING
PARKING BRAKE
BRAKE
VALVE
TANK PARKING BRAKE
SWITCH
Fig. 3.3.20 Service Brakes - Hydraulic System
Service Brake - Hydraulic System
When the brake pedal is depressed, passages are opened up through
the brake pedal valve to the brake chambers. The clutches
mechanically apply the service brake.
The accumulators store oil to allow for a brake applications in the
event of an engine failure. The accumulator charging valve monitors
the pressure of the accumulators. When the pressure in the
accumulators is low, the accumulator charging valve allows oil to
flow to the accumulators. When the accumulators are full, the
accumulator charging valve routes the oil flow to the tank.
PARKING BRAKE CIRCUIT
BRAKE ENGAGED
PARKING PRESSURE
BRAKE SWITCH
SUPPLY
FROM SOLENOID
TRANSMISSION VALVE
PUMP
ACCUMULATOR
Fig. 3.3.21 Parking Brake - Hydraulic System
Parking Brake - Hydraulic System
In Figure 3.3.21, the parking brake switch has been used to apply the
parking brakes by energizing the parking brake solenoid valve. The
parking brake solenoid valve blocks the flow of oil to the brake
chamber. The hydraulic system is used to release the parking brakes.
When the parking brake is turned on, the parking brake solenoid is
not energized. Oil flow into the brake chamber is blocked The
parking brake springs apply the parking brakes
Unit 3 3-3-17 Power Train II
Lesson 3
BRAKE RELEASE EXTERNAL
AIR SUPPLY
DURING TOWING
PARKING
RELIEF VALVE BRAKE
RELEASE
PARKING BRAKE HOIST VALVE VALVE
RELEASE PUMP PILOT SUPPLY
AND FILTER
CHECK VALVE
DIVERTER
VALVE TOWING
PUMP
DIVERTER VALVE
CLAMP BOLTS SECONDARY
STEERING
PUMP
Fig. 3.3.22 Brake Release During Towing
Brake Release During Towing
In Figure 3.3.22, the parking brakes are automatically applied by
springs when the engine is not running. To tow the machine, the
parking brakes must be released, an electric drive pump supplies the
oil needed for parking brake release. This pump is turned on with a
switch in the cab. The position of the spool in the diverter valve must
be manually shifted to release the parking brakes. This prevents
accidental parking brake release.
Some machines do not have a component to supply towing oil and an
external service tool is needed to pump oil into the parking brake
chamber.
Unit 3 3-3-18 Power Train II
Lesson 3
BRAKE COOLING SYSTEM
MAKEUP TANK AIR/HYDRAULIC CYLINDERS
TORQUE
CONVERTER
PUMP HOUSING
DRIVE
OIL COOLER
RIGHT
REAR
BRAKE
PARKING
BRAKE
VALVE
LEFT
REAR
BRAKE HOIST
VALVE
AETA
VALVE M
RIGHT
FRONT
BRAKE
BRAKE
BRAKE HOIST
COOLING
TOWING PUMP PUMP
PUMP
LEFT
FRONT
BRAKE DIVERTER
VALVE
Fig. 3.3.23 Brake Cooling System
Brake Cooling System
When multi-disc brakes are used, cooling oil is continually passed
through the clutch pack. This oil carries away debris and cools the
discs and plates.
In addition to dedicated pumps that provide cooling oil flow, some
relief valves and other valves dump excess oil into the brake cooling
oil flow instead of routing the excess oil to the tank.
