Brake system 1

Brake system 1

Copyright by Kia Motors. All rights reserved.

Index
Subject Introduction Operating principle Typical layout of a hydraulic circuit Classification Brake pedal Master cylinder Page 3 4 5 6 8 9

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1
Brake fluid Brake circuit layouts Brake circuit, service procedures Pressure regulating valve Drum brake Drum brake, service procedure Caliper disc brake Brake disc Braking process Brake booster Brake booster, service procedures Brake booster, operating principle 11 13 14 15 16 21 22 24 26 28 30 31

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1 Introduction

A major test of brake systems took place in 1902 on an unpaved road in New York City called Riverside Drive. Ransom E. Olds had arranged to test a new brake system against the tire brake of a four-horse coach and the internal drum brake of a Victoria horseless carriage. His Oldsmobile sported a single flexible stainless-steel band, wrapped around a drum on the rear axle. When the brake pedal was applied, the band contracted to grip the drum. The car's braking system made such a big impression on other manufacturers that by 1903 most had adopted it. By 1904, practically all car makers were building cars with an external brake on each rear wheel. Almost at once, the external brake demonstrated some serious flaws in everyday use. On hills, for example, the brake unwrapped and gave way after several seconds. A driver unlucky enough to stall on a grade soon found himself rolling backward. For this reason, chocks were an important piece of onboard equipment. It was a common sight to see a passenger scurrying from inside the car with wood in his hands to block the wheels. There was another drawback to the external brake. It had no protection from dirt so its bands and drums quickly wore. A brake job every 200 to 300 miles was considered normal. The problems associated with the external brake were overcome by the internal brake. As long as the brake shoes were under pressure, they stayed against the drums to keep the car from rolling backward on hills. And, since brake parts were inside drums and protected from dirt, drivers could go over 1,000 miles between brake overhauls. The drum brake, as it is now known, became all-dominant in the United States. Disc brakes became more or less standard on European cars during the '50s, about 20 years before they were adopted by American manufacturers in 1973.

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1 Operating principle

Force applied at one point is transmitted to another point using an incompressible fluid. Most brake systems also multiply the force in the process, since the actual brakes require a much greater force than you could apply with your leg. The force is multiplied in 2 ways: 1. Hydraulic force multiplication 2. Mechanical advantage (leverage) The brakes transmit the force to the tires using friction, and the tires transmit that force to the road using friction also. The pictures demonstrate the basics of hydraulic disc and drum brakes. As the brake pedal is pressed, the piston in the master cylinder sends pressure (via the brake lines) to the wheel cylinders within the caliper and the drum brake. The pad-to-disc and shoe-to-drum friction stops the vehicle, converting its momentum into heat energy.

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1 Typical layout of a hydraulic brake circuit

The typical brake system consists of disc brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder. Other systems that are connected with the brake system include the parking brakes, power brake booster and in some vehicles the Antilock Brake System (ABS) or the Electronic Stability Program (ESP). On certain models also a Traction Control System (TCS) is incorporated to the ABS and ESP Hydraulic Electronic Control Unit (HECU).

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1 Classification

Service Brake System The service brake (footbrake) is employed to reduce the vehicle's speed, to maintain it at a constant level (for instance on a gradient) and bring it to stop. This is the system employed in the course of normal operation. It provides precisely controlled, variable braking response at all four wheels. Secondary Brake System In the event the service brake fails, the secondary brake system must be capable of assuming its functions, although it may generate only reduced braking force. The secondary brake system need not necessarily consist of a separate third system (supplementing the service and parking brake) with its own control mechanism; it may also comprise the intact circuit in a dual circuit service brake layout or of a parking brake capable of graduated response.

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1

Parking Brake System The parking brake system assumes the third braking function. It must be capable of maintaining the vehicle in a stationary state, even on gradients and in the absence of the driver. Safety considerations dictate that the parking system features a continuous mechanical connection between the control mechanism and the wheel brake, e.g., linkage rods or a Bowden cable. The parking brake is actuated from the driver's seat in most cases using a hand lever, in others via a pedal. This brake system is designed to provide graduated response. It operates on the wheels at one axle only. Muscular energy brake systems This type of system is installed in passenger cars and two wheeled vehicles. The muscular force applied at the pedal or hand lever is transmitted to the brakes via a mechanical (linkage rods or Bowden cable) or hydraulic (master cylinder, wheel cylinders) relay system. Power assisted brake systems The power assisted brake system is found in passenger cars and light commercial vehicles. This type of unit employs a brake booster to supplement muscular force with energy generated by vacuum or hydraulic pressure. Power brake system Muscular energy is used for controlling the brake system. The vehicle deceleration is generated by an outside force.

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1 Brake pedal

The brake pedal is located on the left side of the accelerator pedal. Stepping on this pedal begins the process of slowing down or stopping a vehicle. The pedal is solidly mounted to the firewall, and works as a force-multiplying lever. If the power assist fails, the pedal's leverage is designed to allow the driver to still generate hydraulic pressure acting at each wheel cylinder. The brake pedal is attached to the piston within the master cylinder via a pushrod. The values for brake pedal height and free play are given in the Shop Manual. The pedal height can be adjusted by turning the push rod. Note: The driver should not feel as if he were stepping on a wet sponge a spongy pedal spells trouble in the braking system, for example air in the brake lines. Any change in the "feel" of the brake pedal should be a cause for serious concern. Brake switch The brake switch is attached to the member assembly bracket. It should be adjusted anytime you replaced it or in case the brake pedal was adjusted. Please refer to the Shop Manual for more details on how to adjust the brake switch.

Rev:0 01.01.2007

BRBK-1ET6K

Brake system 1 Master cylinder

To increase safety, most modern car brake systems are broken into two circuits, with two wheels on each circuit. If a fluid leak occurs in one circuit, only two of the wheels will lose their brakes and the car will still be able to stop when the brake pedal is pressed. The master cylinder supplies pressure to both circuits of the car. It is a remarkable device that uses two pistons in the same cylinder in a way that makes the cylinder relatively failsafe. When the brake pedal is pressed, it pushes on the primary piston through a linkage. Pressure builds in the cylinder and lines as the brake pedal is depressed further. The pressure between the primary and secondary piston forces the secondary piston to compress the fluid in its circuit. If the brakes are operating properly, the pressure will be the same in both circuits. Proportioning valve The proportioning valve is required on cars that have disc brakes on the front wheels and drum brakes on the rear wheels. The disc brake pad is normally in contact with the disc, while the drum brake shoes are normally pulled away from the drum. Because of this, the disc brakes are in a position to engage before the drum brakes when you push the brake pedal down. The proportioning valve compensates for this, making the drum brakes engage just before the disc brakes. The proportioning valve does not allow any pressure to the disc brakes until a threshold pressure has been reached. The threshold pressure is low compared to the maximum pressure in the braking system, so the drum brakes just barely engage before the disc brakes kick in. Having the rear brakes engage before the front brakes provides a lot more stability during braking.

Rev:0 01.01.2007

10

BRBK-1ET6K

Brake system 1

Leakage When a leak occurs (for example in the primary circuit), the pressure between the primary and secondary cylinders is lost. This causes the primary cylinder to contact the secondary cylinder. Now the master cylinder behaves as if it has only one piston. The second circuit will function normally, but the driver will have to press the pedal further to activate it. Since only two wheels have pressure, the braking power will be severely reduced. Checking procedure Connect pressure gauges to the primary and secondary circuit of the Master Cylinder. Compare the measured value with the specification given in the Shop Manual. Note: The Master cylinder is a serviceable part; please refer to the Shop manual for detailed explanation. Brake Fluid Warning Light A float switch is installed inside the brake fluid reservoir. If the brake fluid level drops below a certain level (due to a leakage or worn out brake pads), the Brake Warning Light is grounded, thus turning it on.

Rev:0 01.01.2007

11

BRBK-1ET6K

Brake system 1 Brake fluid

Brake fluid is the hydraulic medium employed for transmitting force within the brake system. Compliance with stringent requirements is essential in order to guarantee reliable brake system operation. The requirements are as follows: Wet boiling point Equilibrium point Viscosity Compressibility Corrosion protection Elastomer swelling

Since hydraulic fluid (or any fluid for that matter) cannot be compressed, pushing fluid through a pipe is just like pushing a steel bar through a pipe. Unlike a steel bar, however, fluid can be directed through many twists and turns on its way to its destination, arriving with the exact same motion and pressure that it started with. It is very important that the fluid is pure liquid and that there are no air bubbles in it. Air can be compressed, which causes sponginess to the pedal and severely reduced braking efficiency. If air is suspected, then the system must be bled to remove the air. There are "bleeder screws" at each wheel cylinder and caliper for this purpose.

Rev:0 01.01.2007

12

BRBK-1ET6K

Brake system 1

Brake fluid is a special oil that has specific properties. It is designed to withstand cold temperatures without thickening as well as very high temperatures without boiling. (If the brake fluid should boil, it will cause you to have a spongy pedal and the car will be hard to stop.) Brake fluid must meet standards that are set by the Department of Transportation (DOT). The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over a short period of time or goes down to about two thirds full, the brakes should be checked as soon as possible. Keep the reservoir covered except for the amount of time you need to fill it and never leave a can of brake fluid uncovered. Brake fluid must maintain a very high boiling point .Exposure to air will cause the fluid to absorb moisture which will lower that boiling point. Never put anything but approved brake fluid in your brakes. Anything else can cause sudden brake failure. Any other type of oil or other fluid will react with the brake fluid and very quickly destroy the rubber seals in the brake system causing brake failure.

Rev:0 01.01.2007

13

BRBK-1ET6K

Brake system 1 Brake circuit layouts

Various brake circuit layouts are available. In practice the Front-axle/Rear-axle split and the Diagonal split are used. Single brake circuit On a single brake circuit all wheel brakes are connected to the master cylinder using one brake circuit. Since the vehicle cant be stopped in case the brake circuit fails (leakage for example) and since it does not comply to the safety directives it is not used anymore. Double brake circuit, Front axle / Rear axle split (H) The Front-axle/Rear axle split is widely used on rear wheel and four wheel driven vehicles. If one circuit fails, the vehicle can still be stopped by the other brake circuit. Double brake circuit, Front axle/ Rear axle diagonal split (X) In most front wheel driven vehicles, particularly those with variable loading space, the front /rear axle split version would not achieve the legally stipulated minimum braking ratio in the event of failure of the braking forces on the front axle. For this reason, almost all front wheel drive vehicles are equipped with diagonally split brake circuits. Since brake circuit layouts differ, the Air bleeding procedure differs. Refer to the shop Manual for detailed Air bleeding procedures.

Rev:0 01.01.2007

14

BRBK-1ET6K

Brake system 1 Brake circuit, service procedures

The brake fluid travels from the master cylinder to the wheels through a series of steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such as at the front wheels, which move up and down as well as steer. The rest of the system uses noncorrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, the best procedure is to replace the complete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. Brake hoses are specially constructed flexible tubes with metal ends for transmitting fluid under extreme pressure. The entire hydraulic system is filled with a special brake fluid, which is forced through the hoses by the movement of the master cylinder's pistons. If they appear cracked or brittle, the hoses should be replaced immediately. Close inspection during vehicle service is required to maintain that the brake system operates properly! The Service, checking and replacement procedures for each brake system component are described in the Shop Manual!

Rev:0 01.01.2007

15

BRBK-1ET6K

Brake system 1 Pressure regulating valve (LSPV)

Due to the shift in dynamic forces from rear to front that accompanies vehicle braking; the braking force applied to the front wheels must be greater than that at the rear. This is why front brake components are larger than those at the rear wheels. However, this rear to front weight shift is not a linear process. Its magnitude increases as a function of deceleration. The pressure regulating valve is required to compensate for this by reducing the brake pressure at the rear wheels relative to the front wheels. Different types, for example pressure or deceleration sensitive valves are used, whereby the majority of car manufacturers are using the load sensitive brake pressure regulating valve. Nowadays, on vehicles with ABS, the brake pressure is controlled by the ABS unit. This function is referred to as Electronic Brake force Distribution (EBD) and is explained in the ABS section. Load sensitive brake pressure regulating valves The load sensitive pressure regulating valves are required on those wagons (such as station wagons) in which high load factors lead to pronounced inter axle force shifts during braking. The pressure regulator is attached to the vehicle body, and connected to the rear suspension via a mechanical linkage. The relative displacement of suspension and body is relayed to a piston located within the pressure regulating valve's housing. This piston responds to variations in suspension compression rates by contracting a spring to modify the cycle point. This system adapts the pressure at the rear brakes to compensate for variations in load conditions.

Rev:0 01.01.2007

16

BRBK-1ET6K

Brake system 1 Drum brake

While all vehicles produced for many years have disk brakes on the front, drum brakes are cheaper to produce for the rear wheels. The main reason is the parking brake system. On drum brakes, adding a parking brake is the simple addition of a lever, while on disc brakes, a complete mechanism, in some cases, a complete mechanical drum brake assembly inside the brake disc is required. Drum brakes consist of a backing plate, brake shoes, brake drum, and wheel cylinder; return springs and in some cases an automatic or self-adjusting system. When you apply the brakes, brake fluid is forced, under pressure, into the wheel cylinder which, in turn, pushes the brake shoes into contact with the machined surface on the inside of the drum. When the pressure is released, return springs pull the shoes back to their rest position. Many drum brakes are selfactuating. Figure 1 shows that as the brake shoes contact the drum, there is a kind of wedging action, which has the effect of pressing the shoes into the drum with more force (figure 2). The extra braking force provided by the wedging action allows drum brakes to use a smaller piston than disc brakes.

Rev:0 01.01.2007

17

BRBK-1ET6K

Brake system 1

Springs Because of the wedging action, the shoes must be pulled away from the drum when the brakes are released. Return springs pull the brake shoes back to their rest position after the pressure is released from the wheel cylinder. If the springs are weak and do not return the shoes all the way, it will cause premature lining wear because the linings will remain in contact with the drum. Other springs help hold the brake shoes in place and return the adjuster arm after it actuates. Backing plate The backing plate is what holds everything together. It attaches to the axle and forms a solid surface for the wheel cylinder, brake shoes and assorted hardware. Brake Drum Brake drums are made of iron and have a machined surface on the inside where the shoes make contact. Just as with brake discs, brake drums will show signs of wear as the brake linings seat themselves against the machined surface of the drum. When new shoes are installed, the brake drum should be machined smooth. Brake drums have a maximum diameter specification that is stamped on the outside of the drum. When a drum is machined, it must never exceed that measurement. If the surface cannot be machined within that limit, the drum must be replaced.

Rev:0 01.01.2007

18

BRBK-1ET6K

Brake system 1

Brake cylinder The wheel cylinder consists of a cylinder that has two pistons, one on each side. Each piston has a rubber seal and a shaft that connects the piston with a brake shoe. When brake pressure is applied, the pistons are forced out pushing the shoes into contact with the drum. Wheel cylinders must be rebuilt or replaced if they show signs of leaking.

Rev:0 01.01.2007

19

BRBK-1ET6K

Brake system 1

Self adjusting mechanism As the brake linings wear, the shoes must travel a greater distance to reach the drum. When the distance reaches a certain point, a self-adjusting mechanism automatically reacts by adjusting the rest position of the shoes so that they are closer to the drum. For the drum brakes to function correctly, the brake shoes must remain close to the drum without touching it. If they get too far away from the drum (as the shoes wear down, for instance), the piston will require more fluid to travel that distance, and your brake pedal will sink closer to the floor when you apply the brakes. As the pad wears down, more space will form between the shoe and the drum. Each time the car stops, the shoe is pulled tight against the drum. When the gap gets big enough, the adjusting lever rocks enough to advance the adjuster gear by one tooth. The adjuster has threads on it, like a bolt, so that it unscrews a little bit when it turns, lengthening to fill in the gap. When the brake shoes wear a little more, the adjuster can advance again, so it always keeps the shoes close to the drum. The parts of a self adjusting system should be clean and move freely to insure that the brakes maintain their adjustment over the life of the linings. If the self adjusters stop working, the customer will notice that he has to step down further and further on the brake pedal before he feels the brakes begin to engage.

Rev:0 01.01.2007

20

BRBK-1ET6K

Brake system 1

Parking brake The parking brake (a.k.a. emergency brake) system controls the rear brakes through a series of steel cables that are connected to either a hand lever or a foot pedal. The idea is that the system is fully mechanical and completely bypasses the hydraulic system so that the vehicle can be brought to a stop even if there is a total brake failure. On drum brakes, the cable pulls on a lever mounted in the rear brake and is directly connected to the brake shoes. Disc brakes on the rear wheels add additional complication for parking brake systems. There are two main designs for adding a mechanical parking brake to rear disk brakes. The first type uses the existing rear wheel caliper and adds a lever attached to a mechanical corkscrew device inside the caliper piston. When the parking brake cable pulls on the lever, this corkscrew device pushes the piston against the pads, thereby bypassing the hydraulic system, to stop the vehicle. This type of system is primarily used with single piston floating calipers, if the caliper is of the four piston fixed type, then that type of system can't be used. The other system uses a complete mechanical drum brake unit mounted inside the rear brake disc. The brake shoes on this system are connected to a lever that is pulled by the parking brake cable to activate the brakes. The brake "drum" is actually the inside part of the rear brake rotor. The biggest problem is that the brake cables tend to get corroded and eventually seize up causing the parking brake to become inoperative. By using the parking brake from time to time, the cables stay clean and functional. Another problem comes from the fact that the self adjusting mechanism on certain brake systems uses the parking brake actuation to adjust the brakes. If the parking brake is never used, then the brakes never get adjusted.

Rev:0 01.01.2007

21

BRBK-1ET6K

Brake system 1 Drum brake, service procedure

Brake shoes Brake shoes consist of a steel shoe with the friction material or lining riveted or bonded to it. The most common service required for drum brakes is changing the brake shoes. Some drum brakes provide an inspection hole on the back side, where you can see how much material is left on the shoe. Brake shoes should be replaced when the friction material has worn down below the specification given in the Shop Manual. Just as in disc brakes, deep scores sometimes get worn into brake drums. If a worn-out brake shoe is used for too long, the rivets that hold the friction material to the backing can wear grooves into the drum. A badly scored drum can sometimes be repaired by refinishing. Drum brakes have a maximum allowable diameter. Since the contact surface is the inside of the drum, as you remove material from the drum brake the diameter gets bigger. Thickness check The thickness of the brake shoe material has to be checked regularly during service. In case the brake shoe thickness is below the specified value given in the Shop manual, the brake shoe needs to be replaced. Brake drum diameter check If the brake drum diameter exceeds a specified value given in the Shop Manual, the brake drum has to be replaced.

Rev:0 01.01.2007

22

BRBK-1ET6K

Brake system 1 Caliper disc brake

The braking forces on disc brakes are generated at the surface of a disc which rotates along with the vehicle's wheel, while the U-shaped caliper is supported by stationary vehicle components. The brake caliper can be divided into the following categories: -Floating caliper disc brake -Fixed caliper disc brake Floating caliper disc brake The single-piston floating-caliper disc brake is self-centering and self-adjusting. The caliper is able to slide from side to side so it will move to the center each time the brakes are applied. Also, since there is no spring to pull the pads away from the disc, the pads always stay in light contact with the disc (the rubber piston seal and any wobble in the rotor may actually pull the pads a small distance away from the disc). This is important because the pistons in the brakes are much larger in diameter than the ones in the master. If the brake pistons retracted into their cylinders, it might take several applications of the brake pedal to pump enough fluid into the brake cylinder to engage the brake pads.

Rev:0 01.01.2007

23

BRBK-1ET6K

Brake system 1

Fixed caliper disc brake On a fixed caliper brake disc, hydraulic pressure acts on two pistons located on the left and right side of the brake disc. Upon pushing the brake pedal, hydraulic pressure acts against the pistons, thus pressing the brake pads against the brake disc. This design has been largely eliminated because single piston designs are cheaper and more reliable. Brake pad The most common type of service required for brakes is changing the pads. Disc brake pads usually have a piece of metal on them called a wear indicator. When enough of the friction material is worn away, the wear indicator will contact the disc and make a squealing sound. This indicates the driver that the brake pads need to be replaced. There is also an inspection opening in the caliper so it is possible to see how much friction material is left on the brake pads. There are two brake pads on each caliper. They are constructed of a metal "shoe" with the lining riveted or bonded to it. The pads are mounted in the caliper, one on each side of the rotor. Brake linings used to be made primarily of asbestos because of its heat absorbing properties and quiet operation; however, due to health risks, asbestos has been outlawed, so new materials are now being used. Brake pads wear out with use and must be replaced periodically. Note: Always replace all brake pads of a axle Use the Special Service Tool to push the piston back Push the brake pedal several times when the brake pads have been replaced

Rev:0 01.01.2007

24

BRBK-1ET6K

Brake system 1 Brake disc

Most modern cars have disc brakes on the front wheels, and some have disc brakes on all four wheels. The disc brake is a lot like the brakes on a bicycle. Bicycle brakes have a caliper, which squeezes the brake pads against the wheel. In a disc brake, the brake pads squeeze the brake disc instead of the wheel, and the force is transmitted hydraulically instead of through a cable. Friction between the pads and the disc slows the disc down. A moving car has a certain amount of kinetic energy, and the brakes have to remove this energy from the car in order to stop it. Each time the brake is applied the brakes convert the kinetic energy to heat generated by the friction between the pads and the disc. Brake discs can be divided into the following two categories: Solid Internally vented

Due to their greater mass the internally vented brake disc can absorb larger amounts of heat and at the same time, the air flowing through the internal cooling channels promotes rapid cooling. This is why internally ventilated discs are the optimal solution at the front wheels.

Rev:0 01.01.2007

25

BRBK-1ET6K

Brake system 1

The brake disc thickness should be checked regularly. Sometimes, deep scores get worn into brake disc. This can happen if a worn-out brake pad is left on the car for too long. Brake discs can also lose their flatness. If this happens, the brakes may shudder or vibrate when the brake is applied. Both of these problems can sometimes be fixed by refinishing (also called turning or machining) the discs. Some material is removed from both sides of the rotors to restore the flat, smooth surface. Refinishing is not required every time the brake pads are replaced. In fact, refinishing the disc more often than is necessary will reduce their life. Because the process removes material, brake discs get thinner every time they are refinished. All brake rotors have a specification for the minimum allowable thickness before they need to be replaced. This specification can be found in the shop manual for each vehicle.

Rev:0 01.01.2007

26

BRBK-1ET6K

Brake system 1 Braking process

During braking the vehicles kinetic energy will be extracted. This extracted energy is converted into heat. The braking process (from realizing a dangerous situation until the stop of the vehicle) can be divided into the following phases: Reaction Time / Reaction Distance Reaction time: Time required by the driver to push the brake pedal (realizing/applying) Reaction distance: Distance traveled from realizing push the brake pedal. The distance traveled during the reaction time depends on the drivers driving experience and his physical conditions. - Rested: short reaction distance/time - Tired: long reaction distance/time During this phase the vehicle moves without brakes Response Time / Response Distance Response time: Time required for applying the brakes (pressure build up time) Response distance: Distance traveled while pressure is build up in the brake system. The response time, time elapsed from applying the brake until pressure builds up, takes around 0.3 seconds.

Rev:0 01.01.2007

27

BRBK-1ET6K

Brake system 1

Braking Duration / Braking Distance Distance/time the vehicle traveled with the brakes applied until stop Stopping Time / Stopping Distance Distance/Time traveled during reaction distance/time + response distance/ time braking Distance/time - A Deceleration m/s Deceleration per time unit. For example 5m/s, the speed of the vehicle is reduced in one second by 5 meters.

Rev:0 01.01.2007

28

BRBK-1ET6K

Brake system 1 Brake booster

Back in the day, when most cars had drum brakes, power brakes were not really necessary since drum brakes naturally provide some of their own power assist. Since most cars today have disc brakes, at least on the front wheels, they need power brakes. A booster is a mechanical or vacuum device that is attached to the master cylinder in power brake systems. Three different types of brake boosters are used by KIA: Single type Tandem type 2-Ratio type

The vacuum booster is a metal canister that contains a valve and a diaphragm. A rod going through the center of the canister connects to the master cylinder's piston on one side and to the pedal linkage on the other. The function of the brake booster is to increase the power and effectiveness of brake systems. Vacuum boosters tap into the vacuum created by the engine, and use this to assist braking. All boosters are designed to assist braking force from the pedal, not to provide all of the braking force. This is done as a safety feature in case the engine stalls which would cut of the vacuum supply to the booster. The brake booster needs a vacuum source to operate. In gasoline powered cars, the engine provides a vacuum suitable for the boosters. Because diesel engines don't produce a vacuum, diesel-powered vehicles must use a separate vacuum pump. The engine creates a partial vacuum inside the vacuum booster on both sides of the diaphragm.

Rev:0 01.01.2007

29

BRBK-1ET6K

Brake system 1

When the brake pedal is pushed, the rod opens a valve, allowing air to enter the booster on one side of the diaphragm while sealing off the vacuum. This increases pressure on that side of the diaphragm so that it helps to push the rod, which in turn pushes the piston in the master cylinder. As the brake pedal is released, the valve seals off the outside air supply while reopening the vacuum valve. This restores vacuum to both sides of the diaphragm, allowing everything to return to its original position.

Rev:0 01.01.2007

30

BRBK-1ET6K

Brake system 1 Brake booster, service procedures

Check valve The check valve is a one-way valve that only allows air to be sucked out of the vacuum booster. If the engine is turned off, or if a leak forms in a vacuum hose, the check valve makes sure that air does not enter the vacuum booster. This is important because the vacuum booster has to be able to provide enough boosts for a driver to make several stops in the event that the engine stops running. The check valve is the fist component to be checked if the brake booster shows abnormal operating behavior. Vacuum switch A vacuum switch is installed to the brake booster on vehicles with Diesel engine. If the vacuum drops below a certain value (due to a broken belt for example) the vacuum switch grounds the Brake Warning Lamp, thus turning it on. The vacuum switch condition can be checked with a Multimeter. Installation Before installing the brake booster, the length of the push rod should be measured and adjusted. Please refer to the Shop manual for further information.

Rev:0 01.01.2007

31

BRBK-1ET6K

Brake system 1 Brake booster, operating principle

The brake booster amplifies the foot pressure applied when actuating the brakes, and in doing reduces the manual effort required to operate them. In most automotive braking systems the brake booster is found in a combined assembly with the master cylinder. The vacuum brake booster uses the negative pressure generated in the engines intake tract or, on cars equipped with a diesel engine, a additional vacuum pump creates a negative pressure (0.5-0.9bar), to amplify the force produced at the brake pedal. When the brakes are applied, this supplementary force increases as a direct function of pedal force, and continues to increase until it reaches the cycle pressure. This point, which lies in the vicinity of the locking point of the wheels, is between 60 and 100 bar, depending upon the individual vehicle. There are no further increases in boost pressure beyond this point.

Rev:0 01.01.2007

32

BRBK-1ET6K

Brake system 1

Valve body (released position) The brake pedal is connected to the ring seal via the piston rod. Both the tappet and the ring seal exhibit a small distance to their respective mounting faces. There is negative pressure in both chambers. The outside connection is blocked, because the tappet has contact with the ring seal.

Rev:0 01.01.2007

33

BRBK-1ET6K

Brake system 1

Valve body (apply position) If the driver starts braking, the connecting rod moves left, pressing the seal of the valve away from the valve seat, thereby allowing atmospheric pressure to enter the rear side of the working chamber. In accordance with the brake pedal force, more or less air at atmospheric pressure gets into the working chamber via an air cleaner, intensifying the brake force. The pressure in the right working chamber is bigger than in the left vacuum chamber. The diameter of the servo unit, still indicated in inches, determines the maximum braking force.

Rev:0 01.01.2007

34

BRBK-1ET6K