CHAPTER-1

INTRODUCTION
During 1904, Frederick George Heath (Heath
Hydraulic Brake Co., Ltd.), Redditch, England
devised and fitted a hydraulic (water/glycerine)
brake system to a cycle using a handlebar lever and
piston. He obtained patent GB190403651A for
“Improvements in hydraulic actuated brakes for
cycles and motors”, as well as subsequently for
improved flexible rubber hydraulic pipes.
In 1908, Ernest Walter Weight of Bristol, England
devised and fitted a four-wheel hydraulic (oil)
braking system to a motor car. He patented it in
Great Britain (GB190800241A) in December 1908,
later in Europe and the USA and then exhibited it at
the 1909 London Motor Show. His brother, William
Herbert Weight improved the patent
(GB190921122A) and both were assigned to the
Weight Patent Automobile Brake Ltd. of 23 Bridge
Street, Bristol when it was established in 1909/10.
The company, which had a factory at Luckwell Lane,
Bristol, installed a four-wheel hydraulic braking
system on a Metallurgique chassis, fitted with a Hill
and Boll body, which was exhibited at the
November 1910 London Motor Show. Although
more cars had the brake system installed and the
company advertised heavily, it disappeared without
achieving the success it deserved.

Knox Motors Co. used hydraulic brakes in 1915, in

a Tractor unit.[1]
Malcolm Loughead (who later changed the spelling
of his name to Lockheed) invented hydraulic brakes,
which he patented in 1917.[2][3] "Lockheed" is a
common term for brake fluid in France.
Fred Duesenberg used Lockheed
Corporation hydraulic brakes on his 1914 racing
cars[4] and his car company, Duesenberg, was the
first to use the technology on the Duesenberg
Model A in 1921.
Knox Motors Company of Springfield, MA was
equipping its tractors with hydraulic brakes,
beginning in 1915.[5]
The technology was carried forward in automotive
use and eventually led to the introduction of the
self-energizing hydraulic drum brake system
(Edward Bishop Boughton, London England, June
28, 1927) which is still in use today.
 CHAPTER-2
Main component of
hydraulic brake
 5 main components in the
hydraulic braking system

1. Brake Pedal/Brake Lever. The

brake pedal or brake lever is also
known as an input device as it is
used to determine when the brakes
will be activated and deactivated. ...
2. Master Cylinder. ...
3. Reservoir Tank. ...
4. Hydraulic Pipe. ...
5. Caliper / Brake Actuator.
 CHAPTER-3
Brake pedal and
brake lever
the brake pedal or lever's pressure is
converted into fluid pressure by the
master cylinder. The resulting
pressure travels through the brake
lines and triggers the brakes to slow
or stop the car. The introduction of
hydraulic brakes brought many
benefits to the car industry.
 Master Cylinder
The master cylinder, also
known as the master brake
cylinder, converts the pressure
on the brake pedal to hydraulic
pressure by feeding brake fluid
into the brake circuit and
controlling this according to the
mechanical force...
Function
The master cylinder, also
known as the master brake
cylinder, converts the pressure
on the brake pedal to hydraulic
 pressure by feeding brake fluid
into the brake circuit and
controlling this according to the
mechanical force. Master brake
cylinders are used both in disc
brakes and drum brakes.
BRAKE CIRCUITS OF
BRAKE MASTER
CYLINDERS

Due to statutory
provisions, a car must be
equipped with two separate
brake circuits. So-called tandem
master cylinders generate the
hydraulic pressure for the two
separate brake circuits. In the
event of one brake circuit
failing, the brake pressure
builds in the other brake circuit
still intact.
When the driver presses the
brake pedal, the power from
his/her foot on the pedal is
transmitted to the pressure
piston. The piston is pushed
towards the brake line.
MASTER CYLINDERS IN
OLDER VEHICLE MODELS
In master cylinders in older
vehicle models, the piston collar
passes over the compensating
bore, the pressure chamber is
closed and braking force is
generated. When the driver now
releases the brake pedal, the
pressure piston, supported by a
spring, is returned to its original
position. Brake fluid then flows
into the main cylinder, so that if
the pedal is pressed again
 immediately, the brake pressure
is increased.
MASTER BRAKE
CYLINDERS IN NEWER
VEHICLES
Newer vehicles with ESP® do
not have compensating bores
and replenishment ports.These
components' tasks are assumed
by the central valves.
When the master brake cylinder
is in the neutral position, the
central valve is open. The
volume compensation between
the brake fluid reservoir and the
wheel brake is achieved via the
replenishment port and the
bores in the piston.
When the brake is operated, the
central valve is closed,
interrupting the connection
between the brake fluid
reservoir and the wheel brake.
The pressure can now begin to
build. Closing the central valve
is the equivalent of the primary
collar passing over the
compensating bore in a master
brake cylinder with such a bore.
Releasing the wheel brakes
After the brake pedal is
released, pressure in the circuit
falls and the wheel brakes are
released. The piston returning to
its neutral position can create a
vacuum, which opens the
central valve and therefore
ensures that brake fluid is
replenished. After the release
procedure is complete, the
neutral position is achieved and
the central valve stays open.
Safety
The brakes are one of the most
important safety systems of a
vehicle. Unbeknown to the
driver, they are applied and
released hundreds if not
thousands of times a day. The
driver usually only brakes
consciously if braking does not
follow the usual procedure.
For safety reasons, only tandem
master cylinders are installed
today. If however, one brake
circuit of the tandem master
cylinder fails, the pedal travel
increases when braking. If this
happens, a visit to a garage is
absolutely necessary.
Depreciation
Master brake cylinders from
well-known suppliers feature
the use of premium materials,
which afford reliable protection
against corrosion, thereby
ensuring that the master
cylinder has a long service life
and functions optimally.
Regularly checking and
replacing the brake fluid is vital
for the shelf life of the entire
brake system. In addition, the
ventilation hole on the top-up
reservoir should be kept clean
and open. This hole should be
closed before cleaning the
engine, as water may penetrate
otherwise .

 CHAPTER-4
Reservoir Tank
A hydraulic reservoir is a tank or
container designed to store sufficient
hydraulic fluid for all conditions of
operation. Usually the hydraulic
reservoir must have the capability of
containing extra fluid not being
circulated in the system during
certain modes of operation.
 CHAPTER-5
Hydraulic Pipe
Hydraulic pipe provides
transportation for fluid from one
component to another. The three
main liquids that will pass through a
hydraulic pipe include petroleum oil,
synthetic oil, and liquid with a high
water content. Also, it is a very
important part of the hydraulic
system.
 CHAPTER-6
Caliper / Brake
Actuator
It is a “motor-on-caliper” system that
integrates Actuator in the caliper
mounted on the rear wheel and
operates the Caliper directly without
a separate parking cable.