3 - Braking Performance
3 - Braking Performance
Chapter – 03
Topics to discuss :
Decelerating Forces
Braking Forces, Brakes, Brake proportioning and braking efficiency
Tire-Road Friction
Rear Wheel Lockup
Pedal Force Gain
Example Problems
Constant Deceleration
Aerodynamic drag on a vehicle is dependent on vehicle drag factors and the square of the speed.
Stopping distance in such cases can be a more complicated expression but can still be integrated
𝛆𝑭𝒙 = 𝑭𝒃 + 𝑪𝑽²
Thus, the SD becomes
𝟎
𝑺𝑫
𝑽𝒅𝑽
න 𝒅𝒙 = 𝑴 න
𝟎 𝑭𝒃 + 𝑪𝑽𝟐
𝑽°
https://www.youtube.com/watch?v=nZPqSdwLDzo
Braking Forces
Rolling Resistance:
This always opposes the Vehicle motion and aids in brakes. The
rolling resistance forces will be :
𝑅𝑥𝑓 + 𝑅𝑥𝑓 = 𝑓𝑓 𝑊𝑓 + 𝑊𝑟 = 𝑓𝑟 𝑾
Equiavalent to about 0.01g of deceleration
Aerodynamic Drag:
Drag from air resistance depends on the dynamic pressure and is
proportional to the square of speed. At low speeds it is negligible
Equiavalent to about 0.03g of deceleration
Driveline Drag:
The engine, transmission and final drive and final drive contribute both drag
and inertia effects to the braking action. The drag arises from bearing and
gear friction in the transmission, differential and engine braking.
Engine braking is equivalent to the motoring torque arising from internal
friction and air pumping losses which can disappear with over-revs
excessively.
On manual transmission with clutch engaged during braking, the engine
braking is multiplied by the gears selected
Automatic gear, torque converter is not effective in reverse direction, no
engine drag in these design.
If the vehicle is slowing down faster than the driveline components would
slow down under their own friction, the drive wheel must pick up the extra
load of decelerating the driveline during the braking manuever.
Grade:
Inflation Pressure:
On dry roads peak and slide coefficients are only mildly affected by inflation pressure.
On wet surfaces, inflation pressure increases are significant to improve both coefficients
Vertical Loads:
Increased vertical load is known to reduce normalized traction levels under both dry
and wet conditions.
Federal requirements for braking performance
Among the many standard that have been imposed are Federal Motor
Vehicle Safety Standard (FMVSS)105 , Establishing braking performance
requirements for vehicles with hydraulic brakes system and FMVSS 121
establishing braking performance requirements for vehicles with air brake
systems.
The requirements for stopping distance performance can be summarized
into five tests:
1. First effectiveness.
2. Second effectiveness.
3. Third effectiveness.
4. Forth effectiveness.
5. Partial Failure.
Brake Proportioning:
During braking a dynamic load transfer from rear to the front axle occurs such that
the load on a axle is static plus the dynamic load transfer contributions. Thus for a
deceleration Dx:
For an explicit solution for the maximum braking forces on an axle we need to recognize
deceleration as a function of the total braking force imposed on the vehicle.
▪ The braking coefficient is defined as the ratio of brake force to load on a wheel or axle
▪ The braking efficiency at any level of application pressure is the deceleration divided by
the highest braking coefficient of any axle
Braking efficiency
▪ The main problem in measuring
braking performance has been
the difficulty of defining an
effective friction level for a tire-
road surface pair Because of the
variations in friction with velocity,
wheel load, tire type and other
factors
▪ Contributions to braking from
individual axles are better
assessed by examining the
braking coefficient developed by
each
▪ Five curves representing the five
axles of the combination
Rear Wheel Lockup
Wheels lockup has a great impact on handling behavior of the vehicle, As
once a wheel locks up it loses its ability to generate the cornering forces
needed to keep the vehicle oriented on the road.
Front wheel lockup causes loss of ability to steer the vehicle, whereas, rear
wheel lockup places a motor vehicle in an unstable condition and vehicle
will have a Yaw disturbance which initiates rotation of vehicle.
The comparison of deceleration demands in normal driving to the available
friction level of roads can be observed in the graph.
There is a philosophy among automotive designers that a front brake bias
constitutes the prefered design.
Rear Wheel Lockup
Driver behavior of brake application
occur on the average 1.5 times per
mile.
Though most of the brake
applications are executed at
moderate level, high decelerations
are required in certain %age of times.