Chassis Systems

Design
AUTE 4070U
Lecture 8
Yuping He
Ontario Tech University
September 28, 2023
6) Standard/Regulation Requirements on Passenger Cars’
Braking Performance

Regulations Road Payload Initial Braking Braking Braking

Condition Speed Stability Distance or Pedal
(km/h) Deceleration Force (N)

ECE R13 Good One 80.0 No wheel <50.7m; <500N

driver to locked up and >5.8m/s^2
full no side slip
payload
FMVSS135 Skid no81 Light to 96.5 No wheel <65.8m; <667N
full (60 locked up, >6.4m/s^2
payload mile/h) side
slip<3.66m

1.1
7) Braking Effect and Brake Fading
Braking effect refers to the capability for decelerating and
stopping the vehicle. The indicators of braking effect are vehicle
deceleration and stopping distance.
❑ Vehicle Deceleration and Stopping Distance
Stopping distance is defined as the distance that the vehicle
travels when it decelerates from an initial speed, u0, until it stops.
Factors influencing stopping
distance:
o Braking pedal force or
braking line pressure;
In 1970, the National Highway Traffic
Safety Administration (NHTSA)
determined ergonomic properties for
brake pedal that would give drivers the
1.2
most effective control.
1.3
o Road conditions;
It is required that the deceleration and stopping distance are
measured in tests conducted on good roads, ECE R13, φ>0.7.
o Load conditions;
o Brake temperature (<100o );
o Whether the engine is connected.
On a given road, the ground braking force is:
FXb = b mg desired deceleration
ab max = b g
(m/s2)
If the front and rear wheels are locked simultaneously, we have
ab max =  s g
For a vehicle with ABS (anti-lock braking system), we have
ab max =  p g
1.4
❑ Brake Factor
Brake Factor is defined as the ratio of the tangential drum or disc
drag to the input operating force. If the brake is designed so that a
low operating force generates a high braking effort, it is said to
have a high self-energizing or servo action.
The mathematical expression of brake factor K is as follows:
T / R (1)
K=
F0
where, T : total output brake torque;
R : equivalent radius at which braking drag force T / R applied;
F0 : input operating force. For drum brakes, it is the average
expander forces of two shoes; For disc brakes, it is the
average clamping forces of two pads.

1.5
(1) Brake Factor for Caliper Brakes
As shown in the figure, on each side of the disc,
the clamping force is F0 , the total braking drag
force is 2Ff = 2 fF0 , f is the friction coefficient
between disc and pads.
2Ff
K= =2f (2)
F0
Note that the defined brake factor is a dimensionless value.

(2) Brake Factor for Drum Brakes

Assume that the two actuating expander (cam for air braking systems
or wheel cylinder for hydraulic braking systems) forces are F01 and F02 ,
the radius of the drum is R , the two braking torques applied by the shoes
are T1 and T 2 . Thus, the two shoes’ brake factor are

1.6
 T1 T 2
K1 = K2 =
RF01 RF02
T 2(T1 + T 2 )
The brake factor of the whole brake is K= = (3)
RF0 R( F01 + F02 )
If F01 = F02 = F0 , we have K = K1 + K 2 .
If the basic geometric parameters are the same, for different types of brakes,
the relationship between the brake factor K and brake lining friction
coefficient f is shown in the following figure.

1.7
1.8
1.9
1.10
❑ Brake Fading
o Generally the deceleration and stopping distance are achieved
at temperatures less than 100 oC.
o In heavy and busy braking, e.g., long downhill braking, the
temperature may reach as high as 600~700 oC and brake
torque will drop dramatically. This phenomenon is referred to
as brake fading.
Example: For Lexus LS400 vehicle, the test brake fading data
are listed as follows:
Initial speed Braking conditions Brake temperature Stopping Deceleration
195 km/h oC distance m m/s 2
Regular braking < 100 163.9 8.5
Long downhill braking 693 244.5 49.2% 6.0
Various braking standards and regulations have restrictive
requirements on brake fading. For example, ECE R13 requires
that after 15 times of braking at 3.0 m/s2, the deceleration should
1.11
be higher than 60% of 5.8 m/s . 2
1.12
Braking Fading

1.13
1.14
Improving Brake Cooling
Through air convection, ventilated disc produces something like
a 70% increase in convective heat dissipation compared to a
solid disc of similar weight.

Lowering Sensitivity to Temperature

1.15
Lowering Sensitivity to Temperature

1.16
1.17
❑ Disc and Drum Brake Comparison
o Disc Brakes can operate with little fade at
high temperatures up to 600 to 700 oC ;
o Heating of the brake rotor increases its
thickness, causing no loss in brake fluid
volume, i.e., no increased pedal travel or soft
pedal;
o Disc brakes have linear relationship between
brake torque and pad/rotor friction coefficient;
o Drum brakes are highly temperature sensitive.
Not only are the friction coefficients affected,
but the drum diameter increases with
increasing temperature. At 380 oC , typical
passenger car drum brake diameter may
increase by 1 to 1.5 mm, with a correspondingly
longer wheel cylinder piston travel sufficiently to
increase pedal travel by 30~40%. 1.18
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1.20
1.21