Design Calculation of Braking System
(Landcruiser)
Maung Myo Min Thant
Abstract—Hydraulic brakes are widely used in automobile
today. Although there have many types of braking system, hydraulic
braking system is economical to the user. It is easy to operate,
maintain and repair. The function of master cylinder, the wheel
cylinder, the brakes are also important to get actuating force for the
vehicle. The heat produced from friction is removed by the fluid in
the system. When the brake pedal is pressed, the force equally acts to
all brake cylinders and onto brake shoes. Calculations of coefficient
of friction, stopping distance, brake torque, temperature rise and
braking efficiency are calculated in this paper. The design calculation
is based on stopping distance 50 m. The master cylinder diameter is
chosen as the grater the master cylinder diameter, the grater the force
on the braking system. According to the design calculation, the safe
condition design data at 90 km/hr, in this condition temperature rise
is 83.00˚C, retarding force is 8321.30N, coefficient of friction is
0.73, stopping distance is 43.65m, and braking efficiency is 73.00%.
Keywords—master cylinder, pedal, stopping distance, shoes,
wheel cylinder.
I. INTRODUCTION
A N Engine is located at the front of the vehicle and is sat
longitudinally and driven front and rear wheel. The
engine type is six cylinder four stroke inline engines.
The brake system is one of the most important systems on the
car. The braking action begins when the driver pushes on the
brake pedal. The brake pedal is mounted on a lever with pivot
near the top of the lever. The moment of the pedal causes a
pushrod to move against or away from a master cylinder.
The master cylinder is a hydraulic pump that is operated by
the driver through the brake pedal. A special fluid confined in
steel tubing lines, is used to transmit both motion and pressure
from the brake pedal to the wheels. The Land cruiser
assembles hydraulic braking system. Basically, the hydraulic
braking system consists of a master cylinder, steel tubing to
form connecting lines, and one or two wheel cylinders.
II. HYDRAULIC BRAKING SYSTEM
Braking begins at the brake pedal. When the pedal is push
down, brake fluid is forced from the master cylinder into the
lines to the wheel brakes. As hydraulic pressure increases,
brake shoes are forced against the rotating drums. The
resulting friction slows or stops the wheels and the vehicle.
The friction materials in a disc brake system are bonded to a
metal pad and are called a brake pad. The friction materials in
Maung Myo Min Thant, Department of Mechanical Engineering, Mandalay
Technological University, e-mail: m.minnthant@gmail.com.
a drum brake system are also bonded to a metal shoe and are
called a brake shoe. A hydraulic system requires fluid to
transmit pressure and force. The type of fluid used in the
hydraulic components of a brake system is called brake fluid.
Brake fluid condition, boiling point is 100˙C, vapor-pressure
3
head absolute is 33.90ft, density is 1.860 slag , thermal
conductivity is 1.217 Btu/ (hr˙F.ft), viscosity
2
is 0.593 lb-s/ft .
A. Basic Parts of Hydraulic Brake
The hydraulic braking system includes two basic parts are
drum wheel- brake mechanism and master cylinder. The basic
parts of a drum brake assembly are a drum assembly, a brake
shoe assembly, a braking plate, and hydraulic wheel cylinders.
Drum brakes were used on all wheels. The hydraulic and
friction components are attached to a backing plate attached to
the axle assembly.
Filler cap Vent
Replenishing port
Vent port Reservoir
Return spring
Push rod Snap ring
Dust boot
Secondary capPiston Primary cap Residual pressure
Check valve
Figure.1. Single Piston Master Cylinder
This stops pressure form being sent to the rear wheels. The
master cylinder has a reservoir and a master cylinder body.
The reservoir provides a supply of brake fluid for cylinder
operation. The master cylinder pushrod is connected to a
piston inside the cylinder. There is hydraulic fluid in front of
the piston. When the pedal is depressed, the master cylinder
piston is pushed forward. The fluid in the master cylinder and
the entire system, being no compressible, transmits the force
exerted by the master cylinder piston to all the inner surfaces
of the system. At this point, only the pistons in the drum brake
wheel cylinders or disc brake calipers are free to move. Since
the hydraulic fluid is not compressible, the pistons move
outward to force the brake shoes and pads against the brake
drums.
 III. CALCULATION OF BRAKING EFFECT Where,
Specifications of vehicle are: C = specific heat of cast iron brake drum, 520 J/kg °C
Gross vehicle weigh m = 2690 Kg
Payload: m = 460 Kg Δt = Average temperature rise of the drum, °C
The diameter of the drum: Dd = 280 mm ∆t can be calculated by using Equation 6,
The width of the drum: bd = 57 mm
H g = m b c Δt
The thickness of the drum: t = 0.0095 mm
Maxi Wheel base = 2850 mm 674637.4444 = 31.3010 ×520×∆t
Tire diameter = 760 mm
∆t = 41.45 °C
Center of Gravity (x,y) = (2096,1090) mm
mix speed: v = 110 km/hr
Assumed stopping distance: s = 60 m C. Coefficient of Friction, µ
Assumed slope ratio: = 1: 5 Normal force between the contact surfaces, this is equal to
Assume, slope angle: θ = 0° weight of the vehicle, R N = mg (7)
The change in kinetic energy of vehicle is E k . = (2690+460) × 9.81= 30901.5 N
mv 2 (1) The tangential braking force, Ft = μ R N (8)
Ek =
2 11243.9574= μ ×30901.5,
2 μ = 0.36
= 1 × (2690 + 460) × ⎛⎜ 50 × 1000 ⎞⎟ = 303819.4444 N-m
2 ⎝ 3600 ⎠ Table.1. Results of Retarding Force, Temperature and
Coefficient of friction
The change in potential energy of vehicle,
Speed Retarding Temperature Coefficient
E p = mgh × slope (2)
(km/hr) Force Rise (˚C) of Friction, µ
= (2690+460) × 9.81×60×1/5 = 370818N-m
Total energy of vehicle, E = Ek + Ep (3) 20 2575.4419 25.77 0.23
= 303819.4444+370818
= 674637.4444 N-m 30 2998.5535 29.50 0.26
Tangential braking force, F = E (4)
t
S 40 3470.9097 34.73 0.31
674637.4444
Ft = = 11243.9574 N
60 50 4142.5106 41.45 0.36

A. Retarding Force 60 4963.3561 49.66 0.43

Retarding force produced on the ground, F
70 5933.4462 59.37 0.52
F = Ft rb/ Rw
=
11243.9574× 0.14 =4142.5106
80 7052.7814 70.56 0.62
0.38

90 8321.3005 83.00 0.73

B. Average Temperature Rise of the Drum
π Db2 100 9739.1846 97.45 0.85
Volume of the drum, V = π D b b d t + t
4
= π × 0.28 × 0.057 × 0.0095 + π × (0.28) × 0.0095
2
110 11306.2533 113.13 0.99
4
3
= 0.0011 m
From Table A.1,
For thickness, t=3/8 in =0.1476 cm IV. THEORY OF STOPPING DISTANCE AND EFFICIENCY
3 3
ρ = 0.257 lb/in = 7113.8552 Kg/m The total stopping distance in case of emergency braking
Thus, the approximate mass of four drums, may be divided into as following. (1) Distance traversed
m b = ρ v × 4 = 7113.8552 × 0.0011× 4 = 31.3010 kg during the reaction time of the driver. (2)Distance traversed
The energy absorbed by the brake drum, H g during the time elapsed between the driver pressing the brake
pedal and the brake being actually applied at the wheels. (3)
E= H g = m b c Δt (6) Net stopping distance, depending upon the deceleration.
 A reasonable estimate for the distance traveled due to (1) W
and (2) above may be taken as 6m for vehicle speed of 30 μWcosθ = Wsinθ + α
g
km.p.hr. Thus for example, the total distance traveled when
the vehicle is stopped from a speed of 30 and 80km/h would W
α = − Wsinθ + μWcosθ
be 6+6=12m and 42+16=58m respectively. If unity g
coefficient of friction is achieved, the total retarding force 2
α = μcosθ - sinθ = 3.53 m/s
produced at the wheels is equal to the vehicle weight itself,
which is equal to the gravitation force experienced by the W(x + μh) cosθ = 26951.7486 N
RF =
freely falling one of mass equal to that of vehicle. If this be b
the case, the vehicles experiences a deceleration equal to the W(b − x − μh) cosθ = 3985.7513 N
RR =
acceleration due to gravity, g, and the brakes are said to be b
100 per cent efficient. Thus theoretical limit for brake Stopping distance, s = 27.31 m
efficiency is 100 per cent. In actual practice, efficiency of 100
per cent is rarely used for ordinary vehicles. The brake
efficiencies in general use vary from 50% to 80%, which B. Calculation of Braking Efficiency
enable the vehicle to stop within reasonable distance. Design data of stopping distance S is 27.31 m. After
various distances are taken, various braking efficiencies with
speed are calculated by the following.
A. Calculation of Stopping Distance
By using Equation 9,
2
⎛ 50 ×1000 ⎞
V2 ⎜ ⎟
, 27.31 = ⎝ 3600 ⎠ , α = 3.53 m/s
2
CG S=
W sin θ 2α 2α
Wα h α
g B η= × 100 % (12)
μRR g
A b = 3.53 × 100 =36.13 %
x RR
9.81
W cos θ Table.2. Results of Braking Efficiency and Stopping distance
θ
RF Stopping distance
Figure 2. Forces on Vehicle Moving Down on Inclined Speed ( km/hr) Efficiency ( % )
(m )
Stopping distance
V2 20 6.83 22.62
S= (9)
2α
30 13.61 26.32
Where,
W = weight of the vehicle (N)
RF = normal reaction at the rear wheels (N) 40 20.30 31.53
α = retardation produced by braking (m/sec2)
μ = coefficient of frication between wheel and road 50 27.31 36.13
b = wheel base (mm)
h = height of C.G of the vehicle (mm) 60 32.93 43.61
s = stopping distance (m)
w 70 37.06 52.22
Inertia force = mass × acceleration = ×α (10)
g
80 40.61 61.9
Braking force at the front wheel = μRF
Braking force at the rear wheel = μRR
W = mg = (2690+460) × 9.81 = 30901.5 N 90 43.65 73.00
Brake applied on all wheels
R R + R F = Wcosθ 100 46.27 85.24
W (11)
μR R + μR F = Wsinθ + α 110 48.07 99.13
g
W
μ(R R + R F ) = Wsinθ + α
g V. RESULTS
The braking system used for vehicles primary comes from
two sources. One source is from operating field. The other
source is from analyzing the brake system related technical
document. Working on the field gives one an overview of how
the system works and how each function is realized, which 13(f) 5.2(f) 0.254 65 t=1/2 in
relationships exist between different functions, etc. The 14.5(f) 5.8(f) 0.257 55 t=3/8 in
technical documents of the brake system contain more details 16(f) 6.4(f) 0.262 50 t=5/8 in
of the design descriptions. The system control principle, 18.8(f) 7.2(f) 0.269 t=3/4 in
which associates each physical control components with the 20.4(f) 7.8(f) 0.269 t=1in
function, it is designed to realize. According to the design
calculation, the safe condition design data at 90 km/hr, in this
condition average temperature rise is 83.00˚C, coefficient of REFERENCES
friction is 0.73, stopping distance is 43.65m, braking [1]. Willian H, Angelin, “Automotive Engines” 1994.
efficiency is 73.00%. The diameter of master cylinder and [2]. R.S KHURMI, J.K GUPTA, “A text book of Machine
wheel cylinder are increased, the pressure are greater. When Design”
the diameter of master cylinder is too small, pressure is very [3] Drew Carinchock, “Automotive Brake System”, 1991.
low. [4] Steeter Wylie Bedford, “Fluid Mechanics”, (1987).
[5] Dr.N.K. Giri, “Automotive Mechanics”, 1986
[6] Allens. Hall, “Machine Design, SI (Metric)”, 1980.
VI. CONCLUSION
In hydraulic brake system, the material of drum brake is
made of gray cast iron and the master cylinder is made of cast
iron. A facing of friction material called brake lining. The
system is simple in construction due to the absence of brake
rods, joints, etc.
Pipelines can be bent and shaped according to the underside
of the body structure. The fluid exerts equal pressure
everywhere in its system. For this reason equal braking effort
is obtained at all the four wheels The driver’s applies the
brake pedal, brake fluid flows a pressure chamber in the
master cylinder through brake lines to the wheel cylinder. The
brake pedal and master cylinder must be mounted close to
each other so the pedal pushrod can operate the master
cylinder. Hydraulic pressure from the master cylinder acts on
wheel cylinder. The piston of the wheel cylinder forces the
friction materials of the brake shoe. Tyre grip ensures that the
wheel continue to revolve until the vehicle’s braking energy
has to be converted into work. Maximum braking effect is
obtained when the wheels are still rotating, in other words just
before, tyre grip is lost and the wheels.

VII. ACKNOWLEDGEMENT
The author would like to acknowledge particular thanks to
his gratitude to his family, for their kindness and complete
supports. The author wishes to express the deepest gratitude to
his supervisor Dr. Win Pa Pa Myo, Associate Professor and
Head, and his Co-supervisor Dr. Myat Myat Soe, Department
of Mechanical Engineering, Mandalay Technological
University, for their kindly help and invaluable permission.

APPENDIX
Table A.1. Typical Properties of Cast Iron Ferrous Metals
Mod. ShearMod., Density Mch. Rec.Min.
Elas.,psi Psi lb/in 3 Wall
E × 10
−6
G × 10 −6 (b) thick.
9.6 (f) 3.9(f) 0.253 t=1/8 in
11.5(f) 4.6(f) 0.253 80 t=1/4 in