Chapter 11

Friction Brake
Theory
After studying this chapter, you will be able to:
D Define friction.
D Explain the relationship of weight and speed to kinetic energy.
Define coefficient of friction.
D Define static and kinetic friction.
D Define brake fade.
D Explain the relationship of friction to heat development.
o Identify and describe the factors affecting stopping power.
Identify outside factors affecting coefficient of friction.
o Describe brake lining materials and construction.
Important Terms
Friction Static friction Weight transfer Metallic
Kinetic energy Kinetic friction Inertia Rotm
Momentum Brake fade Non-metall ic Drum
Coefficient of friction Heat dissipation Semi-metallic
179
180 Auto Brakes
1 x kinetic energy
...
1 x kinetic energy ...
20 mph (32 kph)
20 mph (32 kph)
4x kinetic energy ...
40 mph (64 kph)
2x kinetic energy
...
9x kinetic energy ...
20 mph (32 kph) 4000 Ibs. (1812 kg)
60 mph (92 kph) 2000 Ibs. (906 kg)
A 8
Before studyi ng the operation of the brake friction
members, you must have an understanding of the basic
principl es of friction. These principles explain what friction
is, how it is used to overcome vehicle moti on, and various
factors affect ing brake material construction. Thi s chapter
is an introducti on to bl'ake friction principles which will
prepare you for the disc and drum brake theory and service
chapters.
What Is Friction?
When two things move against each other, there is a
resista nce to the movement between them. Thi s is caused
by microscopic imperfections (high spots) that exist on
even the smoot hest surfaces, Figure 11-1. Th e imperfec
tions on one surface contact the imperfect ions on the other
surface as they move against each other. The resistance
caused by this contact is called friction.
if there was no friction, tires would have no traction
against the road. Without friction, bolts wou ld not tighten,
and doors would not stay closed. However, in many
instances, it is desirable to minimi ze friction as much as
Two smooth
Imperfections in the surfaces
resist movement
Figure 11-1. A magnifying glass showing the surface imperfec
tions which cause friction between the two moving surfaces.
These imperfections act like two pieces of sandpaper being
rubbed together.
possible. Thi s is why engines and drivetrain parts have
elaborate lubri cati on systems.
In the brake system, friction is put to work to over
come the vehicle's momentum; in other words, to stop the
vehicle. What momentum is, and how it is overcome is
explained in th e following paragraphs.
Momentum and Kinetic Energy
Kinetic energy is the total amount of energy the brake
system must convert to stop the vehicle and is measured in
foot-pounds (ft-Ibs.) or Newton-meters (N. m). You will
often hear the term momentum used in pl ace of the term
kinetic energy. Although the two terms are closely related
mathemati ca lly and both are functions of the vehicle's
weight and velocity, kinetic energy is the measurement
you should use when discussing the vehicle's braking sys
tem. As a techni cian, you will not be asked to calculate
kinet ic energy. However, for youl' own understanding of
the basic principles of brake operation, you should
remember the following concepts.
At any given speed, kinetic energy increases directly with
the weight of the vehicl e. For example, a 4000 lb. (1812 kg)
vehicle traveling at a given speed will have twice the kinetic
energy of a 2000 lb. (906 kg) vehicle traveling at the same
speed. A 6000 lb. (2722 kg) will have three times the kinetic
energy of the 2000 lb. (906 kg) vehicle, Figure 11-2.
Speed has much more effect on kinetic energy than
weight does. For example, if a car travels twice as fast as an
identical car, it has four times the kinetic energy of the slowel'
car. If the faster car is moving at three times the speed of the
slower car, it has nine times the kinetic energy. If the fastel' ca r
is traveling four times the speed of the slower car, it will have
sixteen times the kinetic energy.
Brakes perform more work stopping a li ght vehi cle
going at a hi gh rate of speed than a heavier vehicl e going
slowly. You would think that a 4000 lb. vehi cle moving
at 25 mph (40 kph) would have the same amount of
kinet ic energy as a 2000 lb. (906 kg) vehi cle moving at
50 mph (80 kph). However, the 4000 l b. (1812 kg) vehi
cle has only 86,000 ft-Ibs. of kineti c energy at 25 mph,
whil e the 2000 lb. vehicle has over 172,000 ft-Ibs. of
kineti c energy at 50 mph.
Figure 11-2. A vehicle's kinetic energy is a combination of its mass (weight) and velocity (speed). A-Kinetic energy increases in
direct proportion to the weight. B-A vehicle's kinetic energy increases exponentially as the speed increases.
181 Chapter 11 Friction Brake Theory
Putting Friction to Work
The job of the brake system is to overcome momen
tum and stop the vehicle. To do this, it uses hydraulics,
pneumatics, mechanical leverage, and friction.
Hydraulics, pneumatics, and mechanical leverage were
discussed in earlier chapters. The following sections
explain how friction is put to work to stop the vehicle.
Coefficient of Friction
As stated earlier, fri ction is always present between
two matel'ials that slide against each other. The coefficient
of friction is the amount of friction that can be produced
as two materials sl ide across each other. The coefficient of
friction is determined by a simple calculation. In the exam
ple shown in Figure 11-3, the coefficient of friction is cal
culated by measuring the force required to slide a block
over a surface and then dividing it by the weight of the
block.
If it takes 10 Ibs. (22 kg) of force to sl ide a 10 lb.
(16 kg) block over a flat surface, the coefficient of friction
for the block is 1. Another 10 Ib, (22 kg) object, made from
a different material, may only require Sibs. (8 kg) of force
to slide it across the same surface. In this case, the coeffi
cient of friction for that block is .5. See Figure 11-4.
In the previous example, the way the box slides
across the floor was altered by changing the material that
the box was made of. When the box was made out of a
slicker material , it became easier to slide. However, if you
look at the basic relationships between the box, the floor,
and the pulling force, you will see that the same effect
could have been achieved by decreasing the box weight or
by using a different material on the floor.
Now that you understand the basic relationships
measured by the coefficient of friction, you can apply
these relationships to the operation of a vehicle's brake
system. Imagine the box is the bl'ake pad or shoe, the
weight of the box is the hydraulic pressure used to apply
the brakes. The shop floor is drum or rotor surface, and the
pulling force is the momentum in the turning drum or rotor.
By applying more pressure to the brakes, you can slow the
momentum of the spinning drum or rotor. This is the same
as increasing the weight of the box, making it more diffi
cult to pull across the shop floor. Similarly, when brake
If pull required
Weight
is 100 pounds,
t100 Ibs. C.O.F. = 100% or 1.0
Shop floor
shoes or pads become glazed, they do not create as much
friction against the drum or rotor surface. This is similar to
making the box out of a slicker material.
Note: The coefficient of friction will always
be less than one.
Static and Kinetic Friction
The two basic types of friction are stationary or static
friction and kinetic friction, sometimes called sliding or
dynamic friction. Keep in mind that static friction is a
holding action that keeps a stationary object in place,
while kinetic friction slows a moving object by converting
momentum to heat. Note that static friction is always
higher than ki netic friction.
The most obvious use of static friction is the parking
brake, Figure 11-5. When the parking brake is appl ied,
static friction between the applied brake components
resists movement. To move the vehicle, static friction must
be eliminated by releasing the brakes. Since the vehicle
has no movement, there is no momentum to overcome,
and no heat is generated.
As discussed earlier, vehicle weight times vehicle
speed equals momentum. Applying the brakes on a mov
ing vehicle causes the stationary friction members (pads or
shoes) to be forced into contact with the rotating friction
members (rotors or drums). This contact, Figure 11-6,
causes friction and heat, which results in the rotating parts
slowing and eventually stopping. Since the momentum of
the rotating parts is called kinetic energy, the friction used
to stop the rotating parts is called kinetic friction.
Bilk 1
If pull required
weight
is 10 pounds,
10 Ibs.
C.O.F. =100% or 1.0
A ~ Shopfloor
Block 2
If pull required
Weight
is 5 pounds,
101bs.
C.O.F. =.5
1
B
~ Shopfloor
Figure 11-3. A 100 pound (45,359 kg) weight being pulled
Figure 11-4. Two examples illustrating the coefficient of friction.
across the shop floor. The coefficient of friction (C.OF) is 1.0.
A-C.OF at 10 pounds of pull. 8-G.OF at five pounds.
(TRW Inc.)
(TRW Inc.)
II
182
Auto Brakes
Parking brake shoes are
expanded inside hub
A
B assembly
Floating
caliper
Parking brake
cable
Intermediate
adapter
support
Rotor/drum
Figure 11-5. Static friction (not moving). ~ W i t h the parking
brake shoes expanded into contact with the inside hub (drum),
the rotor is prevented from turning. B-Exploded view of the
various brake components. (DaimlerChrysler)
Heat t.,
-"--
0
'--
""'-"
!/J

.-.-r-
JV'
"'
JV '-..
...r/
.r-/' ~
~
~

~
J0;
, ~
Rotating
\\\\2 "\
1/ )
\
drum
Figure 11-6. The brake shoes are being forced into contact
with the revolving brake drum producing kinetic friction and
heat. This will cause the rotating parts to slow down and come
to a stop. (Bean)
Stopping Distance
The horsepower developed by the engine to move the
vehicle from 0-60 mph (0-95 kph) must be absorbed by the
braking system when slowing the vehicl e from 60 mph to O.
To prevent accidents, the brake system must be capable of
stopping the vehicle in a much shorter distance than it
takes to accelerate it.
The engine in a modern vehicle is often capabl e of
moving the vehicle from 0-60 mph in one-eighth of a mile,
or 660 feet. The brake system of the same vehicle can take
the vehicle from 60 mph to 0 in about '150 feet. The distance
taken to get from 60 to 0 is about one-quarter the distance
taken to get from 0-60 mph, Figure 11-7. The design of the
brake system will vary depending on the demands that w ill
be placed on it.
Factors Affecting Friction
Development
Many factors affect the development of friction by the
brake system. While some may seem obvious, others will
seem unlikely. However, they all have their part to play in
the proper development of friction .
Apply Pressure
The more pressure applied to the brake friction mem
bers, the more they resist movement, and the more friction
is developed. More friction means more braking action.
Pressure is created by a con,-bination of mechanical lever
age and hydraulic pressure, plus the action of the power
assist unit. These factors of pressure development were dis
cussed in earlier chapters.
Friction M aterial Temperature
The temperature of the friction materials has a great
effect 011 the amount of friction developed. As the friction
material gets hotter, its ability to stop the vehicle is
reduced. Not only must friction materials be designed to
operate under greatly varying temperatures, they must
have roughly the same coefficient of friction, both cold
and hot. Too much variation means the brake pedal feel
and required pressure would change drastically as the
brakes become heated.
Friction Material Contact Area
Although a small braking surface could produce as
much friction as a larger surface by being applied harder,
it would quickly overheat and become use less. Brake fric
tion members must be large enough to absorb and spread
the frictional heat out. For this reason, the larger the vehi
cle, the larger the brake friction components.
183 Chapter 11 Friction Brake Theory
1 0-60 mph in 660 feet (20 meters)

A
Bumper to touch
this line
Vehicle
.....------- Brakes applied here
stops here
Stopping distance 150 feet (4.6 meters) 60 mph to 0
B
Figure 11-7. Stopping distance. accelerates from 0 to 60 mph in 660 feet. B-The same vehicle being brought to a stop
with its brake system, while traveling from 60 mph to 0 in 150 feet. (Parker Automotive)
Friction Material Finish
The finish, or smoothness of the fri ction materials has
an effect on the vehicle's braking ability. A rough brake
surface would have a higher coefficient of friction, but
would grab and wear quickly. Modern brake lining mate
rial develops a smooth finish as it is used. As the top layer
of material wears away, the underlying surface maintains
the smooth finish.
Type of Friction Material
The materials used in a brake friction unit have a great
effect on its stopping ability. More force is needed to move
some materials over a surface than others, even when
apply press ure, contact area, and finish are the same. The
fr iction characteristics of a brake material make up its coef
ficient of friction. If the coefficient of friction is too high,
the brakes will work too well and cause the wheels to lock
up. If the coefficient of friction is too low, the brake pedal
would require excessive force to stop the vehicle. Types of
friction materials are discussed in more detail later in this
chapter.
Heat Removal
Friction always causes heat. The more friction needed
to stop the veh icle, the greater the amount of heat gener
ated during braking. Therefore, the temperature of the
brake components rises as the brakes are applied. If a
vehicle weighs 4000 Ibs (1812 kg), one emergency stop
from 60 mph (96 kph) can raise brake lining temperatures
by 160F (71C), Repeated hard stops can continue to raise
the temperature by equal amounts, Figure 11-8.
The bui Id-up of heat can lower the coeffi cient of fric
tion in the brake pads m shoes to the point where the
brakes begin to fade. Brake fade is the term given to grad
ual brake failure caused by brake overheating. As the
brakes begin to fade, it takes more pedal pressure to stop
the vehicle. After a certain point, the brakes will have very
I ittle effect, regardless of the pressure appl ied to the brake
pedal.
Sometimes, when low quality brake fluid is used, or
the fluid is water contaminated, the fluid will boil due to
excessive frictional heat. When this happens, pressing on
the bl'ake pedal will compress the vaporized fluid instead
of applying the bl'akes.
Not only is brake fade dangerous, the heat generated
by excessive braking can wear the linings, overheat and
warp the drums and rotors, and cause premature failure of
the hydraulic system, wheel bearings, and seals.
Brakes Are Designed to Fade
Brakes are designed to fade at a certain temperature. If
this temperature is passed, the frictional materials melt and
the brake linings will no longer stop the vehicle. While this
seems to be a poor brake design, it makes sense when con
sidel'ing the potential damage from allowing brake tempera
tures to continuously ri se. If temperatures were allowed to
rise without dissipation, the wheel bearing seals, lubricating
grease, CV axle boots, and any other nearby parts would be
destroyed. In extreme cases, nearby combustible compo
nents, including the tires, could catch fire.
To prevent this, a built-in fade point is designed into
the lining material. This point is high enough to allow for
all but the most extreme braking situations. However, this
emphasizes the importance of removing heat as efficiently
as pOSSible.
184 Auto Brakes
Stop- 4 _ '-__--'
Stop- 5
Stop- 6
Stop- 7
Stop- 8
Stop- 9
I - _ - -- _ _- ,
Brakes at fade

V
Braking distance increasing as brake temperatures grow
Vehicle speed:
Mph - 60 (96 km/h)
Stop- 1 Brakes are cool
Stop-2 -=:J

Figure 11-8. Chart illustrating a brake temperature range from cool to the paint of brake fade. At Stop 9, the brakes have begun to
fade severely. Notice as the brake temperatures go up, stopping distances become longer. (FMC)
Heat Dissipation
Heat is removed from the brake friction surfaces by
direct transfer to the surrounding air. This process is called
heat dissipation, Figure 11-9. Modern brake systems are
designed to provide the best possible heat dissipation. The
size of the friction surfaces is designed for maximum heat
dissipation. The larger the friction al-ea, the better the heat
dissipation. Rotors and drums are made from cast iron,
which can do an efficient job of absorbing heat and tl-ans
ferring it to the outside air.
The disc brake rotor is exposed to outside air
throughout its diameter, except where it contacts the
brake pads. In addition, the dust shields and sometimes
the wheel covers are designed to direct air over the rotor.
Disc brake rotors on heavier vehicles contain internal fins
to allow air to flow through the rotor. The design of the
fins actually pumps air through the rotor internals. In
some cases, the rotor braking surface is drilled to
increase airflow.
Brake drums used on heavier vehicles are finned on
their outside diameter. Air is directed ovel' the drum by
vehicle movement. Some brake drums are made of alu
minum, with a cast iron lining that contacts the shoes.
Other Factors Affecti ng Braking
Other factors affect the operation of the brake system,
and therefore vehicle braking ability. While these are not
parts of the brake friction system, they directly affect its
operation.
Weight Transfer
When a vehicle is at rest, most of the vehicle weight is
over the front wheels, since the engine and transmission are
at the front of the vehicle. As much as 60% of the total weight
of a rear-wheel drive vehicle is suppolied by the front wheels.
On a front-wheel drive vehicle, the figure is closer to 80%_
In addition, more weight is placed on the front wheels
during braking, due to weight transfer. When the brakes
are appl ied, extra veh icle weight is transferred from the
rear of the vehicle to the front. This is caused by inertia_
Inertia is the resistance to any change in momentum, in
this case, the tendency of the moving vehicle to keep mov
ing. Although the brakes are slowing the wheel assemblies,
the body, drivetrain, and frame try to continue moving for
ward_ See Figure 11-10.
The vehicle's original weight distribution and the
effects of weight transfer cause the rear wheels to have less
weight and the front wheels to have more weight. Since
more braking must be done by the front wheels than the
rear wheels, the front brake systems have a larger friction
area than the rear brake system.
Tire and Road Conditions
If the ti res do not grip the road properly, the brake sys
tem will not work. Traction between the tires and the road
must be maintained for proper stopping. If the brake sys
tem works so well that the tire stops rotating, it is said to be
skidding. When the road is wet or icy, the tire is skidding
on a layer of water or ice. On dry pavement, a skidding tire
causes so much frictional heat that the tire rubber melts.
The tire then skids on a layer of I iqu id rubber.
185
Chapter 11 Friction Brake Theory
Brake
rotor
Air duct
Cool air
A
Figure 11-9. A-Cool air flowing through an air duct and being
directed onto the brake rotor and other parts. B-Arrows
indicate the airflow through and around a typical disc brake
assembly Heat, generated by braking, is being carried away by
the airflow. (Bendix, Mercedes-Benz)
In addition to loss of braking ability, one or more skid
ding tires can cause loss of steering control. Even if skid
ding is not severe, it can cause flat spots on the tire surface.
Therefore, both the tires and brakes must be in good con
dition for adequate braking. On modern vehicles, anti-lock
brake systems are able to assist in braking and preventing
skids. ABS is covered in Chapters 21 and 22.
Engine Size and Drive Train Gearing
The size and compression ratio of the engine has an
effect on braking. When the accelerator pedal is released,
the engine is trying to draw air into the cylinders against
>II
Braking tends to
force down front
Greater braking
power here
Direction of travel
Less braking
power here
Figure 11-10. Braking forces create weight transfer when
stopping the vehicle. Note how the front end is going down
and the rear end is rising.
the closed throttle plate. This creates a drag on the drive
train which helps to slow the vehicle. The lower the trans
mission gear and final drive gear ratios, the faster the
engine is turning in relation to road speed, and the more
the engine braking effect. This is why drivers are advised
to switch to a lower gear when descending a steep hill.
Older vehicles with large, high compression engines
and lower gearing were able to get considerable engine
braking to assist the wheel brakes. Newer vehicles with
small engines and overdrive gears have only a small
amount of engine bl'aking in top geal', and the wheel
brakes must do more of the braking. A vehicle with an
automatic transmission also has less engine braking capac
ity, since some frictional drag is lost inside of the torque
converter when the lockup clutch is not applied.
Water on Brake Linings
In many parts of the world, It IS not uncommon to
travel through roads that are partially or completely cov
ered with water. In addition to the increasingly common
use of off-road vehicles, passenger cars sometimes enter
areas where the pavement is covered by water. If water
reaches the brake linings, it acts as a lubricant, causing
brake fade. There is no way to design bt'ake linings to over
come brake fade due to water. The only cure, other than
avoiding flooded roads, is to allow the brakes to dry out.
Disc brake systems dry out more quickly, since the
exposed rotor wi II spin off water once the vehicle is on dry
pavement. Drum brakes are enclosed, and water takes a
longer time to exit the assembly.
Friction Members
There are two friction surfaces in any brake assembly.
The brake pad or shoe lining, which are made of a mixture
of heat resistant materials, and the cast iron rotor or drum.
These two frictional surfaces are discussed in the following
paragraphs.
186
Pad and Shoe Li nings
Materials used on modern brake shoes and pads must
have about the same coefficient of friction when either hot
or cold. They must also resist fading at hi gh temperatures,
but fade when there is enough heat to cause damage to
other vehicle parts. Brake lining material s must also be
able to stop when the linings are wet, and recover quickly
when dried out. They must stop the vehicle smoothly and
quietly, last for tens of thousands of miles, and not cause
excessi ve wear to the rotor or drum.
Lining Materials
Brake linings use various metals and high temperature
synthetic fibers such as Kevlar and other heat resistant
compounds. Asbestos is no longer used in new brake lIn
ings, but may be found in some brake linings currently
insta lied on veh icles.
Some vehicles use linings made from organic or
compl etely non-metallic materials. These materials are
mi xed from various compounds and molded into the
proper shape. Non-metallic lining materials are quieter
(less prone to squeaking) and do not damage the cast iron
drums or rotors. However, they provide the lowest coef
ficient of friction, and therefore, the least amount of brak
ing power.
Most brake linings, especially those sold as lifetime
guaranteed brakes, are semi-metallic linings. Semi-metal
lic materials are made from a combination of non-metalli c
material s and iron, mi xed and molded into the proper
A
Friction Material Code Coefficient of Friction
C
0
E
F
G
H
<.15
.15-.25
.25-.35
.35-.45
.45-.55
>. 55
B
Figure 11-11. A- A disc brake pad illustrating the various edge
code markings. B-Chart showing friction matenal codes used
on brake linings. (Jack Klasey)
Auto Brakes
shape. Semi-metalli c linings are harder and l ast longer.
They are also more fade resistant than completely non
metalli c linings. However, semi-metallic linings increase
brake pedal effort, may squeak on application, and cause
some wear to the rotors and drums.
Metallic brake linings are used on high performance
and competition vehicles only. They are made from sin
tered metal (powdered metal that is formed into linings).
Metallic brake linings resist brake fade very well , but
require hi gh pedal pressure, are noisy, and severely wear
rotors and drums.
Temperature Markings
It is very important that brake lining material s have
about the same coefficient of friction when cold as when
hot. Brake pads and shoes have makings on the edges that
give the approximate coefficient of friction at low and
hi gh temperatures. The markings are in letters, with lining
materials marked A being the lowest, and Improving
through the alphabet. Typi ca l letter markings and their
relationship to tempelature are shown in Figure 11-11.
The best linings have markings that indicate a high coeffi
cient of fri ction that stays the same at hi gh and low tempera
tures. The more variation in the hi gh and low temperature
letters, the poorer the qual ity.
Lining Attachment Methods
Disc brake linings are bonded (glued) or riveted to a
metal backing pad, Figure 11-12. The attachment method is
not an indicator of quality, since both methods are widely
used. As a general rule, most pads used on heavier cars and
trucks are riveted to the backing plate, while pads used on
smaller vehicles are bonded.
Drum brake linings are also bonded or riveted to a
metal shoe, Figure 11-13. Attachment methods vary, but
modern shoes tend to be bonded rather than ri veted.
A .
B
Figure 11-12. Brake lining to shoe attachment methods.
A- Disc brake pad that has been riveted to the shoe. 8- DISC
brake pad which is bonded (glued) to the metal shoe.
(Jack Klasey)
187 Chapter 11 Friction Brake Theory
A
Bonded
lining
Brake shoes
B
Riveted
lining
Figure 11-13. A-Brake lining which has been bonded (glued)
to the shoe. ~ L i n i n g that was riveted to the shoe. Both attach
ment methods are currently used. (General Motors)
away heat more rapidly than cast iron. The other materials in
the composite give the drum or rotor adequate durability.
Rotors
Both sides of the brake rotor Jre machined smoot h
where they contact the brake pads, Figure 11-14. This con
tact area is extremely smooth for smooth stops. The rotor's
cast iron is designed to l ast through several sets of linings.
Rotors are heavy for maximum heat absorption, and have
enough extra metal so they ca n be resurfaced if they
become slightly damaged.
Drums
The inner surface of the brake drum is machined
smooth where it contacts the brake shoes, Figure 11-15.
The weight of the drum helps to absorb heat and transfer it
to the outside air. Drums are also built with extra metal so
that they can be resurfaced if they become slightly dam
aged. A drum should outlast several sets of shoes.
Rotor and Drum Construction
The basic job of drums and rotors is to provide a con
tact surface for the brake linings, and to absorb heat. Most
modern brake rotors and drums are made from cast iron. A
few veh icles are equipped wi th aluminum drums having
cast i ron liners.
Some hi gh-performance imported vehicles have
aluminum metal matrix composite (AI-MMC) drums and
rotors. These drums and rotors al'e made from an alloy of
aluminum and other materials. The aluminum alloy carries
Smooth
braking surface
Brake drum
Figure 11-14. A brake rotor with a smooth braking surface.
Figure 11-15. A brake drum depicting a smooth braking
surface, (FMC)
Summary
When the microscopic imperfections of two moving
surfaces contact each other, they create resistance. This
resistance is ca lled friction. Friction should be avoided in
some vehicle systems, but is vital to the operation of the
brakes.
Momentum is a combination of vehicle weight and
speed. The job of the brake system is to overcome momen
tum and stop the vehicle. The brakes use friction to stop
the vehicle. Fri ction is always present between two mate
rials that slide against each other. The coefficient of friction
is the amount of friction that can be produced as the two
surfaces slide against each other. The coefficient of friction
is determined by dividing sliding force by the weight of the
object.
188
The two kinds of friction are static friction and kinetic
friction. Static friction is friction that keeps a stationary
object in place. Kinetic friction slows a moving object by
converting movement to heat. Static friction is always
higher than kinetic friction.
The brake system can absorb much more horsepower
than the vehicle engine can produce. For this reason, stop
ping distances from a given speed are much shorter than
the distances needed to accelerate to the same speed.
Many factors affect the ability of a frictional material to
function. Brake apply pressure, temperature, contad area,
and type of material all affect the braking ability of a material.
Friction always causes heat, and this heat must be
removed to prevent fading. Brake materials are designed to
fade at a certain temperature to avoid starting a fire. Heat
is absorbed by the metal of the drums and rotors and dis
sipated to the outside air. Other factors that affect braking
ability are weight transfer, tire and road conditions, engine
braking ability, and water on the brake linings.
All brake assemblies have two frictional surfaces. The
matching frictional surfaces are brake pads and rotors and
brake shoes and drums. Brake pad and shoe linings are a
mixture of heat resistant composition materials. The linings
are marked with a letter series indicating their hot and cold
braking performance. Rotors and drums are made of cast
iron, and always turn with the wheel and tire.
Review Questions-Chapter 11
Please do not write in this text. Write your answers on
a separate sheet of paper.
1. Define friction.
2. Define momentum.
3. A material with a low coefficient of friction generates
___ fri ction than a material with a high coefficient
of friction.
4. The type of fri ction that keeps a stationary object in
place is _ __ friction.
5. Friction that stops a moving object is ___ friction.
It does this by converting ___ into _ _ _ .
6. If the speed of a vehicle doubl es, its kinetic energy
increases by a factor of ___.
7. What five factors affect friction development?
8. When heat causes the coefficient of friction to
decrease dramatically, this is called brake _ __.
9. Excessive brake heat may cause substandard brake
fluid to _ _
10. How is brake heat removed ?
11. Which set of brakes do the most braking, front or rear?
12. After driving through water, _ _ brakes dry off
sooner than brakes.
Auto Brakes
13. Linings are attached to the pad or shoe by __ or
14. Modern rotors and drums are made from
15. A drum or rotor should outlast several sets of
1. Technician A says that a vehicle that has weight has
momentum, even when it is stopped. Technician B
says that momentum is a combination of speed and
weight. Who is right?
(A) A only.
(B) B only.
(e) Both A & B.
(D) Neither A nor B.
2. If it takes 2 pounds of force to move an 8 pound
weight across the floor, the coefficient of friction is
(A) 4
(B) .5
(e) .25
(D) .125
3. Technician A says that static friction turns movement
into heat. Technician B says that static fliction is a
form of kinetic friction. Who is right?
(Al A only.
(B) B only.
(e) Both A & B.
(D) Neither A nor B.
4. Technician A says that a vehicle's kinetic energy
increases in direct relation to its weight. Technician B
says that as a vehicle's speed increases, its kinetic
energy increases exponentially. Who is right?
(A) A only.
(B) B only.
(e) Both A & B.
(D) Neither A nor B.
5. Which of the following affect the braking ability of a
brake materia I?
(A) Its temperature.
(B) What it is made of.
(C) How hard it is applied.
(D) All of the above.
6. Brake linings are designed to fade a certain _ _ _ .
(A) temperature
(B) humidity
(e) speed
(D) momentum
189 Chapter 11 Friction Brake Theory
7. in which direction is
(A)
Back to
Left to
Right to
8. If a tire skids on it is skidding on a layer
(A) melted
melted
water vapor
gas vapor
9. Technician A that non-metallic linings make
most noise. Technician B says that non-metallic lin
ings will wear rotors and drums. Who is
A
B
Both A & B.
(D) A nor B.
10. A great variation in
I indicate well
when
(A) cold
hot
hot or cold
(D) None the above.
190 Auto Brakes
Disc brakes are used on the front and rear axles of many vehicles. This is one of the front disc brake assemblies on a vehicle with
four-wheel disc brakes. (DaimlerChrysler)