34d02 Brake System

Diagnosis Technicain - Brake Brake System
Brake System Construction

The brake system consists of the follow-
ing components.
6. Parking brake
1. Brake pedal 5. Disc brake
1. Brake pedal
2. Brake booster 2. Brake booster
3. Master cylinder
3. Master cylinder
4. Proportioning valve
4. Proportioning valve (P valve)
5. Foot brake
(1) Disc brake
(2) Drum brake
6. Parking brake
(1) Disc brake
(2) Drum brake
(1/1)
Master Cylinder General & Construction

1. General
The master cylinder is a device that converts the oper-
ation force applied by the brake pedal into hydraulic
Minimum pressure. Currently, the tandem master cylinder,
which includes two pistons, generate hydraulic pres-
sure in two-systems brake line.
The hydraulic pressure is then applied to the disc
brake calipers or the wheel cylinders of the drum
brakes.
The reservoir serves to absorb changes in the brake
fluid volume caused by changes in fluid temperature.
Also, it has a separator inside that divides the tank
(5) (7) Fluid level sensor
Rubber piston into front and rear parts as shown in the left. The two-
cups part design of the tank ensures that if one circuit fails
due to fluid leakage, the other circuit will still be avail-
able to stop the vehicle.
(6) Reservoir tank
The fluid level sensor detects when the fluid level in
the reservoir tank falls below the minimum level and
then uses the brake system warning light to warn the
(4) No.2 return spring driver.
(3) No.2 piston 2. Construction
The master cylinder consists of the following compo-
(2) No.1 return spring
nents.
(1) No.1 piston
(1) No.1 piston

(3) No.2 piston
(5) Rubber piston cups
(6) Reservoir tank
(7) Fluid level sensor
(1/3)
©2003 TOYOTA MOTOR CORPORATION. All right reserved.

-1-
3. Principles
Principle of the lever Pascal’s law When the brake pedal is depressed,
Fulcrum the master cylinder converts this
F2
5 cm 2 Wheel cylinder force into hydraulic pressure. Brake
B
1000 N
Master cylinder
pedal operation is based on the prin-
10 cm 2 10 cm 2
ciple of the lever, and converting a
b small pedal force into a large force
8 cm
40 cm
2000 N acting on the master cylinder.
Push rod
20 cm 2 2000 N Based on Pascal's law, the hydraulic
force generated in the master cylin-
F1 Same pressure 400 N der is transmitted via brake line to
(2000 kPa)
4000 N individual wheel cylinders. It acts on
brake linings and disc brake pads to
a
generate a braking force.
The principle of the lever is applied by the brake pedal as follows. According to Pascal's law, externally
Operating force:
applied pressure upon a confined
Amount of movement:
A b B A B
fluid is transmitted uniformly in all
F1 X A = F2 X B F2 = F1 X = a = b X b = a X
B a A B A directions. Applying this principle to a
F1 : Pedal force a: Amount of movement of pedal edge hydraulic circuit in a brake system,
F2 : Push rod output force b: Amount of movement of push rod the pressure generated in the master
A1 : Distance from center of brake pedal to
fulcrum cylinder is transmitted equally to all
B: Distance from push rod to fulcrum wheel cylinders.
The braking force varies, as shown in
the left, depending on the diameter of
the wheel cylinders.
If a vehicle design requires a larger
braking force at the front wheels, for
example, the designer will specify
larger wheel cylinders for the front.
(2/3)
4. Types of brake lines

If the brake line is cracked and the brake fluid leaks
out, the brakes will no longer work. For this reason,
FR vehicle the brake hydraulics are divided into two-systems
brake line.
The hydraulic pressure sent to the two systems from
the master cylinder is transmitted to the disc brake
Front calipers or wheel cylinders. The brake line layout dif-
fers between FR vehicles and FF vehicles.
In FR vehicles the brake lines are divided in to a front
wheel system and rear wheel system, but in FF vehi-
cles diagonal piping is used.
Because the load applied to the front in FF vehicles is
large, a higher braking force is used for the front
FF vehicle
wheels than for the rear wheels. For this reason, if the
same brake line systems used for FR vehicles are
used in FF vehicles, the braking force will be too weak
if the front wheel braking system fails, so a diagonal
Front pipe line system for the front right wheel and rear left
wheel and one for the front left wheel and rear right
wheel are used so that if one system fails, the other
system will maintain a certain degree of braking force.
(3/3)
-2-
Operation
No.2 return No.1 return When the brake pedal is depressed, the
spring spring
force is transmitted via the push rod to
Compensating port
the master cylinder where the piston is
Inlet port
pushed.
No.2 piston No.1 piston The force of the hydraulic pressure gen-
to front side to Rear side
erated inside the master cylinder is
transmitted via the brake lines to the
each wheel cylinder.
1. Normal operation
(1) When the brakes are not applied.
No.1 piston cup
The piston cups of No.1 and No.2
piston are positioned between the
Stopper bolt
No.2 piston cup
inlet port and the compensating port,
providing a passage between the
master cylinder and the reservoir
tank.
No.2 piston is pushed to the right by
force of No.2 return spring, but pre-
vented from going any further by a
stopper bolt.
(1/4)
(2) When the brake pedal is

depressed
Compensating port No.1 piston moves to the left and the
piston cup seals the compensating
port to block the passage between
the cylinder and the reservoir tank.
Piston cup As the piston is pushed farther, it
increases the hydraulic pressure
inside the master cylinder. This pres-
to Front side to Rear side sure acts on the rear wheel cylinders.
Since the same hydraulic pressure
also pushes No.2 piston, No.2 piston
operates in exactly the same way as
No.1 piston, and acts on the front
No.2 piston No.1 piston wheel cylinders.
Brake pedal depressed (1) Brake pedal depressed (2)
(2/4)
-3-
(3) When the brake pedal is released.

The pistons are returned to their orig-
Orifices Inlet port Compensating port inal position by hydraulic pressure
and the force of the return springs.
However, because the brake fluid
does not return from the wheel cylin-
Piston cup
der immediately, the hydraulic pres-
sure inside the master cylinder
momentarily drops (a vacuum devel-
to Front side to Rear side ops). As a result, the brake fluid
inside the reservoir tank flows into
the master cylinder via the inlet port,
through many orifices provided at the
tip of the piston, and around the
periphery of the piston cup. After the
Brake pedal released (1) Brake pedal released (2) piston has returned to its original
position, the brake fluid that gradually
returns from the wheel cylinder to the
master cylinder flows into the reser-
voir tank through the compensating
ports. The compensating port also
absorbs changes in brake fluid vol-
ume that could occur inside the cylin-
der due to temperature changes.
This prevents the hydraulic pressure
from rising when the brakes are not
being used.
(3/4)
2. If fluid leaks in one of the systems.

(1) Fluid leakage in rear side
When the brake pedal is depressed,
No.1 piston moves to the left but
does not create hydraulic pressure in
the rear side. No.1 piston therefore
compresses the return spring, con-
to Front side to Rear side tacts No.2 piston, and pushes it No.2
piston increases hydraulic pressure
in the front end of the master cylin-
der, which allows two of the brakes to
be operated from the front of the
No.2 piston No.1 piston master cylinder.
Contact
-4-
(2) Fluid leakage in front side

Since hydraulic pressure is not gen-
erated in the front side, No.2 piston
advances until it contacts the wall at
the far end of the master cylinder.
When No.1 piston is pushed farther
to the left from this position, hydraulic
to Front side to Rear side
pressure increases in the rear side of
the master cylinder, which allows two
of the brakes to be operated from the
rear of the master cylinder.
No.2 piston No.1 piston
Piston contacts wall
(4/4)
Brake Booster General & Construction

1. General
The brake booster is a device that
utilizes the difference between the
(12) Constant pressure chamber engine vacuum and the atmospheric
pressure to generate a strong force
(power boost) that is proportional to
(5) Diaphragm
the pedal depression force to operate
Vacuum (13) Check valve
(3) Booster piston the brakes.
(8) Reaction disc The brake booster uses the vacuum
generated in the intake manifold
(7) Valve body (vacuum pump in the case of diesel
Air
engines).
2. Construction
(1) Valve operating The brake booster consists of the fol-
Brake master cylinder rod
lowing components.
(10) Body seal (9) Air cleaner
(2) Push rod

(10) Body seal (1) Valve operation rod
(11) Variable pressure chamber
(4) Booster body
(2) Push rod
(6) Diaphragm spring (3) Booster piston
(4) Booster body
(5) Diaphragm
(6) Diaphragm spring
(7) Valve body
(8) Reaction disc
(9) Air cleaner
(10)Body seal
(11)Variable pressure chamber
(12)Constant pressure chamber
(13)Check valve
-5-
HINT:
No.2 piston Tandem Brake Booster
Intake manifold No.1 piston
A tandem brake booster is a device
that has two vacuum chambers posi-
tioned in series and obtains a large
power boost without having to
increase the piston's size.
Air
Variable pressure chamber
Constant pressure chamber
(1/1)
Operation
Booster piston 1. Brakes not applied
The air valve is connected to the
Control valve
valve operating rod, and pulled to the
right by the air valve return spring.
The control valve is pushed to the left
by the control valve spring. This
Valve operating
Diaphragm spring
rod causes the air valve to contact the
Constant pressure Variable pressure
control valve. Therefore, the atmo-
chamber chamber spheric air that passes through the
Piston Vacuum valve (opened)
air cleaner element is prevented from
Control valve
entering the variable pressure cham-
Control valve spring
ber.
Passage A Valve body
Constant pressure The valve body's vacuum valve is

chamber
separated from the control valve in
this condition, providing an opening
Air valve
(closed) between passage A and passage B.
Valve operating
rod
Since there is always a vacuum in
Air valve Air cleaner the constant pressure chamber,
return spring element
there is also a vacuum in the variable
Variable pressure
chamber
Passage B pressure chamber at this time. As a
result, the piston is pushed to the
right by the diaphragm spring.
-6-
2. Brakes applied
Booster piston
When the brake pedal is depressed,
the valve operating rod pushes the
Control valve air valve, causing it to move to the
left.
The control valve, pushed against
Diaphragm spring
Valve operating rod the air valve by the control valve
spring, also moves to the left until it
Constant pressure Variable pressure contacts the vacuum valve. This
chamber chamber
blocks off the opening between pas-
Passage A Vacuum valve (closed) Piston
sage A and passage B.
Constant
pressure As the air valve moves further to the
Control valve chamber Control valve left, it moves away from the control
Control valve spring Control valve spring valve. This allows atmospheric air to
Booster
push rod Air enter the variable pressure chamber
through passage B (after passing
through the air cleaner element). The
Air valve difference in pressure between the
(opened)
Valve operating constant pressure chamber and the
rod Passage B Air cleaner
element variable pressure chamber causes
Air valve Passage B Reaction disc Variable pressure
the piston to move to the left. This, in
(closed) chamber turn, causes the reaction disc to
Brakes applied (1) Brakes applied (2) move the booster push rod to the left
and increase the braking force.
3. Holding state
If the brake pedal is depressed half-
Booster piston
way, the valve operating rod and the
Control valve air valve stop moving but the piston
continues to move to the left due to
the difference in pressure. The con-
trol valve is kept in contact with the
Diaphragm spring Valve operating rod
vacuum valve by the control valve
Constant pressure Variable pressure spring, but moves along with the pis-
chamber chamber
ton.
Piston Vacuum valve
Since the control valve moves to the
left and contacts the air valve, atmo-
Control valve spheric air is prevented from entering
Constant pressure Control valve spring the variable pressure chamber, so
chamber the pressure in the variable pressure
chamber stabilizes. As a result, there
Stopped is a constant difference in pressure
between the constant pressure
Valve operating chamber and the variable pressure
rod
chamber. Therefore, the piston stops
Air valve Variable pressure
moving and maintains the present
(closed) chamber braking force.
-7-
4. Maximum boost
Booster piston
If the brake pedal is depressed all the
way down, the air valve will move
Control valve
completely away from the control
valve. In this condition, the variable
pressure chamber is filled entirely
Valve operating
with atmospheric air, and the differ-
Diaphragm spring
rod ence in pressure between the con-
Constant pressure Variable pressure stant pressure chamber and the
chamber chamber
variable pressure chamber is maxi-
Piston
mized. This causes the maximum
Vacuum valve
Constant
pressure boosting effect to act on the piston.
chamber Control valve
Control valve spring Even if additional force is thereafter

Booster
push rod Air applied to the brake pedal, the boost-
ing effect on the piston will remain
unchanged, and the additional force
Air valve will be applied only to the booster
(opened)
Valve operating push rod and transmitted as is to the
rod
master cylinder.
Variable pressure
chamber
5. Non-vacuum condition
Booster piston
If a vacuum fails to be applied to the
Control valve
brake booster for any reason, there
will be no difference in pressure
between the constant pressure
chamber and the variable pressure
chamber (as both will be filled with
Diaphragm spring Valve operating rod
atmospheric air). When the brake
Constant pressure Variable pressure
booster is in the "off" position, the
chamber chamber piston is returned to the right by the
Piston Vacuum valve
diaphragm spring.
Constant
pressure
chamber Control valve Nevertheless, when the brake pedal
Valve body is depressed, the valve operating rod
Booster
push rod advances to the left and pushes the
air valve, reaction disc and booster
push rod. This causes the master
Air valve cylinder piston to apply braking force
Valve operating
rod to the brake. At the same time, the
Valve stopper key
air valve pushes the valve stopper
Reaction disc Variable pressure
key which is inserted into the valve
chamber body. Therefore, the piston also over-
comes the diaphragm spring and
moves to the left.
Accordingly, the brakes remain func-

tional even when there is no vacuum
applied to the brake booster. How-
ever, since the brake booster is not
operating, the brake pedal will feel
"heavy".
(1/1)
-8-
Reaction mechanism
1. General
This mechanism is provided to reduce brake pedal
kickback, thereby improving pedal "feel", by causing
Valve body only half of the feedback pressure to be applied to the
pedal (the other half being absorbed by the booster
piston).
2. Operation
Booster Air valve The reaction mechanism is shown in the left.
push rod
The booster push rod, reaction disc and air valve slide
inside the valve body. Since the reaction disc is made
Reaction disc of soft rubber, it can be regarded as a non-compress-
ible fluid. For this reason, when the booster push rod
is pushed to the right, it attempts to compress the
80 N
reaction disc, but since it cannot, the force is transmit-
(to Valve body) ted to the air valve and the valve body.
100 N 20 N Therefore, the force is transmitted between the air
(to Air valve)
valve and the valve body in proportion to their surface
1cm (
2
20N)
areas.
Assume that 100 N (9.8kgf,.21.6 lbf) is applied to the
4cm (
2
80N) booster push rod, as shown here. Since the ratio of
the areas of the air valve and the valve body is 4 to 1,
80 N (7.8kgf; 17.2 lbf) is transmitted to the valve body
and 20 N (2.0 kgf,.4.4lbf)to the air valve.
(1/1)
Gap Adjustment of Push Rod

Choke applied The length of the booster push rod must
be adjusted before the brake master cyl-
SST inder and the brake booster are assem-
bled.
This is required so there will be an
Thickness
gauge appropriate gap between the master cyl-
inder piston and the booster push rod
SST
after they are reassembled.
A SST is used to adjust the gap.
Accessory tool
In recent models, there are times when
a thickness gauge must be used. Be
sure to refer to the repair manual.
SST 09737-00010
BRAKE BOOSTER ADJUSTMENT
Thickness Gauge(0.2mm or 0.008inch)
and Special Service Tool(SST 09737
—00010)are required to check HINT:
and adjust the push rod length.
0.2mm
See Repair Manual for details. • When the master cylinder has been
replaced and there is an accessory
tool in the kit, use the accessory
tool to make the adjustment.
• When the label shown in the figure
at left is affixed to the booster body,
refer repair manual when adjusting
the length of the booster push rod.
SERVICE HINT:
If the gap is too small, it will cause
brake drag. If the gap is too large, it
will cause braking delay.
(1/1)
-9-
Function Check
Airtightness to Intake manifold
function cheek Atmospheric
The brake booster utilizes the difference between the
pressure engine vacuum and the atmospheric pressure to gener-
ate a power boost. Therefore, the brake booster function
can be checked by conducting the following inspection.
Atmospheric
pressure
1. Airtightness function check
Generating a power boost requires that the vacuum
inside the brake booster be maintained, that the con-
Operating
cheek
to Intake manifold stant pressure chamber and variable pressure cham-
Atmospheric
pressure ber be completely closed off by the vacuum valve, and
that air must flow from the air valve.
(1) Stop the engine after running it for 1 to 2 minutes.
Vacuum Vacuum will be allowed into the brake booster.
(2) Depress the brake pedal several times. When doing
this, if the pedal position is higher 2nd or 3rd time than
it was the 1st time, the check valve or vacuum valve is
Vacuum tightness to Intake manifold
function cheek
Atmospheric
closed, the air valve is open, and air is being let in.
pressure From this it can be determined that the airtightness of
each valve is normal.
2. Operation check
Vacuum
If the engine is started while there is no vacuum in the
brake booster, the vacuum valve is closed, and the air
valve is open, vacuum will be allowed into the con-
stant pressure chamber. The brake pedal condition at
this time can be used to check the power boost opera-
tion.
(1) With the engine stopped, depress the brake pedal
several times. Air will be allowed into the constant
pressure chamber.
(2) Start the engine with the brake pedal depressed. Vac-
uum will be generated and a pressure difference will
be generated between the constant pressure chamber
and the variable pressure chamber.
If the brake pedal sinks down a little bit at this time, it
can be determined that a normal power boost has
been generated.
3. Load airtightness function check
If the engine is turned OFF with the brake pedal
depressed, the pedal condition can be used to check
for vacuum leaks from the constant pressure cham-
ber.
(1) Depress the brake pedal while the engine is running.
(2) Turn OFF the engine with the brake pedal depressed.
In the hold state, the pressure difference between the
constant pressure chamber and the variable pressure
chamber will be held constant. Therefore, if there is no
change in the brake pedal height while continuing to
hold it for 30 sec, then it can be determined that the
check valve and vacuum valve are closed normally
and that there are no problems with the constant pres-
sure chamber.
(1/1)
- 10 -
Proportioning Valve General & Construction

1. General
The proportioning valve (P valve) is placed between
(a)
the brake line master cylinder and the rear wheelÅfs
wheel cylinder.
Desired curve-line (b)
of braking force This device obtains proper braking force to shorten
Rear the braking distance by approaching the ideal front
wheel
braking and rear wheel braking force distribution to prevent
force Contact
the rear wheels from early lock up during emergency
with P valve braking (when the load transfers to the front), etc.
When the distribution is like that shown by (a), the
Front wheel braking force braking force becomes large causing the rear wheel
braking force to become too much larger than the
ideal curve, which makes it easy for the rear wheels to
lock up and destabilize the vehicle.
In addition, when the distribution is like that shown by
(b), the overall braking force becomes small, which
(4)
(5)
allows the front wheels to lock up easily and cause
Compression
spring Cylinder loss of steering control.
cup
2. Construction
The P valve consists of the following components.
Front (3)
Valve seal (1) Valve body
(2) Piston
(2) Piston
(1) Valve body
(3) Valve seal
(4) Compression spring
(5) Cylinder cup
(1/1)
Operation
The hydraulic pressure generated by the
master cylinder acts on the front and
from Master cylinder
Cylinder cup rear brakes. The rear brakes are con-
trolled so that the hydraulic pressure is
cylinder pressure
kept the same as that of the master cyl-

inder up to the split point and then is
Rear wheel
Piston
Split point
made lower than that of the master cylin-
der after the split point.
Spring to Rear wheel cylinders
Master cylinder pressure The P valve operation condition is
Master cylinder Master cylinder shown below.
hydraulic pressure hydraulic pressure
Force by the difference in

the pressure reception
surface area
- 11 -
1. Operation up to the split point

The spring force pushes the piston to
the right.
Cylinder cup The hydraulic pressure from the
from Master cylinder
master cylinder passes through the
gap between the piston and the cylin-
cylinder pressure
der cup to apply an equal force to the
Rear wheel
Piston
Split point front and rear wheel cylinders.
At this time, a force works to move
Master cylinder pressure the piston to the left utilizing the dif-
Spring to Rear wheel cylinders
ference in the pressure reception
Master cylinder Master cylinder
hydraulic pressure hydraulic pressure surface area, but it cannot overcome
Force by the difference in the spring force, so it does not move.
surface area
Spring force Force by the difference in

the pressure reception surface area
2. Operation of the split point

When the hydraulic pressure applied
to the rear wheel cylinder increases,
from
Cylinder cup
In contact
the pressure pushing the piston to
Master cylinder
the left overcomes the force of the
spring causing the piston to move to
cylinder pressure
the left and close the fluid circuit.

Rear wheel
Piston
Split point
to Rear wheel cylinders Master cylinder pressure

Spring
Master cylinder Master cylinder
hydraulic pressure hydraulic pressure
Force by the difference in

surface area
Spring force Force by the difference in

the pressure reception surface area
3. Operation after the split point

When the hydraulic pressure from
Cylinder cup
from master cylinder the master cylinder increases even
further, this increase in pressure
cylinder pressure
pushes the piston to the right to open

Rear wheel
Piston
Split point
the fluid circuit.
When this happens, the hydraulic
to Rear wheel cylinders
pressure to the rear wheel cylinder
Master cylinder pressure
Spring begins to rise and the pressure push-
Repeating ing the piston to the left begins to
in Contact increase, so before the hydraulic
pressure to the rear wheel cylinder
rises completely, the piston moves to
Piston
the left and closes the fluid circuit.
This valve operation is repeated to
keep the hydraulic pressure on the
rear wheel side from increasing more
than that on the front wheel side.
- 12 -
4. Operation when the pedal is

released
When the hydraulic pressure from
the master cylinder decreases, the
Cylinder cup
fluid on the rear wheel cylinder side
to Master cylinder passes through the outside of the
cylinder cup and returns to the mas-
ter cylinder side.
Piston
Spring from Rear wheel cylinders
(1/1)
Types of P Valve
1. Dual P Valve
Dual P.valve P & Bypass valve
Master cylinder The dual P valve is used in diagonal
brake piping in FF vehicles. Basi-
cally, it may be considered as a pair
of P valves operating side by side.
Dual P.valve Air Each of the two P valves operates in
chamber P & BV
Passage (opened)
the same manner as an ordinary P
valve.
2. Proportioning & Bypass Valve (P &
Spring
Piston
BV)
Cylinder cup Piston No.2 Piston No.1
The P & BV plays two roles. Firstly, it
acts as an ordinary P valve. In addi-
Spring
tion, if the hydraulic circuit for the
front brakes fails for any reason, it
deactivates the P valve function.
Front Front (Even if the master cylinder hydraulic
pressure increases, the same pres-
sure is transmitted to the rear
wheels.)
(1/2)
- 13 -
3. Load Sensing Proportioning Valve

LSPV
(LSPV)
The LSPV is a device that is basically
the same as the P valve, but it can
adjust the P valve split point in
LSPV
response to the load applied to the
rear tires.
The LSPV prevents the rear brakes
Control the effectiveness
from over braking, locking up, and
Out line
slipping, and also makes it possible
Rear wheel cylinder hydr. pressure

d to obtain a large braking force when
Split points ade
y lo
Veh
.full the rear load is large.
Cylinder cup to Rear
This is widely used in vehicles such
wheel cylinder
nloa
ded as trucks, which the load balance
le u
Veh
ic applied to front and rear wheels
from Master
cylinder
Piston
change greatly when the vehicle is
loaded and when it is unloaded.
Valve Master cylinder (front wheel cylinder) The load is detected by a load sens-
seal hydr. pressure
Valve body ing spring located between the rear
Extends axle housing and the frame (or
body). The split point can be
Load-sensing spring adjusted by adjusting the spring
Cross section
strength.
Sometimes a dual LSPV is used for
diagonal piping in FF vehicles.
(2/2)
Foot Brake Disc Brake

1. Construction
Before operation The disc brake consists of the follow-
ing components.
(1) Disc brake caliper
(1) Disc brake caliper
(1) Disc brake caliper (5) Fluid
(4) Piston (2) Disc brake pad
(3) Disc brake rotor
(2) Disc brake pad
(3) Disc brake rotor
(4) Piston
(5) Fluid
During operation
2. Operation
The disc brake pushes the piston
using the hydraulic pressure trans-
mitted via the brake line from the
master cylinder to cause disc brake
pads to clamp down on both sides of
the disc brake rotor and stop the tires
from turning.
Therefore, because the disc brake
rotors and disc brake pads rub
against each other, frictional heat is
generated at this time. However,
because the disc brake rotor and
brake body are exposed, the gener-
ated frictional heat can be easily dis-
sipated.
(1/6)
- 14 -
3. Brake Adjustment
Since the brake clearance is
adjusted automatically by the piston
seal (rubber), the brake clearance
need not be adjusted by hand.
Piston seal changes shape as Piston seal returns piston by
piston moves. amount of its deformation. When the brake pedal is depressed,
Disc brake caliper Clearance the hydraulic pressure moves the
piston and pushes the disc brake pad
against the disc brake rotor.
As this time, the piston moves while
causing the piston seal to change
shape. When the brake pedal is
Piston
Disc brake pad Amount Amount
of return
released, the piston seal returns to
of deformation
Disc brake rotor its original shape, which moves the
Brakes applied Brakes released piston away from the disc brake pad.
Therefore, even if the disc brake pad
is worn down and the piston is mov-
ing, the amount that the piston
returns is always same, so the gap
between the disc brake pad and disc
brake rotor is maintained at a con-
stant distance.
(2/6)
4. Decrease in brake fluid

The amount of brake fluid in the
brake reservoir tank is decreased by
Reservoir tank
the wearing of the disc brake pad or
lining. Therefore, the wearing condi-
tion of the disc brake pad or lining
can be estimated by checking the
fluid level of the reservoir tank.
Piston
Due to the piston's large diameter,
Master cylinder
Disc brake pad
wearing of the disc brake pads
results in a greater drop in the fluid
level in the reservoir tank than in the
case of drum brakes.
Before pad wear After pad wear
(3/6)
- 15 -
5. Pad wear indicator

Direction of disc brake rotor rotation When a disc brake pad wears and
Pad wear indicator needs to be replaced, the disc brake
pad wear indicator generates a high-
Pad wear pitched screeching sound to alert the
indicator
driver. In the case of the Corolla, the
warning occurs when the actual pad
thickness is approximately 2. 5 mm
Backing (0. 098 in).
plate
(1) Construction and Operation
Disc brake pad
When pad thickness is reduced to
Anti-squeal shim
Before pad wear After pad wear
the above-mentioned thickness, the
pad wear indicator, fixed to the back-
Inner pad
ing plate of the pad, comes into con-
tact with the disc brake rotor and
Pad wear
indicator produces a screeching noise during
driving.
to ECU
ECU ECU HINT:
Clip Pad wear There are sensor type pad wear indi-
indicator
cator brakes like that shown at the
bottom left of the figure.
Before pad wear After pad wear When the sensor is worn down
together with the disc brake pad, the
sensor's circuit is opened. The ECU
detects the open circuit and warns
the driver.
(4/6)
6. Types of disc brake caliper

Fixed caliper type Floating caliper type
The types of calipers are explained
Piston
Hydraulic below.
Disc brake pressure
caliper
(1) Fixed caliper type
A fixed caliper type has a pair of pis-
Torque plate tons to push the disc brake rotor in
Disc brake pads
Pin the both sides.
Disc brake rotor
Steering knuckle
(Fixed)
(2) Floating caliper type
A floating caliper type is attached the
FS type AD type PD type
piston only on one side of the caliper.
Torque plate Pin Torque plate Bolt
Pistons act the hydraulic pressure. If
Pin
the disc brake pad is pushed, the cal-
Disc brake iper slides into the opposite direction
caliper
of the piston, and pushes the disc
Disc brake Bolt
caliper Disc brake brake rotor from the both sides. As a
Pin caliper
Bolt Torque plate result, it stops the rotation of the
wheel. There are several kinds of
floating caliper type, depending on
the methods to attach the caliper to
the torque plate.
(5/6)
- 16 -
7. Types of disc brake rotor

The types of disc brake rotors are
explained below.
• Solid type
There is made from a single disc
brake rotor.
• Ventilated type
There is hollow inside.
Excellent heat dissipation.
• With drum type
Built- in drum brake for the parking
brake.
Solid type Ventilated type with Drum type
HINT:
Fading
When the foot brakes are applied (without engine brak-
ing) constantly on a long downhill slope, etc., the lining
and disc brake pads become extremely hot due to friction.
The coefficient of friction of the lining and disc brake pad
surfaces decreases as a result, and the brakes exert less
stopping power even if the brake pedal is depressed with
0.6 a great effort.
Coefficient friction( )
0.5
0.4
0.3
0.2
0.1
100 200 300 400 500
Temperature
(6/6)
- 17 -
Drum Brake
1. Construction
The drum brake consists of the fol-
lowing components.
(1) Wheel cylinder
(6) Piston (7) Piston cup (2) Brake shoe
(1) Wheel cylinder
(3) Brake lining
(2) Brake shoe (5) Brake drum
(4) Return spring
(3) Brake lining
(5) Brake drum
(4) Return spring
(6) Piston
(7) Piston cup
2. Operation
The drum brake stops the tire from
rotating by using the hydraulic pres-
sure transmitted from the master cyl-
inder to the wheel cylinder to press
the brake shoe against that brake
drum, which is rotating together with
the tire.
When the hydraulic pressure to the
wheel cylinder disappears, the force
of the return spring pushes the shoe
away from the inner surface of the
drum and returns it to is original posi-
tion.
As the brake shoe is surrounded by
the brake drum, it is difficult for the
generated heat to dissipate. This
type of brake is less resistant to heat.
(1/4)
3. Leading shoe and trailing shoe

When hydraulic pressure is applied
Wheel cylinder
Direction of to the wheel cylinder, the shoes on
drum rotation both sides of the drum are pressed
against the inside of the drum with a
Self-energing
force commensurate with the hydrau-
function lic force applied by the piston. As
shown in the figure at left, different
compression forces are generated in
the right and left shoes.
The frictional force causes the shoe
on the left side to bite into the drum in
the direction of rotation, while con-
Leading shoe
versely the shoe on the right side
Trailing shoe
receives the repulsion force of the
rotation drum, which reduces the
compression force.
The action that increases the fric-
tional force by biting into the drum is
called the self energizing function,
and the shoe receiving this function
is called the leading shoe, and the
shoe not receiving this function is
called the trailing shoe.
(2/4)
- 18 -
4. Types of the drum brake

Drum brake has different types,
Fixed wheel cylinder Fixed wheel cylinder depending on the combination of the
leading and trailing shoe. Use prop-
erly, depending on the purpose, with
the feature that is generated by the
Fixed anchor Fixed wheel cylinder leading and trailing shoe.
Leading-and-trailing type Two-Leading type • Leading-and-trailing type

• Two-leading type
• Uni-servo type
Fixed wheel cylinder Fixed wheel cylinder • Duo-servo type
Blue arrow:
Rotational direction of the wheel
Adjusting cylinder Adjusting cylinder Pink arrow:
Direction that the piston moves
Uni-servo type Duo-servo type
Forward Backward
Leading shoe
Trailing shoe
Fixed wheel cylinder Fixed wheel cylinder
Fixed anchor Fixed wheel cylinder
Leading-and-trailing type Two-Leading type
Fixed wheel cylinder Fixed wheel cylinder
Adjusting cylinder Adjusting cylinder
Uni-servo type Duo-servo type
Forward Backward
Leading shoe
Trailing shoe
(3/4)
- 19 -
5. Clearance Adjustment
(1) Auto adjustment type (2) Manual adjustment type
(1) Auto adjustment type

The lining affixed to the surface of
Adjust lever the brake shoe is worn down as the
shoe lever Adjustor brakes are used. The gap between
the drum and lining must be periodi-
Adjust lever cally adjusted to maintain the proper
Gap is larger
Adjustor pedal depression stroke.
Auto adjustment type brakes auto-
Brake shoe
matically adjust the gap.
The auto adjustment type operates
Adjust lever when the parking brake is applied or
Adjustor
Drum
during braking, and in either case an
Gap between shoe and adjuster is turned by an adjust lever
drum is larger
to adjust the gap.
The adjust lever turns

the adjustor
(2) Manual adjustment type

Measure the inner diameter of the
Expand brake drum.
Turn the adjuster to adjust the outer
diameter of the brake shoes so it is
approximately 1mm (0.039 in.)
smaller than the inner diameter of the
brake drum.
Using a screwdriver, turn the adjust-
Contract
ing nut and expand the shoes until
the drum locks.
Turn the adjusting nut back the spec-
ified number of notches. Refer to the
repair manual for the specified num-
ber of notches.
- 20 -
HINT:
Brake Pedal Height Adjustment
Pedal height Pedal freeplay
Use a ruler to measure the brake pedal
Adjustinng point height. If it is out of the prescribed range,
Lock nut adjust the pedal height.
Strokes are required to attain the proper
Push rod
braking force.
Adjust brake so that they are not work-
ing when pedal is not depressed.
With the engine stopped, depress the
brake pedal several times in order to
deactivate the brake booster. Then, gen-
tly press the pedal with your finger and
measure the pedal freeplay with a ruler.
(4/4)
Parking Brake Types of Parking Brake Lever

1. Lever type
Lever type Stick type Pedal type
Mainly used in passenger and com-
mercial vehicles.
2. Stick type
Release
lever Used in some commercial vehicles.
Parking 3. Pedal type
pedal
Parking
pedal
Used in some passenger and high-
grade vehicles. Nowadays the
release is operated with the pedal.
Lock
Release
HINT:
Lock nut
Lever type
Parking Brake Lever Travel Adjust-
Adjusting
nut ment
Use the following work procedure to
make the adjustment.
1. Loosen the lock nut.
Stick type Pedal type 2. Turn the adjusting nut or adjusting
hexagon until the parking brake
Adjusting lever or pedal travel is correct.
nut
3. Tighten the lock nut.
Lock nut
Adjusting
nut HINT:
Before adjusting the parking brake
Lock nut lever (or pedal) travel, make sure the
parking brake shoe clearance has
been adjusted.
(1/1)
- 21 -
Types of Parking Brake Body

Drum brake type Disc brake type
There are several types, depending on
Brake shoe Brake shoe Shoe lever Piston the type of rear brakes.
Parking
1. Foot brake sharing type
brake
cable (1) Drum brake type
This type uses the drum brake body
to hold the tire. The rear wheel foot
Parking brake cable Disc brake pad
Shoe lever brake is widely used in drum brake
vehicles.
Devoted parking brake type Center brake type
(2) Disc brake type
Shoe lever This type uses the disc brake body to
Brake shoe hold the tire. The rear wheel foot
brake is used in compact passenger
cars with disc brakes.
Brake shoe
Parking brake cable Disc brake rotor 2. Devoted parking brake type
This type has as drum parking brake
built into the center of the brake disc
and also holds the tire. The rear
wheel foot brake is used in relatively
large passenger cars with disc
brakes.
3. Center brake type
The type incorporates a drum type
parking brake between the transmis-
sion and the propeller shaft.
It is mainly used in buses and trucks.
Even one brake gives enough brak-
ing force because the braking system
is placed before decelerating with the
differential.
(1/1)
- 22 -
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get
a incorrect answer, please return to the text to review the material and find the correct answer. When all
questions have been answered correctly, you can go to the next Chapter.
Chapter All Next Chapter All

Answers Answers
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- 23 -
Question- 1
The following statements pertain to the construction parts of the brake system. Mark each of the statements True or
False.
.
No. Question True or False Correct Answers
The master cylinder converts the force that the brake pedal is
1 True False
depressed into the hydraulic pressure.
The brake booster uses the engine drive force to generate larger
2 braking force compared to the force that the brake pedal is True False
depressed.
3 The proportioning valve prevents the early lock of the front wheels. True False
The disc brake is strong against the friction heat, which is generated
4 True False
during the brake operation, compared with the drum brake.
Question- 2
Select the appropriate pressure (N) that is applied to the piston C.
1. 3000 N
2. 4000 N
3. 5000 N
4. 8000 N
5 cm2 Wheel cylinder

A
Master cylinder
10 cm2 10 cm2
B
8 cm
40 cm
20 cm2 2000 N
C
400 N
- 24 -
Question- 3
The following illustration shows the construction parts of the disc brake. From the following word group, select the
words that correspond to 1 to 4.
.
1 3
2
3 4
a) Disc brake pad b) Piston c) Disc brake caliper d) Disc brake rotor
Answer: 1. 2. 3. 4.
Question- 4
The following illustration shows the construction parts of the drum brake. From the following word group, select the
words that correspond to 1 to 5.
.
2 5
a) Return spring b) Brake drum c) Brake shoe d) Wheel cylinder e) Brake lining
Answer: 1. 2. 3. 4. 5.
- 25 -

34d02 Brake System

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34d02 Brake System

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Diagnosis Technicain - Brake Brake System

Brake System Construction

(1) Disc brake

(2) Drum brake

Master Cylinder General & Construction

(1) No.1 piston

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

4. Types of brake lines

(2) When the brake pedal is

(3) When the brake pedal is released.

2. If fluid leaks in one of the systems.

(2) Fluid leakage in front side

No.2 piston No.1 piston

Piston contacts wall

Brake Booster General & Construction

(2) Push rod

Variable pressure chamber

Constant pressure chamber

Constant pressure The valve body's vacuum valve is

Control valve spring Even if additional force is thereafter

Accordingly, the brakes remain func-

Gap Adjustment of Push Rod

Proportioning Valve General & Construction

kept the same as that of the master cyl-

Force by the difference in

1. Operation up to the split point

Spring force Force by the difference in

2. Operation of the split point

the left and close the fluid circuit.

to Rear wheel cylinders Master cylinder pressure

Force by the difference in

Spring force Force by the difference in

3. Operation after the split point

pushes the piston to the right to open

4. Operation when the pedal is

Spring from Rear wheel cylinders

3. Load Sensing Proportioning Valve

Rear wheel cylinder hydr. pressure

Foot Brake Disc Brake

4. Decrease in brake fluid

Before pad wear After pad wear

5. Pad wear indicator

6. Types of disc brake caliper

7. Types of disc brake rotor

Solid type Ventilated type with Drum type

100 200 300 400 500

3. Leading shoe and trailing shoe

4. Types of the drum brake

Leading-and-trailing type Two-Leading type • Leading-and-trailing type

Fixed wheel cylinder Fixed wheel cylinder

Fixed anchor Fixed wheel cylinder

Leading-and-trailing type Two-Leading type

Fixed wheel cylinder Fixed wheel cylinder

Adjusting cylinder Adjusting cylinder

Uni-servo type Duo-servo type

(1) Auto adjustment type

The adjust lever turns

(2) Manual adjustment type

Parking Brake Types of Parking Brake Lever

Types of Parking Brake Body

Chapter All Next Chapter All

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No. Question True or False Correct Answers

5 cm2 Wheel cylinder