BRAKE SYSTEM DIAGNOSIS & REPAIR

SG03 – Sprung TC040-18-01H

OBJECTIVES

After completing this section, the technician will be able to:

 Perform tests of the hydraulic system

Activities in this section:

Activity # Description Location

Activity 06 Power Brake Unit Workshop

Activity 07 Parking Brake Workshop
Activity 08 Brake Push Rod Clearance Workshop

TECHNICAL DATA (Mazda 3)

Item Specification
Brake fluid type DOT-3 or DOT-4
Brake pedal height 136.4 mm
Brake pedal play 4.0 – 8.4 mm
Brake pedal-to-floor clearance 89.8 mm or more
Master cylinder fluid pressure
Pedal force 200 N 500 kPa
(Vacuum 0 kPa)
Master cylinder fluid pressure
Pedal force 200 N 7,000 kPa
(Vacuum 66.7 kPa)
Front 5,000 kPa 3,500 – 3,700 kPa
Proportioning valve fluid pressure
Front 10,000 kPa 4,950 – 5,250 kPa

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DUAL HYDRAULIC BRAKE SYSTEM

A dual hydraulic system is adopted most of vehicles. It has a split reservoir providing
a separate reservoir with two sections in the cylinder; a primary piston, and
secondary piston. The figure “a” shows the Front-rear split type, which is used for
Front-engine Rear-drive vehicles. The figure “b” is the Diagonal split type used for
Front-engine Front-drive vehicles. “c” and “d” are used for some passenger vehicles.

a. b. c. d.

BRAKE FLUID

Mazda Specified Brake Fluid

DOT-3: ERBP 205°C (401°F) or greater, WBP 140°C (284°F) or greater

DOT-4: ERBP 230°C (446°F) or greater, WBP 230°C (311°F) or greater

ERBP: Equilibrium Reflux Boiling Point

WBP: Wet Boiling Point, 3.5% moisture contained

Brake fluid is a type of hydraulic fluid and used to transfer force under pressure from
where it is created through hydraulic lines to the braking mechanism near the wheels.
It works because liquids are not appreciably compressible. Braking applications
produce a lot of heat so brake fluid must have a high boiling point to remain effective
and must also not freeze under normal temperatures.

In the USA brake fluid comes in a number of forms, standardized under by the United
States Department of Transportation (DOT). DOT 2, which is no longer used for
Mazda vehicles, is essentially castor oil; DOT 3, DOT 4, and DOT 5.1 are composed
of various mineral oils, glycol esters and others; and DOT 5 is silicone-based.

Glycol based fluids are two times less compressible than silicone type fluids, even
when heated. Less compressibility of brake fluid will increase pedal feel (firmness),
but in either case this effect is minimal. Glycols are hygroscopic and will absorb water
from the atmosphere, reducing the boiling point of the fluid and degrading hydraulic
efficiency. Changing fluid on a regular basis will greatly increase the performance of
the brake system, but this is often not a concern in passenger cars. On the other
hand, changing fluid at least every several years will preserve the life of brake
system components (by removing accumulated water and other contaminants) and
increase the overall reliability of the brake system.

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Note

Polyethylene glycol and other brake fluid ingredients may be corrosive to paint and
finished surfaces such as chrome and thus care should be taken when working with
the fluid. Additionally, polyethylene glycol, in the concentrations found in DOT brake
fluids, reacts violently, producing a large fireball, with some household chemicals,
notably pool care products.

TANDEM MASTER CYLINDER

The figure below shows a typical tandem master cylinder used for a dual hydraulic
brake system.

Note

For some Mazda vehicles, the master cylinder cannot be disassembled except for
the reservoir. Therefore, replace the cylinder component without disassembling if
there is any malfunction in the interior of the master cylinder.

Function of the Inlet port & Return port is explained in the next page.

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Inlet port and return port

Brake pedal depressed: The piston is pushed in. When the piston cup closed the
return port, the hydraulic system starts to be pressurized.

Brake pedal released: The piston is forcefully returns by the return spring. At this
moment, the pressure inside the chamber “a” falls. A certain amount of brake fluid
from the reservoir tank induced into the chamber “a” trough the chamber “b”, the
holes on the piston, and the piston cup. This design prevents air from intruding into
the hydraulic lines by keeping the pressure inside the chamber “a” and the hydraulic
lines.

The induced brake fluid will return through the return port when the brake fluid
returns from the hydraulic lines.

A disadvantage of this type of master cylinder is that the return port can make
damage on the piston cup.

Exercise 03-1
A clogged return port may cause a brake drag.
 True
 False

Note
When the brake pedal is free, the hydraulic lines are connected to the reservoir
tank through the return ports. If you disconnect the hydraulic lines due to, let’s say,
the brake hose replacement, all brake fluid in the reservoir tank will come out. To
prevent this, put a wooden piece of about 10 mm thickness between the brake
pedal and brake pedal stopper to close the return port.

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Master Cylinder (BT-50)

Secondary piston

Instead of return port, the Secondary piston has a valve mechanism to compensate
the pressure inside the brake line. When the valve on the tip of the piston opens, the
brake line is connected to the reservoir tank through the slit on the piston and the
inlet port.

When the brake is applied, the valve is closed to pressurize the inside brake line.
When the brake is released, the valve opens to allow the brake fluid to enter the
brake line. This prevents the brake line pressure from excessive drop that may cause
air intrusion.

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POWER BRAKE UNIT

Constant pressure chamber is connected to the intake manifold via one-way valve.
The air inside the constant chamber is removed to the intake manifold. But no air
from the intake manifold goes to the constant pressure chamber.

In some cases, the vaporized fuel accidentally goes into the chamber and damages
rubber parts of the power brake unit.

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Vacuum Valve and Air Valve Status

When the brake is free, the vacuum valve is open and the air valve is closed. The air
inside of both constant chamber and variable pressure chamber is taken to the intake
air manifold for gasoline engine equipped vehicles. The pressure inside both
chambers is low.

Note

Diesel engine equipped vehicles have a vacuum pump to create vacuum for power
brake unit.

When the brake is applied (brake pedal is depressed), the plunger is pushed by the
valve-operating rod. The vacuum valve is closed to separate the two chambers. The
air valve is open to allow the atmospheric air to come into the variable pressure
chamber.

Due to the difference in pressure inside two chambers, the power piston assists the
push rod to push the master cylinder.

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(Continued)

As the valve-operating rod is pushed in, the plunger contacts with a part of the power
piston at a point. This point is called a Knee Point. From this point, the driver receives
the reaction force.

When the brake pedal is kept at some point, the power piston further moves a little to
close the Air valve.

The reactive force is distributed to the power piston and the valve plunger. The driver
receives only that part of reaction disc through the valve plunger.

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(Continued)

When the brake pedal is depressed strongly or quickly, the balls are positioned to
forcibly open the Air valve for strong brake.

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(Tandem type for BT-50)

Some vehicles are equipped with a tandem type. Without expanding the diameter, it
realizes to increase the assist power.

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PROPOTIONING VALVE

A proportioning valve regulates the brake pressure to the rear brakes to compensate
the changes in brake force generated between the rears tire and the load surface
due to a load transfer during braking. The higher the brake force, the greater the load
transfer from the rear tires to the front tires.

Point “s” is called Split point at which the proportioning valve starts to bias the
increase of hydraulic pressure for the rear brakes. Split point is usually designed
between 250 to 300 kPa. Inclination reduced to the division “b/a” called Reducing
ratio. Reducing ration is usually between 0.3 and 0.4 for passenger vehicles.

There are two types of Proportioning Valves

- Dual Proportioning Valves (DPV)
- Load Sensing Proportioning Valves (LSPV)

Dual Proportioning Valve (Mazda 3 L.H.D)

Note
DPV is used in a vehicle without ABS (Antilock Brake System). In ABS, the
proportioning valve is replaced with a Brake Pipe Joint. All regulation of hydraulic
pressure is controlled by a hydraulic unit (HU) and control module (CM). A high
reliably, reduced size and weight ABS HU/CM, integrated both the ABS HU and
ABS CM, has been adopted recently.
Load Sensing Proportioning Valves (LSPV) are used on vehicles that carry high
loads in the rear and are used with ABS and non-ABS brake systems.

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Exercise 02-2
If the specification of a proportioning valve is as specified below, what will be the
pressure in the rear brake system when the pressure in the master cylinder is
700kPa?

Specification: Split point= 300kPa, Reducing ratio= 0.3

Answer: 420kPa
(700 – 300) x 0.3 =120, 120 + 300 = 420

Load Sensing Proportioning Valve (LSPV)

Overview

L: Spring set length when unloaded (Fuel tank is full. Engine coolant and tire, jack
and tools are in designated position.)

Note
Types of Rubber Sealing Ring

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(Continued)

LSPV is designed in a way that the split point is shifted to a higher point as the
amount of weight in the rear of the vehicle increases. It is shown in the graph below.
Reducing ratio does not change even the split point is shifted.

“L” in the figure on the previous page indicates the set length of the spring. The
spring is stretched when it is installed. The force, which is required to stretch the
spring from its free length to the set length, is the initial load. As the set length
changed, the initial load applying to the plunger inside LSPV varies to shift the split
point. During operating, “L” changes in proportion with the rear suspension stroke.

LSPV Plunger

“a” shows the area that the pressure to the front applies.
“b” shows the area that the pressure to the rear applies.
“c” shows the difference between “a” and “b” areas.

If both “a” and “b” areas receive the same amount of pressure, the plunger moves to
the right because of the different thrust force produced by the multiplications of the
area and pressure.

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From “Pressure 0” to “Split point”

The brake fluid from PORT-1 passes through the RING VALVE to Pressure out
(Rear). The pressure from PORT-2 applies to the plunger area “a” as shown in the
previous page. The plunger starts to move thrusting against the force L of the lever
when the pressure reached a certain point.

At Split point

As the plunger moves to the left, it closes the RING VALVE. At this point, the thrust
force to the right is generated as the pressure from PRESSURE IN (REAR) applies to
the plunger area “b” as shown in the previous page.

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After Split point

If the pressure from PRESSURE IN (REAR) keeps increasing, the thrust force to the
right increases. Then, at a certain point, the plunger moves to the right to open the
RING VALVE.

While the RING VALVE is closed, the pressure from PRESSURE IN increases, but
PRESSURE OUT stays constant.

Once the RING VALVE is open, the thrust force to the right disappears, and the
plunger is pushed to the left by the thrust force generated by the PRESSURE IN
(FRONT), which applies to the area “a”

After the Split point, the plunger reciprocates left and right to open and close the
RING VALVE. While the RING VALVE is closed, the PRESSURE OUT stays constant.
While the RING VALVE is open, the PRESSURE OUT increases. This movement
occurs while the PRESSURE IN increases.

If the vehicle is loaded (the rear receives more weight), the force “L” increases to shift
the Split point higher.

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BRAKE STABILITY

When the front is locked and the rear brake is unbalanced as shown in the figure
above left, an anticlockwise moment (Unbalanced rear brake force multiplied by the
distance “a”) is generated. Because of this anticlockwise moment, the rear tires tend
to head for the left producing a clockwise moment. This moment cancels the
anticlockwise moment maintaining the stability.

When the rear is locked and the front brake is unbalanced as shown in the figure
above right, an anticlockwise moment (Unbalanced rear brake force multiplied by the
distance “a”) is generated. Because of this anticlockwise moment, the front tires tend
to head for the left producing a cornering force to the left. This cornering force helps
the anticlockwise moment losing the stability.

Note
Stability in Direction

When Front Wheels are locked:

Even the rear brake force is not equal between left and right; the vehicle tends to
keep going straight.

When Rear Wheels are locked:

If the front brake force is not equal between left and right, the rear wheels tends to
go off. The vehicle will be out of control.

Therefore, vehicles are designed in a way that the rear wheels are not locked
before the front wheels. LSPV is one of the device to maintain the stability.

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