Parking Brakes
Parking Brakes
Parking Brakes
Parking Brakes
Upon completion and review of this chapter, you should be able to:
Explain the function of parking brakes.
Identify the basic types of parking brake
systems.
Identify types of parking brake controls.
Introduction
After the service brakes stop the moving car, the parking brakes hold it stationary. Parking brakes
are often mistakenly called emergency brakes, but parking brakes are not intended to be used
as an alternative to the service brakes to stop vehicles. The stopping power available from parking brakes is much less than from service brakes. Because the parking brakes work only on two
wheels or on the driveline, much less friction surface is available for braking energy. In the rare
case of total hydraulic failure, the parking brakes can be used to stop a moving vehicle, but their
application requires careful attention and skill to keep the vehicle from skidding or spinning.
The parking brake system is generally not a part of the hydraulic braking system. It is either
mechanically operated by cables and levers to apply the rear brakes, or it can be operated
mechanically or by its own hydraulic system to activate a drum brake on the transmission or
driveshaft.
Most parking brake systems use the service brake shoes or disc pads. Systems that use a separate set of shoes or pads, such as transmission or driveshaft parking brakes, are called independent parking brakes.
Parking brake actuators may be operated either by hand or by foot. Many small and
medium-size vehicles use a hand-operated parking brake lever mounted in the console between
the front seats (Figure 8-1). When the lever is pulled up, the parking brakes are applied. A ratchetand-pawl mechanism acts to keep the brake lever applied. To release the lever and the brakes, a
button on the lever is pressed and the lever is moved to unlock the ratchet. Some medium trucks
and mobile construction equipment use the hydraulic service brakes as the parking brakes. With
the vehicle/equipment stopped and the service brakes applied, an electric solenoid is activated.
The solenoid closes the hydraulic lines between the wheels and master cylinders, effectively locking all wheels. The service brake pedal can be released until it is time to unlock the wheels.
Figure 8-2 shows a typical foot-operated pedal with a ratchet and pawl. Stepping on the
pedal applies the brakes and engages the ratchet and pawl. A release handle and rod or cable is
attached to the ratchet release lever. When the release handle is pulled, the pawl is lifted off the
ratchet to release the brakes.
Some vehicles automatically disengage the parking brakes whenever the transmission is
placed in drive or reverse; other vehicles release the brakes only when the transmission is placed
in drive. The most common way to release the parking brakes automatically is with a vacuum
motor (Figure 8-3). Vacuum is applied to the vacuum motor to move the release rod and release
the brakes when the transmission is placed into gear. Figure 8-4 is a drawing of the vacuum circuit. The parking brake release lever can be operated manually if the automatic release mechanism fails.
This chapter explains the most common types of parking brake levers, handles, cables, and
other linkage parts as well as warning lamps and switches. The final sections of this chapter
describe typical drum, disc, and drive shaft parking brake assemblies and their operation.
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Equalizer
Adjusting
nut
Figure 8-1 A typical hand-operated parking brake control unit. (Courtesy of Volkswagen of
America, Inc.)
Brake
release
mechanism
Electric
switch
Release
handle
Front cable
assembly
Figure 8-2 A typical foot-operated parking brake with a mechanical release handle.
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Actuating
rod
Actuating
rod to gear
selector
Release
linkage
Vacuum
valve
Vacuum
diaphragm
Vacuum
motor
To engine
vacuum
Instrument panel
Shop Manual
Pages 388391
parking brake
control
pedal or lever used
to apply the
parking brakes
On some older
vehicles, Chryslers in
particular, the parking brakes should be
applied before
shifting the automatic
transmission into
park. Shifting into
park without the
parking brake applied
places the weight of
the vehicle on the
transmission parking
gear making it very
difficult to shift from
park.
Parking brake
handle
Figure 8-5 Older vehicles and some late-model trucks have a handle under the instrument
panel to operate the parking brakes.
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Most parking brakes use the service brake shoes or pads to lock the rear wheels after the
vehicle is stationary. The parking brakes can be set most securely if the service brake pedal is
pressed and held while the parking brake control lever or pedal is applied. The hydraulic system
applies greater force to the shoes or pads than the parking brake mechanical linkage can apply.
When the hydraulic system is used to set the brakes, the parking brake linkage simply takes up
slack in the system and holds the shoes or pads tightly against the drums or rotors.
Levers
The control lever for lever-operated parking brakes usually is installed between the two front
seats. As the lever is pulled upward, the ratchet mechanism engages to keep tension on the cables
and hold the brakes applied. To release the brakes, the spring-loaded button in the end of the
lever is pressed and held while the lever is lowered to the floor.
The lever-operated parking brakes on some Chevrolet Corvettes are examples of a design in
which the lever drops back to the floor after the brakes are applied. The cables and linkage hold
the brakes applied, but the lever returns to the released position. To actually release the parking
brakes, you must pull up on the lever until you feel some resistance; then press and hold the button in the end of the lever while moving the lever back to the released position. The parking brake
control lever on these Corvettes is located between the drivers seat and the door sill. If the control lever stayed in the upward position with the brakes applied, it would be difficult to climb in
and out of the car.
Pedals
In a pedal-operated parking brake system, the pedal and its release mechanism are mounted on
a bracket under the left end of the instrument panel. As the pedal is pushed downward by the drivers foot, the ratchet mechanism engages to keep tension on the cables and hold the brakes
applied. A spring-loaded handle or lever is pulled to release the brakes. A return spring moves the
pedal to the released position. A rubber bumper is used to absorb the shock of the released parking brake pedal. If this bumper is missing, the pedal will break the warning light switch after a few
operations.
FMVSS 105 requires that parking brakes must hold the vehicle stationary for 5 minutes on a
30-percent grade in both the forward and reverse directions (Figure 8-6). FMVSS 105 also specifies that the force needed to apply the parking brakes cannot exceed 125 pounds for foot-operated brakes or 90 pounds for hand-operated brakes. Some heavy full-size cars built in the late
1970s and early 1980s had trouble meeting the brake-holding requirements without exceeding the
allowed maximum application force.
Manufacturers solved the problem with a pedal that had a very high leverage ratio but
required two or three applications with the foot to set the brakes completely. The first pedal stroke
partially applied the brakes, and the ratchet mechanism held the linkage in this position when the
pedal was released. The second or third pedal stroke applied the brakes completely. A single pull
on the release handle released the brakes.
30 percent grade
Figure 8-6 The parking brake must hold the vehicle on a 30 percent grade for 5 minutes in
both the forward and reverse directions.
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Warning Lamps
All brake systems on passenger cars and light trucks built since 1967 have a warning lamp on the
instrument panel to indicate a failure in one-half of the hydraulic system. On many vehicles, the
same warning lamp will light to indicate a low fluid level in the master cylinder. Most vehicles also
use this lamp to indicate that the parking brake is applied. A normally open switch on the control
linkage closes as the pedal is pressed or the lever is pulled. The lamp will not light, however,
unless the ignition is on. Parking brake lamp switches are adjusted so that the lamp stays lit until
the brake is released completely.
Shop Manual
Pages 393396
Cables
Most parking brakes use cables to connect the control lever or pedal to the service brakes (Figure
8-7). Parking brake cables must transmit hundreds of pounds of force without jamming, breaking,
or stretching. Therefore, they are made of high-strength strands of steel wire that are tightly twisted
together. The ends of the cables have different kinds of connectors that attach to other parts of
the linkage. Some cables have threaded rods or clevises at their ends. Others have ball or thimble-shaped connectors that fit into holes and slots on other parts of the linkage.
The front cable connects the parking brake lever or pedal to the equalizer, which provides
balanced braking force to each wheel. The equalizer is only a lever mounted on a pivot or a Ushaped grooved guide. Pulling the front cable moves the lever or guide. The lever or guide transmits the force equally to the two wheel cables (Figure 8-8).
Some vehicles have a three-part cable installation, which includes an intermediate cable that
passes through the equalizer. Typically, one of the two rear cables is attached directly to this intermediate cable with a connector (Figure 8-9). The other rear cable is attached to the intermediate
cable with some kind of cable adjuster, usually a turn buckle.
Some lever-operated parking brakes have a separate cable for each rear wheel attached to
the control lever. Each cable is adjusted separately, and an equalizer is not necessary. The wheel
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equalizer
part of the parking
brake linkage that
balances application force and
applies it equally
to each wheel
Return spring
Front cable
Rear cables
Equalizer
Figure 8-7 Typical parking brake cable installation. (Courtesy of Mitsubishi Motor Sales of
America, Inc.)
To one rear
brake
Control cable
adjustment rod
Rear
brake
cable
To one rear
brake
Equalizer
Figure 8-8 Typical equalizer installation
Connector
To rear
cables
To parking
brake control
Figure 8-9 Parking brake cable connector. (Courtesy of Ford Motor Company)
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cables run from each wheel all the way to the pedal or lever mechanism within the passenger
compartment. Adjustment of the cables may be made at the pedal or lever.
Cable retainers and hooks maintain cable position on the rear axle, frame, and underbody
of the vehicle (Figure 8-10). These retainers allow the cable to flex and move at their point of body
attachment and help the equalizer to provide its equalizing action.
Brake release
mechanism
Bracket
Retainer clips
Spring clip
Figure 8-10 Cable retainers and clips hold the cables in position.
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Outer
conduit
cover
Conduit
Protector
Spring
Adjusting
screw
Inner
cable
Outer
cable
Cable anchor
Rear
cable
conduit
flexible metal
housing or jacket
that houses the
parking brake
cables to protect
them from dirt,
rust, abrasion, and
other damage
Conduits are
common in other
systems as well.
Check the area
around your house
or shop and note the
conduits that protect
the electrical wiring.
Parking brake
conduits perform the
same protective
function for the
cables.
Cable
retainer
Brake
backing
plate
Figure 8-12 A cable retainer secures the conduit to the backing plate.
Most control cables and rear brake cables are partially covered with a flexible metal conduit
or housing (Figure 8-11). The cable slides inside the conduit and is protected from chaffing or rubbing against the underside of the vehicle. One end of the cable conduit is fastened to a bracket
on the underside of the vehicle with some type of retaining clip, and the other end is attached to
the brake (Figure 8-12). Many cables are coated with nylon or plastic, which allows them to slide
more easily through the conduit. The coatings help to reduce corrosion and contamination and
make parking brake application easier.
Rods
The most common use of solid steel rods in parking brake linkage is in lever-operated systems to
span a short distance in a straight line to an equalizer or intermediate lever. The linkage rod is usually attached to the control lever by a pin. The other end of the rod is often threaded to provide
linkage adjustment.
Levers
Chapter 2 of this Classroom Manual explains how levers are used to multiply force in mechanical linkage. Mechanical leverage is necessary in parking brake linkage to make brake application
easy for the driver. The parking brake pedals and control levers multiply the force applied by the
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driver. Many parking brake installations also have an intermediate lever under the vehicle body
to increase the application force even more. The intermediate lever also is designed to work with
the equalizer to ensure that force is applied equally to both rear wheels. Intermediate levers are
most common on large cars and trucks that need greater force to apply the parking brakes.
intermediate lever
part of the parking
brake linkage
under the vehicle
that increases
application force
and works with the
equalizer to apply
it equally to each
wheel
Front
Figure 8-13 A parking brake is applied by a lever working on the secondary shoe.
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Shop Manual
Pages 386388
Spring
1. Cable pulls lever.
Conduit
B I T
O F
H I S T O R Y
A historic cause of anxiety for novice drivers learning to cope with manual transmissions is learning how to start from a complete stop, going up hill. Many student drivers panic while trying to
hold the brake pedal, release the clutch, and apply the throttle at the same time. If only they had
a third foot, life would be so much easier.
In 1936, the Wagner Electric company patented the NoRol hill holder, which first appeared
on Studebaker models of that year. The NoRol hill holder consisted of linkage from the clutch
pedal to the brake master cylinder that maintained hydraulic pressure after the brake pedal was
released and until the clutch was engaged. Pontiac and Graham also offered versions of the hill
holder as optional equipment, and it continued as standard on Studebakers with manual transmissions through 1964. In the early 1980s, several Subaru models had similar automatic hill-holding devices.
Shop Manual
Pages 390393
Two different types of parking brakes are used with rear disc brakes: auxiliary drum parking
brakes and caliper-actuated parking brakes. Both are more complicated designs than parking brakes that are part of rear drum service brakes.
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Caliper
Bearing
Axle
shaft
Seal
Brake
rotor
Parking brake
assembly
Figure 8-15 An auxiliary parking brake installation for rear disc brakes. (Courtesy of Ford Motor
Company)
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Piston
seal
Parking brake
lever
Inboard
brake pad
Outboard
brake pad
Piston
Rotor
Cone
Nut
Actuator
screw
Figure 8-16 A GM screw-and-nut parking brake mechanism for rear disc brakes. (Courtesy of
General Motors Corporation, Service Operations)
Automatic
adjuster
Piston
Parking brake
mechanism
Operating
lever
Operating
shaft
Balls
Thrust screw
Figure 8-17 A Ford ball-and-ramp parking brake mechanism for rear disc brakes. (Courtesy of
Ford Motor Company)
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a shaft inside the caliper that has a small plate on the other end. Another plate is attached to a
thrust screw inside the caliper piston. The two plates face each other, and three steel balls separate them. When the parking brake is applied, the caliper lever rotates the shaft and plate. Ramps
in the surface of the plate force the balls outward against similar ramps in the other plate. As the
plates move farther apart, the thrust screw forces the piston outward. The thrust screw cannot
rotate because it is keyed to the caliper. The piston then applies the inboard brake pad, and the
caliper slides as it does for service brake operation and forces the outboard pad against the rotor.
When the caliper piston moves away from the thrust screw, an adjuster nut inside the piston rotates on the screw to take up clearance and provide self-adjustment. A drive ring on the nut
keeps it from rotating backward.
External-contracting
band type
Internal-expanding
shoe type
Figure 8-18 Two types of driveline or transmission parking brakes. (Courtesy of General Motors
Corporation, Service Operations)
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Control
assembly
Parking brake
assembly
Transmission
Parking brake
cable
Figure 8-19 Driveline parking brake for a medium-duty truck that is operated by a hydraulic
cylinder and cable. (Courtesy of Ford Motor Company)
Summary
Terms to Know
Ball and ramp
Conduit
Eccentric
The parking brake prevents the vehicle from moving when parked.
The control device that applies the parking brakes may be operated by either hand lever or
foot pedal. The release mechanism may be either a manual release or an automatic release
using a vacuum servo controlled by the transmission gear selector.
Equalizer
Equalizers are used to balance the forces applied to the parking brakes during application.
Intermediate lever
Equalizer levers are used to multiply the effort of the driver applying the parking brakes.
Parking brake
control
Screw and nut
Rear drum brakes use a lever and strut to move the shoes into contact with the drum.
Integral disc parking brakes use the normal disc calipers as parking brakes to hold the
vehicle while it is parked.
Auxiliary drum parking brakes are contained inside the rotor of some rear disc brakes.
Driveline parking brakes may be of either the external-contracting band type or the internalexpanding shoe type. This type of parking brake keeps the driveshaft from turning to
prevent the vehicle from moving.
Review Questions
Short Answer Essays
1. Explain the purpose of a parking brake.
2. Describe why a parking brake should not be used as an emergency brake.
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3. How do the levers connected to equalizers on some brake systems multiply the drivers
application effort?
4. What is the function of an equalizer in a parking brake system?
5. What is the construction of a parking brake cable?
6. Why are some parking brake cables plastic-coated?
7. How are integral disc parking brakes applied?
8. Describe how the rear drum brakes are applied to hold the vehicle when it is parked.
9. Describe how the internal-expanding shoe transmission-type brake works.
10. What is the difference between an integral parking brake and an independent parking
brake?
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