SECTION 4 BRAKE SYSTEM

Group 1 Structure and Function - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4-1

Group 2 Operational Checks and Troubleshooting - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4-31
Group 3 Tests and Adjustments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4-39
Group 4 Disassembly and Assembly - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4-41
 SECTION 4 BRAKE SYSTEM
GROUP 1 STRUCTURE AND FUNCTION

1. OUTLINE
The brakes are operated by a pressure compensated, closed center hydraulic system.
Flow is supplied by a fixed displacement, gear type brake pump.

BRAKE SYSTEM
The fixed displacement brake pump supplies flow to the cut-off valve for service brake circuit and
park brake circuits. It flows to three accumulator. The accumulator has a gas precharge and an
inlet check valve to maintain a pressurized volume of oil for reserve brake applications.
Oil through the accumulator flows to the brake valves. The brake valve is a closed center design,
dual circuit operated by a pedal.
The front and rear brakes will operate simultaneously with only one brake pedal depressed.
The differential contains annular brake piston and double sided disk.
Brake pump flow also goes to the parking brake solenoid valve in cut-off valve.
The brake system contains the following components:
Brake pump
Parking brake solenoid valve in cut-off valve
Cut-off valve
Brake valve
Accumulators
Pressure switches

4-1
FULL POWER HYDRAULIC BRAKE
SYSTEM
ADVANTAGES - The full power hydraulic Response time
brake system has several advantages over Full power brake actuation VS
Air/Hydraulic brake actuation
traditional brake actuation systems. These
systems are capable of supplying fluid to a 1000
range of very small and large volume
service brakes with actuation that is faster 900
than air brake systems. Figure represents 800
a time comparison between a typical Brake pressure
700 (Full power)

Brake torque(lb in)

air/hydraulic and full power hydraulic brake
actuation system. 600
Brake pressure
Full power systems can supply significantly 500 (Air/hydraulic)
higher brake pressures with relatively low Brake torque
400
reactive pedal forces. The reactive pedal (Air/hydraulic)
force felt by the operator will be proportional 300
Brake torque
to the brake line pressure being generated. 200 (Full power)
This is referred to as brake pressure
modulation. 100
Another key design feature of full power
0 1 2 3 4
systems is the ability to control maximum
brake line pressure. In addition, because Time(seconds)
these systems operate with hydraulic oil,
filtration can be utilized to provide long
component life and low maintenance
operation.
Because these systems are closed center,
by using a properly sized accumulator,
emergency power-off braking that is
identical to power-on braking can be
achieved. These systems can be either
dedicated, where the brake system pump
supplies only the demands of the brake
system or non-dedicated, where the pump
supplies the demands of the brake system
as well as some secondary down stream
hydraulic device.
Another important note is that all seals
within these system must be compatible
with the fluid medium being used.

4-2
2. HYDRAULIC CIRCUIT

FRONT 39 REAR

18
40 21
BL1 BR1 BL2 BR2
9

T1 P1 T2 P2

16 16

8 B1 A1 B2 A2
17
A3
19 PS T1

PS1

20
P T
Parking brake Return line MCV
solenoid
22
Steering system RCV lever
Fan drive moter
2 1

25
Return line

26
27 28 Return line
24

7577ABS01

2 Fan & brake pump 19 Pressure switch 26 Hydraulic tank

8 Cut off valve 20 Pressure switch 27 Return filter
9 Brake valve 21 Pressure switch 28 Bypass valve
16 Accumulator 22 Line filter 39 Axle
17 Accumulator 24 Oil cooler 40 Parking brake at T/M
18 Pressure switch 25 Air breather

4-3
1) SERVICE BRAKE RELEASED

FRONT
39 REAR

18
40 21
BL1 BR1 BL2 BR2
9

T1 P1 T2 P2

16 16

8 B1 A1 B2 A2
17
A3
19 PS T1

PS1

20
P T
Return line MCV
22
Steering system RCV lever
Fan drive moter
2 1

25
Return line

26
27 28 Return line
24

7577ABS02

When the pedal of brake valve(9) is released, the operating force is eliminated by the force of the
spring, and the spool is returned.
When the spool removes up, the drain port is opened and the hydraulic oil in the piston of axles
return to the tank(26).
Therefore, the service brake is kept released.

4-4
2) SERVICE BRAKE OPERATED

FRONT 39 REAR

18
40 21
BL1 BR1 BL2 BR2
9

T1 P1 T2 P2

16 16

8 B1 A1 B2 A2
17
A3
19 PS T1

PS1

20
P T
Return line MCV
22
Steering system RCV lever
Fan drive moter
2 1

25
Return line

26
27 28 Return line
24

7577ABS03

When the pedal of brake valve(9) is depressed, the operating force overcomes the force of the
spring, and is transmitted to the spool. When the spool moves down, the inlet port is opened, and
at the same time the hydraulic oil controlled the pressure level by the cut-off valve(8) enters the
piston in the front and rear axles. Therefore, the service brake is applied.

4-5
3) PARKING BRAKE RELEASED

FRONT 39 REAR

18
40 21
BL1 BR1 BL2 BR2
9

T1 P1 T2 P2

16 16 B
A

8 B1 A1 B2 A2
17
A3 Parking brake switch
19 PS T1

PS1

20
P T
Parking brake Return line MCV
solenoid
22
Steering system RCV lever
Fan drive moter
2 1

25
Return line

26
27 28 Return line
24

7577ABS04

When the parking brake switch is pressed B position, the solenoid valve is energized and the
hydraulic oil controlled the pressure level by the cut-off valve enters the parking brake. It
overcomes the force of the spring and pushes the piston rod. This releases the brake.
Therefore, the hydraulic oil pressure is applied to the parking brake piston through the solenoid
valve and the parking brake is kept released.

4-6
4) PARKING BRAKE OPERATED

FRONT 39 REAR

18
40 21
BL1 BR1 BL2 BR2
9

T1 P1 T2 P2

16 16 B
A

8 B1 A1 B2 A2
17
A3 Parking brake switch
19 PS T1

PS1

20
P T
Parking brake Return line MCV
solenoid
22
Steering system RCV lever
Fan drive moter
2 1

25
Return line

26
27 28 Return line
24

7577ABS05

When the parking brake switch is pressed A position, the solenoid valve is deenergized and the
valve open the drain port.
At the same time, the hydraulic oil in the parking brake return to the tank through the solenoid valve.
When the piston rod is returned by the force of the spring, the parking brake is applied.

4-7
3. BRAKE PUMP(+FAN PUMP)
1) STRUCTURE

17 Brake pump
16
2
3 11
13
14 15
23 18
22 19
21 18
7
18
1716 3 10
3
A 9 A
12
14
15 18

20

6
1 5
8
Fan pump 4

7707BS19

1 Body 9 Driven gear 17 Backing ring

2 Body 10 Driver gear 18 Body O-ring
3 Dowel pin 11 Driven gear 19 Intermediate plate
4 Front cover 12 Bushing 20 Coupling
5 Shaft seal 13 Bushing 21 Rear cover
6 Bushing 14 Bushing seal 22 Spring washer
7 Bushing 15 Backing ring 23 Screw
8 Driver gear 16 Bushing seal

This gear pump have a maximum delivery pressure of 150kgf/cm2.

The pressure loaded type gear pump is designed so that the clearance between the gear and the
bushing can be automatically adjusted according to the delivery pressure. Therefore, the oil leakage
from the bushing is less than that in the case of the fixed bushing type under a high discharge pressure.
Consequently, no significant reduction of the pump delivery occurs, even when the pump is operated
under pressure.

4-8
2) PRINCIPLE OF OPERATION
(1) Mechanism for delivering oil
The drawing at right shows the
operational principle of an external gear
pump in which two gears are rotating in
mesh.
The oil entering through the suction port is Suction Discharge
trapped in the space between two gear
teeth, and is delivered to the discharge
port as the gear rotates.
Except for the oil at the bottom of the gear
teeth, the oil trapped between the gear
teeth, is prevented from returning to the
suction side with the gears in mesh.
Since the gears are constantly delivering
oil, the oil delivered to the discharge port
is forced out of the port.
The amount of discharge increases with
the speed of rotation of the gear.
If there is no resistance in the oil passage
into which the discharged oil flows, the oil
merely flows through the passage,
producing no increase in pressure.
If however, the oil passage is blocked with
something like a hydraulic cylinder, there
will be no other place for the oil to flow, so
the oil pressure will rise. But the pressure
which rises in this way will never go
higher, once the hydraulic cylinder piston
starts moving because of the oil pressure.
As described earlier, the pump produces
the oil flow, but not the oil pressure. We
can therefore conclude that pressure is a
consequence of load.
In other words, the pressure depends on
a counterpart.

(770-3ATM) 4-9

4-9
(2) Internal oil leakage
Oil leaks from a place under higher
pressure to a place under lower pressure,
provided that a gap or a clearance exists
in between.
In the gear pump, small clearances are
provided between the gear and the case
and between the gear and the side plate
to allow the oil to leak out and to serve as
a lubricant so that the pump will be rge
scha
protected from seizure and binding. Di
The drawing at right shows how the
leaked oil flows in the pump. As such,
there is always oil leakage in the pump
from the discharge side(under higher
pressure) to the suction side. The
n
delivery of the pump is reduced by an ctio
Su
amount equal to the pump discharge.
In addition, the delivery of the pump will
also decrease as the amount of oil
leakage increases because of expanded
radial clearance resulting from the wear of
pump parts, the lower oil viscosity
resulting from increases in the oil
temperature, and the initial use of low
(770-3ATM) 4-10
viscosity oil.

4-10
(3) Forces acting on the gear
The gear, whose outer surface is
subjected to oil pressure, receives forces
jointing towards its center.
Due to the action of the delivery pressure,
the oil pressure in higher on the delivery
side of the pump, and due to suction
pressure, is lower on the suction side. In
the intermediate section, the pressure will
gradually lower as the position moves
from the delivery side to the suction side. Drive gear
This phenomenon is shown in the drawing
at right.
In addition, the gears in mesh will receive Suction Discharge
interacting forces. side side
These forces pushing the gears toward
the suction side are received by the
bearings. Since the gears are pressed Driven gear
toward the suction side by these forces,
the radial clearance becomes smaller on
the suction side in the case. In some
pumps, the clearance may become zero, Pressure distribution
thus allowing the gear teeth and the case
to come into light contact.
For this reason, an excessive increase in
the delivery pressure must be avoided,
since it will produce a large force which
will act on the gears, placing an overload
on the bearings, and resulting in a
shortened service life of the bearing or
interference of the gear with the case. (770-3ATM) 4-11

4-11
4. BRAKE VALVE
1) STRUCTURE

18
17
19
23 22
24
21
2

20 8
9
25
30
25
16 14
15 7
5 13
31
12 6
1 10
26
4
11
3

7807ABS21

1 Lower body 11 O-ring 21 Torsion spring

2 Upper body 12 Oil seal 22 Stop ring
3 Spool 13 Spring guide 23 Hexagon bolt
4 Plug 14 Stop ring 24 Hexagon nut
5 Holder 15 Bushing 25 Bolt
6 Lower spring 16 Pedal plate 26 Spring washer
7 Upper spring 17 Pedal assy 30 Plain washer
8 Main spring 18 Rubber(Pedal) 31 Stop ring
9 Spring retainer 1 19 Cover
10 O-ring 20 Lock pin 1

4-12
2) OPERATION

BL1 BR1 BL2 BR2

T1 P1 T2 P2
Hydraulic circuit

T1 Porte Port name Port size

BL1
P1, P2 Port PF3/8
P1
T1, T2 Drain port PF3/8
BR1
BR1, BR2 Brake cylinder port PF3/8
T2 BL1 Pressure switch port PF1/4
BL2
BL2 Pressure switch port M12 1.5
P2
BR2

7807ABS22

4-13
(1) Purpose
The purpose of the brake valve is to sensitively increase and decrease the braking pressure when
the brake pedal is actuated.
(2) Ready position
When the braking system is ready for operation, its accumulator pressure acts directly on ports
(P1, P2) of the brake valve. A connection is established between ports(BR1, BR2) and ports(T1,
T2) so that the wheel brakes ports(BR1, BR2) are pressureless via the returns ports(T1, T2).
(3) Partial braking
When the brake valve is actuated, an amount of hydraulic pressure is output as a ratio of the foot
force applied.
The spring assembly(8) beneath base plate(16) is designed in such a way that the braking
pressure changes depending on the angle. In the lower braking pressure range, the machine
can be slowed sensitively.
When the braking process is commenced, the upper spool is mechanically actuated via spring
assembly(8), and the lower spool is actuated hydraulically by spool. As spools(3) move
downward, they will first close returns(T1, T2) via the control edges, thus establishing a
connection between accumulator ports(P1, P2) and ports(BR1, BR2) for the wheel brake
cylinders. The foot force applied now determines the output braking pressure. The control
spools(3) are held in the control position by the force applied(Spring assembly above the spools
and the hydraulic pressure below the spool(Balance of forces).
After output of the braking pressure, spools(3) are in a partial braking position, causing ports(P1,
P2) and ports(T1, T2) to close and holding the pressure in ports(BR1, BR2).
(4) Full braking position
When pedal is fully actuated, end position of the brakes is reached and a connection established
between accumulator ports(P1, P2) and brake cylinder ports(BR1, BR2). Returns(T1, T2) are
closed at this point.
When the braking process is ended, a connection is once again established between brake
cylinder ports(BR1, BR2) and return ports(T1, T2), closing accumulator ports(P1, P2).
The arrangement of spools in the valve ensures that even if one braking circuit fails the other
remains fully operational. This is achieved by means of the mechanical actuation of both spools
and requires slightly more pedal travel.
(5) Limiting the braking pressure
Pedal restriction bolt(23) on base plate below pedal is used to limit the braking pressure.
(6) Failure of a circuit
In the event of the lower circuit failing, the upper circuit will remain operational. Spring assembly
(8) will mechanically actuate spool. In the event of the upper circuit failing, the lower circuit will
remain operational since the lower spool(31) is mechanically actuated by spring assembly(21)
and spool.
(7) Installation requirements
Return lines(T1, T2) must be connected directly to the tank.
The connecting lines must be installed is such a way as to permit proper bleeding.

4-14
(8) Maintenance of the brake valve
No special maintenance beyond the legal requirements is necessary.
When using high-pressure cleaners on the machine, please make sure that the water jet is not
aimed directly at the brake valve(To prevent damaging the bellows).
For safety reasons the whole of the brake valve must be replaced if parts other than those
listed above are damaged.
(9) Repair work
When working on the braking system, always make sure that there is absolutely no
pressure in the system. Even when the engine is switched off there will be some residual
pressure in the system.
When doing repair work, make sure your environment is very clean.
Immediately close all open ports on the components and on pipes using plugs.
(10) Replacing the pedal cover
Pedal cover(18) is simply pulled of by hand. The new pedal cover is pushed over pedal(17) and
tightened manually. Fasten the bellows with the strap retainers.
(11) Replacing the complete actuating mechanism
Carefully clamp the unit vertically in a fixture. The actuating mechanism can be removed by
taking out the four bolts. Make sure that spring assembly(8) does not fall out. When installing the
new actuating mechanism, make sure that spring assembly(8) is fitted in the right order. Tighten
the four bolts(25).
(12) Replacing the bellows
To change bellows(19) it is advisable to remove pedal(17). For this purpose, loosen retaining ring
(22) and knock out pin(20) using a mandrill. When knocking out the bolt, make sure that the
mandrill is applied to the side of the bolt without a knurl. Remove pedal(17) and bellows(19).
Now fit the new bellows and proceed in reverse order as described above. The upper portion of
bellows is fastened to piston, its lower portion to base plate(16) secure the bellows using clamps.

4-15
5. CUT-OFF VALVE
1) STRUCTURE

3 4

5 C B

D D

P PS1
A A
C B
SECTION A - A SECTION B - B
1 2

HYDRAULIC SYMBOL

B1 A1 A2 B2

A1 A2
A3
PS
PS T1 T1

B1 B2 B
PS1
A3
B

P T
SECTION C - C SECTION D - D

7707ABS06

1 Cut-off valve 4 Coil

2 Relief valve 5 Solenoid valve
3 Check valve

2) OPERATION
When the pump works, the oil under the pressure flows into P port.
The oil in P port is stored in the accumulator on A3 port.
As the pressure on P line rises to 150bar, the cut off valve(1) starts cut-offing and the oil in the P
port is unloaded. The pressure on P line goes down 120bar by the minute leakage from valve and
other factors.
At this pressure, the cut-off valve starts cut-ining.
This process is repeated in the regular period of 30~40 seconds.

4-16
6. BRAKE ACCUMULATOR
1) STRUCTURE
81L1-0004 81L1-0003
Item
(Item16) (Item17)
Diameter 110mm 138mm
Mounting height 164mm 187mm
Norminal volume 0.75m 3
1.0m3
Priming pressure 50kgf/cm2 50kgf/cm2
Operating medium Oil Oil
B
Operating pressure Max 150kgf/cm 2
Max 200kgf/cm2
Thread M18 1.5 M22 1.5
A
C Priming gas Nitrogen Nitrogen

A Fluid portion C Diaphragm

D B Gas portion D Valve disk

(770-3ATM) 4-22

2) OPERATION
(1) Purpose
Fluids are practically incompressible and are thus incapable of accumulating pressure energy. In
hydropneumatic accumulators, the compressibility of a gas is utilized to accumulate fluid. The
compressible medium used in the accumulators is nitrogen.
In braking systems, the purpose of the accumulators is to store the energy supplied by the
hydraulic pump. They are also used as an energy reserve when the pump is not working, as a
compensator for any losses through leakage, and as oscillation dampers.
(2) Operation
The accumulator consists of a fluid portion (A) and a gas portion (B) with a diaphragm (C) as a
gas-tight dividing element. The fluid portion (A) is connected to the hydraulic circuit, causing the
diaphragm accumulator to be filled and the gas volume to be compressed as the pressure rises.
When the pressure falls, the compressed gas volume will expand, thus displacing the
accumulated pressure fluid into the circuit.
The diaphragm bottom contains a valve disk (D) which, if the diaphragm accumulator is
completely empty, closes the hydraulic outlet, thus preventing damage to the diaphragm.
(3) Installation requirements
The accumulators can be fitted in the hydraulic circuit, directly on a component or in blocks on
suitable consoles.
They should be fitted in as cool a location as possible.
Installation can be in any position.

4-17
(4) Maintenance of the accumulator
No special maintenance beyond the legal requirements is necessary.
The accumulator should be checked annually. It should be replaced if the initial gas pressure has
fallen by more than 30%(Please refer to Performance testing and checking of the accumulator).
(5) Disposal of the accumulator
Before the accumulator is scrapped, its gas filling pressure must be reduced. For this purpose,
drill a hole through gas chamber(B) using a drill approx. 3mm in diameter. The gas chamber is
located on the side opposite the threaded port above the welding seam around the center of the
accumulator.
Wear safety goggles when doing this job.
(6) Performance testing and checking of the accumulator
The accumulator is gradually pressurized via the test pump; until the initial gas pressure is
reached, the hydraulic pressure in the accumulator will rise abruptly. This is apparent from gauge
M. If the initial gas pressure is more than 30% below the prescribed value, the accumulator
needs to be replaced. If the measuring process needs to be repeated, wait for intervals of 3
minutes between the individual tests. Any accumulator whose initial gas pressure is insufficient
must be scrapped following the instructions under Disposal of the accumulator.
The amount of initial gas pressure can also be checked from the vehicle. Start the vehicle's
engine. The pump will now supply oil to the accumulators. Until the initial gas pressure is
reached, the hydraulic pressure in the accumulator will rise abruptly. This is apparent from the
gauge in the cab. If the initial gas pressure is more than 30% below the prescribed value, that
initial pressure lies outside the permissible range for at least one of the accumulators fitted in the
vehicle. This accumulator can be traced only by using the method described above, i.e. all
accumulators have to be individually tested. The accumulator whose initial gas pressure is
insufficient must be replaced and scrapped following the instruction under Disposal of the
accumulator.

Accumulator M

A Safety valve

(770-3ATM) 4-23

4-18
(7) Repair work
When working on the braking system, always make sure that there is absolutely no
pressure in the system. Even when the engine in switched off there will be some residual
pressure in the system.
When doing repair work, make sure your environment is very clean.
Immediately close all open ports on the components and on pipes using plugs.
For safety reasons the accumulators need to be replaced as a whole if damaged.

4-19
7. PRESSURE SWITCHES
1) STRUCTURE

- Normally closed
300mm

H1

- Normally open

H2

H1 G

H2
G

HL757-7A, HL757XTD-7A
(PARKING, CHARGING) 7577ABS19

2) Technical data
HL757-7A, HL757XTD-7A

H1 H2 Adjusting range Adjusting pressure Voltage

Item Type Medium G
mm mm kgf/cm2 kgf/cm2 V

Parking NC Oil 1/4" 49 11 50 ~ 150 95 5 Max 48

Charging NC Oil 1/4" 49 11 50 ~ 150 95 5 Max 48
Brake stop NO Oil PF 1/4" 77 11 1 ~ 10 5 1 Max 42
Clutch cut-off NO Oil PF 1/4" 55 9 20 ~ 50 24 2 Max 42

HL757TM-7A

H1 H2 Adjusting range Adjusting pressure Voltage

Item Type Medium G
mm mm kgf/cm2 kgf/cm2 V

Parking NC Oil M12 1.5 55 9 20 ~ 50 21 2 Max 42

Charging NC Oil M12 1.5 55 9 20 ~ 50 45 2 Max 42
Brake stop NO Oil PF 1/4" 77 11 1 ~ 10 5 1 Max 42
Clutch cut-off NO Oil PF 1/4" 55 9 20 ~ 50 24 2 Max 42
NC : Normally closed NO : Normally open

4-20
2) OPERATION
(1) Purpose
The pressure switches are used to visually or audibly warn the driver of the pressure within the
system.
(2) Make contact / circuit closer
The pressure switch can be fitted in the braking system or directly on one of its components.
The system pressure acts on an absorption area within the switch, making an electrical contact as
the pressure on that area is increased. The resulting current is used to activate a warning facility,
for instance.
(3) Break contact / circuit breaker
The pressure switch can be fitted in the braking system or directly on one of its components.
The system pressure acts on a absorption area within the switch, breaking an electrical contact
as the pressure on that area is increased. The current is now broken, e.g. to deactivate a
warning facility.
(4) Installation requirements
No special measures need to be taken.
(5) Maintenance of the pressure switch
No special maintenance beyond the legal requirements is necessary.
When using high-pressure cleaners on the vehicle, please make sure that the water jet is not
directed at the pressure switch(Corrosion of contacts).
(6) Repair work
When working on the braking system, always make sure that there is absolutely no
pressure in the system. Even when the engine is switched off there will be some residual
pressure in the system.
When doing repair work, make sure your environment is very clean.
Immediately close all open ports on the components and on pipes using plugs.
For safety reasons the pressure switch needs to be replaced as a whole if damaged.

4-21
(7) Adjusting and testing pressure switch
The adjusting screw located between the two contact plugs can be set to the desired value within
a certain range. For adjusting range, please refer to the table Technical data on the previous
page.
After making the adjustment, the adjusting screw should be secured using wax or a similar
material.

( )

(+) Screw

(770-3ATM) 4-25

4-22
8. PARKING BRAKE SYSTEM
1) STRUCTURE

7
3
6

5
100D7BS111

1 Housing 4 Adjust screw 7 Lining pad

2 Pressure ring 5 Bank of cup springs 8 Lining pad
3 Thrust bolt 6 Piston 9 Gliding bolt

2) OPERATION
The two identical brake pads and slide freely on the guide bolt, which is fastened in the housing.
The guide bolts are guided in an additional brake anchor plate which in turn is screwed onto the
vehicle, i.e. its axle.
On actuation, the brake generates a clamping force at the brake lining pads, which cause a
tangential force/braking moment to be generated at the brake disk, the extent of which depends on
the coefficients of friction generated by the linings.
The clamping force is generated by the bank of cup springs, during which the piston is moved
together with the adjusting screw, the thrust bolt and the brake pad towards the brake disk.
When the brake pad comes into contact with the brake disk, the reaction force shifts the housing
onto the guide bolts until the brake pad is also pressed against the brake disk.
The brake is released by complete pre-tensioning of the bank of cup springs. Du-ring this process,
through application of the necessary release pressure after overcoming the cup spring force, the
piston must move back until it comes to rest against the pressure ring.
The clamping force diminishes with wear of the brake lining and brake disk. The brake must be
adjusted at the latest at the times indicated by the adjusting specification followings.

4-23
3) MOUNTING AND BASIC SETTING REGULATIONS
Basic brake setting is required after mounting new brake lining plates or brake disks, as well as
during all repair stages and in the event of insufficient braking performance.

6
2

1
3
4

P
5
S

100D7BS112

1 Thrust bolt 4 Screw cap P Even surface

2 Bank of cup springs 5 Lock nut S Socket wrench
3 Adjusting screw 6 Piston

All mounting and basic setting work must be carried out on the brake when cold.
(1) Mounting the brake
Stand the vehicle on an even surface and secure against rolling away.
Release the screw cap.
Release the lock nut(size 24 or 30) and turn the adjusting screw anticlockwise using a size 8 or
10 socket wrench until the pressure bolt comes to rest against the even surface of the piston. In
this status, the brake can be mounted onto the brake disk and fastened.
Mount the pressure connection again.
Apply the necessary release pressure to the brake until the bank of cup springs is completely
pre-tensioned. Following carry out the following page basic setting regulation.

4-24
(2) BASIC SETTING REGULATION

Turn the adjusting screw manually clockwise until both brake pads make contact with the brake
disk. Then it is not longer possible to turn the adjusting screw without exerting a major amount of
force.
Turn the adjusting screw anticlockwise in order to set the following rated clearances.

Adjusting screw Clearance(mm) Turns

Min. 0.5 1/4
M16(SW 8) Clearance 1.0 1/2
Max. 1.5 3/4

Hold the adjusting screw in position with a hexagonal socket wrench and lock with lock nut.
Mount the screw cap and tighten as far as possible manually.
Mount the pressure connection in accordance with the instructions of the axle.
For bleeding the piston chamber use the socket spanner size 13 for the bleeding valve.
(3) ADJUSTING REGULATIONS
During this adjusting process, the parking brake must be released, i.e. the bank of cup springs
must be completely pre-tensioned.
Stand the vehicle on an even surface and secure against rolling away.
Release the parking brake by using the required release pressure.
Release the screw cap and unscrew.
Release the lock nut(size 24 or 30) and turn the adjusting screw with socket wrench size 8 or 10
manually clockwise until the two brake pads make contact with the brake disk.
Turn the adjusting screw anti-clockwise and set the clearance specified in the above table.
Hold the adjusting screw in position with the hexagonal socket wrench and lock with the lock nut.
Mount the screw cap and tighten as far as possible manually.
Actuate the brake valve several times and check the braking efficiency of the parking brake on a
slope.

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4) EMERGENCY RELEASE OF THE PARKING BRAKE
After the failure of the pressure release the parking brake by using following manual procedure.

2
1
P
S 4
5 3

100D7BS117

1 Thrust bolt 4 Screw cap P Even surface

2 Bank of cup springs 5 Lock nut S Socket wrench
3 Adjusting screw 6 Piston

(1) The vehicle has to be secured against rolling away.

(2) Release the screw cap and unscrew
(3) Release the lock nut(size 24 or 30) and turn the adjusting screw with socket wrench size 8 or 10
manually counter-clockwise until the brake disc is free.
For the emergency release is an actuation torque of 40Nm respectively 70Nm required.
(4) Mount the lock nut and the screw cap and tighten both as far as possible manually.(protection
against dirt)
Now, the vehicle do not have any brake function. The vehicle must be secured against
moving away with proper means. Before putting the vehicle into operation again, the brake
has to be adjusted again. Refer to previous page. "Assembly and basic setting
regulations".

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5) MAINTENANCE AND REPAIR WORK
(1) Maintenance and exchange of brake pads
The brake pads themselves are maintenance free. All that is required here is a check for
damaged parts, as well as inspection to ensure that the brake disk remains easy running.
The thickness of the brake lining must be subjected to a visual inspection at regular intervals,
which depend on vehicle usage, but every six months at the latest. In the event of a minimal
residual lining thickness, these intervals must be reduced accordingly in order to avoid major
damage to the brake or disk.
Min. residual thickness 1.0mm per lining pad(6mm carrier plate thickness).

1
2

S1 2

4
P
3
S

100D7BS113

1 Piston S Socket wrench

2 Adjusting screw S1 Screwdriver
3 Lock nut P Inside of the piston
4 Thrust bolt

Only original spare lining plates may be used. If any other spare parts are used, no warranty
claims will be accepted either for the brakes or their functional characteristics.
Stand the vehicle on an even surface and secure against rolling away.
Release the parking brake by applying the required release pressure.
Release the screw cap and unscrew.
Release the lock nut(size 24 or 30) and turn the adjusting screw with socket wrench size 8 or 10
manually clockwise until it lies flush with the inside of the piston.
Press back the thrust bolt using a suitable screwdriver until it has contact with the piston.

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 6b

6a
1
4
5
3 2

100D7BS114

1 Guide bolt 5 Castellated nut

2 Lining pad 6a Safety splint
3 Lining pad 6b Safety clip
4 Permanent magnet

Depending on the free space available, release one of the two guide bolts, removing the safety
splint, unscrewing the castellated nut and pulling the guide bolt out of the brake anchor plate.
Now, the brake lining pads can be removed tangentially to the brake disk.
In the event of minimal clearance, i.e. it is not possible for space reasons to exchange the brake
lining plate in accordance with these instructions, the brake must be removed completely. To do
this, pull both guide bolts out of the brake anchor plate.
Check the pressure hose. If the pressure hose is to short, it must be unscrewed to remove
the brake. Before the pressure hose can be released the brake must be emergency
released.
Exchange the brake pads and insert the guide bolts into the brake anchor plate. If you have
removed the complete brake you have to amount the brake on both guide bolt again, now.
Check both permanent magnets if they still have sufficient magnetic force to hold the brake lining
plates. Should this not be the case, the permanent magnets must also be changed by using a
suitable screw driver.
Secure the guide bolt with the castellated nut and the safety splint respective safety clip.
After mounting new brake lining plates or their repair, the brake must be correctly set in
accordance with the instructions "Adjusting regulations".

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(2) Changing the seal

A
B

3
1 2
8
9 4
7
6
5

DETAIL A DETAIL B

100D7BS115

1 Piston 5 Circlip 9 Bank of cup spring

2 Adjusting screw 6 Seal A Detail of the seal
3 Lock nut 7 Guide bolt B Detail of the seal
4 Housing 8 Thrust bolt

Faulty seals must be exchanged in accordance with the instructions below.

Stand the vehicle on an even surface and secure against rolling away.
Release the parking brake by applying the necessary release pressure.
Release the screw cap and unscrew.
Release the lock nut(size 24 or 30) and turn the adjusting screw with socket wrench size 8 or 10
manually counter clockwise until the adjuster screw is flush with the inner side of the piston.
Push back the thrust bolt until it has contact with the piston. Following actuate the hand brake
valve(No pressure must be in the piston chamber). The bank of cup springs is now completely
depressurized.
Unscrew the pressure hose and remove the brake.
Release the circlip and remove the pressure ring of the housing.
Release the bank of cup spings and the piston.
Pay attention to the mounting direction of the seal rings, otherwise leaks can occur.
Use for mounting the new seal rings a suitable mounting needle with rounded edge.
Be careful.

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 Change all seals and mount the parts of the brake in other way round order. By mounting the
piston, the sliding and sealing surfaces must be greased lightly using lubricating grease to DIN
51825. The dust protection cap is fitted with a vulcanized-in steel ring which is used to press it
through the locating hole. For exchanging, "lever out" the ring using a suitable tool. The new
dust protection cap must be pressed in with the aid of a suitable mounting ring and screw clamps
or a lever press.
(2) General
Any discovered defects or damage to parts not listed here must naturally be repaired or replaced
using original parts.
For any other information not contained in these instructions or for more detailed instructions,
please contact Hyundai dealer.

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