SRAM Hydraulic Disc Brakes Overview

HYDRAULIC DISC BRAKES

02 Introduction 03 The Lever 03 The Brake Hose 04 The Caliper OVERVIEW 05 Closed and Open Systems 07 Braking Power 11 Four-Piston Calipers 14 Heat and Fade 16 Care INTRODUCTION HYDRAULIC FACTORS AT WORK IN A DISC BRAKE HYDRAULIC DISC BRAKE

Actuation force Leverage A hydraulic disc brake incorporates a (lever squeeze) (mechanical and hydraulic) master piston in the lever, a hydraulic brake DISC BRAKE line, two or more opposing slave pistons in the caliper, and hydraulic fluid (DOT brake A disc brake is comprised of a handlebar- fluid or mineral oil). There are several factors at work when using mounted lever, a frame or fork-mounted Clamping force Brake pad a hydraulic disc brake. The amount of lever caliper, and a hub-mounted rotor. at the caliper material In a hydraulic brake system, braking is actuation combined with the leverage of the When the lever is actuated, a brake accomplished by actuating the lever, which brake lever and hydraulic system create a pad (friction material) clamps onto the advances the master piston inside the lever clamping force at the caliper. That clamping rotor creating a frictional force at the body and forces fluid into the brake hose. force combined with the brake pad material rotor/caliper interface. This frictional Rotor diameter Friction at The fluid then moves into the caliper and produces friction at the rotor. The amount force slows the wheel by converting the the rotor presses against the slave pistons. Brake of friction combined with the diameter of kinetic energy of the spinning wheel into pads are attached to the slave pistons so the rotor generates braking power. Braking heat. In other words, slowing down = that when the fluid presses against the power, along with the duration of braking, heating up. pistons, the brake pads clamp onto the rotor. determines how quickly speed is reduced as Braking power Braking duration Once the pads contact the rotor, additional well as the amount of heat generated. force at the lever increases pressure in the system and creates greater clamping force on the rotor.

Speed reduction, heat buildup

Hydraulic Disc Brakes Overview | Introduction SRAM | 02 THE LEVER RADIAL LEVER Brake lever designs generally arrange the master cylinder in one of two configurations, radial or inline. Master cylinder Radial designs place the master cylinder perpendicular to the handlebar, while inline designs place Master piston the master cylinder roughly parallel THE BRAKE with the handlebar. The primary difference between these two Lever pivot designs is the location of the lever pivot, which can have a dramatic HOSE effect on the ergonomics of the lever.

INLINE LEVER The brake hose connects the lever and caliper, and is an integral aspect of overall brake design and performance. Brake hoses are specially designed to Master piston support internal pressures in excess of 2000 psi without significant expansion or stretching. The small amount of expansion Lever pivot that does occur can be controlled by design to manipulate lever feel at specific pressures. It is important to note that while this does not affect overall braking power, it does allow for greater control of Master cylinder the available braking power.

Hydraulic Disc Brakes Overview | The Lever | The Brake Hose SRAM | 03 THE CALIPER

The slave pistons in the brake caliper often the distance the pistons must travel Another function of these seals is to allow there is a point where the piston will slip use special seals that flex, or roll, slightly before the pads contact the rotor. This the pistons to self advance as the pads through the seal. This means that as brake when the pistons/pads are pushed toward distance reflects the amount of clearance and rotor wear. As pads and rotor wear, pads and rotor wear, the pistons will move the rotor during braking. When the brake between the pads and the rotor, as well the distance between them increases, further than the seals can roll. As a result, is released, the piston seals relax and pull as the amount of lever movement required which affects piston travel and deadband. the pistons constantly slip through the seal the pistons/pads away from the rotor. This before the pads contact the rotor, known Without the use of these special seals, until the pads contact the rotor. Once the is known as pad rollback. The amount of as deadband. The greater the rollback the pad and rotor wear would require constant brake is released, the pistons/pads return to rollback is an important factor in determining greater the clearance and deadband. adjustment of pad clearance to maintain a new resting position, closer to the rotor. consistent deadband. But because the This eliminates the need to adjust pad amount of roll in a piston seal is limited, clearance or deadband as components wear.

LEVER ACTUATED – LEVER RELEASED – FLUID PRESSURIZED FLUID DEPRESSURIZED

Hydraulic fluid

Piston seal gland

Slave piston

Piston seal Fluid pressure advances Piston seals pull pistons, piston seals flex pistons back

Hydraulic Disc Brakes Overview | The Caliper SRAM | 04 Some bicycle hydraulic disc brakes CLOSED AND incorporate a closed system, where the volume of fluid remains the same DIFFERENCES between the master and slave pistons. BETWEEN OPEN OPEN SYSTEMS Most bicycle hydraulic disc brakes AND CLOSED SYSTEMS incorporate an open system, where a reservoir contains an additional volume Heat compensation - As the brake heats up, of fluid and a small empty cavity. The the fluid expands. In a closed system, this fluid and empty cavity are separated expansion creates pressure which advances by a flexible bladder that expands and the pads towards the rotor, causing drag contracts as changes in fluid volume occur. and affecting lever feel. In an open system, the expanding fluid can move into the reservoir once the brakes are released. This allows the system to operate consistently across a wide range of temperatures.

Pad/rotor wear compensation - As pads and rotors wear, the slave pistons must move Bladder further in order for the pads to contact the rotor. In a closed system, more slave cylinder travel means more lever travel. Therefore, as the pads continue to wear the lever must Reservoir travel further. In an open system, piston slippage/pad advancement manages the gap between the pads and the rotor. Surplus fluid in the reservoir moves into the system CLOSED SYSTEM OPEN SYSTEM ensuring that there is always an adequate volume of fluid between the master and slave pistons. This allows the system to operate consistently as parts wear.

Hydraulic Disc Brakes Overview | Closed and Open Systems SRAM | 05 Timing port

FLUID MANAGEMENT IN AN OPEN SYSTEM

Timing ports - During braking, fluid access to the reservoir must be blocked so that the flexible bladder doesn’t affect brake feel and isn’t tasked with sealing at high pressure. Timing ports are small holes located in the master cylinder, just in front of the piston (when the brake is at rest). When the lever is actuated, the master piston advances past these holes and closes off access between the reservoir and the rest of the system.

Hydraulic Disc Brakes Overview | Closed and Open Systems SRAM | 06 BRAKING L x 1 L x 1 LEVER POWER PIVOT 1/1 = 1:1 LEVERAGE RATIO

Total braking power is dependent on three L x 1 different attributes of the braking system: L x 2 L x 2 • Leverage/mechanical advantage • Pad friction material • Rotor size 2:1 LEVERAGE RATIO

L x 1 2/1 = 2:1 LEVERAGE RATIO LEVERAGE AND MODULATION

Leverage, or mechanical advantage, amplifies On the brake lever, the location of the lever L x 7 the force input at the lever, through the pivot in relation to the input force and the system, and to the pads/rotor. This will also pushrod (the mechanism that drives the have an effect on the amount of lever travel master piston) is a key factor in determining required to move the pads a given amount. leverage. This relationship is expressed as a L x 1 The total amount of leverage in the system ratio, where the length of the lever on one can be controlled by the design of the lever, side of the pivot is divided by the length of master piston, and slave pistons. the lever on the other side of the pivot. 7:1 LEVERAGE RATIO

Hydraulic Disc Brakes Overview | Braking Power SRAM | 07 Hard raking stopping

Brake levers are designed with the Additionally, depending on how the push pivot positioned close to the pushrod. rod moves in relation to the lever pivot, This provides increased leverage, where leverage can change during the course movement on the force input side of of braking. This change in leverage is the lever produces less movement on referred to as modulation. There are three the pushrod side, but also multiplies types of modulation: Light raking the input force by a factor equal to speed control the leverage ratio to produce a greater • RISING RATE - leverage increases output force to the master piston. throughout the lever travel • FALLING RATE - leverage decreases

BRAKING POWER throughout the lever travel • LINEAR RATE - leverage remains Braking power Braking consistent throughout the lever travel Rising rate Falling rate SRAM brakes utilize a specially tuned Linear rate rising rate. It generates lower braking power when the pads first touch the rotor - preventing accidental wheel lock-up and loss of control - and increased leverage LeverLEVER TRAVELtravel and power when pulling the lever further. The result is a wide range of usable braking power and greater control during different braking scenarios.

Hydraulic Disc Brakes Overview | Braking Power SRAM | 08 The final factor in determining overall leverage in the system is the piston ratio. Similar to controlling leverage with the brake lever, the ratio between the surface areas of the master piston and each slave piston determines the amount of master piston movement required for a given amount of slave piston movement. In hydraulic brake systems, the surface area of the master piston is less than the surface area of the slave piston. Larger slave pistons require more fluid to push against them, which Slave piston Master piston requires more movement of the smaller master piston and, as a result, the lever.

Also similar to the brake lever, the input = Total surface area = Total surface area force at the master piston multiplied by the of each caliper piston of lever piston piston ratio equals the output force at the slave pistons.

DIVIDED BY = PISTON RATIO

Hydraulic Disc Brakes Overview | Braking Power SRAM | 09 Because there are two slave pistons, it For example, if one of the slave might seem intuitive that the combined pistons were immobilized, and the surface areas of the slave pistons would other slave piston generated the factor into the piston ratio, effectively overall clamping force on its own, doubling the clamping force on the rotor. the force produced would be no This would be true if the combined slave different than if both pistons were piston areas were moving in the same working together. direction (as is the case with one side of a four-piston caliper). However, if By controlling the design of the the two slave pistons move in opposing pistons for leverage, and the lever directions, the total clamping force is for leverage and modulation, a wide only equal to the force produced by one range of braking feel, power, and of the pistons. control can be achieved. Controlling PISTON RATIO MULTIPLIED BY LEVER RATIO additional factors, such as pad and = TOTAL SYSTEM LEVERAGE rotor design, increases this range even further.

Piston ratio Lever ratio

Hydraulic Disc Brakes Overview | Braking Power SRAM | 10 THE OVERALL HEIGHT OF A FOUR-PISTON CALIPER IS LESS FOUR-PISTON THAN THAT OF A TWO-PISTON CALIPER WITH A COMPARABLE OVERALL PISTON SURFACE AREA. THIS PROVIDES GREATER CALIPER/SPOKE CLEARANCE. CALIPERS Mounting bolt centers

FOUR-PISTON TWO-PISTON Controlling piston ratios has some More surface area can be created at CALIPER CALIPER limitations. If the piston ratio is too the slave pistons without increasing high, a lot of lever movement would the height of the caliper by dividing be necessary to achieve very little pad that area among two smaller Lowest point of calipers movement. In order for the lever to diameter pistons placed side-by- remain ergonomically ideal, the pads side in a longer caliper paired with would need to rest close to the rotor. a longer pad. The resulting four- This would mean that any rotor runout, piston caliper can have a lower or lack of uniform rotor straightness, height, greater stiffness, and can would produce drag and noise more generate more braking power. easily. Also, while increasing the diameter REDUCED DISTANCE FROM THE COUPLING BOLTS of the slave pistons can amplify braking TO THE PISTONS = REDUCED CALIPER FLEX power, it can also negatively affect caliper flex and spoke/frame clearance as the height of the caliper and depth of the rotor slot must increase. Coupling bolt centers

Piston pressure centers

Hydraulic Disc Brakes Overview | Four-Piston Calipers SRAM | 11 A four-piston caliper can allow for • Fluid pressure applied to different piston control of modulation and vibration surface areas produces different forces by manipulating the dimensions of applied to the brake pads and rotor. Larger the pistons. By having two different pistons produce more force. Also, different diameter pistons per caliper side, the diameter pistons will move at different amount each piston moves per lever rates. The smaller pistons will try to push throw and the amount of force each the pad to the rotor faster than the larger GREATER CLAMPING FORCE PRODUCED piston produces will vary. This has ones. However, differences in the amount BY LARGER PISTONS AT THE TRAILING two advantages: of flex between smaller and larger diameter PORTION OF THE BRAKE PAD PRODUCES seals can negate this effect to varying A TOE-IN EFFECT degrees. This means that the piston and pad relationship can be manipulated to behave like brake pads that are toed-in, with the trailing portion of the brake pads producing greater clamping force that the Rotor rotation direction leading portion. This has been shown to reduce noise and vibration in some systems.

• Because different sized pistons create different forces against the pad and rotor at different times during braking, modulation can be controlled by manipulating the dimensions of the pistons.

Hydraulic Disc Brakes Overview | Four-Piston Calipers SRAM | 12 BRAKE PADS AND FRICTION

Brake pads function on two principles: adherent friction and abrasive friction.

ADHERENT FRICTION begins with ABRASIVE FRICTION is caused by the These two types of pad compounds provide depositing a thin transfer layer of pad breaking down of either the surface of the different characteristics of power, wear, wet material on the rotor during an initial brake pads, the rotor, or both. This is a performance, and dry/dusty performance. burnishing, or bed-in procedure. Once this secondary contributor to overall friction, When switching from organic to metal layer is established, applying the brakes but is the primary contributor to rotor wear. sintered pads, or vice-versa, it is important to creates molecular bonds between the pads install a new rotor and bed-in the new pads and the transfer layer on the rotor that Pad material is specifically designed to in order to establish a new transfer layer. are instantaneously established and then interface with the rotor material, and immediately broken, providing friction. provides a known frictional force for a given Pad and rotor wear is a normal result of Proper bed-in is absolutely critical to clamping force onto the rotor. This is known brake use over a period of time. However, braking performance, as an uneven layer as the coefficient of friction, and different contamination of the pads or rotor can of pad material on the rotor can cause pad materials have different coefficients accelerate the wear process and cause excessive noise and uneven braking. This of friction. SRAM uses organic and metal unusual noise or vibration. may be imperceptible at first, but as the sintered pads. Organic pads are made from layer continues to build unevenly, these various organic and metallic compounds issues could arise after several rides. bonded together with organic resin. Metal Adherent friction is the primary contributor sintered pads are composed of metallic to overall braking friction, and pad material materials bonded using high temperature is the key component in creating adherent and pressure. friction. This is why pads wear much quicker than rotors.

Hydraulic Disc Brakes Overview | Four-Piston Calipers SRAM | 13 ROTORS

Rotor diameter is the final contributing factor to braking power. Large diameter rotors provide more leverage for the brake system to oppose rotation of the wheel by placing the braking force further from the axle. Therefore, the larger the rotor, the ROTOR more powerful the brake. Larger diameter rotors also improve heat management Brake track by increasing the surface area and the thermal mass (capacity to absorb heat) of the overall braking system. Larger rotors are unavoidably heavier than their smaller counterparts, so riders may wish to run smaller rotors for overall weight savings. Spokes However, this could lead to a brake system that isn’t adequately powerful for heavier or more aggressive riders. These riders may compensate for the power reduction of a smaller rotor by simply pulling harder on the lever. This can cause the system to overheat, resulting in poor braking performance. In general, proper rotor sizing is an integral and safety critical part of brake setup that should be personalized to the rider and riding conditions.

Hydraulic Disc Brakes Overview SRAM | 14 HEAT AND

Vapor fade is caused when brake fluid boils Brake systems are designed and tested FADE inside the brake caliper and hose. Boiling is to function at extreme temperatures. where a drop in fluid pressure (which occurs However, every system has limitations. when a fluid is heated) allows the fluid to As pad materials generally exhibit friction change its state to a gas, creating bubbles fade before vapor fade can occur, a Braking power can decrease over an in the system. Fluids under significant reduction in braking power resulting from extended period of constant brake use. pressure require much higher temperatures friction fade is a clear indication that This is known as fade. There are two to boil than less pressurized fluids. This the system is approaching its heat limit, types of fade associated with hydraulic means that the brake fluid can actually and should be allowed to cool before a brakes, friction fade and vapor fade. reach temperatures above its normal boiling dangerous loss of braking power from point during hard, sustained braking (high vapor fade can occur. A brake system With friction fade, the coefficient pressure). However, as soon as the lever is that has undergone vapor fade should of friction can change depending released, the pressure immediately drops. be completely bled before riding again. on the temperature at the pad/rotor With the fluid temperature still above its Boiling brake fluid will cause a breakdown interface and the type of pad material. normal boiling point, this sudden loss of of the fluid composition which can High braking temperatures can cause pressure causes the fluid to instantly boil, result in a lower boiling point. Repeated the coefficient of friction to drop creating bubbles in the brake system. With occurrences of vapor fade may be an substantially. This can be felt on the bubbles now present in the system, pulling indication that the rotor size or the bike as a reduction in braking power, on the brake lever compresses the bubbles system’s overall braking power may not be where the rider pulls harder on the lever in addition to moving fluid, allowing the lever sufficient for the rider or riding conditions. during a long sustained braking event and to bottom out against the handlebar before doesn’t feel an increase in braking power. enough fluid pressure can be generated to actuate the slave pistons properly. This results in a loss of braking power.

Hydraulic Disc Brakes Overview | Heat and Fade SRAM | 15 HEAT MANAGEMENT

Most braking systems are designed to Strength and stability of the rotor spokes manage heat by isolating it to the pads and and brake track must also be taken the rotor. These two components have more into account when designing rotors for direct access to air flow and can tolerate heat management. Drastic changes in much higher temperatures than other temperature can have an effect on the components in the system (such as brake rotor material, and rotors can go from fluid). This is achieved by using piston low temperatures to extremely high materials that are non-heat conductive to temperatures several times in a single limit the amount of heat transfer from the downhill ride. pad/rotor interface to the caliper. Holes / cutouts Since a majority of heat is isolated to the rotor, rotors are designed to absorb and dissipate heat efficiently. The overall thermal mass of the rotor affects how much heat it can absorb. Heavier rotors with more thermal mass can absorb more heat into the rotor than lighter, more minimal rotor designs. Since most braking application times are fairly short, a heavier rotor will run at an average lower temperature because it heats up more slowly. Additionally, holes and cutouts in the rotor are used to increase overall surface area in order to aid the dissipation of this heat into the air through convection as well as clearing debris and braking dust from the pad surfaces.

Hydraulic Disc Brakes Overview | Heat and Fade SRAM | 16 CARE MIXING IT UP MAINTENANCE

Modern bicycle hydraulic disc brakes Proper steps should be taken to maintain are very high performance systems the integrity of the braking system and designed and tested as a whole to provide ensure the safety of the rider. Bleeding consistent, safe operation over a wide the brake is a process by which old fluid range of operating conditions. Use of and gas that has built up in the system non-system, aftermarket, or custom made is flushed from the caliper, line, and components can compromise the safe lever. A complete bleeding of the brake use and performance of the system. It is system should be performed per the brake important to use hardware, rotors, pads, manufacturer’s recommended service calipers, hoses, fluid, levers and lever intervals to maintain the performance of blades that were designed to work with the braking system. All fasteners should their respective braking system. be periodically checked for proper torque. Brake pads and rotors should be inspected NOTICE for wear and contamination before every Hydraulic brake systems contain many ride and replaced as necessary. seals that are specifically compatible with the hydraulic fluid used in the system. Mixing even the smallest amount of other types of fluid can damage these seals which will seriously and permanently affect performance and function of the brake. Do not use any other fluid except what is specified for the system.

Hydraulic Disc Brakes Overview | Care SRAM | 17 THANK YOU