制動系統(tǒng)在您的汽車?yán)铮苿酉到y(tǒng)是最重要的系統(tǒng)。如果您的制動器失靈，那么后果是災(zāi)難性的。制動器實際上是能量轉(zhuǎn)換設(shè)備，可以將汽車的動能轉(zhuǎn)化為熱能。當(dāng)你踩下制動器，你便擁有一個比起動你的汽車是強十倍的制動力。制動系統(tǒng)對每個制動件施加的達(dá)數(shù)以萬計磅的壓力。在現(xiàn)代的汽車制動系統(tǒng)中，制動主缸由發(fā)動機供給能量。所有更新型的汽車都有雙回路制動系統(tǒng)，和每個輪的從動制動系統(tǒng)。那樣的情況下，如果一個系統(tǒng)失敗，另一個將會提供合理充足的制動力，像這樣的安全，可靠的制動系統(tǒng)，使得現(xiàn)代汽車制動系統(tǒng)變得更加復(fù)雜，但是比早期的制動系統(tǒng)更加安全了。制動系統(tǒng)由以下基本元件組成：位于保護(hù)罩下的制動主缸，他直接與制動踏板相連，將腳踏力轉(zhuǎn)化為液體壓力。將制動主缸和位于每個車輪的輪缸連接到一起的剛性油桿和制動軟管，和經(jīng)過特殊處理用以這種特殊環(huán)境下的制動油液。制動液和制動鉗，它們由輪缸直接拉緊制動鼓和制動盤從而產(chǎn)生阻力，以降低車速。今年來，制動器在設(shè)計上有了很大的變化。盤式制動器，近些年來多用與前輪制動，正在快速地替代了用于汽車后輪的鼓式制動器。這大體由于它的更為簡單的設(shè)計、更輕的重量和更好的制動性能。盤式制動器相對于鼓式最大的優(yōu)點是能更有效的防止制動效能衰退。效能衰退是一種長期在剎車引起的高溫等惡劣環(huán)境下工作而引起的臨時狀況，它通常發(fā)生在當(dāng)制動鉗和制動蹄由于高溫、高壓等環(huán)境下應(yīng)用而變的光滑。相對于鼓式制動器，盤式可以更好得實現(xiàn)空氣冷卻，而鼓式不能進(jìn)行不斷的冷卻，因為不斷地冷卻會導(dǎo)致浸水過多。而盤式浸水后會很快恢復(fù)正常，因此也可以進(jìn)行多次水冷?！爸ζ鳌睉?yīng)用在動力制動系統(tǒng)，用發(fā)動機的能量來對制動主缸施加壓力。 “防抱死系統(tǒng)” ，最初應(yīng)用在航空制動系統(tǒng)，是用計算機控制著閥體來對每個制動輪缸增減壓力。如果有一輪抱死，汽車將失去轉(zhuǎn)向能力。有了 ABS 防抱死系統(tǒng)，不論制動踏板的力有多大，每個輪都不會抱死，這樣將會防止滑動（提高駕駛員在緊急剎車時的操縱穩(wěn)定性） 。同這些先進(jìn)的系統(tǒng)原理一樣的是，在那些馬拉車和兒童車的年代，將車輛的動能轉(zhuǎn)化為熱能這個基本過程。為了使馬車停止，駕車者應(yīng)拉動摩擦車輪的拉桿。但是今天，由于電動機車蓄能制動器的發(fā)展，回收這種浪費的能量的新方式正在被開發(fā)。在這類電力車中，當(dāng)踩下制動器，機車將進(jìn)入到“發(fā)電模式” ，并將汽車的動能以化學(xué)能的方式存儲在電池組內(nèi)，等到綠燈亮了都可以再次使用。盤式制動器盤式制動器就是用夾緊力使轉(zhuǎn)動盤和安裝在懸架上的制動鉗內(nèi)的墊片壓向轉(zhuǎn)動盤，從而使車速減低。盤式制動器的制動原理同自行車剎車的原理相似，夾緊制動鉗，使墊片夾緊車輪，從而使自行車減速。盤式制動器提供更高的剎車性能、更加簡單的設(shè)計、更輕的重量和較鼓式制動器性能更好的抗水性能。盤式制動器，跟汽車的其他創(chuàng)新一樣，最初是為了跑車開發(fā)的，但是現(xiàn)在成了每輛汽車的標(biāo)準(zhǔn)零件。大多數(shù)汽車上，前輪為盤式制動，后輪是鼓式制動。鼓式制動用兩個半圓形的制動蹄壓在制動鼓的內(nèi)圓面上制動。更老式的汽車通常四個輪全為鼓式制動，而現(xiàn)代的許多汽車都是盤式制動。由于盤式制動器較鼓式制動器排水教容易，因此在較濕的情況下可以很好的工作，但著并不是說水對它沒有影響，確切說有影響。如果汽車駛過一水坑，然后你去使用制動器，在幾秒鐘內(nèi)，你的制動器將不能工作。盤式制動器可以更好的進(jìn)行氣流冷卻，這將增加它們的有效時間。一些高性能的盤式制動器的轉(zhuǎn)向盤鉆有小孔或開槽，這樣可以防止墊片老化（由于高溫而變硬化） 。早在 70 年代，盤式制動器已作為汽車上的標(biāo)準(zhǔn)零件。制動鼓制動鼓是一個很重的平頭柱體，他被夾在輪緣和輪轂之間，鼓的內(nèi)表面裝有制動蹄襯片，一旦開始制動，制動蹄承受促動力壓緊制動鼓的內(nèi)圓面而減緩車輪的旋轉(zhuǎn)。制動鼓外表面通常覆蓋著散熱片，以更好的冷卻。但它們的內(nèi)部卻得不到冷卻，因為一旦水進(jìn)入通風(fēng)管道的冷卻孔，會使制動性能大大的下降。在大多數(shù)老式的汽車上都可以見到制動鼓，但是它們正在被后輪盤式制動器快速的替代。在 70 年代前期，大多數(shù)汽車采用四個輪全是鼓式制動這種典型的裝備，制動鉗制動鉗象 C 鉗子一樣將摩擦塊壓緊轉(zhuǎn)動盤，它跨立于轉(zhuǎn)向盤上，并包含輔助缸或者說是制動輪缸的活塞。制動鉗被安裝在 各個輪的懸架上，制動鉗通常安裝在車軸上，將車輪的扭轉(zhuǎn)力矩傳給汽車底盤。制動油管將制動鉗連到有制動主缸控制的制動拉桿上。各個制動鉗上都裝有放氣閥，將油液中的氣泡從系統(tǒng)中排除。 滑動鉗盤式制動器是最為普遍的類型，在制動時它的制動鉗可以做輕微的軸向滑動，這是由于制動塊的移動（跟制動鉗相關(guān)） 。一些制動鉗包含兩個或四個獨立的活塞。這些制動鉗必須恰當(dāng)固定，如，鉗體不可以做軸向滑動，而有每個轉(zhuǎn)向盤上的活塞軸向運動，這種也叫做“雙式或雙活塞式制動鉗” ，在許多高性能的汽車上得到廣泛應(yīng)用。制動輪缸制動輪缸，也叫“輔助”輪缸，在其內(nèi)有一可滑動活塞，將液體的壓力能轉(zhuǎn)化為機械能。在缸內(nèi)，作用于活塞上的液體壓力使制動蹄或制動片壓向制動鼓或制動盤的表面。每個車輪都有一個輪缸（一些系統(tǒng)甚至有多個） ，鼓式制動器輪缸一般有金屬殼體、活塞復(fù)位彈簧、兩個活塞、兩個橡膠圈或密封墊，和兩個用來防止灰塵和水進(jìn)入的橡膠墊組成。這種類型的輪缸安裝有推桿，通過橡膠墊從活塞的外端伸出，固定并壓住制動蹄。在盤式制動器中，制動輪缸安裝在制動鉗內(nèi)。所有的輪缸都裝有放氣閥，以便及時清除系統(tǒng)中的氣泡。當(dāng)踏下制動踏板，拉動主缸活塞壓著各輪的制動回路和輔缸中的制動液。油液帶動輪缸的活塞運動，推使制動蹄和制動片壓向制動盤或制動鼓。當(dāng)放開制動力，鼓式制動器中的復(fù)位彈簧將活塞拉回復(fù)位。盤式制動器中，制動鉗的活塞密封臺圈可使活塞慢慢回位，同時，還可以清潔表面以降低摩擦阻力。駐車制動駐車制動（有時也叫做緊急制動）是一個活動纜繩來控制制動器從而使機車制動。駐車制動激活后輪制動器。通常由一纜繩鏈接（機械式）代替液壓來控制制動蹄或制動片壓向制動盤或制動鼓制動。通過操縱桿或壓桿按鈕來放開制動蹄。大多數(shù)駐車制動系統(tǒng)是自動調(diào)節(jié)裝置。有一調(diào)節(jié)器來彌補制動蹄的磨損。在許多汽車上，在制動蹄磨損或新?lián)Q的情況下，駐車制動可以進(jìn)行重新調(diào)整。在汽車行駛中，通常通過重復(fù)使用駐車制動系統(tǒng)來進(jìn)行調(diào)整。當(dāng)您架車上山時，駐車系統(tǒng)是非常有用的：如若您駕駛一輛手動轉(zhuǎn)向的汽車，且行駛至停到一個斜面上，您可能會意識到，您沒有足夠的腳來同時控制離合器、制動器、和油門。換句話說，當(dāng)你重新啟動時，汽車很可能會輕輕得向后倒退，如果這時正好有車在您的后面行駛，那么將會出問題了。在這種情況下，駐車制動將很有用：停車時使用駐車制動。當(dāng)你再次起動時，放開離合器同時踩下油門，然后松開駐車制動。這樣你就不必將左腳不停得從制動器到離合器，你的右腳從離合器到油門了。只需稍加練習(xí)，你就可以輕松得做到了。此外，如果您在山坡上某人的后方行駛，記住，要給對方留出向后倒退的空間，尤其是對卡車。有些車可能沒有駐車制動的放松裝置，只能在汽車行駛后或倒車時自動松開。記住，定期檢查并將您的駐車制動保持在良好的狀態(tài)是一個很好的辦法，它可能在你的主制動系統(tǒng)失靈時挽救你的性命！The Brake Systemhttp://www.vibig.net/The braking system is the most important system in your car. If your brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of your vehicle into thermal energy (heat). When you step on the brakes, you command a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. In modern systems, the master cylinder is power-assisted by the engine. All newer cars have dual systems, with two wheels' brakes operated by each subsystem. That way, if one subsystem fails, the other can provide reasonably adequate braking power. Safety systems like this make modern brakes more complex, but also much safer than earlier braking systems. The brake system is composed of the following basic components: The "master cylinder" which is located under the hood, and is directly connected to the brake pedal, converts your foot's mechanical pressure into hydraulic pressure. Steel "brake lines" and flexible "brake hoses" connect the master cylinder to the "slave cylinders" located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. "Shoes" and "pads" are pushed by the slave cylinders to contact the "drums" and "rotors" thus causing drag, which (hopefully) slows the car. In recent years, brakes have changed greatly in design. Disc brakes, used for years for front wheel applications, are fast replacing drum brakes on the rear wheels of modern cars. This is generally due to their simpler design, lighter weight and better braking performance. The greatest advantage of disc brakes is that they provide significantly better resistance to "brake fade" compared to drum type braking systems. Brake fade is a temporary condition caused by high temperatures generated by repeated hard braking. It occurs when the pads or shoes "glaze" due to the great pressure and heat of hard use. Once they cool, the condition subsides. Disc brakes allow greater air ventilation (cooling) compared to drum brakes. Drum brakes are not internally ventilated because if they were, water could accumulate in them. Disc brakes can rapidly fling off any water that they are exposed to, and so they can be well ventilated. "Boosters" are present in "power brake" systems, and use the engine's energy to add pressure to the master cylinder. "Anti-lock" (ABS) systems, originally developed for aircraft braking systems, use computer controlled valves to limit the pressure delivered to each slave cylinder. If a wheel locks up, steering input cannot affect the car's direction. With ABS, no matter how hard the pedal is pressed, each wheel is prevented from locking up. This prevents skidding (and allows the driver to steer while panic-braking). As impressive as these advances are, the basic process of converting a vehicle's momentum into (wasted) heat energy has not changed since the days of the horse and buggy. To stop a horse drawn carriage, the driver would pull on a lever which would rub on the wheel. But today, with the advent of regenerating brakes on electric vehicles, new ways of recapturing this lost energy are being developed. In these types of electric cars, when you step on the brakes, the motor switches into "generator mode", and stores the car's momentum as chemical energy in the battery, to be used again when the light turns green! Disc Brakes Disc brakes use a clamping action to produce friction between the "rotor" and the "pads" mounted in the "caliper" attached to the suspension members. Inside the calipers, pistons press against the pads due to pressure generated in the master cylinder. The pads then rub against the rotor, slowing the vehicle. Disc brakes work using much the same basic principle as the brakes on a bicycle; as the caliper pinches the wheel with pads on both sides, it slows the bicycle. Disc brakes offer higher performance braking, simpler design, lighter weight, and better resistance to water interference than drum brakes. Disc brakes, like many automotive innovations, were originally developed for auto racing, but are now standard equipment on virtually every car made. On most cars, the front brakes are of the disc type, and the rear brakes are of the "drum" type. Drum brakes use two semi-circular shoes to press outward against the inner surfaces of a steel drum. Older cars often had drum brakes on all four wheels, and many new cars now have 4-wheel disc brakes. Because disc brakes can fling off water more easily than drum brakes, they work much better in wet conditions. This is not to say that water does not affect them, it definitely does. If you splash through a puddle and then try to apply the brakes, your brakes may not work at all for a few seconds! Disc brakes also allow better airflow cooling, which also increases their effectiveness. Some high performance disc brakes have drilled or slotted holes through the face of the rotor, which helps to prevent the pads from "glazing" (becoming hardened due to heat). Disc brakes were introduced as standard equipment on most cars in the early seventies. Brake Drums The brake drum is a heavy flat-topped cylinder, which is sandwiched between the wheel rim and the wheel hub. The inside surface of the drum is acted upon by the linings of the brake shoes. When the brakes are applied, the brake shoes are forced into contact with the inside surface of the brake drums to slow the rotation of the wheels. The drums are usually covered with fins on their outer surfaces to increase cooling. They are not cooled internally, because water could enter through the air vent cooling holes and braking would then be greatly impaired. Drum brakes are found on the rear wheels of most older cars, but they are increasingly being fazed out in favor of rear disc brakes. Drum brakes were standard equipment on all four wheels of most cars until the early 70's. Brake Calipers The caliper works like a C-clamp to pinch the pads onto the rotor. It straddles the rotor and contains the hydraulic "slave cylinder" or "wheel cylinder" piston(s). One caliper is mounted to the suspension members on each wheel. The caliper is usually mounted onto the spindle, allowing it to deliver the torsional force of the wheel to the chassis via the control arms. Brake hoses connect the caliper to the brake lines leading to the master cylinder. A "bleeder valve" is located on each caliper to allow air bubbles to be purged from the system. "Floating caliper" disc brakes, the most common variety, allow the caliper to move from side to side slightly when the brakes are applied. This is because only one pad moves (in relation to the caliper). Some calipers contain two or four seperate pistons. These calipers are fixed in place; i.e., there is no lateral movement like the floating caliper, the pistons take up the slack on each side of the rotor. These are called "dual cylinder" or "dual piston" calipers, and are standard equipment on many performance cars. Wheel (Slave) CylinderWheel cylinders, also called the "slave" cylinders, are cylinders in which movable piston(s) convert hydraulic brake fluid pressure into mechanical force. Hydraulic pressure against the piston(s) within the wheel cylinder forces the brake shoes or pads against the machined surfaces of the drum or rotor. There is one cylinder (or more in some systems) for each wheel. Drum brake wheel cylinders are usually made up of a cylindrical casting, an internal compression spring, two pistons, two rubber cups or seals, and two rubber boots to prevent entry of dirt and water. This type of wheel cylinder is fitted with push rods that extend from the outer side of each piston through a rubber boot, where they bear against the brake shoes. In disc brakes, the wheel cylinder is built into the caliper. All wheel cylinders have bleeder screws (or bleeder valves) to allow the system to be purged of air bubbles. As the brake pedal is depressed, it moves pistons within the master cylinder, pressurizing the brake fluid in the brake lines and slave cylinders at each wheel. The fluid pressure causes the wheel cylinders' pistons to move, which forces the shoes or pads against the brake drums or rotors. Drum brakes use return springs to pull the pistons back away from the drum when the pressure is released. On disc brakes, the calipers' piston seals are designed to retract the piston slightly, thus allowing the pads to clear the rotor and thereby reduce rolling friction. Parking (Emergency) BrakesThe parking brake (sometimes called the emergency brake) is a cable-activated system used to hold the brakes continuously in the applied position. The parking brake activates the brakes on the rear wheels. Instead of hydraulic pressure, a cable (mechanical) linkage is used to engage the brake shoes or discs. When the parking-brake pedal is pressed (or, in many cars, a hand lever is pulled), a steel cable draws the brake shoes or pads firmly against the drums or rotors. The release lever or button slackens the cables and disengages the brake shoes. The parking brake is self adjusting on most systems. An automatic adjuster compensates for lining (brake shoe) wear. On many cars, the parking brake is used to re-adjust the brake shoes as they wear in, or when the shoes are replaced. In these systems, the adjustment is made by repeatedly applying the parking brake while backing up. The parking brake can be useful while driving up hills: If you're driving a manual transmission car, and you pull up to a stop on an incline, you might notice that you don't have enough feet to operate the clutch, brake, and gas at the same time. In other words, you will likely roll backwards slightly while getting started again. If a someone pulls up right behind you, this can be a problem. Your parking brake is useful in this situation: Apply the parking brake after you stop. When you want to go, release the clutch while pressing the gas, and release the parking brake. This keeps you from having to quickly switch your left foot from the brake to the clutch, or your right foot from the brake to the gas pedal. A little practice, and you'll be able to do it smoothly. Also, remember if you pull up behind someone who is stopped on a hill, give them extra room to roll back a little. Especially if it's a truck. Some cars have no parking brake release! They automatically release the parking brake when the car is placed in drive or reverse. Remember, it's a good idea to test the parking brake periodically and keep it in good condition. It may save your life if the main braking system fails!http://www.vibig.net/Article_Show.asp?ArticleID=689制動系統(tǒng)在您的汽車?yán)铮苿酉到y(tǒng)是最重要的系統(tǒng)。如果您的制動器失靈，那么后果是災(zāi)難性的。制動器實際上是能量轉(zhuǎn)換設(shè)備，可以將汽車的動能轉(zhuǎn)化為熱能。當(dāng)你踩下制動器，你便擁有一個比起動你的汽車是強十倍的制動力。制動系統(tǒng)對每個制動件施加的達(dá)數(shù)以萬計磅的壓力。在現(xiàn)代的汽車制動系統(tǒng)中，制動主缸由發(fā)動機供給能量。所有更新型的汽車都有雙回路制動系統(tǒng)，和每個輪的從動制動系統(tǒng)。那樣的情況下，如果一個系統(tǒng)失敗，另一個將會提供合理充足的制動力，像這樣的安全，可靠的制動系統(tǒng)，使得現(xiàn)代汽車制動系統(tǒng)變得更加復(fù)雜，但是比早期的制動系統(tǒng)更加安全了。制動系統(tǒng)由以下基本元件組成：位于保護(hù)罩下的制動主缸，他直接與制動踏板相連，將腳踏力轉(zhuǎn)化為液體壓力。將制動主缸和位于每個車輪的輪缸連接到一起的剛性油桿和制動軟管，和經(jīng)過特殊處理用以這種特殊環(huán)境下的制動油液。制動液和制動鉗，它們由輪缸直接拉緊制動鼓和制動盤從而產(chǎn)生阻力，以降低車速。今年來，制動器在設(shè)計上有了很大的變化。盤式制動器，近些年來多用與前輪制動，正在快速地替代了用于汽車后輪的鼓式制動器。這大體由于它的更為簡單的設(shè)計、更輕的重量和更好的制動性能。盤式制動器相對于鼓式最大的優(yōu)點是能更有效的防止制動效能衰退。效能衰退是一種長期在剎車引起的高溫等惡劣環(huán)境下工作而引起的臨時狀況，它通常發(fā)生在當(dāng)制動鉗和制動蹄由于高溫、高壓等環(huán)境下應(yīng)用而變的光滑。相對于鼓式制動器，盤式可以更好得實現(xiàn)空氣冷卻，而鼓式不能進(jìn)行不斷的冷卻，因為不斷地冷卻會導(dǎo)致浸水過多。而盤式浸水后會很快恢復(fù)正常，因此也可以進(jìn)行多次水冷?！爸ζ鳌睉?yīng)用在動力制動系統(tǒng)，用發(fā)動機的能量來對制動主缸施加壓力。 “防抱死系統(tǒng)” ，最初應(yīng)用在航空制動系統(tǒng)，是用計算機控制著閥體來對每個制動輪缸增減壓力。如果有一輪抱死，汽車將失去轉(zhuǎn)向能力。有了 ABS 防抱死系統(tǒng)，不論制動踏板的力有多大，每個輪都不會抱死，這樣將會防止滑動（提高駕駛員在緊急剎車時的操縱穩(wěn)定性） 。同這些先進(jìn)的系統(tǒng)原理一樣的是，在那些馬拉車和兒童車的年代，將車輛的動能轉(zhuǎn)化為熱能這個基本過程。為了使馬車停止，駕車者應(yīng)拉動摩擦車輪的拉桿。但是今天，由于電動機車蓄能制動器的發(fā)展，回收這種浪費的能量的新方式正在被開發(fā)。在這類電力車中，當(dāng)踩下制動器，機車將進(jìn)入到“發(fā)電模式” ，并將汽車的動能以化學(xué)能的方式存儲在電池組內(nèi)，等到綠燈亮了都可以再次使用。盤式制動器盤式制動器就是用夾緊力使轉(zhuǎn)動盤和安裝在懸架上的制動鉗內(nèi)的墊片壓向轉(zhuǎn)動盤，從而使車速減低。盤式制動器的制動原理同自行車剎車的原理相似，夾緊制動鉗，使墊片夾緊車輪，從而使自行車減速。盤式制動器提供更高的剎車性能、更加簡單的設(shè)計、更輕的重量和較鼓式制動器性能更好的抗水性能。盤式制動器，跟汽車的其他創(chuàng)新一樣，最初是為了跑車開發(fā)的，但是現(xiàn)在成了每輛汽車的標(biāo)準(zhǔn)零件。大多數(shù)汽車上，前輪為盤式制動，后輪是鼓式制動。鼓式制動用兩個半圓形的制動蹄壓在制動鼓的內(nèi)圓面上制動。更老式的汽車通常四個輪全為鼓式制動，而現(xiàn)代的許多汽車都是盤式制動。由于盤式制動器較鼓式制動器排水教容易，因此在較濕的情況下可以很好的工作，但著并不是說水對它沒有影響，確切說有影響。如果汽車駛過一水坑，然后你去使用制動器，在幾秒鐘內(nèi)，你的制動器將不能工作。盤式制動器可以更好的進(jìn)行氣流冷卻，這將增加它們的有效時間。一些高性能的盤式制動器的轉(zhuǎn)向盤鉆有小孔或開槽，這樣可以防止墊片老化（由于高溫而變硬化） 。早在 70 年代，盤式制動器已作為汽車上的標(biāo)準(zhǔn)零件。制動鼓制動鼓是一個很重的平頭柱體，他被夾在輪緣和輪轂之間，鼓的內(nèi)表面裝有制動蹄襯片，一旦開始制動，制動蹄承受促動力壓緊制動鼓的內(nèi)圓面而減緩車輪的旋轉(zhuǎn)。制動鼓外表面通常覆蓋著散熱片，以更好的冷卻。但它們的內(nèi)部卻得不到冷卻，因為一旦水進(jìn)入通風(fēng)管道的冷卻孔，會使制動性能大大的下降。在大多數(shù)老式的汽車上都可以見到制動鼓，但是它們正在被后輪盤式制動器快速的替代。在 70 年代前期，大多數(shù)汽車采用四個輪全是鼓式制動這種典型的裝備，制動鉗制動鉗象 C 鉗子一樣將摩擦塊壓緊轉(zhuǎn)動盤，它跨立于轉(zhuǎn)向盤上，并包含輔助缸或者說是制動輪缸的活塞。制動鉗被安裝在 各個輪的懸架上，制動鉗通常安裝在車軸上，將車輪的扭轉(zhuǎn)力矩傳給汽車底盤。制動油管將制動鉗連到有制動主缸控制的制動拉桿上。各個制動鉗上都裝有放氣閥，將油液中的氣泡從系統(tǒng)中排除。 滑動鉗盤式制動器是最為普遍的類型，在制動時它的制動鉗可以做輕微的軸向滑動，這是由于制動塊的移動（跟制動鉗相關(guān)） 。一些制動鉗包含兩個或四個獨立的活塞。這些制動鉗必須恰當(dāng)固定，如，鉗體不可以做軸向滑動，而有每個轉(zhuǎn)向盤上的活塞軸向運動，這種也叫做“雙式或雙活塞式制動鉗” ，在許多高性能的汽車上得到廣泛應(yīng)用。制動輪缸制動輪缸，也叫“輔助”輪缸，在其內(nèi)有一可滑動活塞，將液體的壓力能轉(zhuǎn)化為機械能。在缸內(nèi)，作用于活塞上的液體壓力使制動蹄或制動片壓向制動鼓或制動盤的表面。每個車輪都有一個輪缸（一些系統(tǒng)甚至有多個） ，鼓式制動器輪缸一般有金屬殼體、活塞復(fù)位彈簧、兩個活塞、兩個橡膠圈或密封墊，和兩個用來防止灰塵和水進(jìn)入的橡膠墊組成。這種類型的輪缸安裝有推桿，通過橡膠墊從活塞的外端伸出，固定并壓住制動蹄。在盤式制動器中，制動輪缸安裝在制動鉗內(nèi)。所有的輪缸都裝有放氣閥，以便及時清除系統(tǒng)中的氣泡。當(dāng)踏下制動踏板，拉動主缸活塞壓著各輪的制動回路和輔缸中的制動液。油液帶動輪缸的活塞運動，推使制動蹄和制動片壓向制動盤或制動鼓。當(dāng)放開制動力，鼓式制動器中的復(fù)位彈簧將活塞拉回復(fù)位。盤式制動器中，制動鉗的活塞密封臺圈可使活塞慢慢回位，同時，還可以清潔表面以降低摩擦阻力。駐車制動駐車制動（有時也叫做緊急制動）是一個活動纜繩來控制制動器從而使機車制動。駐車制動激活后輪制動器。通常由一纜繩鏈接（機械式）代替液壓來控制制動蹄或制動片壓向制動盤或制動鼓制動。通過操縱桿或壓桿按鈕來放開制動蹄。大多數(shù)駐車制動系統(tǒng)是自動調(diào)節(jié)裝置。有一調(diào)節(jié)器來彌補制動蹄的磨損。在許多汽車上，在制動蹄磨損或新?lián)Q的情況下，駐車制動可以進(jìn)行重新調(diào)整。在汽車行駛中，通常通過重復(fù)使用駐車制動系統(tǒng)來進(jìn)行調(diào)整。當(dāng)您架車上山時，駐車系統(tǒng)是非常有用的：如若您駕駛一輛手動轉(zhuǎn)向的汽車，且行駛至停到一個斜面上，您可能會意識到，您沒有足夠的腳來同時控制離合器、制動器、和油門。換句話說，當(dāng)你重新啟動時，汽車很可能會輕輕得向后倒退，如果這時正好有車在您的后面行駛，那么將會出問題了。在這種情況下，駐車制動將很有用：停車時使用駐車制動。當(dāng)你再次起動時，放開離合器同時踩下油門，然后松開駐車制動。這樣你就不必將左腳不停得從制動器到離合器，你的右腳從離合器到油門了。只需稍加練習(xí)，你就可以輕松得做到了。此外，如果您在山坡上某人的后方行駛，記住，要給對方留出向后倒退的空間，尤其是對卡車。有些車可能沒有駐車制動的放松裝置，只能在汽車行駛后或倒車時自動松開。記住，定期檢查并將您的駐車制動保持在良好的狀態(tài)是一個很好的辦法，它可能在你的主制動系統(tǒng)失靈時挽救你的性命！