AD-AlIu 336 ARMY MOBILITY EQUIPMENT RESEARCH AND DEVELOPMENT COMM-ETC F/6 11/8NEW APPROACH FOR REPLAC ING BR AKE FLUID IN MILITARY VEHICLES, (U)MAR 82 C C CHAP IN , J H CONLEY, R G JAMISON

UNCLASSIFIED MERADCOM-2353

1112 11125L1-1 , 1 W, 1122i

I i'

1AD

Report 2353

NEW APPROACH FOR REPLACING BRAKE FLUID

IN MILITARY VEHICLES

by

Charles C. ChapinJames H. Conley

andRobert G. Jamison

March 1982

Approved for public release; distribution unlimited.

o . U.S. ARMY MOBILITY EQUIPMENT

RESEARCH AND DEVELOPMENT COMMANDFORT BELVOIR, VIRGINIA

_....... ..........111111....... ..

Destroy this report when it is no longer needed.Do not return it to the originator.

The citation in this report of trade names of commerciallyavailable products does not constitute official endorsementor approval of the use of such products.

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2353 60-A ? 3-6

4. TITLE (end Subtitle) S. TYPE OF REPORT & PERIOD COVERED

NEW APPROACH FOR REPLACING BRAKE FLUID

IN MILITARY VEHICLES 6. PERFORMING ORG. REPORT NUMBER

7. AUTHOR(&) S. CONTRACT OR GRANT NUMBER(.)

Charles C. ChapinJames H. ConleyRobert G. Jamison

9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT, PROJECT, TASKFuels & Lubs Div, DRDME-GL: Energy & Water Res Lab: AREA & WORK UNIT NUMBERS

U.S. Army Mobility Equipment Research andDevelopment Command; Fort Belvoir, Virginia 22060 A191A195221

I. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE

March 19821S. NUMBER OF PAGES

5514. MONITORING AGENCY NAME & ADDRESS(it dlfferent from Controfllin Office) IS. SECURITY CLASS. (of thM report)

Unclassified

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16. DISTRIBUTION STATEMENT (of tills Report)

Approved for public release; distribution unlimited.

17. DISTRIBUTION STATEMENT (of thle abstract entered in Block 20. If different from Report)

Il. SUPPLEMENTARY NOTES

IS. KEY WORDS (Contlnue oni reeree side Itnecessary end INentify by block number)

Silicone Brake Fluid Density InversionIsopycnic Density ReversalTwin Density 2-Ethyl HexanolPhase Inversion Flush/Fill ProcedurePhase Reversal Polyglycol Brake Fluids

WAMTRAACT ( m 4W ev sf N .eep Idemtif'r by block number);- A new method for converting military vehicles to silicone brake fluid has been developed.This method involves the us of an intermediate fluid to bring about a density inversion sothat when the silicone brake fluid is added to the system, the polyglycol/solvent (2-Ethylhexanol- 2-+H) layer is displaced by the silicone fluid. The method has been tested in lab-oratory experiments as well as in several different types of vehicles.

t(Contlnued)

0 I 10I3 0ToO 1NOVG Z IS OSOL ETE I!N('IASSII:IP )SIECU"TY CLASSIFICATtor OF TNtS IAGE (Whe t. flt Entered)

UNCLASSIFIED'-' SECURtITY CLASSIFICATION OF THIS PAGE(Whae Data Bn amtd)

(Block 20 (Cont'd))

'--The use of this method, which is very effective at polyglycol removal, can be expected toincrease the drop in maintenance costs (primarily due to component corrosion). In addition,the fluid remaining in the system after conversion has a very high vapor lock temperature andis functional at low temperatures.

UNCLASSIFIED

SECURITY CLASSIFICATION OF THIS PAGE("*Ien Date nteted)

PREFACE

The 310th Theatre Army Area Command Group cooperated and assistedMERADCOM by providing the 21 -ton test vehicles promptly.

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CONTENTS

Section Title Page

PREFACE Iii

ILLUSTRATIONS iv

TABLES v

I INTRODUCTION 1

II APPROACH 4

III DESCRIPTION OF TESTS

1. Air Flushing 42. Solvent Addition 53. Wheel Cylinders and Plexiglass Windows 74. Mock-up of a Brake System 75. Caliper Experiments 76. Used Wheel Cylinder 77. Administrative Vehicle Test 78. Demonstration of the Method 8

IV RESULTS OF TESTS

9. Air Flushing 810. Solvent Addition 911. Wheel Cylinders and Plexiglass Windows (5-Ton Wheel Cylinder) 912. Mock-up of a Brake System 913. Caliper Experiments 914. Used Wheel Cylinders 915. Conversion of an Administrative Vehicle 111A. Demonstration of the Method 1117. Miscellaneous Testing 11

V CONCLUSIONS 16

APPENDICESA. WIPE-AND-CLEAN PROCEDURE FOR RETROFITTING 18

A CONVENTIONAL AUTOMOTIVE BRAKE SYSTEM WITHMIL-B-46176, BRAKE FLUID, SILICONE (BFS)

B. PROPERTIES OF 2-ETHYL HEXANOL 19

C. GAS CHROMATOGRAPHIC PROCEDURE FOR THE 20ANALYSIS OF 2-EH in BFS

D. CONVERSION PROCEDURES FOR VEHICLES 21

E. VEHICLES USED IN THIS TEST 25

F. LARGE-SCALE OPERATIONS 33

iv

7T4

TABLES

Table Title Page

1 Results of Air Flushing'(5-Ton Wheel Cylinder) 8

2 Results of Experiments with Wheel Cylinders Equipped with 10Plexiglass

3 Results of Mock-Up Experiments 10

4 Results of Solvent-Assisted Flush/Filling of an Administrative Truck 13

5 Fluid Analysis of Wheel Cylinders from H01 1 14

6 Critical Properties of Flush/Fluid 15

V

ILLUSTRATIONS

Figure Title Page

1 Cross-Sectional Diagrams of Wheel Cylinders Showing Location of 2Line and Bleeder Holes

2 The Phase Inversion Phenomenon 6

3 Driver Front Wheel Cylinder from HQ1 1 12

4 Comparison of Flush/Fill and Solvent-Assisted Flush/Fill Methods 17

E-1 HQ41, a 2%-Ton Vehicle Used in the Demonstration of the Method 26

E-2 HQ1 1, a 2/2-Ton Vehicle Used in the Dry Run of the Method 27

E-3 Attachment of Vent Hose to the Bleeder Valve 28

E-4 The Bleeding Process 29

E-5 Attachment of Pressure Bleeding Apparatus to Master Cylinder 30

E-6 Pressure Pot Attached to Master Cylinder During Bleeding Process 31

E-7 Regulator Used to Reduce Line Pressure to 40 lb/in.2 32

vi

NEW APPROACH FOR REPLACING BRAKE FLUID IN

MILITARY VEHICLES

1. INTRODUCTION

The U.S. Army has been using three different automotive hydraulic brake fluidscovered by Federal Specification VV-B-680 for use in all Tank-Automotive Equip-ment (temperate-tropical areas), Military Specification MIL-H-13910 for arctic use,and Military Specification MIL-P-46046 for preservative use.' These polyglycol andcastor oil type fluids are hygroscopic and absorb water while in use which adverselyaffects their performance by lowering the vapor lock temperature, by increasing thelow temperature viscosity, and by contributing to component corrosion. A sludge isproduced as a result of this corrosion, which can lead to cup scoring with subsequentfluid leakage and wheel cylinder failure.

In 1967, the U.S. Army began the development of a single multipurpose silicone-based brake fluid which would overcome the absorption of water exhibited by theconventional polyglycol fluids as well as provide all-weather and preservative pro-perties. Thus, this one fluid, which replaces the three existing fluids can reducelogistics and maintenance costs. Any vehicle using this fluid will be ready for use inany geographical area, at a moment's notice. Thus, vehicles could be moved fromthe tropics to the arctic or could be put into storage without requiring any other (cur-rent) brake system maintenance procedures. 2

Brake Fluid, Silicone (BFS) Military Specification (MIL-B-46176), which wasdeveloped by MERADCOM3 in conjunction with industry, was approved for Armyuse, in 1980. All tactical vehicles, administrative use vehicles, commercially pro-cured vehicles, construction equipment, and material-handling equipment whichcurrently use polyglycol-type fluids will be converted to BFS. This conversion beganin July 1981.

t Federal Specification VV-B-W0, Brake Fluid, Automotive. 20 July 72; Military Specification MIL-H-13910. HydraulicFluid, Polar Type, Automotive. All Weather. 3 Feb 67; Military Specification MIL-P-46046, Preservative Fluid. AutomotiveBrake System and Components, 26 Aug 64.

2Conley, J. H. and Jamison, R. A., Army Experience with Silicone Brake Fluids, S.A.E. Technical Paper Series No. 780660.1978.3MIL-B-46176, Brake Fluid, Silicone, Automotive. All Weather, Operational and Preservative. 27 Mar 78.

--- BLEEDER

M-151 WHEEL CYLINDERFILL LINE

- BLEEDER

M-880 REAR WHEEL CYLINDERON FILL LINE

SBLEEDER---- FILL LINE

M-880 FRONT DISC CALIPER

- BLEEDER

M-812 WHEEL CYLINDER --*-FILL LINE

Figure 1. Cross-Sectional Diagrams of Wheal Cylinders Showing Location of Line and Bleeder Holes.

2

J

The wipe and clean procedure (Appendix A) for conversion, which was suc-cessfully tested at Yuma Proving Grounds, Arctic Field Test Center, and PanamaTropic Test Center4

S and was the recommended conversion method, was found tobe unacceptable due to the labor intensiveness of the procedure, its implications tomanpower requirements, and cost.

An alternate method 6 for this brake fluid replacement, flush, and fill(TB43-0002-87) was considered to be a viable method based on these same con-siderations. A straight flush and fill method was tested by MERADCOM' andfound to be inefficient. This was due to the following interdependent reasons:

a. The geometry of the wheel cylinders (with the bleeder valves at top).

b. The immiscibility of two types of fluids.

c. The lower density of the silicone relative to the current polyglycol fluid).

Figure I shows a cross section of each of the wheel cylinders and a caliper. Theinlet lines and bleeder valves are indicated. The bleeder valves are always positionedat the uppermost point in the wheel cylinder to allow the lower density air to be bledfrom the system (the air rises to the top and out of the valve).

When a brake system containing polyglycol fluids is flush-filled with the siliconefluid, the silicone does not displace the fluid at the bottom of the wheel cylinders andcalipers. The net result is that the silicone fluid overlayers the polyglycol fluid givinga liquid binary phase system. The two fluids do form a semi-stable emulsion butthere is not sufficient turbulence under these conditions at the bottom of thecylinders for emulsion formation to take place.

-his project was initiated for the purpose of addressing the problem of in-complete replacement of glycol fluid by the new silicone fluid in automotivehydraulic brake systems. The primary objective was to develop a method whichwould effect total polyglycol removal so that a greater degree of the benefits of thenew fluid could be obtained. This method could potentially be used by maintenancepersonnel Army-wide. It must then be as simple as possible and should not deviategreatly from established brake-bleeding procedures.4Conley. J. H., and Jamison, R., Silicone Brake Fluids: One Year Field Test. MERADCOM Report No. 2132, February 1975.5Conley. J. H.. Jamison, R. and Jordan. C. B. Silicone Brake Fluids: Two Year Field Test, MERADCOM Report No. 2169,January 1976.

6TH43-o002-8-7. DA Technical Bulletin, Brake Fluid. Silicone (BFS) Conversion Procedures for Tank-Automotive Equipment.7 MERADCOM Letter Report. Evaluation of Flush-Fill Procedures for Silicone Brake Fluid (BFS) Retrofit. DRDME-GL,6 Oct 80.

3

1I. APPROACH

The approach used in this study was the use of an intermediate solvent to assist inthe removal of the polyglycol. Such a solvent would need to be a cosolvent forsilicones and polyglycols, must be inexpensive, must have a low freezing point, musthave a high boiling point, and must be non-toxic and not hygroscopic. In addition,the intermediate fluid should preferentially dissolve the polyglycol in a system con-sisting of all three fluids (which is the case when the silicone is being added to thesystem). This phase behavior for the multicomponent system would be satisfied by acosolvent which preferred the polyglycol. Solvents for silicones were then screenedfor use and evaluated against other physical properties (boiling point, toxicity, etc.).

The identification of the system during the conversion process as being amulticomponent binary phase system led to the possibility of making use of a pro-perty of some of these systems that is the possible existence of an isopycnic or twindensity tie line.' ' This approach would be made feasible by tne selection of an ap-propriate intermediate solvent which would induce a reversal of the phases so thatthe polyglycol would then float on the silicone instead of the silicone floating on theglycol. This intermediate fluid (in this case 2-ethyl hexanol (2-EH)) was screenedwith respect to the other properties and by its density relative to the silicones andglycols. (Appendix B gives the properties for 2-EH.) Many fluids were screened butno other fluid was found which was superior to the 2-EH with respect to all of theconcerns.

III. DESCRIPTION OF TESTS

1. Air Flushing. The following procedure was performed.

a. Apparatus. A wheel cylinder from a 5-ton truck with a spring, cups, andpistons was mounted in a vise and copper tubing was connected from the inlet to asyringe which had a three-way valve connected to it. The syringe allowed filling ofthe wheel cylinder from a reservoir. A vent tube was attached to the bleeder valve ofthe wheel cylinder and directed to the drain.

b. Experimental. This system was used to assess the utility of air flushing forpolyglycol removal. Water was used, initially, to check for leaks in the system.

8Francis, A. W., Isopycnics and Twin Density Lines, Ind. Eng. Chem., 48, 12,2789, 1953.

9 Francis A. W., Insolubilities of Inorganic and Organic Compounds. A. Seidell and W. Linke. eds., Suppl. to 3rd ed.. NewYork, P. Van Nostrand. ed., 1952.

4

2. Solvent Addition.

a. Experimental. A solvent known to be miscible with silicones was selected(2-ethyl hexanol, 2-EH) and I ml was added to I ml of a polyglycol brake fluid. Thetwo were miscible. To this mixture, after shaking, was added 1 ml of BFS. The BFSwent to the bottom of the test tube and retained its color. Upon vigorousshaking,the mixture was found to form an emulsion which settled after about 20 mininto two distinct layers. The top layer was not transparent (a possible micro-emulsion) but, after sitting overnight, it was clear. Gas chromatographic analysis(Appendix C) of the layers revealed that the bulk of the polyglycol and solvent werein the yellowish upper phase, and that a small portion was in the lower clear phase(the dye from the BFS went into the polyglycol/2-EH layer). The 2-EH was testedand found to dissolve the silicone brake fluid (Figure 2).

b. The Phase Inversion Phenomenon (Figure 2). A = polyglycol fluid;B = silicone fluid; C = poiyglycol after addition of silicone; D = 2-Ethyl Hexanol(2-EH); E = after mixing polyglycol with 2-EH and then adding silicone brakefluid. E is a multicomponent binary phase system which for the purposes of thisstudy is treated as a ternary system consisting of (1) polyglycol; (2) 2-EH; (3) BFS. Itsometimes happens that a tie line exists in these systems for which the densities of thetwo phases are equal. One author'0 makes the distinction between multicomponentand ternary component systems in his definition of this tie line because in the case ofth. multicomponent system this tie line is not a straight line, whereas in the ternarysystems, it is. He calls the tie line an isopycnic tie line for a ternary system and a twindensity tie line for multicomponent systems. For the purposes of this study, the ex-act position or the shape of this twin density tie line is not important, only that it ex-ists (that a solvent can be found which generates a twin density tie line) for thissystem and that it can be passed (by adding 2-EH to the system). Once the polyglycolis diluted past the twin density tie line, addition of BFS to the system results in twophases, or if a sufficient amount of polyglycol has been removed, a single phase.Since the 2-EH is a solvent for the silicone (but is less dense), it will either simply goo :t the bleeder or dissolve and be available for flushing out of the system by dilu-tion. E represents flushing by displacement.

IOFrancis A. W., Isopycniu' and Twin Density Line., Ind. F[ng. (hem., 48, 12, 2789, 1953.

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3. Wheel Cylinders and Plexiglass Windows.

a. Apparatus. For the purpose of' visually observing the mixing, a wheelcylinder from a 5-ton vehicle was equipped with end plates made of plexiglass andbolted in place to provide a fluid seal. The spring, pistons, and cups were removedfor viewing, and the dust boots were trimmed so that the window diameter was ap-pr oximately 1 / in. for easy viewing of the process. A lamp was placed at the rear ofthe assembly so that the interior of the cylinder was illuminated.

b. Experiments. The wheel cylinder was charged with polyglycol, and a seriesof experiments was performed for the purpose of determining the feasibility of themethod and ascertaining if effective mixing could be accomplished. The degree ofmixing, aeration of the fluids, and phase behavior were observed visually.

4. Mock-upi _.. a Brake System.

a. Apparatus. A system of six-wheel cylinders and a master cylinder was con-structed and they were connected with /-in, copper tubing. The wheel cylinderswere bolted to a bracket so that they could be bled properly.

b. Experiments. Systems of long and short lines were used, and differentflushing volumes of the density modifier were used to develop a method for eventualuse in a vehicle.

5. Caliper Experiments.

a. Apparatus. A caliper from a 1978 Dodge van (left front) was attached tothe master cylinder with a 3-ft line, and spacers were clamped into the caliper to fixthe internal volume at 90 ml.

6. Used Wheel Cylinders. A used wheel cylinder from a 5-ton truck was con-nected to the master cylinder, and flushing experiments were conducted to determinethe effect of the sludge and the extent of sludge removal in the process.

7. Administrative Vehicle Test.

a. Apparatus. This vehicle was selected because it had both wheel cylindersand calipers and because it had over 100,000 mi on it so it could be expected to be aworst-case test.

9

b. Test. A proposed procedure based on previous experiments was used (Ap-pendix D), and the vehicle was converted. This procedure involved purging thesystem with air, flushing the two rear wheels simultaneously, and then flushing eachcaliper with air and the 2-EH twice each. The vehicle was then pressure-bled withBFS. After brake pedal firmness was checked, the wheel cylinders and calipers wereremoved, the fluid collected (and analyzed), and the vehicle reassembled. Since thisprocedure was experimental, the system was changed back to polyglycol fluid.

8. Demonstration of the Method. A description of the vehicles used is given inAppendix E. The demonstration consisted of converting a 21/2-ton vehicle and a1 -ton vehicle (a 5-ton and an M880 were also available, had it been necessary). Asecond 22-ton vehicle was converted on a dry-run basis prior to the demonstrationto attempt to address any potential problems which might occur during thedemonstration.

IV. RESULTS OF TESTS

9. Air Flushing. After the wheel cylinder was filled with water and air applied(pressure unknown), a mist occurred dt the threads of the open bleeder valve. Theseare straight threads and do not provide a fluid seal. However, due to the lowerviscosity of the water as opposed to polyglycols and silicones, this problem did notoccur with these fluids. The results using three flushing techniques are given inTable 1. With air flushing and vacuum pulling, the residual glycol levels are veryhigh.

Table 1. Results of Air Flushing (5-Ton Wheel Cylinder)

Clinder Voltme Residual Glycol Rernaininw (lvcol(ml) (ml) 'o

Air Flush (Into Inlet) 85 51 3"

Reverse Flush (Into Bleeder) 85 8 9.4Vacuum (From Bleeder) 85 49 57.6

10

1l0. ohent -ddilion. I hIi. '-wcr mcnt Jc~ninst rated the densit inversion pro-ce, ilhe2 Ill. adi IIwi i . tr, rcduc- tile densitv of the polyglycol to such anC\tiit lnd in uch a manner i w !,on addition of tht silicone, two layers form withhe ,iliconc on thc bottom I lihi pienomenon provides a basis for effectivc glycol

replacenient, tihe mechanism of %thich is displacement as opposed to dilution. Acritical element in this approach is to achieve complete mixing of the densitymodifier NaIilh the pol'glbcol fluid especially a he lower part of the wheel cylinder(Figure 1). Since the denwitv o1 the 2-EH is less than that of the polyglycol, it wasassumed that mixing (of the density modifier with the polyglycol) would involve thesame problems as waith the polyglycol/BFS system, specifically, at the lower part ofthe wheel cylinders.

A diffusion controlled mixing method was thought to be insufficient based onthe relative densities and viscosities and on the test tube observation that mixing isnot immediate without agitation (and that it would not be feasible to agitate a vehi-cle positioned for conversion). Thus, air purging was used.

I. Wheel Cylinders and Plexiglass Windows (5-Ton Wheel Cylinder). Theresults of these experiments are outlined in Table 2. The air flushing method formixing was found to be effective in this system if the system is filled twice with thedensity modifier and then purged with air. Sufficient 2-EH remains in the wheelcylinder to reduce the density of the polyglycol so that it is less dense than that of thesilicone. No visible trace of the polyglycol remained in the system. These ex-peritnents established the feasibility of the method and determined that air flow wasthe method of choice for mixing the 2-EH/polyglycol in the wheel cylinder. Ill addi-tion. when the silicone was added to a wheel cylinder containing polyglycol whichhad been blown out with air, the aeration of the glycol was substantial and would beexpected to give spongy brakes.

12. Mock-up of a Brake System. The results of these tests are given in lable 3,and a simultaneous flushing technique was found to be fea-sible using this system.

13. Caliper Experiments. This experiment demonstrated that a single flushingwas not sufficient for disc brake calipers.

14. Used Wheel Cylinders. A used wheel cylinder from a 5-ton truck \\as Ilhishedwith 400 ml of 2-EH and emptied into a flask. After the addition of lt S ( (X) ml).the upper layer contained the particles of sludge broken loose b\ the air and theglycol/2-EH mixture. After the flask was shaken, a single la\er formed and ihcsludge, to some extent, appeared to break up the t'.o-phase ,,\ssten \%hen agitaled.

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15. Conversion of an Administrative Vehicle. Table 4 gives the results of theanalysis of the fluid from each wheel cylinder and caliper as well as the fluid used.Clearly, the method was found to be an effective method for replacement of glycolbrake fluids by BFS. The fluid in the vehicle after conversion passed the tests forMIL-B-46176.

16. Demonstration of the Method. The results of the analysis of the fluid fromthe 2 !2-ton vehicle used in the dry run test are given in Table 5. This vehicle wasselected for disassembly because when the system was purged with air initially, afluid with a distinctive red color was observed. This fluid could be a commercialbrake fluid, automatic transmission fluid, or MIL-H-6083. If it was either hydraulicfluid, then it would present problems for the operation of the vehicle (due to rubberswell). The method would work in any case, but excessive rubber swell could cause adangerous situation. No indication of this was observed upon disassembly of thewheel cylinder.

Additional sludge (Figure 3) from the walls of the wheel cylinder broke looseand drained out after removal of the dust boots, cups, pistons, and spring. Theobservation of a me'-""rable amount of glycol in one of the wheel cylinders is prob-ably due to ent- of the polyglycol fluid by the sludge, which could render itinaccessible to the solvent. In general, the fluids are clear and virtually no trace ofthe polyglycol remains. Although the method does remove some sludge, there is asubstantial amount remaining in the wheel cylinders adhering to the walls.

Driver front wheel cylinder from HQl 1 (Figure 3). The silicone fluid whichwas poured into the flask prior to disassembly shows a single layer. The glass dishcontains some of the sludge which was broken loose when the wheel cylinder wasopened. The interior of the cylinder shows additional sludge as do the pistons.

17. Miscellaneous Testing. Table 6 lists a summary of additional testing and eval-uation of the use of 2-EH as the flush fluid. I The parameters shown in the propertycolumn could have a critical effect on the performance of the silicone fluid afterconversion. For example, if an excessive residual amount of 2-EH remains in thesystem, excessive rubber swell could occur. Also, if an alternate fluid were usedwhich has a higher moisture absorption, then a larger amount of water could be ab-sorbed, and the problems associated with the water would occur. The elastomerswell is the most critical parameter, and the method has been designed to preclude,as much as possible, the occurrence of excessive amounts of 2-EH after conversion.

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V. CONCLUSIONS

It is concluded that: the use of a density modifier as an alternate mechanism forbrake fluid replacement has been developed and has been tested under laboratoryconditions as well as with military vehicles. The density modifier (2-EH) generates abinary phase system which exhibits an isopycnic tie line, and sufficient 2-EH is usedto pass this tie line so that a reversal of the phases occurs (Figure 4). This approachhas been found to be highly effective at polyglycol replacement but the mixing of thedensity modifier must be accomplished by the use of low pressure air flow. Thismechanism of fluid replacement is very effective. Further testing has establishedsuitable procedures for the conversion of the vehicles tested which included techni-ques to insure minimal residual contamination of the silicone with the 2-EH. Thefluid remaining in the system under these conditions has a high vapor-locktemperature, is functional at low temperatures, and is not hygroscopic.

Comparison of flush/fill and solvent-assisted flush/fill methods (Figure 4).A straight flush/fill method results in the situation on the lower left side where thewheel cylinders and calipers have residual polyglycol. The upper center and rightside of the diagram illustrate the solvent-assisted method. The system is purged ofthe bulk of the polyglycol with air (master cylinder, lines, and, to some degree, thewheel cylinders). The solvent (2-EH) is added at the master cylinder and flushedthrough the system with air. Continued application of the air for 60 s gives enoughmixing to reduce the density of the remaining polyglycol sufficiently so that uponaddition of the BFS, the situation in the lower right wheel cylinder occurs (andsubsequently after bleeding, the lower center situation exists).

19

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CURRENT MERADCOMMETHOD METHOD(STmG4P SMWBJTASWFLUMI-FILL FLUSN-FILL

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LYGLYCOL SILICONEBRAKE FLUID

Figure 4. Comparison of Flush/Fill and Solvent Assisted Flush/Fill Methods

APPENDIX A

WIPE-AND-CLEAN PROCEDURE FOR RETORFITTING A

CONVENTIONAL AUTOMOTIVE BRAKE SYSTEM WITH

MIL-B-46176 BRAKE FLUID, SILICONE (BFS)

1. Clean filler/bleeder thoroughly with alcohol and dry completely before it is usedwith silicone brake fluid. After the unit has been cleaned once, it will never needrecleaning.

2. Drain out existing brake fluid (VV-B-680, MIL-H-13910, or MIL-P-46046).

3. Disconnect brake lines from master cylinder and remove master cylinder.Disassemble master cylinder, inspect, and replace if necessary; if no signs of corro-sion or rubber deterioration, clean thoroughly and reassemble. Repack with MIL-B-46176 Silicone Brake Fluid,

4. Disconnect brake lines or hoses from wheel cylinders and allow lines to drain.

5. Remount master cylinder and reconnect master cylinder brake lines. Plug brakelines of hoses with a female cap or appropriate size to facilitate flushing of the lines.

6. Fill the master cylinder with MIL-B-46176 Silicone Brake Fluid using thefiller/bleeder unit. Flush lines with silicone brake fluid until old fluid is removed(about I pt). New fluid is a bluish/purple color and the existing fluids are a lightamber color.

7. Open and inspect wheel cylinders. If there is evidence of corrosion, excessivewear, or deterioration of the rubber components, replace cylinder. If the cylinder isin good condition, clean thoroughly with a clean rag to remove all traces of the oldfluid.

8. Reassemble or remount wheel cylinders as necessary and reconnect brake linesor hoses.

9. Fill and bleed with silicone brake fluid MIL-B-46176 according to establishedprocedures.

23

APPENDIX B

PROPERTIES OF 2-ETHYL HEXANOL

Ethyl-2-1-exanol, 2-ethyl hexanol, 2-ethylhexyl alcohol, octyl alcohol,iso octanol

CH 3-(CH 2)3CHC2 H5 CH2 OH

Molecular Weight 130.22Boiling Point 184.8 0 CFreezing Point -760Density 0.8323Vapor Pressure at 20°C (m bar) 0.5Water Absorption (wt. 0o)Flash Point 740 to 800 C (178 OF)Ignition Temperature 250 -C (482 °F)

Derivation: (a) Oxo process, from propylene and synthesis gas. Petrochemical route(95%). (b) Aldolization of acetaldehyde or butyraldehyde, followed by hydrogena-tion. Coal route.

Grade: Technical.

User: Plasticizers defoaming agent, wetting agent, organic synthesis, solvent mix-tures for nitrocellulose, paints, lacquers, baking finishes, penetrant for mercerizingcotton, textile finishing compounds, inks, rubber, paper, lubricants, photography,drycleaning.

World Capacities: 1.616 M metric tons/y (current).

*Cornils, D. and Mullen, A., 2-EH: What You Should Know, Hydrocarbon Processing, November 1980 p. 93.

24

APPENDIX C

GAS CHROMATOGRAPHIC PROCEDURE FOR THE

ANALYSIS OF 2-EH IN BFS

Conditions:

Column: Carbowax 20M (6 ft x 1/8 in.)Flow Rate: 30 ml/min (nitrogen)Temperature 1: 100°CRate: 10°C/minTemperature 2: 350 0CInjector: 250'CFlame Ionization Detector: 300'CAttenuation: 13Slope Sensitivity: 0.50Area Rejection: 1.00Retention Time (2-EH): 1.93Internal Standard: Decane

-25

APPENDIX D

CONVERSION PROCEDURES FOR VEHICLES

Improved BFS conversion methods for jeep, M-880 (administrative), 2 2-tonand 5-ton vehicles. For these procedures which involve fluids under pressure, eyeprotection should be worn.

Material Needed:I. Source of 40 lb/in.2 air.2. Barrel or other vessel for collection of fluids.3. Vent hose to exterior (automotive exhaust tubing).4. 2-ethyl hexanol.

M-880 (Administrative)

1. Attach adapter to master cylinder and apply 40 lb/in.2 (air pressure).

2. Attach tubing (connected to collection receptacle) to both rear bleedervalves and open them (check that flow is occurring).

3. Allow air to pass through the system until the bulk of the fluid is gone (nomore than 60 s).

4. Fill master cylinder with 2-EH and apply air pressure for 60 s.

5. Close both rear bleeder valves.

6. Attach tubing to caliper bleeder valves.

7. Open passenger side caliper and allow air to pass until the bulk of the fluidis gone. (No more than 60 s; the rod on the connector block must be depressed).

8. Fill master cylinder with 2-EH and apply air for 60 s.

9. Repeat step 8 and close the bleeder valve.

10. Repeat steps 7, 8, and 9 for the driver side caliper.

26

11. Pressure bleed the system with BFS in the following order, and collect at leastthe following amounts of fluid (making sure that no more air comes out the bleedervalves). The rod on the connector block must be depressed while bleeding thecalipers.

a. Passenger Rear 400 ml

b. Driver Rear 250 ml

c. Passenger Caliper 400 ml

d. Driver Caliper 400 ml

12. The connector block on M-880 vehicles is attached to the inside of the frameunderneath the master cylinder and is accessible only from underneath the vehicle.Administrative vehicles will likely be different according to manufacturer. The ad-ministrative vehicle previously converted had a connector block attached to thefirewall accessible under the hood.

4-Ton (M-151)

1. Attach adapter to master cylinder and apply 40 lb/in.2 of air pressure.

2. Attach tubing (connected to receptacle) to both rear valves and open valve.Check that flow is occurring.

3. Allow air to pass through the system until the bulk of the fluid is gone (nomore than 60 s).

4. Repeat steps 2 and 3 for the front wheels.

5. Fill master cylinder with 2-EH and apply air pressure.

6. Attach tubing to bleeder valves and open.

7. Allow air to pass through the system for 60 s and close bleeder valves.

8. Repeat steps 5, 6, and 7 for the two remaining wheels.

27

9. Pressure bleed the system with BFS in the following order, and collect at leastthe following amount of fluid (make sure that no more air comes out of the bleedervalves).

a. Passenger Rear 400 ml

b. Driver Rear 200 ml

c. Passenger Front 200 ml

d. Driver Front 200 ml

2 1/z-Ton

1. Attach adapter to master cylinder and apply 40 lb/in.2 (air pressure).

2. Attach tubing (connected to collection receptacle) to bleeder valve and openvalve. Check that flow is occurring.

3. Allow air to pass through the system until the bulk of the fluid is gone (nomore than 60 s) and close the valve.

4. Repeat steps 2 and 3 for each wheel and the air over-hydraulic unit. The 5-tonvehicles have two bleeder valves on the air over-hydraulic unit.

5. Fill the master cylinder with 2-EH and apply air pressure.

6. Attach tubing to bleeder valve and open.

7. Allow air to pass through the system for 60 s and close the bleeder valve.

8. Repeat steps 5, 6, and 7 for each wheel and the air over-hydraulic unit.

28

9. Pressure bleed the system with BFS in the following order, and collect at leastthe following amounts of fluid (make sure that no more air comes out of the bleedervalve).

a. Air Hydraulic Pack 400 ml

b. Passenger Rear 400 ml

c. Driver Rear 250 ml

d. Passenger Middle 250 ml

e. Driver Middle 250 ml

f. Passenger Front 250 ml

g. Driver Front 250 ml

29

APPENDIX E

VEHICLES USED IN THIS STUDY

1. Truck Maintenance, 1976 International Harvester, USA No. CB5989.NSN: 2320-00-287-1991; Mileage: 113,046. The wheel cylinder (passenger rear) wasbadly corroded.

2. 5-ton vehicle, bumper No. HQI1, 310TAACOM, 55MMC, Mileage 9081.

5-ton vehicle, bumper No. HQ41, 3lOTAA, 343DE, door 4L6711, Mileage10007.

-ton vehicle, MERADCOM TV75, U.S. Army 02E19672, M-880, U.S.Army N60KXZ.

30

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37

APPENDIX F

LARGE-SCALE OPERATIONS

There are two approaches to large-scale conversion, on-site, where the vehiclesare not moved for the conversion but are converted where they stand and in shopwhere each vehicle is brought into the shop, on an assembly line basis to be con-%erted.

For the on-site conversion, each vehicle could be equipped with the conversionapparatus, be driven around to each individual vehicle, and be converted. The vehi-cle would require sufficient room for waste drums, a compressor (or compressed aircylinder), and the fluids required. The adapters and tubing needed would not requireany significant space. This could be a one-person operation, but would be more effi-cient if two persons were used. One person could be going from vehicle to vehicleperforming the site preparation, loosening bleeders and master cylinder caps and% ents,.

For large-scale conversion in a shop facility, the hardware would be the same butlocated centrally. The driver would drive the vehicles in and prepare them for con-version (by opening valves and attaching adapters, etc.). The vehicles would beprepared, driven into the shop, converted, driven out, and test driven back to thepoint of origin. Again, this could be a one-person operation, but two persons wouldbe more efficient.

38

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