2
Prof. Vikas R. Deulgaonkar, Professor, Dept of Mechanical Engineering. M.M.College of
Engineering, Pune, India.
3
Dr. P.A. Makasare, HOD, Dept of Mechanical Engineering. G.S.Moze College of Engineering,
Pune, India.
Safety is the first important thing we must focus on any The computational results are presented for the
human related things. Here in case of automobiles the distribution of heat flux and temperature on each friction
brake is one of the major device which contributes in surface between the contacting bodies. Also, thermo elastic
safety system. So the performance of the same should be instability (TIE) phenomenon (the unstable growth of contact
as good as possible, and if we are generating the brakes pressure and temperature) is result of localized hot spot that
with optimum parameters that is added advantage. grow with time due to runout, road vibration, rotor size, rotor
Considering this fact on mind this projects deals with, thickness. In this they study the influence of the material
1) Performance improvement of the disc brake properties on the thermo elastic behaviours (the maximum
2) Better heat dissipation temperature on the friction surfaces) is investigated to
3) Material used improvement facilitate the conceptual design of the disk brake system.
RESEARCH DESIGN Hartsock & Fash (1999) et. al. [4] studied thermo-elastic
1) Study of Disc Brake, Material, Components phenomenon of disc brake rotor & pad occurring while
2) Design of Disc brake for various materials. braking & numerical analysis of result get. In this paper they
3) As per calculation model in CATIA. studied themo-elastic instability occurs due to torque variation
4) Analyze same model by using ANSYS. during initial rotor run out because differences in rotor
5) Optimization of design. thickness or coefficient of friction. These pulsation brakes in
6) Redesign of Disc. sinusoidal components which shows localized hot spot which
7) Analysis using ANSYS. are usually asymmetric. TEI is not occurs below critical speed
8) Conclusion & depends on rotor material & it’s properties, rotor thickness,
LITERATURE REVIEW coefficient of friction.
Ali Belhocine et. all [1] studied the thermal behaviour of Dow & Burton (1973) et. al. [5] studied analysis of load
the full and ventilated brake discs of the vehicles using variation on disc rotor & optimization of rotor thickness. In
computing code ANSYS. The modelling of the temperature this they analyze magnitude of speed require to cause TEI &
distribution in the disc brake is used to identify all the factors experimentally analyze automotive disc brake system.
and the entering parameters concerned at the time of the L. Segal (1999) et. al. [6] research on considerable effect of
braking operation such as the type of braking, the geometric temperature on brakes. In braking process brake rotor disc,
design of the disc and the used material. The numerical brake shoe friction liner & support system heat considerably.
simulation for the coupled transient thermal field and stress In this research they found braking should not last longer than
field is carried out by sequentially thermal-structural coupled 10-15 seconds on test because brake element heats upto 80°C.
method based on ANSYS to evaluate the stress fields and At this higher temperature braking system & properties of
deformations which are established in the disc with the brake material become worse.
pressure on the pads. The results obtained by the simulation Gracia-Pozuelo Ramos (2010) et. al. [7] studied deformation
are satisfactory when compared with those of the specialized disc brake while braking a vehicle. Deformation of brake disc
literature is one major negative factor occurs in disc brake rotor while
Lee & Barber (1993) et. al. [2,3] studied the thermo elastic braking. It is main cause in wear & tear of disc brake rotor
phenomenon occurring in the disk brakes, the occupied heat while braking & it reduces life of disc brake rotor. The
conduction and elastic equations are solved with contact performed research shows deformation may be measured by a
problems. The numerical simulation for the thermo elastic roller brake tester. In this research they found that at 125
behaviour of disk brake is obtained in the repeated brake micron run out of brake disc there is 50% deformation occurs
condition. during test.
International Engineering Research Journal Page No 288-300
Alyazeed Albatlan (2012) et. al. [8] study effect of brake brake during short and emergency braking with four different
pipes thickness on brake efficiency & disc brake components. materials. The distribution of the temperature depends on the
The performed research shows braking efficiency to be various factors such as friction, surface roughness and speed.
different at different loads on vehicle. At lower load it will The effect of the angular velocity and the contact pressure
reduces & at higher load it will increase upto considerable induces the temperature rise of disc brake. The finite element
amount. In research they get result at load of 9200 N, the simulation for two-dimensional model was preferred due to
pressure of braking system before wheel blocking is over 50 the heat flux ratio constantly distributed in circumferential
bar & when load is 11200N, the pressure in system is over 70 direction. We will take down the value of temperature, friction
bar. contact power, nodal displacement and deformation for
Nagurnas (2001) et. al. [9] study on relative axial braking different pressure condition using analysis software with four
force on front axle of vehicle. It is one of main requirement materials namely cast iron, cast steel, aluminium and carbon
while braking how much axial force applied on axle & disc fibre reinforced plastic. Presently the Disc brakes are made up
rotor. Axial force ensures stability of vehicle with good life of of cast iron and cast steel. With the value at the hand we can
disc rotor. In research they found relative force on front axle is determine the best suitable material for the brake drum with
considerably bigger than rear axle. higher life span. The detailed drawings of all parts are to be
Xiaojing Z., Dongsheng. W. (2011) et. al. [10] study furnished by Daniel Das. A et. al. [12]
experimentally on braking process. For test of braking system Oder, G. et. al. [13] present paper shows a thermal and
, stationary brake tester are used. The braking stand classified stress analysis of a brake disc for railway vehicles using the
according to their sizes, braking force & other parameters. The finite element method (FEM). Performed analysis deals with
result of test affects by friction coefficient, duration between two cases of braking; the first case considers braking to a
repetitively application of brake while running & structure of standstill; the second case considers braking on a hill and
stand also. maintaining a constant speed. In both cases the main boundary
Atul sharma et. al. [11] studies Disc brake basics like, Disc condition is the heat flux on the braking surfaces and the
brake, are often used in automobile transmission system to holding force of the brake callipers. In addition the centrifugal
stop moving machine. Due to space constraint and load1 is considered.
performance requirement, disc brakes have fluctuating load DESIGN OF DISC BRAKE
characteristics, resulting in local stress and deflections. Calculation - Disc Brake Standard
Friction temperature in brake disc can cause material In this project study standard of two wheeler name
carbonization and debonding. This research paper explains the ―BAJAJ‖ model PULSAR Factor;
design and finite element analysis (FEA) model of brake disc Rotor disc dimension = 240 mm.
by which deflections in X, Y, Z direction and Von-mises (Rotor disc material = Gray cast iron)
stress can be calculated by applying boundary conditions. The Pad brake area = 2000 mm2 (2000×10-6 m)
FEA outcomes are correlated with experimental data. A good Pad brake material = Asbestos
agreement, with 5% discrepancy in the experimental data Coefficient of friction (Wet) = 0.08-0.12
during the first engagement is obtained. The developed Coefficient of friction (Dry) = 0.2-0.5
method improves the understanding of the structural failure, Maximum temperature = 250 ºC
modal prediction, operating conditions, and reduces product Maximum pressure = 1 MPa (106 Pa)
development time and cost
The aim of this work was to investigate the
temperature fields and also structural fields of the solid disc
International Engineering Research Journal Page No 288-300
x = 50.89 m
~ Rotor disc dimension = 300 mm Table -1 : Relationships between Dimension of rotor disc
FTRI = 500 N. and Brake torque.
FTRO = 500 N. Design Of Disc Brake For Material Selection
FT = 1000 N. The Material Properties of grey Cast Iron:
TB = 150 N.m Thermal co-efficient of expansion (Kxx) = 1.7039e-5 /°C
x = 50.89 m. Thermal conductivity (K = 52.0 W / m k
~ Rotor disc dimension = 200 mm Specific heat (Cp) = 586.0 J/Kg k
FTRI = 500 N. Density of cast iron (ρ) = 7100 kg/m3
FTRO = 500 N. Tensile strength=137.8 MPa
FT = 1000 N. Compressive strength=571.87 MPa
TB = 100 N.m Poisson ratio (υ) = 0.25
x = 50.89 m. Modulus of Elasticit y =
~ Rotor disc dimension = 225 mm For Tension=66.144-99.46 MPa
FTRI = 500 N. For Torsion =26.87-38.58 MPA
FTRO = 500 N. Calculation-
FT = 1000 N. Factor Of Safety = (Material Strength)/(Working Stress)
TB = 112.5 N.m Assumption FOS = 2
x = 50.89 m. • FOS=137.8/Working Stress
~ Rotor disc dimension = 240 mm Working Stress = 68.9 MPa.
FTRI = 500 N. In computational analysis result shows that new disc 5 max
FTRO = 500 N. stress
FT = 1000 N. 25.653 MPa respectively.
TB = 120 N.m So design is safe for grey Cast Iron material
x = 50.89 m. Stress=68.9 MPa. ……….. (I)
RESULT CALCULATION AND DISCUSSION Properties Grey Cast Iron
Forces and torque analysis on the rotor disc was studied Modulus of elasticity of material(E)-
which, are divided by tangential force, brake torque, and the MPa 1.52 x 1011
motorcycle's stopping distance. Brake force that can be Material density (p)- (Kg/m3) 7400
converted into tangential force during rotation of disc brake.
Poisson’s ratio 0.211
The result of force value on rotor disc by tangential force and
Thermal Conductivity(k)-(w/m.k) 55
the motorcycle's stop distance are similar. When dimension of
disc brake was changed, the value of brake torque was Specific Heat Capacity - (KJ/Kg.K) 0.46
Melting Temp - (°K) 1403
different by rotor disc dimension at 300 mm, which has the
most value of brake torque, and rotor dimension at 200 mm,
Table - 2: Properties Of Grey Cast Iron
which has the least value of brake torque.
MECHANICAL MODELING
Dimensions Introduction
(mm) 200 225 240 275 300 CATIA V5 is mechanical design software, addressing
Brake advanced process centric design requirements of the
Torque(Nm) 100 112.5 120 137.5 150
International Engineering Research Journal Page No 288-300
mechanical industry. With its feature based design NEW DISC Original disc
solutions, CATIA proved to be highly productive for 1 brake has been
mechanical assemblies and drawing generation. CATIA, reduces 6 holes
with its broad range if integrated solutions for all dia 6mm. There
manufacturing organization. CATIA is the best solution are36holes
capable of addressing the complete product development Surround Dia
process, from product concept specification through 8mm arranged
product service in a fully integrated and associative equally.Original
manner. disc brake has
CATIA V5 users access the highest productivity for beenadded with 18
specific advanced processes with focused solutions. cut section&
Sketcher changes central
Part design structure.
Assembly design NEW DISC Original disc
Wireframe and surface design 2 brake has been 6
Drafting holes dia 8 mm
DISC ANALYSIS :
Conclusion:
1) Disc profile plays important role in thermal distribution and
should be carefully selected.
2) The results we got for selected profile 3, are showing
Figure - 11: Heat Flux for Disc
good improvement compare to other profiles.