DESIGN , ANALYSIS AND

MODIFICATION OF DISC
BRAKE USING ANSYS

A PROJECT REPORT

Submitted by

R.PARAMESHWARAN - 623018114049
P.PERIYASAMY - 623018114050
M.POOVARASAN - 623018114051
T.THAMIZHARASAN - 623018114070

In partial fulfillment of the award of the degree

Of

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

TAGORE INSTITUTE OF ENGINEERING AND TECHNOLOGY

DEVIYAKURICHI – 636112

ANNA UNIVERSITY : CHENNAI – 600 025

JUNE 2022
 ANNA UNIVERSITY : CHENNAI 600 025
BONAFIDE CERTIFICATE
Certified that this project report “DESIGN, ANALYSIS AND
MODIFICATION OF DISC BRAKE USING ANSYS” is the bonafide
work of “R.PARAMESHWARAN-(049), P.PERIYASAMY-(050),
M.POOVARASAN-(051), T.THAMIZHARASAN-(070)” who carried out
the project work under my supervision.

SIGNATURE SIGNATURE
Mr.R. DHANARAJ,M.E., Mr.P. RAJESHKUMAR,M.E.,
HEAD OF THE DEPARTMENT SUPERVISOR
Assistant Professor, Assistant Professor,
Department of Mechanical Department of
Mechanical Engineering, Engineering,
Tagore Institute Of Engineering Tagore Institute Of
Engineering And Technology And Technology

Submitted for Main project report viva voice held on. ----------------------

INTERNAL EXAMINER EXTERNAL EXAMINER

ii
 DECLARATION

We are,

R.PARAMESHWARAN - 623018114049
P.PERIYASAMY - 623018114050
M.POOVARASAN - 623018114051
T.THAMIZHARASAN - 623018114070

We are declare that the project report on “DESIGN, ANALYSIS

AND MODIFICATION OF DISC BRAKE USING ANSYS” is done by
me and the best of my knowledge. This project report is submitted for partial
fulfillment of the requirement for the degree of bachelor of engineering
(B.E) in Mechanical Engineering for the Anna University in Chennai.

NAME SIGNATURE

R.PARAMESHWARAN :
P.PERIYASAMY :
M.POOVARASAN :
T.THAMIZHARASAN :

DATE :

PLACE : DEVIYAKURICHI

iii
 ACKNOWLEDGEMENT

At the pleasing moment of having successfully completed our project,

we wish convey our sincere thanks and gratitude to the MANAGEMENT of
our college who provide all facilities to us.

We are like to express our sincere thanks to honorable Principal Dr.

S. JAYANTHI, M.E., Ph.D., for forwarding us to do our project and
offering adequate duration in completing our project.

We are like to Express our sincere thanks to the Head of the

Department Mr.R.DHANARAJ,M.E., Professor of mechanical
engineering for continues encourage and support to complete the project
work successfully

We are like to express my sincere thanks to our beloved project

Coordinator Mr.R.DHANARAJ, M.E., assistant professor of mechanical
department to give the opportunities to complete this project.

We have privileged to thank our beloved Supervisor Mr.

P.RAJASHKUMAR, M.E, Assistant Professor of Mechanical Engineering,
for his enlightening thoughts and meticulous guidance that helped us in
doing our project.

We are express our gratefulness to our Department Staff

members, Technical Staff, Parents and Friends for their affectionate
blessing and loving cooperation at all stages of this academic venture.

iv
 ABSTRACT
The objective is to design and analyze the thermal and structural stress
distribution of the brake rotor in real-time conditions during the braking
process. Transient thermo-elastic analysis of the Rotor-Disc of Disk Brake is
aimed at evaluating the performance of the disc brake rotor of a bike under
severe braking conditions and thereby assist in disc rotor, design, and
analysis. In the present work, an attempt has been made to investigate a
suitable hybrid composite material that is lighter than cast iron and has a
thermal strain, Yield strength, and density properties. The optimization is
carried out to reduce the stress concentration and weight of the brake rotor,
which keeps the un spring mass low thereby increasing the stability of the
vehicle. By using computer-aided design (CAD), and Catia v5 software the
structural model of the brake rotor is developed. Furthermore, the finite
element analysis was performed using the software ANSYS 18.1. by
changing the material of grey cast iron and aluminium silicon carbide.

Keywords : dis brake, cut patterns, static analysis, thermal analysis, finite
element method

v
 TABLE OF CONTENT

CHAPTR TITLE PAGE

NO NO
ABSTRACT V
LIST OF TABLES IX
LIST OF FIGURES X
1 INTRODUCTION 1
2 LITERATURE REVIEW 4
2.1 STRUCTURAL AND THERMAL ANALYSIS 4
OF DISC BRAKE USING SOLIDWORK
AND ANSYS
2.2 ANALYSIS AND COMPUTIONAL 5
INVESTIGATION OF BRAKE DISC
FOR
COMPOSITE MATERIALS
2.3 DESIGN AND ANALYSIS OF DISC BRAKE 6
2.4 STRUCTURAL AND THERMAL ANALYSIS 7
OF ROTOR DISC OF DISC BRAKE
2.5 STRUCTURAL AND THERMAL ANALYSIS 8
OF BRAKE DISC
2.6 TRANSIENT ANALYSIS OF DISC BRAKE BY 8
USING ANSYS SOFTWARE
2.7 DESIGN AND ANALYSIS OF DISC BRAKE 9
ROTOR
2.8 OBJECTIVE 9
2.9 METHODOLOGY 10
3 BRAKING SYSTEM 11

vi
 3.1 MOTORCYCLE BRAKE 11
3.2 BACKINGN PLATE 11
3.3 BRAKE DRUM 12
3.4 WHEEL CYLINDER 13
3.5 BRAKE SHOE 14
3.6 NORMAL BRAKING 16
3.7 AUTOMATIC SELF ADJSTMENT 16
3.8 PARKING EMERGENCY BRAKE 17
3.9 DISC BRAKE 17
4 INTRODUCTION TO CATIA 21
4.1 WHAT IS CATIA 21
4.2 SOLID MODELING 22
4.3 FULLY ASSOCIATIVE 22
4.4 CONSTRAINTS 23
4.5 CATIA USER INTERFACE 23
4.6 WORKBENCHES 24
4.7 GENERALLY ALL CAD MODELS ARE 25
GENERATED IN THE SAME PASSION
GIVEN BELOW
4.8 DESIGN IMAGES 29
5 ANSYS 31
5.1 EXPERIMENTAL FOR ROTOR DISC BRAKE 34
5.1.1 DESIGN CALCULATOR FOR ROTOR 34
DISC BRAKE
5.1.2 ROTOR 34

vii
 5.1.3 STATIC FAILURE USING MODIFIED 35
MOHR CRITERIA
5.1.4 VON MISSES STRESS 36
5.1.5 FINITE ELEMENT METHOD (FEM) 37
6 MODIFICATION 38
6.1 GREY CAST IRON 38
6.2 ALUMINIUM 39
6.2.1 ALUMINIUM USED IN DISC BRAKE 39
6.3 SILICON CARBIDE 39
6.3.1 SILICON CARBIDE IS USED IN DISC
BRAKE
6.4 PROPERTIES OF GREY CAST IRON AND 40
ALUMINIUM SILICON CARBIDE
7 RESULTS 41
7.1 MODEL DIAGRAM 41
7.2 STATIC STRUCTURAL ANALYSIS OF DISC 42
BRAKE USING GREY CAST IRON
7.3 STATIC STRUCTURAL ANALYSIS OF DISC 43
BRAKE USING STRUCTURAL STEEL IN
ANSYS 18.1
7.4 RESULT AND COMPARISION OF DISC 45
BRAKE
7.5 TEST REPORT 46
8 CONCLUSION 47
9 REFERANCES 49

viii
 LIST OF TABLES

TABLE NAME OF THE TABLE PAGE NO

6.1 PROPERTIES OF (GREY CAST IRON AND 40

AlSiC
7.1 RESULT AND COMPARISION OF DISC 45
BRAKE
7.2 TEST REPORT 46

ix
 LIST OF FIGURES

FIGURES NAME OF THE FIGURES PAGE

NO NO
3.1 BACKING PLATE 11
3.2 BRAKE DRUM 12
3.3 WHEEL CYLINDER 14
3.4 BRAKE SHOE 15
3.5 DISC BRAKE 17
4.1 WORK BENCHES 24
4.2 2D DESIGN OF DISC BRAKE 29
4.3 3D DESIGN USING CVATIA V5 R20 30
5.1 ANSYS SOFTWARE DISPLAY SCREEN 31
5.2 POWER OF ANSYS WORK BANCH FROM 33
ANSYS
6.1 GREY CAST IRON 38

7.1 RESULTS AND ANALYSIS OF DISK BRAKE 41

IN ANSYS 18.1
7.2 MESHING OF DISK BRAKE IN ANSYS 18.1 41
7.3 TOTAL DEFORMATION OF DISK BRAKE IN 42
ANSYS 18.1
7.4 MAXIMUM PRINCIPAL STRESS OF DISK 42
BRAKE BY GREY CAST IRON USING
ANSYS 18.1

x
7.5 SHEAR STRESS OF DISK BRAKE BY 43
CAST IRON IN ANSYS 18.1
7.6 TOTAL DEFORMATION OF DISC 43
BRAKE USING STRUCTURAL STEEL
IN ANSYS 18.1

7.7 MAX PRINCIPAL STRESS OF DISC BRAKE 44

USING ALUMUNIUM SILICON CARBIDE
7.8 SHEAR STRESS OF DISC BRAKE 44
USING ALUMUNIUM SILICON
CARBIDE

xi
 CHAPTER 1

INTRODUCTION

Disc brakes are an important component of our automobiles. They are

employed to halt the vehicle or to slow the vehicle to a required velocity
from a given initial velocity. The disc brake is a device that is used to
convert kinetic energy into thermal energy by means of friction. The primary
function of a brake rotor is to act as a friction surface, generating an
opposing torque to a shaft. Belhocine, Abu Baker and Bouchetara stated that
Passenger car disc brakes are safety- critical components whose performance
depends strongly on the contact conditions at the pad-to-rotor interface.

The primary components of a disc brake are:

1. The brake pads

2. The calliper, which contains a piston

3. The rotor, which is mounted to the hub

A disc brake system consists of a brake disc, a brake calliper and brake
pads.When the brake pedal is applied, pressurized hydraulic fluid squeezes
the brake pad friction material against the surface of the rotating brake disc,
i.e. rotor. The result of this contact produces friction which enables the
vehicle to slow down or stop. During braking, energy is transferred to the
rotor in the form of heat. McGhee and Johnson have said that when the
kinetic energy of the vehicle is converted into heat, this causes excessive
heating of rotors. The kinetic energy is transformed into the thermal energy,
by means of dry friction effects, which then is dissipated into the

1
surroundings. As a result, the brake rotor must also serve as an efficient
energy dissipation and storage device. The conditions which are assumed in
this study are as follows:

1. The vehicle is completely stopped after the application of brakes.

2 .The material properties of the rotor are isotropic. The rotor is

assumed to be at a uniform temperature.

3. Heat is transferred to the surroundings through natural convection

as well as radiation.

To determine the temperature distribution in discs, it is necessary to

solve the appropriate heat transfer equations. The solution of this problem
depends on the physical conditions existing at the boundaries of the medium
and on the conditions existing in the medium. Hauling Ouyang ,Abd Rahim
Abu-Bakar and Lijie Li noted that the heat transferred due to friction is

q =, μ=,p=,v=

where μ is the friction coefficient, v is the sliding velocity of the disk at the
point of contact and p is the contact pressure at the interface, q is the amount
of heat generated by friction.

To stop the vehicle, friction material in the form of brake pads is forced
mechanically, hydraulically, pneumatically or electromagnetically against
both sides of the disc.

Friction causes the disc brake and attached wheel to slow or stop. For
the exposed region of the disk and brake pads, it is assumed that heat is
exchanged with the environment through convection as well as radiation.

2
Therefore, convection surface and radiation surface boundary condition are
applied as:

q1 =(h×A× ToTs) , q2 = ε × σ × A × [(T0)4 -(Ts)4]

whereq1 is the heat dissipated from the rotor by convection, q 2 is the heat
dissipated from the rotor by radiation, h is the average heat transfer
coefficient, A is the area of the rotor in contact with the sorrundings , T o is
the surface temperature of disc brake rotor and Ts is the ambient
temperature, ε is the emissivity of the rotor, σ is the Stefan – Boltzmann
constant.

3
 CHAPTER 2
LITERATURE REVIEW

Gao and Lin have presented an analytical model for the determination
of the contact temperature distribution on the working surface of a brake.
Dufre´noy[7] proposed a macro structural model of the thermo mechanical
behavior of the disk brake, taking into account the real three-dimensional
geometry of the disk–pad couple. Contact surface variations, distortions, and
wear are taken into account.

The formation of hot spots as well as non-uniform distribution of the

contact pressure is an unwanted effect emerging in disk brakes in the course
of braking or during engagement of a transmission clutch. If the sliding
velocity is high enough, this effect can become unstable and can result in
disk material damage, frictional vibration, wear, etc.

2.1 STRUCTURAL AND THERMAL ANALYSIS OF DISC BRAKE

USING SOLIDWORKS AND ANSYS

Braking system represents one of the most fundamental safety critical

components in modern vehicles. Brake absorbs kinetic energy of the rotating
parts (Wheels) and the energy is dissipated in the form of heat energy to the
surrounding atmosphere. It decelerates or stops the vehicle. When brake is
applied to the disc brake it is subjected to high stress, thus it may suffer
structural and wear issues. Hence for the better performance, structural,
stress and the thermal analysis is preferred to choose low stress material.

4
 The objective of this paper is to model and analyse stress
concentration, structural deformation and thermal gradient of disc brake.
Here the disc brake is designed by using Solid works and analysis is done by
ANSYS workbench R 18.1

2.2 ANALYSIS AND COMPUTATIONAL INVESTIGATION OF

BRAKE DISC FOR COMPOSITE MATERIALS

The study describes the design and finite element analysis of

alternating material for brake rotor. The design and finite element analysis is
performed by using computer aided design (CAD) software. The objective is
to design and analyze the thermal and structural stress distribution of brake
rotor at the real time condition during braking process. Transient thermos-
elastic analysis of the Rotor Disc of Disk Brake is aimed at evaluating the
performance of disc brake rotor of a bike under severe braking conditions
and there by assist in disc rotor, design and analysis. In the present work, an
attempt has been made to investigate the suitable hybrid composite material
which is lighter than stainless steel 321 and has thermal strain, Yield
strength and density properties.

The optimization is carried out to reduce the stress concentration and

weight of the brake rotor, which keeps the unsprang mass low thereby
increasing the stability of the vehicle. With using computer, aided design
(CAD), Catia v5 software the structural model of brake rotor is developed.
Furthermore, the finite element analysis performed with using the software
ANSYS 16. Aluminium base metal matrix composite, High Strength Glass
Fiber and carbon fiber composites have a promising friction and wear
behavior as a Disk brake rotor.

5
 The transient thermo elastic analysis of Disc brakes in repeated brake
applications has been performed and the results were compared. The
prototype of composite brake disc was tested practically on the Honda
Unicorn Bike.

The suitable material for the braking operation is carbon fiber and all
the values obtained from the analysis are less than their allowable values.
Hence the brake Disc design is safe based on the strength and rigidity
criteria. By identifying the true design features, the extended service life and
long term stability is assured.

2.3 DESIGN AND ANALYSIS OF DISC BRAKE

Each single system has been studied and developed in order to meet
safety requirement. Instead of having air bag, good suspension systems,
good handling and safe cornering, there is one most critical system in the
vehicle which is brake systems. Without brake system in the vehicle will put
a passenger in unsafe position.

Therefore, it is must for all vehicles to have proper brake system. In

this paper carbon ceramic matrix disc brake material use for calculating
normal force, shear force and piston force. Also calculating the brake
distance of disc brake.

The standard disc brake two wheelers model using in ANSYS and
done the thermal analysis and Modal analysis also calculate the deflection
and Heat flux, Temperature of disc brake model.

6
 This is important to understand action force and friction force on the
disc brake new material, how disc brake works more efficiently, which can
help to reduce the accident that may happen in each day.

2.4 STRUCTURAL AND THERMAL ANALYSIS OF ROTOR DISC

OF DISC BRAKE

The disc brake is a device for slowing or stopping the rotation of a

wheel. Repetitive braking of the vehicle leads to heat generation during each
braking event. Transient Thermal and Structural Analysis of the Rotor Disc
of Disk Brake is aimed at evaluating the performance of disc brake rotor of a
car under severe braking conditions and there by assist in disc rotor design
and analysis.

Disc brake model and analysis is done using ANSYS workbench 18.1
The main purpose of this study is to analysis the thermo mechanical
behavior of the dry contact of the brake disc during the braking phase.

The coupled thermal-structural analysis is used to determine the

deformation and the Von Misses stress established in the disc for the both
solid and ventilated disc with two different materials to enhance
performance of the rotor disc.

A comparison between analytical and results obtained from FEM is

done and all the values obtained from the analysis are less than their
allowable values. Hence best suitable design, material and rotor disc is
suggested based on the performance, strength and rigidity criteria.

7
2.5 STRUCTURAL AND THERMAL ANALYSIS OF BRAKE DISC

Disc (Rotor) brakes are exposed to large thermal stresses during

routine braking and extraordinary thermal stresses during hard braking. The
aim of the project is to design, model a disc. Modeling is done using
CATIA. Structural and Thermal analysis is to be done on the disc brakes
using three materials Stainless Steel and Cast iron & carbon composite.
Structural analysis is done on the disc brake to validate the strength of the
disc brake and thermal analysis is done to analyze the thermal properties.
Comparison can be done for deformation; stresses, temperature etc. form the
three materials to check which material is best. CATIA is a 3d modeling
software widely used in the design process. ANSYS is general-purpose finite
element analysis (FEA) software package. Finite Element Analysis is a
numerical method of deconstructing a complex system into very small
pieces (of user-designated size) called elements.

2.6 TRANSIENT ANALYSIS OF DISK BRAKE BY USING ANSYS

SOFTWARE

In this paper the thermo elastic phenomenon occurring in the disk

brakes, the occupied heat conduction and elastic equations are solved with
contact problems. The numerical simulation for the thermo elastic behavior
of disk brake is obtained in the repeated brake condition.

The computational results are presented for the distribution of heat

flux and temperature on each friction surface between the contacting bodies.
Also, thermo elastic instability TIE phenomenon (the unstable growth of
contact pressure and temperature) is investigated in the present study, and
the influence of the material properties on the thermo elastic behaviors.

8
 (the maximum temperature on the friction surfaces) is investigated to
facilitate the conceptual design of the disk brake system. Based on these
numerical results, the thermo elastic behaviors of the carbon-carbon
composites with excellent mechanical properties are also discussed.

2.7 DESIGN AND ANALYSIS OF DISC BRAKE ROTOR

A brake is a mechanical device which slowing or stopping a moving

object or preventing its motion. This work deals with the thermal analysis of
disc brake of a vehicle. Heat generation and dissipation of disc brake are
analysed. The objective of this work is to investigate and analyze the
temperature distribution of rotor disc during operation using Ansys.

The standard disc brake two wheelers model using in Ansys and done
the Thermal analysis and also calculate the Heat flux, Temperature of disc
brake model.

This is to understand the pressure force and friction force on the disc
brake material, which can help to reduce the accident that may happen in
each day.

In this research work design of a disc brake is proposed with copper

liner on its brake disc, the heat transfer of existing and hybrid disc will be
calculated for finding the effectiveness of heat transfer.

2.8 OBJECTIVE

1. To replace the existing material with better performance, we are

using aluminium silicon carbide as rotor material.
2. It can withstand all with higher benefits in characteristics like
stress, deformation, and Equivalent stress.

9
2.9 METHODOLOGY

STUDY OF DIFFERENT RESEARCH PAPER

DESIGN PLANNING OF DISC BRAKE

CREATING THE DESIGN MODEL IN CATIA V5

GENERATE MESH IN ANSYS

STRUCTURAL ANALYSIS IN ANSYS 18.1

ANALYSIS AND RESULTS

1
 CHAPTER 3
BRAKING SYSTEM

3.1 MOTORCYCLE BRAKE:

Motorcycle braking systems have varied throughout time, as

motorcycles evolved from bicycles with an engine attached, to the 220 mph
(350 km/h) prototype motorcycles seen racing in Moto GP. Most systems
work by converting kinetic energy into thermal energy (heat) by friction. On
motorcycles, approximately 70% of the braking effort is performed by the
front brake. This however can vary for individual motorcycles; longer-
wheelbase types having more weight biased rearward, such as cruisers and
tourers, can have a `greater effort applied by the rear brake. In contrast,
sports bikes with a shorter wheelbase and more vertical fork geometry can
tolerate higher front braking loads. For these reasons, motorcycles tend to
have a vastly more powerful front brake compared to the rear.

3.2 BACKING PLATE:

FIGURE 3.1 : BACKING PLAT

1
 The backing plate provides a base for the other components. The back
plate also increases the rigidity of whole set-up, supports the housing, and
protects it from foreign materials like dust and other road debris. It absorbs
the torque from the braking action, and that is why back plate is also called
the "Torque Plate". Since all braking operations exert pressure on the
backing plate, it must be strong and wear-resistant. Levers for emergency or
parking brakes, and automatic brakeshoe adjuster were also added in recent
years.

3.3 BRAKE DRUM

FIGURE 3.2 : BRAKE DRUM

The brake drum is generally made of a special type of cast iron that is
heat- conductive and wear-resistant. It rotates with the wheel and axle.

1
 When a driver applies the brakes, the lining pushes radically against
the inner surface of the drum, and the ensuing friction slows or stops rotation
of the wheel and axle, and thus the vehicle. This friction generates
substantial heat. Drum brakes have a self servo effect. The most common
design is a leading- tailing design. More exotic design had four, eight or
sixteen shoes.[4] Some motorcycles used finned and/or vented housings for
additional cooling, the first of which was AJS. Torque reaction arm transfer
the torque from the brake to fixed point to relieve the suspension reacting to
the braking force i.e. diving. A drum brake is a brake that uses friction
caused by a set of shoes or pads that press outward against a rotating
cylinder-shaped part called a brake drum. The term drum brake usually
means a brake in which shoes press on the inner surface of the drum. When
shoes press on the outside of the drum, it is usually called a clasp brake.
Where the drum is pinched between two shoes, similar to a conventional
disc brake, it is sometimes called a pinch drum brake, though such brakes
are relatively rare. A related type called a band brake uses a flexible belt or
"band" wrapping around the outside of a drum.

3.4 WHEEL CYLINDER

One wheel cylinder operates the brake on each wheel. Two pistons
operate the shoes, one at each end of the wheel cylinder. The leading shoe
(closest to the front of the vehicle) is known as the primary shoe.

The trailing shoe is known as the secondary shoe. Hydraulic pressure

from the master cylinder acts on the piston cup, pushing the pistons toward
the shoes, forcing them against the drum.

1
 FIGURE3.3 : WHEEL CYLINDER

When the driver releases the brakes, the brake shoe springs restore the
shoes to their original (disengaged) position. The parts of the wheel cylinder
are shown to the right.

3.5 BRAKE SHOE

Brake shoes are typically made of two pieces of steel welded together.
The friction material is either riveted to the lining table or attached with
adhesive. The crescent- shaped piece is called the Web and contains holes
and slots in different shapes for return springs, hold-down hardware, parking
brake linkage and self adjusting components. All the application force of the
wheel cylinder is applied through the web to the lining table and brake
lining. The edge of the lining table.

1
 FIGURE 3.4 : BRAKE SHOE

Generally has three “V"-shaped notches or tabs on each side called

nibs. The nibs rest against the support pads of the backing plate to which the
shoes are installed. Each brake assembly has two shoes, a primary and
secondary. The primary shoe is located toward the front of the vehicle and
has the lining positioned differently from the secondary shoe. Quite often,
the two shoes are interchangeable, so close inspection for any variation is
important. Linings must be resistant to heat and wear and have a high
friction coefficient unaffected by fluctuations in temperature and humidity.
Materials that make up the brake shoe include, friction modifiers (which can
include graphite and cashew nut shells), powdered metal such as lead, zinc,
brass, aluminium and other metals that resist heat fade, binders, curing
agents and fillers such as rubber chips to reduce brake noise. In the UK two
common grades of brake shoe material used to be available. DON 202 was a
high friction material that did not require a brake power servo.

1
 The disadvantage was that the lining was prone to fading on steep
hills (calculate the kilowatts dissipated by a one-ton car descending a 15%
hill at a constant 60 mph)

A harder lining, the famous VG95 was produced but this required a
brake servo. The other snag was that the parking brake would often fail the
annual MOT test unless the high friction linings were installed just for the
test.

3.6 NORMAL BRAKING

When the brakes are applied, brake fluid is forced under pressure from
the master cylinder into the wheel cylinder, which in turn pushes the brake
shoes into contact with the machined surface on the inside of the drum.

This rubbing action reduces the rotation of the brake drum, which is
coupled to the wheel. Hence the speed of the vehicle is reduced. When the
pressure is released, return springs pull the shoes back to their rest position.

3.7 AUTOMATIC SELF-ADJUSTMENT

As the brake linings wear, the shoes must travel a greater distance to reach
the drum. When the distance reaches a certain point, a self-adjusting
mechanism automatically reacts by adjusting the rest position of the shoes so
that they are closer to the drum. Here, the adjusting lever rocks enough to
advance the adjuster gear by one tooth. The adjuster has threads on it, like a
bolt, so that it unscrews a little bit when it turns, lengthening to fill in the
gap. When the brake shoes wear a little more, the adjuster can advance
again, so it always keeps the shoes close to the drum.

1
3.8 PARKING/EMERGENCY BRAKE

The parking (or emergency) brake system controls the brakes through
a series of steel cables that are connected to either a hand lever or a foot
pedal. The idea is that the system is fully mechanical and completely
bypasses the hydraulic system so that the vehicle can be brought to a stop
even if there is a total brake failure. Here the cable pulls on a lever mounted
in the brake and is directly connected to the brake shoes. This has the effect
of bypassing the wheel cylinder and controlling the brakes directly.

3.9 DISC BRAKE

Disc brake is an important component of vehicle retardation system. It

is the type of brake that uses calipers to squeeze pairs of pads against a disc
to create friction. That friction slows the rotation of a shaft (vehicle axle) to
hold it stationary or slow its rotational speed. Disc brake is usually made of
cast iron or ceramic composite such as carbon, aluminium, and silica.
Friction material known as brake pad is made to engage on both side of disc
either mechanically or pneumatically.

FIGURE 3.5 : DISC BRAKE

1
 This friction material causes disc to slowdown or stop Be sides this,
macro cracks may appear on the disc brake in radial direction after some
brake cycles.

Thus life and performance of the disc brake is affected. Lee and Yee
found out that the uneven distribution of temperature on the surface of
frictional pad causes thermal distortion popularly known as coning and this
is responsible for judder effect and disc thickness variation.

A disc brake is a type of brake that uses calipers to squeeze pairs of

pads aginst a disc or "rotor" to create friction.

This action retards the rotation of a shaft, such as a vehicle axle, either
to reduce its rotational speed or to hold it stationary. The energy of motion is
converted into waste heat which must be dispersed.

Hydraulically actuated disc brakes are the most commonly used form
of brake for motor vehicles, but the principles of a disc brake are applicable
to almost any rotating shaft. Mainly three types of mechanical stress is
subjected on disc brake.

Traction force, caused by centrifugal effect and it occurs when wheel

is rotating and no brake force is applied to the disc.

Compressive force, when the brake is applied due to action of the

force, exerted by pressing the pad perpendicular onto the surface of the disc.
Due to braking action caused by rubbing on the brake pad against the
surface of the disc.

It acts in opposite direction of the disc rotation.Dufreny and Weichert

presented the existence of radial tensile stress on disc surface by measuring

1
with hole drilling strain gauge method. The effect of the pressure
distribution plays a vital role. Uniform pressure distribution between pad
and the rotor leads to uniform pad wear and even friction coefficient.

On the other hand, non-uniform pressure distribution may lead to

uneven wear and its called disc brake squeal. Frictional heat generated
between two sliding bodies is responsible for thermo-elastic deformation
which ultimately alters the contact pressure distribution. In order to predict
the temperature distribution, many investigation had been carried out on
heat generation phenomenon between contact surfaces in brake. Due to the
characteristic pressure sliding speed, coefficient of viscosity this process is
very complex. Finite element analysis is used to solve it.

From experimental setup it has been found out that coefficient of

viscosity generally decreases with increasing sliding speed and applied load
but increases with increasing disc temperature of 230 degree and then
decreases with above disc temperature. Furthermore specific wear rate was
found to increase with increase in sliding speed and disc temperature. In
addition if sliding speed is high, it results in instability in thermo
mechanical. Besides this, it leads to non-uniform contact distribution, which
produces hotspot. This is accompanied by high local stress that can lead to
material degradation. Due to repetitive braking, temperature of ventilated
disc can rise relatively faster than solid disc . Ventilated disc is lighter, it has
convective heat transfer and can control the temperature rise, and the effect
of thermal problem. However ventilated disc due to uneven temperature
around the disc, there may be increase in judder problem.

1
 Valvano and Lee carried out a study on the technique to determine
thermal distortion of brake rotor. Due to the severe thermal distortion of
brake, it affects system response and brake judder propensity.

Accurate prediction of thermal distortion improves the disc brake

design. In the braking phase temperatures and thermal gradient are very
high.

It causes stresses and deformation which is indicated by its

appearance, cracks on the disc. The disc brake is sandwiched between two
pads activated by a cylinder backed in a caliper mounted on the stud shaft.

At the point where the brake lever is pressed, pressurized hydraulic

pressed fluid is constrained in the chamber pushing the contradicting
cylinders and brake parts.

When the pad is pressed against the disc, the brake absorbs kinetic
energy of the vehicle and it is transferred into heat which is mainly absorbed
by rotor and brake pad. This heat is dissipated into the surrounding
atmosphere. Due to the generation of frictional heat on the interface of the
disc and pad, there is rise in temperature.

When this temperature exceeds the critical value of the given

material, it leads to catastrophic events such as brake fail, premature wear
and failure of bearing, thermal crack or vaporization of brake fluid.
Furthermore, due to heat generation at the disc pad interface, global
deformation occurs in disc and pad. Some common deformations are coning
and buckling.

2
 CHAPTER 4

INTRODUCTION TO CATIA

CATIA is a robust application that enables you to create rich and

complex designs. The goals of the CATIA course are to teach you how to
build parts and assemblies in CATIA, and how to make simple drawings of
those parts and assemblies. This course focuses on the fundamental skills
and concepts that enable you to create a solid foundation for your designs

4.1 WHAT IS CATIA

CATIA is mechanical design software. It is a feature-based,

parametric solid modeling design tool that takes advantage of the easy-to-
learn Windows graphical user interface. You can create fully associative 3-D
solid models with or without constraints while utilizing automatic or user-
defined relations to capture design intent.

To further clarify this definition, the italic terms above will be further
defined. Feature-based Like an assembly is made up of a number of
individual parts, a CATIA document is made up of individual elements.
These elements are called features.

When creating a document, you can add features such as pads,

pockets, holes, ribs, fillets, chamfers, and drafts. As the features are created,
they are applied directly to the work piece.

2
Features can be classified as sketched-based or dress-up

 Sketched-based features are based on a 2D sketch. Generally, the

sketch is transformed into a 3D solid by extruding, rotating, sweeping,
or lofting.
 Dress-up features are features that are created directly on the solid
model. Fillets and chamfers are examples of this type of feature

4.2 SOLID MODELING:-

A solid model is the most complete type of geometric model used in

CAD systems. It contains all the wireframe and surface geometry necessary
to fully describe the edges and faces of the model.

In addition to geometric information, solid models also convey their

topology‖, which relates the geometry together. For example, topology might
include identifying which faces (surfaces) meet at which edges (curves).

This intelligence makes adding features easier. For example, if a

model requires a fillet, you simply select an edge and specify a radius to
create it.

4.3 FULLY ASSOCIATIVE:-

A CATIA model is fully associative with the drawings and parts or

assemblies that reference it.

Changes to the model are automatically reflected in the associated

drawings, parts, and/or assemblies. Likewise, changes in the context of the
drawing or assembly are reflected back in the model.

2
4.4 CONSTRAINTS:

Geometric constraints (such as parallel, perpendicular, horizontal,

vertical, concentric, and coincident) establish relationships between features
in your model by fixing their positions with respect to one another.

In addition, equations can be used to establish mathematical

relationships between parameters. By using constraints and equations, you
can guarantee that design concepts such as through holes and equal radii are
captured and maintained.

4.5 CATIA USER INTERFACE:

Below is the layout of the elements of the standard CATIA application.

A. Menu Commands
B. Specification Tree
C. Window of Active document
D. Filename and extension of current document
E. Icons to maximize/minimize and close window
F. Icon of the active workbench
G. Toolbars specific to the active workbench
H. Standard toolbar
I. Compass
J. Geometry area

Different types of engineering drawings, construction of solid models,

assemblies of solid parts can be done using inventor.

2
Different types of files used are:

Part files: CATPart

Assembly files: CATProduct

4.6 WORKBENCHES

Workbenches contain various tools that you may need to access

during your part creation. You can switch between any primary
workbenches using the following two ways

FIGURE4.1WORKBENCES

2
4.7 GENERALLY ALL CAD MODELS ARE GENERATED
IN THE SAME PASSION GIVEN BELOW

: Enter CAD environment by clicking, later into

part designing mode to construct model.

: Select plane as basic reference.

: Enter sketcher mode.

In Sketcher Mode

: Tool used to create 2-d basic structure

of part using line, circle etc

: Tool used for editing of created geometry

termed as operation

:Tool used for Dimensioning, referencing. This

helps creating parametric relation.

2
 : Its external feature to view
geometry in & out

: Tool used to exit sketcher mode after creating

geometry. Sketch Based Feature:

Pad: On exit of sketcher mode the feature is to be padded .

( adding material)

Pocket: On creation of basic structure further pocket has to be

created(removing material)

Revolve: Around axis the material is revolved, the structure

should has same profile around axis.

Rib: sweeping uniform profile along trajectory (adding

material)

Slot: sweeping uniform profile along trajectory (removing

material)

Loft: Sweeping non-uniform/uniform profile on different

plane along linear/non-linear trajectory

Its 3d creation of features creates chamfer, radius,Draft,

shell et,.Its tool used to move geometry, mirror, pattern, scaling in
3d environment on creation of individual parts in separate files,

2
 Assembly environment:In assembly environment the parts
arere called & constrained.

Product structure tool: To recall existing components already

modeled.

: Assembling respective parts by mean of constraints

Update: updating the made constrains. Additional features are: Exploded

View, snap shots, clash analyzing numbering, bill of material etc. finally
creating draft for individual parts & assembly with possible details

The parts of the major assembly is treated as individual geometric

model , which is modeled individually in separate file All the parts are
previously planned & generated feature by feature to construct full model

Generally all CAD models are generated in the same

passion given bellow :

: Enter CAD environment by clicking, later into part

designing mode to construct model.

:Select plane as basic reference.

: Enter sketcher mode.

2
In Sketcher Model

:Tool used to create 2-d basic structure of

part using line, circle etc

:Tool used for editing of created

geometry termed as operation

: Tool used to exit sketcher mode after creating

geometry. Sketch Based Feature

Pad: On exit of sketcher mode the feature is to be padded.

(Adding material)

Pocket: On creation of basic structure further pocket has to

be created (removing material)

Revolve: Around axis the material is revolved, the structure

should have same profile around axis.

Rib: sweeping uniform profile along trajectory (adding

material)

Slot: sweeping uniform profile along trajectory (removing

material)

2
 Loft: Sweeping non-uniform/uniform profile on different
plane along linear/non-linear trajectory.

:Its 3d creation of features creates

chamfer, radius, draft, shell, thread.

: Its tool used to move geometry,

mirror, pattern, scaling in 3d environment.

4.8 DESIGN IMAGES

FIGURE 4.2 : 2D DESIGN OF DISK BRAKE

2
FIGURE 4.3 : 3D DESIGN USING CATIA V5 R20

3
 CHAPTER 5
ANSYS

ANSYS is a general purpose software, used to simulate interactions of

all disciplines of physics, structural, vibration, fluid dynamics, heat transfer
and electromagnetic for engineers.

FIGURE 5.1 : ANSYS SOFTWARE DISPLAY SCREEN

So ANSYS, which enables to simulate tests or working conditions,

enables to test in virtual environment before manufacturing prototypes of
products. Furthermore, determining and improving weak points, computing
life and for seeing probable problems are possible by 3D simulations in
virtual environment.

3
 ANSYS software with its modular structure as seen in the table below
gives an opportunity for taking only needed features. ANSYS can work
integrated with other used engineering software on desktop by adding CAD
and FEA connection modules.

ANSYS can import CAD data and also enables to build geometry
with its "preprocessing" abilities. Similarly in the same preprocessor, finite
element model (a.k.a. mesh) which is required for computation is generated.
After defining loadings and carrying out analyses, results can be viewed as
numerical and graphical.

ANSYS can carry out advanced engineering analyses quickly, safely

and practically by its variety of contact algorithms, time based loading
features and nonlinear material models.

In engineering applications, heat is generally transferred from one

location to another and between bodies. This transfer is driven by
differences in temperature (a temperature gradient) and goes from locations
of high temperature to those with low temperature.

These temperature differences, in turn, cause mechanical stresses and

strains in bodies due to their coefficient of thermal expansion, α (sometimes
abbreviated CTE in engineering literature)

The amount of heat transfer is directly proportional to the size of the

temperature gradient and the thermal resistance of the material(s) involved

3
 In engineering applications, there are three basic mechanisms:

1. Conduction

2. Convection

3. Radiation

ANSYS Workbench is a platform which integrate simulation

technologies and parametric CAD systems with unique automation and
performance.

The power of ANSYS Workbench comes from ANSYS solver

algorithms with years of experience. Furthermore, the object of ANSYS
Workbench is verification and improving of the product in virtual
environment.

FIGURE 5.2 : POWER OF ANSYS WORKBENCH

3
 ANSYS Workbench, which is written for high level compatibility
with especially PC, is more than an interface and anybody who has an
ANSYS license can work with ANSYS Workbench. As same as ANSYS
interface, capacities of ANSYS Workbench are limited due to possessed
license.
5.1 EXPERIMENTAL DETAILS

5.1.1 DESIGN CALCULATON FOR ROTOR DISC BRAKE

The rotor must also serve the purpose of absorbing the heat that is
generated by the rubbing of the brake pads against the rotors face. For our
analysis we used the values of Rotor.

Torque=mu*P (Pressure on the rotor is 17.178 MPa, Mu = 0.45) The

calculation gave us about Torque= 7.73 MPa.

Compressive stress on the rotor is equal to the pressure i.e. 17.178 MPa.

Do = 300mm Di = 140mm

We then used an equation to calculate the torque that is generated in the

5.1.2 ROTOR:

Material used for rotor for its wear resistance and hardness.

Outer Diameter = 300mm

Inner Diameter = 140mm

Area of brake pads = 5445.414 mm2 Friction coefficient = 0.45

Tensile strength, Sut = 290 MPa Compressive strength, Suc = 960MPa

Force on break pad = 50000 N

3
Average pressure on rotor = 50000 / 5445.414 = 9.1820 MPa
(Pressure=Force / Area)

Shear stress Ʈxz = 0.45 X 9.1820= 4.1319 MPa

Stress concentration factor Kt = 2.5 (Assumed)

Corrected shear stress Ʈxz = 2.5 X 4.1319 MPa = 10.32975 MPa

Longitudinal (Compressive) stress = -9.1820 MPa

Principal Values s1 = -29.7367 MPa

s2 = 0 MPa s3 = 12.5587 MPa

5.1.3 STATIC FAILURE USING MODIFIED MOHR CRITERIA

Fatigue failure using Goodman Criteria:

Sut = 290 MPa

Se’ = 𝑆𝑢𝑡/ 2 = 165 MPa

Surface Factor (Machined) Ka= 𝑎𝑆𝑢𝑡𝑏 (a= 4.51, b= -0.265)

Ka = 1.001 Size Factor Kb de = 0.808(area)0.5 = 59.625 Kb = 1.51 de -0.157

Kb = 0.795

3
Temperature Factor Kd = 1

Reliability Factor Ke= 0.702 (for 99.99 reliability) Miscellaneous

Factor Kf = 1

Corrected Endurance Limit Se = Ka Kb Kd Ke Kf

Se’ Se = 81.849 MPa

Static torsional stress concentration factor Kts = 2.5 Notch Sensitivity qs =

0.8

Fatigue torsional stress concentration factor Kfs = 1+q (Kts - 1) = 2.2

For combination of loading we use von mises stress

Smax (axial) = -17.178 MPa ; Ʈmax (torsional) = 7.73 MPa Smin (axial)

= 0 MPa Ʈmin (torsional) = 0 MPa Sm (axial) = (𝜎𝑚𝑎𝑥 + 𝜎𝑚𝑖𝑛) /2 = 8.589 MPa

Ʈm = (𝑟𝑚𝑎𝑥 + 𝑟𝑚𝑖𝑛) /2 = 3.865 MPa

Sa (axial) = (𝜎𝑚𝑎𝑥 − 𝜎𝑚𝑖𝑛) /2 = 8.589 MPa Ʈa = (𝑟𝑚𝑎𝑥 − 𝑟𝑚𝑖𝑛) /2 = 3.865 MPa

5.1.4 VON MISSES STRESS

3
By applying Goodman Formula

5.1.5 FINITE ELEMENT METHOD (FEM)

It is a numerical technique for finding the approximate solutions to

boundary value problems for partial differential equations.
It uses subdivision of a whole problem domain into simpler part,
called finite elements and solve the problem by minimizing an associated
error function.

The subdivision of the whole domain has several advantages:

a. Accurate representation of the complex geometry.
b. Inclusion of dissimilar material property.
c. Easy representation of the solution.
d. Capture of the local effects.

It divides the domain into a group of sub domain; every sub domain is
represented by a set of element equations of the original domain.

3
 CHAPTER 6
MODIFICATION
6.1 GREY CAST
IRON

Grey cast iron is a type of iron found in castings known for its grey color
and appearance caused by graphite fractures in the material. Specifically,
what makes grey iron “grey iron,” is the graphite flake structure that is
created during the cooling process from the carbon that is in the component.

Grey iron is a result of both the materials used and the process used to
cast a part. In other words, the properties of the grey iron will change
depending on what materials are melted together to pour into the mold as
well as the process that is used for casting (it is primarily the cooling part of
the process that defines the characteristics of the cast part versus other parts
of the process.).

FIGURE 6.1: GREY CAST IRON

If you use a powerful microscope you can see the graphitic

microstructure that makes grey iron so easily identifiable.

3
 In a grey iron casting, you can see little black flakes of graphite.
These flakes cause fractures and cause the material to have a grey
appearance.

6.2 ALUMINIUM

Aluminium is a chemical element in the boron group with symbol Al

and atomic number 13. It is a silvery white, soft, ductile metal. Aluminium
is the third most abundant element (after oxygen and silicon), and the most
abundant metal, in the Earth's crust. It makes up about 8% by weight of the
Earth's solid surface.

Aluminium metal is so chemically reactive that native specimens are

rare and limited to extreme reducing environments. Instead, it is found
combined in over 270 different minerals. The chief ore of aluminium is
bauxite.

6.2.1 ALUMINIUM USED IN DISC BRAKE

Aluminium is strong and resists corrosion and rusting,even over extended

periods of time often long periods of use aluminium brake disc can be used
for longer than brake disc made from other materials.

6.3 SILICON CARBIDE

Silicon carbide is a chemical element with symbol Zn and atomic number

30. It is the first element in group 12 of the periodic table. In some respects
silicon carbide is chemically similar to magnesium: both elements exhibit
only one normal oxidation state (+2), and the Zn2+ and Mg2+ ions are of
similar size. Silicon carbide is the 24th most abundant element in Earth's

3
crust and has five stable isotopes. The most common silicon carbide ore is
sphalerite (silicon carbide blende), a silicon carbide sulfide mineral.

The largest workable lodes are in Australia, Asia, and the United
States. Silicon carbide is refined by froth flotation of the ore, roasting, and
final extraction using electricity (electro winning).

6.3.1 SILICON CARBIDE IS USED IN DISC BRAKE

Silicon carbide makes the brake disc particular hard and resistant. It
gives the disc their special properties. The carbon fibers give the material
extra strength and reinforcement, as will as the necessary fracture toughness.
Ceramic brake are also characterized by a low weight, extreme hardness and
stability.

6.4 PROPERTIES OF GREY CAST IRON AND

ALUMINIUM SILICON CARBIDE
PROPERTIES GREY CAST ALUMINIUM
IRON SILICON
CARBIDE
Density(Kg/𝑀3) 7050 2810
Poisson Ratio 0.27 0.33

Specific Heat (J/Kg-K) 350 960

Thermal Expansion 11 2.6

Thermal Conductivity(W/Mk) 36 130

TABLE 6.1: PROPERTIES OF (GREY CAST IRON & AlSiC)

4
 CHAPTER 7
RESULTS
7.1 MODEL
DIAGRAM

FIGURE 7.1 : RESULTS AND ANALYSIS OF DISK BRAKE IN

ANSYS 18.1

FIG 7.2 : MESHING OF DISK BRAKE IN ANSYS 18.1

4
7.2STATIC STRUCTURAL ANALYSIS OF DISK BRAKE USING
GREY CAST IRON

FIG 7.3 : TOTAL DEFORMATION OF DISK BRAKE IN ANSYS 18.1

FIG 7.4 : MAXIMUM PRINCIPAL STRESS OF DISK BRAKE BY

GREY CAST IRON USING ANSYS 18.1

4
 FIG 7.5 : SHEAR STRESS OF DISK BRAKE BY CAST
IRON IN ANSYS 18.1

7.3STATIC STRUCTURAL ANALYISIS OF DISC BRAKE USING

ALUMNUIUM SILICON CARBIDE

FIG 7.6 : TOTAL DEFORMATION OF DISC BRAKE

USING STRUCTURAL STEEL IN ANSYS 18.1

4
FIG 7.7: MAX PRINCIPAL STRESS OF DISC BRAKE
USING ALUMUNIUM SILICON CARBIDE

FIG 7.8:SHEAR STRESS OF DISC BRAKE

USING ALUMUNIUM SILICON
CARBIDE

4
7.4 RESULT AND COMPARISION OF DISC BRAKE

SI. NAME CAST IRON ALUMINIUM

NO SILICONCARBIDE
PARAMETER MAX MIN
VALUE3 VALUE MAX VALU

1 TOTAL 1.3926M 0.6962M 0.18863M

DEFORMATION

2 EQUIVALENT - - 43415PA
STREES

3 MAX PRINCIPAL 24888 PA -3353.7 PA 24944 PA

STRESS

4 SHEAR STRESS 9789 PA -5061.5 PA 4534.1 PA

TABLE 7.1 : RESULT AND COMPARISION OF DISC BRAKE

4
7.5 TEST REPORT

ALUMINIUM 90% SIC 10%

REPORT NO:532 DATE:05-06-2022

1. COMPRESSIOM SURVEY

Load 153.48

Value (M pa) 1004.53

2. IMPACT SURVEY

Load 110.49

Value(M pa) 120

HARDNESS SURVEY

Load 5.7

Value(BHN) 46.70

TABLE 7.2 : TEST REPORT

4
 CHAPTER 8
CONCLUSION

 This project gives a numerical simulation of the structural behavior of

brake disc for two different materials by means of the computer software
ANSYS 18.1. In order to improve the braking efficiency and provide
greater stability to vehicle, an investigation was carried out and the
suitable hybrid composite material which is lighter than traditional
materials used for brake disc and has preferably good Young's modulus,
Yield strength and density properties. Though it has higher hardness,
greater stable characteristics which can withstand high pressure,
temperature and resistance to thermal shock. The results obtained from
above study leads to the following conclusions:
 Traditional material has many problems such as scarring, cracking,
warping or excessive rusting. Al SiC composites can be made in an open
atmosphere by stir casting using fabrication scheme derived from the
literature review and mentioned in the experimental.
 Al SiC had good thermal properties as well as lighter in weight than
traditional materials but it is difficult to cast it with regular casting
technique which make the manufacturing of Al SiC complex and costly
than other materials. Cast iron had good thermal properties showing
thermal strain as 0.0018205, but cannot withstand to dynamic load
coming on brake disc. Due which it fails in compressive loading.
 Aluminium alloy having lowest thermal strain than any material i.e
0.0010157 as well as it can withstand the dynamic load coming on brake
disc. It is approximately 70% lighter than traditional brake disc.

4
 In aluminum alloy brake disc, the temperature change due to application
of brake is also less and therefore heat dissipation takes place at faster
rate and wear of the disc is also very less.
 From above discussion we can conclude that the Aluminium alloy (Al +
SiC) is the optimum material for the brake disc as it can withstand to both
dynamic load as well as thermal load coming on brake disc also it lighter
in weight.

4
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