Project

Coupled Field Finite Element Analysis of Car Disc Brake Rotors
TABLE OF CONTENTS
Chapters
Page No.
ACKNOWLEDGEMENT
ABSTRACT
CHAPTER 1: INTRODUCTION
06
1.1 Fundamentals of Braking System

1.1.1 Principle of braking.
1.1.2 Coefficient of friction
07
08
1.2 Braking systems.

1.2.1 Brake types in cars.
1.2.1.1 Drum Brake.
08
1.2.1.2 Disc Brake.
08
1.2.1.3 Antilock Braking System (ABS)
08
1.2.2 Air brakes.
09
1.2.3 Exhaust brakes.
09
1.2.4 Electric brakes.
09
1.2.5 Parking brakes.
10
1.3 Braking system components.

1.3.1 Brake pedal.
10
1.3.2 Brake lines.
10
Dept. of Mechanical Engineering SDMCET, Dharwad
1.3.3 Brakes fluid.
10
1.3.4 Master cylinder.
11
1.3.5 Divided systems.
11
1.3.6 Tandem master cylinder.
12
1.3.7 Power booster or brake unit.
12
1.3.8 Hydraulic brake booster.
12
1.3.9 Electrohydraulic braking (EHB).
12
1.4 Disc brake systems.

1.4.1 Disc brake operation.
13
1.4.2 The rotor.
15
1.4.2.1 Brake fade
16
1.4.2.2 Rotor Metallurgy
16
1.4.2.3 Rotor Surface finish
17
1.4.3 Disc brake pads.
17
1.4.4 Disc brake calipers.
18
CHAPTER 2: LITERATURE REVIEW
19
CHAPTER 3: MATERIAL PROPERTIES OF DISC BRAKE

ROTORS
25
3.1 Materials used
25
2
3.2 Cast Iron
25
3.3 Specifications of car and Material Properties of Gray cast iron

3.3.1 Solid disc brake rotor
3.3.1.1 The specifications of car
26
3.3.1.2 The materials properties
26
3.3.2 Ventilated disc brake rotor

3.3.2.1 The specifications of car
27
3.3.2.2 The materials properties
27
CHAPTER 4: THEORY AND CALCULATIONS

4.1 Assumptions.
29
4.2 Stopping distance.
29
4.3 Weight transfer.
30
4.4 Braking efficiency.
31
4.5 Kinetic energy and Heat flux.

4.5.1 Approaches
32
4.5.2 Macroscopic model approach
32
4.6 Calculations
4.6.1 Calculations for heat flux application time
33
4.6.2 Calculations for kinetic energy heat flux time

4.6.2.1 Solid disc brake rotor
33
4.6.2.2 Ventilated disc brake rotor
35
CHAPTER 5: GEOMETRIC MODELING

5.1 Pro e Wildfire 4.
37
5.2 Module 2 - Part Modeling.
37
5.3 Module 5 - Drawing.
38
5.4 Modeled and drafted components.
38
CHAPTER 6: FINITE ELEMENT MODELING
41
6.1 Meshed components
42
6.2 SOLID90
43
6.2.1 SOLID90 Element Description
43
6.2.2 SOLID90 Input Data
44
6.2.3 SOLID90 Input Summary
44
6.2.4 SOLID90 Output Data
45
6.2.5 SOLID90 Assumptions and Restrictions
45
CHAPTER 7: FINITE ELEMENT ANALYSIS

7.1 Introduction.
47
7.2 Steps in FEA.

7.2.1 General Steps.
47
7.2.2 Steps in ANSYS.
47
7.3 Coupled field analysis.
48
7.3.1 Thermal Structural Analysis
49
7.3.2 Thermal and Structural Boundary Conditions
49
7.4 Modal analysis.
50
7.5 Procedure adopted for thermal analysis

of disc brake rotors.
50
7.6 Procedure adopted for structural analysis

51
7.7 Procedure adopted for modal analysis

51
CHAPTER 8: RESULTS
8.1 Inputs and results of ANSYS 11
52
8.2 Plots of Results

8.2.1 Solid disc brake rotor
53
8.2.2 Ventilated disc brake rotor
61
CHAPTER 9: CONCLUSION
69
CHAPTER 10: FUTURE SCOPE
70
REFERENCES
CHAPTER 1
INTRODUCTION
At the end of the 19th century the development of a brake system for the newly
invented automobile vehicles was needed. From that moment on, brake system which
makes use of several components (the brake disc among them), was developed. It was
after the beginning of the Second World War, in 1938, that the brake system
technological advance got great impulse due to the aeronautics industry necessity. Around
1886, in Germany, Gotlieb Daimler and Carl Benz would change the history of the world
forever, because they created, independently, the first prototypes of internal combustion
automobiles. This invention gave rise to the development of several automobile
components, and among them was the brake system. In the United States, in 1890,
according to Hughes, the American Elmer Ambrose Sperry invented a brake similar to the
present disc brake. An automotive brake disc brake rotor is a device for slowing or
stopping the motion of a wheel while it runs at a certain speed. In this project work the
complete study of brake systems used in cars is studied and the actual dimensions of the
solid and ventilated disc brake rotors of TATA indica cars are taken which are used to 3D
modeling of rotors in Pro e Wildfire 4. The model is then converted to iges format and
imported to Altair Hypermesh 7 for meshing. After meshing it is imported to ANSYS 11
with element for meshing defining as SOLID 90. Here coupled field finite element
analysis and modal analysis is carried using general purpose finite element analysis. Then
the results are compared for both solid and ventilated disc brake rotors and alternate
materials are also suggested.
The goals of our project are as follows:

i.
Complete study of braking system in car.
ii.
Conceptualization of working of the disc rotor.
iii.
To carry out coupled-field analysis i.e., thermal to static structural analysis which
gives thermal stresses and their corresponding displacements in the disc brake
rotor due to the application of temperature.
iv.
To predict natural frequencies and associated mode shapes by considering density

of the disc material.
v.
Comparison of solid and ventilated rotor based on the above results.
vi.
Suggesting the suitable material for disc brake rotor and checking whether the
design is safe or not based on the above results.
1.1 Fundamentals of Braking system

1.1.1 Principle of braking:
A basic braking system of a car has:
Brake pedal.
Master cylinder to provide hydraulic pressure.
Brake lines and hoses to connect the master cylinder to the brake assemblies.
Fluid to transmit force from the master cylinder to the wheel cylinders of the
brake assemblies, and
Brake assemblies drum or disc that stop the wheels.
The driver pushes the brake pedal; it applies mechanical force to the piston in the
master cylinder. The piston applies hydraulic pressure to the fluid in the cylinder, the
lines transfer the pressure which is undiminished in all directions within the brake lines
to the wheel cylinders, and the wheel cylinders at the wheel assemblies apply the brakes.
Force is transmitted through the fluid. For cylinders of the same size, the force
transmitted from one is the same value as the force applied to the other. By using
cylinders of different sizes, forces can be increased or reduced. In an actual braking
system, the master cylinder is smaller than the wheel cylinders, so the force at all of the
wheel cylinders is increased. When brakes are applied to a moving vehicle, they absorb
the vehicles kinetic energy. Friction between the braking surfaces converts this energy
into heat. In drum brakes, the wheel cylinders force brake linings against the inside of the
brake drum. In disc brakes, pads are forced against a brake disc. In both systems, heat
spreads into other parts and the atmosphere, so brake linings and drums, pads and discs
must withstand high temperatures and high pressures.
1.1.2 Coefficient of friction

Friction is a force that resists the movement of one surface over another. It can be
desirable but often is not. It's caused by surface rough spots that lock together. These
spots can be microscopically small, which is why even surfaces that seem to be smooth
can experience friction. Friction can be reduced but never eliminated. Friction is always
measured for pairs of surfaces, using what is called a coefficient of friction. A low
coefficient of friction for a pair of surfaces means they can move easily over each other.
A high coefficient of friction for a pair of surfaces means they cannot move easily over
each other.
1.2 Braking Systems

1.2.1 Brake types in cars
1.2.1.1 Drum Brake
Drum brakes have a drum attached to the wheel hub, and braking occurs by means
of brake shoes, expanding against the inside of the drum. A drum brake is a brake in
which the friction is caused by a set of shoes or pads that press against the inner surface
of a rotating drum. The drum is connected to a rotating wheel.
1.2.1.2 Disc Brake

With disc brakes, a disc attached to the wheel hub maybe clamped between 2
brake pads. On light vehicles, both of these systems are hydraulically operated. The brake
pedal operates a master cylinder. Disc brakes require greater forces to operate them. A
brake booster assists the driver by increasing the force applied to the master cylinder,
when the brake is operated.
1.2.1.3 Antilock Braking System (ABS)

An anti-lock braking system (commonly known as ABS, from the German name
"Antiblockiersystem" given to it by its inventors at Bosch) is a system on motor vehicles
which prevents the wheels from locking while braking. The purpose of this is to allow the
driver to maintain steering control and to shorten braking distances. It is composed of a

central electronic unit, four speed sensors (one for each wheel) and two or more hydraulic
valves on the brake circuit.
1.2.2 Air Brakes

Air-operated braking systems are used on heavy vehicles. Compressed air,
operating on large-diameter diaphragms, provides the large forces at the brake assembly
that are needed. An air compressor pumps air to storage tanks. Driver-controlled valves
then direct the compressed air to different wheel units, to operate the friction brakes.
1.2.3 Exhaust Brakes

Heavy goods vehicles can often require increased braking, in situations where
friction brakes could overheat and fail. This is achieved by using an exhaust brake. An
exhaust brake works by restricting the flow of exhaust gases through the engine. It
achieves this by closing a butterfly valve located in the exhaust manifold. This maintains
high pressure in the exhaust manifold and the engine cylinders, which in turn acts as a
brake against the engine rotating. This then slows the road wheels through the
transmission, or power train. Other heavy goods vehicles use an engine brake that
operates by altering valve timing, and stopping fuel being injected into the engine.
1.2.4 Electric Brakes

An electric braking system is commonly used to activate the drum-type friction
brakes on the trailer. Braking effect can be increased or reduced by the driver, adjusting a
control unit to suit the load on the trailer. When the brakes in the towing vehicle are
applied, the brake-light circuit sends the signal to the control unit. The control unit then
sends an appropriate current to the trailer brake actuators, to operate the trailer brakes, at
the level selected.
1.2.5 Parking Brakes

All vehicles must be fitted with a foot brake and a park brake. Most light vehicles
use a foot brake that operates through a hydraulic system on all wheels, and a handoperated brake that acts mechanically on the rear wheels only. The hand brake system
holds the vehicle when it is parked. Some vehicles incorporate a drum brake for the hand
brake, in the center of the rear disc brake. Others use a mechanical linkage to operate the
disc brake from the hand brake system, or separate hand brake calipers with their own
pads. Some vehicles have the hand brake operating on the front wheels. Some vehicles
use a single drum brake on the rear of the gearbox as a hand brake. That's sometimes
called a transmission brake.
1.3. Braking system components

1.3.1 Brake Pedal
The brake pedal uses leverage to transfer the effort from the drivers foot to the
master cylinder. Different lever designs can alter the effort the driver needs to make, by
using different levels of mechanical advantage.
1.3.2 Brake lines

Brake lines carry brake fluid from the master cylinder to the brakes.
They are basically the same on all brake systems. For most of their length they are steel,
coated to reduce the possibility of corrosion, and attached to the body with clips or
brackets to prevent damage from vibration. In some vehicles, the brake lines are inside
the vehicle to protect them better from corrosion.
1.3.3 Brake fluid

Brake fluid is hydraulic fluid that has specific properties. The fluid is used to
transfer force while under pressure through hydraulic lines to the wheel braking system.
The properties of different types of brake fluids are tested for many different
10
characteristics such as ph value, viscosity, resistance to oxidation and graded against

compliance standards set by United States Department of Transportation (DOT).
Brake fluid DOT specifications:
DOT 2 is castor oil based
DOT 3 is composed of various glycol esters and ethers.

o
DOT 4 is also composed of glycol esters and ethers.

o
Boiling point: 284 F (140 C)
DOT 5 is silicone-based. It is NOT recommended for any vehicle equipped with

antilock brakes (ABS). It gives better protection against corrosion, and is more
suitable for use in wet driving conditions.
o
DOT 5.1 is a high-boiling point fluid that is suitable for ABS-equipped vehicles. It
contains polyalkylene glycol ether, but is more expensive than other brake fluids.
o
Boiling point: 375 F (190.6 C)
Even if they have similar base composition, fluids with different DOT ratings must not be
mixed.
1.3.4 Master cylinder

The master cylinder is connected to the brake pedal via a pushrod. This is a single
master cylinder for a drum brake system. Its one piston has a primary and a secondary
cup. These are also known as seals, because, when force is applied to the brake pedal, the
primary cup seals the pressure in the cylinder. The secondary cup prevents loss of fluid
past the end of the piston. An outlet port links the cylinder to the brake lines.
1.3.5 Divided systems
Modern cars use tandem master cylinders to suit divided or dual line braking
systems. A divided system is safer in the event of partial failure. Fluid loss in one half of
11
the system still leaves the other half able to stop the vehicle, although with an increase in
stopping distance.
1.3.6 Tandem master cylinder

With a basic master cylinder in the braking system, any loss of fluid, say because
a component fails, could mean the whole braking system fails. To reduce this risk,
modern vehicles must have at least two separate hydraulic systems. Thats why the
tandem master cylinder was introduced.
1.3.7 Power booster or Brake unit

A power booster or power brake unit uses a vacuum to multiply the drivers pedal
effort and apply that to the master cylinder. This increases the pressures available from
the master cylinder. Units on petrol/gasoline engines use the vacuum produced in the
intake manifold. Vehicles with diesel engines cannot use manifold vacuum so they are
fitted with an engine-driven vacuum pump. The most common booster operates between
the brake and master cylinder.
1.3.8 Hydraulic brake booster

Although not as common as a conventional brake system fitted with a vacuum
booster, many vehicles are now equipped with hydraulically assisted boosters for the
brakes. The system uses hydraulic pressure generated by the power steering pump rather
than engine vacuum to provide the power assistance required in a conventional system.
This application is particularly suitable to vehicles with diesel engines as a separate
vacuum source does not have to be provided for the system to operate.
1.3.9 Electrohydraulic braking (EHB)

Electrohydraulic Braking (EHB) gets rid of the vacuum booster and replaces the
current modulator with one that includes a high pressure accumulator. Like the Hydro
boost system it uses an accumulator to provide the required pressure to activate the master
cylinder, however, it uses electrical power to effectively charge the accumulator and
12
build sufficient pressure for efficient brake operation. This system means that less power
is taken away from the engine during operation as battery power is used.
1.4 Disc brake system

The primary components of disc brakes are: the rotor, caliper and brake pads.
Fig 1.1 Disk brake system
1.4.1 Disc brake operation

Disc brakes can be used on all four wheels of a vehicle, or combined with disc
brakes on the front wheels and drum brakes on the rear. When the brake pedal is
depressed, a push rod transfers the force through a brake booster to a hydraulic master
cylinder. The master cylinder converts the force into hydraulic pressure, which is then
13
transmitted via connecting pipes and hoses to one or more pistons at each brake caliper.
The pistons operate on friction pads to provide a clamping force on a rotating flat disc
that is attached to the wheel hub. This clamping tries to stop the rotation of the disc, and
the wheel. On non-driving wheels, the center of the brake disc or hub contains the wheel
bearings. The hub can be part of the brake disc or a separate assembly between the wheel
and hub with nuts or bolts. On driving wheels, the disc is mounted onto the driving axle
and may be held in place by the wheel. On front wheel drive vehicles, it can be mounted
on the front hub and wheel bearing assembly. The brake caliper assembly is bolted to the
vehicle axle housing or suspension. In most cases the brake is positioned as close as
possible to the wheel, but there are exceptions. Some high-performance cars use inboard
disc brakes on its rear wheels. The makers claim improved vehicle handling for this
design because it reduces unsprung weight. Applying brakes can absorb a lot of vehicle
energy so friction between braking surfaces generates great heat. Brake parts withstand
very high temperatures. Most of the friction area of a disc is exposed to air so cooling is
far more rapid than for a drum brake. Unlike with drum brakes, brake fade is rare.
Because of their shape, discs tend to throw off water. So after being driven through water,
they operate almost immediately. Disc brakes need much higher pressures to operate than
drum brakes, so almost all disc brake systems need a power brake booster to help reduce
the pedal forces that are needed from the driver.
Fig 1.2 Schematic diagram of disc brake operation

14
1.4.2 The rotor

The rotor is the main rotating part of this brake system. It is hard wearing and
resists the high temperatures that occur during braking. Rotors can be of a solid
construction or slotted. The slotted rotor is referred to as a "ventilated disc". Brake rotors
provide a friction surface for the disc brake pads to rub against when the brakes are
applied. The friction created by the pads rubbing against the rotor generates heat and
brings the vehicle to a stop. The underlying scientific principle here is that friction
converts motion into lot of heat and this heat is to be dissipated. The amount of heat that
is generated depends on the speed and weight of the vehicle, and how hard the brakes are
applied.
Fig 1.3 Schematic diagram of Solid and Ventilated disc brake rotor
The rotor's job is to provide a friction surface, and to absorb and dissipate heat.
Big rotors can obviously handle more heat than small rotors. But many cars today have
downsized rotors to reduce weight. Consequently, the brakes run hotter and require better
rotor cooling to keep brake temperatures within safe limits. Uneven rotor wear often
produces variations in thickness that can be felt as pedal pulsations when the brakes are
applied. The condition usually worsens as the rotors continue to wear, eventually
15
requiring the rotors to be resurfaced or replaced. Rotors can also develop hard spots that
contribute to pedal pulsations and variations in thickness. Hard spots may be the result of
poor quality castings or from excessive heat that causes changes in the metallurgy of the
rotors. A sticky caliper or dragging brake may make the rotor run hot and increase the
risk of hard spots forming. Hard spots can often be seen as discolored patches on the face
of the rotor. Resurfacing the rotor is only a temporary fix because the hard spot usually
extends well below the surface and usually returns as a pedal pulsation within a few
thousand miles. Cracks can form as a result of poor metallurgy in the rotor and from
excessive heat. Some minor surface cracking is tolerable and can often be removed by
resurfacing, but large cracks or deep cracks weaken the rotor and increase the risk of
catastrophic failure
1.4.2.1 Brake fade: When brake temperatures get too high, the pads and rotors are no
longer able to absorb any more heat and lose their ability to create any additional friction.
As the driver presses harder and harder on the brake fade, he feels less and less response
from his overheated brakes. Eventually, he loses his brakes altogether. All brakes will
fade beyond a certain temperature. Semi-metallic linings can usually take more heat than
nonasbestos organic or low-met linings. Vented rotors can dissipate heat more rapidly
than nonvented solid rotors. Thus, high performance cars and heavier vehicles often have
vented rotors and semi-metallic front brake pads to handle high brake temperatures. But if
the brakes get hot enough, even the best ones will fade.
1.4.2.2 Rotor metallurgy: The metallurgical properties of a rotor determine its

strength, noise, wear and braking characteristics. The casting process must be carefully
controlled to produce a high quality rotor. The rate at which the iron cools in the mold
must be closely monitored to achieve the correct tensile strength, hardness and
microstructure. When iron cools, the carbon atoms that are mixed in with it form small
flakes of graphite which help dampen and quiet noise. If the iron cools too quickly, the
particles of graphite do not have as much time to form and are much smaller in size,
which makes for a noisy rotor. The rate of cooling also affects the hardness of a rotor. If a
rotor is too hard, it will increase pad wear and noise. Hard rotors are also more likely to
crack from thermal stress. If a rotor is too soft, it will wear too quickly and may wear
16
unevenly increasing the risk of pedal pulsation and runout problems. The composition of
the iron must also be closely controlled during the casting process to keep out impurities
that may form "inclusions" and hard spots.
1.4.2.3 Rotor surface finish: Smoother is always better because it affects the
coefficient of friction, noise, pad seating, pad break-in and wear. As a rule, most new
OEM (Original Equipment Manufacturer) and quality aftermarket rotors have a finish
somewhere between 30 and 60 inches RA (roughness average) with many falling in the
40 to 50 RA range. As a general rule, there should be no more than .003 inches of rotor
runout on most cars and trucks, but some cars cannot tolerate any more than .0015 inches
of runout.
1.4.3 Disc brake pads

A disc brake pad has a rigid, molded, friction material bonded to a steel backing
plate for support during brake application. It transforms the hydraulic force of the caliper
into a frictional force against the disc. Disc brake pads consist of friction material bonded
onto a steel backing plate. The backing plate has lugs that locate the pad in the correct
position in relation to the disc. Calipers are usually designed so that the condition of the
pads can be checked easily once the wheel has been removed, and to allow the pads to be
replaced with a minimum of disassembly. Some pads have a groove cut into the friction
surface. The depth of this groove is set so that when it can no longer be seen, the pad
should be replaced. Some pads have a wire in the friction material at the minimum wear
thickness. When the pad wears to this minimum thickness, the wire touches the disc as
the brakes are applied. A warning light then tells the driver the disc pads are due for
replacement. The composition of the friction material affects brake operation. Materials
which provide good braking with low pedal pressures tend to lose efficiency when they
get hot. This means the stopping distance will be increased. Materials which maintain a
stable friction co-efficient over a wide temperature range generally require higher pedal
pressures to provide efficient braking. Disc rotors with holes or slots in them dissipate
their heat faster, and also help to remove water from the surface of the pad in wet driving
conditions. They also help to prevent the surface of the pad from becoming hard and
17
glassy smooth from the friction and heat of use. However, this scraping action reduces the
overall life of the brake pad, so these types of discs are generally only used in high
performance or racing cars.
1.4.4 Disc brake calipers

The disc brake caliper assembly is bolted to the vehicle axle housing or suspension.
There are 2 main types:
fixed
sliding.
Fixed calipers can have 2, 3, or 4 pistons. 2-piston calipers have one piston on each
side of the disc. Each piston has its own disc pad. When the brakes are applied, hydraulic
pressure forces both pistons inwards, causing the pads to come in contact with the
rotating disc. The sliding or floating caliper has 2 pads but only 1 piston. The caliper is
mounted on pins or bushes that let it move from side to side. When the brakes are
applied, hydraulic pressure forces the piston inwards. This pushes the pad against the
disc. The caliper is free to move on slides, so there is a clamping effect between the inner
and outer pads. Equal force is then applied to both pads which clamp against the disc. In
disc brake calipers, the piston moves against a stationary square section sealing ring.
When the brakes are applied, the piston slightly deforms the seal. When the brakes are
released, the seal returns to its original shape. The action of this sealing ring retracts the
piston to provide a small running clearance between the disc and pads. It also makes the
brake self-adjusting.
18
CHAPTER 2
LITERATURE REVIEEW
In order to carry out the project the following literature available are studied and
understood to the extent possible to make correct decisions, assumptions and calculations
to obtain the optimum results.
Catalin Spulber and Stefan Voloaca [1]: This paper proposes a new simulation method
of a disc brake thermal stress resistance, for different temperatures, by interactive
processing of images obtained by thermography. Temperature evaluation for different
working regimes can be made by recording and processing thermograms of a disc brake
heated inside the laboratory by an external heating source. Taken pictures along the
temperature variation, from the ambient value to a value close to real one obtained on the
usual experiments, are processed using image analyse softwares. This way can be
simulated different working regimes (temperature, humidity etc.) without the need of
experimental determination on the road or on a test bench.
V.M.M.Thilak, R.Krishnaraj, Dr.M.Sakthivel, K.Kanthavel, Deepan Marudachalam

and M.G, R.Palani [2]: Transient Thermal and Structural Analysis of the Rotor Disc of
Disc 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. An
investigation into usage of new materials is required which improve braking efficiency
and provide greater stability to vehicle. This investigation can be done using ANSYS
software. ANSYS 11.0 is a dedicated finite element package used for determining the
temperature distribution, variation of the stresses and deformation across the disc brake
profile. In the present work, an attempt has been made to investigate the suitable hybrid
composite material which is lighter than cast iron and has good Youngs modulus, Yield
strength and density properties. Aluminum base metal matrix composite and High
Strength Glass Fiber composites have a promising friction and wear behavior as a Disc
brake rotor. The transient thermo elastic analysis of Disc brakes in repeated brake
applications has been performed and the results were compared. The suitable material for
19
the braking operation is S2 glass 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.
Rajendra Pohane and R.G.Choudhari [3]: Repetitive braking of the vehicle leads to
heat generation during each braking event. The resulting rise in temperatures has very
significant role in the performance of the braking system. Passenger car disc brakes are
safety critical component whose performance depends strongly on contact conditions at
the pad to disc interface. During braking both brake pad & disc surface is worn. The
objective of the paper is to study disc brake system, to simulate disc brake assembly and
to prepare the FEM model for contact analysis. A three dimensional finite element model
of the brake pad and the disc is developed to calculate static structural analysis, and
transient state analysis. The comparison is made between the solid and ventilated disc
keeping the same material properties and constraints and using general purpose finite
element analysis. This paper discusses how general purpose finite element analysis
software can be used to analyze the equivalent (von-mises) stresses& the thermal stresses
at disc to pad interface.
H.Mazidi, S.Jalaifar and J. Chakhoo [4]: In this study the heat conduction problems of
the disc brake components (pad and rotor) are modeled mathematically and is solved
numerically using Finite Difference Method. In the discretization of time dependent
equations the implicit method is taken into account. In the derivation of the heat
equations, parameters such as the duration of braking, vehicle velocity geometries and the
dimensions of the brake components, material of the disc brake rotor and the pad and
contact pressure distribution have been taken into account. Results show that there is a
heat partition at the contact surface of two sliding components, because of thermal
resistance due to the accumulation of wear particles between contact surfaces. This
phenomenon prevents absorption of more heat by the discs and causes brake lining to be
hot. As a result, heat soaking to the brake fluid increases and may cause brake fluid to
evaporate.
20

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Coupled Field Finite Element Analysis of Car Disc Brake Rotors

1.1 Fundamentals of Braking System

1.2 Braking systems.

1.2.1.2 Disc Brake.

1.2.1.3 Antilock Braking System (ABS)

1.2.2 Air brakes.

1.2.3 Exhaust brakes.

1.2.4 Electric brakes.

1.2.5 Parking brakes.

1.3 Braking system components.

1.3.2 Brake lines.

Dept. of Mechanical Engineering SDMCET, Dharwad

Coupled Field Finite Element Analysis of Car Disc Brake Rotors

1.3.3 Brakes fluid.

1.3.4 Master cylinder.

1.3.5 Divided systems.

1.3.6 Tandem master cylinder.

1.3.7 Power booster or brake unit.

1.3.8 Hydraulic brake booster.

1.3.9 Electrohydraulic braking (EHB).

1.4 Disc brake systems.

1.4.2 The rotor.

1.4.2.1 Brake fade

1.4.2.2 Rotor Metallurgy

1.4.2.3 Rotor Surface finish

1.4.3 Disc brake pads.

1.4.4 Disc brake calipers.

CHAPTER 2: LITERATURE REVIEW

CHAPTER 3: MATERIAL PROPERTIES OF DISC BRAKE

Coupled Field Finite Element Analysis of Car Disc Brake Rotors

3.2 Cast Iron

3.3 Specifications of car and Material Properties of Gray cast iron

3.3.1.2 The materials properties

3.3.2 Ventilated disc brake rotor

3.3.2.2 The materials properties

CHAPTER 4: THEORY AND CALCULATIONS

4.2 Stopping distance.

4.3 Weight transfer.

4.4 Braking efficiency.

4.5 Kinetic energy and Heat flux.

4.5.2 Macroscopic model approach

4.6.2 Calculations for kinetic energy heat flux time

Dept. of Mechanical Engineering SDMCET, Dharwad

Coupled Field Finite Element Analysis of Car Disc Brake Rotors

4.6.2.2 Ventilated disc brake rotor

CHAPTER 5: GEOMETRIC MODELING

5.2 Module 2 - Part Modeling.

5.3 Module 5 - Drawing.

5.4 Modeled and drafted components.

CHAPTER 6: FINITE ELEMENT MODELING

6.1 Meshed components

6.2.1 SOLID90 Element Description

6.2.2 SOLID90 Input Data

6.2.3 SOLID90 Input Summary

6.2.4 SOLID90 Output Data

6.2.5 SOLID90 Assumptions and Restrictions

CHAPTER 7: FINITE ELEMENT ANALYSIS

7.2 Steps in FEA.

7.2.2 Steps in ANSYS.

Dept. of Mechanical Engineering SDMCET, Dharwad

Coupled Field Finite Element Analysis of Car Disc Brake Rotors

7.3 Coupled field analysis.

7.3.1 Thermal Structural Analysis