MODELLING AND ANALYSIS OF DISC BRAKE ROTOR

A Thesis
Submitted to
JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY ANANTAPUR, ANANTAPURAMU
In partial fulfillment of the requirements for the award of the Degree of
BACHELOR OF TECHNOLOGY

In
MECHANICAL ENGINEERING
Academic Batch 2011-15

By

G.SUDHEER (114M1A0328)
L.SAI PRATAP (114M1A0323)
Y.ASHOK (114M1A0302)
G.GURU PRASAD (114M1A0310)

Under the Guidance of

Mrs. K.BALAJI M.Tech
Assistant Professor, VEMU INSTITUTE OF TECHNOLOGY – Chittoor

DEPARTMENT OF MECHANICAL ENGINEERING

VEMU INSTITUTE OF TECHNOLOGY
(Approved by AICTE, New Delhi & Affiliated to JNTU, Anantapur)
P. K o t h a k o t a (P), P u t h a l a p a t t u (M), C h I t t o o r Dist. - 517112
 VEMU INSTITUTE OF TECHNOLOGY
(Approved by AICTE, New Delhi & Affiliated to JNTU, Anantapur)
P. K o t h a k o t a (P), P u t h a l a p a t t u (M), C h I t t o o r Dist. - 517112
DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the Project report entitled “MODELLING AND ANALYSIS OF DISC BRAKE
ROTOR” is a bonafide work carried out by

G.SUDHEER (114M1A0328)
L.SAI PRATAP (114M1A0323)
Y.ASHOK (114M1A0302)
G.GURU PRASAD (114M1A0310)
during the academic batch 2011-15 is submitted to the department of Mechanical Engineering, in partial
fulfillment of the requirements for the award of degree of BACHELOR OF TECHNOLOGY in
MECHANICAL ENGINEERING from Jawaharlal Nehru Technological University Anantapur,
Ananthapuramu.This is a record of bonafide work carried out by the above student on his own and the
results embodied in this project have not been reproduced or copied from any source. The results
embodied in this project report have not been submitted to any other university or institute for the award
of any other degree or diploma.

Signature of the Supervisor Signature of the Head of the Department

Mr.K.Balaji, Mr.S.P.Bhanu murthy,
Assistant Professor Professor& HOD
Department of Mechanical Engineering, Department of Mechanical Engineering,
VIT, Chittoor. VIT, Chittoor.

External Viva-Voce held on: ____________

Signature of the Internal Examiner Signature of the External Examiner

 VEMU INSTITUTE OF TECHNOLOGY
(Approved by AICTE, New Delhi & Affiliated to JNTU, Anantapur)
P. K o t h a k o t a (P), P u t h a l a p a t t u (M), C h I t t o o r Dist. - 517112

DEPARTMENT OF MECHANICAL ENGINEERING

DECLARATION

We,G.Sudheer (114M1A0328)
L.Sai pratap (114M1A0323)
Y.Ashok (114M1A0302)
G.Guru Prasad (114M1A0310)

Here by declare that the Project report entitled “MODELLING AND ANALYSIS OF DISC BRAKE
ROTOR”” under the guidance of Mrs.K.Balaji, Assistant Professor, Vemu Institute of Technology,,
Chittoor is submitted in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY in MECHANICAL ENGINEERING.This is a record of bonafide
work carried out by me and the results embodied in this project have not been reproduced or copied
from any source. The results embodied in this project report have not been submitted to any other
university or institute for the award of any other any degree or diploma
other degree or diploma.

Signature of the student

 ACKNOWLEDGEMENT

This project has been successful with the encouragement, guidance and support attributed from

many patrons along with the hard work that has been put into it by myself. I would like to take this

opportunity to express my gratitude and sincere thanks to all those who made this project a successful

one.

It is my great pleasure to express my sincere thanks to Mr.S.P.Bhanu murthy, M.Tech HOD –

Mechanical Engineering Department for his valuable suggestions related to the different aspects of this

project.

I am extremely thankful and immensely grateful to my guide Mr.K.Balaji, M.Tech VIT for granting

me this golden opportunity to complete my project work under her esteemed guidance. Her keen

interest, continuous encouragement and regular supervision at every stage of this project have ensured

the best out of me and the best possible results from the project. Finally, yet importantly, I would like to

express my sincere thanks to all my respectable faculties, respected parents, dear friends and classmates

for their support, blessings, help and continuous encouragement for the successful completion of this

project.

,G.Sudheer (114M1A0328)
L.Sai pratap (114M1A0323)
Y.Ashok (114M1A0302)

G.Guru Prasad (114m1a0310)

 ABSTRACT

The disc brake is a device for slowing or stopping the rotation of a wheel. Breaks convert friction into
heat if brake get to hot they will expose to large thermal stress during the rotation of breaking. Break is a
mechanical device is used stop are slowing of vehicle during the motion. The main aim of this project is
to minimize the temperature and thermal stress with best suited Material Analysis is done on both
ventilated and normal disc Actual disc brake has no holes design is changed by giving holes in the disc
brake for more heat dissipation.

Modeling is done in catia v5 and analysis is done in analysis is done ansys 2012 (finite element
Analysis software) thermal and structural analysis is done by providing materials gray cast iron And
stain less steel and comparing both results and providing best suited material.
Table of Contents

ACKNOWLEDGEMENT…………………………………………………………….i

ABSTRACT....................................................................................................................i

Table of Contents..........................................................................................................iii

List of Tables.................................................................................................................vi

List of Figures..............................................................................................................vii

1 INTRODUCTION...................................................................................1

1.1 BRAKEING SYSTEM ...........................................................................1

1.1.1 PRINCIPLE OF BRAKEING SYSTEM...............................................1

2 LITERATURE REVIEW.........................................................................4

2.1 HISTORY OF BREAKING SYSTEM....................................................4

2.1.1 TYPICAL MODERN AUTOMOTIVE BRAKE SYSTEM....................5

2.2.2 TYPES OF DISC BRAKE ROTORS......................................................6

2.2.3 USES OF ROTOR...................................................................................9

2.2.4 FUNCTIONS OF DISC BRAKE ROTOR..............................................9

2.3 MANUFACTURING PROCESS OF LEAF SPRING..........................14

2.3.1 STEPS IN MANUFACTURING PROCESS OF LEAF SPRING.........15

2.4 SPRING MATERIALS..........................................................................19

2.4.1 HIGH CARBON STEELS.....................................................................20

2.4.2 ALLOY STEELS...................................................................................20

2.4.3 STAINLESS STEELS............................................................................20

2.4.4 COPPER-BASED ALLOYS..................................................................21

2.4.5 NICKEL-BASED ALLOYS..................................................................21

2.4.6 COMPOSITE MATERIALS..................................................................21

2.4.7 ADVANTAGES OF COMPOSITE MATERIALS................................22

2.4.8 DISADVANTAGES OF COMPOSITE MATERIALS..........................23

2.4.9 STEEL VS COMPOSITE MATERIALS...............................................23

2.5 ADVANTAGES OF LEAF SPRING....................................................24

2.6 DISADVANTAGES OF LEAF SPRING..............................................25

3 METHODOLOGY................................................................................28

3.1 INTRODUCTION.................................................................................28

3.2 SPECIFICATION OF PROBLEM........................................................29

3.3 GEOMETRY IN SOLID WORKS........................................................30

3.3.1 STEPS TO DRAW THE LEAF SPRING ASSEMBLY IN SOLID WORKS 14 30

3.3.2 SPECIFICATIONS OF SEMIELLIPTICAL LEAF SPRING ASSEMBLY 31

3.3.3 MODEL OF THE MASTER LEAF SPRING.......................................32

3.3.4 ASSEMBLY VIEW OF LEAF SPRING ASSEMBLY..........................32

3.3.5 BOTTOM VIEW OF LEAF SPRING ASSEMBLY..............................33

3.3.6 ISOMETRIC VIEW OF LEAF SPRING ASSEMBLY.........................33

3.4 IMPORT OF CAD MODELS IN ANSYS............................................33

3.5 MESHING OF GEOMETRY................................................................34

3.6 BOUNDARY CONDITIONS................................................................36

3.7 MATERIAL PROPERTIES...................................................................36

4 RESULTS AND DISCUSSION............................................................37

4.1 DEFORMATION RESULTS.................................................................37

4.1.1 STAINLESS STEEL..............................................................................37

4.1.2 CARBON FIBRE...................................................................................38

4.1.3 BORON FIBRE.....................................................................................38

 4.2 STRESS RESULTS...............................................................................39

4.2.1 STAINLESS STEEL..............................................................................39

4.2.2 CARBON FIBRE...................................................................................40

4.2.3 BORON FIBRE.....................................................................................40

4.3 STRAIN RESULTS...............................................................................41

4.3.1 STAINLESS STEEL..............................................................................41

4.3.2 CARBON FIBRE...................................................................................42

4.3.3 BORON FIBRE.....................................................................................42

4.4 RESULTS OF INDIVIDUAL LEAVES................................................43

4.5 FEA RESULTS......................................................................................44

4.6 ANALYTICAL CALCULATIONS.......................................................45

4.6.1 STAINLESS STEEL..............................................................................45

4.6.2 CARBON FIBRE...................................................................................45

4.6.3 BORON FIBRE.....................................................................................46

4.7 ANALYTICAL RESULTS....................................................................47

5 CONCLUSION......................................................................................48

6 FUTURE SCOPE..................................................................................49

7 REFERENCES………………………………………………………..50

8 PAPER PUBLISHED……………………………………………………...51
 List of Tables

Table 3-1: Specifications of semielliptical leaf spring assembly.................................31

Table 3-2: Mechanical properties of materials.............................................................36

Table 4-1: FEA results..................................................................................................44

Table 4-2: Analytical results.........................................................................................47

List of Figure
Figure 3-1: Flowchart for methodology.......................................................................29

Figure 3-2: Model of the master leaf spring.................................................................32

Figure 3-3: Assembly view of leaf spring assembly....................................................32

Figure 3-4: Bottom view of leaf spring assembly........................................................33

Figure 3-5: Isometric view of leaf spring assembly.....................................................33

Figure 3-6: Importing model of leaf spring..................................................................34

Figure 3-7: Meshing of leaf spring assembly...............................................................35

Figure 3-8: Detailed view of meshing..........................................................................35

Figure 3-9: Boundary condition of leaf spring.............................................................36

Figure 4-1: Deformation in stainless steel...................................................................37

Figure 4-2: Deformation in carbon fibre......................................................................38

Figure 4-3: Deformation in boron fibre.......................................................................38

Figure 4-4: Stress in stainless steel..............................................................................39

Figure 3-5: Stress in carbon fibre.................................................................................40

Figure 4-6: Stress in boron fibre..................................................................................40

Figure 4-7: Strain in stainless steel..............................................................................41

Figure 4-8: Stress in carbon fiber.................................................................................42

Figure 4-9: Strain in boron fibre..................................................................................42

 CHAPTER I
INTRODUCTION
1.1 BREAKING SYSTEM
Brakes are the most important safety parts in the vehicles. Generally all of the vehicles
have their own safety devices to stop their car. Function of brakes to slow and stop the rotation of the
wheel. To stop the wheel, breaking pads are forced mechanically against rotor disc on both surfaces
.they compulsory for all of the modern vehicles and the safe operation of vehicles. Brakes transform the
kinetic energy of the car into heat energy.

Brakes have been retuned and improved ever since their invention. Brakes increases in the
travelling speeds. An effective braking system is needed to accomplish this task with challenging term
where material need to be lighter than before and performance of the brakes must be improved. Today’s
cars often use a combination of disc brakes and drum brakes.

Disc brakes are located on front two wheels and drum brakes on the back two wheels. Clearly
show that together with steering components and tiers represent the most important accident avoidance
systems present on motor vehicles.

In order to understand the behavior of braking system have to satisfied following three function
1 The braking system must be permitted the vehicle to maintain a constant speed when travelling
2 Break should control the vehicle in repeatable fashion and cause the vehicle stop
3 The break should must hold the vehicle stationary when on the flat or on a gradient

1.1.1 PRINCIPLE OF BRAKING SYSTEM

A brake is a device by means of which artificial frictional resistance is applied to moving
machine member, in order to stop the motion of a machine. Break play major role in moving auto
motive vehicles
A disk brake consists of a cast iron disc bolted to the wheel hub and a stationary hosing called
caliper the caliper is connected to some stationary part of the vehicle like the axle casing or stub axle
as in two parts each part containing a piston. in between each piston and the disc there is a friction pad
held in position by retaining pins, spring plates etc. passages are drilled in the caliper for the fluid enter
or leave each housing the passages are also connected to another one for bleeding . Each cylinder and
piston.
When the brakes are applied, hydraulically actuated pistons move the friction pads in to contact
with the rotating disc, applying equal and opposite forces on the disc. Due to the friction between disc
and pad surfaces the kinetic energy of the rotating wheel is converted into heat, by which vehicle is to
stop after a certain distance. On releasing the brakes the brakes rubber-sealing ring acts as return spring
and retract the pistons and the friction pads away from the disc. In the course of brake operation,
frictional heat is dissipated mostly pad and disc causes uneven temperature distribution on the
components could induce severe thermo elastic distortion of the disc. The thermal distortion of a
normally flat surface into highly deformed state called thermo elastic transition. It sometimes occurs in
the sequence of stable continuously related states operating conditions change. At the other times,
however the stable evolution behavior of the sliding system crosses threshold where upon a sudden
change of contact conditions occurs in a sequence of stable continuously related states s operating
conditions change.
When this process leads to an accelerated change of contact pressure distribution, the unexpected
hot roughness of thermal distortion may grow unstably under some conditions, resulting in local hot
spots and leaving thermal cracks on the disc. This is known as thermo elastic in stability. The thermo
elastic instability phenomenon occurs more easily as the rotating speed of the disk increases. This region
where the contact load is concentrated reaches very high temperatures, which cause deterioration in
braking performance. Moreover, in the course of their presence on the disk, the passage of thermally
distorted hot spots moving under the brake pads causes low-frequency brake vibration.

Figure 1.1; hydraulic disc brake

 CHAPTER 2

2 LITERATURE REVIEW

2.1 INTRODUCTION
Normally, thermal stress analysis has been performed to any of material related to thermal
process in order to oversee the behavior and character of material. Any abnormality regards to thermal
input will give the high values on the stress magnitude of the studied materials.
The high values of stress magnitude will shows deformation on certain areas which load has
been applied on it. Design and analysis of certain parts or component will took much time and it is
costly. Therefore, without any analysis or design tools, it would be limitations on repeated analysis. For
decades, finite element analysis (FEA) has been a preferred method to address some of the above
concerns. It can be used to compare the design alternatives and hence, optimize the brake rotor design
prior to production of prototype components.

A literature review was conducted to investigate the past research that has been done in many
areas related to this work. In addition, description, histories, functions and theory of disc brake rotor will
be discussed in this chapter. Furthermore, theory of finite element method related to thermal analysis
will be presented as well in this chapter
2.1.1 Some Brake History

The first known vehicular brake, the Locked Wheel

Figure 2-1; first know vehicular brake locked wheel

It is believed that the Romans used a chariot brake. One end of chain was attached to a chariot
chassis, while the other end was held by the driver. The major advance of this brake was that it allowed
the amount of braking force to be varied.

Figure 2-2; chariot brake by using chain

 Another advance was in the 1800’s. The typical wagon used a wooden brake shoe that was
pressed against the wheel rim by lever-operated linkages.

Figure 2-3; wagon with wooden brake shoe

The first automobiles were little more than wagons or carriages fitted with engines and drive
trains. With the invention of rubber tires, the rim-contact wagon brake became impractical. To solve the
problem, a metal brake drum was attached to the inside of the wheel to provide a rubbing surface for the
brake shoe.

Figure 2-4; rim contact wagon brake with metal brake drum
 As time went by, the speeds attained by the newer models exceeded the ability of the brakes to
stop them safely and reliably (too much energy into heat raising temperatures causing brake power loss
and quick wear out). Initial solution was to increase the surface area of the lining material led to the
band brake.

Figure 2-5; advance breaking system with brake lining

The solution for the problems of the band brake was the hydraulic actuated internal expanding
shoe brake.
 Figure 2-6; hydraulic actuated internal expanding shoe brake

As highway speeds and the size and weight of vehicles continued to increase, it became apparent
that even the largest practical drum brakes were unable to adequately transfer the heat generated during
repeated braking. Hence disc brakes became more in use.

Figure 2-7; drum brake

2.1.2 Typical Modern Automotive Brake System

 Figure 2-8; typical modern automotive brake system

2.1.3 Basic Brake Operation

An automobile’s brake system must be able to slow or stop the vehicle when in motion and it must be
able to hold the car in position when stopped on an incline.
Automotive brakes have two interrelated systems:
1) Service Brakes
2) Parking Brakes
Basic Brake Operation
All break systems work in accordance with the physical “laws” or principles that describe the
relationships between elements of our physical world such as
Energy
Inertia
Hydraulics
Mechanics
Friction
Energy:
Can be defined as the ability to do work
Work:
Transfer of energy from one physical system to another – especially the transfer of energy to an
object through the application of force. Formula: Work = Force x Distance
Automotive Brakes:
The force input by the driver is multiplied by the actuation system and enables the energy of the
vehicle’s motion to be transferred to the brake drums or rotors where friction converts it into heat energy
and stops the vehicle.
Kinetic Energy:
the energy of mass in motion the amount of that energy is determined by the object’s mass and
speed. Kinetic Energy is based on speed and mass, not weight. Weight is the mass of an object acted
upon by the force of gravity. Since the force of gravity is relatively constant on Earth, we can use the
terms weight and mass interchangeably in this tutorial. Weight and speed contribute to kinetic energy –
they do not affect it to the same degree – speed has a much greater effect.
WEIGHT TRANSFER INCREASES THE LOAD ON THE FRONT WHEELS WHILE THE LOAD
ON THE RARE WHEELS REDUCED

For the foundation brakes to convert kinetic energy into heat they must be applied with great
force. The force required to stop a vehicle is so great that leverage and hydraulics are used to facilitate a
person to apply it (We’ll not consider boosters in this tutorial). The primary mechanical principle used to
increase the application force in every brake system is leverage. Lever: a simple machine that consists of
a rigid object that pivots about a fixed point called a fulcrum.
In addition to mechanical advantage, hydraulic principles are used to increase the brake
application force. Hydraulic systems are very efficient at transmitting motion and force. Hydraulic
systems use liquids to transmit motion (by moving a volume of the liquid). For all practical purposes, a
liquid cannot be compressed. A gas, such as air, will compress and a hydraulic system MUST be free
from air to work properly.

Figure 2-9; hydraulic brake system with cylinder

 Brake hydraulic systems not only transmit motion they also transmit force in the form of
pressure. Pressure in a brake system is primarily determined by 2 factors (Not including the booster’s
power assist):
1) Force on the brake pedal multiplied by the mechanical advantage of the pedal ratio.
2) Surface area of the master cylinder piston.
The differences in force are obtained by using different sized pistons in the wheel cylinders
and/or calipers. The ability of a hydraulic system to increase and decrease forces appears to be a
convenient thing. However, there is another side to the process that must be considered.
Brake linings having a coefficient of friction of less than 1.0 are not a deficiency. They have to
be easily controlled as not being “grabby” and not wear out too quickly while managing the heat
generated. The amount of contact width may not greatly affect the coefficient of friction, but it does
offer considerable effects on lining life and the dissipation of heat converted from the vehicle’s kinetic
energy.

2.1.4 WHY DISC BRAKE NEED

The higher levels of braking performance specified in the 1976 revision of FMVSS 105 virtually
guaranteed that manufactures would use only disc brakes on front axles of new vehicles.
The main performance advantages are:
 Fade resistance (Both for high temperature and water soaking)
 Reduced tendency for pull (stay within 12 ft. lane requirement).

Lining Fade:
The lining material overheats, its friction coefficient drops and lining fade occurs. Primary
symptom is a hard pedal and requires the driver to apply greater force to maintain stopping power. Point
at which it occurs in disc brakes is much later than in drum brakes and recovery is faster.
Fade Resistance:
A disc brake compared to a drum brake of similar diameter has a greater ability to resist fade.
One reason for this is the cooling ability since all the major parts are usually exposed to air flowing over
them. Also, many rotors have cooling passages cast into them to help reduce operating temperatures.
However, with the demands for high number of multiple stops temperature requirements on today’s
vehicles, this is an area where the OEM’s need more R&D for improved heat transfer (air flow) to
transfer the heat into the atmosphere.
2.1.5 DISC BRAKE TYPES AND CALIPER BODY
There are many different designs but all contain the following basic parts:
 Caliper body
 Bleed Screw
 Pistons
 Piston seals
 Dust boots
 Pads
Fixed Caliper:
Body usually manufactured in two halves; has two, three or four pistons Gets its name from the fact that
it is rigidly mounted to the knuckle; no part of the caliper body moves when the brakes are applied.
Advantages:
 Size and rigid mounting does not flex much.
 Strong and provides a firm and linear brake pedal feel.
 Strength and heat dissipating ability ideal for heavy duty use.
Disadvantages:
 Weight, cost and complexity usually cannot be justified for the lower speeds and more moderate
braking in U.S.
 More difficult to service with more opportunity for leaks.

Fixed Caliper Alignment:

Must be centered over the rotor and aligned for pistons to contact the pads parallel to the rotor If
not properly aligned, pistons will be at an angle and cause taper wear of the linings and if too much
misalignment, pistons could cock in their bores causing wear and possibly cracking.
 Figure 2-10; fixed caliper alignment

Floating / Sliding Calipers:

Not rigidly mounted, are free to move within a limited range on an anchor that is solidly
mounted to the vehicle Anchor may be cast into the knuckle or it can be a separate piece that bolts on

Figure 2-11; floating/sliding caliper

When floating / sliding disc brakes are applied the caliper piston moves out of its bore and forces
the inner pad against the rotor while the pressure on the closed end of the bore moves the caliper body in
the opposite direction forcing the outer pad against the rotor at the same time. The caliper body moves
every time the brakes are applied

Floating / Sliding Calipers Advantages:

 Biggest advantages are lower cost, simple construction and compact size.
 Fewer pieces: cost effective to build and service with fewer potential leak points.
 Smaller size usually allows better packaging on the vehicle (less room required on the outboard
side at the wheel).
 Better suited for parking brake role. Can be mechanically actuated by applying a single inboard
piston with a cable and lever mechanism.

Floating / Sliding Calipers Disadvantages:

 Allows a degree of flex in the caliper suspension which may contribute to a slight spongy pedal
feel.
 Caliper suspension flex also allows the body to twist slightly when brakes are applied which
cause taper lining can wear.
 Do not have the mass of fixed calipers and the flexible mounting systems slow the transfer of
heat from the caliper body to the anchor plate and other vehicle components that aid the cooling
Process.

2.1.6 DISC BRAKE PADS

Brake Pads:

Contact the rotor to create the friction that converts kinetic energy into heat when stopping the
vehicle Two pads are used in a disc brake: one on each side of the rotor Designed and manufactured in
all sorts of various shapes and sizes usually to fit the package space available while maximizing lining
area and volume for optimum lining life All have a metal backing plate (usually steel) to which lining is
molded or riveted.
Disc brake pads operate under the most extreme conditions in the entire brake system and are
subject to a great deal of temperature variations and contaminants. Although they appear to be simple
parts, modern disc brake pads are the result of years of engineering and development.

Friction Material:
The most important part of disc brake pads from an overall brake performance perspective.
Different brake designs require different kinds of friction material. Disc brakes routinely operate at
much higher temperature than drum brakes and require pad friction material to have a greater
resistance to this high temperature.

2.1.7 DISC BRAKE ROTOR

Rotors are the largest and heaviest parts of the disc brake assembly. They provide friction surfaces for
the linings to rub against and together these parts create the “friction couple” that converts kinetic
energy into heat and stops the vehicle. They absorb and dissipate most of the heat generated in breaking
Made of cast iron because of its relative low cost good wear and friction properties and ease of
machining.

Figure 4-2; disc brake rotor

2.1.8 TYPES OF DISC ROTORS

Solid Rotor:
One whose friction surfaces are on the opposite sides of a solid piece of metal (usually used on lighter,
less powerful vehicles)
Vented Rotor:
Has cooling passages cast between its friction surfaces allowing cooling air to enter the center portion
and exit at the outer edges intended to provide lower operating temperature for better rotor and lining
life and improved fade resistance

Figure 4-2; solid and vented disc brake

2.1.9 FUNCTIONS OF DISC BRAKE

The main functional requirement for the brake system is "to provide a controllable reduction of speed".
The following function applies to the brake rotor
Transmit braking power: The primary function is that the brake rotor is ableto transmit power from the
caliper to the rim.
Function
 Transmit braking power
Requirements
 Withstand stress
 Ample space must be provided for steering, suspension, knuckle assembly, stabilization and
driveshaft
 Working temperature
 Recycling possible
 Design tolerances must coincide with other tolerances! Satisfy test requirements
Withstand stress: It must be capable of withstanding the dynamic stress and strain caused by retardation,
steering and rough road.

Ample space must be provided: for the steering (front), the suspensions, the stabilisers, the driveshafts,
the caliper and the knuckle assembly. The brake rotor has to be adapted to the dimensions and tolerances
that apply.

The rotor must satisfy the test requirements: for the retardation of the vehicle (requirements from the
authority), lifetime, and reliability and safety requirements made by the car makers.

Working temperature: must be under the melting temperature for the specified material.

Recycling possible: The material selected must be recyclable.

Design tolerances must coincide with the rest of the wheel parts.

Properties of the brake rotor

 Low noise level
 Low life cycle cost
 Low pollution rates
 Low energy consumption
 Low material consumption
 Provide safety & reliability

2.2.0 DAMAGE OF DISC BRAKE ROTOR DUE FRICTION

 Damage to the friction surface usually is the result of extremes in brake operation, extremes of
wear, stress, temperature or temperature variation. Various things can and will happen to the rotor in the
real world Extreme form of wear consisting of scratches, deep grooves and a rough finish on the friction
surface. Most common cause is when linings have worn to the point where rivets, table or pad backing
plate contacts the drum or rotor.

Cracking:
 Caused by stress of severe braking or an impact during a crash.
 Can appear anywhere on a rotor, usually at the edges of the friction surface

Figure 4-2; crack formation of disc brake

Heat Checking
Many small interlaced cracks on the friction surface. Typically penetrate only a few thousandths of an
inch and do not go into the structure of the drum or rotor. Can cause rapid lining wear and slight pedal
noise.
 Figure 4-2; heat checks on disc brake drum

2.2.1 MATERIAL PROPERTIES REQUIRED FOR DISC BRAKE

1. Provide homogenous friction coefficient
2. Low density
3. High corrosion resistance
4. High modulus of elasticity
5. High wear resistance
6. High heat conductivity
7. Low thermal expansion coefficient
8. High specific strength
2.2.2 MANUFACTURING PROCESS OF DISC BRAKE ROTAR

The most important PMMC material production parameters are: particle incorporation (wetting),
particle distribution, temperature control and particle settling. The particles must be incorporated in the
melt so that no lumps occur and that the particle distribution gets uniform. The wetting of the particles
preserves a uniform distribution. A uniform distribution also demands constant stirring of the melt during
holding and before pouring. This is particularly important when the matrix contains small amounts of
large Sic particles when the settling rate is large. The chemical reaction between the AlSi7Mg alloy
matrix and the Sic particles limits the feasible working temperature. The maximum processing and
working temperature of the composite is 800 °C.
During casting of products demanding uniform particle distribution, it is important to be able to
separate between the 4 different contributions to a non-uniform particle distribution: settling,
solidification rate, flow length and grain size, in order to control the production process and reduce
process variations. The solidification conditions largely influence the particle distribution in a casting,
and the choice of casting method is dependent of this relation. Short solidification time gives the best
particle distribution, and if uniform particle distribution is demanded the choice of casting method is
limited to permanent mould casting processes. The settling rate is also dependent on the choice of casting
method, and, for instance, with high pressure die-casting ,the particle settling during mould filling is
almost negligible.

Figure 4-2; casting process

AFTER CASTING
 Figure 4-2; casting process

CHAPTER-3

METHODOLOGY

3.1 STATEMENT OF PROBLEM

If looking on the overall automotive parts, besides engines, there are more crucial parts that
engineers need to look into consideration. Suspension, brake, electrical, hydraulic and gear are all the
crucial systems in the automotive areas. Each of all system has their own functionality which brings life
to the automation industries. Brakes is such a crucial system in stopping the vehicle on all moving stages
including braking during high speed, sharp cornering, traffic jam and downhill. All of those braking
moments give a different value of temperature distribution and thermal stress. Good performance of disc
brake rotor comes from good material with better mechanical and thermal properties. Good designs of
disc brake rotor are varying across the range of the vehicles. There are different design and performance
of disc brake rotor if compared between passenger, commercial and heavy duty vehicle. There are also
other constraints such as cost, weight, manufacturing capability, robustness and reliability, packaging,
maintenance and servicing.
For example, heavy duty vehicle need large size of disc brake rotor if compared to passenger
vehicle. Due to that, it will increased total weight of vehicle as well as fuel consumption and reduces
performances of the vehicle. Moreover, high weight of vehicle induces to high temperature increased
during braking where the higher value of temperature during braking could lead to braking failure and
cracking of disc brake rotor.
This project concerns of the temperature distribution and constraint of the disc brake rotor. Most
of the passenger cars today have disc brake rotors that are made of grey cast iron. Grey cast iron is
chosen for its relatively high thermal conductivity, high thermal diffusivity and low cost. In this project,
the author will investigate on the thermal issues of normal passenger vehicle disc brake rotor, where the
investigation are to determine the temperature behavior of the disc brake rotor due to severe braking of
the disc brake rotor by using Finite Element Analysis (FEA).

3.2 RESEARCH METHODOLOGY

Begin with a literature review, alot of paper and journal has been read up and a part of it has been
considered in this project. Meanwhile, Coordinate Measuring Machine (CMM) has been used to measure
the major coordinate of real disc brake rotor. CMM has been used in order to get accurate dimension of
disc brake rotor. Later, the precise dimensions have been used to translate in 2D and 3D drawing by using
CATIA.
In the second stage, load analysis has been done where the heat flux and convectional heat
transfer coefficients has been calculated. Load analysis calculated based on full load of passenger in the
normal passenger vehicle. Later, value of load analysis has been applied on finite element analysis.

Next, the fractional 3D model of disc brake rotor has been transfer to finite element software
which is ANSYS. Thermal analysis has been done on steady state and transient responses. Assigning
material properties, load and meshing of the model has been done in this stages. Then, completed
meshing model has been submitted for analysis. Finally an expected result from the steady state and
transient responses of thermal analysis has been obtained. A flow chart below shows a better
understanding of overall contents of this project.
 CHAPTER-4
MODELLING
4.1 MODELLING SOFTWARE
There are different software’s available for modeling some of them are:

1. Solid works

2. Pro-E

3. Ideas

4. Inventor

5. Mechanical desktop

6. Unigraphics

7. Catia v5
IN THIS PROJECT THE DESIGN IS DEVELOPED BY USING CATIA V5
SOFTWARE

4.1.1 INTRODUCTION TO CATIA V5

CATIA V5 provides the power of parametric design. With parametric, we define the modal according to
the size and positional relationship of its parts.

PART MODELLING
Many technical designs consist of complex assemblies made from angular shaped parts. This type
of design work can be made ashier by part and assembly modeling capabilities that are well integrated.
The CATIA V5 is a 3-D parametric solid modeler with both part and assembly modeling capabilities. You
can see the CATIA V5 to model piece parts and then combine them into more complex assemblies. With
CATIA V5 a part is designed by sketching its components shapes and defining their size shape and inters
relationships. By successfully creating these features you construct the part in a building block fashion.
Since CATIA V5 has parametric features, you can change one feature and all related features are
automatically updated to reflect the change and its effects throughout the part. It can be used to create
angular shaped part, to which 3D surface can be applied to create hybrid parts consisting of mixture of
angular and curved shapes.

CATIA V5 employs two operating modes for part modeling, model made for modeling 3Dparametric
parts and drawing mode for creating 2D drawings of them. These modes operate independently but share the
same design data. Part modeling requires beginning the design work in model mode where a model of the part
is immediately built. Then the drawing mode can be used at any point to document the design. In traditional
CUMPUTER AIDED DESIGN, a 2D drawing is created at the beginning and then 3D model is built to
analyze, and verify the initial concept.

4.1.2 DIMENSIONS OF DISC BREAK ROTAR

SOLID TYPE
 Figure 4-2; solid disc dimensions

4.1.3 MODELLING OF SOLID DISC BRAKE USING CATIA V5

Figure 4-2; modeling of solid disc brake modelling

4.1.4 DIMENSIONS OF VENTEAD TYPE DISC BREAK

4.1.5 MODELLING OF VENTD DISC BREAK

4.1.6 INTRODUCTION OF FINITE ELEMENT ANALYSIS
 The finite element method is numerical analysis technique for obtaining approximate solutions to
a wide variety of engineering problems. Because of its diversity and flexibility as an analysis tool, it is
receiving much attention in almost every industry. In more and more engineering situations today, we
find that it is necessary to obtain approximate solutions to problem rather than exact closed form solution.

It is not possible to obtain analytical mathematical solutions for many engineering problems. An
analytical solutions is a mathematical expression that gives the values of the desired unknown quantity at
any location in the body, as consequence it is valid for infinite number of location in the body. For
problems involving complex material properties and boundary conditions, the engineer resorts to
numerical methods that provide approximate, but acceptable solutions.
The finite element method has become a powerful tool for the numerical solutions of a wide range
of engineering problems. It has been developed simultaneously with the increasing use of the high- speed
electronic digital computers and with the growing emphasis on numerical methods for engineering
analysis. This method started as a generalization of the structural idea to some problems of elastic
continuum problem, started in terms of different equations

4.1.7 BRIEF INTRODUCTION OF ANASYS

4.18 PROCEDURE FOR ANSYS
Static analysis is used to determine the displacements stresses, stains and forces in structures or
components due to loads that do not induce significant inertia and damping effects. Steady loading in
response conditions are assumed. The kinds of loading that can be applied in a static analysis include
externally applied forces and pressures, steady state inertial forces such as gravity or rotational velocity
imposed (non-zero) displacements, temperatures
The procedure for static analysis consists of these main steps
 Building the mode
 Obtaining the solution
 Reviewing the results.

4.1.9 BUILD THE MODEL

In this step we specify the job name and analysis title use PREP7 to define the element types,
element real constants, material properties and model geometry element type both linear and non- linear
structural elements are allowed. The ANSYS elements library contains over 80 different element types. A
unique number and prefix identify each element type.
E.g. BEAM 94, PLAN 71, SOLID 96 and PIPE 16E

4.2.0MATERIAL PROPERTIES
Young’s modulus (EX) must be defined for a static analysis. If we plan to apply inertia loads (such as
gravity) we define mass properties such as density (DENS). Similarly if we plan to apply thermal loads
(temperatures) we define coefficient of thermal expansion

S.NO MATERIAL PROPERTIES STAIN LESS STEEL GRAY CAST IRON

1 Thermal conductivity, k(W/m_C) 36 57
2 Density (kg/m3) 7100 7250
3 Specific heat, c (J/Kg. _C) 320 460

4 Poisson’s ratio 0.12 0.28

5 Thermal expansion 10 10-85

6 Elastic modulus E 210 138

7 Coefficient of friction 0.5 0.2

4.2.1 IMPORTING OF CATIA MODEL I N TO ANSYS

4.2.2 MESHING OF DISC BRAKE ROTAR

4.2.3 MESHAING DETAILS

DISC TYPE ELEMENTS NODES
SOLID DISC 35011 43733
VENTED DISC 14463 24832

4.2.4 SOLUTION

In this step we define the analysis type and options, apply loads and initiate the finite element
solution. This involves three phases:
 Pre-processor phase
 Solution phase

 Post-processor phase

CHAPTER-5

5.1.1 RESULTS AND DISCUSSION

5.1.2 STAIN LESS STEEL SOLID DISC RESULTS

Figure 4-1: Deformation in stainless steel

Figure 4-2; displacement sum in stain less steel

 Figure 4-2; von misses stress stain less steel

5.1.3 STAIN LESS STEEL VENTED DISC RESULTS

Figure 4- 2: Deformation in stainless steel

 Figure 4-2; displacement sum in stain less steel

Figure 4-2; von misses stress stain less steel

5.1.4 GRAY CAST IRON SOLID DISC RESULTS

Figure 4- 3: Deformation in gray cast iron

Figure 4-2; displacement sum in gray cast iron

 Figure 4-2 von misses in gray cast iron

5.1.5 GRAY CAST IRON VENTED DISC RESULTS

Figure 4-2 deformation in gray cast iron

Figure 4-2; displacement sum in gray cast iron

Figure 4-2; von misses in gray cast iron

5.1.6 Table of Result Analysis (Gray Cast Iron)

s.no Parameters Solid type Ventilated type

1 Deformation 0.01833 0.01740
2 Displacement 0.00561 0.00488
3 Von misses stress 0.01833 0.01740

5.1.7 Table of Result Analysis (stain less steel)

s.no Parameters Solid type Ventilated type

1 Deformation 0.02142 0.019606
2 Displacement 0.02107 0.017400
3 Von misses stress 0.021426 0.017405

6 CONCLUSION

 Total Deflection (in mm.) is less in vented type disc brake and best suited material is Grey Cast
Iron.
  Von-mises stases (in MPa) are very less in Grey Cast Iron, so best suited material is Grey Cast
Iron.

 Total displacement is less in ventilated disc and best suited material is Gray cast iron
It is observed that the vented type disk brakes can provide better heat dissipation than the
solid ones; present study can be provide a useful design tools and improvement of the brake
performance in disk brake system. We can say that from all the values obtained from the analysis i.e.
the Total Deformation, Von misses Stress exhibit that the vented disc is best suited design. Comparing
the different results obtained from analysis, it is concluded that disk brake with vents and of material
Grey Cast Iron is observed best possible combination for present application

7 FUTURE SCOPE
The automobile industry has shown greater interest in the use of ventilated gray cat iron disc

brake rotors in the place of solid disc brake rotors due to its high strength and heat dissipation.
 Gray cast iron materials are light, strong and are being used in a wide variety of products. Gray

cast iron material give better heat dispassion and less deformation compare with stain less steel

So the gray cast iron disc brake rotors have a bright future in automobiles. In the present days

high standard cars are using these ventilated disc brake rotors because of its high strength to weight ratio.

In future when its usage becomes feasible gray cast iron disc brake rotors will play an important role in

automobiles because of its best features.

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