Академический Документы
Профессиональный Документы
Культура Документы
Dr.A.Purushotham
STO, (CAD/CAM)
Prof. of Mech.Engg
CIPET, Cherlapally,
SNIST, Yamnampet,
Hyderabad.
Hyderabad.
(External Guide)
(Internal Guide)
Certificate
This is to certify that Mr. Rohan Karthik bearing Roll No. 11311A0367 a
bona fide student of Sreenidhi Institute of Science and Technology,
Ghatkesar, Hyderabad - Telangana has undergone a project for a period of
2 months from 21st January, 2015 to 21st March, 2015 in fulfillment of his
B.Tech-Mechanical Engineering successfully. During the project period, he
was found to be regular, hardworking and diligent.
The report submitted by him is found relevant.
We wish him all the very best for his future endeavors.
With best regards
M.RaviKanth STO,
(CAD/CAM) CIPET,
Cherlapally,
Hyderabad. (External Guide)
CIDA Phase-II, Post Bag No. 3, Cherlapally, HCL Post, Hyderabad 500 051.
CERTIFICATE
DISC
BRAKE
ROTORS,
submitted
By
Rohan
Karthik
INTERNAL GUIDE:
REDDY
Professor & Head of
the Department,
Dept. of
Mechanical Engineering
SNIST
EXTERNAL EXAMINER:
ACKNOWLEDGEMENT
This project report is the outcome of the efforts of many people, who have
driven our passion to explore into Concept and Design regarding our project. We have
received great guidance, encouragement and support from them and have learned a lot
because of their willingness to share their knowledge and experience.
Primarily, we should express our deepest sense of gratitude to our external
guide Mr. Sri M.Ravikanth (S.T.O, CAD/CAM). His guidance has been of immense
help in surmounting various hurdles along the path of our goal.
We are deeply indebted to Dr.T.Ch.Shiva Reddy, Professor & Head of
Department of Mech. Engg, and Dr. A. Purushotham, Professor , Internal guide who
spared his most valuable time without any hesitation whenever we wanted.
We record with a great feeling of gratitude, the contributions of all the faculty
members, Principal and management who encouraged us during this project by
rendering their help when needed.
Finally we thank our parents and adore Almighty God who has made us come
in contact with such worthy people at the right time, provided us with all the
necessary resources and made us accomplish this task.
ABSTRACT
The main objective of the project is to design of bikes disc rotors and
analyze the structural performance by using finite element method (ANSYS
Software).
Disc brake technology used for bikes has improved significantly as high
performance is most desirable now days.
Rotor design is varies from company to company. Some companies still use
the same initial rotor designs that were introduced over a decade ago. With the finite
element analysis and optimization process, it is possible to understand the difficulties
of designing disc brake rotors. With CAD technology the validity of new design tends
is pursued quickly.
More specifically, the project deals with analysis of three different disc rotors that is
available on commercial two wheelers. The FEA analysis determines, the stresses
developed in three different disc rotors. Then the structural performance of all three
selected rotors is compared in terms stresses developed.
CONTENTS
Titles
Page.
No
Acknowledgement
Abstract
List of figures
List of tables
Nomenclature
10
Chapter 1:Introduction
11
1.1
Introduction
11
1.2
Braking Requirements
11
1.3
Classification of Brakes
12
1.4
Disc Brake
12
1.5
Principle
12
1.6
Main Components
13
1.7
14
1.8
Assumptions
14
15
2.1
Problem Statement
15
2.2
Methodology
16
17
3.1
Steel
17
3.2
Specifications of Steel
17
3.3
17
3.4
Engine Specifications
18
6
3.5
Force Calculation
18
21
4.1
Introduction
21
4.2
History
21
4.3
22
4.4
Main modules
22
4.5
23
4.6
24
30
5.1
Introduction
30
5.2
30
5.3
31
5.4
Advantages of FEM
31
5.5
Disadvantages of FEM
31
5.6
32
32
32
5.6.3 Solution
32
I.
Pre-Processor
33
Solution
35
Post Processing
36
36
II.
III.
5.7
51
52
References
53
LIST OF FIGURES
Fig.
No
Description
Page.
No
1.1
11
1.2
11
1.3
13
2.1
15
2.2
15
2.3
15
4.1
23
4.2
24
4.3
Step 2
24
4.4
Step 3
25
4.5
Step 4
25
4.6
Step 5
26
4.7
Step 6
26
4.8
Step 7
27
4.9
Step 8
27
4.10
28
4.11
28
4.12
29
5.1
Importing model
37
5.2
Element selection
37
5.3
38
5.4
Meshing
38
8
5.5
Appling load
39
5.6
Deformed + un deformed
39
5.7
40
5.8
Dof in X-direction
40
5.9
Dof in Y-direction
41
5.10
Stress in X-direction
41
5.11
Stress in Y-direction
42
5.12
Vector plot
42
5.13
43
5.14
DISC ROTOR-2:
43
5.15
Deformed + un deformed
Displacement vector sum
44
5.16
Stress in X-direction
44
5.17
Stress in Y-direction
45
5.18
Stress in Z-direction
45
5.19
Vector plot
46
5.20
46
5.21
DISC ROTOR-3:
47
5.22
Deformed + un deformed
Displacement vector sum
47
5.23
Stress in X-direction
48
5.24
Stress in Y-direction
48
5.25
Stress in Z-direction
49
5.26
Vector plot
49
5.27
50
LIST OF TABLES
Table
no
Description
Page.
No
5.1
33
6.1
Results
51
10
NOMENCLATURE
Symbol
E
P
L
h
W
Wb
Mt
v
I
k
m
Description
Youngs modulus (N/mm)
load (N)
Displacement (mm)
Coefficient of friction
Poissons ratio
Density (Kg/m)
Angular velocity (rad/sec)
Angle (radians)
Wheel height (m)
Weight of the vehicle (kgs)
Wheel base (m)
Torque (N-m)
Maximum velocity of vehicle (m/sec)
Moment of inertia (kg- m2)
Radius of gyration (m2)
Mass of disc rotor (kg)
CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
11
12
1.5 PRINCIPLE:
Disc brake is a very essential brake application device in a vehicle. This part of
the brake helps in the slowing and stopping the motion of the vehicle. The principle of
13
disc brake is to produce a braking force on the brake pads which in turn compresses
the rotating disc.
Rotor: The disc rotor is connected to the wheel and it rotates with respect to
the wheel. When brakes are applied, the brake pads come in contact with the rotor in
order to stop or slow down the vehicle.
Brake pads: Brake pads are present in the disc which scrapes against the
disc that rotates with the wheel hub and creates high friction.
14
the vehicle. When the brakes are applied the kinetic energy of the moving vehicle is
converted into heat and dissipated into the surrounding atmosphere.
1.8 ASSUMPTIONS
Brakes are applied on two wheels.
Thickness of 3.5mm is considered for all the models.
Only ambient cooling is considered for dissipation of heat.
This analysis does not determine the life of the disc brake
The disc brake model used is of solid type.
The thermal conductivity of the material is uniform throughout.
The specific heat of the material is constant throughout and does not change
with the temperature.
The kinetic energy of the vehicle is lost through disc brakes i.e. there is no
heat loss between the tire and the road side.
15
CHAPTER 2
PROBLEM STATEMENT & METHODOLOGY
2.1 PROBLEM STATEMENT:
This project deals with the development of three models by Pro-E software
and to analysation of disc brake rotors using ANSYS 10.0 software. The models are
shown in Figures 2.1, 2.2, & 2.3.
16
2 (proposed model)
2.2 METHODOLOGY:
Using the standard dimensions of rotor discs, 3D model is developed using
Pro-E.
Exporting Pro-E model on to ANSYS, finite element model is developed.
Braking load is calculated with road conditions and speed of the vehicle.
Minimum Von Mises stress is extracted after applying boundary conditions
and braking load.
A table is drawn comparing stresses and deformations in each disc rotor.
Among the three discs, the Von Mises stresses found minimum is considered
structurally good performance.
17
CHAPTER 3
DESIGN PARAMETERS OF DISC BRAKE
3.1 STEEL:
Steel is an alloy of iron, with carbon, which may contribute up to 2.1% of
its weight. Carbon, other elements, and inclusions with in iron act as hardening agents
that prevents the movement of dislocations that naturally exist in the iron atom crystal
lattices. Varying the amount of alloying elements, their form in the steel either as
solute elements, or as precipitated phases, retards the movement of those dislocations
that make iron so ductile and so weak, and so it controls qualities such as the
hardness, ductility, and tensile strength of the resulting steel. Steel can be made
stronger than pure iron, but only by trading away ductility, of which iron has an
18
excess.
Max Power
7.4
Maximum Torque
Bore (mm)
50
Stroke (mm)
49
97
19
Fuel Type
Petrol
Ignition
C.D.I
Air Cooled.
= [(3.14*(.242)] 4*.0035*8000,
= 1.26kg.
k2=d2/8.
= 0.0576 8
=7.2*10-3m2.
K.E = *(1.26*7.2*10-3*(3242))
= 476.17 J.
= (1/2)*td
= (324/2)*1.5
= 243 rad.
Mt = K.E/
= 476.17/243
= 1.95N-m.
Friction radius, Rf = 2*(R03-Ri3)/3*( R02-Ri2)
= 2*(1003-603)/3*(1002-602)
= 81.66mm.
Mt = 1.95/2
= 0.979 N-m (torque on one pad)
Mt= *P*Rf
= 0.3
P= (0.979*103)/(0.3*81.66)
= 39.9624 N
= (39.9624/9.81) kgs
= 4.07kgs.
Static weight on front wheel Wfs = [W/2*(Wb-h*L)]/L
= 100/2*(0.145-0.015*10)/10
= 6.525 kgs
Total weight acting on disc brake = 6.525+8
= 15.525 kgs.
21
= 155.25N.
CHAPTER 4
3D MODELING OF DISC ROTOR IN PRO-E SOFTWARE
4.1 INTRODUCTION
Pro/ENGINEER Wildfire is the standard in 3D product design, featuring
industry-leading productivity tools that promote best practices in design while
ensuring compliance with your industry and company standards. Integrated
Pro/ENGINEER CAD/CAM/CAE solutions allow you to design faster than ever,
while maximizing innovation and quality to ultimately create exceptional products.
Customer requirements may change and time pressures may continue to
mount, but your product design needs remain the same - regardless of your project's
22
scope, you need the powerful, easy-to-use, affordable solution that Pro/ENGINEER
provides.
4.2 HISTORY
Creo Elements/Pro (formerly Pro/ENGINEER), PTC's parametric, integrated
3D CAD/CAM/CAE solution, is used by discrete manufacturers for mechanical
engineering, design and manufacturing. Created by Dr. Samuel P. Ginsberg in the
mid-1980s, Pro/ENGINEER was the industry's first successful rule-based constraint
(sometimes
[5]
called
"parametric"
or
"vibration") 3D
CAD modeling
system.
relationships to capture intended product behavior and create a recipe which enables
design automation and the optimization of design and product development processes.
This design approach is used by companies whose product strategy is family-based or
platform-driven, where a prescriptive design strategy is fundamental to the success of
the design process by embedding engineering constraints and relationships to quickly
optimize the design, or where the resulting geometry may be complex or based upon
equations. Cero Elements/Pro provides a complete set of design, analysis and
manufacturing capabilities on one, integral, scalable platform. These required
capabilities include Solid Modeling, Surfacing, Rendering, Data Interoperability,
Routed Systems Design, Simulation, Tolerance Analysis, and NC and Tooling Design.
Companies use Cero Elements/Pro to create a complete 3D digital model of
their products. The models consist of 2D and 3D solid model data which can also be
used downstream in finite element analysis, rapid prototyping, tooling design,
and CNC manufacturing. All data is associative and interchangeable between the
CAD, CAE and CAM modules without conversion. A product and its entire bill of
materials (BOM) can be modeled accurately with fully associative engineering
drawings, and revision control information. The associatively functionality in Cero
Elements/Pro enables users to make changes in the design at any time during the
product development process and automatically update downstream deliverables. This
capability enables concurrent engineering design, analysis and manufacturing
engineers working in parallel and streamlines product development processes.
PART DESIGN
SKETCH
24
EXTRUDE
EXPORT TO ANSYS
25
26
27
28
29
30
31
Chapter 5
FINITE ELEMENT ANALYSIS
5.1INTRODUCTION
Finite Element Method (FEM) is also called as Finite Element
Analysis (FEA). Finite Element Method is a basic analysis technique
for resolving and substituting complicated problems by simpler ones,
obtaining approximate solutions Finite element method being a flexible
tool is used in various industries to solve several practical engineering
problems.
ANSYS
is
general
purpose
FEA software
developed,
strength
design,
thermal
analysis,
vibration,
&
crash
simulations etc.
32
33
5.6.3 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
34
Post-processor phase
I.
PRE-PROCESSOR
Pre processor has been developed so that the same program is available on
micro, mini, super-mini and mainframe computer system. This slows easy transfer of
models one system to other. It involves
the preparation of finite element data such as nodal coordinates, element connectivity,
boundary
conditions & loading & material information.
The following Table 5.1 shows the brief description of steps followed in each phase:
GEOMETRICAL DEFINITIONS:
There are four different geometric entities in pre processor namely key points,
lines, area and volumes. These entities can be used to obtain the geometric
representation of the structure. All the entities are independent of other and have
unique identification labels.
35
MODEL GENERATIONS:
Two different methods are used to generate a model:
Direct generation.
Solid modeling
With solid modeling we can describe the geometric boundaries of the model, establish
controls over the size and desired shape of the elements and then instruct ANSYS
program to generate all the nodes and elements automatically. By contrast, with the
direct generation method, we determine the location of every node and size shape and
connectivity of every element prior to defining these entities in the ANSYS model.
Although, some automatic data generation is possible (by using commands
such as FILL, NGEN, EGEN etc) the direct generation method essentially a hands on
numerical method that requires us to keep track of all the node numbers as we
develop the finite element mesh. This detailed book keeping can become difficult for
large models, giving scope for modeling errors. Solid modeling is usually more
powerful and versatile than direct generation and is commonly preferred method of
generating a model.
MESH GENERATION:
In the finite element analysis the basic concept is to analyze the structure,
which is an assemblage of discrete pieces called elements, which are connected,
together at a finite number of points called Nodes. Loading boundary conditions are
then applied to these elements and nodes. A network of these elements is known as
Mesh.
the nodes individually. If required nodes can be defined easily by defining the
allocations or by translating the existing nodes. Also on one can plot, delete, or search
nodes.
MODEL DISPLAY:
During the construction and verification stages of the model it may be necessary to
view it from different angles. It is useful to rotate the model with respect to the global
system and view it from different angles. Pre processor offers these capabilities. By
windowing feature pre processor allows the user to enlarge a specific area of the
model for clarity and details. Pre processor also provides features like smoothness,
scaling, regions, active set, etc for efficient model viewing and editing.
MATERIAL DEFECTIONS:
All elements are defined by nodes, which have only their location defined. In the case
of plate and shell elements there is no indication of thickness. This thickness can be
given as element property. Property tables for a particular property set 1-D have to be
input.
Different types of elements have different properties for e.g.
Beams: Cross sectional area, moment of inertia etc
Shell: Thickness
Springs: Stiffness
Solids: None
The user also needs to define material properties of the elements. For linear static
analysis, modules of elasticity and Poissons ratio need to be provided. For heat
transfer, coefficient of thermal expansion, densities etc. are required. They can be
given to the elements by the material property set to 1-D.
II.
SOLUTION
The solution phase deals with the solution of the problem according to
the problem definitions. All the tedious work of formulating and assembling of
matrices are done by the computer and finally displacements are stress values
37
are given as output. Some of the capabilities of the ANSYS are linear static
analysis, non linear static analysis, transient dynamic analysis, etc.
III.
POST PROCESSING
The post processing stage deals with the presentation of the results. Typically,
the deformed configuration, mode shapes, temperature & stress distribution are
computed & displayed at this stage. While solution data can be manipulated many
ways in post processing, the important objective is to apply sound engineering
judgment in determining whether the solution results are physically reasonable.
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
CHAPTER 6
RESULTS & DISCUSSIONSS
In chapter 6 simulation studies are made on three rotor discs, using ANSYS software.
The resultant displacements undergone by each disc and the resultant stresses
developed in each disc are determined and tabulated in table no 6.1
Table No:-6.1
Rotor
Discs DISPLACEMENT
Model VECTOR SUM
s
(mm)
1
2.601
2
18.376
3
0.0235
STRESSES IN
X-DIRECTION
(MPa)
8.608
8.14
0.414
STRESSES IN
YDIRECTION(M
Pa)
30.04
7.971
0.2002
VON
MISES
STRESSE
S (MPa)
22.835
8.663
2.128
From the table no 6.1 it is observed that the displacement and Von Mises stresses are
very low for the rotor disc of model -3. Under the high speed of 140Kmph and
retardation time of 1.5 sec, the rotor disc shows good structural displacement and
stresses. It is observed from the simulation studies that the weight of disc-3 is less
than the weight of disc-2 &1, because of only 6 spokes, instead of 12 spokes in
model-2. The material used for model-3 is steel having compressive strength of
300Mpa. Therefore, the factor of safety for the design is 56.49.
The main advantage observed in rotor disc model-3 is that, it undergoes 0.0235mm
radial deformation, so that the bearing life of disc drastically increases.
53
CHAPTER 7
CONCLUSIONS & FUTURE SCOPE OF STUDY
CONCLUSIONS
In this project, three disc rotor models with same outer dimensions but with different
design parameters have been modeled using Pro-E and analyzed using ANSYS to
determine structural performance. Based on the results of the ANSYS simulation
which are tabulated above in table no 6.1, It is concluded that the Von Mises stresses
developed in disc model no-3 are minimum compared to other two models. So It is
suggested that the use of 3rd disc model instead of 1st and 2nd models enables good
structural static performance in terms of deflection and resultant stresses. It is further
concluding that the proposed disc model 3 ideally suitable for two wheelers up to a
speed of 140KMPH with brake time 1.5seconds.
54
REFRENCES
1. Design of Machine Elements by R.S.Khurmi.
2. ENDERSON, A. E. AND KNAPP, R. A. Hot Spotting in Automotive Friction .
3. By browsing in Internet.
4. DOW, T. A. AND BURTON, R. A. Thermo elastic Instability of Sliding
Contact in the absence of Wear, Wear, vol. 19, page 315-328, (1972).
5. LEE, K. AND BARBER, J.R. Frictionally-Excited Thermo elastic Instability
in Automotive Disk Brakes, ASME J. Tribology, vol. 115, page 607-614,
(1993)..
6. BURTON, R. A. Thermal Deformation in Frictionally Heated Contact, Wear,
vol. 59, page 1- 20, (1980). ANDERSON, A. E. AND KNAPP, R. A. Hot
Spotting in Automotive Friction System Wear, vol. 135, page 319-337, (1990).
7. COMNINOU, M. AND DUNDURS, J. On the Barber Boundary Conditions
for Thermo elastic Contact, ASME J, vol. 46, page 849-853, (1979).
BARBER, J. R. Contact Problems Involving a Cooled Punch, J. Elasticity, vol.
8, page 409- 423, (1978).
8. BARBER, J. R. Stability of Thermo elastic Contact, Proc. International
Conference on Tribology, p Institute of Mechanical Engineers, page. 981-986,
(1987).
55