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63
Index Term
I.
INTRODUCTION
Braking system is the single most important safety feature
of every vehicle on the road. The ability of the braking
system to bring a vehicle to safe controlled stop is
absolutely essential in preventing accidental vehicle damage
and personal injury. The braking system is composed of
many parts, including friction pads on each wheel, a master
cylinder, wheel cylinders, and a hydraulic control system.
The disk braking system uses brake pads with lining as
shown in Fig. 1, where semi-metallic linings are used in
common because of their ability to withstand higher
operating temperatures. The lining is riveted, bonded, or
mould-bonded to the pad backing. The trailing end of a pad
is always hotter than the leading end, and therefore that
region wears more rapidly and causes excessive taper wear
which leads to excessive flex and a low brake pedal.
Ir. Sivarao is a Professional Engineer (P.Eng.) in the field of Mechanical
Engineering who currently serves as a lecturer and researcher in the Faculty
of Manufacturing engineering, Universiti T eknikal Malaysia Melaka
(UT eM). He is the corresponding author. (phone: 6 063316505, Fax:
6063316411 & email: sivarao@utem.edu.my or kpe_siva@yahoo.com).
Dr. M.Amarnath is an Assistant Professor at the Department of Mechanical
Engineering, PDPM-Indian Institute of Information T echnology Design
and Manufacturing, Jabalpur, India. His field of research interests are
Condition monitoring of machinery, T ribology and Lubrication
Dr. M.S.Rizal is the Dean of Manufacturing Engineering Faculty,
Universiti Teknikal Malaysia Melaka. His area of interest is machining,
manufacturing optimization.
Dr. A. Kamely is currently the head of Manufacturing Process Department,
Faculty of Manufacturing Engineering, Universiti T eknikal Malaysia
Melaka. His area of interest is more towards manufacturing process,
especially machining.
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III.
LITERATURE REVIEW
The literature review within the scope of research found to
be very limited and the most related available investigations
are reviewed. The recent investigation by N. Chand, S.A.R.
Hashimi, S Lomash and A Naik was towards development
of asbestos free brake pad. This experiment focuses on
physical of new material asbestos -free with wear properties.
From their experiment, it is said that the asbestos-free
friction lining material can be used for brake as well as other
friction lining applications [1]. Mikael Eriksson, Filip
Bergman, Staffan Jacobson have investigated the surface
characterization of brake pads after running under silent and
squealing conditions. This experiment focuses on the
previously almost unexplored area of the connection
between brake pad surface topography and the occurrence of
squeals. From the experimental result, they indicated that
pads with many small contact plateaus have a larger
tendency to generate squeal than pads with a few large
plateaus. Moreover in the silent pressure interval, the size of
the contact plateaus increases rapidly with brake pressure
[2].
Friction layers and friction films on PMC brake pads were
investigated by W. Osterle, I. Urban, using Focused Ion
Beam (FIB) technique, where, it was used to characterize
superficial layers at micro-contact areas of a commercial
brake pad. The friction material was a polymer matrix
composite (PMC) with approximately 50% metal content
(semi-metallic) and the counter part was a cast iron rotor.
Experiment depending on the constituent of the pad, one,
two or three layers were identified. The experiment was
mainly to show that the FIB technique provides additional
information which in combination with the more
conventional techniques LM, SEM and TEM increases the
knowledge on the role of third body formation and
superficial layers on brake pads [3]. Zmago Stadler,
Kristoffer Krnel and Tomaz Kosmac have researched
friction behaviour of sintered metallic brake pads on a C/CSiC composite brake disc. This experiment was aimed
64
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65
H
Thickness
Thicknes
eA
(mm)
pad
s15.7 (mm)
16.0
B
10.0
10.8
i
M
pad A
C
5.5
5.8
gD
6.0
5.0
h
B. Influence tof master pump and wheel pump on lining
wear
In this evaluation, the lining of all four brake assemblies
were examined critically. This observation is to confirm
whether the distance of pad from the master pump gives any
effect on the lining wear. In addition to that, the pad on the
piston side and calliper side were also critically analyzed to
see if the effect of floating brake system affects the wear
pattern of the lining. The master pump location of Perdana
V6 is shown in Fig. 4.
Fig. 6. T he caliper, rotor and disk assembly
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T ABLE II
(
m
m
)
1
2
.
0
1
3
.
5
1
3
.
5
1
3
.
4
1
3
.
4
1
3
.
3
1
3
.
3
1
2
.
0
(
m
m
)
1
2
.
0
1
4
.
3
1
4
.
3
1
4
.
7
1
4
.
4
1
4
.
4
1
4
.
2
1
2
.
0
(
m
m
)
1
2
.
0
1
4
.
7
1
4
.
5
1
4
.
3
1
4
.
3
1
4
.
1
1
4
.
0
1
2
.
0
(
m
m
)
1
2
.
0
1
4
.
2
1
4
.
2
1
4
.
3
1
4
.
4
1
4
.
4
1
4
.
4
1
2
.
0
66
D. Hardness
For further evaluation, the new brake pads from
manufacturer M and A were tested for hardness at four
different depths of lining using hardness testing machine as
shown in Fig. 8. The pad has been tested for hardness
starting from 1mm below the original top surface, and
further tested for every depth of 2mm till it reaches 7mm as
shown in Fig. 9. Each pad was divided into two wings (A &
B) and five points were identified to test hardness on each
wing for both side pads of the disk as shown in Fig. 10 and
every layer has been tested for the hardness at the same
points as marked.
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67
T ABLE III
M Manufacturer
A
B
28.80
33.60
37.60
35.00
66.20
38.10
65.10
80.40
C
38.10
39.80
89.30
69.40
D
31.10
26.40
57.30
34.30
E
35.50
48.50
87.40
90.34
Average
33.42
(HRc)
37.46
67.66
67.91
1mm
3mm
5mm
7mm
A Manufacturer
A
B
46.30
26.10
24.00
30.30
33.20
33.60
34.60
37.60
C
28.80
26.70
34.10
38.70
D
41.00
31.10
38.10
35.50
E
22.70
15.90
17.60
12.00
Average
32.98
(HRc)
25.60
31.32
31.68
V.
SENSOR SPOT IDENTIFICATION
From the evaluated data sets of brake pad manufacturer M
and A, it shows that M brake
pad is the
more suitable to be used as the specimen for embedding the
wear limit sensor. Therefore, M brake pad was selected to
embed the sensor summarizing:
B. Sensor Embedment
After the selection of sensor was done, location spot is
determined based on the design done. The embedding of the
sensor and building-up the system was a great challenge. It
is done in such a way that the originality or the pad is
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VII.
CONCLUSIONS
With the consideration of economical and practical project
development, this approach has been tested and found to be
valid. This simple and cheap solution of detecting the lining
wear safety limit by alerting user is expected to help many
brake pad manufactures to embed the sensor to the most
sensitive position of the pad based on the proposed
methodology to provide safety and cost effective motoring.
A CKNOLEDGEM ENT
The authors would like to render their sincere thanks to the
top level management of research and development team in
University Technical Malaysia Melaka (UTeM) for funding
this short term research project (Project number S183). The
authors would also express their sincere appreciation and
thanks to the brake pad manufacturers who directly
involved in this research and willing to share their expertise
and knowledge.
REFERENCES
[1]
[2]
[3]
[4]
Lining wear
warning
Pilot lamp
[5]
[6]
[7]
VI.
RESULT AND DISCUSSIONS
The objective to design and develop brake pad wear
monitoring system for Proton Perdana V6 is successful
through the entire plan, design, analysis, modification,
development, testing and validation. The wear sensing
micro switch functioned well after few ways of embedding
techniques were tried. It detects lining wear safety limit by
touching the rotor disk just before exceeding the brake pad
lining limit. The sensor used suits well with the design of an
existing pad where the modification done did not disturb the
original function and purpose and can be installed into brake
housing as usual. However, it is not easy to modify or redesign the break pad, where over modified will affect the
limits of detection. This development is considered as first
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