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MET-300
Mridul Mohta
Pragadeesh Ravichandran
Aditya Kaliappan Velayutham
04/29/2015
TABLE OF CONTENTS
1. Abstract.3
2. Parameters Involved.5
3. Parts of Braking System...5
4. Geometry of Contact Area...6
5. Objective..8
6. Procedure.8
7. Selection of Materials.10
8. Mechanical Properties....10
9. Outcomes
1) Analysis Type 1 Mechanical Event Simulation.14
Material A
2) Analysis Type 1 Mechanical Event Simulation.20
Material B
3) Analysis Type 2 Non-Linear Static Stress Simulation...24
Material A
4) Analysis Type 2 Non-Linear Static Stress Simulation...29
Material B
10.Challenges Faced34
11.Formulae.35
12.Computational Problem..36
13.Design for Manufacturing of Disc Brakes..38
14.Conclusion..39
15.References...40
Abstract
Disc Brakes are the type of the brakes, which uses the pair of calipers attached
with the brake pads to rub against the disc. This creates friction between the brake pads
and the disc, which in turn reduces the rotatory motion of the axle/wheel or brings it to
stationary. Braking systems rely on friction to bring the vehicle to a halt hydraulic
pressure pushes brake pads against a cast iron disc. It consists of a disc made up of cast
iron, which is bolted, to the wheel hub and a caliper (stationary mount housing). The
caliper is linked to the vehicles stationary part like the axle casing and holding pistons in
each part. 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 to enter or
leave each housing.
Failure of disc brakes - If brake pads are not changed promptly, scarring occurs.
This happens once they reach the end of their service life. Cracking takes place only for
drilled discs that may develop small cracks around edges of holes drilled near the edge of
the disc because of the disc's non-uniform rate of expansion. The discs have a certain
amount of "surface rust". Sometimes when the brakes are applied, a high-pitched squeal
occurs. Most brake squeal is produced by vibration (resonance instability) of the brake
components, especially the pads and discs (known as force-coupled excitation).
The standard disc brake of a 4-wheeler model was done using Autodesk
Mechanical Simulation through which the properties like deflection, heat flux and
temperature of disc brake model were calculated. It is important to understand action
force and friction force on the disc brake new material, how disc brake works more
efficiently, which can help to reduce the accident that may happen at anytime.
Figure 1
Figure 2
Parameters involved
Clamping Force
Braking Force
Braking Torque
Load torque
Inertia torque
Rubbing speed
Power dissipation
Kinetic energy
Friction torque
Braking time
Table 1
Geometry of Contact Area
Figure 3
F = Force on pads
Figure 4
Objective
To develop a technical report by showing the simulation results of the disc brake
assembly for different materials by providing the necessary tables/figures/graphs and to
examine whether the part fails or not based on the safety factor requirements.
The disc brake assembly (Figure 5) on which the analysis has to be done
Figure 5
Procedure
1. The disc brake assembly file was downloaded as an Autodesk Inventor file.
2. The unnecessary parts of the assembly were removed so as to reduce the
complexity of the project.
3. The entire assembly was cut into half in two different planes. This was done to
reduce the simulation time.
4. The final assembly had three parts one caliper, brake pad and the rotor.
5. The assembly was then opened in the Autodesk Simulation software.
6. The assembly was meshed by selecting the appropriate 3D Mesh settings and
by clicking Generate 3D Mesh command.
7. Once meshing has been done, both the element definition and element type
were defined.
8. The analysis was carried with two different sets of materials for caliper, brake
pad and rotor. (Details mentioned later in this report)
9. The analysis was carried with three different simulation types. (Details
mentioned later in this report)
10. The next step was to define the constraints as follows: -
For rotors inner side face - fixed constraint,
For calipers fixed constraint and
For brake pad fixed except translational in z-axis
Constraints remained the same for Linear and Non - Linear Static Analysis.
In addition, rotation of the rotor along the z-direction was set free for MES
Type.
11. Linear Static Analysis
The surface of the brake pad, which faces the rotor, was simulated so
that it moves a certain distance by providing the option of prescribed
displacement.
This was done by Selecting the surface Right click, select sub
entities and then the vertices were chosen.
Then one of the nodes was right clicked and prescribed nodal
displacements were selected.
The translational motion magnitude was given as 10.666 mm in
negative z - direction and then the load curve was selected for an
addition of the return cycle.
On the same surface, by following the steps mentioned above, nodal
forces were applied for 1000 N along the same direction as that of the
prescribed displacement.
The simulation was then made to run.
12. Non Linear Static Analysis The same procedures were followed as that
of the Linear Static Analysis. In addition, Surface-to-Surface contact was
defined between the meeting faces of the brake pad and the rotor. Although,
the outcomes were observed to be different.
13. Mechanical Event Simulation type The same procedures were followed as
that of the Non Linear Analysis. In addition, two more steps were added i.e.
Nodal Prescribed Displacement on the rotor - the inner hollow surfaces
of the rotor was selected by drawing a circle over it. In the option
mesh, the joint option was selected to create a joint.
For making the rotation possible, the rotors element definition was
changed from truss to beam, which has rotational degree of freedom.
The selection type was changed to rectangle and dragged over the
created joint. The nodes been selected was then right clicked to choose
nodal prescribed displacements and the value of rotation in terms of
number of revolutions was provided.
Selection of Materials
The brake disc or rotor is usually made up of cast iron, but in some cases it is
made up of composites such as reinforced carboncarbon or ceramic matrix
composites.
We have used two different sets of material type. They are: -
a. Caliper: Aluminum 6061 - O
Brake Pad: ASTM Steel A36
Rotor: Cast Iron ASTM A48 Grade 50
b. Caliper: Aluminum 6061 - O
Brake Pad: Steel AISI 4130
Rotor: Titanium Carbide (TiC)
Mechanical Properties
Metric English
Hardness, Brinell 30 30
Elongation at Break 25 % 25 %
Elongation at Break 30 % 30 %
Machinability 30 % 30 %
Elongation at Break 20 % 20 %
Hardness, Rockwell B 92 92
Hardness, Rockwell C 13 13
Reduction of Area 60 % 60 %
Machinability 70 % 70 %
Elastic (Young's, Tensile) Modulus 130 to 160 GPa (19 to 23 x 106 psi)
Elongation at Break 1%
Tensile Strength: Ultimate (UTS) 345 to 410 MPa (50 to 59 x 103 psi)
Thermal Diffusivity 14
Hardness, Rockwell A 93 93
Figure 6
Outcomes
The assembly (Figure 1.1) looked like the following before the analysis was
done-
Figure 1.1
Figure 1.2
Figure 1.3
Figure 1.4
Graph (Figure 1.5) shows maximum stress that the disc brake can handle under
the applied load and the given material conditions -
Figure 1.5
Factor of Safety 0.1142
Figure 1.6
The pictures listed above reveal that when the disc brake assembly is at the 5 th
step, the stress induced by the brake pad is more than the disc brake assembly at 10 th step
i.e. rotor at 5th step has maximum stress of 3207 N/mm 2 than at 10th step. This is because
when the rotor undergoes maximum deflection due to the force applied by the brake pad
(5th step) while being fixed at one end, it bends to the extent, which induces more stress in
it. Thus, at the maximum limit (5 th step) stress concentration is higher than when it
reaches the 10th step. This disturbs the original configuration of the rotor and it can never
return back to its initial position after continuous and/or repeated use.
The picture (Figure 1.7) to show that the load curve is gradual loading
Figure 1.7
Table 1.1
The brake pads material is ASTM A36 Steel, which is a ductile material and the rotors
material is Cast Iron ASTM A48 Grade 50, which is also a ductile material.
As it is clearly seen from the safety factor plot that the Factor of Safety (FOS) is
0.1142 < 1.0. This shows that the disc brake fails and cannot bear the stress. Also, it can
be seen from the above table (Table 1.1) that the minimum factor of safety for ductile
material under static load condition is 2.0. So, any value below 2.0 shows that, the disc
brake is not in par with the industrial standards. The failure is unavoidable hence; it
is not safe and unacceptable.
The analysis was also done by providing the load curve as repeated and impact
loading. However, this did not affect the outcome of the analysis and the results were the
same as that of the gradual loading. The factor of safety requirements for ductile material
is more for repeated and impact loading i.e. 8 and 12 respectively.
(Figure 1.8)
(Figure 1.9)
The assembly (Figure 7) looked like the following before the analysis was done
(Figure 7)
Figure 2.1
Figure 2.2
Figure 2.3
Graph (Figure 2.4) shows maximum stress that the disc brake can handle under the
applied load and the given material conditions -
Figure 2.4
Figure 2.5
The pictures listed above reveal that when the disc brake assembly is at the 5 th
step, the stress induced by the brake pad is more than the disc brake assembly at 10 th step
i.e. rotor at 5th step has maximum stress of 4832.57 N/mm 2 than at 10th step. This is
because when the rotor undergoes maximum deflection due to the force applied by the
brake pad (5th step) while being fixed at one end, it bends to the extent, which induces
more stress in it. Thus, at the maximum limit (5th step) stress concentration is higher than
when it reaches the 10th step. This disturbs the original configuration of the rotor and it
can never return back to its initial position after continuous and/or repeated use.
The picture (Figure 2.6) to show that the load curve is gradual loading
Figure 2.6
Table 2.1
The brake pads material is Steel AISI 4130, which is a ductile material and the rotors
material is Titanium Carbide (TiC), which is also a ductile material.
As it is clearly seen from the safety factor plot that the Factor of Safety (FOS) is
0.245508 < 1.0. This shows that the disc brake fails and cannot bear the stress. Also, it
can be seen from the above table (Table 2.1) that the minimum factor of safety for ductile
material under static load condition is 2.0. So, any value below 2.0 shows that, the disc
brake is not in par with the industrial standards. The failure is unavoidable hence; it
is not safe and unacceptable.
The analysis was also done by providing the load curve as repeated and impact
loading. However, this did not affect the outcome of the analysis and the results were the
same as that of the gradual loading. The factor of safety requirements for ductile material
is more for repeated and impact loading i.e. 8 and 12 respectively.
The assembly (Figure 8) looked like the following before the analysis was done
Figure 8
Figure 3.1
Figure 3.2
Figure 3.3
Graph (Figure 3.4) shows maximum stress that the disc brake can handle under the
applied load and the given material conditions
Figure 3.4
Figure 3.5
The pictures listed above reveal that when the disc brake assembly is at the 5 th
step, the stress induced by the brake pad is more than the disc brake assembly at 10 th step
i.e. rotor at 5th step has maximum stress of 21.7096 N/mm 2 than at 10th step. This is
because when the rotor undergoes maximum deflection due to the force applied by the
brake pad (5th step) while being fixed at one end, it bends to the extent, which induces
more stress in it. Thus, at the maximum limit (5th step) stress concentration is higher than
when it reaches the 10th step. This disturbs the original configuration of the rotor and it
can never return back to its initial position after continuous and/or repeated use.
The picture (Figure 3.6) to show that the load curve is gradual loading
Figure 3.6
Table 3.1
The brake pads material is ASTM A36 Steel, which is a ductile material and the rotors
material is Cast Iron ASTM A48 Grade 50, which is also a ductile material.
As it is clearly seen from the safety factor plot that, the Factor of Safety (FOS) is
14.7624 > 1.0. This shows that the disc brake do not fail and can bear the stress. Also, it
can be seen from the above table (Table 3.1) that the minimum factor of safety for ductile
material under static load condition is 2.0. So, any value above 2.0 shows that, the disc
brake is in par with the industrial standards. The failure is avoidable hence; it is
safe and acceptable.
The analysis was also done by providing the load curve as repeated and impact
loading. However, this did not affect the outcome of the analysis and the results were the
same as that of the gradual loading. The factor of safety requirements for ductile material
is more for repeated and impact loading i.e. 8 and 12 respectively.
The assembly (Figure 9) looked like the following before the analysis was done
Figure 9
Figure 4.1
Figure 4.2
Figure 4.3
Graph (Figure 4.4) shows maximum stress that the disc brake can handle under the
applied load and the given material conditions
Figure 4.4
Figure 4.5
The pictures listed above reveal that when the disc brake assembly is at the 5 th
step, the stress induced by the brake pad is more than the disc brake assembly at 10 th step
i.e. rotor at 5th step has maximum stress of 23.7365 N/mm 2 than at 10th step. This is
because when the rotor undergoes maximum deflection due to the force applied by the
brake pad (5th step) while being fixed at one end, it bends to the extent, which induces
more stress in it. Thus, at the maximum limit (5th step) stress concentration is higher than
when it reaches the 10th step. This disturbs the original configuration of the rotor and it
can never return back to its initial position after continuous and/or use.
The picture (Figure 4.6) to show that the load curve is gradual loading
Figure 4.6
Table 4.1
The brake pads material is Steel AISI 4130, which is a ductile material and the rotors
material is Titanium Carbide (TiC), which is also a ductile material.
As it is clearly seen from the safety factor plot that the Factor of Safety (FOS) is
47.5378 > 1.0. This shows that the disc brake do not fail and can bear the stress. Also, it
can be seen from the above table (Table 4.1) that the minimum factor of safety for ductile
material under static load condition is 2.0. So, any value above 2.0 shows that, the disc
brake is in par with the industrial standards. The failure is avoidable hence; it is
safe and acceptable.
The analysis was also done by providing the load curve as repeated and impact
loading. However, this did not affect the outcome of the analysis and the results were the
same as that of the gradual loading. The factor of safety requirements for ductile material
is more for repeated and impact loading i.e. 8 and 12 respectively.
Challenges Faced
In order to reduce the simulations complexity, most of the parts, which play no
and/or less role, were removed from the actual assembly (Figure 10).
In spite of providing all the necessary requirements for the simulation, the rotor
was unable to rotate in the desired way.
Certain analyses under particular conditions were not functioning properly
(Figure 7).
Figure 12
Applying different commands and options like remote force, remote loads and
constraints, which we havent been acquainted before was one of the major issues.
Formulae
Computational Problem
Figure 13
Conclusion
From the results of the simulation and the shown computations, it was found that
the braking force and the number of times the brake has been applied, has a direct
relationship on the life and efficiency of the disc brake assembly.
More is the load applied on the brake pad; more is the force transmitted onto the
rotor and enables it to quickly come to rest. The area where the brake pad rubs the rotor
generates more stress and displacement. As the brake pad is comparatively smaller than
the rotor, it has less factor of safety while being simulated. As the braking force is not
directly applied to the rotor, and passed on through the brake pad in between, it is
essential to know about the amount of force applied on the brake pad rather than knowing
about the rotors factor of safety.
Non-Linear Static Stress analysis is preferred over Linear Static Stress analysis
because it is a complex approach, which analyses the stress and strain more quickly and
effectively. It is more accurate than the linear analysis because in linear analysis the basic
assumptions are taken into consideration while the same assumptions are being violated
in the non-linear analysis.
The conditions, which are being taken into account when non-linear analysis is
considered, are dynamic loading or time dependent loading and large deformations of the
component, which give the engineers an efficient way to analyze the part or component
more properly and appropriately than the linear analysis.
References
Abhang, Swapnil R., & Bhaskar, D.P. (2014, February). Design and Analysis of Disc
Brake, International Journal of Engineering Trends and Technology (IJETT), Volume 8
Number 4 (ISSN: 2231-5381).
Retrieved from
https://www.ijettjournal.org
ASTM Grade 50 (ISO Grade 350, EN-JL 1060) Grey Cast Iron (n.d.). In Makeitfrom.com
online.
Retrieved from
http://www.makeitfrom.com/material-properties/ASTM-Grade-50-
ISO-Grade-350-EN-JL-1060-Grey-Cast-Iron/