Analysis of Disc Brake by Modifying in Design and Material Composition

International Research Journal in Engineering and Emerging Technology (IRJEET)
Volume – 01, Issue – 01, April 2020
Analysis of Disc Brake by Modifying in Design and

Material Composition of Disc
Ashutosh Yadav1, Arjun Katwal2
1, 2
(SRM Institute of Science and Technology,Chennai, India)
Abstract: Disc brake were most popular on sports cars when Disc brakes were first introduced, since these
vehicles are more demanding about brake performance. Disc brakes are more common form in most passenger
vehicles, although many (particularly light weight vehicles) use drum brakes on the rear wheels to keep costs and
weight down as well as to simplify the provisions for a parking brake. As the front brakes required most of the
braking effort, this can be a reasonable compromise. Many early implementations for automobiles located the
brakes on the inboard side of the driveshaft, near the differential, while most brakes today are located inside the
wheels. An inboard location reduces the unsparing weight and eliminates a source of heat transfer to the tires.
The presented work shows that there is wide region to be worked upon in the field of brake disc. By selecting cast
iron as a rotor material creates problems for the designer. Problem stated as being overweight of grey cast iron
disc. For same dimension of disc if disc of grey cast weights 7.5 kg, an aluminium disc will weight around 2.5 kg.
Hence this work clearly shows that there is a weight difference between both the materials. Another problem that
has been also been pointed of is corrosion, grey cast iron corrode in a humid environment. Hence the new material
is proposed that is aluminium-silicon which is having property equivalent or more appropriate than grey cast
iron.
Hence new material having high thermal conductivity than grey cast iron to reduce temperature induced stress.
In present modelling and analyzing will be performing for two design of brake rotor i.e. solid and ventilated. New
materials for brake pads to reduce the wear and increase stress handling capability.
Keywords: Brake disc, modelling, Ansys, Transient thermal analysis
1. INTRODUCTION
[1]Disc-style brakes development and use began in England in the 1890s. The first calliper-type automobile disc
brake was patented by Frederick William Lanchester in his Birmingham, UK factory in 1902 and used successfully
on Lanchester cars. However, the limited choice of metals in this period meant that he had to use copper as the
braking medium acting on the disc. The poor state of the roads at this time, no more than dusty, rough tracks,
meant that the copper wore quickly making the disc brake system non-viable (as recorded in The Lanchester
Legacy). It took another half century for his innovation to be widely adopted. Modern-style disc brakes first
appeared on the low-volume 1949 Crosley Hotshot, although disc brake made of alloy had to be discontinued in
1950 due to design problems. Chrysler's Imperial also offered a type of disc brake from 1949 through 1953, though
in this instance brakes were enclosed with dual internal-expanding, full-circle pressure plates. Reliable modern
disc brakes were developed in the UK by Dunlop and first appeared in 1953 on the Jaguar C-Type racing car. The
1955 Citroën DS featuring powered inboard front disc brakes was the first French application of this technology,
while the 1956 Triumph TR3 was the first English production car to feature modern disc brakes. The first
production car to have disc brakes at all 4 wheels was the Austin-Healey 100S in 1954. The first British company
to market a production saloon (US: sedan) fitted with disc brakes to all four wheels was Jensen Motors with the
introduction of a Deluxe version of the Jensen 541 with Dunlop disc brakes. The first German production car with
disc brakes was the 1961 Mercedes-Benz 220SE coupe featuring British-built Girling units on the front.
In present work the aim is to take the review of temperature distribution phenomena of disc rotor under baking
condition, also the solution which should be efficient than the existing model of brake disc rotor. The structural
optimization technique will be used to optimize the disc brake rotor and then validate it in thermal analysis. The
outer diameter and inner mounting position of holes on wheel hub is considered as constraint for design. The
effect of increasing surface area on the heat dissipation will be analyzed [2].
Disc brakes are widely used on cars because of their better heat dissipation ability; a direct result of the exposed
friction surface. The friction surface of a drum brake is inside and heat dissipation relies upon heat being conducted
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through the drum so car manufacturers fit drum brakes only on the rear axle of “low” performance cars.
Additionally a drum brake provides a very effective parking brake. In commercial vehicles, drum brakes are still
widely used across the world, being robust, durable and easy to maintain but in Europe most heavy goods vehicles
now use disc brakes [3].Furthermore, the performance requirement is not just for one isolated brake application,
but for a series of high deceleration brake applications which form the part of the performance assessment known
as the „fade‟ test. So, the front brakes of a typical passenger car have to be designed to provide large amounts of
braking torque, and withstand large amounts of heat generated, heat transfer, high thermal loading. The size (and
weight) of a car’s disc brake therefore depends upon the performance required, specifically the braking torque,
energy dissipation and power. It is possible to generate high braking torque from a smaller brake, but the energy
and power involved may overload the brake and cause physical damage. Lightweight disc brakes (smaller in size
using lighter materials designed for lower duty) have potential for passenger cars with regenerative braking.
Regenerative braking is a feature of a hybrid and pure electric power train to recoup some of the energy dissipated
during braking [4].
[3] Grey cast iron are not reliable material for making a disc brake as it tends to corrode in moist condition as in
India moist and humid condition prevail almost throughout the year. Hence frequent replacing of brake disc is
required for proper functioning. [4] Also noticed discs are made up gray cast iron, mainly discs are damaged in
one of three ways: scarring, cracking, warping or excessive rusting. Service centre will sometimes respond to any
disc problem by changing out the discs entirely. This is done mainly where the cost of a new disc may actually
lesser than the cost of workers to resurface the original disc thickness, which would be dangerous to use them, or
vane rusting. [5] Stated that also stated that the grey cast iron disc has less heat flux transfer rate and he also
supported use of aluminium in for manufacturing disc. He also analyzed pads different materials.. [6] Conducted
test various test on Aluminium Silicon Alloy, he found out that yield strength increased with decrease in particle
spacing. He explained that toughness of Aluminium Silicon Alloy can be increased by reducing grain size. [7]
Stated that aluminium alloy (Al-Si) are high performing materials and due to their good physical and mechanical
properties disc brakes can be widely use. In this paper, the effect of different alloying element on Al-Si alloy on
the mechanical properties. The properties of Al-Si alloy are due to addition of alloying into the alloy which
improves the stiffness, specific strength, wear, creep and fatigue properties compared to the conventional
engineering materials. Research work shows that Al-Si alloy reinforced with diamond fiber exhibit high thermal
conductivity and a low thermal expansion co-efficient. The wear resistance and compressive strength of Al-Si
alloy increase with the addition of Nickel. The addition of nickel as alloying element in Al increases the wear
resistance but decreases the corrosion resistance. [8] Studied on alternate materials in automobile brake disc
applications with emphasis on aluminium alloy and have obtained the results that the friction coefficient of Al-Si
alloy is 25-30% times that of cast Iron and better wear characteristics ,the thermal conductivity of Al-Si alloy can
be two or three times higher than cast iron. An alloy disc could be 60 % lighter than an equivalent cast iron
component. The Thermal Diffusivity, which is the rate of heat dissipation compared to that of storage, is four
times that of cast iron. [9] Transient thermal analysis of the rotor disc of slotted type disk brake is aimed by using
two different components such as Cast Iron and Stainless Steel. The main purpose was to analysis the thermo
mechanical behavior of the brake disc during the braking phase. After the analysis, conclusions were that Cast
Iron is the best material for both slotted disc, because the thermal temperature, thermal stresses and deformation
was less in cast iron than compared to the stainless steel material.
[10] Used the finite element Software ANSYS to study the thermal behaviour of the dry contact between the discs
of brake pads at the time of braking phase. Temperature distribution obtained by the transient thermal analysis
was used in the calculations of the stresses on disc surface. [11] Used finite element method to to calculate the
heat generated on the surfaces of friction clutch and temperature distribution for case of bands contact between
flywheel and clutch disc, and between the clutch disc and pressure plate (one bad central and two bands) and
compared with case of full contact between surfaces for single engagement and repeated engagements. In other
work, [12] used the finite element method used to study the contact pressure and stresses during the full
engagement period of the clutches using different contact algorithms. Moreover, sensitivity study for the contact
pressure was presented to indicate the importance of the contact stiffness between contact surfaces. [13] Employed
finite element (FE) method to explain the transient thermo-elastic phenomena of a dry clutch system. The effect
of sliding speed on contact pressure distribution, temperature and heat flux generated along the frictional surfaces
was analyzed.
[14] Investigated thermal-structural analysis of solid and vented disc brake disc using FE approach in the case of
design with no holes and with holes in the disc. The materials used in the simulation were cast iron and stainless
steel. [15] Performed a structural and thermal analysis of the disc brake disc using FE method to determine the


deformation and the Von Mises stress established in the disc for the both solid and ventilated discs with two
different materials to enhance performance of the disc. [16] Attempted to link the interaction between mechanical
and thermal effects with disc movements and heat caused by frictions. Paper work shows that, from finite element
analysis, temperatures on the disc surface changed at each point over the period, which indicates inconsistent
dissipation and temperature differences in each side of the disc. Hence, inconsistent contact between disc and pad
could affect material deformation. [17] Conducted test on various current brake material and found out that
commercially used brake pads material used material do not performed as per expectations and recommended
the review of the current standard in should be review and suggested use of different material in manufacturing.
2. MODELLING USING SOLIDWORKS
SolidWorks is a computer aided design (CAD) modelling software program which is published by Dassault
Systems (France). SolidWorks enables designers to create a mathematically valid solid model of an object that
can be stored in a database. When the mathematical model of a part or assembly is associated with the properties
of the materials used, a solid model that can be used to simulate and predict the behavior of the part or model with
finite element and other simulation software. The same solid model can be used to manufacture the object and
also contains the information necessary to inspect and assemble the product.
Fig 1. Dimensions of solid disc
Table 1. Dimensions of solid disc

Description Dimensions (in mm)
Outer diameter of rotor 288.00
Diameter of hub 135.00
Thickness of rotor 16.00
Offset of hub from rotor 36.33
Shaft diameter 76.00

Fig 2. Dimensions of ventilated disc
Table 2. Dimensions of ventilated disc

Description Dimensions (in mm)
Outer diameter of rotor 288.00
Diameter of hub 135.00
Thickness of rotor 16.00
Diameter of ventilation holes 6.00
Offset of hub from rotor 36.33
Shaft diameter 76.00
Number of hole per strip 5
Number ventilation strips 20
3. ANALYSIS USING ANSYS

ANSYS Workbench is the framework upon which the industry’s broadest suite of advanced engineering
simulation technology is built. An innovative project schematic view ties together the entire simulation
process, guiding the user every step of the way. Latest version of ANSYS has been used i.e. ANSYS
R18.1. Even complex multi physics analyses can be performed with drag and-drop simplicity. The
ANSYS Workbench platform automatically forms a connection to share the geometry for both the fluid
and structural analyses, minimizing data storage and making it easy to study the effects of geometry
changes on both analyses. In addition, a connection is formed to automatically transfer pressure loads
from the fluid analysis to the structural analysis.
3.1. Meshing
Fig 3. Meshing of ventilated disc brake assembly

Table 3
Sizing Properties
Relevance Center Fine
Element Size Default
Initial Size Seed Assembly
Smoothing Medium Medium
Transition Fast
Span Angle Center Coarse
Minimum Edge Length 1.885e-002 m
Statistics Quantity
Nodes 60909
Elements 34099
Ansys develops and markets finite element analysis software used to simulate engineering problems. The
software creates simulated computer models of structures, electronics, or machine components to
simulate strength, toughness, elasticity, temperature distribution, electromagnetism, fluid flow, and other
attributes. Ansys is used to determine how a product will function with different specifications, without
building test products or conducting crash tests. For example, Ansys software may simulate how a bridge
will hold up after years of traffic, how to best process salmon in a cannery to reduce waste, or how to
design a slide that uses less material without sacrificing safety.
3.2. Analysis
Most Ansys simulations are performed using the Ansys Workbench software, which is one of the
company's main products. Typically Ansys users break down larger structures into small components
that are each modelled and tested individually. A user may start by defining the dimensions of an object,
and then adding weight, pressure, temperature and other physical properties. Finally, the Ansys software
simulates and analyzes movement, fatigue, fractures, fluid flow, temperature distribution,
electromagnetic efficiency and other effects over time.
3.3. Assumptions and Boundary Conditions
The following assumptions have been taken for the analysis of the brake disc. In accordance to these
assumptions only the analysis has done.
 There is no radiative heat loss & no conductive heat transfer.
 Material is isotropic & demonstrate same property at all temperature i.e. there is no
polymorphism.
 All the kinetic energy of vehicle is converted into heat energy when brakes are applied.
 The thermal conductivity of the material is uniform throughout the analysis.
 The specific heat of the material is constant throughout and does not change with the
temperature.
 The analysis is based on pure thermal loading. The analysis does not determine the life of the
disc brake.
4. CALCULATIONS
4.1. Heat flux calculation:
Velocity of the vehicle = 100 km/h or 27.78 m/s
Time for stopping the vehicle = 5 sec
Mass of the vehicle = 1500 kg
Kinetic Energy (K.E.) = (½)*m*v2; ( ½)*1500*27.782
= 578796.3 Joules
This is value of the total kinetic energy developed, when the vehicle is in motion.
4.2. Total Kinetic Energy = Heat Generated
Therefore, Heat generated = 578796.3 J


Heat Generated per wheel = 578796.3/4 = 144699.07 J
Area of the rubbing faces = 2*3.14(1442 – 67.52)*10-6 = 0.101 m2
Heat flux = (Heat generated/time)*Twice the projected area
= 144699.07/5*2*0.101
=143266.4049 W/m2K
Table 2 Properties of material considered
Component Material Used Properties
Brake Disc Grey Cast Iron High melting point
Brake Disc Aluminium silicon alloy Excellent thermal conductivity
Table 3 Different analytical properties of considered material
Specific heat Density Ultimate Strength

Materials K (W/mK) μ E (GPa)
(J/kgK) (kg/m3) (MPa)
Aluminium silicon
210 .33 1026 2765.22 3800 98.5
alloy
Grey cast iron 54 .25 586 7100 2400 125
4.3. Material Properties
Aluminium
Aluminium is the most popular matrix for the metal matrix alloy (ALLOYs). The low density, their
capability to be strengthened by precipitation, their good corrosion resistance, high thermal and electrical
conductivity, and their high damping capacity, the aluminium alloy are quite attractive. Aluminium
Silicon alloy (Al-Si alloy) belong to the class of light weight high performance aluminium centric
material. The reinforcement in Al-Si alloy could be in the form of continuous or discontinuous fibers,
whisker or particulates, in volume fractions ranging from a few percent to 70%. In the last few years, Al-
Si alloy have been utilized in high-tech structural and functional applications including aerospace,
defense, automotive, and thermal management areas, as well as in sports and recreation [LAST].
Grey Cast Iron
Grey cast iron is a type of iron found in castings known for its grey color and appearance caused by
graphite fractures in the material. Specifically, what makes grey iron “grey iron,” is the graphite flake
structure that is created during the cooling process from the carbon that is in the component. If you use
a powerful microscope you can see the graphitic microstructure that makes grey iron so easily
identifiable. In a grey iron casting, you can see little black flakes of graphite. These flakes cause fractures
and cause the material to have a grey appearance.
The popularity of grey cast iron components is because grey iron is one of the cheapest types of iron
castings to produce. Grey cast iron has acceptable ductility, tensile strength, yield strength, and impact
resistance for most applications. Grey Iron is also excellent in its ability to dampen vibrations making it
ideal for machinery bases. Grey iron has high thermal conductivity meaning it moves heat more easily
through the metal. All inserts, figures, diagrams, photographs and tables must be center-aligned, clear
and appropriate for black/white or greyscale reproduction.
5. ANALYSIS AND SIMULATION
Main focus of design modification is to increase heat flux and to reduce the maximum temperature
which is attained by disc during brake application so that melting and degradation of thermal properties
can be prevented.
The following is a transient thermal analysis comparison of the brake discs (solid discs & ventilated
discs) made of grey cast iron & Al ALLOY.
The two materials has been tested using packages of Ansys workbench one is grey cast iron which is
already in use and other being Al ALLOY, the suggested material. Aluminium used in the disc is
special material having Al is used for making piston heads of IC engine hence demonstrating high
thermal properties

5.1. Transient Thermal Analysis
The following is a transient thermal analysis comparison of the brake disc (solid discs) made of grey
cast iron & Al ALLOY.
5.1.1. Solid Disc
Fig 4. Heat flux for solid disk gray cast iron
Fig 5. Heat flux for solid disc aluminium silicon alloy
Solid Disc analysis result: By comparing the value of heat flux in fig 4.5 and fig 4.6 it safe to assume
that solid disc made up of aluminium has higher heat flux value than solid disc made up of grey cast iron.
Also to proof our assumption correct Temperature probes were used on faces of solid discs which gave
favourable result. Temperature probe used on disc made of grey cast iron gave a maximum temperature
of 276.44oC whereas temperature probe used on aluminium silicon alloy alloy disc maximum
temperature is of 209.44oC. Hence heat generated due to braking is lost more efficiently in solid disc
made up of aluminium silicon alloy composite. It is to be noted that that melting point of grey cast iron
is about 1150oC whereas melting point of aluminium silicon alloy alloy is about 850oC and it also retains
its property at higher temperature.
5.1.2. Ventilated Disc: The following is a transient thermal analysis comparison of the brake disc
(ventilated discs) made of grey cast iron & Alloys

Fig 6 Heat flux for ventilated disk gray cast iron
Fig 7 Heat flux for ventilated aluminium silicon alloy

Ventilated Disc analysis result: Main focus of design modification is to increase heat flux and to reduce
the maximum temperature which is attained by disc during brake application so that melting and
degradation of thermal properties can be prevented. During simulation of heat flux aluminium silicon
alloy and grey cast iron, the distribution of heat flux aluminium silicon alloy disc is more efficiently
distributed when compared to grey cast iron disc which has rather varying distribution. In the grey cast
iron disc analysis, non-uniform distribution of heat is found and at the outer edges of the disc there is
max distribution of heat. Variable distribution leads to formation of macro-level crack due to uneven
expansion of disc. This problem was almost eradicated in ventilated aluminium silicon alloy disc (as can
be seen in fig 5). In the aluminium silicon alloy analysis, the disc is showing uniform distribution of heat.
The value of heat flux of aluminium silicon alloy disc is also more than grey cast iron disc and the heat
distributed is uniform and suitable for application in vehicles also.
Table 4. Showing Heat flux values observed in the analysis.
Solid disk Ventilated disk
Material
q(W) q(W)
Aluminium silicon alloy composite. 3.57*10^6 6.05*10^6
Gray Cast iron 1.71*10^6 4.29*10^6
The above table is showing the various heat flux values of discs (solid discs & ventilated discs) which have been
observed from the analysis. After observing the values, conclusion were made that of the four results the
ventilated disc made of Aluminium silicon alloy is showing the highest value of heat flux. So the ventilated type
disk brake is the best possible for the present application.
CONCLUSIONS
The present study can provide a useful design tool and improve the brake performance of disk brake
system. From Fig 6 and Fig 7 observation were made that all the values obtained from the analysis are


less than their allowable values. From the above table of heat flux for transient thermal analysis it is
found that ventilated disc made of aluminium silicon alloy has a high heat flux than cast iron. And
aluminium silicon alloy is less chemically active hence corrosive action of atmosphere will be less than
grey cast iron. It is concluded that ventilated type disk brake is the best possible for the present
application.
Ventilated disc can be use in modern transport vehicle to improve its life cycle cost and to reduce vehicle
weigh by many kilograms which is crucial point motorsport.
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International Research Journal in Engineering and Emerging Technology (IRJEET)

Volume – 01, Issue – 01, April 2020