Finite Element Analysis of Disc Brake Considering Heat

Flow
Noman Bashir Muhammad Azhar Saeed
Department of Mechatronics Engineering Department of Mechatronics Engineering
National University of Sciences & Technology National University of Sciences & Technology
Peshawar Road, Rawalpindi Pakistan Peshawar Road, Rawalpindi Pakistan
nomanbashir28@gmail.com muhammadazharsaeed166@gmail.com

Abstract—This research aims to provide a better performance discs are less susceptible to the "brake fade”. Disc brakes are
to the most critical part of an automotive system namely brake. now getting popular among manufacturers as it provides better
Brakes are responsible for slowing down of vehicle by dissipating stopping power and are more self-adjusting than drum brakes.
the kinetic energy. When the brake system is brought into action The basic mechanism of disk brakes goes like when the
a significant amount of heat runs and get dissipated through the
brake paddle is pressed the hydraulic fluid fills the caliper with
system. For covering all these aspects designers use number of
pressure causing the piston to move in outward direction
procedures/experiments to choose suitable material that provides
a data about temperature distribution, stresses, contact pressure,
making brake pads press on rotor that is in motion as it has also
strain distribution, deformation, shear stress and strain. We aim been attached to wheel via Hub.
to use simulations on ANSYS for the above mentioned aspects Joe Y.G. cha explained disc brake instability analysis
with different materials and predict the most preferable from because of the oscillation produced in course of braking action
these results. and how they flow causing certain stresses in system.
Thermal management contributes to a large extent to the
Keywords—ANSYS; SolidWorks; Finite Element Analysis; wear of the rotor and the absolute braking performance. Every
Disc Brakes; time the brakes are used, the friction between the brake pads
that rub against the rotor creates incredible amounts of heat.
I. INTRODUCTION If the temperature rises too high, there is a chance that a
Brakes are somewhat the most delicate and sensitive part of thin layer of brake pads will form on the surface of the rotor,
any automobile. As the technology progresses the automobile causing the brakes to fade. The braking power of the vehicle is
manufacturers are getting in a race to get faster and faster reduced once the brake is affected by high temperatures.
vehicles on roads. These advancements in line require a similar
progressive braking technology and mechanism for vehicle.
Every braking system tends to meet the following
requirements:
• The braking force should be high enough to stop
vehicle in minimum time and distance.
• Provide maximum control on vehicle during
braking action.
• The system should be made of anti-fade materials
whose friction characteristics do not drop/fade.
• Brakes should not get really heated up that may
cause system to malfunction
Currently the most efficient and most widely used braking
technology is disc brakes system. Following are components
of a Disc Braking System: Figure 1-How a Disc Brake Works (7)
• Brake pads
• Caliper
• Rotor
In 1902, Frederick William Lanchester patented the first
caliper type automobile disc brake. He used it successfully on
Lanchester cars. In comparison with earlier used drum brakes,
disc brakes provides better braking action, due to the fact that
the disc cools down at more rapid rate. As a consequence,
 Numerical solution for a variety of engineering problems Vehicle in motion basically, posses two kinds of energies
can be found by using FEM. Any complex geometry made of that is kinetic energy and potential energy. On application of
any material can be handled by using this method. under brakes, these energies are converted into thermal energies at
different conditions. The general finite element method disc-pad interface. There is also slight wear and tear of the
satisfies the requirement of analysis of the complex design and material of the pads as well as disc which generates heat.
design systems of today, in which the equilibrium equation Since this generated heat is very small, so we are not taking it
solution is normally unusable. In finite element method, into account. The friction heat flux generated in the disc-pad
“nodes” are formed. These nodes form the design. Connected interface is as follows [10].
with the nodes are finite elements that form the network of q(x,y,t)= µP(x,y)v(t)= µP(x,y)ɷ(t).r (1)
finite elements that are related to structural and material
features of the geometry. These elements determine the Where is the co-efficient of friction, v is the velocity of
behavior of the model under certain conditions. Finite element sliding that depends on angular velocity ɷ and radius r of the
density which is known as mesh, is different at different points disc. P is the pressure of contact. Sum of the heat generated in
in the material. It depends on stress level in the given area. disc qD and that generated in the pads qP is equal to total heat
Areas of higher load variations generally needs higher mesh produced q. γ is the relative braking energy which is absorbed
density than with little or least load Variation. by the disc.
γ = qD/q = qD/(qD+qP) = 1/1+(ρPcPkP/ρDcDkD) (2)
II. METHODOLOGY Where q is the density, c is the specific heat and k is the
thermal conductivity. P and D in suffix is for pads and disc
A. Problem respectively.
The main problem with the disc brake is that when brake
is applied, a frictional force arises between disc and pads. This
frictional force causes temperature variation from 20oC to
more than 700oC within a few seconds. This paper presents a
three-dimensional Finite Element Model (FEM) of the disc
and two pads.
B. Finite Element Model
In FE Model, the first step was the preparation of a
structural model of disc and pads. ANSYS, a finite element
software, was used to perform this task. Next step was to
initialize the calculations in ANSYS. For this purpose, certain
Figure 2 -Disc Pad Isolated from Wheel Assembly
boundary conditions were defined and meshing was done on
finite element model. Our finite element model comprising of
two pads and a single disc is shown in the figure 7. Area of D. Material Properties
contact of disc and pads is illustrated I n figure 8. Properties The materials mentioned in table 2 will be used in the FEM
of mesh are given the table 1. Three different materials were analysis and prediction for the best possible material.
selected for the disc which include Carbon-Ceramic, Grey
Cast Iron and Stainless-Steel Grade 316. Properties of each of
these materials are given in the table 2.
Material Yield Tensile Elastic Shear
C. Thermal Analysis Strength Strength Modulus Modulus
Disc-brake system of a car, separated from wheel N/m2 N/m2 N/m2 N/m2
assembly is shown in the figure 1. When brake is applied, Al Alloy 1.65 3 7e+011 3.1e+010
temperature rises at the contact of disc and pads and heat thus [10]
produced, is dissipated into the disc and pads. Heat that gets Stainless 290e+6 500e+6 205e+9 152e+9
wasted into the pads can be calculated correctly by estimating Steel
that produced at disc-pad interface. Heat generated at the Grade
interface is equal to heat dissipated into disc and pads. 316
Because of very high angular speed, so we can ignore [9]
temperature gradient in theta-direction. Based on this, we can Grey 98e+6 250e+6 105e+9 69e+9
assume that heat flux is applied on whole circumferential Cast
domain. This method, we used, is approved by experimental Iron
investigations and widely used in analytical studies. [8]
Table 1- Material Properties
E. Mesh Model
The model is first made in SolidWorks ® and then a mesh
network was generated in ANSYS 18.1 Workbench. Table 2
includes the statics of Mesh Network. The Mesh Network is
placed at figure 3.
The quality of dim cast press depends for the most part on
the grid in which these graphite drops are implanted. Stainless
steel is moderately low cast and it has simplicity of
manfucturability. It isn't useful for too high temperatures yet
to the extent plate slowing mechanism is worried, there is
ascend in temperature at circle cushion interface yet this isn't
too high. Notwithstanding when one is driving in uneven
region where brakes are to be connected as often as possible,
temperature rise is around 600 degree Celcius. Stainless steel
can without much of a stretch bear this much temperature. In
this way, stainless steel can be utilized as a part of circle
slowing mechanism. Likewise, stainless steel is impervious to
warmth and consumption. Weldability is its another leverage.

Table 2. Mesh Statistics III. RESULTS AND DISCUSSION

A. Thermal Analysis

Figure 3-Mesh Network

Figure 4-Thermal Analysis
F. Comparison Of Material Properties
Aluminum composite has moderately low characteristic
recurrence and it additionally diminishes weight of the circle
around three times when contrasted with dim cast iron and
stainless steel. This is because of the way that its thickness is
negative. Dim cast press is made out of around 2.5-4% carbon
and 1-3% silicon. It has great machinability and damping
attributes because of essence of graphite. This graphite hastens
when press carbide is cemented. Graphite is appropriate for
application including wear and tear as it holds ointments Cast
press more often than not alludes to dim cast press, however
distinguishes an extensive gathering of ferrous amalgams,
which harden with an eutectic. Press represents over 95%,
while the fundamental alloying components are carbon and
silicon. The measure of carbon in cast press is the range 2.1-
4%, as ferrous amalgams with less are meant carbon steel by
definition. Cast irons contain apparent measures of silicon,
regularly 1-3%, and thus these amalgams ought to be viewed
as ternary FeC-Si compounds. Plate brake circles are regularly
of dim solid metal [12]. Figure 5-Thermal Analysis
 Figure 9-Thermal Analysis
Figure 6-Thermal Analysis

B. Tranient Structural Analysis

Figure 7-Thermal Analysis

Figure 10-Transient Structural Analysis

Figure 8-Thermal Analysis

Figure 11-Transient Structural Analysis
 Ansys workbench furnishes with an extensive scope of
examination that can be performed on a specific geometry.
Chiefly three kinds of mechanical pressure are subjected on
circle brake. To start with is footing power, caused by
radiating impact and it happens when wheel is pivoting and no
brake compel is connected to the circle. Second is
compressive power, when the brake is connected because of
activity of the power, applied by squeezing the cushion
opposite onto the surface of the circle. Because of braking
activity caused by rubbing on the brake cushion against the
surface of the plate. It acts inverse way of the plate pivot. [13]
[10] D. Majcherczak, P. Dufrenoy, Y. Berthier, Tribologically, thermally and
mechanical coupling aspects of the dry sliding contact, Tribool.
International. 40 (2007) 834e843001.
[11] Thermal cracking in disc brakes by Thomas J Mackin
[12] Cobb, Harold M, (2010).The History of Stainless Steel.ASM
International.p. 360. ISBN 1-61503-0107
[13] Ali. Belhocine, Abd. Rahim Abu Bakar, Mostefa Bouchetara, Structural
and contact analysis of disc brake assembly during single stop braking
event, American Journal of Mechanics and Applications

For disc brake system, we need a material which should

have reasonable yield strength neither too low nor too high.
Secondly, material should be able to work at high temperature
at about 650 to 700 degrees Celsius. Its deformation rate
should not be very high. In the light of FEM results stainless
steel is better than cast iron and aluminum alloy. Cost
effectiveness of stainless steel is another reason for stainless
steel to be selected for making disc brake.
IV. CONCLUSION
Transient structural analysis and thermal analysis were
carried out for three different type of materials namely
Aluminum Alloy, Stainless Steel and Grey Cast Iron. The
results were compared. It was concluded that stainless steel is
better out of these materials for purpose of making disc-brakes
as its deformation rate is relatively lower and it is better able
of performing its function at higher temperature.

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