Project Report

on
FINITE ELEMENT ANALYSIS OF DISC BRAKE ROTOR
USING DIFFERENT MATERIALS

By

SAMRIDHI BAHUGUNA (52303) SHIPRA (52307)

GAJENDRA SINGH TANWAL (52282)

Under the guidance of

Dr. Rakesh Saxena
Professor
Submitted
IN PARTIAL FULFILLMENT FOR THE REQUIREMENT OF DEGREE OF
Bachelor of Technology
In
Mechanical Engineering

Department of Mechanical Engineering

College of Technology

G.B. PANT UNIVERSITY OF AGRICULTURE & TECHNOLOGY

PANTNAGAR- 263145, UTTARAKHAND, INDIA

June, 2021
 ACKNOWLEDGEMENT

It gives us an immense pleasure in presenting the project report on ‘Finite Element Analysis of
Disc Brake Rotor using Different Materials’.
We wish to express our profound sense of gratitude to Dean, College of Technology Dr.
Alaknanda Ashok, and Head, Mechanical Engineering Department Dr. Lokesh Varshney for the
opportunity and constant support throughout the learning process.

This project could not have reached its final stages without the guidance of our project guide, Dr.
Rakesh Saxena, Professor, Department of Mechanical Engineering. We are thankful to him for
his kind support, insightful suggestions, remarks and engagement during the various phases of
work.

SAMRIDHI BAHUGUNA (52303)

SHIPRA (52307)
GAJENDRA SINGH TANWAL (52282)
 CERTIFICATE

Certified that the project report on “Finite Element Analysis of Disc Brake Rotor using
Different materials”, which is being submitted by

Samridhi Bahuguna 52303

Shipra 52307
Gajendra Singh Tanwal 52282

in partial fulfilment of requirement for the award of “BACHELOR OF TECHNOLOGY”

in “Mechanical Engineering” of G.B. Pant University of Agriculture and Technology, are
record of students own work carried out by them under the guidance and supervision. The
matter reported in this project has not been submitted for the award of any other degree,
diploma or certificate.

(Dr. Rakesh Saxena)

Professor
Department of Mechanical Engineering
 APPROVAL

The project work entitled “Finite Element Analysis of Disc Brake Rotor using Different
Materials” is hereby approved as a creditable and commendable work carried out and
presented in a satisfactory manner to warrant its acceptance as pre-requisite to the degree for
which it has been submitted.

Dr. Rakesh Saxena

Project Guide
Dept. of Mechanical Engineering ……………………………

Dr. Lokesh Varshney

Professor and Head
Dept. of Mechanical Engineering ……………………………

College of Technology
G. B. Pant University of Agriculture & Technology
Pantnagar – 263145, India
June, 2021
 ABSTRACT
Disc brakes are component of a vehicle’s braking system that serve to slow down or stop the
rotation of the wheel. Uneven stresses are developed and heat dissipation occurs on the brake
disc during the braking process. This component of the disc brake is exposed to large thermal
stresses during routine braking and extraordinary thermal stresses during hard braking. Due to
these uneven stresses and heat dissipation, problems like scarring, cracking, rusting, noise,
vibrations etc. arise in disc rotors, which, in turn, affects the efficiency of the braking process
and pose a risk to the driver’s safety.
This project is undertaken to design a 3D model of a ventilated disc brake rotor and then
performing structural and thermal analysis on it using different materials namely, grey cast
iron, stainless steel and carbon fiber so that a comparison can be done and the best material can
be selected. Modelling is done using CATIA which is a 3D modelling software widely used in
the design process. The coupled analysis is carried out using ANSYS which uses the concept
of Finite Element Analysis i.e., a numerical method of deconstructing a complex system into
very small pieces called elements and then ANSYS implements equations that govern the
behaviour of these elements and solves them all, creating a comprehensive explanation of how
the system acts as a whole.
Structural analysis is done to find the stresses developed and the deformation caused under
particular conditions and thermal analysis is done to check the temperature distribution and the
associated heat flux to get an idea of how fast the heat is going to dissipate.

Dr. Rakesh Saxena Team Members:

(Project Guide) Samridhi Bahuguna (52303)
Shipra (52307)
Gajendra Singh Tanwal (52282)
 CONTENTS
1. Introduction 1-3
1.1Principle of Braking System 2-3
2. Theory 4-9
2.1Classification of disc brake rotors 5-7
2.2About Computer Aided Design 7
2.3Introduction to CATIA 7
2.4Introduction to Finite Element Analysis 8
2.5Introduction to ANSYS 9
3. Materials and their properties 10 - 13
3.1Grey cast iron 11
3.2Carbon fiber 12
3.3Stainless steel 13
4. Procedure 14 - 17
4.1Design procedure 15 - 16
4.2Analysis procedure 16 - 17
5. Calculations 18 - 26
5.1Vehicle specifications 19
5.2Disc brake rotor dimensions 19 - 20
5.3Related Calculations 20 - 25
5.3.1For grey cast iron 22 - 23
5.3.2For carbon fiber 23 - 24
5.3.3For stainless steel 24 - 25
5.3.4Thermal boundary conditions 25
5.3.5Boundary conditions for structural analysis 26
6. Results 27 - 36
6.1Material I (grey cast iron) 28 - 30
6.1.1Steady- state thermal results 28 - 29
6.1.2Static structural results 29 - 30
6.2Material II (carbon fiber) 31 - 33
6.2.1Steady- state thermal results 31 - 32
6.2.2Static structural results 32 - 33
6.3Material III (stainless steel) 34 - 36
6.3.1Steady- state thermal results 34 - 35
6.3.2Static structural results 35 - 36
7. Conclusion 37
8. References 38 - 39
 LIST OF FIGURES

Figure1.1 Disc brake assembly

Figure1.2 Ventilated disc brake
Figure2.1 Normal rotors
Figure2.2 Drilled rotors
Figure2.3 Slotted rotors
Figure2.4 Drilled & slotted rotors
Figure3.1 2D sketch of rotor
Figure3.2 Detailed sketch of rotor
Figure3.3 Meshing
Figure3.4 Boundary conditions for thermal analysis
Figure3.5 Boundary conditions for structural analysis
Figure4.1 Temperature (I)
Figure4.2 Heat flux (I)
Figure4.3 Directional heat flux (I)
Figure4.4 Total deformation (I)
Figure4.5 Equivalent stress (I)
Figure4.6 Equivalent strain (I)
Figure5.1 Temperature (II)
Figure5.2 Heat flux (II)
Figure5.3 Directional heat flux (II)
Figure5.4 Total deformation (II)
Figure5.5 Equivalent stress (II)
Figure5.6 Equivalent strain (II)
Figure6.1 Temperature (III)
Figure6.2 Heat flux (III)
Figure6.3 Directional heat flux (III)
Figure6.4 Total deformation (III)
Figure6.5 Equivalent stress (III)
Figure6.6 Equivalent strain (III)
 LIST OF TABLES

Table1.1 Properties of grey cast iron

Table1.2 Properties of carbon fiber composite

Table1.3 Properties of stainless steel

Table2 Vehicle parameters

Table3 Disc brake rotor specifications

Table4.1 Boundary conditions for thermal analysis

Table4.2 Boundary conditions for structural analysis

 CHAPTER 1

INTRODUCTION

1
 CHAPTER 1
INTRODUCTION
With the growth in the automotive industry, the competition for better performance vehicle is
increasing enormously. Safety being one the most important aspect of it. Braking system in a
vehicle ensures utmost safety of the vehicle and in turn the driver’s by stopping the vehicle
within the shortest possible distance. The functions of brake are to stop, slow down or control
a vehicle.
A disc brake is a type of brake that uses the callipers to pull the pair of pads against a disc or
a "rotor" to create friction. This action slows the rotation of a shaft, such as a vehicle axle,
either to reduce its rotational speed or to hold it stationary. The energy of motion is converted
into heat which must be dissipated.

1.1Principle of Braking System

A friction material in the form of brake pads is forced mechanically, hydraulically,

pneumatically or electromagnetically against both sides of the disc. This compressive friction
force causes the disc and attached wheel to slow or stop.
Talking about the hydraulic actuation, as the driver presses the brake pedal (the lever), the push
rod exerts a force called the braking force on the pistons placed in the brake master cylinder
located behind the brake pedal. This causes the brake fluid to flow into the pressure chamber.
As a result, overall pressure in the entire system increases, which in turn forces the fluid to
flow through hydraulic lines, towards one or more callipers based on the hydraulic braking
system design. The callipers are also designed accordingly so that sufficient force is applied to
the discs or drums to provide required frictional force for braking.
A friction brake generates frictional forces as two or more surfaces rub against each other,
resulting into retardation and ultimately stopping the vehicle. Based on the design
configurations, vehicle friction brakes can be grouped into drum and disc brakes.
In case of solid disc, the area of contact between disc and pads is more, and the heat transfer
rate and the time taken for cooling the disc is low. The weight and power of the vehicle
determines the need for ventilated discs. The ventilated disc design helps to dissipate the
generated heat and is commonly used on the more-heavily loaded front discs. Disc brake
assembly is shown in Fig 1.1.
In this project, a ventilated disc brake will be considered that is shown in Fig 1.2

2
The structural and thermal analysis on brake disc rotor is aimed to select the best material out
of all the materials used for the analysis so that maximum heat dissipation occurs and wear and
tear is minimized, and to suggest the best possible material for the brake disc.

Fig1.1 Disc brake assembly

Fig.1.2 Ventilated disc brake

3
CHAPTER 2

THEORY

4
 CHAPTER2
THEORY
Brakes transform the kinetic energy of the car into heat energy which is then dissipated into the
atmosphere. Ventilated disc brakes are used in this study. These are widely used for reducing
velocity due to their braking stability, controllability and ability to provide a wide-ranging
brake torque. A ventilated disc with straight vanes is most popular, easy and straightforward to
make.
It constitutes of three assemblies:
1. Mater cylinder assembly – It is near the brake pedal. Inside this we have inlet ports
compensation ports, piston seals, primary and secondary pistons as well as retaining
springs. Outside this, we have push rods, outlet ports and fluid reservoir.
2. Wheel – hub assembly – This holds the wheel, the disc rotor and bearing inside it which
results in smooth operation.
3. Calliper assembly - It holds the brake pads and pistons. It is either fixed or floating type.

2.1Classification of Brake Rotors

• Normal rotors
These are the most commonly used rotors in commercial use vehicles. They have a smooth
face and provide maximum area of contact between the disc and pads hence deliver more
braking power. The drawback that these rotors carry is that there is no space for the built
- up gases to escape which in turn leads to problems like brake fade i.e., partial or total
loss of braking power and pad glazing i.e., formation of oxides on pad material leading to
decrease in the efficiency of the braking process.

Fig. 2.1 Normal rotors

5
• Drilled Rotor
As the name suggests, drilled rotors have holes drilled throughout the surface. These hole
allow water, dust, and heat to easily dissipate off the surface of the rotor. Drilled rotors
are a good option for drivers who live in wetter climates as they are useful in increasing
stopping power in wet, rainy conditions.
These rotors don't work well under high-heat and can fail quickly in a race-type driving
scenario

Fig2.2 Drilled Rotor

• Slotted Rotors
Slotted rotors feature slots around the exterior surface of the rotor. They are a great choice
for heavy-duty trucks and SUVs, especially those that need improved stopping power
when towing or hauling. The slots are designed to draw more air in between the pad and
rotor surface, which improves cooling and heat dispersion. They are also designed to help
remove excess brake debris and pad glaze that can occur at higher temperatures. While
they are more efficient in a few ways, they come with the downside of not lasting as long
thus affecting the life of pads.

Fig2.3 Slotted Rotor

6
 • Drilled & Slotted Rotors
These are primarily designed for performance vehicles, like sports cars, that need
enhanced cooling and heat dispersion. This type of rotor was designed to improve braking
at high speeds during racing or track days.

Fig2.4 Drilled & slotted rotor

2.2 About Computer Aided Design

Computer-aided design (CAD) also called computer aided design and drafting (CADD), is
a technology which enables drafting using computer software. It can be used to design curves
and figures in 2D and curves, surfaces and solids in 3D space. It is mainly used for detailed
engineering of 3D models and 2D drawings of physical components. It is also used
throughout the engineering process for conceptual design and layout of products through
strength and dynamic analysis of assemblies to definition of manufacturing methods of
components.

2.2 Introduction to Catia

One of CAD’s applications, CATIA (Computer – Aided Three – dimensional Interactive
Application), supports multiple stages of product development, from conceptualization,
design and engineering to manufacturing. It is the standard in 3D product design, featuring
industry – leading productivity tools that promote best practices in design while ensuring
compliance with the industry and company standards. It facilitates collaborative engineering
through an integrated cloud service and has support to be used across disciplines including
surfacing and shape design, fluid and electronic system design, mechanical and system
engineering. It finds use in wide range of industries from aerospace and defence to packaging
design.

7
2.3 Introduction to FEA
It is the practical application of finite element method which is a widely used numerical
method for solving differential equations arising in engineering and mathematical modelling.
In this, a large system is subdivided into smaller, simpler parts that are called finite elements.
This is implemented by construction of a grid called mesh. This mesh is programmed to
contain the material and structural properties which define how the structure will react to
certain loading conditions. The mesh constitutes nodes that are assigned at a certain density
throughout the material depending on the anticipated stress levels of a particular area.
In practice, finite element analysis usually consists of three principal steps:

• Pre-processing - The user constructs a model of the part to be analysed in which the
geometry is divided into a number of discrete sub regions, or elements, connected at
discrete points called nodes. Some of these nodes will have fixed displacements, and
others will have prescribed loads. These models can be extremely time consuming to
prepare, and commercial codes vie with one another to have the most user-friendly
graphical “pre-processor" to assist in this rather tedious work. Some of these pre-
processors can overlay a mesh on a pre-existing CAD file, so that finite element analysis
can be done conveniently as part of the computerized drafting-and-design process.

• Analysis - The dataset prepared by the pre-processor is used as input to the finite element
code itself, which constructs and solves a system of linear or nonlinear algebraic equations
[K][U] = [F] where U and F are the displacements and externally applied forces at the
nodal points. The formation of the K matrix is dependent on the type of problem being
dealt with. One of FEA's principal advantages is that many problem types can be
addressed with the same code, merely by specifying the appropriate element types from
the library.

• Post-processing – It provides visualization of the computed results. Typical postprocessor

display overlays coloured contours representing stress levels on the model, temperature
distribution, etc., showing a full field picture similar to that of photo elastic or moiré
experimental results.

8
2.4 Introduction to ANSYS

Ansys is a general-purpose finite element analysis software package. It is used to determine

how a product will function with different specifications, without building test products or
conducting crash tests.
The platform used in this study for stimulation purpose is Ansys Workbench, this
environment acts as a glue that binds the simulations process.
The basic working involves breaking down larger structures into small components that are
each modelled and tested individually. First the dimensions of an object are defined and the
model is created, then boundary conditions like weight, pressure, temperature and other
properties are given as input. At last, this software analyses fatigues, fractures, movement,
temperature distribution, fluid flow, and other effects over time.
Ansys offers comprehensive software suite that spans the entire range of physics, providing
access to virtually any field of engineering simulation that a design process require.

9
 CHAPTER 3

MATERIALS AND THEIR PROPERTIES

10
 CHAPTER 3
MATERIALS AND THEIR PROPERTIES

3.1 GREY CAST IRON

▪ It is the most common cast iron and the most widely used cast material based on weight.
It has a graphite microstructure. Its high thermal conductivity and specific heat capacity
are the desirable thermophysical properties that are exploited to make disc brake rotors.

▪ Other than this, it also has high damping capabilities because of the presence of graphite
i.e., the ability to dissipate elastic strain energy during mechanical vibration or wave
propagation. High-damping materials are valuable in suppressing vibration for the
control of noise and for the stability of sensitive systems and instruments it absorbs
energy and converts it into heat.

PROPERTIES VALUES

Young’s Modulus 110GPa

Poisson’s Ratio 0.28

3
Density 7200Kg/m

Thermal Conductivity 52W/m C

֯

Specific Heat 447J/Kg ֯C

Table 1.1 Properties of Grey Cast Iron

11
3.2 CARBON FIBER

• These are fiber mostly composed of carbon atoms and have diameter about 5 to 10 micro-
meters. The atomic structure of carbon fiber is similar to that of graphite, consisting of
sheets of carbon atoms arranged in a regular hexagonal pattern. The carbon atoms in this
are bonded together in crystals that are aligned parallel to the long axis of the fiber as the
crystal alignment gives the fiber high strength-to-volume ratio.

• Carbon fiber when mixed with other materials to enhance its properties form composites.
We have used Epoxy Carbon UD (230GPa) Prepreg. Epoxy based composites offer a
number of advantages like high specific strength, super adhesive properties, good heat
resistance and mechanical properties as well as low cost. Prepreg refers to when composite
materials are pre-impregnated with resins and then cured so as to stick the cores layers
together.

• Carbon fiber composites have low density and low mass therefore reducing the overall
weight of the vehicle and thus contributing to energy conservation as fuel consumption
goes down. Other than this, it has very low coefficient of thermal expansion which is
almost 8.5 times lower than stainless steel.

PROPERTIES VALUES
Young’s Modulus
x-direction 121GPa
y-direction 8.6GPa
z-direction 8.6GPa
Poisson’s Ratio
XY 0.27
YZ 0.4
XZ 0.27
3
Density 1490Kg/m

Thermal Conductivity 100 W/m ̊C

Table 1.2 Properties of Carbon Fiber Composite

12
3.3STAINLESS STEEL

• These are a group of ferrous alloys containing a minimum of 11% chromium, which
prevents rusting of iron by forming a passive film that protects the underlying material
from corrosion attack and can self-heal in the presence of oxygen. This composition also
provides heat resistance properties.

• There are five main categories of stainless steel, primarily classified on the basis of its
crystalline structure: austenitic, ferritic, martensitic, duplex and precipitation hardening.

• We have chosen AISI 410 Stainless Steel that is a martensitic type stainless steel. It
contains about 12% chromium and hence provides good corrosion resistance. Its corrosion
resistance can also be enhanced by various processes like hardening, tempering and
polishing. Stainless steel 410 has good tensile strength, creep and fatigue strength and other
mechanical properties. It is mainly used for applications involving mild corrosion, heat
resistance and high strength.

PROPERTIES VALUES

Young’s Modulus 210GPa

Poisson’s Ratio 0.31

3
Density 7750Kg/m

Thermal Conductivity 27W/m˚C

Specific Heat 460J/Kg˚C ֯̊

Table 1.3 Properties of Stainless Steel

13
 CHAPTER 4

PROCEDURE

14
4.1 Design Procedure
In order to obtain a 3D model of disc brake rotor, first a 2D sketch was prepared in the
sketcher workbench in the designing software CATIA V5. After this, solidification of the
design is done to convert it to a 3D model. The following steps were involved in the
process:

• Preparing a 2D (Fig3.1) sketch using sketcher workbench.

• Using the ‘Shaft’ tool from part design workbench, 2D sketch was converted to 3D
model.
• After this, vanes - structure in a ventilated disc brake that divides the two solid discs and
creates pathways for heat to escape, were created with the help of ‘Groove’ tool.
• Next, holes were created on the surface of the model by first creating circles at the
desired positions and then using the ‘Pocket’ tool to form a through hole.
• The model was completed by creating slots on the surface of the rotor.
For this, first a sketch was made on the surface and then the ‘Pocket’ tool was used for
2mm thickness

Figure3.1 2D sketch of rotor

15
 Figure3.2 Detailed sketch of rotor

4.2 Analysis Procedure

The model obtained after designing in Catia V5 was converted to ‘. iges’ type file so that the
geometry can be imported to Ansys. Then, Ansys Workbench was used to carry out a
coupled thermal and structural analysis.
The steps that were followed are stated below:

• Firstly, Steady – State thermal was chosen from the list of analysis systems in Ansys
Workbench.
• The material was then selected from the engineering data sources available and the
required properties were edited.
• Next, the geometry was imported into the system and the analysis was then taken to
Ansys Mechanical.
• Here, first the material was assigned to the geometry following which a fine mesh
(Fig3.3) is generated.
• Then, the boundary conditions (Fig3.4) like, initial temperature, convection and heat flux
were entered by first selecting the scoping method as geometry selection and selecting
the appropriate faces and then assigning the calculated values wherever necessary.
• Finally, all the quantities that were to be found were selected and the solution was
generated.
• For coupled analysis, we then mapped the Static Structural analysis system to the solution
of the previous analysis in the workbench area and then followed the same steps of
assigning boundary conditions (Fig3.5) and generated the solution.

16
 Fig3.3 Meshing

Fig3.4 Boundary conditions for thermal analysis

Fig3.5 Boundary conditions for structural analysis

17
 CHAPTER 5
CALCULATIONS

18
 CHAPTER5
CALCULATIONS

5.1 Vehicle Specifications

Certain vehicle parameters are required in the calculations that are to be made so as to
derive the boundary conditions that will be further utilised to carry out analysis.
We have selected Maruti Suzuki Swift Dzire LXI for the purpose.

PARAMETER NAME VALUE

Gross Weight 1415Kg

Maximum Speed 165Kmph
= 45.83m/s
Rim Diameter 355.6mm

Wheel Diameter 620mm

Wheel Base 2450mm
Ground Clearance 170mm

Body Length, Width, 3995mm, 1735mm,

Height 1515mm

Table 2 Vehicle Parameters

5.2 Disc Brake Rotor Dimensions

The vehicle specification states that the front brake type in the selected car is disc. The types
of disc brakes are ventilated ones thus carrying the advantage of convective cooling by
circulating air through passages separating the braking surfaces.

19
 DIMENSION VALUE

Outer Radius 144mm

Inner most radius 34mm

Radius of holes 7.5mm

Number of holes 6

Table3 Disc Rotor Specifications

5.2 Related Calculations

• Angular velocity of rotor
v = πDN
45.83 = π (0.62) (N)
N = 23.53 rps
Now, ω = 2 (π) (N)
= 2 (π) (23.53)
= 147.84 degree/sec

• Kinetic Energy of Vehicle

KE = [m(v)2]/2
= [1415 (45.83)2]/2
= 1486.025 KW

• For Stopping Distance

➢ Maximum friction force, F = μmg
= 0.7 (1415) (9.81)
= 9716.805N

20
 ➢ Deceleration of vehicle, a = F/m
= 9716.805/1415
= 6.8 ≈ 7 m/s2

➢ Time taken to stop, t = v/a

= 45.83/7
= 6 sec
So,
Stopping Distance = vt
= 45.83(6)
= 275 m

➢ CROSS CHECK:
Applying direct formula for stopping distance = v (reaction time) + [(v)2]/(2μg)
= [45.83 (2.5)] + [(45.83)2/ (2(0.7) (9.81))]
= 268m
Since the two values are very close,
Stopping distance (SD) will be taken as 270m

• Braking Force
➢ Tangential braking force = KE/SD
= 1486025/270
= 5503.8N

➢ Braking force on each wheel, Ft = 5503.8/4

= 1376 N

➢ Braking torque on wheel, Tw = Ft (R)

= 1376 (0.31)
= 426.56 Nm

➢ Effective rotor radius, Re = rotor radius – calliper piston radius

= 144 – (62.5/2)
= 112.75mm

21
 ➢ Braking torque on disk, Tb = Tw (R/r)
= 426.56 (0.31/0.144)
= 918.3 Nm

➢ Clamping force = Tb/(2μRe)

= 918.3/ [2(0.5) (0.11275)]
= 8144.56N

• For Heat Flux

Heat generated = KE
= 1486025N
Power produced = KE/t
= 1486025/6
= 247670.83W
Now,
Almost around 60% of mass of the vehicle is on the front portion so, the power will be
reduced
= [0.60(247670.83)]/2
= 74301.25W
Now,
Power on each front rotor, P = 74301.25/2
= 37150.625 W
Therefore,
Heat Flux = (P/t)/A
Here, A = {2π [(o.288)2 – ((0.288-0.0625)2)]}/4 = 0.05m2
Heat flux = (37150.625/6)/0.05
= 123835.42 W/m2
≈ 0.124 W/mm2

5.3.1For grey cast iron

Melting temperature, Tmelt = 1538 ֯ C

Warping temperature, Twarp = 0.7(Tmelt)
= 0.7(1538)
= 1077 ֯C
22
 Ambient temperature is taken as, Tamb = 25 ֯C
So, film temperature = (Twarp + Tamb)/2
= (1077 + 25)/2
= 551 ֯C

• Further the properties that are used are of air at 551 ֯C and 1 MPa.
Now, relative velocity of air = 45.83 m/s
diameter of rotor, d = 0.288m
Reynold’s number, Re = ρvd/μ
= [0.5(45.83) (0.288)]/ [36.9(10-6)]
= 178848.78
Nusselt number, Nu = 0.0266 (Re)0.805 (Pr)0.333 ………………………… Standard relation
= 0.0266 (178848.78)0.805 (0.7)0.333
= 399.53
So,
Film heat transfer coefficient, h = [Nu(K)]/ d
Here, K = thermal conductivity
h = [399.53(0.05855)]/0.288
= 81.23 W/m2K

5.3.2For carbon fiber

Melting temperature, Tmelt = 3657 ֯ C
Warping temperature, Twarp = 0.7(Tmelt)
= 0.7(3657)
= 2560 ֯C
Ambient temperature is taken as, Tamb = 25 ֯C
So, film temperature = (Twarp + Tamb)/2
= (2560 + 25)/2
= 1292.5 ֯C
23
• Further the properties that are used are of air at 1292.5 ֯C and 1 MPa.
Now, relative velocity of air = 45.83 m/s
diameter of rotor, d = 0.288m
Reynold’s number, Re = ρvd/μ
= [0.26(45.83) (0.288)]/ [53.9(10-6)]
= 63668.8
Nusselt number, Nu = 0.0266 (Re)0.805 (Pr)0.333 ………………………… Standard relation
= 0.0266 (63668.8)0.805 (0.7)0.333
= 173.96
So,
Film heat transfer coefficient, h = [Nu(K)]/ d
Here, K = thermal conductivity
h = [173.96(0.09486)]/0.288
= 57.3 W/m2K

5.3.3For Stainless Steel

Melting temperature, Tmelt = 1530 ֯ C

Warping temperature, Twarp = 0.7(Tmelt)
= 0.7(1530)
=1071 ֯C
Ambient temperature is taken as, Tamb = 25 ֯C
So, film temperature = (Twarp + Tamb)/2
= (1071+ 25)/2
= 548 ֯C

• Further the properties that are used are of air at and 1 MPa.
Now, relative velocity of air = 45.83 m/s
diameter of rotor, d = 0.288m

24
 Reynold’s number, Re = ρvd/μ
= [ 0.44 (45.83) (0.288)]/ [36.83 (10-6)]
= 157686.06
Nusselt number, Nu = 0.0266 (Re)0.805 (Pr)0.333 ………………………… Standard relation
= 0.0266 (157686.06)0.805 (0.7)0.333
= 361
So,
Film heat transfer coefficient, h = [Nu(K)]/ d
Here, K = thermal conductivity
h = [361 (0.05839)]/0.288
= 73.2 W/m2K

5.3.4 Boundary conditions for thermal analysis

The following table (Table 4.1) states the initial boundary conditions that are being
applied on the ventilated disc brake rotor so as to go ahead with the steady state thermal
analysis.

Boundary Grey Carbon Stainless

Conditions cast fiber steel
iron
1. Initial 25 ֯C 25 ֯C 25 ֯C
temperature
2. Heat flux 0.124 W/mm2 0.124 W/mm2 0.124 W/mm2

3. Convection
• Film coefficient 81.23 W/m2K 57.3 W/m2K 73.2 W/m2K
• Ambient
temperature 25 ֯C 25 ֯C 25 ֯C

Table4.1 Boundary conditions for thermal analysis

25
5.3.5 Boundary conditions for static structural analysis
The following table (Table 4.2) states the initial boundary conditions that are being
applied on the ventilated disc brake rotor so as to go ahead with the static structural
analysis to find deformation, stress and strain induced in the system.

Boundary Conditions Value

1. Rotational velocity 23.53 rad/sec

2. Force 8144.56 N

3. Fixed support

Table4.2 Boundary condition values for structural analysis

26
CHAPTER 6
RESULTS

27
6.1 For Material I (grey cast iron)
6.1.1Steady – state thermal results

Fig4.1 Temperature (I)

Fig4.2 Heat flux (I)

28
 Fig4.3 Directional Heat flux (I)

6.1.2Static structural analysis results

Fig4.4 Total Deformation (I)

29
Fig4.5 Equivalent Stress (I)

Fig4.6 Equivalent strain (I)

30
6.2For Material II (carbon fiber)
6.2.1Steady - state thermal analysis results

Fig5.1 Temperature (II)

Fig5.2 Heat flux (II)

31
 Fig5.3 Directional heat flux (II)

6.2.2Static structural analysis results

Fig5.4 Total Deformation (II)

32
Fig5.5 Equivalent Stress (II)

Fig5.6 Equivalent Strain (II)

33
6.3For Material III (stainless steel)
6.3.1Steady - state thermal analysis results

Fig6.1 Temperature (III)

Fig6.2 Heat flux (III)

34
 Fig6.3 Directional heat flux (III)

6.3.2 Static structural analysis results

Fig6.4 Total deformation (III)

35
Fig6.5 Equivalent stress (III)

Fig6.6 Equivalent strain (III)

36
 CONCLUSION

On comparing the materials on the basis of steady state thermal analysis, it was found that the
maximum temperature developed was associated with material (III) i.e., stainless steel followed
by carbon fiber composite and the least was seen for grey cast iron.
However, on observing the values of heat flux, we found that the maximum heat flux is
associated with material (II) i.e., carbon fiber composite. Heat flux or thermal flux refers to the
rate of thermal energy flow per unit area and it helps in measuring the heat transfer performance
in various applications.
Maximum heat flux suggests that the heat transfer rate is high and so the cooling of the disc
brake will be faster and the process thus become more efficient as the damages caused to the
rotor due to high temperatures will greatly reduce.
Next, on comparing the materials on the basis of results obtained from steady state structural
analysis, it was found that the deformation obtained for grey cast iron and stainless steel was
comparable but for carbon fiber it was a bit more than for the other two materials.
However, the stress developed was maximum for material (I) i.e., grey cast iron and for stainless
steel and carbon fiber, moderate stress values were obtained and the analysis yielded a good
result.
Also, due to density differences in the materials, the minimum weight is associated with the disc
brake made up of carbon fiber composite thus adding on to the mechanical efficiency of the
entire vehicle.
The overall results suggest that using carbon fiber composites as a disc brake rotor material has
most advantages and to increase the efficiency of the braking process it should be employed.

37
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