BRAKES REPORT

SR 20 `

FSAE 2020 BRAKE DESIGN

1
BRAKES REPORT

SR 20 `

SKYLINE RACING 2020

Abstract
The following report describe about the design of our SR 20 electric vehicle’s braking
system. The Braking mechanism used in the vehicle is hydraulic system which is
suitable for one man performing vehicle. The objective of the system is to decelerate
the vehicle safely and to lock all the four wheels at a time and to convert the kinetic
energy of the vehicle into thermal energy . The report include three major parts:
calculations , Design of the pedal box,analysis of force on brake pedal.

The results are symmetrical for both front and rear breaking system.We have
used two Royal Enfield calipers and two Bajaj calipers. Two master cylinders with 1
inch bore diameter were selected for the system. Pedal box contains two pedal
(Brake pedal and Throttle pedal).Lastly custom made rotors were used.

2
BRAKES REPORT

SR 20 `

3
BRAKES REPORT

SR 20 `

CONTENTS

Abstract ………………………………………………………………………………….. 2

Introduction……………………………………………………………………………….4

Breaking system theory………………………………………………………………4

Selection criteria for break fluids……………………………………………….5

Brake calipers ……………………………………………………………………………

Brake Calculation …………………………………………………………………..7

Disc brake rotor ……………………………………………………………………..15

Material selection for disc brake rotor …………………………………16

Brake pedal …………………………………………………………………………19

Pedal box …………………………………………………………………………..21

4
BRAKES REPORT

SR 20 `

Introduction

The braking system used in the vehicle is hydraulic system which is

efficient and easy to operate by one man performance vehicle. The
calculations are based on the max velocity of the vehicle which is
60Kmph and the weight of the vehicle including driver (vehicle
wight=350Kgs).

The three main categories include in this design report include is :

Calculations , Design of pedal Box and analysis of brake pedal. The
objective of the major component design is to minimize the vehicle
weight and to make the vehicle as light as possible. DOT 4 brake fluid is
used in our braking system as it is suitable for calipers which were
selected by us.Properties for selection of fluid will be discussed later in
the report. The I split braking system has been used in this vehicle.Two
piston floating calipers were used in this braking system . There is a
dynamic weight transfer towards the front side from the rear side as the
brakes are applied.

5
BRAKES REPORT

SR 20 `

Braking System Theory

Design objective and overview

The main objective of braking system is to convert kinetic energy into

thermal energy and decelerate the vehicle safely, For that hydraulic
Braking system is used in the vehicle which contains two master
cylinders one for locking of the front wheels and other for locking the
rear wheels .Floating calipers are used , total four calipers are used in
the system.

The mechanism of braking system is as follows: When the driver

exerts the force on the brake pedal the break pedal forces the master
cylinder which displaces the fluid in the master cylinder.The displaced
fluid then flow through break line and exerts pressure on each caliper to
produce the clamping force on the rotors.

According to the rules the breaking system must be able to design to

lock all the four wheels in case of emergency braking and the brake
pedal must be able to withstand the force of 2000N.

Therefore the hydraulic braking system is designed in such a way that

the driver foot on the pedal reaches accordingly and he can exert
pressure on the pedal easily in case of emergency breaking scenario so
that he must not have to do the extra effort to apply force on the brake
pedal.

6
BRAKES REPORT

SR 20 `

Brake Line

This is year we are using steel braided brake line in our car .The reason
for implementing it is to improve braking system effectiveness and
longevity as compared to traditional flexible rubber hoses.
Braided stailness steel hoses typically consist of teflon inner hoses
wrappes in braid consisting of stailness steel wire. The stailness wire
braid more effectively resists expansion due to pressure inside the
hoses.This improves braking effectiveness .
Layout of brake line

7
BRAKES REPORT

SR 20 `

Selection criteria FOR BREAK FLUID

DOT4 (DEPARTMENT OF TRANSPORT) has been used in this hydraulic

breaking system due to various reasons, reasons are listed below:

 It is silicon based and silicon has got more stable viscosity index over
wider temperature range

8
BRAKES REPORT

SR 20 `

 High dry &wet boiling points ie. 230 0C

 Since its silicon based so it does not absorb any moisture and thus
provide excellent braking force.

CHARACTERISTIC OF BREAKING FLUID

DRY BOILING WET BOILING VISCOCITY PRIMARY
PIONT POINT LIMIT CONSTITUENT
DOT2 190 degree C 140 degree C ? Caster
oil/Alcohol
DOT3 205 degree C 140 degree C 1500mm^2/ Glycol ether
sec
DOT4 230 degree C 155degree C 1800mm^2/ Glycol
sec ether/borate
ester

Brakes Calipers
The calipers used in hydraulic breaking system is two piston floating
calipers. Total 4 numbers of calipers are used in this hydraulic system.

Foundation of any disc brake is caliper body,the U-shaped casting that

wraps around the rotor.we used multi pistons calipers that have pistons
on both sides of the rotor and made into two pieces that are bolted
together with high strength bridge bolts. The advantages of using fixed
calipers are:
 Size and rigid mounting does not flex much.
 It provides firm and linear brake pedal feel
 Strength and heat dissipitating ideal for heavy use.
 It exactly fits to the rotor of our vehicle.
 It is easy to install.

DISC BRAKE ROTORS

Any disc brake system need disc brake rotors.The rotors are the largest
and heaviest part of the disc brake system.The rotors provide friction
surface that the brakes pad rub against these parts and create together
the “FRICTION COUPLE” that convert kinetic energy into thermal energy
and stops the vehicle.From the breaking system calculations the
constraints of the rotors are:

9
BRAKES REPORT

SR 20 `

 220mm diameter
 Thickness depend on the selection of the calipers

MATERIAL SELECTION PROCESS for rotor

We have taken three materials namely:-

1.cast iron

10
BRAKES REPORT

SR 20 `

2.Steel
3.Aluminum
In first property we see yield strength.Aluminum has maximum yield
strength.Through 1st property we conclude that aluminum is the best
material. The density of aluminum is also very less which means very
light weight which is also very good.Aluminum also has good thermal
conductivity which will distribute the heat through out the rotor .But the
coefficient of thermal expansion of aluminum is double of that of cast
iron and steel .The tendency to expand aluminum will twice of that of
other two which is not good sign.Now come to the melting point ,there is
a huge difference there. Aluminum has lowest melting point of only
5000C .During an endurance event the temperature of the rotor reaches to
3000C and even more depending on driver.So, despite of having all
properities aluminum is in general not choosen as rotor material.Steel has
much better property which is required for rotor than cast iron.

In our vehicle we have used a rotor of material stainless steel graded 410.
The main purpose is to provide more braking force than required ideally.
The reason behind using rotor for this particular material is because of the
following properties:-
 The rotor is very much light in weight and thus help in gain
performance.
 It also reduces unsprung mass of the vehicle.
 It provides good heat dissipation with respect to other ones.
 It is corrosion resistant as compared to other ones
 The rotor is hard enough and can withstand exposure to extreme
temperatures.

The reason behind using slotted rotor is to reduce the gaseous

boundary layer and provide excellent heat dissipation

Mechanical properties of SS 410

Yield strength Ultimate tensile Elongation in Hardness

strength 2 inchs

p MPa psi MPa % max

si
42000 270 74000 510 34 96Rb

11
BRAKES REPORT

SR 20 `

Physical Properties of SS 410

Density 7.74g/cm sq
Specific heat 0.46J/kg-°C
Modulus of elasticity 29.0Mpsi
Melting properties 1480-1530 °C
Thermal conductivity(100°C) W/m-°K

We could have used a rotor of the material SS 430 but not as it is brittle
in nature and might get cracked while usage. It also gets weared out
easily under normal running conditions.
So, this is the reason why we chose SS 410 for our rotor.

ANSYS OF ROTOR(SS410)

12
BRAKES REPORT

SR 20 `

13
BRAKES REPORT

SR 20 `

THERMAL ANSYS OF DISC

14
BRAKES REPORT

SR 20 `

THERMAL FLUX

BRAKE PEDAL

The basic purpose of brake pedal is to apply force on master cylinder

through which brake oil will be displaced. The rules for manufacturing
brake pedal is that it must withstand the force of 2000 Newton.

The basic criteria for designing the brake pedal is that how the master
cylinder is mounting on the brake pedal.the position of mounting the
master cylinder must be accurate so that by applying brake maximum
amount of pressure can be generated in the master cylinder. Brake
pedal is the most important part of the breaking system because it is
the medium through which pressure is applied. The pedal ratio selected
for our breaking system is 4:1 it is selected according to our drivers
comfort. Pedal ratio is defined as the ratio of distance of pedal from the
point to which we apply brake to fulcrum to the distance from fulcrum to
where the push rod of the master cylinder is attached. Driver comfort is
the prime concern for the manufacturing of break pedal.

Following factors are considered for material selection :

 Strength to weight ratio.

15
BRAKES REPORT

SR 20 `

 Moldability
 Physical and mechanical properties
 Availability

ANSYS OF BREAK PEDAL

16
BRAKES REPORT

SR 20 `

PEDAL BOX

The pedal box must be designed according to the comfort of the driver
and easily adjustable.The pedal box must be made up of one base an easy
to manufacture. The pedal box must contain both the pedals and master
cylinder mounting points which must be rigidly mounted on the pedal
box. The pedal box must be rigidly mounted on the vehicle as it has to
experience the force which is applied on the brake pedal.The pedal box
and mounting point must be designed symmetrical. The pedal box
contains both the pedals (break pedal and throttle pedal ) ,master cylinder
mounting points and break over travel switch (BOTS).The mounting of
the break pedal and throttle pedal is done according to the driver comfort
in the break pedal .there were holes made in the pedal box for bolting the
box into the vehicles.

ANSYS OF PEDAL BOX

EQUIVALENT STRESS ON PEDAL BOX

17
BRAKES REPORT

SR 20 `

ELASTIC STRAIN ON PEDAL BOX

18
BRAKES REPORT

SR 20 `

TOTALDEFORMATION

BRAKE CALCULATION

Some parameters have to be assumed:-

400N pushes on the pedal.

Pedal Ratio 4:1
Maximum speed = 60 km/hrs
S = 10m ,v = 0m/s

Calculation
2as=v²-u²
a= [0²-(16.66)²]/20

19
BRAKES REPORT

SR 20 `

a= -13.87m/s2

Deaccleretaion= 13.87m/s2
The following parameters were calculated using the relevant
equation:-
Π ×a×a
=506 . 4 mm2
4
For 1 Master cylinder bore area=

a=master cylinder bore diameter=25.4 mm

Π ×d×d
=650 mm2
4
Caliper bore area:2x

d=caliper bore diameter=20.36 mm

Force on master cylinder=Force on pedal × pedal ratio= 400×4

= 1600N

Pressure generated by master cylinder:

=1600/506.4=3.159 N/mm2

Where:

20
 BRAKES REPORT

SR 20 `

A BoreMasterCylinder =
Bore Area of Master Cylinder
F MasterCylinder =
Force on the master cylinder

Pressure generated by master cylinder=pressure transmitted

to caliper.

Force generated by caliper=pressure of caliper × area of caliper

piston=
3.16 ×650 = 2054 N

Where:

P caliper =
Pressure generated by caliper

A caliperpiston= Area of caliper

Clamping force

The frictional force exerted by caliper on the rotor which

opposes the rotation of the rotor assembly is called clamping
force.
It is calculated by:-
Clamping force=force generated by caliper×no of piston×coefficient of
friction between rotor and pad.
=2054 × 2 × 0.58 N
= 2382.64 N
Braking force

Braking force is the force exerted between tire and ground

through which the vehicle stops.

21
BRAKES REPORT

SR 20 `

Braking force reacted between tire and ground

M*a
B.F =

= 350*13.88

= 4854.5 N

Where:
M - Total mass of vehicle(kg)
a- Deacceleration

Stopping distance

It is the distance to which vehicle will stop just after applying

brake.
sq .( maximum speed )
Stopping distance= 2× deceleration of vehicle =10.00m(theoretical)
= m(practical)

Dynamic weight transfer

It is the weight transfer from rear to front wheel while applying

brake
Dynamic weight transfer

(deceleration of vehicle×vertical distance from CG to ground×weight of vehicle )

( g×wheel base )
=

= 66.34 kg

22
 BRAKES REPORT

SR 20 `

Braking torque:-

Brake torque is the force applied at the brake wheel to stop the

motion of the moving equipment.

Dynamic torque(front)= (Dynamic front weight/2) ×(tire

diameter/2) ×coefficient of friction
between road and dry tire
= (243.5/2) x (0.3302) x (0.7) kgm
= 275.971NM
Dynamic torque(rear)= (Dynamic rear weight/2) ×(tire
diameter/2) ×coefficient of friction
between road and dry tire
= (107/2) x (0.3302) x (0.7) kgm
= 112.1162 NM

Effective Disc Radius

The effective radius of a brake disc is the centre of the brake

pads by area

For dry discs it is assumed to be:

=(0.165+0.090)/4

=0.06375

23
BRAKES REPORT

SR 20 `

For full circle brakes:

=0.06579

Where:

D- Usable outer diameter of disc

d- Usable inner diameter of disc

Minimum effective rotor diameter required:

:2×(front tire torque )
front clamping force
Front: = (2×275.971)/2382.643 = 0.23165m
2×rear tire torque
rear clamping force
Rear : = (2×112.1162)/2382.643= 0.09411m

The energy dissipated in a stop is the sum of energy from three

sources, kinetic, rotational.

Kinetic Energy
Assuming the stop is from the test speed down to zero then the
kinetic energy is given by: -

KE=½×M×V2=½×350×16.66² =48572.23 J
Where:
KE=kinetic energy (Joules)
M=total vehicle mass (kg)
V=test speed (m/s)

24
BRAKES REPORT

SR 20 `

Rotational Energy

The rotational energy is the energy needed to slow rotating

parts. It varies for different vehicles and which gear is selected
however taking 3% of the kinetic energy is a reasonable
assumption.
Rotational Energy= 1457.16 J

Braking Power

Only when the brake is applied (but rotating) is energy being

dissipated in the brake system. Some of the stop energy is
dissipated in the tyre as wheel slip. Managing the ideal wheel
slip is the ultimate goal of ABS development but here assume
8%. The energy to each brake depend on the number of brakes
and the proportion of braking on each axle.

In order to calculate the power, we need to know the brake

on time:

T=v/a=16.66/13.87=1.20s
Where,
T=brake on time(s)
v= test speed (m/s)
a= deceleration (g-units)
g= acceleration due to gravity (m\s²)

The power is then given by:

25
BRAKES REPORT

SR 20 `

E
P= t = 48572.23/1.2=40476.85W
Where,
P=average power (Watts)
E=energy (Joules)
t=brakes on time (s)
This is the average power, the peak power at the onset of
braking is double this.

Single Stop Temperature Rise

Heat flux into one side of the disc for front rotor:

q=4P/ (π× (D2－d2)= =2696097.58W/m²

Heat flux into one side of the disc for rear rotor:

q=4P/ (π× (D2－d2)= =2696097.58W/m²

Where,
q= heat flux (Watts/m²)
P=average power (Watts)
D=disc use able outside diameter (m)
d=disc use able inside diameter (m)

Single Stop Temperature Rise is

26
BRAKES REPORT

SR 20 `

0.527×q×√ t
Tmax = ( √ d×c×k ) +Tamb = 132.69˚C(front)
0.527×q×√ t
Tmax = ( √ d×c×k ) +Tamb = 132.69˚C(rear)
Where,
Tmax = maximum disc temperature (°C)
Tamb =ambient temperature (°C) =25˚C
q=heat flux (Watts/m²)
t=brakes on time (s)
d= density of disc material (kg/m³) =7850kg/m³
c= brake disc specific heat capacity (J/kg/K) =530J/kg/K
k= brake disc thermal conductivity (W/ (mK)) =50.2W/(mk)

Parameters Calculated: -

Deceleration: 13.87m/s²
Actual Weight Transfer:
Dynamic Weight: Front:275.971NM

Rear:112.1162 NM
Clamping Force: Front: 2382.64 N

Rear: 2946.55 N
Braking Torque Rotor: Front: 275.971 NM

Rear: 112.116 NM

27
BRAKES REPORT

SR 20 `

Required Rotor Diameter: Front: 9.1201inch (min)

Rear: 3.7051inch (min)

Braking Force: 4854.5 N
Stopping Distance: 10.00m
Single stop temperature rise: 132.69˚C(front)

132.69˚C(rear)

28