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Thermal Analysis of Vented and Normal Disc Brake Rotors
Thermal Analysis of Vented and Normal Disc Brake Rotors
Thermal Analysis of Vented and Normal Disc Brake Rotors
CERTIFICATE
Certificate ThisistocertifythattheprojectentitledTHERMAL AND STRUCTURAL ANALYSIS OF VENTED
AND NORMAL DISC BRAKE ROTORS being submitted by Mr. ch Krishna chaitanya varma, Mr. puneet kumar.j, Padmanabh das, in partial fulfillment for the award of degree of bachelor of technology in mechanical engineering to the jawaharlal Nehru technological university is a record of bonafide work carried out under my guidance and supervision The results embodied in this project have not been submitted to any other university or institute for the award of degree
external guide Mr. pradeep reddy. Proprietor. orange technologies. Ameerpet, Hyderabad.
internal guide Mr. v. ratna kiran. asst. professor. griet. bachupally, Hyderabad.
ACKNOWLEDGEMENT
I express my gratitude to chairman, project Review Committee, JNTU College of Engineering, for their valuable recommendations and for accepting this project work. I express my deep sense of gratitude towards my able and acknowledge guide, Mr. Ratna kiran, Asst. Professor, Mechanical Engineering , GRIET, Hyderabad, to whom I owe the credit of being the moving spirit behind this project, whose guidance and constant inspiration led me towards its completion. I convey my sincere thanks to Mr.K.G.K MURTHY, Head of the Mechanical Engineering Department & Mr.P.S.V.KURMA RAO Professor, GOKARAJU RANGARAJU INSTITUE OF ENGINEERING AND TECNOLOGY, HYDERABAD for his kind cooperation in the completion of the project. At this juncture, I feel that, I am grateful to Mr.PRADEEP, ORANGE TECHNOLOGIES, AMEERPET, HYDERABAD, for assistance in completion of project work. Finally, I extend my sense of gratitude to all my friends, teaching and non teaching staff, who directly or indirectly help me in this endeavor.
CH, Krishana chaitanya varma (07241A0309) Padmanabh Das (07241A0313) Puneet kumar. J (07241A0315)
ABSTRACT
Safety aspect in automotive engineering has been considered as a number one priority in development of new vehicle. Each single system has been studied and developed in order to meet safety requirement. Instead of having air bag, good suspension systems, good handling and safe cornering, there is one most critical system in the vehicle which is brake systems. Without brake system in the vehicle will put a passenger in un safe position. Therefore, it is a must for all vehicles to have proper brake system. Due to critical system in the vehicle, many of researchers have conducted a study on brake system and its entire component. In this project, the author has conducted a study on ventilated and normal disc brake rotor of normal passenger vehicle with full load of capacity. The study is more likely concern of heat and temperature distribution on disc brake rotor. Steady state and transient response has been conducted through the heat transfer analysis where to predict the worse case scenario and temperature behaviors of disc brake rotor. In this study, finite element analysis approached has been conducted in order to identify the temperature distributions and behaviors of disc brake rotor in steady state and transient responses. Ansysis has been used as finite elements software to perform the thermal analysis on both responses. Both results have been compared for better justification. Thus, both results provide better understanding on the thermal characteristic of disc brake rotor and assist the automotive industry in developing optimum and effective disc brake rotor.
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NOMENCLATURE
c Specific heat (J/kg K) C Capacity matrix D Elasticity matrix
E Young.s modulus (N/mm)
K Conductivity matrix
P Normal pressure (N/mm) P Force vector
r, , z Cylindrical coordinates R Heat source vector T Temperature (K) T Ambient temperature (K)
U Displacement vector normal component of displacements Thermal expansion coefficient ( /C) Strain vector Coefficient of friction Poisson.s ratio
Subscripts
1.
Contents
1. Introduction 1.1 Introduction 2. Statement of problem 3. objective of scope 4. research methodology 5. thesis outline 6. literature review 6.1 introduction 7. brake system review 8. vehicle brake system 9. parts of disc brake 9.1 disc calipers 9.2 disc pad 9.3 brake disc rotor 9.3.1 disc brake rotor description 9 9 10 11 12 13 14 14 15-16 17-18 19 19 20 20 21 21-22 23 24 24 24 24-25 25 26
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9.4 brake pads 10. modeling software 11. catia v5 11.1 11.2 11.3 11.4 introduction part modeling general modeling for each part fundamental
introduction procedure for ansys analysis built the model material properties solution
13. finite element generation 13.1 13.2 13.3 13.4 13.5 boundary conditions and loading model display material defection solution post processor
14. finite element formulation for heat conduction 15. thermal analysis 15.1 15.2 types of thermal analysis planning the analysis
17. structural and static analysis 18. modeling analysis 19. definition of problem domain 20. modeling and analysis 21. creating a finite element mesh 21.1 solid90 element description
22.2
result
23. structural analysis of normal disc brake rotor 23.1 23.2 structural analysis of boundary conditions results
24. creating a finite element mesh for ventilated disc brake rotor 25. applying the boundary conditions 26. structural analysis of ventilated disc brake rotor 26.1 26.2 structural boundary conditions result
1. INTRODUCTION
1.1. Introduction
Brakes are most important safety parts in the vehicles. Generally all of the vehicles have their own safety devices to stop their car. Brakes function to slow and stop the rotation of the wheel. To stop the wheel, braking pads are forced mechanically against the rotorldisc on both surfaces. They are compulsory for all of the modern vehicles and the safe operation of vehicles. In short, brakes transform the kinetic energy of the car into heat energy, thus slowing its speed. Brakes have been retuned and improved ever since their invention. The increases in travelling speeds as well as the growing weights of cars have made these improvements essential. The faster a car goes and the heavier it is, the harder it is to stop. An effective braking system is needed to accomplish this task with challenging term where material need to be lighter than before and performance of the brakes must be improved. Today's cars often use a combination of disc brakes and drum brakes. For normal sedan car, normally disc brakes are located on the front two wheels and drum brakes on the back two wheels. Clearly shows that, together with the steering components and tyres represent the most important accident avoidance systems present on a motor vehicle which must reliably operate under various conditions. However, the effectiveness of braking system depends on the design itself and also the right selection of material. systems than follow with some improvements. In order to understand the behaviors of braking system, there are three functions that must be complied for all the time (Smith, 2002); a) The braking system must be decelerate a vehicle in a controlled and repeatable fashion and when appropriate cause the vehicle to stop. b) The braking should permit the vehicle to maintain a constant speed when traveling downhill. c) The braking system must hold the vehicle stationary when on the flat or on a gradient. Nowadays, there are lot of software has been developed in order to cater the modeling and the finite element analysis on the vehicle component such as (Automatic Dynamic of Mechanical Systems), CATIA, ANSYS. There is an advantage of using that powerful computational analysis software where by using those would make it easier, less cost better accuracy and less computing time. Most of the software is used in the wide range of industries such as automotive, oil and gas, aerospace, marine, heavy duty engineering ,construction, electro-mechanical and general mechanical industries. In this project, design package CATIA and finite element package will be used to generate model and run analysis on the chosen component.
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2. STATEMENT OF PROBLEM
If looking on the overall automotive parts, besides engines, there are more crucial parts that engineers need to look into consideration. Suspension, brake, electrical, hydraulic and gear are all the crucial systems in the automotive areas. Each of all system has their own functionality which brings life to the automation industries. Brakes is such a crucial system in stopping the vehicle on all moving stages including braking during high speed, sharp cornering, traffic jam and downhill. All of those braking moments give a different value of temperature distribution and thermal stress. Good performance of disc brake rotor comes from good material with better mechanical and thermal properties. Good designs of disc brake rotor are varying across the range of the vehicles. There are different design and performance of disc brake rotor if compared between passenger, commercial and heavy duty vehicle. There are also other constraints such as cost, weight, manufacturing capability, robustness and reliability, packaging, maintenance and servicing. For example, heavy duty vehicle need large size of disc brake rotor if compared to passenger vehicle. Due to that, it will increased total weight of vehicle as well as fuel consumption and reduces performances of the vehicle. Moreover, high weight of vehicle induces to high temperature increased during braking where the higher value of temperature during braking could lead to braking failure and cracking of disc brake rotor. This project concerns of the temperature distribution and constraint of the disc brake rotor. Most of the passenger cars today have disc brake rotors that are made of grey cast iron (Mackin, 2002). Grey cast iron is chosen for its relatively high thermal conductivity, high thermal diffusivity and low cost (Mackin, 2002). In this project, the author will investigate on the thermal issues of normal passenger vehicle disc brake rotor, where the investigation are to determine the temperature behaviour of the disc brake rotor due to severe braking of the disc brake rotor by using Finite Element Analysis (FEA). According to (Valvano and Lee, 2000), braking performance of a vehicle can be significantly affected by the temperature rise in the brake components. High temperature during braking will caused to: Brake fade, Premature wear, Brake fluid vaporization, Bearing failure, Thermal cracks, Thermally-excited vibration. Therefore, it is important to study and predict the temperature rise of a given brake component and assess its thermal performance in the early design stage. Finite element analysis (FEA) has been preferred and chosen method to investigate some of the above
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concerns such as disc brake rotor temperature rise and thermal cracks (Valvano and Lee,
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4. RESEARCH METHODOLOGY
Begin with a literature review, alot of paper and journal has been read up and a part of it has been considered in this project. Meanwhile, Coordinate Measuring Machine (CMM) has been used to measure the major coordinate of real disc brake rotor. CMM has been used in order to get accurate dimension of disc brake rotor. Later, the precise dimensions have been used to translate in 2D and 3D drawing by using CATIA. In the second stage, load analysis has been done where the heat flux and convectional heat transfer coefficients has been calculated. Load analysis calculated based on full load of passenger in the normal passenger vehicle. Later, value of load analysis has been applied on finite element analysis. Next, the fractional 3D model of disc brake rotor has been transfer to finite element software which is ANSYS. Thermal analysis has been done on steady state and transient responses. Assigning material properties, load and meshing of the model has been done in this stages. Then, completed meshing model has been submitted for analysis. Finally an expected result from the steady state and transient responses of thermal analysis has been obtained. A flow chart below shows a better understanding of overall contents of this project.
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5. THESIS OUTLINE
This project consist total of seven chapters as Chapter 1 represent as an introduction to this whole project. Chapter 1 described the problem statements, objectives and scope of the project, research methodology and the overall outline of the contents in this project. This chapter also described a description of ventilated disc brake rotor and its components. A few published papers were reviewed and discussed in this chapter. Also a few theory of finite element analysis has been reviewed and introduction to finite elements sohares are presented. A few basic functions, operations and procedure of using CMM have been presented in this chapter. Meanwhile, this chapter also discussed on material justification of disc brake rotor. The material justifications described the material properties and manufacturing process of disc brake rotor. Load analysis has been done in Chapter 4. A few assumptions have been made in order to reduce the complexity of the analysis. In load analysis, heat flux and convectional heat transfer coefficient has been calculated. Then, the value of the load analysis has been applied in the finite element analysis. This chapter explained the development of 3D model and transferred process to finite elements softwares. Then, the finite element analysis are clarified step by step from assigning material properties till submitted the model for analysis .
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6. LITERATURE REVIEW
6.1 Introduction
Normally, thermal stress analysis has been performed to any of material related to thermal process in order to oversee the behaviour and character of material. Any abnormality regards to thermal input will give the high values on the stress magnitude of the studied materials. The high values of stress magnitude will shows deformation on certain areas which load has been applied on it. Design and analysis of certain parts or component will took much time and it is costly. Therefore, without any analysis or design tools, it would be limitations on repeated analysis. For decades, finite element analysis (FEA) has been a preferred method to address some of the above concerns. It can be used to compare the design alternatives and hence, optimize the brake rotor design prior to production of prototype components (Valvano and Lee, 2000). A literature review was conducted to investigate the past research that has been done in many areas related to this work. In addition, description, histories, functions and theory of disc brake rotor will be discussed in this chapter. Furthermore, theory of finite element method related to thermal analysis will be presented as well in this chapter.
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common in the 195Ots, after Chrysler had developed and dropped its disc brake program. The system assisted the movement of the piston in the master cylinder which meant that the driver needed to apply less peddle pressure to get the same braking effectiveness. Therefore, since ease of braking was no longer an issue, the adoption of the more efficient disc brake became widespread
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rotor temperature easily. The rotor expands in the direction of the friction material in disc brakes as opposed to drum brakes. The pressure applied on the rotor is more uniform resulting in even braking action as compared with drum brakes. It is also possible on wet stopping when water slide off the rotor surface.
WHEEL
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9.2BRAKE PADS
As shown in Figure brake pads consist of steel carrier which the pad are bonded to the steel carrier. According to (Gerschler, 1980), organically bonded pads consist of metallic, ceramic or organic friction materials in a bonded mass such as rubber or synthetic resin. The bonded friction materials can withstand temperatures up to 750c, with short term peaks-up to 950'~ where the friction coefficient is between 0.25 and 0.5. There is an advantage of brake pads, where most of them are poor to thermal conductivity which protects the hydraulic actuating elements from overheating. It is also ease to manufacture and low cost. However, the pads needs to inspect frequently due to rapid wear as result from higher temperatures and contact pressures associated with the operation of abrake disc.
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There is an advantage of brake pads, where most of them are poor to thermal conductivity which protects the hydraulic actuating elements from overheating. It is also ease to manufacture and low cost. However, the pads needs to inspect frequently due to rapid wear as result from higher temperatures and contact pressures associated with the operation of a brake disc.
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CATIA V5 (computer aided thre dimensional interactive application)a multi platform CAD/CAM/CAE is used as the modeling tool in this project
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11.CATIAV5
11.1 INTRODUCTION
CATIA V5 provides the power of parametric design. With parametric, we define the modal according to the size and positional relationship of its parts.
11.2PARTMODELLING
Many techinacal designs consists of complex assemblies made from angular shaped parts. This type of design work can be made asier by part and assembly modeling capabilities that are well integrated. The CATIA V5 is a 3-D parametric solid modeler with both part and assembly modeling capabilities. You can see the CATIA V5 to model piece parts and then combine them into more complex assemblies. With CATIA V5 a part is designed by sketching its components shapes and defining their size shape and inter relationships. By succesfuly creating these features you counstruct the part in a building block fashion. Since CATIA V5 has parametric features, you can change one feature and all related features are automatically updated to reflectthe change and its effects throughout the part. It can be used to create angular shaped part, to which 3D surface can be applied to create hybrid parts consisting of mixture of angular and curved shapes. This provides the ability to create model designs with shapes of varying types.
Plan the part Create the base feature Create the remaining features Analyze the part Modify the features as necessary
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Assembly modeling
Assemblies can be created from parts, either combined individually or grouped in subassemblies. The CATIA V5 builds these individualparts and subassemblies into an assembly in a hierachica manner according to relationships defined cy constrains. As in part modeling , the parametric relationship allows you to quickly update an entire assembly based on a change in one of its parts. The general process for assemblies and subassemblies is similar to that of building parts: Lay out the assembly Create the base part Create and attach the remaining parts Analyze the assembly Modify the assembly as necessary
11.4 FUNDAMENTALS
CATIA V5 employs two operating modes for part modeling, model made for modeling 3Dparametric parts and drawing mode for creating 2D drawings of them. These modes operate independently but share the same design data. Part modeling requires beginning the design work in model mode where a model of the part is immediately built. Then the drawing mode can be used at any point to document the design. In traditional CUMPUTER AIDED DESIGN, a 2D drawing is created at the beginning and then 3D model is built to analyze, and verify the initial concept.
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12.5 SOLUTION
In this step we define the analysis type and options, apply loads and initiate the finite element solution. This involves three phases: Pre-processor phase Solution phase Post-processor phase Pre-processor: Pre processor has been developed so that the same program is available on micro, mini, super-mini and mainframe computer system. This slows easy transfer of models one system to other. The following Table 3.1 shows the brief description of steps followed in each phase:
TABLE .1
PRE PROCESSOR PHASE GEOMETRY DEFINITION MESH GENERATION MATERIAL DEFINITIONS CONSTRAIN DEFINITIONS LOAD DEFINITIONS MODEL DISPLAY
SOLUTION PHASE
POST PROCESSOR
POST SOLUTION OPERATION POST DATA PRINT OUT FOR REPORTS POST DATA SCANING POST DATA DISPLAY
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Shell: Thickness Springs: Stiffness Solids: None The user also needs to define material properties of the elements. For linear static analysis, modules of elasticity and Poisson.s ratio need to be provided. For heat transfer, coefficient of thermal expansion, densities etc. are required. They can be given to the elements by the material property set to 1-D.
13.4 SOLUTION:
The solution phase deals with the solution of the problem according to the problem definitions. All the tedious work of formulating and assembling of matrices are done by the computer and finally displacements are stress values are given as output. Some of the capabilities of the ANSYS are linear static analysis, non linear static analysis, transient dynamic analysis, etc.
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T = T o n (3.2)
1
*
( - ) n q h T T o n = (3.3)
q = q o n (3.4) 0 T = T a t t i m e = 0 (3.5)
nn2
Where , c , r k and z k are the density, specific heat ant thermal conductivities in r and z direction of the material, respectively. Also , T* is the prescribed temperature, h the heat transfer coefficient,
*
q the heat flux at each contact interface due to friction, T the ambient temperature, 0 T the initial temperature and 0 , 1 and 2 are the boundaries on which temperature, convection and heat flux are imposed, respectively. Using Galerkin.s approach, a finite element formulation of unsteady heat Eq. (3.1) can be written in the following matrix form as
n
C T T + K H T T = R (3.6)
Where T C is the capacity matrix, T KH is the conductivity matrix. T and R and are the nodal temperature and heat source vector, respectively. The most commonly used method for solving Eq. (3.6) is the direct integration method based on the assumption that temperature t T at time t and temperature t t T + at time t + t have the following relation:
( ) ..
ttt
1 ttT +T T T +t = + +
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(3.7) Eq.(3.7) can be used to reduce the ordinary differential Eq.(3.6) to the following implicit algebraic equation:
(3.8) Where the variable 1 b and 2 b are given by 1b = t , ( ) 2b = 1 t (3.9) For different values of , the well-known numerical integration scheme can be obtained [23].in this study, 0.5 1.0 was used, which is an unconditionally stable scheme.
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15 THERMAL ANALYSIS
A thermal analysis calculates the temperature distribution and related thermal quantities in brake disk. Typical thermal quantities are: 1. The temperature distribution 2. The amount of heat lost or gained 3. Thermal fluxes
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It is very difficult to exactly model the brake disk, in which there are still researches are going on to find out transient thermo elastic behavior of disk brake during braking applications. There is always a need of some assumptions to model any complex geometry. These assumptions are made, keeping in mind the difficulties involved in the theoretical calculation and the importance of the parameters that are taken and those which are ignored. In modeling we always ignore the things that are of less importance and have little impact on the analysis. The assumptions are always made depending upon the details and accuracy required in modeling. The assumptions which are made while modeling the process are given below:1. The disk material is considered as homogeneous and isotropic. 2. The domain is considered as axis-symmetric. 3. Inertia and body force effects are negligible during the analysis. 4. The disk is stress free before the application of brake. 5. Brakes are applied on the entire four wheels. 6. The analysis is based on pure thermal loading and thus only stress level due to the above said is done the analysis does not determine the life of the disk brake. 7. Only ambient air-cooling is taken into account and no forced Convection is taken. 8. The kinetic energy of the vehicle is lost through the brake disks i.e. no heat loss between the tyre and the road surface and deceleration is uniform. 9. The disk brake model used is of solid type and ventilated one. 10. The thermal conductivity of the material used for the analysis is uniform throughout. 11. The specific heat of the material used is constant throughout and does not change with temperature. DEFINITION OF PROBLEM DOMAIN Due to the application of brakes on the car disk brake rotor, heat generation takes place due to friction and this thermal flux has to be conducted and dispersed across the disk rotor cross section. The condition of braking is very much severe and thus the thermal analysis has to be carried out. The thermal loading as well as structure is axissymmetric. Hence axis-symmetric analysis can be performed, but in this study we performed 3-D analysis, which is an exact representation for this thermal analysis.
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Thermal analysis is carried out and with the above load structural analysis is also performed for analyzing the stability of the structure. The 3d model of the solid type brake is done in CATIA and converted into parasolid file.
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Fig. solid type disk brake 3D model wireframe 21. CREATING A FINITE ELEMENT MESH According to given specifications the element type chosen is solid 90.Solid 90 is higher order version of the 3-D eight node thermal element (Solid 70). The element has 20 nodes with single degree of freedom, temperature, at each node. The 20-node elements have compatible temperature shape and are well suited to model curved boundaries. The 20-node thermal element is applicable to a 3-D, steady state or transient thermal analysis. If the model containing this element is also to be analyzed structurally, the element should be replaced by the equivalent structural element (Solid 95). The parasolid file is imported into ansys and is meshed with 20 node thermal solid 90 element type. The structure, number of nodes and input summary of the element is given below. 21.1 SOLID90 Element Description SOLID90 is a higher order version of the 3-D eight node thermal element (SOLID70). The element has 20 nodes with a single degree of freedom, temperature, at each node. The 20-node elements have compatible temperature shapes and are well suited to model curved boundaries. The 20-node thermal element is applicable to a 3-D, steady-state or transient thermal analysis
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The geometry, node locations, and the coordinate system for this element are shown in Figure "SOLID90 Geometry". The element is defined by 20 node points and the material properties. A prism-shaped element may be formed by defining duplicate K, L, and S; A and B; and O, P, and W node numbers.
SOLID90InputSummary Nodes I,J,K,L,M,N,O,P,Q,R,S,T,U,V,W,X,Y,Z,A,B DegreesofFreedom TEMP MaterialProperties KXX,KYY,KZZ,DENS,C,ENTH SurfaceLoads ConvectionorHeatFlux(butnotboth)andRadiation(usingLab=RDSF) face1(JILK),face2(IJNM),face3(JKON), face4(KLPO),face5(LIMP),face6(MNOP) BodyLoads HeatGenerations 42
HG(I),HG(J),HG(K),HG(L),HG(M),HG(N),HG(O),HG(P),HG(Q),HG(R), HG(S),HG(T),HG(U),HG(V),HG(W),HG(X),HG(Y),HG(Z),HG(A),HG(B)
Fig. solid type disk brake mesh model isometric view Total number of elements = 39800 Total number of nodes = 98104
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22. APPLYING THE BOUNDARY CONDITIONS In thermal and structural analysis of disk brake, we have to apply thermal and boundary conditions on 3D disk model of disk brake. 22.1 THERMAL BOUNDARY CONDITIONS As shown in Fig. a model presents a three dimensional solid disk squeezed by two finitewidth friction material called pads. The entire surface, S, of the disk has three different regions including S1 and S2. On S1 heat flux is specified due to the frictional heating between the pads and disk, and S2 is defined for the convection boundary. The rest of the region, except S1 U S2, is either temperature specified or assumed to be insulated: the inner and outer rim area of disk.
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Fig. Temperature boundary condition of 77degrees C applied on solid type Disk brake
Material Properties on Pad and Disk Thermal conductivity, K (w/m k) Density, (kg/m3) Specific heat, c (J/Kg k) Poissons ratio, v Thermal expansion, (106 / k ) Elastic modulus, E (GPa) Coefficient of friction, 1800 1.88 0.3 0.3 50.2 0.2
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22.2 Results
Fig. Temperature distribution on solid type Disk brake on the front side
Fig. Temperature distribution on solid type Disk brake on the rear side
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Fig. Temperature distribution on solid type Disk brake along the thickness
Fig. Graphical representation of Temperature distribution on solid type Disk brake along the thickness
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23. STRUCTURAL ANALYSIS NORMAL DISC BRAKE ROTOR 23.1STRUCTURAL BOUNDARY CONDITIONS Since the axis-symmetric model is considered all the nodes on the hub radius are fixed. So the nodal displacements in the hub become zero i.e. in radial, axial and angular directions
Fig. Temperature distribution is applied as Thermal loads on solid type Disk brake from the thermal analysis
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23.2 RESULTS
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To optimize the above disk brake a complicated model of ventilated disk brake is taken and there by forced convection is considered in the analysis.
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Fig. Ventilated type disk brake 3D model isometric view on the rear side
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Fig. Temperature boundary condition of 77degrees C applied on Vent type Disk brake
Fig. Convection boundary condition applied on Vent type Disk brake Results
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Fig. Temperature distribution on Vent type Disk brake on the front side
Fig. Temperature distribution on Vent type Disk brake on the rear side
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Fig. Temperature distribution on Vent type Disk brake along the thickness
Fig. Graphical representation of Temperature distribution on vent type Disk brake along the thickness
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26. STRUCTURAL ANALYSIS FOR VENTED DISC BRAKE ROTOR 26.1STRUCTURAL BOUNDARY CONDITIONS Since the axis-symmetric model is considered all the nodes on the hub radius are fixed. So the nodal displacements in the hub become zero i.e. in radial, axial and angular directions
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Fig. Temperature distribution is applied as Thermal loads on Vent type Disk brake from the thermal analysis 26.2 Results
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27. CONCLUSIONS
The present study can provide a useful design tool and improve the brake performance of disk brake system. From the below Table we can say that all the values obtained from the analysis are less than their allowable values. Hence the brake disk design is safe based on the strength and rigidity criteria. Comparing the different results obtained from analysis. It is concluded that ventilated type disk brake is the best possible for the present application.
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28. REFRENCES
1. KENNEDY, F. E., COLIN, F. FLOQUET, A. AND GLOVSKY, R. Improved Techniques for Finite Element Analysis of Sliding Surface Temperatures. Westbury House page 138-150, (1984). 2. LIN , J. -Y. AND CHEN, H. -T. Radial Axis symmetric Transient Heat Conduction in Composite Hollow Cylinders with Variable Thermal Conductivity, vol. 10, page 2- 33, (1992). 3. BRILLA, J. Laplace Transform and New Mathematical Theory of Visco elasticity, vol. 32, page 187- 195, (1997). 4. TSINOPOULOS, S. V, AGNANTIARIS, J. P. AND POLYZOS, D. An Advanced Boundary Element/Fast Fourier Transform Axis symmetric Formulation for Acoustic Radiation and Wave Scattering Problems, J.ACOUST. SOC. AMER., vol 105, page 1517-1526, (1999). 5. WANG, H. -C. AND BANERJEE, P. K.. Generalized Axis symmetric Elastodynamic Analysis by Boundary Element Method, vol. 30, page 115-131, (1990). 6. FLOQUET, A. AND DUBOURG, M.-C. Non axis symmetric effects for three dimensional Analyses of a Brake, ASME J. Tribology, vol. 116, page 401-407, (1994). 7. BURTON, R. A. Thermal Deformation in Frictionally Heated Contact, Wear, vol. 59, page 1- 20, (1980). 8. ANDERSON, A. E. AND KNAPP, R. A. Hot Spotting in Automotive Friction System Wear, vol. 135, page 319-337, (1990). 9. COMNINOU, M. AND DUNDURS, J. On the Barber Boundary Conditions for Thermo elastic Contact, ASME J, vol. 46, page 849-853, (1979). 10. BARBER, J. R. Contact Problems Involving a Cooled Punch, J. Elasticity, vol. 8, page 409- 423, (1978). 11. BARBER, J. R. Stability of Thermo elastic Contact, Proc. International Conference on Tribology, p Institute of Mechanical Engineers, page. 981-986, (1987). 12. DOW, T. A. AND BURTON, R. A. Thermo elastic Instability of Sliding Contact in the absence of Wear, Wear, vol. 19, page 315-328, (1972). 13. LEE, K. AND BARBER, J.R. Frictionally-Excited Thermo elastic Instability in Automotive Disk Brakes, ASME J. Tribology, vol. 115, page 607-614, (1993). 14. LEE, K. AND BARBER, J. R. An Experimental Investigation of Frictionallyexcited Thermo elastic Instability in Automotive Disk Brakes under a Drag Brake Application, ASME J. Tribology, vol. 116,page 409-414, (1994). 15. LEE, K. AND BARBER, J. R. Effect of Intermittent Contact on the Stability of Thermo elastic Contact, ASME J. Tribology, vol. 198, page 27- 32, (1995). 16. ZAGRODZKE, S, BARBER, J. R. AND HULBERT, G.M. Finite Element Analysis of Frictionally Excited Thermo elastic Instability, J. Thermal Stresses, vol. 20, page 185-201, (1997). 17. LEROY, J. M., FLOQUET, A. AND VILLECHAISE, B. Thermo-mechanical Behavior of Multilayered Media: Theory, ASME J. Tribology, vol. 111, page 530-544, (1989).
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18. GONSKA, H. W. AND KOLBINGER, H. J. Temperature and Deformation Calculation of Passenger Car Brake Disks, Proc. ABAQUS User.s Conference, Aachen, Germany, page 21- 232, (1993). 19. AKIN, J. E. Application and Implementation of Finite Element Methods, Academic Press, Orlando, FL, page 318-323, (1982). 20. ZAGRODZKI, P. Analysis of thermo mechanical phenomena in multi disk clutches and brakes, Wear 140, page 291-308, (1990). 21. COOK, R. D. Concept and Applications of Finite Element Analysis, Wiley, Canada, (1981). 22 ZIENKIEWICZ, O. C. The Finite Element method, McGraw-Hill, New York, (1977). 23. BEEKER, A.A. The Boundary Element Method in Engineering, McGraw-Hill, New York, (1992).
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