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HVC Brake Report
HVC Brake Report
M@CTRON
Team id: ISIE/HVC16/63
Maulana Azad National
Institute of Technology
Brake Report
Authors: - R. Advait
Akshay Warkade
Rahul Dewangan
Anubhav Shiva
CONTENTS
OBJECTIVE
TYPES OF BRAKING SYSTEM
OUR BRAKING SYSTEM
MARKET SURVEY
CALCULATIONS
o
o
o
o
o
BRAKE PEDAL
STRESS & DEFLECTION ANALYSIS OF ROTOR
DETERMINING TIME VARYING HEAT FLUX
OBJECTIVE :An excellent braking system is the most important safety feature of any land vehicle. The vehicle has
two independent hydraulic systems and it is actuated by a single brake pedal. The pedal directly
actuates the master cylinder. Here no cables are used for this purpose.
TYPES OF BRAKES UNDER CONSIDERATION:There are various types of brakes available in the market. The most common types of brakes are either
mechanical or hydraulic. The rulebook specifically asks us to use only hydraulically operated brakes in
our vehicle. The common types of brakes which were considered for our vehicle are:-
1. DRUM BRAKES:A drum brake system consists of hydraulic wheel cylinders, brake shoes and a brake drum.When the brake pedal is
applied the two curved brake shoes, which have a friction material lining (usually asbestos) are forced by hydraulic
wheel cylinders against the inner surface of a rotating brake drum.The result of this contact produces friction which
enables the vehicle to slow down or stop.
2. DISC BRAKES:In this braking system a circular disc rotates with the wheel in place of drum, which is clamped on by the calliper
which contains friction material and hydraulic piston.
The brake disc is the component of a disc brake against which the brake pads are applied. The material is
typically grey iron, (a form of cast iron.).
OUR BRAKING SYSTEM:We are using the modified disc of Honda Aviator that can be easily fitted in these tire rim. This will
make fabrication easier and more efficient. The brake rotors used are of Honda Aviator are 190 mm in
diameter. Brake lines and hoses will be of Maruti 800. DOT3 brake fluid will be used for braking
purposes.
MASTER CYLINDER & CALIPER :The brake system consists of four wheel solid disc brakes actuated by a tandem master cylinder. A tandem
master cylinder was used to meet the requirement of having two independent front and rear brake circuits.
The brake callipers chosen were double piston floating type calliper of Honda Shine 125 & Honda Aviator
110. These callipers were used because they were found to apply enough pressure on the brake pads to lock
up all four wheels as required by the rules. We are using tyre of size:- width(mm)/ Aspect ratio(%)/Rim dia.
(In) 135/70R12 (front tyre)& 155/65R12 (rear tyre) of Tata Nano.
Disc brakes cooling is better than drum-brake (because of the rotor contact surface are directly exposed
to cooling air).
MARKET SURVEY:Disc, Master Cylinders along with brake fluids, brake lines, hose pipe which were considered for the vehicle after
exhaustive market survey are listed below :-
BRAKE DISC:Brake disc are usually made of grey cast iron (a form of cast iron) due to its hardness & wear resistant
property. The various discs which were considered for this purpose are-
S.No.
1.
2.
3.
Name of vehicle
Honda Aviator
Tvs Apache
Bajaj Pulsar
(Front/Rear)
Front
Rear
Front
MACTRON ISIE/HVC16/63 Page | 4
fluids are usually glycol ether based. The brake fluid industry has determined by consensus that
glycol ether fluids are the most economical way to meet the requirements. It is inexpensive, and
available at most gas stations, department stores, and any auto parts store. It is completely
compatible with DOT 3 and DOT 5.1.
DOT 3
Sr.
No.
FLUID
1
2
3
4
DOT-3
DOT-4
DOT-5
DOT 5.1
Dry boiling
point
(in degree
Celsius)
205
230
260
260
Wet boiling
point
(in degree
Celsius)
140
155
180
180
BRAKE CALCULATIONS
WEIGHT TRANSFERW = Weight of vehicle = mg = 280g N = 2746.8 N
Rf, Rr = Reactions of the ground on the front and rear wheels
MACTRON ISIE/HVC16/63 Page | 5
In case the vehicle moves on a level road, =00 and hence in the above expressions the values of sin =0
and cos =1.
When the vehicle moves up a gradient only the sign of sin alters, changing the value of f/g. The
expansions for Rr and Rf remain unaffected.
= Angle of inclination of the plane with horizontal = 00
Retardationf = g
f = 0.74 * 9.81
f = 7.25 m/s
Stopping Distance-
s = V /2f
2
t = 1.53 s
Using above two relations a chart can be prepared for braking time and braking distance.
SPEED
STOPPOING TIME
STOPPING DISTANCE
(in km/h)
(in secs)
(In m)
20
0.76
2.12
30
1.14
4.78
40
1.53
8.51
48
1.83
12.26
50
1.91
13.30
55
2.10
16.09
63(Max.)
2.41
21.12
When vehicle is accelerated, weight transfer of vehicle occurs and it develops a tendency to topple about the
rear wheels. The acceleration at which Rf becomes zero and vehicle starts toppling is given by
a = g ((l/h)* cos sin )
The vehicle will have a tendency to topple during braking while going up an inclination.
For inclination = 30
a = 16.05 m/s
This acceleration is far greater than our vehicles maximum achievable acceleration. So the vehicle will not
topple.
CALCULATIONHere we have to determine the values of pedal ratio and master cylinder bore size. Brake rotors and callipers
are already decided. They are going to be of Honda Aviator.
Pedal force = 400N (from figure)
Pedal ratio = p
Caliper cup size = 0.9 = 0.02286m
Pr = 200*p*4/ (*dMC2)
Force applied on rotor (F):-
Since,
BTT
3 /4
7 /8
1
PEDAL RATIO
2.66:1
3.62:1
4.73:1
BT = 126.43 Nm
Let length of pedal be now = 7.5
MACTRON ISIE/HVC16/63 Page | 11
FRONT WHEELS
REAR WHEELS
BRAKE PEDAL
The pedal is the only component that the rider interacts directly with to activate the brake. The functional
requirements that the pedal satisfies are to provide ease of activation by being able to be activated by
pushing with the foot. Brake pedal does not sink more than an inch or two, no matter how hard it is pushed
with the foot and the driver does not feel as if he were stepping on a wet sponge.
Again, before machining this part finite element analysis was conducted in order to find the safety factor of
the component. To determine the loads for the pedal, several team members attempted to push as hard as
possible on a scale while in a seated position. It was determined that the maximum force produced in this
panic situation was 400N. Because it was a machined part with some welding in a noncritical area, a safety
factor of 1.21 is selected. It can withstand a force of 2000 N without any failure.
Mesh Type
Solid mesh
Element size
Number of elements
Number of nodes
Min stress
Max stress
Min deformation
Max deformation
0.5 mm
15550
28293
0.61 MPa
216.61 MPa
0 mm
0.68 mm
Stress and Deflection Analysis of RotorFinite Element Analysis using ANSYS 12.0 WORKBENCH was the primary method used to analyse the
stress distributions imparted on the brake rotors from applied brake forces. Frictional forces from the brake
pads were modelled assuming generated clamping force thereby developing moment was applied parallel to
the swept surface of the rotor.
Mesh Type
Solid mesh
Element size
0.5 mm
Number of elements
11813
Number of nodes
21334
Min stress
0.0149 MPa
Max stress
18.55 MPa
Min deformation
0 mm
Max deformation
0.0042 mm
The critical areas of stress are located at the four mounting points to the hub. This is due to the fact that the
sharp corners or profiles with very small radius are regions of high stress concentration. Efforts to model
corners and small profiles with larger radius were consciously made to reduce the amount and value of the
resulting stresses. The final design of rotor yielded a Von Mises stress of 18.55 MPa and a maximum
deflection along the rotor surface of 0.0042 inches given a safety factor of 4.57.
v(t) = v1at
Hence,
Pb = kma (v1at)
Now, Heat flux, Q (t) is obtained by dividing the braking power by the swept area of the brake rotor.
Since not all of heat enters the brake disc, so proportion of heat entering brake disc is 0.83.
So,
Since,
Braking energy = Heat transfer
17282.22 = mcp(dt)
Or, 42879.29= 280*1.006*(dt) So, (dt) = 61C Assuming the normal atmospheric temperature to
be 25C,
Tfinal Tnormal = 61 I.e. Tfinal = 86C
Hence we can conclude that during normal braking at a speed of 63kph, the temperature of the brake rotor
and pads can warm up from 25C to more than 86C. This 86C occurs at the very end of the braking, and is
approximately the highest temperature a brake disc (limited to 3mm thickness and 190mm diameter) can
take at that defined speed of the vehicle.