Symposium on International Automotive Technology 2005
SAE Paper No. 2005-26-037
Development of Accelerated Testing Technique for
Evaluation of Brakes for Two and Three Wheelers
R. Govindarajan, Ravi Kharul, R. Venkatesan and Winney K. Mathews
Wolfram Rossegger, Gehard Meizenitsch and Artur Goeldner
© 2005 The Automotive Research Association of India, Pune, India
ABSTRACT
Brake system is one of the most important safety
related sub systems for any automobile. This requires
all auto majors to put more effort in design optimization
of brake system and exhaustive evaluation for the same.
On-road evaluation of brakes is time consuming process
and has other shortfalls like unsafe riding conditions, less
repeatability, limitation of brake input force, speed, less
control in test conditions, requirement of special track
etc. Normal lab testing for brake system has several
drawbacks like imprecise inertia simulation, more testing
time, uncontrolled test environment, partial system level
evaluation, huge rotating mass which may lead to unsafe
operating conditions, frequent maintenance, etc. This
paper describes about the methodology adopted, efforts
involved and results obtained by developing an
accelerated evaluation system for brakes as a complete
sub system in laboratory.
INTRODUCTION
Generally brakes are subjected to various performance
and durability tests. Performance requirements for brakes
are conducted as per IS 13453:1994 [1]. However most
of the performance tests are conducted on road. On road
evaluation of brakes is time-consuming process and has
several drawbacks like unsafe riding conditions, less
repeatability, limitation of brake input force, speeds, less
control in test conditions, requirement of special track
etc. Hence it is necessary to develop an exhaustive test
facility for evaluation of brake system in lab. Also
confidentiality cannot be maintained on new technological
design, when evaluation is done through road test.
Normal lab testing for brake system is conducted on
inertia dynamometer equipped with drive motor and
detachable flywheels, which represents the rotating
mass. Inertia (flywheel mass) required for this type of
arrangement is calculated from the following formula.
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TVS Motor Company Ltd, Hosur, India
Kristl Seibt and Co, Graz, Austria
Inertia I = (WR2/gN) (1)
where,
I = Inertia (kgm-s2)
W = Mass of Vehicle to be Simulated (kg)
R = Static Radius of Wheel where the
Brake Under Test is normally fitted in m
g = Acceleration due to Gravity (9.80 m/s2)
N = No. of Brakes normally fitted on the wheel
Based on the above calculation, the size of flywheel is
selected and fitted at the end of the drive motor for
simulation of inertia and evaluation of the braking
performance.
The accuracy of inertia simulation is not precise because
it is adjusted by flywheels made as per the calculations.
Further the huge rotating mass is unsafe at higher
speeds, more wear and tear of mechanical parts that
leads to frequent maintenance of test rig. The testing
time is relatively more in this setup as the system has
to accelerate the whole mass to reach the test speed
during each cycle. In order to overcome the above said
drawbacks of the traditional system, a custom-built test
facility was designed and developed for this application.
This paper describes about the methodology adopted for
development of a custom-built test facility for evaluation
of brakes as a complete system. This system was
developed with unique inertia simulation technique with
higher accuracy for cutting down the testing time
drastically and improving the reliability of test facility.
Also durability of structural components like front fork,
incase of front disc brakes, can only be addressed in
complete system level evaluation [2]. The test system
was so designed to accommodate all brake system
components viz, lever, cable, linkages etc as in vehicle
for both performance and endurance test cycles which
enhances more realistic simulation. Adoption of chucking
arrangement was made in such a way that brake system
Symposium on International Automotive Technology 2005
of any segment of vehicle viz. moped, motorcycle,
scooter, three wheeler, can be mounted for evaluation.
Quick change over time from one system to another
was also addressed during design. The test bench has
inbuilt system to measure various parameters like
stopping distance, stopping time, brake input force, brake
torque, Mean Fully Developed Deceleration (MFDD),
temperature at different locations, etc under controlled
test conditions. In addition to that, the system is
interfaced with an user friendly software which is capable
of formulating the various test cycles viz. performance,
fade test, water recovery test, constant downhill mode,
various endurance test cycles etc. In addition to that,
drive cycle can be created from road data collected from
different city driving conditions, to simulate actual
customer usage conditions.
This paper also describes about the usage of this
custom-built test facility, which resulted in effective
optimisation of brake system and drastic reduction in
development time. The system was used for design
optimisation of several parameters like lever ratio, brake
cam geometry, pedal design etc. Performance
characteristics at different speeds with various input
forces, friction coefficient of brake liner material and liner
wear characteristics can be studied much faster. The
effect of brake performance at different temperature,
speed, payload, input force, presence of water etc can
be assessed. The test facility was helpful in delivering
good quality in design, reducing development and testing
time in new products and value engineering components.
Dynamic behavior of each component can be studied
very closely with this custom-built test facility.
NEED FOR DEVELOPING CUSTOM-BUILT TEST
FACILITY
Accelerated durability evaluation with good accuracy
under actual customer usage condition will enrich
product reliability. Exhaustive evaluation for safety related
components need to be done to avoid catastrophic
failures at customer end. Traditional inertia brake
dynamometers used for durability evaluation of brake
system are generally equipped with mechanical flywheels
at the end for inertia simulation. Accuracy of this inertia
simulation technique is not precise. Also the whole mass
to be accelerated during the test run cycle, results in
additional time for testing. In the emerging competition
it is necessary to deliver reliable products at par with
customer expectations.
In addition to precise inertia simulation, input force
application, torque measuring system and formulation of
endurance test cycle are the other important parameters
to be considered in brake testing. The test should be
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conducted in controlled environment as a complete
system. Test results obtained should be repeatable and
accurate. All the above said issues are addressed during
design and development of this custom-built test facility.
METHODOLOGY ADOPTED
Following steps were considered to develop the custom-
built test facility and evolve methodology for evaluation
of brakes as a complete system.
l Conceptual design
l Adoption of components
l Force actuation
l Torque measurement
l Software development
l Experimentation
l Correlation of test results with field data
l Safety considerations
CONCEPTUAL DESIGN : Inertia simulation, force
actuation, torque measurement, adoption of brake system
components are the key parameters for brake testing.
In basic design consideration, structural components and
inertia simulation is taken up.
The test facility was designed with a rigid base structure
made out of steel where the inertia simulation system,
chucking mechanism etc are mounted. The rigid base
was isolated from floor with rubber mounts to reduce
machine vibration during operation at higher speed.
In order to attain maximum accuracy in inertia simulation,
an electrical prime mover was employed for this
application. The electrical prime mover will act as
dynamometer during braking and prime mover during
acceleration. Thereby it absorbs predetermined vehicle
inertia. The inertia simulation system is controlled by an
interfacing module interlinked with a computer aided
Programmable Logic Control (PLC) unit, which is shown
as block diagram in Fig. 1.
Figure 1 : Block Diagram – Inertia Simulation
Technique
 Symposium on International Automotive Technology 2005

brake as a complete system which includes wheel hub,

brake liner, brake panel assembly, linkages like brake
pedal, hand lever including cable routing. Direction of
rotation was also considered during design of mounting
arrangement. Different types of mounting arrangement for
a typical disc brake, scooter type brakes and three-
wheeler brake are shown in Fig. 3, 4 and 5 respectively.

Figure 2 : Concept Layout of Test Bench

The entire set-up was made in 3D model as shown in

Fig. 2. This helped in reducing the number of iterations
and rework at later stage of development. Flexible
couplings were used in suitable location to avoid
damages due to small misalignment in chucking parts.
Cooling blower of suitable capacity was used. It is
controlled by a variable frequency drive to enable the
blower to run at vehicle speed. Proper ducting was
provided in the blower to induct the cooling air on the Figure 3 : Typical Mounting Arrangement for Disc
brakes under test. Brake
Coast down test can be conducted by feeding the
vehicle input details to the system. Simulated inertia can
be verified through coast down test results on test bench
and on road.

ADOPTION OF CHUCKING PARTS : Adoption of test

component with chucking part is another key area to be
considered in laboratory brake testing. Any misalignment
or imbalance in the rotating mass can cause severe
damage to the system. Universal fixing method was
employed in reducing the initial setting time. Also it will
avoid designing individual fixtures for each brake. All
fitment related issues in adoption of chucking parts were
diagnosed with the help of a 3D model during design
stage itself. This technique helped in reducing the number
of iterations and rework.

Chucking part was designed to accommodate brake

system of different range of vehicles like moped,
motorcycle, scooter, three-wheeler etc. Assembly,
disassembly was made so easier in such a way that
change over from one brake system to other can be Figure 4 : Typical Mounting Arrangement for Scooter
done is less than an hour, saving setting time and Brakes
thereby testing time.

Fail-safe mechanism was provided in the mounting FORCE ACTUATING MECHANISM : Force application
arrangement to avoid catastrophic failure in the system. is one of the important factors in both performance and
The above said arrangements were provided to test durability evaluation of brakes. Accuracy of test result

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Figure 6 : Typical Force Graph During Test Cycle

measurement technique has several drawbacks such as

Figure 5 : Typical Mounting Arrangement
Three-Wheeler
depends on force application during the test cycle.
Controlled force application will help in improving the
accuracy of test result in lab testing.
In traditional inertia brake dynamometers, brake input
force is directly applied on brake cam lever. Effect of
lever ratio and linkages are not getting evaluated
effectively in normal inertia dynamometer. In the system
level evaluation, all components including linkages are
getting evaluated. Hence, force actuation mechanism has
to be designed in such a way that, true input force is
applied to the brake lever. This was achieved by
designing a suitable robust kinematics linkage, where the
direction of force application is always perpendicular to
the movement of lever through out the test cycle.
Though the above said mechanism is designed to impart
true force throughout the test cycle, the actual force
applied during the cycle can vary due to some jerks,
vibrations in the system during running. This variation
is minimised and controlled by computer aided PLC
software through a Proportional Integral Derivative (PID)
controller. This PID controller gives feedback to PLC unit
during every cycle and it adjusts till the actual set force
is achieved. A sample graph is shown in Fig. 6, which
represents set force Vs actual force during a test run
cycle. The achieved variation is very less and it is
precisely controlled by the system during test cycle.
inclusion of mass of arm, some spikes due to vibration
for and jerk in brake panel during braking, maintaining
perpendicularity of arm etc. In addition to that calibration
need to be done for each length of arm and new torque
measuring system to be designed for each type of
brakes.
In order to overcome the above said difficulties the newly
developed custom-built test facility was employed with
an inline non-contact torque measuring system [3]
represented in Fig. 7. In this system brake torque is
measured in the main shaft and not in the brake panel.
This torque-metering flange comprises of a stator and a
rotor. The rotor has a strain gauged measuring element
and a transmitter. It transmits torque signal to the
receiver through an antenna. The exploded view of torque
measuring system is shown in Fig. 8. Since this is an
inline torque measuring system and torque flange is
universal, it need not be removed or changed for every
model. Calibration of torque flange can be done with
dead weights without removing the it from the setup.

TORQUE MEASUREMENT : Brake torque is the output

parameter in brake testing. In traditional inertia brake
dynamometer, brake torque is measured with an arm of
known length and a force gauge. Brake torque is
determined from the product of arm length and force
experienced by force gauge. The above said torque
Figure 7 : Mounting Arrangement of Torque Flange
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Braking torque on the wheel :

T = [m (a - g x Sin(alpha)) – (A+Bv+Cv2)] x rw
+ J x a/ rw (7)
where,
J - Moment of Inertia of Wheel (kg m2)

SOFTWARE DEVELOPMENT

The custom-built test facility was aided with user friendly

software. This software interfaces input and output
functions and acts as bus for communication, which is
shown in block diagram in Fig. 1. The software not only
acts as interfacer, it also does several functions viz.
warm up run to reduce the friction of machine couplings,
bearings etc., calibration run before starting the machine
Figure 8 : Typical In-line Torque Measuring System to ensure minimal power deviation, compensation run to
verify the effectiveness of calibration run. Different
DETERMINATION OF BRAKE TORQUE controls can be incorporated for test run cycles like
temperature, force, speed, MFDD, brake lever position
T = Fb rw (2)
etc.
Fbmax = Fw µ0 (3)
where, The calibration run involves accelerating the roller by
applying constant force until it reaches maximum speed,
T - Braking Torque (Nm) and then braking until it comes to a standstill again. A
Fb - Braking Force (N) sample calibration run cycle is represented in Fig. 9.
rw - Wheel Radius (m) Calibration runs are used to determine the friction loss
and roller mass.
Fbmax - Maximum Possible Braking Force (N)
Fw - Wheel Load (N)
µ0 - Static Friction Coefficient of the Tyre
With given vehicle mass, wheel diameter and target
deceleration, the braking force for a two-wheeler (braking
force acting only on one wheel) is :
Fb = ma - FRLS (4)
where,
m - Vehicle Mass (kg)
a - Vehicle Deceleration (m/s2)
FRLS - Road Load Resistance Force on Vehicle
Wheel (N)
FRLS = A + Bv + Cv2 + mg Sin(alpha) (5)
where,
Figure 9 : Typical Calibration Run Cycle Graph
A - Static Rolling Resistance Coefficient (N)
B - Linear Rolling Resistance Coefficient (N/m-s)
C - Wind Drag Coefficient (N/m-s2) ROLLER ACCELERATION :

g - Acceleration Due to Gravity (m/s2) Ftraction_sg = Floss_roller + mroller x a (8)

alpha - Slope (0) where,
Braking force on the wheel becomes: Floss_roller - Roller Loss (N)
Fb = m(a - g x sin(alpha)) – (A+Bv+Cv2) (6)
mroller - Mass Equivalent of Roller (kg)
a - Measured Acceleration (m/s2)

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In this case the acceleration can be calculated.
Equating the friction loss :
Floss_dec - Roller friction loss during deceleration (N)
Floss_acc - roller friction loss during acceleration (N)
F SG_dec = F loss_dec + m roller x a dec(50km/h)
F SG_acc = F loss_acc + m roller x a acc(50km/h)
F loss_acc = F loss_dec
F SG_acc- m roller x a acc(50km/h) = F SG_dec- m roller x a dec(50km/h)
FSG_dec - FSG_acc
m roller =
a dec(50km/h) - a acc(50km/h)
When the roller mass is thus established, the friction
force can be calculated in relation to the speed for the
entire calibration run.
F loss_roller = F traction_sg - m roller x a
Compensation run is done immediately after calibration
run to find out the effectiveness of calibration run. It is
conducted as explained below.
The dynamometer is accelerated to the test speed and
switched to road load simulation. All road load
coefficients are set to zero. As a result depending on
the corrected torque, the speed of the dynamometer
should be constant. Over a period of 30 s the difference
in speed is recorded and the excessive or inadequate
power calculated that the dynamometer applied.
EXPERIMENTATION : In order to utilise the developed
test facility, experiments were carried out in motorcycle
disc brake, drum brake, Scooter type brakes and in three
wheeler brakes. Sample disc brake experimentation was
discussed in this paper.
The following tests are carried out for the evaluation of
brake system.
l Lever deflection characteristics
l Burnishing test
l Performance test
l Endurance test for wear characteristics study
l Fade test
l Water recovery test
l Downhill mode test
l City driving condition test
Lever Deflection Characteristics : This test helps in
validation of brake lever movement to the input force
applied i.e. sponginess, excess free play, transmission
loss in linkages etc can be determined. Input parameter
for this test is maximum force to be applied on hand
lever. The system automatically performs the test as per
the test script and gives output in graphical form with
(9)
deflection in abscissa, and Force in ordinate. A typical
(10) output graph is shown in Fig. 10. The deflection
characteristics can be determined both static and
(11) dynamic conditions. The increase in deflection of brake
lever during endurance test will give the wear and
transmission loss (due to elongation of cable in case of
(12) cable operated brakes) of the system.
(13)
(14)
Figure 10 : Typical Test Run Cycle–Lever Force Vs.
Deflection
Burnishing Test : Burnishing test for any new brake
liner is conducted to ensure effective contact area of liner
to the brake drum. Generally burnishing test is
conducted at lower deceleration. During burnishing test,
distance between every successive braking is kept
(15) minimum of 1000 m and the typical cycle time
distribution is shown in Fig. 11. Effective burnishing
depends on the machining accuracy of brake shoe as
complete assembly. Generally 80% of contact area is
ensured before starting performance evaluation. Number
of cycles taken to achieve 80% of contact area will give
the burnishing effectiveness.
Figure 11 : Typical Burnishing Test Cycle
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Performance Test : Stopping distance is one of the

important measures of brake performance. Performance
tests are conducted at various input force for different
initial speed. The input parameters for performance test
are vehicle mass, tyre diameter, road load coefficients,
brake input force, cooling time etc. The above said data
can be keyed in a separate window. A typical input data
window is shown is Fig. 12.

Figure 13 : Typical Test Run Cycle – Performance

Evaluation

Based on performance test, friction coefficient of liner

material can also be determined. A sample graph is
shown in Fig. 14 representing friction coefficient of a
typical drum brake friction material at different intervals
Figure 12 : Typical Input Window for Performance Test during endurance test cycles.

In order to attain maximum accuracy in performance test,

running-in test is conducted with same input parameters
before performance test. Running-in test is a pre requisite
for performance test. During running-in test, the system
studies and memorises the control functions so that
during performance test all the control parameters are
freezed. In addition to vehicle details, input force, time
between each braking, number of cycles etc. are keyed
in a separate window.

During test run, time graph is displayed in the system.

This time graph represents actual value of set force,
actual force, set speed, actual speed, deceleration,
temperature, servo position, brake torque etc. A typical
test run cycle graph is shown in Fig. 13.
In the output of performance test, stopping distance,
stopping time, MFDD, brake input force, temperature and
brake torque is obtained for each cycle. Mean values
for all cycles are also displayed. In addition to that, all
input parameters, vehicle details, test run settings are
also displayed. The test results are acquired at 5 Hz
by the system and stored in hard disc of computer.
High-speed data acquisition at 50 Hz is also provided
for critical analysis.
Performance of brake system mainly depends on the
liner characteristics like fibres, resin and filler materials
used in the base composition of friction material [4].
Figure 14 : Typical Graph Showing Friction Coefficient
of Liner Material for Drum Brake
Stopping distance [5] is one of the important
output functions in brake testing. Stopping distance
was analysed from performance test results. This
analysis helped in comparing the performance
characteristics with different brake drum material much
easier and faster. A typical analysis done on three-
wheeler brakes shown in Fig. 15 represents the ratio of
stopping distance of two different brake drum materials
at various input force.

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Figure 15 : Performance Comparison of Three-wheeler

Brakes with Different Drum Material A
and B

Stopping distance analysis was also applied for quick

evaluation of two types of brake liner material through
this performance test. Two different brake liner materials
Table - I : Repeatability Check During Performance
were evaluated for performance characteristics and the
Test (Test Data Not Available)
results are compared is shown in Fig. 16.

accelerated test cycle is formulated to achieve known

mean deceleration for endurance test. Different liner
materials were evaluated in this accelerated test cycle
for a disc brake. Liner wear characteristics for a typical
disc brake is given in Fig. 17. Temperature is monitored
and controlled with suitable blower velocity. The wear of
liner and performance deterioration at different brake input
force is measured at regular intervals during endurance test.

Figure 16 : Performance Comparison of Two-wheeler

Brakes with Different Friction Material A
and B.

Attempt was made to compare the repeatability in

stopping distance both on road test and in lab test.
Good accuracy and repeatability is achieved in test
results obtained from the custom-built test facility is
represented in Table-I. Variation observed is less than
10% between road and lab.
Endurance Test : Endurance test is conducted to
determine the life of brake system, which mainly depends
on the wear characteristics of friction material used in
brake linings. Endurance test done on road is time
consuming process and having several drawbacks like
limitations in maximum force, repeatability, maintaining
test speed etc. Also rider fatigue and unsafe riding
condition will further lead to inaccuracy of test. An
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Figure 17 : Typical Graph Showing Wear
Characteristics of Brake Liner Material
Fade Test : Fade test for disc and drum brakes are
conducted as per IS 13453:1994. Test cycle is
formulated as per the guidelines given in the standard.
All input parameters viz. force required to achieve mean
deceleration, initial performance, fade cycles, blower ON-
OFF conditions and recovery performance are pre
programmed in the formulated test cycle.
 Symposium on International Automotive Technology 2005

The output is directly obtained in a report format, which

contains the stopping distance, brake torque, stopping
time, MFDD, temperature at various locations, maximum
deceleration of initial performance, fade cycles and
recovery performance. Effect of different friction material
in fade performance is measured and recovery
performance for both two and three wheeler brakes is
given in Table-II.

Figure 18 : Typical Test Run Cycle – Downhill Mode

Test
can be studied. Using this newly developed test cycle,
Table - II : Recovery Performance in Fade Test attempts were made for evaluation of two different friction
materials under identical test conditions. The obtained
test results are encouraging and helped in quick
Water Recovery Test : Water recovery test for disc and
evaluation of different brake lining materials. This
drum brakes are conducted as per IS 13453:1994. Test
experiment also helped in cutting down the development
cycle is formulated as per standard requirements. Water
time of liner material. A typical test graph representing
spray ON/OFF time, and recovery performance are pre
temperature mapping for a liner material is shown in
programmed in the formula as a test cycle. A special
Fig. 18.
electronic controlled water-spraying unit was incorporated
to deliver water quantity as recommended in the standard
City Driving Cycle : Evaluations of brakes are
to enable the test in controlled environment.
conducted at various accelerated drive cycles to
measure performance as a system and wear
The output is directly obtained and it gives the
characteristics of brake friction material. Though these
deterioration of performance during water recovery test
accelerated test cycles are used for evaluation of brake
in terms of stopping distance. Behaviour of brake friction
system, actual customer usage pattern varies with regard
material under wet condition can also be studied at higher
to driving pattern, road conditions like city traffic etc. In
input force, which is difficult to conduct through road test
order to simulate and study the actual customer usage
due to rider safety. However other similar parameters as
pattern with respect to brake application, it was decided
in fade test can also be obtained.
to acquire data on different cities in various traffic
conditions. Based on acquired data, a test cycle was
Downhill Mode Test : Road conditions will vary from
formulated and evaluated the same cycle in lab which
place to place viz. flat straight road in case of highways,
is represented in Fig.19. Results obtained from the test
more steep gradients in case of hilly regions etc.
cycle revealed more facts of customer usage pattern.
Customer driving pattern will also vary depends upon the
skill of the rider, e.g., beginners will drive in less speed
with brakes ON. In case of hilly regions, riders are forced
to apply brakes continuously or very frequently. Such
conditions also need to be addressed in brake testing.

Considering the above driving conditions, a test cycle

was formulated based on gradient percentage, vehicle
speed and duration. Temperature is measured on the
surface of brake drum through a non-contact temperature
sensor with high accuracy. Additional channels also
provided in the test bench to measure temperature in
different locations.

After completion of test, the brake friction material can

be inspected for damage and the raise in temperature
Figure 19 : Typical City Cycle Graph
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Symposium on International Automotive Technology 2005
CORRELATION OF TEST RESULTS : In order to
validate the experiment carried out in lab, performance
and endurance test carried out on road and test results
were compared. Good correlation was observed between
road and lab test in performance test. MFDD comparison
was tabulated for both front disc and rear drum brake
for same test speed and input force in Table-III. However
there is a small variation in MFDD between on road and
lab test, which is due to limitations in maintaining the
test speed, precise application of force and also depends
on the skill of the rider in road test.
Table - III : Correlation of Road and Lab Test.
(*Not Tested Due to Unsafe Riding. **Not
Tested Due to Linkage Design Constraint)
In addition to that one disc brake pad was subjected to
road test and compared the life with similar samples
tested in lab under accelerated condition. This study was
resulted in direct correlation of road and lab testing. From
the liner wear data it was able to formulate a correlation
that one cycle in lab testing equals to 1.4 km on road.
Time compression of 1:30 times achieved in lab testing
through this inertia simulation technique.
SAFETY CONSIDERATIONS : Since the brake parts like
brake drum, disc etc are rotating at high speed during
test, there are more likely chances of causing accident
in case of any failure in the rotating component. Also
the force gauge, torque-metering flange, non-contact
temperature sensor are expensive. In order to avoid
damages to test bench and other external damage,
necessary steps are taken care in the design of test
bench. Protective cover was provided in the system to
avoid accidents during testing and water splash during
water recovery test is represented in Fig. 20.
Figure 20 : Safety Arrangement in Test Bench
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CONCLUSIONS
l The custom-built test facility was successfully
developed to meet all the requirements. MFDD
comparison between road and lab
l In addition to performance and endurance test other
tests like city cycle simulation test, down hill mode
test, glazing test etc were developed
l Good correlation, between lab testing and onroad
testing was established
l Time compression achieved through simulation in lab
when compared to on road evaluation
l Change over time from one brake system to other
system was made possible in less than an hour
l More number of samples tested with good accuracy
and repeatability
l Rider fatigue and unsafe condition eliminated by
avoiding on-road endurance of brake testing
ACKNOWLEDGMENTS
The authors would like to thank Mr. Vinay Harne, Vice
President (R&D), TVS Motor Co. Ltd., for his continued
support to the present study. The authors also express
their gratitude towards the management of TVS Motor
Co. Ltd. for allowing them to publish this work. The
authors also appreciate the timely help and assistance
extended by their colleagues Mr. S.Mohan, Mr. Rajput
Brijesh.
REFERENCES
1. IS 13453:1994, “Automotive Vehicles-Braking
Systems Method of Test on Brake Dynamometer for
Two and Three Wheelers”
2. Pawar, P. R., “Effect of Disc and Drum Brake on
the Durability of Front Shock Absorber Tube of a
Motorcycle”, SAE paper 2003-26-0031
3. HBM Torque Metering System - Manual
4. Katsuhiro Shibata, “Development of Brake Friction
Material”, SAE paper 930806
5. Lewis, Richard l., “Stopping- Distance Analysis”, SAE
paper 730193
6. Brake Test Bench – Manual
CONTACT
R. Govindarajan
TVS Motor Company Ltd., Hosur, India
Tel.: +91 04344 276780
E-mail : R.govindrajan@tvsmotor.co.in