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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


TVS Motor Company Ltd, Hosur, India
Wolfram Rossegger, Gehard Meizenitsch and Artur Goeldner
Kristl Seibt and Co, Graz, Austria

© 2005 The Automotive Research Association of India, Pune, India

ABSTRACT Inertia I = (WR2/gN) (1)


where,
Brake system is one of the most important safety
I = Inertia (kgm-s2)
related sub systems for any automobile. This requires
all auto majors to put more effort in design optimization W = Mass of Vehicle to be Simulated (kg)
of brake system and exhaustive evaluation for the same. R = Static Radius of Wheel where the
Brake Under Test is normally fitted in m
On-road evaluation of brakes is time consuming process g = Acceleration due to Gravity (9.80 m/s2)
and has other shortfalls like unsafe riding conditions, less
repeatability, limitation of brake input force, speed, less N = No. of Brakes normally fitted on the wheel
control in test conditions, requirement of special track Based on the above calculation, the size of flywheel is
etc. Normal lab testing for brake system has several selected and fitted at the end of the drive motor for
drawbacks like imprecise inertia simulation, more testing simulation of inertia and evaluation of the braking
time, uncontrolled test environment, partial system level performance.
evaluation, huge rotating mass which may lead to unsafe
operating conditions, frequent maintenance, etc. This The accuracy of inertia simulation is not precise because
paper describes about the methodology adopted, efforts it is adjusted by flywheels made as per the calculations.
involved and results obtained by developing an Further the huge rotating mass is unsafe at higher
accelerated evaluation system for brakes as a complete speeds, more wear and tear of mechanical parts that
sub system in laboratory. leads to frequent maintenance of test rig. The testing
time is relatively more in this setup as the system has
INTRODUCTION to accelerate the whole mass to reach the test speed
during each cycle. In order to overcome the above said
Generally brakes are subjected to various performance drawbacks of the traditional system, a custom-built test
and durability tests. Performance requirements for brakes facility was designed and developed for this application.
are conducted as per IS 13453:1994 [1]. However most
of the performance tests are conducted on road. On road This paper describes about the methodology adopted for
evaluation of brakes is time-consuming process and has development of a custom-built test facility for evaluation
several drawbacks like unsafe riding conditions, less of brakes as a complete system. This system was
repeatability, limitation of brake input force, speeds, less developed with unique inertia simulation technique with
control in test conditions, requirement of special track higher accuracy for cutting down the testing time
etc. Hence it is necessary to develop an exhaustive test drastically and improving the reliability of test facility.
facility for evaluation of brake system in lab. Also Also durability of structural components like front fork,
confidentiality cannot be maintained on new technological incase of front disc brakes, can only be addressed in
design, when evaluation is done through road test. complete system level evaluation [2]. The test system
Normal lab testing for brake system is conducted on was so designed to accommodate all brake system
inertia dynamometer equipped with drive motor and components viz, lever, cable, linkages etc as in vehicle
detachable flywheels, which represents the rotating for both performance and endurance test cycles which
mass. Inertia (flywheel mass) required for this type of enhances more realistic simulation. Adoption of chucking
arrangement is calculated from the following formula. arrangement was made in such a way that brake system
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Symposium on International Automotive Technology 2005

of any segment of vehicle viz. moped, motorcycle, conducted in controlled environment as a complete
scooter, three wheeler, can be mounted for evaluation. system. Test results obtained should be repeatable and
Quick change over time from one system to another accurate. All the above said issues are addressed during
was also addressed during design. The test bench has design and development of this custom-built test facility.
inbuilt system to measure various parameters like
stopping distance, stopping time, brake input force, brake METHODOLOGY ADOPTED
torque, Mean Fully Developed Deceleration (MFDD),
temperature at different locations, etc under controlled Following steps were considered to develop the custom-
test conditions. In addition to that, the system is built test facility and evolve methodology for evaluation
interfaced with an user friendly software which is capable of brakes as a complete system.
of formulating the various test cycles viz. performance, l Conceptual design
fade test, water recovery test, constant downhill mode,
l Adoption of components
various endurance test cycles etc. In addition to that,
drive cycle can be created from road data collected from l Force actuation
different city driving conditions, to simulate actual l Torque measurement
customer usage conditions. l Software development
l Experimentation
This paper also describes about the usage of this
l Correlation of test results with field data
custom-built test facility, which resulted in effective
optimisation of brake system and drastic reduction in l Safety considerations
development time. The system was used for design
optimisation of several parameters like lever ratio, brake CONCEPTUAL DESIGN : Inertia simulation, force
cam geometry, pedal design etc. Performance actuation, torque measurement, adoption of brake system
characteristics at different speeds with various input components are the key parameters for brake testing.
forces, friction coefficient of brake liner material and liner In basic design consideration, structural components and
wear characteristics can be studied much faster. The inertia simulation is taken up.
effect of brake performance at different temperature,
speed, payload, input force, presence of water etc can The test facility was designed with a rigid base structure
be assessed. The test facility was helpful in delivering made out of steel where the inertia simulation system,
good quality in design, reducing development and testing chucking mechanism etc are mounted. The rigid base
time in new products and value engineering components. was isolated from floor with rubber mounts to reduce
Dynamic behavior of each component can be studied machine vibration during operation at higher speed.
very closely with this custom-built test facility.
In order to attain maximum accuracy in inertia simulation,
an electrical prime mover was employed for this
NEED FOR DEVELOPING CUSTOM-BUILT TEST application. The electrical prime mover will act as
FACILITY dynamometer during braking and prime mover during
acceleration. Thereby it absorbs predetermined vehicle
Accelerated durability evaluation with good accuracy inertia. The inertia simulation system is controlled by an
under actual customer usage condition will enrich interfacing module interlinked with a computer aided
product reliability. Exhaustive evaluation for safety related Programmable Logic Control (PLC) unit, which is shown
components need to be done to avoid catastrophic as block diagram in Fig. 1.
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 Figure 1 : Block Diagram – Inertia Simulation
to be considered in brake testing. The test should be Technique

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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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Symposium on International Automotive Technology 2005

Figure 6 : Typical Force Graph During Test Cycle

measurement technique has several drawbacks such as


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

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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Symposium on International Automotive Technology 2005

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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Symposium on International Automotive Technology 2005

In this case the acceleration can be calculated. Lever Deflection Characteristics : This test helps in
validation of brake lever movement to the input force
Equating the friction loss : applied i.e. sponginess, excess free play, transmission
Floss_dec - Roller friction loss during deceleration (N) loss in linkages etc can be determined. Input parameter
for this test is maximum force to be applied on hand
Floss_acc - roller friction loss during acceleration (N) lever. The system automatically performs the test as per
the test script and gives output in graphical form with
F SG_dec = F loss_dec + m roller x a dec(50km/h) (9)
deflection in abscissa, and Force in ordinate. A typical
F SG_acc = F loss_acc + m roller x a acc(50km/h) (10) output graph is shown in Fig. 10. The deflection
characteristics can be determined both static and
F loss_acc = F loss_dec (11) dynamic conditions. The increase in deflection of brake
lever during endurance test will give the wear and
F SG_acc- m roller x a acc(50km/h) = F SG_dec- m roller x a dec(50km/h) transmission loss (due to elongation of cable in case of
(12) cable operated brakes) of the system.
FSG_dec - FSG_acc
m roller =
a dec(50km/h) - a acc(50km/h) (13)

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 (14)

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 Figure 10 : Typical Test Run Cycle–Lever Force Vs.
switched to road load simulation. All road load Deflection
coefficients are set to zero. As a result depending on
the corrected torque, the speed of the dynamometer Burnishing Test : Burnishing test for any new brake
should be constant. Over a period of 30 s the difference liner is conducted to ensure effective contact area of liner
in speed is recorded and the excessive or inadequate to the brake drum. Generally burnishing test is
power calculated that the dynamometer applied. 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
EXPERIMENTATION : In order to utilise the developed complete assembly. Generally 80% of contact area is
test facility, experiments were carried out in motorcycle ensured before starting performance evaluation. Number
disc brake, drum brake, Scooter type brakes and in three of cycles taken to achieve 80% of contact area will give
wheeler brakes. Sample disc brake experimentation was the burnishing effectiveness.
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
Figure 11 : Typical Burnishing Test Cycle
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Symposium on International Automotive Technology 2005

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.
Figure 14 : Typical Graph Showing Friction Coefficient
In the output of performance test, stopping distance, of Liner Material for Drum Brake
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 Stopping distance [5] is one of the important
also displayed. The test results are acquired at 5 Hz output functions in brake testing. Stopping distance
by the system and stored in hard disc of computer. was analysed from performance test results. This
High-speed data acquisition at 50 Hz is also provided analysis helped in comparing the performance
for critical analysis. characteristics with different brake drum material much
easier and faster. A typical analysis done on three-
Performance of brake system mainly depends on the wheeler brakes shown in Fig. 15 represents the ratio of
liner characteristics like fibres, resin and filler materials stopping distance of two different brake drum materials
used in the base composition of friction material [4]. at various input force.

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Symposium on International Automotive Technology 2005

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. Figure 17 : Typical Graph Showing Wear
Characteristics of Brake Liner Material
Endurance Test : Endurance test is conducted to
determine the life of brake system, which mainly depends Fade Test : Fade test for disc and drum brakes are
on the wear characteristics of friction material used in conducted as per IS 13453:1994. Test cycle is
brake linings. Endurance test done on road is time formulated as per the guidelines given in the standard.
consuming process and having several drawbacks like All input parameters viz. force required to achieve mean
limitations in maximum force, repeatability, maintaining deceleration, initial performance, fade cycles, blower ON-
test speed etc. Also rider fatigue and unsafe riding OFF conditions and recovery performance are pre
condition will further lead to inaccuracy of test. An programmed in the formulated test cycle.
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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 CONCLUSIONS


validate the experiment carried out in lab, performance
and endurance test carried out on road and test results l The custom-built test facility was successfully
were compared. Good correlation was observed between developed to meet all the requirements. MFDD
road and lab test in performance test. MFDD comparison comparison between road and lab
was tabulated for both front disc and rear drum brake
l In addition to performance and endurance test other
for same test speed and input force in Table-III. However
tests like city cycle simulation test, down hill mode
there is a small variation in MFDD between on road and
test, glazing test etc were developed
lab test, which is due to limitations in maintaining the
test speed, precise application of force and also depends l Good correlation, between lab testing and onroad
on the skill of the rider in road test. 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

Table - III : Correlation of Road and Lab Test. l Rider fatigue and unsafe condition eliminated by
(*Not Tested Due to Unsafe Riding. **Not avoiding on-road endurance of brake testing
Tested Due to Linkage Design Constraint)
ACKNOWLEDGMENTS
In addition to that one disc brake pad was subjected to The authors would like to thank Mr. Vinay Harne, Vice
road test and compared the life with similar samples President (R&D), TVS Motor Co. Ltd., for his continued
tested in lab under accelerated condition. This study was support to the present study. The authors also express
resulted in direct correlation of road and lab testing. From their gratitude towards the management of TVS Motor
the liner wear data it was able to formulate a correlation Co. Ltd. for allowing them to publish this work. The
that one cycle in lab testing equals to 1.4 km on road. authors also appreciate the timely help and assistance
Time compression of 1:30 times achieved in lab testing extended by their colleagues Mr. S.Mohan, Mr. Rajput
through this inertia simulation technique. Brijesh.
SAFETY CONSIDERATIONS : Since the brake parts like
brake drum, disc etc are rotating at high speed during REFERENCES
test, there are more likely chances of causing accident
in case of any failure in the rotating component. Also 1. IS 13453:1994, “Automotive Vehicles-Braking
the force gauge, torque-metering flange, non-contact Systems Method of Test on Brake Dynamometer for
temperature sensor are expensive. In order to avoid Two and Three Wheelers”
damages to test bench and other external damage, 2. Pawar, P. R., “Effect of Disc and Drum Brake on
necessary steps are taken care in the design of test the Durability of Front Shock Absorber Tube of a
bench. Protective cover was provided in the system to Motorcycle”, SAE paper 2003-26-0031
avoid accidents during testing and water splash during 3. HBM Torque Metering System - Manual
water recovery test is represented in Fig. 20. 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

Figure 20 : Safety Arrangement in Test Bench


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