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Materials Today: Proceedings 5 (2018) 5864–5869 www.materialstoday.com/proceedings

ICMPC 2017

A review on properties of conventional and metal matrix composite

materials in manufacturing of disc brake
P Shiva Shanker
Faculty in Mechanical Engineering, University College of Engineering & Technology,MGU, Nalgonda- 508001

Abstract

Brake is the most important element in automobile which keeps safety and comfortable. This paper reviews on different braking
methods and procedures used in the study of automotive braking system. It covers types of braking systems, material properties
and different types of materials used in the manufacturing of especially disc brakes. The advantages and limitations of each type
of braking approach were examined from the previous research papers. This study will be helpful for understanding the
improvement and performance of the braking system, to increase the fuel consumption and reduction of weight in automobiles.
And also discusses the materials used from past studies and use of different conventional materials like cast iron and Metal
Matrix Composites (MMCs) material. From the past two decades a lot of improvement in MMCs is observed in a big way,
primarily because of their superior physical, mechanical and tribological properties when compared to monolithic materials. The
principal advantage of MMCs over other materials lies in the improved in strength, hardness and reduction of weight. .It is found
that the analysis are still in approach favored by the automobile sector.

© 2017 Elsevier Ltd. All rights reserved.

Selection and/or Peer-review under responsibility of 7th International Conference of Materials Processing and Characterization.

Keywords: Brake; Drum brake; Disc Brake; carbon- carbon material; metal matrix composites.

1. Introduction

A brake is a device by means of which artificial frictional resistance is applied on a moving member, in order to
stop the motion of member. In the process of performing this function, the brake absorbs kinetic energy of the
moving member. The energy absorbed by brakes is dissipated in the form of heat. This heat is dissipated into the
surrounding atmosphere to stop the vehicle, so the brake system should have the following requirements:
 The brakes must be strong enough to stop the vehicle with in a minimum Distance in an emergency.
 The driver must have proper control over the vehicle during braking and the vehicle must not skid.

2214-7853© 2017 Elsevier Ltd. All rights reserved.

Selection and/or Peer-review under responsibility of 7th International Conference of Materials Processing and Characterization.
 P. Shiva Shanker et al./ Materials Today: Proceedings 5 (2018) 5864–5869 5865

 The brakes must have well anti fade characteristics i.e. their effectiveness should not decrease with
constant prolonged application.
 The brakes should have well anti wear properties.

1.1. Based on mode of operation brakes are classified as follows

 Hydraulic brakes.
 Air brakes.
 Magnetic brakes.

1.1.1. Hydraulic brake

The hydraulic brake is an arrangement of braking mechanism which uses brake fluid, to transfer pressure from the
control mechanism to the braking mechanism.

1.1.2. Air brake

An air brake is more formally a compressed air brake system, is a type of frictional braking system for vehicles in
which compressed air is used for pressing a piston to apply the pressure on the brake pad needed to stop the vehicle.
Air brakes are used in large heavy vehicles, particularly those having multiple trailers which must be linked into the
brake system, such as trucks, buses, trailers.

1.1.3. Magnetic brake

Brakes are a relatively new technology that are beginning to gain popularity due to their high degree of safety.
Rather than slowing a train via friction (such as fin or skid brakes), which can often be affected by various elements
such as rain, magnetic brakes completely on certain magnetic properties and resistance. In fact, magnetic brakes
never come in contact with the train.

Magnetic brakes are made up of one or two rows of neodymium magnets. When a metal fin (typically copper or a
copper/aluminum alloy) passes between the rows of magnets, eddy currents are generated in the fin, which creates a
magnetic force opposing the fin's motion. The resultant braking force is directly proportional to the speed at which
the fin is moving through the brake element. This very property, however, is also one of magnetic braking's
disadvantages in that the eddy force itself can never completely hold a train in ideal condition. It is then often
necessary to hold the train in place with an additional set of fin brakes or "kicker wheels" which are simple rubber
tires that make contact with the train and effectively park it.

Magnetic brakes can be found in two configurations:

 The brake elements are mounted to the track or alongside the track and the fins are mounted to the
underside or sides of the train. This configuration looks similar to frictional fin brakes.
 The fins are mounted to the track and the brake elements are mounted to the underside of the train. This
configuration can be found on Intamin's Accelerator Coasters (also known as Rocket Coasters) such as
Kingda Ka at Six Flags Great Adventure
5866 P Shiva Shanker et al./ Materials Today: Proceedings 5 (2018) 5864–5869

1.2. According to the direction of forces acting

The mechanical brakes according to the direction of acting force may be sub divided into the following two groups:
 Radial brakes.
 Axial brakes.

1.2.1. Radial brakes

In these brakes the force acting on the brake drum is in radial direction. The radial brake may be subdivided into
external brakes and internal brakes.

1.2.2. Axial brakes

In these brakes the force acting on the brake drum is only in the axial direction. e.g. Disc brakes and Cone brakes.
In this review paper mainly concentrating on the Disc braking system which is prominently using in the
present automobile braking application. Disc type of brakes inception, development and use began in England in the
18th century. The first caliper-type automobile disc brake was patented by Frederick William Lanchester in his
Birmingham, UK factory in 1902 and used successfully on Lanchester cars. However, the limited choice of metals
in those period, meant that he had to use copper as the braking medium acting on the disc. The poor state of the
roads at this time, dusty, rough tracks, meant that the copper wore quickly making the disc brake system non-viable
(as recorded in The Lanchester Legacy). It took another 50 years for innovation of Modern-style disc brakes.

A disc brake consists of a disc bolted to the wheel hub and a stationary housing called caliper. The caliper
is connected to some stationary part of the vehicle, like the axle casing or the stub axle and is cast in two parts, each
part containing a piston. In between each piston and the disc, there is a friction pad held in position by retaining
pins, spring plates etc. passages are drilled in the caliper for the fluid to enter or leave each housing. These passages
are also connected to another one for bleeding. Each cylinder contains rubber-sealing ring between the cylinder and
piston.

The brake disc is usually made of cast iron, but some cases made of composite materials such as reinforced
carbon– carbon, ceramic matrix composites and metal matrix composites. Compared to drum braking system the
disc braking system offers better stopping performance, because the disc is more readily cooled and the contact area
of brake pads is also more. As a consequence discs are less prone to the "brake fade"; and disc brakes recover more
quickly from immersion (wet brakes are less effective). Most drum brake designs have at least one leading shoe,
which gives a servo-effect. By contrast, a disc brake has no self-servo effect and its braking force is always
proportional to the pressure placed on the brake pad by the braking system via any brake servo, braking pedal or
lever, this tends to give the driver better "feel" to avoid impending lockup.

1.2. Material properties

The most important member in a mechanical brake is the Disc. The material should possess the following properties:
 High and reproducible coefficient of friction.
 Imperviousness to environmental conditions.
 Ability to withstand high temperature (thermal stability)
 High wear resistance.
 Flexibility and conformability to any surface.
 P. Shiva Shanker et al./ Materials Today: Proceedings 5 (2018) 5864–5869 5867

2. Experimental Approaches:

Prashant Chavan and Amol Apte[1] Gives simplified yet almost equally accurate modeling and analysis method for
thermo-mechanical analysis using brake fade test simulation as an example. This methodology is based on use of
ABAQUS Axisymmetric analysis technique modified to represent effect of discrete bolting, bolt preloads, and
contacts within various components of the assembly. In the course of brake operation, frictional heat is dissipated
mostly into pads and a disk, and an occasional uneven temperature distribution on the components could induce
severe thermo elastic distortion of the disk. The thermal distortion of a normally flat surface into a highly deformed
state, called thermo elastic transition. It sometimes occurs in a sequence of stable continuously related states s
operating conditions change. At other times, however, the stable evolution behavior of the sliding system crosses a
threshold whereupon a sudden change of contact conditions occurs as the result of instability. This invokes a
feedback loop that comprises the localized elevation of frictional heating, the resultant localized bulging, a localized
pressure increases as the result of bulging, and further elevation of frictional heating as the result of the pressure
increase.

M. Nouby, D. Mathivanan, K. Srinivasan [2] proposes an approach to investigate the influencing factors of the brake
pad on the disc brake squeal by integrating finite element simulations with statistical regression techniques.
Complex eigen value analysis (CEA) has been widely used to predict unstable frequencies in brake systems models.
The finite element model is correlated with experimental modal test. The ‘input-output’ relationship between the
brake squeal and the brake pad geometry is constructed for possible prediction of the squeal using various
geometrical configurations of the disc brake. Influences of the various factors namely; Young’s modulus of back
plate, back plate thickness, chamfer, distance between two slots, slot width and angle of slot are investigated using
design of experiments (DOE) technique. A mathematical prediction model has been developed based on the most
influencing factors and the validation simulation experiments proved its adequacy.

H Mazidi,S.Jalalifar, J. Chakhoo[3] In this study, the heat conduction problems of the disc brake components (Pad
and Rotor) are modeled mathematically and is solved numerically using finite difference method. In the
discretization of time dependent equations theimplicit method is taken into account. In the derivation of heat
equations, parameters such as the duration of braking, vehicle velocity, Geometries and the dimensions of the brake
components, Materials of the disc brake rotor and the PAD and contact pressure distribution have been taken into
account.

Piotr GRZEŚ[4] The aim of this paper was to investigate the temperature fields of the solid disc brake during short,
emergency braking. In this paper transient thermal analysis of disc brakes in single brake application was performed.
To obtain the numerical simulation parabolic heat conduction equation for two-dimensional model was used. The
results show that both evolution of rotating speed of disc and contact pressure with specific material properties
intensely effect disc brake temperature fields in the domain of time.

V.M.M.Thilak, R.Krishnaraj, Dr.M.Sakthivel, K.Kanthavel, Deepan Marudachalam M.G, R.Palani [5] In this work,
an attempt has been made to investigate the suitable hybrid composite material which is lighter than cast iron and
has good Young’s modulus, Yield strength and density properties. Aluminum base metal matrix composite and High
Strength Glass Fiber composites have a promising friction and wear behavior as a Disk brake rotor. The transient
thermo elastic analysis of Disc brakes in repeated brake applications has been performed and the results were
compared. The suitable material for the braking operation is S2 glass fiber and all the values obtained from the
analysis are less than their allowable values.

Rajendra Pohane, R. G. Choudhari [6] FEM model is preparerd for contact analysis. A three dimensional finite
element model of the brake pad and the disc is developed to calculate static structural analysis, and transient state
analysis. The comparison is made between the solid and ventilated disc keeping the same material properties and
constraints and using general purpose finite element analysis. This paper discusses how general purpose finite
element analysis software can be used to analyze the equivalent (von-mises) stresses& the thermal stresses at disc to
pad interface.
5868 P Shiva Shanker et al./ Materials Today: Proceedings 5 (2018) 5864–5869

P. Liu a, H. Zheng a, C. Cai a, Y.Y. Wang a, C. Lu a,K.H. Ang b, G.R. Liu [7].An attempt is made to investigate the
effects of system parameters, such as the hydraulic pressure, the rotational velocity of the disc, the friction
coefficient of the contact interactions between the pads and the disc, the stiffness of the disc, and the stiffness of the
back plates of the pads, on the disc squeal. The simulation results show that significant pad bending vibration may
be responsible for the disc brake squeal. The squeal can be reduced by decreasing the friction coefficient, increasing
the stiffness of the disc, using damping material on the back plates of the pads, and modifying the shape of the brake
pads.

Abd Rahim Abu, Bakar, Huajiang Ouyang [8] Their studies on the contact pressure distribution of a solid disc brake
as a result of structural modifications. Before modifications are simulated, four different models of different degrees
of complexity for contact analysis are investigated. It is shown that the contact pressure distributions obtained from
these four models are quite different. This suggests that one should be careful in modeling disc brakes in order to
obtain correct contact pressure distributions. This work could help design engineers to obtain a more uniform
pressure distribution and subsequently satisfy customers’ needs by making pad life longer.

Senatore et al. [9] conducted an experimental work on brake and clutch facing samples in Sliding motion at different
levels of loading, slip speed and sliding acceleration. They performed short time experiments using Pin-on-disc
sliding contact in the laboratory test stand. They Obtained a comprehensive view of the influence of the main sliding
parameters by means of an artificial neural network. They investigated the not weak influence of the sliding
acceleration to improve the friction coefficient prediction during transient operations. They concluded that the
higher the sliding acceleration, the higher the friction coefficient. The materials have exhibited nearly linear
dependence of the friction coefficient on the pressure contact in the studied ranges.

Fieldhouse and Steel [10] summarized an experimental work on varying mechanically induced offset center of
pressure between the pad and rotor. They investigated the propensity of a brake to generate noise over a range of
temperatures and pressures. Their results indicated that a mechanical instability which is not influenced by
temperature or pressure is possible within a brake system. Such a mechanical instability is caused by „spragging‟ of
the system, which would encourage low-frequency noise generation. Pad abutment is important with a trailing
abutment being found to be the most stable arrangement. The co-planar forces acting on the pad tend to promote a
leading offset. At minimum friction for the pad-caliper abutment interface the o€ set tends towards the critical offset
value. To promote stability a disc brake requires a high friction coefficient between pad abutment and caliper
mounting bracket and a low friction material coefficient. The position of the mounting plane for the caliper carrier
bracket is important because of its influence over the spragging angle. It needs to be as close to the plane of the disc
rubbing surface as possible.

S.Dhiyaneswaran and Amirthagadeswarn [11] conducted a comparitive study of disc brake materials through CAE.
The materials are cast iron and Al MMC. In their study of cast iron the stress is concentrated and distributed near
pad contacting regions. Also the maximum stress is induced in the pad contact area. The elastic strain of cast iron
disc brake is maximum occurs in disc and pad contact area which is the weaker section. The maximum elastic strain
occurs in disc and pad contact area which is the weaker section. The displacement of cast iron disc brake is at the
pad area. The maximum displacement occurs in disc and pad contact area only. Strain energy plot is linear. And the
cast iron disc brake stores 0.01 J of strain energy during the application of brake. Whereas in the Al metal matrix
composites the Contact stress pattern of composite disc brake is at the hub of the disc and pad area .The stress is
concentrated and distributed near pad contact regions. The distribution of stress in composite disc is higher than the
CI disc. But maximum stress in both CI and Al MMC are within the elastic limit. The elastic strain of composite
disc brake is maximum occurred in disc and contact area. The maximum elastic strain in composite brake disc is
higher than the CI brake disc as the material is relatively ductile. The displacement of composite disc brake
maximum near pad contact area. Greater displacement occurs in composite disc brake compared to CI disc brake.
The strain energy plot linear. And the composite disc brake stores 0.012 J of strain energy. The energy stored by the
composite disc brake is comparatively high than CI disc brake. Hence the composite disc brake absorbs more strain
energy within its elastic limit. It reveals the composite material disc brake can withstand more number of braking
cycles than CI disc brake.
 P. Shiva Shanker et al./ Materials Today: Proceedings 5 (2018) 5864–5869 5869

Parth S Joshi et al[12]. Fabricated disc brake rotor with AMMCs. It is the combination of aluminium and silicon
carbide along with small quantity of other material like magnesium, aluminium oxide, and graphite which are added
in precise quantity to enhance the chemical, mechanical and thermal strength of material. The whole process is
carried out in controlled environment. Gravity die casting is the used for manufacturing purpose. Pre-processing of
additives are carried out precisely. The study states that Stir casting is one of the economical and extensively used
methods to enhance attractive properties of AMC’s. As the result Gravity stir casting is most economical process
used for casting of AMMC. Pre heating of mould reduced porosity and enhanced mechanical properties. Pre heating
of reinforcement resulted in uniform distribution and better mechanical properties. Addition of Magnesium showed.

Conclusion

It is clearly observed that use of conventional type material in manufacturing of disc brake is reducing and many
research works are exhibiting on future materials which can perform much better than the conventional material.
After the introduction of metal matrix composites many combination of material like Al, SiC, graphite, magnesium
etc., is been tested, resulting and got improvement in the physical, thermal, chemical, mechanical properties and
also reduction of weight at great extent which directly effect on fuel economy. High Strength Glass Fiber
composites have a promising friction and wear behaviour.

References

[1] Prashant Chavan & Amol Apte. Axi-symmetric analysis of bolted disc brake assembly to evaluate thermal stresses. TATA motors ltd.

[2] M. Nouby, D. Mathivanan, K. Srinivasan. A combined approach of complex Eigen value analysis and design of experiments (DOE) to
study disc brake squeal, IJEST. Vol. 1. No. 1, 2009, p. 254-271.

[3] H Mazidi, S.Jalalifar, J. Chakhoo. Mathematical Model of heat conduction in a disc brake system during braking, AJAS .2011.p. 119-
136.

[4] Piotr GRZEŚ. Finite Element Analysis of Disc Temperature During Braking Process, Faculty of Mechanical Engineering, Białystok
Technical University.p.15-351.

[5] Thilak et al.Transient Thermal and Structural Analysis of the Rotor Disc of Disc Brake , IJSER.2011.

[6] Rajendra Pohane and R. G. Choudhari. Design and Finite Element Analysis of Disc Brake. IJERIA.2011.p. 147-158.

[7 ] P. Liu et al. Analysis of disc brake squeal using the complex Eigen value method, Science Direct, Applied Acoustics. 2007. p.603–615.

[8] Abd Rahim et al. Prediction of Disc Brake Contact Pressure Distributions by Finite Element Analysis, Jurnal Teknologi. 2005. P . 21–
36.

[9] A. Senatore et al. Experimental investigation and neural network prediction of brakes and clutch material frictional behavior considering
the sliding acceleration influence, Tribology International. 2011. p. 1199 - 1207.

[10] J.D.Fieldhouse and W.P. Steel. A study of brake noise and the influence of the centre of pressure at the disc/pad interface, the
coefficient of friction and caliper mounting geometry. Automobile Engineering, part D,2003.p. 217.

[11] S.Dhiyaneswaran and Amirthagadeswarn. Comparative study of disc brake materials through CAE. IJMER. International Conference
on Advances in Engineering and Management (ICAEM).p.173-179.

[12] Parth S Joshi et al. Manufacturing of Disc Brake Rotor Using Aluminium Metal Matrix Composite (AMMC) reinforced with Silicon
Carbide. Imperial Journal of Interdisiciplinary Research(IJIR).2016. p . 1195-1200.