MANUFACTURING OF DISC BRAKE ROTOR

ME 312 Project Report

Submitted by

Anushka Anand (190103016)

Miloni Patel (190103057)
Pratyanshu Raj Singh (190103069)
Richa Kumari (190103074)

MECHANICAL ENGINEERING
INDIAN INSTITUTE OF TECHNOLOGY GUWAHATI
GUWAHATI – 781039, INDIA

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ABSTRACT
The braking system is an essential component of any automotive. The braking system must be
constructed with precision and consideration. This is done to adhere to several requirements
such as economy and vehicle weight, among others. To decelerate by totally locking the
wheels, the braking systems must deliver sufficient force. Disc brakes are well-known in the
automotive industry, where they are commonly employed on vehicle and motorbike wheels.
These are usually cast iron discs that are fastened to the wheel hub. This is sandwiched
between two pads that are activated by pistons housed in a calliper on the stub shaft.When
you press the brake pedal, hydraulically pressured fluid is pumped into the cylinders,
causing the opposing pistons and brake pads to come into frictional contact with the disc.
Stable braking, simple ventilation, balancing thrust loads, and design simplicity are all
advantages of this type of brakes. The net thrust load on the disc cancels as the pads on
either side of the disc are pressed to the disc with equal force.
The focus of the report is on the manufacturing aspects of a brake system. The objectiveness,
assumptions, and calculations used in the design of a brake system are explained in this
study. Instead of air bags, good suspension systems, good handling, and safe cornering, the
brake system is the most important system in the car. A passenger in a car without a brake
system is in a dangerous situation. As a result, all cars must have a suitable braking system.
In this study, the alloy steel disc brake material is used to calculate normal force, shear
force, and piston force, as well as the disc brake braking distance.

A comparison of a braking system constructed of grey cast iron (traditional material) vs

SS410, a low alloy high strength alloy steel.Compressive strength, coefficient of friction,
wear rate, specific heat, specific gravity, and other test parameters are addressed, since they
are thought to be the most essential factors for the operation of a brake system

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 CONTENTS

Page
Chapters Title
No.
ABSTRACT ii
CONTENTS iii
1 INTRODUCTION 2
1.1 About Brakes 3
1.2 Types of Brakes 3
2 MANUFACTURING 4-9
2.1 Manufacturing of Brake Discs
2.1.1 Material Selection 4
2.1.2 Casting 5
2.1.3 Machining 7
2.1.4 Drilling 8
3 OPTIMISATION OF BRAKE DISC ROTOR 10-14
3.1 Procedure 10
3.2 Design Specifications of rotor 11
3.3 Modelling of Disc rotor 12
3.4 Tangential Force Between Pad and Rotor (Inner Face) 13
3.5 Structural Optimisation 14
4 MARKET RESEARCH AND COST ANALYSIS 16-17
5 CONCLUSION 18
4.1 Conclusion 18
REFERENCES 19-20

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INTRODUCTION CHAPTER-1

1.1 About Brakes

Brake systems are only meant to perform one thing: stop the car. It may appear simple, but
complications arise when brakes are required to stop a vehicle from a high speed in a limited
distance and repeatedly. Brakes adapted from those used on horse-drawn waggons were the
first. These crude brakes were quickly modified to the early external-type drum brakes, all
having mechanical actuating systems, as cars became heavier and more powerful.

Disc brakes first appeared after World War II. The 1949 Crosley Supersport was the first
automobile with disc brakes. Many race cars quickly adopted disc brakes. Indianapolis500
cars used disc brakes early too, but they had little effect on the outcome of races on this fast
track. Beyond the basic changes in brake design, there have been many important
improvements. Moreover, main function of braking system:

1. In the event of an emergency, safely stop the car in the shortest distance possible.

2. To keep the vehicle under control as it descends the slopes.

3. When there is no driver, retain the car in the desired position after bringing it to a complete
stop.

Although alternative techniques of energy conversion may be used, most brakes use friction
between two surfaces pressed together to convert the kinetic energy of the moving object into
heat. Regenerative braking, for example, converts a large portion of the energy into electrical
energy, which can then be stored for later use. Other methods, such as pressurised air or
pressured oil, transform kinetic energy into potential energy. Eddy current brakes use
magnetic fields to convert kinetic energy into electric current, which is then transferred to
heat in the brake disc, fin, or rail. Other braking techniques even convert kinetic energy into
various forms, such as by transferring it

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 Figure 1.1: Disc Brake assembly

1.2 Types of Brakes

Broadly, there are two types of brakes:
• Drum Brakes
• Disc Brakes
As we already know, nowadays disc brakes are used the most as they are more
advantageous.

DISC BRAKES
Modern design is the disc brake. The drum is replaced by a flat metal disc, or rotor with a
rubbing surface on each side. The rotor is usually made of cast iron.
Components of Disc Brake-
• Brake Pads: Disc-brake friction material is mounted on a brake-pad backing plate, which is
usually a steel plate. This assembly is called a brake pad.
• Rotor: The rotor, usually made of cast iron, is the largest and heaviest part of a disc brake.
It is a flat circular disc with a contact surface on each side. The rotor may either be solid or it
can be vented.
• Calliper and Support: Disc Brake callipers contain brake pads and hydraulic pistons that
move the pads against the rotor surfaces.
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MANUFACTURING CHAPTER-2

2.1 Manufacturing of Brake Discs

Manufacturing of brake disc generally consists of following process:
 Material Selection
 Metal Casting
 Metal Cutting
 Metal Forming and shaping
 Fabrication and welding

2.1.1 MATERIAL SELECTION

For material selection there are number of methods that have evolved to a position of
prominence. Selecting the optimum combination of material and process is not a simple task
rather gradually evolved processes during the different stages of material selection. The
stages of material selection method are shown using a flow chart in Figure 2.1

Figure 2.1: Flow chart of material selection method.

Disc brake systems generate braking force via way of means of clamping brake pads onto a
rotor this is set up to the hub. The excessive mechanical benefit of hydraulic and mechanical
disc brakes lets in a small lever input force on the handlebar to be transformed right into a
huge clamp pressure on the wheel. This huge clamp pressure pinches the rotor with friction
material pads and generates brake power. The higher the coefficient of friction for the pad,
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the extra brake power may be generated. Coefficient of friction can vary depending on the
kind of material used for the brake rotor. Typically, service brakes are worried with dynamic
coefficient of friction, or the coefficient of friction measured at the same time as the vehicle
is moving.

Figure 2.2: Material Selection Chart

Based on the properties, materials for automotive brake disc were selected as:
i. Grey Cast Iron
ii. SS420

2.1.2 CASTING
A mechanical stir caster as was built to produce the various casting objects. The semi-solid
alloy for rotor was sheared in a heated tubular zone between a rotor and a crucible. The caster
furnace was heated by means of four resistance heating elements. One element around the
wide reservoir at the top of the crucible and three along the lower narrow section were used

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to control the temperature in the semisolid range of the alloy. The temperature of the
configuration was maintained at 1150 °C. [1]

Stir Casting Device Crucible and rotor

Figure 2.3: Depiction of Casting Process

Control of stirrer height, stirring speed, stirring time, and the temperature profile of the
furnace, was analysed on a PC by means of LABVIEW control software, and data input and
output control boards. The software also displayed and logged the height of the stirrer,
stirring speed, the torque experienced by the stirrer and temperatures in the furnace, and, on a
real time basis. [2]

The stir casting method is provided with a stirrer used for the continuous mixing of melted
material. Then the melted steel alloy cooled upto 1200degree C to put it into a stir casting
furnace. Stirrer continues the mixing of the mixture and then it gives the matrix of steel and
aluminium. Because of stirrer action the layers of aluminium and steel are formed and thus
they generate fibers. The highest percentage of steel ensures high strength and presence of
aluminium provides better finishing for friction in contact with the brake pad, ultimately
achieving better braking action with minimum force. Aluminium-steel alloy discs provide
better strength to weight ratio and also reduction in weight of the disc brake than the
conventional material used (like cast iron). [3]

Alternate Method Of Casting

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In brake casting, permanent mould casting can also be done which usually gives out a good
surface finish. The molten metal is poured into a permanent mould cavity. Then cores are
inserted into the mould which forms a ventilation cavity in the disc ring (brake disc) to
prevent the disc from overheating.

Figure 2.4: Permanent mould

Then the covered mould is sent to a large press which applies tons of pressure and heating
which makes it stronger. Once the mould is cooled down it is submerged in cold water
enabling them to pull out the cores and remove the cover of the mould.

2.1.3 MACHINING
Further, machining is done to smoothen all the rough edges and to drill tiny ventilation holes.

Figure 2.5: Machining process

Then, the disc is mounted on the crucible and a funnel is placed at the centre of the disc ring
and is filled with fine silicon powder. Crucible is then loaded into a furnace for 24 hours and
is heated until the silicon powder is melted completely. This liquid silicon flows into the
pores of the framework of the disc ring and forms a layer of silicon carbide making it
exceptionally hard.
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 Figure 2.6: Mounted on crucible

Disc castings are much larger than the finished discs because the uniform material of required
technical characteristics, such as composition, hardness, and structure only lies at a certain
depth below the surface of the mould. The casting allowance ranges from 1.5 to 2 mm which
makes 25% of the casting material removable while machining.

2.1.4 DRILLING
After that drill machine bores the mounting holes on the disc ring. Then a layer of protective
paint is applied to the shield disc ring from oxidation. Finally, with the help of a computer
guided robot arm the disc surface is polished.

Figure 2.7: Drilling Process

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Basic disc-shaping operations are performed by semi-automatic machining groups composed
of numerically-controlled turning lathes and CNC drilling machines interconnected with
transfer lines. Some of the operations and their device are-

Operation description Stand

Shot blasting Shot-blasting machine

Preliminary turning CNC turning lathe

Intermediate turning CNC turning lathe

Final turning CNC turning lathe

Drilling CNC Drilling machine

Anticorrosive protection Anticorrosive protection line

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OPTIMISATION OF BRAKE DISC ROTOR CHAPTER-3

3.1 PROCEDURE

Figure 3.1: Flow chart of Design and Analysis

3.2 DESIGN SPECIFICATION OF ROTOR

Rotor disc dimension 240mm

Rotor disc material ASTM G50 Grey Cast Iron

Pad brake area 0.0067 m2

Pad brake material Asbestos

Coefficient of friction (Wet) 0.07-0.13

Coefficient of friction (Dry) 0.3-0.5

Maximum temperature 350 ºC

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Maximum pressure 1MPa

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3.3 MODELING OF DISC ROTOR

Modeling of disc brake is generated using SOLIDWORKS. The model of brake disc as a 3D.
The disc has a radius of 0.120 m and a thickness of 0.050 m.

Fig.3.2: 3D model of disc rotor

3.4 TANGENTIAL FORCE BETWEEN PAD AND ROTOR (INNER FACE)

FTRI = Normal force between pad brake and Rotor (Inner)

μ1 =Coefficient of friction = 0.5

A =Pad brake area

So, FTRI = 0.5 x 0.5 x 1e6 x 0.0067 =1675 N

Tangential force between pad and rotor FTRO which is equal to FTRI because of same
normal force and same material.

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3.5 BRAKE TORQUE (TB)

Assumption of equal coefficients of friction and normal forces on the faces:

Where, TB = Brake torque

μ is the coefficient of friction, FT is the total normal forces on disc brake (inner and outer
face) = 1675 N and R is the radius of rotor disc.

TB = (1675) (120×10e-3) = 201 Nm

3.6 BRAKE DISTANCE

We know that tangential braking force acting at the point of contact of the brake,

Where FT is the total normal forces on disc brake and x is the distance travelled (in meter) by
the vehicle before it come to rest. We know kinetic energy of the vehicle.

Where m is the mass of vehicle and v is the velocity of vehicle.

In order to stop the vehicle to, the work done against friction must be equal to kinetic energy
of the vehicle. Comparing given equations,

Assuming, v = 100 km/h =27.77 m/s and m =132 kg. (Dry weight of Vehicle)

So, we get x = (132×27.772) / (2×1675) =30.38 m

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Optimisation

We have covered design, topology and material optimisation in this report.

Design Optimisation

Non-Vented Vented

1.23 MPa 1.20 MPa

Maximum equivalent stress

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Vents are provided in order to increase cooling rate of the brake disc and to eliminate the risk
of brake fade. Vents make brakes durable.

Topology Optimisation

Redundant part Eliminated part

Elimination of redundant material in the final design by retaining 60% of the mass and hence
saving up the material consumption and cost.

Material Optimisation

We have used two materials and compared them on the basis of total deformation and
equivalent stress.

The Materials used and their properties are:

Grey Cast Iron Stainless Steel

0.2948 µm 0.1704 µm

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The deformation value of stainless steel 410 is significantly less than that of gray cast iron,
thus SS410 is preferred.

Therefore, our final optimised model is:

FINAL OPTIMISED MODEL

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BRAKE DISC USES AND MARKET RESEARCH CHAPTER-4

Motorcycles and scooters - Motorcycle discs are usually stainless steel, drilled, slotted or
wavy to disperse rainwater. They tend to have a floating design that can move slightly,
allowing better disc centering with a fixed calliper. It avoids disc warping and reduces heat
transfer to the wheel hub.
Bicycles - Mountain bike disc brakes may range from simple, mechanical (cable) systems to
expensive, robust hydraulic disc systems used on downhill racing bikes. Many bicycle brake
discs are made of steel.
Heavy Vehicles - Disc brakes have an increased use on large and heavy road vehicles,
replacing drum brakes. The disc's deficit of self-assist makes brake force much more
predictable, reducing the risk of breaking-induced steering.
Rail and aircraft - Discs are used for railroad cars, trams and some aeroplanes. Passenger
rail cars and light rail vehicles use disc brakes outboard the wheels, which secure a free flow
of air.
Automotive use - For automotive use, disc brake discs are commonly made of grey iron.
Some racing cars and aeroplanes use brakes with carbon fibre discs and carbon fibre pads to
reduce weight.
Racing - Carbon-carbon braking is now used in most top-level motorsport worldwide,
reducing unspring weight, giving better frictional performance and improving structural
properties at high temperatures, compared to cast iron.

Market Volume And Market Price Of Disc Brake Manufacture:

Automotive Disc Brake Market Synopsis
The automotive disc brake market is expected to reach around USD 18 billion by 2025, with
a CAGR of 7% (2020-2027).
Advancements in the automotive industry have led to increasing demand for automotive disc
brakes. They help moderate or halt the rotation of a wheel using brake pads and increase the
safety and efficiency of the vehicle. The self-adjusting nature of disk brakes, rise in the
number of road accidents, growing awareness of vehicle safety regulations, and adoption of
carbon-ceramic brake pads are driving the global market growth.

Segmentation: Global Automotive Disc Brake Market

Market Research Future (MRFR) segments the global disc brake market based on type,
vehicle type, and region. The global disc brake market has been segmented into a fixed,
floating, and sliding calliper based on type. Good thermal conductivity, low noise, and
extended durability are factors that drive the growth of the fixed calliper segment in the
global market.
In 2018, the Asia-Pacific dominated the global automotive disc brake market, followed by
Europe and North America. The Asian-Pacific market is expected to grow at a rapid pace due
to the high sales of automobiles. Furthermore, the expansion of automotive OEMs in
developing economies such as China and India is driving the automotive disc brakes market.
Furthermore, a stable economy and a rise in demand for autonomous and environment-
friendly vehicles from the US and Canada can play to boost the market growth in North
America.

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 Report Details
Attribute/Metric[4]

Market Size 2025: USD 18 Billion

CAGR 7% CAGR (2020-2027)

Base Year 2019

Forecast Period 2020-2027

Historical Data 2018

Forecast Units Value (USD Billion)

Report Coverage Revenue Forecast, Competitive Landscape, Growth Factors, and

Trends

Geographies North America, Europe, Asia-Pacific, and Rest of the World

Covered (RoW)

Leading EBC Brakes (UK), Nissin Kogyo Co., Ltd (Japan), TRW
Manufacturers Automotive (US), Aisin Seiki Co., Ltd (Japan), Haldex AB
(Sweden), Mando Automotive India Private Limited (India),
Knorr-Bremse AG (India), and Brembo SpA (Italy)

COST ANALYSIS OF BRAKE DISC

A rotor needs the ideal disc thickness for the calliper used, generally 4–3.5mm. Then depending
on the weight and power of the vehicle, size of the disc is decided. After designing, optimization
of the disc is done. After this, material selection takes place, generally grey cast iron or Stainless
steel 410 is preferred. Unless you are buying or making the discs in large quantities like in the
1000s, it's going to be expensive and time consuming.
Calculation
Total calculation and designing time = 7–8 days
Analysis and optimisation time = 3–4 days
Then procurement and manufacturing = (depends on the manufacturer) assume 7–8 days.
Material(gray cast iron) for one disc costs = approximately Rs. 700–800
One has to buy extra as material for loss in manufacturing (preferably refer with the
manufacturer).
Manufacturing is conditional= around Rs. 300–800 a disc (with all the processes done).
Overall a disc cost = 1k minimum with 15–20 days of time.
Market cost =Rs. 700-900
This all data is with respect to a bike disc.

CONLUSION

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From the set of variables taken for the experiment, the best result among all is found at
modified disc with 4 mm thickness of SS410 material based on its high heat flux. Alternate
methods of casting were discussed namely stir casting and permanent mould casting. Two
processes of machining and drilling were considered. Further, the disc was optimised. Vents
provide durability to the brakes. Topology Optimisation reduces the weight, material
consumption and cost. Stainless Steel 410 can withstand the load better and proves to be a
preferred material for brake disc.

Disc brakes are familiar from automotive applications in car and motorcycle wheels, heavy
vehicles, rail, aircraft, or racing cars. The advantages of this form of braking are steady
braking, easy ventilation, balancing thrust loads, and design simplicity. There is no self-
energizing action, so the braking action is proportional to the applied force. The automotive
disc brake market is expected to reach around USD 18 billion by 2025, with a CAGR of 7%
(2020-2027). Advancements in the automotive industry have led to increasing demand for
automotive disc brakes

The processes required in manufacturing of brake disc rotors namely, metal casting, drilling
and machining are conducted using furnaces, presses, crucibles and CNC milling and drilling
machines. A common rotor (generally 3.5-4 mm thick). Assuming mass production (in
1000s), one disc costs Rs. 1000 (min) in about 15-20 days as compared to the market price of
Rs. 700-900.

References

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