DESIGN AND ANALYSIS OF DISK

BRAKE
PROJECT REPORT

Submitted by

KAVIYARASAN .V
510914402002

MASTER OF ENGINEERING

IN

CAD/CAM ENGINEERING

GLOBAL INSTITUTE OF ENGINEERING AND

TECHNOLOGY, MELVISHARAM.

ANNA UNIVERSITY: CHENNAI –600025

May 2015

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 BONAFIDE CERTIFICATE

Certified that the project work “ DESIGN AND ANALYSIS OF DISK

BRAKE” is the bonafide work of “KAVIYARASAN.V (510914402002)”
who carried out the research under my supervision.

SIGNATURE SIGNATURE
Mrs.Y.Anitha., ME.,(Ph.D) Mr.R.Nandhakumar ME.,
HEAD OF DEPARTMENT SUPERVISOR
DEPARTMENT OF MECHANICAL DEPARTMENT OF MECHANICAL
ENGINEERING ENGINEERING
GLOBAL INSTITUTE OF GLOBAL INSTITUTE OF
ENGINEERING AND TECHNOLOGY ENGINEERING ANG TECHNOLOGY

Submitted for the examination held on ........................

INTERNAL EXAMINER EXTERNAL EXAMINER

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 ACKNOWLEDGEMENT

With profound gratitude, respect and pride we express our sincere thanks to our
Chairperson Smt. HEMA PRASAD VEDULA, Sri. RAMPRASAD VEDULA
Managing trustee and Director of Administration and Dr. SUHAS VEDULA
Director of academics for having granted us permission to do the individual
attachment project.
.

We are indebted to extend our sincere thanks to the principal

Dr. K. TAMIZHARASU., ME., Ph.D., for his unstinted support and

encouragement to take up the particular program.

We are thankful to Mrs.Y.ANITHA, M.E., Head of the department, Mechanical

Engineering for her inspiring support to our project.

We are also grateful to our project coordinator Mr.R.Nandhakumar MEAssistant

Professor, Department of Mechanical Engineering who supported and gave us
valuable advice and innovative ideas.

Last but not least our sincere thanks to one and all in the college, Governing and
our staff members for providing excellent facilities and support.

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 AB S T R AC T

Safety aspect in automotive engineering has been considered as a number one

priority in development of new vehicle. Each single system has been studied
and developed in order to meet safety requirement. Instead of having air bag,
good suspension systems, good handling and safe cornering, there is one most
critical system in the vehicle which is brake systems.

Without brake system in the vehicle will put a passenger in unsafe position.
Therefore, it is a must for all vehicles to have proper brake system. Due to critical
system in the vehicle, many of researchers have conducted a study on brake
system and its entire component. In this project, the author has conducted a study
on ventilated and nor mal disc brake rotor of normal passenger vehicle with full
load of capacity. The study is more likely concern of heat and temperature
distribution on disc brake rotor.

Steady state and transient response has been conducted through the heat transfer
analysis where to predict the worse case scenario and temperature behaviors of
disc brake rotor.
In this study, finite element analysis approached has been conducted in order to
identify the temperature distributions and behaviors of disc brake rotor in steady
state and transient responses. Ansys is has been used as finite elements software to
perform the thermal analysis on both responses. Both results have been compared
for better justification. Thus, both results provide better understanding on the
thermal characteristic of disc brake rotor and assist the automotive industry in
developing optimum and effective disc brake rotor.
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 NOMENCLATURE

c Specific heat (J/kg K)

C Capacity matrix

D Elasticity matrix
E Young’s modulus (N/mm²)

h Heat convection coefficient (W/m² K)

k Thermal conductivity (W/m K)

K Stiffness matrix

K Conductivity matrix
P Normal pressure (N/mm²)

P Force vector
Ph Hydraulic pressure (N/mm²)
q Heat flux (W/m²)

r, è, z Cylindrical coordinates

R Heat source vector

T Temperature (K)
T∞ Ambient temperature (K)

U Displacement vector normal component of displacements

á Thermal expansion coefficient ( /°C)

å Strain vector

µ Coefficient of friction
í Poisson’s ratio

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ñ Density (Kg/m³)

ó Stress vector

ù Angular velocity (rad/s)

Subscripts

f Body force

i,j Sub regions i and j, respectively

n Normal direction
surface traction
Δt Temperature rise (K)

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 Contents
1. Introduction 9
1.1 Introduction 9

2. Statement of problem 10

3. objective of scope 11

4. research methodology 12

5. thesis outline 13

6. literature review 14

6.1 introduction 14

7. brake system review 15-16

8. vehicle brake system 17-18

9. parts of disc brake 19

9.1 disc calipers 19

9.2 disc pad 20

9.3 brake disc rotor 20

9.3.1 disc brake rotor description 21

9.4 brake pads 21-22

10. modeling software 23

11. catia v5 24

11.1 introduction 24

11.2 part modeling 24

11.3 general modeling for each part 24-25

11.4 fundamental 25

12. finite element analysis 26

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 12.1 introduction 26

12.2 procedure for ansys analysis 27

12.3 built the model 27

12.4 material properties 27

12.5 solution 28

finite element generation 29

13.
13.1 boundary conditions and loading 29

13.2 model display 29

13.3 material defection 29-30

13.4 solution 30

13.5 post processor 30

14. finite element formulation for heat conduction 31-32

15. thermal analysis 33

15.1 types of thermal analysis 33

15.2 planning the analysis 33

16. structural analysis 34

16.1 types of structural analysis 34

17. structural and static analysis 35

18. modeling analysis 36

19. definition of problem domain 37

20. modeling and analysis 38-40

21. creating a finite element mesh 41

21.1 solid90 element description 40-42

22. applying the boundary conditions 33

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22.1 thermal boundary conditions 43-44
22.2 result 45-46

23. structural analysis of normal disc brake rotor 47

23.1 structural analysis of boundary conditions 47

23.2 results 48-54

24. creating a finite element mesh for ventilated disc brake rotor 55-56

25. applying the boundary conditions 56-59

26. structural analysis of ventilated disc brake rotor 60

26.1 structural boundary conditions 60-61

26.2 result 61-65

27. conclusion 66

28. references 67-68

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 1. INTRODUCTION
1.1. Introduction

Brakes are most important safety parts in the vehicles. Generally all of the vehicles have their
own safety devices to stop their car. Brakes function to slow and stop the rotation of the
wheel. To stop the wheel, braking pads are forced mechanically against the rotor disc on both
surfaces. They are compulsory for all of the modern vehicles and the safe operation of
vehicles. In short, brakes transform the kinetic energy of the car into heat energy, thus slowing
its speed.

Brakes have been retuned and improved ever since their invention. The increases in travelling
speeds as well as the growing weights of cars have made these improvements essential. The
faster a car goes and the heavier it is, the harder it is to stop. An effective braking system is
needed to accomplish this task with challenging term where material need to be lighter than
before and performance of the brakes must be improved. Today's cars often use a combination
of disc brakes and drum brakes. For normal sedan car, normally disc brakes are located on the
front two wheels and drum brakes on the back two wheels. Clearly shows that, together
with the steering components and tyres represent the most important accident avoidance
systems present on a motor vehicle which must reliably operate under various conditions.
However, the effectiveness of braking system depends on the design itself and also the right
selection of material. systems than follow with some improvements. In order to understand the
behaviors of braking system, there are three functions that must be complied for all the time
(Smith,
2002);

a) The braking system must be decelerate a vehicle in a controlled and repeatable fashion and
when appropriate cause the vehicle to stop.
b) The braking should permit the vehicle to maintain a constant speed when traveling downhill.
c) The braking system must hold the vehicle stationary when on the flat or on a gradient.

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Nowadays, there are lot of software has been developed in order to cater the modeling and the
finite element analysis on the vehicle component such as (Automatic Dynamic of Mechanical
Systems), CATIA, ANSYS. There is an advantage of using that powerful computational
analysis software where by using those would make it easier, less cost better accuracy and
less computing time. Most of the software is used in the wide range of industries such as
automotive, oil and gas, aerospace, marine, heavy duty engineering ,construction, electro-
mechanical and general mechanical industries. In this project, design package CATIA and
finite element package will be used to generate model and run analysis on the chosen
component.

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 2. STATEMENT OF PROBLEM
If looking on the overall automotive parts, besides engines, there are more crucial parts that
engineers need to look into consideration. Suspension, brake, electrical, hydraulic and gear
are all the crucial systems in the automotive areas. Each of all system has their own functionality
which brings life to the automation industries. Brakes is such a crucial system in stopping the
vehicle on all moving stages including braking during high speed, sharp cornering, traffic jam
and downhill. All of those braking moments
give a different value of temperature distribution and thermal stress. Good performance of disc
brake rotor comes from good material with better mechanical and thermal properties. Good
designs of disc brake rotor are varying across the range of the vehicles. There are different design
and performance of disc brake rotor if compared between passenger, commercial and heavy dut
y vehicle. There are also other constraints such as cost, weight, manufacturing
capability, robustness and reliability, packaging, maintenance and servicing.

For example, heavy duty vehicle need large size of disc brake rotor if compared to passenger
vehicle. Due to that, it will increased total weight of vehicle as well as fuel consumption and
reduces performances of the vehicle. Moreover, high weight of vehicle induces to high
temperature increased during braking where the higher value of temperature during braking could
lead to braking failure and cracking of disc brake
rotor.

This project concerns of the temperature distribution and constraint of the disc brake rotor. Most
of the passenger cars today have disc brake rotors that are made of grey cast iron (Mackin,
2002). Grey cast iron is chosen for its relatively high ther mal conductivity, high thermal
diffusivity and low cost (Mackin, 2002). In this project, the author will investigate on the
thermal issues of normal passenger vehicle disc brake rotor, where the investigation are to
determine the temperature behavior of the disc brake rotor due to severe braking of the disc
brake rotor by using Finite Element Analysis (FEA).

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According to (Valvano and Lee, 2000), braking performance of a vehicle can be significantly
affected by the temperature rise in the brake components. High temperature during braking will
caused to:

Brake fade, Premature wear, Brake fluid vaporization, Bearing failure, Thermal cracks,
Thermally-excited vibration.

Therefore, it is important to study and predict the temperature rise of a given brake component
and assess its thermal performance in the early design stage. Finite element analysis (FEA) has
been preferred and chosen method to investigate some of the above concerns such as disc brake
rotor temperature rise and thermal cracks (Valvano and Lee)

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 3. OBJECTIVE AND SCOPE
The aim at the end of this project is to predict the temperature rise and the temperature behaviour
of ventilated disc brake rotor with full passenger in the vehicle.

In achieving this aim, project objectives are set as

below:

To understand the working principles, components, standards and theories through a literature

study. To understand the working principle of FEA Software (ANSYS)

To understand the fundamental of heat transfer through thermal analysis of disc brake

rotor. To clearly justify the result and conclusion.

The knowledge gained from this project is to be able to understand the steps needed in thermal
analysis of disc brake rotor by using FEA method. The methods used in this project can later be used
in future as reference for similar research and development. There is the wide range of study on the
disc brake rotor. The disc brake rotor could
be studied on the various areas such as material improvement on the disc brake rotor, vibration on the
disc brake, noise and squeal of the disc brake and thermal stress analysis on the disc brake rotor.
However, on this project, the author will intend to emphasize details on the thermal analysis on
the disc brake rotor of normal passenger vehicle with full capacity of passenger.

The scopes of the projects

are:

Literature review on the working principles, components, standards and theories. Construction of 2D
and
3D model of disc brake rotor.
FE model (Meshing of Geometry
model)
Finite element analysis on steady state and transient analysis which shows the temperature distribution
of disc brake rotor.
Final justification and conclusion.

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 4. RESEARCH METHODOLOGY

Begin with a literature review, a lot of paper and journal has been read up and a part of it has
been considered in this project. Meanwhile, Coordinate Measuring Machine (CMM) has been
used to measure the major coordinate of real disc brake rotor. CMM has been used in order
to get accurate dimension of disc brake rotor. Later, the precise dimensions have been used to
translate in 2D and 3D drawing by using CATIA.

In the second stage, load analysis has been done where the heat flux and convectional
heat transfer coefficients has been calculated. Load analysis calculated based
on full load of passenger in the normal passenger vehicle. Later, value of load analysis has
been applied on finite element analysis.

Next, the fractional 3D model of disc brake rotor has been transfer to finite element
software which is ANSYS. Thermal analysis has been done on steady state and transient
responses. Assigning material properties, load and meshing of the model has been done in
this stages. Then, completed meshing model has been submitted for analysis. Finally an
expected result from the steady state and transient responses of thermal analysis has been
obtained. A flow chart below shows a better understanding of overall contents of this project.

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 5. THESIS OUTLINE
This project consist total of seven chapters as Chapter 1 represent as an
introduction to this whole project. Chapter 1 described the problem statements,
objectives and scope of the project, research methodology and the overall outline of the
contents in this project.

This chapter also described a description of ventilated disc brake rotor and its components. A
few published papers were reviewed and discussed in this chapter. Also a few theory of finite
element analysis has been reviewed and introduction to finite elements sohares are presented.

A few basic functions, operations and procedure of using CMM have been presented in this
chapter. Meanwhile, this chapter also discussed on material justification of disc
brake rotor. The material justifications described the material properties and manufacturing
process of disc brake rotor.

Load anal ysis has been done in Chapter 4. A few assumptions have been made
in
order to reduce the complexity of the analysis. In load analysis, heat flux and
convectional heat transfer coefficient has been calculated. Then, the value of the load analysis
has been applied in the finite element analysis.

This chapter explained the development of 3D model and transferred process to finite elements
softwares. Then, the finite element analysis are clarified step by step from assigning material
properties till submitted the model for anal ysis
.

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 6. LITERATURE REVIEW
6.1 Introduction
Normally, thermal stress analysis has been performed to any of material related to thermal
process in order to oversee the behavior and character of material. Any abnormality
regards to thermal input will give the high values on the stress magnitude of the studied
materials.

The high values of stress magnitude will shows deformation

on
certain areas which load has been applied on it. Design and analysis of certain parts or
component will took much time and it is costly. Therefore, without any analysis or design
tools, it would be limitations on repeated analysis. For decades, finite element analysis (FEA)
has been a preferred method to address some of the above concerns. It can be used to compare
the design alternatives and hence, optimize the brake rotor design prior to production of
prototype components (Valvano and Lee, 2000).

A literature review was conducted to investigate the past research that has been done in many
areas related to this work. In addition, description, histories, functions and theory of disc
brake rotor will be discussed in this chapter. Furthermore, the ory of finite element method
related to thermal analysis will be presented as well in this chapter.

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 7. BRAKE SYSTEM REVIEW
7.1 HISTORY OF BRAKE SYSTEM DEVELOPMENT

In the early days of the automobile, drum brakes were standard. Drum brakes offered several
advantages over other types of brakes. One of these was that the drum could keep out water
and dust, materials that could damage disc brakes which were out in the open.

Major advancement in brake technology came in 191 8 with the invention of fourwheel
hydraulic brake systems by Malcolm Loughead. The hydraulic brake system replaced
the mechanical brake system that was in use at this time. The mechanical system had
numerous disadvantages. It made it difficult to brake all the wheels evenly, often causing a loss
of control. In addition, it required drivers to exert tremendous amounts of force on the brake
pedal to slow the car. The hydraulic brake system multiplied the force that was applied to the
brake, lessening the amount of force needed to be applied to the brake pedal by the driver.

This system was first used in the 1918 Duesenberg. Its advantages quickly caught on and by
1929, four wheel hydraulic braking systems were standard equipment on higher priced cars.
The main problem with drum brakes is that the heat is not efficiently disbursed. The heat that is
produced inside the drum does not escape easily since the drum prevents wind from drawing it
away. However, disc brakes killed the issues when it allowed the heat to be carried away which
increased the efficiency of the brake. However, their use was limited up until the 1950's since
their efficiency was not required and they required more pedal pressure to operate. The reason
for the higher
pedal pressure is that disc brakes have no self-servo effect or no self-energizing capacity that
the drum brakes have.

The self-servo effect is caused by the forward motion of the car. This forward motion helps pull
the brake shoe into contact with the drum. This helped lower the required pedal pressure. Now
that their efficiency was needed and the hydraulic brake system multiplied the force applied to
the brake pedal, disc brakes seemed to be the better alternative. Chrysler was the first to widely
introduce the disc brake in its cars in the early 1950's. The system did not have much success
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till automaker Studebaker to reintroduce the system in 1964. This time it saw much more
success and in a few years, disc brakes were common on most new cars. One of the reasons
that disc brakes were a success with the Studebaker and not the
Chrysler was due to the development of the power braking system. Power brakes became
common in the 195Ots, after Chrysler had developed and dropped its disc brake program.
The system assisted the movement of the piston in the master cylinder which meant that the
driver needed to apply less peddle pressure to get the same braking effectiveness. Therefore,
since ease of braking was no longer an issue, the adoption of the more efficient disc brake
became widespread.

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 8. VEHICLE BRAKE SYSTEM
As we know, the basic functions of the brake system are to slow down a vehicle speed to the
point we need. It 's also help to maintain acceleration during moving downhill and keep the
vehicle on static conditions. Brakes operate by converting the kinetic energy (motion) of an
automobile into heat energy
(Source: Halderman J.D,
1996)

Driver exerts a force on brake pedal which is further amplified by power booster. The force on
brake pedal pressurizes brake fluid in a master cylinder; brake fluid is designed for extreme
conditions, generally a silicone based DOT5 brake fluid is recommended. The hydraulic force
developed by brake fluid is transmitted to a wheel cylinder or calliper at each wheel which
is used to force friction material against the drum or rotor. The friction between the friction
material and rotating drum or rotor causes the rotating part to slow and eventually stop.

In the passenger or commercial vehicle, there are always two main t ypes of brakes
assemblies that have been used. Those types of brakes are drum and disc brakes which have
been described as below.

Drum brakes have their pads located inside of a

drum.
Like the disc in disc brakes, drum brakes also are attached to the wheels. Usually, main
components of drum brake for passenger or commercial vehicle consist of brake shoes,
backing plate, parking brake cable and wheel cylinder. When the brake pedal is pressed the
curved brake shoes (pads) are pushed outward so that they make contact with the rotating
drum. Retracting spring is used in this type of brake (BOSCH, 1996). Just as with disc
brakes, this causes friction which turns kinetic energy into heat energy, thus slowing and
stopping the car to the right point. There is an advantage of using drum brakes, where there is
low cost of common parts. However, there are also some disadvantages, such as the drum
heats up and expands away from the lining material which increasing fading. It is also have
lower efficiency in wet braking action.
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When the brake pedal is pushed, the pads (often called brake shoes) push up against the wheel
disc. The wheel that attached with the rotor will affected by force from pads and makes the
wheel stop rotate. Those for both of disc and drum brakes are refer to mechanical, hydraulic
and power brake systems in order to make the brake systems function smoothly. According to
many researchers, disc brake system has many advantages over drum brakes. The major part of
rotor is exposed to air; therefore there is sufficient air flow over brakes to dissipate the heat
generated resulting in cooling down of rotor temperature easily.
The rotor expands in the direction of the friction material in
disc
brakes as opposed to drum brakes. The pressure applied on the rotor is more uniform resulting
in even braking action as compared with drum brakes. It is also possible on wet stopping when
water slide off the rotor surface.

9. Parts of disc brake

9.1 DISC CALLIPERS

There are two types of disc callipers where further classified as floating and fixed calliper.
shows a type of floating calliper. This type of brake uses only a single piston to squeeze the
brake pad against the rotor (BOSCH, 1996). The reactive force shifts the calliper housing and
presses opposite side of braking pad against rotor. Referring to Figure the brake fluid pushes
the piston when the brake is applied to the left of the
piston and immediately pushes the inner pads and presses it against the rotorldisc, the sliding
calliper housing reacts by shifting towards right pushing the left pad against the disc.

Floating Calliper
Design
(Source: BOSCH Automobile Handbook,
1996)
Other type of disc callipers is a fixed calliper. shows a type of
fixed
calliper. In these t ypes of brakes, the caliper body is fixed and uses two or more pistons on
each side of the rotor. The pistons are located in each half section of the fixed calliper.
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Hydraulic pressure is applied during braking to each of the piston. Each of the pistons has a
function to press against the brake pads of the brake disc. Shaped piston seals will retract the
piston when the brakes are released. Referring t, the brake fluid pushes the both piston when
the brake is applied to the left and the right of the piston and immediately pushes the both
inner pads and presses it against the rotorldisc. Normally, these types of brake calliper are
used in high performance and heavy duty vehicle due to high physical strength.

9.2BRAKE PADS

As shown in Figure brake pads consist of steel carrier which the pad are bonded to the steel
carrier. According to (Gerschler, 1980), organically bonded pads consist of metallic, ceramic or
organic friction materials in a bonded mass such as
rubber or synthetic resin. The bonded friction materials can withstand temperatures up
to
750°c, with short term peaks-up to 950'~ where the friction coefficient is between
0.25 and 0.5.

There is an advantage of brake pads, where most of them are poor to thermal conductivity
which protects the hydraulic actuating elements from overheating. It is also ease to
manufacture and low cost. However, the pads needs to inspect frequently due to rapid wear as
result from higher temperatures and contact pressures associated with the operation of abrake
disc.
9.3 BRAKE DISC / DISC BRAKE ROTOR

The heat generated on the surfaces of disc brake rotor when brake applied. Materials
of disc brake rotor usually are made from cast iron, spheroidal- graphite cast iron or cast
steel. It is chosen as a rotor material due to low cost of material and performs high thermal
resistance. This type of material normally suit to normal passenger vehicle but not for high
performance car. Once brake pads contacts to rotating rotor, there will be huge amount of heat
generated to stop or slow down the vehicle. The rotor temperature can exceed 350'~ for normal
cars and 1500'~ for race cars (Halderman,1996).

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Disc brake rotor is a crucial part in the brake system where the main role of the rotor is to
reduce the heat generated by dissipates all of the heat. In that case, ventilated disc brake rotor
is much better than solid rotor where more airflow from the surrounding area to dissipate
produced heat. Figure 2.9, shows the internal vanes allow air to circulate between two friction
surfaces of the rotors

9.3.1. DISC BRAKE ROTOR DESCRIPTION

Overall idea on vehicle brake system and disc brake theories has been described as above. As
similar to the type disc brake described above, the author used the disc brake rotor from
normal passenger vehicle. The disc brake rotor was taken from normal passenger vehicle
which having type of ventilated disc (Figure 2.1 0). Basically, disc brake rotor consists of
rotating circular plate and cylinder disc (hat) attached and rotated to wheel hub.

The rotating circular plate which also call annular disc has two flat surfaces separated by 32
internal vanes. Figure 2.1 1 shows the cross sectional view of ventilated disc brake rotor with
outer diameter measured as 250 mm, 4.5 mm thickness of plate and having mass
approximately 4 kg

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 9.4. BRAKE PADS
As shown in Figure 2.7, brake pads consist of steel carrier which the pad are bonded to the
steel carrier. According to (Gerschler, 1980), organically bonded pads consist of metallic,
ceramic or organic friction materials in a bonded mass such as
rubber or synthetic resin. The bonded friction materials can withstand temperatures up
to
750°c, with short term peaks-up to 950'~ where the friction coefficient is between 0.25 and 0.5.
There is an advantage of brake pads, where most of them are poor to thermal conductivity
which protects the hydraulic actuating elements from overheating. It is also ease to
manufacture and low cost. However, the pads needs to inspect frequently due to rapid wear as
result from higher temperatures and contact pressures associated with the operation of a brake
disc.

A Sample of Brake Pads

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10. MODELLING SOFTWARE
There are different software’s available for modeling some of them are:

1. Solid works

2. Pro-E

3. Ideas

4. Inventor

5. Mechanical desktop

6. Unigraphics

7. Catia v5

CATIA V5 (computer aided thre dimensional interactive application)a multi platform

CAD/CAM/CAE is used as the modeling tool in this project

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 12. FINITE ELEMENT ANALYSIS

12.1 INTRODUCTION

The finite element method is numerical analysis technique for obtaining

approximate solutions to a wide variety of engineering problems. Because of its
diversity and flexibility as an analysis tool, it is receiving much attention in almost
every industry. In more and more engineering situations today, we find that it is
necessary to obtain approximate solutions to problem rather than exact closed form
solution.

It is not possible to obtain analytical mathematical solutions for many

engineering problems. An analytical solutions is a mathematical expression that gives
the values of the desired unknown quantity at any location in the body, as consequence
it is valid for infinite number of location in the body. For problems involving complex
material properties and boundary conditions, the engineer resorts to numerical methods
that provide approximate, but acceptable solutions.

The finite element method has become a powerful tool for the numerical solutions
of a wide range of engineering problems. It has been developed simultaneously with the
increasing use of the high- speed electronic digital computers and with the growing
emphasis on numerical methods for engineering anal ysis. This method started as
a generalization of the structural idea to some problems of elastic continuum problem,
started in terms of different equations.

12.2 PROCEDURE FOR ANSYS ANALYSIS

Static analysis is used to determine the displacements stresses, stains and forces
in structures or components due to loads that do not induce significant inertia and
damping effects. Steady loading in response conditions are assumed. The kinds of
loading that
can be applied in a static analysis include externally applied forces and pressures, steady
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state inertial forces such as gravit y or rotational velocity imposed (non-zero)
displacements, temperatures (for thermal strain).

A static analysis can be either linear or non linear. In our present

work we consider linear static analysis.
The procedure for static analysis consists of these main steps
¾ Building the model
¾ Obtaining the solution
¾ Reviewing the results.

12.3 BUILD THE MODEL

In this step we specify the job name and analysis title use PREP7 to define the
element types, element real constants, material properties and model geometry element
type both linear and non- linear structural elements are allowed. The ANSYS elements
library contains over 80 different element types. A unique number and prefix identify
each element type.
E.g. BEAM 94, PLAN 71, SOLID 96 and PIPE 16E
12.4 MATERIAL PROPERTIES
Young.s modulus (EX) must be defined for a static analysis. If we plan to apply
inertia loads (such as gravity) we define mass properties such as density (DENS).
Similarly if we plan to apply thermal loads (temperatures) we define coefficient of
thermal expansion.

12.5 SOLUTION

In this step we define the analysis type and options, apply loads and initiate
the finite element solution. This involves three phases:

Pre-processor phase
Solution phase
Post-processor phase
Pre-processor:
 Pre processor has been developed so that the same program is available on micro,
mini, super-mini and mainframe computer system. This slows easy transfer of models one
system to other.

The following Table 3.1 shows the brief description of steps followed in each
phase:

TABLE .1
PRE PROCESSOR SOLUTION PHASE POST PROCESSOR
PHASE

GEOMETRY ELEMENT MATRIX POST SOLUTION

DEFINITION FORMATION OPERATION
MESH GENERATION OVERALL MATRIX POST DATA PRINT
TRIANGULARIZATION OUT FOR REPORTS
MATERIAL WAVE FRONT POST DATA

DEFINITIONS SCANING POST DATA

DISPLAY
CONSTRAIN DISPLACEMENT,
DEFINITIONS STRESS,ET.,
LOAD DEFINITIONS CALCULATION

MODEL DISPLAY

13. FINITE ELEMENT GENERATION:

The maximum amount of time in a finite element analysis is spent on generating

elements and nodal data. Pre processor allows the user to generate nodes and elements
automatically at the same time allowing control over size and number of elements. There
are various types of elements that can be mapped or generated on various geometric
entities.

The elements developed by various automatic element generation capabilities of

pre processor can be checked element characteristics that may need to be verified
before the finite element analysis for connectivity, distortion-index etc.
 Generally, automatic mesh generating capabilities of pre processor are used rather
than defining the nodes individually. If required nodes can be defined easily by defining
the allocations or by translating the existing nodes. Also on one can plot, delete, or
search nodes.

13.1 BOUNDARY CONDITIONS AND

LOADING:

After completion of the finite element model it has to constrain and load has to be
applied to the model. User can define constraints and loads in various ways. All
constraints and loads are assigned set ID. This helps the user to keep track of load cases.

13.2 MODEL DISPLAY:

During the construction and verification stages of the model it may be necessary
to view it from different angles. It is useful to rotate the model with respect to the global
system and view it from different angles. Pre processor offers this capabilities. By
windowing feature pre processor allows the user to enlarge a specific area of the model
for clarit y and details. Pre processor also provides features like smoothness, scaling,
regions, active set, etc for efficient model viewing and editing.

13.3 MATERIAL DEFECTIONS:

All elements are defined by nodes, which have only their location defined. In the
case of plate and shell elements there is no indication of thickness. This thickness can be
given as element property. Propert y tables for a particular property set 1-D have to
be input. Different types of elements have different properties for e.g.
Beams: Cross sectional area, moment of inertia
etc

Shell: Thickness
Springs: Stiffness
Solids: None
 The user also needs to define material properties of the elements. For linear static
analysis, modules of elasticity and Poisson.s ratio need to be provided. For heat transfer,
coefficient of thermal expansion, densities etc. are required. They can be given to the
elements by the material property set to 1-D.

13.4 SOLUTION:
The solution phase deals with the solution of the problem according to the
problem definitions. All the tedious work of formulating and assembling of matrices are
done by the computer and finally displacements are stress values are given as output.
Some of the capabilities of the ANSYS are linear static analysis, non linear static
analysis, transient dynamic analysis, etc.

13.5 POST- PROCESSOR:

It is a powerful user- friendly post- processing program using interactive
colour graphics.
It has extensive plotting features for displaying the results obtained from the finite
element analysis. One picture of the analysis results (i.e. the results in a visual form) can
often reveal in seconds what would take an engineer hour to assess from a numerical
output, say in tabular form. The engineer may also see the important aspects of the
results that could be easily missed in a stack of numerical data.

15 THERMAL ANALYSIS
A thermal analysis calculates the temperature distribution and related
thermal quantities in brake disk. Typical thermal quantities are:
1. The temperature distribution
2. The amount of heat lost or gained
3. Thermal fluxes

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 15.1 Types of thermal analysis:
1. A steady state thermal analysis determines the temperature distribution and other
thermal quantities under steady state loading conditions. A steady state loading condition
is a situation where heat storage effects varying over a period of time can be ignored.
2. A transient thermal analysis determines the temperature distribution and other
thermal quantities under conditions that varying over a period of time.

15.2 PLANNING THE ANALYSIS:

In this step a compromise between the computer time and accuracy of the
analysis is made. The various parameters set in analysis are given below:
Thermal modeling
¾ Analysis t ype . thermal h-method.
¾ Steady state or Transient? Transient
¾ Thermal or Structural? Thermal
¾ Properties of the material? Isotropic
¾ Objective of analysis- to find out the temperature distribution in the brake
disk when the process of braking is done.
¾ Units- SI

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 16. STRUCTURAL ANALYSIS

Structural analysis is the most common application of the finite element

analysis. The term structural implies civil engineering structure such as bridge and
building, but also naval, aeronautical and mechanical structure such as ship hulls,
aircraft bodies and machine housing as well as mechanical components such as piston,
machine parts and tools.

16.1 Types of structural analysis:

The seven types of structural analyses in ANSYS. One can perform the
following types of structural analysis. Each of these analysis types are discussed as
follows:
¾ Static analysis
¾ Modal analysis
¾ Harmonic analysis
¾ Transient dynamic analysis
¾ Spectrum analysis
¾ Buckling anal ysis
¾ Explicit dynamic analysis

18. MODELING AND ANALYSIS

It is very difficult to exactly model the brake disk, in which there are still researches are going
on to find out transient thermo elastic behavior of disk brake during braking applications. There
is always a need of some assumptions to
model any complex geometry. These assumptions are made, keeping in mind the difficulties
involved in the theoretical calculation and the importance of the parameters that are taken and
those which are ignored. In modeling we always ignore the things that are of less importance
and have little impact on the analysis.
The assumptions are always made depending upon the details and accuracy required in
modeling.The assumptions which are made while modeling the process are given below:-
1. The disk material is considered as homogeneous and
isotropic.

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2. The domain is considered as axis-
symmetric.

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3. Inertia and body force effects are negligible during the anal ysis.
4. The disk is stress free before the application of brake.
5. Brakes are applied on the entire four wheels.
6. The anal ysis is based on pure thermal loading and vibration and thus only stress level due
to the above said is done. The anal ysis does not determine the life of the disk brake.
7. Only ambient air-cooling is taken into account and no forced
Convection is taken.
8. The kinetic energy of the vehicle is lost through the brake disks i.e. no heat loss between the
tyre and the road surface and deceleration
is uniform.
9. The disk brake model used is of solid type and not ventilated one.
10. The thermal conductivity of the material used for the anal ysis is uniform throughout.
11. The specific heat of the material used is constant
throughout and does not change with temperature.

19. DEFINITION OF PROBLEM DOMAIN

Due to the application of brakes on the car disk brake rotor, heat generation takes place due to
friction and this thermal flux has to be conducted and dispersed across the disk rotor cross
section. The condition of braking is very much severe and thus the thermal analysis has to be
carried out. The thermal loading as well as structure is axis-symmetric. Hence axis-symmetric
analysis can be performed, but in this study we performed 3-D anal ysis, which is an
exact representation for this thermal analysis. Thermal analysis is carried out and with the
above load structural analysis is also performed for analyzing the stability of the structure
20. MODELING AND ANALYSIS

It is very difficult to exactly model the brake disk, in which there are still
researches are going on to find out transient thermo elastic behavior of disk brake during
braking applications. There is always a need of some assumptions to model any complex
geometry. These assumptions are made, keeping in mind the difficulties involved in the
theoretical calculation and the importance of the parameters that are taken and those
which are ignored. In modeling we always ignore the things that are of less importance
and have little impact on the analysis. The assumptions are always made depending
upon the details and accuracy required in modeling.

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The assumptions which are made while modeling the process are given below:-

1. The disk material is considered as homogeneous and isotropic.

2. The domain is considered as axis-symmetric.

3. Inertia and body force effects are negligible during the anal ysis.

4. The disk is stress free before the application of brake.

5. Brakes are applied on the entire four wheels.

6. The analysis is based on pure thermal loading and thus only stress level due to the
above said is done the analysis does not determine the life of the disk brake.

7. Only ambient air-cooling is taken into account and no forced Convection is taken.

8. The kinetic energy of the vehicle is lost through the brake disks i.e. no heat loss
between the tyre and the road surface and deceleration is uniform.

9. The disk brake model used is of solid type and ventilated one.

10. The thermal conductivity of the material used for the analysis is uniform throughout.

11. The specific heat of the material used is constant throughout and does not
change with temperature.

DEFINITION OF PROBLEM DOMAIN

Due to the application of brakes on the car disk brake rotor, heat generation takes
place due to friction and this thermal flux has to be conducted and dispersed across the
disk rotor cross section. The condition of braking is very much severe and thus the
thermal analysis has to be carried out. The thermal loading as well as structure is axis-
symmetric. Hence axis-symmetric anal ysis can be performed, but in this study
we performed 3-D analysis, which is an exact representation for this thermal
analysis. Thermal analysis is carried out and with the above load structural
analysis is also performed for analyzing the stability of the structure.

The 3d model of the solid type brake is done in CATIA and converted into
parasolid file.

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 Fig. solid type disk brake 3D model isometric view

21. CREATING A FINITE ELEMENT MESH

According to given specifications the element type chosen is solid 90.Solid 90 is

higher order version of the 3-D eight node thermal element (Solid 70). The element
has 20 nodes with single degree of freedom, temperature, at each node. The 20-node
elements have compatible temperature shape and are well suited to model curved
boundaries. The20-node thermal element is applicable to a 3-D, steady state or
transient thermal analysis. If the model containing this element is also to be analyzed
structurally, the element should be replaced by the equivalent structural element.

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 Fig. solid type disk brake mesh model isometric view

Total number of elements = 39800

Total number of nodes = 98104

22. APPLYING THE BOUNDARY CONDITIONS

In thermal and structural analysis of disk brake, we have to apply thermal and
boundary conditions on 3D disk model of disk brake.

22.1 THERMAL BOUNDARY CONDITIONS

As shown in Fig. a model presents a three dimensional solid disk squeezed by two
finite- width friction material called pads. The entire surface, S, of the disk has three
different regions including S1 and S2. On S1 heat flux is specified due to the frictional
heating between the pads and disk, and S2 is defined for the convection boundary. The
rest of
the region, except S1 U S2, is either temperature specified or assumed to be insulated:
the inner and outer rim area of disk.

Fig. Thermal model of Disk brake

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Fig. Temperature boundary condition of 77degrees C applied on solid type Disk brake

Fig. Convection boundary condition applied on solid type Disk brake

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22.2 Results

Fig. Temperature distribution on solid type Disk brake on the front side

Fig. Temperature distribution on solid type Disk brake on the rear side

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 Fig. Temperature distribution on solid type Disk brake along the thickness

Fig. Graphical representation of Temperature distribution on solid type Disk brake

along the thickness

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23. STRUCTURAL ANALYSIS NORMAL DISC BRAKE ROTOR

23.1STRUCTURAL BOUNDARY CONDITIONS

Since the axis-symmetric model is considered all the nodes on the hub radius are
fixed. So the nodal displacements in the hub become zero i.e. in radial, axial and
angular directions

Fig. Structural boundary condition applied on solid type Disk

brake

Fig. Temperature distribution is applied as Thermal loads on solid type Disk brake
from the thermal analysis

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23.2 RESULTS

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Fig. Deflection in Z-dir of solid type Disk brake

Fig. VonMises stress on solid type Disk brake

Fig. X-dir stress on solid type Disk brake

Fig. Y-dir stress on solid type Disk brake

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 Fig. Z-dir stress on solid type Disk brake

To optimize the above disk brake a complicated model of ventilated disk brake
is taken and there by forced convection is considered in the analysis.

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 Fig. Ventilated type disk brake 3D model isometric
view

Fig. Ventilated type disk brake 3D model isometric view on the rear side

24. CREATING A FINITE ELEMENT MESH FOE

VENTED ROTOR
According to given specifications the element type chosen is solid 90.Solid 90 is
higher order version of the 3-D eight node thermal element (Solid 70). The element has
20 nodes with single degree of freedom, temperature, at each node. The 20-node
elements have compatible temperature shape and are well suited to model curved
boundaries. The 20-node thermal element is applicable to a 3-D, steady state or transient
thermal analysis. If the model containing this element is also to be analyzed
structurally, the element should be replaced by the equivalent structural element (Solid
95).
The parasolid file is imported into ansys and is meshed with 20 node thermal solid
90 element type. The structure, number of nodes and input summary of the element is
given below.

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 Fig. Ventilated type disk brake mesh model in isometric view

25. APPLYING THE BOUNDARY CONDITIONS

In thermal and structural analysis of disk brake, we have to apply thermal
and boundary conditions on 3D disk model of disk brake.

Fig. Temperature boundary condition of 77degrees C applied on Vent type

Disk brake

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Fig. Convection boundary condition applied on Vent type
Disk brake

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Results

Fig. Temperature distribution on Vent type Disk brake on the front side

Fig. Temperature distribution on Vent type Disk brake on the rear side

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26. STRUCTURAL ANALYSIS FOR VENTED DISC BRAKE ROTOR

26.1STRUCTURAL BOUNDARY CONDITIONS

Since the axis-symmetric model is considered all the nodes on the hub radius are
fixed. So the nodal displacements in the hub become zero i.e. in radial, axial and
angular directions

Fig. Structural boundary condition applied on Vent type Disk brake

Fig. Temperature distribution is applied as Thermal loads on Vent type Disk brake
from the thermal analysis
26.2 Results

Fig. Total Deflection on Vent type Disk brake

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Fig. Deflection in X-dir of Vent type Disk brake

Fig. Deflection in Y-dir of Vent type Disk brake

Fig. Deflection in Z-dir of Vent type Disk brake

Fig. VonMises stress on Vent type Disk brake

Fig. X-dir stress on Vent type Disk brake

Fig. Y-dir stress on Vent type Disk brake

Fig. Z-dir stress on Vent type Disk brake

 27. CONCLUSIONS

The present study can provide a useful design tool and improve the brake
performance of disk brake system. From the below Table we can say that all the values
obtained from
the analysis are less than their allowable values. Hence the brake disk design is safe
based on the strength and rigidity criteria. Comparing the different results obtained from
analysis. It is concluded that ventilated type disk brake is the best possible for the
present application.

Solid Type Ventilated Type

Total Deflection in
(mm) 2.351 0.248
Vonmises Stress 2.26E+12 2.17E+06

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 28. REFRENCES
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