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THERMAL EFFECT CONTROLLING ANALYSIS IN SPORTS BIKE DISK BRAKE ABSTRACT In

present automobile sector, there is phenomenal change in the innovation from
transmission framework to braking mechanism. This mechanism is considered as a
standout amongst the most essential framework from execution and also in perspective
of safety. When the brakes are connected to the moving vehicle, kinetic energy gets
changed over into heat.

Disc brake is the ongoing pattern in car vehicles which scatters the heat much faster
than the regular drum brakes. In any case, if harsh braking is done, there induces
thermal stress in brake disc which generates excess temperature. If this heat isn't
dispersed legitimately, there occurs distortion in disc that results in thermal cracking
which paves the way for disc failure.

The brake disc has a capacity that there is no difference in friction coefficient on the disc
so there is no issue of brake fading. The primary advantage of disk brake is that only the
part of the disc is in contact with the caliper. Henceforth there is extensive surface area
in disc which can disseminate the heat to air. Explicitly the heat dispersed is in the mode
of forced convention.

The main objective of this work is to pick best profile and best material which can
disseminate most extreme amount of heat to atmosphere. The disc models are made in
CATIA V5 and analysis is done in ANSYS 16.2. Keywords: Disc brake, Thermal Analysis,
ANSYS, FEA.
1 INTRODUCTION Disc brake is for slowing the rotation or for stopping the rotation of
wheel.

Brake plate (or rotor) normally made of cast iron or composites like carbon, silica and
kevlar, is associated with the wheel or axle. To make the wheel stop, frictional material as
brake pads (mounted on a gadget called a brake caliper) is constrained mechanically,
pneumatically, hydraulically or electromagnetically against the two sides of disc. Friction
makes the disc and wheel to moderate or stop.

Most current vehicles have disc brakes on the front wheels, and some have it on each of
the four wheels. This is the portion of braking mechanism that does the genuine work of
ceasing the vehicle [1]. In the present developing automobile industry, the competitors
are growing enormously in giving efficient performance.

As we know it is important to maintain the braking system in vehicle to drive safely. The
brakes intended to race need high braking proficiency. The mileage or the expense isn't
major concern for manufacturer of the dashing vehicle brakes. / Fig 1. Disc brake When
pressure is applied to caliper piston, force produced on caliper results in squeezing of
disc between two frictional surfaces.

Since disc brakes don't utilize grating between lining and rotor to enhance braking
power as drum brakes do, they are more averse to cause a pull. As the majority of the
segment of disk brake is presented to atmosphere, there is best heat dispersal rate
which gives quicker cooling to disc brake. This plays an imperative role in limiting fading
of brake. It likewise self-cleans the residue and water is perplexed, thus decreasing
frictional distinction [2].

2 LITERATURE SURVEY Praveena Lavakumar suggested cast iron as best material for disc
brake because of its minimum thermal conductivity.[3] Ganesh and Naresh have
expressed that "Aluminum metal is increasingly useful as it is light in weight, have better
thermal conductivity". They likewise concluded that "Aluminum usage for manufacturing
brake disc can add to increment in speeding up and decreasing the braking separation".

[4] Subhasissarkar and Pravin Rathod presented a paper by analyzing the distribution of
temperature using FEA that if there is increase in vehicle speed the temperature also
increases but heat produced is minimum for AMMC when compared with grey cast iron.
They likewise said that the disc brake configuration becomes a major role in transferring
heat like vane thickness, opening size and so on [5] 3 DESIGNS AND CALCULATION
Design Consideration Design is computed by considering some of the following
parameters, Brake Power, Larger diameter rotors more will be brake power with the
same amount of clamp force than a smaller diameter rotor. The higher the coefficient of
friction for the pad, the more brake power will be generated.

Dynamic Coefficient Of Friction, Type of material used for the brake rotor. Speed
Sensitive – Coefficient of friction typically drops as the speed of the vehicle increases
Pressure Sensitive - Coefficient of friction typically drops as more clamp force is
generated. Temperature Sensitive - Coefficient of friction typically drops as the
temperature of the brake system increases.

Surface Area – The more surface area available on a brake system, the better heat
dissipation will be via convection. Material Selection– Material selection is important in
trying to control where the heat dissipates once generated Wear –wear is proportional
to pressure intensity (p) and relative velocity (v) which is proportional to radius.

Thus W=k p r Thermal Mass –Must have enough material mass to properly handle the
temperatures during braking applications. This is limited by size and weight. The brake
systems on vehicles must be capable of absorbing a lot more horsepower than the
engine typically produces because the heat (power) that is generated when braking
occurs over a short period of time / Fig 2.Design Model of Disk Brake Calculation Fd =
Force on the disc Rt = Radius of tire Rr = Radius of rotor R2 = Outer Radius of the pad
R1 = Inner Radius of the pad ts = time taken to stop the automobile v = initial speed v
= ?????? = 15.002 m/s Stopping distance: ?? 2 2?? = (160??1000/3600) 2 2??12.9
=76.56m Rotational Speed (?) = ?? ?? ?? = 44.91 rad/sec ts = 3.44 s Kinetic energy (K.E)
= 1 2 mv2= 149664.9027 Joule Heat generated (Q) =mCp ?t= 7740 joule Restoration
Energy (R.E) = 3% of kinetic energy = 4489 joule Total energy = K.E + R.E = 154154.8498
Joule Area of rubbing face = total energy × ( R2-R1 ) = 15415484.98 mm2 Force on disc
(Fd) = 30%*( 1 2 ?? ?? 2 ) 2* ?? ?? ?? ?? (??° ?? ?? - 1 2 ( ?? ?? ?? * ?? 2 ??)) =2641.7669N
External pressure between disc and pad = force applied to the disc = ?? ?? ????*?? =
2641.7237 8892*0.3 = 0.99 ˜ 1mpa / Fig 3.Detailing of Disk Brake 4 METHODOLOGY The
following methodology is being adopted to carry out to get efficient results: The ansys
achieved by aircraft landing gear and CAD model was designed by CATIA V5 Using
ANSYS the overall thermal distribution are computed and tried to validate with classical
theory.

Using these equivalent properties of the cast iron the structural result is computed. / Fig
4. Flowchart for Present methodology 5 INTRODUCTION TO FEA FEA comprises of PC
model of a material or structure that is focused and investigated for explicit outcomes. It
is utilized in new product structure, and existing item refinement.

An organization checks proposed structure’s capacity that whether it can perform to the
customer's particulars preceding assembling or development. Altering a current item or
structure is used to qualify the item or structure for another administration condition. In
the event of auxiliary failure, FEA might help in deciding the plan changes to meet the
new upcoming condition.

FEA utilizes complex arrangement called nodes that makes the mesh grid. This mesh is
customized to contain the material and auxiliary properties which characterize how the
structure will respond to certain stacking conditions. Nodes are relegated at a specific
thickness all through the material relying upon stress levels of specific region.

Practically FEA comprises of three chief advances, they are as follows, Preprocessing
Analysis Post processing STRUCTURAL ANALYSIS Mesh Integration Generation of Mesh
is an imperative advance in the preprocessing of limited component strategy, and it
consumes much time. The right and sensible meshing is the way to numerical
reproduction of limited component strategy.

The nature of mesh will straightforwardly decide the speed, accuracy and precision of
final examination. This progression plays a broad role in legitimacy and unwavering
quality of limited component investigation. At the point when the brake drum is
meshed, 3D substance Solid tetrahedron component is chosen, and every unit is with 10
nodes. Free meshing strategy is used here.

/ Nodes 120820 Elements 69651 Fig 5.Meshing of Geometry / Fig 6. Boundary

Condition RESULT AND DISCUSSION The outcome obtained by genuine
experimentation and the examination is checked and the outcomes are deciphered as
shown .In ANSYS, the two fundamental arrangements are determined, first is
temperature and other is heat flux. The outcomes received by ANSYS are reanalyzed.

Contour diagrams are shown below. The outcomes acquired by software are checked by
experiment process which is obtained from experiment work. The principle advantage
from software examination is that it discreteness the entire model into fragment of small
size. Boundary conditions are initially applied to nodes and after that last arrangement is
accomplished by the expansion of individual node.

In this manner, the outcomes obtained by software are more exact than experimental
value. There is slight variation between values obtained from experimental results and
software results. / Fig7. Deformation of Disk Without air hole / Fig8 . Deformation of
with air hole Name Displacement(m) Stress(MPa) Displacement 1.5e5 88 Stress 1.7e5
101 Thermal analysis: Thermal Analysis is presumably the most widely recognized
utilization of limited component strategy.
The term structure suggests not just thoughtful designing structures, for example,
scaffolds and structures, yet additionally aeronautical, navel and mechanical structures,
for example, deliver frames, air ship bodies, and machine lodgings, and additionally
mechanical segments, for example, cylinders, machine parts, and devices. Thermal
examination is done to compute heat flux, temperature angle and temperature variety.

For limited component Analysis of Engine Head-Tetrahedral component has been

utilized. Aggregate number of components created is 69651. / Results Minimum
36.58°C Maximum 50. °C Fig 9.Temperature Distribution of Disk without holes / Fig 10.
Temperature distribution of with air hole of disk brake Design Maximum Temperature
Minimum temperature Without Hole 50o 36.58o With Hole 50o 21o CONCLUSION:
This paper presents thermal-structural analysis of a disk brake with and without hole for
ventilation.

The analysis is performed using commercial FE software package, ANSYS where the FE
model only consists of a disc, it is found that Comparing the different results of
temperature rise, deflection, and stress field obtained from analysis it shows that in the
ventilated cast iron disc reduction in temperature,42%.The stresses and deformation by
13% and 15% increasing even though that new design under safe condition only .

It is concluded that ventilated type disk brake is the best for the present application. All
the values obtained from the analysis are less than their allowable values. Hence the
brake disk design is safe based on the Thermal distribution. REFERENCES
[1].C.Radhakrishnan, Yokeswaran.K, Naveen Kumar.M,
Sarathkumar.Gopinath,Inbasekar.“Design and optimization of ventilated disc brake for
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[2].Vaibhav A. Ajmire and Sangeeta N. Bansode “Structure Optimization of Disc

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