Sourav Pattnaik, et. al.

International Journal of Engineering Research and Applications

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ISSN: 2248-9622, Vol. 10, Issue 10, (Series-IV) October 2020, pp. 46-51

RESEARCH ARTICLE OPEN ACCESS

Design Failure Modes and Effect Analysis (DFMEA) Of Braking

System of an ATV
Sourav Pattnaik* Somesh Mahendra Sant**
*(Department of Mechanical Engineering,KIIT University,Bhubaneswar

ABSTRACT
ATV is an all-terrain vehicle which can basically run on almost all types of topographies and moves on four low
pressure tires with a seat bestrode by the Driver. BAJASAE is an ATV fabricating event organised by Society of
automotive engineers (SAE), India for engineering undergraduates. BAJA SAE entails designing,
Manufacturing and validation of an ATV which participates in series of events for 3 days which tests the agility
of the buggy. Since the safety of the operator is imperative in such events so there is a need of a safe and
infallible braking system. This involves the prediction of the failure modes in the designing stage. An
efficacious procedure of failure analysis is the Design Failure Mode and effect Analysis. FMEA procedure is
used in this paper to find out different failure modes, itseffects, causes, occurrence and different prevention
ways for various components in a braking system of an All-terrain vehicle. Risk priority Number (RPN) is
basically used to figure out which braking component is at the risk offailure and requires more surveillance.
Keywords: BAJASAE, ATV, Braking system, Failure Modes and effects Analysis (FMEA), Risk Priority
Number (RPN)
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Date of Submission: 16-10-2020 Date of Acceptance: 31-10-2020
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I. INTRODUCTION modes. Risk priority Number is employed in this

An ATV is a motorized off road vehicle paper to have a quantitative evaluation of failure
which runs on low pressure tires with seats designed modes and failure prioritization.
to be bestrode by the Driver and handles for steering
as defined by the American national Standards II. FMEA
Institute (ANSI)[1].Society of Automotive FMEA has an ample number of
Engineers, India organizes BAJA events for applications in numerous sectors. In 1970’s it was
engineering undergraduates. This event involves widely used by NASA in many of its space
designing, fabrication and on ground races to test its programs. Nowadays FMEA is used in many sectors
agility in terms of acceleration, manoeuvrability, like automobile, healthcare,software etc. [5][6][7]. It
speed, grad ability and braking characteristics.[2] was also successful in prevention of failure of wind
The design phase is paramount in turbines at design stage.[8]
development of the ATV buggy. Being an off-road FMEA is sorted into 4 categories:
vehicle, an effective and reliable braking system is DesignFMEA, ProcessFMEA, SystemFMEA,
essential. Various braking components can fail in ServiceFMEA [9]. BeforeManufacturing, the design
different circumstances and can jeopardise the entire of the product is analyzed by the DFMEA. In this
buggy. Hence an extensive and well-organized paper, FMEA has been used to figure out different
analysis of the braking system of the ATV is of perilous braking components. As prioritization of
supreme importance. This includes identification of different braking component on the basis of risk of
potential failure modes in braking system, its causes failure and its effects is necessary, so Risk priority
and effects and preventive steps that can be taken to number is used.
avoid that failure. The Failure Modes and Effect
Analysis is one of the most widely used failure III. RISK PRIORITY NUMBER
analysis technique used for systematic failure METHODOLOGY
analysis. American society of Quality defines First, various component of the braking
FMEA as a step by step approach to identify all systems wasoutlined. Following that failure modes,
possible failure in a design, a service or a product or effects and causes of each braking component are
a assembly process [3]. In the designing phase identified. Next possibility of occurrence of failure,
DFMEA is used in this paper to analyse the failure severity of failure and possibility of detection of

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Sourav Pattnaik, et. al. International Journal of Engineering Research and Applications
www.ijera.com
ISSN: 2248-9622, Vol. 10, Issue 10, (Series-IV) October 2020, pp. 46-51

failure were ascertained for failure modes of each IV. SEVERITY OF FAILURE,
braking components. All the parameters were given OCCURRENCE OF FAILURE AND
grading from 1 to 10. Analysis of the above DETECTION OF FAILURE
parameters are done in the next section of this paper. Severity(S) is an indicator of the
Risk Priority Number is evaluated by multiplying seriousness of the problem [9].It is rated on a scale
aboverating. Risk priority Number is the product of of 10,Severity grading of 1 means almost negligible
severity of failure, possibility of detection and the harm to the system or the problem has the least
possibility of occurrence.[10] RPN=(Severity grade severity and a grading of 10 means the problem has
score)*(Possibility of occurrence grade the highest degree of severity and harms the system
score)*(Possibility of detection grade score) [10] to the maximum.[10][11]
After calculation of RPN, Prioritization of failure Likelihood of occurrence(o) is an indicator
modes different braking components were done on of the frequency of potential failure or how often a
the basis of their RPN. failure occurs[9].A grading of 1 means there is
Failure modes of the braking components negligible chance of occurrence of failure and a
having high RPN are given more priority as grading of 10 means problem is persistent and
compared to the component having comparatively inescapable[10][11]
lower RPN. [9]. A Priority graph is plotted to get an Likelihood of detection(D) is an indicator
overview of critical component failures and its RPN. of how likely the failure is detected with the current
The Component with highest RPN is given utmost control system[9].A grading of 1 means detection of
attention during manufacturing to prevent any failure is almost certain by the current controls and a
failure. The primary objective of the comprehensive grading of 10 means it is almost impossible to detect
technique is to reduce the resultant RPN.[10] the failure by the current controls.[10][11]The
Total RPN=Sum of all individual RPN details are discussed in the Tables below.

TABLE-1: Severity assessment and Grading criteria

SL. SEVERITY SEVERITY ELUCIDATION
No. CATEGORIZATION GRADING
1. Immensely Dangerous without 10 Failure takes place unforeseeably without any
caution caution. Operator’s security is compromised.
Failures are extremely dangerous and life
risking and the damages are beyond repair.

2. Extremely dangerous with 9 Failure is very dangerous and life risking ,but it
caution occurs with a warning. It endangers operator’s
life and results in severe damage to the braking
system and makes it inoperable. Damages are
beyond repair.

3. Very High 8 Braking system is inoperable and generally

takes place due to accident, use of parts that are
not standardized. Immediate repair and rework
is imperative.

4. High 7 There is significant compromise in the

performance of the braking system. Expansive
repair and rework is imperative.
5. Modest 6 Principal function of the braking system is
unimpaired i.e. system is employable.
Performance loss is there and in addition to that
aesthetics is compromised. Repairing can be
done to resolve the issue.
6. Low 5 Performance of the system is affected but the
system is operable. Repairing is enough,
replacement is not needed.

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ISSN: 2248-9622, Vol. 10, Issue 10, (Series-IV) October 2020, pp. 46-51

7. Very Low 4 There is no critical failure in the Braking

system. Minor failures due to finishing and
fitting problems which can be overcome by
minor modification.
8. Minor 3 System has no significant loss of function.
Minor Repair is needed. It might cause little
dissatisfaction among users.
9. Inconsequential 2 Braking System in functional with least
hindrance with performance slightly below
optimal level. As failure is not observed easily,
it is not of much concern and repairing is not
needed.
10. Negligible 1 Effects of failure is not observable and the
operator and the braking system is not affected
in any way.
It is least severe among all categories.
Performance of the braking system is
unaffected.

Table-2: Possibility of occurrence

Sr. OCCURRENCE GRADING ELUCIDATION
No.
1. Extremely high and failure is 10 1 in 2 components
inescapable
2. Very high chance of occurrence 9 1 in 5 components

3. Chance of occurrence is high and failure 8 1 in 10 components

is often repeated.
4. Failure is quite frequent and occurrence 7 1 in 50 components
is high
5. Modestly High chance of occurrence 6 1 in 300 components

6. Modest chance of occurrence: sporadic 5 1 in 1000 components

failure
7. Modestly low chance of failure: erratic 4 1 in 10,000 components
failure
8. Less chance of failure 3 1 in 60,000 components

9. Very less chance of failure 2 1 in 3,00,000 components

10. Almost negligible chance of occurrence 1 1 in 2 million components

of failure

Table-3: Possibility of Detection

Sr. No. DETECTION GRADING ELUCIDATION
1. Almost Impractical to Detect 10 It is almost impractical to detect the failures.
2. Least Chance of Detection 9 Least chance of detection of failure
3. Nominal Chance of Detection 8 Minimal possibility of detection of failure
4. Very Low Chance of Detection 7 Very low possibility of the failures getting
detected.
5. Low Chance of Detection 6 Possibility of detection of failure is quite low
6. Modest Chance of Detection 5 Possibility of detection of failure is modest.
7. Slightly High Chance of 4 Good chance of failures getting detected.
Detection

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ISSN: 2248-9622, Vol. 10, Issue 10, (Series-IV) October 2020, pp. 46-51

8. High Chance of Detection 3 Detection of failure is very High.

9. Extremely High chance f 2 Detection of failure is extremely high

Detection
10. Definite chance of Detection 1 Detection of Failure is almost certain

V. DFMEA EXECUTION
Implementation of DFMEA is done in 7 critical components of the braking system. The Analysis was
done on 7 different components of the braking system: Brake pedal, Master cylinder, Brake Hose, Brake
calipers, Brake Rotor, Wheel Hub assembly, Tires. The analysis is demonstrated in the table-4.

Table-4: DFMEA Chart

BRAKING FAILURE FAILURE FAILURE O RPN PREVENTION
Sr. No S D
COMPONENT MODES CAUSES EFFECTS STEPS
A material of High
Structural
Wrong Complete Braking factor of safety
failure;
material, Low Failure, Safety of must be chosen and
1. Brake Pedals bending and 10 5 6 300
strength of operator is more priority must
breaking of
pedal compromised be given to tasting
brake pedal
and analysis.
Leakage of brake
fluids; Improper
Piston failure,
Master Excessive wear braking; Periodic checking
2. Piston seal 8 5 6 240
Cylinder and tear Performance of the and replacement
failure
braking system is
compromised
Leakage of Brake-
fluid which can
cause improper
braking and can
Wrong
Breakage of even result in Periodic checking
3. Brake Hose selection of 7 6 4 168
Brake hose complete brake and replacement.
material
failure;
Performance of the
braking system is
compromised
Uneven brake Excessive wear
pads wear; and tear;
Leakage of brake- Periodic checking
Breakage of Accidents;
fluids, Improper and replacement of
4. Brake calipers caliper Rough terrain 10 6 5 300
braking, clunking brake pads, banjo
brackets; travel,
noise. fittings.
Problems at inadequate seal
joints material.
Improper
Wear and tear; Vehicle is out of Periodic checking
material
Excessive control due to and replacement;
Disk Brake selection;
5. heating; damage to rotor, 10 8 4 320 Proper selection of
Rotor rough terrain
breakage of risk to operator’s material; Effective
travel;
rotor life. analysis and testing
accidents
Breakage of Accidents;
Wheel Hub Vehicle becomes Use of standard
6. wheel hub faulty 9 3 4 108
Assembly inoperable rims
assembly mounting
Improper
Regular checking
mounting, Safety of the driver
Tread and replacement of
Puncture of is at stake.
separation; tires. Proper
7. Tires tires by foreign Performance of the 8 7 3 118
sidewall mounting.
debris; Braking system is
failure Adequate material
Excessive severely affected
testing
inflation
S is the severity grading is the detection grading and O is the occurrence grading.

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ISSN: 2248-9622, Vol. 10, Issue 10, (Series-IV) October 2020, pp. 46-51

VI. PRIORITY NUMBER GRAPH (RPN) in graph. Recommendedactions are then

After DFMEA analysis, Prioritization of failure implemented on the basis of the prioritization. The
modes of different components of braking system priority graph is demonstrated in chart -1
is done according to their Risk priority number

Chart-1: Priority Graph

VII. DFMEA EVALUATION REFERENCES

After prioritization of braking components [1]. American national standards institute
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ISSN: 2248-9622, Vol. 10, Issue 10, (Series-IV) October 2020, pp. 46-51

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Sourav Pattnaik, et. al. “Design Failure Modes and Effect Analysis (DFMEA) Of Braking
System of an ATV.” International Journal of Engineering Research and Applications
(IJERA), vol.10 (10), 2020, pp 46-51.

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