International Journal of Advanced Engineering Research and Studies E-ISSN22498974

Research Paper
STRUCTURAL AND THERMAL ANALYSIS OF DISC BRAKE
WITH AND WITHOUT CROSSDRILLED ROTAR OF RACE
CAR
Ameer Fareed Basha Shaik1, Ch.Lakshmi Srinivas2
Address for Correspondence
1
PG Student, 2 Senior Lecturer, Department of Mechanical Engineering, Bapatla Engineering College,
Bapatla, Guntur Dist.
ABSTRACT
The disc brake is a device for slowing or stopping the rotation of a wheel. Friction causes the disc and attached wheel to
slow or stop. Brakes convert friction to heat, but if the brakes get too hot, they will cease to work because they cannot
dissipate enough heat. This condition of failure is known as brake fade. Disc brakes are exposed to large thermal stresses
during routine braking and extraordinary thermal stresses during hard braking.
This paper studies about the model of a disc brake used in Honda Civic. Coupled field analysis (Structural+Thermal) is
done on the disc brake. The materials used are Cast Iron. Analysis is also done by changing the design of disc brake.
Actual disc brake has no holes; design is changed by giving holes in the disc brake for more heat dissipation. Modeling is
done in Catia and Analysis is done in ANSYS.
KEYWORDS: Structural; Thermal Analysis; Disc Brake; Race Car
1.0 INTRODUCTION brakes were the 1963 Studebaker Advent (optional
The disc brake is a device for slowing or stopping on other Studebaker models), standard equipment
the rotation of a wheel. A brake disc (or rotor) on the 1965 Rambler Marlin (optional on other
usually made of cast iron or ceramic composites AMC models), and the 1965 Chevrolet Corvette
(including carbon, kevlar and silica), is connected to Stingray (C2).
the wheel and/or the axle. To stop the wheel, friction
material in the form of brake pads (mounted on
a device called a brake caliper) is forced
mechanically, hydraulically, pneumatically or
electromagnetically against both sides of the disc.
Friction causes the disc and attached wheel to slow
or stop. Most modern cars have disc brakes on the
front wheels, and some have disc brakes on all four Figure 1: disc brake
wheels. This is the part of the brake system that These brakes offer better stopping performance than
does the actual work of stopping the car. In todays comparable drum brakes, including resistance to
growing automotive market the competition for "brake fade" caused by the overheating of brake
better performance vehicle in growing enormously. components, and are able to recover quickly from
The racing fans involved will surely know the immersion (wet brakes are less effective). Unlike a
importance of a good brake system not only for drum brake, the disc brake has no self-servo effect
safety but also for staying competitive As we are and the braking force is always proportional to the
aware of the fact that races are won over split of a pressure placed on the braking pedal or lever.
second therefore the capacity of the brake system Many early implementations for automobiles located
to slow down quickly at turns or corners is very the brakes on the inboard side of the driveshaft, near
important The brakes designed for the purpose of the differential, but most brakes today are located
racing need to have very high braking efficiency. inside the wheels. (An inboard location reduces the
The wear and tear of the pads or the cost is not of unsparing weight and eliminates a source of heat
great concern to the manufacturer of the racing car transfer to the tires, important in Formula One
brakes. racing.). Disc brakes were most popular on sports
Disc-style brakes began in England in the 1890s; cars when they were first introduced, since these
the first ever automobile disc brakes were patented vehicles are more demanding about brake
by Frederick William LAN Chester in his performance. Discs have now become the more
Birmingham factory in 1902, though it took another common form in most passenger vehicles, although
half century for his innovation to be widely adopted. many (particularly light weight vehicles) use drum
Modern-style disc brakes first appeared on the brakes on the rear wheels to keep costs and weight
low-volume Croxley Hotshot in 1949, although down as well as to simplify the provisions for a
they had to be discontinued in 1950 due to design parking brake. As the front brakes perform most of
problems. Chrysler's Imperial also offered a type of the braking effort, this can be a reasonable
disc brake from 1949 through 1953, though in this compromise.
instance they were enclosed with dual internal- 2.0 STRUCTURAL ANALYSIS OF
expanding, full-circle pressure plates. Reliable CONVENTIONAL CALIPER WITH THERMAL
modern disc brakes were developed in the UK by EFFECTS
Dunlop and first appeared in 1953 on the Jaguar C- Tremendous amount of heat is generated in
Type racing car. The Citroen DS of 1955, with braking action. The same boundary conditions
powered inboard front disc brakes, and the 1956 and loads were applied to the new design. Brake
Triumph TR3 were the first European production caliper was analyzed at a nodal temperature of
cars to feature modern disc brakes The next 300F. Figure shows the stress levels in the
American production cars to be fitted with disc caliper. By applying fixed boundary conditions
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 International Journal of Advanced Engineering Research and Studies E-ISSN22498974

zero displacement is allowed on those nodes. the rotor when the brake is applied. The tube is
When stress is applied to these elements it will try fixed to the caliper leading edge with the help of
to elongate in one direction and contract in the tube nuts and a sleeve to guide it. The tube is
other in accordance to poisons rule. Therefore useful for circulation of brake fluid in side the
artificial stress is induced near the mounting cylinder bores.
bolts. These stresses can be neglected. Figure shows the internal structure of brake
caliper. Here we can see the pistons/seal
arrangement and the holes provided for brake
fluid to pass in the piston cylinders.

Figure 2: Stresses in conventional caliper

including thermal
3.0 MODULAR CALIPER DESIGN
The new modular caliper used the base of Figure 3: Internal structure of modular brake
conventional brake caliper. The main objective of caliper assembly
the design was to increase the strength of the 3.2 Structural Analysis of Modular Brake Caliper
caliper without increasing the weight of the The overall displacement of the caliper is shown in
caliper by a large amount, taking displacement figure. The maximum displacement in the brake
and stress into account and also making a brake caliper is 0.039 inches. The displacement on the
caliper with an assembly instead of a single block left hand side is zero because of the fact that the
manufacturing. This concept of is proposed in caliper is fixed with the steering knuckle (vehicle
the new design. Al 2219 and Titanium is used body) through the mounting holes. The maximum
for the new caliper design. displacement occurs around the trailing edge area
TABLE 1: Physical Properties of Aluminum and which is not fixed with the vehicle body.
Titanium The maximum Z -direction displacement
Physical Properties Al 2219 Titanium corresponds to the loading in axial direction is
Mass Density 2.688 x 10-4 4.21 x 10-4 shown in figure. The maximum displacement is
( lbf .s2/in/in3) 0.004 inch in z direction. The maximum
Modulus of 10.7 x 106 16.825 x 106 displacement in negative Z direction is 0.02 inch.
Elasticity (lbf /in2)
Poissons Ratio 0.33 0.34
Thermal coefficient 12.5 x 10-6 4.9444 x 106
of Expansion(1/F)
3.1 Design Concept
This conceptual design was based on making a brake
caliper stronger with the use of titanium. Since
titanium is difficult to machine an attempt was
made to keep the titanium parts as simple as Figure 4: Overall displacements in the modular
possible, avoiding complex geometry, so that caliper
they can be manufactured using water jet cutting. The maximum X -direction displacement
Since titanium has a higher density than aluminum corresponds to the loading in axial direction is
the weight of the titanium caliper would be more shown in figure. The maximum displacement is
than that of aluminum counterpart. Keeping this in 0.001 inch in X direction. The maximum
mind unwanted material use was eliminated during displacement in negative X direction is 0.01 inch.
designing this caliper so that the weight of the 3.3 Structural Analysis of Modular Caliper with
caliper is kept to its minimum. Especially in race Thermal Effects
vehicles where the races are won over a fraction of The overall displacement of the caliper is shown in
second, weight to power ratio is very critical and figure. The maximum displacement in the brake
always better means and methods need to be caliper is 0.05 inches. The displacement on the left
devised to control it. In NASCAR league there are hand side (mounting holes side) is zero because of
weight restrictions for all the vehicles, the weight the fact that the caliper is fixed with the steering
of the all racing cars must meet the uniform knuckle (vehicle body) through the mounting holes.
weight requirements. Keeping the weight The maximum displacement occurs around the trailing
increase of brake caliper within a limit can be edge area which is not fixed with the vehicle body.
better justified if we study its effect on the
unsparing mass of the vehicle. The sprung mass is
the mass of the vehicle supported on the suspension
system, while the unsparing mass is defined as the
mass between the road and the suspension system.
The two side blocks that enclose piston cylinders
are attached to the side plates using titanium nut
bolts. The left hand side housing is bolted from
two holes to suspension assembly. The four Figure 5: Displacement in the modular brake
pistons two on each side push the brake pads on to caliper including thermal effects

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 International Journal of Advanced Engineering Research and Studies E-ISSN22498974

The maximum Z -direction displacement

corresponds to the loading in axial direction is
shown in figure. The maximum displacement is
0.006 inch in z direction. The maximum
displacement in negative Z direction is 0.04 inch.
The maximum X -direction displacement
corresponds to the loading in axial direction is
shown in figure. The maximum displacement is Figure 10: Heat Input to the Solid Disc
0.007 inch in X direction .The maximum 1. The wheel contact surfaces between the
displacement in negative X direction is 0.02 inch. wheel disc and wheel hub and the wheel
4.0 ROTOR DESIGN nut contact surface at the wheel disc must
4.1 Rotors are made of cast iron for three reasons not be additionally painted. The contact
It is relatively hard and resists wear. surfaces must be clean, smooth and free
It is cheaper than steel or aluminum. from grease. Failure to observe this may
It absorbs and dissipates heat well to cool result in the wheel coming loose. Any
the brakes. additional instructions of the wheel
Material: Cast Iron manufacturer must also be observed.
Outer disc diameter: 258 2. Only the wheel and tyre sizes approved
Inner disc diameter: 90 mm by the trailer builder may be used. The
Disc thickness: 10 mm tyres must always have only the wheel
Disc hole diameter: 8mm and tyre sizes approved by the trailer
Pad thickness: 10 mm builder may be used. The tyres must
Hub hole diameter: 10mm always have the specified inflation
Hub length: 58 mm pressure.
Hub diameter: 90 mm 3. The brake systems of the tractor and the
Mass of the disc: 10 kg trailer/semi-trailer must be synchronized
by means of tractor/trailer brake
synchronization not later than 5,000 km
after the initial start of operation of the
trailer/semi-trailer in order to ensure a
safe and uniform braking behavior and
uniform brake pad wear. Tractor/trailer
Figure 6: Disc Brake Without Holes
brake synchronizations should be carried
out by appropriately qualified and
equipped brake workshops. The use of
an additional braking system, such as a
trailer anti-jackknife brake is forbidden
by law on vehicles with type approval after
Figure 7: Disc Brake With Holes January 1999.
The Figure.6 shows the design of solid disc rotor. It 4. Before starting a journey, ensure that
is designed by using the above Calculated designing the maximum permissible axle load is
data Catia software.In this figure.we can able to see not exceeded and that the load is
wheel Hub holes with 12mm diameter. The above distributed equally and uniformly.
figure.7 shows the design of a ventilated disc rotor. It 5. On trailers with air suspension, ensure
is designed By Using Catia for solid disc we provide that the air bags are completely filled
holes for 8mm diameter. with air before starting the journey.
5.0 ANALYSIS OF A SOLID DISC FOR CAST Incompletely filled air bags may result in
IRON MATERIAL damage to axles, suspension, frame and
superstructure and impair road safety.
6. Ensure that the brakes are not overheated
by continuous operation. With drum
brakes, overheating can result in a
hazardous deterioration in the braking
efficiency. With disc brakes, overheating
can result in damage to surrounding
components - in particular the wheel
Figure 8: Solid Model of a Disc Brake
bearings. This can result in a significant
deterioration in road safety, e.g. failure of
wheel distributed uniformly and equally
with the efficiency of the wheel bearings.
7. The parking brake must not be
immediately applied when the brakes are
hot, as the brake discs and brake drums may
be damaged by different stress fields during
cooling.
Figure 9: Pressure Analysis of a Solid Disc
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8. Use the supports provided when loading material, Honda R&D, SAE, 930806, March 1993 .
8. Kanzaki, Asbestos and alternative materials as
and unloading in order to avoid damage to
automobile friction materials, Tribology Monthly
the axle. May 1989.
9. Observe the operating recommendation of 9. T.R. Chapmann, D.E. Niesz, R.T. Fox, T. Fawcett,
the trailer builder for off-road operation of Wear-resistant aluminum-Boron- carbide cermets for
automotive brake applications, Rutgers University,
the installed axles and suspension systems.
NJ, USA, 1999
The SAF definition of OFF-ROAD means 10. Kubota Masahiro, Hamabe Tsutomu, Nakazono
driving on non-asphalted / non-concreted Yasunori, Fukuda Masayuki, Doi Kazuhiro,
routes, such as e.g. gravel roads, agricultural Development of a lightweight brake disc rotor: a
design approach for Achieving an optimum thermal,
and forestry tracks, on construction sites and
vibration and weight balance, Nissan Motor Co., Ltd,
in gravel pits. Off-road operation of SAF Japan, 2000
axles and suspension systems not designed 11. Grieve, D. G., Barton, D. C., Crolla, D. A., and
for the purpose may result in damage and Buckingham, J. T., Design of a Light weight
automotive brake disc using finite element and Taguchi
hence to an impairment of road safety.
Techniques, University of Leeds, November 1997
10. SAF axles and suspension systems require 12. Jancirani, J., Chandrasekaran, S. and Tamilporai, P.,
continuous care, service and maintenance in Design and heat transfer Analysis of automotive disc
order to maintain operational and road safety brakes, ASME Summer heat transfer Conference, Las
Vegas, Nevada, July 2003
and to be able to recognize natural wear and
13. Thomas J. Mackin, Steven .C. Neo and Bali, K. J.,
defects in good
6.0 CONCLUSIONS
The detail review of this paper will lead one to
understand that essentially a new conceptual
caliper design was proposed to decrease the
thermal deformation at high temperatures. The
modular caliper is an assembly unit made up of
simple and easy to manufacture parts. The
machining cost will be reduced as compared with
the monoblock unit. The Existing caliper was first
analyzed at cold working conditions without taking
into account the effects of thermal expansion. The
maximum stress was lower for Al 2219 than the Al
6061 brake caliper. The existing brake was
analyzed at 300F. The caliper showed high
thermal stresses and displacement as compared with
the previous case this is due to the thermal
expansion of caliper body.
The modular design was analyzed without
considering the effects of thermal expansion. This
is done to study the amount of deformation due to
tangential Force and pressure loading. These results
were used to study the increase in deformation in
the caliper at high temperatures. The modular
brake was then analyzed using a nodal temperature
of 300F. The displacement increased as compared
with the previous case. This is due to the thermal
expansion of the individual parts in the assembly.
Since race cars brakes always operate at high
temperature the thermal deformation
/displacement results are important. The thermal
displacement in the modular caliper is lower than
the conventional caliper by 8.56 %.
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Automotive Engineers. Warrandale, Inc, PA, USA,
1992.
2. B.Brown, Performance enhancement to a brake
caliper design Masters of Science Thesis, Wichita
State University, 2003
3. Davis, J.R. ASM Specialty handbook: Aluminum and
Aluminum Alloys. ASM International, Materials Park,
OH, 1993
4. Gunia, R.B. ASM Engineering Bookshelf: Source
book on material selection, Volume II, ASM, 1977
5. Halderman J.D Automotive Brake Systems, Prentice
Hall, Inc, NJ, USA, 1996
6. BOSCH Automobile Handbook, 4th edition, October,
1996
7. Shibata, K., Goto, A., Yoshida, S., Azuma, Y. and
Nakamura, K., Development Of Brake Friction

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