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BRAKE SYSTEM SUPRA SAE RULES

General
The car must be equipped with a braking system that acts on all four wheels and is operated
by a single control.
It must have two (2) independent hydraulic circuits such that in the case of a leak or failure at
any point in the system, effective braking power is maintained on at least two (2) wheels.
Each hydraulic circuit must have its own fluid reserve, either by the use of separate reservoirs
or by the use of a dammed, OEM-style reservoir.
A single brake acting on a limited-slip differential is acceptable.
The brake system must be capable of locking all four (4) wheels during the test specified
below.
"Brake-by-wire" systems are prohibited.
Unarmored plastic brake lines are prohibited.
The braking systems must be protected with scatter shields from failure of the drive train or
from minor collisions.
In side view no portion of the brake system that is mounted on the sprung part of the car can
project below the lower surface of the frame or the monocoque, whichever is applicable.
The brake pedal shall be designed to withstand a force of 2000 N without any failure of the
brake system or pedal box. This may be tested by pressing the pedal with the maximum force
that can be exerted by any official when seated normally.
The brake pedal must be fabricated from steel or aluminum or machined from steel,
aluminum or titanium.

Brake Test
The brake system will be dynamically tested and must demonstrate the capability of locking
all four (4) wheels and stopping the vehicle in a straight line at the end of an acceleration run
at a minimum speed of 40KMPH as specified by the brake inspectors.
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Brake Over-Travel Switch

A brake pedal over-travel switch must be installed on the car as part of the shutdown system
and wired in series with the shutdown buttons. This switch must be installed so that in the
event of brake system failure such that the brake pedal over travels it will result in the
shutdown system being activated and controlling the systems.

Repeated actuation of the switch must not restore power to these components, and it must be
designed so that the driver cannot reset it.
The switch must be implemented with analog components, and not through recourse to
programmable logic controllers, engine control units, or similar functioning digital
controllers.
The Brake Over-Travel switch must be a mechanical single pole, single throw (commonly
known as a two-position) switch (push-pull or flip type).

Brake Light
The car must be equipped with a red brake light. The brake light itself has to have a black
background and a rectangular, triangular or near round shape with a minimum shining surface
of at least 15cm. Each brake light must be clearly visible from the rear in very bright
sunlight.
This light must be mounted between the wheel centerline and driver's shoulder level
vertically and approximately on vehicle centerline laterally.
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Introduction

TEAM ACCELERACERS
Motorsports team designs, builds, and races a car in the Supra SAE Collegiate. Formula SAE
[SUPRA] is a competition organized by the Society of Automotive Engineers that draws over
100 national colleges to the main competition. The objective of this project was to expand the
students knowledge of mechanical engineering to help design a SUPRA brakes system.
Various parameters were used to determine the pedal ratio, master cylinders, calipers, and the
number of rotors and their geometry. The guiding factors of the design process were
maximum braking power, minimal weight, and manageable temperatures while maintaining
reliability. These factors were analyzed in the various software program like Solidworks,
Hypermesh etc. The brake pedal were designed and analyzed in Solidworks and based on the
results of this analysis, further manufacturing was carried out. This report aims to explain the
details of each step of the design process for the brakes system. It also serves as a reference to
future members.

Design Objectives
The primary design consideration of a SUPRA brakes system is the number of rotors and
subsequently their placement inboard or outboard. We have incorporated a 3 rotor braking
system. This allows for more tunable and controllable dynamics especially braking in
corners. It also helps with packaging issues to run the two smaller front rotors outboard and a
single rotor mounted on the differential at the rear. Also associated with the rotors is their
mounting. We are using a floating rotor with a fixed, dual piston dual acting caliper setup.
This allows the rotor to centre itself in between the pads to ensure efficient braking as well as
a quick return to non-braking once the brake pedal is released. This also narrows down the
caliper selection, which is generally determined before sizing any other components. Another
important factor in a brakes system is the balance of the car under braking. A car that is
effectively balanced will be able to achieve the maximum braking with minimal force input.
The system components are capable of maintaining stable handling under hard braking. A
bias bar allows for moderate adjustment of the balance which is used primarily for fine tuning
the handling of the car.
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To utilize the cars brake efficiently, the system must be designed around the geometry and
mass of the vehicle. Thus the sizes and number of rotors, diameters of master cylinders, and
caliper pistons must be with regard to the CG height of the car, wheelbase, and mass of the
car and driver.

Design Process
Component sizing and selection
The designing process consists of three factors: Car Properties, Kinematics, and Dynamic
weight Transfer.
The Car Properties contains all the variables related to the car that do not change due to
changes in the brakes setup but that said setup depends on.
The Kinematics contains factors used to size components and determine balance and braking
forces.
The Dynamic weight transfer considers the lateral weight transfer during braking.
We decided to go for front and rear split circuits due to various factors such as 3 rotors
braking system, better braking force distribution, and easy circuitry.
The brake circuit consists of two master cylinders from Tilton racing (75 series) each of 17.78
and 20.64 mm bore diameter and stroke of both being 1i.e 25.4 mm.
The master cylinders were mounted at an angle of 34.53 with respect to the horizontal , after
analysis the master cylinder mount were manufactured using aluminium laser cuts for
weight reduction and Mild steel laser cuts for weldability. The two metals laser cuts are
connected using flanges.

Fig.1 Master Cylinder Mount

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The master cylinders were mounted on the mount (fig 1). The analysis of the mount is done
on solidworks with a force of [pedal effort pedal ratio = 2000*4(taken for safety) =8000N]
acting at the centers of mounting of master cylinder. The results of the analysis are as shown
in following figure (fig.2.1 and fig. 2.2).

Fig.2.1 Analysis of MC mount

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Fig 2.2 Analysis of Master Cylinder Mount

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BRAKE PEDAL

The brake pedal was made to sustain a force of 2000 N according to the rules. The distance of
bias bar centre from the pivot point is 22.2mm and the distance of force application point to
pivot point is 55.4mm; which yields pedal ratio of 2.556:1.
The pedal (fig.3) was manufactured using Mild Steel (AISI1020) laser cuts.

Fig.3 Brake Pedal

The analysis of brake pedal was done with a force of 2000N on HYPERMESH and results of
the analysis are as shown in following figure (fig.4).

The pedal face is designed as per the ergonomics and driver requirements with bends of 30
and 15 bends.
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Fig 4A Analysis of Brake pedal (stress)

Fig 4B Analysis of Brake pedal (displacement)

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Brake pedal mount:

The forces at force application point and reaction force due to the master cylinders are
resolved at the pivot point on the pedal mount . The reaction because of master cylinder is
taken as the pedal effort pedal ratio. The brake pedal mount is manufactured in 6mm mild
steel (AISI 1020) .

The Free Body Diagram at the pivot point is as follows;

Th

The forces for the analysis of the brake pedal mount are ;

Direction of force Magnitude of force

X ve =2000N + [5120cos(34.53)N]/2 4109N
Y ve =(5120sin(34.53)) 2902N
The brake pedal mount (fig.5) is as follows;
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Fig.5A Brake Mount

Fig 5B Forces on Brake Pedal Mount

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Fig.6.A Analysis of brake pedal mount done in HYPERMESH (stresses)

Fig.6.B analysis of brake pedal mounts done in HYPERMESH (displacement)

REAR ROTOR MOUNT:

An aluminium sleeve is used to connect the sprocket with the rear rotor .It is
positioned concentric to the limited slip differential .It is designed to sustain a
braking torque of 190 Nm which is the torque coming on rear rotor at 1.4g
braking.
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Fig Rear rotor mount

Fig Analysis of rear rotor mount (stress)

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Fig Analysis of rear rotor mount (displacement)

THROTTLE PEDAL:
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The throttle pedal (fig.7) was made to sustain a force of 500 N. the cable. The position of
cable mount on pedal is decided such that mechanical leverage of ~1.68 is achieved. The
distance between the brake pedal face centre and throttle pedal face centre is kept 90mm as
per ergonomic requirements. The pedal was manufactured using Aluminium 6351 T6 for
maximum weight reduction.
The analysis on application of 500 N of force is shown in the below figure (fig.8):

Fig.7 Throttle Pedal

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Fig.8A Analysis of throttle pedal (stress)

Fig.8B Analysis of throttle pedal (displacement)

Throttle pedal mount

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The throttle pedal was mounted on two pedal mounts (fig.) the pedals are analyzed in
solidworks for a force of 500N.The analysis results of pedal mount is shown in fig.9.1 and
9.2.

Fig.9 Throttle Pedal Mount

Fig 9.1Analysis of throttle pedal mounts

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Fig 9.2Analysis of Throttle pedal mount

The throttle cable is mounted on the throttle pedal with a 2mm thick M.S. plate which is laser
cut and then bent by 90 and a rib is welded for strength as shown in the figure:

Fig Throttle cable mount on pedal

Calipers:
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FRONT
Hyosung GT250 R front calipers, double piston single acting, piston diameter 28mm. They
were selected on the basis of functionality, cost, availability as well as mirror part availability.

REAR
Brembo double piston double acting, piston diameter 32mm.

Brake Hoses:
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Metal braided bike hoses of custom length were used to get the optimum compromise
between hose expansion losses and hose flexibility.

Specifications: Stainless Steel Braided hose

Internal Diameter: 3.2mm
External Diameter: 7.5mm
Grade: SAE J1401
Pressure rating 3000 psi (206.84bar)
Front Hose Length: 1.8m
Rear Hose Length: 2.1m

Brake Rotors/Discs:

Front

In the front braking system, two CBZ Xtreme rear rotors were used, one on each wheel. It has
an outer diameter of 220mm, and four mounting points with a pitch circle diameter of
125mm. It was selected based on functionality, dimensional constraint, minimum mounting
points, availability and cost.

Rear
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In the rear braking system, a single Hero Karizma front rotor was used as per the
requirements of our 3 rotor braking system. It has an outer diameter of 276mm and five
mounting points with a pitch circle diameter of 166.5mm. It was selected based on
functionality, cost and availability.

Master Cylinders:

Tilton 75 series Master cylinder of 17.78mm diameter for front and 20.68mm diameter for
rear is used to get required pressure in the system. The representative picture of the Master
Cylinder is as shown in Fig.
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Bias Bar / Balance Bar (With custom made Balance bar Guide way)

A Bias bar which used to distribute the force applied by the pedal such that a higher force is
being exerted on the front rotor and relatively lower force is being exerted on Rear rotor. This
is achieved by adjusting the lateral position of the balance bar in its guideway. This works by
the principle of moment at the Pivot point being zero. Hence the Master cylinder with smaller
diameter (Higher force requirement i.e. Front master cylinder) will have its distance between
Spherical bearing to clevis center distance least. In general the lateral location of the balance
bar is adjusted such that a biasing 65:35 is achieved. A custom made Balance bar guide way
is used as per the requirement in Pedal assembly such that the distance between the clevises is
maintained 2.5 i.e. 63.5 inches.

Remote Reservoirs

Two independent remote reservoirs of the CBZ Xtreme were used for each hydraulic circuit
as shown below. They are located rearward of the front bulkhead as per the rules. They are
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tightened using hose-clamps to prevent any possibility of leakage. The volumetric capacity of
each reservoir is 24.72 cubic cm.

Fig (A) Fig (B)

Brake Light:

The brake light must have a black background and a minimum shining surface area of 15cm.
The shining area of the light shown above is a near rectangular shape. The area of shining
surface is 3(7.5 * 1) = 22.5cm.

Brake Over-travel Switch

A push-pull switch was preferred over a flip switch for the over-travel switch for ease of
convenience in mounting on a vertically mounted pedal.
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SUPRA SAE rules states that brakes must be capable of locking all four wheels when
applied. So, we are incorporating hydraulic caliper disc brake system. We are mounting two
calipers on the front wheels and one caliper on the differential itself to achieve maximum
performance.
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Performance in terms of faster deceleration was given prime consideration for the brake
system design.

The aim of design is to obtain maximum brake performance, high deceleration, and to get
most appropriate components.

Weight (Wt.): 280 kg

Height of CG from ground level (HCG): 290 mm

Wheelbase (WB): 61.02 inch. = 1550 mm

Static load distribution = 43:57

Front axle (WF) = 43% = 0.43280 =120.4 kg

Rear axle (WR) = 57% = 0.57280 =159.6 kg

Weight transfer:

a H
WT = CG Wt .
g WB

Where, a = standard deceleration

H CG = Height of CG from ground level.

Wt= weight of the car

WB = wheel base

g= acceleration due to gravity

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1 . 4 g 290
280
g 1550

73 .34 kg

Design of the brake system starts with front axial loading due to transfer of weight to front
axle assuming standard deceleration.

Dynamic load distribution:

Front axle ( WDF ) = WF + WT

= 120.4 + 73.34 = 193.74 kg

Where, WF = front axle loading

WT= weight transfer

Rear axle (WDR ) = WR - WT

= 159.6 73.34

= 86.26 kg

Where, WR= rear axle loading

WT= weight transfer

The design starts with front axle loading, due to transfer of weight to front axle assuming standard
deceleration

Brake line pressure for front brakes:

W DF g RT
F ront wheel traction=
2

W DF
Where, =dynamic weight for front axle
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RT
= coefficient of friction between road and tyre

g =acceleration due to gravity

193 . 74 9 .8 1 1 . 4

2

1330 . 41 N

For maximum grip between tires and track surface, we decided to use Hoosier slick tires
having coefficient of friction as 1.4

Braking torque on the wheel can be calculated as

Braking torque=Front wheel traction R

Where, R= radius of tyre

(10.63 inches =270.1 mm)

1330 . 41 270. 1

359 .34 N-m

Braking torque
Disc force=
r eff

R od + Rid
r eff
= 4

, r eff
Where = disc effective radius,

Rod =outer diameter of disc=220mm

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Rid =inner diameter of disc = 170mm

359 . 34

0. 0975

3685 .58 N

Disc force
Braking force at each pad=
2

3685 . 58

2

1842. 79 N

Braking force
Clampload=
PD

Where, PD = co-efficient of friction between pad and disc.

1842 .79

0.4

4606 . 97 N

We are using two piston callipers each of 28mm diameter

Clampload
Brake line pressure=
Area of piston
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4606 . 97

2
2 (28)
4

4606 . 97

1231 .5 0

3 .74 MPa

37 . 4

Front brake li ne pressure considering calliper cylinder eff iciency

37 . 4
=38 .17
0 . 98

This pressure is calculated for front right tyre to lock.

Same pressure is required for front left tyre to lock.

Brake line pressure for rear brakes:

W DR g RT
Rear wheel t raction=
2

W DR RT
Where, = Dynamic weight for rear axle = co-efficient of friction between

road ant tyre

g =acceleration due to gravity

86 .26 9 .81 1 . 4

2

592. 34 N
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Braking torque=Rear wheel traction R

Where , R=radius of tyre

592. 34 270. 1

160 N-m

Braking torque
Di sc force=
r eff

R od + Rid
r eff
= 4

, r eff
Where = disc effective radius,

Rod
=outer diameter of rotor=276 mm.

Rid =inner diameter of rotor = 226 mm.

160

0 . 125

1280 N

Disc force
Braking force at each pad=
2

1280

2
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640 N

Braking force
Clampload=
PD

Where, PD =co-efficient of friction between pad and disc.

640

0 .4

1600 N

We are using a four piston double acting calliper of 32mm piston diameter.

Clampload
Brake line pressure=
Area of piston

1600


4 (32)2
4

1600

3217

0 . 497 MPa

4 . 97

4.97
Front brake line pressure considering calliper cylinder eff = =5.07
0 . 98

As total weight of the car is transferred at front axle during braking, the max force is
generated at front axle
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Force required for master cylinder

F fr o nt=P front A mc

Pfront
Where, =front line pressure

A mc
= area of master cylinder

2
3 .817 (17 . 78)
4

947 . 71

Hence onsidering pedal ratio 3 and biasing as 65:35,

3 * Pedal Input * 0.65 = 947.71

Pedal input = 49 kg.

The force generated at rear axle is less than front, due to weight transfer

Frear= P rear Amc

Prear
Where , = rear line pressure

A mc
= area of master cylinder

2
0 .507 (20 . 64) =169.54 N
4

Now, 3 * 49 * 9.81 * 0.35 = 510 N

Which is greater than required pressure in the rear system. Hence both front as well as rear
brakes will lock.
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Master Cylinder Calculations:

Front:

In front calliper, the maximum d2istance between pads is 6 mm. The thickness of the rotor is
5 mm. Hence the pads have to move a distance of 6 5 = 1 mm. Since there are 2 sides
clamping the rotor, each pad moves a distance of 0.5 mm.

Hence the total fluid displaced in the process is given by 4 /4 282 0 .5= 1231.5

mm3

The same volume of fluid is displaced in the front master cylinder of diameter 17.78 mm.

Hence the stroke of the piston in the Master Cylinder is given by

Volume o f fluid displac ed

Stroke=
Area of master cylinder

= 1231.5 248.28

Stroke = 4.96 mm

Losses due to pad compressibility:

Extra strokeof calliper piston is given by

L(e)=n C s A ( P F )

4 0 . 05 103 282 ( 3 .817 )
4

L ( e )=0 . 47 mm

n = number of pad surfaces

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mm
Cs
= compressibility in N

2
Volume of extra fluid swept in this process is given by /4 28 0.47 = 289.44 mm3

Losses due to hose expansion:

Volumetric expansion of hoses is given by

V(h) = K Length Line Pressure

Now in the front line,

Length = 180 cm, Pressure = 3.817 MPa.

K = Co-efficient of expansion

3 mm2
= 0.04 10 MPa

3
V (h) = 0.04 10 1800 3.817

3
= 0.274 mm

Total increase in volume of system considering losses is given by 289.44 + 0.274 = 289.71
3
mm

Hence total increase of stroke of piston in Front Master Cylinder considering losses is given
by

IncreaseVolume
Stroke (e )=
Area of master cylinder

= 289.71 248.28

= 1.16 mm
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Hence, considering losses, stroke of front Master Cylinder is 1.16 + 4.96 = 6.12 mm.

Rear:

In rear calliper, the maximum distance between pads is 7 mm. The thickness of the rotor is
4.5mm. Hence the pads have to move a distance of 7 4.5 = 2.5 mm. Since there are two
sides clamping the rotor, each pad moves a distance of 1.25 mm.

Hence the total fluid displaced in the process is given by 4 /4 322 1 . 25= 4021.23

mm3

The same volume of fluid is displaced in the rear master cylinder of diameter 20.64 mm.

Hence the stroke of the piston in the Master Cylinder is given by ; according to continuity
equation,

Volume of fluid displaced

Stroke=
Areaof master cylinder

= 4021.23 334.58

Stroke = 12.018 mm

Losses due to pad compressibility:

Extra strokeof calliper piston is given by

L(e)=n C s A ( P R )

2 0 . 05 103 322 ( 0 .507 )
4

L ( e )=0 .048 mm

n = number of pad surfaces

mm
Cs
= compressibility in N
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2 3
Volume of extra fluid swept in this process is given by /4 32 0.048 = 39.06 mm

Losses due to hose expansion:

Volumetric expansion of hoses is given by

V(h) = K Length Line Pressure

Now in the rear line,

Length = 210 cm, Pressure = 0.507 MPa

K = Co-efficient of expansion

3 mm2
= 0.04 10 MPa

3
V(h) = 0.04 10 2100 0.507

3
= 0.0503 mm

Total increase in volume of system considering losses is given by 39.06 + 0.050= 39.11

mm3

Hence total increase of stroke of piston in Rear Master Cylinder considering losses is given
by

IncreaseVolume
Stroke (e )=
Area of master cylinder

= 39.11 334.58

= 0.11 mm

Hence, considering losses, stroke of rear Master Cylinder is 12.018 + 0.11 = 12.12 mm.

According to calculations, the efficiency of our braking system based on master cylinder
travel comes out to be 80.36%.
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Front Rear

Braking Force 947.71 N 169.54 N

Caliper Double Piston single acting Double Piston double acting

Piston Diameter 28mm Piston Diameter 32mm

Rotor disc
220 mm disc 276 mm disc

Master Cylinder
Bore 17.78 mm Bore 20.64 mm

Pedal Travel:

Since a minimum stroke of 12.12 mm is required to lock up both the front as well as the rear
wheels, we will consider the travel of the pedal based on stroke of 12.12 mm in both the
Master Cylinders.

Taking the required dimensions from the CAD model of the brake pedal, and stroke of 12.12
mm, the length of the arc traced by the pedal face comes out as 53.72 mm.

Hence due to the bias bar, the rear Master Cylinder is actuated first and achieves a stroke of
12.12 6.12 = 6.00 mm, after which zero biasing condition is reached and both cylinders are
actuated then on.

Hydraulic efficiency of the Brake system :

The hydraulic efficiency of the system is calculated by considering the ratio of actual travel
of brake pads cosidering all the losses viz. hose expansion losses, pad compressibility
lossesfluid evaporation losses, etc. to the expected theoretical travel. Hence there will three
different efficiencies Front Brake system efficency, Rear system Efficiency and the Overall
system efficiency. The efficiencies are plotted w.r.t. dcelerations in terms of gs.
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Fig Hydraulic efficiency of brake system

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