International Journal of Mechanical and Production

Engineering Research and Development (IJMPERD)

ISSN(P): 2249-6890; ISSN(E): 2249-8001
Vol. 4, Issue 1, Feb 2014, 95-112
© TJPRC Pvt. Ltd.

DESIGN AND STRUCTURAL ANALYSIS OF DISC BRAKE IN AUTOMOBILES

MAHMOOD HASAN DAKHIL1, A. K. RAI2, P. RAVINDER REDDY3 & AHMED ABDULHUSSEIN JABBAR4
1,2,4
Department of Mechanical Engineering, SHIATS -DU, Allahabad, Uttar Pradesh, India
3
Professor & Head, Department of Mechanical Engineering, Chaitanya Bharathi Institute of Technology,
Hyderabad, Andhra Pradesh, India

ABSTRACT

This paper presents optimized design of performance of disc brake using finite element analysis is to evaluate the
performance under severe braking conditions. Cast iron and stainlesssteel are used as disc brake materials. ANSYS 12.0 is
a dedicated Finite element package used for determining the temperature distribution, variation of stresses and deformation
across the disc brake. It has been made to investigate the effect of the temperature distribution with the deformed shape and
stress distribution of disc brake rotor design by usingdifferent braking conditions. From the results of the above data, the
service life and long term stability is ensured. A steadystatic structureanalysis has been carried out to investigate the
temperature variation across the disc using the axis symmetric finite elements. Further structural analysis is also carried out
by Coupled Field Analysis. An attempt is also made to suggest a best combustion of material, flangewidth and
wallthickness used for disc brake rotor, which yields a low temperature variation across the rotor, less deformation and
minimum Von-misses stress possible.

KEYWORDS: Disc Brake, Structural Analysis, Finite Element Method, ANSYS

INTRODUCTION
General

A brake is a device by means of which artificial frictional resistance is applied to moving machine member,
in order to stop the motion of a machine. In the process of performing this function, the brakes absorb either kinetic energy
of the moving member or the potential energy given up by objects being lowered by hoists, elevators etc. the energy
absorbed by brakes is dissipated in the form of heat. This heat is dissipated in the surrounding atmosphere. Recently, disk
brakes have been widely used in light vehicles. Proper performance of a vehicle brake system one of its advantages.
Long repetitive braking leads to temperature rise of various brake components of the vehicle that reduces the performance
of the brake system. Long repetitive braking, such as one which occurs during a mountain descent, will result in a brake
fluid temperature rise and may cause brake fluid vaporization. This may be a concern particularly for passenger cars
equipped with aluminum calipers and with a limited air flow to the wheel brake systems [1].

The disc brake is a device for slowing or stopping the rotation of a wheel while it is in motion. To stop the wheel,
friction material in the form of brake pads is forced against both sides of the disc. The metallurgical properties of a rotor
determine its strength, noise, wear and braking characteristics. Joe Y.G. cha explained Analysis of disc brake instability
due to friction induced vibration. M.Bayat explained the effect of ceramic in combination of functionally graded rotating
disc and the friction-induced vibration with a constant friction coefficient. Utz von wagner[2-3] explained Influence of
dynamic brake pad properties on automotive disc brake squeal. A linear, lumped, and distributed parameter model to
represent the floating caliper disc brake system. For actual geometric approximation, the disc is modeled as a hat-disc
shape structure by the finite element method. One of the most important control systems of an automobile is Brake system.
96 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

They are required to stop the vehicle within the smallest possible distance and it is done by converting kinetic energy of the
vehicle into heat energy by friction which is dissipated into atmosphere. The main requirements of brakes are: The brakes
must be strong enough to stop the vehicle within the minimum possible distance in an emergency. But, this should also be
consistent with safety. The driver must have a proper control over the vehicle during emergency braking and the vehicle
must not skid. The brakes must have good intifada characteristics and their effectiveness should not decrease with constant
prolonged application. A disc brake assembly consists of Disc rotor that rotates with the wheel, Caliper assembly attached
to the steering knuckle, Friction materials (disc pads) that are mounted to the caliper assembly.[5]

The disc brake is a wheel brake which slows rotation of the wheel by the friction caused by pushing brake pads
against a brake disc with a set of calipers. The brake disc (or rotor in American English) is usually made of cast iron, but
may in some cases be made of composites such as reinforced carbon–carbon or ceramic matrix composites. This is
connected to 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. Brakes convert motion to heat, and if the brakes get too
hot, they become less effective, a phenomenon known as brake fade. Disc-style brakes development and use began in
England in the 1890s. The first caliper-type automobile disc brake was patented by Frederick William Lanchester in his
Birmingham, UK factory in 1902 and used successfully on Lanchester cars. Compared to drum brakes, disc brakes offer
better stopping performance, because the disc is more readily cooled. As a consequence discs are less prone to the "brake
fade"; and disc brakes recover more quickly from immersion (wet brakes are less effective). Most drum brake designs have
at least one leading shoe, which gives a servo-effect. By contrast, a disc brake has no self-servo effect and its braking force
is always proportional to the pressure placed on the brake pad by the braking system via any brake servo, braking pedal or
lever, this tends to give the driver better "feel" to avoid impending lockup. Drums are also prone to "bell mouthing", and
trap worn lining material within the assembly, both causes of various braking problems. [6].

Braking Requirements

 The brakes must be strong enough to stop the vehicle within a minimum distance in an emergency. The driver
must have proper control over the vehicle during braking and vehicle must not skid.

 The brakes must have well anti fade characteristics i.e. their effectiveness should not decrease with constant
prolonged application.

 The brakes should have well anti wear properties.

Classification of Brakes (Based on Transformation of Energy)

 Hydraulic brakes.

 Electric brakes.

 Mechanical brakes.

The mechanical brakes accordant to the direction of acting force may be subdivided into the following two
groups:

 Radial brakes

 Axial brakes
Design and Structural Analysis of Disc Brake in Automobiles 97

Radial Brakes

In these brakes the force acting on the brake drum is in radial direction, the radial brake may be subdivided into
external brakes and internal brakes as shown in figure 1.

Axial Brakes

In these brakes force acting on the brake drum is only in axial direction. E. g. Disc brake, cone clutch as shown in
figure 1. [7].[8].

Figure 1: Disc Brakes

A disc consists of a cast iron disc bolted to the wheel hub and a stationary housing called caliper. The caliper is
connected to some stationary part of the vehicle like the axle casing or the stub axle as is cast in two parts, friction pad
contacting piston. In between each piston and the disc there is a friction pad held in position by retaining pins, spring
plates. Passages are drilled in the caliper for the fluid to enter or housing. The passages are also connected to another one
for bleeding. Each cylinder contains rubber-sealing rings between the cylinder and piston.

Work of Disc Brake

When the brakes are applied, hydraulically actuated pistons move the friction pads into contact with the disc,
applying equal and opposite forces on the later as shown in figure 2. On releasing the brakes the rubber sealing ring acts as
return spring and retract the pistons and the friction pads away from the disc. The main components of the disc brakes are:

 The brake pads

 The caliper which contains

 The rotor which is mounted to the hub

Figure 2: Functioning of Disc Brake

Most car disc brakes are vented as shown in figure 3.

Figure 3: Vents Provided on Disc Brakes

98 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

Types of Disc Brakes

 Swinging caliper disc brake

 Sliding caliper disc brake

Swinging Caliper Disc Brake

The caliper is hinged about a fulcrum pin and one of the friction pads is fixed to the caliper. The fluid under
pressure presses the other pad against the disc to apply the brake. The reaction on the caliper causes it to move the fixed
pad slightly applying equal pressure to the other side of the disc. The caliper automatically adjusts its position by swinging
about the pin.

Sliding Caliper Disc Brake

These are two pistons between which the fluid under pressure is sent which presses one friction pad directly on to
the disc whereas the other pad is passed indirectly via the caliper as shown in figure 4.

Figure 4: Sliding Caliper Disc Brake

ASSUMPTION SYSTEM AND SIMULATIONS

FEA / Finite Element Analysis

Finite Element Analysis FEA is the modeling of products and systems in a virtual environment, for the purpose of
finding and solving potential (or existing) structural or performance issues. FEA is the practical application of the finite
element method (FEM), which is used by engineers and scientist to mathematically model and numerically solve very
complex structural, fluid, and multiphasic problems. FEA Software can be utilized in a wide range of industries,
but is most commonly used in the aeronautical, biomechanical and automotive industry. The finite element method is a
numerical procedure for analyzing structures and continua. Usually problem addressed is too complicated to be solved
satisfactorily by classical analytical methods. The finite element procedure develops many simultaneous algebraic
equations, which are generated and solved on a digital computer. The results obtainable are accurate enough for
engineering purposes at reasonable cost. In addition, it is an efficient design tool by which designers can perform
parametric design studies by considering various design cases (different shapes, materials, loads, etc..,), analyze them and
choose the optimum design. Hence the method has increasingly gained popularity among both researchers and practitioners
[16].s. A finite element (FE) model comprises a system of points, called “nodes”, which form the shape of the design.
Connected to these no des are the finite elements themselves which form the finite element mesh and contain the material
and structural Properties of the model, defining how it will react to certain conditions. The density of the finite element
mesh may vary throughout the material, depending on the anticipated change in stress levels of a particular area. Regions
that experience high changes in stress usually require a higher mesh density than those that experience little or no stress
variation. Points of interest may include fracture points of previously tested material, fillets, corners, complex detail,
Design and Structural Analysis of Disc Brake in Automobiles 99

and high-stress areas. FE models can be created using one-dimensional (1D beam), two-dimensional (2DShell) or
three-dimensional (3D solid) elements. By using beams and shells instead of Solid elements, a representative model can be
created using fewer nodes without compromising accuracy. To simulate the effects of real-world working environments in
FEA, various load types can be applied to the FE model, including.

 Nodal: forces, moments, displacements, velocities, accelerations, temperature and heat flux.

 Elemental: distributed loading, pressure, temperature and heat flux

 Acceleration body loads (gravity)

Introduction to ANSYS Program

Dr. John Swanson founded ANSYS. Inc. in 1970 with a version to commercialize the concept of computer
simulated engineering, establishing himself as one of the pioneers of Finite Element Analysis (FEA). ANSYS inc supports
the ongoing development of innovative technology and delivers flexible, enterprise wide Engineering that enable
companies to solve the full range of the analysis problem, maximizing their investments in software and hardware. ANSYS
Inc. continues its role as technical innovator. It also supports a process-centric approach to design and manufacturing,
allowing the users to avoid expensive and time-consuming “built and break” cycles. ANSYS analysis and simulation tools
give customers ease-of-use, data compatibility, multi-platform support and coupled field multi-physics capabilities. [17].

Evolution of ANSYS Program

ANSYS has evolved into multi purposed design analysis software program, recognized around the world for its
many capabilities. Today the program is extremely powerful and easy to use. Each release hosts new and enhanced
capabilities that make the program more flexible, more usable and faster. In this way ANSYS helps engineers meet the
pressures and demands modern product development environment.

Overview of the Program

The ANSYS Program is flexible, robust design analysis and optimization package. The software operates on
major computers and operating systems, from PCs to workstations and to super computers. ANSYS features file ANSYS
design data access enables user to import computer aided design models in to ANSYS, eliminating repeated work.
This ensures enterprise wide, flexible engineering solution for all ANSYS. Although the ANSYS program has extensive
and complex capabilities, its organization and user-friendly graphical user interface makes it easy to learn and use.

There are four graphical methods to instruct the ANSYS program:

 Menus

 Dialog boxes

 Tool Bar

 Direct input of commands

Dialog Boxes

Windows that present the users with choice for completing operations or specifying settings .These boxes prompt
the user to input the data or make decisions for a particular function.
100 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

Tool Bar

The tool bar represents a very efficient means for executing commands for the ANSYS program because of its
wide range of configurability. Regardless of how they are specified, commands are ultimately used to supply all the data
and control all program functions.

Output Window

Records the ANSYS response to commands and functions.

Graphics Window

Represents the area for graphic displays such as model or graphically represented results of an analysis. The user
can adjust the size of graphics window, reducing or enlarging it to fit to personal preferences.

Input Window

Provides an input area for typing ANSYS commands and displays program prompt messages.

Main Menu

Compromise the primary ANSYS functions, which are organized in pop-up side menus, based on the progression
of the program.

Utility Menu

Contains ANSYS utility functions that are mapped here for access at any time during an ANSYS session.
These functions are executed through smooth, cascading pull down menus that lead directly to an action or dialog box.

Processors

ANSYS functions are organized into two groups called processors. The ANSYS program has one pre-processor,
one solution processor, two post processors and severe auxiliary processors such as the design optimizer. The ANSYS
pre-processor allows the user data to create a finite element model to specify the options needed for a subsequent solution.
The solution processor is used to apply loads and the boundary conditions and then determine the response of the model to
them. With the ANSYS post processors, the user retrieves and examines the solution results to evaluate how the model
responded and to perform additional calculations of interest.

File Format

Files are used, when necessary, to pass the data from one part of the program to another to store the program to
the database, and to store the program output. These files include database files, the results file, and the file graphics and so
on.

Reducing the Design and Manufacturing Costs Using ANSYS Program

The ANSYS program allows the engineers to construct computer models or transfer CAD models of structures,
products, components, or systems, apply loads or other design performance conditions and study physical responses such
as stress levels, temperature distribution or the impact of vector magnetic fields. In some environments, prototype testing is
under desirable or impossible. The ANSYS program has been used in several cases of this type including biomechanical
applications such as high replacement intraocular lenses. Other integrated circuit chip, to the bit-holding system of a
continuous coal-mining machine. ANSYS design optimization enables to reduce the number of costly prototypes, tailor
Design and Structural Analysis of Disc Brake in Automobiles 101

rigidity and flexibility to meet the objectives and find the proper balancing geometric modifications. Competitive
companies look for ways to produce the highest quality product at the lowest cost. ANSYS (FEA) can help significantly by
reducing the design and manufacturing costs and by giving engineers added confidence in the products they design. FEA is
the most effective when used later in manufacturing process to verify the final design before prototyping.

Procedure for ANSYS Analysis

Static analysis is used to determine the displacements, stresses, strains and forces in structures or components due
to the loads that do not include significant inertia and damping effects. Steady loading in response conditions are assumed.
The kind of loading that can be applied in a static analysis include externally applied forces and pressures, steady state
inertia forces such as gravity or rotational velocity imposed(non zero) displacements, temperatures(for thermal strain).
A static analysis can be either be linear or nonlinear. In our present work we can consider linear static analysis.
The procedure for static analysis consists of these main steps:

 Building the model

 Obtaining the solution

 Reviewing the results.

Pre-Processor

Pre-processor has been developed so that the same program is available on micro, mini, super mini and main
frame computer system. This slows easy transfer of models one system to the other. Pre-processor is an interactive model
builder to prepare the FE (finite-element) model and input data developed by the pre-processor, and prepares solutions
according to the problem definition. It creates input files to the temperature etc. on the screen in the form of contours.

Geometric Definitions

There are four different entities in the pre-processor namely key points, lines, areas and volumes. Those entities
can be used to obtain the geometric representation of the structure. All the entities are independent of other and have
unique identification labels. As shown in figure 5 and 6.

Figure 5: Line Figure of Disc Brake Figure 6: Area Figure of Disc Brake

Model Generations

Two different methods are used to generate a model:

 Direct generation

 Solid modeling
102 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

With solid modeling we can describe the geometric boundaries of the model, establish controls over the size and
desired shape of the elements and instruct ANSYS program to generate all the nodes and elements automatically.
By contrast, with the direct generation method, we determine the location of every node and size, shape and connectivity of
every element prior to defining these elements in the ANSYS model. Although, some automatic data generation is possible
(by using commands such as FILL, NGEN, EGEN etc.) the direct generation method essentially a hands on numerical
method essentially a hands on numerical method that require us to keep track of all the node numbers as we develop the
finite element mesh. This detailed book keeping can become difficult for large models, giving scope for modeling errors.
Solid modeling is usually more powerful and versatile than direct generation and is commonly preferred method of
generating a model.

Mesh Generation

In the finite element analysis the basic concept is to analyze the structure, which is an assemblage of discrete
pieces called elements, which are connected together at a finite number of points called Nodes. Loading boundary
conditions are then applied to these elements and nodes. A network of these elements is known as Mesh. As shown in
figure 7.

Figure 7: 3D-Mesh Generation

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. These 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 one can plot,
delete, or search nodes.

Disc Brake Calculations

Given data:

Table 1: Calculations of Disc Brake with Different Flange Widths

Velocity of the Vehicle 112Kmph=31.11m/s
Time for stopping the vehicle 4 seconds
Mass of the vehicle 1800Kg.
Density of cast iron 7100Kg/m3
Thermal conductivity (k) 54 watts/m k
Specific heat (c) 586 j/kg k
Young’s modulus 125e9 N/m2
Poisson’s ratio (µ) 0.25
Design and Structural Analysis of Disc Brake in Automobiles 103

Calculations for 10mm Flange Width

Step-1: Kinetic Energy (K.E) = ½*m*v2

= ½*1800*31.112

= 871048.89 Joules

The above said is the total kinetic Energy induced while the vehicle is under motion [12].

Step-2: The total kinetic energy= The heat generated

Qg = 87104.889 Joules

The heat generated / wheel =87104.89/4 Joules

=217762.222 Joules

Step-3: The heat generated by four wheels is obtained from the above calculation i.e. 217762.222 Joules.

The Area of the rubbing faces A = 2* Π * (0.2 – 0.1036) * 0.01= 0.00605 m2

Heat Flux = Heat Generated / Time / twice the projected area

= 217762.222 / 4 / 2 * 0.00605

= 4499219.4 Watts / m2

The analysis is done by taking the Brake Efficiency of 30% and hence the distribution of braking torque between
the front and rear axle is 70:30.

Thus Heat Flux = 4499219.4 * 0.7 = 3149453.62Watts / m2since the wall thickness did not involve in the disc
brake calculations; the valve of the heat flux does not change wall thickness.

Static and Structural Analysis

Structural analysis is the most common application of the finite element method. The term structural (or structure)
implies civil engineering structures such as bridges and buildings but also naval, aeronautical and mechanical structures
such as ship hulls, air craft bodies and machines housings as well as mechanical components such as pistons, machine parts
and tools.

Types of Structural Analysis

There are seven types of structural analysis available in ANSYS. One can perform the following types of
structural analyses. Each of these analysis types are discussed in detail as follows.

 Static analysis.

 Modal analysis.

 Harmonic analysis.

 Transient analysis.

 Spectrum analysis.

 Buckling analysis.
104 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

 Explicit dynamic analysis.

Structural Static Analysis

A static analysis calculates the effects of steady loading condition on a structure, while ignoring inertia and
damping efforts such as those caused by time varying loads. A static analysis can, however include steady inertia loads
(such as gravity and rotational velocity), and time varying loads that can be approximated as static equivalent wind and
seismic loads commonly defined in many building codes).

Material Properties
Cast Iron
Cast iron usually refers to grey cast iron, but identifies a large group of ferrous alloys, which solidify with a
eutectic. Iron accounts for more than 95%, while the main alloying elements are carbon and silicon. The amount of carbon
in cast iron is the range 2.1-4%, as ferrous alloys with less are denoted carbon steel by definition. Cast irons contain
appreciable amounts of silicon, normally 1-3%, and consequently these alloys should be considered ternary Fe-C-Si alloys.
Here graphite is present in the form of flakes. Disc brake discs are commonly manufactured out of a material called grey
cast iron. [10]. for cast iron,

 Young’s modulus (E) = 125 Gpa

 Poisson’s ratio (v) =0.25

Stainless Steel

Stainless steel is the term used to describe an extremely versatile family of engineering materials, which are
selected primarily for their corrosion and heat resistant properties. All stainless steels contain principally iron and a
minimum of 10.5% chromium. At this level, chromium reacts with oxygen and moisture in the environment to form a
protective, adherent and coherent, oxide film that envelops the entire surface of the material. This oxide film (known as the
passive or boundary layer) is very thin (2-3 nanometer’s). [1nanometre = 10-9 m]. The passive layer on stainless steels
exhibits a truly remarkable property: when damaged (e.g. abraded), it self-repairs as chromium in the steel reacts rapidly
with oxygen and moisture in the environment to reform the oxide layer. For stainlesssteel, [14].

 Young’s modulus = 200 Gpa

 Poisson’s ratio = 0.3

Material Properties Given as follows

The material chosen for the present work is Cast Iron and Stainless steel.

Table 2: Material Properties

Material Properties Cast Iron Stainless Steel
Thermal co-efficient of -6
9.9*10 / 6*10-6/
expansion (KXX)
Thermal conductivity (K) 54.0 W / m k 40 W /m k
Specific heat (cp) 586.0 j / kg k 460J / Kg K
Convection film co-efficient 100 W / m2k 50 W / m2k
Ambient temperature (ta) 25 25
Density 7100kg/ m3 7800Kg/ m3
Design and Structural Analysis of Disc Brake in Automobiles 105

Geometric Boundary Conditions

Since the axis-symmetric model is considered al the nodes in the hub radius are fixed. So the nodal displacements
in the hub become Zero i.e. both in radius and axial direction. The temperature 25 is fixed at the hub bore grinds as the
boundary conditions. The standard convection law is used.

Mesh Generation

Before building the model, it is important to think about whether a free mesh or mapped mesh is appropriate for
the analysis. A free mesh has no restrictions in terms of element shapes and has no specified pattern applied to it.
Compared to the free mesh, a mapped mesh is restricted in terms of the element shape it contains and pattern of the mesh.
A mapped mesh contains either only quadrilateral or only triangular element, while a mesh contains either only
quadrilateral or only triangular element, while a mapped volume has a regular pattern with obvious rows of elements.
The type of mesh generation considered here is a free mesh since the 2D figure is not a regular shape. Axis symmetric
element 55 is used to model in ANSYS by considering axis symmetric geometry. After convergence check the final mesh.

Thermal Conditions

The thermal load is applied axis symmetrically on the tread of the wheel is a heat flux and is analyzed for 4
seconds of braking i.e. the heat generate is going to be distributed along the profile after the application of the brakes.
as shown figure 8.

Figure 8: Boundary Conditions

RESULTS AND DISCUSSIONS
CASE 1: STRUCURAL ANALYSIS-The Disc Brake Material is Stainless Steel Thickness is 10, mm

Figure 9: Resultant Deformation, mm Figure 10: Deformation Variation along Radial

Distance, mm
106 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

Figure 11: Von Mises Stress Figure 12: Von Mises Stress

Figure 13: Normal Stress in X Direction, MPa Figure 14: Stresses X, Y, Z Direction, MPa

CASE 2: STRUCURAL ANALYSIS-The Disc Brake Material is Stainless Steel Thickness is 12, mm

Figure 15: Resultant Displacements in Contour Form, mm Figure 16: Deformation Variation along Radial
Distance, mm
Design and Structural Analysis of Disc Brake in Automobiles 107

Figure 17: Von Mises Stress Figure 18: Von Mises Stress

Figure 19 : Normal Stress in X Direction, MPa Figure 20: Stresses in X,Y,Z Direction, Mpa

CASE 3: STRUCURAL ANALYSIS-The Disc Brake Material is Cast Iron Thickness is 10, mm

Figure 21 : Resultant Deformation, mm Figure 22: Deformation Variation Along Radial Distance, mm
108 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

Figure 23 : Von Misses Stress Figure 24 : Von Misses Stress

Figure 25 : Normal Stress in X Direction, MPa Figure 26 : Stresses X,Y,ZDiraction, MPa

CASE 4: STRUCURAL ANALYSIS-The Disc Brake Material is Cast Iron Thickness is 12, mm

Figure 27: Resultant Deformation, mm Figure 28: Deformation Variation along Radial
Distance, mm
Design and Structural Analysis of Disc Brake in Automobiles 109

Figure 29: Von Mises Stress Figure 30: Von Mises Stress

Figure 31: Normal Stress in X Direction, MPa Figure 32: Stresses in X, Y, Z Direction, Mpa

CONCLUSIONS

The maximum displacement observed in cast iron disc brake with 10mm flange width is 0.352583mm, in cast iron
disc brake with 12mm flange width is 0.4443mm, and in stainless steel disc brake with 10mm flange width is 0.2386mm,
in stainless steel disc brake with 12mm flange width is 0.26925mm.These are within the allowable limits. The maximum
stress indeed in cast iron disc brake with 10mm flange width is 338.946 MPa, with 12mm flange width is 198.159MPa, and
in stainless steel disc brake with 10mm flange width is 259.231MPa, disc brake with 12mm flange width is 185.499MPa.
These are within the allowable limits. And factor of safety of cast iron 10mm flange width is 1.106, cast iron 12mm flange
width is 1.89 and for stainless steel with 10mm flange width is 3.316, with 10mm flange width is 4.636.

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Design and Structural Analysis of Disc Brake in Automobiles 111

AUTHOR’S DETAILS

Mr. Mahmood Hasan Dakhil Received his bachelor of Mechanical Engineering department, College of
Engineering, THI-QAR University Iraq in 2010. He is Pursing M. Tech Machine Design engineering, Mechanical
Engineering Department Shepherd School of Engineering and Technology, Sam Higgin bottom Institute of Agriculture,
Technology and Sciences, Allahabad, India. He has experience for Project implementation of networks streams in misan,
Azhar Alnahj Company, & Al-Hassnawi Company. He knows to work on Analytical and Design Software such as Auto
CAD & Inventor software from Autodesk, ANSYS, CFD, ICEM, GAMBIT, FLUENT, CFX, Hypermesh and Professional
certificate in Mechanical CADD (CATIA, Pro. E and Solidworks).

Dr A. K. Rai is born in 1977, Distt. Ballia (Uttar Pradesh) India. He received his M.Tech Degree from MNNIT
Allahabad in Design of Process Machines and Ph.D. from SHIATS- DU Allahabad in2011.He has been in GBPUAT Pant
nagar from2003 to 2005. He is Joined SHIATS-DU Allaahabad as assistant Professor in2005. He has published more than
20 papers in international journals.

Prof. (Dr) P.Ravinder Reddy is born on August 12th 1965, graduated in B.Tech Mechanical Engineering from
Kakatiya University (1987) Warangal, M.E Engineering Design from PSG college of Technology, Coimbatore (1991) and
Ph. D from Osmania University in 2001. He has 25 years of Teaching, Industrial and Research experience. He published
over 175 technical and research papers in various international and national journals and conferences. He has guided 11
Ph.Ds. He has organized 23 workshops, 2 international conferences and delivered 93 keynote and invited talks. Was a chief
and principal investigator for 13 research and 27 industrial consultancy sponsored projects. He is a recipient of Raja
Rambapu Patil National award for promising Engineering Teacher by ISTE for the year 2000 in recognition of his
outstanding contribution in the area of Engineering and Technology, “Engineer of the year Award-2004” for his
outstanding contribution in Academics and research by the Govt. of Andhra Pradesh and Institution of Engineers (India),
AP State Centre on 15th September 2004 on the occasion of 37th Engineer’s Day, Best Technical Paper Award in the year
112 Mahmood Hasan Dakhil, A. K. Rai, P. Ravinder Reddy & Ahmed Abdulhussein Jabbar

Dec. 2008 in Industrial Application titled “Online quality monitoring welding & weld upset in resistance projection
welding process”, in Journal of Non-Destructive Testing & Evaluation, the official journal of ISNT during the year 2007
by National Governing Council of Indian Society for Non Destructive Testing.

Ahmed Abdulhussein Jabbar Received his bachelor of Mechanical Engineering department, College of
Engineering, AL- Mustansiriya University Iraq in 2011. He is Pursing M.Tech Machine Design engineering, Mechanical
Engineering Department Shepherd School of Engineering and Technology, Sam Higginbottom Institute of Agriculture,
Technology and Sciences, Allahabad, India. He has experience for one year in Project implementation of networks streams
in misan .He knows to work on Analytical and Design Software such as AutoCAD from
Autodesk,ANSYS,CFD,ICEM,GAMBIT,FLUENT,CFX,Hypermesh and Professional certificate in Mechanical
CADD(CATIA, Pro.E and Solidworks).