Weight distribution

When designing brake systems the amount of weight on the front and rear wheels needs to known for later calculations; the following was used to calculate this based on the best information given by the Aurora team. There are only estimates on the values of CG and wheel base, the values that would have the most negative effect were chosen as this will give us some margin of safety in the final design but ultimately for the best design these values need to be given. Given information Total laden weight=495kg Wheelbase length= 2.25-2.5-2.75m Height of the center of gravity of the vehicle= 0.4-0.5-0.6m Range of weight distribution weight distribution(front/rear) w1 w2 50/50 45/55 40/60 247.5kg 222.75kg 198kg 247.5kg 272.25kg 297kg

Assumed information Maximum breaking declaration= 0.8G Maximum tyre coefficient of friction= 0.8 Following calculations from (Race car vehicle dynamics, William F. Milliken and Douglas L. Milliken, page752). These equations will give the dynamic weight of the vehicle when under maximum braking and will give values such that slippage of the tyres on the rear and front happens at the same time. If the Car were to lock the rear wheels before the front then the car would spin out of control but if the front where locked before the rears then the car would track strait, although still not ideal this situation is more safe than the later because you will have absolutely no control over the car.
Diagram form http://welltall.com/ymc/discovery/car/wt_xfer.html

( ) ( ) In these calculations the effects of aerodynamic weight is neglected as it is assumed that there will be almost zero down or upward force on Aurora at full speed.

w1(kg)= w(kg)= (a/g)(G)= l(m)= h(m)= w1Braked(kg)=

Weight on front axel with no braking but with aero affects at the speed of interest Gross weight of vehicle Deceleration of the vehicle in "G" units Wheelbase length Height of the centre of gravity of the vehicle Weight on front axel during stop of (a/g) (2.25-2.5-2.75m) (0.4-0.5-0.6m)

w 1= w= (a/g)= l= h= w1 braked=

247.5 495 0.8 2.25 0.6 353.1

( ) ( ) w2(kg)= w(kg)= (a/g)(G)= l(m)= h(m)= w2 braked(kg)= Weight on front axel with no braking but with aero affects at the speed of interest Gross weight of vehicle Deceleration of the vehicle in "G" units Wheelbase length (2.25-2.5-2.75m) Height of the centre of gravity of the vehicle (0.4-0.5-0.6m) Weight on rear axel during stop of (a/g) w 2= w= (a/g)= l= h= w2 braked= 247.5 495 0.8 2.25 0.6 141.9

Brake torque required

Front brakes

w1 braked(N)= r(m)= = T(Nm) = (Nm)=

Dynamic weight Rolling tyre Radius (difficult to estimate as the tyre deflects when loaded???) Friction coefficient of road and tyre Torque required Torque per wheel

w1 braked= r= = T= (Nm)=

3463.911 0.279 0.8 773.1449 386.5725

The tire radius is difficult to pinpoint as it will deflect under braking so we assume no deflection. The tires are Michelin 95/80 R16 solar car tires so the rolling radius will be (16/2)*25.4+.8*95=279mm

Image showing tyre deflection Brake handbook, Fred Phun page 95

Rear brakes

W2 braked(N)= r(m)= = T(Nm) = (Nm)=

Dynamic weight Rolling tyre Radius (difficult to estimate as the tyre deflects when loaded???) Friction coefficient of road and tyre Torque required Torque per wheel

W2 braked= r= = T= (Nm)=

1392.039 0.279 0.8 310.7 155.35

Hence the braking bias can be determined Total Brake torque required (Nm)= 386.5725+310.7= % Front Bias Required = % Rear Bias Required = 1083.8 71.3 28.7

Brake pad area required

The following formula has been derived from (Fundamentals of machine component design, Robert C. Juvinall Kurt M. Marshek, Page750, fig 18.7) and changed to be used with a brake where it is ment for a clutch.

Having assumed uniform pad contact the following was established Pmax(KPa)= Maximum pad pressure Pmax= 1100 386.572468 0.55 0.143 2 0.00223414
This is a diagram explaining the average contact radius from Motorcycle Handling and Chassis design, Tony Foale

b(Nm)=

Requied torque per wheel pad= coefficient of friction of brake pad on disc Rav(m)= Average brake disc radius NPads= Number of pads in caliper unit Apad(m^2)= Pad area of a single pad

b=
= Rav= NPads= Apad=

With the maximum pad pressure having the most impact on the final design it was decided to keep this at the lower end of the range given by (Fundamentals of machine component design, Robert C. Juvinall Kurt M. Marshek, Page750, fig 18.7). This is a very important design criteria but also difficult to establish from manufacturers so it is safer to choose the lower range which was 1350kpa-2000kpa, but ultimatly it would have been best to know the value as it may have resulted in a better design.

This is a picture of the caliper that was chosen to use parts from, http://109.228.5.127/ProductDetail.aspx?ProductID=2536

Pad Thickness 10.5 (0.40") - mm (in) Pad Depth mm (in) 38.4 (1.51")

It is chosen to use the largest brake disc possible in order to reduce wieght and complexity of the caliper ie. 2 piston over 4 or 6 piston caliper. And so the AP racing CP2696 caliper was chosen as the best caliper to use parts from like pads and seals as the information was available And it matched our design and calculation criteria.
Here is information regarding the pad of choice from, http://www.apracing.com/productdetail.aspx?productid=2556

Pad Area - cm 22.4 (3.47) (in) Friction Materials Available Fits Brake Caliper Family APH420 / RQ3 / M1144
CP2195

/ CP2696

The following calculation relates to the amount of pressure required in the system from (Brake handbook, Fred Phun page 99)

b(Nm)=
pad= Ac(m^2)= Rav(m)= Pline(kpa)=

Requied torque per wheel coefficient of friction of brake pad on disc Total caliper piston area(sum of all pistons areas) Average brake disc radius Brake line pressure

b=
pad= Ac= Rav= Pline=

386.572468 0.55 0.0026767 0.143 1836.25478

40lbs was used for the force on the brake pedal because this is force that a persons foot can exert from a seated position in a 1G stop, 40lbs was suggested in (Race car vehicle dynamics, William F. Milliken and Douglas L. Milliken). The pedal ratio was suggested to be from 2.5-4.0 for most cars and it was decided that the smaller ratio would make the brakes apply faster as to reduce the pad/disc clearance faster so the pedal feel is more like a normal car brake. (The Sports Car & Kit Car Suspension & Brakes High-Performance Manual By Des Hammill,pg 82) a(mm)= b(mm)= Ffoot(N)= Rpedal= MF(N)= a= b= Ffoot= Rpedal= M F= 80 30 170 2.666667 453.3333

Pedal force a/b Mastercylinder pushrod force

http://enderw88.wordpress.com/automotive-theory/brakesystem-theory/

Pline(Kpa)= MF(N)= Amaster(mm^2)= Dmaster(mm)=

Brake line pressure Mastercylinder pushrod force Area of master cylinder Diameter of master cylinder

p= M F= Amaster= Dmaster=

1836.255 453.3333 246.8793 17.72954

The braking system needs to be able to pass the ADR regulations and one of these tests is a stopping distance test. With the formula given by the ADR handbook, stopping distance needed to pass can be calculated.

s(m)=Allowable beaking distance v(Km/h)=Speed at which test of breaks is conducted dm(m/s^2)=mean fully developed deceleration

s v= dm

70 100 6.43

Note: If vmax is 160km/h or more then v=160km/h s(m)=Allowable braking distance v(Km/h)=Speed at which test of breaks is conducted dm(m/s^2)=mean fully developed deceleration Vmax(km/h)=Maximum speed of the vehicle s v= dm Vmax= 98.4 120 5.76 150

Then the actual braking distance can be calculated using the following method. Where dm is in units of G.

( For the 100km/h stop S(m)= 49.16 V(km/h)= 100 Dm(G)= 0.8 For the 100km/h stop S(m)= 70.79 V(km/h)= 120 Dm(G)= 0.8

This information says that the car should be well within the braking test requirements.