ME 351A

Design of Machine Elements

DESIGN OF COMPONENTS OF A DISC BRAKE SYSTEM

Group Members: Course Instructor:

A.N.S. Karthik Krishna (11001) Dr. Sovan L Das
Abhishek Sharma (11030)

Rasool Ahmad (11586)

Riya Khurana (11606)
Tejavath Sriram (11769)
PROJECT DESCRIPTION
A caliper disc brake is the most common type of disc brakes used in modern cars. A disc brake
is a wheel brake which slows down a rotating wheel by the friction caused by pushing brake
pads against a brake disc with a set of calipers. It is compound of a piston, a caliper, brake
pads, a rotor and a hub. We have designed Brake Pedal, Brake Pads and the Rotor component
of the caliper disc brake system.

The main components of Brake Disc are:

1) Brake Pedal: It is designed for the purpose of harnessing and multiplying the force
exerted by the driver's foot.

2) Master Cylinder: It is responsible for converting amplified force from the brake pedal
into hydraulic pressure. It consists of a cylinder, a piston, and brake pedal output rod
on one side with brake fluid on the other side of the cylinder. As the pedal assembly
output rod pushes the piston, it moves within the cylinder and pushes against the fluid
creating hydraulic pressure.

3) Callipers: The caliper is very similar to a piston with pressurized fluid on one side. The
caliper uses hydraulic force on the input to create mechanical work. The caliper exerts
a squeezing or clamping force on the brake disk.

4) Brake pads: They are responsible for exerting friction forces to slow down/ stop the
rotor. We will assuming a friction coefficient for the same.

5) Rotor: The rotor is the component which receives the force applied by the brake pads
when the brake pedal is pressed by the driver and the piston is activated producing
the caliper to close. It plays 2 important roles. Firstly, it acts like a frictional interface
for the brake pads. It reacts to the output by absorbing the torque generated.
Secondly, it also serves the purpose of absorbing the heat generated by rubbing of the
brake pads against the rotors face.
DESIGN DETAILS
We will first start off with an analysis of the brake pedal. The purpose is to harness and
multiply the force exerted by the driver's foot. For the analysis of the Pedal we assumed an
input driver force of 50kgf a pedal ratio of 6:1.

Another important component in the design of our brake disk is the master cylinder. We
calculate the pressure generated by the master cylinder by dividing the force created by the
pedal divided by its area. For the master cylinder we used dimension of 31.4 mm of diameter.
And the force of the pedal as mentioned before was 3000N. The calculation gave us a value
of 3.871 MPa.

Our third component is the callipers of the car. The calliper does a squeezing or clamping
force of the brake disk. We calculated this clamping force by multiplying the pressure of the
cylinder by the area of the cylinder. This calculation gives us 46772.548 N. The clamping force
of the calliper is very sensitive to changes in the diameter of the caliper.

The fourth component that we will analyze is the brake pad. The brake pads squeeze the rotor
with the force that is generated by the callipers. To analyze the brake pads we needed a
friction coefficient. We took the value of 0.45

And last but not least the Rotor. The rotor must also serve the purpose of absorbing the heat
that is generated by the rubbing of the brake pads against the rotors face. For our analysis we
used the values of Do 320mm and an internal diameter of Di 80mm we then used an
equation to calculate the torque that is generated in the rotor. Pressure on the rotor is 17.178
MPa. The calculation of P gave us about 7.73 MPa. Compressive stress on the rotor is
equal to the pressure i.e. 17.178 MPa.

For our design material we have two choices a ceramic material and gray cast iron. We choose
gray cast iron as the appropriate material for it wear resistance and hardness. Also it absorbs
and dissipates heat well to cool the brakes. (Refer to Appendix A).

After the material is selected a fracture analysis can be done. For the design the fracture
analysis was performed for the static and dynamic aspects. For the static aspect we assumed
a value of 2.5 for the stress concentration factor. The calculated value for the safety factor
using Modified Mohr Theory for a brittle material and the ultimate tensile and compressive
strength for the material properties is 293.027 MPa and 965.266 MPa respectively. Also a
value of 2.2 was assumed for the stress concentration factor on the dynamic aspect. We used
the alternating forces exerted in the disc. The values for 1(amplitude) and 1(mean) were
used to calculate the safety factor with the Modified-Goodman equation.

We also did stress analysis by Finite Element Method using ABAQUS software. We have done
static analysis by applying pressure and shear surface traction and fixed boundary conditions
on the inner surface. We plotted maximum principal stress, minimum principal stress, s11, s12,
s12. We did static and dynamic analysis of the rotor using these values.
We also found the maximum temperature of the rotor because of the braking. We assumed
the total kinetic energy of the vehicle is dissipated only through braking operation and all
energy is converted into heat energy. Finally we assumed a braking interval and calculated
the maximum temperature by using Newtons Law of Cooling.
ANALYSIS
BRAKE PEDAL
D

C.
.B
A

Fig. Section of the chosen I- Beam

Shear Force and Bending Moment

Length of the beam = 30 cm
Diagram when input load is 500N

Static Loading
403 6303
Moment of Inertia, I = 20 - 2 [ ]
12 12

I = 79666.67 mm4

5 15
First moment of area at A QA = (15 + 2 )[20 5 + ( 2 )(15 8)]
QA = 2650 mm3
Shear Force at A(V)=2500 N

V 25002650
Shear Stress at A,A = = 79666.678 MPa

A = 10.39 MPa

5
First moment of area, QB = Qc = (15 + 2 )[20 5] = 1750 mm3

V 25001750
B = = 79666.678 MPa

B = 6.862 MPa
C is not calculated because bc is 20mm here. So, the Shear stress will be low than point B

For point A the stress due to bending is zero because y=0.

A = 0
12515 103
B = = 79666.67 1012 = 23.535 MPa

At critical location B
= ( B2 + 32)1/2
= [(23.535 106 )2 + 3 (6.862 106 )2 ]1/2
= 26.365 MPa

At Critical location D (top surface)

12520 103
D = = 79666.67 1012 = 31.38 MPa

QD=0 mm3
D = 0 MPa
, = ( B2 + 32)1/2
= [(31.38 )2 + 3x0]1/2
= 31.38 MPa
Hence critical location will be D.
Factor of safety, n = 5 (assumed)

=
5

Sy > 156.9 Mpa
Therefore material chosen is SAE 1006 HR steel.

Factor of safety, n = = 170/31.38 =5.417

Fluctuating loading:
Material SAE 1006 HR steel
Ultimate Tensile strength, = 300 MPa
Yield Strength, SY = 170 MPa

Sut
Se = = 150 MPa when Sut 1400
2

ENDURANCE LIMIT MODIFYING FACTORS:

a) Surface Factor Ka
Ka = a Sutb = 57.7 (300)-0.718
= 0.96
b) Size Factor Kb
Equivalent Area A0.95s = .05x 40x 20 mm2
A0.95 = 0.0766 2 = 40 mm2
D = 22.852 mm
Kb = 1.24 (22.582)-0.107 when 2.79 51 mm
Kb = 0.887
c) Loading Factor KC
KC = 1 for bending
 d) Temperature Factor KD
KD = 1
e) Reliability Factor KE
Assuming 99% Reliability
KE = 0.814
f) Miscellaneous Factor KF
KF = 1

Hence, Endurance Limit Se = KA KB KC KD KE KF Se = (0.96 0.887 0.814 150) = 103.97MPa

Since we are having different stress magnitudes in our spectrum, we will use Miners rule for
further calculations.
Let us assume that driver exerts maximum force whenever the brake is applied. This is the
worst case scenario. Then our force distribution will have only two types of loads, S 1=0 and
S2=Smax
Mean stress=(1)m = (1)a = 0

Amplitude of stress= (2)m = (2)a =
2
By Modified Goodman Criteria:

1
+ =

31.38 31.38 1
+ 2300 =
2103.97

n = 4.92
BRAKE PAD
Brake pad is an equipment mounted on the callipers, which comes in contact with the rotor
of the brakes to stop/decelerate it. A brake pad assembly consists of the following parts:
1. Pad, which rubs against the rotor to stop/decelerate it.
2. Mounting, on which the pad is fixed. This mounting slides on guides in the calliper
assembly to press against the rotor.
Following images will help understand better:

Fig. 3.1: Front view of the brake pad

Fig 3.2: Solid model of brake pad

Our analysis of brake pad will consist of following parts:

 Wear analysis of pad
Bending analysis of guide rod
Fracture analysis of mounting

Wear Analysis of Pad

We will start by assuming a pad thickness of 10mm. We are also assuming that a pad will
become useless if more than 10% of its thickness is worn out. Force on the pads are according
to 500N of braking force on brake pedal.
Force applied by the pad on the rotor, F 93.545kN
Surface area of contact of brake pad, A 5445.414mm2 (calculated using typical
brake pad dimensions using a solid modeller)
F 93.545kN
Pressure applied by pad on the rotor, P 17.178MPa
A 5445.414mm 2
Coefficient of friction between rotor and pad, 0.45
Braking torque applied by the pad on the rotor,
r o
2
T ( 2 1 )m Pr 2 dr o P(ro3 ri3 ) 5519.188 Nm
ri
3
Radial distance of point of application of equivalent force,
T 5519.188 Nm
re 131mm
F 0.45 93.545kN
Wear thickness, t f1 f 2 KP re 2N
where,
f 1 is modifying factor dependent on motion type, load an speed, here f1 1.8
f 2 is environmental factor, accounts for temperature & cleanliness conditions, f 2 1
K is wear factor, here K 1.3 10 6 mm3 / Nm
P is pressure applied by pad on the rotor
We will now calculate the number of rotations under maximum load braking which will lead
to 1mm of pad thickness to wear out, i.e. t 1mm
10 3 1.8 1.3 10 5 17.178 10 6 13.110 2 2N
i.e. N 30239.9 or N 30,000 rotations.
So, our pad will last for more than 30 thousand rotations under full load braking (500N).
Now let us calculate pad life for average braking forces and distance. In normal circumstances,
the driver is assumed to apply 150N of force on brake pedal. Now the above analysis goes as
follows:
F 28kN
P 5MPa
Since, T and F are proportional, re 131mm
Now, N 103892.3 or N 1,00,000 rotations
So, if we assume that a car driver on an average brakes from a speed of 40 to 50 kmph, typical
braking distance of a car from 50kmph to zero is about 3 to 4 metres. Let us assume our
vehicle has 18inch rims and 45mm tyre.
Diameter of wheel, d 18 25.4 45 2 547.2mm
Circumference of wheel, c d 1719.1mm 1.7m
Number of rotations per braking, n 4m / c 2.32 2.5
Now, assuming a person brakes about 2 times per km from a speed of 40kmph. Note that
number of braking during traffic and low speed braking is ignored as that involves negligible
braking distances.
N 1,00,000
Now life of brake pad, L 20,000km of car travel.
2n 2 2.5
So, an average driver would need to change his brake pads every 20,000km of car travel,
which is roughly equivalent to changing pads every two years.

Analysis for the mounting:

On the brake pad assembly, F is acting due to friction with rotor and Fr is applied by the
guides on the brake pad assembly.

Fig 3.3: Brake pad mounted on guides. Black

coloured part is the pad which rubs against the
rotor which will be sandwiched between the
two pads. Grey coloured part is the mounting
on which the pad is fixed. Brown coloured rods
are guides on which mounting can slide.

Fig 3.4: Free body diagram showing Fr

the forces acting on brake pad by the
rotor and by the guide rods.
There are also forces acting into the Fr
plane of paper by the callipers and
mF
rotor ( F ) which are not shown in this
diagram.

Now,

M 0 2Fr 169.83 F 131

169.83mm is the distance of point of application of Fr from the axis of rotor and 131mm is
that of point of application of resultant F .

This gives Fr 16.235kN

Analysis of the guide rod:

Fr Fr

Fig3.5: Free body diagram of

a b a the guide rod
R1 R2

By force and moment balances, R1 R2 Fr

Fig3.6a: Forces on rod

Fig3.6b: Shear force diagram

Fig3.6c: Bending moment

diagram

Taking care of all clearances and stroke length, the value of a is taken to be 10mm .

4 Fr a 28155.92
Now, the stress due to bending, b , where r is radius of rod
r 3 r3
Sy
For a factor of safety of 2 against yielding, b
2
Taking the material to be AISI 1018 HR Steel, S y 220MPa

using equations above, r 12.34mm , which is too large for our design.
So we decided to flatten some part on both sides of the mounting and introduce supports.
These supports will exert Fs on the mounting which will reduce Fr and help in reducing r .

Fr


Fr
mF

Fs

Fig3.7: Forces on brake pad after introducing support

Now,

F 0 2Fr cos Fs F , where 28

M 0 2Fr 169.3 Fs cos 140 F 131 , where 26.73

is the angle which the position vector of application of Fs with respect to centre
of rotor makes with the midplane of the brake pad.

This gives, Fr 2210.24 N and Fs 38116.82 N

4 Fr a 28141.65
Now, b
r 3 r3
Choosing the material to be AISI 1015 CD Steel with S y 320MPa .

r 5.60mm for a factor of safety of 2 against yielding.

Let us choose a better material to further reduce r .

Choosing the material to be AISI 1030 CD Steel with S y 440MPa .

r 5.039mm for a factor of safety of 2 against yielding.

Let us choose r 5mm .
So, we have finally chosen a guide rod of r 5mm made up of AISI 1030 CD Steel.
Analysis of Brake Pad Mounting
In this section we will be doing analysis for brake pad mount plate. Following forces will be
acting on it:
Fr : Reaction Force from the rod

F: Friction Force by pad

Critical locations where analysis need to be done are at mounting fixture, one at hole (location
A)where failure can happen as rupture of plate, bearing of plate, or edge tear out and other
possible location where this mounting is likely to fail is at B by pure shear.

w
h
Fr A
B

Material selected: SAE 1010 HR steel

Ultimate tensile strength, S ut = 320 MPa

Yield strength, Sy= 180 MPa

Starting with point A, where tensile stress is acting due to force by rod.

Edge tear out at A

In structural practice edge tear out can be avoided by spacing rod at at least 1 diameter
away from the edge.
Width of mounting fixture, w 3d 30mm
d : Diameter of hole for rod = 10mm

Rupture of plate at A
Due to tensile force by rod rupture of plate is possible. We have chosen height, h of mounting
fixture (=20mm) and then found out thickness, t of plate needed for safe working of brake
plate without failure.
Factor of safety, n = 3
 Fr

t (h d )
S
ut
n
Here, since the loads are static and material ductile, the stress-concentration effects are not
considered.

As we know Fr 2210.24 N

2210.24 320

t (20 10) 3
t 2.072mm

Crushing of plate
This may happen due to bearing stress, calculation of which is done assuming forces are
uniformly distributed over the projected contact area of the rod.

Fr

A
A: projected area of rod = td

Fr S y

td n
2210.24 180

t * 10 3
t 3.68mm
Now at B, failure may happen by pure shear

S sy 0.577 * S y

Fr

tw
S sy

n
2210.24 0.577 * 180

t * 30 3
t 2.13mm

We concluded to use a 4mm thick sheet of SAE AISI 1010 HR Steel for the mounting.
ROTOR
Material used for rotor is gray cast iron for its wear resistance and hardness. (Appendix
A)
Outer Diameter = 320mm

Inner Diameter = 80mm

Area of brake pads = 5445.414 mm2
Friction coefficient = 0.45
Tensile strength, Sut = 293.027 MPa
Compressive strength, Suc = 965.266 MPa

Force on one calliper = 12.083 X 3.871 X 103 N

= 46772.548 N
Force on break pad = 2 X 46772.548 N = 93545.096 N
93545.096
Average pressure on rotor = = 17.178 MPa
5445.414

Shear stress xz = 0.45 X 17.178 = 7.73 MPa

Stress concentration factor Kt = 2.5 (Assumed)
Corrected shear stress xz = 2.5 X 7.73 MPa = 19.325 MPa
Longitudinal (Compressive) stress = -17.178 MPa

Principal Values s1 = -29.7367 MPa

s2 = 0 MPa

s3 = 12.5587 MPa

Static failure using Modified Mohr criteria

1 ( )3 1
=
n Sut Suc
1 (965.266 293.027) 12.5587 29.7367
= +
n 965.266 293.027 965.266
Factor of safety against failure, n = 16.487

Fatigue failure using Goodman Criteria

Sut = 293.027 MPa

Se = = 146.513 MPa
2

Surface Factor (Machined) Ka= ; a=4.51,b=-0.265

 Ka = 1.001
Size Factor Kb

de = 0.808(area)0.5 = 59.625
Kb = 1.51 de-0.157
Kb = 0.795
Temperature Factor Kd = 1
Reliability Factor Ke = 0.702 (for 99.99 reliability)

Miscellaneous Factor Kf = 1
Corrected Endurance Limit Se = Ka Kb Kd Ke Kf Se
Se = 81.849 MPa
Static torsional stress concentration factor Kts = 2.5
Notch Sensitivity qs = 0.8

Fatigue torsional stress concentration factor Kfs = 1+q (Kts - 1) = 2.2

For combination of loading we use von mises stress

smax (axial) = -17.178 MPa ; max (torsional) = 7.73 MPa

smin (axial) = 0 MPa ; min (torsional) = 0 MPa

sm (axial) = ( + ) /2 = 8.589 MPa

m = ( + ) /2 = 3.865 MPa

sa (axial) = ( ) /2 = 8.589 MPa

a = ( ) /2 = 3.865 MPa

Von Misses stress

( ) 2 2
= [ ] + 3[ ] = 17.861 MPa
0.85

() 2 2
= [ ] + 3[ ] = 17.861 MPa
0.85

By applying Goodman Formula

1

= +

1 17.861 17.861
= +
81.849 293.027

Fatigue factor of safety, = 3.5

Stress Analysis Using Finite Element Method (Abaqus)
Specifications:

Static analysis of the rotor

Fixed boundary condition on inner surface
Load Applied: Pressure = 17.178 MPa, Surface traction (shear, s13) = 7.73 MPa.
Mesh: 8-node linear brick element.

Figure: Boundary conditions and applied load

Results

Figure: Maximum Principal Stress

Figure: Minimum Principal Stress

 Critical location 2

Figure: syy

Critical location 1

Figure: syy

Critical location 2

Figure: sxx
Critical location is observed near the inner circle.
 1 = 48.19MPa
Principal Values {
3 = 48.9 MPa
Static failure using Modified Mohr criteria
1 ( )3 1
=
n Sut Suc
1 (965.266 293.027) 48.9 48.19
= +
n 965.266 293.027 965.266
Factor of safety against failure, n = 6.02
Fatigue failure using Goodman Criteria
There may be two critical locations
At critical location 1

sxx (max)= 0 MPa xy (max)= 46.64 MPa syy(max)= 0 MPa

sxx (min)= 0 MPa xy (min)= -27.77 MPa syy(min)= 0 MPa

Se = 81.849 MPa
tm = ( + ) /2 = 9.435 MPa

a = ( ) /2 = 37.220 MPa
Von Misses stress

= [3 2 ]1/2 = 64.467 MPa

= [3 2 ]1/2 = 16.342 MPa

By applying Goodman Formula

1

= +

1 64.467 16.342
= +
,1 81.849 293.027

Fatigue factor of safety, ,1 = 1.186

At critical location 2
xx (max)= 43.09 MPa xy (max)= 0 MPa yy(max)= 37.79 MPa
xx (min)= -43.59 MPa xy (min)= 0 MPa yy(min)= -32.60 MPa
Se = 81.849 MPa
m = ( + ) /2 = 0 MPa
a = ( ) /2 = 0 MPa
xx (mean) = ( () + ()) /2 =-0.25 MPa
 xx (amplitude) = ( () ()) /2 = 43.34 MPa
yy (mean) = ( () + ()) /2 =2.56MPa

yy (amplitude) = ( () ()) /2 = 35.20 MPa

Von Misses stress

1/2
= [, 2 +, 2 , , + 3 2 ] = 39.898 MPa
1/2
= [, 2 +, 2 , , + 3 2 ] = 2.69 MPa

By applying Goodman Formula

1

= +

1 39.898 2.69
= +
,2 81.849 293.027

Fatigue factor of safety, ,2 = 2.01

Hence critical location for fatigue failure is location 1.

Fatigue factor of safety, = 1.186.

THERMAL ANALYSIS OF ROTOR

Specifications
Weight of the vehicle = 1500 Kg

Speed of the vehicle = 100 Kmph = 27.78m/s

Lateral surface area of the rotor, A = 0.091 X 2 = 0.182 m2
Thickness of the rotor = 0.025 m
Volume of the rotor = 2.27 X 10-3 m2
Density of grey cast iron = 7.15 X 103 Kg/m3

Mass of the rotor, m = density volume = 16.185 Kg

Specific heat capacity of gray cast iron, C = 490 J/Kg-K
Time interval between two brakes, t1 = 150 s (Assumed)
Environmental temperature, = 25
1
Energy dissipated, E = 2 2

= 578.80 kJ

Temperature rise at each stop, =

578800
= 490 16.185
 = 72.98
Overall heat transfer coefficient, = +

Where = radiation heat transfer coefficient (Appendix B)

= convective heat transfer coefficient (Appendix B)
= ventilation factor (Appendix B)
= /

Assuming a temperature rise of = 200,

= 5.2 * 10-6 Btu/(in2 s F) * 2943611.716 = 15.31 W/m2-K
= 2.4 * 10-6 Btu/(in2 s F) * 2943611.716 = 7.06 W/m2-K
= 7
= + = 15.31 + 7x7.06 = 64.73 W/m2-K
64.730.182
= / = = 1.49 103
16.185490

= +
1 exp(1 )
72.98
= 25 + 0.2

= 389.9

For next iteration, = 364.9

= 10.1 * 10-6 Btu/(in2 s F) * 2943611.716 = 29.73 W/m2-K
= 2.4 * 10-6 Btu/(in2 s F) * 2943611.716 = 7.06 W/m2-K
= 7
= + = 29.73 + 7x7.06 = 79.15 W/m2-K
79.150.182
= / = = 1.82 103
16.185490

= +
1 exp(1 )
72.98
= 25 + 0.24

= 331

For next iteration, = 306

= 8 * 10-6 Btu/(in2 s F) * 2943611.716 = 23.54 W/m2-K
= 2.4 * 10-6 Btu/(in2 s F) * 2943611.716 = 7.06 W/m2-K
 = 7
= + = 23.54 + 7x7.06 = 72.97 W/m2-K
72.97 0.182
= / = = 1.67 103
16.185490

= +
1 exp(1 )
72.98
= 25 + 0.22

= 353.55

For next iteration, = 325

= 8.3 * 10-6 Btu/(in2 s F) * 2943611.716 = 24.42 W/m2-K
= 2.4 * 10-6 Btu/(in2 s F) * 2943611.716 = 7.06 W/m2-K
= 7
= + = 24.42 + 7x7.06 = 73.84 W/m2-K
73.84 0.182
= / = = 1.69 103
16.185490

= +
1 exp(1 )
72.98
= 25 + 0.224

= 350.1

Hence converges to 325,

= 350.1
CONCLUSION
Brake Pedal
We used an I beam for designing the brake pedal. This brake pedal amplified the force applied
by driver by 6 times. After analysis, we decided to use SAE AISI 1006 HR Steel which resulted
in a factor of safety of about 5 against yielding and fatigue failure.

Brake Pad
We used linear sliding wear to calculate life of the pads which came out to be about 20,000km
of car travel for pads of thickness 10mm and made out of ceramic. Analysis concluded that
guide rods alone were not enough and hence supports were introduced. Iterating on material
and analysis resulted into 5mm radius of guide rods of SAE AISI 1030 CD Steel. Rupture, edge
tear out and bearing failure were also analysed for the mounting. The mounting was finalized
to be made up of 4mm thick SAE AISI 1010 HR Steel.

Rotor
Using strength of material approach
Factor of safety against static yielding = 16.487
Factor of safety against fatigue failure = 3.5

Using Finite Element Method

Factor of safety against static yielding = 6.02
Factor of safety against fatigue failure = 1.186

Thermal analysis
Maximum temperature of the rotor=350.1
Appendix A

Material Selection
Appendix B

Heat Transfer Coefficient

Ventilation Factor