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M.tech student, Mechanical Department, NOVA College of Engineering and technology, Andhra Pradesh, India, Associate Professor, Mechanical Department NOVA College of Engineering and technology, Andhra Pradesh, India, 3 Assistant Professor, Mechanical Department, KIMS College of Engineering, Andhra Pradesh, India, 4 Assistant Professor, Mechanical Department, PRASIDDHA College of Engineering, Andhra Pradesh, India, murthy408@gmail.com, tnchoney@gmail.com, gautam_universalpal@yahoo.co.in, satish2436@gmail.com
Abstract
The motive of undertaking this project of Coupled Structural / Thermal Analysis of Disc Brake is to study and evaluate the performance under severe braking conditions and there by assist in disc rotor design and analysis. This study is of disc bra ke used for cars. ANSYS package is a dedicated finite element package used for determining the temperature distribution, variation of stresses and deformation across the disc brake profile. In this present work, an attempt has been made to investigate the effect of stiffness, strength and variations in disc brake rotor design on the predicted stress and temperature distributions. B y identifying the true design features, the extended service life and long term stability is assured. A transient thermal analysis has been carried out to investigate the temperature variation across the disc using axisymmetric elements. Further structural analysis is also carried out by coupling thermal analysis. An attempt is also made to suggest a best combination of material and flange width used for disc brake rotor, which yields a low temperature variation across the rotor, less deformation, and minimum vonmises stress possible.
Index Terms: Disc Brake, ANSYS, Thermal analysis, Structural analysis, Transient thermal analysis. -----------------------------------------------------------------------***---------------------------------------------------------------------1. INTRODUCTION 1.1 Introduction:
A brake is a device by means of which art ificial frictional resistance is applied to moving machine member, in order to stop the motion of a mach ine. 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 to the surrounding atmos phere.
The mechanical brakes according to the direction of acting force may be sub divided into the follo wing two g roups: 1. Rad ial b rakes. 2. A xial brakes.
Disc brakes:
A disc brake consists of a cast iron disc bolted to the wheel hub and a stationary housing called caliper. The caliper is
Principle:
The principle used is the applied force (pressure) acts on the brake pads, which comes into contac with the moving disc. At this point of time due to frict ion the relative mot ion is constrained. Fig -2 : Vents provided on Disc Brakes Vented disc brakes have a set of vanes, between the two sides of the disc that pumps air through the disc to provide artificial cooling.
Working :
When the brakes are applied, hydraulically actuated pistons move the friction pads in to contact with the disc, applying equal and opposite forces on the later. On releasing the brakes the rubber-sealing ring acts as return spring and retracts the pistons and the friction pads away fro m the d isc. The main co mponents of the disc brake are: The Brake pads The caliper, which contains the piston The Rotor, which is mounted to the hub Most car disc brakes are vented as shown in the below figure:
User Interface:
Although the ANSYS program has extensive and complex capabilit ies, 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: 1. 2. 3. 4. Menus. Dialog Bo xes Tool bar. Direct input of co mmands.
Menus:
Menus are groupings of related functions or operating the analysis program located in individual windows. These include: Utility menu Main menu Input window Graphics window Tool bar Dialog bo xes
Dialog boxes:
Windows that present the users with choices for co mplet ing the operations or specifying settings. These boxes prompt the user to input data or make decisions for a part icular function.
Tool bar:
The tool bar represents a very efficient means for executing commands for the ANSYS p rogram because of its wide range of configurability. Regardless of how they are specified, commands are ult imately used to supply all the data and control all program 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 the graphics window, reducing or enlarg ing it to fit to personal preferences.
3.4 Reducing the design and manufacturing costs using ANSYS (FEA):
The ANSYS program allo ws engineers to construct computer models or transfer CA D 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 undesirable or impossible. The ANSYS program has been used in several cases of this type including biomechanical applications such as hi replacement intraocular lenses. Other representative applications range fro m heavy equipment co mponents, to an integrated circuit chip, to the bit-holding system of a continuous coal-mining machine. ANSYS design optimization enables the engineers to reduce the number of costly prototypes, tailor rigid ity and flexibility to meet objectives and find the proper balancing geometric modifications. Co mpetitive co mpanies loo m 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 most effective when used at the conceptual design stage. It is also useful when used later in manufacturing process to verify the final design before prototyping.
Input window:
Provides an input area for typing ANSYS co mmands and displays program pro mpt messages.
Main menu:
Co mprise 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 direct ly to an action or dialog box.
Processors:
ANSYS functions are organized into two groups called processors. The ANSYS p rogram has one pre-processor, one solution processor; two post processors and several auxiliary processors such as the design optimizer. The ANSYS preprocessor allows the user to create a finite element model to specify options needed for a subsequent solution. The solution processor is used to apply the 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 solutions results to evaluate how the model responded and to perform additional calculat ions of interest.
Program availability:
The ANSYS program operates on Pentium based PCs runn ing on Wndows95 or Windows NT and workstations and super computers primarily running on UNIX operating system. ANSYS Inc. continually works with new hardware platforms and operating systems.
Database:
The ANSYS program uses a single, centralized database for all model data and solution results. Model data (including solid model and fin ite element model geometry, materials etc) are written to the database using the processor. Loads and solution results data are written using the solutions processor. Post processing results data are written using the post processors. Data written to the database while using one processor are therefore available as necessary in the other processors.
4. 5.
The entire range of post processing options of different types of analysis can be accessed through the command/ menu mode there by giving the user added flexibility and convenience.
Step-2:
The total kinetic energy = The heat generated Qg = 685467.5323 Joules Step-3: The area of the rubbing faces A = * (0.1802 0.10362) = 0.068069 m2
3.8.2. Solution:
The solution phase deals with the solution of the problem according to the problem definit ions. All the tedious work of
4.3 Assumptions:
1. The analysis is done taking the distribution of the braking torque between the front and rear axle is 70:30 2. Brakes are applied on all the four wheels. 3. The analysis is based on pure thermal loading .The analysis does not determine the life of the disc brake. 4. Only ambient air-cooling is taken in to account and no forced convection is taken. 5. The kinetic energy of the vehicle is lost through the brake discs i.e. no heat loss between the tyres and the road surface and the deceleration is uniform. 6. The disc brake model used is of solid type and not the ventilated one. 7. The thermal conductivity of the material used for the analysis is uniform throughout. 8. The specific heat of the material used is constant throughout and does not change with the temperature. 9. Heat flu x on each front wheel is applied on one side of the disc only. 10. Displacement in axial direction on flange is constrained in one side of the disc.
4.4 Different cases of analysis: 4.2 Material properties: 4.2.1 The Material Properties of Cast Iron:
Thermal co-efficient of expansion (Kxx) = 1.7039e-5 /C Thermal conductivity (K = 54.0 W / m k Specific heat (Cp) = 586.0 J/ Kg k Density of cast iron () = 7100 kg/ m3 Youngs Modulus (E) = 125e9 N/ m2 Poissons ratio () = 0.25 In our present study the following different cases are considered: Case I: Coupled Structural/Thermal Analysis is carried out for 4 seconds of braking on a cast iron disc with 10mm flange thickness. Case II: Coupled Structural/Thermal Analysis is carried out for 4,5,6 seconds of braking on a cast iron d isc with 10mm flange thickness and results are compared. Case III: Coupled St ructural/Thermal Analysis is carried out for 4seconds of braking, using 10mm flange width for different materials (cast iron, steel, alu minum) and results are compared. Case IV: Coupled Structural/Thermal Analysis is carried out for 4seconds of braking on cast iron disc with different flange thickness (8mm, 10mm, 12mm) and results are compared.
2.
Fig 5. 4 Temp distribution of STEEL at 4 seconds(10 mm thick) Fig 5. 1 Dimensions of Disk Brake
Fig 5.5 Temp d istribution of ALUMINUM at 4 seconds (10 mm th ick) Fig 5. 2 A ll applied boundary conditions
CASE 2:
The following table illustrates the deflection and temperature distribution for 4,5,6 seconds of braking on a cast iron disc brake with 10 mm flange width.
Table 6.2: deflection and temperature dis tribution for 4,5,6 seconds of braking on a cast iron disc brake with 10 mm flange width Fro m the table we can observe that the temperature distribution decreases as the time o f braking increasing.
CASE 3:
Now fo r establishing a best material for the car disc brake rotor for the present application ,three different materials which are co mmonly used for the disc brakes namely cast iron(CI),stainless steel 302 annealed (S.S),allu min iu m-2014T6(A L) were taken and analysis is done using their properties on the disc brake rotor with 6.5mm wall thickness and 10mm flange width. The comparison of different parameters for the three materials used for the disc brake under consideration in the below table 6.3
Table 6.1: deflection and thermal stresses for 4 seconds of braking Fro m the table we can observe that the maximu m deflection induced is 0.12 mm which is less than the allowable deflection i.e. 0.5 mm. Hence the design is safe based on the rigid ity. The stresses in both x and y direct ions respectively with magnitude of 58.5 Mpa and 17.2 Mpa and variation of principle stresses along the both principal direction respectively with magnitude of 58.5 Mpa and 14 Mpa. The variation of von mises stresses with magnitude of 115 Mpa.
Table 6.3: Co mparisions between disc brakes with different materials keeping other conditions same for 4 seconds braking
CASE 4:
Car d isc brake rotor with different flange widths is analyzed using the three different car disc brake rotor axis -symmet ric models. Here the aim is to establish a best flange width for the present application. A best flange width is the one using which we get moderate temperature distribution, less deformation and the von mises stress as minimu m as possible . In the present case three different flange widths applied to car disc brake rotor mode ls were analy zed. They are disc brake rotor with 8mm flange width, 10mm flange width and 12mm flange width. The comparison of different parameters for the three flange widths in consideration is shown in below table 6.2
Table 6.4 The co mparison of different parameters for the three flange widths in consideration Now observing the above table 6.2, it can be seen that temperature distribution is decreasing from 143.818 for 8mm flange width to 130.231 for 12mm flange width. The deformation is decreasing as the flange width is increasing and the von mises stress is increasing as the flange width is increasing. Now co mparing all these three cases we may conclude that the disc brake rotor with 10 mm flange width is most suitable one which has the temperature distribution of 134.23 and a deformation of 0.120e -03 meters and a von mises stress of 115 M pa.
Stress in Y d irection
APPENDIX II
etchg,tts mp,ex,1,125e9 mp,prxy,1,0.25 mp,alp x,1,1.7039e -5 mp,c,1,586 physics,write,strctural1
APPENDIX III
/solu antype,0 physics,read,thermal1 flst,2,6,1,o rder,2 fitem,2,1 fitem,2,-6 d,p51x,temp,35 sfl,7,hflu x,881141.3283 flst,2,14,4,order,6 fitem,2,2 fitem,2,-6 fitem,2,9 fitem,2,-15 fitem,2,22 fitem,2,-23 sfl,p51x,conv,5,,35 antype,4 time,4 deltim,0.4,,,on kbc,1 solve fin ish physics,read,strctural1 /solu nsel,,loc,y,0 nplot d,all,uy nsel,all d,1,all,,,6,1 nplot ldread,temp,,,,,disc11,rth solve /post1 plnsol,u,x,1
BIBLIOGRAPHY
[1]. Introduction to Finite Elements in Engineering,Tirupathi, R.Chandrupatla Ashok D.Belegundu. [2]. Fin ite Element Procedures, Klaus-Jurgen Bathe. [3]. Fin ite Element Method, J.N.Reddy. [4]. User Gu ide for A NSYS version 5.4. [5]. Internet web site http://auto.howstuffworks.co m/discbrake.ht m. [6]. Design Data Book,PSG college of technology. [7]. Heat and Mass Transfer Data Book,C P Kothandaraman, S Subramanyan.