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Design and Analysis of Braking System for FSAE

Research · May 2018

DOI: 10.13140/RG.2.2.26149.65760

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 IJSRD - International Journal for Scientific Research & Development| Vol. 6, Issue 02, 2018 | ISSN (online): 2321-0613

Design and Analysis of Braking System for FSAE

Mohd Usama1 Gagan Singhal2
1,2
Department of Automobile Engineering
1,2
Ajay Kumar Garg Engineering College, Ghaziabad, Uttar Pradesh 201009, India
Abstract— This work contains the design and analysis of
braking system for FSAE/SAE SUPRA. Fundamentals of
vehicle statics and dynamics and previous research works are
kept in the core of designing and sanalysis of various
components of braking system. Along with it, different
‘Engineering Software’ like SOLIDWORK and ANSYS are
utilized for the analysis of brake disc, considering structural
and thermal aspects. The guiding factors of the design process
were maximum braking power, safe stopping distance,
minimal weight and manageable temperatures while
maintaining reliability and control. For this first we
developed a rationalized method to find out required ratio
between front and rear braking forces to achieve maximum
braking efficiency and to lock all the four wheels at the same
Fig. 1: Disc brake assembly
time for the fulfilment of SAE SUPRA rules [4].After that
according to data of braking forces, we have analysed the
brake disc against the structural and thermal stresses. In this II. OBJECTIVE
work, every progression of design was assessed and all the For better controllability of vehicle, it is essential that all the
results of analysis have been interpreted. The basic aim of this four wheels should be locked-up at the same time. Maximum
work is to achieve the required standards for brake design in braking efficiency can be achieved only at particular barking
SAE SUPRA and to scale through the dynamic test at the ratio. The second objective of this is to find out the
competition. The designing of the whole braking system compatibility of the APACHE RTR 180 brake disc (rear) on
complied with all of the templates and envelopes required by the basis of structural and thermal analysis.
the SAE SUPRA 2017 rules. The work serves as a guide to
developing a desired braking system for high performance III. DESIGN METHODOLOGY
race car for the competition. The need for the braking system is to increase the safety and
Key words: Traction Circle, Structural and Thermal Aspects, manoeuvrability of the vehicle. Design procedure of braking
SAESUPRA, FSAE, Brake Force Distribution, Maximum system consists following steps –
Braking Efficiency  Calculating maximum braking capacity of vehicle means
maximum possible deceleration of vehicle based on tyre
I. INTRODUCTION model.
Braking system is an essential part of any automobile.  Calculate desired braking ratio between front and rear
Without the ability to slow and stop our vehicles, we cannot wheels for locking of all the four wheels at the same time.
hold control on it and ultimately accidents would occur. So  Selection of brake disc considering structural and
each and every motor vehicle requires a reliable braking thermal stresses.
system. So for this we have to verify the design of braking
system on the basis of calculation. When we go for designing IV. DESIGN REQUIREMENTS
of braking system the first problem comes into mind-“From
The design requirement as per the rules of SAE-SUPRA are
where the calculation should be started?” In most of the brake
as follows-
design calculations we found that people starts calculation
from padel force applied by the driver on the basis of  The brake pedal must be fabricated from steel or
ergonomics. From here calculation progresses in the direction aluminium or machined from steel, aluminium or
of motion of brake fluid and finally at the tyre-road interface. titanium.
Braking force generated between tyre and road is checked  It must have two independent hydraulic circuits such that
against the tyre adhesion limit. In some calculations tyre in the case of a leak or failure at any point in the system,
adhesion limit is also ignored. So these calculations are based effective braking power is maintained on at least two
on hit and trial method and very time consuming. For wheels.
maximum braking efficiency all the tyres must generate  Each hydraulic circuit must have its own fluid reserve,
maximum braking force in synchronize manner and it can be either by the use of separate reservoirs or by the use of a
achieved by providing proper brake force distribution. It dammed, OEM-style reservoir.
provides the data related to worst condition for analysis of  A single brake acting on a limited-slip differential is
components of braking system such as master cylinder, brake acceptable.
lines and brake disc against structural and thermal stresses.  The brake system must be capable of locking all four
wheels during the test.

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 Design and Analysis of Braking System for FSAE
(IJSRD/Vol. 6/Issue 02/2018/516)

 The brake pedal shall be designed to withstand a force of RF’= load on front axle in dynamic condition
2000 N without any failure of the brake system or pedal RR’= load on rear axle in dynamic condition
box. This may be tested by pressing the pedal with the TF= Maximum possible braking force on front tyre
maximum force that can be exerted by any official when TR = Maximum possible braking force on rear tyre
seated normally.
 Calculating maximum braking capacity of vehicle means VI. CALCULATIONS WITH DERIVATION
maximum possible deceleration of vehicle based on tyre In static condition normal load on front and rear axle
model. respectively-
 Calculate desired braking ratio between front and rear RF& RR
wheels for locking of all the four wheels at the same time. While in dynamic Condition-
 Selection of material and dimensions for brake disc RF’ = RF + W.T.
considering structural and thermal stresses. RR’ = RR – W.T.
Normal/ Vertical load on each tyre -
V. REQUIRED DATA NF = RF’/2
Few data required for calculation was taken from the cad NR = RR’/2
model of vehicle and data as obtained by the manufacturer Longitudinal force is of our interest to determine the
and by various references maximum possible braking force. If only the data related to
 Mass of vehicle M=280kg lateral force is available, we have to use ‘Traction Circle’
 Height of C.G. from ground h(mm) =240 theory.
From that tyre data interpolate the value of
 Distance of C.G. from front axle(mm)=602
maximum possible tractive force at respective normal forces-
 Wheel base WB(mm) = 1600
Let at weight (normal load) W1& W2 the value of tractive
 Tyre outer diameter(mm)=508
forces are Tr1& Tr2 respectively. So, for NR&NF traction
 Diameter of brake disc(mm)=200 forces will be TR & TF.
 Calliper piston diameter(mm)= 22 W1 → Tr1
 Internal diameter master cylinder (mm) =19.05 NF → T F
 Coefficient of friction between pad and disc =0.4 W2 → Tr2
 Material Properties (Grey cast iron) Thermal By applying liner interpolation-
conductivity(w/m k) =50 (NF – W1)/(W2 – W1) = (TF – Tr1)/(Tr2 – Tr1)...(1) Similarly,
 Density, ρ( kg/m3) =6600 (NR – W1)/(W2 – W1) = (TF – Tr1)/(Tr2 – Tr1)….(2)
 Specific heat , c (J/Kg )=380 From here find out value of T F& TR.
 Thermal expansion ,(10-6 / k )=0.15 Maximum possible braking force = 2(T F + TR)
 Elastic modulus, E (GPa) =110 Braking force required = M*DMAX
 Coefficient of friction,µ =0.4 For limiting condition/ verge of skid
 Heat transfer coefficient h(w/Km2 )=120 Freq = Maximum Possible Braking Force
 The cornering data obtained was: (AVON 6.2 R20/13 M.D max= 2(TF + TR)
SLICKS at 00 Camber Angle) = 2[ Tr1 + (NF – W1)(Tr2 – Tr1)/(W2 – W1)+Tr1 +(NR – W1)(Tr2
– Tr1)/(W2 – W1)]
= 2[2 Tr1+(NF+NR-2W1)(Tr2 – Tr1)/(W2 –W1)]
= 4TR1+{(R’F+R’R-4 W1) (Tr2 – Tr1)/(W2 –W1)}
= 4TR1+{(RF+RR-4 W1) (Tr2 – Tr1)/(W2– W1)}

This is the general expression for maximum deceleration.

For given data,
DMAX = 16.847m/s2=1.717g
Required braking force ratio –
Putting the vehicle date in equation 1 & 2 we will get the
following expressions – TF = 0.9285 + 0.302 DMAX
TR =1.427 – 0.302 DMAX
On substituting--- D= 16.847m/s2
Fig. 2: Relation between cornering force and slip angle[6] TF=2895.67NandTR=1.8155N
Some abbreviations used further in calculations: So, percentage of braking force required of front axle % F BF
WT= weight transfer D = deceleration h= height of cg from = TF/ (TF + TR) *100 ..…………….(3)
ground Percentage of braking force required of front axle
WB= wheel base % FBR= TR/ (TF + TR) *100 ………………(4)
RF= load on front axle in static condition By putting values of TF and TR we will get –
RR= load on rear axle axle in static condition % FBF : % FBR = 61.43 : 38.53
NF= load on front tyre It is not possible to achieve perfect lockup of all the
NR= load on rear tyre four wheels so in this case it is desirable to lock-up front

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 Design and Analysis of Braking System for FSAE
(IJSRD/Vol. 6/Issue 02/2018/516)

wheels slightly before the rear wheels to avoid oversteering

condition otherwise in case of rear lockup first the vehicle
start to spin on and only a skilled driver can control the
vehicle by counter steering until front wheels are not locked.
So acceptable braking ratio taking all the above factors in
consideration is 62:38.

Fig. 5: Meshed model of the disc

Fig. 3: Graph showing variation of braking force with

deceleration and safe region of braking

VII. ANALYSIS
The kinetic energy of vehicle get dissipated into atmosphere
through the brake disc and it is achieved by intense rubbing
action between brake disc and pads. So brake disc should be
capable enough to withstand under such extreme conditions.
For this it becomes an essential part of braking system
designing to analyze the strength of disc against structural and
thermal stresses and on the basis of analysis optimum Fig. 6: Model showing the rubbing ring
dimensions of brake disc can be obtained. A. Structural Analysis
Here we are checking the compatibility of
The analysis showing validation of the structure to be used in
‘APACHE RTR 180’rear brake disc with our system because
our vehicle that is to check its durability, factor of safety and
it is easily available, easy to mount and proper outer diameter
stiffness. Greater the stiffness greater is the durability of the
to assemble with the rim.
component.
First step for any analysis is to make a 3D model of
Maximum braking force is acting on front wheels so
the component in the respective software.
if all the four discs are identical, it is enough to analyze only
a front disc. First we have to calculate all the forces acting on
the disc.
Braking force on front axle T F = 2895.67N
Braking force on one front tyre=2895.67/2 = 1447.83N
Braking torque on tyre = Braking force * radius of tyre
= 1447.83 * 0.254
= 367.75N-m Braking torque on tyre = Braking torque
on disc for new disc ‘Uniform Pressure Theory’ will be used.
Effective radius or mean friction radius rB

asro = 98mm and ri = 68mm therefore we have,

rB=83.90mm
Braking torque on disc = Fclamp * rB
Where,Fclamp = Clamping force
Fig. 4: Solid model of brake disc with pad impression 367.75 = Fclamp * (83.90*10-3)
Fclamp= 4383.005N
Normal force exerted by calliper on one side of disc ,
Fcal = Fclamp / 2
Fcal = 2191.502N
No. of piston per calliper = 2
FPiston =Fcal /2 = 1095.751N

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 Design and Analysis of Braking System for FSAE
(IJSRD/Vol. 6/Issue 02/2018/516)

Pressure inside piston of calliper,P Piston = FPiston / Area of

piston

=3844427.17N/m2
=3.844MPa
Pressure generated inside piston of calliper which will be
equal to pressure inside master cylinder in ideal case means
neglecting pressure losses throughout the brake line.
If you have internal diameter of calliper cylinder and master
cylinder you can easily find out optimum the pedal ratio on
the basis on ergonomic pedal force.
Area of brake pad of APACHE RTR 180 = 0.002327 mm2
Uniform pressure exerted on each side of disc
= Fcal / Area of brake pad
Fig. 6: Diagram showing factor of safety
B. Thermal Analysis
During braking process the disc has to save about 80-90% of
kinetic energy of vehicle as heat. Only 10- 20 % of thermal
energy can be delivered as free & forced convection and
radiation into the environment. Therefore the thermal
analysis of brake disc is essential for the optimum
dimensioning of brake disc.
Initial speed of vehicle u = 100 km/hr
Final speed of vehicle v = 0
DMAX = 16.847m/s2
Using the equation, v= u – Dt
From here, t = 1.648 s
Fig. 3: Stress variation over disc Weight on front axle RF’ = RF + W.T.
RF = 105.35 kg
Where,
W.T. =(D/g)(h/WB)*W
So. RF’ = 105.35 + 72.114= 177.464 kg
Assuming 90% of K.E. of vehicle is stored by disc , k= 0.9
Energy generated during braking on a front disc
K.E. = k*(RF’ /2)*(v2 – u2)/2
K.E. = 0.9*(177.464/2)*(100*100/2)
K.E. = 30809.72 J
Conversion of K.E. into heat per second,P= K.E. / t
P= 18695.21 W
Heat flux,h = 18695.21 / Total ssurface area of disc
h = 597481.9431 W/m2

Fig. 4: Strain variation on disc

Fig. 7: Temperature Distribution

Fig. 5: Deformation of the disc

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 Design and Analysis of Braking System for FSAE
(IJSRD/Vol. 6/Issue 02/2018/516)

REFERENCES
[1] Fundamental of Vehicle Dynamics by Thomas G.
Gillespie
[2] Caroll Smith, “Tune To Win”, Aero Publisher, Inc. 1978,
ISBN 0-87938-071-3
[3] Belhocinea, C.-D. Chob, M. Noubyc, Y. B. Yi d, A. R.
Abu Bakare Thermal analysis of both ventilated and full
disc brake rotors with frictional heat generation,Vol-8
,2014- 5–24
[4] 2017 SAEINDIA Rule book, Retrived from SUPRA
RULE-BOOK http://suprasaeindia.org/download-rule-
book.html
[5] W.F. Milliken and D.L. Milliken. Race car vehicle
dynamics. SAE ISBN 1-56091-526-9, 1995.
[6] AVON tyre data, Retrived from Avonmotorsports
http://www.avonmotorsport.com/resource-
Fig. 8: Total heat flux centre/downloads FSAE STAB RIG DATA.XLS
[7] Traction Circle, Retrived from Traction Circle
VIII. INTERPRETATION OF ANSYS RESULTS https://en.wikipedia.org/wiki/Circle_of_forces
A. Structural analysis [8] Manjunath T, Dr Suresh P M, Structural and Thermal
Fig 7 & Fig 8 show distribution of compressive stresses and Analysis of Rotor Disc of Disc Brake International
strain induced by the contact of brake pads. And can observe Journal of Innovative Research in Science, Engineering
that the maximum I ntensity of stress and strain is located at and Technology (An ISO 3297: 2007 Certified
the under-cut area of brake disc. And due to its maximum Organization) Vol. 2, Issue 12, December 2013
deformation is also taking place at the same location as [9] Akram M, Shareef J, Finite Element Modeling for Linear
depicted from Fig 9. Fig 10 shows factor of safety, which is Analysis of Disc Brake, International Journal of Science
coming out to be highly reliable according to the design. Technology & Engineering | Volume 3 | Issue 07 |
January 2017 ISSN (online): 2349-784X
Equivalent
Equivalent Total
Elastic
Stress Deformation
Strain
4.3138e-004 1.0188e-008
MIN. 0. mm
MPa mm/mm
1.6404e-005 2.5494e-003
MAX. 3.2514 MPa
mm/mm mm
Table 1: Extreme stress - strain data obtained by structural
analysis
B. Thermal analysis
Fig 11 shows the temperature distribution across the brake
disc and the maximum temperature that can be developed is
621.140C, which is much lower than the melting point
temperature of the material. Fig 12 indicates that the
maximum intensity of heat flux is located at the edges and the
drilled portion of the disc due to more surface area.
Temperature Total Heat Flux
Minimun 20. °C 1456. W/m²
Maximum 621.14 °C 8.0479e+006 W/m²
Table 2: Extreme temperature and heat flux data obtained by
thermal analysis

IX. CONCLUSION
All the components of braking system such as master
cylinder, brake disc, brake lines etc. are examined under
extreme condition. From the structural and thermal analysis
of brake disc it can be clearly observed that the selected brake
disc is compatible according to the requirement of our
system. And along with it a rationalized method is developed
to design or select any component, specially the dimensions
of brake disc.

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