Hvc Brake Report

MACTRON- BRAKE REPORT

M@CTRON Team id: ISIE/HVC16/63 ISIE/H VC16/63 Maulana Azad National Institute o Te!"nolo#$

Brake Report  Authors:

- R . Advait Akshay Warkade Rahul Dewangan Anubhav Shiva

MACTRON ISIE/HVC16/63 Page | 1


CONTENTS • • • • •

OBJ!"#$ "%&S O' BRA(#)* S%S"+ O,R BRA(#)* S%S"+ +AR(" S,R$% !A!,A"#O)S o o o o o

• • •

W#*" "RA)S'R / &RSS,R D#S"R#B,"#O) S"O&&#)* D#S"A)! / "#+ "O&&#)* A" A!!RA"#O) / D!RA"#O) +AS"R !%#)DR BOR D#A. &DA RA"#O

BRA( &DA S"RSS / D'!"#O) A)A%S#S O' RO"OR D"R+#)#)* "#+ $AR%#)* A" ',0



O%&ECTIVE :' An e12ellent braking syste3 is the 3ost i3portant sa4ety 4eature o4 any land vehi2le. "he vehi2le has two independent hydrauli2 syste3s and it is a2tuated by a single brake pedal. "he pedal dire2tly a2tuates the 3aster 2 ylinder. ere no 2ables are used 4or this purpose.

T()ES O* %RA+ES ,N-ER CONSI-ERATION:' "here are various types o4 brakes a vailable in the 3arket. "he 3ost 2o33on types o4 brakes are e ither 3e2hani2al or hydrauli2. "he rulebook spe2i4i2ally asks us to use only hydrauli2ally operated brakes in our vehi2le. "he 2o33on types o4 brakes whi2h were 2onsidered 4or our vehi2le are:-

1. -R,M %RA+ES:' A dru3 brake syste3 2onsists o4 hydrauli2 wheel 2ylinders5 brake shoes and a brake dru3.When the brake pedal is applied the two 2urved brake shoes5 whi2h have a 4ri2tion 3aterial lining 6usually asbestos7 are 4or2ed by hydrauli2 wheel 2ylinders against the inner sur4a2e o4 a rotating brake dru3."he result o4 this 2onta2t produ2es 4ri2tion whi2h enables the vehi2le to slow down or stop.

. -ISC %RA+ES:' #n this braking syste3 a 2ir2ular dis2 rotates with the wheel in pla2e o4 dru35 whi2h is 2la3ped on by the 2alliper whi2h 2ontains 4ri2tion 3aterial and hydrauli2 piston. "he brake dis2 is the 2o3ponent o4 a dis2 brake against whi2h the brake pads are applied. "he 3aterial is typi2ally #0e$ i0on5 6a 4or3 o4 2ast iron.7.

O,R %RA+IN S(STEM:' We are using the 3odi4ied dis2 o4 onda Aviator that 2an be easily 4itted in these tire ri3. "his will 3ake 4abri2ation easier and 3ore e44i2ient. "he brake rotors used are o4 onda Aviator are 89 33 in dia3eter. Brake lines and hoses will be o4 +aruti ;. DO"< brake 4luid will be used 4or braking purposes.



MASTER C(2IN-ER  CA2I)ER :' "he brake syste3 2onsists o4 4our wheel solid dis2 brakes a2tuated by a tande3 3aster 2ylinder. A tande3 3aster 2ylinder was used to 3eet the re=uire3ent o4 having two independent 4ront and rear brake 2ir2uits. "he brake 2allipers 2hosen were double piston 4loating type 2alliper o4 >onda Shine 8?@ / onda Aviator 88. "hese 2allipers were used be2ause they were 4ound to apply enough pressure on the brake pads to lo2k up all 4our wheels as re=uired by the rules. We are using tyre o4 sie:- width6337C Aspe2t ratio67CRi3 dia. 6#n7 8<@CER8? 64ront tyre7/ 8@@CF@R8? 6rear tyre7 o4 "ata )ano.

SE2ECTION O* -ISC %RA+ES OVER -R,M %RA+E:'

•

Dis2 brake is si3ple to install and servi2e. +ore resistant to brake 4ade. ess 3aintenan2e.

•

Dis2 brakes 2ooling is better than dru3-brake 6be2ause o4 the rotor 2onta2t sur4a2e are dire2tly e1posed

• •

to 2ooling air7. •

Dis2 brakes are 4aster in response 2o3pared to a dru3 brake. !onsidering a parti2ular dia3eter5 the dis2 brake produ2es 3ore tor=ue 2o3pared to a si3ilar sie

•

dru3 in a dru3 brake be2ause the swept area o4 dis2 brakes is 3ore. Dis2 brakes produ2es lesser braking distan2e 2o3pared to a dru3 brake.

•

MAR+ET S,RVE(:' Dis25 +aster !ylinders along with brake 4luids5 brake lines5 hose pipe whi2h were 2onsidered 4or the vehi2le a4ter e1haustive 3arket survey are listed below :-

•

%RA+E -ISC:'

Brake dis2 are usually 3ade o4 grey 2ast iron 6a 4or3 o4 2ast iron7 due to its hardness / wear resistant property. "he various dis2s whi2h were 2onsidered 4or this purpose are-

S.No. 1. ?. <.

Name o 4e"i!le Honda A4iato0 "vs Apa2he BaGaG &ulsar

-ia. o Roto0 5mm 178 ?8 ?H

5*0ont/Rea0 *0ont Rear 'ront MACTRON ISIE/HVC16/63 Page | 4


%RA+E *2,I- :' "he brake 4luid used is -OT'3. DOT 3 fuids are usuall gl!"l e#$er %ased& T$e %ra'e fuid i(dus#r $as de#er)i(ed % !"(se(sus #$a gl!"l e#$er fuids are #$e )"s# e!"(")i!al *a #" )ee# #$e re+uire)e(#s& I# is i(e,-e(si.e a(d a.aila%le a# )"s# gas s#a#i"(s de-ar#)e(# s#"res a(d a( au#" -ar#s s#"re& I# is !")-le#el !")-a#i%le *i#$ 0OT 3 a(d 0OT &1& S0. No.

*2,I-

8 ? < H

DO"-< DO"-H DO"-@ DO" @.8

-0$ 9oilin# oint 5in de#0ee Celsius ?@ ?< ?F ?F

;et 9oilin# oint 5in de#0ee Celsius 8H 8@@ 8; 8;

%RA+E S(STEM S)ECI*ICATIONS *0ont  Rea0' Calie0 Cu Size I .9 in2hes Maste0 C$linde0 8 in2h Bore dia3eter -iamete0 o Roto0 E.@ in2hes )edal Ratio H.E<:8

%RA+E CA2C,2ATIONS ;EIHT TRANS*ER' ;  Weight o4 vehi2le  3g  <8# N = >?6.< N R   R 0  Rea2tions o4 the ground on the 4ront and rear wheels

MACTRON ISIE/HVC16/63 Page | 


  Retardation o4 the vehi2le *t  Retardation at whi2h vehi2le 2an topple 9  Wheel base o4 the vehi2le = 66 = 1.6?3m   !oe44i2ient o4 4ri2tion between the ground and the tires = 8.>? s  Stopping distan2e t  Stopping ti3e

;ei#"t -ist0i9ution at Rest' R r 0 8.F;  ?EHF.; 0 .9<< KKKKKKKKK.. 6i7 R 4 LR r W KKKKKKKKKKKKKKK 6ii7

'ro3 6i7 and 6ii7K. R 4  8??8.
Weight Distribution While Braking-

6Sour2e: Advan2ed $ehi2le "e2hnology ?nd edition. . eisler 6??77



In !ase t"e 4e"i!le mo4es on a le4el 0oad =8 8 and "en!e in t"e a9o4e eF0essions t"e 4alues o sin =8 and !os =1.

;"en t"e 4e"i!le mo4es u a #0adient onl$ t"e si#n o sin  alte0s !"an#in# t"e 4alue o /#. T"e eFansions o0 R 0 and R  0emain unae!ted.   Angle o4 in2lination o4 the plane with horiontal = 88

T"e0eo0e ;"ile %0aGin#' R  = 1B<3.B< N = B>.6BD o ;

R 0= 1163. N = ?.3BD o ; Weight trans4er 4ro3 rear to 4ront is 13.17D o ;5 i.e. vehi2le will see 13.17D 3ore weight than be4ore on 4ront wheels a4ter braking.

Reta0dation' 4  Mg 4  .EH N 9.;8  = >.B m/s

Stoin# -istan!e'

s  $?C?4 At H k3Ch  88.88 3Cs S = <.B m

Stoin# Time ' t  $C4

MACTRON ISIE/HVC16/63 Page | 


t = 1.B3 s

,sing above two relations a 2hart 2an be prepared 4or braking ti3e and braking distan2e. S&D

S"O&&O#)* "#+

S"O&&#)* D#S"A)!

6in k3Ch7

6in se2s7

6#n 37

?

.EF

?.8?

<

8.8H

H.E;

H

8.@<

;.@8

H;

8.;<

8?.?F

@

8.98

8<.<

@@

?.8

8F.9

F<6+a1.7

?.H8

?8.8?

TO))2IN AT ACCE2ERATION AN- -ECE2ERATION: When brakes are applied5 due to de2eleration weight trans4er o4 vehi2le o22urs and it develops a tenden2y to topple about the 4ront wheels. "he de2eleration at whi2h Rr be2o3es ero and vehi2le starts toppling is given by: *t = # 5 !os   59'l/" J sin 

"he vehi2le will have a tenden2y to topple during braking while 2o3ing down o4 an in2lination. 'or   <5 4 t  8.< 3CsP And a2tual de2eleration that will be produ2ed at   <5 4  E.?@ 3CsP "his de2eleration is very s3aller than 4 t  8.< 3CsP at   <. Hen!e 4e"i!le Kill not tole at t"e e4ent o 90aGin#.

MACTRON ISIE/HVC16/63 Page | 


When vehi2le is a22elerated5 weight trans4er o4 vehi2le o22urs and it develops a tenden2y to topple about the rear wheels. "he a22eleration at whi2h R 4 be2o3es ero and vehi2le starts toppling is given by a = # 55l/" !os  J sin  "he vehi2le will have a tenden2y to topple during braking while going up an in2lination. 'or in2lination   < a  8F.@ 3CsP "his a22eleration is 4ar greater than our vehi2leQs 3a1i3u3 a2hievable a22eleration. So the vehi2le will not topple.

%RA+E )E-A2 RATIO  MASTER C(2IN-ER -IAMETER A.erage -edal di)e(si"(s !"(sis#i(g " a( i(-u# $eig$# 5H " &7 i(!$es a(d a dis#a(!e 5$ " 1&6 i(!$es gi.e *a #" a -edal ra#i" " 4&& T$is *ill all"* "r )a,i)u) "r!e "u#-u# *i#$"u# e,!essi.e dri.er i(-u# "r!e&

CA2C,2ATION' ere we have to deter3ine the values o4 pedal ratio and 3aster 2ylinder bore sie. Brake rotors and 2allipers are already de2ided. "hey are going to be o4 onda Aviator. &edal 4or2e = ?88N 64ro3 4igure7



&edal ratio =  !aliper 2up sie = 8.7 = 8.8<6m

Weight o4 vehi2le = <8# N = >?6.? !oe44i2ient o4 4ri2tion between rotor and pads 6p7 = 8.B Dia3eter o4 rotor = >.B 44e2tive radius o4 rotor  8.8<8m Assu3ing 4ront a1le and rear a1le rea2tions are e=ual and the brake per2entage re=uired is @:@. "his has been assu3ed Gust 4or 2al2ulations as any other assu3ptions will not a44e2t the answer.



To0Lue on a sin#le K"eel K"en sGiddin# Kill sta0t

" +gr tCH "  6.EHN ?;g N .?H8<7CH T = 1.6 Nm

&edal 4or2e applied = ?88 N



*o0!e alied on maste0 !$linde0 = 88 N )0essu0e #ene0ated in one maste0 !$linde0 5)0:'



)0 = 88?/ 5d MC *o0!e alied on 0oto0 5*:'

* = )058.7/?N) where ) p ? represents nu3ber o4 pistons per 2aliper.

%0aGin# to0Lue o0med on 0oto0:'

%T = *0ee!t.

 5)058.7/?8.B8.8<8  5/dMC8.7 33

Sin2e5

%TT

#n boundary 2ondition5 we obtain:-

5/dMC  = ?.>3 5T"e adPusta9ilit$ o t"e edal needed to 9e in t"e 0an#e o a 6:1 to ?:1 edal 0atio in o0de0 o0 t"e alied o0!e MASTER C9:IN0ER ;ORE 0IAMETER 3 /4” 7 /8” 1”

PE0A: RATIO 2.66:1 3.62:1 4.73:1

%T = 16.?3 Nm et length o4 pedal be now  >.B



+e2hani2al advantage in pedal  ?.>3:1 With balan2e bar being 1.B7 above pivot point and rubber pad being >.B above pivot &oint5 the pedal ratio be2o3es ?.>3:1. )ow with above values o4 3aster 2ylinder and pedal ratio and B>.6B : ?.3B braking per2entage #n2reased 4or2e due to pedal ratio 1<7 N

'RO)" WS

RAR WS

4or2e on 4ront wheel rotor  1>66.77N 4ro3 both side o4 rotor "or=ue on 4ront wheel  1?B.>> Nm

4or2e on rear wheel rotor  17<.8?N 4ro3 both side o4 rotor "or=ue on rear wheel  18>.8< Nm

%RA+E )E-A2 "he pedal is the only 2o3ponent that the rider intera2ts dire2tly with to a2tivate the brake. "he 4un2tional re=uire3ents that the pedal satis4ies are to provide ease o4 a2tivation by being able to be a2tivated by pushing with the 4oot. Brake pedal does not sink 3ore than an in2h or two5 no 3atter how hard it is pushed with the 4oot and the driver does not 4eel as i4 he were stepping on a wet sponge. Again5 be4ore 3a2hining this part 4inite ele3ent analysis was 2ondu2ted in order to 4ind the sa4ety 4a2tor o4 the 2o3ponent. "o deter3ine the loads 4or the pedal5 several tea3 3e3bers atte3pted to push as hard as possible on a s2ale while in a seated position. #t was deter3ined that the 3a1i3u3 4or2e produ2ed in this pani2 situation was H). Be2ause it was a 3a2hined part with so3e welding in a non2riti2al area5 a sa4ety 4a2tor o4 8.?8 is sele2ted. #t 2an withstand a 4or2e o4 ? ) without any 4ailure.



+esh "ype

Solid 3esh

le3ent sie )u3ber o4 ele3ents )u3ber o4 nodes +in stress +a1 stress +in de4or3ation +a1 de4or3ation

.@ 33 8@@@ ?;?9< .F8 +&a ?8F.F8 +&a  33 .F; 33

St0ess and -ele!tion Anal$sis o Roto0' 'inite le3ent Analysis using A)S%S 8?. WOR(B)! was the pri3ary 3ethod used to analyse the stress distributions i3parted on the brake rotors 4ro3 applied brake 4or2es. 'ri2tional 4or2es 4ro3 the brake pads were 3odelled assu3ing generated 2la3ping 4or2e thereby developing 3o3ent was applied parallel to the swept sur4a2e o4 the rotor.



+esh "ype

Solid 3esh

le3ent sie

.@ 33

)u3ber o4 ele3ents

88;8<

)u3ber o4 nodes

?8<
+in stress

.8H9 +&a

+a1 stress

8;.@@ +&a

+in de4or3ation

 33

+a1 de4or3ation

.H? 33

"he 2riti2al areas o4 stress are lo2ated at the 4our 3ounting points to the hub. "his is due to the 4a2t that the sharp 2orners or pro4iles with very s3all radius are regions o4 high stress 2on2entration. 44orts to 3odel 2orners and s3all pro4iles with larger radius were 2ons2iously 3ade to redu2e the a3ount and value o4 the resulting stresses. "he 4inal design o4 rotor yielded a $on +ises stress o4 8;.@@ +&a and a 3a1i3u3 de4le2tion along the rotor sur4a2e o4 .H? in2hes given a sa4ety 4a2tor o4 H.@E.

-ETERMININ TIME VAR(IN HEAT *2,Q' NOTATIONS:  De2eleration>.B m/s

E9Braking nergy



I#nertia 6kg3?7 = 8.88B? G#'m

+ !orre2tion 'a2tor1  5I/R m whose 3a1i3u3 value 2an be not 3ore than 1.1. m$ehi2le +ass<8G#

md 3ass o4 dis28.B6G#

)9 Braking &ower

R Radius o4 tyre8.?13m V1$elo2ity at the start o4 braking ?8 G" = 11.11 m/s

1Angular velo2ity at the start o4 braking

AAnnular area 6Swept area7  8.81?6 m

'igure: eat generated during braking So5 Braking nergyT E9 = 1/ m4 1/ I

 1/ m4 1/ I4/R 

MACTRON ISIE/HVC16/63 Page | 1


 1/ m4 51I/R m = 5Gm4/

where G=1 5I/R m = 1.8881

= 1.8881<811.11/ 5Conside0in# 4elo!it$ V 5t to 9e 11.11m/s at an instant K"e0e t"e 90aGes a0e a9out to 9e alied = 1><. Poules

Sin2e5 Braking &ower 5)9 = d 5E9/dt

= Gma4

Also we know5

45t = 41at

en2e5

)9 = Gma 541at

)ow5 Heat luF  5t is o9tained 9$ di4idin# t"e 90aGin# oKe0 9$ t"e sKet a0ea o t"e 90aGe 0oto0.

5 5t = %0aGe oKe0/SKet a0ea = Gma 541at/A

Sin2e not all o4 heat enters the brake dis25 so proportion o4 heat entering brake dis2 is 8.<3. So5

 5t = 8.<3Gma 54 1at/A

 8.<31.8881<8>.B511.11 >.B1.B3/8.81?6  .<> GiloKatts/m !onsidering the 3a1i3u3 li3it o4 (5 heat 4lu1 is 4ound to be 3.1GiloKatts/m MACTRON ISIE/HVC16/63 Page | 16


Sin!e %0aGin# ene0#$ = Heat t0anse0 1><. = m!5dt O0 ?<>7.7= <81.8865dt So 5dt = 61UC Assumin# t"e no0mal atmos"e0i! teme0atu0e to 9e BUC

Tinal J Tno0mal = 61 I.e. Tinal = <6UC

en2e we 2an 2on2lude that during nor3al braking at a speed o4 F
RE
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http:CCwww.2arbibles.2o3Cbrake bible.ht3l ein eisler6??7. Advan2ed vehi2le te2hnology. ?nded. ondon:: Butterworth eine3ann. & H@9-

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@8; Brake 2al2ulations Available: http:CCwww.engineeringinspiration .2o.ukCbrake2al2s.ht3l ast a22essed :

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MACTRON ISIE/HVC16/63 Page | 1

Hvc Brake Report

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