DESIGN AND ANALYSIS OF DISC BRAKE ROTORS

A Major Project Report Submitted in partial fulfillment of the

requirements for the
Award of the degree of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted by
ROHAN KARTHIK- 11311A0367

Under the guidance of

M.RaviKanth

Dr.A.Purushotham

STO, (CAD/CAM)

Prof. of Mech.Engg

CIPET, Cherlapally,

SNIST, Yamnampet,

Hyderabad.

Hyderabad.

(External Guide)

(Internal Guide)

Department of Mechanical Engineering

Sreenidhi Institute of Science and Technology
(An Autonomous Institution under
Jawaharlal Nehru Technology University Hyderabad)
Yamnampet, Ghatkesar, R.R. District, Hyderabad 501 301

Central Institute of Plastics Engineering & Technology

Certificate

This is to certify that Mr. Rohan Karthik bearing Roll No. 11311A0367 a
bona fide student of Sreenidhi Institute of Science and Technology,
Ghatkesar, Hyderabad - Telangana has undergone a project for a period of
2 months from 21st January, 2015 to 21st March, 2015 in fulfillment of his
B.Tech-Mechanical Engineering successfully. During the project period, he
was found to be regular, hardworking and diligent.
The report submitted by him is found relevant.
We wish him all the very best for his future endeavors.
With best regards

M.RaviKanth STO,
(CAD/CAM) CIPET,
Cherlapally,
Hyderabad. (External Guide)

CIDA Phase-II, Post Bag No. 3, Cherlapally, HCL Post, Hyderabad 500 051.

SREE NIDHI INSTITUTE OF SCIENCE AND TECHNOLOGY

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the project report on DESIGN AND ANALYSIS

OF

DISC

BRAKE

ROTORS,

submitted

By

Rohan

Karthik

(11311A0367), is a bona fide work that has been carried out by

them as part of their Project during B.Tech (Mechanical) Fourth
Year Second Semester, under our guidance. This report has not
been submitted to any other institute or university for the award of
any degree.

INTERNAL GUIDE:

Dr. T. CH. SIVA

REDDY
Professor & Head of
the Department,
Dept. of
Mechanical Engineering
SNIST
EXTERNAL EXAMINER:

ACKNOWLEDGEMENT
This project report is the outcome of the efforts of many people, who have
driven our passion to explore into Concept and Design regarding our project. We have
received great guidance, encouragement and support from them and have learned a lot
because of their willingness to share their knowledge and experience.
Primarily, we should express our deepest sense of gratitude to our external
guide Mr. Sri M.Ravikanth (S.T.O, CAD/CAM). His guidance has been of immense
help in surmounting various hurdles along the path of our goal.
We are deeply indebted to Dr.T.Ch.Shiva Reddy, Professor & Head of
Department of Mech. Engg, and Dr. A. Purushotham, Professor , Internal guide who
spared his most valuable time without any hesitation whenever we wanted.
We record with a great feeling of gratitude, the contributions of all the faculty
members, Principal and management who encouraged us during this project by
rendering their help when needed.
Finally we thank our parents and adore Almighty God who has made us come
in contact with such worthy people at the right time, provided us with all the
necessary resources and made us accomplish this task.

ROHAN KARTHIK- 11311A0367

ABSTRACT
The main objective of the project is to design of bikes disc rotors and
analyze the structural performance by using finite element method (ANSYS
Software).
Disc brake technology used for bikes has improved significantly as high
performance is most desirable now days.
Rotor design is varies from company to company. Some companies still use
the same initial rotor designs that were introduced over a decade ago. With the finite
element analysis and optimization process, it is possible to understand the difficulties
of designing disc brake rotors. With CAD technology the validity of new design tends
is pursued quickly.
More specifically, the project deals with analysis of three different disc rotors that is
available on commercial two wheelers. The FEA analysis determines, the stresses
developed in three different disc rotors. Then the structural performance of all three
selected rotors is compared in terms stresses developed.

CONTENTS
Titles

Page.
No

Acknowledgement

Abstract

List of figures

List of tables

Nomenclature

10

Chapter 1:Introduction

11

1.1

Introduction

11

1.2

Braking Requirements

11

1.3

Classification of Brakes

12

1.4

Disc Brake

12

1.5

Principle

12

1.6

Main Components

13

1.7

Applications Of Disc Brake

14

1.8

Assumptions

14

Chapter 2:Problem Statement & Methodology

15

2.1

Problem Statement

15

2.2

Methodology

16

Chapter 3:Design Parameters of Disc Brake

17

3.1

Steel

17

3.2

Specifications of Steel

17

3.3

Dimensions of Disc Brake

17

3.4

Engine Specifications

18
6

3.5

Force Calculation

18

Chapter 4: 3D Modeling of Rotor Disc in Pro-E

21

4.1

Introduction

21

4.2

History

21

4.3

Key Features & Benefits

22

4.4

Main modules

22

4.5

Flow process in Pro-E

23

4.6

Sequential steps followed for building rotor disc in

pro-e

24

Chapter 5:Finite Element Analysis of Rotor Disc With

ANSYS

30

5.1

Introduction

30

5.2

Engineering Applications of Finite Element

Method(FEM)

30

5.3

Various Applications of FEM

31

5.4

Advantages of FEM

31

5.5

Disadvantages of FEM

31

5.6

Procedure for ANSYS Analysis

32

5.6.1 Build the model

32

5.6.2 Material Properties

32

5.6.3 Solution

32

I.

Pre-Processor

33

Solution

35

Post Processing

36

Structural Analysis in ANSYS

36

II.
III.
5.7

Chapter 6: Results & Discussions

51

Chapter 7: Conclusions & Future scope of studies

52

References

53

LIST OF FIGURES
Fig.
No

Description

Page.
No

1.1

Disc Brake Rotor

11

1.2

Disc Brake Assembly

11

1.3

Various Parts of Disc Brake

13

2.1

Fig2.1: Disc Rotor 1 (old model)

15

2.2

Fig2.2: Disc Rotor 2 (proposed model)

15

2.3

Fig2.3: Disc Rotor 3 (proposed model)

15

4.1

Rotor Disc Flow Chart

23

4.2

Sequential steps followed for building rotor disc in Pro-E,

step 1

24

4.3

Step 2

24

4.4

Step 3

25

4.5

Step 4

25

4.6

Step 5

26

4.7

Step 6

26

4.8

Step 7

27

4.9

Step 8

27

4.10

pro-e model of rotor disc 1

28

4.11

pro-e model of rotor disc 2

28

4.12

pro-e model of rotor disc 3

29

5.1

Importing model

37

5.2

Element selection

37

5.3

Material type selection

38

5.4

Meshing

38
8

5.5

Appling load

39

5.6

Deformed + un deformed

39

5.7

Displacement vector sum

40

5.8

Dof in X-direction

40

5.9

Dof in Y-direction

41

5.10

Stress in X-direction

41

5.11

Stress in Y-direction

42

5.12

Vector plot

42

5.13

Von Mises stress

43

5.14

DISC ROTOR-2:

43

5.15

Deformed + un deformed
Displacement vector sum

44

5.16

Stress in X-direction

44

5.17

Stress in Y-direction

45

5.18

Stress in Z-direction

45

5.19

Vector plot

46

5.20

Von Mises stress

46

5.21

DISC ROTOR-3:

47

5.22

Deformed + un deformed
Displacement vector sum

47

5.23

Stress in X-direction

48

5.24

Stress in Y-direction

48

5.25

Stress in Z-direction

49

5.26

Vector plot

49

5.27

Von Mises stress

50

LIST OF TABLES
Table
no

Description

Page.
No

5.1

Description of Steps followed in Each phase

33

6.1

Results

51

10

NOMENCLATURE
Symbol
E
P
L

h
W
Wb
Mt
v
I
k
m

Description
Youngs modulus (N/mm)
load (N)
Displacement (mm)
Coefficient of friction
Poissons ratio
Density (Kg/m)
Angular velocity (rad/sec)
Angle (radians)
Wheel height (m)
Weight of the vehicle (kgs)
Wheel base (m)
Torque (N-m)
Maximum velocity of vehicle (m/sec)
Moment of inertia (kg- m2)
Radius of gyration (m2)
Mass of disc rotor (kg)

CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION

11

A brake is an instrument or equipment that makes use of artificial frictional

resistance to stop the motion of a moving member. While performing this function,
the brakes imbibe potential energy or kinetic energy of the moving member. The
energy that is absorbed by the brakes is dissipated in the form of heat. The dissipated
heat is in turn liberated into the surrounding atmosphere.

Fig 1.1 Disc Brake Rotor

Fig 1.2 Disc Brake Assemblies

1.2 BRAKING REQUIREMENTS:

Brakes of a vehicle should be strong enough to stop the vehicle in a minimum
time & distance.
While braking the driver should have good control over the vehicle i.e. the
vehicle should not skid.
Brakes should be a good anti wear resistant.
Brakes should have good anti fade characteristics.

12

1.3 CLASSIFICATION OF BRAKES:

Based on mode of operation brakes are classified as follows:
Hydraulic Brakes.
Electrical Brakes.
Mechanical Brakes.
The mechanical brakes according to the direction of acting force may be sub
divided into the following two groups:
Radial Brakes
Axial Brakes.
Radial Brakes. In these brakes the force acting on brake drum is in radial
direction for Radial brakes. These brakes are of two types: Internal Brakes and
external brakes
Axial Brakes. In these brakes the force acting on the brake drum is in axial
direction for axial brakes.

1.4 DISC BRAKE:

A disc brake is a device, composed of cast iron or ceramic composites that are
connected to the wheel hub or axle and a caliper. In order to stop the wheel hub,
friction material is automatically or hydraulically forced on both sides of the brake in
the form of brake pads. This friction in turn originates the wheel hub and the disc to
slow down and stop. Different views of Disc Brake Rotor are shown in the figure 1(a)
and 1(b).

1.5 PRINCIPLE:
Disc brake is a very essential brake application device in a vehicle. This part of
the brake helps in the slowing and stopping the motion of the vehicle. The principle of

13

disc brake is to produce a braking force on the brake pads which in turn compresses
the rotating disc.

1.6 MAIN COMPONENTS OF A DISC BRAKE: Rotor

Brake Pads
Caliper

Fig1.3 various parts of disc brake

Rotor: The disc rotor is connected to the wheel and it rotates with respect to
the wheel. When brakes are applied, the brake pads come in contact with the rotor in
order to stop or slow down the vehicle.

Brake pads: Brake pads are present in the disc which scrapes against the
disc that rotates with the wheel hub and creates high friction.

Caliper: A caliper is a motionless housing which is clipped to the frame of a

vehicle containing a piston. This piston forces the pads onto the rotor in order to stop
or slow down the vehicle.
In order to bring the vehicle to a slow or stop position, the driver applies
pressure on the brake pedal which activates the caliper that in turn compresses the
brake pads against the disc rotor. The Rotor is then connected to the wheel which halts

14

the vehicle. When the brakes are applied the kinetic energy of the moving vehicle is
converted into heat and dissipated into the surrounding atmosphere.

1.7 APPLICATIONS OF DISC BRAKES

Cars
Motorcycles
Bicycles

1.8 ASSUMPTIONS
Brakes are applied on two wheels.
Thickness of 3.5mm is considered for all the models.
Only ambient cooling is considered for dissipation of heat.
This analysis does not determine the life of the disc brake
The disc brake model used is of solid type.
The thermal conductivity of the material is uniform throughout.
The specific heat of the material is constant throughout and does not change
with the temperature.
The kinetic energy of the vehicle is lost through disc brakes i.e. there is no
heat loss between the tire and the road side.

15

CHAPTER 2
PROBLEM STATEMENT & METHODOLOGY
2.1 PROBLEM STATEMENT:
This project deals with the development of three models by Pro-E software
and to analysation of disc brake rotors using ANSYS 10.0 software. The models are
shown in Figures 2.1, 2.2, & 2.3.

16

Fig2.1: Disc Rotor 1 (old model)

Fig2.2: Disc Rotor

2 (proposed model)

Fig2.3: Disc Rotor 3 (proposed model)

The objective of the problem is to adopt proposed models by proving

minimum Von Mises stress compared to old model.

2.2 METHODOLOGY:
Using the standard dimensions of rotor discs, 3D model is developed using
Pro-E.
Exporting Pro-E model on to ANSYS, finite element model is developed.
Braking load is calculated with road conditions and speed of the vehicle.
Minimum Von Mises stress is extracted after applying boundary conditions
and braking load.
A table is drawn comparing stresses and deformations in each disc rotor.
Among the three discs, the Von Mises stresses found minimum is considered
structurally good performance.

17

CHAPTER 3
DESIGN PARAMETERS OF DISC BRAKE

3.1 STEEL:
Steel is an alloy of iron, with carbon, which may contribute up to 2.1% of
its weight. Carbon, other elements, and inclusions with in iron act as hardening agents
that prevents the movement of dislocations that naturally exist in the iron atom crystal
lattices. Varying the amount of alloying elements, their form in the steel either as
solute elements, or as precipitated phases, retards the movement of those dislocations
that make iron so ductile and so weak, and so it controls qualities such as the
hardness, ductility, and tensile strength of the resulting steel. Steel can be made
stronger than pure iron, but only by trading away ductility, of which iron has an
18

excess.

3.2 SPECIFICATIONS OF MATERIAL

Mechanical properties of structural steel that are important to the designer include:
Modulus of elasticity, E = 210,000 N/mm
Shear modulus, G = E/[2(1 + )] N/mm, often taken as 81,000 N/mm
Poisson's ratio, = 0.3
Coefficient of thermal expansion, = 12 x 10-6/C (in the ambient temperature
range).
Density = 8.05g/cm3.

3.3 DIMENSIONS OF DISC BRAKE

The dimensions of brake disc used for static structural analysis are given bellow
Diameter of Disc brake 240mm
Thickness 3.5mm

3.4 ENGINE SPECIFICATION

Displacement (cc)
Cylinders

Max Power

7.4

Maximum Torque
Bore (mm)

50

Stroke (mm)

49

Valves per Cylinder

97

Fuel Delivery System Carburetor

19

Fuel Type

Petrol

Ignition

C.D.I

Spark Plugs (Per Cylinder)

Cooling System

Air Cooled.

3.5 FORCE CALCULATIONS:

Data Available:
d=0.24m,
t=0.0035m,
Time for deceleration td =1.5sec,
Maximum velocity of vehicle v =140km/hr.
Outer radius of disc pad Ro=100mm,
Inner radius of disc pad Ri =60mm,
Weight of the vehicle W=100kgs (Assume),
Wheel diameter D = 45702mm,
Width w = 40.64mm,
Wheel height h = 0.015mts,
Wheel Base Wb = 0.457/
= 0.1455 mts.
Stopping distance L = 10mts.
Co-efficient of friction of pads = 0.3.
Density of material =8000 kg/m3
= v/R,
= 38.88/0.12,
=324 rad/sec.
= 2n 60,
n = (60*) 2,
= (60*324) (2*3.14),
= 3065.54 rpm.
Kinetic Energy, K.E = (I*2),
I = m*k2,
m= d2 4*t*density of material,
20

= [(3.14*(.242)] 4*.0035*8000,
= 1.26kg.
k2=d2/8.
= 0.0576 8
=7.2*10-3m2.
K.E = *(1.26*7.2*10-3*(3242))
= 476.17 J.
= (1/2)*td
= (324/2)*1.5
= 243 rad.
Mt = K.E/
= 476.17/243
= 1.95N-m.
Friction radius, Rf = 2*(R03-Ri3)/3*( R02-Ri2)
= 2*(1003-603)/3*(1002-602)
= 81.66mm.

Mt = 1.95/2
= 0.979 N-m (torque on one pad)
Mt= *P*Rf
= 0.3
P= (0.979*103)/(0.3*81.66)
= 39.9624 N
= (39.9624/9.81) kgs
= 4.07kgs.
Static weight on front wheel Wfs = [W/2*(Wb-h*L)]/L
= 100/2*(0.145-0.015*10)/10
= 6.525 kgs
Total weight acting on disc brake = 6.525+8
= 15.525 kgs.

21

= 155.25N.

CHAPTER 4
3D MODELING OF DISC ROTOR IN PRO-E SOFTWARE
4.1 INTRODUCTION
Pro/ENGINEER Wildfire is the standard in 3D product design, featuring
industry-leading productivity tools that promote best practices in design while
ensuring compliance with your industry and company standards. Integrated
Pro/ENGINEER CAD/CAM/CAE solutions allow you to design faster than ever,
while maximizing innovation and quality to ultimately create exceptional products.
Customer requirements may change and time pressures may continue to
mount, but your product design needs remain the same - regardless of your project's

22

scope, you need the powerful, easy-to-use, affordable solution that Pro/ENGINEER
provides.

4.2 HISTORY
Creo Elements/Pro (formerly Pro/ENGINEER), PTC's parametric, integrated
3D CAD/CAM/CAE solution, is used by discrete manufacturers for mechanical
engineering, design and manufacturing. Created by Dr. Samuel P. Ginsberg in the
mid-1980s, Pro/ENGINEER was the industry's first successful rule-based constraint
(sometimes
[5]

called

"parametric"

or

"vibration") 3D

CAD modeling

system.

The parametric modeling approach uses parameters, dimensions, features, and

relationships to capture intended product behavior and create a recipe which enables
design automation and the optimization of design and product development processes.
This design approach is used by companies whose product strategy is family-based or
platform-driven, where a prescriptive design strategy is fundamental to the success of
the design process by embedding engineering constraints and relationships to quickly
optimize the design, or where the resulting geometry may be complex or based upon
equations. Cero Elements/Pro provides a complete set of design, analysis and
manufacturing capabilities on one, integral, scalable platform. These required
capabilities include Solid Modeling, Surfacing, Rendering, Data Interoperability,
Routed Systems Design, Simulation, Tolerance Analysis, and NC and Tooling Design.
Companies use Cero Elements/Pro to create a complete 3D digital model of
their products. The models consist of 2D and 3D solid model data which can also be
used downstream in finite element analysis, rapid prototyping, tooling design,
and CNC manufacturing. All data is associative and interchangeable between the
CAD, CAE and CAM modules without conversion. A product and its entire bill of
materials (BOM) can be modeled accurately with fully associative engineering
drawings, and revision control information. The associatively functionality in Cero
Elements/Pro enables users to make changes in the design at any time during the
product development process and automatically update downstream deliverables. This
capability enables concurrent engineering design, analysis and manufacturing
engineers working in parallel and streamlines product development processes.

4.3 KEY FEATURES AND BENEFITS:

23

 Fully integrated applications allow you to develop everything from concept to

manufacturing within one application.
Powerful parametric design capabilities for superior product design.
Automatic propagation of design changes to all downstream deliverables.
Complete virtual simulation capabilities.
Automated generation of associative tooling design and manufacturing
deliverables.

4.4 THE MAIN MODULES

Part Design
Assembly
Drawing

4.5 FLOW PROCESS IN PRO-E :

NEW FILE

PART DESIGN

SKETCH

24

EXTRUDE

SAVE (IN IGES FORMAT)

EXPORT TO ANSYS

Fig 4.1 Rotor Disc Flow Chart

4.6 SEQUENTIAL STEPS FOLLOWED FOR BUILDING ROTOR

DISC IN PRO-E
Sequential steps followed for building rotor disc in Pro-E are shown from fig. no 4.2
to 4.9.
Proposed rotor models also developed in Pro-E with change of number of spokes and
shown in fig no 4.11&4.123

25

Fig 4.2 step 1

Fig 4.3 step 2

26

Fig 4.4 step 3

Fig 4.5 step 4

27

Fig 4.6 step 5

Fig 4.7 step 6

28

Fig 4.8 step 7

Fig 4.9 step 8

29

PRO-E MODEL OF ROTOR DISC 1:

Fig 4.10 pro-e model of rotor disc 1

PRO-E MODEL OF ROTOR DISC 2:

Fig 4.11 pro-e model of rotor disc 2

30

PRO-E MODEL OF ROTOR DISC 3:

Fig 4.12 pro-e model of rotor disc 3

31

Chapter 5
FINITE ELEMENT ANALYSIS
5.1INTRODUCTION
Finite Element Method (FEM) is also called as Finite Element
Analysis (FEA). Finite Element Method is a basic analysis technique
for resolving and substituting complicated problems by simpler ones,
obtaining approximate solutions Finite element method being a flexible
tool is used in various industries to solve several practical engineering
problems.

ANSYS

is

general

purpose

FEA software

developed,

supported & marketed by ANSYS Inc. ANSYS are used by several

companies to produce a wide range of products , including aircrafts &
automobile engines .

Generally there are three methods to solve any

engineering problems such as analytical method, Numerical method, &

Experimental method in which numerical method is most commonly
used. Because it is the mathematical representation of physical
problems & it gives the approximate solution & also applicable even if
physical prototype is not available. Numerical methods like Finite
element analysis are based on discritization of integral form of
equation. Basic theme of all numerical method is to make calculations
at only limited numbers of points & then interpolate the results for
entire domain. It is now used to solve problems in the following areasstructural

strength

design,

thermal

analysis,

vibration,

&

crash

simulations etc.

5.2 ENGINEERING APPLICATIONS OF FINITE ELEMENT

METHOD:
Initially FEM method was used for only structural mechanics problems but
over the years researches have successfully applied it to various engineering
problems. It has been validated that this method can be used for other numerical
solution of ordinary and partial differential equations.

32

The finite element method is applicable to three categories of boundary value

problems
Equilibrium or steady state or Time-Independent problems
Eigen value Problems
Propagation or transient problems.

5.3 VARIOUS APPLICATIONS OF FEM:

Civil Engineering Structures
Aircraft Structures
Heat Conduction
Geo mechanics
Hydraulic and Water Resource Engineering
Nuclear engineering
Bio-Medical Engineering
Mechanical Engineering
Electrical Machines and Electromagnetic.

5.4 ADVANTAGES OF FEA/FEM:

Non-linear problems are easily solved.
Several types of problems can be solved with easy
formulation.
Reduces the costs in the development of new products.
Improves the quality of the end product.
Life of the product is increased.
Rapid development of new products.
High product reliability.
Product fabrication process is enhanced.

5.5 DISADVANTAGES OF FEA/FEM:

33

 Extreme aspect ratios can cause problems.

Not well suited for open region problems.

5.6 PROCEDURE FOR ANSYS ANALYSIS
Static analysis is used to determine the displacements stresses, stains and
forces in structures or components due to loads that do not induce significant inertia
and damping effects. Steady loading in response conditions are assumed. The kinds of
loading that can be applied in a static analysis include externally applied forces and
pressures, steady state inertial forces such as gravity or rotational velocity imposed
(non-zero) displacements, temperatures (for thermal strain).
A static analysis can be either linear or non linear. In our present work we consider
linear static analysis. The procedure for static analysis consists of these main steps
Building the model
Obtaining the solution
Reviewing the results.

5.6.1 BUILD THE MODEL

In this step we specify the job name and analysis title use PREP7 to define the
element types, element real constants, material properties and model geometry
element type both linear and non- linear structural elements are allowed. The ANSYS
elements library contains over 80 different element types. A unique number and prefix
identify each element type.

5.6.2 MATERIAL PROPERTIES

Youngs modulus (EX) must be defined for a static analysis. If we plan to
apply inertia loads (such as gravity) we define mass properties such as density
(DENS). Similarly if we plan to apply thermal loads (temperatures) we define
coefficient of thermal expansion (ALPX).

5.6.3 SOLUTION
In this step we define the analysis type and options, apply loads and initiate the
finite element solution. This involves three phases:

Pre-processor phase
Solution phase

34

 Post-processor phase
I.

PRE-PROCESSOR
Pre processor has been developed so that the same program is available on

micro, mini, super-mini and mainframe computer system. This slows easy transfer of
models one system to other. It involves
the preparation of finite element data such as nodal coordinates, element connectivity,
boundary
conditions & loading & material information.

Table No: 5.1

The following Table 5.1 shows the brief description of steps followed in each phase:

GEOMETRICAL DEFINITIONS:
There are four different geometric entities in pre processor namely key points,
lines, area and volumes. These entities can be used to obtain the geometric
representation of the structure. All the entities are independent of other and have
unique identification labels.

35

MODEL GENERATIONS:
Two different methods are used to generate a model:
Direct generation.
Solid modeling
With solid modeling we can describe the geometric boundaries of the model, establish
controls over the size and desired shape of the elements and then instruct ANSYS
program to generate all the nodes and elements automatically. By contrast, with the
direct generation method, we determine the location of every node and size shape and
connectivity of every element prior to defining these entities in the ANSYS model.
Although, some automatic data generation is possible (by using commands
such as FILL, NGEN, EGEN etc) the direct generation method essentially a hands on
numerical method that requires us to keep track of all the node numbers as we
develop the finite element mesh. This detailed book keeping can become difficult for
large models, giving scope for modeling errors. Solid modeling is usually more
powerful and versatile than direct generation and is commonly preferred method of
generating a model.

MESH GENERATION:
In the finite element analysis the basic concept is to analyze the structure,
which is an assemblage of discrete pieces called elements, which are connected,
together at a finite number of points called Nodes. Loading boundary conditions are
then applied to these elements and nodes. A network of these elements is known as
Mesh.

FINITE ELEMENT GENERATION:

The maximum amount of time in a finite element analysis is spent on
generating elements and nodal data. Pre processor allows the user to generate nodes
and elements automatically at the same time allowing control over size and number of
elements. There are various types of elements that can be mapped or generated on
various geometric entities.
The elements developed by various automatic element generation capabilities
of pre processor can be checked element characteristics that may need to be verified
before the finite element analysis for connectivity, distortion-index etc. Generally,
automatic mesh generating capabilities of pre processor are used rather than defining
36

the nodes individually. If required nodes can be defined easily by defining the
allocations or by translating the existing nodes. Also on one can plot, delete, or search
nodes.

BOUNDARY CONDITIONS AND LOADING:

After completion of the finite element model it has to constrain and load has to be
applied to the model. User can define constraints and loads in various ways. All
constraints and loads are assigned set ID. This helps the user to keep track of load
cases.

MODEL DISPLAY:
During the construction and verification stages of the model it may be necessary to
view it from different angles. It is useful to rotate the model with respect to the global
system and view it from different angles. Pre processor offers these capabilities. By
windowing feature pre processor allows the user to enlarge a specific area of the
model for clarity and details. Pre processor also provides features like smoothness,
scaling, regions, active set, etc for efficient model viewing and editing.

MATERIAL DEFECTIONS:
All elements are defined by nodes, which have only their location defined. In the case
of plate and shell elements there is no indication of thickness. This thickness can be
given as element property. Property tables for a particular property set 1-D have to be
input.
Different types of elements have different properties for e.g.
Beams: Cross sectional area, moment of inertia etc
Shell: Thickness
Springs: Stiffness
Solids: None
The user also needs to define material properties of the elements. For linear static
analysis, modules of elasticity and Poissons ratio need to be provided. For heat
transfer, coefficient of thermal expansion, densities etc. are required. They can be
given to the elements by the material property set to 1-D.

II.

SOLUTION
The solution phase deals with the solution of the problem according to
the problem definitions. All the tedious work of formulating and assembling of
matrices are done by the computer and finally displacements are stress values

37

are given as output. Some of the capabilities of the ANSYS are linear static
analysis, non linear static analysis, transient dynamic analysis, etc.

III.

POST PROCESSING
The post processing stage deals with the presentation of the results. Typically,

the deformed configuration, mode shapes, temperature & stress distribution are
computed & displayed at this stage. While solution data can be manipulated many
ways in post processing, the important objective is to apply sound engineering
judgment in determining whether the solution results are physically reasonable.

5.7 STRUCTURAL ANALYSIS IN ANSYS

Structural analysis is the commonly used application of the FEA. We can perform the
seven types of structural analysis in ANSYS such as
Static Analysis
Modal Analysis
Buckling Analysis
Spectrum Analysis
Harmonic Analysis
Transient dynamic Analysis
Explicit dynamic analysis
A static analysis is performed over a structure when the loads & boundary conditions
remain stationary & do not change over time it is assumed that the load or field
conditions are applied gradually, not suddenly. The system under analysis can be
linear or nonlinear.
Inertia and damping effects are ignored in structural analysis. Static analysis is used
to determine displacements, stresses & so on.
In structural analysis following matrices are solved [K][X]= [F],Where K is stiffness
matrix, X is displacement matrix, &F is the force matrix. The above equation is called
the force balance equation for the linear system. Nonlinear systems include large
deformation, plasticity, and creep and so on.

38

ROTOR DISC MODEL 1:- STRESS & NODAL DEFLECTION

Sequential steps followed in modeling rotor disc in ANSYS are given from fig. no 5.1
to 5.13. Similarly ANSYS analysis carried out on proposed rotor disc models and the
results are shown from fig no 5.14to 5.27.

Fig 5.1 Importing model

Fig 5.2 Element selection

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Fig 5.3 Material type selection

Fig 5.4 Meshing

40

Fig 5.5 Applying Loads

Fig 5.6 Deformed + un deformed

41

Fig 5.7 Displacement Vector sum

Fig 5.8 Dof in-X direction

42

Fig 5.9 Dof in- Y direction

Fig 5.10 Stress in X direction

43

Fig 5.11 Stress in-Y direction

Fig 5.12 Vector Plot

44

Fig 5.13 Von Mises stress

ROTOR DISC MODEL 2:- STRESS & NODAL DEFLECTION

Fig 5.14 Deformed + un deformed

45

Fig 5.15 Displacement Vector sum

Fig 5.16 Stress in X direction

46

Fig 5.17 Stress in-Y direction

Fig 5.18 Stress in-Z direction

47

Fig 5.19 Vector Plot

Fig 5.20 Von Mises stress

48

ROTOR DISC MODEL 3:- STRESS & NODAL DEFLECTION

Fig 5.21 Deformed + un deformed

Fig 5.22 Displacement Vector sum

49

Fig 5.23 Stress in-X direction

Fig 5.24 Stress in-Y direction

50

Fig 5.25 Stress in-Z direction

Fig 5.26 Vector Plot

51

Fig 5.27 Von Mises stress

52

CHAPTER 6
RESULTS & DISCUSSIONSS
In chapter 6 simulation studies are made on three rotor discs, using ANSYS software.
The resultant displacements undergone by each disc and the resultant stresses
developed in each disc are determined and tabulated in table no 6.1

Table No:-6.1
Rotor
Discs DISPLACEMENT
Model VECTOR SUM
s
(mm)
1
2.601
2
18.376
3
0.0235

STRESSES IN
X-DIRECTION
(MPa)
8.608
8.14
0.414

STRESSES IN
YDIRECTION(M
Pa)
30.04
7.971
0.2002

VON
MISES
STRESSE
S (MPa)
22.835
8.663
2.128

From the table no 6.1 it is observed that the displacement and Von Mises stresses are
very low for the rotor disc of model -3. Under the high speed of 140Kmph and
retardation time of 1.5 sec, the rotor disc shows good structural displacement and
stresses. It is observed from the simulation studies that the weight of disc-3 is less
than the weight of disc-2 &1, because of only 6 spokes, instead of 12 spokes in
model-2. The material used for model-3 is steel having compressive strength of
300Mpa. Therefore, the factor of safety for the design is 56.49.
The main advantage observed in rotor disc model-3 is that, it undergoes 0.0235mm
radial deformation, so that the bearing life of disc drastically increases.

53

CHAPTER 7
CONCLUSIONS & FUTURE SCOPE OF STUDY
CONCLUSIONS
In this project, three disc rotor models with same outer dimensions but with different
design parameters have been modeled using Pro-E and analyzed using ANSYS to
determine structural performance. Based on the results of the ANSYS simulation
which are tabulated above in table no 6.1, It is concluded that the Von Mises stresses
developed in disc model no-3 are minimum compared to other two models. So It is
suggested that the use of 3rd disc model instead of 1st and 2nd models enables good
structural static performance in terms of deflection and resultant stresses. It is further
concluding that the proposed disc model 3 ideally suitable for two wheelers up to a
speed of 140KMPH with brake time 1.5seconds.

SCOPE FOR THE FURTHER STUDY

In the present investigation of structural analysis of disc rotor, a simplified disc brake
without considering any thermal stresses, is analyzed by FEM package ANSYS. As
future work, a model considering thermal factors can be undertaken in the analysis.
The analysis still becomes complicated by considering variable thermal conductivity,
variable specific heat and non uniform deceleration of vehicle. This can be considered
for the future work.

54

REFRENCES
1. Design of Machine Elements by R.S.Khurmi.
2. ENDERSON, A. E. AND KNAPP, R. A. Hot Spotting in Automotive Friction .
3. By browsing in Internet.
4. DOW, T. A. AND BURTON, R. A. Thermo elastic Instability of Sliding
Contact in the absence of Wear, Wear, vol. 19, page 315-328, (1972).
5. LEE, K. AND BARBER, J.R. Frictionally-Excited Thermo elastic Instability
in Automotive Disk Brakes, ASME J. Tribology, vol. 115, page 607-614,
(1993)..
6. BURTON, R. A. Thermal Deformation in Frictionally Heated Contact, Wear,
vol. 59, page 1- 20, (1980). ANDERSON, A. E. AND KNAPP, R. A. Hot
Spotting in Automotive Friction System Wear, vol. 135, page 319-337, (1990).
7. COMNINOU, M. AND DUNDURS, J. On the Barber Boundary Conditions
for Thermo elastic Contact, ASME J, vol. 46, page 849-853, (1979).
BARBER, J. R. Contact Problems Involving a Cooled Punch, J. Elasticity, vol.
8, page 409- 423, (1978).
8. BARBER, J. R. Stability of Thermo elastic Contact, Proc. International
Conference on Tribology, p Institute of Mechanical Engineers, page. 981-986,
(1987).

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