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M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

COVENTRY UNIVERISTY
Faculty of Engineering and Computing
Mechanical and Automotive Engineering Department

COURSEWORK

M11 MAE- ADVANCED MANUFACTURING PROCESS AND MATERIALS

AUTOMOTIVE BRAKE DISC AND CALLIPER

SUBMITTED BY: ANOOP VELLITHIRUTHYNHALIL AYYAPPAN / ID No. 5349292


MODULE LEADER: PHILIP SWANSON
ANOOP VELLITHIRUTHYNHALIL AYYAPPAN

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M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

Table of Contents

List of Figures ............................................................................................................................................................................... 4


List of Tables ................................................................................................................................................................................. 4
Introduction .................................................................................................................................................................................. 5
Section 1.......................................................................................................................................................................................... 6
1.1

Functions of the components as a part of the system ................................................................................. 6

1.1.1

Brake Disc ............................................................................................................................................................ 6

1.1.2

Caliper ................................................................................................................................................................... 6

1.2

In-service conditions and loading modes of the components .................................................................. 7

1.2.1 Brake Disc .................................................................................................................................................................. 8


1.2.2 Caliper ......................................................................................................................................................................... 8
Section 2.......................................................................................................................................................................................... 9
2.1

Material Selection of Components using CES Software .............................................................................. 9

2.1.1

Brake Disc ............................................................................................................................................................ 9

2.1.2

Caliper ................................................................................................................................................................ 11

2.2

Relevant Surface conditions of the components ........................................................................................ 12

2.2.1 Disc Brake ............................................................................................................................................................... 13


2.2.2 Caliper ...................................................................................................................................................................... 13
Section 3....................................................................................................................................................................................... 13
3.1

Influence of material on manufacturing route for Disc and Caliper. .................................................. 13

3.2

Manufacturing route of the components ....................................................................................................... 15

3.2.1 Disc Brake ............................................................................................................................................................... 15


3.2.2 Caliper ...................................................................................................................................................................... 15
3.3

Micro structural changes of the components during manufacturing process. ............................... 15

Section 4....................................................................................................................................................................................... 17
4.1

Advanced material Selection using CES Software ...................................................................................... 17

4.1.1

Disc Brake ......................................................................................................................................................... 17

4.1.2

Caliper ................................................................................................................................................................ 19

4.2

Advantages and disadvantages of the advanced materials. ................................................................... 20

4.2.1 Disc Brake ............................................................................................................................................................... 20


4.2.2 Caliper ...................................................................................................................................................................... 20
Section 5....................................................................................................................................................................................... 21
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5.1 Manufacturing of Advanced material ................................................................................................................... 21
5.1.1

Disc Brake ......................................................................................................................................................... 21

5.1.2

Caliper ................................................................................................................................................................ 26

Conclusion ................................................................................................................................................................................... 28
References ................................................................................................................................................................................... 29
Appendix 1............................................................................................................................................................................... 31
Table of Comparison of GCI to Advanced Materials ............................................................................................... 31
Appendix-2.................................................................................................................................................................................. 32
Vehicle Data ........................................................................................................................................................................... 32

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List of Figures
Figure 1 : Caliper Disc brake assembly ............................................................................................................................... 5
Figure 2 : Brake System Layout ............................................................................................................................................. 5
Figure 3 : Cross Section view of Fixed Caliper Disc Brake Assembly ...................................................................... 7
Figure 4 - Cross Section view of Sliding Caliper Disc Brake ....................................................................................... 7
Figure 5 : Graph of Specific Compressive Strength Vs Thermal Expansion Coefficient ................................ 10
Figure 6 : Graph of Density Vs Price.................................................................................................................................. 10
Figure 7 : Graph of Specific Fatigue Strength Vs Specific Fracture Toughness ................................................ 11
Figure 8 : Graph of Price Vs Density.................................................................................................................................. 12
Figure 9 : Available Manufacturing Routes for Grey Cast Iron ............................................................................... 14
Figure 10 : Graph of Relative Cost Index per Unit of Gray Cast Iron Process ................................................... 14
Figure 11 : Cast Iron Disc Manufacturing ....................................................................................................................... 15
Figure 12 : Grey Cast Iron Graphite Flakes in Ferrite matrix .................................................................................. 16
Figure 13 : Three Dimensional shape of Graphite in GCI - 50 microns ............................................................... 16
Figure 14 : Graph Specific Compressive Strength vs Thermal expansion coefficient ................................... 18
Figure 15 : Graph Fatigue Strength vs Compressive Strength ................................................................................ 18
Figure 16 : Graph specific Fatigue Strength Vs Specific Fracture Toughness ................................................... 19
Figure 17 : Ceramic Disc Brake ........................................................................................................................................... 21
Figure 18 : Pouring of Carbon fiber into the Moulds .................................................................................................. 22
Figure 19 : Aluminum Core Insertion ............................................................................................................................... 22
Figure 20 : Filling and leveling of Ceramic in the Die ................................................................................................. 22
Figure 21 : Pressing of Ceramic material in the Die.................................................................................................... 23
Figure 22 : Mould entering large press for Treatment .............................................................................................. 23
Figure 23 : formation of Plastic into Carbon.................................................................................................................. 24
Figure 24: Crucible for Disc heating with Silicon ......................................................................................................... 24
Figure 25 : Pouring of Silicon Powder .............................................................................................................................. 25
Figure 26 : Machining of Discs ............................................................................................................................................ 25
Figure 27 : A finished Composite Disc Brake................................................................................................................ 26
Figure 28 : schematic of High Pressure Die Casting ................................................................................................... 26
Figure 29 : Caliper with Grey Cast Iron and Aluminum Matrix Composite with Nextel Ceramic fiber . 27

List of Tables
Table 1: Comparison of Grey Cast Iron Vs Carbon Fiber ......................................................................................... 31
Table 2 : Comparison of Properties of GCI and Al/Si Composite ........................................................................... 31

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M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

Introduction

Automotive caliper disc brake is a form of brake used for decelerating or stopping the automobile or
to maintain a constant velocity or to park the vehicle on a gradient. The figure 1 is a typical caliper
disc brake and the major components are caliper assembly, Rotor assembly and brake pads. As per
figure 2 below ,to stop the vehicle, the brake pads made of frictional material which is attached to the
piston of the caliper assembly is squeezed on both sides of the rotor disc by a mechanical, hydraulic
or pneumatic force. The friction between the brake pads and rotor disc attached to the wheel stops
the vehicle and during the process the kinetic energy of the vehicle is converted into heat (Abhang &
Bhaskar, 2014).

Figure 1 : Caliper Disc brake assembly (Erjavec, 2004).

Figure 2 : Brake System Layout (Abhang & Bhaskar, 2014)

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M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

Section 1
1.1

Functions of the components as a part of the system

1.1.1 Brake Disc


The Disc has machined braking surfaces on each side which provides the frictional surface to stop the
vehicle wheel mounted to the rotor hub by wheel lug nuts and studs. The wheel bearings in the hub
allow the wheel to freely rotate and keeping it concentric to the axle. There are two type of disc
brakes- Solid and Vented as the name describes Solid Disc is with material throughout the disc and is
heavy but vented discs are having vents made in order to quick heat transfer and to reduce the weight
of the disc for providing more fuel efficiency for the vehicle. (Erjavec, 2004).
1.1.2 Caliper
The caliper is the housing that holds the piston and the brake pads .it is connected to the fluid power
pack system and when brake is applied, the fluid force is converted to mechanical force making the
pads on the piston/caliper squeeze the rotor. The caliper is attached to the stationary part of vehicle
such as axle casing or stub axle. The caliper is cast in two parts and assembled with pistons. The
friction pads are held in position by retaining pins, spring plates etc. For fluid flow, passages are
drilled in the caliper housing and are connected to one another for bleeding (Abhang & Bhaskar,
2014).
There are two kinds of calipers:

Fixed Calipers ( Figure 3)


Floating/Sliding Calipers (Figure 4)

Fixed caliper brakes are disc brakes that use a caliper which is fixed in a position and does not slide or
move. The calipers have piston with friction pads on both sides of the disc. The number of pistons may
be 2 or 4 according to the vehicle. But in floating/sliding caliper, the outside half of the caliper on
which one brake shoe is fixed will move inline opposite to the piston of the other caliper applying a
uniform braking from each side on the disc. Normally, floating calipers are with single piston (Erjavec,
2004).

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M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

Figure 3 : Cross Section view of Fixed Caliper Disc Brake Assembly (Childs, 2004)

Figure 4 - Cross Section view of Sliding Caliper Disc Brake (Puhn, 1985).

1.2

In-service conditions and loading modes of the components

The work a disc brake has to do and the heat it has to dissipate during braking are directly
proportional to the weight of the vehicle and speed when the brake is operated (Brembo, 2014).
According to Brake Handbook by Puhn(1985), the brake performance limits are:

Force limit The magnitude of braking for to be applied on the disc for a smooth operation.
Deflection limit The allowable deflection of the brake components.
Wear limit - the wear limit of the brake disc and shoes allowed for safe operation.
Temperature limit force, deflection & wear depends on the allowable temperature.
Tyre Traction limit - The uniform wear of brakes determines the life of tyres as well.

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Data taken from edu-point (Oder, 2009) along with the result for analysing the loading modes of Disc
and Calliper.The complete vehicle data is shown in Appendix-2.
1.2.1 Brake Disc
The braking and stopping a heavy vehicle creates huge heat flux into the disc instantaneously and the
high temperature creates high stress in the disc material. This phenomenon is called as heat shock
(Oder, 2009).
From Oder (2009), Normal Force on the Disc 9125.5 N & Brake disc temperatures 350C. The
stresses due to Centrifugal loads are 185 MPa and the Maximum thermal Stress is 170 MPa.
The temperature above is considered for the particular vehicle model with a certain mass and
velocity. But in general, the heat dissipated can range 300 - 800C (Belhocine & Bouchetara, 2011).
The common disc damages or fading and reasons are as follows (Anon., 2014):

Warping This is caused by excessive heat making the disc material soft and allows reshaping
and is caused due to undersized disc and excessive braking, keeping the overheated disc in
contact with pads creating uneven cooling or due to asymmetric assembly of pads.
Scarring caused due to damaged pads and is the uneven assimilation of material on the disc
surfaces which softens the disc due to irregularity in cooling and affecting the friction
coefficient between the pads and disc. During the replacement of worn brake pads, the discs
are machined off a thin layer in order to remove the scars on the discs.
Cracking- The brake disc is a heat sink. During operation, the disc undergoes various cycles of
mechanical and thermal stresses. The uneven distribution of the masses due to wears will
create imbalance in the operation and the cumulative effects will lead to cracking or
permanent damage of the discs.

The following properties are expected with a brake disc for smooth operation (Li & Youg-chen, 2014).

Wear Resistance
Compressive Strength
Rigidity with Low weight
High thermal capacity ,Low thermal expansion , Fast Cooling & Thermal Stability
Abrasive Resistance
Capacity to bear high mechanical and thermal stresses

1.2.2 Caliper
The forces of the working fluid are acting on the calipers and the surface forces between the pads and
the disc also acts on the caliper. During braking the pressure is 1.14 MPa apart from the force 233N
and surface pressure of 0.03 MPa (Oder, 2009).
Floating callipers malfunctions due to sticking which occur due to accumulated dirt and corrosion.
This makes the brake pad to rub on the disc even when the brake is disengaged. This affects mileage
and cause excessive wear on both disc and calliper. The Calliper must possess high stiffness, wear
resistance, Rust prevention (Anon., 2014).
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M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

Section 2
2.1

Material Selection of Components using CES Software

The Material selection is performed in CES Edupack 2013 Level 2.


As per Maleque( 2010), the following parameters can be considered for selection of material for disc
brake and caliper along with cost per property.

Compressive Strength
Friction coefficient
Wear resistance
Thermal conductivity
Specific gravity

2.1.1 Brake Disc


For the Material selection, graphs are plotted in CES using following material Indices (Maleque, 2010).

c/ Vs
Price Vs

Where
c Compressive Strength (Pa)
- Density (kg/m3)
Thermal Expansion Coefficient (strain/C)
Price GBP/kg
Limits considered for plotting the graph are:

Working Temperature is 350C (Oder, 2009).


Good Thermal Conductor (Li & Youg-chen, 2014).

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Figure 5 : Graph of Specific Compressive Strength Vs Thermal Expansion Coefficient (CES 2013)

Figure 6 : Graph of Density Vs Price (CES 2013)


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Comparing Graphs in Figure 5 and Figure 6, Grey Cast Iron is selected as the Material for Brake Disc
which fulfills the Mechanical Property requirement and with low price which will be desirable for the
mass production of Grey Cast Iron Brake Disc.
2.1.2 Caliper
According to Oder( 2009), the calliper is subjected to the reaction forces of the applied braking force
so it should potray high stiffness with fratigue strength and toughness against Fracture during
frequent operation. Thus the following Indices are considered.

{K1c /} and {e/}


Price Vs

Where
K1c Fracture Toughness at 107 cycles (Pa m 0.5 )
e Fatigue Strength (Pa)
- Density (kg/m3)
Price GBP/kg
The following Limits are considered for plotting the graph.

Working Temperature is 350C(Oder, 2009).


Good Thermal Conductor (Oder, 2009).
Cast ability (Oder, 2009).

Figure 7 : Graph of Specific Fatigue Strength Vs Specific Fracture Toughness (CES 2013)
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Figure 8 : Graph of Price Vs Density (CES 2013)


Comparing Graphs in Figure 7 and Figure 8, Grey Cast Iron is selected as the Material for Caliper
which fulfills the Mechanical Property requirement and with low price which is desirable for the mass
production of Caliper by Casting.
Iron in metallic form comprise more than 2% of dissolved carbon (steel comprise less than 2%) but
Grey cast Iron contain less than 4.5%.Taking its cost, simplicity to manufacture and thermal stability,
gray cast iron is the ideal material for automotive brake discs and calipers. The parts are
manufactured in the foundry with stringent chemistry and cooling cycles to control the shape, form of
the precipitation of the excess carbon and material distribution. This seizes distortion in machining,
damps vibration, provide good wear characteristics and resist cracking in frequent operations
(Maleque, 2010).

2.2

Relevant Surface conditions of the components

As explained in Sections 1.2.1 and 1.2.2, the Disc and caliper are frequently subjected to Mechanical
and Thermal stresses and is always prone to Corrosion and Abrasive wear. The surfaces of the Disc
and Caliper must possess surface qualities for provide smooth service.

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Some feasible Surface Treatments according to CES Edupack 2013 are electro Plating, Electrophoretic
and autophoretic painting, Electroplating, Grinding & Mechanical Polishing, Metal Flame spraying,
Organic Solvent based painting, Polymer powder coating, Water based painting etc.
2.2.1 Disc Brake
The frictional surface of the Disc is to be smooth in order to maintain the constant coefficient of
friction between the brake pads and disc (Erjavec, 2004).
The frictional surface to be machined to 125 Micron Surface Finish (ISO N8) and should possess a
Brinell hardness of 200(Oder, 2009).
The non frictional contact areas are machined for imparting self cleaning during rotation. The surfaces
are either fine machined or coated with anti-rust paint (Puhn, 1985).
2.2.2 Caliper
The piston bores in the Caliper are hardened and machined to high surface finish in order to eradicate
damages in operation. The fluid power lines are drilled with extreme care and without wear. The
contact surfaces are machined and the un-machined caliper body is left exposed with anti-rust
coatings (Puhn, 1985).

Section 3
3.1

Influence of material on manufacturing route for Disc and Caliper.

Grey cast Iron has selected as the Material for both Brake Disc and Caliper, which are used in common.
The manufacturing routes for disc and caliper are different as the Geometry explains, the disc is made
as a single piece but the caliper is made of two distinct pieces and machined (Puhn, 1985).
The available manufacturing routes are selected with the aid of CES Edupack 2013 / Process Universe:
Edu level 2 Shaping.
The following Limits are considered as per reference with Manufacturing process overview Process
Selection via CES from CU Moodle (p 45).
Tree: Gray Cast Iron
Limits:
Shape: - Circular Prismatic, Non Circular Prismatic, Solid 3D , Hollow 3D (for both Disc & Caliper)
Physical Attribute:- Range of Selection Thickness : 0.01 0.03 m ( Considering Solid & Vented)
Surface Roughness:- A
Process Characteristics : Primary Machining Process , Machining Process, Cutting Process Economic.
Attributes (all low):- Relative tooling Cost, Relative equipment Cost, Labor Intensity.
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The observed Shaping Process is as shown in figure below which is used for manufacturing of Gray
Cast Iron Disc and Caliper.

Figure 9 : Available Manufacturing Routes for Grey Cast Iron (CES 2013)

The Graph is plotted against the Relative Cost per Index Unit for each processes of Grey Cast Iron.

Figure 10 : Graph of Relative Cost Index per Unit of Gray Cast Iron Process (CES 2013)
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3.2

M11 MAE ADVANCED MANUFACTURING PROCESS AND MATERIALS

Manufacturing route of the components

Section 3.1 above summarizes the available methods or the choice of manufacturing processes for
Gray Cast Iron Brake Disc and Caliper. The commercial manufacturing process of the Disc and Caliper
is done precisely with stringent methods incorporating the process methodologies. Brembo (2014)
take prcised steps for achieving quality Disc Brakes with its Design, Casting, Machining, and Quality
Control & Testing.
3.2.1 Disc Brake
Figure 11 shows the manufacturing of Gray cast iron discs by Resin Impregnated Sand Casting for
obtaining the best surface and material qualities under stringent chemical inspection. The Casting is
heat treated for stress relieving and then machined on a CNC machining centre for obtaining the
desired shape and surface finish. Thorough inspection is performed for material disparity in
machining before the final machining for fixing holes and dimples are performed on the CNC drilling
machine (EBC , n.d).

Figure 11 : Cast Iron Disc Manufacturing (EBC, n.d)


3.2.2 Caliper
The Gray Cast Iron Calipers are manufactured by Sand Casting or Investment Casting- for precision
(Puhn, 1985). The Sliding/floating calipers are cast in two halves separately (Internal & External).
The castings are inspected for porosity and lean walls and stress relieved .The mating surfaces, bores
for piston and fluid lines are machined with High precision CNC Special purpose Machines with the aid
of specialized jigs and Fixtures (Matech, n.d).

3.3

Micro structural changes of the components during manufacturing process.

Grey cast iron (GCI) comprises more Carbon or Silicon than white cast irons, and requires a less cooling
rate. Its called grey cast iron due to the appearance of a fractured surface and not because of their
colour. GCI are quite ductile and possess unreflective fracture surfaces (University of Cambridge, 2013).

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Figure 12 : Grey Cast Iron Graphite Flakes in Ferrite matrix (CU Moodle, 2014)
Gray cast iron has randomly oriented graphite flakes, which creates brittleness and poor ductility in
the material. It is extensively used for manufacturing engine blocks, brake disks, brake drums and
housings. It has excellent machine ability and wears resistance characteristics along with damping
capability (CES 2013).
Graphite particles are elongated and randomly oriented as in GCI, and are shorter and thicker, and
have rounded edges. This graphite flakes in GCI starts crack propagation and growth making it
relatively weak and brittle. Figure 12 & 13 represents Microscopic view of GCI (Dawson & Hollinger,
2001).

Figure 13 : Three Dimensional shape of Graphite in GCI - 50 microns (Dawson & Hollinger, 2001)
GCI contains carbon in free form and graphite flakes which cause discontinuity in ferrite causing the
easy forming of chips while machining.

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Section 4
4.1

Advanced material Selection using CES Software

The Advanced Material selection using CES Edupack 2013- Level 3 is performed by taking the
Mechanical & Thermal properties of Grey Cast Iron as the Minimum desirable qualities.
Summarizing major properties of Grey cast Iron (CES 2013)
Density : 7.05e3 7.25e3 kg/m^3
Yield Strength: 1.4e8 4.2e8 Pa
Compressive Strength : 5e8 1.1e9 Pa
Hardness : 8.83e8 3.04e9 Pa
Fatigue Strength at 10^7 cycles : 4e7 1.7e8 Pa
Fracture toughness: 1e7 2.4e7 Pa m^0.5
Maximum Service Temperature : 350-450C
Thermal Conductor
Thermal Expansion Coefficient : 1.1e5 1.25e5 Strain/C
Thermal Conductivity : 40-72 W/m C
Specific Heat Capacity : 430-495 J/kg C
4.1.1 Disc Brake
The desirable property of an alternative material for disc brake is (Maleque, 2010)

Light weight
High thermal Capacity and low thermal expansion.
Mechanical strength against stress and wears.

For plotting the graph in CES 2013, the following Limits were taken

Maximum density 7.05e3 kg/m^3 ( Minimum of GCI for being light weight)
Minimum service Temperature - 450C ( Maximum of GCI)
Minimum Compressive Strength 1.1e9 (Maximum of GCI)

The following Material Indices are considered.

c/ Vs ( Specific Compressive Strength vs Thermal Expansion Coefficient)


c Vs e ( Compressive Strength Vs Fatigue Strength)
.

The Tree was selected for Fibers and Composites for advanced materials.

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Figure 14 : Graph Specific Compressive Strength vs Thermal expansion coefficient ( CES ,2013)

Figure 15 : Graph Fatigue Strength vs Compressive Strength (CES 2013)

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Comparing the Graphs in Figures 14 and 15, the advanced material for Brake Disc is observed to be
Carbon Fibers or Ceramics.
Studying Table 1 in Appendix-1, it concluded that Carbon Fiber Disc brakes are the best alternative
material for the replacement of Gray Cast Iron brakes Discs.
4.1.2 Caliper
The current material of manufacture of Caliper is also Grey Cast Iron and the properties are
summarized in Section 4.2.1.
. Thus the following Indices are considered.

{K1c /} and {e/}

Where
K1c Fracture Toughness at 107 cycles (Pa m 0.5 )
e Fatigue Strength (Pa)
- Density (kg/m3)
The Tree is limited to Ceramics, Composites and alloys along with limits taken as in section 4.2.1.

Figure 16 : Graph specific Fatigue Strength Vs Specific Fracture Toughness (CES 2013)

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The selection resulted in Titanium alloys, Aluminum Composites, Silicon composites etc. The material
as per selection from CES Level-2 indicated Aluminum/Silicon Carbide Composite. The material is
selected for Brake Caliper as it has the property of Cast ability.
Analyzing Table 2 in Appendix-1, it obvious that Aluminum Silicate Composites or in general
Aluminum Metal Matrix Composites(AMMC) are the best alternative material for the replacement of
Gray Cast Iron Calipers (Kedari, 2014).

4.2

Advantages and disadvantages of the advanced materials.

4.2.1 Disc Brake


Advantages of Carbon Fiber Disc Brake:

Less Density for the Brakes (CES 2013).


The weight is reduced from 50-60% by using Carbon Fiber Disc Brakes (Brembo, 2014).
High Yield strength, Compressive Strength, Fatigue Strength & Fracture Toughness imparting
durability compared to the GCI Discs (CES 2013).
Superior hardness imparting high resistance to wear and tear and Surface Finish.
Superior Service temperature, Heat Capacity and low thermal expansion coefficient giving high
performance during frequent braking.

Disadvantages of Carbon Fiber Disc Brakes:

High cost of Manufacture compared to GCI (CES 2013).


Not Suitable for Mass Production- requiring specialized Machines.
Long Manufacturing Lead Time (Brembo, n.d.).
Lack of Lubricant leading to Distorted performance (GCI has solid lubricant-graphite)
(Maleque, 2010).

4.2.2 Caliper
Advantages of Aluminum Metal Matrix Composites:

Less density hence less weight compared to GCI Calipers that increases the fuel efficiency
(Maleque, 2010).
High Yield strength, Compressive Strength, Fatigue Strength & Fracture Toughness imparting
durability compared to the GCI Calipers (CES 2013).
Superior hardness, Surface Finish and anti-oxidizing.
Cast ability and Machinability featuring any desirable design.
No moisture absorption (Kedari, 2014).

Disadvantages of Aluminum Silicate Composites:

High cost of Manufacture (CES 2013).


Inconceivable for Mass Production with long lead time.
Less developed Technology (Kedari, 2014).

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Section 5
5.1 Manufacturing of Advanced material
The perfect design of the
5.1.1 Disc Brake (Brembo, n.d.)
Figure 17 is a typical Ceramic Disc brake manufactured by Brembo. Compared to the Cast iron disc
brakes in common cars, in high performance cars, ceramic disc brakes are installed because the high
power on wheels demands being light weight as cast iron being heavy and which wear out quickly due
to high frictional heat generation when such powerful engine brakes.
Ceramic is heat resistant up to 1000C thus making it 60times durable than the standard cast iron
discs. Ceramic composites require the ceramic materials-carbon fiber is combines with silicon for
strength. During manufacturing, the strong Carbon fiber interweaving of filaments is mixed with the
heat moldable resin and chopped pieces of raw carbon fibers.

Figure 17 : Ceramic Disc Brake (Brembo, n.d.)

Automated machines pour the carbon fiber into the aluminum molds in the shape of the disc
rings. The first filling station fills the mold cavity in halfway (Figure 18).
Workers then fit a slotted belt around the mold and inserts aluminum cores into the slots
(Figure 19).These cores will form a ventilation channel into the disc ring to keep the disc from
overheating.

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Figure 18 : Pouring of Carbon fiber into the Moulds (Brembo, n.d.)

Figure 19 : Aluminum Core Insertion (Brembo, n.d.)

Now the mold moves to the next filling station where the remainder of the cavity is filled by
carbon fiber. A roller levels the top (Figure 20). The workers closes the mold and small press
pushes down the cover to lightly compact the contents (Figure 21).

Figure 20 : Filling and leveling of Ceramic in the Die (Brembo, n.d.)

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Figure 21 : Pressing of Ceramic material in the Die (Brembo, n.d.)

The mold enters a large press which applies 2000kg of pressure while heating to 200C .This
compacts carbon fiber and transforms the resin powder into plastic(Figure 22).

Figure 22 : Mould entering large press for Treatment (Brembo, n.d.)

Once the mold is cooled down enough to be handled, workers submerge it in cold water for 5-8
minutes making the disc ring to be pulled out of the cores.
A computer guided laser then examines the mold to make sure that every last core has been
removed. When everything is clear, they open the top and bottom sections of the mold and
extract the disc rings.
Computer guided machines then smooth out the rough areas and drill tiny ventilations holes.
Then disc ring is put into an oven for 2 days and by gradually heating to 1000C causing
chemical changes transforming the plastic into carbon (Figure 23).

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Figure 23 : formation of Plastic into Carbon (Brembo, n.d.)

Next, in a high heat resistant crucible the disc is placed on five mounts inside the crucible. Then
in the middle a funnel into which they pour a ceramic material-fine silicon powder. They load
the crucible into the oven for 24 hours gradually heating to 1700C , melting the silicon. Then it
applies low level suction drying the now liquid silicon into the disc ring. This makes an
exceptionally hard material called silicon carbide (figure 24 & 25).

Figure 24: Crucible for Disc heating with Silicon (Brembo, n.d.)

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Figure 25 : Pouring of Silicon Powder (Brembo, n.d.)

After a computer guided drill bores mounting holes, the disc ring goes to a chamber where it
receives a coat of protective paint. The paint shields the carbon in the disc from oxygen which
is critical because oxygen burns carbon at high heat. This anti-oxidation treatment significantly
increases the life of brake discs. The paint is cured in a oven leaving behind a white residue. A
robot sands it off then polishes the entire disc ring surface.

Figure 26 : Machining of Discs (Brembo, n.d.)

Every single brake disc undergoes a meticulous inspection. A sophisticated machine takes
thousands of high definition photographs of the surface which the computer then analyses in
micron level detail.
To complete the brake disc, they fix the bell, a circular component in the middle of which
connects the brake discs to the vehicle. The ball is either made of Aluminum or stainless steel
or bolted in the mounting ring of the disc ring.

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Figure 27 : A finished Composite Disc Brake (Brembo, n.d.)


5.1.2 Caliper
The Aluminum Metal Matrix Composite (AMMC) Calipers are manufactured by High Pressure Die
Casting process (CES 2013). Figure 28 is a schematic of High Pressure Die Casting.

Figure 28 : schematic of High Pressure Die Casting (CES 2013)


With high pressure, the molten metal is injected into the die (die machined with precision and are
water cooled) through spruces and runners. The high pressure is maintained until the casting is
completely cooled down and ejected thereafter. The casting is machined for precision using special
machines and tools. Figure 29 shows the same Caliper manufactured with GCI and AMMC.
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Figure 29 : Caliper with Grey Cast Iron (left) and Aluminum Matrix Composite with Nextel Ceramic
fiber (right) (Kainer, 2006)

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Conclusion
The disc brake and Caliper material is selected for both conventional and advanced material with the
aid of CES Edupack 2013. The manufacturing process of the conventional cast iron discs and calipers
are studied and the purpose of the advanced material was postulated by observing the limitations of
grey cast iron. The advanced material is selected by considering the mechanical and thermal
properties of grey cast iron and keeping the requirements as minimum for advanced material. The
Advanced Material for Brake Disc is selected as Carbon fiber and Caliper as Aluminum Metal Matrix
Composite.

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References

Abhang, S. R., & Bhaskar, D. P. (2014, Febraury 4). Design and Analysis of Disc Brake. 1-3. Pune, India.
Retrieved July 14, 2014, from IJETT: http://www.ijettjournal.org/volume-8/number-4/IJETTV8P231.pdf
Anon. (2014). Retrieved July 15, 2014, from scribd: http://www.scribd.com/doc/6934150/Discbrake#download
Beeley, P. (2001). Foundry Technology. London: Butterworth - Heinmann.
Belhocine, A., & Bouchetara, M. (2011). Study of the Thermal Behaviour of Dry Contacts in the Brake
Discs. MECHANIKA (pp. 271-278). Algeria: University of Sciences and Technology of Oran.
Brembo. (2014, July). Retrieved July 18, 2014, from Brembo: www.brembo.com
Brembo. (n.d.). Youtube. Retrieved July 16, 2014
Childs, P. (2004). Mechanical Design. Oxford: Elsevier Butterworth-Heinmann.
Dawson, S., & Hollinger, I. (2001). The eggect of Metallurgical Variables on the Machinability of
Compact Graphite Iron. Swedon: Society of Automotive Engineers.
EBC . (n.d). EBC Brakes Corporate Video . Retrieved August 10, 2014, from youtube:
http://www.youtube.com/watch?v=e0GbTN0wVYU
Erjavec, J. (2004). Automotive Brakes. NY,USA: Thomson Delmar Learning,Inc.
Kainer, K. U. (2006). Metal Matrix Composites. Germany: Wiley-VCH.
Kedari, S. (2014). Metal Matrix Composites. Retrieved August 11, 2014, from scribd:
http://www.slideshare.net/kedarisantosh/metal-matrix-composite
Li, S., & Youg-chen, L. (2014, July 15). The Disc Brake Design and Perfomance Analysis. Huai'an, China.
Retrieved July 15, 2014, from IEEE:
http://ieeexplore.ieee.org/stamp/stamp.jsp?tp=&arnumber=5768733
Maleque, M., Dyuti, S., & Rahman, M. (2010). Material Selection Method in Design of Automotive Brake
Disc. Proceedings of the World Congress on Engineering (pp. 2322-2326). London: WCE 2010.
Matech. (n.d). Double Bore Brake Caliper Line in Mexico made by Matech Industrial Co., Ltd. Retrieved
Aug 11, 2014, from youtube: http://www.youtube.com/watch?v=Hh9hunj14ic
Oder, G., Reibenschuh, M., Lerher, T., Sraml, M., Sanec, B., & Potrc, I. (2009, January). Retrieved July 14,
2014, from edu-point: http://edu-point.eu/digitaledition/adveng/AE0301/AE0301_095_102.pdf
Pehle, M. (n.d.). Wear and Damage Charecteristics on Friction Brakes. Retrieved July 15, 2014, from
BPW: http://www.bpw.co.uk/downloads/technical/VSB%203902801e_Disc%20Brake%20Wear%20and%20Damage.pdf
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Puhn, F. (1985). Brake Handbook. USA: HP Books.
University of Cambridge. (2013). DoITPoMS. Retrieved August 12, 2014, from
http://www.doitpoms.ac.uk/miclib/keywords.php?id=91
Yazar, G., Ozel, G., & Bilozi, E. B. (2011, June 7). Retrieved July 14, 2014, from srcibd:
http://www.scribd.com/doc/61157444/Brake-Design-Report

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Appendix 1
Table of Comparison of GCI to Advanced Materials
Comparing the Properties of Grey Cast Iron with Carbon Fiber (values taken from CES 2013).
Properties
Density
Youngs
Modulus
Yield Strength
Compressive Str
Hardness
Fatigue
Strength
Fracture tough
Max. ser Temp
Ther. Ex. Coeff

Grey Cast Iron


7.05e3 - 7.25e3
kg/m^3
8e10 1.38e11 Pa

Carbon Fiber
1.8e3 1.85e3 kg/m^3

Remarks of Advanced Matl


Light weight

3.7e11 3.9e11 Pa

Less elastic deformation

1.4e8 4.2e8 Pa
5e8 1.1e9 Pa
8.83e8 3.04e9 Pa
4e7 1.7e8 Pa

1.9e9 2.11e9 Pa
2.7e9 5.2e9 Pa
6.47e9 7.94e9 Pa
1.87e9 4.42e9 Pa

High yield Strength


High Compressive Strength
High Wear Resistance
High Durability

1e7 2.4e7 Pa
1e6 2e6 Pam^0.5
Satisfactory in service
350-450C
530-580C
Excellent
1.1e-5 - 1.25e2e-7 - 4e-7 Strain/C
Low Thermal Expansion
5Strain/C
Table 1: Comparison of Grey Cast Iron Vs Carbon Fiber (CES 2013)

Comparing the Properties of GCI with Al/Si Composite (CES 2013).


Properties
Density
Youngs
Modulus
Yield Strength
Compressive Str
Hardness
Fatigue
Strength
Fracture tough
Max. ser Temp
Ther. Ex. Coeff

Grey Cast Iron


7.05e3 - 7.25e3
kg/m^3
8e10 1.38e11 Pa

Al/Si Composite
2.66e3 2.9e3 kg/m^3

Remarks of Advanced Matl


Light weight

8.1e10 1e11 Pa

Satisfactory

1.4e8 4.2e8 Pa
5e8 1.1e9 Pa
8.83e8 3.04e9 Pa
4e7 1.7e8 Pa

2.8e8 2.11e8 Pa
2.7e8 3.25e9 Pa
6.86e8 1.39e9 Pa
5e7 1.1e8 Pa

High yield Strength


High Compressive Strength
High Wear Resistance
Acceptable

1e7 2.4e7 Pa
1.5e7 2.5e7 Pam^0.5 Excellent
350-450C
525-627C
Excellent
1.1e-5 - 1.25e1.5e-5 - 2.3e-5
Low Thermal Expansion
5Strain/C
Strain/C
Table 2 : Comparison of Properties of GCI and Al/Si Composite

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Appendix-2

Vehicle Data
Data Considered for the calculation of Parameters taken for Brake Disc and Caliper Loading (Oder,
2009).
Mass of the vehicle - 70 000 kg
Initial velocity 70 m/s
Constant Velocity 250 m/s
Deceleration 1.4 m/s2
Braking time 50 s
Effective radius of the braking disc 0247m
Radius of the wheel 0.460m
Friction coefficient disc/pad 0.4
Surface area of pad 20000m2

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