Design and analysis of the brake disc for a 5 passenger vehicle = tính toán, thiết kế hệ thống phanh cho xe Ô tô cỡ nhỏ sử dụng phương pháp phần tử hữu hạn

PHENIKAA UNIVERSITY FACULTY OF VEHICLE AND ENERGY ENGINEERING GRADUATION PROJECT REPORT Project Title: DESIGN AND ANALYSIS OF THE BRAKE DISC FOR A 5-PASSENGER VEHICLE Course: VEE71004

Executive summary

Project Summary

This project centers on the design, simulation, and evaluation of the braking system for the 2018 Toyota RAV4, a popular mid-size SUV The main objective is to improve braking efficiency, thermal performance, and the structural integrity of the brake disc Emphasizing cost-effectiveness, the study aims to optimize brake system performance while ensuring durability and safety By focusing on enhancing critical components, the project seeks to deliver a reliable and efficient braking solution tailored for the Toyota RAV4.

This study examines the impact of different brake disc configurations, materials, and geometric optimizations using advanced simulation tools like ANSYS It compares four brake disc designs—drilled, vented, slotted, and combined (drilled + vented)—evaluating their structural integrity, thermal performance, and cost efficiency The comprehensive analysis offers insights into how design modifications influence brake disc performance, durability, and manufacturing expenses, aiding in the selection of optimal brake disc solutions.

 Material comparison (e.g., Grey Cast Iron vs AISI 5140)

Design Process

The design process followed a structured, iterative approach as outlined below:

Table 1 1 Design process in this capstone project

Defined performance goals such as braking force distribution, stopping distance, thermal resistance, and structural safety

Copies for internal use only in Phenikaa University

2 Baseline Study Reviewed existing RAV4 brake architecture (front ventilated disc, rear solid disc), extracted geometric and performance data

Compared Grey Cast Iron, AISI 5140, Al/SiC composites, and Aluminium alloys based on thermal and mechanical properties

4 Concept Design Modeled four rotor types: drilled, slotted, vented, and drilled+vented using CATIA V5

5 Simulation Conducted FEM and CFD analyses for heat dissipation, deformation, and stress under emergency braking loads

Evaluated each design against weighted factors (thermal performance, stress, deformation, weight)

7 Final Selection Identified Drilled and Vented Brake Disc with AISI 5140 as optimal design

Assessed cost feasibility, durability, and maintenance needs over product life cycle

Results

The study yielded the following key results:

 Structural Analysis: o Lowest total deformation: AISI 5140 o Lowest stress-to-yield ratio: Drilled + Vented Disc

 Design Matrix Score: o Drilled + Vented Disc Rotor: Score 32/40 (best overall)

 Mass Reduction: o Weight reduced by 20% (from 17.2 kg to 13.8 kg)

These results indicate a significant improvement in heat dissipation and braking safety, especially under repeated emergency braking conditions

 Adopt Drilled + Vented Disc Rotor made from AISI 5140 Steel for the front axle

 Use Carbon Ceramic brake pads to withstand high temperatures (>800°C) and reduce wear

Recommendations

Based on the results, the following recommendations are proposed to further enhance the performance, durability, and cost-effectiveness of the brake disc design:

 Material Optimization: Explore advanced materials such as carbon-ceramic composites to further improve heat resistance and reduce weight

 Manufacturing Enhancements: Implement precision casting and CNC machining to enhance production efficiency and quality control

 Surface Coatings: Apply thermal barrier coatings to further reduce heat build-up and extend brake disc lifespan

 Design Refinements: Conduct additional computational and experimental testing on different slot and hole patterns to maximize cooling efficiency

 Cost Reduction Strategies: Optimize the manufacturing process and material procurement to lower production costs while maintaining performance

 Real-World Testing: Perform extensive road and track tests under various driving conditions to validate long-term durability and performance

Contraint of the design

 Constraints Weight Constraint: The brake disc must weigh no more than 15 kg to ensure minimal impact on vehicle efficiency

 Thermal Constraint: The brake disc must operate effectively at high temperatures, withstanding up to 600°C without significant performance degradation

 Regulatory Constraint: The design must comply with automotive safety standards and material regulations for road vehicles

 Performance Constraint: The disc must achieve an optimal balance of strength, durability, and heat dissipation.

Problem Definition and Background

Problem Statement and Definitions

The braking system of the 2018 Toyota RAV4 performs reliably under normal driving conditions However, when the vehicle is fully loaded, traveling at high speeds, or making sudden stops, the brakes can overheat and wear out more quickly Excessive heat buildup in the brake discs and pads during hard or repeated braking can lead to reduced braking performance, resulting in longer stopping distances and potential safety concerns Regular maintenance and mindful driving can help mitigate brake overheating issues and ensure optimal safety.

Brake disc deformation and crack development due to excessive heat or prolonged use can compromise safety and lead to higher repair costs To address this, our project aims to design an improved brake disc that efficiently manages heat, maintains strength under pressure, and reduces weight—all while remaining affordable and easy to manufacture.

Today’s vehicles, particularly SUVs like the RAV4, are becoming heavier due to advanced technologies such as hybrid systems, sensors, and larger body sizes As a result, it is crucial for brakes to be strong and efficient to ensure safety and optimal performance Additionally, in electric and hybrid vehicles, regenerative braking plays a significant role by assisting in energy recovery and reducing wear on traditional braking components.

14 the motor (regenerative braking), but the mechanical brake system is still necessary, especially for emergency stops or when the battery is full [3]

To improve the brake system, engineers need to choose better materials, improve the shape of the disc, and make sure the heat can escape quickly These changes help prevent overheating, reduce damage, and make the vehicle safer to drive.

Background and Technical Review

Technical reviews of brake disc design emphasize weight reduction, optimal material selection, and enhanced thermal performance These evaluations offer critical insights into boosting braking efficiency while ensuring durability and safety standards are met.

This project focuses on the design, development, and optimization of automobile disc brakes using generative design techniques The study aims to reduce the weight of brake discs while ensuring mechanical performance, comparing the proposed designs to conventional discs to assess improvements in weight reduction and braking efficiency The findings demonstrate that generative design can effectively optimize brake disc structures for enhanced performance and weight savings, contributing to more efficient and sustainable automotive components.

This project centers on the design and analysis of automobile disc brake rotors fabricated from hybrid aluminum metal matrix composites, highlighting the importance of material selection in improving durability and thermal performance The study emphasizes that selecting the right composite materials is crucial for optimizing brake disc efficiency under diverse operating conditions, leading to enhanced vehicle safety and long-term performance.

Effective material selection is crucial in the design of automotive brake discs to enhance performance, fuel efficiency, and reliability This article explores various materials used for brake discs, highlighting how choosing the right material can optimize braking performance and longevity By reviewing different material options, it provides valuable insights into improving overall vehicle safety and efficiency, making it an essential resource for engineers and designers involved in automotive brake system development.

This study focuses on the design and analysis of disc brake rotors, utilizing advanced simulation techniques to evaluate their structural and thermal performance It identifies critical parameters that influence braking efficiency, rotor durability, and resistance to thermal stresses, providing valuable insights for optimizing brake system performance (MDPI) [7].

During braking, a vehicle's kinetic energy is converted into heat through friction between the brake pads and disc, with approximately 70% of this heat dissipated by the front disc brakes The goal of this design project is to determine the optimal brake disc material combined with various cut pattern designs Prolonged and continuous braking can reduce braking efficiency due to excessive heat buildup at the contact surface, highlighting the importance of understanding the thermal performance of brake discs under such conditions.

Hard braking generates a large heat flux in a short time, leading to a decrease in the coefficient of friction and temperature increases from 300°C to 800°C To manage heat dissipation, brake pads have lower thermal conductivity than discs, primarily dissipating heat through plastic micro-deformation caused by friction Continuous stress buildup can reduce disc fatigue life and cause catastrophic failure, which is mitigated by designing brake discs with slots that create turbulence during rotation, enhancing convective heat transfer When designing brake discs, a careful balance must be maintained between the number of holes for improved heat dissipation and the disc's strength to withstand braking forces Optimizing both weight and heat transfer capacity presents a complex challenge, as competing requirements can hinder ideal design This article aims to address these challenges by proposing an optimized brake disc design that balances safety, efficiency, and durability.

A literature review by Belocine [10] investigated the thermo-mechanical behavior between brake discs and pads under dry contact conditions, aiming to identify factors essential for designing ventilated discs based on transient temperature analysis He highlighted the advantages of using grey cast iron due to its favorable thermo-physical properties and assumed a braking time of 3.5 seconds The study found that temperature variations in ventilated discs were significantly lower compared to solid conventional discs, underscoring the importance of disc ventilation in providing superior high-temperature thermal resistance Additionally, Belocine emphasized the potential of carbon ceramic matrix disc brakes and conducted static structural analyses, comparing the performance of composite discs to standard steel discs.

The deformation of composite structures was found to be significantly lower than that of steel

Recent studies highlight the advantages of Titanium Alloy 550 for brake disc applications due to its exceptional thermal stability, high strength, and excellent forgeability Research by C Radhakrishnan, Yokeswaran, Naveen Kumar, et al demonstrates that Titanium Alloy 550 experiences significantly less deformation compared to Grey Cast Iron, with induced stresses being six times lower These findings underscore the material’s potential for enhancing brake disc performance and durability.

Baskar [15] examined how different cut patterns in brake discs affect cooling performance, revealing that elliptical-shaped discs offer superior heat transfer compared to circular ones, though circular discs provide greater structural strength to withstand braking forces Huang & Chen [16] analyzed the impact of surface heat transfer coefficients on brake disc design by applying Reynolds' equation, calculating flux, and evaluating heat transfer at various operating speeds and temperatures Their results demonstrated that temperature distribution patterns vary across different disc models, and they concluded that their model is a practical tool for optimizing brake disc design to enhance thermal performance.

This article highlights the importance of design optimization, material selection, and thermal management in enhancing brake disc performance for automotive applications Leveraging generative design techniques, strategic material choices, and advanced thermal analysis, the development of a new brake disc for the 2018 RAV4 focuses on improving performance, reducing weight, increasing durability, and optimizing thermal management These foundational insights, drawn from recent studies, guide effective brake disc design and innovation.

INTRODUCTION OF BRAKING SYSTEM OF RAV4 2018

Tasks, requirements and classification

2.1.1 Role of the braking system

The brake system on a car is responsible for slowing down the car to a certain speed or stopping completely at the request of the driver

Keep the vehicle stationary for long periods of time on the road, especially on slopes

For tractor cars, the braking system is very important because it ensures that the car moves safely at high speeds or stops in dangerous situations, thereby improving transportation productivity

2.1.2 Requirements of the braking system

Table 2 1 Types of brake system in vehicle

Ensures the shortest braking distance and a stable braking trajectory when braking suddenly in case of danger.

Smooth Braking Smooth braking in all conditions to maintain the stability of the car during braking.

The force applied to the brake pedal or control lever is minimal, ensuring a smooth and gentle braking experience.

Highly Sensitive Brake Drive The brake drive is highly sensitive with minimal delay, providing immediate response during braking.

The braking force is evenly distributed across the wheels to make full use of the braking system with any level of intensity.

No Self-Tightening Phenomenon No self-tightening braking effect occurs while the car is moving in a straight or turning direction.

The brake mechanism ensures effective heat dissipation, preventing overheating during frequent or intense braking.

The friction between the brake pads and the brake drum (or disc) is high and stable during use, ensuring effective braking performance.

The force applied on the pedal or lever remains proportional to the braking force on the wheels for smooth and predictable braking behavior.

Capable of maintaining the ability to brake even after the car has been stopped for an extended period of time, ensuring no loss of braking performance.

The braking system is easy to assemble, adjust, maintain, and repair, ensuring long-term reliability and ease of upkeep.

2.1.3 Classify of the brake system

Category Type of Brake Description

According to the nature of control

The primary brake used to slow or stop the vehicle, typically activated by the driver's foot Parking brake

Used to secure the vehicle when stationary, typically activated manually (e.g., handbrake) According to the structure of the brake mechanism

Traditional brake mechanism using a set of clogs or shoes that press against a drum to stop the wheels

A modern braking system using a rotating disc and caliper to apply friction for stopping the wheels

According to the drive method

Brake system activated by physical mechanisms like cables or rods

Hydraulic drive Brake system using hydraulic fluid to transfer force from the pedal to the brake components

Pneumatic drive Brake system using compressed air to activate the brake components

Electric drive Brake system powered by electric motors or actuators for control

Mixed drive Brake system that combines two or more drive methods (e.g., hydraulic and electric)

Brake system with additional power assistance (e.g., vacuum, electric, or hydraulic assist) to reduce the effort required to apply the brake Without power assist

Brake system that relies entirely on the driver's manual effort to activate the brakes

According to anti-lock of wheels

With anti-lock braking system (abs)

Brake system designed to prevent the wheels from locking up during hard braking, maintaining traction and control.

The structure of the brake mechanism commonly used in cars

Table 2 3 Main parts of the brake system

Friction materials that press against the brake disc (disc brakes) or drum (drum brakes) to create braking force.

Brake Disc/Drum Rotating components that the brake pads or shoes press against to slow down or stop the vehicle.

Calipers/Wheel Cylinders Devices that house the brake pads or shoes and apply pressure to them against the disc or drum.

Components that rotate with the wheels and are acted upon by the brake pads or shoes to reduce speed.

Mechanical Pedals, mechanical linkages, cables

Hydraulic Pedals, master cylinder, brake fluid, brake lines, calipers, wheel cylinders

Pneumatic Pedals, air compressor, air tanks, brake chambers, brake lines Electric Pedals, electric motors, actuators, control circuits 2.2.1 Shoe brake mechanism (drum brake)

The shoe brake mechanism has a separate fixed set point on one side of the driving forces equally.

This brake mechanism is designed to operate unevenly, with the number of braking cycles differing when the vehicle moves forward or backward As a result, the wear and tear on the front braking system may be more significant, impacting overall brake longevity and performance Proper understanding of this unbalanced brake mechanism is essential for maintaining vehicle safety and optimizing maintenance schedules.

The 22 friction plate experiences significantly greater wear than the rear friction plate, so to balance their wear and tear, the front friction plate is designed to be longer and replaced simultaneously during repairs This brake mechanism features an eccentric cam to adjust the gap between the brake shoes and drum, with the brake shoe centered by a pin with an eccentric washer at a fixed point The shoe brake mechanism maintains equal driving force through separate fixed set points on both sides, ensuring balanced and reliable braking performance.

This balanced-type brake mechanism features equal wear intensity on the friction plates, ensuring consistent performance When the vehicle moves backward, the equal force distribution causes a reduction in braking torque, leading to significantly decreased braking effectiveness As a result, the braking performance varies greatly between forward and backward movements.

The clearance adjustment mechanism between the brake drum and the brake shoe is an eccentric cam and an eccentric pin

When the driver presses the brake pedal, the thrust gear activates, moving the piston to compress the spring and brake oil in the wheel cylinder This hydraulic pressure forces the pistons and brake shoes against the drum, generating friction that slows down the wheel’s rotation The resulting friction effectively reduces the wheel’s speed, gradually bringing the vehicle to a stop according to the driver's input.

When the driver releases the brake pedal, the pressure in the brake system drops rapidly, allowing the return spring to pull the brake shoes away from the drum Simultaneously, the return brake shoe spring pushes the two pistons together, facilitating the brake release process The hydraulic oil is then pushed back along the tube to the main cylinder and oil tank, completing the brake release cycle efficiently.

To ensure proper brake function, adjust the clearance between the brake pads and the drum by rotating the two eccentric pins of the brake shoes Additionally, fine-tune the eccentric cams on the brake wheels to achieve the correct clearance, enhancing braking efficiency and safety Proper adjustment of these components is essential for optimal brake performance.

2.2.2 Disc brake mechanism a, Structure diagram

Table 2 6 The structure of the disc brake mechanism

A circular component attached to the wheel hub, rotating with the wheel The brake pads press against the disc to generate braking force.

Fixed Bracket A stationary part mounted on the bridge beam, which holds the wheel cylinders in place.

Wheel Cylinders Cylinders located in the fixed bracket, which house pistons that apply pressure to the brake pads.

Brake Pads Two flat pads positioned on either side of the brake disc They are pressed against the disc by pistons to slow the wheel. b, Principle of operation

Applying force to the pedals activates the drive mechanism, injecting high-pressure oil into the brake cylinders to push pistons against the brake pads The piston heads are equipped with friction plates that press against the brake pads to facilitate braking When the brake pedal is released, oil returns to the tank, causing the friction plates to separate from the brake pads and ending the braking process.

Stop brakes are used to stop (park) on slopes or flat roads Generally this braking system is used

25 in cases where the car is stationary, not moving on different types of roads

The stop brake system consists of two main components: the brake mechanism and the brake drive The brake mechanism can be integrated with the rear wheel brake system or mounted on the gearbox output shaft, ensuring efficient stopping performance Proper understanding of these components is essential for maintaining vehicle safety and braking efficiency.

The stop brake system's brake drive is primarily a mechanical system that functions independently of the main brake drive It is manually operated, which is why it is commonly referred to as a parking brake This design ensures reliable engagement when parking or parking-related situations.

Figure 2 4 General layout diagram of the stop brake mechanism

Diagram of some types of brake system

2.3.1 Mechanical Drive Copies for internal use only in Phenikaa University

26 a, Structure diagram b, Principle of operation

The guide rod and brake lever are located beneath the control panel, with the guide rod connected to the cable and guided by cable rollers to ensure smooth operation The cable attaches to the intermediate conductor, which is mounted on a shaft connected to the balance bar, facilitating even distribution of braking force The guide bar is hinged on a bracket, allowing it to pivot, while the balance bar transmits braking force uniformly to both rear left and right wheel brake mechanisms Additionally, the cable lever is linked to the pressing lever, which actuates the brake shoes through the support plate, with the lever operating via an eccentric shaft to ensure precise brake engagement.

When pulling brake, the cable acts on the lever and brakes the wheel, performing the braking process

When the brake is released, the lever presses back to its original position under the action of the return spring, ending the braking process.

Figure 2 5 Mechanical brake drive diagram

27 a, Structure diagram b, Principle of operation

When applying the brake, through the piston thrust bar located in the main cylinder Oil pressed at high pressure will pass through the pipeline acting on the surface of the pistons These two pistons overcome the force of the return spring in the brake mechanism, which will push the brake pads to press close to the brake drum and proceed to brake When the pedal is released, due to the oil return and the force of the return spring, the two brake pads will separate from the brake drum, ending the braking process

2.3.3 Pneumatic brake drive a, Structure diagram

Figure 2 6 Hydraulic brake drive diagram

The vehicle's brake system activates when the driver presses the brake pedal, which engages the piston to control spring compression and open the pneumatic valve This allows compressed air from the distribution tank to flow to the wheel brake shoes The compressed push spring and cam mechanism then push the brake shoes outward to press the brake pads against the drum, creating friction that slows or stops the wheel's rotation.

During the brake stop state, when the rider releases the brake pedal, the compressed springs of the control piston and valve restore these components to their original positions This action allows the pneumatic valve to effectively seal the compressed air, ensuring proper brake system function.

2.3.4 Pneumatic Power Assisted Hydraulic Drive a, Structure diagram

Figure 2 7 Pneumatic brake system structure diagram

Table 2 7 The general structure diagram of the system

- Main cylinders- Front wheel cylinders- Rear wheel cylinders- Top lines (leading fluid)

The hydraulic drive uses fluid pressure to transfer force from the brake pedal to the brake mechanism.

- Air compressor- Air tank- Air distribution valve- Pneumatic cylinders

The pneumatic drive uses compressed air to activate the braking system, including the air distribution valve and cylinders. b, Principle of operation

A pneumatic machine is fully structured and operates as intended within a pneumatic drive system It generates compressed air essential for system functioning, while the distribution valve efficiently directs this compressed air to the brake cylinders, ensuring precise and reliable operation This integration of pneumatic components is critical for the smooth and effective performance of industrial and automotive systems.

Main Cylinder (Single Type): Works similarly to the main cylinder in a hydraulic drive system

Figure 2 8 Diagram of the combined hydraulic drive system

Operates by transferring force from the brake pedal to the brake mechanism using fluid or gas pressure

Wheel cylinders operate based on the same structure and working principles as hydraulic drive systems, applying hydraulic pressure to brake pads or shoes This pressure creates friction against the brake drum or disc, enabling effective braking performance.

The Two-Line Combined Hydraulic Drive utilizes two separate hydraulic pressure lines for enhanced control Equipped with a double gas distribution valve, the system can effectively manage two main cylinders and two gas cylinders This design ensures more precise regulation of braking force, resulting in improved safety and performance.

2.3.5 Vacuum Assisted Hydraulic Drive a, Structure diagram b, Principle of operation

When the return spring does not brake, pulling the brake shoe to the brake release position, the low-pressure oil is waiting on the pipe

When the driver presses the brake pedal, it transfers force via the push bar to the piston in the main brake cylinder, pushing brake fluid through the brake lines This pressurized hydraulic fluid activates the pistons in the wheel cylinders and brake pad assembly, generating the necessary force to slow down or stop the vehicle.

31 pistons will brake the spring force that pushes the brake shoes against the brake drum to perform the braking process

When the driver releases the brake pedal, the spring restores oil pressure from the wheel and disc brake cylinders to the main cylinder, stopping the braking action Hydraulic brake systems operate based on the principle of hydrostatic pressure, transmitting the same pressure to all wheel cylinders The force exerted on the brake shoes depends on the piston size within each wheel cylinder, ensuring balanced braking force Increasing pressure on the brake pedal amplifies force transmitted to the main cylinder, incrementally increasing pressure and thrust on the brake pads Hydraulic brake systems coordinate brake mechanisms effectively by maintaining a consistent ratio between pedal force and the resulting force on the brake shoes or pads, ensuring reliable and proportional braking performance.

Specifications of Toyota RAV4 2018

Table 2 8 Toyota RAV4 2024 Specs Sheet

Atkinson 2.5L 4-cylinder petrol engine combined with two electric motors 2.0L 4-cylinder and 2.5L 4-cylinder petrol engine

Extreme fortifications 176/6000 (Kw(code)@rpm)

Extreme twist moment 233/4100 (Nm@rpm)

The direction of theengine isat 1560 (mm)

SIMULATION AND ANALYSIS THE EFFECT OF MATERIALS ON THE

Breaking force distribution analysis

3.1.1 Front-to-Rear Force Ratio

3.1.1.1 Theoretical basis a) Determine and calculate braking force, required torque

Calculating brake force and torque is essential for determining the appropriate size and design of a brake disc, ensuring sufficient braking performance and even force distribution These parameters directly influence material selection and structural design, requiring materials with high heat resistance and durability to withstand thermal and mechanical stresses during braking Overall, analyzing brake force and torque is crucial in the brake disc design process to optimize safety, efficiency, and longevity.

The brake force and torque caculation can be roughly calculated by the following formula:

- Braking force of each wheel in the front and rear axles:

- Braking torque of each wheel on the front and rear axles:

𝑀 = 𝑃 𝑟 (3.4) b) Basic parameters caculation of the brake mechanism

Table 3 1 Fundamental parameters of the brake disc

Inner Radius of Brake Disc The inner radial boundary of the brake disc

Outer Radius of Brake Disc The outer radial boundary of the brake disc

Average Radius of Brake Disc Mean radius where braking force acts effectively

Brake Torque Torque generated by the brake mechanism

Required Pressure Pressure needed to achieve the desired braking torque Brake Pad Width Width of the brake pad covering the disc

Bearing Angle of Friction Plate The angular span of the friction surface

3.1.1.2 Calculation a) Determine and calculate braking force, required torque

Design calculation specifications refer to the table below with the main specifications.[5] Table 3 2 Basic parameters of the model car

STT Name Ampersand Value Unit

3.1.2 Impact of Weight Transfer during Braking

Table 3 3 On the parameter table from the registry, the key parameters

Total weight of the vehicle G The total weight of the car acting

The concept of the center of gravity (35) is crucial for understanding load distribution on a bridge The weight applied to the bridge before full load (G₁) represents the total weight of the car when it is not fully loaded, while the weight after full load (G₂) accounts for the vehicle's increased mass when fully equipped The normal reaction force on the front wheels (Z₁) is the support force exerted by the road surface on the front tires, ensuring stability Similarly, the normal reaction force on the rear wheels (Z₂) is the support provided by the road on the rear tires, both vital for assessing the vehicle's impact on the bridge structure.

Wheelbase of the vehicle 𝑰 𝟎 The distance between the front and rear axles of the vehicle

Height of center of gravity 𝒉 𝒈

The vertical distance from the road surface to the vehicle’s center of gravity is a key factor in vehicle stability and handling The horizontal distances from the front and rear axles to the center of gravity, denoted as a and b respectively, are essential for determining vehicle balance Specifically, calculating the length of the distance from the center of gravity to the front and rear axles helps optimize vehicle design and ensure proper weight distribution Understanding these measurements is crucial for accurate vehicle analysis and performance assessment.

Determining the distances from the center of gravity to the front (a) and rear axles (b) is essential for optimal engine positioning and vehicle handling Automotive manufacturers provide key specifications such as front axle weight (G1), rear axle weight (G2), total vehicle weight (Throttle), and wheelbase (Lo), which are used to calculate these distances By applying the standard formulas based on weight distribution, engineers can precisely locate the vehicle's center of gravity to enhance performance and safety.

So: The weight distributed to the front axle and the rear axle without load is 904 and 745,

36 respectively There is a wheelbase again = 2660 => a = 1197 (mm)

The total weight of the car applied to the front axle and after full load is, respectively:

- Height determation of the center of gravity

The height of a vehicle's center of gravity (hg) is not defined by a specific formula and must be determined through experimental methods involving diagrams and identification techniques In practical applications, such as brake system design, reference data is commonly used to approximate the center of gravity height when precise measurements are unavailable Accurate knowledge of the center of gravity height is essential for vehicle stability and performance calculations, making it a critical parameter in automotive engineering.

- For small trucks (500kg-1500kg), ℎ = 0.9m -1.1m

- For medium trucks (3500kg-4500kg), ℎ = 1.1m-1.3m

- Working radius detemination of the wheel

The working radius of a wheel is the distance from the wheel's center to the contact point with the pavement or working surface, playing a crucial role in analyzing forces and torque Accurate determination of this parameter depends on specific tire specifications and performance characteristics Understanding the working radius is essential for optimizing vehicle performance and ensuring effective force distribution during operation.

According to the reference vehicle parameters, we have tire designation: 235/55R18

Number 165 is the width of the tire: B#5 (mm)

The number 60 represents the ratio between the height and width of the tire:

The letter "R" in tire sizing indicates a radial or circular tire structure, which is common in modern vehicle tires The number "18" specifies the diameter of the wheel (Lazang) in inches, providing a clear measurement of the wheel size The design radius (r) of Toyota RAV4 wheels can be calculated based on these specifications, helping ensure proper fitting and optimal performance Understanding these tire measurements is essential for selecting the right wheels for your vehicle, enhancing safety and driving experience.

With factor is 𝜆, the height deformation of the tire

The working radius of the wheel is calculated according to the formula:

- Determine the braking force at each wheel

The braking force at a car's wheels can be estimated by analyzing the load applied to each wheel and the redistribution of weight to the front axle during braking This involves using specific formulas to accurately calculate the load transfer, ensuring a better understanding of brake performance and vehicle stability Properly calculating these forces is essential for optimizing braking efficiency and safety in automotive design.

In which: - : The largest braking acceleration of the car Choose 𝐽 = 7( )

At that time, we can calculate the braking force generated at the wheel by the formula:

- Braking force of each wheel on the front axle:

- Braking force of each wheel on the rear axle:

Once the braking force at the wheel is determined, the torque generated at that wheel can be calculated based on the wheel's working radius:

Braking torque of each wheel in the front axle:

Brake torque of each wheel on the rear axle:

𝑀 - The braking torque of each wheel on the front axle

𝑃 - The braking force of each wheel on the front axle

𝑀 - The braking torque of each wheel on the rear axle

𝑃 - The braking force of each wheel on the rear axle b) Calculation of the basic parameters of the brake mechanism

- The outer and inner radius of the brake disc

The inner and outer radius of the brake disc are essential measurements that denote the distances from the disc’s rotational axis to its inner and outer edges These radii are critical in calculating braking torque, as they directly influence the force required to decelerate or stop a vehicle In disc brake systems, accurate measurement of these radii is vital for determining the optimal braking force using the brake torque formula, ensuring effective and efficient vehicle stopping performance.

- The radius outside the brake disc (𝑅 ) is determined by the following formula

- 𝛅 𝐯 : Wheel rim thickness, for the car takes 𝛅 𝐯 = 𝟔(𝐦𝐦)

- 𝚫 𝐯 𝐝 : Clearance distance between wheel rim and brake disc

- We can change the number:

Select the radius of the brake disc as: 𝑹 𝟐 = 𝟏𝟕𝟒𝒎𝒎 = 𝟎, 𝟏𝟕𝟒𝒎

R1 is the inner radius of the disk, they can be selected empirically by R1=0.52÷0.73R2

- Average radius of brake discs

The average radius plays a crucial role in braking performance by ensuring that the braking force is evenly distributed across the entire braking surface This uniform distribution helps optimize the overall effectiveness of the braking system To determine the average radius of a brake disc, engineers typically use a specific calculation formula, which provides an accurate approximation for design and maintenance purposes Understanding and calculating the average radius is essential for achieving balanced braking performance and safety.

Figure 3 1 Main design parameters of brake discs

- The braking torque generated by the braking mechanism and the required pressure

In a disc brake mechanism, the generation of friction torque is similar to that of a mechanical friction clutch, involving the creation of a friction moment on the disc This friction torque is produced by two brake pads exerting equal forces, Mg1 = Mg2, which result from hydraulic pressure applied symmetrically by pistons positioned on both sides of the disc.

Disc brakes utilize a symmetrical compression mechanism, with brake pads applying equal forces on either side of the disc This design features two identical pistons positioned symmetrically, ensuring consistent hydraulic pressure is exerted on both sides As a result, the friction moment is evenly distributed, leading to efficient and reliable braking performance Understanding this symmetrical structure is key to optimizing disc brake efficiency and safety.

Assuming the pressures P and P are equal and denoted as P, the total braking torque generated by the two brake pads on the brake disc can be calculated using a specific formula This formula accounts for the combined effect of both brake pads under uniform pressure, enabling precise determination of the overall braking force Understanding this relationship is crucial for optimizing braking system performance and ensuring safety in automotive applications.

R2 is the outer radius of the disc

R1 is the inner radius of the disc

𝜇 is the sliding friction coefficient between the brake pads and the brake discs According to empirical data 𝜇 =0.3÷0.33 Select 𝜇 =0.3

The formula for calculating the required pressures P for the disc brake mechanism is determined as follows:

Changing the data, we have pressure on the front/rear brake mechanism

Replace the number with us:

The width of brake pads significantly impacts the contact area with the brake disc, influencing overall braking performance Increasing brake pad width expands the contact area, which helps distribute friction forces more evenly, reducing wear on the friction material and prolonging pad lifespan A larger contact area decreases pressure per unit, minimizing wear during each braking cycle and enhancing durability However, excessively wide brake pads can cause uneven pressure distribution, potentially leading to uneven wear and compromised braking efficiency During braking, intense friction generates heat that affects both the pads and the disc, highlighting the importance of optimal brake pad width for effective heat dissipation and consistent braking performance.

42 pressure distribution across the pad surface, resulting in uneven wear and reduced braking efficiency

With the disc brake type, the width of the brake pads can be determined approximately according to the formula:

- Embrace angle of friction plate

The hug angle of the friction plate is the angle between the brake pad's friction surface and the wheel or brake disc's rotational axis This critical parameter significantly impacts brake system efficiency by influencing how the braking force is applied to the friction surface Optimizing the hug angle enhances overall braking performance and ensures effective, reliable stopping power.

Thermal Analysis

3.2.1 Calculation of the heat generation and pressure in brakes

Calculation for emergency braking of a vehicle moving at a speed of 120 km/h and having to stop with a maximum acceleration of 7 ( m/𝒔 𝟐 ), and we consider the case of the front wheels

Considering the brake pedal time and the time applied from the brake pedal to the brake disc, the rounding time in the whole braking processis 6s

- Calculation of Heat Generated during braking:

Hence, heat flow for single disc = 48300 W

We have the following result table:

Table 3 6 Basic parameters of the disk and inputs of the simulation pocess

7 The braking torque of each wheel on the front axle 1738.3 N.m 3.2.2 Materials for disc brake

3.2.2.1 Materials of disc brake Copies for internal use only in Phenikaa University

Table 3 7 Types of materials for the evaluation with parameters

Thermal Conductivity 46 W/mãK 44.6 W/mãK 152 W/mãK 200 W/mãK Specific Heat 490 J/kgãK 470 J/kgãK 900 J/kgãK N/A Thermal Expansion 11 àm/mãK 13 àm/mãK 23.4 àm/mãK Adjustable Modulus of Elasticity 180 GPa 190–210 GPa 68.9 GPa N/A

Toyota RAV4 brake discs are usually made of Grey cast iron alloy and do not have a heat dissipation bone system

Table 3 8 Material properties of the brake disc (Grey cast iron alloy)

STT Mechanical Units of measure Grey cast iron alloy

Table 3 9 Material properties of the brake disc (AISI 5140)

Table 3 10 Material properties of the brake disc Aluminium Alloys

STT Mechanical Units Aluminium Alloys

Table 3 11 Material properties of the brake disc (AL/SiC)

STT Mechanical Units Al/SiC

Carbon ceramic materials offer excellent thermal resistance and an impressive strength-to- weight ratio, making them highly effective for braking applications They generate minimal noise

48 during braking, and their composition results in a significantly lower wear rate compared to conventional brake pad materials

Carbon ceramic brakes offer the key advantage of operating effectively at higher temperatures than traditional braking systems, as they do not retain heat and can maintain functionality under extreme conditions Perfect for high-performance vehicles, these brakes handle actuating forces of up to six tons and withstand heat levels surpassing 800°C, ensuring reliable performance during intense braking situations.

Brake fluid has a boiling point typically ranging from 600 to 750°F, ensuring reliable performance under demanding conditions Carbon ceramic brakes excel at dissipating heat efficiently, preventing it from affecting the brake fluid This advanced heat management enables sustained high-speed and repeated braking without significant loss of braking performance.

Carbon ceramic brakes generate less dust compared to conventional braking systems, helping to keep wheels cleaner and improve overall vehicle aesthetics Their pads demonstrate significantly lower wear rates under similar driving conditions, which enhances durability and makes them a preferred choice for high-performance vehicles This increased longevity and reduced maintenance requirements position carbon ceramic brakes as an ideal solution for demanding driving environments Refer to Table 3 for detailed material properties of the brake pad, providing further insights into their performance characteristics.

For the thermal analysis of the brake disc, the initial temperature conditions were considered along with the effects of radiation The results were plotted to show the temperature distribution.

The analysis incorporated initial temperature conditions and radiation effects for both brake discs to accurately simulate thermal behavior The resulting heat flow calculations were then applied to the geometry of AISI brake discs, as illustrated in Fig 4, ensuring precise assessment of thermal performance under operational conditions.

5140, Grey cast iron, Aluminium alloys and Al/SiC The results were presented in terms of temperature distribution, allowing for a comparative evaluation of thermal performance between the materials

- Disc material: Grey cast iron Alloy, AISI 5140 Steel, Aluminium alloys and Al/SiC

High-speed braking generates significant heat at the contact boundary between the brake pad and disc As per Table 13, the temperature reaches approximately 567.58 °C for Grey Cast Iron alloy, while Steel Alloy AISI 5140 experiences a slightly lower temperature of around 556.66 °C under these conditions.

Grey cast iron AISI 5140 Steel

Figure 3 3 Temperature distribution of the disc brake

The observed temperatures were significantly high because the analysis considered extreme braking conditions, where the vehicle was required to decelerate from 120 km/h to 0 km/h within

6 seconds Under normal braking conditions, the brake disc temperature typically ranges between

In this study, temperatures are expected to exceed normal operating levels, reaching between 250°C and 350°C due to extreme conditions Grey cast iron is chosen for its superior thermal properties, as it can withstand the highest temperatures among the four materials analyzed, ensuring reliable performance under such demanding conditions.

Another contributing factor to the high temperature is the smaller contact area combined with a larger impact force, which intensifies heat generation

To assess the durability of the brake disc materials, the residual stress for the two types of materials is determined as follows:

Integrating AISI 5140 steel into brake disc design provides significant thermal and structural benefits due to its superior thermal conductivity and strength compared to traditional materials This results in reduced operating temperatures and less deformation during braking Finite Element Analysis (FEA) simulations show that brake disc hotspots occur in areas with limited airflow, emphasizing the importance of material choice and design optimization for effective thermal management.

Figure 3 4 heat distribution cross-section of the discs

Figure 3 5 Structural boundary conditionsFigure 3 6 heat distribution cross-section of the discs

This study introduces a novel brake disc design utilizing AISI 5140 steel to optimize thermal and structural performance The innovative model aims to improve heat dissipation and minimize thermal deformation, thereby enhancing braking efficiency and safety Rigorous testing will validate the performance of the new brake disc, ensuring it meets industry standards and is suitable for high-performance applications.

Structural Analysis

3.3.1 Stress Analysis of Brake Rotos

ANSYS Fluent has been utilized for CFD analysis, providing a foundation for conducting numerical simulations under various flow conditions while accounting for multiple complexities

This simulation involved dividing the geometry into smaller sub-volumes, enabling detailed analysis of flow characteristics Integration over these sub-volumes was performed to develop a set of coupled algebraic equations These equations define the velocity and pressure centroids for each sub-volume, ensuring accurate flow modeling and analysis.

The solver estimates the pressure field to understand fluid behavior within the brake disc system It then evaluates the discretized momentum equations to accurately analyze the fluid dynamics involved This approach provides a comprehensive assessment of the heat transfer and flow characteristics, ensuring optimal brake system performance Implementing these computational methods enhances the precision of simulations and supports improved design and safety standards.

 The mesdium taken into considerations is perfect air

 Air properties taken into account are at standard temperature and pressure conditions

 Heat flux is uniform over the disc

- MODELLING SETUP FOR CFD SIMULATION

Material properties of the brake disc

Nodes: 159026 Elements: 775187 Figure 3 7 Mesh details CFD of Original brake discs

In a braking system, mechanical energy is fully transformed into thermal energy through friction between the brake pads and the disc The heat generated depends directly on the contact area between these components, influencing the efficiency and safety of the braking process Properly designing and maintaining the contact surfaces is essential to optimize heat dissipation and ensure effective braking performance.

The brake disc absorbs most of the heat generated during braking, with the heat flow into the disc initially calculated By dividing this heat flow by the pad contact area, the heat flux at the contact surface is determined, serving as a crucial input for thermal simulations This heat flux parameter is then utilized in ANSYS Fluent to conduct precise thermal analysis of the braking system, ensuring optimal performance and safety.

Heat flux into the disc:

Finite element analysis of brake disc was involved of following steps:

Modelling was done in CATIA V5 according the dimensions of the disc mentioned above in Table 10 This geometry then imported to ANSYS 2021 R2 for analysis purpose

Table 3 13 The basic size of the brake disc is used for simulation

STT Name Units of measure SI

Meshing is a crucial step in Finite Element Analysis (FEA) as it directly impacts the numerical convergence and accuracy of the simulation results In this project, fine meshing was achieved using triangular surface meshing tools for disk components and quadrilateral elements for pads to ensure precise analysis A consistent mesh size of 4mm was selected to balance computational efficiency with the need for detailed results, optimizing the overall quality of the FEA.

For the structural analysis, the brake disc was securely fixed at its mounting points on the hub and caliper to mimic realistic constraints A torque was applied to the disc about its axis in a plane perpendicular to the disc surface, enabling accurate assessment of its mechanical behavior under operational conditions.

The calculated pad pressure was uniformly applied to both brake pads to assess the effects of braking force The structural analysis utilized specific geometry and boundary conditions, which are detailed in the accompanying figure.

For thermal analysis, initial temperature of disc was set as 22 °C From the CFD simulation, convective heat transfer coefficient was taken as 506 W/m 2 K and 509 W/m 2 K for disc 1 and disc

- Disc material: AISI 5140, Grey cast iron, Aluminium alloys and Al/SiC

Table 3 14 Table of results of total deformation and stress of four brake disc material

Grey cast iron AISI 5140 Steel

Total Deformation Max: 8.309e-5 m Total Deformation Max: 4.42e-5 m

Equivalent Stress Max: 1.4055e+8 Pa Maximum allowable stress:4.9245e+8 Pa

Grey cast iron offers superior stress resistance and thermal durability, making it ideal for brake disc applications In contrast, aluminum alloys and aluminum-silicon composites have lower stress resistance but are preferred for lightweight designs with excellent thermal conductivity AISI 5140 steel provides high strength and load-bearing capacity, though it is heavier, making it suitable for applications requiring high structural support.

Total Deformation Max: 11.041e-5 m Total Deformation Max: 10.798e-4 m

Equivalent Stress Max: 1.069e+8 Pa Maximum allowable stress: 4.276e+8 Pa

EVALUATION THE EFFECT OF CONFIGURSTION ON THE BRAKE

Design of the brake configuration

In brake disc design, optimizing key factors such as temperature, deformation, stress, and mass is essential for maximizing performance and durability Effective heat dissipation is prioritized to maintain braking efficiency under high thermal loads, while minimizing deformation prevents structural changes that could affect braking stability Managing stress levels is critical to avoid material fatigue and potential failure over time Additionally, weight is strategically reduced without sacrificing mechanical strength to ensure the brake disc remains lightweight and efficient These considerations are thoroughly analyzed through thermal and structural simulations to develop reliable brake discs capable of performing under extreme conditions.

- Step 1: Identify Factors and Evaluation Criteria

Heat resistance Stiffness Load-bearing capacity Specific weight heat dissipation deformation resistance fatigue strength all weight of brake disc maximum operating temperature shape change under pressure maximum stress tolerance

- Step 3: Establish the Design Matrix

Table 4 1 Brake disc design priority matrix

Temperature 4 Heat resistance, heat dissipation

Stress 2 Load-bearing capacity, fatigue strength

Mass 1 Specific weight, overall weight

Drilled rotors feature holes that improve heat dissipation during braking by allowing heat to escape efficiently, which reduces the risk of overheating These holes also vent gases that can accumulate between the disc surface and brake pads, helping to prevent brake fade and maintain consistent friction levels for better braking performance However, while drilled rotors enhance cooling and gas venting, the drilled holes can weaken the rotor structure over time, making it susceptible to fatigue stress, cracks, and reduced durability with repeated use.

- Slotted/ grooved disc brake rotors

Slotted or grooved disc brake rotors are designed with carved slots on their surface to effectively expel built-up gas, heat, and water, enhancing braking performance These rotors are ideal for high-performance applications where the braking system faces significant stress, as the slots prevent brake pad glazing and help maintain optimal contact By facilitating the removal of brake pad dust, slotted rotors ensure cleaner contact between the pad and disc, resulting in improved braking efficiency and safer driving experiences.

Table 4 2 Table of new brake disc designs

Vented disc brake rotor (Solution 2)

Slotted disc brake rotor (Solution 3)

Drilled and vented disc brake rotor (Solution 4)

Vented brake discs feature ventilation grooves or internal slots that improve heat dissipation by allowing air to flow through the disc This design effectively lowers the operating temperature of the braking system, enhancing braking performance and reducing the risk of overheating Consequently, vented brake discs extend the lifespan of the brake system, especially under demanding driving conditions or during prolonged braking Utilizing advanced simulation tools and software can optimize vented disc designs for maximum efficiency and durability.

We utilized CATIA V5 software to create innovative designs for both the essay and the simulation, ensuring accuracy by modeling the designs based on the precise dimensions of the base brake disc.

Table 4 3 Properties of new brake disc design options

Mass: 17.235 kg Mass: 14.732 kg Mass: 13.985 kg Mass: 13.806 kg

Meshing is a crucial step in finite element analysis (FEA) because it directly impacts the convergence and accuracy of the simulation results The choice between fine and coarse meshing significantly influences the final outcomes, with finer meshes providing higher precision In this project, triangular surface meshing tools are used for disks, while quadrilaterals are applied to pads, utilizing a 4mm mesh size to closely simulate the original brake disc Figure 4.1 illustrates the structural boundary conditions of the new drilled brake disc design, highlighting the importance of proper meshing for reliable analysis.

Table 4 4 Mechanical mesh details of 4 solutions

Drilled and vented disc brake rotor

Results of Braking Performance Simulation

4.2.1 Stress and Deformantion Simulation Results of the Brake Disc

Table 4 5 Table of total deformation results of 4 solutions

Total Deformation Max: 3,3122e-5 m Total Deformation Max: 6,5164e-5 m

Total Deformation Max: 6,5869e-5 m Total Deformation Max: 6,5863e-5 m

Solution 1: Exhibits the smallest maximum total deformation, indicating the best load-bearing capability among the solutions

Solution 2: Displays a larger maximum total deformation than Solution 1, but remains acceptable for many engineering applications

Solution 3 and 4: Show nearly identical and higher maximum total deformations compared to Solutions 1 and 2, suggesting reduced load-bearing performance under similar conditions

Table 4 6 Table of Equivalent Stress results of 4 solutions

Equivalent Stress Max: 2,2088e+8 Pa Maximum allowable stress:4.9245e+8 Pa

Equivalent Stress Max: 2,2021e+8 Pa Maximum allowable stress:4.9245e+8 Pa RESULT

Solution 1: The maximum equivalent stress is the lowest, approximately 16.6% of the maximum allowable stress, indicating the best load-bearing capacity and highest safety margin

Solution 2: The maximum equivalent stress is about 44.9% of the maximum allowable stress, still within safe limits but approaching higher levels

Solution 3: The maximum equivalent stress is approximately 48.1% of the maximum allowable stress, suggesting a lower load-bearing capacity compared to Solution 2

Solution 4: The maximum equivalent stress is about 44.8% of the maximum allowable stress, equivalent to Solution 2 but slightly lower than Solution 3

All solutions have maximum equivalent stresses below the maximum allowable stress, indicating theoretical safety However, Solution 1 demonstrates the best performance in load-bearing capacity

4.2.2 Thermal Simulation of Brake Dics

For thermal analysis of disc 1, initial temperature condition was taken into an account along with effect of radiation The results were ploted distribution of temperature

Figure 4 2 Thermal boundary conditions of the new brake disc design

Table 4 7 Table of heat distribution results of 4 solutions

Solution 1: Exhibits the highest maximum temperature, indicating superior heat dissipation capabilities, making it suitable for applications requiring high thermal resistance

Solution 2 and 3: Demonstrate lower maximum temperatures than Solution 1, yet remain within acceptable limits for various engineering applications

Solution 4: Shows the lowest maximum temperature, suggesting less efficient heat dissipation compared to the other solutions All solutions maintain similar minimum temperatures, indicating relatively stable thermal behavior However, Solution 1 offers the best heat dissipation performance.

After analyzing four different solutions, we observed a significant reduction in brake disc temperature, with the improved design providing more effective cooling compared to the original However, structural modifications led to increased strain and deformation during the four-cycle analysis relative to the stock brake disc Despite these changes, the strain and deformation levels remain within the material's permissible limits, ensuring structural integrity Manufacturing considerations are crucial to balance cooling efficiency and mechanical performance in brake disc design.

The manufacturing process of brake components requires precision and adherence to strict quality standards to ensure safety and performance Key production methods include:

Sand casting or die casting followed by precision machining

High-pressure die casting or forging for strength-to-weight ratio

Brake Pedals and Brackets Steel, Aluminum

Forged or stamped for structural integrity and fatigue resistance

Injection Molding Brake Pads and Seals Synthetic rubber,

Injection molding used for seals, gaskets, and brake pad backing plates

Sintering Friction Materials Ceramic, Semi- metallic compounds

Sintered materials used in brake pads for durability and thermal resistance

Electroplating, anodizing, or powder coating for corrosion resistance

Testing All Components Various materials

Dimensional checks, hardness testing, performance simulations to meet

These manufacturing methods are selected based on material properties, cost efficiency, and specific component functional requirements To enhance precision, efficiency, and consistency, advanced technologies like CNC machining and automation are increasingly being adopted across manufacturing processes.

Cost Analysis of the Brake System

Table 4 8 The Analysis of the Brake System

Cost Category Components/Factors Details

Cast iron or aluminum alloys for cost-effectiveness and performance Brake Pads

Cost varies based on friction material (ceramic, semi- metallic, or organic) Secondary Components

Lower cost components requiring high precision for reliability

Manufacturing Costs Casting, Machining, and

Primary cost contributors for brake discs, drums, and calipers

High initial investment but reduces long-term operational expenses Assembly Costs Labor for Assembly

Costs related to manual and automated integration of brake components

Robotic Automation Lowers costs and enhances consistency

Testing & Quality Assurance Durability & Thermal

Ensures compliance with safety standards but adds to costs Performance Evaluations Essential for regulatory

By analyzing key cost factors, manufacturers can identify opportunities for optimization through alternative materials, streamlined production processes, and modular designs to reduce assembly complexity Implementing a cost-effective brake system design ensures competitive pricing while maintaining high standards of quality and safety.

Assembly and Maintenance

Table 4 9 The Analysis of the Brake System

Brake Discs, Calipers, Pads, and Hydraulic Systems

Must be accurately aligned and securely fastened for optimal performance Torque Specifications

Essential for preventing over- tightening or loosening of fasteners Automation in Assembly Robotic Systems

Used for precise component placement and consistent assembly quality

Advanced Vision Systems Helps verify alignment and detect defects in real-time Testing Post-Assembly Functional Tests

Includes pressure testing for hydraulic lines and performance checks for braking efficiency Maintenance Routine Inspections

Brake Pads, Discs, and Fluid

Regular checks prevent failures; intervals depend on approval and reliability

Affects total cost of ownership (TCO); durable components have higher upfront costs but lower maintenance expenses

Additional costs for meeting global regulations, including emissions from friction materials

71 usage and environment Brake Fluid Replacement Hydraulic Brake Systems

Requires periodic fluid changes to maintain pressure and prevent corrosion

Recommended Interval Typically every 2-3 years or as per manufacturer guidelines

Component Replacement Brake Pads Replace when worn beyond recommended thickness

Brake Discs Resurface or replace if significantly worn or warped

Seals and Hoses Inspect for leaks/cracks and replace if needed

Lubrication and Cleaning Moving Parts (Caliper

Require lubrication for smooth operation

Brake Component Cleaning Helps remove debris that may affect braking performance

Advanced Diagnostics Electronic Brake Systems

Require diagnostic tools for fault detection and resolution

Regular software updates are essential to optimize system performance and ensure the latest enhancements and security features Proper assembly and proactive maintenance play a crucial role in improving the reliability and safety of brake systems, minimizing the risk of failure Additionally, these practices extend the service life of critical components, contributing to overall vehicle safety and efficiency.

DISSCUSION AND ANALYSIS

Tiêu đề	Design and analysis of the brake disc for a 5 passenger vehicle = tính toán, thiết kế hệ thống phanh cho xe ô tô cỡ nhỏ sử dụng phương pháp phần tử hữu hạn
Tác giả	Nguyen Duc Thang, Dinh Hung Cuong
Người hướng dẫn	PhD. Nguyen Duy Vinh
Trường học	Phenikaa University
Chuyên ngành	Vehicle Engineering
Thể loại	graduation project
Năm xuất bản	2024 - 2025
Thành phố	Hanoi

Định dạng
Số trang	88
Dung lượng	3,03 MB