Calculation Diagram & Initial Parameters

D1:

Figure: Force Diagram on the Vehicle

D2:

Figure: Brake Mechanism Testing Calculation Diagram

Primary Parameters:

o Wheelbase: L= 2205 mm
o Distance from the vehicle's center of gravity to the front axle a = 1125 mm
o Distance from the vehicle's center of gravity to the front axle b= 1080 mm
o Height of the vehicle's center of gravity h g= 650 mm
 o Total vehicle weight G= 2010 kg
o Weight distributed to the front axleG1= 703,5 kG
o Weight distributed to the rear axle G2= 1306,5 kG
o Distance from the pedal center to the pivot l 1= 250mm
o Distance from the pivot to the centerline of the master cylinder push rod l 2=
50 mm
o Diameter of the master brake cylinder D= 20,64 mm
o Diameter of the front wheel brake cylinder d 1= 48 mm
o Diameter of the rear wheel brake cylinder d 2= 34 mm
o Inner diameter of the front brake disc Dt 1= 140 mm
o Outer diameter of the front brake disc Dn 1= 235 mm
o Average diameter of the front brake disc Dtb 1= 187,5 mm
o Inner diameter of the rear brake disc Dt 2 = 135 mm
o Outer diameter of the rear brake disc Dn 2= 230 mm
o Average diameter of the rear brake disc Dtb 2= 182,5 mm
o Wrap angle of the front brake pad β 1= 57.3o = 1,187 rad
o Wrap angle of the rear brake pad β 2= 57.3o = 1,187 rad
o Outer radius of the friction pad of front brake disc R1 = 115 mm
o Inner radius of the friction pad of front brake disc r 1 = 75 mm
o Average radius of the friction pad of front brake disc Ravg 1= 95 mm
o Outer radius of the friction pad of rear brake disc R2 = 112,5 mm
o Inner radius of the friction pad of rear brake disc r 2 = 72,5 mm
o Average radius of the friction pad of rear brake disc Ravg 2= 92,5 mm

Calculation of the Force Acting on the Friction Pad

- Front Brake Mechanism:

Clamping Force Acting on the Friction Pad of the Disc Brake:

π 2
N 1 = pi d (1)
4 1

Trong đó: N 1: The clamping force is acting on the front brake friction pad.

d: Diameter of the wheel brake cylinder.

pi: Pressure in the master brake cylinder, which is also the hydraulic

pressure in the pipeline leading to the wheel brake cylinder. (N/cm2).

4.Q . l 1 4Q
'
pi = 2 .η+ 2 (2)
π . D .l 2 πD

Where:

Q: Force exerted by the driver on the brake pedal Q=300 (N).

D: Diameter of the master brake cylinder (cm).

η: Efficiency of the hydraulic drive system.

Q : Force of the brake booster (N).

'

Where: Q' =S.p (3)

p: The pressure difference between the air and a vacuum.

p= 1-0,4=0.6 (kG/cm2) = 5,886 (N/cm2)

2 2
π .(D tl−d v )
S= (4)
4

Where:

Dtl : The inner diameter of the vacuum booster.

2
 2
Dtl = 230 mm = 23 (cm)

d v: Diameter of the control valve.

d v= 30mm =3 (cm)

Substituting into (4) (3) (2) we get:

2 2
π .(23 −3 )
S= = 408,4 (cm2)
4

Q = S.p = 408,4 × 5,886 = 2403,8 (N)

'

4.300 .25 4.2403 , 8

pi = 2 . 0,92 + 2 = 1130,89 (N/cm )
2
π . 2,064 .5 π .2,064

Substituting into (1) we get:

2
N 1=1130,89 × 3 ,14. 4 , 8 = 20453,7 (N)
4

The clamping force acting on the front brake friction pad is: 20453,7 (N)

Similarly for the rear brake mechanism:

π 2
N 2 = pi d
4 2

2
N 2= 1130,89 x 3 ,14 .3 , 4 = 10262,37 (N)
4

The clamping force acting on the rear brake friction pad is: 10262,37 (N)

Determining the Actual Braking Torque of the Brake Mechanism

-For the front brake mechanism:

M p 1= μ . N 1 . Ravg 1 . Z (5)

Where: μ=0 , 42 : the friction coefficient of the friction pad.

 N 1: clamping force on the disc (N)

Ravg 1 : average radius of the front brake disc = 95 mm = 0,095 (m)

Z=2: number of friction surfaces for one brake mechanism.

Substituting the values into the formula (5), we get:

M p 1=0,42 × 20453,7 × 0,095 × 2 = 1632,2 (Nm)

Thus, the braking torque for the front brake mechanism is: 1632,2 (Nm)

Similarly, for the rear brake mechanism:

M p 2= μ . N 2 . Ravg 2 . Z =0,42. 10262,37. 0,0925. 2= 797,4 (Nm)

Thus, the braking torque for the rear brake mechanism is: 797,4 (Nm)

The actual braking torque for the entire vehicle is:

N=1632,2 + 797,4 = 2429,6 (Nm)

Determining the Required Braking Torque of the Brake Mechanism

To ensure effective braking under all conditions, the required braking force on the
wheels is determined as follows:

-Maximum braking force acting on one wheel of the front and rear axle:

We have:

G1 G2
F p 1= . m1 . φ and F p 2= . m2 . φ (6)
2 2

Where: G1, G2: weight distribution on the front and rear axles (N)

m1 ,m2: load distribution coefficients on the front and rear axles during

braking.
 φ : adhesion coefficient between the tire and the road, φ =0,7∻0,8=0,7

Thus, the required braking force on the two wheels of the front and rear axles is 2
F p 1=G1 .m1 . φ và 2 F p 2=G2 .m2 . φ (7)

Required braking torque of the brake mechanism:

+For the front brake mechanism:

G1
M p 1= P p 1.r bx = . m1 . φ . r bx (8)
2

+For the rear brake mechanism:

G2
M p 2= P p 2.r bx = . m2 . φ . r bx (9)
2

Where G1=703,5. 9,81= 6901,3 (N); G2=1306,5. 9,81 = 12816,8 (N)

r bx =r 0 . λ (10)

Here r 0 is the free radius of the wheel, which is nearly equal to the design radius:

2. H +d
r 0 ≈ r= (11)
2

Where r: designed radius

For the front wheel:165/80R13

H: H=0,8B=0,8.165= 132 mm.

d: wheel rim diameter, d=13 inch = 13. 25,4 = 330,2 mm.

λ : Tire deformation coefficient, assuming uniform tire deformation.

λ : Tire deformation coefficient, assuming uniform tire deformation. Choose λ =0,93

2. H + d 2. 132+330 , 2
So, we have: r bx = . λ= .0 , 93=276 ,3 (mm)
2 2
m1 ,m2 : Load distribution coefficients on the axles during braking

'
J pmax .h g φ .h g
m1=1+ =1+ (12)
g.b b

'
J pmax .h g φ . hg
m2=1- =1− (13)
g.a a

Where:

- h g: height of the vehicle's center of gravity, h g= 650 mm

- a,b: The respective distance from the vehicle's center of gravity to the axles
- J pmax : deceleration during braking
- g: Acceleration of gravity, g=9,81 (m/ s2).
- φ ': braking intensity coefficient, φ ' =0 , 4 ∻ 0 , 5=0 ,5

Substituting into (12) (13) we get:

0 ,5 . 0 , 65
m1=1 + =1 , 3
1,080

0 ,5.0 , 65
m2=1 - = 0,71
1,125

Substituting the values we calculated (8) (9) we have:

6901 ,3 ×1 , 3 ×0 , 7 ×0 , 2 763
M p 1= =867 , 6(Nm)
2

12816 , 8× 0 , 71× 0 ,7 × 0 , 2763

M p 2= =880(Nm)
2

Thus, the required braking torque for the entire vehicle is:

N=M p 1 + M p 2=867 ,6+ 880=1747 ,6 ( Nm )

Actual braking torque: N=2429,6 Nm > 1747 , 6 Nm

The braking torque generated by the brake mechanism is greater than the required
braking torque. Therefore, the braking torque meets the set requirements.

Calculating Specific Friction Work

Specific friction work is determined based on the brake pad absorbing the entire
kinetic energy of the vehicle at a certain speed.

We have :
2
G .V 0
Lms =
2. g . A ⅀

Where:

G – The total weight of the fully loaded vehicle.

G = 2010 x 9.81 = 19718,1 (N) = 19,7181 (kN).

V 0 – The vehicle speed at the start of braking (m/s).

( Choose V max = 80km/h = 22.2 (m/s) ).

g – : Acceleration of gravity, g = 9.81m/ s2.

A ⅀ - The total area of all brake pads in all brake mechanisms of the vehicle.

Substituting the values into the above formula, we get:

A ⅀= A front + A rear =(R 1−r 1 ).(β 1 . R avg 1).4+( R2−r 2 ). (β 2 . Ravg 2).4

¿ ( 1 15−7 5 ) × ( 95× 1,187 ) ×4 + ( 1 12, 5−72, 5 ) × ( 92 , 5 ×1,187 ) × 4

2 2
A ⅀=18042 , 4+17567 ,6=35610 mm =0 , 03561 m

2
Lms = 19,7181 .22 , 2 = 13909,1 (KNm/m2)
2. 9 , 81 . 0 ,0 3561

The permissible specific friction work value for the brake mechanism is as follows:
( Lms ¿ = 4000 ÷ 15000 (KNm/m2)

Therefore, the specific friction work value is within acceptable limits for severe
braking conditions at high speeds. This ensures that the brake pads do not overheat
and maintain effective friction during emergency braking.

Calculating the pressure on the brake pads

Assuming the pressure on the surface of the brake pads is evenly distributed, we
have:

Mp
q = Z .μ. A R
mp . avg

Where:

 M p – The torque generated at a single brake mechanism (Nm).

 μ – Coefficient of friction.
 Amp – Brake pad area (m2).
 Z - Number of friction surfaces of a disc brake mechanism
 Ravg - Average radius of the brake pad (m)

+ For the front brake mechanism:

A front =(R 1−r 1 ).(β 1 . R avg 1)= (1 15−7 5 ) × ( 95 ×1,187 )

2 2
¿ 4510 ,6 mm =0 , 00 451 m

M p1 1632, 2
q1 = = = 4535173,9 (N/m2)
μ . A f ront . Z . R avg 1 0 , 42 .0 , 00 451.2 .0,095

+ For the rear brake mechanism:

Arear =(R2−r 2).(β 2 . Ravg 2 )=( 1 12, 5−72, 5 ) × ( 92 , 5 ×1,187 )

2
¿ 4391 , 9=0 , 00 439 m
 M p2 797 , 4
q2 = = 0 , 42. 0 , 00 439 .2. 0,0925 = 2337710,3 (N/m2)
μ . Ar ear . Z .R avg 2

The permissible pressure value on the surface of the brake pads:

[q]≥ q= 2 ÷ 5 ( MN/m2)

Therefore, the calculated surface pressure on the brake pads is satisfactory.

Calculating heat during the braking process

During braking, the kinetic energy of the vehicle is converted into the thermal
energy of the brake disc and other components, with some of it dissipated into the
surrounding air. According to the energy balance equation, it is expressed as
follows:
2 2 1
G V 1−V 2 m
. = t .C.τ. F t.∫ K . τ.dt
g 2 0

Where:

G – Weight of vehicle ; G = 2010 Kg = 19718,1 N

g: Acceleration of gravity ; g = 9.81m/ s2.

V 1 ,V 2 – Initial speed and final speed of the braking process. Take V 1= 80 km/h =

22,2 m/s; V 2= 0.

mt – The mass of the brake disc and the heated components.

Take mt = 10 kg

C – Specific heat capacity of the heated component.

For steel and cast iron: C = 500 ( J/Kg.C)

F t – Cooling area of the brake disc (m2 ¿ .

K – Heat transfer coefficient of the brake disc to the surrounding air.

The first term on the right side of the equation is the energy heating the brake disc.
The second term is the energy transferred to the air. When braking sharply for a
short time, the energy transferred to the environment is considered negligible, so
the second term can be omitted. Based on this, the temperature rise of the brake
disc during braking can be determined as follows:
2 2
G.(V 1−V 2)
τ=
2 . g .mt . C

Substituting values we get:

2
19718 , 1 .22 , 2
τ= =99 , 06° C
2. 9 , 81 .10 . 500

The calculated temperature rise is τ = 99 , 06° C. Considering an ambient

temperature of 30° C, the maximum temperature of the brake disc reaches
approximately 1 30°C. This value is well within the permissible limit for cast iron
brake discs and standard brake pads, ensuring safety during emergency braking.

We have now calculated and tested the braking system of the Suzuki Carry Pro,
and the results show that the system is fully compatible with the vehicle's
specifications to ensure it operates safely and effectively under real-world
conditions.