ENGINEERING COLLEGE BIKANER

(A Constituent College of Bikaner Technical University, Bikaner)

Final Year project report

On

“DESIGN OPTIMIZATION OF DISC BRAKE BY USING

FINITE ELEMENT ANALYSIS”
Submitted in partial fulfillment of the requirement
for the award of
Bachelor of Technology
in
Mechanical Engineering

Submitted by: Supervisors:

Sahil Shakay- 21EEBME012 Dr. O.P. Jakhar
Jatin Dabi -21EEBME007 Dr. Vineet Rana

Department of Mechanical Engineering

Engineering College Bikaner
Bikaner Technical University
May, 2025
i
 ACKNOWLEDGEMENTS
We would like to express my sincere gratitude to our Project Supervisors, Dr. O.P. Jakhar
and Dr. Vineet Kumar, for their invaluable guidance, insightful suggestions, and constant
encouragement throughout the course of this seminar work. Their expertise and support
were instrumental in shaping the direction and focus of this study on “DESIGN
OPTIMIZATION OF DISC BRAKE BY USING FINITE ELEMENT ANALYSIS”.
We extend our sincere thanks to the Principal, Dr. O.P. Jakhar, for his leadership
and for fostering an environment conducive to learning and research within the institution.
We also thank Dr. Ranjeet Singh Rathore, Head of the Department of Mechanical
Engineering, and the faculty members of the department for providing the necessary
academic environment and resources.
We would also like to thank the Mechanical department for providing the
platform and facilities essential for completing this seminar. Finally, we wish to express my
deep appreciation to my family and friends for their unwavering support, patience, and
understanding during this entire process. Their encouragement was a constant source of
motivation.

Sahil Shakay
(21EEBME012)
[Link]. - 4th Year Mechanical
Engineering College Bikaner, Bikaner

Jatin Dabi
(21EEBME007)
[Link]. - 4th Year Mechanical
Engineering College Bikaner, Bikaner

ii
 ABSTRACT
A disc brake system in automobiles performs three important functions: reducing the
speed of the vehicle, maintaining speed while going downhill, and completely stopping
the vehicle. During braking, the disc brake can face problems like stress, structural
deformation, and wear and tear of the pads. This project studies the temperature of the
disc, stress concentration, structural deformation, and the contact pressure between the
disc and pads during a single braking event using ANSYS software.

The analysis focuses on frictional forces, nodal displacement, and buckling under
different pressure conditions. Based on this, the most suitable material for the disc brake
will be identified to ensure better durability and longer life. Preliminary analysis shows
that one material improves braking efficiency and gives more stability. Additionally, a
comparison of different materials will be done to find the best option for better
performance and longer life.

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 CERTIFICATE
Certified that Project work entitled " DESIGN OPTIMIZATION OF DISC BRAKE
BY USING FINITE ELEMENT ANALYSIS " is a Bonafide work carried out in the
eight Semester by Sahil Shakay and Jatin Dabi in partial fulfilment for the award of
Bachelor of Engineering in Mechanical Engineering from Engineering College Bikaner
under Bikaner Technical University, Bikaner during academic year 2024-25.

Dr. O.P. Jakhar

(Supervisor)

Dr. Vineet Kumar Dr. Ranjeet Singh Rathore

(Supervisor) (Head of Department)

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LIST OF ABBREVIATIONS

Km/hr Kilometre per hour

mm Millimetre
Mpa Mega Pascal
N/mm2 Newton per millimetre
W/m.K Watt per meter Kelvin
J/kg Joule per Kilogram
J Joule
N Newton
m/s2 Meter per second
s second
m meter
N-m Newton meter
Rps Revolution per second
r/s Radian per second
°C Degree Celsius
W Watt
Kw Kilo Watt
Kw/m2 Kilo watt per meter

v
 Table of Contents

S. No. Section Title Page

1 Cover Page i
2 Acknowledgements iii
3 Abstract iv
4 Certificate v
5 List of Abbreviations vi
6 Chapter 1: Introduction 1
7 Chapter 2: Literature Review 15
8 Chapter 3: Methodology 18
9 Chapter 4: Design of the Disc Rotor 21
10 Chapter 5: Modelling of Disc Brake 30
11 Chapter 6: Analysis of Disc Rotor on ANSYS Workbench 36
12 Conclusion from ANSYS Analysis 48
13 References 50

List of Figures

Figure
No. Description Page
1.1 Disc Brake 2
1.2 Working of Disc Brake 10
1.8 Slotted, Drilled, Smooth Rotors 12
5.1 SolidWorks Interface 30
5.2 Plane Selection 31
5.3 Model Terminology 31
5.4 Model Creation from Scratch 32
5.5 Front View of Disc Rotor 34
5.6 Dimensions of Vents & Holes 34
4.5 Back View of Disc Rotor 35
4.6 Side View of Vented Disc Rotor 35
6.1–6.17 ANSYS Thermal and Structural Analysis Visuals 39–47

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 List of Tables

Table No. Description Page

2.1 Comparative Table Between Gray Cast Iron & AMMC 15
4.1 Comparison Between Cast Iron, Al-SiC & Carbon Composite 29
6.1 Properties of Cast Iron, Al-SiC & Carbon-Carbon Composite 37
6.2 ANSYS Thermal and Structural Analysis Comparison 47

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 Chapter 1: Introduction

1.1 Introduction to disk brake

A brake system is intended to reduce and stop a vehicle's motion. This is accomplished
by the brake system's numerous components turning the vehicle's motion energy into
heat. The fact that is carried out by use of friction. The force that two things apply to
one another to prevent movement is called friction. Two types of friction—static or
stationary and kinetic or moving— are involved in vehicle control. A material's friction
or resistance to movement is determined by its kind, the smoothness of its rubbing
surfaces, and the pressure holding it together.
One kind of brake that is utilized in the brake system is the disc brake. In the 1890s,
disc-type brake development got underway in England. Although the disc was thin and
the brake pad was triggered by a cable, the Lanchester Motor Company's 1902 brake
design appeared and functioned similarly like a contemporary disc-brake system. It took
another 60 years for alternative car designs to become commercially available or
feasible. Aircraft were the first to successfully use it prior to World War II.
Although the disc cools more easily than a drum brake, disc brakes provide superior
stopping power. Discs are therefore less vulnerable to brake fade, which is brought on
by overheating braking components. Additionally, disc brakes bounce back from
submersion faster. A servo- effect is produced by the majority of drum brake designs
having at least one leading shoe. In contrast, the braking force of a disc brake is always
proportionate to the pressure applied to the brake pad by the braking system through
any brake servo, braking pedal, or lever. This helps the driver avoid an oncoming
lockup and tends to give them a better feel. In addition, drums are vulnerable to bell
mouthing and trap worn lining material inside the assembly, both of which can result in
a variety of braking issues.
In general, the disc is composed of cast iron, but it can also occasionally be made of
composite materials like ceramic matrix composites or reinforced carbon–carbon. This
is attached to either the axle or the wheel. Brake pads, which are installed on the brake
Calliper, act as friction material to slow down the wheel by pressing against the disc's
two sides mechanically, hydraulically, pneumatically, or electromagnetically. The disc
and associated wheel slow down or stop due to friction.

1
Disc brakes are frequently seen on the front wheels of midrange two-wheelers,
including sports bikes and commuting bikes. In addition to being extensively utilized on
the front and rear wheels of luxury cars and SUVs in conjunction with hydraulic or
vacuum brake actuating mechanisms, the disc braking system is found on the front
wheels of the majority of hatchbacks, entry-level sedans, and MUVs.

Figure 1.1 DISC BRAKE

Some of the applications of disc brake are as follows:

1. Better stopping power is required for higher cc performance bikes because
of their increased speed.
2. New cars come with disc brakes on the front or all four wheels.
3. Mountain bikes and bicycles.

1.2 Parts of the disc brake

A disk brake's primary parts are the caliper, caliper support, rotor, and brake pads.

1.2.1 Brake Pads

The vehicle's kinetic energy is transformed into thermal energy by brake pads via
friction. The brake caliper houses two brake pads, each of whose contact surfaces
confronts the rotor. In order to slow and stop the vehicle, the caliper clamps or squeezes
the two brake pads onto the rotating rotor when the brakes are applied hydraulically. A
dismal grey coating is left on the disc when a brake pad transfers tiny amounts of its
friction material onto it as a result of heating up from contact with the rotor. The friction

2
that stops the car

3
is then produced by the brake pad and disk adhering to one another. Each disc rotor in
a disc brake typically has two brake pads.
The caliper attached to the wheel hub or suspension upright holds these in place and
activates them. However, for optimal performance, racing calipers might use up to six
pads with different frictional qualities arranged in a staggered configuration. Disc wear
rates can vary depending on the material's characteristics, the vehicle's weight, and the
pace at which it is driven. To avoid brake fade, the brake pads often need to be changed
on a regular basis. The majority of brake pads have a mechanism to notify the driver
when this is necessary. One popular method is to create a tiny center groove that, when
worn away, signals the end of a pad's useful life. Other techniques include inserting a
thin, soft metal strip into a slot so that the brakes can be heard squealing when
exposed. When the brake pad becomes thin, a soft metal wear tab inserted in the pad
material can cut off an electric circuit and turn on a dashboard warning light.

1.2.2 Rotor
The iron disk rotor has heavily machined areas where the brake pads come into touch
with it. The rotor experiences some wear over time, similar to that of the brake pads,
typically manifested as ridges and groves where the brake pad scrapes against it. The
pads' wear pattern as they place themselves against the rotor is precisely the same
as this one. To give the new pads an even contact area to work with when the pads are
replaced, the rotor must be machined smoothly. A rotor can only have a limited amount
of material cut off of it before it breaks down and needs to be replaced.
Every rotor has a minimum thickness measurement stamped on it, and the brake
specialist will measure the rotor both before and after cutting it to ensure that it stays
over the required minimum. A rotor cannot withstand the high heat that brakes typically
produce if it is trimmed below the minimum. The brakes will deteriorate as a result,
becoming so ineffective that you might not be able to stop.

1.2.3 Support and Caliper

Fixed and floating calipers are the two primary varieties of calipers. These are the most
common arrangements, however there are others. If brake fluid leaks from the calipers,
they need to be rebuilt or replaced.

A. Single Piston Floating Calipers

The most widely used and least expensive to produce and maintain are single piston
floating callipers. To orient itself above the rotor, a floating caliper moves or floats in a
track within its support. The hydraulic fluid pushes in two directions as you apply
braking pressure. The inner pad presses on the rotor as a result of the piston

4
being forced against it. Additionally, it presses the caliper against the opposing side
of the rotor by pushing it in the opposite direction against the outer pad. Certain cars
with two pistons positioned on the same side can also have floating callipers. More
costly vehicles often include two piston floating callipers, which can increase the
sensation of the brakes.

B. Four Piston Fixed Calipers

The support has four piston-fixed callipers that are fixed to it and cannot move.
Rather, the pads are pressed against the rotor by two pistons on each side. Although
four piston calipers are more effective and have a better feel, they are more costly to
manufacture and maintain. Typically, more costly luxury and high-performance
vehicles use this kind of calliper.

1.1.2 Brake fluid

The hydraulic pressure produced by the brake fluid is used to push the piston outward
in the direction of the disc rotor. They are chemically stable, have lubricating qualities,
and a high boiling point to withstand high temperatures.

1.1.3 Fluid reservoir

A reservoir or tank that holds the brake fluid

1.3 Working principle of disk brake

Pascal's Law, also known as the Principle of Transmission of Fluid Pressure, is the basis
for how a disk brake operates. "Pressure exerted anywhere in a confined incompressible
fluid is transmitted equally in all directions throughout the fluid such that the pressure
ratio (initial difference) remains the same," according to Pascal's law, which was
created by French mathematician Blaise Pascal. The law merely states that every point
in a contain experiences an equal rise in pressure when a pressure is applied to any
place in the static fluid.
The push rod that connects the master cylinder piston to the brake lever or pedal pushes
the master cylinder piston when the lever or pedal is depressed. This movement
creates pressure in the reservoir tank by enabling the master cylinder piston to slide and
force the return spring within the master cylinder bore. Currently, a primary seal
permits the reservoir tank's braking fluid to pass over it and enter the brake hosepipes.
The brake fluid won't flow in the other direction thanks to a secondary seal.
The fluid then presses the caliper piston or pistons after entering the cylinder bore of the
caliper assembly by brake hosepipes. At this point, the piston and piston ring move in a
rolling motion. The brake pad is then pushed by the caliper piston. This motion stops
the brake disc/rotor from rotating by causing the brake pads to adhere to the brake disc,
which generates friction. The car is stopped or slowed down in this manner by the disk
braking system.

5
10
The following are the various disc brake types that are used:
1.4.1. Single piston

A single piston that is connected to the brake caliper activates the brake pads in a single
piston design, such those seen in two-wheelers. The brake pads flex and scrape against
the disk when you squeeze the brake lever because the brake oil pulls the piston. The
disc stops rotating as a result of friction between the brake pads and the disc, which
stops the wheel. The brake pads revert to their initial position when the brake lever is
released. This creates a space between them and the disc, allowing it to spin freely once
more.

1.4.2. Twin piston

Aside from the fact that there are two pistons instead of one, the twin piston design
found in automobiles is nearly the same. To apply the brake in this arrangement, the
brake pads are pushed by the dual pistons. The caliper, which keeps the components of
the brake system together, accepts the brake pads. The hydraulic power applied to the
calipers is multiplied by the oil in the brake master cylinder when the driver presses the
brake pedal, which causes the piston to compress. The brake pads then contract and rub
against the disc as a result of the pistons. The wheel stops because of the friction
between the brake pads and the disc, which stops it from rotating.

The brake pads then contract and rub against the disc as a result of the pistons. The
wheel stops because of the friction between the brake pads and the disc, which stops it
from rotating.

1.4.3 Twin Caliper

Twin caliper systems, the third kind, are operated by two calipers and operate on the
same principle as single caliper braking systems. Instead of one calliper, there are two
in this style. Nonetheless, this kind of mechanism is more frequently found in fast
premium vehicles. More efficient braking is offered by this method.

1.4.4 Ventilated Discs

These days, cars have vented discs. Because of the friction between the brake pads and
the disc, applying the brakes causes the vehicle's kinetic energy to be
converted to heat. Air is facilitated by passageways or an air vent in ventilated discs.
As a result, it cools and stops brake fading.

1.5 Disc Rotor Types and Materials Used

They are Classified into three types

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1.5.1 Smooth Rotors
Smooth rotors are identified by their flat, smooth surface. For most cars and trucks on the
road, smooth rotors are original equipment (OE) because of their versatility for many
driving conditions. The main benefit of smooth rotors is that they tend to wear evenly,
helping your brake pads last longer. If you want to keep the smooth rotor but still go for
the upgrade, look for premium metal that absorbs more heat as shown in Figure 1.8.

1.5.2. Drilled or Dimpled Rotors

Drilled rotors are identified by the pattern of holes that have been drilled all the way
through the rotor disc. Dimpled rotors are similar, though instead of holes there are
dimples that have been drilled to the rotor’s minimum thickness level, retaining more
structural integrity than a fully drilled rotor. These rotor types help the brake pads to
better grip the rotor, giving it more initial bite and increasing stopping power as shown in
Figure 1.8.

1.5.3. Slotted Rotors

Slotted rotors are recognized by carved lines found on the rotor. These carved slots help
to cool the rotor during high performance use. They also help to remove dirt and debris
from the disc and brake pad, helping to maintain consistent contact for more efficient
braking. Slotted rotors are perfect for vehicles that see frequent, heavy towing as shown
in Figure 1.8.

Figure 1.3 Slotted, Drilled, Smooth Rotors

1.7.4 Materials used in Brake Rotor

The Following materials are used in the Rotor

(i) Cast Iron

This is the very definition of old school when it comes to a brake rotor. It’s one or two
pieces and gets the job done. In fact, it’s the most common material for brake rotors. The
12
right design (usually two-piece) can even work well in a performance vehicle. However,
it’s also the heaviest option, which affects the overall weight of your car and its handling,
since that weight is right up there with your front wheels.

(ii) Steel
Steel has been the racer’s choice for years, because a steel brake rotor is thinner, weighs
less and handles heat better. The downside: Steel rotors aren’t as durable as some others,
and warped rotors can cause noise and a pulsating pedal when you brake

(iii) Layered Steel

Layering sheets of steel together and laminating them makes them resistant to the
warping you might find in a straight steel brake rotor. It’s a Favorite of racers who don’t
want frequent brake rotor replacement and repair, but manufacturers are 13 currently only
targeting professional racers and production is limited, so it’s not terribly common in
passenger vehicle applications.

(iv) Aluminium
Aluminium brake rotors dissipate heat quickly, but they also melt at a lower temperature
than other options. Aluminium is a Favourite for motorcycles, which weigh less and are
easier on the rotors when braking than a heavy car, truck or SUV.

(v) High Carbon

These are iron, but with a lot of carbon mixed in. They can take a lot of heat and dissipate
it quickly. The metallic content helps the rotor avoid cracking under high stress, and
brake noise and vibration are reduced as well. The only downside is price, which is
significantly higher than straight iron or aluminium.

(vi) Ceramic
What’s your favorite supercar? Ferrari? Porsche? Lamborghini? Odds are it’s packing
ceramic brake rotors. They offer the highest heat capacity (85 percent higher than cast
iron) and superior dissipation, and they maintain a more consistent force and pressure as
the temperature of the rotors rises. Ceramic is the highest-performance.

1.5. The benefits and drawbacks of disc brakes

1.5.1. Disc brakes have the following benefits:

 Compared to drum brakes, disk brakes take less effort (brake torque) to stop the
car.
 For the same brake torque, it produces less heat than a drum brake. Because
the disk brake is outside the wheel rim, maintenance is simple.
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  It cools down more quickly than a drum brake.
 In a drum brake, the brake drum may be cut if worn-out brake shoes are not
replaced on time. There is no such issue with the disk brake.
 In wet conditions, it is less prone to slide than a drum brake.
 In situations where braking is difficult, it is far safer than a drum brake. The rear
wheel may lock up in such a situation due to the drum brake.

1.5.2. drawbacks of disc braking:

 Disc brakes are far more likely to produce noise. Squeals and squeaks are
frequently produced by their design.
 Compared to drum brake systems, rotors warp more easily. Brake pedal
pulsations can be caused by thickness variances as tiny as 0.0003″ (0.0076 mm),
necessitating replacement or resurfacing because the brake pads are pressing on
both sides of the rotor.
 Due to its inability to self-energize, disc brakes demand greater gripping forces,
necessitating the use of a power booster. Additionally, this hinders their
effectiveness as parking brakes.

14
 Chapter 2: Literature

2.1 Literature Review

Several studies have focused on improving the thermal and mechanical performance of
disc brakes by analyzing material properties, geometric designs, and heat transfer
mechanisms. The following are key contributions in this field:

Subhasis Sarkar (2014):

The study aimed to investigate the temperature distribution on the rotor disc using finite
element analysis (FEA) to determine critical temperatures during operation. A static
thermal analysis was performed, evaluating and comparing different materials, such as
Aluminum Matrix Metal Composite (AMMC), asbestos, and Gray Cast Iron (GCI). The
research highlighted that cooling parameters, including convection and radiation,
significantly influence performance. The study also emphasized the need to analyze
temperature distributions for better rotor design and material selection.

Table 2.1 : Comparative Table Between Gray Cast Iron & Aluminum
Composite

Speed Maximum Temperature (K) - Gray Maximum Temperature (K) -

(Km/Hr) Cast Iron AMMC
80 440 432
90 476 464
100 502 488

15
16
Katerina Kravchenko (2019):
Focusing on high-speed transportation, this research analyzed aerodynamic drag caused
by brake disc airflow. The study highlighted that while airflow aids in cooling, it can
increase energy losses. By simulating and testing various ventilated disc configurations,
including radial and tangential vane designs, the authors identified strategies to
minimize drag without compromising cooling efficiency.
Sumeet Satope (2017):
This research explored the thermochemical behavior of different brake disc materials
under extreme conditions. The study examined material efficiency and stability during
high-stress operations. Results indicated that selecting appropriate thermal properties
for disc materials could enhance braking performance and wear resistance.
Juraj Gerlici and Yuliia Fomina (2021):
The authors investigated the aerodynamic drag of various brake disc designs, including
radial, tangential, combined vanes, and solid discs. Using experimental and simulation
methods, the study concluded that combined vane designs optimize cooling and
minimize drag losses.
Pietro Tonolini and Lorenzo Montesano (2021):
The study explored the effects of laser-cladding coatings on gray cast iron brake discs.
Laboratory tests showed that coatings containing WC particles improved wear
resistance compared to conventional materials. The research proposed cost-effective
deposition processes for enhancing brake disc performance without introducing
contaminants.
Case Study: M.H. Pranta et al:
A computer analysis of the structural and thermal behavior of redesigned disk brake
rotors was conducted by M.H. Pranta et al. They used Ansys to examine the stress and
temperature distribution after modifying the ventilated disk brake rotor in their
experiment with curved holes, vents, and slots. SolidWorks was used to model the
brake, while ANSYS was used for simulation. A reference disk brake rotor was used to
assess the structural and thermal properties.

17
18
19
20
  Wear resistance and durability.
 Weight and cost efficiency.
The analysis helped identify the material that offered the best combination of performance
and lifespan, ensuring optimal braking efficiency.

3.5 Validation
The simulation results were validated by comparing them with data from literature and
similar studies. This step ensured the accuracy and reliability of the findings. The
validated results provided a solid foundation for recommending design improvements
and material selection.

3.6 Optimization
Based on the simulation outcomes, the design was refined to improve performance further.
Adjustments were made to the rotor's geometry, such as modifying ventilation patterns
and optimizing thickness, to enhance heat dissipation and reduce weight. Material
selection was also revisited to balance durability, cost, and thermal performance.

3.7 Report and Presentation

The final phase involved documenting the entire process, including design steps, simulation
results, and material comparisons. High-quality visuals, such as SolidWorks
renderings and ANSYS plots, were prepared to illustrate key findings. A detailed
project report and presentation were created to communicate the methodology, results,
and recommendations effectively.

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 CHAPTER 4:

DESIGN OF THE DISC ROTOR

4.1 Calculations of the Disc Rotor for Different Materials

The material that is considered for the disc brake is Aluminum Silicon Carbide

Mass of the vehicle = 1140 kg

Top Speed = 120 km/hr (or) 33.33 m/s

Density (ρ) = 2900 Kg/m3

Coefficient of friction (μ) = 0.51

Specific heat (J/kg K) = 900

Coefficient of thermal expansion (α) = 9.5*10

Poisson’s ratio = 0.262

Convection film coefficient = 0.001W/mm2 °C

Young’s Modulus = 1.06475 N/mm2

1) Kinetic Energy of vehicle:

KE = 12 mv2

= 12 * 1140*33.332

= 633206.7 𝐽

Where KE – Kinetic energy (J)

m – mass of the vehicle (kg)

v – velocity of vehicle (m/s)

2) Stopping Distance:

Maximum Friction force (F) = μ∗𝑚∗𝑔

= 0.51*1140*9.81

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 = 5703.534 N

Hence deceleration of the vehicle 𝑎 = 𝐹𝑚

= 5703.5341140

= 5.0031 m/s2

Time taken to stop the vehicle 𝑡 = 𝑣/𝑎

= 33.33/5.0031

= 6.66 s

Maximum speed of the vehicle = 33.33 m/s

Distance covered by vehicle in 6.66 seconds = 33.33*6.66

= 222.040 m

To calculate total stopping distance by considering reaction time of drivers

Total stopping distance (SD) = (v*reaction time) + 𝑣22∗μ∗𝑔

= (33.33*3.33) + 33.3322∗0.51∗9.81

= 222 m

3) Braking force (BFf):

Tangential Braking force (BFf) = 𝐾𝐸𝑆.𝐷

= 633206.7222

= 2852.28N

Tangential force on each wheel (Ft) = BFf/4

= 2852.284

= 713.07 N

Braking Torque on each wheel (Tw) = Ft*R

= 713.07*0.270

= 192.52 N-m

Effective Rotor Radius (Re) = (𝑅𝑜𝑡𝑜𝑟 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟2) – (𝐶𝑎𝑙𝑖𝑝𝑒𝑟 𝑝𝑖𝑠𝑡𝑜𝑛

𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟2)

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 = (2402) − (442)

= 98 mm

Braking Torque on disc Tb = Tw*𝑅𝑟

= 192.52 * 270110.5

= 470.41 N-m

4) Angular velocity of rotor:

Max speed of the vehicle is 120 km/hr (or) 33.33 𝑚𝑠⁄

Velocity (v) = π*D*N

33.33 = π*0.540*N

N = 33.33𝜋∗0.540 = 19.65 rps

Angular velocity (ω) = 2πN

= 2* π*19.65 = 123.65 r/s

= 123.65 * 180𝜋

= 7073.74 deg/sec

5) Heat Flux:

Heat Generated when applying braking action on disc brake = kinetic energy

Hg = K.E

= 633206.7 J

Hg = md*Cp*Δt

633206.7 = 4.8*790*Δt

Δt = 633206.74.8∗790

= 166.98 °C

≈ 167 °C

Where, md = mass of the disc (kg)

24
 Cp = specific heat (J/Kg. K)

Δt = Temperature difference (°C)

Where, Δt = (tf -ti)

167 = tf -25

tf = 167+25

tf = 192 °C

K.E is entirely converted for 5 sec the power produced will

P = 𝐾.𝐸𝑡 = 633206.75

= 126.64 Kw

Since only 60% of mass of vehicle will be on the front

= (126.64∗0.602)

= 38 Kw

Now Power on each front rotor is P = 38/2

= 19 Kw

Heat Flux = (P/t)

= (195)∗0.0275

= 138.18 Kw/m2

Where, A = 2* contact area of piston caliper

= 2* 𝜋4∗[(𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑟𝑜𝑡𝑜𝑟)2−(𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓
𝑟𝑜𝑡𝑜𝑟−𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑝𝑖𝑠𝑡𝑜𝑛)2]

= 2∗𝜋4∗[(0.211)2−(0.211−0.044)2

= 0.0275 m2

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Material: Cast Iron
Density (ρ) = 7200 kg/m³
Coefficient of friction (μ) = 0.35
Specific heat (Cp) = 460 J/kg K
Young’s Modulus = 110000 N/mm²

1) Kinetic Energy (KE):

KE = ½ * m * v²
= ½ * 1140 * (33.33)²
= 633206.7 J

2) Stopping Distance:
Max friction force, F = μ * m * g
= 0.35 * 1140 * 9.81
= 3914.19 N
Deceleration, a = F / m
= 3914.19 / 1140
= 3.43 m/s²
Time to stop, t = v / a
= 33.33 / 3.43
= 9.71 s
Distance covered in stopping time = v * t
= 33.33 * 9.71
= 323.44 m
Total stopping distance including reaction time:
SD = (v * reaction time) + v² / (2 * μ * g)
= (33.33 * 3.33) + (33.33)² / (2 * 0.35 * 9.81)
= 111 + 158.4 = 269.4 m
3) Braking Force (BFf):
BFf = KE / Stopping Distance
= 633206.7 / 269.4
= 2350.14 N
Force per wheel, Ft = BFf / 4

26
 = 2350.14 / 4 = 587.54 N
Braking torque per wheel, Tw = Ft * R
= Ft * 0.270
= 587.54 * 0.270 = 158.64 N-m
Effective rotor radius, Re = (Rotor Diameter² - Caliper Piston Diameter²)
= (0.240²) - (0.044²) = 0.0576 - 0.0019 = 0.0557 m
Braking torque on disc, Tb = Tw * Re
= 158.64 * 0.0557 = 8.83 N-m
4) Angular Velocity (ω):
v=π*D*N
33.33 = π * 0.540 * N
N = 33.33 / (π * 0.540) = 19.65 rps
ω = 2 * π * N = 2 * π * 19.65 = 123.45 rad/s
ω (deg/s) = 123.45 * 180 / π = 7073.74 deg/s
5) Heat Flux:
Heat generated = KE = 633206.7 J
Hg = md * Cp * Δt
633206.7 = 4.8 * 460 * Δt
Δt = 633206.7 / (4.8 * 460) = 286.78 °C
Final temperature: tf = Δt + ti = 286.78 + 25 = 311.78 °C
Power produced:
P = KE / t = 633206.7 / 5 = 126.64 kW
60% mass on front = 126.64 * 0.6 = 75.98 kW
Power on each front rotor = 75.98 / 2 = 37.99 kW
Contact area, A = 2 * π/4 * [(diameter rotor)² - (diameter rotor - diameter piston)²]
= 2 * π / 4 * [(0.211)² - (0.211 - 0.044)²] = 0.0275 m²
Heat flux = P / A = 37.99 / 0.0275 = 1381.45 kW/m²

Material: Carbon-Carbon Composite

Density (ρ) = 1600 kg/m³
Coefficient of friction (μ) = 0.45
Specific heat (Cp) = 710 J/kg K
Young’s Modulus = N/mm²

27
1) Kinetic Energy (KE):
KE = ½ * m * v²
= ½ * 1140 * (33.33)²
= 633206.7 J

2) Stopping Distance:
Max friction force, F = μ * m * g
= 0.45 * 1140 * 9.81
= 5032.53 N
Deceleration, a = F / m
= 5032.53 / 1140
= 4.41 m/s²
Time to stop, t = v / a
= 33.33 / 4.41
= 7.55 s
Distance covered = v * t
= 33.33 * 7.55
= 251.71 m
Total stopping distance including reaction time:
SD = (33.33 * 3.33) + (33.33)² / (2 * 0.45 * 9.81)
= 111 + 125.7
= 236.7 m
3) Braking Force (BFf):
BFf = KE / SD
= 633206.7 / 236.7
= 2675.76 N
Force per wheel, Ft = BFf / 4
= 2675.76 / 4 = 668.94 N
Braking torque per wheel, Tw = Ft * R
= Ft * 0.270
= 668.94 * 0.270 = 180.61 N-m
Effective rotor radius, Re = (Rotor Diameter² - Caliper Piston Diameter²)
= (0.240²) - (0.044²) = 0.0576 - 0.0019 = 0.0557 m
Braking torque on disc, Tb = Tw * Re

28
 = 180.61 * 0.0557 = 10.06 N-m
4) Angular Velocity (ω):
v=π*D*N
33.33 = π * 0.540 * N
N = 33.33 / (π * 0.540) = 19.65 rps
ω = 2 * π * N = 2 * π * 19.65 = 123.45 rad/s
ω (deg/s) = 123.45 * 180 / π = 7073.74 deg/s
5) Heat Flux:
Heat generated = KE = 633206.7 J
Hg = md * Cp * Δt
633206.7 = 4.8 * 710 * Δt
Δt = 633206.7 / (4.8 * 710) = 185.80 °C
Final temperature: tf = Δt + ti = 185.80 + 25 = 210.8 °C
Power produced:
P = KE / t = 633206.7 / 5 = 126.64 kW
60% mass on front = 126.64 * 0.6 = 75.98 kW
Power on each front rotor = 75.98 / 2 = 37.99 kW
Contact area, A = 2 * π/4 * [(diameter rotor)² - (diameter rotor - diameter piston)²]
= 2 * π / 4 * [(0.211)² - (0.211 - 0.044)²] = 0.0275 m²
Heat flux = P / A = 37.99 / 0.0275 = 1381.45 kW/m²

29
Table 4.1 Comparison Between Cast Iron, Aluminum Silicon Carbide & Carbon-
Carbon Composite.
Aluminum Carbon-
S. Grey Cast Silicon Carbon
Property
No. Iron Carbide (Al- Composite
SiC) (C-C)
1 Mass of the Vehicle (kg) 1140 1140 1140
2 Top Speed (km/hr) 120 120 120
3 Wheel Diameter (mm) 540 540 540
4 Rim Diameter (mm) 304.8 304.8 304.8
5 Wheel Base (mm) 2360 2360 2360
6 Coefficient of Friction (µ) 0.7 0.51 0.45
7 Yield Tensile Strength (MPa) 142 162 150
1×10⁵
8 Young’s Modulus (N/mm²) (100,000) 1,06,475 70,000
9 Thermal Conductivity (W/m·K) 54 120 20–30
10 Poisson’s Ratio 0.28 0.262 0.2
11 Specific Heat (J/kg·K) 586 790 710
Coefficient of Thermal
12 Expansion (α) (/°C) 8.1×10⁻⁶ 1.47×10⁻⁵ ~1.2×10⁻⁶
13 Kinetic Energy (J) 6,33,206.70 6,33,206.70 6,33,206.70
14 Maximum Frictional Force (N) 7,828.40 5,703.53 5,037.75
15 Deceleration of Vehicle (m/s²) 6.9 5.003 4.41
16 Time Taken to Stop (s) 5 6.66 7.93
17 Total Stopping Distance (m) 166.65 222.04 285.53
18 Tangential Braking Force (N) 3,837.61 2,852.28 2,517.33
Tangential Force on Each Wheel
19 (N) 959.4 713.07 629.33
Braking Torque on Each Wheel
20 (N·m) 259.03 192.52 169.34
21 Effective Rotor Radius (mm) 98 98 98
22 Braking Torque on Disc (N·m) 633 470.41 413.08
23 Clamping Force (N) 7,610 5,211.14 4,607.57
24 Velocity (V = πDN) (rps) 19.65 19.65 19.65
25 Angular Velocity (ω) (rad/s) 123.65 123.65 123.65
26 Heat Generated (J) 6,33,206.70 6,33,203.70 6,33,206.70
27 Temperature Rise (Δt) (°C) 225.11 192 ~180
28 Final Temperature (tf) (°C) 250.11 192 ~175–180
29 Power Dissipated (W) 126.64 95.08 79.8
30 Power at Each Front Rotor (kW) 19 14.26 11.96
31 Heat Flux (kW/m²) 138.18 138.18 Assumed same

Chapter: 5

30
 Modelling of Disk Brake

5.1 Introduction to Solidwork:

SOLIDWORKS is design automation software. In Solid Works, you sketch ideas and
experiment with different designs to create 3D models. Solid Works is used by students,
designers, engineers, and other professionals to produce simple and complex parts,
assemblies, and drawings.
SOLIDWORKS works the way engineers design and think and that is why it has become
successful so quickly. Engineers and drafters say that it is easy to learn and gives them a
model that they have complete confidence in manufacturing and know that it will work,
just by using the tools provided with this one piece of software. Solid works is
powerful.

Figure 5.1 Solid works interface

• At the top left corner, select PART from the dialog box shown and select OK. The
first part of the drawing can be made. Basically, solid works model is made up of
PART, ASSEMBLY and DRAWING modules.
• A plane has to be selected to start the sketch. According to the requirement of the
drawing, select the plane (as shown in the figure 3.2) in which the part must be drawn.
• The required sketch of the part is drawn. The dimensions are given using smart
dimensions tab.
• After constructing all the parts of the component, assemble the parts to obtain the
component. Further obtain the drawing of the component.

31
 Figure 5.2 Plane selection

5.2 Terminology:
These terms appear throughout the Solid Works software and documentation as shown in the
figure 4.3.

Figure 5.3 Model terminology

• Origin: Appears as two blue arrows and represents the (0, 0, 0) coordinate of the
model. When a sketch is active, a sketch origin appears in red and represents the (0, 0,
0) coordinate of the sketch. You can add dimensions and relations to a model origin,
but not to a sketch origin

• Plane: Flat construction geometry. You can use planes for adding a 2D sketch, section
view of a model, or a neutral plane in a draft feature, for example. 20
• Axis: Straight line used to create model geometry, features, or patterns. You can

32
create an axis in different ways, including intersecting two planes. The Solid Works
application
• Face: Boundaries that help define the shape of a model or a surface. A face is a
Selectable area (planar or non-planar) of a model or surface. For example, a rectangular
solid has six faces.
• Edge: Location where two or more faces intersect and are joined together. You
can select edges for sketching and dimensioning, for example.
• Vertex: Point at which two or more lines or edges intersect. You can select vertices
sketching and dimensioning,

5.3 Modelling of Disc brake rotor:

Modelling of the rotor is done with the standard dimensions that are measured with the
help of vernier calipers. These dimensions help to know the how much heat is generated
by the rotor. The modelling of the Disc Rotor is done with the help of SOLIDWORKS
(2024) software with standard dimension we can able to model the 3D diagram of the
Disc Rotor.

Figure 5.4: Model creation from scratch.

Modelling of the Disc Rotor is done within the properties of Mechanical,
Physical, Chemical, Thermal. The Disc Rotor Produces 50-60 % of the thermal
conductivity of the Disc Brake System. They Should be having low density.
Moreover, these advanced materials have the potential to perform better under
severe service conditions like higher speed, higher load etc. which are increasingly
being encountered in modern automobiles.

5.3.1 Dimensions of the Disc Rotor

33
1. Outer (Towards wheel hub)
o Diameter of Rotor Disc = 300 mm
o Thickness of Rotor = 22 mm
o Thickness of wheel hub = 21 mm
o Rotor Disc Original Height = 40 mm
o Centre hole (Bore Diameter) = 70 mm
o Diameter of Wheel hub = 155 mm
o No of bolt holes = 5 holes of 12.5 mm
o No of holes for ventilation = 5 holes of 4.5 mm.

Figure 5.5: Dimensions of Rotor (Front View)

2. Dimensions of The Vents

• Thickness of Rotor Disc = 22 mm
• Thickness of the Rotor-1 = 6 mm
• Thickness of the Rotor-2 = 6 mm
• Distance between Rotor Disc-1 and Rotor disc-2 = 10 mm

34
 Figure 5.6: Dimensions of Vents & holes.

5.3.2 CAD Model of the Disc Rotor

The Model of the Disc rotor is done with the help of the SOLIDWORKS (2024 R2)
software with the dimensions that are measured on in dimensions.

Figure 4.5: Front View of Disc Rotor

35
 Figure 4.5: Back View of Disc Rotor

Since brake disc or rotor is a crucial component from safety point of view, materials used
for brake systems should have stable and reliable frictional and wear. Nowadays Disc
Rotors are Being drilled to increase the cooling purpose and to provide more air to brake
and also reduce the wear and tear between brake pad and rotor.

Figure 4.6: Side view of Vented Disc Rotor

Since the brake disc is made of material that undergoes friction during braking, a
significant amount of heat is generated. To manage this heat effectively, the disc has been
designed with ventilation slots or vents between its surfaces, allowing for better air
circulation and improved cooling performance. With the design phase now completed,
the analysis phase of the brake disc begins. Several simulation tasks will be carried out
using ANSYS, including thermal analysis to evaluate heat distribution and static
structural analysis to assess the stress and deformation under braking loads.

36
 Chapter: 6
Analysis of Disc Rotor on ANSYS Workbench
In the current industrial scenario, there are many methods and material upgradation
underway of disk-brake progressing for the enrichment of capacity span of the brake
execution and analysis of the Disc Brake. The Analysis of the Disc Rotor is done using
the ANSYS Workbench (2024 R2) software.
6.1. Material selection in ANSYS Workbench.
ANSYS Workbench provides a robust material library that includes a wide range of
predefined engineering materials such as structural steels, cast iron, plastics, and some
standard composites. This library simplifies the process of assigning material
properties for simulation. However, for more specialized or advanced materials not
included by default, users have the flexibility to define custom materials by manually
entering their mechanical and thermal properties in the Engineering Data section.
For this project, three materials have been selected to perform a comparative analysis
based on their structural performance and thermal behavior:
1. Cast Iron (Traditional Material)
Cast iron is a conventional engineering material widely used in industrial
applications due to its good castability, wear resistance, and vibration damping
properties. Since it is available in ANSYS’s predefined material library, it can be
directly used without any additional data input.
2. Aluminum Silicon Carbide (Al-SiC) Metal Matrix Composite
Al-SiC is a lightweight metal matrix composite known for its superior mechanical
strength, improved wear resistance, and high thermal conductivity. It is typically
used in aerospace and automotive applications where weight reduction and high
performance are critical. As it is not available in the default ANSYS material
database, its physical and mechanical properties—such as:
o Young’s Modulus
o Poisson’s Ratio
o Density
o Ultimate Tensile Strength
o Thermal Conductivity must be sourced from reliable technical literature or
material handbooks and then manually added to the ANSYS Engineering
Data section.
3. Carbon-Carbon Composite – Advanced Composite Material
Carbon-Carbon composites are known for their extremely high thermal resistance,
low thermal expansion, and excellent mechanical properties at elevated
temperatures. These materials are commonly used in high-performance

37
 applications such as aerospace, braking systems, and thermal shielding. Like Al-
SiC, Carbon-Carbon composites are not available in the default material library
and require manual entry of key properties, including:
o Elastic Modulus in fiber and matrix directions
o Poisson’s Ratios
o Density
o Shear Modulus
o Thermal Conductivity (anisotropic)
o Coefficient of Thermal Expansion

Table no. 6.1: Properties of the cast iron, Al-SiC & Carbon-Carbon Composite

Aluminu Carbon-
Cast
Property Unit m Silicon Carbon
Iron
Carbide Composite
Density kg/m³ 7200 2900 1600
Young's Modulus N/mm² 1,10,000 1,065.00 32,500

Poisson’s Ratio - 0.27 0.262 0.3

Specific Heat Capacity J/kg·K 460 900 710

Thermal Conductivity W/m·K 54 120 5

Coefficient of Thermal 1.1 ×

1/°C 9.5 × 10⁻⁶ 8 × 10⁻⁶
Expansion (CTE) 10⁻⁵

Convection Film
W/mm²·°C 0.001 0.001 0.001
Coefficient

By defining these custom materials within ANSYS, a comparative analysis can be

conducted to evaluate their behavior under similar loading and boundary conditions.
This helps in understanding material suitability for various engineering applications,
highlighting trade-offs between weight, strength, and thermal performance.

The process of material property definition plays a crucial role in ensuring simulation
accuracy and reliability. Therefore, data must be carefully collected and validated
before being input into the software.

38
 6.2 Meshing
Meshing is one of the most crucial steps in the analysis of the disc brake. It involves
discretizing the geometry into smaller elements over which governing equations are
approximated. These partitions convert the model into a finite number of elements for
simulation. Zone boundaries can either be left free to optimize mesh shape or fixed to
represent actual internal or external features. For 3D models used in Finite Element
Analysis (FEA), mesh elements typically include tetrahedra, pyramids, prisms, or
hexahedra.
The mesh generation process generally includes three key steps:
1. Defining element attributes
2. Setting mesh controls
3. Generating the mesh

Figure 6.1: Mesh Model

From the figure, we observe that the majority of mesh elements are tetrahedral—three-
noded triangular elements. Similar meshing is applied to other models for consistency.
After assigning all necessary attributes, the simulation is performed by selecting the
required outputs and clicking the "Solve" option in ANSYS Workbench.

39
6.3 Thermal Analysis
A steady-state thermal analysis was conducted for both Grey Cast Iron and Aluminum
Silicon Carbide (AlSiC) and Carbon Carbon Carbon composite materials. This analysis
helps determine the heat flux and temperature distribution within the rotor.
The temperature in the rotors arises due to friction generated between the brake pads and
the disc during braking. Heat flux refers to the rate of heat energy transfer per unit area
over time. Higher heat flux values indicate greater heat transfer. In this thermal analysis,
we examined the temperature distribution, heat flux, and directional heat flux throughout
the rotor.
6.3.1 Thermal Analysis of Cast Iron
For the analysis of the grey cast iron, we have done the Steady state thermal analysis of
the disc rotor. In this analysis we have done the temperature distribution, heat flux
and directional heat flux.

Figure 6.2 Temperature Distribution for Grey Cast Iron

Figure 6.3 Total Heat Flux for Grey Cast Iron

40
 Figure 6.3 Directional Heat Flux (X-axis) for Grey Cast Iron

6.3.2 Thermal Analysis of the Aluminum Silicon Carbide (AlSiC)

For the analysis of the Aluminum Silicon Carbide, we have done the Steady state
thermal analysis of the disc rotor. In this analysis we have done the temperature
distribution, heat flux and directional heat flux.

Figure 6.4 Temperature Distribution for Aluminum Silicon Carbide

41
 Figure 6.5 Total Heat Flux for Aluminum Silicon Carbide

Figure 6.6 Directional Heat Flux (X-axis) for Aluminum Silicon Carbide

6.3.3 Thermal Analysis of the Carbon Carbon Composite Material

For the analysis of the Carbon Carbon Composite Material, we have done the Steady
state thermal analysis of the disc rotor. In this analysis we have done the temperature
distribution, heat flux and directional heat flux.

42
 Figure 6.7 Temperature Distribution for Carbon Carbon Composite Material

Figure 6.8 Total Heat Flux for Carbon Carbon Composite Material

Figure 6.9 Directional Heat Flux (X-axis) for Carbon Carbon Composite Material

43
6.4 Structural Analysis
To simulate the structural effects of pressure and temperature on the disc rotor, a
geometry extrusion equal to the rotor's thickness was created and sliced to isolate the
load-affected surface. A Static Structural Analysis was conducted to evaluate the rotor's
mechanical response under applied boundary conditions.
The analysis involved the examination of:
 Total Deformation
 Equivalent (von-Mises) Stress
 Equivalent Strain
This evaluation helps determine the structural behavior and integrity of the disc rotor
under braking conditions.
6.4.1 Structural Analysis of Grey Cast Iron
For Grey Cast Iron, a static structural simulation was performed on the disc rotor.

Figure 6.10 Total Deformation for Grey Cast Iron

Figure 6.11 Equivalent Stress (Von-mises) for Grey Cast Iron

44
 Figure 6.12 Equivalent Strain (Von-mises) for Grey Cast Iron

6.4.2 Structural Analysis of Aluminum Silicon Carbide

For Aluminum Silicon Carbide, a static structural simulation was performed on the disc
rotor.

Figure 6.13 Total Deformation for Aluminium Silicon Carbide

45
 figure 6.14 Equivalent Stress (Von-mises) for Aluminium Silicon Carbide

Figure 6.15 Equivalent Strain (Von-mises) for Aluminum Silicon Carbide

6.4.3 Structural Analysis of Carbon-Carbon Composite

For Aluminum Silicon Carbide, a static structural simulation was performed on the disc
rotor.

46
 Figure 6.15 Total Deformation for Carbon-Carbon Composite

figure 6.16 Equivalent Stress (Von-mises) for Carbon-Carbon Composite

Figure 6.17 Equivalent Strain (Von-mises) for Carbon-Carbon Composite

47
This analysis provides critical insights into the deformation and stress distribution within
the rotor made from Grey Cast Iron, Aluminum Silicon Carbide and Carbon-Carbon
Composite, enabling comparison with the other two materials in terms of structural
behavior under identical loading and thermal conditions.

Table 6.1: ANSYS Structural and Thermal Analysis Comparison

Aluminum Carbon-
S. Grey Cast
Property Silicon Carbon Observation
No. Iron
Carbide Composite
Lowest in Carbon-Carbon
Temperature
1 250.01 °C 192 °C 180.05 °C Composite; better thermal
Distribution
resistance

1.1514 × 10⁵ 33,810 Lowest in Composite;

2 Total Heat Flux 85,750 W/m²
W/m² W/m² improved heat dissipation

Directional Heat 19,698 Composite shows minimum

3 66,660 W/m² 49,618 W/m²
Flux (X-axis) W/m² directional heat transfer

Total 0.00029863 0.00018413 Least deformation in

4 0.00039422 m
Deformation m m Composite; structurally stiffer
Maximum stress in Cast Iron;
Equivalent 5.8422 × 10⁸ 4.094 × 10⁶ 4.1266 ×
5 minimum in Aluminum Silicon
Stress Pa Pa 10⁷ Pa
Carbide

Equivalent 0.0054411 0.0039337 0.0013023 Strain reduces significantly in

6
Strain m/m m/m m/m Composite; better stiffness

48
 Conclusion from ANSYS Analysis
Based on the comprehensive thermal and structural analysis performed using ANSYS, it
is evident that the material selection significantly influences the braking performance,
thermal resistance, and structural integrity of the disc rotor. Each of the three evaluated
materials—Grey Cast Iron, Aluminum Silicon Carbide, and Carbon-Carbon Composite—
has distinct characteristics, and their performance varies under simulated loading
conditions.
1. Thermal Performance:
 Carbon-Carbon Composite exhibits the lowest temperature distribution (180.05 °C)
among the materials, indicating superior thermal stability. Its ability to manage and
dissipate heat effectively is further supported by the lowest total heat flux (33,810
W/m²) and directional heat flux (19,698 W/m²). This means the material resists
thermal build-up during high-speed braking, minimizing thermal fatigue and
cracking risk.
 Aluminum Silicon Carbide performs better than Grey Cast Iron with a temperature
distribution of 192 °C, due to its higher thermal conductivity, but it still generates
more heat than Carbon-Carbon Composite.
 Grey Cast Iron, commonly used in traditional braking systems, shows the highest
thermal values, with temperature peaking at 250.01 °C and total heat flux at 1.1514
× 10⁵ W/m², indicating poor thermal dissipation that may lead to brake fade during
prolonged usage.
2. Structural Performance:
 The total deformation is lowest in Carbon-Carbon Composite (0.00018413 m),
showcasing its high stiffness and structural integrity under braking forces. This is
critical in maintaining the precision and reliability of the braking system under high
loads.
 Equivalent stress is significantly reduced in Aluminum Silicon Carbide (4.094 ×
10⁶ Pa) compared to Grey Cast Iron (5.8422 × 10⁸ Pa), indicating better mechanical
performance under the same clamping force. However, Carbon-Carbon Composite
balances this well with a moderate stress value (4.1266 × 10⁷ Pa) while still offering
improved thermal properties.
 The equivalent strain also supports these observations, where Carbon-Carbon
Composite records the lowest strain value (0.0013023 m/m), meaning it undergoes
the least deformation relative to its dimensions under loading—ideal for long-term
durability.

3. Overall Assessment:
 Carbon-Carbon Composite clearly outperforms both Grey Cast Iron and
Aluminum Silicon Carbide across all measured parameters. It offers a balanced
combination of low temperature build-up, excellent thermal conductivity, minimal
deformation, and reduced mechanical stress/strain. These characteristics make it the
most suitable choice for high-performance braking systems, especially in sports
cars, aircraft, and racing applications.
 Aluminum Silicon Carbide can be considered a viable mid-range alternative, with
better thermal and mechanical characteristics than Grey Cast Iron, but it does not
match the high-performance standards of Carbon-Carbon Composite.

49
 Grey Cast Iron, while traditionally used due to its cost-effectiveness and
machinability, is outperformed in almost every critical metric and is less suitable
for modern applications that demand high thermal and mechanical endurance.

50
 References

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01-2773.
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