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Analysis of redesigned brake shoe
Materials Today: Proceedings xxx (xxxx) xxx
Contents lists available at ScienceDirect
Materials Today: Proceedings journal homepage: www.elsevier.com/locate/matpr
Analysis of redesigned brake shoe G. Gopinath, P. Murali Department of Mechanical Engineering, Adhi College of Engineering & Technology, Kanchipuram, Tamil Nadu
a r t i c l e
i n f o
Article history: Received 20 May 2019 Accepted 6 August 2019 Available online xxxx Keywords: Brake shoe Structural analysis Thermal analysis Anti-skidding Road safety
a b s t r a c t In a general braking system 6-wheeler vehicle two brake shoes are used in each wheel. The pressure applied is equal on both sides and friction force is high. Hence the loss of brake shoe life is also decreased. Whenever a sudden brake is applied, skidding problem occurs. As a result heat and stress distribution is also found to be uneven. The strength of the brake shoe material is increased so as to have an increased stress and displacement. Heat and stress distribution are always uniform. It gives a safety drive to the driver and passenger. Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
1. Introduction A brake is a device by means of which artificial frictional resistance is applied to moving machine member, in order to stop the motion. In the process of performing this function, the brakes absorb either kinetic energy or the potential energy of the moving member. The energy absorbed by brakes is dissipated in the form of heat. This heat is dissipated in the surrounding atmosphere to stop the vehicle. When heavy trucks are involved in crashes with light vehicles, it is the occupants of the light vehicle who are most often killed or seriously injured. Reducing the stopping distance of heavy vehicles should result in a decrease of both crashes and their severity. This study set up a redesign of brake which demonstrated that drivers of heavy trucks use more effective brakes to either avoid a collision or to collide with a significantly lower speed than they would with standard brakes. Proper functioning of the brake system of a commercial vehicle is critical not only from the safety viewpoint of the vehicle itself, but also for other vehicles and passengers in traffic. Any accident involving a commercial vehicle results not only in economic loss of the goods transported but also loss of life [1]. Data Collected by the National Highway Traffic Safety Administration (NHTSA) shows that, typical brake related defects include oversize drums, worn out brake linings, under engagement, out-of-adjustment push rod strokes and leaks in the system. Statistics indicate that truck tractors pulling semi-trailers accounted for 63% of the trucks
involved in fatal crashes and about 47% of the trucks involved in non fatal crashes. About 25% of the crashes involving trucks are due to brake deficiency and brake deficiency accounted for 39% of the total one-vehicle crashes. Data from the Fatal Accident Reporting System (FARS), collected by NHTSA, from 1982 to 1990 show that of the 50,000 fatal accidents involving heavy trucks during that period, only 8400 (17 percent) of the fatalities were heavy truck occupants. The overwhelming majority (69 percent) of fatal injuries were caused to automobile or light truck occupants. Further studies have estimated that 40 percent of all trucks will be involved in a brake related crash during the lifetime of the truck and that in 33 percent of all truck accidents, a brake system problem is a contributing factor. These statistics underscore the importance to the general public of improved commercial vehicle safety. Commercial vehicles utilize compressed air as a medium for transferring energy transfer during braking. A passenger car uses a hydraulic braking system, where a brake fluid is employed to transmit the muscular force of the driver. A truck may haul anywhere between 20 and 30 times the weight of a passenger car. To generate braking forces required to stop a truck, a hydraulic brake system will not be commercially viable. Air brake systems are used in heavy commercial vehicles like buses, straight trucks and combination vehicles such as tractor-railers. More than 85% of the commercial vehicles in the US are equipped with S-cam drum brakes.
https://doi.org/10.1016/j.matpr.2019.08.105 2214-7853/Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
2
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
Fig. 1. Structured analysis for existing brake shoe (deformation, strain, stress & thermal).
The air brake system used in commercial vehicles is made up of two subsystems – the pneumatic subsystem and the mechanical subsystem. The pneumatic subsystem includes the compressor, the storage reservoirs, the brake lines, the treadle valve and terminates at the brake chamber. The mechanical subsystem starts from the brake chamber and includes the push rod, the slack adjuster, the S-cam and the brake pads. Thus, it can be seen that developing a model for the air brake system is a complicated process due to the large number of components involved [2]. 2. Problem identification The engagement brake shoe with the drum is achieved by actuating the S-Cam. When the S- Cam is actuated, only 60% of the brake shoe is engaged with the brake drum, remaining part will be ideal. The portion near the S- Cam is engaged effectively with the brake drum and the portion near the Pivot will remain ideal. This type of engagement results in uneven Stress, Strain, Deformation, and heat dissipation. Therefore the uniform wear of brake shoe cannot be achieved. Also the uneven heat generated in the brake shoe increases the wear of Brake lining. The uneven stress developed in the brake drum causes the misalign of braking system, this leads to skidding problem. Also the uneven heat generated due to braking affects the brake drum. This reduces the life of the brake drum. The Commercially used Brake shoe is made by Steel C60. The Strength of the brake shoe used commercially is apparently less; the strength can be increased in reducing the Stress, Strain, and deformation. The mechanical factors such as stress, strain & deformation changes the elastic nature of the material into plastic phase. 3. Optimization of braking system The uneven wear and improper engagement of brake shoe is rectified by splitting the brake shoe into equal half’s, the two brake
shoes in each brake drum is converted into four numbers. Normally one S- Cam and two rollers are used for actuating two brake shoes. In this redesigned model, another S-cam and four rollers are used to actuate to four brake shoes. The four brake shoes are pivoted in the circular brake disc to provide a link to make a contact. The additional S- Cam is connected with the existing S-Cam through simple link or Gears. So that by operating one S-Cam another additional S-Cam is also actuated. The brake shoe is made engaged with brake drum by actuating the S- Cam. In this redesigned model, 90% engagement of brake shoe with drum can be achieved. Also the Stress, Strain, Deformation and heat generated will be equally dissipated [3]. Therefore by the redesigned model, Life of brake shoe, Uniform wear of brake lining, misalign due to uneven stress in the brake drum, and skidding distance can also be reduced. When 90% of Brake shoe is engaged with the brake drum, the effectiveness of brake system can be increased. Therefore, the stopping distance can be reduced. The stopping is defined as the distance covered by the vehicle when the brake pedal is applied and the vehicle stops. When the stopping distance is reduced the collusion of the vehicle can be reduced and the safety to driver and property can be increased. The strength of the brake is increased by replacing the commercially used brake lining material Steel C60 into other material Like Steel C15 or Steel C35. By replacing the brake shoe material the mechanical properties such as stress, strain, deformation and heat dissipation can also be varied. The mechanical property of alternative material used in tabulated below. 4. Methodology The air brakes are most commonly used heavy vehicle weight rating over 19,000 lb. Most single truck with a gross vehicle weight rating over 31,000 lb. Due simpler construction, easy maintenance, and effective braking more than 85% of the commercial vehicles
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
3
Fig. 2. Coupled field analysis for existing brake shoe (deformation, strain, stress).
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
4
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
Fig. 3. Structured analysis for re-designed brake shoe (deformation, strain, stress & thermal).
operating in the United States use S-cam drum foundation brakes in their air brake system. The brake lining in the brake shoe is used for two main purposes, first to prevent the heat developed during the engagement in to the brake shoe. Secondly the brake lining material provides friction.
5. Finite element analysis The Finite Element Method (FEM) is a numerical technique to obtain approximate solutions to a wide variety of engineering problems where the variables are related by means of algebraic, differential and integral equations. Finite element packages are capable of solving the most sophisticated problems, such as structural analysis, steady state and dynamic temperature distributions, fluid flow and manufacturing processes such as injection molding and metal forming. FEA consists of a computer model of a material
or design that is loaded and analyzed for specific results. It is used in new product design, and existing product design, and existing product refinement [4]. 6. Results The three dimensional finite element models for the Existing brake shoe and redesigned brake have been developed and the stresses, strain, deformation developed are calculated accurately by the finite element analysis. The thermal and structural analysis, the results are estimated separately from the ANSYS software. The Results obtained by Ansys are. 1. Deformation, stress and strain for existing brake shoe. 2. Coupled field analysis of deformation, strain and stress for existing brake shoe.
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
5
Fig. 4. Coupled field analysis for existing brake shoe (deformation, strain, stress).
3. Deformation, strain and stress for redesigned brake shoe. 4. Coupled field analysis of deformation, stress and strain for redesigned brake shoe. Also, the above said results obtained individually for the materials such as Steel C15, Steel C35 and Steel C60 to choose the optimum material. During the engagement of brake with the drum along with the structural deformation, thermal load is also generated inside the brake drum. The thermal load also has an impact on the structural deformation of the braking system. Therefore the heat generated as a result of braking is calculated both theoretically and analysis by ansys [5,6] (see Fig. 1). Therefore the heat flux generated on the time of applying the brake can be analyses by coupled field analysis. The heat generated by friction also increases the wear rate of the brake lining. Also the
stress, strain and deformation is also increased by increase in temperature, for the Exact analysis the structural and thermal analysis has to be carried out to achieve optimum result (See Fig. 2). Based on the methods explained in the optimization of braking system, the Existing brake shoe is redesigned using PRO/E wildfire 3. The Redesigned Solid model in PRO/E is saved in IGES Format. The IGES format file is imported in Ansys 10 for the structural Analysis. By analyzing using Ansys the mechanical properties such as Stress, Strain and deformation in the Redesigned model can be arrived. Also the Mechanical Properties are also arrived to the material such as Steel C15, Steel C35, and Steel C60, which help us to find out the optimum result [7,8] (see Fig. 3). The Coupled field analysis is carried out for the different material said in table in this analysis both the Structural and thermal force acts simultaneously on the brake shoe. Therefore the change
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
6
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
Table 1 Structural analysis of brake shoe. Deformation
Strain
Stress
Existing
Steel C15 Steel C35 Steel C60
0.012429 0.013108 0.013879
0.000513 0.000539 0.000570
116.011 116.339 116.339
Redesigned
Steel C15 Steel C35 Steel C60
0.0050199 0.0053619 0.0056773
0.000362 0.000380 0.000403
80.964 81.064 81.551
Redesigned
Steel C60
Exisng
Deformaon
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
0.002
0.004
0.006
0.008
0.01
0.012
0.014
0.016
Redesigned
Steel C60
Exisng
Strain
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0.000000
0.000100
0.000200
0.000300
0.000400
0.000500
0.000600
Redesigned
Steel C60
Exisng
Stress
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
20
40
60
80
100
in mechanical property can analyze under the influence of thermal energy [9,10] (see Fig. 4). 7. Conclusion The three dimensional model of the brake shoe has been modeled using Pro/E Wildfire modeling software. The developed model is exported to Ansys 10.0 analysis package. Static analysis and thermal analysis has been carried for th11e Existing model and Redesigned model for different engineering material such as Steel
120
140
C15, Steel C35 and Steel C60. Modal, transient and thermal analysis has been carried out to obtain the deformation, strain and stress. From the above analysis it conclude that, The structural analysis result shows that, redesigned brake shoe with material Steel C15 shows minimum deformation, stress and strain among the others. The Coupled field analysis is a combination of both structural and thermal analysis in which the redesigned brake shoe with Steel C15 Shows the optimum result among the others compared (See Tables 1 and 2)
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
7
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx Table 2 Coupled field analysis of brake shoe. Deformation
Strain
Stress
Existing
Steel C15 Steel C35 Steel C60
0.012429 0.013108 0.013879
0.000519 0.000654 0.000546
117.369 117.769 117.769
Redesigned
Steel C15 Steel C35 Steel C60
0.0047836 0.0051118 0.0051118
0.000370 0.000384 0.000384
80.922 81.295 81.295
Redesigned
Steel C60
Exisng
Deformaon
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
0.002
0.004
0.006
0.008
0.01
0.012
0.014
0.016
Redesigned
Steel C60
Exisng
Strain
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0.000000
0.000100
0.000200
0.000300
0.000400
0.000500
0.000600
0.000700
120
140
Redesigned
Steel C60
Exisng
Stress
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
20
40
60
80
100
In future the redesigned brake shoe is installed on the heavy vehicle and the load test at various speed, loads and roads has to be analyzed. References [1] A.E. Anderson, R.A. Knapp, Hot Spot. Automot. Frict. Syst. Wear 135 (1990) 319–337. [2] J.R. Barber, Contact problems involving a cooled punch, J. Elasticity 8 (4) (1978) 409–423. [3] J.R. Barber, Stability of Thermo elastic Contact, Proc. International Conference on Tribology, p Institute of Mechanical Engineers, 1987. [4] Burton, R.A. Dow, Thermoelastic instability of sliding contact in the absence of wear, Wear 19 (3) (1972) 315–328.
[5] P.J. Blau, B.C. Jolly, Wear of truck brake lining materials using three different test methods, Wear 259 (7-12) (2005) 1022–1030. [6] M. Comninou, J. Dundurs, On the barber boundary conditions for thermoelastic contact, J. Appl. Mech. 46 (4) (1979) 849. [7] F.E. Colin, F. Floquet, A, R. Kennedy Glovsky, Improved Techniques for Finite Element Analysis of Sliding Surface Temperatures, Westbury House, 1984, pp. 138–150. [8] D. Cebon, M.S.A. Hardy, An investigation of anti-lock braking systems for heavy goods vehicles, ImechE J. Auto Eng. (1995). [9] M. Druzhinina, L. Moklegaard and A. G. Stefanopoulou, ‘‘Compression Braking Control for Heavy-Duty Vehicles”, University of California, Santa Barbara. [10] N.S.M. EL-Tayeb, K.W. Liew, On the dry and wet sliding performance of potentially new frictional brake pad materials for automotive industry, Wear 266 (1-2) (2009) 275–287.
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
Contents lists available at ScienceDirect
Materials Today: Proceedings journal homepage: www.elsevier.com/locate/matpr
Analysis of redesigned brake shoe G. Gopinath, P. Murali Department of Mechanical Engineering, Adhi College of Engineering & Technology, Kanchipuram, Tamil Nadu
a r t i c l e
i n f o
Article history: Received 20 May 2019 Accepted 6 August 2019 Available online xxxx Keywords: Brake shoe Structural analysis Thermal analysis Anti-skidding Road safety
a b s t r a c t In a general braking system 6-wheeler vehicle two brake shoes are used in each wheel. The pressure applied is equal on both sides and friction force is high. Hence the loss of brake shoe life is also decreased. Whenever a sudden brake is applied, skidding problem occurs. As a result heat and stress distribution is also found to be uneven. The strength of the brake shoe material is increased so as to have an increased stress and displacement. Heat and stress distribution are always uniform. It gives a safety drive to the driver and passenger. Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
1. Introduction A brake is a device by means of which artificial frictional resistance is applied to moving machine member, in order to stop the motion. In the process of performing this function, the brakes absorb either kinetic energy or the potential energy of the moving member. The energy absorbed by brakes is dissipated in the form of heat. This heat is dissipated in the surrounding atmosphere to stop the vehicle. When heavy trucks are involved in crashes with light vehicles, it is the occupants of the light vehicle who are most often killed or seriously injured. Reducing the stopping distance of heavy vehicles should result in a decrease of both crashes and their severity. This study set up a redesign of brake which demonstrated that drivers of heavy trucks use more effective brakes to either avoid a collision or to collide with a significantly lower speed than they would with standard brakes. Proper functioning of the brake system of a commercial vehicle is critical not only from the safety viewpoint of the vehicle itself, but also for other vehicles and passengers in traffic. Any accident involving a commercial vehicle results not only in economic loss of the goods transported but also loss of life [1]. Data Collected by the National Highway Traffic Safety Administration (NHTSA) shows that, typical brake related defects include oversize drums, worn out brake linings, under engagement, out-of-adjustment push rod strokes and leaks in the system. Statistics indicate that truck tractors pulling semi-trailers accounted for 63% of the trucks
involved in fatal crashes and about 47% of the trucks involved in non fatal crashes. About 25% of the crashes involving trucks are due to brake deficiency and brake deficiency accounted for 39% of the total one-vehicle crashes. Data from the Fatal Accident Reporting System (FARS), collected by NHTSA, from 1982 to 1990 show that of the 50,000 fatal accidents involving heavy trucks during that period, only 8400 (17 percent) of the fatalities were heavy truck occupants. The overwhelming majority (69 percent) of fatal injuries were caused to automobile or light truck occupants. Further studies have estimated that 40 percent of all trucks will be involved in a brake related crash during the lifetime of the truck and that in 33 percent of all truck accidents, a brake system problem is a contributing factor. These statistics underscore the importance to the general public of improved commercial vehicle safety. Commercial vehicles utilize compressed air as a medium for transferring energy transfer during braking. A passenger car uses a hydraulic braking system, where a brake fluid is employed to transmit the muscular force of the driver. A truck may haul anywhere between 20 and 30 times the weight of a passenger car. To generate braking forces required to stop a truck, a hydraulic brake system will not be commercially viable. Air brake systems are used in heavy commercial vehicles like buses, straight trucks and combination vehicles such as tractor-railers. More than 85% of the commercial vehicles in the US are equipped with S-cam drum brakes.
https://doi.org/10.1016/j.matpr.2019.08.105 2214-7853/Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
2
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
Fig. 1. Structured analysis for existing brake shoe (deformation, strain, stress & thermal).
The air brake system used in commercial vehicles is made up of two subsystems – the pneumatic subsystem and the mechanical subsystem. The pneumatic subsystem includes the compressor, the storage reservoirs, the brake lines, the treadle valve and terminates at the brake chamber. The mechanical subsystem starts from the brake chamber and includes the push rod, the slack adjuster, the S-cam and the brake pads. Thus, it can be seen that developing a model for the air brake system is a complicated process due to the large number of components involved [2]. 2. Problem identification The engagement brake shoe with the drum is achieved by actuating the S-Cam. When the S- Cam is actuated, only 60% of the brake shoe is engaged with the brake drum, remaining part will be ideal. The portion near the S- Cam is engaged effectively with the brake drum and the portion near the Pivot will remain ideal. This type of engagement results in uneven Stress, Strain, Deformation, and heat dissipation. Therefore the uniform wear of brake shoe cannot be achieved. Also the uneven heat generated in the brake shoe increases the wear of Brake lining. The uneven stress developed in the brake drum causes the misalign of braking system, this leads to skidding problem. Also the uneven heat generated due to braking affects the brake drum. This reduces the life of the brake drum. The Commercially used Brake shoe is made by Steel C60. The Strength of the brake shoe used commercially is apparently less; the strength can be increased in reducing the Stress, Strain, and deformation. The mechanical factors such as stress, strain & deformation changes the elastic nature of the material into plastic phase. 3. Optimization of braking system The uneven wear and improper engagement of brake shoe is rectified by splitting the brake shoe into equal half’s, the two brake
shoes in each brake drum is converted into four numbers. Normally one S- Cam and two rollers are used for actuating two brake shoes. In this redesigned model, another S-cam and four rollers are used to actuate to four brake shoes. The four brake shoes are pivoted in the circular brake disc to provide a link to make a contact. The additional S- Cam is connected with the existing S-Cam through simple link or Gears. So that by operating one S-Cam another additional S-Cam is also actuated. The brake shoe is made engaged with brake drum by actuating the S- Cam. In this redesigned model, 90% engagement of brake shoe with drum can be achieved. Also the Stress, Strain, Deformation and heat generated will be equally dissipated [3]. Therefore by the redesigned model, Life of brake shoe, Uniform wear of brake lining, misalign due to uneven stress in the brake drum, and skidding distance can also be reduced. When 90% of Brake shoe is engaged with the brake drum, the effectiveness of brake system can be increased. Therefore, the stopping distance can be reduced. The stopping is defined as the distance covered by the vehicle when the brake pedal is applied and the vehicle stops. When the stopping distance is reduced the collusion of the vehicle can be reduced and the safety to driver and property can be increased. The strength of the brake is increased by replacing the commercially used brake lining material Steel C60 into other material Like Steel C15 or Steel C35. By replacing the brake shoe material the mechanical properties such as stress, strain, deformation and heat dissipation can also be varied. The mechanical property of alternative material used in tabulated below. 4. Methodology The air brakes are most commonly used heavy vehicle weight rating over 19,000 lb. Most single truck with a gross vehicle weight rating over 31,000 lb. Due simpler construction, easy maintenance, and effective braking more than 85% of the commercial vehicles
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
3
Fig. 2. Coupled field analysis for existing brake shoe (deformation, strain, stress).
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
4
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
Fig. 3. Structured analysis for re-designed brake shoe (deformation, strain, stress & thermal).
operating in the United States use S-cam drum foundation brakes in their air brake system. The brake lining in the brake shoe is used for two main purposes, first to prevent the heat developed during the engagement in to the brake shoe. Secondly the brake lining material provides friction.
5. Finite element analysis The Finite Element Method (FEM) is a numerical technique to obtain approximate solutions to a wide variety of engineering problems where the variables are related by means of algebraic, differential and integral equations. Finite element packages are capable of solving the most sophisticated problems, such as structural analysis, steady state and dynamic temperature distributions, fluid flow and manufacturing processes such as injection molding and metal forming. FEA consists of a computer model of a material
or design that is loaded and analyzed for specific results. It is used in new product design, and existing product design, and existing product refinement [4]. 6. Results The three dimensional finite element models for the Existing brake shoe and redesigned brake have been developed and the stresses, strain, deformation developed are calculated accurately by the finite element analysis. The thermal and structural analysis, the results are estimated separately from the ANSYS software. The Results obtained by Ansys are. 1. Deformation, stress and strain for existing brake shoe. 2. Coupled field analysis of deformation, strain and stress for existing brake shoe.
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
5
Fig. 4. Coupled field analysis for existing brake shoe (deformation, strain, stress).
3. Deformation, strain and stress for redesigned brake shoe. 4. Coupled field analysis of deformation, stress and strain for redesigned brake shoe. Also, the above said results obtained individually for the materials such as Steel C15, Steel C35 and Steel C60 to choose the optimum material. During the engagement of brake with the drum along with the structural deformation, thermal load is also generated inside the brake drum. The thermal load also has an impact on the structural deformation of the braking system. Therefore the heat generated as a result of braking is calculated both theoretically and analysis by ansys [5,6] (see Fig. 1). Therefore the heat flux generated on the time of applying the brake can be analyses by coupled field analysis. The heat generated by friction also increases the wear rate of the brake lining. Also the
stress, strain and deformation is also increased by increase in temperature, for the Exact analysis the structural and thermal analysis has to be carried out to achieve optimum result (See Fig. 2). Based on the methods explained in the optimization of braking system, the Existing brake shoe is redesigned using PRO/E wildfire 3. The Redesigned Solid model in PRO/E is saved in IGES Format. The IGES format file is imported in Ansys 10 for the structural Analysis. By analyzing using Ansys the mechanical properties such as Stress, Strain and deformation in the Redesigned model can be arrived. Also the Mechanical Properties are also arrived to the material such as Steel C15, Steel C35, and Steel C60, which help us to find out the optimum result [7,8] (see Fig. 3). The Coupled field analysis is carried out for the different material said in table in this analysis both the Structural and thermal force acts simultaneously on the brake shoe. Therefore the change
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
6
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx
Table 1 Structural analysis of brake shoe. Deformation
Strain
Stress
Existing
Steel C15 Steel C35 Steel C60
0.012429 0.013108 0.013879
0.000513 0.000539 0.000570
116.011 116.339 116.339
Redesigned
Steel C15 Steel C35 Steel C60
0.0050199 0.0053619 0.0056773
0.000362 0.000380 0.000403
80.964 81.064 81.551
Redesigned
Steel C60
Exisng
Deformaon
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
0.002
0.004
0.006
0.008
0.01
0.012
0.014
0.016
Redesigned
Steel C60
Exisng
Strain
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0.000000
0.000100
0.000200
0.000300
0.000400
0.000500
0.000600
Redesigned
Steel C60
Exisng
Stress
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
20
40
60
80
100
in mechanical property can analyze under the influence of thermal energy [9,10] (see Fig. 4). 7. Conclusion The three dimensional model of the brake shoe has been modeled using Pro/E Wildfire modeling software. The developed model is exported to Ansys 10.0 analysis package. Static analysis and thermal analysis has been carried for th11e Existing model and Redesigned model for different engineering material such as Steel
120
140
C15, Steel C35 and Steel C60. Modal, transient and thermal analysis has been carried out to obtain the deformation, strain and stress. From the above analysis it conclude that, The structural analysis result shows that, redesigned brake shoe with material Steel C15 shows minimum deformation, stress and strain among the others. The Coupled field analysis is a combination of both structural and thermal analysis in which the redesigned brake shoe with Steel C15 Shows the optimum result among the others compared (See Tables 1 and 2)
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105
7
G. Gopinath, P. Murali / Materials Today: Proceedings xxx (xxxx) xxx Table 2 Coupled field analysis of brake shoe. Deformation
Strain
Stress
Existing
Steel C15 Steel C35 Steel C60
0.012429 0.013108 0.013879
0.000519 0.000654 0.000546
117.369 117.769 117.769
Redesigned
Steel C15 Steel C35 Steel C60
0.0047836 0.0051118 0.0051118
0.000370 0.000384 0.000384
80.922 81.295 81.295
Redesigned
Steel C60
Exisng
Deformaon
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
0.002
0.004
0.006
0.008
0.01
0.012
0.014
0.016
Redesigned
Steel C60
Exisng
Strain
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0.000000
0.000100
0.000200
0.000300
0.000400
0.000500
0.000600
0.000700
120
140
Redesigned
Steel C60
Exisng
Stress
Steel C60
Steel C35 Steel C15
Steel C35 Steel C15 0
20
40
60
80
100
In future the redesigned brake shoe is installed on the heavy vehicle and the load test at various speed, loads and roads has to be analyzed. References [1] A.E. Anderson, R.A. Knapp, Hot Spot. Automot. Frict. Syst. Wear 135 (1990) 319–337. [2] J.R. Barber, Contact problems involving a cooled punch, J. Elasticity 8 (4) (1978) 409–423. [3] J.R. Barber, Stability of Thermo elastic Contact, Proc. International Conference on Tribology, p Institute of Mechanical Engineers, 1987. [4] Burton, R.A. Dow, Thermoelastic instability of sliding contact in the absence of wear, Wear 19 (3) (1972) 315–328.
[5] P.J. Blau, B.C. Jolly, Wear of truck brake lining materials using three different test methods, Wear 259 (7-12) (2005) 1022–1030. [6] M. Comninou, J. Dundurs, On the barber boundary conditions for thermoelastic contact, J. Appl. Mech. 46 (4) (1979) 849. [7] F.E. Colin, F. Floquet, A, R. Kennedy Glovsky, Improved Techniques for Finite Element Analysis of Sliding Surface Temperatures, Westbury House, 1984, pp. 138–150. [8] D. Cebon, M.S.A. Hardy, An investigation of anti-lock braking systems for heavy goods vehicles, ImechE J. Auto Eng. (1995). [9] M. Druzhinina, L. Moklegaard and A. G. Stefanopoulou, ‘‘Compression Braking Control for Heavy-Duty Vehicles”, University of California, Santa Barbara. [10] N.S.M. EL-Tayeb, K.W. Liew, On the dry and wet sliding performance of potentially new frictional brake pad materials for automotive industry, Wear 266 (1-2) (2009) 275–287.
Please cite this article as: G. Gopinath and P. Murali, Analysis of redesigned brake shoe, Materials Today: Proceedings, https://doi.org/10.1016/j. matpr.2019.08.105