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Abstract
Brakes in cars and trucks are safety parts. Requirements not only in performance but also in comfort,
serviceability and working lifetime are high and rising. Optimal design of today's brake systems is found using
additional calculations based on nite element methods. For both types of brake systems, drum brakes and disk
brakes, the dierent parts of brakes, i.e. the brake pad with the friction material, the counter body and calliper, can
be modelled. Two examples are given in this paper: a drum brake of a trailer and a typical disk brake used in
passenger cars. The main problem to be solved is the calculation of the distribution of contact forces between brake
pad and counter body (drum or disk). The contact problem includes friction and is solved using the ADINA 7.1
sparse solver. After the brake pressure is applied, the turning moment on the axle rises constantly until the drum or
disk respectively changes from sticking to sliding condition. It is shown that the sparse solver is highly ecient for
this sophisticated nonlinear problem. Results include deformation, stress distribution, contact pressure and showing
which regions of the contact area are in sticking or sliding condition. # 1999 Elsevier Science Ltd. All rights
reserved.
1. Introduction
0045-7949/99/$ - see front matter # 1999 Elsevier Science Ltd. All rights reserved.
PII: S 0 0 4 5 - 7 9 4 9 ( 9 9 ) 0 0 0 0 7 - 3
186
Fig. 1. Frequently used types of friction brakes: (a) disk brake and (b) drum brake.
be considered
. high and stable coecient of friction;
. good thermal capacity;
. good wear resistance of the tribo system (brake linings and disk respectively drum);
. mechanical resistance of material;
187
Fig. 3. Normal pressure distribution, assumed by Koessler (a), for a new (b) and an old lining (c).
The braking moment can be calculated with the distance r of the contact point to the centre of revolution.
The summated friction forces make up the peripheral
force R1 for the leading shoe and R2 for the trailing
shoe. Both act against the rotation of the drum with
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Fig. 4. Applied forces and reaction forces for the trailing shoe (a), and normal and tangential pressure for a contact point (b).
R1
a2
dR, R2
a1
dR
a1
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190
Fig. 7. Time functions for the spreading of the shoes (a) and rotation of the drum (b).
a
2
S1 cos g1
a
2
dNx 1
a1
a1
a
2
a
2
S2 cos g2
dNx 2
a1
a
2
a
2
dNy 1
a1
a
2
a
2
S2 sin g2
dNy 2
a1
dRy 2 F2 sin d2 0
a1
a
2
S1 c
r dR F1 a 0
a1
a
2
S2 c
r dR F2 a 0
a1
C 1 5.0
a1
C 1 2.0 C 1 3.0
dRx 2 F2 cos d2 0
a1
S1 sin g1
Brake parameter:
dRx 1 F1 cos d1 0
a0
f a0
R1 R2
h
r
m with
2
S1 S2
a0 2 2 r
f a0
m
r
a0 sina0
f a0
1
4 sin a0
2
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Fig. 8. Skew system (a) for the denition of prescribed displacements (b) for drum rotation.
192
193
194
Fig. 13. Finite element model of the disk brake (calliper in sectional drawing).
N p K AK
2R
2mN
2m
N
N
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196
Fig. 15. Eective stresses in N/m2 for an applied brake pressure and a rotated disk.
calliper as it is bent (Fig. 14). This causes higher contact pressure at the outer radius of the linings (Fig.
16). For the second interval the disk is rotated, thereby
pressing the brake pads against the guidance of the
steering knuckle (boundary conditions). This results in
higher stresses in the supporting plate of the brake
pads (Fig. 15). First the disk sticks to the linings. An
analysis of node displacements of lining and disk surfaces reveals that they are moved together. This condition is called static friction. The static friction forces
H at each contact node are always smaller than the
dened friction forces R for sliding friction:
HRR mN
friction force
Rm
contact force
10
Fig. 17. Contact pressure in N/m2 for an applied brake pressure and a rotated disk.
197
198
Fig. 18. Contact areas in sticking or sliding condition for a certain time step.