DISC BRAKE

A seminar report

Submitted by

JITENDRA KUMAR

In partial fulfilment for the award of the degree

Of

BACHELOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING

At

JIET GROUP OF INSTITUTIONS

JODHPUR INSTITUTE OF ENGG AND TECHNOLOGY

NH-65, NEW PALI ROAD, MOGRA

JODHPUR

2017-18

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 CERTIFICATE
This is to certify that seminar titled DISC BRAKE being submitted by
JITENDRA KUMAR of B tech final year, Roll no 15EJIME202 in partial
fulfilment for the award of degree of Bachelor of Technology in
Mechanical Engineering, at JIET Jodhpur affiliate d with RTU Kota as a
record of students own work carried out by the him under the guidance of
undersigned.

He has not submitted the mat ter embodied in the seminar in this form for
the award of any other degree.

Signature of HOD Signature of guide

(Prof. M.R. BAID) (Prof. HEERA LAL)

External examiner Internal Examiner

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 TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

ACKNOWLEDGEMENT
ABSTRACT
1. INTRODUCTION 1
1.1 GENERAL 3
1.2 HOW THEY WORK 5
2. HISTORY 6
4. BRAKE BASICS 7
4.1 LEVERAGE 7
4.2 HYDRAULIC FORCE 8
4.3 FRICTION 9
5. WHY DISC BRAKES ? 10
6. WHY ARE DISC BRAKES MORE EFFICIENT ? 11
7. TYPES 12
7.1 FIXED TYPE 13
7.2 FLOATING CALLIPER 15
8. ADVANTAGES 16
9. DISADVANTAGES 18
10. CONCLUSION 19
11. REFRENCES 20

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 ACKNOWLEDGEMENT

It gives me immense pleasure in presenting my seminar report.

I would like to express my deepest gratitude and special thanks to Prof.

M.R. BAID sir for providing me an opportunity to accomplish my seminar.

I am thankful to Prof. HEERA LAL sir, for providing me necessary

guidance about disc brake system, machinery, equipment and giving me
direction to undertake seminar while helping me a lot i n enhancing my
skills.

Finally, I would like to thankful to my college and faculty members who

have helped me and guided me.

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 ABSTRACT

The current tendencies in automotive industries need intensive

investigation in problems of interaction of active safety systems with
brake system equipment. At the same time, the opportunities to
decrease the power take –off of single components, disc brake
system. Disc brake system sometimes spelled as dis k brake use a
flate, disc shaped metal rotor that spines with the wheel. When the
brakes are applied, a calliper squeezes the brake pads against the
disc, slowing the wheel.
The disc brake used in the automobile is divided into two parts; a
rotating axis symmetrical disc, and the stationary pads. The hydraulic
brake is an arrangement of braking mechanism which uses bra ke
fluid, typically containing ethylene glycol, to transfer pressure from
the controlling unit, which is usually at or near the wheel of the
vehicle.
The frictional heat, which is generated on the interface of the disc
and the pads, can cause high temperature during the braking process.
Hence the automobiles generally use disc brake on the front wheels
and drum brakes on the rear wheels. The di sc brakes have good
stopping performance and are usually safer and more efficient than
drum brakes.
One of the first steps taken to improve braking came in the early ‘70s
when manufacturers, on a wide spread scale, switched from drum to
disc brakes. Since the majority of a vehicles stopping power is
contained in the front wheels, only the front brakes were upgraded to
disc during much of this period. Since then, many manufacturers
have adopted four wheel disc brakes on their high end and
performance models as well as their low economy cars.
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 HISTORY

Development of disc brakes began in England in the 1890s . The first

calliper-type automobile disc brake was patented by Frederic William
Lanchester in his Birmingham factory in 1902 and used successfully
on Lanchester cars. Successful application began in airplanes and tanks
before and during World War II. The first use of disc brakes in racing was
in 1951, one of the BRM Type 15s using a Girling-produced set, a first for
a Formula One car. Reliable calliper-type disc brakes later appeared in
1953 on the Jaguar C-Type racing car. These brakes helped the company to
win the 1953 24 Hours of Le Mans, developed in the UK by Dunlop. That
same year, the aluminium bodied Austin-Healey 100S, of which 50 were
made, was the first car sold to the public to have disc brakes, fitted to all 4
wheels. Disc brakes were most popular on sports cars when they were first
introduced, since these vehicles are more demanding about brake
performance. Discs have now become the more common form in most
passenger vehicles, although many (particularly light weight vehicles) use
drum brakes on the rear wheels to keep costs and weight down as well as
to simplify the provisions for a parking brake. As the front brakes perform
most of the braking effort, this can be a reasonable compromise .

 Ever since the invention of the wheel, if there has been "go" t here has
been a need for "whoa.”

 As the level of technology of human transportation has increased, the

mechanical devices used to slow down and stop vehicles has also become
more complex.

 Before there was a "horse-less carriage," wagons, and other animal drawn
vehicles relied on the animal’s power to both accelerate and decelerate
the vehicle.

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HOW THEY WORKS:-

You're driving along quite happily when, all of a sudden, a dog runs
out into the road just in front of you. You have a split second to react
to what's happened. When you stamp on the brakes, you confidently
expect they'll bring you to a halt in time. How can you be so sure?
Because brakes use the power of science and thankfully, for the most
part, science doesn't let us down!
If you're moving, you have energy kinetic energy to be precise.
Kinetic energy is simply the energy an object possesses because it
has both mass and velocity (speed in a certain direction). The more
mass you have (effectively, the heavier you are) and the faster you'r e
going, the more kinetic energy you have.
That's all well and good, but what if you suddenly need to stop? To
change from moving quickly to not moving at all, you have to get rid
of your kinetic energy.
If you're jumping from an airplane, the best way to lose energy is
with a parachute.
This giant sack of fabric drags behind you, slowing you down,
reducing your velocity, and therefore helping to get rid of your
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kinetic energy. That means you can land safely. Drag -racing cars and
land speed record cars also use parachutes to stop but, in practice,
most vehicles simply use brakes.

BRAKE BASICS:-
When you depress your brake pedal, your car transmits the force
from your foot to its brakes through a fluid. Since the actual brakes
require a much greater force t han you could apply with your leg, your
car must also multiply the force of your foot. It does this in two
ways: • Mechanical advantage (leverage) • Hydraulic force
multiplication. The brakes transmit the force to the tires using
friction, and the tires transmit that force to the road using friction
also. Before we begin our discussion on the components of the brake
system, let's cover these three principles:

1. LEVERAGE
2. HYDRAULIC FORCE MULTIPLICATION
3. FRICTION

LEVERAGE:-

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The pedal is designed in such a way that it can multiply the force
from your leg several times before any force is even transmitted to
the brake fluid. In the figure above, a force F is being applied to the
left end of the lever. The left end of the lever is twice as long (2X) as
the right end (X). Therefore, on the right end of the lever a force of
2F is available, but it acts through half of the distance (Y) that the
left end moves (2Y). Changing the relative lengths of the left and
right ends of the lever changes the multipliers.

HYDAULIC:-

The basic idea behind any hydraulic system is very simple: Force
applied at one point is transmitted to another point using an
incompressible fluid, almost always an oil of some sort. Most brake
systems also multiply the force in the process .

FRICTION:-

Friction is a measure of how hard it is to slide one object over

another. Take a look at the figure below. Both of the blocks are made
from the same material, but one is heavier. I think we all know which
one will be harder for the bulldozer to push. Friction force versus
weight To understand why this is, let's take a close look at one of the
blocks and the table: Even though the blocks look smooth to the
naked eye, they are actually quite rough at the microscopic level.
When you set the block down on the table, the little peaks and
valleys get squished together, and some of them may actually weld
together. The weight of the heavier block causes it to squish together
more, so it is even harder to slide. Different materials have different
microscopic structures; for instance, it is harder to slide rubber
against rubber than it is to slide steel against steel. The type of
material determines the coefficient of friction, the ratio of the force
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required to slide the block to the block's weight. If the coeff icient
were 1.0 in our example, then it would take 100 pounds of force to
slide the 100-pound (45 kg) block, or 400 pounds (180 kg) of force to
slide the 400-pound block. If the coefficient were 0.1, then it would
take 10 pounds of force to slide to the 10 0-pound block or 40 pounds
of force to slide the 400-pound block. So the amount of force it takes
to move a given block is proportional to that block's weight. The
more weight, the more force required. This concept applies for
devices like brakes and clutches, where a pad is pressed against a
spinning disc. The more force that presses on the pad, the greater the
stopping force.

WHY DISC BRAKES:-

Why disk brakes in a truck or bus that travels in excess of 65 mph?

Improved road handling, higher engine rating s and torque, reduced
drag and rolling resistance resulting in faster acceleration and higher
average speeds Higher vehicle speeds with full loads Higher traffic
density, greater chances of emergency braking Extremely high
kinetic energy needed to brake on wet roads, high front axle loads
effecting vehicle directional stability The power and behavior of
drum brakes cannot be improved Disk brakes provide optimum
braking while retaining directional stability .

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WHY ARE DISC BRAKES MORE EFFICIENT: -

Flat brake disk (axial brake) under high pressure versus round brake
drum (radial brake) during braking Full friction surface of the brake
pad on the plane brake disk No loss of brake power due to
overheating or partial contact from brake drum parts expansion Disk
brakes can withstand higher loads and its efficiency is maintained
considerably longer even under the highest stresses Higher residual
brake force after repeating braking Brake disks can withstand
extremely high temperatures Full contact of brake pads achi eve
maximum effect No vitrification of brake pads. Dangerous fading or
slipping is almost completely eliminated .

WHY DO DISC BRAKES HAVE BETTER BRAKING BEHAVIOR: -

Driver has friendly braking behavior. Sensitive braking in all

situations and better Sensiti ve brake application and better brake
feeling Uniform braking from small fluctuations in brake forces
Retardation values retained even under heavy stresses Minimal
"pulling to one side" due to uneven brake forces Disk brake axial
arrangement permits a simple and compact design Linear
characteristics lead to an even progression of brake force Basic
design principle makes for higher efficiency Low hysteresis is
particularly suitable to ABS control cycles .

WHY ARE DISC BRAKES MORE ECONOMICAL: -

Clear economic benefits due to long service life and reduced

maintenance downtime Long service life of disks and pads versus
drum brakes shorter service downtime due to quick pad changes
Good access for visual brake components checks.

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DISC BRAKE:-

This type of brake consists of a disc rotor that is rotatin g together with
the wheel and a stationary brake calliper assembly equipped with brake
pads. When pads are forced against the rotor from both sides, friction
that is generated converts kinetic energy i nto heat, which causes the rotor
and attached wheel to slow or stop.
Since major disc brake components are e xposed to air, heat generated
during braking can dissipate efficiently, which offers high resistance to
brake fade (heat-induced degradation of braking performance). In addition,
since water is flung off the rotor due to its rotation, the phenome non of
water fade (significant loss of braking performance caused by build up of
water on the disc) becomes less likely to occur, which in turn provides
safer and more stable braking performance.

MAIN PARTS OF A DISC BRAKE: -

1. BRAKE PADS
2. ROTOR
3. CALLIPER AND SUPPORT

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 BRAKE PADS:-

There are two brake pads on each calliper. They are constructed of a metal
"shoe" with the lining riveted or bonded to it. The pads are mounted in the
calliper, one on each side of the rotor. Brake linings used to be made
primarily of asbestos because of its heat absorbing properties and quiet
operation.

ROTOR:-

The brake disc (or rotor) is the rotat ing part of a wheel's disc brake
assembly, against which the brake pads are applied. The weight and power of
the vehicle determines the need for ventilated discs. The "ventilated" disc
design helps to dissipate the generated heat. Discs often have holes or slots cut
through the disc. This is done for better heat dissipation, to aid surface-water
dispersal, to reduce noise, to reduce mass, or for marketing cosmetics.

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 CALLIPER AND SUPPORT:-

The brake calliper is an essential part of the disc brake system. It must
hold and guide the brake pads. With the assistance of one or a number of
pistons, it also converts the hydraulic pressure in the brake system into a
mechanical.

TYPES OF DISC BRAKES:-

1. Opposite piston type disc brake

2. Floating calliper type disc brake


OPPOSITE PISTON TYPE DISC BRAKES:-

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 This type of disc brake has pistons on both sides of the brake rotor, and
there are no moving parts in the cal liper assembly other than the pistons
themselves. This type of cal liper provides very even pressure distribution between
pads and rotor providing better braking performance, especially under severe
braking conditions.
To further improve the performance of opposed piston type brakes, it is possible
to increase the number of pistons (often referred to as the number of "pots") -
there exist, for example 4 -pot or 6-pot models. Apart from the regular passenger
cars, Akebono also supplies opposed -piston disc brakes for high-performance
vehicles.

FLOATING CALLIPER TYPE DISC BRAKE:-

Floating caliper type disc brakes have a piston (or pistons) only on the inner
side of the rotor. When the brake is engaged, a piston pushes the in ner brake pad
against the rotor. This generates a reaction force that moves the caliper itself
along the slide pin, pushing the outer pad against the rotor to clamp it from both
sides and achieve braking action.
Many passenger car disc brakes use the floa ting calliper design, since its
simplicity and low weight result in low manufacturing cost.

SELF ADJUSTMENT OF DISC BRAKE: -

Disc brakes are self adjusting. Each piston has a seal on it to prevent
fluid leakage. When the brakes are applied, the piston moves towards the
disc. This distorts the piston seal . When the brakes are released the seal

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 relaxes and retain to its original position this pulls the piston away from
disc. As the brake linings wears, the piston over travels and takes a new
position in relation to the seal. This action provides self adjustment of
brake.

EMERGENCY BRAKE:-

 In cars with disc brake on all 4 wheels an emergency brake has to be

actuated by a separate mechanism than the primary brakes in case of total
primary brake failure, most cars use a cable to actuate the emergency
brake.

 Some cars with 4 wheels disc brake have a separate drum brake integrated
into the hub of the rear wheels. This drum brake is only for emergency
brake system and it is actuated only by the cabl es it has no hydraulics.

DISC BRAKE VENTS:-

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A moving car has certain amount of kinetic energy and the brakes have to
remove this energy to stop the vehicle. This energy converted into heat
energy by brakes with the help of friction between brake pads and rotor.
Vents are formed to remove this heat e nergy.

ADVANTAGES OF DISC BRAKE:-

 Disc brakes have much higher mechanical advantage (especially

hydraulics). This makes it easier to stop with less hand effort and
accounts for why people think disc brakes are “stronger.”

 Disc brakes grab better when wet. Note that with rim brakes if you use
correct brake pads (Kool-Stop Salmon), they work much better but still
not as good as Disc brakes.

 Disc brakes do not wear out the rim.

 Disc brakes can be allowed to heat up to a much higher temperature

without any risk of blowing a tire off a rim. This is important for
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 applications like tandem bikes, though disc brake pads will still start to
fade (much like car brakes) if you heat up the disc enough.

 Disk brake requires less effort (brake torque) to stop the veh icle compare
to drum brake.

 It cools down faster compare to drum brake.

 If worn out brake shoes are not changed at proper time it can cut the
brake drum in drum brake. Disk brake does not have such problem.

DISADVANTAGES OF DISC BRAKES: -

 It is expensive compare to drum brake.

 More skills require operate disk brake compare to drum brake that’s the
reason why some people are not comfortable with disk brake.

 If any air remains in disk brake system, it can cause accident as the brake
will not work effectively.

 Disk brake assembly has more moving parts and much complex than drum
brake.

 It requires lot of effort at maintenance front like brake fluid (bleeding),

change of brake pads etc compare to drum brake.

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CONCLUSION:-

Many trucks and buses are equipped with air actuated sliding ca lliper
disk brakes The high contact forces are transmitted mechanically via
needle mounted actuating device Depending on size the actuating
pressure is transmitted evenly to the brake pads via one or two plungers
The easy action, fully sealed guides between the axially moving sliding
calliper and fixed brake anchor plate are maintenance free. There are no
brake shafts, external levers or cylinder brackets, as the brake cylinders
are directly attached. The high effici ency of 95% is achieved by only a
few moving parts and low friction bearings Asbestos free brake pads 19
to 23 mm thick, depending on version extremely heat resistant brake
disks (34 to 45 mm) made of special gray cast iron with internal
ventilation The brake disks are 330 to 432 mm in diameter and
permissible wear of 6 to 10 mm allowed; depending on version .The
service and parking brakes use the same actuating unit and differ only in
the shape of the brake cylinder.

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 REFERENCES:-

www.studymafia.org

www.scribd.com

www.canyon.com

Automobile engineering by Dr. Kripal Singh.

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 LIST OF FIGURES

S.NO. NAME OF FIGURE PAGE NO.

1. DISC BRAKE SYSTEM 7

2. LIVERAGE 8
3. DISC BRAKE COMPONENTS 12
4. BRAKE PADS 13
5. ROTOR 14
6. CALLIPER AND SUPPORT 14
7. OPP.TYPE DISC BRAKE 15
8. FLOATING TYPE DISC BRAKE 15
9. EMERGENCY BRAKE 16
10. BRAKE VENTS 17

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