G2_DiscBraket

8/6/2019 G2_DiscBraket

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FAKULTI KEJURUTERAAN MEKANIKAL

UNIVERSITI TEKNOLOGI MALAYSIA

MANUFACTURING PROCESSSME 2713

PROJECT :

DISC BRAKEGROUP 2 MEMBERS

NAME MATRIC NO


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4. MOHD NORMAIZAL BIN RAHMAN AM

050198

LECTURER :

ZULKEPLI HAJI MUHAMAD

INTRODUCTION

The disc brake is a device for slowing or stopping the rotation of a wheel. A

brake disc (orrotorin US English), usually made ofcast iron orceramic, is connected to

the wheel or the axle. To stop the wheel, friction material in the form of brake pads

(mounted in a device called a brake caliper) is forced mechanically, hydraulically or

pneumatically against both sides of the disc. Friction causes the disc and attached wheel

to slow or stop.

Experiments with disc-style brakes began in England in the 1890s; the first ever

automobile disc brakes were patented by Frederick William Lanchester in his
http://en.wikipedia.org/wiki/Brakehttp://en.wikipedia.org/wiki/Brakehttp://en.wikipedia.org/wiki/Wheelhttp://en.wikipedia.org/wiki/US_Englishhttp://en.wikipedia.org/wiki/Cast_ironhttp://en.wikipedia.org/wiki/Ceramichttp://en.wikipedia.org/wiki/Hydraulicshttp://en.wikipedia.org/wiki/Frictionhttp://en.wikipedia.org/wiki/1890shttp://en.wikipedia.org/wiki/Frederick_William_Lanchesterhttp://en.wikipedia.org/wiki/Brakehttp://en.wikipedia.org/wiki/Wheelhttp://en.wikipedia.org/wiki/US_Englishhttp://en.wikipedia.org/wiki/Cast_ironhttp://en.wikipedia.org/wiki/Ceramichttp://en.wikipedia.org/wiki/Hydraulicshttp://en.wikipedia.org/wiki/Frictionhttp://en.wikipedia.org/wiki/1890shttp://en.wikipedia.org/wiki/Frederick_William_Lanchesterhttp://en.wikipedia.org/wiki/Birmingham


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These brakes offered greater stopping performance than comparable drum brakes,

including resistance to "brake fade" caused by the overheating of brake components, and

recovered quickly from immersion (wet brakes are less effective). Unlike a drum brake,the disc brake has no self-servo effect and the braking force is always proportional to the

pedal force being applied by the driver.

Many early implementations located the brakes on the inboard side of the

driveshaft, near the differential, but most brakes today are located inside the wheels.(An

inboard location reduces the unsprung weight and eliminates a source of heat transfer to

the tires, important in Formula One racing.)

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 use drumbrakes 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.

The design of the disc varies somewhat. Some are simply solid cast iron, but

others are hollowed out with fins joining together the disc's two contact surfaces (usually

included as part of a casting process). This "ventilated" disc design helps to dissipate the

t d h t d i l d th h il l d d f t t
http://en.wikipedia.org/wiki/Drum_brakehttp://en.wikipedia.org/wiki/Brake_fadehttp://en.wikipedia.org/wiki/Inboard_brakehttp://en.wikipedia.org/wiki/Driveshafthttp://en.wikipedia.org/wiki/Differential_(mechanics)http://en.wikipedia.org/wiki/Unsprung_weighthttp://en.wikipedia.org/wiki/Formula_Onehttp://en.wikipedia.org/wiki/Sports_carhttp://en.wikipedia.org/wiki/Parking_brakehttp://en.wikipedia.org/wiki/Drum_brakehttp://en.wikipedia.org/wiki/Brake_fadehttp://en.wikipedia.org/wiki/Inboard_brakehttp://en.wikipedia.org/wiki/Driveshafthttp://en.wikipedia.org/wiki/Differential_(mechanics)http://en.wikipedia.org/wiki/Unsprung_weighthttp://en.wikipedia.org/wiki/Formula_Onehttp://en.wikipedia.org/wiki/Sports_carhttp://en.wikipedia.org/wiki/Parking_brake


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On the road, drilled or slotted discs still have a positive effect in wet conditions

because the holes or slots prevent a film of water building up between the disc and the

pads. Poorly-made cross drilled rotors (such as those made by simply drilling through aplain faced rotor) may crack at the holes under use due to metal fatigue.

New technology now allows smaller brake systems to be fitted to bicycles,

mopeds and now even mountain boards. The market for mountain bike disc brakes is

very large and has huge variety, ranging from simple, mechanical (cable) systems, to

highly expensive and also powerful, 6pot hydraulic disc systems, commonly used on

downhill racing bikes.

Disc brake rotors are commonly manufactured out of a material called grey iron.

The SAE maintains a specification for the manufacture of grey iron for various

applications. For normal car and light truck applications, the SAE specification is J431G3000 (superseded to G10). This specification dictates the correct range of hardness,

chemical composition, tensile strength, and other properties that are necessary for the

intended use.

Historically disc brake rotors were manufactured throughout the world with a

strong concentration in Europe, and America. During the period from 1989 to 2005,

manufacturing of brake rotors has migrated predominantly to China. Today, almost 90%

f b k di d b k d f t d i Chi d t d l b ll
http://en.wikipedia.org/wiki/Mopedhttp://en.wikipedia.org/wiki/Mountain_boardhttp://en.wikipedia.org/wiki/Society_of_Automotive_Engineershttp://en.wikipedia.org/wiki/Mopedhttp://en.wikipedia.org/wiki/Mountain_boardhttp://en.wikipedia.org/wiki/Society_of_Automotive_Engineers


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GREY CAST IRON AS MATERIAL FOR PRODUCTION OFDISC BRAKE

Cast iron is the first product obtained in steel making when smelting iron ore. It is the result

of the reduction of ferrous oxides under the action of the carbon in metallurgical coke. Molten cast

iron is in reality a carbon solution in molten iron. When it is cooled a very small part of the carbon

remains in the ferrous solution whereas the majority of it precipitates to form small nodules scattered

throughout the structure of the metal. Usually this unrefined cast iron is not suitable for the majority

of applications but must undergo both physical and chemical processes in order to create the vast and

well-known range of ferrous alloys.

Disc brakes are commonly manufactured out of grey cast iron. The characteristics taken into

consideration while choosing the material are hardness, tensile strength, wear resistance, thermal

conductivity, machinability, surface finish and shock resistance.

Grey cast irons contains 2.5 4.0 wt% of carbon and 1.0 - 3.0 wt% of silicon. This is one of

many types of materials used in casting. Grey cast iron is formed when the amount of carbon in analloy exceeds the amount of carbon that can be contain in austenit dan thus causes the precipitation

of graphite flakes.


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Micrographic examination of lamellar structured gray cast iron. x100 magnification.

The graphite exist in form of flakes which are normally surrounded by an -ferrite or pearlite

matrix. Because of these graphite flakes, a fractured surface takes on a gray appearance, hence its

name. The metal expands slightly on solidifying as the graphite precipitates, resulting in sharp

castings. The graphite content also offers good corrosion resistance.

Graphite acts as a lubricant, improving wear resistance. The exceptionally high speed of

sound in graphite gives cast iron a much higher thermal conductivity. Since ferrite is so different in

this respect (having heavier atoms, bonded much less tightly) phonons tend to scatter at the interface

between the two materials. In practical terms, this means that cast iron tends to damp mechanical

vibrations (including sound).


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opposed to organized. The latter case can arise during the disc production process if cooling is not

properly controlled. The cast iron becomes fragile and discs made from it are not appropriate for use.

In reality, for reasons of performance stability, cost of raw materials and ease of production,

cast iron is the material universally used

The SAE maintains a specification for the manufacture of grey iron for various applications.

For normal car and light truck applications, the SAE specification is J431 G3000 (superseded to

G10). This specification dictates the correct range of hardness, chemical composition, tensile

strength, and other properties that are necessary for the intended use.

From the information above we can see that Grey Cast Iron is both cheap and easy toproduce in high volumes, to tightly controlled specifications. It is reasonably light, strong and easy

to machine to high volumes and most importantly, it possesses good thermal conductivity. Another


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ALUMINIUM AS THE MATERIAL FOR THE HOLDER .For the holder the material we have selected is Aluminium alloy. This is because aluminium

have many characteristics that is needed for the holder. The important characteristic are their high

strength to weight ratio, resistance to corrosion by many chemicals, high thermal conductivity,

nontoxicity, and ease of formability and of machinability.

Aluminium ingot are available for casting. Most aluminium alloys can be machined, formed

and welded with relative ease. There are two types of wrought aluminium :

1. Alloys that can be hardened by cold working and are not heat treatable.

2. Alloys that can be hardened by heat treatment.

Designation of cast aluminium alloys. Designation fro cast aluminium alloys also consist of

four digits. The first digits indicates the major alloy group, as follows:

1xx.x aluminium (99.0% minimum)

2xx.x aluminium-copper

3xx.x aluminium-silicon(with copper and/or magnesium)

4xx.x aluminium-silicon

5xx.x aluminium-magnesium

6xx.x unused series7xx.x aluminium-zinc

8xx.x aluminium-tin


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MANUFACTURING PROCESS OF DISC BRAKE ANDHOLDER.The process flow in manufacturing of DISC BRAKE.

The process flow in manufacturing of HOLDER.

MOLTEN

METAL

HEAT

TREATMENT

(NATURALAGING

FINISHING

(TURNING)

QUALITYCONTROL

MOLTEN

METAL

DIE

CASTING

PROCESS(HOT

CHAMBERPROCESS)

FINISHING

(TURNING)

QUALITY

CONTROL

PACKAGING

DIE

CASTING

PROCESS(COLD

CHAMBER

PROCESS)


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to fill the cavity and thus can fill the cavity faster than the cold chamber process. The hot chamber

process is used for metals of low melting point and high fluidity.

Both types of process will use a machines withcylindrical pressure vessel, called an

accumulator, which is charged with nitrogen and will boost injection pressure.

Die casting is a precision, high volume production Process. Die casting production rates can

range from dozens to thousands of parts per hour. Castability is primarily related to a metals

melting temperature, followed by other factors including:

part complexity

minimum wall thickness

minimum draft or taper

required precision of the part

Alloy type will also influence maximum part size. Although final part weight is considered,

the more accurate determinant is material density that is weight per unit of volume.


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pressure assures a casting as precise and as smooth as the mold. Typically it is around 100

MegaPascals. Once the cavity is filled then the pressure is maintained until the casting has become

solid (though this period is usually made short as possible by water cooling the mold). Finally, thedie is opened and the casting is ejected.

Equally important as high-pressure injection is high-speed injection--required so the entire

cavity fills before any part of the casting solidifies. In this way, discontinuities (spoiling the finish

and even weakening the casting) are avoided even if the design requires difficult-to-fill very thin

sections.

Before the cycle can be started the die must be installed in the die casting machine (set up)

and brought to operating temperature. This set-up requires 1-2 hours after which a cycle can take

anywhere between a few seconds to a few minutes depending on the size of the casting. A typical die

set will last 500,000 shots during its lifetime with lifetime being heavily influenced by the melting

temperature of the metal or alloy being used.

A shot occurs every time the die is filled with metal. Shots are different from castings

because there can be multiple cavities in a die, yielding multiple castings per shot. Also the shot

consists not only of the individual castings but also the "scrap" (which, unlike in the case of scrap

from machining, is not sold cheaply; it is remelted) that consists of the metal that has hardened in the

h l l di i t d t f th iti


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Die casting molds (called dies in the industry) tend to be expensive as they are made from

hardened steel-also the cycle time for building these tend to be long. Also the stronger and harder

metals such as iron and steel cannot be die-cast

Die Casting machines are rated by how much clamping force they can apply. Typical sizes

range from 100 to 4,000 tons.

Often there is a secondary operation to separate the castings from the scrap; this is often done

using a trim die in a power press or hydraulic press. An older method is separating by hand or by

sawing, which case grinding may be necessary to smooth the gate mark where molten metal entered

or left the cavity. Finally, a less labor-intensive method is to tumble shots if gates are thin and easily

broken. Separation must follow.

Most die casters perform other secondary operations to produce features not readily castable. Most

common is tapping a hole (to receive a screw).


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At its basic level a foundry may pour a casting without regard to controlling how the casting

cools down and the metal freezes within the mold. However, if proper planning is not done the result

can be gas porosities and shrink porosities within the casting.

Fins may also be designed on a casting to extract heat, which are later removed in the

cleaning (also called fettling) procees. Both methods may be used at local spots in a mold where the

heat will be extracted quickly.

A riser or some padding may be added to a casting. A riser is an additional larger cast piece

which will cool more slowly than the place where is it attached to the casting. Generally speaking,

an area of the casting which is cooled quickly will have a fine grain structure and an area which

cools slowly will have a coarse grain structure.

ii. Shrinkage

Like nearly all materials, metal is less dense as a liquid than a solid, and so a casting shrinks

as it cools -- mostly as it solidifies, but also as the temperature of the solid material drops.

Compensation for this natural phenomena must be considered in two ways.

a. Volumetric shrinkage

The shrinkage caused by solidification can leave cavities in a casting, weakening it. Risers

id dditi l t i l t th ti it lidifi Th i ( ti ll d "f d ") i


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b. Linear shrinkage

Shrinkage after solidification can be dealt with by using an oversized pattern designed for the

relevant alloy. Pattern makers use special "shrink rulers" to make the patterns used by the foundry to

make castings to the design size required. These rulers are 2 - 6% oversize, depending on the

material to be cast. Using such a ruler during pattern making will ensure an oversize pattern. Thus,

the mold is larger also, and when the molten metal solidifies it will shrink and the casting will be the

size required by the design.


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Finishing ProcessThe finishing process chosen for the disc brake and holder is Lathe process.

Because it is the most suitable process since the shape of the disc brake and holder is a

circle plate.

The lathe operates on the principle of the work being rotated against the edge of a

cutting tool. It is one of the oldest and most important machine tools. The cutting tool is

controllable and can be moved lengthwise on the lathe bed and into any desired angle

across the revolving work.


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Holding and rotating the work

The headstock contains the spindle to which the various work holding attachments

are fitted. The spindle revolves in heavy/duty bearings and is rotated by belts, gears or a

combination of both. It is hollow with the front tapered internally to receive tools and

attachments with taper shanks. the hole permits long stock to be turned without

dangerous overhang.

Work is held in the lathe by a chuck, faceplate, collet or between centers.

The outer end of the work is often supported by the tailstock. It can be adjusted


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The carriage controls and supports the cutting tool and is composed of:

-The saddle is fitted to and slides along the ways.

-The apron contains the drive mechanism to move the carriage along the ways using hand

or power feed.

-The cross slide permits transverse tool movement (movement toward or away from the

operator).

-The compound rest permits angular tool movement.

-The tool rest mounts the cutting tool.

Power is transmitted to the carriage through the feed mechanism.

Power is transmitted through a train of gears to the quick change gear box which regulates

the amount of tool travel per revolution of the spindle. The gear train also contains gears for

reversing tool travel.

The quick change gear box is arranged between the spindle and the lead screw. It contains

gears of various ratios which makes it possible to machine various pitches of screw threads

without changing loose gears. Longitudinal (back-and-forth) travel and cross (in-and-out)

travel is controlled in the same manner.


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When place din neutral, the half-nuts may be engaged for thread cutting. The gear

arrangement makes it possible to engage power feed and half- nuts simultaneously. The

half-nuts are engaged ONLY for thread cutting and are NOT used as "automatic" feed for

regular turning.

For Disc Brake

Facing. Facing is the producing of a flat surface as the result of a tool's being fed across the end of

the rotating workpiece. Unless the work is held on a mandrel, if both ends of the work are to be

faced, it must be turned end for end after the first end is completed and the facing operation repeated.

The cutting speed should be determined from the largest diameter of the surface to be faced. Facing

may be done either from the outside inward or from the center outward. In either case, the point of

the tool must be set exactly at the height of the center of rotation. because the cutting force tends to

push the tool away from the work, it is usually desirable to clamp the carriage to the lathe bed during

each facing cut to prevent it from moving slightly and thus producing a surface that is not flat. In the

facing of casting or other materials that have a hard surface, the depth of the first cut should be

sufficient to penetrate the hard material to avoid excessive tool wear.


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For the Holder

First we do the same type of turning for disc brake to the holder. After the facing finishing, wemake the chamber between first and second facing called taper turning. It is shown in the picture

below.

For the side, we make the finishing process by straight turning. For the holder, the finishing

that we made doesnt need to be very good because the function of holder just to join the disc brake

with the shaft.


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MeThodology

Date Matter Remarks

After being given theassignment

Group meeting Choosing theproduct.

01/08/2006 Meeting with Mr.Zulkepli

Approval for theproposal

10/08/2006 Discussion at room

U6C 301-12

Start drawing the

component


1st meeting with Mr.Zulkepli. Askingopinion on Drawings

14/09/2006 Group Meeting Discussion onapproving the

Drawing16/09/2006 Meeting with Mr.

ZulkepliAsking Opinion Onimproved Drawings

20/09/2006 Group meeting atU6C 201-03

Discuss about theinformation that weneed in presentation


Discuss about thepresentation. Askanything that wedont understand.


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SUMMARYThe main function of the disc brakes is to slow down a vehicle and then making it to

stop using a friction force and heat loses. In the braking system a disc brake will cooperate

with the brake calipers to halt wheel movement. Using the disc brakes in the braking

system has more advantages rather than using the drum brakes. These disc brakes offered

greater stopping performance than comparable drum brakes, including resistance to "brake

fade" caused by the overheating of brake components, and recovered quickly from

immersion (wet brakes are less effective). Unlike a drum brake, the disc brake has no self-

servo effect and the braking force is always proportional to the pedal force being applied by

the driver.

To manufacturing the disc brakes grey cast iron is the most suitable material. The

reason in using the grey cast iron is because grey cast iron has high strength. Other than

that grey cast iron can be work at the high temperature and has good anti-friction

properties. All the properties are matching with the function and the basic working principle

of the disc brakes. When casting, grey cast iron can be free from the porosity. Grey cast

iron also a good vibration absorber and has good machinability properties. For the holder of

the disc brake the material that be used is aluminums alloy. Aluminums alloy has high

strength to weight ratio. It also has a good resistance to corrosion ease of formability and

machinability.
http://en.wikipedia.org/wiki/Drum_brakehttp://en.wikipedia.org/wiki/Brake_fadehttp://en.wikipedia.org/wiki/Brake_fadehttp://en.wikipedia.org/wiki/Drum_brakehttp://en.wikipedia.org/wiki/Brake_fadehttp://en.wikipedia.org/wiki/Brake_fade


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1. http://www.sme.org/cgi-bin/get-item.pl?CD638&2&SME&

2. https://www.fkm.utm.my/~zulkepli/notes_slide.htm

3. www.efunda.com/processes/machining/turn_types.cfm

4. http://www.mfg.mtu.edu/marc/primers/turning/turn.html

5. http://www.efunda.com/processes/metal_processing/die_casting.cfm

6. http://en.wikipedia.org/wiki/Turning

7. http://www.sfsa.org/tutorials/nadca2/TFAN06.htm

8. http://dm.hap.com/temp.htm

9. http://www.mini_lathe.com/Mini_lathe/Operation/Turning/turning.htm

10. http://www.diecasting.org/design/case4/HS08.htm

11. http://en.wikipedia.org/wiki/Lathe_%28tool%29

12. http://www.ballardbrass.com/gray-iron-castings.html#

13. http://www.ballardbrass.com/aluminum-castings.html
http://www.sme.org/cgi-bin/get-item.pl?CD638&2&SME&https://www.fkm.utm.my/~zulkepli/notes_slide.htmhttp://www.efunda.com/processes/machining/turn_types.cfmhttp://www.mfg.mtu.edu/marc/primers/turning/turn.htmlhttp://www.mfg.mtu.edu/marc/primers/turning/turn.htmlhttp://www.efunda.com/processes/metal_processing/die_casting.cfmhttp://en.wikipedia.org/wiki/Turninghttp://www.sfsa.org/tutorials/nadca2/TFAN06.htmhttp://dm.hap.com/temp.htmhttp://www.diecasting.org/design/case4/HS08.htmhttp://en.wikipedia.org/wiki/Lathe_(tool)http://www.ballardbrass.com/gray-iron-castings.html#http://www.ballardbrass.com/aluminum-castings.htmlhttp://www.ballardbrass.com/aluminum-castings.htmlhttp://www.sme.org/cgi-bin/get-item.pl?CD638&2&SME&https://www.fkm.utm.my/~zulkepli/notes_slide.htmhttp://www.efunda.com/processes/machining/turn_types.cfmhttp://www.mfg.mtu.edu/marc/primers/turning/turn.htmlhttp://www.efunda.com/processes/metal_processing/die_casting.cfmhttp://en.wikipedia.org/wiki/Turninghttp://www.sfsa.org/tutorials/nadca2/TFAN06.htmhttp://dm.hap.com/temp.htmhttp://www.diecasting.org/design/case4/HS08.htmhttp://en.wikipedia.org/wiki/Lathe_(tool)http://www.ballardbrass.com/gray-iron-castings.html#http://www.ballardbrass.com/aluminum-castings.html


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Documents

G2_DiscBraket