International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 08 Issue: 04 | Apr 2021 www.irjet.net p-ISSN: 2395-0072

BRAKE LINING PROCESS ANALYSIS

P ARTHIS 1, K KEERTHIVASAN 2, C KEERTHIVASAN 3, G SENTHILKUMAR4, R GOKUL5, S GOWSIHAN6
1, 4 Assistant Professor, Department of Mechanical Engineering, Panimalar Institute Of technology, Tamil Nadu,
2,3,5,6 UG students, Department of Mechanical Engineering, Panimalar Institute of Technology, Tamil Nadu, India

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Abstract - To map the flow of manufacturing of the close to 400 Newtons. There are some racing pads that have
product and machining of the components and to a very high μ of 0.55 to 0.62 with excellent high-temperature
eliminate the problems faced during production of brake behaviour. These pads have high iron content and will
lining such as delamination, surface crack, re-work of the usually outperform any other pad used with iron discs.
lining material, excessive tool wear and also to eliminate Unfortunately, nothing comes for free, and these high μ pads
the human error occurring at the mixing process. Due to wear fast and also wear down the discs at a rather fast rate.
the human error the product gets rejected in batches and However, they are a very cost-effective alternative to more
the company faces a rejection in masses and faces an exotic/expensive materials.
irreversible loss of the composite mixture and it amounts
to lakhs. In this project we tried to analyse the major 2. FUNCTION OF BRAKE LINING
causes of rejection of the brake lining material produced Since the lining is the portion of the braking system which
and also to find the deviations present in the already pre- converts the vehicle's kinetic energy into heat, the lining must
defined and pre-applied process in the company. We have be capable of surviving high temperatures without excessive
further discussed the methodology to prevent the human wear (leading to frequent replacement) or outgassing (which
error occurring by semi-automation of the product and causes brake fade, a decrease in the stopping power of the
also to prevent the fly loss occurring at the mixing unit. brake).
Due to its efficacy, chrysotile asbestos was often a component
Key Words: Brake lining, Process analysis, Friction material, in brake linings. However, studies such as a 1989 National
Automation, mechanical properties, structural analysis. Institutes of Health item showed an uncommonly high
proportion of brake mechanics were afflicted with pleural
1. INTRODUCTION and peritoneal mesothelioma, both of which are linked to
chrysotile and asbestos exposure.[2] Public health authorities
Our team is doing the project work at one of Rane group of generally recommend against inhaling brake dust,[3]
companies, Rane Brake Lining (RBL) at its plant located at chrysotile has been banned in many developed countries,
Ambattur Industrial Estate, Chennai. It is a tire 2 supplier such as Australia in late 2003,[4] and chrysotile has been
company and the company manufactures the brake lining progressively replaced in most brake linings and pads by
friction material. Brake linings are the consumable surfaces other fibres such as the synthetic aramids.
in brake systems, such as drum brakes and disc brakes used
in transport vehicles. Brake linings were invented by Bertha 3. BREAK LINING PROCESS FLOW
Benz (the wife of Karl Benz; Karl invented the first patented
automobile) during her historic first long-distance car trip in The different processes involved in the brake lining process
the world in August 1888. The first asbestos brake linings are as given in (fig1).First is the mixing process followed by
were developed in 1908 by Herbert Frood.[1] Although the preforming and curing which is then followed by baking
Frood was the first to implement the use of asbestos brake and finishing. Only after all these the testes are taken.
linings, the heat dissipation properties of the fibres were
tested by various scientists, including well known materials
chemist Dr Gwilym Price, who did most of his research and
testing from Cambridge, United Kingdom and various
Cambridge-funded institutes. Brake linings are composed of
a relatively soft but tough and heat-resistant material with a
high coefficient of dynamic friction (and ideally an identical
coefficient of static friction) typically mounted to a solid
metal backing using high-temperature adhesives or rivets.
The complete assembly (including lining and backing) is
then often called a brake pad or brake shoe. The dynamic
friction coefficient "μ" for most standard brake pads is
usually in the range of 0.35 to 0.42. This means that a force
of 1000 Newtons on the pad will give a resulting brake force

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curing machine hardens the product received from

performing process in the same shape. The hardening
process is done with proper time gaps as per the Vent Cycle.
After curing process, the output is transferred to the Baking
process.

3.4. Baking

In this process, the cured material is baked before

passing on to the finishing stage of the product. Roll-lining
brake material for typical application in passenger cars
usually consists of continuously compressing the wet
mixture between rolls and then baking the compressed
mixture at about 300° F. to 350° F. for a period of about 10 to
15 hours.

3.5. Finishing

The baked product is bifurcated into the required

pieces. Further, the product is sent for grinding, grooving,
riveting etc. Once these processes are complete, the finished
product is sent for visual inspection. . After visual inspection,
the part name is printed on the product and sent for packing
process. Simultaneously the sample is also sent for Quality
assurance analysis and after certification by the Quality
department, the product is moved to the finished goods
stores.
Fig-1: Brake lining process flow.
3.6. Visual inspection

3.1. Mixing Visual Inspection, used in maintenance of facilities,

mean inspection of equipment and structures using either or
This process involves the mixing of raw materials all of raw human senses such as vision, hearing, touch and
viz., Resins and fibres in the proportion already determined smell and/or any non-specialized inspection equipment
for the each product. Friction materials are combined with
various materials which are required to be mixed up before 3.7. Printing and Packaging
production. And any error in this process affects the entire
production unit and also the brake lining manufactured using Packaging is the science, art and technology of
it. enclosing or protecting products for distribution, storage,
sale, and use. Packaging also refers to the process of
3.2. Preforming designing, evaluating, and producing packages. Packaging
can be described as a coordinated system of preparing goods
Preforming is a process to level the mixture for transport, warehousing, logistics, sale, and end use.
obtained from the “mixing” process thereby giving Packaging contains, protects, preserves, transports, informs,
compactness to the product. The input derived from the and sells. [5]
mixing process is verified for its weightage and is treated in
the preforming machine. This process actually gives shape to 4. PROCESS EVALVATION
the product.
When we considered all the process and started evaluating it
3.3. Curing one by one we came to the following conclusion. The process
like preforming baking and finishing, we concluded that they
Again, brake pads are put under high temperature to were all fine and did not need any changes in them after five
strengthen and ensure they can perform under extreme weeks of observation. But meanwhile we saw major
conditions. The Input from the Preforming process is treated deviations in the mixing and curing process that we have
in the curing machine at a very high pressure and discussed further in the report.
temperature to make the product intact. In this process, the

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4.1. Curing process evaluation and planning The fluorescent green line in the top and bottom
represents the upper and lower limit of the allowable
When we first started the evaluation of the curing temperature and the different colored lines represents the
process we found out that the temperature of the curing different cavity temperature at different cycles and from this
data it can be considered that there was a considerable error
process was way below than the allowable temperature.
in the cavity temperature.
(Table -1)
When we evaluated the deviation in the pressure applied
Table -1: Table of temperature data collected from curing then we found out that the pressure was deviated a little bit
process but that was affecting the product considerably

Table -2: pressure data collected from the curing process

Then after plotting the scatter chart (Chart -1) we understood

From the diagram (Table -2) we can say that there is a
that the issue was with the calibration of the temperature
pressure deviation and it is less than the allowable minimum
feedback sensor and not with the capacity of the heating coil
pressure.
or the temperature distribution of the material. Due to this
error there were a lot of delamination issues and many of the
manufactured parts were rejected

Chart -2: vertical pressure

In the image (Chart-2) it has the comparison of the

theoretical pressure value represented by grey for minimum
pressure and blue for maximum pressure and actual pressure
value represented by red for minimum and orange for
Chart -1: Image of the scatter chart of the temperature maximum The same scale is applied for the horizontal
distribution pressure chart too (Chart-3).

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matches the preprogramed material grade weight then it

opens the door. For example lets us consider Brake lining
material 1.Which is formed by mixing the following
ingredients A, B, C, D. Let’s us take a situation in which the
person who is working on the mixing chamber has to load
MATERIAL "A" for about 10kg due to his negligence or
atmospheric factor the material amount is increased or
decreased by some amount for example instead of 10kg the
worker has measured 12kg or 8kg in this case the actual
value of 10kg is not achieved. This error will be portrayed in
final result such as material loss, life time of brake is
decreased. To eliminate this error we are going to use a door
powered by pneumatic cylinder which is controlled by
control unit. This way we can completely avoid the human
error occurring in the mixing unit.

5. RESULTS AND DISCUSSION

Chart-3: the chart for horizontal pressure After applying the proposed plan we finally got favourable
results and the rejection of the parts was reduced to a
considerable extent .The results for the different process
were obtained as follows.
4.2. Mixing process evaluation and planning

When the process was further traced back then we found

5.1 Curing process results
human error occurring at the mixing unit due to the
confusion of requirements of different grades and different
compositions this error did not take place regularly but once After altering the feedback sensors output we thought
it takes place it causes a major loss in the company. This is that the temperature and the pressure were going to be fine
due to the fact that the mixture composition almost but there were some error in the heating coil due to the
contributes to the entire process flow and a simple mistake in repeated use of the heating coil the heat output varied from
the composition can affect the production of the brake the required output so the company had to change the
lining.so we tried to semi automate the mixing process heating coil completely. After doing all these and some slight
alterations in the hydraulic pistons providing the vertical and
horizontal pressure the obtained values matched exactly
within the limits of the temperature which was given to us by
the company’s Research and development unit. The pressure
values also were within the range.

5.2. Mixing unit Semi automation results

Fig-1: Image showing the logic behind the automation of We used a double acting pneumatic cylinder as shown in
the mixing unit the (fig -2) by using 5/2 solenoid valve for controlling the
cylinder the calculations are given below
Load calculation:
The logic behind the automation is very simple and straight
forward, a load cell is a force transducer. As shown in (Fig. 1). v = 1000 × 570 × 10
It converts a force such as tension, compression, pressure, or = 570.00 mm^3
torque into an electrical signal that can be measured and
standardized. As the force applied to the load cell increases, Assuming density of material for design purpose:
the electrical signal changes proportionally and a keypad is ie: e = 2700 kg/m^3
used to input the grade running on the plant and the final
signal is given to the control unit, the control unit decides m=e×v
whether or not to allow the material in or not by checking the = 0.0057 × 2700
material weight on the load cell and then finally if the weight

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= 15. 39 kg
To select the pneumatic cylinder:
Pressure - 2 bars/ 1 bar
Force - 145N
Area - ?
2 bar = 200000 N/m^2
F=P×A
A' = F/P
= 300/200000
= 1.5 × 10^ (-3) m^2
A" = F/P
= 300/100000
= 3 × 10^ (-3) m^2
d = 0.0437 m
d' = 43.7 mm
A = 3 × 10^ (-3) m^2
r' = 0.030
Fig 2:- Double acting pneumatic cylinder with 5/2 solenoid
d = 0.061803 valve.
d"= 61.803 mm
r" = 0.02 mm After implementing the automation with the help of the
= 21.48 mm control unit along with the interface of 5/2 solenoid valve we
did the analysis for both the door and the railings for the
d"= 42.96 mm (for 1 bar) sliding door using FEA software
Only model found : (a)Ansys software:
Airmax - 1 m - 651000 ANSYS,Inc. is an engineering simulation
d = 65 mm (bore diameter) software (computer-aided engineering, or CAE)
r = 32.5 mm Developer headquartered south of Pittsburgh in
A = 3318.30 mm^2 The South pointe business park in Cecil Township,
= 0.0033183 m^2 Pennsylvania, United States. One of its most
Pmax = 200000 N/m^2 Significant products is Ansys CFD, a proprietary
Pemax = 200000 × 0.0033 Computational fluid dynamics (CFD) program.
=663.66 N
Where: Simulation Technology: Structural Mechanics, Static
A’ =area of the cylinder for 2 bar. Structural analysis etc.

A’’ =area of the cylinder for 1 bar.

d’= bore diameter of the cylinder for 2 bar. (b)Material Used:

d’’=bore diameter of the cylinder for 1bar. • Aluminium alloy

P= pressure of fluid. • Structural steel

M=mass of the component. (c)Analysis of the door:

We did the analysis of the door by assuming that it has to
withstand the force caused by accidentally hitting the door by

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the operator with the weight of the maximum density

material that is nearly equal to 150kg and then also it should
be able to withstand the sudden impact force. In order to test
this we assumed intermittent loading for a particular time as
shown in (Fig. -3) where the x-axis represents the time and
the y-axis represents the load acting.

Chart-5:Image showing the total deformation formed.

About 657.44pa and the results for the intermittent loading

are shown in the (Chart-6)

Chart-4: Intermittent loading of the component

The door had a dimension of about

1000mm*570mm*10mm. This was given to us as a
requirement by the company and we were allowed only to
change the material to withstand various loading. We had to
select the material as a light weight and highly durable
material and we choose aluminium alloy as our first choice
after performing analysis on the aluminium alloy we landed
on the following results. (Table-3) shows the properties of
the door.
Table-3: Table showing the properties of door.
Properties
Volume 5.7e-003 m³
Mass 15.39 kg
Scale Factor Value 1.

Fig 3- Image showing the deformation animation of the

We selected a node size of 5.7374e-002 m and total nodes of door
1403 were used for both the static structural analysis and
von mises stress analysis. For that we got a maximum
deflection of about 5.3989e-010 m which is shown in (Chart-
The image shows the stress formed due to the varying load
5) and the animation of the door is shown in the (Fig -3). The
acting on it where the red line shows the minimum stress
results for the von mises equivalent stress got a maximum
formed and the blue line represents the average stress
stress of
formed on it and the green line represtents the maximum
stress acting on it The various stress formed are shown
below.(Table4)
Table -4: various stress formed on the door.
Time [s] Minimum [Pa] Maximum [Pa] Average [Pa]
1. 4.5794e-006 657.44 336.8
2. 1.8317e-005 2629.7 1347.2
3. 9.1587e-006 1314.9 673.59
4. 4.5794e-006 657.44 336.8

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5. 1.8317e-005 2629.7 1347.2 We did the analysis of the guide ways assuming it to be a
6. 9.1587e-006 1314.9 673.59 simply supported beam and we choose structural steel as a
material for it because of its hardness and cheapness. It had
7. 4.5794e-006 657.44 336.8 its support on both the extreme ends and there were no
8. supports on the centre we took the node size to be 2.e-002 m
1.8317e-005 2629.7 1347.2
9. and we had total of 2028 nodes. We did the static structural
analysis and the von mises equivalent stress for the guide
ways assuming the load to be 300N that is the weight of the
door after including the Factor of safety 2.For that we got a
maximum deformation of 1.278e-004m from the static stress
analysis. The analysis animation is shown in the (Fig. -5)

Chart-6 Comparison of stress developed with time

The maximum stress formed on the material is way less than

the yield strength of the aluminium alloy and the stress
formed is within the elastic limit of the material and when the
load acting is removed the material gets back to its original
dimensions without any plastic deformations at all. The
animation of the stress formed on the door is shown below
Fig. -5: animation of the deformation of guideways.
(Fig -4).

From the von mises stress equivalent we got a maximum

stress of 1.3131e+007pa for the maximum load acing on it
but the maximum stress is still less than the yield stress of the
material and therefore even when there is ssome
deformation on the guideways it still lies in the elastic limit of
the material and once the load is taken away from it then
there is no plastic deformation and the material falls back to
its original shape and size. The image of the guideways von
mises equivalent force is given in (Fig.-6).

Fig -4: Image of the stress formed on the door

(d)Analysis of the guideways:

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[4] [4] "Archived copy". Archived from the original on 2011-

10-06. Retrieved 2011-08-11.
[5] [5] Soroka (2002) Fundamentals of Packaging
Technology, Institute of Packaging Professionals ISBN 1-
930268-25-4
[6] [6] Seong Jin Kim, Kwang Seok Kim, Ho Jang,
[7] 'Optimization of manufacturing parameters for a brake
lining using Taguchi method',Journal of Materials
Processing Technology,Volume 136,
[8] Issues 1–3,2003,K.W. Hee, P. Filip,”Performance of
ceramic enhanced phenolic matrix brake lining
materials for automotive brake linings”,Wear,Volume
259, Issues 7–12,2005,
[9] Freni Brembo S. Pee. A. “Method and system for
measuring wear of ceramic disc of disc brake disc”
2010-10-20
[10] Y. A. Badamasi, "The working principle of an Arduino,"
Fig. -6: image showing the stress formation on the 2014 11th International Conference on Electronics,
guideways Computer and Computation (ICECCO), Abuja, Nigeria,
2014, pp. 1-4, doi: 10.1109/ICECCO.2014.6997578.
[11] Wang, J.; Wang, D.J.D.; Moore, P.R.; Pu, J.: 'Modelling
6. CONCLUSIONS study, analysis and robust servocontrol of pneumatic
cylinder actuator systems', IEE Proceedings - Control
Theory and Applications, 2001
The complete process analysis was done and it was [12] Vaughan, N. D, Gamble, J. B.”The Modeling and
implemented in the manufacturing unit of brake lining Simulation of a Proportional Solenoid Valve” 1996
friction material. Mostly the issue was caused by only two of .
those processes and they were the mixing and curing
process. The curing process had deviations in the sensitivity
of the feedback sensor and its heating coil had its heating
capacity lower than the given value. Whereas in case of the
mixing unit there was a human error and the absence of
testing after the mixing was the main cause of the part
rejection. To prevent the human error, we semi-automated
the mixing process and we achieved it by checking the
weight of the additive and controlling the input by
controlling the weight of the additive of the mix. Thus we did
a process analysis on the brake lining manufacturing unit
and we reduced the number of parts and batches rejected
and made the company’s manufacturing line profitable.

ACKNOWLEDGEMENT

We would like to give our sincere regards to Rane brakes

Pvt. ltd.

REFERENCES

[1] T.P. Newcomb and R.T. Spurr, A Technical History of the

Motor Car (Bristol/New York: Adam Hilger, 1989)M.
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[2] Huncharek, M; Muscat, J; Capotorto, JV. "Pleural
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[3] http://egilman.com/Documents/Asbestos/Experts/Pau
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