10 V May 2022

https://doi.org/10.22214/ijraset.2022.41899
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 10 Issue V May 2022- Available at www.ijraset.com

Structural and Thermal Analysis of

Magnesium Based Brake Friction
Material
Aditya Maithani1, Vaibhav Mall2, Sarthak Guha Roy3
1, 2, 3
School of Mechanical Engineering, VIT Vellore, Tamil Nādu

Abstract: Conventional brake pad friction materials are made of organic, metallic and ceramic materials but they suffer from
various shortcomings like dampening effects, formation of undesirable phases, sensitivity to high temperature and brittleness.
However, in the recent years due to better tribological properties of magnesium and its composites they have gained considerable
importance to be used as brake pad friction material. In present article the structural and thermal analysis of six magnesium
composites (viz., AZ91 + 0.5 wt.% GNP, AZ91 + 30 wt.% TiC, Mg + 1 Al + 0.6 wt.% CNT, AZ91D + 1.5 wt.% B4C, Mg + 10 %
TiC + 5 wt.% MoS2, Mg+ 5 wt.% Graphite) in ANSYS software has been carried out. During the structural and thermal
simulation it was observed that AZ91+0.5wt%GNP and Mg+1Al+0.60CNT gave the best results for total deformation, equivalent
stress and strain and were found to be the most suitable composites for making brake pad friction material. This behaviour of the
GNP and CNT composites can be attributed to their respective honey-comb and cylindrical structure lattice and high thermal
properties.
Keywords: Brake pad friction material, Structural analysis, Thermal analysis, Composites, GNP, CNT

I. INTRODUCTION
Magnesium in the recent years is gaining importance in automobile industry due to its efficient mechanical properties, less weight
and high machinability. 1It is also noticed that magnesium is 35% lighter than aluminium and four times lighter than steel.
2
Alloying of magnesium with manganese, zinc and rare earth materials increases the strength to weight ratio, which makes it
suitable for applications where reduction of weight inertial forces is imperative. Incorporation of structural filler material viz.,
Carbon nano tube (CNT) and Graphene nano plates (GNP) leads to increase in thermal properties of magnesium composites.
Brake pads are a crucial component in the braking system of an automobile. They have to be designed in such a way that a constant
coefficient of friction is maintained over a wide range of structural and thermal conditions. Although the wear of the brake pad is
inevitable, however, it should be minimized as far as possible.
3
Highlighted that asbestos brake pads released carcinogenic materials during wear and thus have a negative effect on the human
health. 4 reported that organic brake pads were not homogenous in nature as they depend highly on the type and conditions of the
raw material. 5 highlighted that metallic matrix composites display low hardness and low strength to weight ratio, which effects the
strength of brake pads.
6
observed that magnesium has a high strength to weight ratio. According to 7 incorporations of CNT in the magnesium metal matrix
composite rapidly increases its strength. The wear characteristics of the matrix is also improved by the addition of GNP, TiC and
B4C composites. In context of the above discussion, the present study aims to do a comparative analysis of the structural and
thermal behaviour, of six different magnesium composites brake pad friction materials (viz., AZ91 + 0.5 wt% GNP, AZ91 + 30
wt% TiC, Mg + 1 Al + 0.6 CNT, AZ91D + 1.5 wt% B4C, Mg + 10 % TiC + 5 wt% MoS2, Mg+ 5 wt% Graphite) under similar
boundary conditions.

II. MATERIALS AND SIMULATION TECHNIQUES

In present study the simulation of the brake pad and disc model is carried out on ANSYS 2020 R2 software. The performance of the
six-brake pad friction material composites (viz., AZ91 + 0.5 wt% GNP, AZ91 + 30 wt% TiC, Mg + 1 Al + 0.6 CNT, AZ91D + 1.5
wt% B4C, Mg + 10 % TiC + 5 wt% MoS2, Mg+ 5 wt% Graphite) were evaluated under the boundary conditions mentioned in Table
1. The mechanical properties of the six magnesium composite materials are discussed in Table 28,9,10,11,12,13,14,15,16. The boundary
conditions and the faces upon which the boundary conditions have been implemented on the model are shown in Figure 1.

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
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Fig.1 Model design and boundary conditions used for simulation on ANSYS

The structural analysis was done for a braking period of 4 seconds whereas the thermal analysis was carried out for a braking period
of 1 second. The brake pressure (i.e., 1MPa) was applied uniformly over the brake pad surface and tetrahedron mesh was used in the
analysis. Fine meshing of the model was done in order to get accurate results across the disc and pad.

Table 1. Boundary conditions applied on the model

Type of condition Value/ Faces applied
Pressure 1 1 MPa
Pressure 2 1 MPa
Cylindrical support Axial and tangential direction is fixed, radial is given free support
Rotational velocity 157.99 rad/s
Fixed support At grooves and brake pads

Table 2. Mechanical properties of the six different magnesium composites

Properties of brake friction AZ91 + 0.5 AZ91 + 30 Mg + 1 Al + AZ91D + 1.5 Mg + 10 % Mg+ 5 wt%
material wt% GNP wt% TiC 0.6 CNT wt% B4C TiC + 5 wt% Graphite
MoS2
Density
(Kg/m3) 1782 1850 1735 1819.7 2110 1760

Young’s Modulus (MPa)

65500 47450 63475 47500 46120 45900

Poisson ratio
0.31 0.29 0.3 0.25 0.24 0.28

Tensile Yield Strength

(MPa) 210 172 215 165 - -

Compressive Yield Strength

(MPa) 248 195 241 190 188 145

Ultimate tensile strength

(MPa) 278 254 291 245 230 225

Ultimate compressive
strength 425 255 430 250 174 185
(MPa)

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
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A. Material Analysis
During simulation, structural parameters viz., total deformation, shear stress, equivalent stress and thermal parameter (i.e.,
temperature gradient) were studied. These simulations are carried out to know the applicability of Magnesium composite-based
friction materials under wide range of temperatures and stress values.

B. Total Deformation
The following figures shows the simulation results of total deformation on different magnesium composites. A comparitive
desscription of the range of deformation obtained in the six simulations results are shown in table 3.

Table 3. Total deformation ranges of the six Magnesium composites

Name of composite Range of deformation (in µm)

AZ91+ 0.5 wt.% GNP 0-28.095

AZ91+ 30 wt.% TiC 0-35.582

Mg + 1Al + 0.6 CNT 0-29.769

AZ91D + 1.5 % B4C 0-36.034

Mg + 10% TiC + 5% MoS2 0-46.581

Mg + 5% Graphite 0-43.575

Results from figure 2 and table 3 showed that AZ91+0.5 wt.% GNP had the minimum range of deformation. It was observed that
Mg + 1Al + 0.6 CNT showed the next lowest deformation range (refer figure 2c and table 3). Mg + 10% TiC + 5% MoS2 was seen
to have the maximum range of deformation (refer figure 2e and table 3). The maximum deformation was seen at the periphery of the
brake pad (represented by red colour) and the minimum at the centre of the disc (represented by blue colour). Analysis of the
simulation results showed that the deformation in each case increased outwards in the radial direction.

a) AZ91+ 0.5 wt.% GNP b) AZ91+ 30 wt.% TiC

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c) Mg + 1Al + 0.6 CNT d) AZ91D + 1.5 % B4C

e) Mg + 10% TiC + 5% MoS2 f) Mg + 5% Graphite

Fig 2. (a,b,c,d,e,f) Total deformation of the six magnesium composites

C. Equivalent (VON MISES) Stress

The results of Equivalent stress simulation are shown in figure 3. The range of equivalent stress of the six magnesium composites
are shown in table 4.

Table 4. Equivalent stress ranges of the six Magnesium composites

Name of composite Range of Equivalent stress (N/mm2)
AZ91+ 0.5 wt.% GNP 0.030587 – 27.674
AZ91+ 30 wt.% TiC 0.043936 – 31.752
Mg + 1Al + 0.6 CNT 0.01136 – 29.825
AZ91D + 1.5 % B4C 0.017221 – 33.454
Mg + 10% TiC + 5% MoS2 0.044209 – 37.60
Mg + 5% Graphite 0.041136 – 36.80

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
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Results from figure 3 and table 4 showed that AZ91+0.5 wt.% GNP had the minimum range of equivalent stress (i.e., 0.030587 –
27.674). It was observed that Mg + 1Al + 0.6 CNT showed the next lowest range of equivalent stress (i.e., 0.01136 – 29.825, as
shown in figure 3c). The maximum range of equivalent stress was seen in Mg + 10% TiC + 5% MoS2 (i.e., 0.044209 – 37.60, as
shown in figure 3e). Results from table 4 also highlighted that the upper limit of the equivalent stresses in AZ91+ 30 wt.% TiC (i.e.,
31.752) and AZ91D + 1.5 % B4C (i.e., 33.454) were almost equal. Maximum equivalent stresses were observed in mid-section of
the disc. There was a uniform distribution of equivalent stress on the disc

a ) AZ91 + 0.5 wt.% GNP b) AZ91+ 30 wt.% TiC

c) Mg + 1Al + 0.6 CNT d) AZ91D + 1.5 % B4C

e) g + 10% TiC + 5% MoS2 f) Mg + 5% Graphite

Fig.3 (a, b, c, d, e, f) Equivalent stress of six magnesium composites

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
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D. Equivalent Strain
The results of Equivalent strain simulation are shown in figure 4. The maximum values of the equivalent strain of the six
magnesium composites are shown in table 5.

Table 5. Maximum Equivalent strain range of the six Magnesium composites

Name of composite Maximum value of Equivalent strain
AZ91+ 0.5 wt.% GNP 0.00031516
AZ91+ 30 wt.% TiC 0.00041219
Mg + 1Al + 0.6 CNT 0.00032062
AZ91D + 1.5 % B4C 0.00043447
Mg + 10% TiC + 5% MoS2 0.0004467
Mg + 5% Graphite 0.0004515

It was observed that the minimum value of the equivalent strain was very low as a result we have taken only the upper limit of the
simulation results for analysis. From table 5 and figure 4 it was seen that AZ91+ 0.5 wt.% GNP had minimum value (i.e.,
0.00031516) of the equivalent strain. Mg + 1Al + 0.6 CNT composite as seen in table 5 had the next lowest value of equivalent
strain. It was observed that AZ91+ 30 wt.% TiC and AZ91D + 1.5 % B4C had approximately equal values of equivalent strain. Out
of all the six composites Mg + 10% TiC + 5% MoS2 composite had the highest value of maximum strain. The maximum equivalent
strain was seen on the brake pad in Mg + 5wt% Graphite and Mg + 10% TiC + 5% MoS2 composite as shown in figure 4e and 4f.
However, in case of all the other composites (refer to figure 4a, 4b, 4c, 4d) the equivalent strain was distributed across the entire
disc and not concentrated on the brake pad only

a) AZ91 + 0.5 wt.% GNP b) AZ91+ 30 wt.% TiC

. c) Mg + 1Al + 0.6 CNT d) AZ91D + 1.5 % B4C

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
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e) Mg + 10% TiC + 5% MoS2 f) Mg + 5% Graphite

Fig.4 (a, b, c, d, e, f) Equivalent strain of six magnesium composites

E. Thermal Analysis
The thermal simulation of the disc and pad was carried out under the boundary conditions stated in Table 1. This simulation was
carried out in order to observe the temperature gradient of the disc when the brake pads were subjected to a pressure of 1 MPa.
Table 6 gives details about the values of thermal conductivity of the different composites used in the study.

Table 6. Thermal properties of the six Magnesium composites

Property AZ91 + AZ91 + 30 Mg + 1 Al AZ91D + Mg + 10 % Mg+ 5 wt%
0.5 wt% wt% TiC + 0.6 CNT 1.5 wt% B4C TiC + 5 wt% Graphite
GNP MoS2
Thermal 200 80 197 82 165 298.2
conductivity
(W/mK)

The thermal simulation results of the composites are shown in the following figures.

a) AZ91+30wt%TiC b) AZ91+0.5wt%GNP

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c) AZ91+1.5 wt.% B4C d) Mg+1Al+0.60CNT

e) Mg + 10 % TiC + 5 wt% MoS2 f) Mg+ 5 wt% Graphite

Fig.5 (a,b,c,d,e,f) Thermal analysis of the six magneisum composites

The range of temperature observed for each composite after simulation is given in table 7

Table 7. Temperature ranges of the six Magnesium composites

Name of composite Temperature range (in oC)
AZ91+ 0.5 wt.% GNP 59.448 – 296.83
AZ91+ 30 wt.% TiC 59.442 - 372.59
Mg + 1Al + 0.6 CNT 59.429 – 298.54
AZ91D + 1.5 % B4C 59.367 – 366.73
Mg + 10% TiC + 5% MoS2 59.430-319.98
Mg + 5% Graphite 59.461 – 275.16

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
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From the simulation results as shown in figure 5 it was seen that Mg+ 5 wt% Graphite, AZ91+ 0.5 wt.% GNP and Mg + 1Al + 0.6
CNT had a low range of temperature.
The maximum temperature of Mg+ 5 wt% Graphite, AZ91+ 0.5 wt.% GNP and Mg + 1Al + 0.6 CNT was 275.16, 246.17 oC and
253.98oC respectively (as shown in table 7.). Analysis of the simulation results showed that the temperature was distribute
uniformly across the disc. It was seen that in all composites the temperature increased radially outwards. Lower temperatures were
seen at the centre of the disc.
AZ91+ 30 wt.% TiC and AZ91D + 1.5 % B4C showed maximum temperature of 372.59oC and 366.73oC respectively. The highest
temperature achieved for was approximately same. However, there was difference in the minimum temperature values of both the
composites (as shown in figure 5c and 5d).

III. RESULT AND DISCUSSION

The structural and thermal behaviour of six different magnesium composites were analysed by doing simulation in the ANSYS
software. The magnesium composites were subjected to the same boundary conditions of temperature and pressure in order to do
comparative analysis.
Once the simulations were executed, the results of the simulation were plotted in order to analyse the behaviour of each type of
composite under the boundary conditions.
The thermal behaviour of the composites during the simulation are shown in figure 5, figure 6 depicts total deformation, figure 7
depicts the equivalent stress and figure 8 depicts equivalent strain.
It can be observed from figure 5 that AZ91+0.5wt%GNP and Mg+1Al+0.60CNT displayed very less range of equivalent strain (i.e.,
3*10-4 and 3.1*10-4 respectively). While the Mg + 10% TiC + 5% MoS2 had maximum equivalent strain (i.e., 4.5 * 10-4). Results
from figure 6 showed similar results that AZ91+0.5wt%GNP and Mg+1Al+0.60CNT had very low equivalent stress (i.e. 25 MPa
and 30 MPa respectively). Total deformation results are discussed in figure 7. It was observed that AZ91+0.5wt%GNP and
Mg+1Al+0.60CNT had the lowest deformation (i.e., 28.57 µm and 30 µm respectively) whereas Mg + 10% TiC + 5% MoS2 had
maximum deformation (i.e., 46.581).
The results of structural simulations highlighted that AZ91 + 30wt% TiC and AZ91 + 1.5 wt.% B4C had considerably more
deformation, stress and strain as compared to the above discussed two materials but showed better strength and elastic properties as
compared to Mg + 10% TiC + 5% MoS2 and Mg + 5% Graphite. The results of thermal simulation also showed that
AZ91+0.5wt%GNP and Mg+1Al+0.60CNT composites had a lower range of temperature as compared to all the other composites
except Mg+5 % Graphite.
This low temperature gradient of Mg+5 wt.% Graphite was observed because of its high conductivity, due to the presence of
Graphite layer in it. However, unlike CNT and GNP composites the presence of this graphite layer was not able to give very high
structural strength to the composite. The thermal gradient across the disc highlighted that during braking mechanism, the heat was
distributed uniformly across the entire disc.
One of the major reasons for the good structural behavior of CNT and GNP based magnesium composites was the presence of
respective honey comb lattice. This kind of lattice displays very high strength and specific area per unit volume which helps in the
uniform distribution of load. Under the tensile loading the stress gets transferred from strained matrix to the reinforced lattice. 12has
also reported that GNP as a reinforcing material improved the tensile properties and increased the strain to fail rate. It was found that
the addition of 0.3 wt.% GNP to the pure Mg matrix increased its elastic modulus, yield strength, UTS by 10.6%, 5% and 8%,
respectively.
In case of Mg+1Al+0.60CNT high aspect ratio is observed as a result dislocation cannot easily overcome the obstacle, which
increases the creep resistance of the material.
Hall Petch Strengthening mechanism occurs in CNT, based on the refinement of the grains, and is responsible for explaining the
enhancement in compressive yield strength of CNTs reinforced MMCs. 17reported that magnesium CNT composite prepared
through friction stir welding reported a 90 % increase in hardness.
In the case of Mg + 10% TiC + 5% MoS2 low values of hardness and other structural properties was observed, due to interfacial
reaction of the composite along with the formation of brittle reaction associated with the surface and delamination in the reinforcing
materials towards the matrix. It was observed that AZ91 + 30wt% TiC and AZ91 + 1.5 wt.% B4C, showed good structural and
thermal properties for small amounts of additives (i.e., TiC and B4C). However, increasing the proportion of these additives
deteriorated the thermal and mechanical properties of the two above mentioned

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
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Fig 5 Equivalent Strain

Fig.6 Equivalent stress

Fig.7 Total Deformation

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
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IV. CONCLUSION
1) From the structural and thermal simulation results it was concluded that AZ91+0.5wt%GNP and Mg+1Al+0.60CNT were the
ideal composites for making brake pad friction material.
2) There is a need to validate the simulation results through lab experiments.

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