CHAPTER 1

1.INTRODUCTION
1.1 COMPANY PROFILE:
Sakthi Auto Component Limited is one among the MULTI FACETED Sakthi
Group situated at Mukasi Pallagoundenpalayam, Tripur District, Tamilnadu
State, India, established in the year 1983. Presently the Sakthi Auto has a
capacity to produce 24000 Tonnes / annum of S.G.IRON Castings, on a 100
Acre Land with all amenities for Workmen and Officers like Housing,
Transport etc. Sakthi Auto is one of the major producers of S.G.Iron
Castings, meeting the needs of most of the Automotive and other general
Engineering Industries.

FIGURE-1

Supplying most CRITICAL COMPONENTS like STEERING KUNCKLE,

BRAKE DRUMS and MANIFOLDS for all Suzuki Vehicles Manufactured
in India by M/s. Maruti Udyog Limited at New Delhi & to many leading
passenger car manufacturers in fully machined condition.
R&D Lab is attached to our Sakthi Auto with modern computerised
equipments like Direct Reading Spectrometer, Carbon Sulphur determination,
Universal Testing Machine, Scanning Electron Microscope, Industrial X-RAY
Scanner etc.

FIGURE-2
Sakthi Auto is equipped with DISAMATIC FOUNDRY with the state of
the art manufacturing technology which is regarded as the best anywhere in
the World. And equipped with many sophisticated special purpose and CNC
machines to produce precision oriented component for passenger car and
automobile industries.
The Moulding line which has been supplied by M/s. DISA Technologies of
DENMARK, is one of their latest and most efficient moulding line. It has

the capacity to produce 440 flawless moulds / hour. This would ensure closer
tolerance and low rejection rates. It has Automatic Pouring Unit procured
from M/s. Asea Brown Boveri Ltd. And it maintains the consistency in the
metal temperature. Technical collaboration for melting technology has been
entered into

with

M/s. GEORGE FISHER FOUNDRY

SYSTEMS,

SWITZERLAND, who are the world leaders for Manufacturing various

precision components for the Automobile Industries.

1.1.1 ABOUT SAKTHI AUTO COMPONENT INDUSTRY:

Meerut Machine Tool is a key Manufacturer and Supplier of high tech range
of machines, spares and tools. We have been dealing in Machine Tools, Centrifugal
Pumps, Blower, Industrial Blower Fan, Hydraulic Press, DPC Machine, Grader,
Rice Mill Parts, Chemical Plant Parts, etc. Our products are developed from the
optimum quality raw materials to ensure maximum strength and life. The
collection is ideally designed to provide high end performance to the patrons with

excellent durability and no maintenance features. We have been offering the range
in different specifications and dimensions as per the needs of the patrons.
Sakthi Auto Component Limited (SACL) is one of the multi faceted companies of
the Group. It is situated at Mukasi Pallagoundenpalayam, Tirupur District of
TamilNadu

State,

India.

Established in the year 1983 it hosts an advanced infrastructure built on a

sprawling 120 Acres Land with all Amenities including housing, transport, etc, for
its workmen and officers. The capacity of the plant was further enhanced to 60000
Tonnes/Annum with the High-pressure vertical Disamatic Green SandMoulding
Lines.
SACL is one of the few facilities in the country with in-house machining facility,
machining 95% of the components produced. SACL caters to the needs of Global
Automobile and truck manufacturers by supplying safety critical components like
Steering knuckles and Rotors to more than 3 Million Vehicles per annum. The top
customers for SACL are Maruti Suzuki, General Motors, Hyundai, Honda Siel
Cars, Ford, Fiat, Toyota, Volkswagen, Renault, Mahindra & Mahindra, Tafe,
Haldex

and

Volvo.

It is equipped with latest coating facilities like Geomet, Powder coating,

Phosphating and ED. SACL which has been certified with ISO/TS 16949:2009,
ISO14001:2004 and OHSAS 18001:2007 has Part Level Performance Validation
Lab setup to take care of impact and durability testing for all OEMS.

1.1.2 PRODUCTS OFFERED:

Machine Tools
Centrifugal Pumps
Blower
Industrial Blower Fan
Hydraulic Press
DPC Machine
Grader

 Rice Mill Parts

Chemical Plant Parts
Sugar Mill Parts
Tyre Industries Parts
All Kinds Of Industrial Parts
Commercial Auto Parts

Nature of Business

:Supplier and Manufacturer

No. of Production Units

:01

Monthly Production Capacity

:As Per Order

No. of Engineers

:02

Original Equipment Manufacturer

:Yes

Year of Establishment

:1980

Production Type

:Semi- Automatic and Handmade

CHAPTER 2
2.LITERATURE SURVEY:
In 2014, Borchate sourabh shivaji et al.[3] proposed design analysis
and performance optimization of disc brake. That has conducted an
experimental design analysis and performance optimization of disc brake. The
proposed methodology is optimization of weight of a disc of a disc brake is to be
studied. The scope of work is determining the thermal distribution of the existing
disk break application. Suggest design alternative for heat dissipation.
In 2013, M.S. Manikandan et al.[4] proposed control of braking force under
loaded and empty conditions on two wheeler. In this project main objective is
reducing the stopping distance of the two wheelers and providing a better braking
efficiency than the conventional braking system. The methodology is to find the
minimum stopping distance, measure the centre of gravity, calculate the dynamic
axle loads, modified braking system with antilock braking system, the result of the
project is to reduce the stopping distance, sliding of vehicle is reduced.
In 2011, Mesut duzgun et al. [1] proposed investigation of thermo structural
behaviours of different ventilation application on brake discs. The objective
of in this project is to use ventilation application on brake discs can significantly
improve the brake system performance by reducing the heating of the discs. The
methodology is thermal analysis, experimental study structural analysis, results and
discussion. Result of in this project is to increase the heat transfer from the brake
disc and to reduce the disc surface temperature on the total surface area of the
brake discs, the heat transfer coefficients are gradually increased by employing
ventilation applications.

In 2013, P.Balashanmugam et al. [4] proposed fabrication of high speed

indication and automatic pneumatic braking system. An approach to high
speed indication is given and automatic braking is applied by cutting off the fuel
supply to the engine when the speed is exceeded. The methodology of in this
project is components can be described, engine construction, study of air brake,
describe the technical specifications. The conclusion is its flexible for all vehicles.
Speed control by engine arrangement is complicated; but in this method simple in
construction by lower expenses.
In 2014, Swapnil R.Abhang et al. [2] proposed design and analysis of disc
brake. The main objective is developed in order to meet safety requirement.
Instead of having air bag, good suspension systems, good handling and safe
cornering there is one most critical system in the vehicle which is brake system.
The following methodology can be used to find problem occurred in disc brake,
calculate the brake torque, brake distance, thermal analysis, modal analysis. The
result is action force and friction force on the disc brake new material, which use
disc brake works more efficiently, which can help to reduce the accident that may
happen in each day.

CHAPTER 3
3. BRAKING SYSTEM GENERAL DESCRIPTION
3.1 DEFINITION
The mechanism which is used to slow and stop the vehicle is known as
braking system. It is an important component of a vehicle.
3.1.1 PRINCIPLE OF BRAKING SYSTEM:
In this system, the kinetic energy is converted into heat energy due to
friction between two mating surfaces of brake lining and the brake drum. Then the
heat is dissipated into the atmosphere.
3.2 OVERVIEW:
Brakes are most important safety parts in the vehicles. Generally all
of the vehicles have their own safety devices to stop their car. Brakes
function to slow and stop the rotation of the wheel. To stop the wheel,
braking pads are forced mechanically against the rotor disc on both surfaces.
They are compulsory for all of the modern vehicles and the safe operation
of vehicles. In short, brakes transform the kinetic energy of the car into heat
energy, thus slowing its speed. Brakes have been retuned and improved ever
since their invention. The increases in travelling speeds as well as the growing
weights of cars have made these improvements essential. The faster a car goes and
the heavier it is, the harder it is to stop. An effective braking system is needed to
accomplish this task with challenging term where material need to be lighter than
before and performance of the brakes must

10

be improved. Today's cars often use a combination of disc brakes and drum brakes.
For normal sedan car, normally disc brakes are located on the front two wheels and
drum brakes on the back two wheels. Clearly shows that, together with the steering
components and tires represent the most important accident avoidance systems
present on a motor vehicle which must reliably operate under various conditions.
However, the effectiveness of braking system depends on the design itself and also
the right selection of material. It is important to do some analysis on a disc brake
rotor which has been designed to predict the behavior of the systems than follow
with some improvements. In order to understand the behaviors of braking system,
there are three functions that must be complied for all the time (Smith, 2002);
1. The braking system must be decelerate a vehicle in a controlled and
repeatable fashion and when appropriate cause the vehicle to stop.
2. The braking should permit the vehicle to maintain a constant speed when
traveling downhill.
3. The braking system must hold the vehicle stationary when on the flat or on
a gradient.
Nowadays, there are lot of software has been developed in order to cater the
modeling and the finite element analysis on the vehicle

component such as

MSC.ADAMS (Automatic Dynamic of Mechanical Systems), CATIA, MSC

PATRAN/NASTRAN, ANSYS, DYNA and ABAQUS. There is an advantage of
using that powerful computational analysis software where by using those would
make it easier, less cost, better accuracy and less computing time. Most of the
software is used in the wide range of industries such as automotive, oil and gas,
aerospace, marine, heavy duty engineering.

11

3.3 HISTORY OF BRAKE SYSTEM DEVELOPMENT :

In the early days of the automobile, drum brakes were standard. Drum
brakes offered several advantages over other types of brakes. One of these was that
the drum could keep out water and dust, materials that could damage disc brakes
which were out in the open. Major advancement in brake technology came in 191 8
with the invention of four-wheel hydraulic brake systems by Malcolm Loughead.
The hydraulic brake system replaced the mechanical brake system that was in use
at this time. The mechanical system had numerous disadvantages. It made it
difficult to brake all the wheels evenly, often causing a loss of control. In addition,
it required drivers to exert tremendous amounts of force on the brake pedal to slow
the car. The hydraulic brake system multiplied the force that was applied to the
brake, lessening the amount of force needed to be applied to the brake pedal by the
driver. This system was first used in the 1918 Duesenberg. Its advantages quickly
caught on and by 1929, four wheel hydraulic braking systems were standard
equipment on higher priced cars. The main problem with drum brakes is that the
heat is not efficiently disbursed. The heat that is produced inside the drum does not
escape easily since the drum prevents wind from drawing it away. However, disc
brakes killed the issues when it allowed the heat to be carried away which
increased the efficiency of the brake. However, their use was limited up until the
1950's since their efficiency was not required and they required more pedal
pressure to operate. The reason for the higher pedal pressure is that disc brakes
have no self-servo effect or no self-energizing capacity that the drum brakes have.
The self-servo effect is caused by the forward motion of the car. This forward
motion helps pull the brake shoe into contact with the drum. This helped lower the
required pedal pressure.
Now that their efficiency was needed and the hydraulic brake system multiplied
the force applied to the brake pedal, disc brakes seemed to be the better

alternative. Chrysler was the first to widely introduce the disc brake in its cars in
the early 1950'
The system did not have much success till automaker Studebaker to reintroduce
the system in 1964. This time it saw much more success and in a few years, disc
brakes were common on most new cars. One of the reasons that disc brakes
were a success with the Studebaker and not the Chrysler was due to the
development of the power braking system. Power brakes became common in the
195Ots, after Chrysler had developed and dropped its disc brake program.
The system assisted the movement of the piston in the master cylinder which
meant that the driver needed to apply less peddle pressure to get the same
braking effectiveness. Therefore, since ease of braking was no longer an issue,
the adoption of the more efficient disc brake became widespread.
3.4 TYPES OF BRAKES:
1.According to the applications:
Service or running foot brake
Parking or emergency or hand brake
2.According to the number of wheels:
Two wheel brakes
Four wheel brakes
3.According to the brake gear:
Mechanical brake
i. Hand brake
ii. Foot brake
Power brake
i. Booster
ii. Non-booster

4.According to construction:
Drum brake
Disc brake
5.According to location:
Transmission brakes
Wheel brakes
6.According to method of braking contact:
Internal expanding brakes
External expanding brakes
7. According to power unit:
Cylinder brake
Diaphragm brake
8. According to power transmission:
Direct acting brake
Geared brake
9. According to method of applying brake force:
Single acting brake
Double acting brake
10. According to power employed:
Vacuum brake
i. Atmospheric suspended
ii. Vacuum suspended
Air brakes
Hydraulic brakes
Hydrostatic brakes
Electric brakes.

3.5.1 AUTO BRAKE PADS CLASSIFIED FROM TYPE:

1. Disc brake pads used for disc brakes.
2. Brake linings used for truck.
3. Brake shoes used for drum brakes.
3.6 CLASSIFIED FROM FORMULATION:
Asbestos, Non-asbestos, semi-metallic, Little-metallic, Ceramic.
Brake shoes corresponds to Brake drum, disc brake pads corresponds to
brake rotor, whatever disc brake pads, brake shoe or brake linings, Customary
all called brake pads.

CHAPTER 4
4. BASIC BRAKE OPERATION:
4.1 ENERGY:
Can be defined as the ability to do work
4.1.1 WORK:
Transfer of energy from one physical system to another especially the
transfer of energy to an object through the application of force.
Formula: Work = Force x Distance
4.1.2 AUTOMOTIVE BRAKES:
The force input by the driver is multiplied by the actuation system and
enables the energy of the vehicles motion to be transferred to the brake drums
or rotors where friction converts it into heat energy and stops the vehicle.
4.1.3 LATERAL RUNOUT
Side-to-side wobble of the rotor as it rotates on the spindle. If too great,
excessive pedal travel and front end vibration can result and lead to pedal
pulsation.
4.1.4 CAUSES:
Over-tightening or unevenly tightening wheel lug nuts or bolts Extreme
heat or rapid temperature variations in accurate machining.

CHAPTER 5
5.DISC BRAKES:
Disc brakes are the most common brake systems used in vehicles today.
Typically located on the front wheels, they are comprised of brake pads, a brake
caliper, and a brake rotor. They function in the same way as brakes on a bike-with brake pads on either side of the wheel that tighten when pressure is
applied. The resulting friction slows the wheel down and then brings it to a
complete stop. In the same way, disc brake pads straddle the rotor so that when
the driver applies the brakes, pressurized fluid is released causing the brake
caliper to squeeze the pads together and slow the vehicle down.
5.1 TYPES OF BRAKE DISC:
Essentially there are 4 types of brake disc:
Normal
Drilled
Grooved

Dimpled

5.1.1 NORMAL DISCS:

Exactly as you have on your car as standard, flat faced discs. They have
more surface area touching the pads when the brakes are applied so initially
have better braking power. The problem with normal discs is that as they heat
up you can get a build up of gas between the pad and the disc which causes
brake fade and pad glazing. The extra heat can also warp the discs if they are

poorly

made

or

have

been

paired

with

in

appropriate

pads.

5.1.2 DRILLED DISCS:

The face of these discs are drilled all the way through mainly to increase
surface area so they can rid themselves of heat quicker. The holes also go a little
way to stopping the gas build up that causes brake fade. The problem with
drilled discs is that the holes can have a tendency to start cracking and collect
dust and debris.
5.1.3 GROOVED DISCS:
The face of these discs have diagonal lines cut into them, there are two
reasons fothis. Firstly they allow the venting of brake pad gasses thus
eliminating brake fade. They also eject brake pad dust to stop glazing of the
pad. This keeps the pad face fresh allowing better braking. The problem is that
grooved discs have a tendancy to be louder when the brakes are applied due to
the scrubbing of the pads.
Discs with grooves should be installed a certain way round. As the disc rotates
in its
normal direction, the groove should be spinning outwards. This allows the brake
dust to be ejected away from the hub. Putting them on rotating the wrong way
can allow
the brake dust to accumulate in the centre of the hub.
5.1.4 DIMPLED:
The dimples in a disc clear debris from the pad but the main reason is to
reduce weight.

5.2 DIFFERENCE BETWEEN DIFFERENT TYPES OF DISC BRAKE

PADS:
The term "metallic" without any modifier gets used for a couple of
reasons- a) many manufacturers don't offer both varieties of metallic pads for a
given brake, so the type is implicit, and b) lots of folks don't know the
difference or think the terms are interchangeable. They are similar, but different:
Sintered metallic pads offer the best stopping power, but also cause the most
rotor wear and can make the most noise, especially when wet. They are also the
least affected by adverse conditions. Sintered metallic are typically used in
downhill/freeride applications, but can be used for less demanding riding types
as well. Depending on the setup, sintered pads can feel "grabby", that is, that
they lack modulation at the lever. That problem tends to arise on more powerful
brakes with larger rotors though, and both of those factors play towards that
perception.
Semi-metallics are a tradeoff between braking performance and pad wear/noise.
They still stop very well but can be a little less noisy and cause a little less rotor
wear. They may also offer better lever modulation than sintered metallic pads.
This pad type can often be found on higher end all-mountain, trail, and cross
country oriented brakes, though some manufacturers opt for sintered pads while
others may opt for organics.
Organic pads are the kindest to your rotors and typically quitest, but don't offer
the same bite as metallic pads. These pads also wear the quickest. This does not
mean that they're low end pads though, and depending on conditions, riding
style and personal preference they may be a great choice. Organic pads can offer
the best lever modulation of the three pad types, but may not stop riders
sufficiently in demanding circumstances.

5.3 DISK BRAKE DESIGN EQUATIONS:

The disc brake is a wheel brake which slows rotation of the wheel by the
friction caused by pushing brake pads against a brake disc with a set of calipers.
The brake disc (or rotor in American English) is usually made of cast iron, but
may in some cases be made of composites such as reinforced carboncarbon or
ceramic matrix composites. This is connected to the wheel and/or the axle. To
stop the wheel, friction material in the form of brake pads, mounted on a device
called a brake caliper, is forced mechanically, hydraulically, pneumatically or
electromagnetically against both sides of the disc. Friction causes the disc and
attached wheel to slow or stop. Brakes convert motion to heat, and if the brakes
get too hot, they become less effective, a phenomenon known as brake fade.
Let:
F = force on pad
r = mean radius of pad
A = pad area
Pad pressure: p = F/A

CHAPTER 6
6. VERNIER CALIPER:

6.1 PARTS OF A VERNIER CALIPER:

1. Outside large jaws: used to measure external diameter or width of an
object
2. Inside small jaws: used to measure internal diameter of an object
3. Depth probe: used to measure depths of an object or a hole
4. Main scale: scale marked every mm
5. Main scale: scale marked in inches and fractions
6. Vernier scale gives interpolated measurements to 0.1 mm or better

7. Vernier scale gives interpolated measurements in fractions of an inch

8. Retainer: used to block movable part to allow the easy transferring of a
measurement
The vernier, dial, and digital calipers give a direct reading of the distance
measured with high accuracy and precision. They are functionally identical,
with different ways of reading the result. These calipers comprise a calibrated
scale with a fixed jaw, and another jaw, with a pointer, that slides along the
scale. The distance between the jaws is then read in different ways for the three
types.
The simplest method is to read the position of the pointer directly on the scale.
When the pointer is between two markings, the user can mentally interpolate to
improve the precision of the reading. This would be a simple calibrated caliper;
but the addition of a vernier scale allows more accurate interpolation, and is the
universal practice; this is the verniercaliper.
Vernier, dial, and digital calipers can measure internal dimensions (using the
uppermost jaws in the picture at right), external dimensions using the pictured
lower jaws, and in many cases depth by the use of a probe that is attached to the
movable head and slides along the centre of the body. This probe is slender and
can get into deep grooves that may prove difficult for other measuring tools.
The vernier scales may include metric measurements on the lower part of the
scale and inch measurements on the upper, or vice versa, in countries that use
inches. Verniercalipers commonly used in industry provide a precision to
0.01 mm (10 micrometres), or one thousandth of an inch. They are available
insizes that can measure up to 1,829 mm (72 in).

CHAPTER 7
7. DEFINITION OF UNBALANCE:
Unbalance can be defined as the condition which exists when the
principle mass axis of a rotating body, also known as the "Axis of Inertia", does
not coincide with the rotational axis.
7.1 SOURCE OF UNBALANCE:
Dissymmetry
Non-homogeneous material
Distortion at service speed
Eccentricity
Misalignment of bearing
Shifting of parts due to plastic deformation of rotor parts
Hydraulic or aerodynamic unbalance (cavitation or turbulence)
Thermal gradients
7.2 NOTATION OF UNBALANCE:

M: mass of a thin disc (unit: g)

m: unbalance mass (unit: g)
r: distance between the unbalance mass and axis of rotation (unit:
mm)
e: eccentricity, specific unbalance (unit: mm)
F: centrifugal force (unit: mN)
w: speed of rotation (unit: rad/sec)
There are three principle types of unbalance which are encountered:
Static Unbalance
Couple Unbalance
Dynamic Unbalance
7.3 STATIC UNBALANCE:
Static Unbalance is present in a rotor when the mass axis does not
coincide with the rotational axis and is parallel to the rotational axis. This is also
known as "single plane" unbalance. The force created by this unbalance is equal
in magnitude at both the
bearing journals, and the angular position of the force vector is also the same at
both the bearing journals.
7.4 COUPLE UNBALANCE:
Couple Unbalance is present when the mass axis does not coincide with
the rotational axis, but does intersect the rotational axis at the center of gravity
of
the rotor. The force vectors created by this type of unbalance are equal in
magnitude at the bearing journals, but are 180 degrees opposite in direction.
7.5 DYNAMIC UNBALANCE:
Dynamic unbalance is defined as that condition where the mass axis does
not coincide with the rotational axis, is not parallel to its, and does not intersect

it. This condition is also known as "two plane" unbalance, Dynamic unbalance
is always a combination of Static and Couple unbalances.
7.6 UNBALANCE IN A SINGLE PLANE :
Such unbalance occurs in gear wheels, grinding wheels, single stage
compressors, blades of wind mills, the propeller of aircraft engines, shows a
rigid thin disc with the single plane unbalance. O is the centre of rotation of the
disc and G is the centre of gravity of the rotor. The eccentricity, e , is defined as
a distance between the centre of rotation and the centre of gravity, in practice
the tolerable eccentricity would be of the order of m (however, it will very
much depend upon the type of applications). The unbalance in the disc is
defined as,
U=me
where is the unbalance with a unit of kg-m or g-mm, m is mass of disc, e is the
eccentricity in the disc (length OG in Fig. 13.1). Even the order of eccentricity
is very less for large rotors, which generally runs at high speed, the effect of
unbalance force (me2) could be devastating.
7.6.1 BASIC EQUATIONS IN BALANCING TECHNOLOGY:
"M" = Rotor Mass
"S" = Center of Mass
"e" = Displacement of Mass Center
"r" = Distance from center of rotor to C.G. of unbalance mass "m"
= Angular Velocity
"m" = Unbalance Mass
"U" = Rotor Unbalance
Unbalance in order to determine the unbalance "U" in the rotor,

the following equations are utilized:

U=Mxe
or
U=mxr
Unbalance is always expressed as the product of mass times distance, such as
"gram-millimeters" or "ounce-inches" or "kilogram-meters".
7.7 CENTRIFUGAL FORCE:
To determine the amount of force produced by a given unbalance, the
formula:
F = U x 2 is used, where w is given as the angular velocity in radians per
second.
This can also be expressed as :
= 2x RPM60
By combining these two formulas, we see that:
F = m x r x (2x RPM)2(60).
7.8 BALANCE TOLERANCE:
The final point which must be addressed in this discussion is that of
balance quality, or how low of an unbalance is acceptable. The answer to this
question is readily available in the ANSI Standard for Balance Quality of
Rotating Rigid Bodies,ANSIS2.191975,which is identical to ISO 1940. The
purpose of these standards is to make recommendations concerning the balance
quality of rotating rigid bodies, particularly as it relates to the permissible
residual unbalance as a function of the maximum service speed of a particular
rotor. One of the functions of the ANSI standards is to assign balance quality
grades to different related groups of rotors, based on experience which was
gained with rotors of various types, sizes, and service speeds.
By definition, the balance quality grade G is equal to the product of
the specific unbalance, e

times the rotational speed or:

G=ex
The units for balance quality G are Tmillimetres per second.
As we have seen earlier, e can also be defined as the unbalance U divided
by the rotor mass M or:
e = UM
where U is in grammillimeters and M is in grams.
By substitution, we see that:
G = UxM
or
G = U (2 xx RPM)M 60

CHAPTER 8
8.BALANCING MACHINE:
A balancing machine is a measuring tool used for balancing rotating
machine parts such as rotors for electric motors, fans, turbines, disc brakes,
disc drives, propellers and pumps. The machine usually consists of two rigid
pedestals, with suspension and bearings on top supporting a mounting
platform. The unit under test is bolted to the platform and is rotated either
with a belt-, air-, or end-drive. As the part is rotated, the vibration in the
suspension is detected with sensors and that information is used to determine
the amount of unbalance in the part. Along with phase information, the
machine can determine how much and where to add weights to balance the
part.

8.1 BALANCING MACHINE FOR BRAKE DISCS:

8.1.1 DESCRIPTION:
Soft-bearing vertical balancing machine for measuring and correcting
unbalance of disc-shaped rotors
Measuring, machining, and auditing in 1, 2, or 3 stations, depending on
cycle time requirements
For measuring, rotor is clamped using a high precision holder
For unbalance correction, rotor is held by a swivelling chuck
Swarf is extracted via an exhaust hood mounted on the cutter head
Measuring computer performs sequencing, unbalance measurement, and
compensation calculation
8.1.2 APPLICATIONS:
Balancing of automotive brake discs and drums
Configuration as a manual single machine or fully integrated into a
production line
Loading options:
1. Manual
2. Interlinking with lift swivel transport
3. Gantry loader
4. Robot

 Unbalance correction radially on the external disc diameter with sidemilling cutter
Feeding of workpieces in batch or mixed operation

8.1.3 ADVANTAGES:
Space saving and compact modular design
Fully automatic balancing with unbalance correction by milling
Measuring computer with touch-screen operation
Integration into production lines possible
Handling system designed for large tool range with reduced change over
time
Optional automatic calibration system with remount check (Hofmann
patent)

8.2 OTHER BALANCING MACHINE TYPES:

Static balancing machines differ from hard- and soft-bearing machines in
that the part is not rotated to take a measurement. Rather than resting on its
bearings, the part rests vertically on its geometric center. Once at rest, any
movement by the part away from its geometric center is detected by two
perpendicular sensors beneath the table and returned as unbalance. Static
balancers are often used to balance parts with a diameter much larger than their
length, such as fans. The advantages of using a static balancer are speed and
price. However a static balancer can only correct in one plane, so its accuracy is
limited.
A blade balancing machine attempts to balance a part in assembly, so minimal
correction is required later on. Blade balancers are used on parts such as fans,
propellers, and turbines. On a blade balancer, each blade to be assembled is
weighed and its weight entered into a balancing software package. The software
then sorts the blades and attempts to find the blade arrangement with the least
amount of unbalance.
Portable balancing machines are used to balance parts that cannot be taken apart
and put on a balancing machine, usually parts that are currently in operation
such as turbines, pumps, and motors. Portable balancers come with
displacement sensors, such as accelerometers, and a photocell, which are then
mounted to the pedestals or enclosure of the running part. Based on the
vibrations detected, they calculate the part's unbalance. Many times these
devices contain a spectrum analyzer so the part condition can be monitored
without the use of a photocell and non-rotational vibration can be analyzed.
Gravity Balancing Machines
1. Non-rotating Balancers

2. Static Balancing
`Centrifugal Balancing Machines
1. Static and Dynamic Balancing
2. Soft-Bearing Balancing Machines
3. Hard-Bearing Balancing Machines

CHAPTER 9
9. DISC MODEL:
ITEM CODE : MAR00088
PART NO

: 55311M55K00

PART NAME : DISC FRONT BRAKE MODEL L

CAR NAME

: SX4 CROSSOVER CUV

9.1 METHODOLOGY :

Mapping
Reading
Graph
Measuring thickness with Vernier caliper Locating unbalance

METHODOLOGY

MAPPING

DATA COLLECTION BY MEASUREMENT

[USING VERNIER CALIPER]

GRAPHICAL OBSERVATION OF RATE OF ADVERSE EFFECT

[UNBALANCING]
[LOCATING UNBALANCED POSITION]
DATA COLLECTION BY MEASUREMENT
[USING VERNIER CALIPER]

9.2 MAPPING:
Mapping means to mark the each vent in the brake disc. Fourty vent
avilable in this brake disc.

9.2.1 3-D VIEW OF BRAKE DISC:

9.2.2 2-D VIEW OF BRAKE DISC:

9.3 MEASUREMENT:
9.3.1 UNBALANCED DISC:

NO.OF.VEN

PIECE

PIECE

PIECE

PIECE

7.26

7.7

7.16

6.6

7.3

6.6

7.26

7.4

7.34

6.5

7.16

6.78

7.2

6.5

7.26

6.58

7.18

6.6

7.2

6.48

7.16

6.54

7.18

6.68

7.06

6.5

7.2

7.58

7.08

6.4

7.06

7.58

7.86

6.5

7.9

6.68

10

7.86

7.8

7.88

6.58

11

7.8

7.7

7.8

6.48

12

7.78

6.48

7.8

6.5

13

7.79

6.5

7.78

6.68

14

7.78

6.5

7.7

6.68

15

7.7

6.48

7.98

6.68

16

7.7

6.4

7.5

6.7

17

7.68

6.28

7.8

6.5

18

7.6

6.4

7.7

6.78

19

7.58

6.44

7.5

6.88

20

7.56

6.5

7.8

6.5

21

7.5

6.71

7.3

6.7

22

6.1

6.68

7.3

6.58

23

6.4

6.5

7.28

6.5

24

6.44

6.5

7.38

6.5

25

6.5

6.56

7.4

6.6

26

6.48

6.64

7.46

6.66

27

6.48

6.7

7.5

6.68

28

6.5

6.64

7.6

6.58

29

6.48

6.68

7.58

6.54

30

6.5

6.74

7.8

6.38

31

6.5

7.06

7.68

6.4

32

6.6

7.1

7.78

6.38

33

6.78

7.0

7.04

6.68

34

6.86

7.28

7.98

6.78

35

7.9

7.06

7.16

6.04

36

7.92

7.46

7.88

6.9

37

7.06

7.3

7.98

6.1

38

7.1

7.4

7.9

6.9

39

7.12

7.38

7.44

6.7

40

7.1

7.06

7.48

6.8

9.3.2 BALANCED DISC:

NO..OF.VENT

PIECE

PIECE

PIECE

PIECE2
B

7.26

7.6

7.16

6.6

7.3

6.6

7.26

7.4

7.34

6.5

7.16

6.78

7.2

6.5

7.26

6.58

7.18

6.6

7.2

6.48

7.16

6.54

7.18

6.68

7.06

6.5

7.2

7.58

7.08

6.4

7.06

7.58

7.32

6.5

7.3

6.68

10

7.29

7.56

7.42

6.58

11

7.36

7.47

7.2

6.48

12

7.34

6.48

7.34

6.5

13

7.38

6.5

7.19

6.68

14

7.40

6.5

7.23

6.68

15

7.42

6.48

7.5

6.68

16

7.23

6.4

7.5

6.7

17

7.44

6.48

7.4

6.5

18

7.42

6.4

7.38

6.78

19

7.5

6.44

7.5

6.88

20

7.5

6.5

7.38

6.5

21

7.5

6.71

7.3

6.7

22

6.7

6.68

7.3

6.58

23

6.4

6.5

7.28

6.5

24

6.44

6.5

7.38

6.5

25

6.5

6.56

7.4

6.6

26

6.48

6.64

7.46

6.66

27

6.48

6.7

7.5

6.68

28

6.5

6.64

7.50

6.58

29

6.48

6.68

7.5

6.54

30

6.5

6.74

7.18

6.38

31

6.5

7.06

7.34

6.49

32

6.6

7.1

7.43

6.38

33

6.78

7.0

7.04

6.68

34

6.86

7.28

7.20

6.78

35

7.3

7.06

7.16

6.49

36

7.2

7.46

7.28

6.9

37

7.06

7.3

7.48

6.1

38

7.1

7.4

7.45

6.9

39

7.12

7.38

7.44

6.7

40

7.1

7.06

7.48

6.8

9.4 GRAPH:

A-FACE
8.0
7.8
7.6

RIB THICKNESS

7.4
7.2
7.0
6.8
6.6
6.4
6.2
6.0
5

10

15

20

25

NO.OF VENT
NO.OF.VENT vs RIB THICKNESS
9.4.1 UNBALANCING PIECE-1:

30

35

40

45

B-FACE
8.0
7.8
7.6

RIB THICKNESS

7.4
7.2
7.0
6.8
6.6
6.4
6.2
0

10

20

NO.OF.VENT
NO.OF.VENT vs RIB THICKNESS

30

40

A-FACE
7.6
7.4

RIB THICKNESS

7.2
7.0
6.8
6.6
6.4
6.2
0

10

20

NO.OF.VENT
NO.OF.VENT vs RIB THICKNESS
9.4.2 BALANCING PIECE-1:

30

40

50

B-FACE
7.8
7.6

RIB THICKNESS

7.4
7.2
7.0
6.8
6.6
6.4
6.2
0

10

20

NO.OF.VENT
NO.OF.VENT vs RIB THICKNESS

30

CONCLUSION:

DATA COLLECTION BY MEASUREMENT

[USING VERNIER CALIPER]