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CHAPTER 3
DESIGN OF MOTORCYCLE DISC BRAKE
3.1
placing the front wheel on a weighing scale. After finding the front wheel
load distribution, an application of balance moment about the rear axle is
taken to find the horizontal location of centre of gravity (CG) of the motor
cycle. Figure 3.1 shows the reading which is taken using weighing scale.
The vertical location of CG is measured by lifting the rear wheel to
a certain height and the front axle weight is noted down by using weighing
scale. After taking required readings, a formula (Derived in Appendix 1)
which is given in Equation 3.1 is used to find the vertical location of CG of
the motorcycle. Figure 3.2 shows the lifted rear axle for finding the vertical
51
location of CG. The axle load which is measured using weighing scale is
given in Table 3.1 for the different load conditions. The horizontal and
vertical location of CG of a typical motor cycle is given in Table 3.2.
52
W * L * Ln
2f
W*H
2
Height of CG (h) = H
1
(3.1)
Where
Wf
Wr
Wlf
W2f
H1
H2
Ln
Ln
L2
H2
53
( Lr
Wf L
, Lf =L-Lr, h
W
H1
W2f L n L
) to find horizontal and vertical
W H2
CG of the motorcycle.
Stem
Dead weights
3.3.1
as
(3.2)
r
lf
54
55
56
FzF
W
(3.3)
Where
FzF = Static front axle load ,N
The typical motorcycle has
high as 0.63, indicating that only 63% of the total weight is carried by the rear
axle and that for loaded condition is 0.72.
Application of moment balance about the front axle of the
stationary motorcycle shown in Figure 3.4 yields
FzRL
(3.4)
57
Where
L
Lf
Lf
FzR
L
W
L ,m
(3.5)
Similarly, for the horizontal distance Lr between the rear axle and the CG
Lr = (1- ) L , m
3.3.2
(3.6)
brake is resisted by the tyre circumference where it comes in contact with the
ground. Prior to brake lockup, the magnitude of the braking forces is a direct
function of the torque produced by the wheel brake. For hydraulic brakes,
Equation (3.7) is used for determining the actual braking forces.
P0 ) A
, N
(PL
Fx
Braking force, N
PL
BF
r
R
Fx
Where
(3.7)
58
P0
BF
Brake factor
a)W , N
(1
Where
Fx, total
= Motorcycle deceleration, g-units
W
Fx, total
FzR
(3.8)
59
a)W , N
(3.9)
60
axle. For example, the rear axle load has decreased from a static load of 785 N
to only 295 N for a 1g stop at unladen (141 kg) condition, while the front load
has increased from 589 N to 1080 N.
3.4
3.4.1
between the tyre and the ground. The ratio of braking force to dynamic axle
load is defined as the traction coefficient
Ti
Ti
Fxi
Fzi, dyn
(3.10)
Where
Fxi
Fzi , dyn
61
62
63
64
3.4.2
yields the dynamic braking forces FxF for the front axle:
FxF
(1
a)W
TF
,N
(3.11)
Similarly the dynamic braking force FxR for the rear axle is given
by
FxR
a)W
TR
,N
(3.12)
Where,
TF
TR
or
front or the rear tyre, is indicative of the ability of a road surface to allow
traction to be produced for a given tyre and, as such, is a fixed number. A
braked tyre will continue to rotate as long as the traction coefficient is less
than the tyre-road friction coefficient, otherwise it will lock up. At the
moment of incipient tyre lock up, the traction coefficient equals the tyre - road
friction coefficient. When both the axles of the motorcycle are braked at
sufficient levels so that the front and the rear wheels are operating at incipient
or peak friction conditions, then the maximum traction capacity between the
tyre road system is utilized. Under these conditions the motorcycle
deceleration will be a maximum, since the traction coefficients of front and
rear are equal, and are also equal to the motorcycle deceleration measured in
g-units.
65
3.4.3
(3.13)
Where,
(1
a)Wa , N
(3.14)
a)Wa , N
(3.15)
66
The deceleration scales for the unladen and laden vehicle are
different as shown in Figure 3.10. A simplification can be obtained by
expressing the optimum braking forces relative to vehicle weight, or per one
Newton of weight, by dividing the optimum braking forces by vehicle weight.
Consequently, the optimum braking forces FxF, opt and FxR,opt are
Front:
FxF, opt
W
Rear:
FxR, opt
W
(1
a)a
a)a
(3.16)
(3.17)
FxF, opt
=a
+
W
(3.18)
67
68
69
70
FxR, opt
W
(1
)2
2
FxF, opt
W
FxF, opt
W
(3.19)
high enough, the optimum braking of the rear axle begins to decrease and
reaches zero where it intercepts the front braking axis. At this point the
deceleration of the motorcycle is sufficiently high that the rear axle begins to
lift off the ground due to excessive load transfer effect.
71
72
FxR
(1
Similarly, setting the relative front axle braking force equal to zero
in Equation (3.19) yields
FxR, opt
W
FxF
W
(1
and a point of
73
friction between the front tyre and the ground. For example, connecting the
zero point with the 0.7 g optimum point establishes a line of front tyre friction
coefficient of 0.7 constant along the entire line.
optimum curve, lines of constant rear tyre friction coefficient are obtained.
Inspection of Figure 3.12 reveals that the constant front friction line
of 0.7 intercepts the front braking force axis with the rear braking force equal
to zero at a deceleration of approximately 0.3859 g. In other words, when
braking on a road surface having a tyre-road friction coefficient of 0.7 with
the rear brake failed or disconnected, the front brakes are at the moment of
lock up while the motor cycle decelerates at 0.3859 g.
On the other hand, when the front brake is disconnected, the rear
brake locks up at a deceleration of approximately 0.33135 g while braking on
a road surface with a 0.7 coefficient of friction, as indicated by the
interception of the 0.7 constant rear friction line with the rear braking force
axis.
The deceleration a achievable with the rear brake disconnected is
F
derived from Newton's Second Law and Equation (3.11), however, with the
traction coefficient being equal to the front tyre-road friction coefficient since
the front brake is about to lock up:
FxF
(1
(1
a (1
F
(3.20)
aW
F
yields
74
aF
(1
1
, g-units
(3.21)
brakes disconnected:
aR
where
aF
R
aR
(3.22)
R
75
76
3.6
FxR
Where
(PL
FxR
P0 ) A
BF
r
R
, N
(3.23)
condition respectively).
PL
P0
BF =
When the brake is applied, the braking force is linearly varied with
time. But, in this research work the maximum braking force between tyre and
ground (the product of normal reaction on wheel and friction coefficient
between tyre and ground) is controlled based on pillion load on the twowheeler by changing the effective radius of disc. For brakes without a booster,
the brake system should be designed so that for a maximum pedal force of
425 to 489 N, a theoretical deceleration of 1g is achieved when the vehicle is
loaded at GVW (Gross vehicle weight).
PL
Fp * lp *
Amc
(3.24)
77
Where,
PL
Fp
Pedal force, N
lp
Amc =
78
3.7
FxR / W
Effective disc
Radius
Weight
Loading
(kg)
Condition
(Deceleration in g
units)
191
Rider (unladen)
0.33135
54.84
201
Rider +10kg
0.33697
58.69
211
Rider +20kg
0.34259
62.64
221
Rider +30kg
0.34821
66.68
231
Rider +40kg
0.35383
70.82
241
Rider +50kg
0.35945
75.06
251
Rider +60kg
0.36507
79.40
261
Rider +70kg
0.37069
83.83
( mm)
SUMMARY
This chapter dealt with the measurement of the centre of gravity of
the motorcycle for the different load conditions and analyzed the response of
the two-wheeler due to the forces produced by the braking system. The
optimum braking forces for the straight-line, level-surface braking process are
presented. The effective disc radius is calculated based on pillion load on the
two-wheeler.