• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.11
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• pp.957-965
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• 2013

This paper deals with analytical methods for low frequency and high frequency brake squeal noise on brake-rear caliper. In order to improve low frequency and high frequency squeal noise, we take survey caliper bracket shape parameters and housing shape parameters. Besides, using the combination of bracket and housing parameter were surveyed. Thus, using the combination of bracket Alt_05 and housing Alt_45 specifications, instability analysis and brake dynamo test were carried out. Based upon the two models, low and high frequency squeal noise of base model were improved. But, for 6.0 kHz frequency noise, which is not improved, it needs to additionally study on instability analysis and combination of the other brake components.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.3
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• pp.283-289
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• 2015

In this study, the lightweight design of a brake bracket for a composite bogie was studied by considering two brake bracket models with thicknesses of 12t and 9t, respectively. For achieving this goal, finite element analysis and topology optimization were conducted. Firstly, the largest cross-sectional areas of the vertical and horizontal plates of the brake bracket were selected as the design variables. As the constraint, the Z-axis displacement of the brake bracket was increased by 2.5 units from the initial displacement value. The minimum volume fraction of the design regions was chosen as the objective function. The full model comprised a composite bogie frame and brackets attached together. However, to reduce the analysis time, 1D beam elements were used instead of the composite bogie frame by ensuring its equivalence with the full model. The result revealed that the weights of the 12t and 9t models of the brake bracket were reduced to 60 kg and 31 kg, respectively.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.6
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• pp.128-133
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• 2014

In this study, Two kinds of pad models with different configurations as the part of brake system are investigated by structural and fatigue analyses. As the maximum equivalent stress of model 2 becomes higher to the extent of 60% than that of model 1, model 2 can endure more load than model 1. In cases of two kinds of models, the maximum fatigue life at 'Sample history' becomes longer 60 times than 'SAE bracket history' and this life in case of 'SAE transmission' becomes longer 3.5 times than the case of 'SAE bracket history'. Maximum fatigue damages in cases of 'SAE bracket history', 'SAE transmission' and 'Sample history' at model 1 become higher than model 2. Model 2 is thought to have more fatigue durability than model 1. These study results can be effectively utilized with the design of brake pad by anticipating and investigating prevention and durability against its fatigue damage.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.18 no.7
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• pp.22-28
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• 2019

In this study, as part of the subway braking system, the structural analysis was performed with the fatigue analysis by comparing subway brake disc and wheel-type brake. When structural analysis was performed, it was possible to verify that the wheel-type brake were higher than the brake discs in case of total deformation. As the same loading conditions were given to the subway brake disc and wheel-type brake, wheel-type brakes was shown to have more deformation than brake disk but lower damage than the subway brake disc. Comparing with each fatigue loading condition, the maximum fatigue life for 'Sample history' is found to be about 60 times longer than for 'SAE bracket history'.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.4
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• pp.133-141
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• 2012

This study investigates structural and fatigue analyses of bike brake. Maximum equivalent stress of the model of mountain bike is 4 times as much as the model of general bike at static analysis. In cases of mountain and general bikes, maximum damage frequency at load of 'SAE bracket history' with the severest change of load becomes as much as 16 times than the most stable load of 'Sample history' among the nonuniform fatigue loads. In case of mountain bike, the possibility of maximum damage becomes 3% at the load of 'Sample history' with the average stress of 0 to $-3{\times}10^4$MPa and the amplitude stress of 0 to $10^4$MPa. In case of general bike, the possibility of maximum damage becomes 3% at the load of 'Sample history' with the average stress of 0 to $-0.8{\times}10^4$MPa and the amplitude stress of 0 to $0.2{\times}10^4$MPa. This stress state can be shown as 5 to 6 times more than the damage possibility of 'SAE bracket history' or 'SAE transmission'. The analysis result of this study can be effectively utilized for the safe design of bike brake.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.37 no.2
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• pp.95-101
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• 2024

This paper introduces an optimized design for a sensor bracket used to measure the wear amount of an automobile brake pad, based on a dynamic kriging surrogate model. During testing, the temperature of the brake pad can increase beyond 600℃, which often causes sensor malfunction. Therefore, it is essential to optimize the shape of the sensor bracket to minimize heat transfer. To reduce the computational cost of the optimization, the heat-transfer simulation is replaced by a dynamic kriging surrogate model. Dynamic kriging utilizes the best combination of correlation and basis functions and constructs an accurate surrogate model. Following optimization, the temperature of the sensor position decreases by 7.57%. The results from the surrogate model under optimum conditions are verified by a heat-transfer simulation, and the design optimization using a surrogate model is found to be effective.

• Proceedings of the KSR Conference
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• 2004.06a
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• pp.903-908
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• 2004

Among welded structure bogies in use for high speed freight car, a part of bogies manufactured in 1999 and 2000 have found problems that crack occurs in its end beam. In case of a freight car the difference of weight between empty and loading conditions are worse than in case of a passenger car. Moreover its brake system is tread brake without second suspension system. Cracks of end beam is supposed to be due to loading by brake system rather than vertical loading by freight. These cracks can make brake system useless and may be a cause of derailment in the worst case. In this study, we have proposed a simple torsion-free brake shoe holder hanger to remove torsion of hanger bracket which was supposed to be one of causes of cracks and performed finite element analyses. Also static load test was applied in torsion free brake shoe holder.

• Proceedings of the KSR Conference
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• 2003.10c
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• pp.36-41
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• 2003

Among welded structure bogies in use for high speed freight car, a part of bogies manufactured in 1999 and 2000 have found problems that failure occurs in its end beam. In case of a freight car a difference of weight between empty and loading conditions are worse than in case of a passenger car. Moreover its brake system is tread brake without second suspension system. A failure of end beam is supposed to be due to loading by brake rather than vertical loading by freight. This failure can make brake system useless and may be a cause of derailment in the worst case. In this study, we have proposed a simple torsion-free brake shoe holder hanger to remove torsion of hanger bracket which is supposed to be one of causes of failure and performed finite element analyses for making trial manufactures and its application.

• Transactions of the Korean Society of Machine Tool Engineers
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• v.18 no.2
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• pp.201-206
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• 2009

This study investigates fatigue life and possibility damaged at disk brake of automobile by the simulation of fatigue analysis. Among nonconstant fatigue loads, the case of 'SAE Bracket History' which is the severest at the variation of load tends to be most unstable. The case of 'Sample History' which becomes slower at the variation of load tends to be most stable. The value of maximum relative damage in case of 'SAE Bracket History' is occurred near the average stress '0' and this case can be shown to have the possibility to affect more damage than another case. As the result of this study is applied to automobile parts with non constant loads, durability can be improved during drive by preventing any damage.

• International journal of advanced smart convergence
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• v.11 no.1
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• pp.94-100
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• 2022

It is common for commercial vehicles to make the top part according to the use after making the bear chassis, and to connect various devices with the bear chassis. Various brackets used in bear chassis for the development of all automobiles, including commercial vehicles, play a role of connecting the components required for driving and operating the car to the car body. In commercial vehicles, components necessary for operation are installed in the bear chassis; that is, the bear chassis of commercial vehicles is a space where the devices required for driving and operating the vehicle are installed. The devices required for the configuration of the vehicle are drive, brake, exhaust and steering, etc. These devices are basically connected to the body, the front axis, or the rear axis. The part interlinking the apparatuses required for the vehicle drive to the car body or axis is bracket. In this study, we analyzed the boundary conditions to evaluate the stability of the three brackets that connect the components of the car to the front axis of the new type of 30-seater bus in the development process. In order to analyze the boundary conditions, the boundary conditions according to the driving condition of the vehicle were classified. For stress analysis to evaluate the stability of brackets according to the driving state of the vehicle, it is reasonable to give the bracket a boundary condition of harsh conditions.