No abstract

In an automotive vehicle, the brake discs, also known as rotors, contribute significant weight to the engine chassis. Hence, lightweight aluminum brake discs are in the developmental stage as a popular alternative to traditional cast iron or steel brake discs. Weight reduction is desirable to improve vehicle performance and fuel efficiency. Monolithic aluminum is not a practical choice as an alternative to existing commercial brake discs because of its poor operational temperature and wear performance. Literature suggests that Aluminum Metal Matrix composite (AMC) can be an ideal choice for brake discs. AMC brake discs are more resistant to warping and cracking than cast iron discs. They also have better heat dissipation properties, which help reduce brake fade and prolong the life of the brake pads. This study examines the different types of aluminum alloys, reinforcements, and manufacturing processes for manufacturing ideal AMC brake discs. The significance of silicon as the principal alloying element to improve thermal characteristics and incorporate various reinforcements to increase the AMC's wear resistance and frictional stability for brake disc applications is outlined. This article focuses on the thermal and tribological behavior of the AMC brake discs' performance over traditional rotors. The review discusses the different equipment required to assess the tribological characteristics of brake discs to meet industrial requirements. In addition to experimental validation, this paper addresses the necessity of proper rotor design selection and numerical analysis to evaluate the thermo-mechanical behavior of the brake disc at various braking events. The article points out that aluminum metal matrix composites have great potential to replace conventional grey cast iron brake discs. Finally, this review discusses possible future research avenues for developing an AMC rotor disc.

Under controlled lab settings, two distinct laminates, one containing cenosphere and the other with neat resin, were evaluated for impact using a Fractovis impact machine, compression testing, and compression after impact tests (CAI) with a Tinus Olsen UTM. The GFRP laminates were made by hand lay-up method with 16 layers of glass fiber in 4.7±0.2 mm thickness and combined with epoxy resin reinforced Cenospheres at concentrations of 1, 3 and 5 wt. %, according to ASTM specifications. The dominant failure mode controlling the specimen's compression ultimate load resistance, and other failure modes of impacted specimens such like fiber pull-out and debonding, were found to be the effects of delamination using coupled acoustic emission (AE) monitoring and compression tests. On specimens with a 3 wt. % filler additive, there was a noticeable increase in strength. Both impacted and non-impacted samples exhibited significant compression ultimate load resistances, with the 3 wt. % filler impregnated specimen having the maximum.