International Communications in Heat and Mass Transfer 62 (2015) 37–44

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International Communications in Heat and Mass Transfer

journal homepage: www.elsevier.com/locate/ichmt

3D FE model of frictional heating and wear with a mutual influence of the

sliding velocity and temperature in a disc brake☆
A.A. Yevtushenko ⁎, P. Grzes
Faculty of Mechanical Engineering, Bialystok University of Technology (BUT), 45C Wiejska Street, Bialystok 15-351, Poland

a r t i c l e i n f o a b s t r a c t

Available online 7 February 2015 Numerical simulation of frictional heating in a disc brake of a typical passenger vehicle based on the equation of
motion and the boundary-value problem of heat conduction was carried out. An influence of temperature-
Keywords: dependent coefficient of friction on the sliding velocity, braking time, braking distance and the
Temperature thermomechanical wear was studied. Two materials of the pad combined with the cast-iron brake disc were ex-
Disc brake amined. The dependencies of the coefficient of friction and wear rate on the temperature and contact pressure
Temperature-dependent coefficient of friction
were derived from experimental measurements and implemented to the computational model of the brake.
Finite element method
Comparisons of temperature for validation purposes calculated using the contact model developed in this
study were made with the model introducing an approach based on the heat partition adopted from other
studies.
© 2015 Elsevier Ltd. All rights reserved.

1. Introduction [3]. The comparative analysis of transient temperature evolutions at dif-

During braking mechanical energy is converted into heat due to
friction. Operation of a brake below the maximum permissible value
of temperature determines safe, effective exploitation and low wear of
the sliding components through the complex interactions between the
parameters of the process. These are the initial velocity, contact
pressure, coefficient of friction, etc. The last parameter, attributed to
the materials used, is the ratio between the force acting on the body
in the normal direction and the resulting friction force, which should
be maintained constant. In practice it is difficult to develop the material
both for the linings as well as for the brake disc, which assure the coef-
ficient of friction independent of the parameters varying during braking.
As stems from the review article on numerical calculation of tempera-
ture in disc brakes and clutches [1], despite the thermosensitivity of
the coefficient of friction, typically its constant value is used. Obviously
this simplifies a problem to the linear and noticeably shortens the com-
putational time. Also experimental measurements, if conducted are less
consuming. A review of the current state of knowledge on thermal
stresses in disc brakes and clutches was given in the article [2].
In the common application of disc brakes, the rubbing path of the
disc is covered partly within the circumference, therefore the problem
becomes inherently three-dimensional irrespective of the contact con-
ditions (distribution of the contact pressure, coefficient of friction,
wear, etc.). Numerical calculations of the transient temperature fields
of the disc using 2D and 3D FE models were carried out in the article
☆ Communicated by W.J. Minkowycz.
⁎ Corresponding author.
E-mail address: a.yevtushenko@pb.edu.pl (A.A. Yevtushenko).
ferent axial and radial positions in the disc revealed that the assumption
of the axisymmetry of thermal load satisfies exactly the average tem-
perature evolution of the fixed location on the friction surface of the
disc. It should be noted that in the quoted study a separation of heat
was set a priori using the heat partition ratio. Such parameter according
to [4] is sensitive particularly when calculating the temperature of the
pad, but it also affects the temperature of the disc, which may be there-
fore over- or underestimated depending on the type of the formula
employed. Accordingly, to reflect the actual thermal state, a contact
model is more valid.
The experimental tests on a pin-on-disc with heating chamber to
identify the dependence of the coefficient of friction on temperature
were carried out in the article [5]. The pad material used was cut from
the lining of a brake of a vehicle, whereas the disc was made of cast
iron Zl250. The measurements incorporated four braking cases at spec-
ified uniform temperature of the components of a friction pair. It was
found that the dependence of the coefficient of friction on the tempera-
ture is nonlinear and the variations of the coefficient of friction within
the range 25–200 °C are of order of 52%. This grounds for accounting
for the temperature dependence of the coefficient in the FEA of temper-
ature in disc brakes.
An optimization multilevel coordinate search method to identify the
design parameters that affect the contact conditions of the sliding
bodies during braking was used in the article [6]. It was concluded
that the coefficient of friction besides the specific heat has the greatest
influence on the temperature, whereas the contact pressure is
dependent on the thermal expansion and the coefficient of wear.
The heat conduction plane problem of friction using the Petrov–
Galerkin method with the time–space finite element was studied in

http://dx.doi.org/10.1016/j.icheatmasstransfer.2015.01.005
0735-1933/© 2015 Elsevier Ltd. All rights reserved.
38 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44

model of a disc brake. The critical velocity, at which the initiation

Nomenclature of TEI phenomenon takes place was investigated. Both divided and
solid brake discs to identify the maximum axial distortions and the
Ap area of the friction surface of the pad, (m2) equivalent Huber–Mises stress were studied. For the validation pur-
poses the temperature measurements on the contact surface using the
c specific heat, (J/(kg K)) infrared camera were performed.
Ek kinetic energy of a vehicle, (J) The three-dimensional FE computational model for the analysis of
f coefficient of friction temperature in a pad–disc brake system, accounting for the dependence
fav(t) average value of the coefficient of friction of the coefficient of friction on the temperature, was proposed in the ar-
f0 coefficient of friction at temperature of 20 °C ticle [9]. A significant simplifying assumption of that model was the heat
F total time-dependent friction force of four disc brake partition set as an input parameter in calculations. In physical sense it
systems, (N) means that the condition of equal temperatures of the pad and the
h
 heat transfer coefficient, (W/(m2 K)) disc is substituted by the condition of equal average or maximum
I T temperature-dependent coefficient of wear rate, temperatures. From the computational point of view it leads to separate

 (μg/(N m)) solutions of boundary-value problems of heat conduction for the pad
It T temperature-dependent wear, (mg) and the disc heated on the friction surfaces by the heat flux densities
K thermal conductivity, (W/(m K)) proportional to the specific power of friction. Wherein the heat partition
m mass of a vehicle, (kg) ratio (proportionality parameter) is set a priori. Furthermore an
p0 contact pressure, (MPa) integration of the equation of motion, and in turn finding the time and
q specific power of friction, (W/m2) the braking distance was carried out at constant (initial) value of
Q power of friction, (W) the coefficient of friction. An attempt of accounting for the mutual
r radial coordinate, (m) dependence of the velocity and the temperature was made for the
r, R inner and outer radius, respectively, (m) axisymmetric (2D) contact computational model in the article [10]. In
Rw outer radius of the wheel, (m) this article a more general (3D) contact model of frictional heating in a
req equivalent radius of the rubbing path, (m) disc brake, taking into account simultaneous relative influence of change
S braking distance, (m) in the velocity and the temperature on the braking time (distance) and
t time, (s) thermomechanical wear of the working surfaces of the pad and the disc
ts braking time, (s) is developed.
Δt time step, (s)
T temperature, (°C)
T temperature on the contact surface, (°C) 2. Statement of the problem
Ta ambient/initial temperature, (°C)
V(t) vehicle velocity, (m/s) Let a vehicle weighing m is moving with the constant velocity V0. At
V0 initial vehicle velocity, (m/s) the initial point in time t = 0 two pads of each out of four brake systems
z axial coordinate, (m) are pressed to the friction surfaces of the rotating disc and due to friction
the velocity of the vehicle decreases to zero at the stop time moment ts.
Greek symbols The braking process is accompanied by the conversion of kinetic energy
γ heat partition ratio into heat. The heat is generated within the contact regions on the pad–
δ thickness, (m) disc interfaces. It is assumed that:
θ circumferential coordinate, (rad)
θ0 cover angle of the pad, (rad) 1) the constant contact pressure on each working surface is the same
ρ density, (kg/m3) and equals p0, and the friction force opposing motion of the vehicle
ω(t) angular velocity of the disc, (s−1) is equally distributed within the four disc brake systems;
Ω contact region, (m2) 2) the thermal load of disc is symmetric about its mid-plane. Therefore,
the computational region is restricted exclusively to the half of the
Subscripts entire disc volume;
d indicates disc
3) the coefficient of friction depends on temperature;
p indicates pad 4) the perfect thermal contact at friction between the pad and the
disc takes place, i.e. the sum of the heat flux densities, directed
Superscripts
along the normal to the surface of contact into the pad and the disc
± values, obtained at the approach to plane z = 0 along
is equal to the specific power of friction and the temperatures of
positive (+) or negative (−) direction of the axis Oz.
the pad and the disc on the corresponding friction surfaces are
equal;
5) convective heat transfer with the surrounding air at the constant
heat transfer coefficient h on the free surfaces of the pad and the
disc is applied;
the article [7]. The comparative analysis of the transient temperature 6) a thermomechanical type of wear of the working surfaces of the
fields of the sliding components at constant and temperature- sliding components of a brake is under consideration. The coefficient
dependent coefficient of friction (linear decrease due to temperature of wear rate depends on temperature;
from 0 to 500 °C) was carried out. 7) initially the pad and the disc are at ambient temperature Ta = const.
A 3D thermomechanical contact FE model of a mine hoist disc brake
to analyze the temperature and thermal stresses at the coefficient of Consider in detail a change in velocity during braking for one system.
friction dependent on the temperature and the sliding velocity was de- With this objective we introduce a cylindrical coordinate system (r, θ, z)
veloped in the article [8]. Static (dependence on the temperature and with the origin at the center of the disc (Fig. 1). Thus, the transient
contact pressure) and kinetic (dependence on the temperature and ve- temperature field of the brake system will be a three-dimensional,
locity) coefficients of friction were implemented to the FE contact i.e. T = T(r, θ, z, t).
 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44 39

The transient temperature T(r, z, θ, t) of the pad and the disc will be
obtained from the solution of the following boundary-value problem of
heat conduction (Fig. 1):

!
∂2 1 ∂ 1 ∂2 ∂2
Kp þ þ þ T
∂r2 r ∂r r 2 ∂θ2 ∂z2
∂T
¼ ρp cp ; r b r b Rp ; jθj b 0:5θ0 ; 0 b z b δp ; 0 b t ≤ t s ð9Þ
∂t p

!
∂2 1 ∂ 1 ∂2 ∂2
Kd þ þ þ T
∂r2 r ∂r r 2 ∂θ2 ∂z2
 
∂T V ðt Þ ∂T
¼ ρd cd þ ; r b r b Rd ; 0 b θ b 2π; −δd b z b 0; 0 b t ≤ t s ð10Þ
∂t Rw ∂θ d
Fig. 1. FE mesh of the pad–disc contact model.

An area of the contact region Ω = {rp ≤ r ≤ Rp, |θ| ≤ 0.5θ0, z = 0}  

∂T  ∂T 
between the pad and the disc is equal: Kd  − K p  ¼ qðr; θ; 0; t Þ; ðr; θÞ ∈ Ω; 0 ≤ t ≤ t s ð11Þ
∂z z ¼ 0− ∂z z¼0þ
 
2 2
Ap ¼ 0:5 Rp −r p θ0 : ð1Þ  
þ −
T r; θ; 0 ; t ¼ T ðr; θ; 0 ; t Þ; ðr; θÞ ∈ Ω; 0 ≤ t ≤ t s ð12Þ

Due to assumption (3) the coefficient of friction f is distributed  h   i

∂T 
nonuniformly in the radial and circumferential directions within the Kp  ¼ h T r p ; θ; z; t −T a ; jθj≤0:5θ0 ; 0 ≤ z ≤ δp ; 0 ≤ t ≤ t s
∂r r ¼ rp
contact region Ω. The velocity of a vehicle and angular velocity of the
disc depend, in turn, on the coefficient of friction. In order to prevent ð13Þ
from the nonuniform distribution of the angular velocity we introduce 
∂T  h  i
the average value of the coefficient of friction:
Kp ¼ h T a −T Rp ; θ; z; t ; jθj≤ 0:5θ0 ; 0 ≤ z ≤ δp ; 0 ≤ t ≤ t s
∂r r ¼ Rp
1
 ð14Þ
f av ðt Þ ¼ ∬ f T dΩ; 0 ≤ t ≤ t s ð2Þ
Ap Ω

∂T 
K p  ¼ h½T ðr; −0:5θ0 ; z; t Þ−T a ; rp ≤ r ≤ Rp ; 0 ≤ z ≤ δp ; 0 ≤ t ≤ t s
∂θ θ ¼ −0:5θ0
where T ≡ T ðr; θ; 0; t Þ; ðr; θÞ ∈ Ω.
The change in the vehicle velocity during braking we find from the ð15Þ
solution of equation of motion: 
∂T 
Kp ¼ h½T a −T ðr; 0:5θ0 ; z; t Þ; r p ≤ r ≤Rp ; 0 ≤ z ≤ δp ; 0 ≤ t ≤ t s
dV ðt Þ ∂θ θ ¼ 0:5θ0
m ¼ −F ðt Þ; 0 ≤ t ≤ ts ; ð3Þ
dt ð16Þ
at the initial condition V(0) = V0 and the time-dependent friction force  h  i
∂T 
Kp ¼ h T a −T r; θ; δp ; t ; ðr; θÞ∈Ω; 0 ≤t ≤t s ð17Þ
∂z z ¼ δp
−1
F ðt Þ ¼ 8f av ðt Þp0 Ap Rw r eq ; ð4Þ

∂T 
Kd ¼ h½T ðr d ; θ; z; t Þ−T a ; 0 ≤θ ≤2π; −δd ≤ z ≤ 0; 0 ≤ t ≤ t s
∂r r ¼ rd
where the equivalent radius of the contact region we define as:
ð18Þ
 
Z 0
0:5θ Z
Rp 3 3 
1 2 2 Rp −r p ∂T 
r eq ¼ r drd θ ¼  : ð5Þ Kd ¼ h½T a −T ðRd ; θ; z; t Þ; 0 ≤ θ ≤2π; −δd ≤ z ≤ 0; 0 ≤ t ≤ t s
Ap 3 R2 −r 2
p p
∂r r ¼ Rd
−0:5θ0 rp
ð19Þ
After integration of Eq. (3) we find the time-profile of the velocity in 
the form: ∂T  −
Kd ¼ h½T a −T ðr; θ; 0 ; t Þ; r d ≤ r ≤ rp ; 0 ≤ θ ≤ 2π; 0≤t ≤ t s
∂z z ¼ 0−
V ðt Þ ¼ V 0 −B F av ðt Þ; 0 ≤ t ≤ t s ; ð6Þ ð20Þ

where ∂T  −
Kd ¼ h½T a −T ðr; θ; 0 ; t Þ; r p ≤ r ≤ Rp
  ∂z z ¼ 0−
3 3
16π Rp −r p p0 Zt ¼ Rd ; jθj ≥ 0:5θ0 ; 0 ≤ t ≤ t s ð21Þ
B¼ ; F av ðt Þ ¼ f av ðτÞdτ: ð7Þ
3mRw 
0 ∂T 
¼ 0; r d ≤ r ≤Rd ; 0 ≤ θ ≤ 2π; t ≥0; z ¼ −δd ; 0 ≤ t ≤ t s ; ð22Þ
∂z z ¼ − δd
The braking time ts we calculate under the formulae (6) and (7) at
the condition of a stop V(ts) = 0, i.e. from the functional equation T ðr; θ; z; 0Þ ¼ T a ; rp ≤ r ≤ Rp ; jθj ≤ 0:5θ0 ; 0 ≤ z ≤ δp ; ð23Þ

−1
F av ðt s Þ ¼ V 0 B : ð8Þ T ðr; θ; z; 0Þ ¼ T a ; rd ≤ r ≤Rd ; 0 ≤ θ ≤ 2π; −δd ≤ z ≤ 0; ð24Þ
40 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44

where the specific power of friction appeared on the right hand-side of analysis, the computational time may lengthen significantly relating to a
the boundary condition (11) is equal linear problem. Therefore it was important to find the minimum number
of elements of the FE model of a brake satisfying the accuracy and effi-

 −1
qðr; θ; 0; t Þ ¼ f T p0 rRw V ðt Þ; ðr; θÞ∈Ω; 0≤t ≤t s ð25Þ ciency requirements. Two different hexahedral meshes in the total num-
ber of elements of 3678, and 25,224 were built and the maximum
and the velocity V(t) as well as the stop time moment ts we find from temperatures on the friction surface were determined. One of the main
Eqs. (6)–(8). features of the FE model of a disc brake was to apply nonuniform distribu-
Knowing the temperature, we can calculate the thermomechanical tion of dimension of an element in the axial direction due to high temper-
wear It of the brake components as [10]: ature gradient. The finer of the examined meshes was the reasonable
limit to use in this study. An increase in the total number of elements
Zt (double decrease in the dimension of an element in each direction)

 −1


It T ¼ p0 Ap rRw I T f T V ðτ Þdτ; ðr; θÞ∈Ω; 0≤t ≤t s ; ð26Þ caused a change in the maximum temperature lower than 1%. Thus
0 coarser element grid — 3678 (576 for the pad and 3102 for the disc)

 was chosen both for the calculations at constant and temperature-
where I T is the temperature-dependent coefficient of wear rate. dependent coefficient of friction. However, the time step Δt was selected
automatically by the solver, the time step of the results was matched. In
3. Numerical analysis this study it was either Δt = 0.002 s or 0.005 s depending on the quan-
tity presented in the graph.
A finite element simulation of frictional heating of the pad and the The dimensions of the components of the brake were adopted from
disc during a single braking process from the initial velocity of a vehicle the article [9] (Table 2). The FEA was performed for two different mate-
to standstill was carried out using Comsol Multiphysics [11]. The FE rials of the pad (FC-16L and FMC-11) and the cast-iron (ChNMKh) brake
mesh of the considered pad–disc brake system for thermal analysis is disc. The properties of these materials are presented in Table 3 of the
shown in Fig. 1. For the considered transient nonlinear case of numerical article [9]. Initially the pad and the disc are at ambient temperature

Fig. 2. Dependences of the coefficient of friction f and wear rate I on the temperature T at several values of contact pressure p0 for the couple: a, b) — FC-16L/ChNMKh; c, d) — FMC-
11/ChNMKh.
 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44 41

Ta = 20 °C. Convective cooling at the constant heat transfer coefficient

h = 60 W/(m2 K) on the free surfaces of the pad and the disc takes
place [9].
For the given initial value of the velocity of the vehicle V0 = 100 km/h,
contact pressure p0 = 1.47 MPa, coefficient of friction f = 0.5 and braking
time ts = 3.96 s [9], the change in the power of friction Q ðt Þ ¼
0:5θ0 Rp
∫ ∫ rqðr; t Þdrd θ was calculated, based on which the kinetic energy
−0:5θ0 r p ts
of the vehicle was Ek ¼ 8∫ Q ðt Þdt ¼ 392:1 kJ . Accordingly, the mass
0

was equal m = 1016 kg. This value as the input parameter at numerical
simulation was the same for each contact pressure, the corresponding co-
efficient of friction and the material of the pad analyzed. The computa-
tions were performed both at the constant and temperature-dependent
coefficient of friction. The dependencies of the coefficients of friction
and wear rate on temperature at several values of the contact pressure de-
rived according to the methodology of the articles [9,10] from experimen-
tal data [12] are shown in Fig. 2.
One of the most important parameters in thermal calculations is the
temperature reached on the rubbing surfaces of the sliding components.
When the pad covers the disc in circumferential direction partly, the po-
sition of the contact area Ω on the rubbing path of the disc is changing.
Accordingly, for the fixed point on the friction surface of the disc, the
temperature will fluctuate due to cyclic contact with the pad. Whereas
the pad temperature will vary smoothly due to permanent contact
with the disc. Obviously in actual this relationship is more complex.
First we shall try to compare the results obtained at constant value of
the coefficient of friction by means of separate FE approach from article
[9] and the contact model proposed in this study. The corresponding
temperature evolutions during a single braking process on the friction
surfaces are shown in Fig. 3. It can be clearly observed that the pad
temperature obtained from the model with the heat partition ratio [9]
is approximately three times higher, than the temperature of the disc.
A significant difference in temperature of the pad and the disc is associ-
ated with the fact, that the value of the heat partition ratio is constant in
the process of braking. At this disadvantage of the separate model a de-
tailed analysis of the influence of the heat partition ratio on the temper-
ature was carried out in the article [4]. The temperatures of the pad and
the disc obtained from the proposed contact model are the same as it
should be in accordance with the boundary condition (12). It may be Fig. 4. Evolutions of temperature in the fixed point r = Rd, θ = 0.5θ0 on the friction surface
concluded that the use of the heat partition ratio at calculations of tem- z = 0 during braking from initial velocity V0 = 100 km/h to standstill at different values of
perature in the case when the pad covers the disc rubbing path partly, the contact pressure p0 for couple: a) FC-16L/ChNMKh; b) FMC-11/ChNMKh. The solid
curves — at constant value coefficient of friction f = f0, the dashed curves — at tempera-
ture-dependent f(T) from Fig. 2a, c.

may lead to significant inaccuracies. This particularly applies to the

Fig. 3. Evolutions of temperature for the FMC-11/ChNMKh couple in the fixed point r = Rd,
θ = 0.5θ0 on the friction surface z = 0 during braking from initial velocity V0 = 100 km/h
to standstill at f = 0.5, p0 = 1.47 MPa, ts = 3.96 s.
determination of the temperature of the pad.
All further presented results are related to the FE pad–disc contact
model only, when the pad is stationary, whereas the disc is rotating.
The time profiles of temperature for the fixed point on the contact
surface for FC-16L/ChNMKh couple are shown in Fig. 4. We see that
the evolution of temperature at the fixed point of the friction surface
of the disc has an oscillating character and the time variation of the tem-
perature of the stationary pad is almost smooth. For the selected point of
the contact area, the temperature of the pad passes through a maximum
temperature oscillations of the disc. Further we show the evolution of
temperature of the disc only for two values of the contact pressure
p0 = 0.39 MPa (Fig. 4a) and p0 = 0.59 MPa (Fig. 4b). Comparing the re-
sults obtained at the constant (solid lines) and temperature-dependent
(dashed lines) coefficient of friction, it may be noted that the tempera-
ture for the friction pair FC-16L/ChNMKh (Fig. 4a) is underestimated at
the constant value of the coefficient of friction and overestimated for the
second pair of materials FMC-11/ChNMKh (Fig. 4b). However the max-
imum temperatures at constant and temperature-dependent coefficient
42 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44

Fig. 5. Isotherms on the contact surface of the disc for the FMC-11/ChNMKh couple in
the fixed point in time t = 0.05ts and temperature-dependent coefficient of friction
(p0 = 1.47 MPa, Fig. 2c).
of friction vary slightly (3%), whereas the durations of braking are signif-
icantly different (12%).
It should be noted that nonlinear dependence of the coefficient of
friction versus temperature for FC-16L/ChNMKh couple (Fig. 2a) leads
to the reduction of the braking time in comparison with that for the con-
stant value of the coefficient of friction (Fig. 4a). At the linear decrease in
the coefficient of friction with increasing temperature for the FMC-11/
ChNMKh couple (Fig. 2c), the braking time is longer than at the constant
coefficient of friction (Fig. 4b). Obviously, with an increase in the contact
pressure the specific power of friction increases and the temperature
rises.
The temperature contour on the working surface of the disc for FMC-
11/ChNMKh couple in a fixed point in time is shown in Fig. 5. As can be
seen in Fig. 1, the disc rotates in a counter-clockwise direction. There-
fore at the fixed value of radial coordinate the lowest temperature in
the contact region is observed on the right (incoming) edge of the
pad. With a distance from this edge in the circumferential direction
the temperature rises, reaching the maximum value at the left (exiting)
edge of the pad. At the fixed value of the circumferential variable the
temperature rises with increasing distance from the inside boundary
of the contact area r = rd. The most heated is the outer boundary of
the contact area r = Rd. From the above analysis it follows that the max-
imum temperature at a given time moment is reached on the surface of
the friction in the upper left corner of the contact area at r = Rd, θ =
0.5θ0. That is why this point was chosen in this analysis to study the evo-
lution of temperature in Figs. 3 and 4. We note also that such distribu-
tions are similar for every of the considered materials, the values of
the contact pressure and the coefficient of friction (either constant or
temperature-dependent).
Contours of temperature and the coefficient of friction at the begin-
ning (0.1ts), half (0.5ts) and the end (ts) of braking process for friction
couple FMC-11/ChNMKh are shown in Fig. 6. At the beginning the

a) b)
T(t = 0.1ts) f(t = 0.1ts)

T(t = 0.5ts) f(t = 0.5ts)

T(t = ts) f(t = ts)

Fig. 6. Line levels of a) temperature and b) coefficient of friction on the working surface of the pad for FMC-11/ChNMKh couple at several points in time and temperature-dependent
coefficient of friction (p0 = 1.47 MPa, Fig. 2c).
 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44
Fig. 7. Braking distances at constant (gray background) and temperature-dependent
(white background) coefficient of friction.
Fig. 8. Evolutions of the wear of the friction surfaces of the pad and the disc during braking
for: a) FC-16L/ChNMKh; b) FMC-11/ChNMKh. The solid curves — at constant value of the


coefficient of friction f = f0 and temperature-dependent coefficient of wear rate I T , the



dashed curves — at temperature-dependent f T and I T from Fig. 2.
43
temperature distribution is nonuniform both in radial and circumferen-
tial directions. With time this field equalizes in the circumference,
whereas despite the fact of low heat flux density applied, it varies
with the radius due to local difference in relative slip velocity. Since
the dependence of the coefficient of friction on the temperature is al-
most linear (Fig. 2c), its distributions (Fig. 6b) are concisely related to
the temperature contours in Fig. 6a.
One of the important parameters during braking is the braking dis-
tance S, i.e. the distance covered from the initial velocity of the vehicle
to standstill. Comparison of braking distances, found at constant value
of the coefficient of friction and at its dependence on temperature is
shown in Fig. 7. Even for the shortest S occurred, as expected at the
highest contact pressure, the difference at constant and temperature-
dependent coefficient of friction is noticeable. However the calculated
braking distances at contact pressure lower than p0 = 1.47 MPa do
not correspond with the emergency braking process of a vehicle (typi-
cally the pressure is higher than p0 = 1.47 MPa), it shows the errors
when neglecting the fluctuations of the coefficient of friction due to
temperature.
Calculation of wear of the components of a brake system states a
complex problem. In this study the mass loss was determined using
the experimental dependences of the coefficients of friction and wear
rate on temperature from Fig. 2. The results of calculations using the for-
mula (26) are presented in Fig. 8. Wear increases monotonically during
braking, obviously reaching the maximum at the stop time moment. Re-
gardless of the value of the contact pressure (except for 0.39 MPa), at
the fixed point in time, the account of temperature-dependent coeffi-
cient of friction leads to the increase in wear for the FC-16L/ChNMKh
(Fig. 8a), whereas for the FMC-11/ChNMKh couple it remains almost
unchanged (Fig. 8b). With increasing pressure, the wear increases.
This is clearly noticeable for the couple FC-16L/ChNMKh (Fig. 8a).
4. Conclusions
The three-dimensional FE contact model of frictional heating of the
disc brake at the single braking process was developed. The essential
element distinguishing proposed computational model from already
existing, is a mutual relationship between the temperature and the ve-
locity of braking. This is achieved by simultaneously taking into account
the temperature dependence of the coefficient of friction in the equa-
tion of motion at the determination of the specific power of friction in
the boundary condition of the corresponding boundary-value problem
of heat conduction. The friction force during braking was calculated
for the constant equivalent radius req = 0.0962 m irrespective of the
distribution of the coefficient of friction.
Based on the obtained results it was concluded that the change in
the coefficient of friction of about 10–20% due to the temperature
reached in the range 20–150 °C affected the braking time and the brak-
ing distance on average (12%); whereas the maximum temperature and
total wear varied about 3% and 1%, respectively. These data allow to
state that the braking time and the braking distance are affected approx-
imately proportionally to the change in the coefficient of friction. Due to
relatively short duration of the braking process, the maximum temper-
atures reached at constant and temperature-dependent coefficient of
friction were almost equal. It may be established that calculation of
maximum temperature during braking process can be performed at
constant coefficient of friction, whereas the braking time and braking
distance will vary in close relation to the change in the coefficient of
friction.
Acknowledgment
The present article is financially supported by the National Science
Centre in Poland (research project no. 2011/01/B/ST8/07446).
44 A.A. Yevtushenko, P. Grzes / International Communications in Heat and Mass Transfer 62 (2015) 37–44
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