Vol.

36, No. 1 (2014) 4966

Tribology in Industry

RESEARCH

www.tribology.fink.rs

Numerical Modeling of Disc Brake System
in Frictional Contact


A. Belhocine a, A.R. Abu Bakar b, M. Bouchetara a

a Department of Mechanical Engineering, USTO Oran University , L.P 1505 El Mnaouer, USTO 31000 Oran, Algeria

b Department of Automotive Engineering, Universiti Teknologi Malaysia, 81310 UTM Skudai, Malaysia.

Keywords: A B S T R A C T
Brake disc Safety aspect in automotive engineering has been considered as a number
Heat flux one priority in development of new vehicle. Each single system has been
Heat transfer coefficient studied and developed in order to meet safety requirement. Instead of
Thermal analysis having air bag, good suspension systems, good handling and safe
Finite element cornering, there is one most critical system in the vehicle which is brake
Stress systems. The objective of this work is to investigate and analyse the
temperature distribution of rotor disc during braking operation using
Corresponding author: ANSYS Multiphysics. The work uses the finite element analysis techniques
to predict the temperature distribution on the full and ventilated brake
Ali Belhocine disc and to identify the critical temperature of the rotor by holding
Faculty of Mechancal Engineering, account certain parameters such as; the material used, the geometric
USTO Oran University, design of the disc and the mode of braking. The analysis also gives us, the
L.P. 1505 ElMnaouer, USTO, heat flux distribution for the two discs.
31000 Oran Algeria
Email: [email protected] 2014 Published by Faculty of Engineering

1. INTRODUCTION effects in any given part of the brake is possible
by numerical simulations, but it requires a valid
Braking system is one of the important safety model to be constructed. The verification of such
components of a vehicle. Braking system is model can be performed on the basis of real
mainly used to decelerate vehicles from an temperature measurements, using the image
initial speed to a given speed. Friction based sequences recorded by a thermal camera. The
braking systems are the common device to analysis of recorded temperature distribution
convert kinetic energy into thermal energy may help to identify the worn out brake
through friction between the brake pads and the components [2].
rotor faces. High temperatures can also lead to
overheating of brake fluid, seals and other Brake disc convective cooling has been
components. The stopping capability of brake historically studied by means of experimental
increases by the rate at which heat is dissipated and theoretical methods [3,4] and the
due to forced convection and the thermal optimization were only boosted with the advent
capacity of the system [1]. Tracing of thermal of modern computational resources in the late

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

eighties [5]. Currently, although of not simple wear, fusion, and deformation. Since Blok [13]
usage and requiring previous understanding of and Jaeger and Carslaw [14] pioneered the
the basics of fluid mechanics and heat transfer studies of temperature rise at the contact
coupled with knowledge of flows numerical surfaces due to moving heat surfaces, there are
modeling, CFD has significantly gained more researches aimed at studying the
preference in the automotive industry design temperature rise and distribution. Vick and
process as tool for predicting complex flow and Furey [15] deduced the base theory of the
heat transfer behaviour in regions where frictional heat and calculated a set of regularly
otherwise very laborious and time consuming by arranged contact areas temperature
a combination of nodetosurface and surfaceto distribution; Chen et al. [16] used the classic
surface contact elements [6]. theory to calculate the local temperature rise
that greatly influences the glue, wear, and local
Gao and Lin [7] stated that there was plastic deformation. Chen and Li [17]
considerable evidence to show that the contact established a wear model to simulate sliding
temperature is an integral factor reflecting the processes in order to analyse the frictional
specific power friction influence of combined heating. Bogdanovich and Tkachuk [18]
effect of load, speed, friction coefficient, and the presented some experiments to understand
thermo physical and durability properties of the thermal phenomena in a sliding contact,
materials of a frictional couple. Experiments revealing that asperities in contact were found
showed that the friction coefficient in general to undergo the pulse effect of the temperature
decreased with increasing sliding speed and approaching the melting point of one of the
applied load, but increased with increasing disc friction members. The friction heat generated
temperature up to 300 C and then decreased between two sliding bodies causes thermoelastic
above this temperature. The specific wear rate deformation, which alters the contact pressure
was found to increase with increasing sliding distribution. This coupled thermomechanical
speed and disc temperature [8]. process is referred to as frictionallyexcited
thermoelastic instability (TEI) [19]. Abu Bakar
Nouby et al [9] introduced a nontraditional and Ouyang [20] adjusted the surface profiles
evaluation tool to examine the effects of using measured data of the surface height and
different materials, in practical applications, that produced a more realistic model for brake pads.
are used in fabricating disc brake components Direct contact interaction between disc brake
for commonly used or special requirements such components is represented threedimensional
as heavyduty performance and racing cars. An FE model of the disc brake corner that
extension of the FE models discussed earlier is incorporates a wheel hub and steering knuckle
an experimental set up work would be needed. that was developed and validated at both
As result, brake disc convective cooling analysis components and assembly levels to predict disc
and optimization is nowadays mostly carried out brake squeal. In addition, the real pad surface
using CFD commercial codes, e,g. [10]. topography, negative frictionvelocity slope, and
friction damping were considered to increase
Many investigations of analysis of heat flow the prediction accuracy of the squeal. Brake
through the ventilated disc brakes are reported squeal is a high frequency noise produced when
in the literature. Michael and Roland [11] driver decelerates and/or stops the vehicle
discussed the airflow patterns in the disc rotors. moving at low speed. It is the noise caused by
Wallis et al [12] carried out a numerical study selfexcited vibration generated by the friction
using Fluent on disc rotor blades to examine the force variation between the friction material and
effects of local heat and mass transfer of the rotor. It is a phenomenon of dynamic instability
axial gap distances for a single and corotating that occurs at one or more the natural
disc. The study of single rotating disc showed frequencies of the brake system. The clutch
that heat and mass transfer coefficient are tribological behaviours depend significantly on
enhanced considerably by decreasing the hub the dynamic contact temperature of the
height. In the sliding contact process, a frictional surfaces, which in turn is related to
temperature variation in the contacting bodies normal pressure load, relative sliding velocity
that resulted from frictional heating will cause and the nature of the involved surfaces [21]. The
many related engineering problems, such as interface temperature has momentous influence

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

on friction and wear effects, with potential difficulties in the experimental approach, in
failures caused by high thermal levels and recent years, the finite element method [32] has
thermo mechanical stresses. It is well known become the preferred method for studying the
that the temperature sensitivity of friction problem at hand while few analytical models are
materials is a critical aspect wishing to ensure also available [33]. However, a critical analysis of
their smooth and reliable functioning. In fact, it the above mentioned works allows to clearly
influences the thermoelastic instabilities, which concluding that, often, numerical predictions for
in turn alter the friction performance at the temperature distribution arent adequately
braking junctions [22]. In the front wheel, for validated by experimental tests. Spulber and
example, disc brake pads absorb a major amount Voloaca [34] proposed a new simulation method
(up to 80 %) of the total kinetic energy of an of a disc brake thermal stress resistance, for
automobile. This causes the generation of high different temperatures, by interactive processing
temperature up to 370 C on the disc. The of images obtained by thermography.
severity of such temperature rise is further Temperature evaluation for different working
manifested in the form of a very high flash regimes can be made by recording and processing
temperature up to 600 C at the contacting thermograms of a disc brake heated inside the
asperities [23]. At such high temperatures, pads laboratory by an external heating source. Taken
suffer from a loss of effectiveness called fade pictures along the temperature variation, from the
because of a reduction in the kinetic friction ambient value to a value close to real one obtained
coefficient. High interfacial temperatures can on the usual experiments, are processed using
lead to a decrease in shear strength of the pad image analyse softwares.
and consequently a decrease in frictional force
which induces fade [24]. Thus, correlating the In the work of Mosleh et al. [35] a brake dust
friction coefficient to the operating temperature generated in vehicle brakes causes discoloration
level for the coupled friction surfaces is probably of wheels and, more importantly, the emission of
the most critical point in designing safe and particles suspected of health hazard in the
effective braking systems and it is not surprising environment. Laboratory testing of brake pad
that many researchers pay their attention to materials against cast iron discs revealed that
theoretical models for surface temperature the majority of wear particles are
evaluation as well as to surface temperature submicrometer in size. Wear particles with a
measurements. A lot of studies about heat size of 350 nm had the highest percentage in the
transfer at the coupled interfaces are reported in particle size distribution plots, regardless of the
literature which takes into account the magnitude of the nominal contact pressure and
superposition of several phenomena, each the sliding speed. The precise calculation for
described by a number of simplifying each of the rate of wear [3638] and the internal
assumptions: experimental, analytical and energy of friction clutch will lead to Knowledge
numerical methods are attempted to understand the lifetime of friction material with high
and to predict wear effects. From an accuracy. Due to their predominantly
experimental standpoint, the system relative submicrometer size, a significant amount of
motion, its geometry and the high thermal brake dust particles may be inhalable in
gradients which are typically attained make environmental and occupational exposure
experimental temperature detection a complex situations.
matter if one wishes to use thermocouples
located directly at the friction interface [2527]. Abdullah et al. [39] used the finite element
Therefore, noncontact measurements method to study the contact pressure and
including optical or infrared methods could be stresses during the full engagement period of
the solution and early works are appearing in the clutches using different contact algorithms.
this sense [2831]. The latter technique seems to Moreover, sensitivity study for the contact
be the most effective and valuable due to its pressure is presented to indicate the importance
ability to perform continuous temperature map of the contact stiffness between contact surfaces.
recording with relatively high resolutions when According to Altuzarra et al. [40], if the sliding
compared to other traditional methods but it is speed is high, the resulting thermomechanical
to consider that the area to focus on is hidden feedback is unstable, leading to the development
by the coupled surfaces. Due to the described of nonuniform contact pressure and local high

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temperature with important gradients called In this study, we will make a modeling of the
hot spots. The formation of such localized hot thermal behaviour of the dry contact between
spots is accompanied by high local stresses that the discs of brake pads at the time of braking
can lead to material degradation and eventual phase; the strategy of calculation is based on the
failure [41]. Also, the hot spots can be a source of software ANSYS 11. This last is comprehensive
undesirable frictional vibrations, known in the mainly for the resolution of the complex physical
automotive disc brake community as hot problems. As a current study of this problem
roughness or hot judder [42]. ANSYS Simulations with less assumption and
less program restrictions have been performed
The ventilated disc is lighter than the solid disc, for the thermo mechanical case. Temperature
and additional convective heat transfer occurs distribution obtained by the transient thermal
on the surface of the vent hall. Thus, the analysis is used in the calculations of the
ventilated disc can control its temperature rise stresses on disc surface.
and minimize the effects of thermal problems
such as the variation of the pad friction
coefficient, brake fade and vapor lock [43,44]. 2. NUMERICAL PROCEDURE


In braking process, the temperature field
The ventilated disc, however, may increase
changes input heat flux and heat exchange
judder problems by inducing an uneven
conditions. The input heat flux is mainly relevant
temperature field around the disc. Also, the
to friction coefficient disc, the angular velocity of
thermal capacity of the ventilated disc is less
brake disc while heat exchange is connected
than that of the solid disc, and the temperature
with the friction pair materials and external
of the ventilated disc can rise relatively faster
environmental factors.
than that of the solid disc during repetitive
braking [45]. Therefore, thermal capacity and Based on the first law of Thermodynamics,
thermal deformation should be carefully during braking, kinetic energy is converted to
considered when modifying the shape of the thermal energy. Due to friction between the
ventilated disc. Recently, Abdullah and main components of disc brake (pads and disc)
Schlattmann [46] carried out detailed of the conversion of energy takes place.
temperature distribution for dry friction system
(flywheel, clutch disc and pressure plate) during Initially the generated thermal energy is
repeated engagements. The finite element transferred by conduction to the components in
method used to compute the temperature field contact and next by convection to environment.
for clutch disc under different pressure
distributions. Two types of pressure The initial heat flux qo into the rotor face is directly
distributions were applied between contact calculated using the following formula [48]:
surfaces uniform pressure and the linear 1 m g V0 z
pressure with disc radius (maximum at inner qo (1)
radius and minimum at outer radius) based on 2 2 Ad p
theory of clutch design. The effect of convection Where z=a/g is the braking effectiveness, a is the
is considered in both cases. The same authors deceleration of the vehicle [m/s2], is the rate
[47] applied the finite element method to distribution of the braking forces between the
calculate the heat generated on the surfaces of front and rear axle, Ad disc surface swept by a
friction clutch and temperature distribution for brake pad [m2], Vo is the initial speed of the vehicle
case of bands contact between flywheel and [m/s], p is the factor load distribution on the disc
clutch disc, and between the clutch disc and surface, m is the mass of the vehicle [kg] and g is
pressure plate (one bad central and two bands) the acceleration of gravity (9.81) [m/s2].
and compared with case of full contact between
surfaces for single engagement and repeated The disc rotor vane passage and a sector chosen
engagements. Furthermore, their work shows for the numerical analysis are shown in Fig. 1
effect of pressure capacity on the temperature the dimension for the baseline study with an
field, when the pressure is a function of time , outer diameter of 262 mm and inner diameter of
three kinds of pressure variation with time 66 mm and 36 vanes. The geometric model was
(constant , linear and parabolic) are presented. created using ANSYS Worbench11.

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

Disc height Disc thickness The material of brake disc is gray cast iron (GF)
with high carbon content, with good
H
Clamp holes Cooling fin thermophysical characteristics, thermoelastic
TH characteristics of which adopted in this simulation
of the rotor are recapitulated in Table 2.

Table 2. Material properties of brake disc.
Material Properties Disc

Thermal conductivity, k (W/m C) 57
Density, (kg/m3) 7250
Specific heat, C (J/Kg C) 460

Poissons ratio, v 0.28

Thermal expansion, (106 / K) 10.85

6 Elastic modulus, E (GPa) 138

10
Rotors are made of cast iron for three
reasons [49]:
It is relatively hard and resists wear.
It is cheaper than steel or aluminum.
It absorbs and dissipates heat well to
cool the brakes.

It is very difficult to exactly model the brake
disc, in which there are still researches are going
Fig. 1. Geometrical characteristics of the ventilated disc. on to find out transient thermal behaviour of
disc brake during braking applications. There is
The loading corresponds to the heat flux on the always a need of some assumptions to model
disc surface. The dimensions and the parameters any complex geometry. These assumptions are
used in the thermal calculation are recapitulated made, keeping in mind the difficulties involved
in Table 1. in the theoretical calculation and the importance
of the parameters that are taken and those
Table 1. Input parameters. which are ignored. In modeling, we always
ignore the things that are of less importance and
Description Values
have little impact on the analysis. The
Inner disc diameter, mm 66 assumptions are always made depending upon
Outer disc diameter, mm 262 the details and accuracy required in modeling.

Disc thickness (TH), mm 29
Due to the application of brakes on the car Disc
Disc height (H), mm 51 brake rotor, heat generation takes place due to
Vehicle mass m, kg 1385 friction and this thermal flux has to be
conducted and dispersed across the Disc Rotor
Initial speed Vo, km/h 28
cross section. The condition of braking is very
Deceleration a, m/s2 8 much severe and thus the thermal analysis has
Effective rotor radius Rrotor, mm 100.5 to be carried out. The thermal loading as well as
Rate distribution of the braking forces , % structure is axissymmetric. Hence axis
20
symmetric analysis can be performed, but in this
Tire radius Rtire, mm 380 study we performed 3D analysis, which is an
Factor of charge distribution of the disc p 0.5 exact representation for this thermal analysis.
Thermal analysis is carried out and with the
Surface disc swept by the pad Ad, mm2 35993
above load structural analysis is also performed
for analysing the stability of the structure.

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

To simplify the analysis, several assumptions Uniform pressure distribution by the brake
have also been made as follows [50] pad onto the disc brake surface. Uniform
All kinetic energy at disc brake rotor surface pressure distribution in the contact region
is converted into frictional heat or heat flux. is often valid when the pad is new.
In other words, a high amount of kinetic
energy is converted into heat energy at The thermal conductivity and specific heat are a
interfaces according to the first law of function of temperature, Figs. 2 and 3.
thermodynamics during the slipping period
60
and the heat generated between contact
surfaces will be dissipated by conduction 55

Thermal conductivity W/mC

between friction clutch components and by
convection to the environment. 50

The heat transfer involved for this analysis

45
only conduction and convection process.
This heat transfer radiation can be
40
neglected in this analysis because of small
amount which is 5 % to 10 % [51]. Indeed, 35
the heat radiation only plays an important
role at high temperature and low speeds. 0 100 200 300 400 500 600 700 800 900
Temperature C
The disc material is considered as Fig. 2. Thermal conductivity versus temperature.
homogeneous and isotropic, because
Youngs modulus, Poissons ratio, and the 800
thermal expansion coefficient are assumed
750
to be constant for isotropic.
700
The domain is considered as axis
Specific heat J/kgC

symmetric. The temperature field is 650

symmetry with respect to the central plane 600

of the brake disc 550
Inertia and body force effects are negligible 500
during the analysis. Here, a transient 450
analysis calculates the effects of thermal
0 100 200 300 400 500 600 700
loading on a structure, while ignoring Tem perature C
inertia and damping effects.
Fig. 3. Specific heat versus temperature.
The disc is stress free before the application of
brake. Due to the application of brakes of the
rotor, heat generation takes place due to 3. FINITE ELEMENT FORMULATION FOR
friction and this temperature so generated has HEAT CONDUCTION
to be conducted across the disc across section.
In this analysis, the ambient temperature and The unsteady heat conduction equation of each body
initial temperature has been set to 20 C. for an axisSymmetric problem described in the
cylindrical coordinate system is given as follows:
All other possible disc brake loads are
neglected, for example, the effects of wear T 1 T T
or other atmospheric factors.
c rkr kz (2)
t r r r z z
Only certain parts of disc brake rotor will
With the boundary conditions and initial condition:
apply with convection heat transfer such as
cooling vanes area, outer ring diameter area T T * on 0 (3)
and disc brake surface on which, each
surface of the rotor was subjected to qn h(T T ) on 1 (4)
different values of convection heat transfer
coefficient obtained from this calculations. qn qn* on 2 (5)

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

T T0 at time 0 (6) Exit of the air

where , c, kr and kz are the density, specific heat
and thermal conductivities in r and z direction of DR1
the material, respectively. Also, T* is the
DSYM1
prescribed temperature, h the heat transfer DV1
coefficient, qn* the heat flux at each contact
interface due to friction, T the ambient
temperature, T0 the initial temperature and 0, 1
and 2 are the boundaries on which temperature,
convection and heat flux are imposed, respectively.
Interface
Entry 1 Fluidsolid
Using Galerkins approach, a finite element of the air
formulation of unsteady heat Eq. (3) can be Entry 2
Fig.4. .
of the air
written in the following matrix form as:
Fig. 4. Definition of surfaces of the fluid field.
CT T KHT T R (7)
4.2 Preparation of the Mesh
Where CT is the capacity matrix, KHT is the
conductivity matrix. T and R and are the nodal This stage consists in preparing the mesh of the
temperature and heat source vector, respectively. fluid field. In our case, one used a linear
tetrahedral element with 30717 nodes and
The most commonly used method for solving Eq. 179798 elements (Fig. 5).
(7) is the direct integration method based on the
assumption that temperature Tt at time t and
temperature Tt+t at time t+t have the following
relation:

Tt t Tt 1 Tt Tt t t (8)

Eq. (8) can be used to reduce the ordinary
differential Eq. (7) to the following implicit
algebraic equation:

CT b1KHT Tt t CT b2 KHT Tt
(9)
b2 Rt b1 Rt t
Where the variable b1 and b2 are given by:
Fig. 5. Mesh of the fluid field.
b1 t , b2 1 t (10)
At the time of the braking process, a part of the
For different values of the wellknown frictional heat escapes into the ambient air by
numerical integration scheme can be obtained convection and radiation. Consequently, the
[52] in this study, 0.5 1.0 was used, which determination of the heat transfer coefficients is
is an unconditionally stable scheme. essential. Their exact calculation is, however,
rather difficult, because these coefficients
depend on the location and the construction of
4. PREPARATION OF THE GEOMETRY AND the braking system, the speed of the vehicle and
THE MESH consequently, on the air circulation. Since the
process of heat transfer by radiation is not too
4.1 Fluid field significant, we will determine using ANSYS CFX
11.0 code only the convection coefficient (h) of
Considering symmetry in the disc, one took only the disc. This parameter will be exploited to
the quarter of the geometry of the fluid field (Fig. determine the threedimensional distribution of
4) by using software ANSYS ICEM CFD. the temperature of the disc.

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

For reasons of symmetry of the disc, one took

only the quarter of the geometry in the case of
the full and ventilated disc; one kept the
tetrahedral form to generate the mesh of the
discs (Figs. 6 and 7).

Fig. 8. Definition of surfaces of the full disc.

Table .3 Boundary conditions.
Boundary
Boundary Parameters
condition
Atmospheric pressure
Inlet Pressure inlet
and temperature
Atmospheric pressure
Outlet Pressure outlet
and temperature
Domain
Symmetry Symmetry
edges
800K temperature,
Fig. 6. Meshing of the full disc (Number of elements Disc surface Wall thermal properties of
272392). grey cast iron

a) Physical model
In this step, one declares all of the physical
characteristics of the fluid and the solid. After
the meshing, are defined all the parameters of
the different models to be able to start the
analysis.

b) Definition of the domains
Initially, one valid the elaborated models and
one activate in the option "Thermal Energy the
calculation of heat transfer Heat Transfer ".
Fluid domain: Speed entry: Vent non.st = Vent Va.t
Disc domain: Entering flux: FLUXnon.st = (CF) (Vent
non.st),
CF = 149893.84
Vent non.st = Vent Va.t
Fig. 7. Meshing of the ventilated disc (Number of FLOWnon.st: Non stationary flux entering.
elements 27691). Vent non.st: Non stationary speed entering of the air.

4.3 Modeling in ANSYS CFX c) Definition of materials
We introduce into the computer code the
For the preparation of the mesh of CFD model, physical properties of used materials. In this
one defines initially, various surfaces of the disc study, we selected one cast iron material (FG
in integrated computer engineering and 15).
manufacturing (ICEM) CFD as shown in Fig.8;
we used a linear tetrahedral element with 30717 d) Definition of the boundary conditions
nodes and 179798 elements. In order not to The first step is to select the Inlet and Outlet
weigh down calculation, an irregular mesh is faces of the heat flux. These options are found in
used in which the mesh is broader where the the insertion menu Boundary Conditions in the
gradients are weaker (nonuniform mesh), CFX Pre.

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

The boundary conditions concerning the pads g) Results of the calculation of the heat
will be also defined. One selects the options transfer coefficient (h)
Wall and "Symmetry ", because there will be The heat transfer coefficient is a parameter
the possibility of adjusting a certain number of related to velocity of air and the shape of brake
parameters in the boundary conditions such as disc, and many other factors. In different velocity
flux entering the disc. of air, the heat transfer coefficient in different
parts of brake disc changes with time [53]. Heat
e) Application of the interfaces domains transfer coefficient will depend on air flow in the
The areas of interfaces are commonly used to region of brake rotor and vehicle speed, but it
create the connection or linkage areas. Surfaces does not depend on material. In this simulation,
located between the interactions regions (air it is determined the average value of the
disc) are reported as solidfluid interface. coefficient h Wall heat Transfer Coefficient,
variable with time (Figs. 10 and 11).
f) Temporary Condition
Since in this study is to determine the 120
110 SC1
temperature field in a disc brake during the

Heat transfer coefficient h [Wm C ]

-1
SC2
100
braking phase of a vehicle of average class, we SC3

-2
90 SC4
take the following temporal conditions: 80 SF1
SF3
Braking time= 3.5 [s] 70
ST2
60 ST3
Increment time = 0.01 [s] 50 ST4
40 SV1
Initial time = 0 [s] SV2
30
20
SV3
SV4
Before starting the calculation and the analysis 10
with ANSYS CFX PRE, it can be ensured that the 0
model does not contain any error. -0,5 0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0
Time [s]
The airflow through and around the brake disc Fig. 10. Variation of heat transfer coefficient (h) of
was analyzed using the ANSYS CFX software various surfaces for a full disc in transient case (FG 15).
package. The ANSYSCFX solver automatically
calculates heat transfer coefficient at the wall 250
SC1
boundary. Afterwards the heat transfer 225 SC2
Heat transfer coefficient h [W m C ]

coefficients considering convection were

-1

SC3
200 SF1
calculated and organized in such a way, that they
-2

SF3
175
could be used as a boundary condition in SPV1
SPV2
thermal analysis. Averaged heat transfer 150 SPV3
SPV4
coefficient had to be calculated for all disc using 125 ST1
ANSYS CFX Post as it is indicated in Fig. 9. 100
ST2
ST3
ST4
75
SV1
50 SV2
SV3
25 SV4

0
-0,5 0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0
Time [s]
Fig. 11. Variation of heat transfer coefficient (h) of
various surfaces for a ventilated disc in transient case
(FG 15).

4.4 Determination of the disc temperature

The modeling of the disc temperature is carried
Fig. 9. Distribution of heat transfer coefficient on a out by simulating a stop braking of a middle
full disc in the steady state case (FG 15). class car (braking of type 0).

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

The characteristics of the vehicle and of the disc

brake are listed in Table 1.

The vehicle speed decreases linearly with time
until the value 0 as shown in Fig. 12. The
variation of the heat flux during the simulation
time is represented on the Fig. 13.

30

-1
S peed [m s ]

20

Speed [ms ]
-1

Fig.15. Ventilated type disc mesh model (total

number of nodes 154679 total number of elements
10
94117).

4.6 Applying the boundary conditions
0
0 10 20 30 40
The boundary conditions are introduced into
T im e [s] module ANSYS Workbench [Multiphysics], by
Fig. 12. Speed of braking versus time (Braking of type 0).
choosing the mode of first simulation of the all
5 x1 0
6
(permanent or transitory), and by defining the
physical properties of materials. These
H ea t F lu x
conditions constitute the initial conditions of our
6
4 x1 0

simulation. After having fixed these parameters,

Heat Flux [Wm ]
-2

6
3 x1 0
one introduces a boundary condition associated
2 x1 0
6 with each surface.
Total time of simulation = 45 s
6
1 x1 0
Increment of initial time = 0.25 s
0 Increment of minimal initial time = 0.125 s
0 10 20 30 40
T im e [s] Increment of maximal initial time = 0.5 s
Fig. 13. Heat Flux versus time. Initial temperature of the disc = 20 C

4.5 Creating of finite element mesh for disc Materials: Grey Cast Iron FG 15.
Convection: One introduces the values of
Meshing of the full and ventilated disc has been done the heat transfer coefficient (h) obtained
using ANSYS Multiphysics. The element used of the for each surface in the shape of a curve
meshing is of tetrahedral shape (Figs. 14 and 15). (Figs. 10, 11)
Flux: One introduces the values obtained
by flux entering by means of the code CFX.


5. RESULTS AND DISCUSSIONS

The modeling of temperature in the disc brake will
be carried out by taking account of the variation of
a certain number of parameters such as the type of
braking, the cooling mode of the disc and the
choice of disc material. The brake discs are made
of cast iron with high carbon content; the contact

surface of the disc receives an entering heat flux
Fig. 14. Full type disc mesh model (total number of calculated by relation (1).
nodes 172103 total number of elements 114421).

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A model presents a three dimensional solid Disc It can be concluded that the geometric design of
squeezed by two finitewidth friction material the disc is an essential factor in the
called pads. The entire surface, S, of the Disc has improvement of the cooling process of the discs.
three different regions including S1 and S2. On
S1 heat flux is specified due to the frictional Figures 17 and 18 respectively show the
heating between the pads and Disc, and S2 is temperature variation according to the thickness
defined for the convection boundary. The rest of and radius. It can be noted that there is an
the region, except S1 U S2, is either temperature appreciable variation of temperature between the
specified or assumed to be calculated: the inner two types of full and ventilated disc. The influence
and outer rim area of Disc. Since the axis of ventilation on the temperature field appears
symmetric model is considered all the nodes on clearly at the end of the braking (t = 3.5 s).
the hub radius are fixed. So the nodal
displacements in the hub become zero, i.e. in 400
radial, axial and angular directions.
350
5.1 Influence of construction of the disc 300

Temperature [C]

Figure 16 shows the variation of the 250
Full disc FG 15
temperature versus time during the total time Ventilated disc FG 15
200
simulation of braking for a fall disc and a
ventilated disc. The highest temperatures are 150
reached at the contact surface of discpads. The
strong rise in temperature is due to the short 100
duration of the braking phase and to the speed 50
of the physical phenomenon. For the two types 0 5 10 15 20 25 30

of discs, one disc has an immediate, fast Thickness [mm]

Full disc Ventilated disc
temperature rise followed by a fall in
temperature after a certain time of braking.

400

375

350
Temperature [C]

325
V e n tila te d d is c
300 F u ll d isc

275

250

225
Fig. 17. Temperature variation through the thickness
0 2 4 6 8 10
for both designs with same material (FG15).
T im e [ s ]
400

350
Temperature [C]

300

Full disc FG 15
250 Ventilated disc FG 15

200

150
70 80 90 100 110 120 130 140
(a) (b) Radius [m m ]
Fig. 16. Temperature distribution of a full (a) and Fig. 18. Temperature variation through a radius for
ventilated disc (b) of cast iron (FG 15). both designs with the same material (FG15).

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

5.2 Influence of braking mode 30

25
The disc brake and the wheel are dimensioned
according to the performance and economic 20

requirements of the vehicle. They must

Vitesse [m s ]
-1
15
support increasingly greater mechanical and
thermal loads at mean velocities in permanent 10
progression. Among the parameters having an
influence on the thermal behaviour of the disc 5

brake is the braking mode, which depends on

0
the driver and the traffic conditions. Certain 0 20 40 60 80 100 1 20
modes of braking can involve the destruction T im e [s]
of the disc and consequently, cause serious Fig. 20. Cycle braking with phase of idles after each
traffic accidents. A braking mode is braking (mode 2).
represented in the form of braking cycles,
which describe the variation of vehicle speed Figures 21 and 22 show the threedimensional
versus time (v = f (t)). distribution of the maximum temperature
reached in the disc for the two modes of braking,
During vehicle operating, the braking system is one observes a normal increase in temperature
subjected to repeated actions of the driver. In in the tracks of friction and the external crown.
this study, we considered two types of braking The vanes very strongly warm up and tend to
whose total simulation time is estimated to be dilate and become deformed until the complete
equal to 135 s. This is intended to determine the solidification of the disc. This deformation will
saturation temperature disc under a cyclic cause the setting in umbrella of the disc.
thermal load. This cycle is repeated several
times: the first mode consists of braking and
acceleration, and the second consists of braking,
cooling and deceleration.

Figure 19 shows a driving cycle of fourteen
successive braking, in the form of sawtooth.

30

25

20 Fig. 21. Temperature map of the disc in mode of
braking 1 at the moment t=131.72 [s].
Speed [m s ]
-1

15

10

0
0 20 40 60 80 100 120
Time [s]
Fig. 19. Driving cycle with fourteen repeated braking
(Mode 1).

Figure 20 shows another mode of braking
where after each phase of braking one has an Fig. 22. Temperature map of the disc in mode of
idle. braking 2 at the moment t=130.45 [s].

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

Figure 23 shows the comparison of the change in 5.3 Comparison between full and ventilated disc
temperature of the disc for a cyclic braking process
between the first mode and the second mode. For In this part, we presented the cartographies of
two contours, it can be noted that the total and directional heat flux and as well as the
temperatures in the disc rise greatly with each temperature distribution in a full and ventilated
application of the brake, then begin the disc and of cast iron FG 15 for each moment with
exponential decline. The more the number of braking. The temperature distribution of the disc
repetitions of braking increases, the more the at the beginning braking (with t=0.25 s) is
maximum temperatures increase. The initial state inhomogeneous. According to experimental
of the disc changes after each cycle; the downtimes tests' carried out by research , braking often
allow only one partial cooling. After each cooling begin with the formation from hot circles
phase, the disc begins to warm again. In fact, relatively on the uniform surfaces of the disc in
during successive brakings the capacity of cooling the circumferential direction, moving radially on
of the disc is insufficient to lower the surface the disc and transforming then into hot points
temperature to near the initial temperature, which ((hot spot)).The appearance of the phenomenon
causes an accumulation of energy and therefore a of the hot points is due to the nonuniform
higher surface temperature. These results show, dissipation of heat flux.
that the transient thermal behaviour of a disc
brake depends on the braking cycle imposed and it Concerning the heat flux, it can be noted
is dominating because it dictates the cooling time according to Figs. 25 and 28 that the maximum
of the disc. According to Fig. 23, it can be noted value of the total heat flux is located on the level
that in the case of braking cycle mode 2, a of the calorific throat at the end of braking (t =
reduction of the temperature of approximately 3.5 s); this is explained by the increase in the
535 C is 45.19 % compared with the first cycle. gradients and the thermal concentrations in this
We conclude that the braking mode with a cooling zone. The calorific throat is manufactured so as
phase influences the heat transfers in the disc very to limit the heat flux coming from the friction
positively, which involves a reduction in the tracks and moving towards the bowl of the disc
maximum temperature of the interface, which brake in order to avoid the excessive heating of
causes cracking and mechanical wear. the rim and the tire. During the heating, the disc
is tightened to dilate in the hot zones from
1200
where creating of compressive stresses with
1100
1000
plasticization. On the other hand, during cooling,
900 Mode of braking 2
there is appearance of residual stresses of
800 Mode of braking 1 traction. The disc is thus subjected during its
rotation to constraints traction/compression.
Temperature [C]

700
600
500 a. Full disc
400
300
200
100
0
0 20 40 60 80 100 120
Time [s]
Fig. 23. Temperature variation of the two braking
modes versus time.

In addition, this tendency will enable us to ensure
the safety and fatigue life of the brake system
component. Finally, it would be interesting to carry
out this calculation on brake test benches in order a : t= 0.25[s] b : t= 1.8839[s]
to validate these results of the numerical simulation.

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

c : t= 3.5[s] d : t= 5 [s]
a : According to the axis X

e : t= 20 [s] f : t= 45[s]
Fig. 24. Temperature distribution for a full disc of b : According to the axis Y
material FG 15.

a : t= 0.25 [s] b : t= 1.8839 [s]

c : According to the axis Z
Fig. 26. Distribution of directional heat flux at the
moment t= 1.8839 [s] according to three axes (X, Y, Z)
for a full disc of a material FG 15.

b. Ventilated disc


c : t= 3.5[s] d : t= 5 [s]

e : t= 20 [s] f : t= 45 [s] a : t= 0.25 [s] b : t= 1.8506 [s]
Fig. 25. Distribution of total heat flux for a full disc of
material FG 15.

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

c : t= 3.5 [s] d : t= 5 [s]

a : According to the axis X

e : t= 20 [s] f : t= 45 [s]
Fig. 27. Temperature distribution for a ventilated

disc of material FG 15. b : According to the axis Y

a : t= 0.25 [s] b : t= 1.8506 [s]

c : According to the axis Z
Fig. 29. Distribution of directional heat flux at the
moment t= 1.8506 [s] according to three axes (X, Y, Z)
for a ventilated disc of a material FG 15.


5. CONCLUSION


c : t= 3.5[s] d : t= 5 [s] In this study, we have presented a numerical
simulation of the thermal behaviour of a full and
ventilated disc in transient state. By means of
the computer code ANSYS 11 we were able to
study the thermal behaviour of a gray cast iron
(FG 15).

In addition to the influence of the ventilation of
the disc, on the thermal behaviour of the discs
brake, the numerical simulation shows that

e : t= 20 [s] f : t= 45 [s] radial ventilation plays a very significant role in
Fig. 28. Distribution of total heat flux for a ventilated
cooling of the disc in the braking phase, we also
disc of material FG 15. studied the influence of the braking mode on the

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 A. Belhocine et al., Tribology in Industry Vol. 36, No. 1 (2014) 4966

thermal behaviour of the disc brake. Through [3] R. Limpert: The thermal performance of
the numerical simulation, it could be noted that automotive disc brakes, SAE paper, Doi:
the quality of the results concerning the 10.4271/750873, 1975.
temperature field is influenced by several [4] S. Morgan and R.W. Dennis: A theoretical
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Technological parameters illustrated by the comparison with experimental data, SAE
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Numerical parameters represented by the
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Physical parameters expressed by the types
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403, 2005.
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Regarding the outlook, there are three Evaluation of Disc Brake Materials for Squeal
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