thermal investigation of brake pad performance using a ... · composition where cast iron...

International Journal of Mechanical & Mechatronics Engineering IJMME-IJENS Vol:18 No:05 11

I J E N S 2018 IJENS OctoberIJENS © -IJMME-6767-501180

Thermal Investigation of Brake Pad Performance

Using a Full-Scale Brake Dynamometer

1Maha H. Kareem,

2 Dr. Ihsan Y. Hussain,

3Dr. Nabeel H. Hadi

1M.Sc. Student., Mechanical Engineering Department College of Engineering-University of Baghdad, [email protected]

2Prof., Mechanical Engineering Department College of Engineering-University of Baghdad, [email protected] ,

[email protected] 3Asst. Prof., Aeronautical Engineering Department College of Engineering-University of Baghdad, [email protected]

Abstract-- In an attempt to find out quality of imported and

manufactured brake sliding-parts, the present research is

adopted on practical situations, and the car SAIPA 131 was

selected. As a device to accomplish the work tests, a full-scale

brake rig was built. Temperature allocation of brake pad

frictional-lining is obtained over a period of drag braking tests.

Six locations in radial and peripheral directions are selected to

measure nodal temperatures. Also, average frictional-coefficient

has measured through a small strain gauge system. These

mentioned factors (temperature and frictional coefficient) have a

great effect on the braking-performance and that why they are

addressed. Results showed different behavior over the increase of

brake pressure and velocity where the curve shape and

maximum temperature are varied. Brake period, temperature

oscillating and the variation in nodal temperature increased with

pressure. Also, on the same pad, it has been shown that the

increase in number of braking application with the same

conditions caused temperature to decrease. Index Term-- Dry friction, Brake Pad, Thermal Performance,

Friction Coefficient, Initial Brake Speed, Normal Applied

Pressures.

I. INTRODUCTION

The brake equipment is used to assure the vehicle safety

control within the brake action and allow a smooth stoppage of

the vehicle in a shortest sustainable distance at the contingency

sites, ordinary options and parking situations [1]. Two kinds of

frictional brakes, drum-brakes and disc-brakes, are broadly

used. Disc-brakes have faster cooling as contrasted to drum-

brakes, and that contributed to the bigger area that exposed to

the flowing air, and offer self-cleaning capability due to the

presence of centrifugal forces. These causes and other

characteristics make a disc brakes as a preferable choice

especially in front vehicle brakes [2]. This type of brakes

consist of one or more calipers that attached to a brake-pads

which rubs against brake-rotor. Thus frictional brake action is

performed between pads and disc which consequently reduces

the rotative movement of the vehicle axle/wheel carrying it to

a stationary situation. Disc-brake systems which depends

mainly on friction process linked to the vehicle with a certain

composition where cast iron brake-disc that bolted to a wheel-

hub and a brake-caliper (fixed mount rampart). The caliper

section is jointed to a car stationary portion such as knuckle

(axle casing) and hold hydraulic brake pistons. A frictional

pad is existing between the piston and the brake-disc which

caught in a certain position through a detained pins, springy

plates etc. Brake fluid enters or leaves the brake-caliper

through the drilled passages within caliper housing [3]. These

details is exemplified in Fig. 1.

Fig. 1. Disc Brake Linkages in the Car (www.thecartech.com)

The heat formulated in disc-brake is produced by frictional

contact between the brake-rotor and the brake-pad (lining part)

material. Primarily the disc and other brake mechanisms absorb

the generated heat, whilst as braking go on, heat is squandered

to the surrounding over convection method.

Consecutive brake actions were performed by reference [4] on

a tribometer equipment to explore thermal manner of railway

brake frictional parts. OMC pad material slid over grey-cast

iron rotor throughout successions of 30 stoppage-braking with

time duration ranging from 1400 to 4000 s and highest

temperature during the work was near 320 C. Experiments lies

on two situations, the first case was with long cooling period

during the succession brake process to permit a reduction in

brake temperature until ambient measurement while the second

case was with short cooling period through which temperature

getting increase due to heat accumulation by which

modification of frictional coefficient and wear augment can be

noticed.

Reference [5] investigated braking thermal conductance

while using different pad shapes. Radial temperature allocation

of brake sliding area was achieved into two cases of slow and

sudden rates of brake pedal drive where the same conduct was

remarked with different maximum temperatures. Tests were

accomplished on a lab-dynamometer considering the variety of

rotor geometry beside other various conditions including

mailto:[email protected]




http://www.thecartech.com/



applied pressure and speeds in the range (10 – 40) km/h.

Results detected that, a preferable fade resistance can be

attained through frictional work with the use of hatched pad

type.

Reference [6] studied the thermomechanical demeanor of

railway brake with block made of cast iron. Testing was

performed at ambient and 300 °C of initial temperatures over a

set of pin on disc experiments for 20 min. The sliding velocity

varies between 8 and 13 m/s and the pin-disc contact pressure

was 0.56 MPa. During braking from ambient temperature, the

temperature reached near 150 °C.

Reference [7] studied pad aspect ratio effects on thermal

performance of disc through a drag scaled braking tests.

Experiments of passenger car with medium size was performed

on a brake dynamometer with 5.2, 15.5 and 25.8 kmph speeds

and 1.5, 2.5 and 4.5 bar pressures. Maximum temperature

ranging from150 to 300 at low condition with time duration

reached 1100 s and at high condition with 66 s dragging time

respectively.

Reference [8] evaluated the rail vehicles average

temperature allocation of the brake components. The disc

temperature changes due to the nature of the simulated braking,

the initial speed of braking, pressure of the pad to the disc and

the simulated braking mass. The brakes were with pressure

loads ranging from 16 to 40 kN, primary speed (200, 160, 120,

80and 50 km/h) and at initial temperature T=(100, 55)C.

through measurement process maximum disc temperature

reached to 176 C . Experimental outputs explicate that a

thermal camera can be used as a brake disc temperature

measurement. Surface brake pad temperature was acquired

after a series of 15 brakes where maximum temperature

reached to 110C.

Reference [9] performed a continuous alternate braking

with the least interval equal to 1000 s. tribological experiments

were supplemented on X-DM test equipment that utilized to

obtain dynamic and overall wear rate, temperature and

frictional-coefficient variations as important parameter to

achieve braking activity. This research also included the effect

of braking number through the same mutual test which cause

frictional-coefficient to increasing, sharply decreasing and then

slowly increasing again. In addition, temperature and wear rate

in dynamic mode show an increase during the same periodic

work.

Through the present work, a number of disc brake pads

were tested considering different brake pressures and initial

velocities. The performance was investigated through various

locations of nodal temperatures along radial and

circumferential directions. Also disc brake material properties

were examined so that to elucidate material type.

II. THE EXPERIMENTAL PROGRAM

A. Materials

The material composition of brake-disc and the pad-back

plate were found using (SPECTRO MAXX) device where the

percentage of components was obtained and according to

ASTM specification, the brake-rotor and the back plate have

grey-cast iron (A 159 G2500a) and (St37-2) material types

respectively. The (Hot disc) device was used to predict

thermal properties at a laboratory temperature after preparing

samples in specified dimensions. Also, The (ultrasonic) device

was used to predict young’s modulus and Poisson’s ratio while

materials density is measured with a device of High Precision

density tester GP-120S that used liquid and solid samples

with just small sizes. So, material properties (after comparison

with standard values) are achieved and revealed in Table I.

TABLE I

BRAKE PARTS MATERIAL PROPERTIES

property disc lining Back

plate

unit

Density 7273.9 2864.7 7850 Kg/m3

Poisons

ratio

0.29 0.24 0.3 -----

Young’s

modulus

180 2.2 210 Gpa

Thermal

conductivity

60.2 1.1 48.07 w/m.k

Specific

heat

490 1200 465 j/kg.k

B. Temperature Measurement

To come up with a clear conception of how the

temperature is distributed, six sites were selected to place

thermocouples in the brake pad which forms one of the most

important parts in a brake-system and constitute an important

economic factor where pads are replaced from time to time. It

was implanted three thermocouples in r-direction and four in

θ-direction with positions close to the center of front pad as

displayed in Fig. 2. In radial direction with angle of (5)

behind the pad longitudinal axis towards pad trailing edge. T1

represent the nodal temperature on radius equal to 95 mm, T3

on radius equal to 77 mm and T3 on radius equal to 70 mm. In

circumferential direction on radius of 77 mm where T2 acts as

a nodal temperature with angle of 15 towards pad trailing

edge, T4 and T5 with angle of 10 and 15 towards pad

leading edge.



Fig. 2. Nodal temperatures locations

C. The Brake Testing

A brake rig was built with an essential instruments to

perform experimental test as revealed in Fig. 3.

Fig. 3. Brake Rig with its Components

The main device parts have the following specifications:

1. Electrical-Motor: DC three phase motor that electrically

connected to another lab- inverter was used and mechanically

joined to the flexible coupling. The maximum power reach to

3HP, 2860 is the highest number of revolution and 50 Hz form

a maximum frequency.

2. Speed-Invertor: in the type of iC5 which is a DC circuitry

inverter that takes AC single phase input. It offers different

frequency and thus different motor speed.

3. Fly Wheel: to ensure smooth and continuous movement

through the braking period and it was also taken from the

original car which has weight equal to 78.48 N.

It should be note that all these parts except the

bourdon gauge were taken from the same interested car Saipa

131.

The brake tests are performed under different

parameters of velocities and normal pressures that the building

device can offer. Three pressure values of (0.3, 0.5, 0.9) bar

and four velocities of (60, 80, 100, 120) km/h are chosen to

investigate thermal behavior of braking pad lining.

D. Measurement System of Friction Coefficient

In order to measure the braking-torque, a slip ring was

used. Also, a strain gauge was pasted with on the main

rotating shaft. The whole system convert the elastic strain

gauge displacement to a voltage that displayed by Arduino

program then estimating the adjustment torque. All these

details are revealed in Fig. 4.

Fig. 4. The Arrangement of Frictional-Coefficient System

Five loads were applied subsequently to the fly wheel

through a rod that attached to its circumference in the case of

braking at (1.6) bar. The smallest load that affect the fly wheel

and causing a torque was chosen as the first load and troubled

until five times. By using the law of torque, we can predict the

actual torque of each load.

Through each load, there was an adjustment voltage

that read through Arduino program and thus a load-voltage

plot is formulated as displayed in Fig. 5 which related the

selected loads to the adjustment Arduino readings. So, along

each test torque-voltage can predict and thus measuring the test

braking torque.



Fig. 5. Predicting the Adjustment Frictional Loads

To predict the testing frictional-coefficient of a selected case of

(1.6 bar and 80 km/h) of applied conditions, the following

procedure is used and Fig. 6 reveal the scheme to predict

frictional coefficient.

The law of torque:

Where is the affected load and is the fly wheel radius

which is equal to (16 cm).

The average reading voltage at (1.6 bar) is (8) and according to

the above plot, the equivalent load is near (4.5 N).

From reference [5];

(

) ( )

Fig. 6. The Transference of Braking Forces Scheme [14]

III. TEST RESULTS AND DISCUSSION

The first set of figures show the radial and peripheral

time-temperature distribution over twelve sets. Fig. 7 to Fig. 18

show the influence of velocity and pressure parameters. Also,

four sets of Fig. 19 to Fig. 22 are presented to display the

number of braking application influence.

The first two sets of experiments of 0.3 bar, 0.5 bar

and the test of 60 km/h with 0.9 bar condition are performed on

the same pad from lowest to highest applied parameters

considering them as low parameters. The remaining tests

implemented on a second pad with the same type where the

parameters of these tests treated as a highest parameters.

The braking tests that performed under applied

pressures of 0.3 and 0.5 bar are behaved like a drag braking

until the specified braking time of about 1800 s while under a

pressure of 0.9 bar, the experiments are conducted as a stop

braking where the brake-rotor is stopped due to the friction

action. However, the general behavior is comparable to the

previous works where temperature raise by the time due to the

influence of heat generation.

It is obviously noticed that there is a high heat

generation rate at the beginning of brake test followed by a low

change within it until a stable region where temperature take to

some extent a uniform temperature domain. The formation of

temperature stabilization region contributed to the direct

proportionality between the heat generated and frictional-

coefficient where this coefficient settled over that stable zone

and that clearly appeared over all testing figures and

compatible with reference [10]. Also, the demeanor of

frictional power contributed directly to the altitude of sliding

velocity where it increased highly at the first, stabled and then

lowered and may be reached to zero as in stop braking.

Accordingly, the plots are divided into two regions. The first

one is of high slope and linear attitude followed by a curvy

behavior with less slopes increasing. This difference in slope

caused mainly by the variation in the frictional heat attitude.

Moreover, through all experiments, the alteration between

nodal temperatures of radial allocation increased as speed

increased. In contrast to circumferential distribution, where the

temperature paths became close to each other as velocity

increased. It is commonly shown over the all experimental

plots that T6 (on radius of 70 mm) takes the highest

temperature while T1 (on radius of 95 mm) records the lowest

temperature values. Also, the temperature plots take the

Oscillating demeanor with highest pressure of contact and in

our study this pressure amounted to 0.9 bar. This oscillating

demeanor evidenced on curves like a saw-shaped manner

which belongs to alternate rotational motion of brake-disc on

the stationary pad.

Additionally, it should be mentioned that the pressure

distribution also have a significant effect on temperature

conductance especially with drag braking. At the beginning of

braking, pressure distribution is nearly uniform over the

frictional surfaces due to the low thermoelastic impacts (the

instability of temperature-pressure distribution).until then.

However, after a period of time, thermoelastic

appeared clearly causing unstable pressure distribution forming

a localized high pressures-temperatures [11] and thus braking

0

5

10

15

20

0 5 10 15

REA

DIN

G

FORCE N



failure due to cracks, hot bands and hot spots [12]. This

temperature variance appeared obviously in Figs. 15 to 18.

Another parameter plays a considerable role on

thermal behavior which is the area of contact. Whenever area

of contact increased the pressure and temperature allocations

get lowered and uniformed as seen in 0.5 bar portion as

displayed in Figs. 11 to 14.

The first set of Figs. 7 to 10 which represent the

outcomes of tests under 0.3 bar of contact pressure, showed a

slightly increase of temperature as speed increase and no

significance change between radial and circumferential

temperature variation. The period of high slope region

differentiates from one figure to another. It decreases as speed

increases with the values of (439,400,231,203) s towards

highest velocity as clarified in Figs. 7 to 10. Also, it is worth

mentioning that the initial brake parts temperature takes the

domain of (24.4, 24.6, 24.9, 25) C from velocity of 60 to 120

km/h respectively.

While the tests with normal contact pressure of 0.5

bar that performed on the same pad of 0.3 bar tests, maximum

temperature values varied irregularly as speed increased where

the first test of 60 km/h showed a different altitude as near as to

linear behave recording a maximum temperatures in contrast to

the remaining 0.5 bar tests as appeared in Figs. 11 a and b.

From the next 80 km/h speed, temperature plots commence to

take a curvy demeanor similar to what we see in the prior

braking set. The elementary high frictional rate interval change

as speed increase by the values (600, 227, 212, 148) s. Also,

the initial temperature has the values (22, 23, 24, 23.2) C

respectively with the increased velocity values. Besides, it

should mentioned that maximum temperatures differ as

velocity augmented. The highest temperatures at 60 km/h

which reached to 56.3 C then it decreased with velocity until

120km/h with the values (40.6, 37.7, 35.4) C as displayed in

the Figs. 11a, 12a, 13a and 14a respectively.

On the other side, temperature adopted another

different route through testing with high normal pressure of 0.9

bar. At the beginning and with speed of 60 km/h, a

conductance as near as to linearity is found for small period

reached of 160 s with extreme temperature of 40.2 C as

revealed in Fig. 15 and this similar to the altitude of reference

[7]. The next 80 km/h test extend as a stop braking for 196 s

with a more fluctuated behavior during which temperature

reached to 40.3 C as appeared in Fig. 16. While through

100km/h test that displayed in Fig. 17, the stop sliding continue

till 112 s with less fluctuation that appeared in the previous 80

km/h test reaching to a temperature of 35.1 C. The final test of

this set is of 120 km/h that have also less fluctuation stop

braking for a time interval of 225 s. The maximum temperature

that attained is 47.3 C as manifested in Fig. 18. This set of

tests are characterized by a remarkable fluctuation over all

sliding period with different degree as appeared above which

also compatible with reference [13]. Besides, there is a

remarkable variances between temperature paths of each test of

this portion especially in radial allocation on 70 mm nodal

temperature radius and that variation rather increase as speed

increases. It has conducted that the maximum test temperature

and its interval have no relation to the increase in speed within

that set of 0.9 bar of normal pressure. Besides, the initial brake

body temperatures over tests take the range of (24.6, 23.7, 24.7,

23.1)C. The temperature plots take a special convex form at

the beginning followed by a concave conductance. The convex

period varied over the used speeds by (121, 73, 122) s for (80,

100, 120) km/h respectively.

According to the previous displayed results, two

situations should be also mentioned which could be the

highlighted reasons behind the observed general demeanor of

these obtained experimental results. The first one which

mentioned a lot in the previous works as a main causative

which is the attitude of frictional generated power as indicated

previously. The second situation is the number of times of

applying braking (pad date) and that reason is proved

experimentally. A specific testing conditions is chosen of 0.7

bar and 60 km/h and applied to the same brake pad type during

the same day to ensure initial temperature at close values. The

reason behind the choice of this conditions belongs to the

probability to get high temperatures drag braking and thus

extreme possible conditions. The configurations from 19 to 22

showed a high influence of braking number on the maximum

temperature values and temperature-time plots conductance.

On the first test, a highest temperatures is noticed with a

demeanor similar to the previous close to linear demeanor over

tests of 0.3, 0.5 and 0.9bar as clarified in Fig. 19. The second

test reach to temperatures less than the first test by about 10 C

and the change in curve slope began to appear besides the

fluctuation. The first high slope period continue to near 400 s

as seen in Fig. 20. The third applied test showed a remarkable

influence where it is reached to a temperature of about 50.8 C

which is less than the first test by 40 C. Also, a low increasing

slope period manifested clearly through which a somewhat

stable equal temperatures are reached as clarified in Fig. 21.

While through the final fourth test that appeared in Fig. 22 the

maximum temperatures amounted to 42.4C and the first slope

interval extended to 400 s followed by a high stable

temperature region.

From these mentioned situations, a brake masses

exposed to two cases of increasing and decreasing

temperatures. The increasing is due to high frictional power

that generated through sliding action which generally increases

as the studied parameters (pressure and speed) increase. While

the second studied situation of the number of braking

application is caused the temperatures to come down due to the

thermal resistance comprised by the accumulation of wear-

particles forming a thin layer (generally termed as third body).

Subsequently, this thermal-resistance caused a heat partitioning

between brake sliding parts. It increased with increasing

velocity and pressure of contact. It deduced that there is a

direct proportional between temperatures and number of testing

since the temperatures within last portion of testing decreased

as revealed by Figs. 19 to 22. One of reasons behind this

decreasing belongs to increase the formation of third body.



Fig. 7a. Rradial Temperature Paths of 60 km/h and 0.3 Bar Case

Fig. 7b. Peripheral Temperature Paths of 60 km/h and 0.3 Bar Case

Fig. 8a. Radial Temperature Paths of 80 km/h and 0.3 Bar Case




20

22

24

26

28

30

32

34

36

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

22

24

26

28

30

32

34

36

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

22

24

26

28

30

32

34

36

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

22

24

26

28

30

32

34

36

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

25

30

35

40

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

25

30

35

40

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5



Fig. 10. Peripheral Temperature Paths of 120 km/h and 0.3 Bar Case






2022242628303234363840

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

25

30

35

40

45

50

55

60

0 500 1000 1500 2000

TEM

PER

ATU

RR

E C

TIME S

T1 T3 T6

20

25

30

35

40

45

50

55

60

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

25

30

35

40

45

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

25

30

35

40

45

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

25

30

35

40

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6









20

25

30

35

40

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

25

30

35

40

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

25

30

35

40

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0

TEM

PER

ATU

RE

C

TIME C

T2 T4 T5

20

25

30

35

40

45

0 5 0 1 0 0 1 5 0 2 0 0

TER

MP

ERA

TUR

E C

TIME S

T1 T3 T6

20

25

30

35

40

45

0 5 0 1 0 0 1 5 0 2 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

22

27

32

37

42

0 5 0 1 0 0 1 5 0 2 0 0 2 5 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6








Fig. 19. Temperature Distribution through the First Test

22

27

32

37

42

0 1 0 0 2 0 0 3 0 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

22

24

26

28

30

32

34

36

0 5 0 1 0 0 1 5 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

22

24

26

28

30

32

34

36

0 5 0 1 0 0 1 5 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

20

25

30

35

40

45

50

55

0 1 0 0 2 0 0 3 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T3 T6

20

25

30

35

40

45

50

0 5 0 1 0 0 1 5 0 2 0 0 2 5 0

TEM

PER

ATU

RE

C

TIME S

T2 T4 T5

0

10

20

30

40

50

60

70

80

90

100

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T2 T3 T4 T5 T6



Fig. 20. Temperature Distribution through the Second Test

Fig. 21. Temperature Distribution through The Third Test

Fig. 22. Temperature Distribution through the Fourth Test

IV. CONCLUSIONS

1. The sliding time decrease as the applied pressure increase

where the brake type converts to a stop braking at 0.9 bar.

2. The temperature plots take the Oscillating demeanor with

highest pressure of contact and in our study this pressure

amounted to 0.9 bar.

3. Through all experiments, the alteration between nodal

temperatures of radial allocation increased as speed

increased. In contrast to circumferential distribution,

4. The temperature paths divided into two regions; high slope

increasing region followed by low slope increasing once

with periods varies overall changes in the studied

parameters.

5. In the first set of test of 0.3 bar of normal pressure,

temperature slightly increased as velocity increased and in

the set of 0.5 bar, temperature decreases with velocity

while the maximum test temperature and its interval have

no relation to the increase in speed within the set of 0.9 bar

of normal pressure.

REFERENCES

[1] Anurag Patel and Ankur, (2015), ‘Thermal and Structural Analysis using FEA on Pillar Vans Type Ventilated Disc

Brake Rotor’, International Journal for Scientific Research &

Development, Vol. 3, No.10, pp.863-867. [2] Owen, Cliff. Today's Technician: Automotive Brake Systems

Classroom and Shop Manual. Cengage Learning, 2010. (C.

Owen. Automotive Brake Systems, Classroom Manual. Today’s Technician. Delmar Cengage Learning, 2010.)

[3] Rajput, "Direct Current Machines". Laxmi Publications,

2007. [4] Monica, Anne-Lise, Bernard and Gérard, "Thermal and

tribological study of a periodic contact under braking

conditions." International Journal of Surface Science and Engineering 4.2 (2009): 93-110.

[5] Albatlan, "Study Effect of Pads shapes on Temperature

Distribution for Disc Brake Contact Surface." International Journal of Engineering Research and Development 8.9

(2013): 62-67.

[6] Abbasia, Shahab, Tore,c, Ulf Sellgrena , Ulf Olofssona and Roger, "Temperature and thermoelastic instability at tread

braking using cast iron friction material." Wear 314.1-2

(2014): 171-180.

[7] Prabhu, Varun, Alnaqi, Abdulwahab, Brooks and Peter, "The

Importance of Pad Aspect Ratio in the Thermal Analysis of a Reduced Scale Brake." EuroBrake 2015 Conference

Proceedings. FISITA, 2015.

[8] Sawczuk, "The evaluation of a rail disc brake braking process by using a thermal camera." Measurement Automation

Monitoring 61 (2015).

[9] Jiusheng, Yan Yin, Lijian and Tonggang, "Tribological characterization on friction brake in continuous

braking" Industrial Lubrication and Tribology70.1 (2018):

172-181 [10] Matteo, Giovanni and Stefano, "Pin-on-Disc Testing of Low-

Metallic Friction Material Sliding Against HVOF Coated

Cast Iron: Modelling of the Contact Temperature Evolution", Tribology Letters 65.4 (2017): 121.

[11] Choi, Ji-Hoon, and In Lee. "Transient thermoelastic analysis

of disk brakes in frictional contact." Journal of Thermal

Stresses 26.3 (2003): 223-244.

[12] Kasem, Brunel, Dufrénoya, Siroux and Desmet "Thermal

levels and subsurface damage induced by the occurrence of hot spots during high-energy braking." Wear 270.5-6 (2011):

355-364.

[13] Alnaqi, Abdulwahab, Shrestha, Suman, Brooks, Peter, Barton and David, "Thermal performance of PEO coated lightweight

brake rotors compared with grey cast iron." EuroBrake 2014

Conference Proceedings. FISITA, 2014. [14] Wallentowitz LaÈngsdynamik von Kraftfahrzeugen.

Vorlesungsumdruck Kraftfahrzeugtechnik II. Institut fuÈr

Kraftfahrwesen, RWTH Aachen: Schriftenreihe Automobiltechnik, 1997.www.thecartech.com

20

30

40

50

60

70

80

90

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T2 T3 T4 T5 T6

20

25

30

35

40

45

50

55

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T2 T3

20

25

30

35

40

45

0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0

TEM

PER

ATU

RE

C

TIME S

T1 T2 T3

http://www.thecartech.com/

thermal investigation of brake pad performance using a ... · composition where cast iron...

Documents