Maximum temperature of the disc during repeated braking applications

Abstract

A computational finite element model of a brake disc for determining transient axisymmetric (two-dimensional) temperature field during repeated brake application has been proposed. The presented research is a subsequent stage of a previous study on the coupling of velocity and maximum temperature for a single braking in accordance with the system of equations of heat dynamics of friction and wear. In the analysed case, changes in the mean, flash, maximum and bulk temperature of the disc were determined and discussed. The calculations were carried out at the temperaturedependent coefficient of friction, the thermophysical properties of cast-iron disc combined with cermet brake pads and the time-varying contact pressure. The obtained results were compared with the reference values from the braking simulation at constant operating parameters and independent of temperature properties of materials. It was shown that the maximum values of the mean temperature for both cases differed slightly during the entire process. The flash temperature determined from the heat dynamics of friction and wear system of equations was the highest at the beginning and gradually decreased with the number of brake applications.

Analytical Determination of the Brake Temperature Mode during Repetitive Short-Term Braking

“…The evolution of maximum temperature on the friction surface during k th braking was sought in the form of [ 9 , 15 ]: where —mean temperature of the nominal contact surface and —average temperature of the real contact area (flash temperature).…”

“…The input values of operating parameters [ 15 , 16 ]: , , , , , , , , , , , , , , . Due to the geometric symmetry of the disc brake system with respect to the center plane of the disc, to determine the temperature field we consider the tribosystem, which consists of disc replacement and the pad with thicknesses of , , respectively.…”

“…The input values of operating parameters [15,16]: p 0 = 1.47 MPa, V 0 = 27.78 m s −1 , W 0 = 392.1 kJ, A a = 4.047 • 10 −2 m 2 , A vent = 4.44 • 10 −2 m 2 , G = 1.58 kg, h = 100 Wm −2 K −1 , d 1 = 5.5 mm, d 2 = 10 mm, t i = 0.5 s, t c = 5 s, r av = 450 µm, h max = 2.5 µm, b 0 = 1.0, ν = 2.1. Due to the geometric symmetry of the disc brake system with respect to the center plane of the disc, to determine the temperature field we consider the tribosystem, which consists of disc replacement and the pad with thicknesses of d l , l = 1, 2, respectively.…”

“…The implementation of the coupled calculation scheme allows to take into account the interdependence of sliding velocity and temperature during each stage of the RST braking mode. Since both of the above-mentioned problems in the coupled models are non-linear, their solutions were obtained numerically, using FEM [15] or the finite differences method (FDM) [16].…”

Three Dimensional Stress Analysis of a Brake Disc-Pad Mechanism

“…(2013) bir debriyaj sistemi için zamana bağlı sürtünme ısısı içeren termoelastik analizleri kuru sürtünme kabulü ile sonlu elemanlar metodu kullanarak gerçekleştirmiş, elde edilen temas yüzeyi basıncını, ısı akısını ve yüzey sıcaklıklarını sunmuştur. Grzes (2019) tekrar eden frenleme uygulamalarında fren diskinde görülen maksimum sıcaklığın bulunabilmesi için zamana bağlı eksenel-simetrik bir disk/balata modeli geliştirmiş, bu modeli sonlu elemanlar metodu kullanarak çözmüştür. Katı model veya havalandırma kanalcıklarına sahip homojen veya homojen olmayan fonksiyonel derecelendirilmiş malzemeden (FDM) imal edilmiş fren disklerinde termal veya termoelastik analizler sonlu elemanlar metodu kullanılarak birçok araştırmacı tarafından gerçekleştirilmiştir (Söderberg ve Andersson, 2009;Shahzamanian ve diğ., 2010a;Shahzamanian ve diğ., 2010b;Adamowicz ve Grzes, 2011;Tehrani ve Talebi, 2012;Belhocine ve Bouchetara, 2012a;Belhocine ve Bouchetara, 2012b;Belhocine ve Bouchetara, 2013;Narayana ve diğ., 2014;Mahmoudi ve diğ., 2015;Belhocine ve diğ., 2014;Belhocine ve diğ., 2016;Belhocine, 2017).…”