Numerical and Experimental Analysis of the Heat Transfer Process in a Railway Disc Brake

Abstract

Whether railway brakes are eff ective or not substantially depends on the thermal condition of the disc brake and friction linings. An eff ective research method of the heat transfer in brakes is computer simulation as well as experimental testing on a full-size dynamometric test bench. A 2-dimensional, axisymmetric numerical model of transient heat conduction in the railway brake is presented. Relevant boundary conditions concerning heat generated in the brake and dissipated to the environment are used. Th e problem is solved with the use of the fi nite element method. Th e experimental test and simulation results related to intensive braking of the train from 320 km/h to a halt are preliminary compared. Th e approximate values of maximum temperatures at the end of braking are obtained-ca. 500°C with a certain divergence of temperature profi les during the process under consideration. It is advisable to further develop research concerning this problem.

Selected Simulation and Experimental Studies of the Heat Transfer Process in the Railway Disc Brake in High-Speed Trains

“…The heat flux q' is generated on friction surfaces of the rotor Γq (Figure 4a). Here are boundary conditions of the II type in the form [16][17][18][19]46]: Analyzing the geometric shapes of solid disc brakes (i.e., without internal vents), we can assume they are axisymmetric. However, such symmetry does not apply to boundary conditions of the heat transfer problem under consideration.…”

“…The heat flux q' is generated on friction surfaces of the rotor Γ q (Figure 4a). Here are boundary conditions of the II type in the form [16][17][18][19]46]:…”

“…The heat transfer to the environment occurs on the free surfaces Γ k (Figure 4b). It is described by boundary conditions of the III type in the form [16][17][18][19]46]:…”

“…Values of thermal parameters of friction pair materials; • Areas of the active frictional surface of both pair elements [16,17,19].…”

“…The complexity of the brake outflow by the cooling air and the variability of these conditions should be noticed. As a rule, the above-stated parameter is determined using criterion formulas of similarity theory [16][17][18][19]46]. Our computer software for generating boundary conditions of the II and III types, called GENTGV, has been developed (Equations ( 2)-( 5)).…”