Thermal crack growth-based fatigue life prediction due to braking for a high-speed railway brake disc

Wu, Shengchuan; Zhang, S.Q.; Xu, Zhaowen

doi:10.1016/j.ijfatigue.2016.02.024

Cited by 117 publications

(46 citation statements)

References 27 publications

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“…Substituting the relations (20)- (25) and (27)- (31) to the formula (17) we obtain: Substituting the solutions (20)-(25) and (32)-(37) to the dimensionless mean temperature ̅ * ( ) and temperature momentum * ( ) (9)- (14), and received results to the equation (7), we obtain fields of dimensionless lateral deformations ε i * (ζ, τ), i = 1,2,3.…”

Section: Thermal Stressesmentioning

confidence: 99%

“…In these conditions the abrasive wear process is intensified and braking efficiency is significantly lower. When thermal stresses exceed the ultimate strength of the friction material, then plastic deformations and thermal cracks on the brake disc surface may arise (Yevtushenko and Kuciej, 2010b; Kim et al 2013; Wu et al 2016). Therefore, thermal calculations of working elements are pivotal stage during braking systems design.…”

Section: Introductionmentioning

confidence: 99%

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Thermal Stresses Due to Frictional Heating with Time-Dependent Specific Power of Friction

Topczewska

2017

Acta Mechanica Et Automatica

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Abstract:In this paper influence of temporal profile of the specific friction power (i.e. the product of the coefficient of friction, sliding velocity and contact pressure) on thermal stresses in a friction element during braking was investigated. Spatio-temporal distributions of thermal stresses were analytically determined for a subsurface layer of the friction element, based on the model of thermal bending of a thick plate with unfixed edges (Timoshenko and Goodier , 1970). To conduct calculations, the fields of dimensionless temperature were used. These fields were received in the article (Topczewska, 2017) as solutions to a one-dimensional boundary-value problem of heat conduction for a semi-space heated on its outer surface by fictional heat flux with three, different time profiles of the friction power.

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Section: Thermal Stressesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Thermal Stresses Due to Frictional Heating with Time-Dependent Specific Power of Friction

Topczewska

2017

Acta Mechanica Et Automatica

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“…Therefore, it is the crack nucleation that controls the fatigue lifetime. FCG rate is a significant fatigue resistance index for both the structural design and service maintenance of critical structures, such as railway axles, bogie frames, and brake discs . Figure gives the FCG curves of the G20Mn5 matrix and welded joints.…”

Section: Resultsmentioning

confidence: 99%

“…FCG rate is a significant fatigue resistance index for both the structural design and service maintenance of critical structures, such as railway axles, bogie frames, and brake discs. 21,35,64,65 Figure 13 gives the FCG curves of the G20Mn5 matrix and welded joints. The calculated threshold stress intensity factor (SIF) ΔK th for the matrix (9.96 MPaÁm 1/2 ) is much larger than that of the MAG welded joints (4.42 MPaÁm 1/2 ).…”

Section: Fatigue Crack Resistancementioning

confidence: 99%

The microstructure, mechanical, and fatigue behaviours of MAG welded G20Mn5 cast steel

Qin

Branco

et al. 2020

Fatigue Fract Eng Mat Struct

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The microstructure, mechanical strength, and fatigue response of metal active gas (MAG) butt‐welded G20Mn5 cast steel was thoroughly investigated for exploring the service safety and reliability of new‐generation railway bogie frames. The fatigue properties of the matrix and welded joints were determined by both low‐ and high‐cycle service regimes. On the basis of nanoindentation testing, the fatigue crack growth (FCG) was derived by correlating with cyclic plastic response of microdomain materials across the MAG joint. The results show that the MAG induces considerable changes in microstructures and hardness of the G20Mn5 matrix and resultantly produces an overmatching welded joint but show comparatively low‐ and high‐cycle fatigue properties to as‐received material. The calculated threshold FCG range based on the Murakami model indicates that the maximum 1.5‐mm defect might be the cracking site subjected to fatigue loading from the structural integrity viewpoint.

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“…Number of papers presents the results of studies that allow to identify the phenomenon in respect of the location and number of hot spots on the brake disc [5,6]. Part of the articles present the simulation results conducted at the ANSYS environment also paying attention to the phenomenon of hot spots as the papers [3,4,7,14,15]. …”

Section: Fig 2 the Temperature Distribution On The Brake Disc Coopementioning

confidence: 99%

Identification of the hot spots phenomenon in brakes by using a thermal imaging camera

Sawczuk¹

2016

Proceedings of the 2016 International Conference on Quantitative InfraRed Thermography

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A long operation of the brake pads of the brake disc causes uneven wear of the friction surface. This applies both to the friction pads of organic material and from sintered metal. For larger braking power is the reason for overheating the blade, resulting in varying temperature distribution on the brake disc cooperating with the friction pad. The first study of this phenomenon has shown that it is highly speed-dependent braking. Therefore, it was observed during the train's braking from a speed of 300 km/h. At these speeds the brake disc there are known. Hot spots between which are areas with a substantially lower temperature. However, in areas of high temperatures it occurs following the formation of the protrusions due to the expansion of the target material. This phenomenon is further enhanced during each rotation of the disc, while on each bulge of material stresses acting on each surface of the friction pad. Occurring grooves on the facing (the space between the surfaces of friction) have proved insufficient to absorb the heat produced during braking. They take a small part of the thermal energy, which on the face have areas with different temperatures, 100 °C at the periphery of the disc 800 and 900 °C protrusions. This phenomenon is very complicated because it involves in addition to the properties of the material for brake discs presented and described dependency of the breaking function of temperature. Thus, many manufacturers brake disc determines the maximum mean temperature of the disc at 400 °C in cooperation with the organic friction pad and 550 °C in cooperation with the pad of sintered metal. Type of braking understood speed beginning of braking pressure to the brake disc pads and the mass of the slowdown and the strength properties of the target material impact on the number of hot spots on the disc, ie. The distance between hot spots. In order to eliminate the phenomenon, the manufacturers of friction pads modify the shape of the contact surface pads of brake discs to ensure even distribution of pressure on the dial. However, during the long service there is a phenomenon of laying a liner with respect to the brake disc, the reasons for the backlash in the mechanism of the brake lever which, due to wear of the brake disc itself. Then, in some cases, a phenomenon arises hotspots. Cladding without causing the phenomenon is facing divided into several friction elements hinged. This solution will ensure even distribution of the pressure of all the friction elements on the shield throughout the life of the pad. As a result, the brake disc does not tend to create "hot" areas that are the reason the formation of bulges in the material of the disc.The article presents the possibility of using the thermal imaging camera studies disc brakes in order to identify the phenomenon of hot spots. The results allow to evaluate the temperature distribution on the brake disc in which there is a tendency to create hot spots.

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Thermal crack growth-based fatigue life prediction due to braking for a high-speed railway brake disc

Cited by 117 publications

References 27 publications

Thermal Stresses Due to Frictional Heating with Time-Dependent Specific Power of Friction

Thermal Stresses Due to Frictional Heating with Time-Dependent Specific Power of Friction

The microstructure, mechanical, and fatigue behaviours of MAG welded G20Mn5 cast steel

Identification of the hot spots phenomenon in brakes by using a thermal imaging camera

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