Modeling and Model Validation of Thermal Behavior of Railway Disc During Single Braking

Abstract

The current thermal model of railway disc braking is rather coarse as the heat source is treated to be uniformly distributed. By using a Gaussian mixture function, the thermal behavior of railway disc braking was modeled. Simulations and full-scale rig tests of emergency braking about metro train at 40-100km/h were conducted. The differences between the maximum temperatures calculated by the Gaussian mixture heat source method (GMHS Method) and measurements are 2.56-4.71°C. The relative errors between the maximum temperatures calculated by the GMHS Method and thermal mechanical coupling method (TMC Method) are no more than 2.53%. The temperature curves obtained by the GMHS Method oscillate about their centerline with the same oscillating period to the TMC Method. The time cost by the GMHS Method is only 0.91%-3.05% of the TMC Method at the same conditions. The results indicate that the proposed GMHS Method is accurate and efficient, which is more suitable for engineering application.

Comparative Analysis of Temperature Fields in Railway Solid and Ventilated Brake Discs

“…A similar but more advanced approach, based on the Gaussian mixture function (GMHS-Gaussian mixture heat source Method), was proposed in [15]. The method, as in [14], is based on the Gaussian function approximation of the heat flux intensity distribu-tion at a specific point on the working surface of the disc.…”

Simulated and experimental study on the relationship between coefficient of friction and temperature of aluminum-based brake disc

“…Friction heat is generated by the friction between the fixed pad and the rotating disc. The heat partition coefficient g is assumed to be constant in the simulation, which is determined according to the following formula (Hong et al, 2018;Yuan et al, 2021):…”

“… Heat input boundary condition Friction heat is generated by the friction between the fixed pad and the rotating disc. The heat partition coefficient γ is assumed to be constant in the simulation, which is determined according to the following formula (Hong et al , 2018; Yuan et al , 2021): where ρ , c and k are the density, specific heat capacity and thermal conductivity, respectively. The subscripts d and p represent the brake disc and friction block: Heat convective boundary condition …”

Research progress of temperature field calculation of disc brake braking interface based on numerical analysis

“…Research areas Research method or software Important content Yuan et al 45,46 High speed train brake Theoretical finite element calculation Calculation input for heat flow Zhang et al 47 Wind power brake Abaqus Calculation input for heat flow Wang et al 48 High speed train Ansys software Maximum temperature when simulating high speed braking Yevtushenko et al, 49 Adamowicz and Grzes, 50 Yevtushenko et al, 51 and Yevtushenko and Grzes 52 High speed train brake Chichinadze method approximation and MD Nastran finite element package…”

“…Then a Gaussian mixture function was used to more accurately describe the heat flow of the brake (see Figure 6 and equation ( 5)). 46 Zhang et al 47 used the displacement gradient cyclic method to load the heat flow density for calculating the frictional heat flow during braking and established a three-dimensional model of transient heat transfer in the brake friction sub based on Abaqus software. It can be seen that the accurate calculation and simulation of the thermal load is a prerequisite for the temperature field analysis of the braking interface, and the heat flow loaded by a more detailed functional expression is able to improve the accuracy of the thermal analysis of the disc brake.…”