The numerical–experimental scheme for the analysis of temperature field in a pad-disc braking system of a railway vehicle at single braking

Grześ, Piotr; Oliferuk, W.; Adamowicz, A.; Kochanowski, Krzysztof; Wasilewski, Piotr; Yevtushenko, A.A.

doi:10.1016/j.icheatmasstransfer.2016.03.017

Cited by 53 publications

(33 citation statements)

References 15 publications

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“…In addition to the dynamometer test, thermal diffusivity of the composites was measured employing the method presented in (Grzes et al, 2016). Using these data, thermal conductivity can be calculated if the density and heat capacity are known.…”

Section: Tab 1 Formulation Of the Compositesmentioning

confidence: 99%

Full-Scale Dynamometer Test of Composite Railway Brake Shoes – Study on the Effect of the Reinforcing Fibre Type

Wasilewski

2018

Acta Mechanica Et Automatica

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When designing or developing friction materials, it is crucial to predict how the modification of the formulation will affect their properties. Fibres are introduced in the composition of the phenolic-based brake friction materials to improve their mechanical strength. Apart from reinforcing the composite, fibres can also affect its tribological and thermophysical properties. In this study two composite friction materials are compared. The difference between the materials was the type of reinforcing fibre used in the formulation -in one case it was glass fibre, in the other steel fibre. Thermal diffusivity of both materials was measured and thermal conductivity was calculated. Frictional characteristics determined by means of full-scale dynamometer tests are analysed and discussed. Substitution of glass fibre with steel fibre led to increase in the friction coefficient. Maximum average temperature below wheel surface, observed during the test of the material containing steel fibre, was lower as compared to the test results of the material with glass fibre in its formulation, despite higher heat flux in the course of brake applications. Thermal conductivity of the friction material was enhanced by including steel fibre in the formulation.

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Section: Tab 1 Formulation Of the Compositesmentioning

confidence: 99%

Full-Scale Dynamometer Test of Composite Railway Brake Shoes – Study on the Effect of the Reinforcing Fibre Type

Wasilewski

2018

Acta Mechanica Et Automatica

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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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“…Tests provide the possibility of evaluation of the temperature distribution on the brake disc as presented in [9,20,42]. In terms of temperature distribution, many researchers deal with the problems of explanation and modeling of the phenomenon of hot spots occurring on the surface of the brake discs or vehicle clutches, as discussed in [23,29].…”

Section: Introductionmentioning

confidence: 99%

Analytical model coefficient of friction (COF ) of rail disc brake on the basis of multi-phase stationary tests

Sawczuk¹

2018

Eksploatacja i Niezawodność – Maintenance and Reliability

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Similarly to road vehicles, a disc brake remains the main friction brake in rail vehicles. Due to the increasing train speeds, a disc brake has already replaced the traditional clasp brake that is however, still used in cargo trains. In the process of long-term operation of the brake pad-brake disc friction pair, the parameters of the braking process such as the curve of the coefficient of friction are changed, which extends the braking distance. The paper presents the results of several years of investigations on the railway disc brake in different wear conditions in the aspect of the requirements set by the UIC (International Union of Railways) related to the brake pads approval for use.

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The numerical–experimental scheme for the analysis of temperature field in a pad-disc braking system of a railway vehicle at single braking

Cited by 53 publications

References 15 publications

Full-Scale Dynamometer Test of Composite Railway Brake Shoes – Study on the Effect of the Reinforcing Fibre Type

Full-Scale Dynamometer Test of Composite Railway Brake Shoes – Study on the Effect of the Reinforcing Fibre Type

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

Analytical model coefficient of friction (COF ) of rail disc brake on the basis of multi-phase stationary tests

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