heat transfer of brake pad used in the autos after friction and examination of thermal tension analysis/automobilio stabdziu kaladeliu silumos perdavimas po stabdymo ir temperaturiniu itempiu analize.

by:JHY     2019-12-17
The brakes used on the car are energy conversion tools.
They convert the mechanical energy of the car into thermal energy by friction.
Cars in motion have kinetic energy.
In the braking system, the kinetic energy of the car is converted into thermal energy through friction on the disk of the pad, which is discharged to the atmosphere.
If the heat given to the brakes exceeds the heat they discharge to the environment, the friction parameters in the brake pads decrease and the brake capacity of the brakes decreases.
After this, wear and tear accelerate.
The continuous exposure of the brake pads to high temperatures will cause the brake pads to run out of braking performance.
This situation is characterized by a drop in brake performance, failure, rapid pad wear and sound [1, 2]. Hohmann et al. [3]
According to the analysis at the end of the brake, the high pressure of the outer radius of the pad and the pad support plate is determined.
In their study, Tamari and others. [4]
The prediction of the contact pressure of the disc brake pads shows that the contact pressure of the disc brake pads must be correct so that wear can be normal.
Abu Bakar et al. [5]
, Tried to simulate the pressure distribution between the liner and the disc in the computer environment using different designs, sizes and materials.
They found that due to the asymmetry and improper distribution of pressure, incorrect wear and shortening of liner life were caused.
They concluded that the liner structure had an impact on pressure distribution and wear.
Abu Bakar et al. [6]
A 3D analysis of the contact pressure distribution on the disc and liner surfaces was performed using brake and finite element models.
The core of the method is the conduction hardness of the asymmetric solid matrix, the friction parameters of the disk and the gasket interface.
They studied the distribution of model brake discs and contact pressure at different levels.
Using the appropriate model, a method for predicting the pressure distribution of the brake disc interface is provided.
Abu Bakar et al. [7]
, The experiment found the noise and sound vibration caused by dynamic blur due to friction during the braking process, and checked the data using the finite element software package program.
In their study, Valvano and Lee [8]
Check hot attitude in short term and stable condition.
The maximum temperature of the disk appears in contact with the liner, and they find that the temperature rises during repeated braking.
In his research, Arpat ,[9]
The wear volume of the brake pads in the drum or disc brake system was checked, due to the frequent braking of light and heavy commercial vehicles resulting in increased heat on the friction surface.
He found that the wear of the pads dropped as the temperature dropped during braking. Jacobsson [10]
The conventional disk brake analysis is carried out.
He concluded that, depending on the time, friction would cause thermal degradation, while the machinery would degrade because of the operating force applied.
Through the experimental study, it is found that the friction material occasionally wears out and the thickness of the disk decreases. Mosleh et al. [11]
The wear and friction behavior in the pads that contact the brake at different speeds and the friction properties of the eroded material are analyzed.
In the test of the experiment, the characteristic of the brake material is determined.
Depending on the difference in the brake material, they determined that the change in wear rate depends on the low sliding speed and the high sliding speed. Hwang et al. [12]
Defines thermal elasticity irregularities due to friction during braking.
They tried to solve the thermal and thermal deformation changes under one proper braking and repeated braking by finite element method.
They found that the maximum temperature of the disk appeared where it was connected to the pad and occurred during repeated braking. Li et al. [13]
It is considered that the vibration and noise of the disc brake during braking are caused by the pressure and heat distribution on the surface of the liner.
Due to experimental study and numerical analysis, it is considered that the temperature distribution is not appropriate and there is high pressure where the temperature value is high.
They determined that the temperature was effective for the noise and vibration generated on the surface of the liner.
In this study, the temperature
The stress distribution and changes of the brake pad material during the braking process were checked.
The thermal and mechanical properties of the four different liner materials mentioned earlier in the literature, the thermal and mechanical properties of the liner are attempted to be determined using the SolidWorks Simulation Solution program.
In addition, in this study, the effect of pad wear rate was designed to be revealed.
Mathematical calculation of the thermal energy formed during the braking process by converting the moving energy into thermal energy.
The welding pad in the brake system is modeled by SolidWorks software program, and the calculated thermal power is input into the program, and the analysis results are obtained [14]. 2.
Materials and methods 2. 1.
The materials in this study are intended to determine the effects of heat and mechanical properties of various materials developed as gasket materials on the liner.
As a result of the literature survey conducted for this purpose, the features of the materials developed by different researchers were taken into account.
The features belonging to these materials are given in Table [1].
In the material Table, No1 is made of carbon
Carbon composite material.
As shown in the table, it is a material with a maximum specific heat.
Its density and thermal conductivity parameters are also high.
It is the material with the highest Poisson\'s ratio.
Material made of carbon.
Carbon composite material.
It is the second highest material in terms of thermal expansion parameters.
Compared with No1 material, its thermal conductivity is 10 times that of No1 material, and the elastic module is 50 times that of No1 material.
Material is the Material with the least elastic module and thermal conductivity parameters.
It is the second highest material in terms of density values.
Material No4 is the material with the highest density value, the lowest thermal expansion parameters and the highest specific calorific value. 2. 2.
The geometry of the problem and the limit condition check the geometry of the pad is given in Figure 11, a.
As shown in the figure, the pad is located on a disc with a diameter of 187mm. 1, b.
For this question, as a common value in all materials [mu]= 0. 45 was taken.
In this case, according to the distance from each node of the object to the center, the thermal power is calculated [rho]= [mu]x P x A x [omega]x R; (1)[rho]= 0.
45 × 1050000 × 0. 00305 x 64. 3 x R ; (2)[rho]= 92800 x R. (3)
The braking pressure is P = 1050 kPa and the rotation speed is [omega]= 64.
3 × 1/s, the surface space of the pad is A = 0. 00305 [mm. sup. 2].
R shows the distance of the checkpoint from the center of the pad.
The Pad was accepted at room temperature at the beginning.
Figure 1 gives the thermal conditions used for padding under these conditions2, a.
It can be seen that 10% of the heat input [q. sub. i]
Launch from the back of the liner.
However, there is heat transfer through convection from other surfaces.
The convection coefficient here is Schiffner K. ; Oerter, K. ; ve Reese, H. 1999.
Contact analysis of drum brake and disc brake using ADINA, computer and structure 72: 185-198. [4. ]Tamari, J. ; Doi, K. ; Tamasho, T. 2000.
Contact pressure prediction of disc brakes, technical instructions, Society of Automotive Engineering, comments 21: 133-141. [5. ]Abu, B. ; Huajiang, O. ; ve Cao, Q. 2003.
The pressure distribution of the interface modified by the structure, SAE paper 01-3332. [6. ]Abu, B. ; Huajiang, O. 2005.
Prediction of contact pressure distribution of disc brake by finite element analysis, journal Technology, 43 (A)Dis. 2005: 21-36. [7. ]Abu, B. ; Huajiang, O. 2007.
Prediction of wear and tear of friction materials by finite element method, 264 (11-12): 1069-1076. [8. ]Thomas, V. ; Kwangjin, L. 2000.
Analysis method for predicting thermal deformation of brake rotor, SAE 2000-01-
0445 World Congress Detroit, Michigan, 109: 566-571. [9. ]Arpat, S. K. 2001.
Minimizing pad wear on drum and disc brakes through thermal analysis, Dokuz Eylul University master\'s thesis in Science, Institute of Science ,(In Turkey). [10. ]Jacobsson, H. 2003.
Aspects of disc brake jitter. Ins. Mech. Eng.
Journal of Automotive Engineering, part D, 217: 419-430. [11. ]Mosleh, M. ; Blau, P. J; Dumitrescu, D. 2004.
Wear properties and morphology, elsescience Science, wear, 256: 1128-1134. [12. ]Jung, H. H. ; Heung, SK. ; Young ,C. ; Byeong, S. K. ; Ki, W. K. 2005.
Thermal analysis of brake discs with 3-
297-coupling analysis of key engineering materials300: 305-310. [13. ]Lijie, L. ; Huajiang, O. ; Abd, R. ; Abu, B. 2008.
Scream transient analysis of automotive disc brakes with temperature effect, Liverpool, United Kingdom, Automotive Engineering Conference, 5-10. [14. ]
Simulation Solutions for Works works. 2013.
Software engineering version 2013. Istanbul (TR): User Manual. [15. ]Ji, H. C. ; In, L. 2004.
Finite element analysis of transient thermal elastic behavior of Elsevier Science disc brake, wear 257: 1-21-2, 47-58. [16. ]Josef, V. 2007.
International Journal of Mechanical Science 8: 129-friction excitation thermal elastic instability in transient problems of disc brakes in full contact state137. [17. ]Kov, O. ; Mutlu, i. ; Ta^getiren, S. 2009.
Journal of friction brake lining analysis, vehicle technology electronics including heat transfer system and thermal analysis (EJVT)
Volume: 1, Number: 2,89 (1). 9-20.
Acceptance of March 25, 2013 M was received on January 21, 2014. Timur *, H.
University of Kuscu ** Kirklareli, Voc. Sch. of Tech.
Science, 39100 Kirklareli, Turkey, E-
Mail: kirafatimur @ kirklareliedu.
Tr * Trakya University, Institute of Engineering and Architecture, Edirne 22000, Turkey
Mail: hilmi @ trakyaedu.
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