Heat Thermal analysis of the Brake Disk brake 2

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Aknoweledgemt

I would wish to thank my team members and family for making this possible. They have given
me both the moral support and the direction that I required to be able to complete the task at
hand.

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Abstract

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Chapter One

1.0 Introduction

Friction is one of the fundamental forces that have proven to be very useful for motion and plays
a huge role in the transmission of various power systems. Friction is key in motion and also
makes up for the losses that lead to both heat and wear for the components involved. The use of
friction has proven to be somewhat important and can be both constructive and destructive
depending on the scope. In the wheel transmission for instance the use of friction has led to the
wear that leads to the changing of the brake systems and also heat that leads to further wears for
the resulting components.

In the heat generation for friction, there is a need for cooling for the components involved to
prevent both wear and heat accumulation for the parts.

The heat analysis equation that can be considered for the conduction can be seen below that will
be based on the Fourier series

dt
Qconduction =−kA Equation 1.0
dx

The conductive heat is proportional to the thermal conductivity but in negative terms since the
increase in conduction leads to an opposite conducive for the conducting material.

Objective

The objective is to check for abrasion of the surface and the effects on wear various methods to
minimize friction shall be looked into like polishing of the disk surface.

Aim

The main aim of the project is to establish the relationship between the thermal conductivity of
the material and the abrasive coefficient.

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Scope of the project

The project will look into the brake disk and the fictional forces that are involved in the working
of the braking system. The material of choice would also be selected to ensure that the workings
of the disk are properly managed.

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Chapter Two

The chapter deals with the various literature review as regards the surface for the friction of the
disk surface.

Surface roughness and heat transfer

Surface roughness is best described as the surface texture of a given material. This has been
known to play a key role in the surface finish. The surface finish for instance has been known to
affect the material's hardness since it’s a surface property. During the machining process, there
is the effect of the surface roughness that would affect the surface property and hence the braking
of the disk would also be the same. The rough surfaces would lead to poor braking due to the
increased friction and hence the heat generation (Davim, 2010). Moreover, surface roughness has
also been established to have some indirect effect on the distribution of heat along the surface.
An observation by Tummers & Steunebrink, (2019) highly suggests that the heat distribution can
be affected by the surface roughness. Later an experiment with heat transfer through the use of
the Rayleigh-Bénard (R-B) convection led to the establishment of smoother surfaces that have a
higher exponent (0.54) for heat transfer compared to the rough surface (Tummers & Steunebrink,
2019). The expression for the Rayleigh number can be seen below

( )
1
H.
Rallow = λ
2 ahP r 0.05

Where Pr is the Prandtl number of the working fluid in this case its air

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Figure 1: Thermal conductivity (Copper, Aluminium, Brass)
(Ferrari & Aziani , 2002)

The thermal conductivity of copper performs much better than that of Aluminium followed by
brass. The thermal conductivity of some of the common materials can be seen in the appendix
section of the report

Friction and Microcontact of surfaces

The frictional force is one of the key factors that lead to the production of heat. The friction
generation can either be dynamic or static. Dynamic refers to the changing friction due to the
motion of the components while static friction is the fixed friction between a pair of surfaces.

Powder metallurgy is a rising area of study that has led to the alteration of friction along the
surfaces of the materials. This has led to an increase or decrease in the frictional forces that are
seen between the surfaces in question. The use of the powder metallurgy friction material
comprises the matrix-strengthening of the materials. The addition of the powder to the matrix is a
concept that has proven to be effective for friction alteration through the increase or decrease of
the coefficient of friction. Some of the metals added in powder include copper, Iron, silicon
oxide and aluminium oxides ( SiO2 , A l 2 O 3) (Xingming, Yan, Jiusheng, Lijian, & Xuejun, 2016).

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According to Xingming, et al (2016) sometimes there is the use of organic friction materials that
possess both the tribological properties and the environmental friendliness for the friction fillers.
The organic material can comprise friction additives, fillers and reinforced fibres.

Figure 2 Friction and Microcontact

(Xingming, Yan, Jiusheng, Lijian, & Xuejun, 2016)

The use of fiction materials will lead to the formation of a friction film. The film would vary
depending on the material's performance and environmental conditions. Consequently, there are
generally two film morphologies: loose granular and dense sheet film.

According to Xingming, et al (2016), the loose granular film would at the initial stage of braking
have the fibres in friction material adhered onto the brake disk. This will in turn lead to the
formation of the primary contact plateau. However, the sliding of the micro-asperities leads to
the deformation and the dropping of the loose granular films.

However, for the dense sheet film, with the increase in the brake pressure and surface
temperature, there will be the formation of the granular films that will be cut and crushed.

Friction and wear behaviours

The scholars Andrew, (2014) and (Brown, (2004) have both pointed out the effects of friction on
braking to result in wear and heat generation. This means that the wear is going to increase with
the increase in frictional force between the disk and the braking pads. Also, the wear behaviour

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and the friction are not inherent characteristics of friction materials. This means sometimes, other
factors line the braking and surrounding conditions can cause influence.

A finding by Xingming, et al (2016) points out that the investigations on the friction and wear
behaviours of the braking materials of friction are valuable in the control of friction. This will in
turn translate to a reduction in the wear and also the development of new fine friction materials.
The overall result is an improvement in braking reliability.

Moreover, the findings by Xingming, et al (2016) established that wear and friction are mainly
affected by the following characteristics;

 Material characteristics,
 Braking conditions
 Surrounding conditions
 Structural parameters

The surrounding conditions included temperature, humidity, and airflow, while the surface
conditions included surface roughness, contact property, and abrasive properties. The structural
parameters would be the shape, size and contact modality. Finally, the material characteristics
include the physical, chemical, and mechanical properties of friction materials.

Temperature and Breaking surface

The temperature is a key factor in the wear control for the braking surface. Higher temperatures
would lead to changes in the state of the brake field and hence increased wear rates. Moreover,
the temperature of asperities can also be higher than the surface leading to the formation of the
local high-temperature zones. The temperature transfer along with the friction interface and as
well as the distributions for the thermophysical properties of friction material would be affected.
The heat due to friction would lead to oxidation, and also affect the thermal strength, and thermal
plasticity of friction material.

The overall result will lead to a change in the surface microstructure and structural phase
transformation of friction materials. Consequently, the changes can also affect the interface

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lubrication to further lower the qualitative change for the interaction characteristics alongside the
interface. This will return lead to alterations in the friction from boundary friction to dry friction
(Xingming, Yan, Jiusheng, Lijian, & Xuejun, 2016).

Figure 3 Temperature and wear

(Xingming, Yan, Jiusheng, Lijian, & Xuejun, 2016)

The findings by Xingming, et al (2016) point out that there is a change in the friction and wear
mechanisms for the various temperatures. For instance, in low temperatures, hard asperities and
much smaller debris, would exist at the interface of contact. The hard asperities, in this case, are
in the form of a matrix that is embedded leading to the formation of the plastic flowing and
ploughing ( furrow effect) (Xingming, Yan, Jiusheng, Lijian, & Xuejun, 2016).

An increase in the braking pressure would increase the temperature which has a consequent
change in the structure. For instance, the increase in temperature leads to the softening of the
matrix resin which would lead to the charred pieces losing their bonding strength. In a fibre
matrix, the reinforcement of the fibre is pulled apart and this leads to an escape of the matrix
hence the formation of a friction film. Later, the friction films will have deformations as well as
cracks with further increase in temperature and in some cases can have severe noise as a result of
vibration.

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Finally, with the surface temperature exceeding the thermal decomposition temperature, the
friction material would have a heat fading phenomenon. This results in a decrease in the friction
coefficient and the thermal; decomposition of the materials.

Figure 4 Temperature and wear on Organic friction material

(Xingming, Yan, Jiusheng, Lijian, & Xuejun, 2016)

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Chapter Three: Methodology
The chapter deals with the approach that was decided upon to be used for the analysis and later
the computation of the report. The various assumptions will also be spelt out for the research in
this section of the report

3.1 CAD design

The cad design for the brake system will be done in Solidworks 2020 later the model was saved
as a Parasolid and exported from SOLIDWORKS.

FEA analysis

The FEA analysis was done on ANSYS 2021 for the static analysis. The grey cast iron was
selected for the analysis of the barking disk. The model set-up was done in ANSYS The
meshing was done on the brake disk as shown and then the various parameters were set for the
breaking of the loads. The loading of the disk brake system for the parameters

Assumptions used in the model

 The disk pads are circular and have an even heat distribution along the radius
 The disks pads have a uniform thickness across the cross-sections
 The room temperature is the nominal operation temperature for the disks at 25 C
 The braking surface is smooth and polished

3.3 Risk assessment

In every task, there is a risk to be managed. For most computer-based simulation the risks
associated are mainly due to the workings but not physical. This means that other injuries and
physical harm are limited. For the heat thermal analysis, the simulation with be done on a CFD
based software that is quite friendly to use. Hence, risks associated with the project are fatigue,
data Loss, fatigue, eye strain and slow analysis.

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Results

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References

Andrew, J. D. (2014). Braking of Road Vehicles. Tokyo: Butterworth-Heinemann.

Azman, I., Husaini, M., Bakar, A., & Ö, A. (2019). Advanced Engineering for Processes and
Technologies. Denver: Springer.

Brown, M. E. (2004). Introduction to Thermal Analysis: Techniques and Applications. Denver:

Springer.

Cengel, Y. A., & Boles, M. A. (2015). Thermodynamics. Kansas: Mc Graw Hill.

Davim, P. J. (2010). Surface Integrity in Machining. Denver: Springer Science & Business
Media.

Ferrari, F. S., & Aziani , H. R. (2002). Undergraduate Study of Thermal Conductivity of Metals.
296-302.

Gokhale, N. S. (2008). Practical Finite Element Analysis. Mumbai: Mumbai Publishers.

Kaminski, D. A., & Jensen, M. K. (2005). Introduction to Thermal and Fluids Engineering.
Chicago: John Wiley & Sons.

Kut, D. (1990). Warm Air Heating. Oxford: Pergamon Press.

Mirkovich, V. V. (1990). Thermal conductivity. New York: Purdue Publishers.

Tummers, M., & Steunebrink, M. (2019). Effect of surface roughness on heat transfer in
Rayleigh-Bénard convection. International Journal of Heat and Mass Transfer, 1056-
1064.

Vargaftik, N. B., Filippov, L. P., Tarzimanov, A. A., & Totskii, E. E. (1996). Handbook of
Thermal conductivities. Moscow: CRC Press.

Xingming, X., Yan, Y., Jiusheng, B., Lijian, L., & Xuejun, F. (2016). Review on the friction and
wear of brake materials. Advances in Mechanical Engineering, 1-10.

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