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Article history: Braking is a process which converts the kinetic energy of the vehicle into mechanical energy which must
Received 25 February 2011 be dissipated in the form of heat. During the braking phase, the frictional heat generated at the interface
Accepted 17 August 2011 disc e pads can lead to high temperatures. This phenomenon is even more important that the tangential
Available online 27 August 2011
stress as well as the relative sliding speeds in contact is important. The objective of this study is to
analyze the thermal behavior of the full and ventilated brake discs of the vehicles using computing code
Keywords:
ANSYS. The modeling of the temperature distribution in the disc brake is used to identify all the factors
Dry contact
and the entering parameters concerned at the time of the braking operation such as the type of braking,
Brake Discs
Heat flux
the geometric design of the disc and the used material. The results obtained by the simulation are
Heat transfer coefficient satisfactory compared with those of the specialized literature.
Ó 2011 Elsevier Ltd. All rights reserved.
ð1 fÞ mgvz
* Corresponding author. Tel.: þ213 793851317. q0 ¼ (1)
E-mail address: Belhocine55@yahoo.fr (A. Belhocine). 2 2Ad εp
1359-4311/$ e see front matter Ó 2011 Elsevier Ltd. All rights reserved.
doi:10.1016/j.applthermaleng.2011.08.029
60 A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67
z ¼ a/g: Braking effectiveness, a :Deceleration of the vehicle [ms2], approximation of the unknown factors of the continuous equa-
4: Rate distribution of the braking forces between the front and rear tions. These last will be then to transform into a system of equa-
axle, Ad: Disc surface swept by a brake pad [m2], V: Initial speed of tions of finished dimension, which we can schematically write in
the vehicle [ms1], εp: Factor load distribution of the on the surface the form AU ¼ L, where U is the vector of the unknowns, A
of the disc, M: Mass of the vehicle [kg] a matrix and L a vector.
Fig. 1 shows the ventilated disc e pads and the applied forces.
The loading corresponds to the heat flux on the disc surface. The
dimensions and the parameters used in the thermal calculation are 3.2. Form differential
recapitulated in Table 1.
The disc material is gray cast iron with high carbon content FG, The system shown in Fig. 2 is subjected to the following thermal
with good thermophysical characteristics [6]. loads:
/
rCp T_ divðkgrad TÞ q ¼ 0 (2)
Table 1
Geometrical Dimensions and application parameters of automotive braking.
T ¼ ½NfTg (8)
T ¼ ½N T_ (9)
Fig. 2. Thermal loads applied to a continuous medium.
Tðx; y; z; t0 Þ ¼ T0 ðx; y; zÞ and T ¼ Tp on (6) We suppose that the initial temperature of the disc is constant.
The temperatures field Tðx; y; z; tÞ has for expression on the Tðx; y; z; tÞ ¼ 60 C at time t ¼ 0 (16)
whole domain V [8]:
8 9
< T1 « ðtÞ >
> =
Tðx; y; z; tÞ ¼ ½N1 ðx; y; zÞ/Ni ðx; y; zÞ/Nn ðx; y; zÞ Ti ðtÞ 3.3. Boundary conditions
>
: « >
;
Tn ðtÞ
¼ ½NfTg ð7Þ This is a transient thermal problem with two boundary
conditions:
A heat flux entering the disc localized in the contact zone disc-
ANSYS CFX in pad in both sides.
Workbench
System Geometry Design
CAD Modeler
Imported Mesh
Mesh ANSYS CFX-Mesh
ANSYS ICEM CFD
CFX-Pre
Solution
CFX Solver
Post-processing
CFX POST
Fig. 3. Simulation steps with CFX [12]. Fig. 4. Brake disc CFD model.
62 A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67
Fig. 5. Variation of heat transfer coefficient (h) of various surfaces for a full disc in transient case (FG 15).
A heat transfer by convection on all the free surfaces of the disc element method to solve models previously discretized. The
of which the exchange coefficient h depends on time because modules used for this study are:
rotational speed of the disc varies with time.
ANSYS Workbench: This platform offers a different approach in
The heat exchange coefficient h on each disc surface was the construction of model using the original computer code
calculated and imported using ANSYS CFX module. ANSYS [12]. It is particularly adapted to handling cases with
complex geometry and to the unconfirmed users. In this
environment, the user works on geometry and not on the
4. Presentation of the computing code ANSYS model itself. Before starting the solution, the platform will
convert the data introduced by the user into code ANSYS. The
ANSYS is software program, created in1970 in the United States; generated finite element model is handled by inserting specific
its modules are software programs that implement the finite commands of ANSYS code.
Fig. 6. Variation of heat transfer coefficient (h) of various surfaces for a ventilated disc in transient case (FG 15).
A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67 63
Fig. 10. Meshing of a ventilated disc in ANSYS Multiphysics (154679 nodes e 94117
Fig. 8. Heat Flux versus time. elements).
64 A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67
Before starting the calculation and the analysis with ANSYS CFX
PRE, it is ensured that the model does not contain any error.
Fig. 11. Temperature variation of a full and ventilated disc (FG 15) versus time. The modeling of the disc temperature is carried out by simu-
lating a stop braking of a middle class car (braking of type 0).
The characteristics of the vehicle and of the disc brake are listed
Ventnon.st: Non stationary speed entering of the air.
in Table 1.
The vehicle speed decreases linearly with time until the value
c) Definition of materials: We introduce into the library the
0 as shown in Fig. 7. The variation of the heat flux during the
physical properties of used materials. In this study we selected
simulation time is represented on the Fig. 8.
three cast iron materials (FG 25 Al, FG 20 and FG 15).
d) Definition of the boundary conditions: The first step is to select
the Inlet and Outlet faces of the heat flux. These options are
found in the insertion menu “Boundary Conditions” in the CFX 6.1. Meshing of the disc
Pre.
The elements used for the meshing of the full and ventilated disc
The boundary conditions concerning the pads will be also are tetrahedral three-dimensional elements with 10 nodes (iso-
defined. Oneselects the options “Wall” and “Symmetry”, because parametric) (Figs. 9 and 10). In this simulation, the meshing was
there will be the possibility of adjusting a certain number of refined in the contact zone (disc-pad). This is important because in
parameters in the boundary conditions such as flux entering the disc. this zone the temperature varies significantly.
Three meshes have been tested automatically using an option
e) Application of the interfaces domains: The areas of interfaces are called convergence in ANSYS Workbench Multiphysics. The number
commonly used to create the connection or linkage areas. of elements forming each meshing is given in Table 2.
Fig. 12. Temperature distribution of a full (a) and ventilated disc (b) of cast iron (FG 15).
A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67 65
Fig. 13 (a) shows for each type of the selected cast iron the
temperature variation as a function of thickness at the moment
when the temperature is maximum. The allure of the three curves
is similar. We also note that the temperature decreases in the
direction of median plane of the disc to reach its minimal value. In
Fig. 13(b) we see that there is inside the disc symmetry of colors.
The part far away from the surface of blue contact color is not
requested too much thermically. More the thermal conductivity of
the material is low, more its temperature is high. The FG 15 is
differentiated from the two other cast iron by smaller tempera-
tures. On Fig. 14 the temperature variation versus radius for three
materials (FG 25 Al, FG 20, FG 15) is presented.The shape of the
temperature curves are the same one. The maximal temperature is
in area of the mean disc radius.According to Figs. 13 and 14 the cast
iron FG 15 has the best thermal behavior.
Figs. 15 and 16 respectively show the temperature variation
according to the thickness and radius. It is noted that there is an Fig. 14. Temperature variation through a radius for three types of cast irons (FG 25 AL,
appreciable variation of temperature between the two types of full FG 20 and FG 15).
66 A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67
Fig. 17. Driving cycle with fourteen repeated braking (Mode 1).
Fig. 16. Temperature variation through a radius or both designs with the same
material (FG15). Fig. 18. Cycle braking with phase of idles after each braking (mode 2).
A. Belhocine, M. Bouchetara / Applied Thermal Engineering 32 (2012) 59e67 67
About the results obtained, in general, on can say that they are
satisfactory in comparison with already carried out research tasks.
It would be interesting to solve the problem by introducing depth
the effect of thermomechanical coupling in reality. Compared to
the prospects, one finds interesting to also make an experimental
study of the disc of brake for example on test benches in order to
show a good agreement between the model and reality.
References