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TECHNICAL ARTICLE Testing the Friction Characteristics of Industrial Drum Brake Linings J Van Wittenberghe W Ost and P De Baets Department of Mechanical Construction and Production at Ghent University Ghent Belgium Keywords Drum Brake Friction Testing Coeffi cient of Friction Temperature Correspondence J Van Wittenberghe Department of Mechanical Construction and Production at Ghent University Ghent Belgium Email Jeroen VanWittenberghe UGent be Received December 7 2009 accepted August 30 2010 doi 10 1111 j 1747 1567 2010 00675 x Abstract In the present study a new brake setup was developed to test drum brake linings on an industrial brake with drum diameter of 30 During the tests performed on the setup the brake undergoes a series of cycles in which the drum is slowed down from service speed to standstill In each cycle the same amount of energy is dissipated as during a realistic safety stop This was obtained by adding a fl ywheel in the setup so that the system s kinetic energy at service speed matches the energy of the hoisting system dissipated during an emergency stop Two different brake lining materials were characterized Both materials were subjected to two test series to study the changes in coeffi cient of friction over a number of cycles It was observed that the coeffi cient of friction of both linings was dependent on the drum temperature The coeffi cient of friction of the fi rst material decreased with increasing drum temperature while the latter had the opposite behaviour Introduction Spring applied electrically released drum brakes are used in industrial environments such as steel mills to control the movement of travelling cranes as well as the hoisting apparatus of the crane Such cranes are typically powered by an electromotor but although the hoist motors are normally geared to produce greater torque and reduce the output speeds to an acceptable level for lifting and lowering heavy objects it remains nevertheless possible for the motor to be driven by a heavy object in case of an electrical failure during lifting This dangerous situation is referred to as block drop To stop the motor in case of block drop spring applied electrically released drum brakes are used These brakes contain heavy springs which push the brake shoes against a drum that rotates with the motor or the transmission output shaft To retract the springs a built in electric solenoid has to be powered The solenoid is generally wired in the motor s electrical circuit so when power is lost to the motor the solenoid also loses power allowing the springs to thrust the brake shoes against the drum and hence preventing the motor to turn freely When block drop appears the drum brake is closed stopping the lifted load to fall down and keeping it at its height But before trying to solve the failure of the electrical power circuit of the crane it is important to put the load safely on the ground Normal procedure is then to use a backup circuit with manual control to open the brake for a moment To prevent a too fast rate of descent the brake is closed after a moment stopping the load again These actions are repeated several times until the load is lowered completely During this procedure the drum brake material is severally put to the test because total load has to be slowed down repeatedly without the help of hoisting apparatus traction The drum brake s braking power depends not only on the force applied by the springs but is also determined by the frictional properties between the material used in the braking shoes and the drum of the brake The behaviour of this friction material during its service life has to be known because a lack of friction can cause the brake to slip due to heavy loads Nevertheless a coeffi cient of friction COF that is too high can overload the drum axle and can cause high drum temperatures and high dynamic loads on the drum which can lead to cracks at the drum surface Experimental Techniques 36 2012 43 49 2010 Society for Experimental Mechanics43 Friction of Drum Brake LiningsJ Van Wittenberghe W Ost and P De Baets or even drum fracture Nowadays a wide range of friction materials is available but as is known from Zhang and Wang1the behaviour of those material is highly dependent on their composition and service conditions Through a series of tests on small scale samples they found the friction performances and wear resistance of the same material to be changing with load sliding speed and temperature In another study2they showed that also the drum material can have an impact on the tribological behaviour of the brake because of changes in specifi c heat capacity and thermal conductivity Hence when new brake materials are developed it is still necessary to perform experimental tests to characterize the lining material in combination with the drum material In addition to this it is known that the pressure distribution is not evenly spread across the surface of brakes due to both geometrical deviations of drum and brake shoes and dynamic effects This means that extrapolations of results of small scale tests on friction material cannot always be used to make reliable predictions on the behaviour of the full scale brake Hence in most cases full scale tests are the only option to get accurate information about the performance of the brake Full Scale Test Setup Principles of the drum brake setup During previous studies setups were developed mainly to quantify the frictional behaviour during continuous braking 3In that case the local fric tion intensity of an imaginary friction lining segment changes during braking This process is called ther moelastic instability TEI and causes over a critical speed a steady state regime with harmonic changes in friction The TEI can be predicted accurately by fi nite element analyses 4However in the case of block drop and the procedure of safely lowering the load afterwards the transient regime is the region of interest because the steady state regime is not reached For this purpose a new setup was designed to simulate the block drop situation in a better way In the new setup the brake undergoes a series of cycles in which the drum is slowed down from service speed to rest Of course to have a realistic situation there should be an equal amount of energy dissipated during one cycle as in a real safety stop To obtain this the system s mass moment of inertia was chosen in such a way that the kinetic energy of the system at service speed would match the maximum energy to be dissipated during an emergency stop In the following paragraphs fi rstly the test setup details are presented together with a calculating method to obtain the COF Later the test data of the two different brake lining materials will be discussed Test setup description Schematicdrawingsofboththefrontalandthesection view of the setup are shown in Figs 1 and 2 A view of the total setup is given in Fig 3 The setup consists of a spring applied and electrically released Igranic safety brake type M 30 whose drum 1 is driven by an electrical DC compound 100 kW at 5000 rpm motor 17 The braking force is applied by the spring 4 that pushes the brake shoes 2 against the drum Different friction lining materials 3 can be mounted in the brake shoes to test their behaviour during brak ing The braking pressure can be set by adjusting the springcompressionwiththebolt 5 andcanbevaried between 0 and 16 6 N cm2 The latter corresponds to a maximum braking torque of approximately 10 kNm for a COF between the drum and the friction lining of 0 6 To open the brake the solenoid 6 is powered pulling part 7 to the left and compressing the spring To obtain a system that contains enough kinetic energy to simulate a realistic block drop situation a drive wheel 8 is added to increase the inertia of the system Drum 1 and drive wheel 8 are carried by the main axle 10 The drive wheel is connected to the main axle using two locking assemblies 9 The main axle is supported by two self aligning ball bearings 11 and is connected to the DC motor by a fl exible jaw coupling 12 Drum and drive wheel have the same diameter of 30 or 760 mm The moments of inertia of the differ ent rotating parts of the setup are given in Table 1 Drum drive wheel and main axle are the parts that contribute the most to the moment of inertia of the system Since a jaw coupling is used the rotor of the DC motor rotates with the other rotating parts of the setup and its inertia of 6 kg m2has to be taken into account This gives the setup a total moment of iner tia of 95 1 kg m2resulting in a total kinetic energy of 422 kJ at the service speed of 900 rpm Because the total brake shoe area is 0 28 m2 the mean energy density during each braking cycle is approximately 1500 kJ m2 In a previous study by Severin5a brake with a 25 drum dissipating 168 kJ during each brak ing cycle starting from a service speed of 900 rpm was used giving an energy density of approximately 1100 kJ m2 Hence the setup of this study is able to apply a much higher energy density into the material starting from the same service speed During a braking cycle the drum and the drive wheel are brought up to service speed while the brake is open Once the speed of 900 rpm is reached 44Experimental Techniques 36 2012 43 49 2010 Society for Experimental Mechanics J Van Wittenberghe W Ost and P De BaetsFriction of Drum Brake Linings 1 FG e 3 2 456 7 13 14 15 ab FL 0 500m MB Figure 1 Schematic front view of the drum brake setup to the motor 1112 11 1 8 10 9 16 Figure 2 Schematic section view of the drum brake setup Experimental Techniques 36 2012 43 49 2010 Society for Experimental Mechanics45 Friction of Drum Brake LiningsJ Van Wittenberghe W Ost and P De Baets 18117 8 13 Figure 3 Drum brake setup Table 1 Properties of the rotating parts of the setup PartMass kg Inertia kg m2 Material Drum32028 8Cast iron Drive wheel70056 7Structural steel Main axle603 642CrMo4 alloy steel Coupling90 01Steel elastomer spider Two locking assemblies50 02Steel the power of the motor is switched off and the brake is closed When fi nally the drum has come to rest the brake is opened again and the cycle repeated During the tests the rotational speed was measured using a tachometer mounted on the motor and the surface temperature of the drum was continuously measured using an SP i tec 2005D infrared sensor see 18 in Fig 3 The control of the system and measuring of all signals are carried out by a computer with a Texas Instruments BNC 2110 data acquisition card and a Labview programme Speed surface temperature and force in the loadcell were recorded at a frequency of fi ve samples second In order to measure the brake torque the brake is mounted on two inclined surfaces 13 and 14 as can be seen in Fig 1 These two supports are manufactured in the way that the supporting surfaces are perpendicular to the two construction lines a and b As the drum rotates in the counter clockwise direction the reaction force on the support 14 can become negative To counter this force the part 15 is present whose contact surface is parallel to the contact surface of 14 A loadcell 16 with a capacity of 20 kN is mounted 500 mm below the centre of rotationofthedrum Duringbrakingthebrakewilltry to rotate with the drum The loadcell will prevent this from happening and will apply a force FL N Because the loadcell is rigid the actual rotation is very small and the position of the brake on the inclined surfaces 13 will not change signifi cantly Hence the reaction forcesinthesupportsstayalignedwiththeconnection lines a and b in Fig 1 This means the vector of the reaction forces goes through the centre of rotation of the drum and the reaction forces do not contribute to the torque equilibrium around this point Calculating the coeffi cient of friction The COF can be calculated from the applied braking torque MB which can be calculated from the force measured by the loadcell FLby expressing the torque equilibrium around the centre of the drum Fig 1 MB FL 0 500 FG e Nm 1 with FG N the gravitational force of the brake and e m the eccentricity of the centre of mass to the centre of rotation of the drum The gravitational force of the brake is constant and because the actual rotation of the brake is very small the eccentricity can also be considered constant When the brake is open no braking moment is applied but due to the eccentric centre of mass of the brake there is still a force applied on the loadcell For this case MB 0 Eq 1 becomes FL 0 500 FG e Nm 2 where FLis a measured value By this way a value for FG e of 3136 Nm was found With the mass of the brake of approximately 1 tonne an estimated eccentricity of 0 31 m was obtained In the calculations only the product FG e is used The estimated value of the eccentricity is only mentioned as an illustration From the braking torque MB calculated from Eq 1 the COF can be calculated as explained in the following section As is schematically shown in Fig 4 the braking pressure p N m2 multiplied by the COF integrated over the surface of the brake shoes equals the braking torque MB MB 2 b r p rd Nm 3 The factor 2 in Eq 3 results from the two brake shoes that are present Equation 3 can be simplifi ed to MB 4 b r2 p Nm 4 46Experimental Techniques 36 2012 43 49 2010 Society for Experimental Mechanics J Van Wittenberghe W Ost and P De BaetsFriction of Drum Brake Linings a a r p mp Figure 4 Schematic view of the pressure in the brake shoe Hence MB 4 b r2 p 5 with b the width of the brake shoes 0 300 m r the radius of the brake drum 0 380 m p the mean braking pressure during the tests 8 1 N cm2 8 1 104N m2 and the half angle of one brake shoe 35 or 0 611 rad With the above values Eq 5 becomes MB Nm 8574 Nm 6 Course of a braking cycle During each braking cycle the drum and the drive wheel were brought up to 900 rpm This took about 90 s Once the drum was at the required speed data acquisition started and 2 s later the brake was closed Two seconds after the drum stopped data acquisition was interrupted and the break opened again after which the cycle restarted In order to control the datafl owandavoidrecordingexcessdata datalogging was interrupted when the drum was brought up to service speed In Fig 5 the course of a braking cycle is shown For this cycle the braking time is 2 2 s in which the braking speed is brought from 900 rpm to rest The course of the braking torque is somehow different from what one could expect from small scale material tests Common frictional behaviour of braking materials includes a difference in static and dynamic COF from which we could expect the braking torque to have a peak when the brake is 0 1000 2000 3000 4000 5000 101234 Time s Speed rpm Torque Nm 0 20 40 60 80 100 Temperature C Speed Torque Temperature braking Figure 5 Measured signals during one braking cycle closed and remain constant until the drum is brought to a halt In Fig 5 however it can be observed that the braking torque increases linearly for about 1 4 s after which the torque reaches a more or less stable value This linear increase is caused by electromagnetic effects in the solenoid 6 in Fig 1 of the brake When the current over the solenoid is removed the force of the spring 4 in Fig 1 is not immediately applied on the braking shoes Due to the solenoid s self induction the original magnetic fi eld only decreases gradually and hence the braking torque is applied over a certain period of time instead of instantaneously In this cycle the maximum braking torque is 4045 Nm from which a COF of 0 47 can be calculated according to Eq 6 The drum temperature increases here from 27 C before thebrakingtoamaximumof47 Cduringthebraking Experimental Tests In following sections the results of the test series performed on two different composite brake linings with a different composition is presented Both materials were subjected to two test series on the new setup First a short test series was conducted where the objective was to test until the mean surface temperature of the drum saturated The short test series was stopped after 50 cycles Second a long test series was conducted consisting of 250 successive cycles to study the integrity of the lining material when subjected to a high number of braking cycles The conducted tests are summarized in Table 2 The noted numbers for the materials and tests will be used according to this table in the rest of this article Test series 1 and 3 are the short test series 2 and 4 are the long series Experimental Techniques 36 2012 43 49 2010 Society for Experimental Mechanics47 Friction of Drum Brake LiningsJ Van Wittenberghe W Ost and P De Baets Table 2 Summary of the tests short test series Material 1Material 2 Test Series 1 Test Series 2 Test Series 3 Test Series 4 Number of cycles5025050250 Final speed rpm 900900900900 Environment temperature at start C 22 520 421 020 8 Drum temperature at start C 31 222 827 221 1 Mean drum temperature at end C 63 664 869 964 9 Coeffi cient of friction last cycle 0 470 490 350 31 Short test series The results for the short test series of materials 1 and 2 are shown in Figs 6 and 7 For both materials the COF together with the minimum maximum and mean temperatures are plotted as a function of the cycle number For both materials it can be seen that the mean temperature saturates at about 65 C after approximately 30 cycles At this point the minimum and maximum temperatures are also saturated with a minimum drum temperature of about 50 C for both materials The maximum drum temperatures are different for both materials as can be seen in Fig 6 the maximum drum temperature with lining material 1 can reach peak values of about 118 C while only 104 C for lining material 2 Fig 7 This difference is caused by the difference in COF between the two materials The COF of material 1 is higher than that of material 2 which means the braking time will be shorter for material 1 Consequently the same amount of kinetic energy has to be transferred from the drum to the fricti