To date, no generally valid statements can be made about the service life of brake pads, which may be due to factors such as driving style, the friction material used or the varying vehicle weight. While dynamic friction models including friction history are already established , the investigation of wear and wear dust behavior is currently in the focus of many research projects. One example is the inves-tigation of calculation models for brake pad wear while neglecting the temperature development in the brake . In cars, temperatures of up to 800°C occur in the brake under high loads, which leads to a significant increase in wear. Accordingly, the question arises how an estimation of brake pad wear can be applied to highly dynamic load cases. To do this, however, the processes taking place in the boundary layer between pad and disc must first be comprehensively understood and described.
Commercial heavy truck drum linings of 4 different compositions were tested using the Chase tester under constant loads and temperatures at a constant speed in order to find out how lining wear might affect the friction coefficient. When the lining wear increases, the friction coefficient increases linearly under a condition of constant load, speed and temperature. However, when the lining wear approaches zero, the friction coefficient still remains relatively high, indicating other factors are also involved in controlling friction such as interface deformation and others. As the temperature increases or the load increases, the wear contribution to the friction becomes less and less effective. All these observations are discussed and explained in terms of wear particle formation and friction film behavior.
Earlier publications show that brake pad physical properties such as hardness, modulus and natural frequencies continue to increase at room temperature over a period of 12 months and that the changes are faster during the first 3 – 6 months. The current investigation was undertaken to see how the properties might change during testing for the pads as well as for the discs. Low-copper and copper-free formulations were tested on pickup truck and passenger car brakes. In all cases, the dynamic modulus and natural frequencies are found to decrease (not increase) after the SAE J2522 performance testing, indicating that the stiffness of the pad and that of the disc decrease faster than the mass loss due to wear. Also the inboard pad and the outboard pad change at two different rates.
The oxidation of raw materials, such as phenolic resin, in the pad during the braking depends on the temperature but also on the oxygen diffusion capability through the brake pad. Determination of oxygen diffusion is a key point in knowing how deep from the surface tribochemistry can take place. In previous work from RIMSA, it was observed that iron sulphide had been reacted below the surface of the brake pad, suggesting that tribochemistry does not only take place on the surface. The diffusion of oxygen through the pad is a drawback because it induces the matrix decomposition that contributes to intra-stop CoF instability and consequently worsens NVH. This study is focused on determining the oxygen diffusion through brake pads using oxidized iron sulphide particles as indicator parameter. Iron sulphide has a peculiar microstructure (rough microstructure) when it becomes oxide that can be recognized easily, making it a good marker.
Graphite plays a crucial role in friction materials, since it has good thermal conductivity, lubricity and act as a friction modifier. The right type, amount, shape, and size of the particles control the performance of the brake-pads. The theme of the study was investigating the influence of size of graphite particles (having all other specifications identical) on performance properties of brake-pads containing graphite particles in the average size of 60 µm, 120 µm, 200 µm and 400 µm. Physical, mechanical and chemical characterization of the developed brake-pads was done. The tribological performance was studied using a full- scale inertia brake dynamometer following a Japanese automobile testing standard (JASO C406). Tribo-performance in terms of fade resistance, friction stability and wear resistance were observed best for smaller graphite particles. It was concluded that smaller size serves best for achieving best performance properties barring compressibility.
Gray cast iron brake rotor experiences substantial wear during the braking and contributes largely to the wear debris emissions. Surface coating on the gray cast iron rotor represents a trending approach dealing with the problems. In this research, a new plasma electrolytic aluminating (PEA) process was used for preparing an alumina-based ceramic coating with metallurgical bonding to the gray cast iron. Three different types of brake pads (ceramic, semi-metallic and non asbestos organic (NAO)) were used for tribotests. Performances of PEA coatings vs. different brake pad materials were comparatively investigated with respect to their coefficients of friction (COFs) and wear. The PEA-coated brake rotor has a dimple-like surface which promotes the formation of a thin transferred film to protect the rotor from wear. The transferred film materials come from the wear debris of the pads. The secondary plateaus are regenerated on the brake pads through compacting wear debris of the pads.
The frictional behavior of a tribological contact is influenced by the dynamics in the forming boundary layer. Recurring structures, built up through self-organizing effects, were found in various frictional systems. To investigate those phenomena on a macroscopic scale and to better understand dynamical processes such as the formation and decay of contact patches, the first revision of the Wear Debris Investigator (WDI) was introduced in 2017. A friction gap is formed between two coaxial horizontally arranged discs. To mimic the presence of particles, artificial wear dust is fed into the gap. With a camera the formation of the boundary layer is recorded in situ. An implemented normal force and torque sensor enables to recognize correlations between the formed boundary layer and the occurring frictional forces. Numerous measurements revealed an insufficient precision of the previous WDI.
In order to keep the coefficient of friction stable, some additives such as metal sulphides, are included in the brake pads formulation. Previous work from RIMSA has shown that oxidation temperature range of the metal sulphides can be one of the key properties to explain their contribution to the performance and wear of a PAD. This new work is a step forward in the interpretation of the mechanism of sulphides as chemically active additives in the brake pads. Phenolic resin is the matrix of the brake pads and starts to decompose around 300 ºC in presence of oxygen and temperature. In order to establish a connection on between sulphide oxidation and phenolic resin degradation, several studies based on heat treatment of blends of different metal sulphides (Iron sulphide, Tin sulphide and Composite sulphide) with phenolic resin have been done. Then the material evolution was studied with techniques such as TGA - DSC, XRD, IR and SEM - EDS.
A study was performed to compare the performance of automotive friction elements, each manufactured with one of two different coke fillers. Coke #1 is a conventional calcined petroleum coke, and coke #2 a proprietary, calcined coke manufactured from a non-petrochemical feedstock. Subject coke materials were fully characterized, physically and chemically. Both coke materials are similar in their respective physical properties, including morphology, hardness, and crush strength. However, there is a significant difference in the trace metal content of the two materials, with coke #1 containing a higher content of sulfur, calcium, iron, nickel, and vanadium than coke #2. Nickel and vanadium are considered potential environmental hazards. Initial friction element evaluation was performed using the J661 Brake Lining Quality Test Procedure (Chase Test). Ultimately each coke material was formulated into two different automotive brake elements.
Design and Simulation Analysis of Braking system for ATV is carried out with the assistance of Ansys and MATLAB. Heat generated increases the temperature of the disc brake at the rubbing surface resulting in thermal stresses in the components of the braking system. Static, Structural, Thermal, Dynamic, Computational Flow Dynamics, Vibrational & Fatigue Behaviour of Ventilated brake disc Rotor, Hub and Brake Caliper are analysed. Stainless Steel, SS-410 material configuration has been considered for disc brake rotor and results obtained are analysed in terms of performance, longevity and efficiency. Braking efficiency and stopping distance curve are analysed from their characteristics plot. Vibrational Behaviour, Static and Structural Behaviour, Thermal Behaviour, Performance Efficiency, Flow Behaviour of Ventilated Disc Brake Rotor can be easily depicted with respect to Bump and Droop during Acceleration, High Climb and manoeuvrability.
In the last decade, the increasing electrification of road transports has stimulated the look for new braking systems with a high corrosion resistance. This resulted in a fervent research activity behind the development of disc brakes with a reduced corrodibility under demanding tribocorrosive environments. Despite of this, a significant reduction of the cast iron disc corrodibility can be achieved not only by developing variously coated rotors, but also by modulating the intrinsic corrodibility of iron. This can be done by and ad-hoc refining of the cast iron: a) alloying elements concentration; b) microstructure; and c) carbon content and morphology. At this regard, in this contribution, the corrosion properties of a representative ensemble of cast iron specimens are reviewed.
Brake calipers for high-end cars are typically realized using Aluminum alloys, with Silicon being the most common alloying element. Despite the excellent castability and machinability of AlSix alloys, anodization is often necessary in order to provide to AlSix components the required corrosion resistance or when the braking system has to withstand to severe chloride-rich environments . Even if the anodization process is known for almost 100 years, a continuous research and process optimization can lead to the development of anodic layers with enhanced morphological and electrochemical properties, which enable a prolonged resistance of calipers under endurance corrosive tests (e.g. >1000hours Neutral Spray Tests).
A finite element model for the effect of wear on frictionally excited Thermoelastic Instability (TEI) is developed by combining the equations of thermoelasticity, the classical Reye-Archard-Khrushchov wear law, along with the conforming contact conditions. The method is based on a two-dimensional, frictional sliding model with a bimaterial interface and a simplified geometry of finite thickness. An assumption of the solution in the perturbation form leads to a second-order eigenvalue problem, with the eigenvalue being the exponential growth rate of perturbation. The existing analytical solutions using two infinite half planes are used to validate the numerical solutions in several representative scenarios, including a limiting case in the absence of wear. In general, good agreements between the numerical and analytical approaches have been obtained.
Abstract: Attapulgite, a unique clay mineral is a crystalloid hydrous magnesium-aluminium silicate, composed of silicon oxide, aluminium oxide, magnesium oxide, iron oxide etc. having formula Mg5Si8O20(HO)2(OH2)4•4H2O. Its structure is somewhat between laminated and chain structure having very high surface area and porosity. Its magnesium silicate structure resembles a brick wall with every second brick missing. This leaves elongated porous channels that are highly absorbent. Its fibers were proven to be excellent substitute for asbestos in brake-pads. Hardly anything in details is reported on its exact role in controlling tribo-properties of friction materials (FMs) especially Cu-free FMs. Hence, in this work a series of brake-pads with five types was formulated and developed with increasing amount of attapulgite (0, 5, 10 and 15 wt. %) by compensating with inert barite particles in Cu-free FMs.
Grey cast iron alloys for brake drum and brake disc applications are being developed with niobium additions and a range of equivalent carbon for commercial, passenger vehicle, and performance applications. The benefit of niobium in cast iron is based on the contribution of strength by matrix refinement for a given carbon equivalence that may permit the direct improvement of wear improvement or allow for an increase in carbon equivalence for a given strength. Proper carbon equivalency and pearlite stabilization contribute to an improved pearlite structure with an optimized distribution of graphite. These structures, when refined with niobium, demonstrate increased service life and reduced wear relative to their niobium-free equivalents as measured by lab dynamometer testing and by on-vehicle testing in passenger bus fleets.