A concept for reducing PM 10 emissions for car brakes by 50%

Perricone, Guido; Matějka, Vlastimil; Alemani, Mattia; Valota, Giorgio; Bonfanti, Andrea; Ciotti, Alessandro; Olofsson, Ulf; Söderberg, Anders; Wahlström, Jens; Nosko, Oleksii; Straffelini, Giovanni; Gialanella, Stefano; Metinöz, Ibrahim

doi:10.1016/j.wear.2017.06.018

Cited by 72 publications

(38 citation statements)

References 51 publications

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“…Open system [39] Open system [40] Open system [8] Closed system [9] Closed system [41] Closed system [22] Closed system [26] Closed system [11] Closed system [24] Closed system [23] Closed system [27] Closed system [21] Chassis dyno Open system [19] On-Road Open system [20] Open system…”

Section: Referencementioning

confidence: 99%

“…Brake wear particles can be studied in a relatively controlled environment in the laboratory or under uncontrolled real-world conditions on the road [19,20]. Laboratory studies can be carried out at full vehicle level on a roller chassis bench [21], at brake couple level on a brake dynamometer [11,[22][23][24][25][26][27], or at brake component level on a pin-on-disc configuration [28][29][30][31][32]. Table 1 gives an overview of different methods applied by different researchers for sampling and measuring brake wear particles.…”

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confidence: 99%

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Brake Wear Particle Emissions of a Passenger Car Measured on a Chassis Dynamometer

et al. 2019

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Brake wear emissions with a special focus on particle number (PN) concentrations were investigated during a chassis dynamometer measurement campaign. A recently developed, well-characterized, measurement approach was applied to measure brake particles in a semi-closed vehicle setup. Implementation of multiple particle measurement devices allowed for simultaneous measurement of volatile and solid particles. Estimated PN emission factors for volatile and solid particles differed by up to three orders of magnitude with an estimated average solid particle emission factor of 3·10 9 # km −1 brake −1 over a representative on-road brake cycle. Unrealistic high brake temperatures may occur and need to be ruled out by comparison with on-road temperature measurements. PN emissions are strongly temperature dependent and this may lead to its overestimation. A high variability for PN emissions was found when volatile particles were not removed. Volatiles were observed under high temperature conditions only which are not representative of normal driving conditions. The coefficient of variation for PN emissions was 1.3 without catalytic stripper and 0.11 with catalytic stripper. Investigation of non-braking sections confirmed that particles may be generated at the brake even if no brakes are applied. These "off-brake-event" emissions contribute up to about 30% to the total brake PM 10 emission.EFs depend on parameters like the type of the friction material, the type of the brake assembly, and the applied driving conditions [11]. Following the development of a WLTP-based braking cycle in 2018 [7], most studies focused on the application of realistic braking patterns, but still the range of reported EFs remained relatively wide [12][13][14]. Similarly, experimentally measured brake wear PM 2.5 EFs vary from 0.1 mg·km −1 to 5 mg·km −1 per vehicle [8,11,13]. Finally, particle number (PN) EFs reported by various researchers also appear to be inconsistent [12,[14][15][16]. This is probably due to more variations on the setup and measurement protocols when PN related studies are examined. One has to keep in mind that traffic related PN emissions, particularly ultrafine particle emissions, are becoming more relevant due to demonstrated negative health effects [17,18].One important reason for the observed inconsistencies in the measurement of PM and PN EFs is the lack of a standardized methodology for sampling and measuring brake wear particle emissions [7]. Indeed, in most references provided previously, different sampling and measurement setups were employed. Brake wear particles can be studied in a relatively controlled environment in the laboratory or under uncontrolled real-world conditions on the road [19,20]. Laboratory studies can be carried out at full vehicle level on a roller chassis bench [21], at brake couple level on a brake dynamometer [11,[22][23][24][25][26][27], or at brake component level on a pin-on-disc configuration [28][29][30][31][32]. Table 1 gives an overview of different methods applied by different researchers...

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Section: Referencementioning

confidence: 99%

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confidence: 99%

Brake Wear Particle Emissions of a Passenger Car Measured on a Chassis Dynamometer

et al. 2019

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“…Reducing the formation of brake-source particles. Improving/optimising brake-pad friction material (e.g., Non-Asbestos Organic (NAO) pad material (Perricone et al, 2018)). Using carbon ceramic disc to replace cast iron disc (Wakeling et al, 2017).…”

Section: Brakementioning

confidence: 99%

“…Using carbon ceramic disc to replace cast iron disc (Wakeling et al, 2017). Regenerative brakes and brake-by-wire (Wakeling et al, 2017).Thermal disc treatment (Perricone et al, 2018).…”

Section: Brakementioning

confidence: 99%

Particulate Matter from Non-exhaust Sources

Praticò

Briante

2020

The 11th International Conference ENVIRONMENTAL ENGINEERING 11th ICEE SELECTED PAPERS

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Air pollution is an important issue worldwide. Solid components in air (particulate matter, PM) originate from a variety of natural or anthropogenic sources and have different morphological, physical, and chemical properties. Their presence in the air also depends on meteorological conditions, such as humidity, rainfall, and wind speed. PM pollution has adverse effects on environment and human health. Therefore, it is very important to address sources and processes involved in PM generation. Among the existing sources, a special attention must be paid to PM emissions from road traffic, i.e., exhaust sources (e.g., fuel combustion) and non-exhaust sources (e.g., road, tyre, brakes). These traffic-related sources contribute to PM concentrations in cities, and this calls for research into new possible systems and/or mitigation measures. In light of the facts above, the objectives of this study are 1) To evaluate the contribution to PM emission from traffic-related sources. 2) To evaluate existing mitigation measures and to identify new ones to reduce PM production. First results show that: 1) Non-exhaust sources have a different role in PM generation and they differently affect PM10, PM2.5, and PM0.1. 2) Even if emissions-related regulations have led to reductions in exhaust emissions from road traffic, other mitigation measures could reduce the non-exhaust part of emissions (e.g., brakes wear, road wear, and tyre wear). 3) New technologies could be developed to reduce PM from non-exhaust sources.

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“…According to Kole et al (2017), pollution produced by wear and tear from tires is as important as the one produced by plastic bottles and bags and could therefore produce some effects on human health. Tribological studies can be very useful for a reduction in particle emission from tires (Foitzik et al, 2018) and also from brakes (Perricone et al, 2018;Joo et al, 2019).…”

Section: Tribology and Energy Savingmentioning

confidence: 99%

Tribology and Industry: From the Origins to 4.0

Ciulli

2019

Front. Mech. Eng.

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There is an increasing diffusion of the industry 4. 0 concept today. The fourth industrial revolution, following three other previous industrial revolutions, is considered related to the introduction of modern information and communication technologies in production. Tribological concepts are much older than industry. Tribology has always been connected to industrial problems from the birth of industry. It was strongly connected with the previous industrial revolutions and it is surely related to industry 4.0. In this work, the main aspects of the four industrial revolutions and the main evolutions of tribology are firstly reviewed from a historical point of view. The relationships between tribology and industry are described with particular attention to the aspects that relate the modern tribology 4.0 to industry 4.0. Tribology can have in particular a big impact on the industrial needs to reduce losses and wastes, for instance with the development of new tribological components and materials also in connection with electronic smart systems and taking advantage of the information and communication technologies.

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A concept for reducing PM 10 emissions for car brakes by 50%

Cited by 72 publications

References 51 publications

Brake Wear Particle Emissions of a Passenger Car Measured on a Chassis Dynamometer

Brake Wear Particle Emissions of a Passenger Car Measured on a Chassis Dynamometer

Particulate Matter from Non-exhaust Sources

Tribology and Industry: From the Origins to 4.0

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