Relation between Wear of Iron and Steel and Sliding Surface Temperature

Kawamoto, Masayuki; Shintani, Susumu; Okabayashi, Kunio

doi:10.2355/tetsutohagane1955.61.15_3139

Cited by 2 publications

(2 citation statements)

References 4 publications

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“…We consider the maximum temperature of 120 • C for NAO and 140 • C for ECE in this study to be the maximum brake temperatures among the eight laboratories. Depending on the roughness of the pad surface, the real contact area may be much smaller than the apparent contact area, and the flash temperature of the real contact parts could exceed 1100 • C [34][35][36][37][38]. It is therefore difficult to fully explain the mechanism based on only the bulk temperature.…”

Section: Phase Transformationmentioning

confidence: 99%

Iron Oxide and Hydroxide Speciation in Emissions of Brake Wear Particles from Different Friction Materials Using an X-ray Absorption Fine Structure

Hagino,

Iwata,

Okuda

2023

Atmosphere

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Iron (Fe), the main component of non-exhaust particulates, is known to have variable health effects that depend on the chemical species of iron. This study characterized the possible contribution of iron oxides and hydroxides to airborne brake wear particles under realistic vehicle driving and braking conditions with different brake pad friction materials. We found significant differences in wear factors and PM10 and PM2.5 emissions between non-asbestos organic (NAO) and European performance (ECE) brake pads. Iron was the dominant contributor to PM10 and PM2.5 brake wear particles for both NAO and ECE. The iron concentration ratio in the particle mass (PM) was comparable to the disc-to-pads ratio measured by wear mass. The fact that magnetite, which is of interest with respect to health effects, was less abundant in NAO than in ECE suggested that tribo-oxidations occurred in NAO. Metallic iron is generated not only from abrasive wear but also from tribo-chemical reduction with magnetite as the starting material. We found that there were differences in PM emissions between brake friction materials, and that the phase transformations of iron differed between friction materials. These differences were apparent in the distribution of iron oxides and hydroxides. Heat, tribo-oxidation, and tribo-reduction are intricately involved in these reactions.

show abstract

Section: Phase Transformationmentioning

confidence: 99%

Iron Oxide and Hydroxide Speciation in Emissions of Brake Wear Particles from Different Friction Materials Using an X-ray Absorption Fine Structure

Hagino,

Iwata,

Okuda

2023

Atmosphere

View full text Add to dashboard Cite

show abstract

“…We consider the maximum temperature of 120°C for NAO and 140°C for ECE in this study to be the maximum brake temperatures among the eight laboratories. Depending on the roughness of the pad surface, the real contact area may be much smaller than the apparent contact area, and the flash temperature of the real contact parts could exceed 1100°C [35][36][37][38][39]. Therefore, it is difficult to fully explain the mechanism based on only the bulk temperature.…”

Section: Phase Transformationmentioning

confidence: 99%

Iron Oxide and Hydroxide Speciation in Emissions of Brake-Wear Particles from Different Friction Materials using X-ray Absorption Fine Structure

Hagino,

Iwata,

Okuda

2023

Preprint

View full text Add to dashboard Cite

Iron (Fe), the main component of non-exhaust particulates, is known to have variable health effects that depend on the chemical species of iron. This study characterized the possible contribution of iron oxides and hydroxides to airborne brake-wear particles under realistic vehicle driving and braking conditions with different brake-pad friction materials. We found significant differences in wear coefficients and PM10 emissions between non-asbestos organics (NAO) and European performance (ECE) brake pads. Iron was the dominant contributor to PM10 and PM2.5 brake-wear particles for both NAO and ECE. The iron concentration ratio in the particle mass were comparable to the disc to pads ratio measured by wear mass. The fact that magnetite, which is of interest with respect to health effects, was less abundant in NAO than in ECE suggested that tribo-oxidations occurred in NAO. Metallic iron is generated not only from abrasive wear but also from tribo-chemical reduction with magnetite as the starting material. We found differences not only in PM emissions between brake friction materials but also that the phase transformations of iron differed between friction materials. These differences were apparent in the distribution of iron oxides and hydroxides. Heat, tribo-oxidation, and tribo-reduction are intricately involved in these reactions.

show abstract

Relation between Wear of Iron and Steel and Sliding Surface Temperature

Cited by 2 publications

References 4 publications

Iron Oxide and Hydroxide Speciation in Emissions of Brake Wear Particles from Different Friction Materials Using an X-ray Absorption Fine Structure

Iron Oxide and Hydroxide Speciation in Emissions of Brake Wear Particles from Different Friction Materials Using an X-ray Absorption Fine Structure

Iron Oxide and Hydroxide Speciation in Emissions of Brake-Wear Particles from Different Friction Materials using X-ray Absorption Fine Structure

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