Wear debris from brake system materials: A multi-analytical characterization approach

Verma, Piyush; Alemani, Mattia; Gialanella, Stefano; Lutterotti, Luca; Olofsson, Ulf; Straffelini, Giovanni

doi:10.1016/j.triboint.2015.08.011

Cited by 53 publications

(41 citation statements)

References 37 publications

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“…Open system [37] Closed system [28] Closed system [29] Closed system [30] Closed system [31] Closed system [32] Closed system [38] Brake Dyno…”

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%

“…Testing conditions at pin-on-disc configurations are considerably different from the real conditions of the automotive brakes operation. This includes the size of the tested friction couple, the adopted sliding velocity and deceleration, and the particle generation rate as well as the airflow regime [28,30]. According to Kukutschová et al [33], these differences result in lower energy generated per area which can also influence parameters of wear particles [30].…”

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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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“…Open system [37] Closed system [28] Closed system [29] Closed system [30] Closed system [31] Closed system [32] Closed system [38] Brake Dyno…”

Section: Referencementioning

confidence: 99%

mentioning

confidence: 99%

mentioning

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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“…Research and published papers on disc brake development are plentiful, e.g. (Federici et al 2016;Harada et al 2013;Maleque et al 2010;Perricone et al 2017;Verma et al 2016). These studies investigate particulate emissions generated through wear, noise pollution and other issues related to the use phase.…”

Section: Introductionmentioning

confidence: 99%

Comparative life cycle assessment of car disc brake systems—case study results and method discussion about comparative LCAs

Gradin

Hedlund-Åström

2019

Int J Life Cycle Assess

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Purpose Two life cycle assessment (LCA) studies comparing a new low-particulate-matter-emission disc brake and a reference disc brake were presented. The purpose was to identify the difference in potential environmental impacts due to a material change in the new disc brake parts. Additionally, the validity was investigated for the simplification method of omitting identical parts in comparative LCA. This was done by comparing the results between the simplified and the full LCA model. Methods The two disc brakes, new disc brake and reference disc brake, were assessed according to the LCA ISO standards. The ReCiPe 2016 Midpoint (hierarchist) impact assessment method was chosen. Simplifying a comparative LCA is possible, all identical parts can be omitted, and only the ones that differ need to be assessed. In this paper, this simplification was called comparative LCA with an omission of identical parts. Results and discussion The comparative impacts were analysed over seventeen impact categories. The new disc brake alternative used more resources during the manufacture of one disc compared to the reference disc brake alternative. The shorter life length of the reference disc demanded a higher number of spare part discs to fulfil the same functional unit, but this impact was reduced due to material recycling. The new disc brake impacts were connected primarily to the coating and secondly to the pad manufacture and materials. The validity of the simplification method was investigated by comparing the results of the two LCA models. The impact differences were identical independent of the LCA model, and the same significant impact categories could be identified. Hence, the purpose of the study could be fulfilled, and the simplification was valid. Conclusions Both LCA models, simplified and full, revealed that the new disc brake had limited environmental advantages. The omission of identical parts made it more challenging to determine if an impact was significant or insignificant. The simplification seemed to be reasonable.

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“…This method can provide important symptom to decision makers at an early stage, eliminate the need for costly machine shutdowns for inspection, and avoid the possibility of catastrophic component failure in service [8,9]. Currently, off-line wear debris monitoring technique has been widely used in many engineering applications [10,11].…”

Section: Introductionmentioning

confidence: 99%

Modeling and experimental investigations on the relationship between wear debris concentration and wear rate in lubrication systems

Fan

Feng

et al. 2017

Tribology International

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The aim of this work is to map the wear debris concentration with wear rate. A wear debris attenuation function is proposed to depict quantitatively the removal of wear debris. The total residual mass of wear debris in lubrication systems can be stated as the convolution of the wear rate and the wear debris attenuation function. Additionally, the dynamic responses of the wear debris concentration under different wear rate excitations are also presented. To simulate and verify how the debris concentration changes, an oil lubrication system test rig is built, and on-line visual ferrograph (OLVF) is used to monitor the debris concentration. Two experimental results indicate that the variation of the wear debris concentration is consistent with the model result.

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Wear debris from brake system materials: A multi-analytical characterization approach

Cited by 53 publications

References 37 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

Comparative life cycle assessment of car disc brake systems—case study results and method discussion about comparative LCAs

Modeling and experimental investigations on the relationship between wear debris concentration and wear rate in lubrication systems

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