Search Results (157)

This study presents a calibrated modelling approach for predicting the abrasive wear of copper-free composite friction materials. Four formulations were analysed, including a copper-containing reference material and three experimental compositions in which copper was replaced by different aluminium/polytetrafluoroethylene ratios. Dry ball-cratering tests were performed to determine the apparent wear-rate coefficient under controlled laboratory conditions. The copper-containing reference material showed the lowest wear-rate coefficient, k_c = 80.655 × 10⁻¹⁴ m²·N⁻¹, whereas the copper-free formulations reached k_c = 111.811 × 10⁻¹⁴ m²·N⁻¹, 98.586 × 10⁻¹⁴ m²·N⁻¹ and 90.579 × 10⁻¹⁴ m²·N⁻¹ for S2, S3 and S4, respectively. Thus, copper replacement increased the apparent wear-rate coefficient by approximately 12–39%, depending on the Al/PTFE ratio. The obtained data were used to develop and compare four calibrated predictive models. Among them, the modified Hertz–Archard model, which included effective hardness and contact-related descriptors, provided the best agreement with the experimental data. This model achieved MAPE = 1.5%, RMSE = 2.181 × 10⁻¹⁴ m²·N⁻¹ and a maximum absolute error of 4.3%, with all predictions within the ±5% error band. The results indicate that the proposed calibration framework can support preliminary screening and ranking of copper-free friction-material formulations under the adopted dry ball-cratering conditions. Full article

Brake wear particles are an increasingly relevant source of traffic-related particulate emissions and are addressed by the recently introduced Euro 7 emission regulation. Airborne fractions of brake wear emissions, in particular, have been associated with adverse effects on human health and other organisms. Although several brake particle mitigation strategies have demonstrated promising results under controlled laboratory conditions, their effectiveness under variable open-road driving conditions remains insufficiently understood. This study therefore investigates the transfer of two test-bench-validated mitigation strategies to a fully instrumented passenger vehicle capable of measuring brake particle number (PN) and particulate mass (PM) emissions. The first strategy is a passive approach based on a modified brake pad–disc material pairing, while the second is an active filtration system that extracts particle-laden air directly from the brake friction zone. Both approaches were evaluated during two open-road driving cycles: a real driving emissions (RDE)-compliant cycle and a more dynamic cycle characterized by higher brake stress. Airborne particle emissions were measured over a size range from 300 nm to 10 µm. During the RDE-compliant cycle, the passive approach reduced PN and PM emissions by 44% and 94%, respectively, compared with the reference brake system. Under the higher thermal and mechanical loads of the dynamic cycle, the reductions decreased to 10% for PN and 64% for PM. The active filtration system achieved an increase in PN of 4% in RDE conditions and 11% under high-severity driving. Nevertheless, PM emissions were reduced by 23–97%, depending on its operating mode of the filtration system and the associated airflow and energy demand. For high-severity driving, the PM emissions have been reduced by 40% compared to the reference braking system. These results show that both mitigation approaches hold the potential to reduce brake particle emissions under open-road conditions, although their effectiveness depends strongly on brake load and system operation. The study extends previous laboratory-based investigations by directly comparing passive and active mitigation strategies on the same vehicle under real-world driving conditions. Full article

To address the issues of local high temperatures, thermal stress concentration, and the susceptibility to spalling of homogeneous ceramic coatings in disc brakes under high-frequency thermal–mechanical cyclic loading, this paper proposes a surface design scheme incorporating a functionally graded material (FGM) coating along the thickness direction. A three-dimensional thermal frictional contact model of a graded coated brake disc with continuously varying material properties (silicon carbide/gray cast iron) along the thickness direction is established by developing user subroutines on the Abaqus finite element platform. The effects of exponential, power-law, and trigonometric gradient distributions on the transient temperature and stress fields are systematically compared. The results indicate that the high thermal conductivity silicon carbide coating significantly reduces the disc surface temperature; however, a homogeneous coating induces interfacial thermal stress concentration due to a sudden stiffness mismatch. The graded design effectively mitigates the stress concentration through a smooth transition of material properties. Taking the power-law function (n = 1.5) as an example, this design not only significantly reduces the maximum disc surface temperature but also limits the residual equivalent stress at the end of braking to 245 MPa, which is approximately 24.8% lower than that of the homogeneous coating (325.8 MPa). The study demonstrates that the gradient function exerts a stronger regulatory effect on the stress field than on the temperature field, meaning the two cannot be simultaneously optimized. Nevertheless, exponential functions and power-law functions with small exponents can achieve a favorable balance of thermal–mechanical performance. This research reveals the mechanism by which thickness-direction gradient distributions regulate thermal–mechanical coupling behavior, providing a theoretical basis for the gradient design of thermal fatigue-resistant friction components. Full article

Currently, most design solutions are disc brake systems, in which, during braking, the rotating disc, along with the wheel, rubs against stationary brake pads, converting kinetic energy into thermal energy released into the atmosphere. Brake pads are made of composite materials. One of the key components is copper. Its presence is crucial and plays a crucial role in friction materials. In this work, an attempt was made to replace copper, which is unfortunately harmful to both the environment and humans, with aluminum powder and polytetrafluoroethylene powder. Samples of the proposed prototype friction materials were manufactured, and their thermal and tribological properties were determined (research described in the previous work). Knowledge of the materials’ properties allowed for simulation studies. Calculations were prepared for three different scenarios. The results showed that the heating process using the proposed materials during braking is very similar to that of materials with a conventional composition. Of the materials tested, composition where copper was replaced by polytetrafluoroethylene and aluminum in a 4:1 ratio gave the most promising results. In tests, this material had the lowest maximum brake pad temperature values, which contributes to a reduced risk of fading. Also, by “pushing” thermal energy into the brake disc, it contributes to the fastest dissipation of this energy. This suggests that the materials can be used in real-world braking systems. Full article

A methodology for determining two parameters was proposed: the effective depth of heat penetration, and the thickness of the surface layer accumulating a given amount of heat. Explicit formulas allowing estimation of the values of these parameters for a semi-infinite body heated by heat flux with a variable time profile of intensity were obtained. Ten time profiles corresponding to different types of braking were analysed. The obtained results can be used at the design stage to determine the temperature mode and then to select materials for the friction elements of a disc braking system. Full article

Although asbestos has been banned in the European Union since 2005, asbestos-containing materials, such as brake pads and clutch linings, may still occur in waste streams due to the long service life of vehicles, legacy equipment, and international trade in spare parts. The persistence of these materials raises environmental and occupational health concerns, particularly in waste management systems. This study aims to assess the presence, temporal trends, and sectoral distribution of asbestos-containing friction materials in the Hungarian waste management system two decades after the EU ban, and to evaluate the associated regulatory and occupational risk implications. The analysis is based on national hazardous waste datasets classified under EWC code 16 01 11* (asbestos-containing brake pads), with a specific focus on this waste category rather than on the full range of asbestos-related waste streams recorded in the national database. The results indicate that asbestos-containing friction materials are still present in the waste stream, with measurable quantities recorded annually. Despite regulatory control, identification challenges and potential misclassification may contribute to underreporting. The continued occurrence of asbestos-containing materials highlights the persistence of legacy hazardous materials within circular economy systems. Strengthened monitoring, improved identification protocols, and enhanced occupational safety measures are necessary to mitigate residual exposure risks. The findings underline that asbestos is not merely a historical issue but remains a contemporary environmental and public health challenge. Full article

This study investigates the effect of waste cement dust (CD) and rock wool (RW) inorganic fiber on the tribological performance of brake friction composite materials. Five formulations were fabricated by varying CD from 65 to 45 wt.% and RW from 5 to 25 wt.% and evaluated for tribological properties on a Chase friction testing machine in accordance with IS 2742 test procedures. The results show that composites containing higher CD and lower RW exhibited higher coefficients of friction, lower friction variability, and improved fade resistance. In contrast, composites containing higher RW and lower CD showed improved recovery characteristics and substantially enhanced wear resistance. The performance coefficient of friction decreased from about 0.521 to 0.442 as the formulation shifted from CD-rich to RW-rich compositions, while the variability coefficient increased from about 0.364 to 0.516. The highest wear was recorded for the composite containing 65 wt.% CD and 5 wt.% RW inorganic fiber, whereas the lowest friction fluctuations were obtained for the composite containing 55 wt.% CD and 15 wt.% RW inorganic fiber. Finally, a simple ranking process-based decision-making technique was employed to evaluate the overall performance of all the composites, suggesting 55 wt.% CD as the optimal content. These findings confirm the potential of waste CD as a viable functional constituent in brake friction composites when combined with RW inorganic fiber in an optimized manner. Full article

High friction composite brake shoes containing reinforced steel fibers are now widely used in freight train tread braking systems. With the demand for higher transportation efficiency on railway lines with long steep slopes, it is necessary to explore the braking capabilities of existing general freight train high friction composite brake shoes under continuous braking conditions. In this paper, continuous braking tests at different speed levels were conducted using a friction and wear test rig. Through material characterization and interface damage analysis, it was found that reinforced steel fibers can exist as a contact platform at the brake shoe friction interface. Due to the strip-like morphology and high strength features of steel fibers, even after the steel fiber layer is fragmented, it can still promote the formation of a continuous contact platform with complex material composition on the surface, maintaining the progress of the braking process. For existing general freight train high friction composite brake shoes, at speeds up to 80 km/h, although the friction coefficient decreases to some extent, the wear rate maintains a relatively low range. When the speed increases to 100 km/h, the friction coefficient of the braking interface deteriorates severely, and the wear rate of the brake shoe increases sharply, seriously endangering braking safety. The research results reveal the evolution of wear behavior of high friction composite brake shoes containing reinforced steel fibers at different speed levels, providing theoretical support for exploring the braking capabilities and design optimization of brake shoes. Full article

This article presents preliminary research on the development of a cast iron–ceramic composite for modern braking systems, such as brake discs. The composite matrix is gray cast iron with flake graphite (EN-GJL-150). The reinforcing phase is a porous ceramic composed of SiC and Al₂O₃ particles introduced separately (10% each) and together (70% SiC + 30% Al₂O₃). These particles were applied as a suspension onto polyurethane foam, yielding a ceramic structure with a pore density of up to 10 ppi. The resulting insert was placed in a mold cavity, and cast iron was poured into it. The resulting samples were treated as brake disc material, with a pad made of the commercial friction material P50094 serving as the countersample. Tribological tests showed that the lowest sample wear (average 2.23 mg/5000 m) was achieved for the composite reinforced with SiC + Al₂O₃ particles. This is probably due to the synergy between the antifriction properties of these particles and the lower friction coefficient (µ = 0.180–0.22). Similar mass loss values and the smallest difference between the tested samples were observed for composites with SiC particles (3.01 mg/5000 m) and Al₂O₃ (3.30 mg/5000 m). The second part consisted of microstructural studies. Microstructural analysis of the EN-GJL-150 + SiC + Al₂O₃ composite revealed a previously unobserved nucleation phenomenon at the cast iron–ceramic interface. This confirmed the general assumptions of Riposan’s theory regarding the involvement of oxide microinclusions and complex manganese sulfides of the (Mn, X)S type in the nucleation and crystallization of graphite precipitates. It was also found that, in the case of “in situ” GJL-150 + SiC + Al₂O₃ composites, this theory should account for the beneficial role of ceramic particles in promoting the uniform distribution of type A graphite flakes, which nucleate on their surfaces in the transition zone. Thus, the nucleating role of oxide microinclusions (the first stage of Riposan’s theory) could be taken over by SiC and Al₂O₃ particles, constituting a substrate for the heterogeneous nucleation of (Mn, X)S sulfides. Full article

Driven by global environmental regulations that strictly limit copper content in brake pads, traditional copper-based friction materials face significant challenges due to their negative ecological impacts. Consequently, the development of sustainable, copper-free alternatives has become an inevitable trend in the braking industry. This study proposes a novel approach to developing high-performance green friction materials by utilizing a synergistic combination of agricultural wastes, specifically corn cobs, wheat straw, rice husks, and sugarcane bagasse, and carbon fibers. Research indicates that the friction coefficient of the synergistic formulation remains stable within the range of 0.35 to 0.48. Compared with the control group, this formulation achieves an average reduction in the wear rate of 19.28% and an increase in the recovery rate of 5.15%, demonstrating superior tribological performance. The synergistic interfacial regulation between carbon fibers and agricultural waste facilitates the construction of a smooth and stable friction layer, which maintains consistent performance during extended operating conditions. Among all formulations investigated, the composite reinforced by the synergy of corncob and carbon fiber exhibits the most prominent comprehensive properties, with the wear rate decreasing by 28.73% and the recovery performance improving by 4.05% relative to the specimen containing copper fibers. This work not only provides a new pathway for the sustainable development of green friction materials but also offers a theoretical basis for the high-value utilization of agricultural waste resources. Full article

The friction-induced stick-slip vibration (FISSV) generated by intense friction between the brake disc and brake pads of high-speed trains is a critical issue affecting braking stability, the service life of foundational braking components, and ride comfort. The floating friction block structure, which effectively regulates interfacial contact characteristics through the elastic deformation of disc springs, thereby improving tribological behavior, represents an effective approach for mitigating FISSV. However, the topic of how to design the floating structure of the friction block to produce the best suppression impact on FISSV emerges, using the choice of disc spring material as an example. Thus, the purpose of this study is to look at how disc spring material affects stick-slip vibration (SSV) at the high-speed train floating brake interface. Four typical disc spring materials—304 stainless steel, Mubea-specific spring steel, 50CrVA high-alloy spring steel, and 60Si₂MnA silicon-manganese spring steel—were selected. Through braking tribological tests and explicit dynamics-wear coupling simulations, the effects of material differences on interfacial friction-wear characteristics and SSV behavior were systematically studied. The findings show that the stiffness of the disc spring material greatly influences the dynamic responsiveness of the system and the contact pressure distribution at the braking interface, elasticity, and damping characteristics. 60Si₂MnA spring steel, owing to its excellent elastic recovery and load equalization capability, promoted the formation of uniformly dispersed medium-to-small contact platforms on the interface, resulting in the mildest wear. Concurrently, its system vibration energy exhibited a more dispersed distribution in the frequency domain, with low SSV intensity and weak nonlinear behavior, demonstrating the best comprehensive performance. Materials with poorer compatibility, such as 304 stainless steel, tended to cause localized stress concentration, exacerbating wear and intensifying severe high-frequency SSV. The influence mechanism of disc spring material at the interface is shown by this work, providing an important basis for material optimization and vibration suppression design in floating brake pad structures. Full article

The promising potential of porous metallic materials for railway applications (e.g., conductive materials, materials for braking systems) is due to their unique combination of low density, high specific surface area, and high energy absorption capabilities. Porous multi-phase silicide coatings (FeSi, Si₂CN₄) provide a synergistic effect, doubling surface hardness and establishing a stable diffusion barrier. The article proposes a comprehensive approach to replacing materials for critical railway transport components, involving the development of a base material and a barrier coating. The use of widely available induction-melting components to produce a base material with superior mechanical properties is demonstrated. The material exhibits high static strength and hardness while maintaining acceptable impact toughness and ductility. To enhance wear, corrosion, and scale resistance, technology for forming a barrier layer via silicide coatings is proposed. The coating formation technology enables the regulation of porosity through the formation of nitrogen-containing phases. It is shown that pores can serve as “containers” for fillers that impart functional properties to the coatings (e.g., adjusting the friction coefficient or electrical conductivity). The new base material–barrier coating system can serve as a foundation for the sustainable production of critical rolling stock parts and other devices for railway transportation systems. Full article

With the progressive decline of tailpipe emissions, non-exhaust sources such as brake wear are becoming an increasingly important contributor to traffic-related particulate matter in urban environments. In this context, improving real-world characterization of brake wear particles is essential for air-pollution assessment, source apportionment, and the development of cleaner and more sustainable road transport systems. Here, we investigated the emissions levels, particle size distribution and elemental composition of particles released during harsh real-world braking events by a single light-duty vehicle braking system equipped with an original manufacturer (OEM) non-asbestos organic (NAO) pad formulation. Using a direct on-vehicle sampling system combined with real-time particle sizing and high-resolution microscopy, we observed that particle emissions remained close to background levels at speeds up to 100 km/h, but rose sharply at 120 km/h, reaching 3.7 × 10⁷ #/cm³ in the 8–10 nm size range. This increase suggests that higher speeds are associated with elevated particle emissions, likely due to the higher braking temperatures reached at increased vehicle speeds. The emitted particles were mainly spherical agglomerates rich in iron, titanium, barium, zirconium, and sulphur, consistent with NAO pad formulations. Our results show that the investigated NAO pad system can deteriorate under thermal stress, potentially leading to higher levels of nanoparticle emissions compared to low-metallic or semi-metallic pads investigated under similar conditions. These findings provide real-world evidence relevant to urban air quality research, support the refinement of non-exhaust emissions inventories, and highlight the importance of thermally resilient friction-material formulations for mitigating residual particulate emissions in increasingly cleaner transport systems. Full article

To address the increasing demands for lightweight, high-temperature resistant braking materials under extreme service conditions, a novel C_f/SiC-B₁₂(C,Si,B)₃ composite was developed in this work. The composite was fabricated via a hybrid slurry infiltration-reactive melt infiltration (SI-RMI) process. The tribological performance under coupled temperature–velocity conditions was systematically evaluated using a ball-on-disk tester over temperatures from 25 to 600 °C (at 900 r/min) and sliding speeds from 300 to 900 r/min (at 600 °C). The results indicate that temperature dominates the friction and wear behavior. At room temperature, the composite exhibits a friction coefficient of 0.52 and a wear rate of 4.019 × 10⁻⁴ mm³/(N·m). With increasing temperature, friction coefficients decreased to 0.43 at 400 °C and 0.41 at 600 °C, while wear rates increased sharply to 12.025 × 10⁻⁴ mm³/(N·m) at 400 °C before declining to 5.228 × 10⁻⁴ mm³/(N·m) at 600 °C. Under the fixed temperature of 600 °C, raising rotational speed from 300 to 900 r/min increased the wear rate only marginally (4.953 to 5.228 × 10⁻⁴ mm³/(N·m)). Surface analysis indicates that a continuous Si-B-O oxide layer (mainly SiO₂ and B₂O₃) forms at 600 °C, which may provide solid lubrication and oxidation resistance. The present work offers a preliminary exploration of the tribological evolution and self-lubrication mechanisms of C_f/SiC-B₁₂(C,Si,B)₃ composites, providing potential insights for the design of advanced ceramic-matrix braking materials. Full article

Non-exhaust particulate emissions are expected to remain a relevant source of traffic-related air pollution, including an increase in electrified vehicle fleets. Particle formation results from tribological interactions and is influenced by both operating conditions and friction material system. This study presents an extended measurement methodology under application-relevant tribological conditions for the reproducible quantification of PM₁₀ and PM_2.5 emissions from dry-running friction systems and applies it to a systematic investigation of operating parameter and friction pairing effects. A dry inertial brake test bench with an enclosed friction chamber and integrated aerosol measurement chain was used under controlled tribologically relevant conditions. Specific friction work and specific friction power were varied by adjusting sliding velocity, contact pressure, and inertial load. Six friction pairings, comprising four representative friction lining types combined with either C45 cast steel or GGG40 gray cast iron, were examined. In situ PM₁₀ and PM_2.5 measurements were complemented by gravimetric wear and microstructural analyses. The results show that specific friction work has a direct influence on PM₁₀ and PM_2.5 emissions, whereas the independent effect of contact pressure is secondary. Friction power exhibits material-dependent effects. Emissions also vary strongly with friction pairing, indicating that operating conditions and material system must be considered jointly when assessing low-emission brake systems. Full article