A pin-on-disc tribometer study of disc brake contact pairs with respect to wear and airborne particle emissions

Wahlström, Jens; Lyu, Yezhe; Matjeka, Vlastimil; Söderberg, Anders

doi:10.1016/j.wear.2017.05.011

Cited by 86 publications

(65 citation statements)

References 22 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%

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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%

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

et al. 2019

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“…The tests were performed in a pin-on-disc tribometer that has been used for a number of emission studies of disc brake contact pairs in the past [14], [15], [19], [20]. In this setup, the disc specimen is mounted horizontally and is rotated by an electrical motor up to rotational speeds of 3000 rpm.…”

Section: Pin-on-disc Tribometermentioning

confidence: 99%

“…The brake line pressure corresponds to a nominal contact pressure of 0.35 MPa. In a previous study by Wahlström et al [14], pin-ondisc tribometer tests were run with the same kind of materials with a normal load of 47 N and a rotational velocity of 850 rpm that resulted in a disc temperature at steady state of around 154 °C. This is approximately the same as the mean temperature measured during the LACT tests.…”

Section: Design Of Experimentsmentioning

confidence: 99%

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Contact Pressure and Sliding Velocity Maps of the Friction, Wear and Emission from a Low-Metallic/Cast-Iron Disc Brake Contact Pair

et al. 2017

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Improving Dynamic and Tribological Behaviours by Means of a Mn–Cu Damping Alloy with Grooved Surface Features

Wang

Ouyang

et al. 2018

Tribol Lett

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A pin-on-disc tribometer study of disc brake contact pairs with respect to wear and airborne particle emissions

Cited by 86 publications

References 22 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

Contact Pressure and Sliding Velocity Maps of the Friction, Wear and Emission from a Low-Metallic/Cast-Iron Disc Brake Contact Pair

Improving Dynamic and Tribological Behaviours by Means of a Mn–Cu Damping Alloy with Grooved Surface Features

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