Parametric Effects on the Coefficient of Friction of a Novel Composite Material for Automobile Brake Linning

Abstract

Brake lining, a friction lining material has over the years been produced mainly from asbestos. Asbestos health hazards have necessitated the need to source friction lining materials from other safer directions. A novel composite from local materials was developed. The brake lining production was a dispersion hardening process by the techniques of powder metallurgy of finely divided particles of the raw material powder mix. The raw materials included sawdust, resin, rubber latex, clay, carbon black, brass chips, zinc oxide and sulphur. The friction lining material thus produced, with its friction coefficient was analysed relative to its responses to increasing temperatures and pressures. The environment of increasing temperatures and pressures is its operating condition, in situ. Temperature range studied was from 300C-3000C, while pressure range was from 50KPa-250KPa. Results of the analysis showed the fiction coefficient not adversely affected, with minimum value at 0.31 and maximum value at 0.56.

Temperature Influence on Brake Pad Friction Coefficient Modelisation

“…It can be noted that the friction coefficient trend as a function of the temperature presented an increasing trend from 100 • C until reaching the maximum value of 0.62 at 175 • C. Then, a decrease in the friction coefficient can be highlighted, with a higher rate until 250 • C, while in the last temperature range, the decrement speed is lower. A similar trend has been reported in other works, such as those by Wei et al [16] and Iyida et al [17].…”

“…Then, a decrease in the friction coefficient can be highlighted, with a higher rate until 250 °C, while in the last temperature range, the decrement speed is lower. A similar trend has been reported in other works, such as those by Wei et al [ 16 ] and Iyida et al [ 17 ].…”

“…Then, a decrease in the friction coefficient can be highlighted, with a higher rate until 250 °C, while in the last temperature range, the decrement speed is lower. A similar trend has been reported in other works, such as those by Wei et al [16] and Iyida et al [17]. In the first stage of the experimental test, after surface stabilization, 20 brakes of 10 s were performed, separated by 10 s, simulating the intermittent braking typical in city driving.…”