Wear and environmental aspects of composite materials for automotive braking industry

Roubíček, Václav; Raclavská, Helena; Juchelková, Dagmar; Filip, Peter

doi:10.1016/j.wear.2007.09.006

Cited by 97 publications

(35 citation statements)

References 9 publications

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“…These three heavy metals tend to be less particle-bound than other heavy metals such as Pb [6,7]. Sources of Cu in runoff water are brake linings [3,8], metal platings, moving engine parts [9], and pesticides applied to road medians [10]. Ni is present in diesel fuel [1], Ni-Cd batteries, stainless steel, and other electronic equipment [11].…”

Section: Introductionmentioning

confidence: 99%

Evaluation of Factors Influencing Lab-Scale Studies to Determine Heavy Metal Removal by Six Sorbents for Stormwater Treatment

Huber

Badenberg

Wulff

et al. 2016

Water

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For the development of decentralized treatment systems for road runoff, the determination of pollutant removal capacities is essential. The aim of this study was to evaluate the impact of boundary conditions on the simultaneous removal of copper, nickel, and zinc by six sorbents used for urban stormwater treatment (i.e., granular activated alumina, anthracite, granular reactivated carbon, granular ferric hydroxide, calcium carbonate, and granular activated lignite). For batch experiments, capacities were determined at initial concentrations within the range of 2.5-180 mg/L with a rotary shaker. Further influences were investigated: the use of a horizontal shaker for concentrations of up to 1080 mg/L, a variation of the initial pH value (5 and 7), and the presence of a buffer. Furthermore, the influences of the filtration process on the capacities were studied. Kinetic experiments were conducted for contact times between 5 min and 120 min. Lab-scale column experiments with inflow concentrations of 2.5 mg/L (copper and nickel) and 5.0 mg/L (zinc) at an initial pH of 5 and a contact time of 11 min were performed for comparison. Selected experiments were subsequently carried out with changes in initial concentrations and contact time. One result is that it is essential to conduct batch experiments with the metals of interest. The capacities determined by column experiments deviated from batch experiments. Batch experiments under well-defined conditions can be used to evaluate different production batches. Column experiments give a more faithful capacity by considering realistic boundary conditions and should be preferred to determine efficiencies and service lives.

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Section: Introductionmentioning

confidence: 99%

Evaluation of Factors Influencing Lab-Scale Studies to Determine Heavy Metal Removal by Six Sorbents for Stormwater Treatment

Huber

Badenberg

Wulff

et al. 2016

Water

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show abstract

“…According to the regulations against hazardous ingredients in the United States and Europe, several raw materials usually used in commercial friction materials could have a potential negative environmental impact. Friction components made of chemicals such as antimony trisulfide, copper, lead, tin, potassium titanate whisker silicon carbide whisker, and others have been extensively used in the past [2,3]. Increased environmental awareness and consciousness throughout the world has developed an increasing interest in natural fibers and its application in various fields.…”

Section: Introductionmentioning

confidence: 99%

Studies on the Tribological Behavior of Natural Fiber Reinforced Polymer Composite

2012

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The gradual development of asbestos in automotive friction materials in many parts of the world has sparked the onset of extensive research and development into safer alternatives. The development of green friction products for automotive application is important to minimize the environmental impacts caused by asbestos-based products. Natural fibers have been used to reinforce materials for over thousand years. More recently, they have been employed in combination with plastics. Natural fibers are environmentally friendly, fully biodegradable, abundantly available, renewable and cheap and have low density. Natural fiber reinforced polymer composites have emerged as a potential environmentally friendly and cost-effective option to synthetic fiber reinforced composites. The availability of natural fibers and ease of manufacturing have tempted researchers to study their feasibility of reinforcement and to what extent they satisfy the required specifications for good reinforced polymer composite for tribological applications. In this study, a review on the tribological behavior of natural fiber reinforced composites was made to understand their usability for various automotive applications.

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“…properly characterize wear debris as demonstrated by Roubicek et al [9]. Although there are more than 230 million vehicles on road and a conservative estimation indicates that approximately 30 thousand metric tons of brake wear debris is being released in the US yearly, it is not clear what compounds are being released since the raw materials used for manufacturing of brake linings are subjected to complex mechano-chemical interactions and completely new chemical compounds are being formed during braking [10].…”

Section: Introductionmentioning

confidence: 99%

Wear mechanism in automotive brake materials, wear debris and its potential environmental impact

Kukutschová

Roubíček

Malachová

et al. 2009

Wear

155

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A model semi-metallic brake lining was subjected to full scale automotive brake dynamometer tests. The structural properties and surface topography of brake linings were analyzed at different stages of wear testing and correlated to frictional performance. Characteristics of released wear particles were also addressed. A combination of abrasive and adhesive wear with oxidative processes dominated the friction process. Formation of a friction layer adhering to the friction surfaces of pads and discs is the major feature responsible for friction performance. Characteristics of the friction layer depend mostly on surface temperature, normal pressure, and sliding speed. It is a newly formed sintered composite matter consisting of a mixture of wear particulates. Wear rates and friction levels depend on chemistry, structure and hardness of the friction layer covering the surface of a pad or a disc; however, there is no simple Archard-type relationship between wear and measured hardness.Wear debris generated during the dynamometer tests was collected from containers placed under the brake inside dynamometer chamber. The collected debris was compared with ball-milled particles from identical brake lining. It is necessary to combine several analytical methods to characterize wear particles properly. The presence of copper and iron oxides as well as carbonaceous components is typical for all collected debris samples. Chemistry of wear debris resembles chemistry of the friction layer. Composition, mutagenic potency and pulmonary toxicity of wear debris and ball-milled particles were also analyzed. Mutagenic potency of initial friction composite and wear particles was evaluated by two in vitro bacterial microbioassays (SOS Chromotest, Ames test). Obtained results show potency of wear particles for interacting with DNA after metabolic activation, which indicates the presence of indirect mutagens. The pulmonary toxicity test on rats revealed an acute response of the lung tissue to the ball-milled particles. Further research is necessary to address the role of brake wear particles and potential impact of sub-chronic exposure to wear debris.

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Wear and environmental aspects of composite materials for automotive braking industry

Cited by 97 publications

References 9 publications

Evaluation of Factors Influencing Lab-Scale Studies to Determine Heavy Metal Removal by Six Sorbents for Stormwater Treatment

Evaluation of Factors Influencing Lab-Scale Studies to Determine Heavy Metal Removal by Six Sorbents for Stormwater Treatment

Studies on the Tribological Behavior of Natural Fiber Reinforced Polymer Composite

Wear mechanism in automotive brake materials, wear debris and its potential environmental impact

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