Professional Documents
Culture Documents
2
Department of Automotive Engineering, Faculty of Technology, Afyon Kocatepe University, Afyon, Turkey
3
Department of Mechanical Engineering, Institute of Natural and Applied Sciences, Selc¸uk University,
Konya, Turkey
Recently, different brake pads have started to be inves- comfort brake performance. Currently, more than 200 mate-
tigated in brake friction industry by replacing the asbes- rials are used to produce commercial brake friction materials
tos with new materials. This paper presents the role
of Ulexite on friction assessment and screening Test
and they are normally classified as binders, fibrous rein-
of newly formulated brake pads. Friction coefficient, forcements, non-fibrous reinforcements, and property modi-
specific wear ratio, and scanning electron microscope fiers according to their expected roles in brake performance
SEM for friction surfaces were examined to assess the [6].
performance of brake pads. From the results, they Current friction materials (non-asbestos organic—
concluded that the friction material containing Ulexite
improved friction stability and fade resistance. Further, NAO) used for brake-pads, linings, shoes, blocks, clutch
for heat treated samples they claimed a higher and sta- facings, etc. are based on very complex formulations con-
ble friction coefficient. POLYM. COMPOS., 39:55–62, 2018. taining ingredients of various types, natures and in vari-
C 2016 Society of Plastics Engineers
V ous combinations and amounts. The influence of these
ingredients on performance properties (most of the times
working synergistically) is so complex that formulation of
INTRODUCTION friction materials is still referred as an art rather than science
[7]. Tribotesting of such materials is equally complex job
Brake linings are important parts in braking systems
because brake materials are used in various forms (pads,
for all types of vehicles. They convert the kinetic energy
shoes, linings, blocks against different rotors such as discs,
of the car to thermal energy by friction in the contact
drums, wheels, etc.) under varying operating conditions.
zone [1]. The complicated series of events that occur in
Fade behavior resulting from the high temperatures
the contact zone play a crucial role in the tribological
observed during braking are directly related to the molecu-
behaviour of the brake lining materials and have been
lar structure of the resin [6]. The fade phenomenon in fric-
investigated by many researchers over many years [2, 3].
tion materials was explained by the thermal decomposition
The frictional forces and wear behaviour of the brake
of ingredients in friction materials at elevated temperatures,
lining change continuously during braking, depending on
and as a consequence, the friction force drops or decreases
various factors, such as driving conditions, brake lining
substantially to an unacceptably low level, which reduces
formulation, manufacturing parameters and the character-
braking efficiency and reliability [8, 9]. Therefore, Boron
istics of the friction film that accumulates at the interface
can used to improve frictional stability at high tempera-
between the rotor and friction material [4, 5].
tures; since it includes high proportion of boron.
The brake friction material for an automotive brake sys-
Boron minerals are contains Sodium, Calcium and Mag-
tem is a multiphase composite containing more than 10
nesium. Although there are more than 150 Boron minerals
ingredients. The ingredients in the commercial friction mate-
in nature, mainly economical Boron minerals are Tincal,
rial have been increased to such a large number during the
last two decades to meet various requirements for safe and Colemanite and Ulexit. Boron minerals content of glass dif-
fers from 1% to 22.5% depending on the quality and type
of the glass. Boron minerals are used in borosilicate glasses.
Correspondence to: I. Sugozu; e-mail: ilkersugozu@gmail.com
DOI 10.1002/pc.23901
In borosilicate glass production addition of boron increases
Published online in Wiley Online Library (wileyonlinelibrary.com). the mechanical strength and resistance to thermal shocks.
C 2016 Society of Plastics Engineers
V Boron has great importance that used in from detergent to
POLYMER COMPOSITES—2018
weapon and space industry. Boron minerals are consumed TABLE 1. The amount of ingredients used for friction materials
mostly in glass and fiberglass industry. Boron minerals can (wt%).
be used in heat resistant glasses. Raw and refined boron are
U-4/ U-8/ U-12/ U-16/ U-20/
used in ceramic glazes; the thin coatings are applied onto Specimens code UH-4 UH-8 UH-12 UH-16 UH-20
ceramics. Boron minerals help glass formation, reduce ther-
mal expansion and give resistance and durability to the Phenolic resin 22 22 22 22 22
ceramics. Various boron formulations can also be used as Steel fibers 15 15 15 15 15
Al2O3 3 3 3 3 3
flame retardants in mattresses, fabrics and paper. Boron for-
Brass particles 5 5 5 5 5
mulations are applicable to fabrics and paper by direct Graphite 3 3 3 3 3
spraying or by dipping [10]. Barite 20 20 20 20 20
Ulexite is a boron production which is widely used in Cu particles 8 8 8 8 8
industry. Due to its capability to increase heat resistant Cashew 20 16 12 8 4
Ulexite 4 8 12 16 20
and form abrasion resistant, it is used in boron glass pro- Total 100 100 100 100 100
duction and in ceramic industry. In addition, Ulexite
increases hardness where it is applied. Due to these rea-
sons, it is included in brake lining formulation. crucial role in the properties and cost of final products [11].
In the current work, in order to improve the perform- The most important factors involved during the heat treat-
ance of the brake lining, Ulexite was added into phenolic ment process are temperature, time and furnace atmos-
composites and tribological properties of such brake lin- phere. If heat treatment is carried out for a long time, the
ing were investigated. In the experimental studies, the pores may be eliminated, and the material becomes dense.
change of friction coefficient, the specific wear ratio, den- Although the degree of heat treatment increases with
sity and hardness of specimens were obtained. In addi- increasing time, the effect is small in comparison to the
tion, micro-structural characterizations of braking pads temperature dependence. The degree of heat treatment
were looked at by using a scanning electron microscopy. depends on the temperature, the activation energy, the dif-
fusion coefficient and the original size of the particles. An
MATERIALS AND METHODS attempt should be made to achieve the desired properties of
the parts by shorter manufacturing times and correspond-
Friction materials investigated in this study were manu- ingly lower temperatures because of the maintenance costs
factured using a simple formulation containing nine ingre- and energy consumption [12].
dients. Brake lining contains 9 components, heat treated Friction material specimens were produced by a con-
specimens i.e. binder (resin), filler (barite), fibers (steel, ventional procedure for a dry formulation following dry-
Copper, Brass particles), lubricant (graphite), friction modi- mixing, pre-forming hot pressing, post-curing, scratching,
fier (cashew dust, Ulexite) and abrasive (alumina). A new and grinding. An analytical balance was used to weigh
automotive brake friction material was developed by using each of the ingredients which were mixed for 10 min
Ulexite and its performance on brake friction characteristics using a commercial blender. The final mixture was loaded
was specifically examined. Friction materials investigated into a cylindrical (small samples) or a brake lining (brake
were NAO type materials containing nine different lining samples) mold. The mixtures in both mold types
ingredients including Ulexite. Different amounts of Ulexite were hot pressed at 1808C for 10 min and subsequently
were mixed with other regular ingredients in the brake pad. post cured. During the hot pressing process, pressure was
Specimens were separated two groups as heat treated released several times to release the gases that evolved
(shown with UH code) and non-heat treated (shown with U from the crosslinking reaction (polycondensation) of the
code). In these specimens, only half of the samples (shown phenolic resin. Post-curing was carried out at a constant
with UH code) were heat treated in 4 h at 1808C tempera- temperature of 1808C by placing the samples in a pre-
ture. The ingredients in the friction material comprise heated furnace (Fisher Scientific Isotemp Furnace) for
binder resin, friction modifiers, and space filler. Friction 4 h. The size of the brake pad was approximately 25.4 3
material specimens were produced by a conventional proce- 12.7 3 6 mm (and had a slot in a vertical direction in the
dure for a dry formulation following dry-mixing, pre- center). Using the Friction Assessment and Screening
forming and hot pressing. Detailed conditions for each Test (FAST) machine, friction tests were performed for
manufacturing step can be found in the author’s other study each material. For each sample, three friction test proce-
[8]. The composition of the friction materials studied in this dures were applied and the average of these three tests
work is shown in Table 1. Samples that show with H indi- was recorded. For comparison purposes, FAST testing
ces were heat treated in 4 h at 1808C temperature. was also repeated with samples obtained. A schematic
Heat treatment, as one of the most basic and important diagram of the friction tester and its contact geometry has
processes in brake lining manufacturing, causes particles of been previously published [13].
a material to join together, gradually reducing the volume Friction and wear tests were conducted using a specific
of pore space between them, enhances curing uniformity, pad-on-disc braking tester with grey cast iron as the coun-
reduces thermal expansion during service and may play a terpart with a 227 mm diameter and a hardness of 210 HB,
1 1 m1 2m2
V5 3 3
2pR fm n q
dependences of the friction coefficient as detected in FAST between 508C and 2008C of testing in FAST. Such an
for all samples are shown in Figs. 2–6. As seen from the fig- increase is often associated with the adhesion of metal chips
ures, the friction coefficient shows a very different feature. in the brake lining to the friction surface of the cast iron
Figure 2 shows the change of the friction coefficient disc. The observed magnitude of change in friction coeffi-
as a function of temperature up to 4008C. The friction cient generally indicates unstable and aggressive friction.
coefficient varied significantly in the initial stage of test- Some mild vibrations and noise were observed after
ing, since the contact area increased and the friction layer approximately 2008C of testing. High metal content in sam-
developed on the surface [14]. The figure indicates that ple UH-8 dictated the character of the friction process. As
the level of the friction coefficient and the temperature at apparent from Fig. 3, sample U-8 exhibited a sudden
peak values were affected by the type of resin used. It is decrease of the friction coefficient after approximately
seen from Fig. 2 that for the UH-4 sample (4 percent 2008C of testing. This sudden change was typically
Ulexite at 1.05 MPa pressure), friction coefficient gradu- observed at the beginning of the test before a stable friction
ally increased up to the average value of 0.43 in 2008C layer was developed. The oscillation of the friction coeffi-
temperature and then it slowly decreased in 4008C. For cient (a sudden change within a short period of time) was
U-4 sample, friction coefficient sharply increased up to higher in this time period. In brake linings, heat is gener-
about 0.41 value at the temperature of 2008C, and then it ated due to friction during braking. This heat increases the
rapidly decreased up to 0.39 value at the temperature interface temperature and this, in turn, decreases friction
of 3008C. The observed amount of change in friction coefficient. Therefore, the decrease in friction coefficient
coefficient of U-4 in Fig. 2 slowly decreased after a little should be minimum for an effective braking [15].
increase (i.e., between 3008C and 4008C temperature) and Sample UH-12 exhibited a relatively stable friction coef-
then stabilized which is known as the typical friction ficient throughout the entire test. This indicates that a stable
manner in the literature [15]. Such increase can often be friction layer was developed after a short run-in. Neither
attributed to the adhesion of metal chips in the brake judder nor rapid changes of the friction coefficient occurred
lining to the friction surface of the cast iron disc. Note in sample UH-12. Friction showed a rising for UH-12 sam-
that this sample has 4% Ulexite which can be seen from ple performing a peak value of 0.46 at about 2008C, and
Table 1. then it slowly decreased up to the value of 0.44 between
The characteristic temperature dependences of the fric- 2008C and 4008C temperatures and then it remained stable
tion coefficient as detected in FAST for samples U-8 and between 3008C and 4008C temperatures. Ostermeyer [16]
UH-8 are shown in Fig. 3. In addition, sample UH-8 reported that friction coefficient decreases with increase in
showed a continuous increase in the friction coefficient interface temperature. For U-12 sample, friction coefficient
FIG. 3. The change of friction coefficient as a function of temperature FIG. 5. The change of friction coefficient as a function of temperature
for samples U-8/UH-8. for samples U-16/UH-16.