• Environmental Engineering Research
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• v.24 no.4
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• pp.680-689
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• 2019

Temperature effects on the generation of brake wear particles from railway vehicles were generated, with a particular focus on the generation of ultrafine particles. A real scale brake dynamometer test was repeated five times under low and high initial temperatures of brake discs, respectively, to obtain generalized results. Size distributions and temporal patterns of wear particles were analyzed through visualization using clustered heatmaps. Our results indicate that high initial temperature conditions promote the generation of ultrafine particles. While particle concentration peaked within the range of fine sized particles under both low and high initial temperature, an additional peak occurred within the range of ultrafine sized particles only under high initial temperature. The timing of peak occurrence also differed between low and high initial temperature conditions. Under low initial temperature fine sized particles were generated intensively at the latter end of braking, whereas under high initial temperature both fine and ultrafine particles were generated more dispersedly along the braking period. The clustered correlation heatmap divided particle sizes into two groups, within which generation timing and concentration of particles were similar. The cut-off point between the two groups was approximately 100 nm, confirming that the governing mechanisms for the generation of fine particles and ultrafine particles are different.

• Tribology and Lubricants
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• v.27 no.2
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• pp.95-100
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• 2011

The brake disc materials for railway vehicle have been mainly used cast-iron. The brake disc and pad should be light, resist to a thermal crack and absorb enough friction energy. In order to satisfy this requirement, aluminum alloy brake disc for railway vehicle has been newly developed. The aluminum itself has not been considered the friction material for railway vehicle. However, in the case of aluminum composite with dispersed ceramic particles, friction characteristics, resistance to wear and heat are much improved. In the present study, aluminum composite brake disc of 20% ceramic particle and three kinds of organic pads have been tested in dynamometer. The results show that Al MMC brake disc and pad have good friction coefficient and wear rate, and thermal cracks in brake disc have not been initiated. Also, the Al MMC brake disc can be applied to railway vehicle of 150 km/h.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.2
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• pp.131-141
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the RP on asphalt roads according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for $PM_{10}$ concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. As a result, the $PM_{10}$ concentration and particle number of ultra-fine particles were measured to be very high.

• Particle and aerosol research
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• v.19 no.2
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• pp.31-42
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• 2023

The charge and magnetic characteristics of LM (Low-metallic) and NAO (Non-asbestos-organic) brake wear particles were analyzed. The ratio of charged particles from total particles is about 86% of the LM pad and about 92% of the NAO pad. Number of charge per particle from the NAO pad is also higher than that of the LM pad. The ratio of magnetic particles from total particles increases with the particle size. The ratio of magnetic particles from the LM pad is about 15% for the particles with the size of 1 ㎛, and about 74% for ones with 5 ㎛. The ratio from the NAO pad is about 5% for the particles with the size from 0.5 ㎛ to 2 ㎛, and about 80% for the particles with 5 ㎛. Through the analysis of the components of the two pads with SEM-EDS (Scanning Electron Microscopy - Energy Dispersive X-ray Spectroscopy), it was found that the LM pad was occupied with more iron fraction than the NAO pad and that PM_2.5-10 was occupied with more iron fraction than PM_2.5. The particles smaller than 10 ㎛ (i.e. PM₁₀) from the LM pad contained about 83% of charged particles, about 43% of magnetic particles, and about 93% of charged or magnetic particles. PM₁₀ from the NAO pad contained about 88% of charged particles, about 15% of magnetic particles, and about 89% of charged or magnetic particles.

• Journal of the Korean Society of Industry Convergence
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• v.27 no.3
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• pp.693-699
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• 2024

The main cause of scattering dust generated by transportation equipment such as automobiles was largely due to exhaust gas from internal combustion engines in the past, but it was generally recognized that non-exhaust causes such as abrasion of the tires or brake pads were low. Accordingly, scattering dust generated by exhaust gas has consistently existed in many studies, such as technological progress and related regulations, but research on non-exhaust is relatively insignificant, and the need for research on scattering dust generated by non-exhaust is emerging. In this study, a dust collector that can be easily mounted on a caliper to collect scattering dust generated by pad wear during the brake operation of an automobile was manufactured. In this study, we developed a dust collector that is easy to mount on calipers to collect scattering dust caused by pad wear during brake operation of automobiles. According to the installation of the manufactured dust collector, the performance of scattering dust by brake operation and the temperature change characteristics of calipers according to the structure of the dust collector were evaluated.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.6
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• pp.24-32
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have been increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the roadway particles on asphalt road according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for PM10 concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. The morphology and elements of the roadway particles were also analyzed using SEM-EDX technique.

• Tribology and Lubricants
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• v.18 no.3
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• pp.204-210
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• 2002

Automotive brake pads with four different sizes of zircon particles (average sizes of 1㎛, 6㎛, 75㎛, and 140㎛, respectively) were investigated to evaluate the size effect of abrasive particles on friction performance. Results showed that the brake pads with the larger size of zircon particles tend to show better frictional stability and low pad wear. However, the rotor surface was severely abraded in the case of using larger zircon particles. On the other hand, the small zircon particles in the pads showed the fast increase of the coefficient of friction with friction force oscillation and the tendency was pronounced at low sliding speeds. The brake pads with small particle sizes also exhibited strong fade phenomena at elevated temperatures.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2000.11a
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• pp.332-340
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• 2000

Friction properties of automotive brake pads containing different types of abrasivess were investigated. Five different abrasives, including o-quartz, magnesia, magnetite, alumina, zircon, were employed in this investigation and size effects of the abrasives on friction characteristics were also studied using 1, 50, 140$\mu\textrm{m}$ size zircon. Experimental results showed that the hardness and size of these abrasive particles were strongly related to friction behaviors and wear mechanisms. Harder and smaller abrasives showed higher friction coefficient and more wear. The surfaces of friction materials with different sizes of abrasives showed that two different modes of abrasion (two-body and three-body abrasion) appeared during sliding. Considering the above results, abrasive materials were thought to destroy transfer film and the extent of the destruction depends on the types and sizes of abrasive particles. A mechanism of the wear mode transition (two-body to three body abrasive motion) was suggested considering the binding energy and friction energy in terms of abrasive particle size.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2002.10b
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• pp.417-418
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• 2002

The dry sliding tribological characteristics were investigated using SiC particle-reinforced aluminum composites against semi-metallic frictional materials. The experimental results have indicated that, whether under the condition of continuous braking or not, the wear rates of SiC particle reinforced composites are much less than that of gray cast iron which is used as one of the common brake disk materials. At the same time, their frictional coefficients are about the same.

• Korean Journal of Materials Research
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• v.27 no.3
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• pp.132-136
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• 2017

We synthesized potassium hexatitanate, ($K_2Ti_6O_{13}$, PT6), with a non-fibrous shape, by acid leaching and subsequent thermal treatment of potassium tetratitanate ($K_2Ti_4O_9$, PT4), with layered crystal structure. By controlling nucleation and growth of PT4 crystals, we obtained splinter-type crystals of PT6 with increased width and reduced thickness. The optimal holding temperature for the layered PT4 was found to be ${\sim}920^{\circ}C$. The length and width of the PT4 crystals were increased when the nucleation and growth time were increased. After a proton exchange reaction using aqueous 0.3 M HCl solution, and subsequent heat treatment at $850^{\circ}C$, the PT4 crystal transformed into splinter-type PT6 crystals. The frictional characteristics of the friction materials show that as the particle size of PT6 increases, the coefficient of friction (COF) and wear amounts of both the friction materials and counter disc increase.