The Role of Solid Lubricants for Brake Friction Materials

Insights on non-exhaust emissions: An approach for the chemical characterization of debris generated during braking

Up to 50 % of total PM2.5 emissions are due to particles derived from the automotive sector, and both exhaust and non-exhaust emissions contribute to the pollution of urban areas. Fuel incomplete combustion, or lubricant degradation due to high temperatures during the combustion process, are responsible for exhaust emissions. The non-exhaust ones concern brakes, tires and road surface-wear emissions and road resuspension contribution. The present study aims to provide a methodological approach for a detailed chemical characterization of wear friction products by means of a large array of techniques including spectroscopic tools, thermogravimetric analysis (TGA), chromatography, morphological and elemental analysis. The dust sample derived from the wear of a brake pad material was collected after a Noise & Vibration Harshness (NVH) test under loads similar to a Worldwide Light vehicle Test Procedure (WLTP) braking cycle. The TGA shows that only a small fraction is burned during the test in an oxidizing environment, testifying that the sample consists mostly of metals (more than 90 %). Fe exhibits the highest concentrations (50-80 %, even in the form of oxides). Also other kinds of metals, such as Zn, Al, Mg, Si, S, Sn, Mn, occur in small quantities (about 1-2% each). This finding is confirmed by X-ray diffraction (XRD) analysis. The organic fraction of the debris, investigated by means of Raman spectroscopy, has an evident aromatic character, probably due to oxidative phenomena occurring during the braking cycle test. Noteworthy, the extraction of the dust sample with organic solvents, revealed for the first time the presence of ultrafine particles (UFPs), even in the range of few nanometers (nanoparticles), and polycyclic aromatic hydrocarbons (PAHs), recognized as highly toxic compounds. The simultaneous presence of toxic organic carbon and metals makes of concern the non-exhaust emissions and mandatory a deep insight on their structure and detailed composition.

Multi-element features and trace metal sources of road sediment from a mega heavy industrial city in North China

As the primary carrier of harmful elements, road sediment poses severe hazards to human health and ecological environment, especially in megacities. Based on the industrial cities in North China, this research focused on the multi-element features and the pollution levels, sources, and spatial distributions of trace metals in road sediment of Shijiazhuang. The mean levels of P (928.4 mg kg^-1), S (1446.2 mg kg^-1), Cl (783.9 mg kg^-1), Br (5.3 mg kg^-1), Na₂O (2.0%), CaO (9.9%), Co (36.0 mg kg^-1), Pb (38.0 mg kg^-1), Cu (34.7 mg g^-1), Zn (149.1 mg kg^-1), Ba (518.1 mg kg^-1), and Sr (224.9 mg kg^-1) in road sediment were greater than their soil background values. Trace metals in most samples was moderately (75%) and heavily contaminated (15.6%). The industrial areas, congested roads, and residential areas in the northeast, middle and south of Shijiazhuang are the hotspots of trace metals pollution. A comprehensive analysis of trace metals sources indicated that Ni, V, Ga, Rb, Y, Sc, La, Ce, Zr, and Hf were mainly from natural source, which contributed to 34.2% of the total trace metals concentrations. Cu, Pb, Zn, Cr, Ba, Sr, and Mn primarily originated from mixed source, which accounted for 46.5%. Co principally came from building source, which accounted for 19.3%. This study shows that industrial discharges, construction dust and traffic emissions are the primary anthropogenic sources of trace metals in road sediment in the study area.

Iron Speciation in Respirable Particulate Matter and Implications for Human Health

Particulate matter (PM) air pollution poses a major global health risk, but the role of iron (Fe) is not clearly defined because chemistry at the particle-cell interface is often not considered. Detailed spectromicroscopy characterizations of PM_2.5 samples from the San Joaquin Valley, CA identified major Fe-bearing components and estimated their relative proportions. Iron in ambient PM_2.5 was present in spatially and temporally variable mixtures, mostly as Fe(III) oxides and phyllosilicates, but with significant fractions of metallic iron (Fe(0)), Fe(II,III) oxide, and Fe(III) bonded to organic carbon. Fe(0) was present as aggregated, nm-sized particles that comprised up to ∼30% of the Fe spectral fraction. Mixtures reflect anthropogenic and geogenic particles subjected to environmental weathering, but reduced Fe in PM originates from anthropogenic sources, likely as abrasion products. Possible mechanistic pathways involving Fe(0) particles and mixtures of Fe(II) and Fe(III) surface species may generate hydrogen peroxide and oxygen-centered radical species (hydroxyl, hydroperoxyl, or superoxide) in Fenton-type reactions. From a health perspective, PM mixtures with reduced and oxidized Fe will have a disproportionate effect in cellular response after inhalation because of their tendency to shuttle electrons and produce oxidants and electrophiles that induce inflammation and oxidative stress.

Ecological Transition in the Field of Brake Pad Manufacturing: An Overview of the Potential Green Constituents

Nowadays, the drive for green products has undergone a rapid increase following the global ecoawareness and the severe regulations aimed at preventing the environment from further damage. The use of ecosafe constituents in materials for harsh applications, such as brake pad systems, can be a possible solution for reducing health hazards arising from particle release during braking. Based on this, the present study provides a bibliographic review of green alternative constituents for friction material formulation, focusing the attention on their influence on the tribological properties of the final composites. The traditional materials still used in commercial brake pads are shortly described, with the aim to provide an overview of the current situation. In the final part of the review, following the trend of circular economy, works dealing with the use of waste as an ingredient of friction materials are also reported. The whole literature screening points out that much work is still required to obtain completely green friction materials. Indeed, few works dealing with the phenolic resin replacement, proposing inorganic ecosafe materials such as geopolymers, are present. On the contrary, the use of natural fibers is widely investigated: palm kernel, flax, agave and aloe can be identified as promising constituents based on the literature results and the generated patents.

Comparative Studies on the Dry Sliding Behavior of a Low-Metallic Friction Material with the Addition of Graphite and Exfoliated g-C3N4

This study compares the effect of the addition of two types of lubricants on the dry sliding behavior of a simplified Cu-free phenolic resin-based composite material. The lubricants were commercial graphite and exfoliated graphitic carbon nitride (codenamed: TEX6). The graphite particles were rounded and of ‘flaky’ character. The TEX6 particles were not only flaky, but also irregular in shape, and ‘fluffy’. Both lubricants were added individually in the basic formulation and subjected to dry sliding tests on pin-on-disc testing equipment in mild conditions and against a grey cast-iron counterface. The tests with TEX6 observed a stable steady state in the friction coefficient (CoF) with lower scatter and lower average friction coefficient and pin wear magnitude when compared to samples containing graphite. Additionally, the worn surfaces of the TEX6-containing samples had extremely smooth, compact, and continuous secondary plateau coverage when compared to the graphite-containing samples. The counterface paired with the TEX6-containing samples observed much lower abrasive action compared to the graphite-containing samples. Through the wear testing and further evaluation of the secondary plateaus, the possible addition of TEX6 as a lubricant in friction material composition was explained, making it a promising component for automotive braking applications.

The Role of Graphitic Carbon Nitride in the Formulation of Copper-Free Friction Composites Designed for Automotive Brake Pads

In this study, graphitic carbon nitride (g-C3N4, labelled as gCN) was tested in the formulation of copper-free (Cu-free) friction mixtures, which are potentially interesting for brake pad manufacturing. Three formulations of friction composites were prepared starting from a common Cu-free master batch: (i) without graphite, (ii) with graphite and (iii) with gCN. The mixtures were pressed in the form of pins by hot-press moulding. The friction-wear performance of the prepared pins was investigated using a pin-on-disc (PoD) test at room temperature (RT), high temperature (HT) (400 °C) and, again, at room temperature (H-RT). The values of the friction coefficient (µ) for the composites with gCN (or graphite) were as follows: (i) RT test, µRT = 0.52 (0.47); (ii) HT test, µHT = 0.37 (0.37); (iii) RT after the HT tests, µH-RT = 0.49 (0.39). With respect to wear resistance, the samples with graphite performed better than the samples without this solid lubricant. To the best of our knowledge, this is the first report regarding the evaluation of the role of gCN in friction composites designed for automotive brake lining applications. The results indicate the main role of gCN as a soft abrasive.

Characterizing the sources, concentrations and resuspension potential of metals and metalloids in the thoracic fraction of urban road dust

Road dust is a sink and source of metals and metalloids of human health concern. To date, many studies have examined the composition of road dust but there remain critical knowledge gaps on the chemistry of thoracic fractions (< 10 μm) and their patterns of deposition and resuspension. The goal of this study is to characterize the elemental concentrations and sources of thoracic fractions of road dust and their resuspension potential for Toronto, Ontario, Canada. Bulk and thoracic road sweepings were acid digested (HF, HClO₄, HNO₃ and HCl) and the elemental concentrations measured using ICP-MS. Principal component analysis (PCA) was applied to infer source emissions. Annual elemental loadings to roads were estimated using data on total sweepings collected by the City of Toronto. The mass amounts of metals and metalloids (< 10 μm) available for resuspension were calculated assuming a contribution of 10% to total loadings for this fraction. The median trace element concentrations in city sweepings (n = 64) ranged from highest to lowest as follows: Mn > Zn > Ba > Cr > Cu > Pb > V > Ni > Sn > Mo > Co > As > Sb > Cd. Iron, Cr, Ni, Co, Mo and Cu levels were significantly associated with road class, with the highest concentrations measured for the expressway. Most elements, especially Sb and Zn, were enriched in thoracic sweepings. The PCA results demonstrate the importance of non-fossil fuel, traffic-related elemental emissions. Difficulties in identifying sources, given uncertainties regarding overlapping chemical profiles, are also highlighted. Significant elemental loadings to roads were estimated to occur, with the largest amounts identified for Fe, Al, Mn, Zn, Cr and Cu. Road dust resuspension is predicted to be the most important source of emissions for Fe, Al, Mn, Cr, V, Sn, Mo, Co and Sb.

Iron Speciation in Particulate Matter (PM2.5) from Urban Los Angeles Using Spectro-microscopy Methods

The speciation, oxidation states, and relative abundance of iron (Fe) phases in PM2.5 samples from two locations in urban Los Angeles were investigated using a combination of bulk and spatially resolved, element-specific spectroscopy and microscopy methods. Synchrotron X-ray absorption spectroscopy (XAS) of bulk samples in situ (i.e., without extraction or digestion) was used to quantify the relative fractions of major Fe phases, which were corroborated by spatially resolved spectro-microscopy measurements. Ferrihydrite (amorphous Fe(III)-hydroxide) comprised the largest Fe fraction (34-52%), with hematite (α-Fe2O3; 13-23%) and magnetite (Fe3O4; 10-24%) identified as major crystalline oxide components. An Fe-bearing phyllosilicate fraction (16-23%) was fit best with a reference spectrum of a natural illite/smectite mineral, and metallic Fe(0) was a relatively small (2-6%) but easily identified component. Sizes, morphologies, oxidation state, and trace element compositions of Fe-bearing PM from electron microscopy, electron energy loss spectroscopy (EELS), and scanning transmission X-ray microscopy (STXM) revealed variable and heterogeneous mixtures of Fe species and phases, often associated with carbonaceous material with evidence of surface oxidation. Ferrihydrite (or related Fe(III) hydroxide phases) was ubiquitous in PM samples. It forms as an oxidation or surface alteration product of crystalline Fe phases, and also occurs as coatings or nanoparticles dispersed with other phases as a result of environmental dissolution and re-precipitation reactions. The prevalence of ferrihydrite (and adsorbed Fe(III) has likely been underestimated in studies of ambient PM because it is non-crystalline, non-magnetic, more soluble than crystalline phases, and found in complex mixtures. Review of potential sources of different particle types suggests that the majority of Fe-bearing PM from these urban sites originates from anthropogenic activities, primarily abrasion products from vehicle braking systems and engine emissions from combustion and/or wear. These variable mixtures have a high probability for electron transfer reactions between Fe, redox-active metals such as copper, and reactive carbon species such as quinones. Our findings suggest the need to assess biological responses of specific Fe-bearing phases both individually and in combination to unravel mechanisms of adverse health effects of particulate Fe.

Experimental Characterization Protocols for Wear Products from Disc Brake Materials

The increasing interest in the emission from the disc brake system poses new challenges for the characterization approaches used to investigate the particles emitted from the wearing out of the relevant tribological systems. This interest stems from different factors. In the first place, a thorough characterization of brake wear particles is important for a complete understanding of the active tribological mechanisms, under different testing and servicing conditions. This information is an important prerequisite not only for the general improvement of brake systems, but also to guide the development of new materials for discs and brake pads, responding better to the specific requirements, including not only performance, but also the emission behavior. In this review paper, the main material characterization protocols used for the analyses of the brake wear products, with particular regard for the airborne fraction, are presented. Reliable results require investigating the fine and ultrafine particles as concerns their composition together with their structural and microstructural aspects. For this reason, in general, multi-analytical protocols are very much recommended.

Chemical profiling of PM10 from urban road dust

Road dust resuspension is one of the main sources of particulate matter with impacts on air quality, health and climate. With the aim of characterising the thoracic fraction, a portable resuspension chamber was used to collect road dust from five main roads in Oporto and an urban tunnel in Braga, north of Portugal. The PM₁₀ samples were analysed for: i) carbonates by acidification and quantification of the evolved CO₂, ii) carbonaceous content (OC and EC) by a thermo-optical technique, iii) elemental composition by ICP-MS and ICP-AES after acid digestion, and iv) organic speciation by GC-MS. Dust loadings of 0.48±0.39mgPM₁₀m^-2 were obtained for asphalt paved roads. A much higher mean value was achieved in a cobbled pavement (50mgPM₁₀m^-2). In general, carbonates were not detected in PM₁₀. OC and EC accounted for PM₁₀ mass fractions up to 11% and 5%, respectively. Metal oxides accounted for 29±7.5% of the PM₁₀ mass from the asphalt paved roads and 73% in samples from the cobbled street. Crustal and anthropogenic elements, associated with tyre and brake wear, dominated the inorganic fraction. PM₁₀ comprised hundreds of organic constituents, including hopanoids, n-alkanes and other aliphatics, polycyclic aromatic hydrocarbons (PAH), alcohols, sterols, various types of acids, glycerol derivatives, lactones, sugars and derivatives, phenolic compounds and plasticizers. In samples from the cobbled street, these organic classes represented only 439μgg^-1PM₁₀, while for other pavements mass fractions up to 65mgg^-1PM₁₀ were obtained. Except for the cobbled street, on average, about 40% of the analysed organic fraction was composed of plasticizers. Although the risk via inhalation of PAH was found to be insignificant, the PM₁₀ from some roads can contribute to an estimated excess of 332 to 2183 per million new cancer cases in adults exposed via ingestion and dermal contact.