EuroBrake 2021 Technical Programme最新文献

{"title":"Enhanced Performance of Eco-friendly Brake-pads by Using Plasma Treated Metallic Particles","authors":"Navnath Kalel, J. Bijwe, A. Darpe","doi":"10.46720/6792579eb2021-mds-009","DOIUrl":"https://doi.org/10.46720/6792579eb2021-mds-009","url":null,"abstract":"Metallic particles in various amounts are commonly used in the brake-pad-formulations to improve the friction, mechanical strength, thermal conductivity, heat dissipation, fade etc. The same metallic particles, however, lead to increase in wear. To overcome the wear related problem and to improve the tribo-performance further, wettability/surface free-energy (SFE) of metallic particles needs to be improved so that they will not be easily dug out contributing to higher wear that without metal particles. Current era is of copper-free friction materials. Hence, in this work, stainless steel particles (SSPs) and copper particles were treated with low pressure argon plasma gas using optimised processing parameters (viz., gas- Argon, power- 500 W, treatment time-20 min.,). A series of four multi-ingredient brake-pads using identical composition but differing in the theme-ingredients (3 vol.%) was developed. First two types of brake-pads were based on untreated identical sized particles (SSPs and Cu) and another two types of brake-pads were based on plasma treated particles. One more type of brake-pad was developed without metallic particles. The developed brake-pads were evaluated for different physical, mechanical and chemical properties. Tribological performance was evaluated on a full-scale dynamometer following test schedule (JASO C406). Additionally, noise-vibration (NV) performance was evaluated on NV test rig following SAE J 2521 (partly) test schedule. Results revealed that most of the tribological properties along with NV properties were improved for treated particles in brake-pads. The topography of worn brake-pads was done to understand the wear mechanisms.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"31 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126541183","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Longlife Friction Couples","authors":"A. Sin, Sebastian Fischer","doi":"10.46720/2499348eb2021-ebs-012","DOIUrl":"https://doi.org/10.46720/2499348eb2021-ebs-012","url":null,"abstract":"The advanced alternative powertrains regarding their electrification bring as a consequence a large levels of recuperation implying a small intervention of the hydraulic system during the brake lifetime.This new scenario for the brake system could have and important impact in the brake design regarding properties such as mu stability, corrosion/stiction, NVH… and the test design for their development. Moreover, the aftermarket for friction material and brake rotors is an important industry with significant commercial impact for all levels of the supply chain. How far is this trend also justified in technical terms? How should be designed the new brake systems and tested the new brake systems? Which is their environmental impact? Which are the main technical challenges regarding the longlife brake pad material, rotors, shims, backplates and calipers?New test need to be developed and harmonized?","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"300 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132897001","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Braking Curves in Railway Shunting and Implications for the Development of Sensor Systems for Autonomous Shunting","authors":"Matthias Blumenschein, R. Pfaff, Katharina Babilon","doi":"10.46720/4513787eb2021-ibc-004","DOIUrl":"https://doi.org/10.46720/4513787eb2021-ibc-004","url":null,"abstract":"Shunting operations differ largely from train operation on the mainline in both train protection and braking. While for mainline operations, braking of all axles in a train set is mandatory under most circumstances and unbraked wagons and axles are an exception, common shunting regulations allow for up to 40 unbraked axles depending on the locomotive mass and track gradient. On the other hand, train protection in shunting operation is mostly achieved on an on sight basis, which means that no technical devices ensure the freedom of movement. It is rather common to discuss automatic train operation (ATO) these days, however most discussions focus on the mainline portion of freight rail. In mainline operation however, the movement authority is ensured by signalling, so no long range scanning equipment, such as cameras, radar and LiDAR is strictly required to ensure safety of operation. Also, based on the braking behaviour of the train in question, a rather precise velocity recommendation is provided, either by static signals (brake tables, signage) or by continuous communication (e.g. LZB, ETCS). The opposite holds true for shunting: in most cases, a movement authority is not given or ensured by technical means, rather the observation of the shunting area by the driver and potential assistants check whether the intended track is free and safe. At the same time, the braking behaviour of the shunting groups is not precisely known and predicted by the driver based on instinct and experience. For this reason, to assist and eventually replace the aging workforce of shunting drivers and shunting assistants, a perception system is considered more demanding since it cannot rely on ATP infrastructure as in the mainline case. In this paper, the special brake setup for shunting mode is analysed and braking curves for numerous cases, ranging from an individual locomotive using direct brake only to a train consist with the maximum number of unbraked axles, are simulated. The simulation software takes into account the train setup, braked weight and brake mode as well as variations in the loading state and the friction and adhesion parameters. The corresponding braking distances are inspected and put into relation to common track geometries and use cases in shunting areas. Further, the visibility requirements from the respective European regulations are reviewed based on these use cases. The requirement set made up of track geometries, visibility and the respective braking curves provides the input for the generation of a set of requirements for the development of a perception system for shunting operation. Example data from current tests of a candidate sensor system will be shown.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122447200","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Concept for Reproducible Braking Distance","authors":"M. Kohl, Christopher Lozano","doi":"10.46720/8732413eb2021-ibc-010","DOIUrl":"https://doi.org/10.46720/8732413eb2021-ibc-010","url":null,"abstract":"The constant urbanization requires the increase of transport capacities. At the same time, however, the expansion of the rail infrastructure is often only possible with great difficulty, if at all, in densely populated areas. Therefore, a central goal is to increase the utilization of the existing infrastructure. One way to achieve this is to shorten the train headways and thus to be able to run more trains per time on a line. Among other control variables, the variation of braking distances is one reason for possible margins in the system. Knorr Bremse is working on minimizing this variation with the aid of intelligent functions and control algorithms. The functions are compensating the tolerances within the technical system on the train as well as the different environmental conditions on the track. The Reproducible Braking Distance concept by Knorr Bremse is formed firstly by a deceleration control algorithm that will be in the end applied in emergency brake application. Secondly an adaptive Wheel Slide Protection System selects the best control strategy under given track conditions and is optimizing the worst cases of adhesion conditions on railways. A third pillar is the adhesion management which aims to improve adhesion in the wheel/track contact point by means of intelligent use of sanding systems in a first step. The benefits of such a concept are interesting for train operators as trains will have a more predictable braking behavior which serves the train driver. In an Automated Train Operation System the margins for brake distance variations can be reduced. A Joint research project with IFB Institut für Bahntechnik GmbH investigated the potential effect on infrastructure utilization. Depending on train type, signaling, and distance between stops, calculations showed a reduction in headways of between five and 20 percent. These functions are tested on Knorr Bremse ATLAS (Advanced Test Laboratory for Adhesion based Systems) test rig and will be used for the first time in the new product generations.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"67 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114676788","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The Effect of Chopped Steel Fibre Orientation on Frictional Properties in a Phenolic Resin-based Asbestos-free Semimetallic Friction Material","authors":"M. Balaji, Eakambaram Arumugam, P. B. Sethupathi, S. Rahmathulla, H. Navid","doi":"10.46720/8511493eb2021-mds-004","DOIUrl":"https://doi.org/10.46720/8511493eb2021-mds-004","url":null,"abstract":"The effect of directional orientation of Chopped steel wool fiber in a friction material matrix / Brake pads that influences Friction, Wear and Mechanical properties of the Brake pads have been evaluated in a phenolic resin-based asbestos-free semi-metallic friction material composition. Brake pad compositions widely use chopped steel wool fibers having a nominal length of less than 10 mm; diameter of about 500 microns; carbon content between 0.05 – 0.15 % as reinforcement. During compounding and mixing of friction material formulation, chopped Steel wool fibers along with dozen other raw materials are mixed/homogenized using plough shear mixer resulting in the steel fibers dispersed and oriented randomly in different plan and direction in the mixture and so over the final brake pad matrix too. Trials have been carried out in Fricmart’s prototype Lab to orient chopped steel wool fiber in an uni directional plan in various semi-metallic formulations and progress has been achieved only in a medium- steel brake pad formulation that contains about 25% chopped steel fibers. Fricmart’s S-428 grade Steel wool fiber conforming to the above said specification has been used in the experiments. Fibers were initially classified using a set of sieves to remove the fines having diameter and length less than 200 microns and 3 mm respectively to meet the desired loose density / bulk density limit of 0.55 – 0.70 gm/cc to support the process of orientation. Further, a brake pad model that has rectangular geometry ( Merc. W-123 Pad) with an area of about 50 sq. cm was chosen to conduct the trials and to support the process of orientation. Brake pads were molded using conventional compression molding process at temp. of 150 deg. C with specific pressure of 250 bar and 6 minutes curing followed by 4 hours step curing ( post-baking ) to max. temp. of 180 deg. C in an air oven . Preparation of Samples: Sample 1 -By employing bi-directional magnetic field coupled with other special charging chute and dispersing techniques, the desired orientation of chopped steel wool fiber that was targeted to be parallel to the sliding direction of the brake (pad) was achieved to a level of more than 90% evenly oriented throughout the layer and matrix of the brake pad. Fricmart’s PLM – Stereo Microscope surveillance facility is used to ascertain percentage orientation during trials. Sample - 2: Brake pads processed as above by “parallel orientation to sliding direction’’ have later been used to study the effect of “orientation in perpendicular to the sliding direction’’ just by “inverting the new sample” specimen at the time of testing. Sample - 3: One set of brake pads were processed as per industries standard using the same batch/composition of raw materials with a random distribution of chopped steel wool fiber under identical process condition without carrying out directional orientation. Testing & Evaluation:The samples were cut from the brake pad and tested in Chase Type Frictio","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"97 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114488719","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Novel Computationally Designed Brake Disc Coatings for Thermal Spray and Extra High-Speed Laser Cladding","authors":"H. Najafi, A. Žikin, Cameron Eibl, Franco Arosio, Thilo Krah-Tomala","doi":"10.46720/9927565eb2021-mds-003","DOIUrl":"https://doi.org/10.46720/9927565eb2021-mds-003","url":null,"abstract":"The automotive industry is faced with a significant impending regulatory and environmental challenge: dramatically and cost effectively reduce brake dust emissions. To meet this challenge at scale, a high performing wear and corrosion resistant solution is needed that combines the advantageous economics of cast iron with a cost effective and indualizable coating. Alternative technologies such as composite brake discs are untenable for mass production, due to high costs and poor mass market value. The solution is to leverage Oerlikon’s patented and big data driven Rapid Alloy Design (RAD) platform to engineer disruptive new materials specifically tailored for the application and intended deposition methods.Oerlikon has recently developed two new materials using the RAD platform balancing the corrosion, wear, mechanical, substrate, manufacturing, cost, and environmental parameters demanded by the brake disc application. This development leveraged two promising and industrialized deposition methods, extra high-speed laser cladding (EHLA) and high velocity oxygen fuel (HVOF) thermal spray. From a performance standpoint, the materials combine high corrosion performance and high wear resistance in a crack free solution. The materials are manufactured using low cost conventional atomization techniques and deposited as a single layer coating, significantly reducing processing costs. Environmental constraints are incorporated into the material design by eliminating carcinogenic Cobalt, Nickel, and Copper.This article communicates the latest results on the deposition and performance of the new materials on brake discs using EHLA and HVOF technologies.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"82 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121906543","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"On Thermal Diffusivity of Selected Gray Cast Irons and its Impact on Friction Performance of Automotive Brakes","authors":"Sai Krishna Kancharla, Vishal Reddy Singireddy, P. Filip, Rohit Jogineedi","doi":"10.46720/7191167eb2021-fbr-006","DOIUrl":"https://doi.org/10.46720/7191167eb2021-fbr-006","url":null,"abstract":"Increased temperature resulting from friction between brake pads and rotors results in formation of friction layers on the friction surfaces and could lead to the bulk material degradation impacting the braking performance. The most often discussed phenomenon is the thermal fade, but there are additional phenomena like thermal shock, crack formations, and increased residual stresses in brake rotors which occur due to local heating. Formation of friction layers is also strongly influenced by temperature on the friction surface, as it defines thermodynamics and kinetics of processes occurring during friction. Gray cast iron is a metal matrix composite comprising of ferrite, pearlite, graphite, and additional inclusions. Morphology, quality, and quantity of these phases can change as temperature varies during and after friction process. Thermal diffusivity characterizes how quickly a material could dissipate heat through it. Grey cast irons exhibit a reasonably high thermal diffusivity and an excellent capacity to dissipate heat. But this characteristic varies in dependence on composition and microstructure of cast irons. The volume content and morphology of graphite flakes found in gray cast irons have the most relevant impact on their thermal diffusivity values. The current study compares the graphite flake morphology of three commercially available gray cast iron rotors, named A, B, and C respectively, manufactured according to the ASTM A48 standard. These rotors are subjected to a complete currently available standardized SAE J2522 friction test on a bench top tester using scaled-down approach, and a commercially available non asbestos organic (NAO) brake pad. Complete material characterization of the friction material using laser flash apparatus (NETZSCH LFA 467), polarized light microscopy (Nikon Microphot FX), scanning electron microscopy (FEI Quanta FEG 450), energy dispersive X-Ray microanalysis (Oxford detector, Inca Systems), topography (NPFLEX 3D Optical Microscopy), and density (analytical balance and Archimedes principle). The polarized light microscopy results of the three commercially available brake rotors reveal the presence of flake-like graphite with average flake sizes as 55 µm, 33 µm, and 60 µm and area fraction as 28%, 26%, and 30%, respectively. Thermal diffusivity values of the studied rotors when measured in temperature range between 25 oC and 500 oC show a decrease by 52.4%, 53.6%, and 54.8% respectively. Commercial brake rotor C exhibited the presence of increased content of oxides in the friction layer formed during elevated temperatures, which helped in the observed improved friction performance.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123021203","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Influence of the Run-in Methodology on the Particle Number Emission of Brakes","authors":"K. Kolbeck, M. Bernhard, T. Schröder, D. Hesse, K. Augsburg","doi":"10.46720/9122264eb2021-ebs-003","DOIUrl":"https://doi.org/10.46720/9122264eb2021-ebs-003","url":null,"abstract":"The share of exhaust particles of particulate pollution caused by traffic is declining due to electrification and improved exhaust after treatment. Sources like tire, road and the brake are moving into the socio-political focus. For this reason, the UNECE mandated the Particle Measurement Program (PMP) to investigate brake particle emissions. Their task is to develop a methodology, including a cycle, to measure particulate emissions from vehicle brakes. In addition to the emission measurement cycle, a run-in procedure for the brake is also necessary to ensure a stable friction and emission behavior. The PMP proposes to repeat the WLTP-Brake cycle five times, which is time consuming and has not yet been sufficiently evaluated for its suitability as a run-in procedure. Therefore, the aim of this study is to investigate the influence of different run-in procedures on particle emission. This is done by measuring the particle number concentration of new brakes after different run-in procedures at a test stand with an enclosed constant volume sampling system. The results show that the run-in methodology strongly influences the emission behavior in terms of the stability of the following measurements and the reproducibility.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125783700","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Mechanism of Particles Released into the Environment That Is Formed by Brake Wear on Friction Surfaces","authors":"S. Vasiljević, J. Glišović, N. Stojanović, I. Grujić","doi":"10.46720/7308398eb2021-ebs-010","DOIUrl":"https://doi.org/10.46720/7308398eb2021-ebs-010","url":null,"abstract":"Solving the problem of the formation of particles caused by the wear of the brakes’ friction surfaces and their release into the environment is of utmost importance. Today, various technologies have been developed that aim to collect particles directly during braking or generation. With the aim of further development of devices and technologies in this paper, the modes and mechanisms of release of the formed particles into the environment are analyzed. Based on this review of the particle release mechanisms, further development of technologies for collecting particles that are a product of friction surface wear is enabled. The mechanisms of particle release are mainly reflected in the fact that they are released during the braking of the vehicle, then by releasing particles during the re-acceleration of the vehicle and the third way is falling of already formed particles from friction surfaces. In this paper, all three mechanisms are explained and analyzed in more detail.","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"67 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126022022","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Freight digital braking system, from the idea to the safety agreement. SNCF experiment","authors":"Bertrand Minary,","doi":"10.46720/5308781eb2021-mfm-004","DOIUrl":"https://doi.org/10.46720/5308781eb2021-mfm-004","url":null,"abstract":"Rail freight needs to become more reliable and flexible to gain more markets shares. Technology can help to automate processes and develop more accurate monitoring. Brakes have a key role to play there. This will work if intelligent brakes are part of an open standardised architecture of the digital freight train. This should be the case for qualification of sensors, safe integration into existing or new systems, radio transmission and data exchange. Those topics are also considered in WP7 of the European DAC delivery programme. The potential of electro-pneumatic brake for rail freight and rail system as a whole as well as the need for an parking brake for the remote uncoupling function of automatic coupling are being considered in the WP7 with industry, wagon keepers and rail freight companies","PeriodicalId":315146,"journal":{"name":"EuroBrake 2021 Technical Programme","volume":"56 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132447676","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}