Friction

ƒ Friction force is the relative resistance of objects in

contact to motion.
ƒ Tribology is the study of friction.
ƒ The most commonly quoted term related to friction
material is Coefficient of Friction, or Mu (µ).
ƒ Friction is still the most effective way of dissipating
a vehicle’s kinetic energy. Even electric vehicles
require friction brakes. F2 = Force required to move brick

Brick Table

µ= F2 / F1 F1 = Weight of brick

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OE Friction Material Requirements for North America

PERFORMANCE
y Must Meet FMVSS-135
COMFORT
y Medium output (µ = 0.32 ~ 0.4) y Squeal-noise free
y Stable µ in low decel conditions y Groan-noise free
y Fading Behaviour secondary y High Speed Vibrations free
y Low residual drag y Judder / RTV tolerant
y Adequate mechanical strength y Pedal feel secondary
y Very long life (pad & rotor) desired

COST ENVIRONMENT
y Formulation y Environmentally Friendly
y Cycle Times Raw Materials---> “Green Pad”
y Power Consumption Emphasis is growing
y Robust Process

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 Federal Motor Vehicle Safety Standard - 135 (FMVSS135)

9 Written and maintained by the National Highway Traffic Safety

Administration (NHTSA)
9 All passenger cars manufactured after September 1, 2000
must comply.
9 All multi-purpose vehicles, trucks and buses with a Gross
Vehicle Weight less than 3500 kg (7716 lbs) manufactured
after September 1, 2002 must comply.
9 FMVSS-135 replaces FMVSS-105 for passenger vehicles,
SUVs, and Light trucks
9 FMVSS-135 was developed with the intent to harmonize North
American and European brake system requirements (ECE-
R13H).
9 Passenger cars have the same pass requirements as multi-
purpose vehicles, trucks and buses regardless of classification
or size.

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 Federal Motor Vehicle Safety Standard - 135 (FMVSS135)

9 The test consists of 200 burnish stops + approximately 120

performance stops of various speeds and decelerations.
9 Each stop is performed with a "best effort" to achieve a
minimum stopping distance without exceeding a pedal force of
500 N (112 lbs).
9 Most vehicle manufacturers require a 10% pass margin.
9 FMVSS-135 Failed Boost is more stringent than FMVSS-105
because of pedal effort limitation (SUVs, trucks and buses
under 3500 kg; 33% less pedal force is allowed with same
stop distance).
9 FMVSS-135 Hot Performance is more difficult than FMVSS-
105 because of pedal effort limitation and less stop distance.
9 FMVSS-135 requires higher effectiveness friction material.

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 Brake System Design
Inoperative boost
Pedal Ratio ≈ 3 - 4.5:1

Booster Ratio ≈ 6 – 8:1

500
N

Lining output
Hydraulic Ratio ≈ 6:1
µ ≈ 0.3 – 0.45

8000
N

Corner Ratio ≈ 2.5:1

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 Classes of Disc Friction Materials

ƒ Semi-metallic formulas – primarily contain steel fiber,

porous iron powder, abrasives and graphite/coke
lubricants.
ƒ Non-asbestos organics (NAOs) – like typical Akebono
formulas contain no ferrous metals, contain
nonferrous metals, various abrasives and lubricants,
mineral fibers and other reinforcements. In the
aftermarket, NAO’s are often referred to as “ceramic”
formulations.
ƒ Low-metallics – contain some steel fiber and/or iron
powder, various abrasives and lubricants, some non-
ferrous metals – typically European style materials.

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 Disc Brake Pad Formulation Trend
Increased Copper Usage
1970 75 80 85 90 95 2000 2007

Asbestos Semi-Met. Low Steel

Concerns – High Thermal NAO
– Life Conductivity
– Noise
– Rust Future
– Fade
– Creep Groan High Speed
– HS&E High Loads
– Wheel Dust
High Temp. Friction Stability
– Low Friction
Note!
The increase in total copper usage in brakes is primarily the result of
increased market penetration of NAO formulations rather than an
increase in the percentage of copper per pad.

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 Semi-metallics

ƒ Originated with German efforts during WWII

to find replacements for asbestos. Lathe
turnings replaced asbestos.
ƒ Commercially used in passenger cars
starting in the late 1960s.
ƒ Typically contain > 40 wt% ferrous content
(steel fiber, porous iron powder).

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 Characteristics of Semi-mets
ƒ Low to medium mu - 0.28 – 0.38
ƒ Relatively high mu variation (temperature, duty cycle)
ƒ Good fade characteristics.
ƒ Poor wear at low temps., <100C.
ƒ Excellent wear at temps. over 200C.
ƒ Good wear under heavy loads.
ƒ Poor wear at high speeds.
ƒ Generally inferior Noise, Vibration & Harshness compared to
NAOs
ƒ Contains no copper
ƒ Low initial cost
ƒ High fluid temperatures can be an issue.

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 Low-metallics

ƒ Developed in the 1970s – mainly for

European applications
ƒ Higher mu levels 0.38 – 0.50
ƒ Typically contain ferrous and nonferrous
metals, inorganic and organic fibers,
aggressive abrasives, lots of carbonaceous
and sulfide lubricants.

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 Characteristics of Low-mets

ƒ Good pedal feel and braking confidence.

ƒ Good fade and high speed performance.
ƒ High pad/rotor wear.
ƒ Good for high speed wear.
ƒ Lots of wheel dust.
ƒ Can have “corrective” wearing action.
ƒ Can possibly “true-up” the rotor over time
ƒ Inferior noise and life.

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 NAOs (Non-Asbestos Organics)

ƒ First developed in the late 1960s.

ƒ Commercially available on NA OE
applications in the late 1980s.
ƒ Typically contain nonferrous metals,
inorganic and organic fibers, abrasives,
lubricants and property modifiers.

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 Characteristics of NAOs

ƒ Low to medium-high mu 0.33 – 0.40.

ƒ Excellent wear at lower temps. < 200C.
ƒ Good for wheel dust.
ƒ Relatively poor wear under heavy duty conditions
and at higher friction levels.
ƒ Good noise & roughness characteristics
ƒ Can have morning effectiveness noise.
ƒ Low temp / high humidity – squeal noise on first couple of
brake applies in the morning
ƒ More expensive.

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 Copper’s role in NAO friction materials
8 Copper is instrumental in developing and maintaining the
transfer layers that govern performance, wear and noise
characteristics.

8 Copper helps in-stop mu build-up.

Ö Copper’s fairly low melting temperature helps in developing
frictional output early in the stop and at lower operating
temperatures

8 Helps wear performance and participates in "adhesive

wear" mechanisms.
Ö Copper’s very high thermal conductivity acts as a thermal wick
reducing friction surface temperatures and increasing the lining
wear.

8 To a smaller degree copper provides mechanical

reinforcement and improves heat dissipation.

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 Copper Cost Trend

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 Copper Reduction Forecast

Forecast Copper Consumption Reduction - Akebono

50
Percent Reduction

40

30 Percent copper
20 reduction

10

0
2005 2006 2007 2008 2009 2010
Year

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 Copper Reduction in Lining Formulations

Copper Trend in NAO Formulations

60
50
40 Min / Max
% Reduction

Range
30
20
10
0
-10
-20
90's Current Next Gen

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 Material Design

ƒ Friction formulations are closely guarded and considered

highly proprietary.
ƒ No single set of material requirements or environmental
restrictions exist
ƒ The brake industry uses Vehicle Manufacturers specific
component materials requirements documents (ie. GMW3059,
CS9003, Delphi 10949001, Ford RSMS)
ƒ The global nature of the automotive and friction material
business tends to incorporate requirements and drive design
based on most stringent requirement.
ƒ Databases such as Global Automotive Declarable Substance
List are beginning to integrate the many individual automotive
materials requirements.
Manufacturing Process
ƒ Volatiles and other by-products comply with OSHA
requirements and local EPA.

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North American - Brake System and Friction Suppliers

OE Friction Suppliers Brake System Suppliers Vehicle Manufacturers

(Tier1) (Partial List)
ƒ Advics (Sumitomo)
ƒ Akebono ƒ Advics ƒ Daimler Chrysler
ƒ Delphi ƒ Bosch ƒ Ford
ƒ Federal Mogul ƒ Continental Teves ƒ GM
ƒ ƒ DelphiRequirements ƒ Honda

Requirements
Fras Le
ƒ Mobis ƒ Hyundai
Flow of

ƒ Galfer

Flow of
ƒ Haldex ƒ TRW ƒ Nissan
ƒ Hitachi ƒ Toyota
ƒ Honeywell ƒ Etc.
ƒ JBI
ƒ Korea Beral
ƒ Nisshinbo
ƒ Saeron
ƒ TMD
ƒ Others Red indicates supplier is in financial trouble (ie., Chapter 11)

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 Tier 1 - Lining Implementation Timing

Tier 1’s and VM’s will not accept

the risk of developing a friction
material coincidentally with a
The friction material selection
vehicle platform. Tier 1’s seek
process is very conservative. If
market proven materials.
the brakes don’t work during a
stop – rebooting is not an option!

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 Recap of Design Criteria

ƒ Safety is foremost in the brake industry. Material integrity and

frictional output are the primary drivers in Friction Material. A
conservative approach is taken toward changes by the Friction
manufacturers, Tier1’s and VM’s.
ƒ Friction material formulation is a trade-off – everyone is looking for
high output, long life, no noise, no dust, no roughness, good
corrosion removal, environmentally sound, very inexpensive material.
ƒ Restrictions on material usage vary by manufacturer and location,
and are difficult to anticipate.

ƒ Market pressure and environmental pressure to reduce

copper in friction materials are aligned. Copper in new
Akebono formulations is down by an average of 20%

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 Summary

ƒ BMC’s involvement in the BPP has been as a

consistent, dedicated, reliable partner since its
inception.
ƒ Results of involvement in the BPP:
ƒ Focused attention of major US market players to dedicate
resources to the issue (PEC formed).
ƒ Joint development of a methodology that allowed usually
competitive independent companies to work together.
ƒ Generation of a published SAE wear debris standard.
ƒ Participation in modeling work plan and data evaluation.
ƒ Initiation and ongoing support of the copper use reporting
program.

ƒ We want to continue engagement with the BPP on

next steps

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