International Journal of Engineering Trends and Technology (IJETT) – Volume 7 Number 4- Jan 2014
Experimental Study of Brake Lining Materials with Different
Manufacturing Parameters
Sachin kumar patel
ME(machine design) IVth sem student
Jabalpur Engg. College Jabalpur (M P)
Prof. A.K. JAIN
Associate professor ,Jabalpur Engg. College Jabalpur (M P)
Abstract-
A
brake
lining
composition
was
investigated experimentally to investigate the effects
example by transferring the energy to a rotating
flywheel.
of the manufacturing parameters on the tribological
properties and to obtain optimal manufacturing
2-Types of brake
parameters for improved tribological behaviour.
Brake linings are important parts in braking systems
for all types of vehicles. They convert the kinetic
energy of the car to thermal energy by friction in the
Brakes may be broadly described as using friction,
pumping, or electromagnetics. One brake may use
several principles: for example, a pump may pass
fluid through an orifice to create friction:
contact zone .

Key
Word-
brake
lining
,
brake
material
Frictional brakes are most common and
can be divided broadly into "shoe" or "pad"
,experimental approach, graphite
brakes, using an explicit wear surface, and
hydrodynamic brakes, such as parachutes,
1 -Introduction-
which use friction in a working fluid and do
Most commonly brakes use friction to
not explicitly wear. Typically the term
convert kinetic energy into heat, though other
"friction brake" is used to mean pad/shoe
methods of energy conversion may be employed. For
brakes and excludes hydrodynamic brakes,
example regenerative braking converts much of the
even though hydrodynamic brakes use
energy to electrical energy, which may be stored for
friction.
later use. Other methods convert kinetic energy into
Friction (pad/shoe) brakes are often rotating
potential energy in such stored forms as pressurized
devices with a stationary pad and a rotating
air or pressurized oil. Eddy current brakes use
wear surface.
magnetic fields to convert kinetic energy into electric

Pumping brakes are often used where a
current in the brake disc, fin, or rail, which is
pump is already part of the machinery. For
converted into heat. Still other braking methods even
example, an internal-combustion piston
transform kinetic energy into different forms, for
motor can have the fuel supply stopped, and
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International Journal of Engineering Trends and Technology (IJETT) – Volume 7 Number 4- Jan 2014
then internal pumping losses of the engine

Pedal feel – Brake pedal feel encompasses
create some braking. Some engines use a
subjective perception of brake power output
valve override called a Jake brake to greatly
as a function of pedal travel. Pedal travel is
increase pumping losses. Pumping brakes
influenced by the fluid displacement of the
can dump energy as heat, or can be
brake and other factors.
regenerative brakes that recharge a pressure

reservoir called a hydraulic accumulator.
Drag – Brakes have varied amount of drag
in the off-brake condition depending on
design of the system to accommodate total
3-Characteristics
system compliance and deformation that
exists under braking with ability to retract
Brakes are often described according to several
friction material from the rubbing surface in
characteristics including:

the off-brake condition.
Fade – As a brake heats, it may become less

surfaces that must be renewed periodically.
effective, called brake fade. Some designs
Wear surfaces include the brake shoes or
are inherently prone to fade, while other
pads, and also the brake disc or drum. There
designs are relatively immune. Further, use
may be tradeoffs, for example a wear
considerations, such as cooling, often have a
surface that generates high peak force may
big effect on fade.

Smoothness – A brake that is grabby,
pulses, has chatter, or otherwise exerts
also wear quickly.

brakes are often mounted on wheels, and
example, railroad wheels have little traction,
unsprung weight can significantly hurt
and friction brakes without an anti-skid
traction in some circumstances. "Weight"
mechanism often lead to skids, which
may mean the brake itself, or may include
increases maintenance costs and leads to a
"thump thump" feeling for riders inside.
Power – Brakes are often described as
"powerful" when a small human application
force leads to a braking force that is higher
than typical for other brakes in the same
class. This notion of "powerful" does not
Weight – Brakes are often "added weight"
in that they serve no other function. Further,
varying brake force may lead to skids. For

Durability – Friction brakes have wear
additional support structure.

Noise – Brakes usually create some minor
noise when applied, but often create squeal
or grinding noises that are quite loud.
4-Brake Linings
relate to continuous power dissipation, and
Brake linings are a friction material which
may be confusing in that a brake may be
help control movement of a vehicle. Brakes use
"powerful" and brake strongly with a gentle
friction to transmit force to a moving part of a vehicle
brake application, yet have lower (worse)
(usually the wheels) to slow or stop it completely.
peak force than a less "powerful" brake.
Among the components of a braking system are
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brake pads, or brake shoes, which consist of a brake
Figure 1 shows the block
diagram of
lining bonded to a metal backing. When the brake is
The sample
reference are placed
engaged, the pad or shoe is pressed against a metal
symmetrically in the furnace. The
disc or drum attached to the wheel, causing it to slow
controlled under a temperature program and
the
or stop. The forward motion of the wheel is
temperature of the sample and the reference
are
converted into heat, subjecting the brake linings to
changed.
During this process, a
differential
high temperatures. Because of this, brake linings
thermocouple is set up to detect the
temperature
have customarily been made with asbestos.
difference between the sample and the reference.
and the
DTA.
furnace is
Also, the sample temperature is detected from the
Most vehicles employ multiple sets of brake
thermocouple
on
the
sample
side.
pads and one or more clutches. Brake pads and shoes
are typically sold in pairs.
5.Working with Brake Lining
Assembly-line workers may install brakes in
new vehicles.
Auto parts manufacturers may
assemble new brakes, or reline old pads and shoes.
Operators of heavy machinery who do their own
maintenance may also replace old linings. Junkyard
operators may also handle friction materials.
Description of DTA
Figure 2 Measurement principles of DTA
Graph (a) shows the temperature change
of the
furnace, the reference and the sample against time.
Graph (b) shows the change in temperature difference
(ΔT) against time detected with the differential
thermocouple. ΔT signal is referred to as the DTA
signal.
When the furnace heating begins, the reference and
the sample begin
heating with
a
slight
delay
depending on their respective heat
capacity,
eventually heat up in
to the furnace
according
and
temperature. ΔT changes until a static state is reached
Figure
1.
Block
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diagram
of
DTA
after the heating begins, and after achieving stability,
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International Journal of Engineering Trends and Technology (IJETT) – Volume 7 Number 4- Jan 2014
reaches a set amount compliant with the difference in
heat capacity between the sample and the reference.
The signal at the static state is known as the baseline.
When the temperature rises and melting occurs in the
sample, for example, the temperature rise stops as
shown in graph (a) and the ΔT increases. When the
melting ends, the temperature curve rapidly reverts to
the baseline.
6.Test and analysis
Table 1. List of component
Sr
No.
1
2
3
4
5
6
7
8
9
10
Figure .3.
Name
Specification
heater
speedometer
wheel
Wheel Drum
Brake shoe
Wire
voltmeter
regulator
Driving motor
frame
1000 watt.
Upto 80 km/ h
145 mm
78mm
1 no.
1mm
Upto 250v
300w
80w
1 no.
Table 4. Using graphite 20%, speed =20KM/H ,
power consumption =80W
Sr
No.
1
2
3
4
5
6
Test time in minutes
10
20
30
40
50
60
Wear in
micron
80
120
146
169
200
250
Table 2. Using graphite 20%
Sr
No.
1
2
3
4
5
Name
Mass in %
reinforcements
binders
lubricants
abrasives
fillers
30
10
20
20
30
Table 3. Using graphite 20%
Sr
No.
1
2
3
4
5
6
Temp. in ºc
DTG(%/ min.)
50
100
150
200
250
299
0.22
0.10
0.05
0.50
0.15
0.19
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Figure .4.
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International Journal of Engineering Trends and Technology (IJETT) – Volume 7 Number 4- Jan 2014
Table 5. Using graphite 30%
Sr
No.
1
2
3
4
5
Name
Mass in %
reinforcements
binders
lubricants
abrasives
fillers
25
10
30
15
25
Table 6. Using graphite 30%
Sr
No.
1
2
3
4
5
6
Temp. in ºc
DTG(%/ min.)
50
100
150
200
250
299
0.20
0.10
0.04
0.54
0.10
0.12
Figure .6.
Table 6
Sr. No.
1
2
3
4
5
6
Wear
(using
graphite
20%) in
micron
80
120
146
169
200
250
Wear
(using
graphite
30%) in
micron
50
80
120
140
188
215
Difference in
wear
30
40
26
29
12
35
7-Conclusion1.The results obtained from tests showed that the heat
treatment time did not have a significant effect on the
tribological properties of brake lining material
compared to other parameters. Only the wear
Figure .5.
Table 4. Using graphite 30%, speed =20KM/H ,
power consumption =80W
resistance of the material was slightly decreased at
high heat treatment times.
2.As the molding pressure increased, the average
Sr
No.
1
2
3
4
5
6
Test time in minutes
10
20
30
40
50
60
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Wear in
micron
50
80
120
140
188
215
COF of the brake lining increased, given constant
heat treatment parameters, molding temperature and
time. However, the stability of COF related to the test
temperature, the number of braking and wear
resistance decreased at high molding pressure. The
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International Journal of Engineering Trends and Technology (IJETT) – Volume 7 Number 4- Jan 2014
same behaviour was also seen at low molding
pressure.
3.The density of the brake lining was mostly affected
by the molding pressure and secondly by the heat
treatment temperature. As the molding pressure or
heat treatment temperature increases, the density
increases.
4.The results indicate that no systematic relationship
existed between the roughness measured after the
friction test and the manufacturing parameters of
brake lining.
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morphology
in
a
conforming
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