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Automotive brake pads consist of many components but it is still not entirely clear which role each of the elements of this complex composition plays to provide the specified regimes of sliding. This is due to the mutual interaction of multiscale mechanisms, realized during the friction.
In this work we have attempted to partly answer this question using computer simulations. Since the simulation allows us to consider various combinations of the structure of the system being simulated ceteris paribus, it becomes possible to understand the role of each constituent sequentially. The main attention is paid to the structure and composition of the thin film that forms on the surface of both bodies as a result of compaction of the wear product, its chemical composition and oxidation. This layer, also named a third body or friction film, differs in composition and microstructure from the two first bodies. We considered a single contact for the steady state sliding when the structure and composition of friction films already are formed. As a modelling tool we used the method of movable cellular automata, which has well proven itself in solving of such tasks. We investigated the influence of modification of the structure and composition of the third body on the features of system behaviour at friction. To assess the adequacy of the numerical model, experimental studies with an artificial third body were also carried out. The Simulation results are in good agreement with experimental data.
In the paper the method of discrete modeling (movable cellular automata method) and combined discrete-continuous description of the simulated medium are used to analyze processes occurring in the local contact of the automotive brake system. The characteristic size of the considered region is 1.5 ?m. The following contact situation is simulated: steel fiber coated by an iron oxide film as the brake pad and pearlitic steel also coated by an iron oxide layer as the disc. On the assumption of oxide layer wearing we simulate the iron oxide - iron oxide, iron oxide - metal and metal - metal contacts.
The calculation results for the friction coefficient for various contact situations give quite adequate values. For example, for the oxide - oxide system the calculated coefficient is approximately equal to 0.4, while for the metal - metal contact the obtained value varies from 0.7 to 0.9. Analysis of a set of the obtained results allows concluding that oxide is formed more rapidly than the sliding layer, which in turn makes the friction coefficient value stabilized.
In the paper, a model typical for contact situations of automotive brakes is established based on the method of movable cellular automata. The processes taking place at local contacts in an automotive brake system are analysed. Based on microscopic and micro-analytical observations, the following contact situations were simulated: (i) a couple of ferritic steel against pearlitic steel, both covered by an oxide layer mixed with graphite nanoparticles and (ii) the same situation but without oxide layers. The results of calculated mean coefficients of friction of the oxide-on-oxide contact correspond well to expected values for a real braking system, whereas steel-on-steel contact are twice as high. This allows one to make some conclusions; for example, oxide formation will take place more quickly than friction layer elimination, and finally this is responsible for the stabilisation of the coefficient of friction.
In order to achieve greater efficiency or to meet light weight requirements, components are downsized. This, however, increases the load, e.g., Hertzian or nominal contact pressures and stresses of tribosystems. This load is expressed as pₐ·v-value, the product of nominal contact pressure and sliding velocity. pₐ·v-values are an effective tool for design engineers for predicting low wear/high wear transitions. Therefore, in the present work, topographical analysis has been combined with the plasticity of micro-asperities and the flash temperatures to estimate the limits of pₐ·v diagrams. The central piece of this set of models presented here is the calculations for flash temperatures and contact mechanics of micro-asperities. This central piece is used to predict the performance of materials in high velocity (turbines, machinery) and low velocity (human joint) applications. It is shown that the model combination suggested here is a useful tool for screening and preselecting a candidate and new materials with respect to tribological requirements before engaging in expensive testing.
Wear mechanisms, as adhesion, abrasion, fatigue and tribochemical wear, are complex in their physical and chemical nature. A theoretical description and prediction of wear are in most cases still far from reality. It is, therefore, important to use test rigs before a practical application of a given material combination under tribological loading.
On the other hand, model equations can be helpful for wear description, if a single wear mechanism is dominant.
Under oscillating and continuous sliding contact conditions, equations for wear calculation are presented to describe running-in and stationary wear behaviour of metals and ceramics. By using shear energy density, real area of contact, flash temperature, activation energy and numerical simulations with the method of movable cellular automata (MCA), wear data were calculated and compared to experimental laboratory results.