Materials Today: Proceedings xxx (xxxx) xxx

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Materials Today: Proceedings

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A review paper: Development of novel friction material for vehicle brake

pad application to minimize environmental and health issues
S.P. Jadhav a, S.H. Sawant b
a
Mechanical Engineering, D.O.T. Shivaji University, Kolhapur, Maharashtra, India
b
J.J. Magdum College of Engineering, Jaisingpur, Maharashtra, India

a r t i c l e i n f o a b s t r a c t

Article history: Non exhaust brake emission is one of the important issue concerns with health and environment. In
Received 13 June 2019 brakes operation, wear debris are released in atmosphere and pollute the environment. Brake pad is clas-
Accepted 25 June 2019 sified in to three categories namely metallic, non-metallic and Non Asbestos Organic (NAO). Constituent
Available online xxxx
elements of a brake pad are a reinforcement, binder, friction modifier, abrasive, filler and elanstomer. As
per report of WHO and Environment Protection Agencies, some of the metals oxidised and produces toxic
Keywords: gaseous. Toxicity leads and creates bad effect on human health. The Environment Protection Agencies set
Non exhaust pollution
a limit and ban on some elements. This paper focuses on remedies over environment and health issue
Friction material
Natural ingredients
because of brake pad emission. It is an important to reduce percentage of toxic elements at source and
Characterization of brake pad material develop novel material compositions which are less dangerous to the environment and human health.
Performance testing Also, it satisfies all requirements of a brake pad material as per international standards.
Ó 2019 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 1st International
Conference on Manufacturing, Material Science and Engineering.

1. Introduction 2. Environmental and health issues

In an automobile braking system is used to control and safety of
occupants as well as a vehicle. The brake assembly consists of
rotating element called as a drum or disc and the stationary fric-
tion element is a pad. In operation of a brake pad, friction element
rubs against a drum or disc. In metallic and semi metallic brake
pad the percentage of metals and its ingredients are more than
non asbestos organic pad. The brake pad constituent materials
are binder, reinforcement, filler, friction modifier and abrasive. In
operation of a brake, wear debris released in the atmosphere. The
brake pad composition contains numbers of ingredients. Some of
the metallic and other ingredients are toxic in natures which pol-
lute the environment. Increase in percentage of these toxic ele-
ments dangerous to the environment. Some of the environment
agencies have found the bad effect of brake pads constituent ele-
ments on a human health. Use of Asbestos is banned by environ-
ment protection agency because it is found to be a carcinogenic.
Also, other constituents in the brake pad are creating human health
issues.
The researcher studied the problem and focused on human
health issues from the brake wears released particulate matter.
Brake pad composition contains numbers of ingredients. The wear
particles revealed maximum concentration of Fe, Cu, Si, Ba, K, Ti
and many more. Some of the metallic ingredients oxidize and pro-
duce toxic gaseous. These are hazardous to human health and envi-
ronment. The standards were set by government agency of different
countries. Based on numbers of study the most toxicity producer
elements are Asbestos, Cu, Cd, Ni, Pb, Sb and Zn. These elements cre-
ate human diseases like lung cancer, irritating to respiratory track,
kidney failure, lever, cell and tissue damage etc [1]. The health haz-
ard because of fiber materials used as an asbestos substitute. The
numbers of asbestos substitute fibrous materials which are syn-
thetic and natural fibers. The WHO has reported 14 types of hazards
asbestos substitute materials which contains para-aramid, atta-
pulgite and carbon fiber. According to results of WHO p-aramid
fibers are carcinogenic and effect on lungs which are found in an
animal’s testing. The study focuses on the toxicity produced due

https://doi.org/10.1016/j.matpr.2019.06.703
2214-7853/Ó 2019 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 1st International Conference on Manufacturing, Material Science and Engineering.

Please cite this article as: S. P. Jadhav and S. H. Sawant, A review paper: Development of novel friction material for vehicle brake pad application to min-
imize environmental and health issues, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.06.703
2 S.P. Jadhav, S.H. Sawant / Materials Today: Proceedings xxx (xxxx) xxx
to fibrous. It depends on fiber size, durability and type. Fiber thinner
than 3 mm can reach lower airways, while fiber longer than 5–10 mm
finds in the lungs longer than shorter fiber. The carbon fiber with
size 5–10 mm diameter are non respirable. Cellulose also, found to
be non respirable and not hazardous. Attapulgite fiber was highly
hazardous which causes tumors when they are long. Potassium
octatitanate fibers are also hazardous; it causes mesothelioma
when injected in to intraperitoneal organs [2].The particles airborne
debris thrown off from brakes is toxic to higher plants. The
researcher studied acute phytotoxicity of brake pad wear particles
and investigated using cress seed grown in soil with higher concen-
tration of wear debris. He developed cement based pad and results
were compared with commercial brake pad and concluded that
though morphology of both pad were similar, debris from commer-
cial brake pad were more phytotoxic than cementitious pads, caus-
ing in root elongation and loss of plasma membrane integrity [3].
3. Development of novel friction material
There is wide scope to select natural ingredients from classifica-
tion of natural fiber or materials.
3.1. Selection of material
The important factors while selecting materials includes, high
coefficient of friction, low wear rate, high heat dissipation rate,
good resistance to water swell, dimensional stability at high tem-
perature, posses high tensile, compressive and shear strength and
low absorption rate to water and oil etc. In literature review many
researchers fabricate the brake pads by using natural ingredients
like Bio composite [10] cocoa bean shells [11], saw dust [12], Palm
Kernel Fibers [13] banana peels [17], Ternary Agro-Waste [18] etc.
These natural ingredients are used as filler or reinforcement in
manufacturing of brake pad which reduce percentage of metals
toxicity and cost.
3.2. Classification of brake pad
Basically the friction materials are classified into three categories
namely metallic, semi metallic and non metallic matrix. The major
components of semi metallic matrix friction materials are Iron pow-
der, metal, ceramic and copper fibers. This gives high thermal stabil-
ity and high tribological properties. But disadvantages are low
frequency noise, poor resistance to corrosion and harmful to brake
disk. In non metallic matrix, modified resins along with rubber are
used as a binder. The reinforcement is done with either organic fiber
or inorganic fiber and other friction additives. These matrixes give
excellent thermal stability, high strength and toughness and wear
resistance properties. Organic friction material is widely used
because of their excellent properties and eco-friendly nature. The
brake pad constituent materials are as follows,
Binder: Thermosetting material resins are most inexpensive bin-
ders which are used as a matrix material to hold structural element,
filler, abrasive friction modifier, etc. together in case of brake pad
manufacturing process. It gives good physical and chemical proper-
ties after modification. Typical binder material is Epoxy resin.
Reinforcement: To increase mechanical properties the rein-
forcement (structural) elements are required. There are various
types of fibers made up of metals, carbon, synthetic fiber, Kevlar,
minerals, ceramics, natural fiber, etc. The fiber orientation also
gives good results of mechanical properties. Steel wool and fiber
glass have excellent structural reinforcement properties and high
thermal stability this improves the performance of the brake pad.
Filler: This is inexpensive and cost saving ingredients which
improve the manufacturability. Fillers are used to fill voids
Please cite this article as: S. P. Jadhav and S. H. Sawant, A review paper: Development of novel friction material for vehicle brake pad application to min-
imize environmental and health issues, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.06.703
between particulates. These are chosen on thermal stability and
compatibility. Here researchers have more choice to select natural
ingredients and reduce percentage of metallic material in brake
pad application. Vermiculite, cashew powder, and Barium Sulfate,
etc. are used as fillers for the brake pad which also control and
reduce noise.
Friction additives: Graphite and Zirconium oxide are the fric-
tion modifiers used to control the operating coefficient of friction
within range. They are also useful to stabilize, keep low tempera-
ture and low wear rate. They are used with low percentage due
to poor compatibility with binding material. It also helps to control
interfacial film.
Abrasives: They are used to making brake pad hard and brittle.
Increase in hardness helpful to clean rotating element (disc or
drum). But excessive increase in hardness, damages the disc or
drum. So abrasives are used with lower percentage to manufacture
brake pad [4].
3.3. Brake’s friction materials are mainly affected by the following
factors
Material Properties, Braking conditions, Surrounding condi-
tions, Surface conditions, contact property, etc.
3.4. Manufacturing of frictional material
In Powder metallurgy method, powder were uniformly mixed,
pressed and sintered at high temperature to get required strength,
stability and remove porosity [7,9,10]. In the compression mould-
ing manufacturing method of a brake pad, first step is to calculate
total volume of mould. Then weight percentage and mass of each
respective ingredient calculated by using its specific gravity or
density. With the help of hammer mill or ball mill crushing of dif-
ferent materials is to be done at different grit sizes. In the compres-
sion moulding technique, constituents were mixed properly in a
blender. Then homogeneous mixture was transferred to the hot
press mould at a temperature of 150 °C and pressure of 100 kg/
cm2. The load is gradually increased and kept between 10 KN and
15 KN for 20 min. Apply leak proof agent at the upper and lower
surface of the mould to avoid leakage. The prepared brake pad
specimen of different composition is cured in the furnace at the
temperature of 500 °C for 6 hrs [6,8].
4. Characterization of friction pads
Brake lining material free from crack, pin holes and embedded
foreign material or any other physical defect which can be detected
through visual inspection. Prior to the testing of a brake lining the
manufacturer shall provides all relevant technical information. The
brake lining shall be type approved after carrying out brake perfor-
mance tests as per standards. Following tests are conducted to
characterize brake friction pad.
4.1. Mechanical testing
4.1.1. Rockwell hardness test
The hardness value is determined by using Rockwell hardness
testing machine. Rockwell hardness is defined in term of depth
of penetration of a spherical indenter in to the specimen
The Rockwell hardness ¼ ð130  eÞ
where,
e = observe depth of penetration in unit of 0.002 mm.
The hardness value for each specimen shall be taken as the
arithmetic mean of readings from at least three indentations.
 S.P. Jadhav, S.H. Sawant / Materials Today: Proceedings xxx (xxxx) xxx 3

4.1.2. Shore hardness test Wf  Wi

This property is applicable for rubber based soft molded linings. %Water absorption ¼  100
Wi
The equipment Shore (D) Durometer is used according to ASTM
D2240 standard. The hardness values shall be reported as the mean where
of three readings. One thing is important in a hardness value of
brake pad material; it should be lower than disk or drum material Wf = final weight
hardness. The drum or disc more wear out if hardness of brake Wi = Initial weight
material is greater than drum or disk hardness.
4.3. Chemical testing
4.1.3. Cross breaking strength
This test is carried out to determine the ultimate stress, by 4.3.1. Acetone extract
bending of specimen with rectangular cross section which is regu-
lar throughout. It is computed as follows, W3  W2
The percentage of acetone extract ¼  100
150WL W1
Cross breaking strength ¼
BD2 where
W = load at failure
L = gauge length in mm W1 = weight of specimen in gram,
B = mean width of specimen W2 = weight of empty crucible in gram
D = mean thickness of specimen in mm W3 = Weight of crucible + extract in gram

4.1.4. Shear testing 4.4. Thermal analysis

The vertical shear force acts on the brake pads during braking.
For safety braking operation, the brake pads must be resistant to Thermal analysis is carried out to study thermal behavior of
shear force. Shear testing is used to determine the resistance of brake pad at highest temperature.
the brake pad and the back plate against the shear force. The shear
test is carried out according to ISO 6312. 4.4.1. Heat swell
Heat produced when brake applied can make a brake pad in
4.2. Physical testing swell and can create performance deterioration problem. Heat
swelling of sample is carried out according to SAEJ160. The sample
4.2.1. Porosity cut in to the 10 mm  10 mm  5 mm size and thickness was mea-
In automotive brake pad application, main function of porosity sured at six places accurately, then sample was heated at 200 °C in
is to absorb energy and heat. This is important for effectiveness of the muffle furnace for two hours. The thickness was measured of
braking system. The review shows that higher friction coefficient heated sample [5].
and wear rate because of higher contact areas between mating sur-
faces because of the lower porosity. Brake pad should have certain Tf  Ti
% of Heat Swelling ¼  100
amount of porosity to minimize the effect of water and oil on fric- Tf
tion coefficient.[12,13]. where
Theoretical density  Experimental density
Porosity ¼  100 Tf – Final Thickness.
Theoretical density
Ti – Initial Thickness.

4.2.2. Density test

4.4.2. Thermo Gravimetric analysis
Archimedes’s principle is used to determine the volume of body
Differential Thermo Gravimetric Analyzer is used for checking
which is in any shapes. Therefore, the density of an irregularly
weight loss with respect to rise in temperature for raw material
shaped object is calculated by measuring its mass in air and sub-
and finished product. TGA analysis will exactly point out decompo-
merged in water. The density is expressed in equation
sition temperature of individual raw material used in formulation.
Weight in air
Density ¼
Volume of water displaced 4.4.3. Thermal conductivity (TC)
Thermal conductivity of a friction material is dependent on var-
ious factors, including type and amount of fillers, processing tech-
4.2.3. Specific gravity
nique, etc. and operating parameters such as temperature, method
The specific gravity computed as follows, [5]
used for measurement sample size etc. With the increase in tem-
Wa perature TC decreases. No two friction materials can have identical
Specific gravity ¼
Wa  Wb thermo-physical characteristics.
where
5. Brake performance characteristics testing (Brake inertia
Wa – weight of specimen in air in gram. dynamometer Test)
Wb – weight of specimen in water in gram.
The performance characteristics will be carried out on a suitable
4.2.4. Water absorption brake performance test rig. As shown in Fig. 1 the performance of
According to ASTM 570-98, the specimen is prepared and brake lining is evaluated using chase dynamometer which gives
weight is done. For 24 h the sample are kept dipping in water. results about actual behaviour of brake pad by observing parame-
Then percentage of water absorbed is calculated from following ters such as brake efficiency, stopping distance and brake fade
relation, temperature

Please cite this article as: S. P. Jadhav and S. H. Sawant, A review paper: Development of novel friction material for vehicle brake pad application to min-
imize environmental and health issues, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.06.703
4 S.P. Jadhav, S.H. Sawant / Materials Today: Proceedings xxx (xxxx) xxx
Fig. 1. Schematic representation of the brake pad test rig. Part list - fig a. Brake
pedal-1, Brake Booster-2, Brake Fluid Reservior, Thermocouple-4, Brake Caliper
Assembly-5, Brake Pad-6, Main Drive Shaft-7, Step Pulley-8, Flywheel Weight-9,
Brake Disk-10, Electric Motor-11.
Fig. 2. Schematic diagram of pin on disc apparatus. Part list- fig.b. Input Weight-1,
Weight Holder-2, Vertical Adjuster-3, Horizontal Adjuster-4, Disk (Hardened)-5,
Bearing-6, Chuck-7, Specimen-8, Shaft-9, Frequency Inveter-10, Rotating Shaft-11,
Pulley-12&13, Belt-14, Bearing-15, Motor and Gear-16.
6. Tribological testing
This will be done on pin on disc apparatus as shown in Fig. 2.
The tribological behaviour of brake lining material is checked using
pin on disc apparatus which give result about coefficient friction,
wear rate at variable speed, different load condition and different
sliding distances.
7. SEM-EDX analysis
SEM images can help us to observe distribution of grain struc-
ture and surface defects. That is useful to optimize research pro-
cesses, perform better analysis and save valuable time. The
manufacturing defects are also identified and studied by SEM
images.
Please cite this article as: S. P. Jadhav and S. H. Sawant, A review paper: Development of novel friction material for vehicle brake pad application to min-
imize environmental and health issues, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.06.703
8. Conclusion
This literature review focuses on bad effect of non exhaust
emission on human health and environment. The researchers are
also, studied its adverse effect on plants. Review papers shows that
brake pads are manufactured by different natural ingredients and
compares their results with traditional one. Some of researchers
manufacture brake pad by the compression moldings and powder
metallurgy method. Wear rate and coefficient of friction are found
using Pin on disc apparatus. Performance of brake pad is tested
using chase dynamometer. SEM Method is used to study morphol-
ogy of brake pad specimen. There is wide scope to replace the met-
als by studying and characterizing natural materials and its
ingredients. To minimize health and environment issues, novel
material is developed with highest percentage of natural ingredi-
ents and the brake pad manufacturer must follow the regulations
which are made by different countries in accordance with the per-
centage of metallic elements while manufacturing brake pad.
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