Development of Automobile Disk Brake Pads Using Eco- Friendly Periwinkle Shell and Fan Palm Shell Materials

Development of Automobile Disk Brake Pads Using Eco- Friendly Periwinkle Shell and Fan Palm Shell Materials

Chapter One

AIM AND OBJECTIVES OF THE STUDY

The aim of this research is to widen the scope of locally sourced eco-friendly materials that may be used for production of asbestos – free brake pads.

The specific objectives of this study are:

1. To determine physical thermal and chemical properties of periwinkle and fan palm shells using characterization techniques such as thermo-gravimetric analysis (TGA), Scanning electron microscope (SEM), X-ray diffractograms (XRD) and X-Ray Fluorescence(XRF).
2. To determine the optimum periwinkle or fan palm particle size for the formulation of brake pad
3. To employ Taguchi method to optimize the friction material formulation and the manufacturing
4. To determine the physical, mechanical; (hardness, compressive stress friction and wear), chemical and thermal properties of the formulated brake
5. To carry out laboratory and vehicle performance test for the developed brake pad and compare the results with those of a commercial brake pad for the Mercedes Benz 230E salon car.

CHAPTER TWO

LITERATURE REVIEW

HISTORICAL DEVELOPMENT OFBRAKES

 Mechanically Operated Brakes

The history of brakes dates back much further than those of today‟s internal combustion engine. Even the early Phoenicians made use of simple devices for slowing down their war chariots. Also, the coaches of the 18^th and 19^th centuries used brake shoes or wedges on chains Keonet al., (2008). However, in the earliest days  of the automobile industry and at the end of the 19^th century, brakes tended to be regarded as an insignificant item of auxiliary equipment with the engineers of that time devoting all their energies in developing more powerful internal combustion engines without considering their braking systems.For instance, WilhelmMaybach used most of his energy in boosting the speed of the four-stroke engine from 180rpm to 600rpm without considering the braking system Bert and Karlheinz, (2006).

In 1885, the Reitwagen built by Maybach and Gottlieb Daimler had a maximum speed of 12km/h. Friction in the drive chain was so high that it slowed vehicles without brakes. Against this background, nobody considered braking a steering axle or a steered wheel, because of the design complexity involved. As a result of these, early day vehicles were dominated by band brakes, block brakes, or wedge brakes, which the driver operated manually using cranks, levers, rods, or cables. Such devices were not specially designed; they were simply carried over from the horse-drawn carriages of the time, with the brake acting on the rigid, driven rear axle (Blau, 2001, and Kim et al., 2003).

In 1887, the three-wheel patent motor car used by Carl Friedrich Benz employed brakesband brakes, block brakes or wedge brakes. However, in 1902, other wheel brakes were developed although still purely mechanically actuated, were far more efficient and met rapid acceptance among the pioneer automobile manufacturers. Lanchester invented the disk brake, and the drum brake as a result of the Louis Renault internal shoe brake and the Mayback external band brake. However, it took some 50 years for the disc brake to be used on vehicles in the form of the hydraulic partial contact disc brake (Kim et al., 2003). Up to 1950, drum brakes were the main type of brakes installed in vehicles with the internal shoe brake increasingly replacing the external band brake.

According to Nicholson (1995) Herbert Froodis credited with inventing the first brake lining materials in1897.It was a cotton-based material impregnated with bitumen  solution and was used for wagon wheels as well as early automobiles. His invention led to the founding of the FerodoCompany, a firm that still supplies brake materials today. The first brake lining materials were woven, but in the 1920‟s these were replaced with molded materials that contained chrysotile asbestos fibers. These plentiful mineral resin-bonded metallic linings were introduced in the 1950sand by the 1960s the so- called „semi-metals’were developedBertand Karlheinz (2006).

The mechanical internal shoe brake used an expander lever to push the brake shoe against the inside of the drum, which was directly connected to the road wheel. However,with the increase in engine performance and speed, rear axle brakes and transmission breaks were no longer efficient. Thus in 1920, the first vehicle with four-wheel brakes appeared in the market. This complex system had up to 50 joints, 20 bearings and 200 components Tatarzicki and Webb (1992). The complexity of the system led to uneven braking forces on the vehicle wheels. In spite of this draw back many automobile manufacturers continued to use the mechanical four-wheel drive leading tothe gradual development of various brake materials as shown in Table 2.1.

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CHAPTER THREE

MATERIALS AND METHOD

  MATERIALS

The materials used during the course of this work are: phenolic resin (phenol formaldehyde), periwinkle shells, fan palm shells, engine oil (SAE 20/50),and tapwater.

EQUIPMENT

The equipment used for this work includes;

1. Vernier caliper Model ; 530-105
2. Digital Tachometer DT-838
3. Rockwell hardness tester Karl Frank 6MBH,Weinhem – Birkenau Mode; 38506
4. Tinius Universal Teastiing Machine Digital displl , Model;390
5. Scanning Electron Microscope/EDS model ; JOELJSM-700F
6. Energy Dispersive X-ray Fluorescence Spectrometer (ED-XRFS) Model; Mini Pal –4
7. Denver Jaw Crusher. Model; BDA 15571,typeA
8. Denver Cone Crusher model; A003,Type12
9. Bico Ball Milling Machine, model; 69012(USA)
10. Endecott Test Sieve Shaker, model;EFL2mk11(5471
11. A set of sieves of sizes 125µm, 250µm, 355µm, 500µm and 710µmm (ISO3310-2:1990 R20/3, R20, R40/3 series)
12. Thermo-gravimetric analyzer (TGA/DTA),
13. Camry digital balance pin on disc machinemodel;TR-201CL
14. Fourier transform infra-red spectrometer(FTIR
15. X-Ray Diffractometer (XRD), model;PANanalytical-X
16. Constructed brake pad testrig
17. Digital  tachometer  and  infrared  thermometer(-50ºC to 500ºC) model DT8500,
18. Thermocouple Model C900KO2-M*AN, range0-600ºC,
19. Smits tachometer (up to20,000rpm)
20. Mercedes Benz 230 E brake pad(standard)

Used brake pad back plate for Mercedes Benz 230

CHAPTER FOUR

RESULTS AND DISCUSSION

CHARACTERIZATION OF PERIWINKLES/FANPALM SHELL POWDER

The periwinkle shell and fan palm shell particles haddensities of 1.12 g/cm³ and 0.99g/cm³ respectively while asbestos has density of 2.8 g/cm³. This means that, periwinkle shell and fan palm particles will be more suitable as filler material than asbestos on account of the overall weight of the brake pad.

The XRD patternsof periwinkle and fan palm shells are presented in Figures 4.1 and 4.2 respectively. Figure 4.1 reveals that the major diffraction peaks of periwinkle shell particles are 42.5, 16.15, 30.90, 34.47 and 54.08^owith theinter-planar distancesat 2.13, 5.49, 2.89, 2.58 and 1.69Å. The major compounds at these peaks aremagnesiumand manganese oxide, calcium silicate quartz and titanium oxide with the identified pattern list in Table 4.1. Figure 4.2 shows themajordiffraction peaksof fan palmshells as; 17.47, 21.03, 24.95, 42.09, 44.66 and 78.31^oand their inter-planar distance of

5.90, 4.90, 4.14, 2.49, 2.31 and 1.40Å.The major compounds andtheir  phases  at  these peaks are (C₃₅H₂₅N₃O₆)n, silicon oxide, C₁₁ H₁₁ N O, Al₄ Si₃ C₆, Al Fe and Cr Si_2, andthe identified pattern list in Table 4.2 . These analyses confirmed that the periwinkle shell and fan palm have similar characteristics with other agro-wastes presently used in brake pad composites Fono-Tamo, and Koya (2013).

CHAPTER FIVE

CONCLUSION AND RECOMMENDATIONS

CONCLUSION

From the results and discussions in this work the following conclusions can be made:

1. The physical and chemical properties of periwinkle and fan palm shells were determined using TGA, SEM and XRD characterization techniques and they compared favorably with those of commercial brake pads and of past related research works on asbestos free brakepad
2. The optimum particle size for the formulation was found to be of125µm.
3. Taguchi method was employed to determine the optimal formulation of 65% periwinkle/ fan palm particles and 35%
4. The automobile disk brake pad was developed from the bestformulation
5. The oil/water soak, wear rate and amount of charring decreased with particle size.
6. The values of the coefficient of friction, hardness, compressivestrength, of the 125µm of periwinkle shellsas shown in Table 4.10were higher than those of commercial brake pads by 14.28% %, 15.5%, and 33.63% respectively, while the values of the density and the water swell were 40% and 56.67% lower than those of the commercial brake
7. The results of research indicate that periwinkle shell and fan palm shell particles can be effectively used to development of an automobile disk brakepad

CONTRIBUTION TOKNOWLEDGE

1. Only two (2) materials; periwinkle shell and Resin, Fan palm and Resin insteadof the 10 – 15 materials used in the production of brake pads and still achieve the recommend (0.3- 0.45) range of coefficient of friction

2. Produced lighter brake pads from periwinkle and fan palm shells having density of 1.12g/cm³and 0.99g/cm³ against asbestos brake of density 2.8g/cm³ and still attain the recommend values of hardness and compressive values of (92 to 120) and (130(N/mm² to 150 (N/mm²)
3. Added value to periwinkle shells which was before now a  nuisance are now  valued at N5,000.00 per kg

RECOMMENDATIONS

The following recommendations have been made:

1. Periwinkle and fan palm shell brake pads can be tried for commercial
2. Periwinkle and fan palm shells may be used to develop of vehicle clutchplate
3. The National Automotive Council is requestedto support further development of these novelmaterials

 

REFERENCES

• Adewuyi, A.P. and Adegoke, T. (2009), Exploratory Study of Periwinkle Shells as Coarse Aggregates in Concrete Works. Journal of Applied Science Research; 4(12): 1678  1681, 2008 Insinet publication,
• Amaren S.G, Aku S.Y and Yawas D.S (2013); Effect of Peiwinkle Shell Particle Size on Wear Behaviour of Asbestos Free Brake Pad. Elsevier results in Physics 3 (3013) 109 – 114
• Ahmet K. (2012).investigation of using natural zeolite in brake pad. Scientific Research and Essays Vol. 6(23), pp. 4893-4904, 16 October, 2011
• Anderson.A. E. (1992),Friction and Wear of Automotive Brakes, in ASM Handbook, FrictionLubrication and Wear Technology, Volume 18, ASM International, Materials Park, Ohio, pp. 569-577
• Aigbodion, V. Akande, U.,Hasssn, S. B. Asuke, F and Agunsoye, J. O (2010), Development of Asbestos- Free Brake Pad Using Bagasse. Journal of Tribology in Industry, Vol32.No.1, 2010.
• Aigbodion. V.S. and J.O.Agunsoye(2010), Bagasse(Sugarcane waste): Non-Asbestos Free Brake Pad Materials, LAP Lambert Academic Publishing,Germany, ISBN 978- 3-8433-8194-9.
• Anon Automotive Brake Repairs Trends and Safety Issues. http//ww.sirim.my/amtee/pm/brake.htm,2004
• Aku S.Y, Yawas D.S, Madakson P.B, and Amaren S.G (2012); Characterization of aperiwinkle shell as Asbestos Free Brake Pad Materials. Pacific Journal of Science and Technology.Vol 13 Number 2 Novembr 2012
• Allen, S.H,Alfred, B.H and Herman, G.M (2002), Theory and Problems of Machine Design, McGraw Hill Publishing companyLimited New Delhi. PP.113-130
• Ashkey, F., Emery,P. and Joseph ,C.F (1997),Experimental study of Automobile Brake system temperature
• Bhabani , K. S and Jayashree, B.( 2006), Composite friction materials based on organic fibres: Sensitivity of friction and wear to operating variables Elsevier Volume 37, Issue 10, October 2006, Pages 1557–1567
• Bert. B, and kartheinz H.C (2006), Brake technology Handbook₺ SAE International pp.

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