TMD 215 Brake Emissions (2) Presentation to 35th UNECE PMP Meeting Brussels 5.3.215 TMD Friction - Jürgen Lange
Summary and recommendation to the UNECE PMP Group Presentation to 35th UNECE PMP Meeting 1) Brake load patterns are highly important for the generated wear It is not enough to have the same brake applies, if the order of braking is neglected 2) Existing test patterns for emission testing differ a lot Different drive cycles lead to non comparable results Driving factors are vehicle speed and deceleration (representative for brake energy and power) 3) Vehicle and brake systems influence are significant driving secondary effects Depending on the primary influencing factors (speed and deceleration), vehicle and brake system design determine secondary effects that differ from car to car: line pressure, friction surface pressure, rubbing speed and temperature at the friction interface are a consequence of the vehicle and brake design Brake line pressure is just a consequence of weight, deceleration and system design 4) Measurements can be based on weight loss or particle emission counting Weight loss measurements are established for brake components due to the expected low emissions rates a significant test distance needs to be performed (at least 2-4 cumulated NEDC cycles) Emission counting seems a good qualitative overall vehicle emission monitoring approach, quantitative measurements are still missing proof of reproducibility and repeatability of sampling 215 TMD Friction Group. Proprietary and Confidential. 3
Agenda: TMD Friction Presentation to 35th UNECE PMP Meeting Presentation to 35th UNECE PMP Meeting TMD Friction Jürgen Lange - Senior Vice President Research & Development Brake Emissions: ) Introduction to brake friction 1) Brake load pattern, history and load conditions 2) Considered test patterns for emission testing 3) Brake systems influence 4) Test results for real drive cycles 5) Test results for NEDC 6) Options for wear and particle measurement 3/18/215 215 TMD Friction Group. Proprietary and Confidential. 4
NISTMD at a Glance In 211 TMD Friction was acquired by Nisshinbo Holdings Inc. - a Japanese conglomerate. With this acquisition the world s largest supplier of friction material for the automotive industry was founded. Nisshinbo Holdings Inc. is a Nikkei-225-listed conglomerate founded in 197. Employees: ~22, MORE THAN 6, EMPLOYEES WORLDWIDE MORE THAN 1,, PADS PRODUCED A DAY MORE THAN 1.3 bn. TURNOVER IN 213/14 16.9% MARKET SHARE WORLDWIDE Turnover 214*: 4.5 bn Business Areas: Electronic Chemical Products Photovoltaic Module Equipment Textile Paper Products Friction & Brakes RAIL TRAILER COMMERCIAL VEHICLE PASSENGER CARS RACING INDUSTRY *Fiscal year ending March 214 3/18/215 www.tmdfriction.com 2
Disc Brake Products and characteristics driven by the customer requirements Passenger Cars Friction material portfolio with performance characteristics: creep groan µ-level 1 8 fade 1 EU High Friction Disc Brakes squeal 6 4 2 AMS 2 EU Medium Friction 3 Long lifetime DTV HFT 4 EU Best NVH 6 Long Life, med-low dust, good NVH lifetime integrity 7 extra Long life, low dust, best NVH PC Pads Wheel dust hot judder hot wear Friction products are build for purpose to suit customer and market requirements European style products (blue) target much more the brake power and higher speed driven aspects of brake performance, North American (red) and Asian style products are typically build for higher comfort, longer lifetimes compromising on lower friction levels 215 TMD Friction Group. Proprietary and Confidential.
Friction solutions fit for purpose: lifetimes from 3. 25. km TMD Friction provides a product range with a wide portfolio of materials fit for purpose Lifetimes of friction pads and discs are a consequence of the overall performance balance of the friction couple. Depending on the primary purpose, they can vary largely. 1. Pad and disc life for various materials Mojacar endurance 1. TMD Regenerative Friction Disc [1. km] 1 1 TMD Performance Friction TMD Hybrid Friction 1 5. 1. 15. 2. 25. 3. Pad life [km] 18.3.215 215 TMD Friction Group. Proprietary and Confidential.
1. Brake load pattern history overrides load conditions SAE Brake Colloquium 29, Tampa, FL, 9BC-65/29-1-327 - TMD Friction R. Steege, G. Bauer, J. Lange, T. Holzapfel Different tests applying identical brake energy but aligning individual brakings in a different sequence lead to different results! Block type Cycle type Initial measurement IBT = 8 C 7 5 kph 2 times Initial measurement IBT = 8 C 7 5 kph pad wear mm Brake wear with different pad wear load cycles 2, 1,8 1,6 1,4 1,2 1,,8,6,4,2, Block type Cycle type Block type test Cycle type test -1% +8% +5% A B C pad wear: Material A does not react differently Material B + C do react differently IBT = 1 C 4 kph IBT = 125 C 1 kph IBT = 15 C 5 kph Final measurement 2 times 2 times 2 times IBT = 1 C 4 kph IBT = 125 C 1 kph IBT = 15 C 5 kph Final measurement 2 times µ,7,6,5,4,3,2,1 7-5 Block type test Cycle type test 4-1 5- - 7-5 Mean µ 4-1 5- - 7-5 4- A B C Initial Speed - Final Speed kph Friction Material 1 5- - mean µ: Block Type A,B+C have a big dependency on ITB and speed Cycle Type less dependency Block and Cycle type procedures do not allow any kind of lifetime prediction for brake linings at all. Conditioning of friction materials has a significant impact on wear results 215 TMD Friction Group. Proprietary and Confidential.
2. Exemplary brake test patterns: speed profiles [kph] vs. time Vehicle speed over cycle time (brake test patterns) Vehicle speed over time (Typical fuel test patterns) 15 1 5 Taxi Ville Paris duration 3:19:5 travel distance 178 km brake applies 822 deceleration time 1:2:3 15 1 5 NEDC duration :18:5 travel distance 1,9 km brake applies 17 deceleration time :3:2 brake energy /kg 49.546 m²/s² brake energy / kg 1.218 m²/s² 15 1 5 LA City Traffic duration 9:54:23 travel distance 328 km brake applies 1496 deceleration time 1:57:19 brake energy / kg 73.791 m²/s² 15 1 5 FTP / USA duration :3:42 travel distance 17,8 km brake applies 111 deceleration time :1:48 brake energy / kg 3.61 m²/s² 15 1 5 Mojacar 6 12 18 24 3 36 42 48 54 6 time in min duration 3:3:37 travel distance brake applies 338 deceleration time :11:52 brake energy / kg 19 km 15.58 m²/s² 15 1 5 WLTC (global) 1 2 3 time in min duration :3: travel distance 23,3 km brake applies 68 deceleration time :1:11 brake energy / kg 3.514 m²/s² 215 TMD Friction Group. Proprietary and Confidential. 8
3. Representatives: brake wear test pattern vs. fuel consumption pattern Brake wear patterns: Brake test patterns, especially Mojacar test driving patterns, are commonly utilised by OEMs to validate the NVH and wear performance of new cars Mojacar test patterns represent daily use considering speed and deceleration distribution, with dissipated energy lower than in daily use due to several slow driving sections used for NVH checks. Robust wear results call for long test schedules up to over 5 km Mojacar or a full week 24/7 testing. Fuel consumption patterns: Recent test pattern standards provide lower speed and much lower deceleration profiles than daily use Standardised fuel consumption results can be provided after ½ hour The WLTC approach is based on driving data collected with a global scope: fits daily use speed profile very well. The deceleration profile must be adjusted if brake wear shall be evaluated realistically frequency in % frequency in % 1 8 6 4 2 1 8 6 4 2 Mojacar LACT Taxi Ville Paris WLTC NEFZ FTP 2 4 6 8 1 12 14 16 speed in kph 1 2 3 4 5 deceleration in % g speed profiles cover similar ranges for brake wear and fuel consumption tests cycles Deceleration profiles of fuel consumption patterns are significantly lower than brake wear daily use driving patterns 5% of brake applies are lower than,5 m/s², which is more a drag than a brake effect 215 TMD Friction Group. Proprietary and Confidential. 9
4. Brake designs result in different friction conditions for similar driving situations Specific energy / friction power 5 45 4 35 3 25 2 15 1 5,2,25,3,35,4,45,5,55,6 Friction speed ratio Vehicle and brake systems influence are significant driving secondary effects Depending on the primary influencing factors (speed and deceleration), vehicle and brake system design determine secondary effects that differ from car to car: line pressure, friction surface pressure, rubbing speed and temperature at the friction interface are a consequence of the vehicle and brake design Brake line pressure is just a consequence of weight, deceleration and system design 18.3.215 215 TMD Friction Group. Proprietary and Confidential. 1
5. Results from Mojacar enforced brake testing compared to NEDC exhaust emission limits Brake wear composed of brake pad and disc wear debris generated during enforced endurance testing (Mojacar cycle) can be considered as maximum values for friction brake emissions. Such primary friction brake wear is related to the dissipated friction energy which will be reduced due to any means of recuperation. Secondary dust capturing systems would even more reduce wear particle amount before being released into the environment. The friction wear numbers shown in the graph are derived from enforced brake testing drive cycles. They cannot be compared to the limits for fuel consumption test cycles as the driving conditions are a lot different. However, they can indicate a maximum upper limit of what can be expected if such conditions would be applied and if 5% of the brake wear would become airborne. mg/km Legislation limits for European Vehicle Emissions 2 18 Engine Emission limits (Diesel particles) 16 5% of current brake wear for Low Met / GCI 14 5% of current brake wear for NAO / GCI 12 1 8 6 4 2 199 1995 2 25 21 215 22 225 215 TMD Friction Group. Proprietary and Confidential.
Range of vehicle emissions due to friction brakes utilisation 1) Measured wear rates lead to estimated airborne emissions under real driving conditions: 4% of the measured wear rates are regarded as PM1. *) *) EC informal document GRPE-68-2: 5 % of brake wear particle mass becomes airborne, 8 % of these are PM 1 Results from all friction pairs in Mojacar test drive show: - a maximum of 28 mg/km, - a median at 15 mg/km, with 62% contributed from the rotors and 38% from the friction pads. rotors [mg/km] Estimation of PM1* contribution from rotors and pads (Mojacar drive cycle) 1 1 1,1,1,1,1 1 1 1 pads [mg/km] 2) The drive cycle clearly influences the wear behaviour: NEDC and Mojacar do not lead to similar wear results of wear ranges Similar friction couples A and B, tested in the Mojacar drive cycle and the NEDC give a different range for the results A reliable weight loss measurement on brake component level will need at least 2-4 cumulated NEDC cycles PM1 rotors [mg/km] Estimation of PM1* contribution from 1 rotors and pads NEDC Pad/rotor: A 1 Mojacar B 1,1,1,1,1 1 1 1 PM1 pads [mg/km] 215 TMD Friction Group. Proprietary and Confidential. 12
Alternative measurement process: A) Measurement of worn mass by weighing pads and rotors: + contribution of components available + achievable accuracy: 5-1 mg/km / 1 kg (component weight) - dismantling effort - adds noise: loss of debris B) Measurement of worn mass by weighing the full vehicle: + simple - necessary accuracy : 2 mg/km / 2 kg (vehicle weight) - overall value per vehicle only: brakes, tires,... C) Measurement of particle concentration: + counts airborne wear only + allows for evaluating secondary measures + no dismantling effort - overall value per wheel only: brakes, tires,... - equipment effort Sanders et al., Environ. Sci. & Technol. 37 (23) 46 215 TMD Friction Group. Proprietary and Confidential. 13
Jürgen Lange Senior Vice President Research & Development TMD FRICTION Holdings GmbH Schlebuscher Strasse 99 51381 Leverkusen Germany Tel.: +49 2171 73 2512 Fax: +49 2171 73 89 2512 Juergen.Lange@tmdfriction.com www.tmdfriction.com 215 TMD Friction Group. Proprietary and Confidential. 14
Copyright disclaimer This presentation is provided on a strictly private and confidential basis for information purposes only. Without the express prior written consent of the Company, the Presentation and any information contained within it may not be (i) reproduced (in whole or in part), (ii) copied at any time, (iii) provided to any other person. 215 TMD Friction Group. Proprietary and Confidential. 15