Wear 354-355 (2016) 6977

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Wear
journal homepage: www.elsevier.com/locate/wear

Effects of aramid ber concentration on the friction and wear

characteristics of non-asbestos organic friction composites using
standardized braking tests
N. Aranganathan, Vishal Mahale, Jayashree Bijwe n
Industrial Tribology Machine Dynamics & Maintenance Engineering Centre (ITMMEC), Indian Institute of Technology Delhi, India

art ic l e i nf o a b s t r a c t

Article history: Aramid ber/pulp (AF*) is one of the most important ingredients, of non-asbestos organic (NAO) friction
Received 23 September 2015 materials (FMs). In spite of its relatively high cost, it is invariably added to good quality FMs (
3 wt%)
Received in revised form because it improves their wear resistance and processability. The present research was prompted by the
29 February 2016
need to optimize the amount of the pulp required to achieve the best performance. Six FMs were pre-
Accepted 3 March 2016
Available online 10 March 2016
pared. They contained aramid ber/pulp additions from 0 to 10 wt% and were characterized for their
physical, mechanical, chemical and tribological performance. Composites were evaluated on a full-scale
Keywords: brake inertia dynamometer following the procedure in a Japanese automobile testing standard (JASO
Polymer-matrix C406). The 10 wt% aramid FM showed best overall performance while the composite without bers was
Composite brake materials
worst. Worn surfaces were characterized using scanning electron microscopy and energy-dispersive
Electron microscopy
X-ray analysis.
Wear testing
& 2016 Elsevier B.V. All rights reserved.

1. Introduction lubricity, wear resistance etc. Fibers of metals, aramid, acrylic,

Automotive friction materials (FMs) must satisfy a certain set of
performance parameters. These include; desired and stable fric-
tion coefcient irrespective of changes in the operating conditions
such as pressure, speed, repeated number of brakings leading to
increase in temperature at the interface of the pad and disc; low
noise, vibration, judder, squeal, wear, etc. Since no single material
has been found to meet all these requirements, brake-friction
materials are in the form of composites, which combine 1015
different ingredients. These are necessary for achieving this
amalgam of contradictory performance properties [13]. The
inuence of these ingredients on the performance properties is
very complex and formulation of an efcient friction material is a
Herculean task.
The type of FM, which is mostly used now a days as a brake-
material for automotive and locomotive originates from the cate-
gory of non-asbestos organic (NAO), which consists of ingredients
mainly from four classes viz. binder resin, reinforcing bers,
functional llers such as solid lubricants, abrasives, etc. and space
llers. These ingredients are most of the times multifunctional
[13]. Though the bers are mainly used for the reinforcement,
they also affect other properties such as thermal conductivity,
n
Corresponding author. Tel.: 91 11 26591280.
E-mail address: jbijwe@gmail.com (J. Bijwe).
minerals, ceramic etc. are used in combinations and various
amounts instead of conventional asbestos bers.
Amongst various currently used bers in FMs, aramid pulp/
bers (AF) have attracted much attention since these show good
ller retention and also act as processing aid providing sufcient
green strength for a pre-form apart from friction stabilization
capability and wear resistance (WR) [421]. According to the lit-
erature, AF inclusion led to a higher friction coefcient for a wide
range of temperatures [1] and also improved the WR as compared
to the woven glass fabric [6]. Kato and Magario [7] reported ten-
fold increase in the WR due to the presence of AF. Gopal et al. [9,10]
developed quaternary composites with glass-Kevlar and steel
Kevlar FMs along with their corresponding control composites
without Kevlar bers and tested on Chase machine following SAE
J661 standard schedule. It was found that the Kevlar pulp inclusion
increased the WR, decreased friction and friction uctuations and
squeal. Kim et al. [11] tribo-evaluated the composites containing
AF and potassium titanate (KT) whiskers using pad-on-disc type
tester. It was claimed that synergism existed between the ber and
the ller leading to high friction stability and WR. Satapathy and
Bijwe [13,14] analyzed the inuence of various organic bers such
as aramid, carbon, PAN and cellulose in the FMs on the tribo-
performance on Krauss machine and reduced scale prototype
(RSP). It was observed that among the various organic ber based
FMs, aramid based FM showed highest WR. Sampath [15] devel-
oped glass ber and AF based composites and tribo-tested using

http://dx.doi.org/10.1016/j.wear.2016.03.002
0043-1648/& 2016 Elsevier B.V. All rights reserved.
70 N. Aranganathan et al. / Wear 354-355 (2016) 6977
pin on disc test machine. WR of AF based FM was found to be
excellent. Kim and Jang [16] developed FMs containing varying %
(0%, 10% and 20%) of AF and tribo-evaluated using slider on disc
machine. Increase in the AF contents led to an improvement in WR
by tenfold and the m performance reduced to half till 10% inclusion
followed by the stabilization. Patnaik et al. [17] developed hybrid
composites with varying % of AF complemented with ceramic
bers and tribo-evaluated for m sensitivity. The fade resistance and
recovery was found to be decreasing with increase in ceramic ber
contents and with decrease in aramid contents. Frictional uc-
tuations decreased with increase in AF contents. Park et al. [4]
studied the effect of acrylic bers and AF and found that at ele-
vated temperatures, AF based FMs showed better m performance
as compared to the acrylic bers. Kumar et al. [18] studied the
ternary composites with aramid pulp, KT and graphite by varying
the contents of AF and tribo evaluated using Krauss tester. In
general, wear decreased with increase in aramid %. It is also
reported [17] that weight loss increased up to 5 wt% while beyond
that, it decreased. For best combination of friction, fade, recovery,
and WR, a combination of 57.5% of aramid and potassium titanate
more than 25 wt% was found to be the best. Cai et al. [19] studied
the effect of aspect ratio of the AF on the performance properties
by developing FMs using AF in the form of powder, pulp and ber.
With increase in aspect ratio, exural strength increased, whereas
the compressive strength decreased. WR of aramid powder based
FM was highest followed by aramid ber based FM. Aramid pulp
was the least wear resistant. But both friction and wear point of
view, aramid pulp was found to show best combination of per-
formance properties. With the increase of aramid contents up to
10 vol%, the wear rate decreased.
Though this is widely researched topic, most of the work was
focused on the study of effect of AF in binary, ternary or qua-
ternary composites. Also, most of the available literature reports
on the tribo-testing of composites on non-realistic friction testers
such as pin on disc machine, slider on disc or block on ring friction
testers, which are not perfectly suitable for tribo-characterization
of realistic FMs. It was hence thought necessary to study the
performance of multi-ingredient realistic FM on realistic tribo-
testers such as inertia dynamometer. In this study six realistic FMs
were developed in the form of brake-pads by varying the amount
of AF at the cost of inert ller, keeping all other multiple ingre-
dients constant. These were tribo-evaluated on the brake
dynamometer and results are compiled in the subsequent sections.
2. Experimental details
2.1. Material selection
Aramid bers, Twaron 1095 (with medium ber length and
brillation) in the form of pulp [20,21] were supplied by Teijin
(India) Ltd. Supplier's data are shown in Table 1. To produce pulp,
Table 1
Properties of aramid bers-Twaron 1095
bers [20,21].
Property Value
3
Density (g/cm ) 1.441.45
Tensile strength (MPa) 2800
Young's modulus (GPa) 80
Elongation at break (%) 3.3
Thermal decomposition (C) 500
Thermal expansion (10  6/K) 3.5
Specic heat capacity J/kg K 1420
Thermal conductivity (W/m K) 0.05
Twaron lament yarn is rst cut, suspended in water and then
brillated. The characteristic properties of the pulp are determined
by the ber length and the specic surface area (degree of bril-
lation). Due to its chemical and physical properties, Twaron pulp
improves stability and increases the strength of compounds in
which it is used [20].
2.2. Characterization of AF
Aramid bers (AF) were characterized by SEM and micrographs
are shown in Fig. 1. Details of brils can be seen clearly.
2.3. Formulation and development of brake-pads based on AF
Details of formulation of FMs based on variation in the content
of AF are shown in Table 2.
Six composites, in the form of brake-pads of commercial
vehicle, (Maruti-Suzuki Alto car); each containing 11 ingredients
were fabricated by keeping the parent composition of 9 ingre-
dients (70 wt%) constant and varying aramid bers by 0, 2, 4, 6, 8,
and 10 wt% in the composites designated as A0, A2, A4, A6, A8, and
A10 respectively . The remaining amount was compensated with
the inert space ller (barite) as shown in Table 2. The brake-pads
were fabricated by mixing as per schedule as shown in Table 3
(21 min, in a plow type shear mixer).
2.4. Tribo-testing set-up and schedule
All samples were tested on a full scale brake inertia dynam-
ometer supplied by Pyramid Precision (India) Pvt. Ltd. The
dynamometer can simulate inertia from 1.5 to 1570 kg m2 by
manually engaging or disengaging of 11 different inertia wheels.
The NI-6008s card acquires various data signals from temperature
sensors, thermocouples, pneumatic and hydraulic pressure sensors
and brake torque-load sensor and thereby storing in the Labviews
based system. The Labviews software based control system can be
loaded with various test schedules prepared according to JASO,
FMVSS, AK Master, ECE R90 or any customized test schedules. A
Japanese Automobile Standards (JASO C406) schedule was used for
testing. This is one of the important schedules generally practiced
in Asian countries for passenger cars. The JASO C406 test proce-
dure includes sequences of Bedding, Effectiveness-I, ReBurnish-I,
Baseline check, F&R-I, ReBurnish-II, Baseline check, and F&R-II as
shown in Table 4.
Effectiveness studies comprise the inuence of operating
parameters (pressure and speed) on the performance of material.
s
Commercially available original Maruti Alto rotor disc of
approximate roughness of Ra value between 1 and 2 mm was
procured from Maruti Genuine Parts (IGP) and used as a coun-
terface. Before nal testing each brake pad pair was subjected to
bedding test which comprises of 200 brake applications to
establish at least 80% conformal contact with the disc. The disc
was replaced by a fresh disc after conformal contact was estab-
lished. Total of 172 brake applications are made, which comprise of
effectiveness test (to study the effect of speed and pressure), fade
(I and II) and recovery (I and II) test (to study the effect of tem-
perature). Effectiveness test was done at three different braking
speeds viz., 50, 80 and 100 kmph and eight different decelerations
(0.10.8 g). Thus total 24 brake applications (three at each decel-
eration) were applied at each speed. F&R-I and II studies comprise
the inuence of temperature on m. As per requirement of the
schedule, brake pads and disc used in earlier effectiveness studies
were continued for these studies.
Temperature of the disc was allowed to rise uninterruptedly
during fade-I and II mode to observe the inuence of temperature.
Recovery of m after the release of thermal stresses is termed as
 N. Aranganathan et al. / Wear 354-355 (2016) 6977 71

Fig. 1. SEM micrographs of aramid pulp: (a)  500 and (b)  3000.

Table 2 Table 4
Formulation of developed friction composites. Dynamometer test schedule.

Ingredients Composition by wt% Description Speed Deceleration (g) Initial No. of brake Air blower
(kmph) temp. applications
Class Type of A0 A2 A4 A6 A8 A10 (C)
ingredient
Bedding test 65 0.35 100 C 200 Off
Parent Binder Straight 10 10 10 10 10 10 Effectiveness-I 50, 80, 0.1 to 0.8 o 80 C 72a Off
formulation phenolic 100
resin
Fade and recovery-I
Functional Brass metal 10 10 10 10 10 10
Re-burnish-I 50 0.3 80 C 15 Off
llers powder
Baseline check 50 0.3 80 C 3 Off
Cashew dust 10 10 10 10 10 10
Fade-I 80 0.45 80 C 10 Off
Vermiculite 10 10 10 10 10 10
(for 1st
Friction Graphite 10 10 10 10 10 10
brake)
modiers Alumina 2 2 2 2 2 2
Recovery-I 50 0.3 o 80 C 12 On
Fibers Rock bers 10 10 10 10 10 10
Glass bers 5 5 5 5 5 5 Fade and recovery-II
PAN bers 3 3 3 3 3 3 Re-burnish-II 50 0.3 80 C 25 Off
Theme ArBa Aramid 0 2 4 6 8 10 Baseline check 50 0.3 80 C 3 Off
ber Fade-II 80 0.45 80 C 10 Off
Barite 30 28 26 24 22 20 (for 1st
(BaSO4) brake)
Total 100 100 100 100 100 100 Recovery-II 50 0.3 o 80 C 12 On

n
Parent composition-binder (Phenolic resin): 10 wt%; bers (Rock wool, PAN, a
Three brake applications for each deceleration value at constant speed.
glass): 18 wt%; additives (Graphite and alumina): 12 wt% and llers (Cashew dust,
Vermiculite, metal powder): 30 wt%.

Table 3
3.2. Tribological characterization
Mixing schedule and sequence of mixing of various ingredients.
Tribo-characterization of developed FMs was carried out by
Steps Ingredient Mixing dura- Plow shear mixer using single ended mass inertia dynamometer. Modied Japanese
tion (min)
JASO C406 standard schedule (as shown in Table 4) was followed
1. Aramid pulp and glass bers 1 Feeder speed with two fade and 2 recovery cycles. Immediately after completion
2. Aramid-glass bers mixture- 5 250 rpm Chopper of fade 1 and recovery 1 cycles, with preliminary burnishing and
barite (Batch-I) speed 2800 rpm
baseline check, the fade and recovery cycles were repeated as fade
3. Other brous ingredientsakes 11
and powdery ingredients (except and recovery 2 cycles. The same counter face and brake-pads were
resin) (Batch-II) continued to study the effect of tribo-layer formed during cycle
4. Mixing of all ingredients (Batch-I 4 1 tests.
and II) and resin
Total duration 21

4. Results and discussions

recovery and the cycle starts immediately after fade cycles once
the temperature reaches the value of o80 C with the blower in
ON condition.
3. Characterization of brake-pads
3.1. Physical characterization
The samples of brake-pad were characterized for few physical,
chemical, mechanical tests and the results are collected in Table 5.
Fig. 2 indicates the sensitivity of m for increasing pressure/
deceleration under selected speeds for the developed composites
while Fig. 3 is for speed spread characteristics of developed FMs.
Fig. 4 shows the maximum rise of temperature in tribo-couple
(brake pad and disc). Fig. 5 is for fade characteristics while Fig. 6
collects the data on recovery characteristics of FMs. Fig. 7 is for the
data on effect of temperature on FMs. Fig. 8 describes the wear
performance of developed FMs while Figs. 9 and 10 are for SEM
micrographs of worn surfaces of FMs and disks respectively after
the full test.
72 N. Aranganathan et al. / Wear 354-355 (2016) 6977
Table 5
Physical and mechanical properties of developed FMs.
Fig. 2. Pressure sensitivity of m of FMs with increasing wt% of aramid bers at three
selected speeds (kmph): (a) 50 (b) 80 and (c) 100.
4.1. Physical properties
As seen from the Table 5, density of FMs decreased with
increase in AF content, which was as per expectation. Increase in
aramid bers (having low density of 1.44 g/cm3) was compensated
by decrease in barite, inert ller having high density (4.48 g/cm3).
Fig. 3. Speed-spread characteristics of FMs with increasing wt% of AF. (a) Mild
condition (b) Severe condition.
In general, porosity (oil and water) showed increase with increase
in the ber amount. This trend was opposite to that of density.
Inclusion of bers, thus led to the less compact structure and
hence more porosity. In general, hardness increased with increase
in AF contents.
4.2. Tribological performance
Tribo-evaluation of FMs was done as per schedule shown in
Table 4.
 N. Aranganathan et al. / Wear 354-355 (2016) 6977 73

4.2.1. Friction performance 4.2.1.1. Pressure sensitivity. Tribo-performance of FMs at various

The sensitivity of m towards sliding speed, applied pressure and speeds is shown in Fig. 2. Each test was repeated two times in
temperature should be as minimum as possible. general. When the variation exceeded 8%, it was repeated for the
third time. The FMs showed typical trends at each speed for
m-pressure relationship. Overall, with increase in speed, m-pressure
pattern rst showed increase, (lowest speed, where temperature
Thermal Conductivity (W/mK)

1 .8
effects are minimal), then more stabilization (moderate speed) and
1 .7 fast decline right from the beginning (at highest speed, where
temperature effects are maximum).
1 .6
At lowest speed (50 kmph) the m was in the range of 0.350.55
1 .5 and showed increasing trend with increase in the pressure till
1 .4
0.4 g deceleration followed by a stabilization or a small decline in
case of A4, A6, A8 and A10. Decline shows fading tendency, which is
1 .3 not preferred. Ideally this m-pressure relationship should be a
1 .2 straight line parallel to the X axis showing zero sensitivity of m
Thermal Conductivity with pressure. Furthermore, the slope should be as small as
1 .1
possible.
A0 A2 A4 A6 A8 A10
At moderate speed (80 kmph) m was in the range of 0.440.50
indicating marginal difference in the behavior. The slopes were
minimal and up to 0.5 g deceleration, behavior of all FMs was
320 good. Beyond that, most of them showed a decline (fading ten-
310 dency). In general, in m-pressure sensitivity point of view, the
performance order was: A10 4 A4 A2 4 A6 4A8 4 A0.
Temperature (oC)

300 For highest speed (100 kmph) m was in the range of 0.380.46
290 indicating slow decrease in m with speed. The difference in the m
behavior was marginal. The decline in slope (pressure-fade) star-
280 ted quite early around 0.30.4 g deceleration. Beyond that, most of
them showed a decline (fading tendency). In general, m pressure
270
sensitivity point of view, the performance order was:
260 Max. Disc Temperature A10 4A4 4 A2 4A6 4 A8 4A0.
Max. Brake Temperature
250
A0 A2 A4 A6 A8 A10 4.2.1.2. Speed sensitivity. Speed spread % (SS) is calculated as the
ratio of m at a given lower speed to the subsequent higher speed
FMs with increasing wt. % of Aramid contents
and is measured in terms of %. Ideally, slope of the curve is
Fig. 4. (a) Thermal conductivity of developed FMs (b) Maximum rise in tempera- expected to be minimum with fewer undulations. Higher the
ture of a tribo-couple (brake pad and disc) for selected FMs. speed spread %, better is the performance. SS data in mild and

Fig. 5. Decrease in m with increase in temperature (fade) of FMs.

74 N. Aranganathan et al. / Wear 354-355 (2016) 6977

Fig. 6. Recovery of m after fade cycles for selected FMs.

Fig. 7. Effect of temperature on FMs with increasing wt% of aramid in FMs (a) fade m (b) recovery m (c) % fade ratio and (d) % recovery ratio (sufxes 1 and 2 denote 1st and
2nd F&R cycles respectively).

severe conditions are shown in Fig. 3(a) and (b) respectively as a
function of deceleration/pressure. The most obvious observations
from both the gures are as follows.
The change in SS for all FMs for milder condition (Fig. 3(a)) and
severe condition (Fig. 3(b)) was 13082% and 11770% respectively.
This was as per general trends; performance deteriorates as
operating conditions become severe. The drop was sudden and
severe for change in deceleration from 0.1 to 0.2, which later on
was comparatively regular.
For lowest deceleration (0.1 g), performance order was:
A10 4A6 4 A4 4A2 4A8 4A0. With increase in deceleration, speed
spread (SS) varied with a fact that A0 was poorest in all conditions.
 As seen in Fig. 3(a), for SS performance A10 was the best
followed by A6 and A2. A8 and A0 showed inferior performance.
 N. Aranganathan et al. / Wear 354-355 (2016) 6977 75

 In severe condition, SS decreased drastically for all the compo-

sites as compared to the milder condition, though the perfor-
mance order for initial deceleration was similar to the milder
condition. For highest deceleration, A4 was the best followed by
(A10 E A8 EA6) and A2. A0 was poorest. As seen in Fig. 3(b), A10
was the best followed by A2, A0, A6, A8 and A4.

4.2.1.3. Temperature sensitivity. Decrease in friction performance

Fig. 8. Wear trends in the composites.
with increase in temperature is termed as fade. Under repeated
braking conditions, the maximum increase in temperature of the
disc was measured through contact type temperature sensor and
brake temperature was acquired through thermocouples. The
measured temperature rise was an average temperature rise and
was always less than the interface temperature and was plotted
against FMs with varying % of AF bers.

A2 A0

10 m 10 m

A4 A6

10 m 10 m

A8 A10

10 m 10 m

Fig. 9. SEM micrographs of worn surfaces of FMs (with increasing wear resistance).
76 N. Aranganathan et al. / Wear 354-355 (2016) 6977
10 m
10 m
Fig. 10. SEM images of disc surfaces worn against (i) A0 (a) (ii) A6 (b) and (iii) A10 (c).
Fig. 4(a) explains the decreasing trend of thermal conductivity
of FMs with increasing AF contents. As seen in Fig. 4(b) the disc
temperature (DT) and brake-pad temperature (BT) showed exactly
opposite trends. For A10, DT was highest (313 C) while for A0, DT
was lowest (288 C). In general, with increase in AF contents, DT
increased (which may be due to increase in m value) and BT
decreased.
It indicates that the increase in aramid contents increases the
frictional heat at the interface and facilitates less conduction of heat
through the brake-pad plane as shown in Fig. 4(a). With increase in
AF contents, brake-pad temperature decreased (benecial effect),
which was responsible for less deterioration in tribo-properties in
harsher conditions. However, disc temperature increased, which
could be due to increased m with increasing AF contents.
As shown in Fig. 5, fade 1 indicates rst fade cycle on the fresh
disc and fade 2 indicates second fade cycle subsequent to fade 1,
recovery 1 and burnishing 2 cycles on the same disc. Following are
the general observations.
 Invariably, it was observed that fading tendency in second cycle
was lower than the rst cycle, where friction was against fresh
disc. When adequately thick lm was formed tendency in fading
reduced in cycle 2.
 Though the behavioral pattern was the same for all composites,
A0 showed maximum difference in two cycles while A8 and A10
showed the lowest difference and hence best performance.
In fade 1 cycle m for A0 changed from 0.48 to 0.15, while for A10,
m varied from 0.48 to 0.23. In general, with increase in AF contents,
rate of decline in m slowed down, which is desirable. Similar
behavior was observed for fade 2 also.
As seen from recovery behavior in Fig. 6, recovery 1 indicates
rst recovery cycle on the fresh disc and recovery 2 indicates
10 m
second recovery cycle subsequent to fade 1, recovery 1, burnishing
2 and fade 2 cycles. It can be clearly seen that, m recovery in rst
cycle is generally lower than the cycle 2. With increase in amount
of AF, the difference diminished. A0 showed poorest performance.
Recovery m slowly increased with increase in AF contents.
Fig. 7 shows summary of performance parameters emerged
from fade and recovery modes. The fade and recovery ratios were
calculated as the ratio of min m to max m in their corresponding
fade and recovery cycles. Following are the salient observations
from Fig. 7.
 Fig. 7(a), (c) and (d) fade m, % fade ratio, % recovery ratio for rst
fade cycle were lower than the second one, which was because of
the thick layer already transferred on the disc. Fig. 7(b) shows
exception for two FMs viz. A8 and A10.
 With increase in amount of AF, fade m increased, which is a
desirable feature. First 2% inclusion of AF showed signicantly
benecial results (sharply higher fade m, % fade ratio, and
recovery ratio) (Fig. 7(a), (c) and (d)).
4.2.2. Wear performance
Wear behavior of FMs was measured by weight loss method
and is shown in Fig. 8. In general, with increase in AF, wear
resistance increased slowly (barring A10). A10 showed highest wear
resistance.
5. Worn surface analysis
SEM micrographs (Fig. 9) of FMs are arranged in the order of
increase in wear resistance. For studies on the disc surfaces, only
representative disks (slid against A0, A6 and A10) were cut and are
arranged as per increasing wear resistance in Fig. 10.
 N. Aranganathan et al. / Wear 354-355 (2016) 6977
With increase in aramid contents, the formation of tribo-layer
on the disc and back-transferred layer on pad decides the friction
and wear performance. The secondary plateaus on the pad can
indicate its vulnerability to further wear while primary plateaus if
exposed more also indicate nakedness of the surface, which may
lead to original friction. However, they are also exposed to be dug
out easily. The quality of friction layer, on both the surfaces is
decisive of tribo-performance. Ideal pad surface should have a
thin, coherent and uniform back-transferred lm, which could be
elastic and exible, ready to thin-shear in further sliding. This lm
should protect primary ingredients more from getting easily dug
out. On the same time, the lm should allow the ingredients
beneath its surface to contribute to friction.
As seen from Fig. 9 surface of A0 shows very thick patches along
with major portion of primary ingredients exposed during shear-
ing. With increase in AF contents, wear mechanism showed some
changes. The thickness of lm and its patchiness slowly decreased
and extent of exposed primary ingredients decreased to the extent
that for A10 almost full surface is covered with thin benecial lm.
Thus it was inferred that with increasing AF content, the quality
of back-transferred lm improved, which proved protecting the
surface ingredients from further wear.
The surfaces in Fig. 10(a) are for the disc against A0 which
showed very poor wear performance. The surface shows multiple
thick layers transferred on it, which are thick, non-coherent and
patchy. The micrographs Fig. 10(b) are for the disc against A6 which
had shown improved wear resistance. The surfaces show thin and
coherent layers, which are not multiple as in the earlier case,
which could be correlated with better wear performance. Micro-
graphs in Fig. 10(c) are for the disc worn against A10, which was
the best performer. Disc is fully and almost uniformly covered with
layers mostly dominant with aramid. This could be the reason for
the highest wear resistance and best performance of A10.
6. Conclusions
Based on the tribo-evaluation of developed composites with
increasing amount of aramid bers (AF), it was observed that all
properties (physical and tribological) were inuenced remarkably
and benecially, but not linearly. Overall, it was concluded that
inclusion of AF in FM was benecial from all the points of view viz.
magnitude of m, mfade, mrecovery and sensitivity of m to speed, pres-
sure and temperature apart from rise in brake-pad temperature
and wear performance. The only factor, which was slightly nega-
tive was about counterface temperature rise. With increase in
contents of AF, almost all the properties improved (though not
regularly always). 10% AF proved most benecial in all respects.
However, cost constraint point of view, 6% appears to be best from
cost to performance point of view.
77
Acknowledgment
Authors are thankful to Teijin Aramid India Pvt. Ltd. (Pune), for
providing the Twaron Aramid pulp for research purpose.
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