Bosch Friction Training

Acknowledgements
The presenters wish to thank several direct and indirect sources of information
presented in this training module. These sources include a wide spectrum of
raw material and friction materials suppliers, as well as individuals that we
have worked with through the years.
Ulrich Stolz- Bosch Paul Sanders -Ford
Rena Bash- Ford Mike Thornbury- DCX
Mike Dunn - Bosch Paul Gritt - DCX
Tom Jendrusch - Ford Kelly Trost - Ford
Eric Denys - Federal Mogul Mark Dyson - Federal Mogul
Greg Vyletel - Federal Mogul Doug Karam - Honeywell
Honeywell
Michael ORourke - Honeywell Patricia Tarr - Honeywell
Yongbin Yuan- TRW Joerg Brecht- TMD
A special thanks to Parimal Mody who as a good friend and manager, initially
supported us in creating the friction training class.
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Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties
3
Agenda
Friction Product / Industry Overview 15 min C.Evans
Friction Material Formulation 60 min S. McGinnis
Friction Material Processing 45 min S.McGinnis
Friction Material Testing 60 min C. Evans
Friction Material Selection Process 30 min C. Evans
Industry Trends / Supplier Profiles 30 min C.Evans
Training Feedback / Wrap-Up 15 min Attendees
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Bosch Braking Systems
Friction Materials Training
Friction Product / Industry Overview
Chip Evans (AC/EDT10)
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Product / Industry Overview
In this section, you will learn about --

What is Tribology, Why is it studied?
The friction material / brake system technical interface, and ensuing
commercial impact on system cost
Terminology for the various classes of friction materials
Regional market needs (strategies) for friction materials
Overall worldwide friction demand and suppliers
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What is Friction?
Friction: The force that resists relative motion between two bodies in contact
Normal Force
Sliding Direction Friction Force
Coefficient of Friction= = (Friction Force / Normal Force)
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What is Tribology ? Why is it studied?

Tribology is the science and
Transport
Friction
De
technology of friction, wear and
s ir
- Road
ab
le
lubrication of interacting surfaces in - Rail
High
?
- Air
relative motion
Sliding motions can be categorized
under four tribological domains Bearings Material
Removal
SOME EXAMPLES OF
COSTS OF WEAR *
Low
CATEGORY COST
Automotive Repair $40 Bio / year
Low High
Naval Aircraft $250 / flight hr Wear
Cutting Tool Wear $900 Mio / year leading to significantly varied material
* Wear Control Handbook, M.B.Peterson and W. O. Winer (editors), ASME, 1980
solutions in each domain
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Automotive Brake Friction Materials

Terminology:

Friction Material = Disc Pad, when used in a disc brake

Friction Material = Drum Lining or Segment, when used in a drum brake

Friction Material = Drum-In-Hat (DIH) Lining, when used in a drum brake
housed within the hat section of a rotor, for parking

Friction Couple = Disc Pad + Rotor (or Disc) / Drum Lining + Brake
Drum
Function: To help slow down / stop moving vehicles, by facilitating the
conversion of the moving vehicles kinetic energy into heat
Vehicle driver Pedal transfers Force is converted Fluid pressure
pushes on the force to booster by master cylinder acts on the
brake pedal that amplifies it to fluid pressure caliper piston/s
Braking Piston force causes the pads

Vs confidence; to be pressed against the
noise, vibration; rotor, decelerating the vehicle
pad / rotor wear;
etc.
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In an automotive braking application friction is created from a complex
system of mechanical and chemical interactions
Transfer Film 0-20 um
Friction Debris
Shoe Plate Friction Film 0-20 um
(Backing Plate) Heat Affected Zone 0-2 mm
Insulator
(Shim)
Rotor Attachment (Glue, Nucap,...)

(Disc) Backing Layer (Underlayer)
Bulk Friction Material
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Commercial Impact (The Up-Front Costs):

Friction materials can contribute 25-45% of the cost of a caliper assembly

Friction materials can contribute 5-15% of the cost of a corner module

Friction materials can contribute up to 5-10% of the cost of a Level I brake
system
Technical / Customer Satisfaction Impact (The Other Costs):

In addition to the direct contributions to the cost of a brake system, friction
materials can and have had a profound impact on brake warranty costs and
customer satisfaction ratings (e.g., J. D. Power, DC QTS, Ford GQRS).
This is attributable in large part to the relationship between friction materials
and brake noise and vibration

Besides system cost and brake noise and vibration, friction materials also
directly affect stopping performance (e g., regulatory stopping distances)
and pedal feel
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Automotive Friction Material Classifications

Low-Metallic, (Lomet): 15%, by weight, ferrous and non-ferrous metallic content
Mid-Metallic (European,Euromet): 15-40%, by weight, ferrous and non-ferrous metallic content
Semi-Metallic (Semimet): 40%, by weight, ferrous metallic content
NOTE: The above terminology is best suited for disc pad friction materials.
NOTE: All OE non-asbestos friction materials have some metallic content.
NOTE: The term Non-Asbestos Organic (NAO) is extremely misleading as it can refer to any of the
first three widely varying categories of friction materials.
NOTE: The categorization by total metallic content directly affects thermal conductivity (k). k for
lomets can be as low as 0.5-1.0 W/m-K while that for semimets can be as high as 5-10 W/m-K, with
intermediary values for euromets. This range in k, spanning an order of magnitude, will manifest itself
in a widely varying thermal performance of the brakes which creates variances in operating
mechanisms for friction, wear, noise and vibration.
For example, for identically sized rotors in a given application, lomets will cause the rotors to run hotter
than semimets; the resulting higher sliding interface temperatures can bring about a sensitivity to high-
temperature pad wear life. Semi-mets transfer more heat into the calipers and pistons.
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Regional Market Needs

Region OE/OES IAM
Europe US NVH drivers = Warranty + Moderate friction

Customer Satisfaction Ratings level
Wear
SA
FMVSS 135 Stringent wear
US Product Consistency requirements
Aust./Asia Push for AMS Euromets Cost sensitive
GVW < 6500 lbs. Lomets; Low end product
Friction > 6500 lbs. Semimets needed
Europe No compromise on fade or More regulation
Global Trend roughness but high pad / rotor covering product
Roughness
wear is acceptable performance and

US Driving speeds are higher quality
Aust./Asia Trending toward low noise Trend toward OES
Semimets not typically used and OE-like
Europe
SA SA Similar to Europe, as most Asbestos is at high
OEMs are Europe-based level of product mix
Noise Increasing US influence
Aust./Asia No noise / roughness More regulation
No semimets Trend toward lower-
Requirements vary cost lomets
by region Japan NVH drivers = Warranty More regulation
High expectations for product Trend toward lower-
by channel consistency; cosmetics cost lomets
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Global Friction Demand is approx. $5,000 Mio

By Channel By Region
Asia
($1,500
IAM ($3,300 Mio)
Europe Mio)
($1,900
OE OE Mio) Americas
S ($1,400
($3 ($1,600
0
Mi o 0 Mio) Mio)
)
Top four global suppliers account for approx. 50% share

SUPPLIER NAME KEY BRANDS EST. REV.
Federal Mogul Ferodo, Abex, EIS $800 Mio/yr
Honeywell Bendix, Jurid $600 Mio/yr
BBA Textar, Mintex, Don $550 Mio/yr
Akebono Akebono $450 Mio/yr
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Current / Potential Supply Base

SUPPLIER TECHNICAL SITE MANUFACTURING SITE/S
Akebono Farmington Hills, MI Elizabethtown, KY; Glasgow, KY
TMD (BBA) Troy, MI Dublin, VA
Federal Mogul Livonia, MI Winchester, VA; Orangeburg, SC;
Smithville, TN
Haldex (ex-PMI) Montgomery, AL Prattville, AL
Honeywell Troy, MI Green Island, NY; Cleveland, TN;
Lynn Haven, FL
ITT / Galfer Turin, Italy Turin, Italy
Nisshinbo Sterling Heights, MI Sterling Heights, MI; Covington, GA
Performance Friction Clover, SC Clover, SC
Sumitomo Plymouth, MI LaGrange, GA
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- Friction Material Formulation
Steve B. McGinnis (AC/ECN3-Sbd)
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Formulation

Performance characteristics of disc pad and drum brake materials
Design characteristics
Why the formulator must consider the process
Ingredients and their effects
Mohs hardness scale
Formulating/compounding approaches
How Bosch can assist the friction suppliers
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Formulation
Relative Performance Characteristics

of Disc Pad Materials
Low-metallic Mid-Metallic Semi-Metallic
Friction Level
20 F - 300 F .30 - .37 .36 - .48 .25 - .45
300 F - 600 F .22 - .28 .30 - .40 .35 - .40
Material Wear
20 F - 300 F Low Medium Low
300 F - 600 F High High Low-Medium
Rotor Compatibility
20 F - 300 F Excellent Good Excellent
300 F - 600 F Fair Fair Good
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Formulation
Relative Performance Characteristics of Drum Brakes

Non-Servo Fixed Anchor Brakes

Leading - Trailing Shoe: BEF = 2.5

Two - Leading Shoe: BEF = 3.5
Non-Servo Floating Shoe Brakes

Leading - Trailing Shoe: BEF = 3.0

Two - Leading Shoe: BEF = 4.0

Twinplex: BEF = 4.0
Servo Brake with Single Anchor

Duo-servo: BEF = 5.0
BEF is Brake Effectiveness Factor

It is the ratio of the tangential force on the drum
to the input force F on the brake shoes
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Formulation
What Determines Drum Brake Effectiveness Factor (BEF)
Mechanical Friction Material

Brake Design
Higher COF for non-servo

Calculated Lining COF applications

Position of Wheel Cylinder
Affected by choice of raw materials

Position of Anchor
Affected by processing (hardness,

Position of Lining on Shoe compressibility, etc.)

Lining Area
Weather affects

Drum surface
External contamination
BEF = Torque (Nm) / Pressure (Bar) X 10,000

/ (2 X Piston Area (mm^2) X Effective Radius (mm))
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Formulation
Multiple Design Characteristics

Average Friction Level
Wear Resistance

Stability under all conditions
Compressibility
- Usage History
Hardness
- Speed
Noise
- Pressure
Vibration
- Temperature
Roughness

Fade and Recovery
Insensitive to moisture

Manufacturing

Cost
A braking system is complex

It must convert energy of motion into heat
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Formulation
Friction Materials are Complex Composites

Reinforcing Fibers - crack resistance (toughness and strength)
Property Modifiers
Friction Level at different operating conditions
Wear Rate at ambient & extreme temperatures
Noise/Vibration/Harshness under all conditions
Processing Aids to reduce variation in manufacturing
Resins to bind the matrix of ingredients together
Friction material are complex mixtures balanced to exhibit certain

properties under specific conditions
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Formulation
A Balanced Matrix of Many Kinds of Ingredients

Abrasive(s) - friction, wear, mating surface conditioning
Carbon(s) (coke, graphite) - stability, friction, wear
Curing agents - catalysts for resins, rubbers
Fiber(s) - for strength, toughness, cracking, performance
Lubricant(s) - stability, wear, NVH, mating surface conditioning
Metal(s) - wear, friction, stability, often in fibrous form
Modifier(s) - friction, wear, stability
Processing aid(s) - mixing, rolling (lining segments), curing, oven cure (prevent sticking)
Resin(s) - usually phenolic (for cost & thermal stability)
Rubber(s) (binder, particles) - for friction, wear and NVH
Ingredients are equally important but behave differently under varying
operating environments
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Formulation
Resins - Purpose
Performance

Green Condition Phenol-formaldehyde resins offer
- Strength of Matrix many advantages in friction
materials
- Adhesion to Shoe Plate

Normal Braking Conditions
- Formation of Glaze
- Stability of Friction
> Temperature Extremes
> Recovery after Heating

Resistance to Wear (all temperatures and conditions)
- Controlled Carbonization
- Compatibility with other resins, rubbers, etc.
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Formulation
Phenolic Resins - Some Characteristics

Processing
Final Cure

Mixing - Polymerization (final
- Uniformity crosslink density)
- Dispersion - Degassing
- Adhesion and Coating of Particles

Pressing
- Melting/Flow/Wetting
- Matrix Densification
- Polymerization (crosslinking)
- Evolution of ammonia gas and Bakelite
water vapor (degassing cycle)
Phenolic resins bind the matrix together AND contribute to final

product performance
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Formulation
Phenolic Resins - What Are They?

Description

the earliest synthetic polymers

useful mechanical and physical properties

first commercial development by Leo Baekeland (1907 - Bakelite)

formed by reaction of phenol with formaldehyde. Two classes:
Novolacs

An acid catalyzed reaction of phenol and formaldehyde in a ratio
greater than one

Novolac resins are typically eight to ten molecular units in size

thermoplastic, thus requiring the addition of a crosslinking agent to
form a three-dimensional rigid polymer network

Most widely used, good stability, shelf-life & braking performance
Resoles

reaction of phenol and formaldehyde, ratio less than one. Resole
resins are thermoset polymers, typically one to five molecular units in
size
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Formulation
Summary of Resinification Reactions

Phenol + Formaldehyde
acid solution alkaline solution
excess phenol excess formaldehyde
Novolac Resole
(thermoplastic) (thermosetting)
(fusible, soluble) (liquid or fusible solid)
(soluble)
Hexamine heat
or formaldehyde and/or
+ Heat acid
(infusible, insoluble)
Thermoset resin
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Formulation
Resins - Comparison of Properties
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Formulation
Rubbers - Description and Uses

Uncured Rubber

Ground

Freeze-dried and Powdered
Cured Rubber

Ground

Reclaimed from truck tire treads

Formulated especially for specific applications
Liquid Rubber

Water-based (Latex)

Low Molecular Weight polymer chains - ideal for processing
Rubber as a Binder

Supplied as crumb or bale
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Formulation
Organic Modifiers - Types

Rubber Dust
- Synthetic or natural
- Cured and ground reclaim
- Uncured Powder
Cashew Particle (the resin is extracted from cashew nut shells)
- Unmodified (straight)
- Modified (usually with abrasives or minerals)
Carbons (coke, graphite, coal)
Styrene-Butadiene-Styrene (SBS) Rubber
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Formulation
Organic Modifiers - Purpose

Initial Friction
Cold Friction
Glaze Formation
NVH
Wear Resistance
What is friction dust?
Industrial Products Co: Cashew Nut Shells to Liquid to Friction Particle
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Formulation
Metals - Examples
Types Forms

Steel
Chips

Iron
Dense Powders

Copper
Porous Powders

Brass
Fibrous Iron ore - Hematite

Tin

Zinc

Aluminum
Metals (Green Steel Group) Copper crystals
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Formulation
Carbons & Graphites - Description and Uses

Carbons Graphites Uses

Petroleum Coke
Natural
Solid Lubrication

Coke
Synthetic
Improve Heat Resistance

Carbon Black
Friction Modifiers

Coal
Rubber Reinforcement
Petroleum Mining Lubrication
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Formulation
Carbons & Graphites - Some Examples
Asbury Petroleum Coke Asbury Natural Flake Graphite Asbury Synthetic Graphite
(Calcined)
Asbury Ceylon Graphite Asbury Natural Flake Graphite

Asbury Amorphous
(Micro) (Micro) Graphite
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Formulation
Minerals & Fibers - Some Examples
Dupont Kevlar Pulp Wollastonite Barite - Barium Sulfate
Aramid Molecule Pyron Carbon & Hydrogen- Chrysotile Asbestos - Chunk

(Dupont) Reduced Iron Powders
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Formulation
Mineral Fibers - Description

Rock fibers are produced when lava breaks through cracks in the earth's
surface
During the cooling of the molten lava, if conditions are right, microscopic
fibers can be formed
Companies have learned to re-create and mass-produce these fibers
Shot content is a continuing quality problem but it can be significantly
reduced
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Formulation
Abrasives - Types
Severe Moderate Mild

Alumina (Oxides)
Iron Oxide
Tin Oxide

Alumina (Silicates) (Magnetite)
Pumice

Silicon Carbide
Magnesium Oxide
Iron Oxide

Iron Chromite
Titanium Oxide (Hematite)
(Rutile)
White Aluminum Oxide Rutile Crystal Pumice
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Formulation
Abrasives - Purpose
Hardness and Surface Conditioning
Glaze layer
- modify it
- control it
- remove it
Contribute to Abrasive Wear Mechanism
Possible link to NVH (squeal, DTV)
Minerals are rated on the Mohs hardness scale

Diamond = 10 and talc = 1 for relative hardness
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Formulation
Mohs Scale of Relative Mineral Hardness

Friedrich Mohs (1773-1839) was a mineralogist who devised this
ascending scale, from the softest (talc) to the hardest (diamond).
(Gold is between 2 and 3.)
1......Talc 6...Feldspar
2......Gypsum 7......Quartz
3..Calcite 8......Topaz
4...Fluorite 9..Sapphire
5...Apatite 10....Diamond
A mineral can always be scratched by another mineral that

appears higher on the Mohs Scale
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Formulation
Metallic Sulfides - Purpose and Characteristics

Types Uses

Molybdenum Disulfide
Lubricants

Zinc Sulfide
Friction Modifiers

Iron Disulfide (pyrites)
High Temperature Binder

Antimony Trisulfide - elemental Sulfur forms polysulfides

Antimony Pentasulfide with Fe & Cu (S-Fe-S-Fe)

Copper Sulfide
Controls interface adhesion
Metallic sulfides are more commonly used in non-asbestos organic

(NAO) disc pad formulas
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Formulation
Processing Aids - Description and Uses

Solvents Lubricants

Alcohols dissolve dry
DOP (Dioctyl Phthalate) for
resins & improve coverage Banbury mixing

Water to control mixing
Stearates
heat and reduce dust
Mold Releases
Plasticizers Dust Control (HS&E) & Preforming

Soften dry resins, tackify &
Aramid fibers (i.e. Kevlar)
improve coverage
Other Organic Fibers (i.e. Teflon)

Water
Solvents

Health, Safety & Environmental
Processing aids CAN affect final product performance
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Formulation
Disc Brake Pad Formula - Example

Formula: RBD-9028sbd
Material Bosch Code % By Weight or Volume
Phenolic Resin RB-15 15
MgO RB-11 2
Copper Powder RB-2 32
Barytes RB-201 10
Whiting RB-203 14
Graphite RB-4 10
Kevlar Pulp RB-44 6
Rubber RB-302 11
Total 100%
Formulas with as many as 40 ingredients are currently in
production
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Formulation
Drum Brake Segment Formula - Example

Formula: RBL-8055sbd
Material Bosch Code % By Weight or Volume
CNSL Resin RB-25 20
Al2O3 RB-13 2
Metal Fiber RB-5 27
Barytes RB-201 10
Whiting RB-203 10
Graphite RB-16 10
Mineral Fiber RB-54 6
Rubber RB-502 15
Total 100%
Formulas with as many as 20 ingredients are currently in
production
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Formulation
Example of Material Effects Upon Performance

E x a m p le " S p id e r P lo t" o f R a w M a te r ia l E ffe c ts
D is c B r a k e P a d
P r e b u r n is h F r ic tio n , 3 0 M p h
0 .5
F in e C o k e
S y n th e tic G r a p h ite # 2
S y n th e tic G r a p h ite # 1
F in e S ilic o n C a r b id e
0 .4
M o ly b d e n u m D is u lf id e
N a t u r a l G r a p h it e
Coefficient of Friction
A lu m in u m O x id e
0 .3
0 .2
0 .1
0 .0
-0 .5 0 0 -0 .3 7 5 -0 .2 5 0 -0 .1 2 5 0 .0 0 0 0 .1 2 5 0 .2 5 0 0 .3 7 5 0 .5 0 0
Range
Relationships usually change dramatically depending upon the test section
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Formulation
Formulating/Compounding Approaches
Trial & Error One-at-a-Time Changes

randomly vary ingredients
evaluate levels of each
and amounts hoping for a ingredient one at a time
breakthrough
evaluate new ingredients one at

costly in time, resources and a time
quality
a structured approach but still

high likelihood of problematic time-consuming and wasteful
production launch
builds some knowledge so

lack of knowledge means customer support is improved
customer support after launch
likelihood of problematic
is weak production launches but of

still observable in the friction shorter duration
industry (including OEM!) but
prevalent in the friction industry
losing favor
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Formulation
Formulating/Compounding Approaches
Structured Statistical

Design Of Experiments and multi-objective, top down searches

Statistical analysis often coupled with advanced computer
modeling (artificial intelligence or statistical)

Established databases of raw material effects and prior formulating
knowledge

Extreme care in optimizing the process to work in harmony with the
raw materials to meet final customer design intent

Likelihood of a good production launch is greatly improved

Post-launch customer support is much improved due to high
amount of support data and better understanding of why and how
things work together

Slowly becoming accepted at the OEM friction suppliers, very rare
in the Aftermarket
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Formulation
Quality: Manufacturing
Incoming Raw Materials

Bulk Density

Specific Gravity

Particle Size & Distribution (Rotap)

Resin inclined flow

Resin Melt Point

Ash Content
Rotap Sieve Test Machine
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Formulation
How Can Bosch Assist the Friction Suppliers?

Accurately translate brake system design goals into component targets
using the language of friction materials
Phase I and Phase 2 dynamometer and vehicle material development
test procedures must predict the final Phase 3 testing (i.e. good
dynamometer results versus surprises during Los Angeles City Traffic)
Develop technical cooperation with select friction suppliers
Limit the number of friction companies invited into new programs,
through pre-selection (planned selection process approach)
Continue insisting on green friction materials - environmental concerns
MUST be addressed up-front
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- Friction Material Processing
Steve B. McGinnis (AC/ECN3-Sbd)
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Processing

generic disc brake pad processing, with key examples
effect of processing on product properties / performance -- a case study
laboratory- Vs. factory-produced product integrity, and its significance to
Bosch AC
industry best practices
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Processing
Generic Disc Pad Processing

Weigh Raw Materials Press Cure + Oven-Cure
Add correct weight of ingredient Leverage thermoset attribute

as relative proportions of raw of phenolic resin to bind raw
materials are very critical materials and impart strength
as a matrix
Mixing Operation Finishing Operations Paint & Stencil

Adequate intensity of mixing is Following the chemical
required to assure homogeneous processing, mechanical
distribution of as many as 5-25 operations assure
raw materials physical fit and function
Multi-step mixing sequence
Shoe Preparation Package & Ship
Prepare steel shoe / backing Primary intent of package design is to

plate surface for adhesion of prevent damage to the friction material;
friction material or underlayer shelf-life considerations are minimal if
parts are adequately oven-cured
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Processing
Generic Disc Pad Processing

Raw
Materials - Automation
- Weigh prompting
Weighing - Charging, especially low-weight materials
- Inspection Mixing - Cleaning (mechanical Vs. chemical)
- MRB
Shoe/Plate - Attachment medium / apply technique
- Storage
Preparation - Sequence / storage before press-cure
- Dry / wet mixing
Preforming - Process (cold, warm, hot; positive / flash)
- Mixer type / size
(optional) - # of mold cavities
- Storage Press - Alarm limits
Curing
Oven
- Mix / underlayer / plate feed - Process flow
Curing
- Part weight tolerance - Part handling
- Storage before press-cure Slitting,
Grinding, - Gaging
- Space-temperature calibration Chamfering
- Heating / cooling cycle; limits Scorching
- Degree of part confinement
Painting, Shim
Bonding, other
- Process flow Mechanical Opns
- Process type
- Process flow
- Cold / hot bonding
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Processing
Typical Friction Mixing Equipment
Littleford Day Double-Arm Littleford FKM

Farrell Banbury
Eirich Farrell Banbury Rotor

Littleford Tools
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Processing
Process Control Attributes

IDENTIFICATION / WEIGHING OF RAW MATERIALS PREFORMING (IF APPLICABLE)
Method of Weighing each Individual Component (individual containers or bulk) Press ID / Location / No. of Mold Cavities Used
Individual Component E.S. Data / Shelf Life of Each Component With or w/o Shoe; with or w/o Underlayer
Storage Area Conditions/Controls (humidity, temperature, bags open or closed) Friction and Underlayer Wt. / Tolerance; Total Wt.
Individual Component Lot No. / Weight / Tolerance Underlayer Thickness
Blend Weight Levelers Used
Scale ID/ Calibration Date Friction and Underlayer Entry Mode
Shelf Life
MIXING Buffer Oven Used
Mixer ID / Size / Location / Date of Last Service
Blade / Pan Speed PRESS CURING
Mixing Time Press ID / Location / Last Date Serviced
Mixer Room Temperature / %RH No. of Mold Cavities / Patterns Used
Mix Drop Weight / Temperature With or W/out Shoe
Moisture Content Mold Surface Temperature @ Each Cavity/Tolerance
Bulk Density Part Pressure / Gage Setting / Tolerance
Screen Analysis Press Cycle (incl. Bumps)/Tolerance
Addition Sequence of Individual Components Pad Surface Hardness (HRR) / Range
Age of Mix Positive Mold or Flash Mold
Mix Lot No. With or w/o Shoe
Mix Wet or Dry, If Wet, Solvent Entry? With or w/o Underlayer
Mode of Solvent Recovery / % of Solvent Recovery Friction and Underlayer Wt. / Tolerance; Tolal Wt.
Other Additives (e.g., plasticizers, etc.) Underlayer Thickness
Levelers Used
SHOE AND SHOE PREPARATION (IF APPLICABLE) Friction and Underlayer Entry Mode
Prototype or Production
Steel Certification OVEN CURING
Dimensional Analysis and Visual Inspection for Oil/Rust Oven ID / Location / Date of T/C Cal
Flatness Time-Temperature Cycle Used, Incl. Cooling
Process Description and Metrics Used for Control for: Time-Temperature Cycle Recorded for all T/Cs Used
Shoe Cleaning Max/Min Temperature Noted
Shoe Surface Prep Means of Loading / Location in Oven
Shoe Attachment Medium Confined or Unconfined
Outside Flatness If Confined, Method of Stacking and Torque Used / Tolerance
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Processing
Process Control Attributes

SLITTING PAINTING
Cut or Molded Painter ID / Location
Depth / Width of Cut Method and Control Metrics for Paint and Cure
ID of Slitter / Tools / Fixture Thickness
Before Insulator Bonding or After
CHAMFERING Color
Ground or Molded
Dimensions of Chamfer INSULATOR BONDING
ID of Grinder / Tools / Fixture Insulator Type / PN / Supplier / Thickness
Insulator Fingerprint Data
GRINDING Bonder ID / Location
Grade of Grinding Stone Time / Temperature/Pressure
Angle of Grind Adhesion Integrity Test Method Used
ID of Grinder/tools / Fixture Adhesion Test Equipment ID and Cal Date
Grind Speed
Flatness HARDWARE
Parallelism Hardware Type / P/N / Supplier
Post-Hardness Hardware Fingerprint Data
Pre and Post-Thickness Assembly Equipment ID / Location
Feed/Speed Process and Control Metrics
SCORCHING (IF APPLICABLE)

Method
ID of Scorcher / Location
Cal Date of Probes and Air Velocity Gages
Time, Temperature, Velocity, and Pressure
Post-Hardness
Depth of Scorch
Pre and Post-Weight
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Processing
Processing To Performance - EN FN Case Study
Pre-DOE Compression Data (Front)

Pre-DOE Compression Histogram
Min 58.8 100

Max 116.4
90
Range 57.6
Mean 81.8 80
Sigma 13.4
70
3Sigma 40.1
Mean-3S 41.6 60
Frequency
Mean+3S 121.9
50
40
30
20
10
0
55 60 65 70 75 80 85 90 95 100 105 110 115 120 More
Ambient Compression
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Processing
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Processing
Comparison Before and After DOE

Compression Histogram Before and After DOE Pre-DOE Post-DOE
120
100
80
Frequency
60
40
20
0
Bin 55 60 65 70 75 80 85 90 95 100 105 110 115 120 More
Ambient Compression (microns)
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Processing
Lab- Vs. Factory -- Sources of Variability

Step Typical Lab Typical Prodn Comments
Raw Materials Experimental lot Production size Composition, size,
size morphology variation
Weighing Manual but precise Less accurate; air control Variation in less dense ingredients
Mixing / Mixers Small but intense Large and less intense Large mixer scale-up ratio can be a
significant contributor to variability
Mix Storage Usually not an issue Storage condition / time Dry: Moisture pick-up
must be managed Wet: Solvent loss segregation
Preforming Careful mix leveling; Mix level and preform wt Leveling / preform wt variation will
accurate preform wt may have large tolerance lead to hardness / density variations
Preform Storage Usually not an issue Shelf-life is an issue Moisture pick-up delamination
Press-Curing Lab-tooling; single- Multi-cavity prodn tools; This process step can be another
cavity; tight temp wider temperature range key contributor to variability
Oven-Curing Small/controlled lot Large lots; large ovens; Parts with wider density / hardness
small ovens wider temperature range ranges can be produced in prodn
Slitting Approx. dimensions Controlled dimensions Lab parts may not be consistent
Grinding Lab grinders Production grinders Feed and/or media differences
Chamfering Approx. dimensions Controlled dimensions Lab parts may not be consistent
Scorching Small/controlled lot Continuous process Must duplicate depth of scorching
Painting Varied Continuous process Can influence shim bonding
Shim Bonding Lab hot presses Continuous process Shim handling can be an issue
Other Lab location Plant location Environmental effects ?
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Processing
Processing -- Industry Best Practices

Relationship Between Quality and Cost
100
Product Cost (Index)

80
60
40
Best Value
20
Domain
0
45 55 65 75 85 95
Production Consistency index
To some degree higher cost and higher quality generally go hand-in-hand

Supplier is in preferred domain may not have products with
acceptable performance
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- Friction Material Testing
Charles Evans (AC/EDT10)
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Friction Material Testing

Brake system and friction material testing focusing on the contributions
friction materials make to the outcome of those tests and to overall
brake system performance:
Testing will be discussed in four sections:
Complexity of Friction Materials
Vehicle
Dynamometer
Physical / Chemical Testing
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Why test? Conditions

of prior events
Caliper Stop type Pad
Position drag, static,
DTV,pressure Formulation
Inertial Orientation Pressure change, stop, Area
Properties snub
Shape - length:width,
Running Velocity
circular Physical
Slide Force Clearance (rubbing speed)
Test Sequence properties
Knock Back Type - slider / Surface finish
Temperature
opposed piston Cooling down or
Chamfer /
heating up phase
Slot
Friction
Residual Stiffness Taper Wear
drag Flatness
Behaviour
Pad:Disc
area ratio
/
Pressure
Metallurgy Friction
Pressure Ramp Rate Temperature Mass
Data Sampling Rate
Changes in decel Film
(path dependent) Drilled, Grooved Hardness
Velocity
Airflow Thermocouple : (rubbing speed)
Rotational speed Thermal history
rubbing,
no. of passes
Inertia / in pad, Test
Moisture : Corrosion
energy per stop in disc Sequence Vented / Solid
Ambient - water and
RT, dust, humidity Parellelism, runout,
System external flatness
Stop type
contaminants
drag, static,
Surface finish
DTV,pressure
Conditions change, stop,
snub Disc
of stop
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Vehicle Testing -- Two Classes

Regional Traffic Testing
Controlled Environment Testing (Proving Grounds)
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Regional Traffic Tests

LACT
Noise
Lining Life
DST
Minneapolis City Traffic
Detroit City Traffic
Detroit Metropolitan Freeway Traffic
Death Valley
Mojacar (Spain)
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LACT Testing -- General
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Most commonly used friction material test in North America
Used to evaluate:
Lining Life
Brake Noise
Creep-Groan
Rotor Life
Wheel Dust
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LA has an aggressive traffic pattern, hills, and a relatively stable climate
Typically run between 2000 miles (8-10 days) and 5000 miles (20 days)
Different procedures (routes) exist for Ford, DC and GM
Run either at GVW or brake test weight depending on program
LACT historically relied on driver subjective noise ratings but is trending

towards the use of vehicle data acquisition systems to give objective
noise data
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The difference between average and minimum lining life projections is a
result of taper wear and can frequently result in 20-25% lower projections
at the minimum than at the average
LACT life projections are considered to be for a 90th percentile severity

driver. A typical driver should expect a useful friction material life 2 to 4
times greater than the LACT minimum life projection.
Many engineers share a concern about the consistency of the LACT

test. Subsequent runs on the same vehicle may result differently. A
difference of +/- 3000 miles for the minimum life projection is not
uncommon.
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LACT average brake temperatures are directly influenced by ambient
temperatures.
A 1change in the ambient temperature will raise the average brake

temperature by 3.2
Ford Targets: DC Targets:

18,600 Miles LACT Base 25,000 Miles LACT
23,000 Miles luxury
Lining life is influenced by:

Formulation / Processing
Available Friction Material Volume
Operating Environment
Rate of Taper Wear Generation
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LACT Testing -- Taper Wear

R ig h t R ear Ou ter
Avera g e W e a r T op 4 Points Bo ttom 4 po ints
0 .0 75
Cumulative Wear (inches)
0 .0 65
0 .0 55
0 .0 45
0 .0 35
0 .0 25
0 .0 15
0 .0 05
-0 .0 05
482
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Detroit Suburban Traffic (DST)

Common test for evaluating the propensity for a brake to develop high
mileage disk thickness variation (DTV). The DST test is typically run for
20,000 miles but may be extended to 50,000 miles if required.
Accelerated (2 shift) test accumulates approximately 400 miles a day.
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L e ft & R i g h t F R O N T D T V
2 0 .0
1 8 .0
1 6 .0
1 4 .0
1 2 .0
Microns
1 0 .0
8 .0
6 .0
4 .0
2 .0
0 .0
1.2 k 3 .2 k 5 .7 k 8 .2 k 10 .6 k 13 .1k 15 .6 k 18 .1k
D T V C a p M e a s ure m ent
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In n e r M a x R u n o u t 3 2 .4 6
45
40
Roughness Due to Off-Brake 35
30
Micron
25
DTV Generation: 20
15
10
Low pressure / off brake wear

5
0
0 50 100 1 50 2 00 25 0 30 0 3 50
An g le
phenomena where friction material O u te r M a x R u n o u t 4 1 .9 7

45
wears away rotor high spot and 40

35
turning runout into DTV

30
Micron
25
20
15
10
Influenced by rotor runout, caliper 5

0
0 50 100 15 0 200 25 0 3 00 3 50
retraction/drag, bearing design, An g le
R o to r D T V M a x D T V 1 6 .9 3
hub design, lug nut torque, and 20
T h ic k
18
friction material aggressiveness. 16

14
12
Micron
10
8
6
4
2
0
0 50 1 00 15 0 20 0 2 50 30 0 350
An g le T h in
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Non-uniform distribution of lining
transfer leads to torque
variation.
Non-uniform lining transfer can

also lead to non-uniform
temperature distribution and
DTV growth
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Minneapolis City Traffic (MCT)

Used to evaluate brake noise, roughness and lining life in the presence of
snow, salt, sand and cold weather.
Limited window of opportunity in January and February due to weather
Has been moved to Marquette, Michigan in recent years due to the

weather being too warm in Minneapolis.
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Lot Rot Roughness

Torque variation
resulting from DTV
due to corrosion, rotor
pitting or lot rot
Influenced by pH of
the lining material, and
the abrasiveness of
the friction material
(ability to remove
corrosion)
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Detroit Metropolitan Freeway

Similar goal as DST but is usually run for 2,500 miles.
This test is falling out of favor because it can take more than 10,000-
15,000 miles before DTV growth leads to objectionable roughness.
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Death Valley, CA
Used to verify the upper limits of brake operating temperatures and
evaluate the risk of brake fluid boil.
Death Valley is not a friction test although friction materials may be

inspected for structural integrity (cracking) after the test.
High friction material thermal conductivity (e.g. semimets) contributes to

brake fluid boiling.
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Roughness Due to Thermal Instability

Torque variation resulting from
inconsistent rotor temperature
profiles or (hot spotting)
Usually occurs during severe

braking (high speed /
deceleration)
Influenced by rotor design, # of

fins and rotor runout
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Mojacar, Spain
City / Country traffic route used to measure lining life and noise
Considered a European counterpart to the US LACT
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Controlled Environment Testing (PG)

Testing carried out at Proving Grounds:
FMVSS-135
ECE-R13
Auto Motor Sport
Pedal Feel (Confident Braking)
Trailer Tow
Durability
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FMVSS 135
Federal Motor Vehicle Safety Specification (FMVSS) 135
US Government certification test required to be run in order to sell
vehicles. Along with basic brake system stopping distance, friction
material performance can impact:
Inoperative Power Assistance Performance
Fade
Cold Effectiveness
Parking Brake Performance
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ECE R13
United Nations test for Europe, required to be run in order to sell vehicles.
Along with basic brake system stopping distance, friction material
performance can impact:
Inoperative Power Assistance Performance

Fade
Cold Effectiveness
Parking Brake Performance
Inoperative power stopping distance requirements are harder to meet

than FMVSS-135 requirements that can necessitate separate friction
materials for domestic and export vehicles
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Auto Motor und Sport (AMS)

Auto Motor und Sport magazine procedure for measuring vehicle stopping
distance
Highly visible in Europe
Has been adopted in North America during the last 5 years
Goal is to achieve stopping distances below 40 M during all ten stops of a
thermal fade test with stops from 100 kph with maximum accelerations
between stops
Typical North American vehicles can meet the 40 M objective on the first
few stops but many have difficulties during the hotter stops.
Influenced by tire Selection, ABS efficiency, foundation brake system
design and vehicle weight distribution
Larger HP vehicles accelerate faster cool less and run hotter
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Auto Motor und Sport (AMS)

Problem Mechanisms:
Lower coefficient of friction (fade) needs higher pressures to reach wheel

lock, this result in longer ABS cycling times and longer stopping
distances.
Temperature influenced higher lining compressibility may cause

bottoming of the master cylinder and result in vehicle never achieving
wheel skid.
Rate of torque buildup (initial bite) also has a effect on stopping distance.
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Pedal Feel (Confident Braking)

An overall brake system design test that is influenced by:
Friction Coefficient, Compressibility, and rate of Torque Buildup

D E C E L E R A T IO N v s . P E D A L F O R C E a t 4 8 .3 k p h (B o s c h P r o c e d u r e )
10
9
P o ly . ( H ig h M u F r ic tio n F r o n t- L o w e r M u
F r ic tio n R e a r )
8
P o ly . ( H ig h M u F r ic tio n F r o n t a n d R e a r )
7
6 N ot
V a li d p e d a l f e e l m u s t h a v e v e h i c le P e r m itte d
c o n f o r m t o a l l c h a r ts :
g v s . P T , g v s .P F , a n d P T v s . P F .
5
V e h ic l e p lo tt e d l in e m a y n o t
e n t e r m o r e t h a n th r e e o f t h e
4
fo u r r e g io n s .
Not
P e r m it t e d
1
.5 5
.3 5 a u t o m a ti c t r a n s m i s s i o n l o w e r li m it
.2 5 ( m a n u a l t r a n s m is s io n = 0 g )
0
0 20 40 60 80 100 120
10 25 30
PEDAL FORCE (N )
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Trailer Tow
Due to the increased weight of a trailer, trailer tow testing may be more
aggressive (hotter) to the friction material than fade or AMS procedures.
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Dynamometer Testing
Test Procedures:
Performance (Effectiveness)
Wear
Wear Vs Temp
LACT Simulations
Low Pressure Rotor Wear
Noise Testing
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Dynamometer Performance Testing

Performance testing is the core component of friction material
development, selection, and quality control activities.
The optimum friction material will have a stable friction at a level where
the vehicle is optimized for stopping distance and pedal feel (Typically
.33-.42 for the US)
Friction stability is a key criteria in tuning a brake system (Both ABS and
Non ABS). The more stable the friction material is, the more accurate you
can set the other parameters of the brake system to produce the optimum
stopping performance.
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Dynamometer Performance Testing
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Friction Material Testing- Dyno Performance
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Defining a Stop
A Brake Apply D Initial Delay G Brake Release

B Threshold E Middle Of Stop H Threshold Lost
C Level Reached F Release Speed I Final Delay
Detailed Definition and understanding of the in-stop braking events is

needed to accurately define, perform, and interpret the results of
performance tests !
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Effectiveness Considerations
Material Avg Stdev
Distribution of Friction A .32 .04
B .36 .06
250
Frequency of
Occurrance
200
150 Material A
100 Material B
50
0
0.1 0.2 0.3 0.4 0.5
Friction Material Effectiveness

Some materials are more stable than others,
but there is no singular friction level for a material !
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C o e ffic ie n t o f F ric tio n v s . T e m p e ra tu re
(T yp ic a l L o w m e t)
0 .6
Average Coefficient of
0 .5
0 .4
Friction
S e rie s 1
0 .3
P o ly. (S e rie s 1 )
0 .2
0 .1
0
0 100 200 300 400 500 600
R o to r A v e ra g e S to p T e m p e ra tu re F
Some Sources of friction variation can be explained, even predicted, and used in simulations !
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Coefficient of Friction vs. Pressure
(Typical Lowmet)
Average Coefficient
0.6
0.5
of Friction
0.4
Series1
0.3
Poly. (Series1)
0.2
0.1
0
0 200 400 600 800
Average Brake Pressure (PSI)
Some sources of friction variation are difficult to describe and understand !
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Pad Vs. Rotor Temperature Considerations

15
14 A Rotor Temp CH1
13 Normal Avg=179 STD =63.4
12 A Outer Pad Temp CH2 (C)
11 Normal Avg=139.8 STD =50.4
Frequency (Probability)
10 TC At Ambient Avg:21.9
9
8 TC Not Available
7
6
TC Not Available
5
4
3 TC Not Available
2
1
0
0 50 100 150 200 250 300 350 400 450 500
Temperature C
Lower thermal conductivity of a friction material

(e.g., lomets) can lead to a higher brake temperature
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Factors Effecting Lining Wear and Life
FRICTION MATERIAL CALIPER / ROTOR
Friction Material Formulation Available Volume of Caliper Design Rotor Design

Friction Material
Friction Material Processing Pad Loading /
Rotor Cooling Efficiency
Taper Wear
Pad Compressibility Slots, Chamfers Rotor Surface/ Wetted Area
Caliper Drag
Friction Level Friction Material Rotor Machining/
Running Clearance
Surface Area Surface Finish
Shoe Slipper Design Rotor Mass
Rotor Hardness / Porosity
Lining
Wear +
Life Wheel Type Vehicle Weight Customer Road Contaminants
Duty Cycle (e.g. Salt/Sand/ Pebbles)
Wheel Size Front/Rear Brake Balance
Temperature Corrosion
Size / Shape of openings in wheels Cooling Air Availability (Rust on otors)
Pressure
Thermal Conductivity of Wheel Cooling Ducts
Speed Measurement/
Axle Deflection Aerodynamic Drag Calculation
Technique
Engine Size Engine/ Drive-line Drag Humidity
Dust/Splash Shields
VEHICLE ENVIRONMENT / DUTY CYCLE
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Wear Vs. Temperature Dynamometer Tests

Advantages
Illustrates impact of raising / lowering brake temperatures on pad / rotor
wear rate
Useful for compounding you know where the problems are
Improves knowledge of brake performance
Disadvantages
Little to no correlation with vehicle
Not a real world cycle (stepped-up cycle)
Difficult to use for even comparing relative wear performance of multiple
materials if full range of operating brake temperature is not considered
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Dynamometer Simulated LACT

Advantages
Test uses more real-world braking environment
Gives a single objective wear number which can be used to compare
different materials
Disadvantages
Still under development thus far, only a weak correlation with vehicle
test results
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L A C T W e a r S i m u l a ti o n
D od ge A N
60 00 0
Simulated LACT (miles)
50 00 0
40 00 0
30 00 0
20 00 0
10 00 0
0
0 1 00 0 0 20 00 0 30 0 00 4 0 00 0 50 00 0 6 00 00
A c tu a l L A C T (m ile s )
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Rotor Kindness Testing

Used to simulate the rotor wear mechanism where the outer lining does
not retract from the rotor during off-brake driving
Used to compare the relative rotor wear rate, sliding against of multiple
friction materials
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Dynamometer Noise Testing

Used both as a predictive and a reactive test for brake noise
Multiple dynamometer control modes can be used to develop certain

problematic noises (e.g., drag modules, deceleration modules,
combination thereof). Therefore, multiple procedures exist that are
focused around a variety of different noise problems.
Bosch supports the SAE J2521 test matrix

Describes test conditions and steps to investigate the influence of
pressure, temperature and velocity on the squeal noise behaviour of
disc brakes
Applicable to high frequency squeal type noise occurrences for
passenger car and light truck type vehicles
25 sections / 1917 brake applies, intended to replicate vehicle
Matrix will be balloted by the US Working Group in June 2000
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Brake Noise -- Brake Squeal Cause And Effect

FRICTION COUPLE CALIPER
Resonant Characteristics of Pad
Rotor Design Caliper Design
Assembly Slide Force
(Affected by Insulators) Resonant Resonant
Bridge Stiffness
Characteristics of Rotor Characteristics of
Pad Compressibility Caliper Piston Retraction
Spring Design Tie-Bar Stiffness
Slots, Chamfers Rotor Machining/
Surface Finish Running Clearance
Shoe Slipper Design
Pad / Rotor Knuckle Rail Finish
Rotor Metallurgy
Contact Geometry Rail Spacing Clearance
Friction Level Pad Loading / Taper Wear
Friction Film
BRAKE Thickness
Temperature + Drive Cycle /

SQUEAL Temperature History Duty Cycle
Pressure Stop Type
Knuckle to Caliper Speed
Road Contaminants
Component Mounting Humidity (e.g. Salt/Sand/ Pebbles)
Stiffness Stiffness
Exposure Level
History, e.g.
(e.g. Alloy vs Steel)
Wheel Type Overnight stand
Cooling Air from new etc Road Surface
Direction Quality
Resonant
Characteristics of Knuckle Stiffness
Corrosion Axle Loading
Chassis (Rust)
SUSPENSION / BODY/DRIVETRAIN ENVIRONMENT
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Brake Noise -- Creep Groan
Greater propensity for stick-slip results in more objectionable vehicle

creep-groan ratings
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Brake Noise -- Creep Groan Cause And Effect

FRICTION COUPLE SUSPENSION / BODY FOUNDATION BRAKES
Shear Modulus of Pad Transfer FunctionBushto Properties Component Transfer
Push/Pull
Foundation Brake Source Behaviour
Pad Scorch Level Effect
Low Speed Bush Location Pin Slider
Component / Orientation Spring Forces
Pad Compressibility Friction Level / Static Stiffness Design
vs Dynamic Values Transfer Behaviour Shim Design /
Joint Stiffness from Brake & Pressure Material / Age
Pad / Rotor
Contact Geometry Bedding Characteristic Powertrain of System Body Stiffness
Knuckle
Friction Film Wheel Type Supplier Inner/Outer Side
Rotor Component
Coating Shape Torsional Behaviour
Design Knuckle Stiffness
Rotor / Finish Machining
Rotor Design Body Style Tyre Rolling Resistance
Air Pressure Knuckle Rail Finish
Rotor Metallurgy
CREEP
GROAN Transfer Function Temperature
Driven (Automatic Operating Pressure
Temperature /
To Chassis Humidity
System Stiffness Transmission) Speed
Temperature Direction Road Contaminants
Torque Input History, e.g.
System Bedding Sensitivity Torque Control Overnight stand
(e.g. Salt)
from New From Cold
Gradient Roll Away Steering from new etc
Powertrain Exposure Level
Orientation
Auto / Manual Management Engine (e.g. Alloy vs Steel)
Strategy Transmission
Engine Type Engine Mounting Axle Loading Duty Cycle /
System Drive Cycle Road Surface
Powertrain Calibration Drive Cycle / Quality
Drive shaft Design
Duty Cycle
POWERTRAIN METHOD ENVIRONMENT
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Stop Types - Pressure Controlled Inertia Stop
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Stop Types - Torque Controlled Inertia Stop
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Stop Types - Pressure Profile-Controlled Drag
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Physical / Chemical Testing

Physical Testing
Shear (Ambient and Hot)
Compressibility Ambient and Hot
Porosity
Specific Gravity
Thermal Conductivity
Swell/ Growth
Chemical Testing
pH
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- Friction Material Selection Process
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Friction Material Selection Process

Presentation Objectives:
To provide a basic understanding of the Bosch Friction Material Selection
Process including:

Selection Process Objectives

Friction Material Selection Process Flow

Roles and Responsibilities of the Friction Selection Process

Tools For Working with Suppliers (Kickoff Documents)

Pre-Screening Process

Decision Matrix Philosophy

Prototype Data Requirements

Continuous Improvement (CIP) Items
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Selection Process Objectives:

Select the best friction material to use for a each vehicle application.

Standardize process to enable all programs to use the best practices
in friction material selection.

Involve the various stakeholders in friction material sourcing decisions
Engineering, Customers, Purchasing, Manufacturing, Sales

Integrate with other tools Bosch uses in working with friction materials
(e.g., Component Design, BIGSS, System DVP, Quality Control
Processes)

Reduced the time needed for friction material decisions.

Make the most efficient utilization of Boschs, our customers and our
suppliers resources

Assist in the development of a consistent friction material database
and allow for systematic utilization of lessons learned

Make all decisions based on facts.
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Vehicle Platform
Technical Review
Customer Technical / Quality Requirements
Component
Technical Review
FMSP Process Flow
Current system issues Needs / Wants
System Packaging / Constraints
Benchmarks
Caliper Family
2-Step
Selection
Vehicle-Specific
Well Defined
Brake System Simulation Foundation Design
Process
System For key legal criteria such as --
Requirements Inoperative Booster
Partial System Failure, etc.
Phase I: Pre Screening All Sup Selection based on OEM substance

Front & Rear
2-3 Months restriction, pre-screening database,
Friction Level Pre-Screening Data and commercial considerations
Requirement Supplier Quotations
Supplier Audits
Pre-Selection Selection extended to
Database Phase II: Top Two Screening
3 - 18 Months
include program specific
Vehicle Testing
vehicle testing
Top Two
Candidates Finalize DVP&R with Top
Candidate
Bosch Guideline with Platform input
Top
Timing from kickoff to decision Candidate Dynamometer & Vehicle Testing
Ranges From 6-24 months depending
on vehicle availability. Selection can Product Variability
be accelerated if needed. Assessment & Reduction Trend analysis
Confirm
Selection Using attributes from -- Sensitivity DOEs
More Resources + More Time = Less Risk Mechanical / Physical Testing Robust control plan
Dynamometer Testing
Vehicle Testing Product Consistency
Customer Satisfaction
3 vehicles and 9 months for Phase II works well
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Program Announcement - Objectives

Participation in a friction material selection program consumes both
time and resources for Bosch and our suppliers therefore, the
decision to participate in a program should be carefully considered.
A program announcement provides the tool for us to communicate
the scope, complexity and opportunity that a program offers so
suppliers can make an informed decision to pursue it or not.
Objectives:

Communicate key timing, commercial, and technical goals for a
program to our suppliers.

Allow suppliers to make an informed decision whether or not to
pursue a program
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Program Announcement - Example

DXXX FMSP PROGRAM ANNOUNCEMENT
Background
Bosch has recently been selected to be system supplier on the MY 2003.Ford DXXX program.
As described in our program target agreement with Ford, Bosch is responsible for selecting the
front and rear friction materials to use on the program. Because of your companies relationship
with Bosch we would like you to participate in the Friction Material Selection Process.
Platform Details
The DXXX program is a station wagon that will be manufactured at XXX assembly plant. The
DXXX will be a new vehicle offering from Ford. The estimated volume for this vehicle is around
300k vehicles per year Official volumes will be communicated in the component RFQ packages.
We are trying to select the best friction material for the DXXX program. A two-phase selection
process will be used to select the friction material for the DXXX program. Phase I will utilize the
Bosch friction material pre-screening process and will focus on dynamometer testing, laboratory
testing for physical / mechanical attributes, toxicological aspects, and commercial issues.
Phase II will be an expansion on Phase I and will include vehicle testing. Bosch will have the
lead role in all phases of friction material selection
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Vehicle/ Brake System Specifics
The following are some of the technical details of the DXXX program:
GVW = 5000lbs.17 and 18 wheel packages with a 335 mm rolling radius,
Performance Requirements- 4um DTV on DST, 18600 miles min during LACT,
System = 25.4mm master cylinder with a 3.6 pedal ratio
Front Brake = Bosch single 60mm caliper, 28 mm thick 315mm diameter cast Iron vented rotor.
System simulations show a friction level of .39 is needed to meet inoperative power stopping
distances
Rear Brake = Bosch single 40mm caliper, DIH, 12mm thick x 312mm diameter solid rotor with
a 184mm x 30mm DIH. System simulations show a friction level of .39 is needed to meet
inoperative power stopping distances
Friction Material Supplier Responsible Testing and Expenses
Friction material suppliers will be responsible for executing and paying for all testing related to
friction material selection during the pre-screening phase and for portions of the vehicle-based
testing during Phase II and during the system DVP.
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Prototype Documentation
A Bosch friction material Prototype Product Property Specification has been provided in the
friction material pre-screening process manual. Both the physical mechanical matrix and the
prototype processing records must be completed for every batch of parts submitted prior to
PPAP.
Health, Safety, Environmental and Regulatory (HSE&R) Requirements
The Bosch friction material HS&E requirements are defined in the friction material pre-
screening manual. Both the Bosch HS&E and Ford HS&E requirements must be met to
participate on the program.
Key Dates / Required Submissions
Friction Pre-Screening Technical Packages Due 10/15/00
Phase I Selection 11/00
Phase II Friction selection testing 4/01-10/
System DVP 10/01-10/02
Next Steps
Your company will receive RFQ for the program. Along with responding to the RFQ,
suppliers should evaluate the candidate material using the Bosch pre-screening process
and submit the data packages to Bosch by the date indicated.
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Pre Screening Process - Objectives

Objectives:

Establish a consistent pre-screening database for selecting friction
materials to use in Phase II and beyond brake programs

Reduce the time required for friction material selection

Standardize on a common platform (U152) for comparing friction
materials.

Eliminate recurring testing and associated expenses of submitting and
testing the same friction materials during phase I of multiple programs
using varying hardware.

Allow suppliers on a generic basis to submit multiple candidates
covering more performance areas rather than one best candidate for
each program.

Maintain a balance between minimizing development expenses and
maintaining data integrity, data comparability and testing impartiality

Assemble a robust data set for friction material research.
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Pre Screening Process - Submission Rqts

Process for Submitting Candidate Materials to Bosch
To submit a candidate material to Bosch, please provide one copy of an
information book containing the following to the Bosch AC/EDT10 group:

Friction material name

The location where the prototype parts were manufactured

Friction material manufacturing process flow chart

A list of current automotive applications using this material (if any)

Friction material safety data sheet (MSDS) (see below)

Physical mechanical property matrix for the material

Dynamometer tests reports and a data CD containing raw dynamometer
data for the tests outlined in the dynamometer test matrix

A vehicle test report and data CD containing raw vehicle data acquisition
system data for the tests outlined in the vehicle test matrix
All testing should be performed on parts without chamfers or insulators, the
inclusion of slots is at the friction suppliers discretion but must be consistent for all
testing and parts
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Pre Screening Process - Performance Testing

Friction Material Pre-Screening -- Dynamometer Test Matrix
The following dynamometer test procedures should be used for friction material
pre-screening:

Dynamometer Performance Modified AK Master

SAE J2521 Brake Dynamometer NVH Matrix

Modified JASO Wear Vs Temp

Bosch Rotor Kindness
Friction Material Pre-Screening - Vehicle Test Matrix
The 2001 Ford Explorer is currently launching in production and should be
available this fall. Bosch recommends that suppliers purchase or lease a vehicle to
facilitate development.
The following vehicle test procedure should be used for friction material pre-
screening:

Los Angeles City Traffic
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Pre Screening Process - HS&E

Health, Safety, Environmental and Regulatory (HSE&R) Requirements
A current Material Safety Data Sheet (MSDS) that complies with the following must be provided
to Bosch on as part of the candidate submission:

MSDS must be in the new ANSI 16-Section format (ANSI Z400.1-1993). Date of issue
must be within two (2) years of submission date.

Provide accurate description of ALL friction material raw materials in the ingredients
section as defined by OSHA in 29 CFR 1910.1200, Appendix A and Appendix B.

All carcinogens must be correctly identified as defined by IARC (Class 1, 2A, 2B),
NTP, NIOSH and OSHA.

Provide confirmation that all ingredients are on the EPA Toxic Substance Control Act
(TSCA) Chemical Inventory.

Emergency Planning and Community Right-to-Know Act (EPCRA) Disclosure: Please
provide a complete Right to Know Act disclosure for both State and Federal
requirements (e.g. PA, NJ, MA, CA Proposition 65, SARA 312 and 313).
NOTE: Suppliers must note that submission of a friction material to Bosch is an
acknowledgement of the materials conformation to OEM/VM substance use restriction policies
(e.g., DC CS-9003, Ford WSS-M99P9999-A1, GM GMW3059G, etc.) and the European Union
End of Life Vehicle Directive.
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Prototype Fingerprinting - Objectives

Due to the unavailability of production friction manufacturing tools early in
a program, initial testing is frequently performed using friction materials
made using prototype processes. Every program faces a risk as a
program matures from prototype to production manufacturing that the
product performance may change due to these different manufacturing
processes. To manage this risk, we have worked with our customers and
suppliers to establish a Bosch fingerprinting process with the following
objectives:

Expand upon OEM specifications

Utilize fully defined, standard procedures for all tests, not rely on
individual suppliers procedures

Fully integrate with post-launch quality testing, facilitate setting
production specs based on development testing
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Decision Matrix - Objectives

Because of their large impact on meeting program objectives and
customer satisfaction, friction material selections must consider a variety
of factors (technical performance, cost, supplier responsiveness, ... ). A
structured decision matrix has emerged as the leading tool for
communicating and choosing amongst these various compromises.
Objectives:

Based on objective data, select the best friction material for a
program.

Provide a clear communication tool for expressing and discussing
design decisions with customers

Tool to provide constructive feedback to suppliers

Tool for communicating and discussing the needs of various
groups within Bosch
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Friction Material Selection Process - Decision Matrix
Akebono - NSXXXH Federal Mogul - Honeywell - XDXXX

Honeywell - XDXXX TMD - XXXX
aka (BPXXXH) FAXXX aka (FMXX) aka (JXXX)
Criteria Scale
COMMERCIAL COMMERCIAL
In production on other G/R
applications 00 Mazda MX6 FD, 00
5 None Mazda 626 FD, 00 KJ None None EN/FN MY2001
FD
Toxicology G =Green, 10
Manufacturing Audit Score R=Issues
G<195 Y<300
From Tribology EDB5 10 180 80 150 150 140
Technical Facility Audit Score G<290 Y<400
From Tribology EDB5 10 278 345 314 314 632
Degree / Quality of Support G>8 Y>4
(Team Ranking) 10 9 8 7 7 6
St Joseph Ranking G>8 Y>4
10 4 9 5 5 7
Purchasing Ranking G>8 Y>4
1-4 Poor, 5-7 Acceptable, 8+ 10 7 7 8 8 9
Good
CPM Ranking 10 #N/A #N/A
DYNO/VEHICLE DYNO/VEHICLE
Inoperative Power Reference G>0.42 Y>0.37

Value 10 0.382 0.37 0.44 0.51 0.41
Section 4.2 30 bar Average
Friction
Cold Effectiveness 40C G>0.42 Y>0.35
Section 6 Stop 1 Average 3 0.358 0.36 0.3 0.35 0.41
Friction
Fade Section 9 Minimum G>0.3 Y>0.25
Average Friction 5 0.287 0.25 0.25 0.3 0.29
Cold -20Effectiveness G>0.3 Y>0.25
Section 12.1 Section 5 0.287 0.25 0.25 0.3 0.29
Average Friction
Wet Effectiveness section G>0.3 Y>0.25
18.2 3 0.276 0.24 0.23 0.18 0.23
G<0.2 Y<0.3
Post Burnish Friction 8 17% 19% 28% 55% 43%
Variation (Percent)
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Friction Material Selection Process - Decision Matrix
Akebono - NS242H Federal Mogul - Honeywell - XD5402

Honeywell - XD7614 TMD - 2004TA
aka (BP3138H) FA008 aka (FM008) aka (J159C2)
Criteria Scale
Inner+Outer Wear Increase G<0.3 Y<0.4
Between 200-300C mm 3 0.533 0.505 #N/A -0.275 0.1778
Total Average Friction G<2 Y<3
Material Wear (Excluding 10 2.284 2.423 #N/A 2.731 3.4671
Burnish) mm
Total (excluding burnish) G<0.02 Y<0.06
Average Rotor Wear mm 5 0.045 0.0055 #N/A 0.134 0.16891
Overall Rotor Wear All G<0 Y<0

Sections 10 #N/A #N/A #N/A #N/A #N/A
Percentage of stops with G<2 Y<5
noise greater than 70 DB 10 17.604 24 #N/A #N/A #N/A
PHYSICAL PHYSICAL
pH G>8 Y>7
4 9 #N/A #N/A 6.2167 6.7
Mean Ambient G<120 Y<180
Compressibility @100 Bar 8 65 98 #N/A 145 #N/A
Line Pressure
Mean Hot Compressibility G<140 Y<205
@100 Bar Line Pressure 3 #N/A 261 #N/A 199 #N/A
kgf G>2500 Y>1800

10 4370 2461 #N/A #N/A #N/A
kgf G>2500 Y>1800
10 2050 1724 #N/A #N/A #N/A
SCORE SCORE
Sum of (RYG)* Weighting Score
399 532 497 496 647
# Green 0 9 8 5 8 6
# Yellow 4 10 8 6 7 6
# Red 10 3 6 2 4 6
# Grey 5 2 2 11 5 6
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Selection Process - CIP Initiatives

Continuous improvement of current tools and test procedures (R+R
Studies, Dyno-Vehicle Correlation)
Research New Testing techniques to enable more thorough
understanding of Friction material performance (Lot Rot, Stiction, )
Expand Implementation of generic friction material pre-screening
database
Be open to new Ideas !
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- Industry Trends / Supplier Profile
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Industry Trends / Supplier Profile

the influence of brake system sourcing on responsibility for friction
material selection -- a changing landscape
supplier profile (strengths / weaknesses) -- a current view
recent technical innovations
ongoing Bosch K1, AC, Bosch FV research projects and actions
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Friction Industry Roadmap

Forecast
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Market Federal Mogul acquires Cooper/Abex, making them #1 in worldwide sales
Events Field roughness seen with rotor-friendly lomets on US light-trucks
Regulations FMVSS135 raises m-level expectations, elevating brake NVH concerns
Trends US interest in EUR performance (AMS) also elevates brake NVH concerns
CA state Proposition 65 raises friction toxicological concerns;
industry-leading Akebono lomets no longer acceptable in US
Jeep MY99 WJ SOP with C-T friction responsibility
New US Nisshinbo plant operational in Georgia
Ford MY01 U152 SOP with Bosch friction responsibility
Clear segmentation between vehicle class / friction used
No strong friction industry-leader in US or EUR
Continually increasing brake system sourcing trend
Continually increasing warranty sharing trend
Competition C-T hires NA friction specialist
TRW hires NA friction specialist
All Tier-1s still dependant on OEMs for friction selection process
TRW hires EUR friction specialist
C-T hires second NA friction specialist
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US Brake System Sourcing Trend

The trend toward brake system sourcing in the US continues to gather
momentum; this is accompanied by an increased expectation on the Tier-1
suppliers for friction material selection responsibility. For Bosch AC:
Strongest at Ford: MY01 U152, MY02 U231, MY03 EN/FN, MY03 P221,
MY04 D219
Intermediate at DC: MY03 AN/DN, MY03 CS, 2004 WK
Tentative at GM: MY02 GMT315
Friction material selection by other Tier-1s (C-T and TRW) have not been
viewed as too successful:
C-T: DC/Jeep MY99 WJ, DC MY01+ JR, Ford MY02 U222
TRW: DC MY98 LH, Ford MY99 DEW98
U152 is Boschs opportunity to demonstrate success.
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US Friction Supplier Profile

Vehicle GVW (lbs): 5000 7000 9000 11000
Typical Friction: LOMETS SEMIMETS
Typical Suppliers: - Akebono * - Federal Mogul (Abex) *

- Nisshinbo * - Haldex
- Sumitomo - Honeywell
Niche Application: EXPORT
Typical Suppliers: - BBA *

- Federal Mogul (Ferodo)
Typical Vehicles: PASS. CAR MINIVAN, SUV, LIGHT TRUCKS
* -- Supplier with recent technical history for a Bosch AC application
No overall industry leader yet competition in each segment is limited

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System Evolution and Friction Impact

Evolving brake and/or material innovations that are likely to impact the
friction materials industry include:
Systems: Regenerative Braking
Brakes: Brake-by-Wire
Materials: Ceramic Matrix Composite Rotors
Continued emphasis on brake noise- and vibration-free performance,
coupled with strong expectations for AMS and confident braking
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Bosch Response
Accomplished | Forecast
1999 2000 2001 2002 2003 2004 2005 2006
Technology Bosch hires friction specialist at AC-Fh; brake Tribology research est at Sh
(RB) Original Friction selection / application process created at AC-Fh
Teaming with Bosch, DC releases friction fingerprinting requirement
3 friction associates hired at K1-Dy
Bosch hires friction specialist at AC-Sbd (Compounding, AI)
-- AI database (raw material effects) initiated; I/O matrix defined
Bosch global Friction / NVH group established with K1-Dy lead;
Pre-Screening process replaces application-
specific process at Fh
Friction Product Spec/ Process Released ad K1-Dy
Fh Start of active research on new procedures
Transition from supplier-run to Bosch-run
Pre-screening
Critical Coordinated friction material research for life and NVH improvements,
Path/ through friction material AI database development (at AC-Sbd)
Risks Standardization of friction material selection process and test procedures,
to facilitate application database development (at AC-Fh)
Expanded role of brake system supplier in pre-selecting friction materials
Export / domestic market friction selection for same platform
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- Training Feedback / Wrap-Up
ZVW3, 02.03.01
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ZVW3, 02.03.01
144

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Acknowledgements

Friction Product / Industry Overview 15 min C.Evans

Friction Material Formulation 60 min S. McGinnis

Friction Material Processing 45 min S.McGinnis

Friction Material Testing 60 min C. Evans

Friction Material Selection Process 30 min C. Evans

 Industry Trends / Supplier Profiles 30 min C.Evans

 Training Feedback / Wrap-Up 15 min Attendees

In this section, you will learn about --

Sliding Direction Friction Force

Coefficient of Friction= = (Friction Force / Normal Force)

What is Tribology ? Why is it studied?

Automotive Brake Friction Materials

Braking Piston force causes the pads

Automotive Brake Friction Materials

Rotor Attachment (Glue, Nucap,...)

Automotive Brake Friction Materials

Automotive Friction Material Classifications

Regional Market Needs

Europe US NVH drivers = Warranty + Moderate friction

wear is acceptable performance and

Global Friction Demand is approx. $5,000 Mio

Top four global suppliers account for approx. 50% share

Current / Potential Supply Base

In this section, you will learn about --

Relative Performance Characteristics

Relative Performance Characteristics of Drum Brakes

BEF is Brake Effectiveness Factor

What Determines Drum Brake Effectiveness Factor (BEF)

Mechanical Friction Material

BEF = Torque (Nm) / Pressure (Bar) X 10,000

Multiple Design Characteristics

A braking system is complex

Friction Materials are Complex Composites

Friction material are complex mixtures balanced to exhibit certain

A Balanced Matrix of Many Kinds of Ingredients

Phenolic Resins - Some Characteristics

Phenolic resins bind the matrix together AND contribute to final

Phenolic Resins - What Are They?

Summary of Resinification Reactions

Resins - Comparison of Properties

Rubbers - Description and Uses

Organic Modifiers - Types

Styrene-Butadiene-Styrene (SBS) Rubber

Organic Modifiers - Purpose

Industrial Products Co: Cashew Nut Shells to Liquid to Friction Particle

Metals (Green Steel Group) Copper crystals

Carbons & Graphites - Description and Uses

Petroleum Mining Lubrication

Carbons & Graphites - Some Examples

Asbury Ceylon Graphite Asbury Natural Flake Graphite

Minerals & Fibers - Some Examples

Dupont Kevlar Pulp Wollastonite Barite - Barium Sulfate

Aramid Molecule Pyron Carbon & Hydrogen- Chrysotile Asbestos - Chunk

Mineral Fibers - Description

White Aluminum Oxide Rutile Crystal Pumice

Minerals are rated on the Mohs hardness scale

Mohs Scale of Relative Mineral Hardness

A mineral can always be scratched by another mineral that

Metallic Sulfides - Purpose and Characteristics

Metallic sulfides are more commonly used in non-asbestos organic

Processing Aids - Description and Uses

Plasticizers Dust Control (HS&E) & Preforming

Processing aids CAN affect final product performance

Industry Trends / Supplier Profiles 30 min C.Evans

Training Feedback / Wrap-Up 15 min Attendees