Brake Wear Research Articles

Development of Dust Collectors to Reduce Brake Wear PM Emissions

In this study, two different dust collectors, one based on an inertial separator and the other based on an electrostatic precipitator (ESP), were developed in order to reduce brake wear particulate matter (PM) emissions. Additionally, the collection efficiencies for brake wear particles (BWPs) of the inertial separator and the ESP were evaluated according to brake pad type. In the case of the inertial separator, the BWP collection efficiencies for the low-metallic (LM) and non-asbestos organic (NAO) pads were similar, and the cut-off size at 50% collection efficiency (D50) was 2.2 µm. The ESP was designed without an additional electrostatic charging device because naturally induced electrostatic charging occurred due to the friction between the brake disc and pad. The BWP collection efficiency of the ESP was higher for NAO pad than for LM pad because the BWPs generated from the NAO pad contained a relatively low iron (Fe) component compared to that of the LM pad, thereby generating more frictional electricity. The maximum ESP collection efficiencies of the BWPs generated from the LM and NAO pads were determined to be 60% and 75%, respectively, and the remaining BWPs that were not collected were presumed to be particles that were not frictionally charged.

Road tunnel-derived coarse, fine and ultrafine particulate matter: physical and chemical characterization and pro-inflammatory responses in human bronchial epithelial cells

BackgroundTraffic particulate matter (PM) comprises a mixture of particles from fuel combustion and wear of road pavement, tires and brakes. In countries with low winter temperatures the relative contribution of mineral-rich PM from road abrasion may be especially high due to use of studded tires during winter season. The aim of the present study was to sample and characterize size-fractioned PM from two road tunnels paved with different stone materials in the asphalt, and to compare the pro-inflammatory potential of these fractions in human bronchial epithelial cells (HBEC3-KT) in relation to physicochemical characteristics.MethodsThe road tunnel PM was collected with a vacuum pump and a high-volume cascade impactor sampler. PM was sampled during winter, both during humid and dry road surface conditions, and before and after cleaning the tunnels. Samples were analysed for hydrodynamic size distribution, content of elemental carbon (EC), organic carbon (OC) and endotoxin, and the capacity for acellular generation of reactive oxygen species. Cytotoxicity and pro-inflammatory responses were assessed in HBEC3-KT cells after exposure to coarse (2.5–10 μm), fine (0.18–2.5 μm) and ultrafine PM (≤ 0.18 μm), as well as particles from the respective stone materials used in the pavement.ResultsThe pro-inflammatory potency of the PM samples varied between road tunnels and size fractions, but showed more marked responses than for the stone materials used in asphalt of the respective tunnels. In particular, fine samples showed significant increases as low as 25 µg/mL (2.6 µg/cm2) and were more potent than coarse samples, while ultrafine samples showed more variable responses between tunnels, sampling conditions and endpoints. The most marked responses were observed for fine PM sampled during humid road surface conditions. Linear correlation analysis showed that particle-induced cytokine responses were correlated to OC levels, while no correlations were observed for other PM characteristics.ConclusionsThe pro-inflammatory potential of fine road tunnel PM sampled during winter season was high compared to coarse PM. The differences between the PM-induced cytokine responses were not related to stone materials in the asphalt. However, the ratio of OC to total PM mass was associated with the pro-inflammatory potential.

Regenerative Braking System: A Review

Abstract: Electric cars square measure associate interest within the market. Today, existing braking technologies are used. This braking technology consumes tons of energy throughout braking within the style of heat. Therefore, regenerative braking is that the most significant methodology of focusing as a result of it's associate energy saving methodology. Increase the potency of electrical vehicles by reducing waste of energy. In electrical vehicle regenerative braking mode, the K.E. of the wheels is bornagain into electricity and keep within the battery or electrical condenser. This methodology has been improved mistreatment flywheels, DC-DC converters. Once a quick moving vehicle is applied a brake the momentum energy is wasted. The brake energy converter could be a compact system mounted in cylinder that absorbs this power and converts it to electricity that may be keep in battery for more use. Compact, efficient, low value and recycles energy nicely, prevents wastage. This method fits within the vacant house of the drum brakes of auto as a result of currently day's disk brakes square measure used. Low weight, compact size and power is made altogether four wheels of the vehicle. Straightforward construction, low value and straightforward to use. Absorbs brake power that the load on the hydraulic brakes is reduced thus less wear of brakes. Motor is within the earlier models with a centralized battery unit, system power to weight magnitude relation is extremely low, i.e., low power is made as compared to the burden of the system. Braking potency is low and tends to explosive brake in emergency conditions. Keywords: Energy, Brake, Electricity, Flywheel, Vehicle.

A Review of Road Traffic-Derived Non-Exhaust Particles: Emissions, Physicochemical Characteristics, Health Risks, and Mitigation Measures.

Implementation of regulatory standards has reduced exhaust emissions of particulate matter from road traffic substantially in the developed world. However, nonexhaust particle emissions arising from the wear of brakes, tires, and the road surface, together with the resuspension of road dust, are unregulated and exceed exhaust emissions in many jurisdictions. While knowledge of the sources of nonexhaust particles is fairly good, source-specific measurements of airborne concentrations are few, and studies of the toxicology and epidemiology do not give a clear picture of the health risk posed. This paper reviews the current state of knowledge, with a strong focus on health-related research, highlighting areas where further research is an essential prerequisite for developing focused policy responses to nonexhaust particles.

Determining factors and parameterization of brake wear particle emission

Brake wear emission contributes to an increasingly significant proportion of vehicle-related particulate matter, but knowledge of its emission features and determining factors is still highly insufficient. Here, brake dynamometer experiments were conducted under controlled variables tests and real-world driving conditions to systematically investigate brake wear particle (BWP) emission. Compared to the decelerating process, the separating of pads and disc releases more BWPs, accounting for 47–76% of the total PM2.5 mass. Particle number and mass distributions exhibit bimodal (< 0.01 µm and 0.8–1.2 µm) and unimodal (2–5 µm) patterns, respectively. Larger speed reduction exponentially amplifies BWP emission, and the significant enhancement of nanoparticles is proved to be related to the evaporation of organic constituents in the pads with threshold ranging from 170 °C to 270 °C. Emissions from front and rear brake assemblies don’t agree with braking torque distribution, mainly attributive to the different braking pressures. A parameterization scheme for BWP emission based on kinetic energy loss is further established and proved to sufficiently predict the variation of BWP under real-world driving conditions. Being corrected by 1.8th power of the initial speed, the scheme improves the prediction.

Review of the coatings used for brake discs regarding their wear resistance and environmental effect

Wear of a friction pair of brake (brake disc and pads), in addition to reducing the active safety of vehicles, leads to the formation of particles that can affect the environment and human health. In addition to the technologies that are being developed for the collection of particles created by the wear of brakes during braking process, today new materials are being introduced, as well as various technologies for processing friction pairs with the aim of reducing brake wear and thus the formation of particles. Furthermore, today, technologies for coating (cladding) the friction surfaces of disc brakes with some materials are increasingly applied and researched, in order to reduce the wear intensity (wear rate) of disc brakes, i.e. the emission of particles created by wear of friction pairs. The aim of this paper is to analyse and review different deposition techniques and materials used for brake discs coatings, as well as the effect it has on the wear rate of friction pair. There are many coating deposition techniques, and special attention is paid to the technology of laser hardfacing of brake rotors.

Switzerland's PM10 and PM2.5 environmental increments show the importance of non-exhaust emissions

Atmospheric particulate matter (PM) is a priority pollutant for urban air pollution management because of its negative effects on human health and visibility. Emissions from road traffic have been a major focus of management over the past few decades, but non-exhaust emissions i.e. , emissions from brake, tyre, road wear, and the resuspension of dust have emerged to become a major source of unregulated PM in many locations. Here, a filter-based sampling campaign was conducted between 2018 and 2019 where a large number of PM constituents were quantified for five sites in Switzerland for both PM 10 and PM 2.5 . This had the objective of investigating urban and urban-traffic PM increments in Switzerland. The results show that PM concentrations increased as the sampling locations moved along a rural to urban-traffic gradient. However, source apportionment analysis showed that sulfate-rich, nitrate-rich, and biogenic sources were not enhanced in urban environments, but road traffic and mineral dust sources were. The total mass enhancement for PM 10 and PM 2.5 were 2.4 μg m −3 and 2.0 μg m −3 for the urban environment while the corresponding urban-traffic enhancements were 5.7 μg m −3 and 2.8 μg m −3 . Emissions from road traffic were estimated to contribute more than 75% to the urban increments and non-exhaust emissions contributed 48% (PM 10 ) and 25% (PM 2.5 ) to the total road traffic related increment at an urban background site and 62% (PM 10 ) and 49% (PM 2.5 ) at an urban-traffic site. Analysis of the composition of Switzerland's PM showed that elements associated with non-exhaust emissions, specifically the brake wear tracers of antimony, barium, copper, and iron were the metals with the greatest urban and urban-traffic enhancements. Critically, the urban increment of these elements was enhanced for both PM 10 and PM 2.5 by about the same magnitude as the urban-traffic increment (by 2–3 times), demonstrating non-exhaust emissions are encountered across urban areas, not just the urban-traffic environment. Therefore, non-exhaust emissions were an important contributor to the urban and urban-traffic PM 10 and PM 2.5 increments in Switzerland's urban areas. The relative contributions of non-exhaust emissions to the urban and urban-traffic increments could be expected to increase due to the introduction of further exhaust after-treatment technologies (such as gasoline particulate filters; GPFs) and the transition to a more electrified vehicle fleet. A management pivot will be required to control these non-exhaust emission pathways and although this work exclusively uses data from Switzerland, the conclusions are likely relevant to many other European urban areas. • Non-exhaust road traffic emissions significantly contaminate urban environments. • Non-exhaust emissions were a large contributor to Switzerland's urban increments. • Secondary and biogenic sources were not enhanced in Switzerland's urban areas. • Brake wear tracers were the most enhanced urban and urban-traffic PM components. • Characteristic elements from abrasion processes were enhanced in PM 10 and PM 2.5

Source apportionment of urban road dust using four multivariate receptor models

Road dust is one of the biggest contributors to airborne particulate matter (PM) in many urban regions. Due to the inherent heterogeneity of road dust, it is important that its sources are identified and mitigated. Multivariate receptor models are used for source apportionment of PM in many cities. In recent years, these receptor models are finding more applications outside the scope of PM source apportionment. In this study, four multivariate receptor models (Unmix, Positive Matrix Factorization, Principal Component Analysis, and Multiple Curve Regression) are used for source apportionment of road dust at Vellore City, India. The elemental composition of road dust samples from 18 locations and for three seasons (summer, winter, and monsoon) are measured using acid digestion followed by Inductively Coupled Plasma–Optical Emission Spectroscopy. Irrespective of models, results showed that crustal material (100–68%) and resuspended road dust (82–15%) are the biggest contributors to road dust in the study region. Brake wear, tire wear, biomass combustion, vehicular emission, and industrial sources are some of the other sources identified by the receptor models. Receptor modeling performance of MCR and PCA models are unsatisfactory. PMF and Unmix models gave acceptable results. From comparing the performance characteristics, Unmix is found to be the ideal receptor model for this dataset. This research clarifies the constraints of different receptor models and the source apportionment information obtained is critical for development of future policy and regulation.

Input Parameters for Airborne Brake Wear Emission Simulations: A Comprehensive Review

Non-exhaust emissions, generated by the wear of brake systems, tires, roads, clutches, and road resuspension, are responsible for a large part of airborne pollutants in urban areas. Brake wear accounts for 55% of non-exhaust emissions and significantly contributes to urban health diseases related to air pollution. A major part of the studies reported in the scientific literature are focused on experimental methods to sample and characterize brake wear particles in a reliable, representative, and repeatable way. In this framework, simulation is an important tool, which makes it possible to give interpretations of the experimental results, formulate new testing approaches, and predict the emission produced by brakes. The present comprehensive literature review aims to introduce the state of the art of the research on the different aspects of airborne wear debris resulting from brake systems which can be used as inputs in future simulation models. In this review, previous studies focusing on airborne emissions produced by brake systems are investigated in three main categories: the subsystem level, system level, and environmental level. As well as all the information provided in the literature, the simulation methodologies are also investigated at all levels. It can be concluded from the present review study that various factors, such as the uncertainty and repeatability of the brake wear experiments, distinguish the results of the subsystem and system levels. This gap should be taken into account in the development of future experimental and simulation methods for the investigation of airborne brake wear emissions.

Assessment of heavy metal contamination in soils at the Kpone landfill site, Ghana: Implication for ecological and health risk assessment

Concentrations of lead (Pb), zinc (Zn), copper (Cu), mercury (Hg), and arsenic (As) in soils at the Kpone landfill site (Ghana) were determined using Atomic Absorption Spectrophotometry (AAS). Further analyses allowed establishing the degree of heavy metals (HMs) pollution, suitability of the soils for agriculture, sources of the HMs and their ecological and health risks. The site was divided into five zones, A, B, C, D, and E, and in all, seventeen (17) soil samples were collected. Average concentrations of Cu fell within the allowable range for agricultural soils in all the zones while average concentrations of Pb, Zn, Hg, and As exceeded the range in some or all the zones. Concentrations of the HMs generally exceeded their respective background value, with all zones showing very high degree of HMs contamination. The pollution load index (PLI) was 16.48, signifying extreme HMs pollution of the entire site. Multivariate statistical analyses revealed that Cu, Zn, and Pb in the soils originated from the deposited waste materials as well as traffic-related activities (e.g. wear and tear of tyres, brakes, and engines) at the site. Hg also originated from the deposited waste materials as well as cement production and oil and coal combustion activities in the study area, while As derived from industrial discharges and metal smelting activities. All the zones exhibited very high ecological risk. The carcinogenic and non-carcinogenic health risks posed by the HMs were also above acceptable levels, with children being more vulnerable than adults to these health risks.

Representativeness of airborne brake wear emission for the automotive industry: A review

Brake wear gives 16%–55% by mass to total non-exhaust traffic related PM10 emissions in urban environments. While engines have become cleaner in the past decades, few improvements were made to lower non-exhaust emission until recently. Researchers have developed several experimental methods over the past years to assess brake emissions. However, observations tend to differ from a method to another with respect to many disciplines, ranging from particle system characterization to brake cycles, and it remains difficult to compare results of different research groups. It is so crucial to get a consensus on the standard experimental method. The following article lists limits which influence measurements and has to be taken into account when comparing works from different laboratories. This article also discusses how to design tests to get a relevant braking particle system characterization.

Testing of Alternative Disc Brakes and Friction Materials Regarding Brake Wear Particle Emissions and Temperature Behavior

In this study, different disc brakes and friction materials are evaluated with respect to particle emission output and characteristic features are derived. The measurements take place on an inertia dynamometer using a constant volume sampling system. Brake wear particle emission factors of different disc concepts in different sizes are determined and compared, using a grey cast iron disc, a tungsten carbide-coated disc and a carbon ceramic disc. The brakes were tested over a section (trip #10) novel test cycle developed from the database of the worldwide harmonized Light-Duty vehicles Test Procedure (WLTP). First, brake emission factors were determined along the bedding process using a series of trip-10 tests. The tests were performed starting from unconditioned pads, to characterize the evolution of emissions until their stabilization. In addition to number- and mass-related emission factors (PM2.5–PM10), the particle size distribution was determined. Another focus was the evaluation of temperature ranges and the associated challenges in the use of temperature readings in a potential regulation of brake wear particle emissions. The results illustrate the challenges associated with establishing a universal bedding procedure and using disc temperature measurements for the control of a representative braking procedure. Using tungsten carbide coated discs and carbon ceramic discs, emission reduction potentials of up to 70% (PM10) could be demonstrated along the WLTP brake cycle. The reduction potential is primarily the result of the high wear resistance of the disc, but is additionally influenced by the pad composition and the temperature in the friction contact area.

Quantification of Non-Exhaust Particulate Matter Traffic Emissions and the Impact of COVID-19 Lockdown at London Marylebone Road

This research quantifies current sources of non-exhaust particulate matter traffic emissions in London using simultaneous, highly time-resolved, atmospheric particulate matter mass and chemical composition measurements. The measurement campaign ran at Marylebone Road (roadside) and Honor Oak Park (background) urban monitoring sites over a 12-month period between 1 September 2019 and 31 August 2020. The measurement data were used to determine the traffic increment (roadside–background) and covered a range of meteorological conditions, seasons, and driving styles, as well as the influence of the COVID-19 “lockdown” on non-exhaust concentrations. Non-exhaust particulate matter (PM)10 concentrations were calculated using chemical tracer scaling factors for brake wear (barium), tyre wear (zinc), and resuspension (silicon) and as average vehicle fleet non-exhaust emission factors, using a CO2 “dilution approach”. The effect of lockdown, which saw a 32% reduction in traffic volume and a 15% increase in average speed on Marylebone Road, resulted in lower PM10 and PM2.5 traffic increments and brake wear concentrations but similar tyre and resuspension concentrations, confirming that factors that determine non-exhaust emissions are complex. Brake wear was found to be the highest average non-exhaust emission source. In addition, results indicate that non-exhaust emission factors were dependent upon speed and road surface wetness conditions. Further statistical analysis incorporating a wider variability in vehicle mix, speeds, and meteorological conditions, as well as advanced source apportionment of the PM measurement data, were undertaken to enhance our understanding of these important vehicle sources.

Urban contamination sources in tunnel dusts from São Paulo city: Elemental and isotopic characterization

Elemental and isotopic composition of tunnel dusts collected from Jânio Quadros (JQ) and Maria Maluf (MM) tunnels in São Paulo city were analyzed aiming to determine the potential sources of trace elements in these environments. Sampling was performed in the summer and winter of 2017. Elemental mass fractions were determined by Instrumental Neutron Activation Analysis (INAA) and Graphite Furnace Electrothermal Atomic Absorption Spectrometry (GF-AAS) for 28 elements. Isotopic signatures of Pb and Zn were determined by Thermal Ionization Mass Spectrometry (TIMS) and Multicollector Inductively Coupled Plasma Mass Spectrometry (MC-ICP-MS), respectively. The mean mass fractions of elements, such as Pb, Cd, Zn, Sb and Cu, were in general similar to the reported in the literature, in studies that demonstrated urban contamination by potentially toxic elements. Statistics demonstrated significant differences in mass fractions between the tunnels for most analyzed elements. Results showed that rare earth elements, U and Th, mostly associated with geogenic sources, presented higher concentrations in MM tunnels, while elements frequently related to vehicular emissions (Sb, Zn, Ba, Cu and Pb) presented mean mass fraction values higher in JQ tunnel, pointing to a more important contamination in JQ tunnel. No significant differences in the mass fractions between campaigns were observed, evidencing that tunnels are not much affected by external weather conditions. Pb isotopic analysis presented 206Pb/207Pb ratios between 1.1715 and 1.1791 and 208Pb/206Pb ratios between 2.0889 and 2.0961, which pointed out to a vehicular signature, related to tailpipe emissions. On the other hand, Zn isotope data also suggested a vehicular signature, but mostly related to the wear of tires and brakes. Grain size distribution analysis showed that the smallest fractions of dust contained, on average, about 10% of particulate matter of aerodynamic diameter smaller than 10 μm, fractions highly inhalable, what may be a concern to human health. Enrichment factors (EFs) showed that Cr, Zn, Cu, Cd, Pb and Sb are the most enriched elements, in both tunnels, but higher EFs were found for JQ tunnel. Principal Component Analysis revealed a profile for a crustal source, marked by U, Th and rare earth elements, whereas vehicular sources were characterized mostly by Pb, Ti and V from gasoline/diesel combustion; Pb and Ti from road paints; Sb, Ba and Zn from brakes, and Zn from wear of steel and tires. These results indicate an important anthropic impact in the tunnels and that vehicular traffic is the main source of potentially toxic elements.

Source quantification and risk assessment as a foundation for risk management of metals in urban road deposited solids

Urban road build-up solids contain toxic metals posing potential risks to human health. Management of human health risks arising from these metals is critical in urban areas. This study collected solids build-up data from 16 study sites with various land use and traffic characteristics. Source quantification was conducted using PCA/APCS receptor model. It was found that soil and asphalt wear are the largest contributors (69.43%) to risk and mainly contribute Al, Cr, Mn, Fe, Ni, Zn and Pb to build-up solids. Brake wear is the second largest contributor accounting for 17.20% and contributes Cd and Cu. Tyre wear is the third major contributor (11.38%) and it primarily contributes Ni, Zn and Cr. Mathematical equations were fitted to estimate the risk against daily traffic volume and land use fractions, and the uncertainty analysis highlighted that risk assessment should account for the variability in metal concentrations rather than a point value of concentrations at a given time and space. Based on source quantification and risk assessment, an integrated risk management model was developed to manage human health risks from toxic metals in build-up solids. This risk model provides guidance for urban planning and land use development to mitigate risk arising from urban road deposited solids.

Special Issue Editorial: Study of Brake Wear Particle Emissions

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The Impact of Composition in Non-steel and Low-Steel Type Friction Materials on Airborne Brake Wear Particulate Emission

In this work, airborne brake wear particulate matter (PM) emissions from a brake system were investigated by time-resolved and temperature-dependent measurement using a dynamometer. The measurement was performed for representative friction materials, 3 low-steel (LS) and 4 non-steel (NS), which are currently in worldwide use. The PM emission factor was found to be varied as large as by one order of magnitude depending on the composition of friction materials(pads). The airborne particle mass emissions from the LS materials ranged from 1.88 to 3.14 mg/km/vehicle, while the emissions from the NS ranged from 0.3 to 2.34 mg/km/vehicle, which is, in general, smaller than the LS. The time-resolved data imply that particle emissions in the extra-high-speed region of the WLTC cycle, where friction occurs at high temperature (Tdisk > 150 °C), is much higher than in the low-speed region, and determines the total PM mass emission factor. It was found that the friction materials containing metals such as Cu and Sn (LS-2/-3 and NS-4/-5) exhibited a lower PM emission factor. This result suggests that copper and tin, which forms an effective lubricating tribolayer in the interface between the pad and disk at high temperature, remarkably reduces PM emissions. It has been also found that the surface roughness of worn brake pads is positively proportional to PM emissions according to surface topography analysis, which is consistent with composition effect. These findings suggest that tribological engineering to provide sliding frictional behavior at elevated temperature is crucial to reducing PM emissions.

브레이크 마모에서 발생하는 비배기 미세먼지 측정법

브레이크 마모에서 발생하는 비배기 미세먼지 측정법

Airflow Simulation and Measurement of Brake Wear Particle Emissions with a Novel Test Rig

Particle emissions generated by the braking systems of road vehicles represents a significant non-exhaust contributor. Fine particles such as these are transported through airborne routes. They are known to adversely affect human health and currently there are no policies in place to regulate them. Before this issue can be addressed, it is important to characterise brake wear debris which is the purpose of this study. A newly-developed test rig consisting of a closed but ventilated enclosure surrounds a brake dynamometer equipped with a cast iron rotor. A sampling probe was made in accordance with the isokinetic principles in order to withdraw a representative aerosol sample from the outlet duct. Measurements of real-time particulate numbers and mass distributions are recorded using a Dekati ELPI&lt;sup&gt;®&lt;/sup&gt;+ unit and the brake materials were tested under drag-braking conditions. Prior to measurements, Computational Fluid Dynamics (CFD) simulations were performed to investigate the most suitable sampling points used in the experiments. Preliminary experimental results show that there is a noticeable increase in particle numbers, compared to background levels, with a corresponding change in the mass distribution; coarser particles become more prominent during these braking events. These results provide confidence in the performance of the test rig and its ability to measure airborne brake wear debris in order to compare emissions from various friction pairs.

Taşıt Freni Aşınma Parçacık Emisyonlarının Mikroyapısı ve Kimyasal Analizi

Taşıtlardan kaynaklanan emisyonlar özellikle endüstriyel alanlarda ve kalabalık nüfuslu yerlerde önemli çevre problemlerine sebep olmaktadır. Egzoz emisyonları yasal düzenlemelerle azaltılmaya çalışılsa bile egzoz dışı emisyonlar da hissedilir derecede artış olduğu açıktır. Fren aşıntı emisyonları egzoz dışı emisyonların en önemli kaynaklarından birisidir. Fren aşıntı partiküllerine genellikle dökme demir disk ve ona karşı sürtünme eşliği eden kompozit bir balata ikilisi kaynaklık eder. Bu malzemelerin kimyasal kompozisyonu aşıntı partiküllerinin içeriğine etki eder. Bu çalışma, Orijinal Ekipman Üreticileri (OEM) tarafından piyasaya ticari olarak sunulan fren disk ve balatalarına ait fren aşınma emisyon maddesinin kimyasal ve mikroyapısal karakterizasyonu araştırmak amacıyla yapılmıştır. Aşıntı partiküllerinin mikroyapı karekterizasyonu, alan taramalı elektron mikroskobu (SEM), elementel analizi enerji dağıtıcı spektrometre (EDS), kristal yapıları X-ray diffraction (XRD) ve moleküler bağ yapıları fourier dönüşümlü kızılötesi spektroskopisi (FTIR) cihazı yardımıyla analiz edildi. Analizler sonunda C, N, O, F, Si, Ca, Fe ve Cu gibi elementler, sülfatlar, fosfatlar, oksitler ve farklı mineral yapıların aşınma partikülleri kimyasında bulunduğu tespit edilmiştir. Bilhassa oksitli yapıların ve ağır metallerin varlığı insan sağlığı ve çevre açısından ciddi tehditler içermektedir. Bu çalışma politika yapıcılar ve araştırmacılar için önemli bilgiler sağlayacaktır.