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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
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      <title>RESPONSE SENSITIVITY OF AN EXAMPLE ANTILOCK BRAKE SYSTEM TO CHANGES IN LINING FRICTION. VOLUME 1</title>
      <link>https://trid.trb.org/View/351183</link>
      <description><![CDATA[Full scale straightline brake and brake in turn tests were performed on both high and low surfaces with an example automobile equipped with an antilock brake system (ABS). Several different sets of brake pads were tested to measure the effect of brake pad friction level on the response and performance of the example ABS.  Preliminary tests were performed to estimate the brake pad friction coefficients, which ranged from 0.27 to 0.45 in the front and from 0.30 to 0.52 in the rear.  Similar braking tests were accomplished with a temporary spare tire mounted successively at the front and rear.  The results show that there was no systematic effect of varying pad friction on ABS response, and that the stopping distances did not change by a substantial amount over the brake pad frictions tested.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
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      <title>SEIEMIC DESIGN SPECTRA FOR FRICTION-DAMPED STRUCTURES</title>
      <link>https://trid.trb.org/View/308225</link>
      <description><![CDATA[A simplified seismic design method for a new damping system (a novel structural system for the aseismic design of framed buildings consisting of an inexpensive mechanism containing friction brake lining pads introduced at the intersection of frame cross braces) is described.  The study used a specialized computer program to obtain the optimum slip-load distribution for the friction devices by minimizing a relative performance derived from energy concepts.  The results from a parametric study on multistory friction-damped braced frames were used to construct a general design slip-load spectum for a quick evaluation of the total optimum slip shear in a multistory building.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
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      <title>INVESTIGATION OF BOUNDARY FRICTION EFFECTS IN POLYAXIAL TESTS</title>
      <link>https://trid.trb.org/View/288734</link>
      <description><![CDATA[Development of boundary friction forces is a common problem in testing of materials, such as rock and concrete.  This article reports on experimentations with different friction reducing pads, aiming at diminishing the side friction effects in polyaxial tests.  This appears technically possible by using special Teflon (Trademark) grease pads, with optimum lubrication achieved at high pressures. Ineffective lubrication can cause an apparent increase of strength and Young's modulus.  The volumetric changes under polyaxial stress states appear relatively little affected by boundary friction, contrary to the partial volume changes delta V sub 2 and delta V sub 3.]]></description>
      <pubDate>Sat, 31 Oct 1987 00:00:00 GMT</pubDate>
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      <title>BRAKE NOISE</title>
      <link>https://trid.trb.org/View/197035</link>
      <description><![CDATA[This article describes disc brake squeal as a noise that occurs at the upper range of human hearing which many but not all people with apparently normal hearing can hear.  Research at Bendix Corporation employs sophisticated aural testing equipment to isolate, identify and measure brake noises.  Tests show that the noise source is the entire system, including the friction material, pad shape, and configuration of the caliper and rotor.  Squeal has been reduced by switching the friction material, altering the pad shape, and cutting slots in the rotor.  An insert with this article is entitled "Rotor's composition can lower noise, wear."]]></description>
      <pubDate>Mon, 30 Jan 1984 00:00:00 GMT</pubDate>
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      <title>THE BACK-YARD MECHANIC. PART 5. DISC BRAKES</title>
      <link>https://trid.trb.org/View/184547</link>
      <description><![CDATA[It is pointed out that caliper disc brakes are much less complicated and easier to service than conventional drum brakes, and worn friction pads, the most common maintenance item, can be replaced at home in less than an hour. Measuring pad thickness after the first 12,000 mi. and each additional 6000 mi. and replacing pads when worn to less than 1/8-in. thickness (or specified minimum) are advised. Preliminary steps to a pad replacement job are outlined (studying manual, purchasing pads and other parts to be replaced, and obtaining cleaning and brake fluids and tools). Instructions are given on pad replacement; the importance is stressed of working on one wheel at a time, with a properly assembled brake for reference. Associated maintenance, usually left to a mechanic, is noted (packing wheel bearings with grease, inspecting rear brakes), and the procedure described for adjusting rear brakes found on some imports. Lateral runout and parallelism are mentioned as two fairly common disc brake problems.]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/184547</guid>
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