CA3178826A1 - Brake component having a ceramic coating with surface pores - Google Patents
Brake component having a ceramic coating with surface pores Download PDFInfo
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- CA3178826A1 CA3178826A1 CA3178826A CA3178826A CA3178826A1 CA 3178826 A1 CA3178826 A1 CA 3178826A1 CA 3178826 A CA3178826 A CA 3178826A CA 3178826 A CA3178826 A CA 3178826A CA 3178826 A1 CA3178826 A1 CA 3178826A1
- Authority
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- Prior art keywords
- brake component
- layer
- brake
- bedding
- ceramic coating
- Prior art date
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- 238000005524 ceramic coating Methods 0.000 title claims abstract description 39
- 239000011148 porous material Substances 0.000 title claims abstract description 26
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims abstract description 24
- 238000005260 corrosion Methods 0.000 claims abstract description 24
- 230000007797 corrosion Effects 0.000 claims abstract description 20
- 229910052742 iron Inorganic materials 0.000 claims abstract description 12
- 230000015572 biosynthetic process Effects 0.000 claims abstract description 6
- 238000011065 in-situ storage Methods 0.000 claims description 15
- 239000000919 ceramic Substances 0.000 claims description 11
- 239000003792 electrolyte Substances 0.000 claims description 6
- 230000009467 reduction Effects 0.000 claims description 4
- 230000001681 protective effect Effects 0.000 claims description 3
- 238000000576 coating method Methods 0.000 abstract description 44
- 239000011248 coating agent Substances 0.000 abstract description 27
- 239000000428 dust Substances 0.000 abstract description 8
- 238000000034 method Methods 0.000 description 22
- 230000008569 process Effects 0.000 description 20
- 229910001018 Cast iron Inorganic materials 0.000 description 16
- 239000000463 material Substances 0.000 description 14
- 238000007745 plasma electrolytic oxidation reaction Methods 0.000 description 14
- 238000007751 thermal spraying Methods 0.000 description 10
- 229910045601 alloy Inorganic materials 0.000 description 9
- 239000000956 alloy Substances 0.000 description 9
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 9
- PNEYBMLMFCGWSK-UHFFFAOYSA-N Alumina Chemical compound [O-2].[O-2].[O-2].[Al+3].[Al+3] PNEYBMLMFCGWSK-UHFFFAOYSA-N 0.000 description 8
- 229910052782 aluminium Inorganic materials 0.000 description 8
- 238000007599 discharging Methods 0.000 description 8
- 229910001208 Crucible steel Inorganic materials 0.000 description 6
- 239000011777 magnesium Substances 0.000 description 6
- 238000005245 sintering Methods 0.000 description 6
- 239000010959 steel Substances 0.000 description 6
- 239000010936 titanium Substances 0.000 description 6
- FYYHWMGAXLPEAU-UHFFFAOYSA-N Magnesium Chemical compound [Mg] FYYHWMGAXLPEAU-UHFFFAOYSA-N 0.000 description 5
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 description 5
- 229910052751 metal Inorganic materials 0.000 description 5
- 239000002184 metal Substances 0.000 description 5
- 230000001172 regenerating effect Effects 0.000 description 5
- 229910052719 titanium Inorganic materials 0.000 description 5
- PXHVJJICTQNCMI-UHFFFAOYSA-N Nickel Chemical compound [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 4
- 230000001965 increasing effect Effects 0.000 description 4
- 239000007788 liquid Substances 0.000 description 4
- 229910052749 magnesium Inorganic materials 0.000 description 4
- VYZAMTAEIAYCRO-UHFFFAOYSA-N Chromium Chemical compound [Cr] VYZAMTAEIAYCRO-UHFFFAOYSA-N 0.000 description 3
- 239000004411 aluminium Substances 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 3
- 238000004372 laser cladding Methods 0.000 description 3
- 230000002829 reductive effect Effects 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- -1 aluminum (Al) Chemical class 0.000 description 2
- 230000015556 catabolic process Effects 0.000 description 2
- 238000003487 electrochemical reaction Methods 0.000 description 2
- 230000036541 health Effects 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 229910001385 heavy metal Inorganic materials 0.000 description 2
- 150000002484 inorganic compounds Chemical class 0.000 description 2
- 229910010272 inorganic material Inorganic materials 0.000 description 2
- CPLXHLVBOLITMK-UHFFFAOYSA-N magnesium oxide Inorganic materials [Mg]=O CPLXHLVBOLITMK-UHFFFAOYSA-N 0.000 description 2
- 150000002739 metals Chemical class 0.000 description 2
- 229910052759 nickel Inorganic materials 0.000 description 2
- 238000005240 physical vapour deposition Methods 0.000 description 2
- 230000000717 retained effect Effects 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 239000000758 substrate Substances 0.000 description 2
- LWIHDJKSTIGBAC-UHFFFAOYSA-K tripotassium phosphate Chemical compound [K+].[K+].[K+].[O-]P([O-])([O-])=O LWIHDJKSTIGBAC-UHFFFAOYSA-K 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 239000004111 Potassium silicate Substances 0.000 description 1
- 239000004115 Sodium Silicate Substances 0.000 description 1
- GWEVSGVZZGPLCZ-UHFFFAOYSA-N Titan oxide Chemical compound O=[Ti]=O GWEVSGVZZGPLCZ-UHFFFAOYSA-N 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- ANBBXQWFNXMHLD-UHFFFAOYSA-N aluminum;sodium;oxygen(2-) Chemical compound [O-2].[O-2].[Na+].[Al+3] ANBBXQWFNXMHLD-UHFFFAOYSA-N 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 239000013590 bulk material Substances 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000005229 chemical vapour deposition Methods 0.000 description 1
- 229910052804 chromium Inorganic materials 0.000 description 1
- 239000011651 chromium Substances 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 239000008367 deionised water Substances 0.000 description 1
- 238000000151 deposition Methods 0.000 description 1
- 230000008021 deposition Effects 0.000 description 1
- 239000012153 distilled water Substances 0.000 description 1
- 238000001035 drying Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004070 electrodeposition Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000002783 friction material Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 150000008040 ionic compounds Chemical class 0.000 description 1
- JEIPFZHSYJVQDO-UHFFFAOYSA-N iron(III) oxide Inorganic materials O=[Fe]O[Fe]=O JEIPFZHSYJVQDO-UHFFFAOYSA-N 0.000 description 1
- 239000000395 magnesium oxide Substances 0.000 description 1
- AXZKOIWUVFPNLO-UHFFFAOYSA-N magnesium;oxygen(2-) Chemical compound [O-2].[Mg+2] AXZKOIWUVFPNLO-UHFFFAOYSA-N 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 229910001092 metal group alloy Inorganic materials 0.000 description 1
- 239000011156 metal matrix composite Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- TWNQGVIAIRXVLR-UHFFFAOYSA-N oxo(oxoalumanyloxy)alumane Chemical compound O=[Al]O[Al]=O TWNQGVIAIRXVLR-UHFFFAOYSA-N 0.000 description 1
- CNRZQDQNVUKEJG-UHFFFAOYSA-N oxo-bis(oxoalumanyloxy)titanium Chemical compound O=[Al]O[Ti](=O)O[Al]=O CNRZQDQNVUKEJG-UHFFFAOYSA-N 0.000 description 1
- 238000007747 plating Methods 0.000 description 1
- 238000005498 polishing Methods 0.000 description 1
- 229910000160 potassium phosphate Inorganic materials 0.000 description 1
- 235000011009 potassium phosphates Nutrition 0.000 description 1
- NNHHDJVEYQHLHG-UHFFFAOYSA-N potassium silicate Chemical compound [K+].[K+].[O-][Si]([O-])=O NNHHDJVEYQHLHG-UHFFFAOYSA-N 0.000 description 1
- 229910052913 potassium silicate Inorganic materials 0.000 description 1
- 235000019353 potassium silicate Nutrition 0.000 description 1
- KVOIJEARBNBHHP-UHFFFAOYSA-N potassium;oxido(oxo)alumane Chemical compound [K+].[O-][Al]=O KVOIJEARBNBHHP-UHFFFAOYSA-N 0.000 description 1
- 239000002243 precursor Substances 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 150000003839 salts Chemical class 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 229910001388 sodium aluminate Inorganic materials 0.000 description 1
- HZJQZHXRILHFBL-UHFFFAOYSA-L sodium oxalate titanium(4+) Chemical compound C(C(=O)[O-])(=O)[O-].[Na+].[Ti+4] HZJQZHXRILHFBL-UHFFFAOYSA-L 0.000 description 1
- 239000001488 sodium phosphate Substances 0.000 description 1
- 229910000162 sodium phosphate Inorganic materials 0.000 description 1
- 235000011008 sodium phosphates Nutrition 0.000 description 1
- NTHWMYGWWRZVTN-UHFFFAOYSA-N sodium silicate Chemical compound [Na+].[Na+].[O-][Si]([O-])=O NTHWMYGWWRZVTN-UHFFFAOYSA-N 0.000 description 1
- 229910052911 sodium silicate Inorganic materials 0.000 description 1
- 235000019794 sodium silicate Nutrition 0.000 description 1
- 238000003980 solgel method Methods 0.000 description 1
- 230000003746 surface roughness Effects 0.000 description 1
- 238000004381 surface treatment Methods 0.000 description 1
- OGIDPMRJRNCKJF-UHFFFAOYSA-N titanium oxide Inorganic materials [Ti]=O OGIDPMRJRNCKJF-UHFFFAOYSA-N 0.000 description 1
- 238000011282 treatment Methods 0.000 description 1
- RYFMWSXOAZQYPI-UHFFFAOYSA-K trisodium phosphate Chemical compound [Na+].[Na+].[Na+].[O-]P([O-])([O-])=O RYFMWSXOAZQYPI-UHFFFAOYSA-K 0.000 description 1
- WFKWXMTUELFFGS-UHFFFAOYSA-N tungsten Chemical compound [W] WFKWXMTUELFFGS-UHFFFAOYSA-N 0.000 description 1
- 229910052721 tungsten Inorganic materials 0.000 description 1
- 239000010937 tungsten Substances 0.000 description 1
- UONOETXJSWQNOL-UHFFFAOYSA-N tungsten carbide Chemical compound [W+]#[C-] UONOETXJSWQNOL-UHFFFAOYSA-N 0.000 description 1
- 238000010290 vacuum plasma spraying Methods 0.000 description 1
Classifications
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- C—CHEMISTRY; METALLURGY
- C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
- C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
- C23C28/00—Coating for obtaining at least two superposed coatings either by methods not provided for in a single one of groups C23C2/00 - C23C26/00 or by combinations of methods provided for in subclasses C23C and C25C or C25D
- C23C28/30—Coatings combining at least one metallic layer and at least one inorganic non-metallic layer
-
- C—CHEMISTRY; METALLURGY
- C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
- C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
- C23C28/00—Coating for obtaining at least two superposed coatings either by methods not provided for in a single one of groups C23C2/00 - C23C26/00 or by combinations of methods provided for in subclasses C23C and C25C or C25D
- C23C28/30—Coatings combining at least one metallic layer and at least one inorganic non-metallic layer
- C23C28/34—Coatings combining at least one metallic layer and at least one inorganic non-metallic layer including at least one inorganic non-metallic material layer, e.g. metal carbide, nitride, boride, silicide layer and their mixtures, enamels, phosphates and sulphates
-
- C—CHEMISTRY; METALLURGY
- C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
- C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
- C23C28/00—Coating for obtaining at least two superposed coatings either by methods not provided for in a single one of groups C23C2/00 - C23C26/00 or by combinations of methods provided for in subclasses C23C and C25C or C25D
- C23C28/30—Coatings combining at least one metallic layer and at least one inorganic non-metallic layer
- C23C28/34—Coatings combining at least one metallic layer and at least one inorganic non-metallic layer including at least one inorganic non-metallic material layer, e.g. metal carbide, nitride, boride, silicide layer and their mixtures, enamels, phosphates and sulphates
- C23C28/347—Coatings combining at least one metallic layer and at least one inorganic non-metallic layer including at least one inorganic non-metallic material layer, e.g. metal carbide, nitride, boride, silicide layer and their mixtures, enamels, phosphates and sulphates with layers adapted for cutting tools or wear applications
-
- C—CHEMISTRY; METALLURGY
- C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
- C25D—PROCESSES FOR THE ELECTROLYTIC OR ELECTROPHORETIC PRODUCTION OF COATINGS; ELECTROFORMING; APPARATUS THEREFOR
- C25D9/00—Electrolytic coating other than with metals
- C25D9/04—Electrolytic coating other than with metals with inorganic materials
- C25D9/08—Electrolytic coating other than with metals with inorganic materials by cathodic processes
- C25D9/10—Electrolytic coating other than with metals with inorganic materials by cathodic processes on iron or steel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/0025—Rust- or corrosion-preventing means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D65/12—Discs; Drums for disc brakes
- F16D65/127—Discs; Drums for disc brakes characterised by properties of the disc surface; Discs lined with friction material
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
- F16D2069/005—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces having a layered structure
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Inorganic Chemistry (AREA)
- Mechanical Engineering (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Materials Engineering (AREA)
- Metallurgy (AREA)
- Organic Chemistry (AREA)
- General Engineering & Computer Science (AREA)
- Electrochemistry (AREA)
- Braking Arrangements (AREA)
Abstract
This invention involves a ceramic coating on an iron-based brake component for enhanced anti-wear and anti-corrosion properties. The coating has a pore morphology which promotes formation and retaining of a thin bedding-in layer on the coated friction ring portion of the component during the braking operations. The bedding-in layer protects the coated friction ring surface from abrasive wear and corrosion, leading to less brake dust emissions.
Description
Brake component having a ceramic coating with surface pores TECHNICAL FIELD
[0001] This invention involves a brake component, having a ceramic coating with surface pores to enhance anti-wear and anti-corrosion properties for brake applications.
BACKGROUND OF THE INVENTION
[0001] This invention involves a brake component, having a ceramic coating with surface pores to enhance anti-wear and anti-corrosion properties for brake applications.
BACKGROUND OF THE INVENTION
[0002] Considering the increasing use of electric vehicles (EVs) to avoid tailpipe exhaust emissions, the relative contribution of non-exhaust emission (NEE) will become increasingly more important for total traffic-related emissions. NEE are predominantly from brake wear, tire wear, road surface wear and re-suspended road dust, where brake discs (rotors) generate a large portion of brake wear dust. A common idea for EVs is that regenerative braking will remove the brake wear or the need for brakes altogether. Unfortunately, regenerative braking may not be able to bring a vehicle to a full stop on its own and the friction brake systems are always in play as emergency stops. The combination of regenerative braking and friction braking would remain necessary in the future for safety reasons. Although the lack of tailpipes indeed improves the air quality for urban cities, brakes still play a significant role in NEE from EVs. At the same time, corrosion-induced materials loss of the brake discs in EVs should be valued more due to the reduced or less-frequent usages of the friction brakes and the lower disc temperature, which prevents the disc from drying and increases the exposure time to wetness and highly corrosive de-icing salts especially in the winter season.
When friction brake systems on vehicles with regenerative braking system (RBS) are slow to reach bedded conditions, the braking operation could lead to increased brake wear emissions. If brake discs and pads are degraded due to the reduced use because of RBS, rusted surfaces could lead to poor bedding conditions and higher brake wear.
When friction brake systems on vehicles with regenerative braking system (RBS) are slow to reach bedded conditions, the braking operation could lead to increased brake wear emissions. If brake discs and pads are degraded due to the reduced use because of RBS, rusted surfaces could lead to poor bedding conditions and higher brake wear.
[0003] For examples, surface treatments including chrome plating, physical vapor deposition, thermal spraying and laser cladding processes have been explored to combat problems of wear and corrosion for cast iron brake disc applications. Besides a thermal spraying coating proposed by an automaker stated in a US patent application 20110278116A1, an auto supplier [US patent application 20200217382A1] also adopted the hard tungsten carbide coating on the cast iron brake disc using a thermal spraying process and claims that it has a 90% reduction in brake dust than a conventional brake disc. However, such a kind of brake disc can cost 5-10 times more than a conventional cast iron disc as shown in its application in a sports car. After the thermal spraying process, a portion of coating materials needs to be machined or ground off to obtain the required Date Recue/Date Received 2022-09-15 surface roughness on brake friction ring areas. Furthermore, chemicals used in thermal spraying processes likely contain heavy metals which may have adverse effects on environment and human health.
[0004] Another auto supplier also introduced a new brake disc which features a hard layer of coating applied to its ring, using High-Velocity-Oxy-Fuel (HVOF) technology that reduces environmental impact through reducing particular emissions [US patent U59,879,740].
Recently, a carbidic brake rotor surface coating applied by high-performance laser-cladding was tested by a U.S. automaker in Europe [EuroBrake 2020-MDS-020]. Very low rotor wear rates and reduced pad wear show high potential for reduction of brake particular emissions, especially for European low metallic brake pad materials. However, both thermal spraying (including HVOF) and laser-cladding technologies are designed most likely to meet the demands of premium and luxury cars only again due to the high cost. Furthermore, as stated in US patent US10,895,295, all the carbide-based coatings have a preparatory metallic alloy of support layer containing chromium, nickel, and/or tungsten heavy metals. Even oxide-based coatings (including aluminium oxide-based coatings) prepared by the thermal spraying (including plasma thermal spraying and HVOF) have a similar bonding layer containing chrome and nickel. Those metals may be harmful for environment, water and human health when they are worn and emitted as brake dust (e.g., PM2.5 and PM10).
Recently, a carbidic brake rotor surface coating applied by high-performance laser-cladding was tested by a U.S. automaker in Europe [EuroBrake 2020-MDS-020]. Very low rotor wear rates and reduced pad wear show high potential for reduction of brake particular emissions, especially for European low metallic brake pad materials. However, both thermal spraying (including HVOF) and laser-cladding technologies are designed most likely to meet the demands of premium and luxury cars only again due to the high cost. Furthermore, as stated in US patent US10,895,295, all the carbide-based coatings have a preparatory metallic alloy of support layer containing chromium, nickel, and/or tungsten heavy metals. Even oxide-based coatings (including aluminium oxide-based coatings) prepared by the thermal spraying (including plasma thermal spraying and HVOF) have a similar bonding layer containing chrome and nickel. Those metals may be harmful for environment, water and human health when they are worn and emitted as brake dust (e.g., PM2.5 and PM10).
[0005] Relatively low-cost technology called Ferritic Nitrocarburizing (FNC) for cast iron discs was developed by another U.S. automaker to improve corrosion resistance mainly for North America market. However, FNC-treated rear wheels in used EVs still need frequent braking in order to keep the rust from affecting the braking performance.
[0006] In order to increase corrosion resistance and lightweighting of brake discs, aluminum have already been deployed to make such as aluminum metal-matrix composite (Al-MMC) discs. Plasma-electrolytic oxidation (PEO) process is an environmentally safe coating process which offers aluminium alloy discs with protection against corrosion and wear. The terminology of PEO was firstly defined and used in one of the inventors' Ph.D. dissertation [Nie, Ph.D. Dissertation, Hull, UK, 2000; Nie, Yerokhin, Matthews, et al, Surf Coat Technol, 122 (1999) 73-93]. The PEO process (or micro-arc oxidation) is then widely proposed to apply for valve metals including aluminum (Al), magnesium (Mg) and titanium (Ti) and their alloys [Canadian patent CA
2,479,032]. The PEO
process utilizes a high electric voltage to induce the dielectric breakdown of a self-passive film on a light metal surface. Consequently, a ceramic oxide coating forms on the surface. In terms of the coating growth mechanism, the PEO is actually an oxidation of a light metal itself being treated.
Date Recue/Date Received 2022-09-15 Therefore, the treated metal decides chemical composition of the oxide. In other words, the oxide is aluminium oxide if the treated material is aluminium, or magnesium oxide if the treated material is magnesium, or titanium oxide if the treated material is titanium. The ceramic oxide film can be tailored to provide desirable (thermo-) mechanical properties for engineering (or even for biomedical) applications. However, for a car brake application, the aluminum base alloys with relatively low melting temperature can be soften at high braking temperatures and undergo plastic deformation at extreme panic braking situations [EuroBrake 2020-EB5-032].
Still, the PEO coating on Al-based brake discs may find applications in EV brake systems in future when a new brake test standard is proposed or regulators exempt EV from some current brake test standards by considering aluminium lightweighting and also contribution of E-motor regenerative braking power.
2,479,032]. The PEO
process utilizes a high electric voltage to induce the dielectric breakdown of a self-passive film on a light metal surface. Consequently, a ceramic oxide coating forms on the surface. In terms of the coating growth mechanism, the PEO is actually an oxidation of a light metal itself being treated.
Date Recue/Date Received 2022-09-15 Therefore, the treated metal decides chemical composition of the oxide. In other words, the oxide is aluminium oxide if the treated material is aluminium, or magnesium oxide if the treated material is magnesium, or titanium oxide if the treated material is titanium. The ceramic oxide film can be tailored to provide desirable (thermo-) mechanical properties for engineering (or even for biomedical) applications. However, for a car brake application, the aluminum base alloys with relatively low melting temperature can be soften at high braking temperatures and undergo plastic deformation at extreme panic braking situations [EuroBrake 2020-EB5-032].
Still, the PEO coating on Al-based brake discs may find applications in EV brake systems in future when a new brake test standard is proposed or regulators exempt EV from some current brake test standards by considering aluminium lightweighting and also contribution of E-motor regenerative braking power.
[0007] A novel cost-effective coating technology, called plasma electrolytic aluminating (PEA), has been developing by inventors of this patent for improving corrosion and wear resistance of cast iron materials at a small sample level (i.e., on sample coupons) [Nie et al., ACS
Sustainable Chemistry and Engineering. 7 (2019) 5524-5531; 8 (2020) 893-899]. In brief, the PEA
process is a new coating method which combines electrochemical reaction, plasma discharging in a liquid environment, and plasma sintering of in-situ formed ceramic coating materials in the liquid environment.
Sustainable Chemistry and Engineering. 7 (2019) 5524-5531; 8 (2020) 893-899]. In brief, the PEA
process is a new coating method which combines electrochemical reaction, plasma discharging in a liquid environment, and plasma sintering of in-situ formed ceramic coating materials in the liquid environment.
[0008] The PEA process is significantly different from known ceramic and coating fabrication methods. When someone speaks about ceramic sintering, the sintering is often operated in a furnace to densify a ceramic bulk material, not in a form of a coating [US patent US
2017/0088471 Al]. The sintering is performed by high temperature heating, not involved in plasma discharging. A
traditional ceramic coating can be prepared in liquid environment through electrochemical [US
patent US 4882014] or sol-gel methods where again no plasma discharging is involved but sometime furnace sintering as a post-heat treatment is applied [patent U520060147699A1]. When a plasma discharging is relied on for a ceramic coating deposition, it is often that the coating operation is carried out in a vacuum system, e.g., physical vapour deposition or chemical vapour deposition [Canada patent number CA 2850270], or in air environments, e.g., thermal spraying [Canada patent number CA 2883157]. A plasma discharging in a liquid environment for a ceramic coating preparation can be found in plasma electrolytic oxidation (PEO) processes [Surf Coat Technol, 122 (1999) 73-93]. However, the conventional PEO process can be applied only onto engineering materials made of aluminium, titanium and magnesium and their alloys, since the PEO process is a coating conversion process associated with its substrate. A US patent [patent US 9701177-B2]
disclosed a coating method, called plasma electrochemical deposition, which is actually similar to Date Recue/Date Received 2022-09-15 the PEO process that can be applied again only to aluminium, titanium and magnesium. The PEA
process reported in a Canada patent application [patent application number CA
3106940] is applied on components that are not made of aluminum, titanium or magnesium. Therefore, the PEA process is significantly different from the conventional PEO and totally different from vacuum plasma and thermal spraying coating process. The PEA process used in this invention is to deposit a ceramic coating on a large component that is a brake disc (or called brake rotor in North America) or a brake drum preferably made of a cast iron. The ceramic coating surface provides cast iron brake discs or drums with anti-wear and anticorrosion properties. Furthermore, the ceramic surface has a large number of surface pores that promote formation of a bedding-in layer during the braking operations.
The bedding-in layer materials are sourced from the friction materials of the brake pads during the tribological coupling contact. The layer can be retained by the surface pores.
2017/0088471 Al]. The sintering is performed by high temperature heating, not involved in plasma discharging. A
traditional ceramic coating can be prepared in liquid environment through electrochemical [US
patent US 4882014] or sol-gel methods where again no plasma discharging is involved but sometime furnace sintering as a post-heat treatment is applied [patent U520060147699A1]. When a plasma discharging is relied on for a ceramic coating deposition, it is often that the coating operation is carried out in a vacuum system, e.g., physical vapour deposition or chemical vapour deposition [Canada patent number CA 2850270], or in air environments, e.g., thermal spraying [Canada patent number CA 2883157]. A plasma discharging in a liquid environment for a ceramic coating preparation can be found in plasma electrolytic oxidation (PEO) processes [Surf Coat Technol, 122 (1999) 73-93]. However, the conventional PEO process can be applied only onto engineering materials made of aluminium, titanium and magnesium and their alloys, since the PEO process is a coating conversion process associated with its substrate. A US patent [patent US 9701177-B2]
disclosed a coating method, called plasma electrochemical deposition, which is actually similar to Date Recue/Date Received 2022-09-15 the PEO process that can be applied again only to aluminium, titanium and magnesium. The PEA
process reported in a Canada patent application [patent application number CA
3106940] is applied on components that are not made of aluminum, titanium or magnesium. Therefore, the PEA process is significantly different from the conventional PEO and totally different from vacuum plasma and thermal spraying coating process. The PEA process used in this invention is to deposit a ceramic coating on a large component that is a brake disc (or called brake rotor in North America) or a brake drum preferably made of a cast iron. The ceramic coating surface provides cast iron brake discs or drums with anti-wear and anticorrosion properties. Furthermore, the ceramic surface has a large number of surface pores that promote formation of a bedding-in layer during the braking operations.
The bedding-in layer materials are sourced from the friction materials of the brake pads during the tribological coupling contact. The layer can be retained by the surface pores.
[0009] The bedding-in layer in this invention is different from a conventional bedding-in layer or burnishing layer. In car racing, a driver usually needs to do burnishing on brake system before the racing starts. The burnishing operation is conducted at a high driving speed and then pressing the brake pedal hard in order to have a high braking temperature so the brake disc (rotor) surface can have a very thin "burnishing" layer. The layer is usually less than 1 micron thick and it can only be retained during the high speed racing due to constantly high braking temperature. A normal automotive vehicle is also recommended to have a bedding-in operation when its brake disc/pad couple is new, but again this layer is very thin. Both the burnishing layer and bedding-in layer can be removed easily due to abrasive wear during normal daily-drive braking operations. Those thin layers can not withstand the abrasive wear and the brake disc (rotor) shows a worn friction ring surface as a result.
SUMMARY OF THE INVENTION
SUMMARY OF THE INVENTION
[0010] The invention hereby involves a ceramic-coated brake component of which a ceramic coating is synthesized using a process called PEA (plasma electrolytic aluminating). The brake component is made of an iron-based alloy, or preferentially made of a cast iron. The ceramic coating is deposited on a localized surface where the brake friction occurs when a brake pad is pressed against. The locally-coated surface is where the friction ring surface of the brake component is located. The ceramic coating has high hardness and corrosion resistance. Most importantly in this invention, the ceramic coating on the brake component has pores that are generated by plasma discharging within the coating. Obviously, to make the coating surface smoother, a slightly polishing can be applied. The coating pores can be also partially sealed by a commercial coating Date Recue/Date Received 2022-09-15 sealing method, if needed. However, a large portion of the surface pores need to be remained so that the surface pores can promote a bedding-in layer to be in-situ formed on the ceramic coating surface during the braking operations. The materials of the bedding-in layer are sourced mainly from the brake pad. The bedding-in layer will cover the coating surface to avoid abrasive wear that would otherwise occur to the brake component. The brake component (e.g., brake disc or brake drum) is thus protected by the ceramic coating and the bedding-in layer.
[0011] The PEA process used in this invention for a brake component includes the following steps.
The electrolyte used is the deionized or distilled water dissolved with 4-40 grams/litre at least one of sodium aluminate, potassium aluminate, sodium silicate, potassium silicate, sodium phosphate, potassium phosphate, or sodium titanium oxalate. The voltages used during the coating process is 60-600 Volts of a DC or pulsed DC power with a current density of 0.05-5 A/cm2. The ceramic coating is made of aluminum oxide, aluminum-silicon oxide, or aluminum-titanium oxide, depended on the use of the electrolyte mentioned above. The coated brake ring surface would show almost no wear and no corrosion. This technical advancement provides an opportunity to take 1-2 mm thick stock materials away from the brake friction surface without violating OEM
specification for a stock brake component (i.e., brake component with uncoated friction ring). By doing so, 8-10% weight reduction can be realized, compared to an uncoated stock brake component.
The electrolyte used is the deionized or distilled water dissolved with 4-40 grams/litre at least one of sodium aluminate, potassium aluminate, sodium silicate, potassium silicate, sodium phosphate, potassium phosphate, or sodium titanium oxalate. The voltages used during the coating process is 60-600 Volts of a DC or pulsed DC power with a current density of 0.05-5 A/cm2. The ceramic coating is made of aluminum oxide, aluminum-silicon oxide, or aluminum-titanium oxide, depended on the use of the electrolyte mentioned above. The coated brake ring surface would show almost no wear and no corrosion. This technical advancement provides an opportunity to take 1-2 mm thick stock materials away from the brake friction surface without violating OEM
specification for a stock brake component (i.e., brake component with uncoated friction ring). By doing so, 8-10% weight reduction can be realized, compared to an uncoated stock brake component.
[0012] This invention is related to: Ceramic-coated brake component which comprises a ceramic coating, a friction ring surface and an iron-based metallic body, wherein the said coating has pores exposing on the coating surface, wherein the exposed pores promote and retain an in-situ formed bedding-in layer on the coating surface during braking operations.
[0013] The ceramic coating is partially or fully covered with the in-situ formed bedding-in layer during braking operations.
[0014] The ceramic coating is element for an anti-corrosion surface of the brake component.
[0015] The in-situ formed bedding-in layer is a protective surface preventing abrasive wear and enhancing corrosion resistance.
[0016] Both the ceramic coating and the in-situ formed bedding-in layer contribute to reduction of brake dust emissions.
[0017] The coated brake component can be taken away 1-2 mm thick stock materials from the brake friction surface.
BRIEF DESCRIPTION OF THE DRAWINGS
Date Recue/Date Received 2022-09-15
BRIEF DESCRIPTION OF THE DRAWINGS
Date Recue/Date Received 2022-09-15
[0018] FIG. 1 is a schematic illustration of a ceramic coating and a bedding-in layer on a friction ring surface of an iron-based metallic body.
DETAILED DESCRIPTION OF THE INVENTION
DETAILED DESCRIPTION OF THE INVENTION
[0019] Referring to the schematic illustration in FIG. 1, an iron-based metallic component 1 has a friction surface which is contacted by an electrolyte. The friction surface of the component 1 firstly reacts with an electrolyte under a positive bias voltage of 60V-600V to form a thin inorganic compound layer 2. The compound layer would dielectrically breakdown when the bias voltage is increased to a certain voltage (preferably beyond 200V up to 600V). Under the increased bias voltage, precursors (ionic compounds) in the electrolyte stick onto the top of the inorganic compound layer surface 2 where a simultaneous process of electrochemical reaction and sintering (by plasma discharging) occur and form a hard ceramic outer layer 3.
Therefore, the coating has a two-layered structure. The plasma electric discharging under the high bias voltages also generates pores 4 with microns or submicron in sizes. Longer treatment time, high current density used and high ending voltage generate a thicker coating. The pores 4 on the coating surface provide initiating sites for formation of a bedding-in layer 5 during the braking operations. The pores 4 would mechanically increase adhesion strength of the bedding-in layer 5 to the ceramic coating surface 3.
Therefore, the coating has a two-layered structure. The plasma electric discharging under the high bias voltages also generates pores 4 with microns or submicron in sizes. Longer treatment time, high current density used and high ending voltage generate a thicker coating. The pores 4 on the coating surface provide initiating sites for formation of a bedding-in layer 5 during the braking operations. The pores 4 would mechanically increase adhesion strength of the bedding-in layer 5 to the ceramic coating surface 3.
[0020] In accordance with embodiments of this invention, a metallic brake component made of cast iron or steel (or called an iron-based metallic body or substrate) is treated using a PEA (plasma electrolytic aluminating) coating process. The hard ceramic coating provides wear and corrosion resistance. Exampled applications of this ceramic coating are for brake systems including brake discs (rotors) for automotive vehicles or for wind turbine electric power generators. The ceramic coating deposited on friction ring areas of the brake discs (rotors) or brake drums is to reduce brake dust, corrosion and wear in a cost effective way.
[0021] In accordance with embodiments of this invention, a metallic brake component made of an iron-based alloy (e.g., cast iron or steel) is treated using a PEA (plasma electrolytic aluminating) coating process. To be specific for but not limited to examples hereby, the coating process used in this invention is to make a ceramic coating on a cast iron disc for decreasing NEE, corrosion and wear of the disc friction surface.
[0022] In accordance with embodiments of this invention, a metallic brake component made of an iron-based alloy (e.g., cast iron or steel) is treated using a PEA (plasma electrolytic aluminating) coating process. To be specific for but not limited to examples hereby, the coating process used in Date Recue/Date Received 2022-09-15 this invention is to make a ceramic coating on a brake drum friction ring surface for decreasing NEE, corrosion and wear.
[0023] In accordance with embodiments of this invention, a metallic brake component made of an iron-based alloy (e.g., cast iron or steel) is treated using a PEA (plasma electrolytic aluminating) coating process. To be specific for but not limited to examples hereby, the coating process used in this invention is to make a ceramic coating on a wind turbine brake disc for decreasing corrosion and wear of the brake disc (rotor) friction ring surface.
[0024] In accordance with embodiments of this invention, a metallic component made of an iron-based alloy (e.g., cast iron or steel) is treated using a PEA (plasma electrolytic aluminating) coating process. The coating surface has 5-35% surface areas covered by pores that are microns or submicron in sizes. Such a porous surface promotes the formation of a bedding-in layer during the braking operations and provides mechanical adhesion strength of the said bedding-in layer. While the ceramic coating protects the brake component from corrosion, the coating surface with the in-situ formed bedding-in layer protects the brake friction surface from abrasive wear. Without such a pores morphology, the bedding-in layer can not last long. In this invention, the pores morphology is utilized so that formation of a relatively thin bedding-in layer can be easily initiated on the coated friction surface during the braking operations. The pores assist the bedding-in layer to retain on the coated surface persistently. The in-situ formed bedding-in layer consistently has and remains its layer thickness in a range of 0.1-10 microns, preferably 1-5 microns. The bedding-in layer protects the coated brake component from abrasive wear, leading to less brake dust emission.
[0025] In accordance with embodiments of this invention, the bedding-in layer seals the surface pores of the ceramic coating, which can enhance corrosion resistance of the coated brake component. This anti-corrosion benefit from the in-situ formed bedding-in layer is particularly critical for EVs applications.
[0026] In accordance with embodiments of this invention, a metallic brake component made of an iron-based alloy (e.g., cast iron or steel) is treated using a PEA (plasma electrolytic aluminating) coating process. The coated brake ring surface portion would show almost no wear and no corrosion. This technical advancement allows to take 1-2 mm thick stock materials away from the brake friction surface of a stock brake disc or drum without violating OEM
specification for the stock brake component (i.e., a conventional stock brake component with an uncoated friction ring).
By doing so, 8-10% weight reduction can be realized, compared to an uncoated stock brake component.
Date Recue/Date Received 2022-09-15
specification for the stock brake component (i.e., a conventional stock brake component with an uncoated friction ring).
By doing so, 8-10% weight reduction can be realized, compared to an uncoated stock brake component.
Date Recue/Date Received 2022-09-15
[0027] In accordance with embodiments of this invention, the cast iron brake component can be a conventional stock brake disc or drum. For a lightweighting purpose, the coated brake component can have a friction ring portion that is 1-2 mm thinner in thickness compared to the stock brake component that doesn't have a ceramic coating.
Date Recue/Date Received 2022-09-15
Date Recue/Date Received 2022-09-15
Claims (10)
1. A brake component, comprising an iron-based metallic body and a ceramic coating with porous surface, wherein the metallic body has a friction ring surface portion, wherein the friction ring surface is provided with an aqueous electrolyte and subsequently deposited with a ceramic coating at electric voltages in a range of 300-600V, wherein the said ceramic coating has a porous surface, wherein the pores initiate formation of a bedding-in layer and retain the said bedding-in layer that is in-situ formed during braking operations.
2. The brake component as claimed in claim 1, wherein the metallic body has a friction ring portion that has a normal thickness.
3. The brake component as claimed in claim 1, wherein the metallic body has a friction ring portion that is 1-2 mm thinner in thickness compared to an uncoated stock brake component.
4. The brake component as claimed in claim 1, wherein the ceramic surface has 5-35% surface areas that are occupied by pores, wherein the pores are microns or submicron in sizes at both depth and width dimensions.
5. The brake component as claimed in claim 1, wherein the ceramic coating surface is a protective surface that prevents corrosion of the friction ring.
6. The brake component as claimed in claim 1, wherein the in-situ formed bedding-in layer covers 50-100% of the ceramic coating surface.
7. The brake component as claimed in claim 1, wherein the in-situ formed bedding-in layer has a layer thickness in a range of 0.1-10 microns, preferably 0.5-5 microns.
8. The brake component as claimed in claim 1, wherein the in-situ formed bedding-in layer is a protective surface that protects the friction ring surface from abrasive wear.
9. The brake component as claimed in claim 1, wherein the in-situ formed bedding-in layer seals the surface pores of the ceramic coating, wherein the sealed pores enhance corrosion resistance of the friction ring surface.
10. The brake component as claimed in claim 1, wherein both the ceramic surface and the in-situ formed bedding-in layer are elements for reduction of brake particulate emissions.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3178826A CA3178826A1 (en) | 2022-09-15 | 2022-09-15 | Brake component having a ceramic coating with surface pores |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3178826A CA3178826A1 (en) | 2022-09-15 | 2022-09-15 | Brake component having a ceramic coating with surface pores |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3178826A1 true CA3178826A1 (en) | 2024-03-15 |
Family
ID=90230703
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3178826A Pending CA3178826A1 (en) | 2022-09-15 | 2022-09-15 | Brake component having a ceramic coating with surface pores |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA3178826A1 (en) |
-
2022
- 2022-09-15 CA CA3178826A patent/CA3178826A1/en active Pending
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