CN113260730A - 覆层、尤其是用于制动盘、制动鼓和离合器盘的覆层，用于盘式制动器的制动盘或用于鼓式制动器的制动鼓或者用于离合器的离合器盘，盘式制动器或者鼓式制动器或者离合器，用于制造覆层、尤其是用于制动盘、制动鼓和离合器盘的覆层的方法，以及覆层的用途 - Google Patents
覆层、尤其是用于制动盘、制动鼓和离合器盘的覆层，用于盘式制动器的制动盘或用于鼓式制动器的制动鼓或者用于离合器的离合器盘，盘式制动器或者鼓式制动器或者离合器，用于制造覆层、尤其是用于制动盘、制动鼓和离合器盘的覆层的方法，以及覆层的用途 Download PDFInfo
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- CN113260730A CN113260730A CN201980082859.2A CN201980082859A CN113260730A CN 113260730 A CN113260730 A CN 113260730A CN 201980082859 A CN201980082859 A CN 201980082859A CN 113260730 A CN113260730 A CN 113260730A
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Abstract
本发明包括一种尤其是用于制动盘、制动鼓和离合器盘的覆层，以及一种用于盘式制动器的制动盘或用于鼓式制动器的制动鼓或用于离合器的离合器盘，一种制动盘或制动鼓或离合器自身，以及一种用于制造尤其是用于制动盘、制动鼓和离合器盘的所述覆层，以及一种覆层的用途。覆层具有：第一层，第一层包含以金属为基础的材料，该以金属为基础的材料包含以重量计小于20％的碳化钨或其它碳化物；以及第二层，其被施加在第一层上并且包含含碳化钨的材料，该含碳化钨的材料具有以重量计20％至94％的碳化钨，其中第一和第二层为热喷涂的覆层。
Description
技术领域
本发明涉及一种尤其是用于制动盘(brake disc)、制动鼓(brake drum)和离合器盘(clutch disc)的覆层，以及一种用于盘式制动器的制动盘或者用于鼓式制动器的制动鼓或者用于离合器的离合器盘，此外，本发明涉及一种盘式制动器或者鼓式制动器或者离合器，一种用于制造尤其是用于制动盘、制动鼓和离合器盘的覆层的方法，并且最后本发明涉及一种覆层的用途。
背景技术
盘式制动设备尤其由大多由铸铁、钢或轻质金属构成的旋转的盘组成。该盘(“制动盘”)由于制动过程受到磨损，其中摩擦衬面(friction lining) (“制动衬面”(brakelining))的材料特性起到重要作用。通常，制动盘具有越多的陶瓷填料，制动盘的摩擦表面的磨损更大。因此，制动衬面大多包含比陶瓷填料更多的金属填料。出于制动衬面的耐用性原因，并且出于降低在制动过程中产生的含金属的灰尘排放的原因，力求在制动衬面中尽可能地提高陶瓷份额，然而这导致作为摩擦副(friction partner)的制动盘的使用寿命降低，该制动盘由此相应地经受更高的摩擦磨损。出于这一原因，现有技术为制动盘设有降低磨损的覆层。
作为有前途的覆层材料，已知包含高份额的碳化钨(WC)的材料。借助于热喷涂(thermal spray)的方法，大多借助于HVOF方法(“高速氧燃料(High Velocity OxygenFuel)”)施加该覆层。主要根据抗磨损性确定WC的份额。典型地，其它组分(6至80％)主要是Fe、Co、Ni和 Cr族的金属及其合金以及其碳化物。在少数情况中，也可包含其它金属，例如Al、Mo、Cu、Mn、B或Si。由于在热喷涂时的冶金学变化，覆层附加地包含一定份额的M6C碳化物和/或氧化物，例如氧化铬，更少数情况下也包含W2C。在覆层材料(即在用于涂覆的喷涂粉末)中的碳化钨的重量份额在20至94％之间。
值得注意的是，由含WC的覆层材料构成的覆层具有比以Fe或Al为基础的材料显著更低的热膨胀系数。特别地，WC含量越高，热膨胀系数越低。然而，由于例如制动盘循环地受到热负载并且甚至必须耐受热冲击，在应用中在温度变化中时在制动盘及其覆层之间出现应力，因此覆层可能开裂或者甚至爆裂并且因此丧失其功能。碳化钨具有约700GPa的弹性模量，而以铁为基础的材料的弹性模量在约200GPa的范围中。在温度变化时，这可导致在覆层和制动盘之间的形成显著的应力。
对制动盘覆层的另一要求是，其在使用中没有任何发展到制动盘的裂纹。这种裂纹(或者连续连接的多孔结构)尤其是在可能来自铺撒用盐(gritting salt)的氯化物离子的影响下导致裂隙腐蚀。因此，已知的含 WC的覆层材料不满足上述对例如制动盘的腐蚀保护的要求。出于必要的腐蚀保护的原因，现有技术是，在借助于HFOF方法为制动盘涂覆含WC的覆层材料之前，在涂覆之前以镍电镀涂覆制动盘。然而，电镀涉及在另外的生产线上的复杂的、额外的加工步骤，同时带来清洗，干燥，运输和处理。此外，适合电镀覆层的材料范围非常有限，并且限于镍和铜。此外，电镀沉积覆层常常处于拉伸应力下，在这种情况下，因断裂趋势而不优选。
目前利用已知的热喷涂方法、覆层材料和涂覆系统不能产生同时满足所有要求的摩擦保护覆层。尤其是不能提供带来有效摩擦保护、耐久、具有高耐温度变化和耐热冲击性，并且能可靠地进行腐蚀保护并且由此防止裂隙腐蚀的摩擦保护覆层。
因此，本发明的目的和目标是克服以上描述的在现有技术中的问题。本发明的目的尤其是提供用于承受摩擦载荷的构件、尤其是用于在汽车领域中的构件的有效覆层，该覆层保护构件不受摩擦磨损和腐蚀，其使用寿命更长并且自身尤其耐久。本发明的另一目的和目标是，提供具有有利的覆层的相应的构件并且提供包含这种构件的系统，以及，最后，该覆层用于涂覆这种构件的用途。
附图说明
图1示出了在根据本发明的覆层的第一层的在层厚度方向上的显微横截面照片(比例条大约51μm长)。
发明详述
以上目的和目标通过所附独立的和并列的权利要求所述的主题实现，其中从属权利要求定义任选特征和优选实施方式。
本发明包括一种尤其是适合用于制动盘、制动鼓和离合器盘(但是不限制于此)的覆层，覆层具有：
第一(优选内)层，其包含以金属为基础的材料，该以金属为基础的材料包含以重量计小于20％的硬化剂(hardness carrier)，尤其是碳化钨 (WC)或其它碳化物或氧化物；以及第二(优选外)层，其被施加在第一层上并且包含含碳化钨的材料，该含碳化钨的材料具有以重量计20％、优选地以重量计40％至94％、优选地以重量计90％的碳化钨(WC)，其中，
第一和第二层可以并且优选为热喷涂的层。应说明的是，本公开也包括以上范围的任意组合，例如也包括以重量计20％至40％的或以重量计 40％至90％以及更高的WC含量范围。
在本发明的范围中，“覆层”应理解为这样的材料系统，即，其施加在基体(basebody)的表面上，尤其是摩擦表面上，覆盖表面，优选覆盖整个表面，即在整个摩擦表面上，以覆盖摩擦表面。基体例如可由汽车盘式制动器、汽车鼓式制动器或汽车离合器盘构成。根据本发明，首先在基体上施加第一层，由此第一层是内层，并且在内层上施加第二层，由此第二层是外层，该外层与摩擦副，例如在盘式制动器中的制动衬面或鼓式制动器的制动钳(brake shoe)或在摩擦离合器中的驱动盘(driving disc)接触。在一种优选的实施方式中，覆层总共仅仅由第一层和第二层组成，并且此外任选地还由以下描述的第三层组成。因此，根据本发明的覆层优选地是两层的或任选地是三层的。
作为第一层的组分的“以金属为基础的材料”应理解为这样的材料，即，该材料主要通过金属或金属合金构成，也就是说金属或金属合金形成基础材料或主要成分。金属或合金在此可形成用于结合任何存在的作为硬化剂的碳化物、尤其是碳化钨或氧化物的基质，并且由此是以金属为基础的材料的主要成分/基础材料。根据本发明，在以金属为基础的材料中的碳化物和/或氧化物的含量限制在以重量计20％的最大含量上(包含20％)，其中包括任意更小的值，并且包含以重量计0％的含量。换而言之，优选在以金属为基础的材料中硬化剂、尤其是有目的地添加的硬化剂、例如碳化钨和/或碳化铬(CrC)和/或碳化硅(SiC)的含量限制在以重量计20％的最大含量/最大值上(包含20％)。相应地，第一层的以金属为基础的材料任选地且尤其优选地也可为无碳化物或无氧化物或无硬物质，并且于是在没有有意识地添加且有功能作用的硬化剂的情况下，仅仅由金属或合金组成，但是不排除不可避免地形成的硬化剂，其更应被视为杂质。优选以金属为基础的材料(例如金属或和合金)的基础材料和碳化物和氧化物以及不可避免的杂质的含量加起来达到以重量计100％。此外应说明的是，所述氧化物例如在热喷涂期间自动地产生或者来自由氧化铝或氧化铬的混合物。
第二层的“含碳化钨的材料”应理解为这样的材料，即，除了碳化钨之外该材料还具有至少另一金属的或金属合金的形式的成分。根据碳化钨的含量，第二成分可构成含碳化钨的材料的主要成分或次要成分。任选地设想的是，第二成分用作用于硬化剂碳化钨的材料基质。同样，本发明和公开内容包括，代替含碳化钨的材料，任选地，第二层优选地具有另一含碳化物的材料或由其组成，并且此外优选地具有含硬质材料的材料。优选通常碳化钨或硬物质和所述其它成分以及不可避免的杂质的含量加起来达到以重量计100％。在本公开的范围中，如下确定在覆层材料和覆层中的碳化钨含量(WC)：在计算上，为重量份额94的钨分配重量份额6的碳。两个计算的重量份额的和得到在注射材料或覆层中的WC含量百分比。将任何过量的碳含量例如分配给以金属为基础的材料的例如铬或硅，在这种情况中，铬或硅至少部分地作为碳化物存在。为碳化钨选择的从以重量计 20％(包括20％)直至以重量计94％(包括94％)的含量范围的有利之处在于，低于20％时磨损保护过低，并且大于94％时用于为层赋予足够的强度的金属基质的含量又过低。
以上描述的覆层是新颖的、优选双层的覆层系统。特别地，可以设想第一和第二层功能特定地不同，尤其是在其碳化物、确切地说碳化钨含量上以及在其结构或微结构上彼此不同。其中为了能够塑性变形而不断裂，第一层主要由金属材料构成。由此，第一层优选地具有低变形极限和高断裂伸长率。碳化物的上极限份额用于防止热膨胀系数过低，并且此外实现用于去应力的塑性可变形性。此外，第一层的材料对于铺撒盐(以NaCl 为基础)耐腐蚀。第二层的目的是，保证磨损保护，这部分通过与第一层部分相比显著更高的硬化剂、尤其是碳化钨份额实现。由于第一层也承担用于已涂覆的基体的腐蚀保护，第二层可以具有孔和裂纹，这甚至是有利的，因为由此在温度变化时，施加到用作缓冲层的第一层上以及基体上的应力更小。此外，孔和裂纹甚至提高了第二覆层的耐热冲击性，因此这是重要的，因为存在的可能性是，例如具有热制动盘的车辆可能驶过水坑并且由此可引起突然的温度变化，该温度变化可能损害传统的覆层。最后，在第二覆层中的裂纹甚至是对于在潮湿时制动器的响应性能有利的。由此，通过双层的覆层，实现了两个目的“腐蚀保护”和一方面“避免由于不同的热膨胀系数产生的应力”并且另一方面“磨损保护”的有利的分离。因此，第一层不仅用作机械的缓冲层，而且附加地也构成障碍层，该障碍层可将被涂覆的基体与腐蚀性介质隔离，并且由此抑制了裂隙腐蚀。
有利地，第一层由以金属为基础的材料构成和/或第二层由含碳化钨的材料构成。该优选的实施方式应理解为，第一层和/或第二层基本上仅仅由 (复合)材料构成。具体地，由此第一层仅仅由以金属为基础的材料(包含任何任选的碳化物或氧化物)构成，并且第二层仅仅由含碳化钨的材料 (包含基质材料)构成，并且基本上没有其它在层中可共存的材料。由此，以上描述的正面效应可最大化。任选地，第一层的以金属为基础的材料和第二层的含碳化钨的材料也被表示为复合材料，因为该复合材料由至少两个不同的材料，即金属和陶瓷硬化剂(例如以嵌入金属基质中的颗粒的形式)构成。尤其是，第二层任选地具有金属陶瓷特性。于是有利地，第一层和第二层分别由相应的复合材料构成。
在此，特征“热喷涂的层”应理解为，优选地第一和第二层可通过热喷涂获得或者是热喷涂层。在技术上，如此产生的覆层的层为传统地借助于 HVOF、HVAF、“冷喷涂”或“热喷涂”方法，也就是说高动力学热喷涂方法构成的层。原则上，在DIN EN 657(IN EN 657:2005-06“Thermal spraying-terminology,classification”)中描述了热喷涂方法，其中此处的定义提供根据本发明的层的至少一个通常的热分类，并且因此与通过其它涂覆方法制造的层和覆层在技术上区分开。
例如，可通过根据ASTM B 117的盐雾试验在覆层系统上检查第一覆层和整体的覆层相对于腐蚀的保护作用。优选地，如此实现第一层或整体的覆层，使得覆层在根据ASTM B117的盐雾试验中具有超过1000h的使用寿命。有利的性能是通过第一层的拓扑学在结构上引起的，第一层没有孔和裂纹，尤其是连续的、延伸到基体的裂纹和孔，使得第一层实际上不允许透过腐蚀性介质。由此，尤其好地保护已涂覆的基体不受腐蚀。因此，第一层用作障碍层。
有利地，根据本发明的覆层的第一(内)层是基本上致密的、无孔的且无裂纹的层，并且，根据本发明的覆层的第二层可具有在层厚度方向上连续的裂纹和孔。在功能上定量地确定该特征。相应地，无裂纹和无孔性也包括在其中出现很少的孔和裂纹的层，只要孔和裂纹的数量小到保证作为缓冲层、障碍层和腐蚀保护层的第一层的功能。在第二层中任何存在的连续的或断开的裂纹和孔也是相似的，第二层在其数量和特性方面如此提供并存在，即，裂纹和孔尤其是在第二层的耐高温和耐热冲击方面带来上述功能性。有裂纹的层结构在耐温度变化性方面是尤其优选的，因为由于其更低的弹性模量，有裂纹的层结构在温度变化时将更低的应力施加到第一层上并且施加到制动盘上。如以上已经描述的那样，在相应的层中的孔和裂纹甚至是有利的，因为由此在温度变化时施加到用作缓冲层的第一层上的应力以及施加到基体上的应力更小。此外，孔和裂纹甚至提高了第二层的耐热冲击性，这之所以是重要的，是因为存在这样的可能性，即，例如具有热的制动盘的车辆可能驶过水坑，但是由此引起的突然的温度变化不损坏覆层。最后，在第二层中的裂纹甚至是在潮湿时制动器的响应性能所需的。
在根据本发明的覆层的优选的实施方式中，第一层的以金属为基础的材料具有铁(Fe)和/或镍(Ni)和/或铬(Cr)或者优选地由铁和/或镍和 /或铬组成。除了技术上的纯金属之外，该实施方式也包括技术上的金属铁、镍和铬的合金以及这些金属彼此的合金。如以上已经阐述的那样，这些金属或其合金形成第一层的以金属为基础的材料的主要成分和用于容纳任选的硬化剂、例如碳化钨或氧化物的基于材料的基质。用于第一层的其它合适的材料、或者以金属为基础的材料例如是不锈钢例如AISI 316L或者 FeCr 70/30，或者根据DIN的不锈钢1.4562、1.4306、1.4462，或者具有0.5％的Si的NiCr 80/20。由于期望的对于通过氯化物离子引起的腐蚀的抵抗性，尤其优选第一层、或者以金属为基础的材料无论如何都含Cr，优选地具有至少以重量计15％的铬，或者由纯Cr组成。此外，第一层的以金属为基础的材料还可具有不可避免的杂质。上述材料选择的特别的优点在于，第一层可以塑性变形但不断裂并具有低变形极限和高断裂伸长率。
独立地或者可与上述实施方式组合地，优选第二层的含碳化钨的材料具有铁(Fe)、钴(Co)、镍(Ni)、铬(Cr)和/或铝(Al)或者这些元素的合金。该实施方式同样包括以纯形式的、确切地说技术上纯的上述元素 /金属，以及技术上的合金以及其彼此的合金。尤其优选Fe-Cr-Al合金作为第二层的含碳化钨的材料的组分，也就是说根据硬化剂含量作为次要成分或主要成分。此外，第二层的含碳化钨的材料还可具有硅(Si)和/或不可避免的杂质。
有利地，在室温下，也就是说在18℃至22℃的范围中，根据本发明的覆层的第一层是稳定的奥氏体。具体地这意味着，在X射线衍射分析时仅仅发现面中心立方体晶格，并且其中有利的是，该晶格具有更多的滑动平面，即，可更容易地塑性变形。这尤其是导致第一层可以塑性变形而不断裂，并且具有低变形极限和高断裂伸长率。但是，根据缓冲作用的需求，第一层也可仅仅部分地是奥氏体或者甚至不是奥氏体。
第一层的厚度取决于在腐蚀保护方面所需的最小层厚度并且取决于消除应力的需求。第二层的厚度取决于待保护的构件所需的使用寿命和所需的耐摩擦性的需求。因此进一步优选第一层具有10μm至500μm的厚度和/或第二层具有15μm至500μm的厚度。通过选择这些厚度，确保了整体覆层的功能性。
在优选的实施方式中，根据本发明的覆层具有第三层，第三层具有含铝和/或含锌的合金，优选地由含铝和/或含锌合金或清漆组成并且施加在第二层上。出于未设有覆层的区段和待保护的构件(制动盘，制动鼓，离合器盘等)的区域的腐蚀保护的原因，这样的设计方案是有利的。因此有利的是利用另一层覆盖整个待保护的构件，包括已经施加的覆层。由此，在已经施加了第一和第二层的构件的部位上，将第三层增加到开始时双层的覆层上，任选地第三层也在具有第一和第二层的区域之外延伸并且直接覆盖待保护构件的基体。然而，该附加的层在操作过程中快速地除去，从而再次露出第二(外)层。以铝或锌为基础的第三层例如可通过线喷涂、热喷涂或浸涂施加。
本发明和公开内容同样包括，第一和第二层不限制在借助于热喷涂的制造方法上，或者仅仅第一层是热喷涂的层，并且第二层不限制到一种制造方式上。因此，具体地，本发明的组成部分也是尤其是用于制动盘、制动鼓和离合器盘的更通用的覆层，该覆层具有：以金属为基础的材料，其包含小于以重量计20％的碳化钨或其它碳化物；以及第二层，其被施加到第一层上并且包含含碳化钨的材料，其包含以重量计20％至94％的碳化钨。在根据本发明的覆层的另一实施方式中，可通过热喷涂方法整体获得的覆层，优选由此获得，并且进一步优选是热喷涂的覆层。热喷涂的层的优点尤其在于，几乎不出现与待涂覆的基质的冶金学相互作用，并且在覆层中可实现技术上有利的压缩应力。从涉及方法的技术观点来看，热喷涂尤其第一层以及第二层是有利的，因为可在一个设置中制造两个层，从而在制造中不需要过程改变以及由此地点改变。这与电镀施加第一层但是通过其它加工方法施加第二层的现有技术中不同。此外，应注意到热喷涂方法比电镀方法显著更灵活并且由此可处理更多材料。
本发明和公开的另一方面是一种用于制造根据本发明的覆层的方法。优选地，至少通过热喷涂制造第一和第二层。于是，优选地借助于HVAF 方法(“高速空气燃料”)或“冷喷涂”方法由金属或合金粉末产生第一层，由此涂覆待保护的构件的摩擦表面。两种方法都具有足够高的喷涂速度，从而层相应地基本上没有孔和裂纹，即使在相对薄的层的情况中。此外可行的是，通过在喷涂粉末中混合在喷涂过程中不能或者几乎不能沉积的颗粒，在第一层中产生有利的压缩应力。在碰撞时，这些颗粒，例如Al2O3或SiC，附加地压缩所述层，因此相对薄的层厚度已经导致完全的腐蚀保护。借助于HVOF或HVAF方法制造第二层。已知两种方法都以良好的沉积速率形成足够高质量的覆层。HVAF方法的特征在于至少部分地使用空气作为氧化剂，由此，在热喷涂时显著提高颗粒速度。相反地，在HVOF 方法中使用氧气。由此优选地，可在一条生产线中并且在在一个设置中优选地制造覆层。尤其优选地，借助于HVAF方法制造第一以及第二层。任选地，不仅第一层而且第二层通过“热喷涂”方法制造。例如，由KeeHyun Kim等的“Comparison of Oxidation and Microstructure of Warm-Sprayed and Cold-Sprayed Titanium Coatings”,Journal of Thermal SprayTechnology 2012,21(3-4),550-560中已知该方法。例如，用于制造根据本发明的覆层及其层的普遍适合的喷涂系统例如是UniqueCoat公司(USA) 的M2和M3或者Kermetico公司(USA)的AK-06、AK-07或C7。
此外，可提出以下喷涂参数用于借助于喷涂系统C7热喷涂第一层：
异丙醇：173Nl/min
空气：3342Nl/min
氧气：111Nl/min
氢气：11Nl/min
输送气体(氮气)：17.6Nl/min
喷涂距离：203mm
喷嘴：5E(275mm长度)
喷涂粉末：Fe Cr29 Ni10 Mo4 Cl,8，气体雾化45/11μm
喷涂粉末输送速率：4kg/h
将以重量计24％的碳化硅(SiC)与喷涂粉末<600目混合，从而压缩层。然而，由于其高熔点，其不沉积或仅仅很少地沉积，并且因此不在或几乎不在第一层中。相反，也可使用其他氧化物或碳化物，例如Al2O3(例如作为熔融氧化铝)或B4C。在为第二层选择喷涂参数时，存在很大的选择自由度。
因此，本发明和公开内容包括用于制造尤其是用于制动盘、制动鼓和离合器盘的覆层，即优选以上描述的覆层的方法，其中通过热喷涂制造覆层的第一层和/或第二层。优选至少热喷涂第一层，并且更为优选地也热喷涂第二层。优选在此根据本发明覆层的第一层通过热喷涂施加到构件的基体或摩擦表面上，并且随后任选同样通过热喷涂将根据本发明的覆层的第二层施加到第一层上。这产生由两个持久地相互连接的热喷涂层组成的双层系统。在一种优选的实施方式中，通过HVOF或HVAF或“冷喷涂”方法制造或施加覆层的第一层和/或覆层的第二层。在此，尤其优选借助于 HVAF或“冷喷涂”方法由金属或合金粉末制造/施加第一层，并且通过 HVOF或HVAF方法由金属或合金粉末制造第二层或施加到第二层上。这包括的可选项是，为制造或施加第一和第二层有目的地选择不同类型的方法，以调整不同的性能和要求类型。
本发明和公开内容的另一方面是以上描述的覆层在所有其实施方式中的具体用途以及其效果和优点。由此，这些用途也表示本发明的示例性实施例。
因此，本发明包括一种用于盘式制动器的制动盘或者一种用于鼓式制动器的制动鼓或者一种用于离合器的离合器盘，其具有以上描述的覆层，其中覆层至少部分地、优选完全地施加到制动盘或制动鼓或离合器盘的摩擦表面上。在此所述的制动盘、制动鼓和离合器盘优选地是从汽车领域中已知的相应的构件。因此，其为用于机动车，例如乘用车、卡车和摩托车的构件。还包括具有压力耦合和摩擦衬面的内燃机的飞轮。因此，在本发明的范围中，摩擦负载的构件，例如制动盘、制动鼓或离合器盘因此设有根据本发明的覆层，使得可以具有根据本发明的覆层的有利效果。该构件的基础材料或基体或其摩擦表面或其待保护的摩擦表面形成施加覆层的物理基础。第一层形成内层并且优选地直接施加在基础材料或基体上。此外，在第一层上施加第二层，在双层覆层的情况中，第二层是最外部的层并且与摩擦副接触。任选地，在第二层上还可施加以上描述的第三层。
因此，优选的实施方式在于，第一层直接施加在摩擦表面上，并且第二层施加在第一层上并且任选地第三层施加在第二层上。但是，本发明也涉及这样的构件，例如制动盘、制动鼓、离合器盘，即，其至少部分地、局部地设有根据本发明的覆层，其中未被涂覆的区段和表面任选地至少设有用于临时保护、尤其是腐蚀保护的第三层(铝、锌或清漆层)。
除了上述特定的单个构件之外，应用它们的整个系统同样是本发明和公开内容的组成部分。具体地，盘式制动器或者鼓式制动器或者离合器或离合器系统，其大致分别相应地如以上描述的那样具有并且作为系统组件包括在盘式制动器的情况中的制动盘或者在鼓式制动器的情况中的制动鼓或者在离合器的情况中的离合器盘。
本发明和公开内容的最后一方面是以上描述的覆层在所有其实施方式中的用途并且具有所有用于涂覆用于盘式制动器的制动盘或者用于涂覆用于鼓式制动盘的制动鼓或者用于涂覆用于离合器的离合器盘、即用于涂覆以上描述的优选的汽车构件的效果和优点。
实施例
图1示例性地示出了作为根据本发明的覆层的组成部分的第一层的显微横截面照片。借助于HVAF方法制造该覆层。深灰色的图像部分表示作为在由以金属为基础的材料2构成的基质中的硬化剂或碳化物1的SiC颗粒，基质通过浅灰色的图像部分表示。在图1中，作为中灰色的图像部分看到通过热喷涂过程产生的氧化物3。显然可设想，第一层是压缩且致密的并且在显微镜图中既没有裂纹也没有孔。
Claims (14)
1.一种覆层，尤其是用于制动盘、制动鼓和离合器盘的覆层，所述覆层包含：
第一层，其包含以金属为基础的材料，该以金属为基础的材料包含以重量计小于20％的碳化钨或其它碳化物；以及
第二层，其被施加在第一层上并且包含含碳化钨的材料，该含碳化钨的材料包含以重量计20％至94％的碳化钨，其中
该第一和第二层为热喷涂的覆层。
2.根据权利要求1所述的覆层，其中
第一层由以金属为基础的材料组成，和/或第二层由含碳化钨的材料组成。
3.根据上述权利要求中任一项所述的覆层，其中
整体的覆层在根据ASTM B 117的盐雾试验中具有超过1000h的使用寿命，和/或
第一层是基本上致密的、无孔的且无裂纹的层，并且第二层具有在层厚度方向上连续的裂纹和孔。
4.根据上述权利要求中任一项所述的覆层，其中
第一层的以金属为基础的材料包含铁和/或镍和/或铬，优选由铁和/或镍和/或铬组成，和/或
第二层的含碳化钨的材料包含铁、钴、镍、铬和/或铝或者所述元素的合金。
5.根据上述权利要求中任一项所述的覆层，其中
第一层是在室温下稳定的奥氏体，和/或
第一层具有10μm至500μm的厚度，和/或
第二层具有15μm至500μm的厚度。
6.根据上述权利要求中任一项所述的覆层，其进一步包含
第三层，其包含含铝和/或含锌的合金，优选由含铝和/或含的锌合金或清漆组成，其中
第三层施加在第二层上。
7.根据上述权利要求中任一项所述的覆层，其中
整体的覆层可通过、优选通过热喷涂方法获得，并且进一步优选是热喷涂的覆层。
8.一种用于盘式制动器的制动盘或者用于鼓式制动器的制动鼓或者用于离合器的离合器盘，其包含
根据上述权利要求中任一项所述的覆层，其中
所述覆层至少部分地、优选完全地施加在制动盘或制动鼓或离合器盘的摩擦表面上。
9.根据权利要求8所述的制动盘或制动鼓或离合器盘，其中第一层直接施加在摩擦表面上，并且第二层施加在第一层上，并且任选地第三层施加在第二层上。
10.一种盘式制动器或鼓式制动器或离合器，其包含根据权利要求8和9中任一项所述的制动盘或制动鼓或离合器盘。
11.一种用于制造覆层、尤其是用于制动盘、制动鼓和离合器盘的覆层、优选根据权利要求1至7中任一项所述的覆层的方法，其中通过热喷涂制造覆层的第一和/或第二层。
12.根据权利要求11所述的方法，其中
至少热喷涂第一层，并且任选地也热喷涂第二层，和/或
将第一层通过热喷涂施加到构件的基体或摩擦表面上，并且随后将第二层施加到第一层上，任选同样通过热喷涂。
13.根据权利要求11和12中任一项所述的方法，其中
通过HVOF或HVAF或“冷喷涂”方法制造或施加第一层和/或第二层，优选其中
借助于HVAF或“冷喷涂”方法由金属或合金粉末制造/施加第一层，并且通过HVOF或HVAF方法由金属或合金粉末制造第二层或施加到第二层上。
14.根据权利要求1至7所述的覆层的用途，
用于涂覆用于盘式制动器的制动盘或者用于涂覆用于鼓式制动器的制动鼓或者用于涂覆用于离合器的离合器盘。
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| DE202018107169.6 | 2018-12-14 | ||
| PCT/EP2019/085093 WO2020120745A1 (de) | 2018-12-14 | 2019-12-13 | Beschichtung insbesondere für bremsscheiben, bremstrommeln und kupplungsscheiben, bremsscheibe für eine scheibenbremse oder bremstrommel für eine trommelbremse oder kupplungsscheibe für eine kupplung, scheibenbremse oder trommelbremse oder kupplung, verfahren zur herstellung einer beschichtung insbesondere für bremsscheiben, bremstrommeln und kupplungsscheiben und verwendung einer beschichtung |
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| DE102019207291A1 (de) * | 2019-05-18 | 2020-11-19 | Robert Bosch Gmbh | Reibbremskörper für eine Reibbremse, Reibbremse und Verfahren zur Herstellung |
| DE202019107269U1 (de) | 2019-12-30 | 2020-01-23 | C4 Laser Technology GmbH | Verschleiß- und Korrosionsschutzschicht aufweisende Bremseinheit |
| EP4278108A1 (de) | 2021-01-18 | 2023-11-22 | C4 Laser Technology GmbH | Verfahren zur herstellung eines bremskörpers und bremskörper |
| WO2022152396A1 (de) | 2021-01-18 | 2022-07-21 | C4 Laser Technology GmbH | Verfahren zur herstellung eines bremskörpers und bremskörper |
| DE102021134411A1 (de) | 2021-12-22 | 2023-06-22 | Global Tech I Offshore Wind Gmbh | Bremsvorrichtung für eine Windenergieanlage und Verfahren zur Erhöhung der Verschleißfestigkeit und Minimierung des Bremsstaubanfalls bei einer derartigen Bremsvorrichtung |
| KR20230155903A (ko) * | 2022-05-04 | 2023-11-13 | 한국세라믹기술원 | 차량용 브레이크 디스크용 코팅 조성물 및 이를 이용한 내마모성과 마찰력이 증가된 코팅층 형성 방법 |
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| DE202018107169U1 (de) | 2019-01-02 |
| EP3894610A1 (de) | 2021-10-20 |
| US20210396291A1 (en) | 2021-12-23 |
| WO2020120745A1 (de) | 2020-06-18 |
| KR20210100711A (ko) | 2021-08-17 |
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