CN114836707A - Coating for a brake disc, method for reducing wear and associated brake disc - Google Patents
Coating for a brake disc, method for reducing wear and associated brake disc Download PDFInfo
- Publication number
- CN114836707A CN114836707A CN202110051505.0A CN202110051505A CN114836707A CN 114836707 A CN114836707 A CN 114836707A CN 202110051505 A CN202110051505 A CN 202110051505A CN 114836707 A CN114836707 A CN 114836707A
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- CN
- China
- Prior art keywords
- wear
- brake
- coating
- chromium
- brake disc
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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Images
Classifications
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- C—CHEMISTRY; METALLURGY
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- 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
- C23C4/00—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge
- C23C4/12—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge characterised by the method of spraying
- C23C4/129—Flame spraying
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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
- C23C4/00—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge
- C23C4/04—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge characterised by the coating material
- C23C4/06—Metallic material
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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
- C23C4/00—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge
- C23C4/04—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge characterised by the coating material
- C23C4/06—Metallic material
- C23C4/067—Metallic material containing free particles of non-metal elements, e.g. carbon, silicon, boron, phosphorus or arsenic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16D2069/005—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces having a layered structure
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- 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
- F16D2200/00—Materials; Production methods therefor
- F16D2200/0004—Materials; Production methods therefor metallic
- F16D2200/0008—Ferro
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- 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
- F16D2200/00—Materials; Production methods therefor
- F16D2200/0034—Materials; Production methods therefor non-metallic
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- 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
- F16D2200/00—Materials; Production methods therefor
- F16D2200/006—Materials; Production methods therefor containing fibres or particles
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- Plasma & Fusion (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Materials Engineering (AREA)
- Metallurgy (AREA)
- Organic Chemistry (AREA)
- Inorganic Chemistry (AREA)
- Braking Arrangements (AREA)
Abstract
To a coating for a brake disc, a method for reducing wear and an associated brake disc. Brake pads are prepared using friction material formulations of the LS (low steel) or NAO (asbestos free organic) type, and at least one friction surface of a brake disc intended to be used in cooperation with a brake pad is coated with a wear-resistant and corrosion-resistant coating of sufficient plasticity to reduce the tendency to form microcracks under tribomechanical stress conditions, said coating being selected from the group consisting of: chromium carbide (Cr) dispersed in a metal matrix consisting of an NiCr alloy 3 C 2 ) Particles; particles of a combination of several metallic materials so as to produce a composite made of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon)A metal compound of an alloy.
Description
Technical Field
The present disclosure relates generally to coatings for covering brake discs, as well as a method for reducing wear of brake discs and associated brake pads, and methods of using such coatings. The present disclosure is additionally generally directed to an associated brake disc, wherein a friction surface of the associated brake disc has a coating according to the present disclosure.
Background
Coated brake discs are known.
Disclosure of Invention
A description is given of a wear-resistant and corrosion-resistant coating for a brake disc, suitable for at least one friction surface of the brake disc, configured for use with a braking element, such as a brake pad, the wear-resistant and corrosion-resistant coating being suitable for being applied by means of thermal spraying; wherein the wear and corrosion resistant coating comprises a single layer made of a material selected from the group consisting of: chromium carbide (Cr3C2) particles dispersed within a metal matrix consisting of an NiCr alloy; consisting of austenitic chromium-nickel steels and preferably consisting of, for example
A metal matrix of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy; mixtures thereof in variable proportions; the wear-resistant coating is malleable so as to reduce the tendency to form micro-cracks under tribomechanical stress conditions.
Also described is a wear-and corrosion-resistant coating as mentioned above, in which the chromium carbide particles, or preferably even the austenitic steel alloy of the composition FeNiCrMoSiC in the form of metal particles of a single alloy component, are coated by thermal spraying by means of the HVOF technique.
Also described are wear and corrosion resistant coatings as mentioned above having a thickness between 20 and 400 microns.
Also described are wear and corrosion resistant coatings as mentioned above, which after thermal spraying and grinding have a surface roughness between 0.05 and 2 microns and preferably comprised between 0.15 and 0.3 microns.
Also described is a vehicle brake disc comprising at least one friction surface intended for use with a braking element, such as a brake pad, wherein at least said friction surface is covered with the above disclosed wear and corrosion resistant coating.
Also described is a method for reducing wear of a brake disc and associated brake pads simultaneously, comprising the steps of:
-making a brake pad using a friction material formulation of the Low Steel (LS) or asbestos-free organic (NAO) type;
-covering at least one friction surface of a brake disc intended to cooperate with a brake pad with a wear-resistant and corrosion-resistant coating, said coating being ductile in order to reduce the tendency to form microcracks under tribomechanical stress conditions, said coating comprising particles of chromium carbide (Cr3C2) dispersed in a metallic matrix consisting of an NiCr alloy, or comprising a chromium-nickel austenitic steel, and preferably comprising, for example, a chromium-nickel austenitic steel
The fenicmosic (iron-nickel-chromium-molybdenum-silicon-carbon) alloy of (a);
-coupling together the brake pads and the brake disc previously prepared.
In the above method, the wear-resistant coating is applied by means of a high velocity oxy-fuel (HVOF) thermal spray technique.
In the above method, a brake pad made of a friction material belonging to the copper-free family, in particular of the Low Steel (LS) or asbestos-free organic (NAO) type, is coupled with a wear-resistant coating applied on at least one friction surface of the brake disc, said wear-resistant coating consisting of chromium carbide (Cr3C2) particles dispersed in a metallic matrix made of NiCr alloy or of inconel austenitic steel, and preferably obtained from a combination of several metallic materials so as to result, for example, in a wear-resistant coating made of a metallic matrix made of NiCr alloy
A FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy.
It is also described the use of friction materials of the copper-free family, of the low-steel (LS) type or of the asbestos-free organic (NAO) type, for the manufacture of brake pads, and the use of materials having plasticity to reduce the stresses in tribomechanical conditionsWear-and corrosion-resistant coating with a tendency to form micro-cracks on at least one friction surface of a brake disc operatively associated with said brake pad, so as to reduce simultaneously the wear of said brake pad and of said brake disc, said wear-and corrosion-resistant coating being constituted by a selected combination of chromium carbide (Cr3C2) particles dispersed in a metallic matrix made of NiCr alloy or by a chromium-nickel austenitic steel, and preferably obtained from a combination of several metallic materials so as to result, for example, in a coating made of a material such as nickel, chromium, or nickel, or a combination of metallic materials such as nickel, chromium, or nickel, or a combination of any other metallic material or of any combination of any other suitable for use
Of fenirmosilc (iron-nickel-chromium-molybdenum-silicon-carbon) alloy and is coated by means of a High Velocity Oxygen Fuel (HVOF) thermal spray technique.
A braking system is also described, comprising an element to be braked consisting of a brake disc or drum made of cast iron or steel, and at least one braking element consisting of a brake shoe or pad, suitable for cooperating by friction with said element to be braked, characterized in that the following aspects are combined:
-the element to be braked has at least one friction surface configured to cooperate with the braking element, said friction surface being covered with a wear-resistant and corrosion-resistant coating as described above;
-said braking element comprises at least one block of friction material configured to cooperate with said element to be braked, said friction material being of the Low Steel (LS) or asbestos-free organic (NAO) type.
Drawings
Further features and advantages will become apparent from the following description of exemplary, non-limiting embodiments, given by way of example only and with reference to the accompanying drawings, in which:
fig. 1 shows the patterns (decay, oil consumption, friction coefficient development) that can be obtained after a standard decay test of a commercial brake disc made of cast iron, labelled "cast iron", using brake pads made of a compound of the Low Steel (LS) type.
Fig. 2 shows the same pattern as fig. 1, which can be obtained after standard decay tests on the same commercial brake disc made of cast iron of fig. 1, using brake pads made of a Low Steel (LS) type compound, but covered with a WC coating (tungsten carbide) deposited on a nickel layer currently commercially available and for comparison purposes, labelled "disc a 0";
fig. 3 shows the same pattern as fig. 1, which can be obtained after standard decay tests carried out on the same commercial brake disc made of cast iron of fig. 1, using brake pads made of a Low Steel (LS) type composite, but covered with chromium carbide (Cr) dispersed in a metallic matrix, which may be a NiCr alloy, having plasticity so as to reduce the tendency to form micro-cracks, made according to the present disclosure 3 C 2 ) A wear-resistant, corrosion-resistant coating of particles, designated "disc a";
fig. 4 shows an extract of the graph (recession, oil consumption, friction coefficient progression) that can be obtained after a standard recession test as in fig. 1 on a commercial brake disc made of cast iron, but covered with a WC coating deposited on a nickel layer currently commercially available and for comparison purposes, labelled "disc a 0", using a brake pad made of a compound of the asbestos-free organic (NAO) type;
fig. 5 shows the same graph as fig. 1, which can be obtained after standard decay tests carried out on the same commercial brake disc made of cast iron of fig. 1, using brake pads made of a compound of the asbestos-free organic (NAO) type, but covered with chromium carbide (Cr) dispersed in a metallic matrix of NiCr alloy, having plasticity so as to reduce the tendency to form micro-cracks, according to the present disclosure 3 C 2 ) A wear-resistant, corrosion-resistant coating of particles, referred to as disc a;
fig. 6 compares the thermal conductivity of the brake discs;
fig. 7 shows an extract of a graph that can be obtained after a standard AK-Master test on a commercial brake disc made of cast iron, using brake pads made of a Low Steel (LS) type compound.
FIG. 8 shows the same pattern as in FIG. 1, which can be used in a system made of a composite of the low-steel (LS) typeThe pads were obtained after standard AK-Master tests on the same commercial brake disc made of cast iron of fig. 7, but covered in one case (disc a0) with a currently marketed WC-based coating shown for comparison purposes, while in the following figure (disc a) was coated with chromium carbide (Cr) dispersed in a metallic matrix of NiCr alloy 3 C 2 ) Particles;
FIG. 9 shows the same graph as FIG. 7, obtained after a standard AK-Master test on the same commercial cast iron brake disc of FIGS. 1 and 7, using a brake pad made of a composition of the asbestos-free organic (NAO) type, but coated with a coating made according to the present disclosure, consisting of chromium carbide (Cr) dispersed in a metallic matrix of NiCr alloy (upper panel-disc A) 3 C 2 ) Grains, and (lower panel-panel B) of several metallic materials so as to produce a material consisting of austenitic chromium-nickel steel and which may be of the known trade name
A metal matrix of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy;
fig. 10 compares the results of standard wear tests performed on the same commercial brake disc made of cast iron as in fig. 1, using brake pads made of a Low Steel (LS) type compound, respectively: bare (uncoated), coated with a currently commercially available coating consisting of WC deposited on a nickel layer for comparative purposes, and coated with chromium carbide (Cr) having plasticity to reduce the tendency to form microcracks and dispersed within a metallic matrix of NiCr alloy of the present disclosure 3 C2) Wear-resistant and corrosion-resistant coatings made of particles;
fig. 11 shows a micrograph of the following coating: coating based on WC deposited on nickel layer (coated disc a0, currently commercially available and used for comparative purposes), based on Cr dispersed in a nickel chromium matrix according to the present disclosure and deposited according to the procedure described in the present disclosure 3 C 2 And on several metallic materials so as to yield a coating consisting of chromium-nickel austenitic steel and which may be made, for example, by the known trade name
A coating of a metal matrix made of a FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy (disc B);
FIGS. 12, 13 and 14 indicate the coating property representation carried out by means of microhardness measurement technique using a nanoindenter and highlight the hardness difference between the WC coating currently marketed and used for comparison purposes and the single-layer coating of the present disclosure comprising chromium carbide (Cr) dispersed in a metallic matrix of an NiCr alloy 3 C 2 ) Particles (disk A of FIG. 13), or containing several metallic materials so as to form a structure consisting of austenitic chromium-nickel steel and which may be of the known trade name Cr-Ni
A metallic matrix of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy (disk B-FIG. 14);
FIG. 15 shows the state of the surface after A0 test of a coated disk based on WC deposited on a nickel layer, currently commercially available and used for comparative purposes, in comparison to the state of the surface after the test of the coatings of the present disclosure (disks A and B);
FIG. 16 shows a comparison in terms of the surface of the braking surface of the disc after the corrosion resistance test, said disc being respectively composed of bare cast iron (cast iron), covered with a commercial coating based on WC deposited on a Ni layer for comparison (disc A0), covered with chromium carbide (Cr dispersed in a metallic matrix of NiCr alloy) 3 C 2 ) The particles (disk A), and finally the coating with several metallic materials so as to produce a steel structure consisting of austenitic chromium-nickel steel and which may be manufactured, for example, under the known trade name "Cr-Ni austenitic steel
A metal matrix (disk B) of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy; the corresponding photographs show that the corrosion resistance of the coatings disclosed herein is superior to that of simple bare cast iron and comparable to that of commercial coatings based on WC; and is
Fig. 17 illustrates embodiments of a method of making a brake pad and brake disc system having embodiments of the coating as discussed herein, embodiments of making a brake pad, and embodiments of making a brake disc. The disc is then at least partially coated with one or more of the coatings of the present disclosure. Once coated, the brake pads and coated brake discs may be coupled together.
Detailed Description
In some embodiments of the present disclosure, wear-resistant coatings for brake discs are described that do not suffer from the disadvantages of the known art. Specifically, in some embodiments of the present disclosure, methods are disclosed for simultaneously reducing wear of both a brake rotor and its associated brake pads. Further, in some embodiments of the present disclosure, disc brakes having wear-resistant coatings are disclosed that result in reduced wear of the brake pads as compared to uncoated brake discs.
Accordingly, the following disclosure relates to embodiments of wear-resistant coatings for brake discs, to methods for reducing wear of both brake discs and brake pads associated therewith, and to coated brake discs themselves.
During break-in, the coefficient of friction may vary significantly, thereby giving the vehicle operator an unsafe feel when braking. Embodiments of the present disclosure may be used to reduce or eliminate this break-in period.
Furthermore, reduced wear of the brake rotor may generally be accompanied by an undesirable increase in wear of the brake pads. Embodiments of the present disclosure may also reduce wear on brake pads.
The present disclosure also relates to embodiments of wear-resistant and corrosion-resistant coating systems for brake discs, which can provide increased resistance to any kind of corrosion phenomena on the same disc.
The present disclosure further relates to embodiments of the coating system having: the tendency to form microcracks under tribomechanical stress conditions caused by high energy loads is reduced, so that the phenomenon of cumulative mechanical stress and the generation and propagation of surface cracks on the braking surface are reduced, if not totally eliminated.
Furthermore, the present disclosure relates to the use of such wear-and corrosion-resistant coatings which are plastic in such a way that the tendency to form micro-cracks under tribomechanical stress conditions is reduced, and to braking systems which may comprise elements to be braked, which may for example comprise discs or brake drums made of cast iron or steel, although the specific materials are not limiting, and which are at least partially coated with a wear-and corrosion-resistant coating having sufficient plasticity according to the present disclosure. In some embodiments, the system may further include at least one braking element, which may include a brake pad or brake shoe, adapted to cooperate with an element to be braked by means of friction, wherein the braking element has a friction layer or pad intended to cooperate with the element to be braked. The braking element can be made of any friction material free of asbestos and copper or alloys thereof, said friction material being collectively called "copper-free", in particular of the so-called Low Steel (LS) type or asbestos-free organic (NAO) type.
NAO materials are asbestos-free organic materials that are generally considered to be materials that are internally ferrous-free metals. Also LS is considered to be a material without asbestos inside but with iron based metals, such as metallic iron or iron powder or steel.
In some embodiments, the braking element may be copper-free. In some embodiments, the braking element may be asbestos-free. In some embodiments, the braking element may be copper-free and asbestos-free.
The components of the composition or original mixture of the friction material to be coupled with the wear-resistant coating according to the present disclosure may be those used in friction materials. For example, embodiments of the composition may include, for example, a fibrous material comprising inorganic and/or organic and/or metal fibers, a binder, filler or filler ("filler"), one or more lubricants or friction modifiers, and one or more abrasives. In some embodiments, one or more of the components may be removed as desired.
In particular, the fibers may comprise any organic or inorganic fibers other than asbestos, or any other metal fibers commonly used in friction materials. Illustrative, but non-exhaustive, examples include inorganic fibers such as glass fibers, rock wool, wollastonite, sepiolite, and attapulgite, and organic fibers such as carbon fibers, aramid fibers, polyimide fibers, polyamide fibers, phenolic fibers, cellulose and acrylic fibers, or Polyacrylonitrile (PAN). Metal fibers, such as steel fibers, stainless steel, aluminum fibers, zinc, metal alloys such as iron tin, and the like, may also be used.
The fibers may be used in the form of short or long fibers, and the specific length is not limiting.
To ensure sufficient mechanical strength, the amount of fibers may be between 1% and 50% by volume compared to the total volume of the friction material. In some embodiments, it may be between 8% and 30% by volume.
In accordance with the present disclosure, in some embodiments, organic or inorganic fillers or extenders may also be used as the original components.
Many materials can be used as organic or inorganic fillers. Illustrative, non-limiting examples include calcium carbonate precipitates, barium sulfate, magnesium oxide, calcium hydroxide, calcium fluoride, hydrated lime, talc, mica, and vermiculite.
These may be used alone, or two or more of these may be used in combination. The amount of such fillers may be between 1% and 60% by volume based on the total composition of the friction material.
In some embodiments, an organic binder may be used. The organic binder may be any binder known and commonly used in friction materials, and in general, this is a thermosetting resin or mixture of thermosetting resins.
Illustrative, non-limiting examples of suitable binders include phenolic resins, melamine resins, epoxy resins; various modified phenolic resins, such as epoxy-modified phenolic resins, oil-modified phenolic resins, and alkylbenzene-modified phenolic resins.
Any one or combination of one or more of these complexes may be used. In order to ensure sufficient mechanical resistance and wear resistance, the binder may be included in an amount between 2% and 50% by volume, based on the total composition of the original composite or the final friction material obtained.
In some embodiments, friction modifiers may be used. Friction modifiers (which may include all or a portion of the filler or filler) may be: organic fillers such as cashew nut powder, rubber powder (ground tread rubber powder), various unvulcanized rubber particles, various vulcanized rubber particles, and the like; inorganic fillers such as barium sulfate, calcium carbonate, calcium hydroxide, vermiculite, and/or mica; abrasives such as silicon carbide, alumina, zirconium silicate, and the like; lubricants such as molybdenum disulfide, tin sulfide, zinc sulfide, iron and non-iron sulfides; metal particles other than copper and copper alloys; and/or combinations of all of the foregoing.
The abrasives used in the present disclosure can be classified as follows (the following list is merely indicative, not necessarily exhaustive, and non-limiting):
mild abrasives (Mohs 1-3): talc, calcium hydroxide, potassium titanate, mica, vermiculite, kaolin;
medium abrasive (Mohs 4-6): barium sulfate, magnesium oxide, calcium fluoride, calcium carbonate, wollastonite, calcium silicate, iron oxide, silica, chromite, zirconium oxide, zinc oxide;
strong abrasives (Mohs 7-9): silicon carbide, zircon sand, zirconia, zirconium silicate, zirconium, corundum, alumina and mullite.
Depending on the desired friction characteristics, the friction modifier may be present in an amount between 10% and 80% by volume, as compared to the volume of the entire material.
In general, the friction material components used according to the present disclosure are as follows:
1. adhesive agent
2. Filler
3. Lubricant/friction modifier
4. Abrasive material (which may form part of the filler)
5. Fiber (inorganic/organic/metal)
6. Any metal powder
However, it is to be understood that one or more of any of the above ingredients may be removed as desired.
Brake pads made with the aforementioned friction materials may be coupled/operatively associated with wear-resistant and corrosion-resistant coatings applied to at least one friction surface of a brake disc configured for use with the brake pad and comprising a single layer made using a selected combination of:
chromium carbide (Cr) dispersed in a metallic matrix consisting of an NiCr alloy 3 C 2 ) Particles; and/or
Several particles of metallic material, so as to produce austenitic steels consisting of chromium and nickel and which may comprise, for example, the known trade name
A metal matrix of a FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy.
The metal matrix of austenitic steel may have a chemical composition that varies within the following limits:
fe is more than 35 and less than 88; cr is more than 10 and less than 35; 2 < Ni < 18 (ratio in wt%)
In some embodiments, Cr may be used on Ni. In some embodiments, 1.5 to 18% by weight molybdenum may be included, as well as lower percentages of other alloying elements, such as Si, Mn, B, W, V, C, Cu, Co, Nb, and the like, added in a total amount less than the sum of the contents of Fe, Cr, and Ni.
In some embodiments, the metal matrix in the form of austenitic steel may have the following chemical composition:
| product(s) | Fe％w | Cr％w | Mo％w | Ni％w | Si％w | B％w | Cu％w | C％w |
| 1008 | The |
18 | 12 | 4 | 3.5 | 3 | 2.5 | 0.6 |
| 1009 | The rest part | 33 | 8 | 4.8 | 0.6 | |||
| 1010 | The |
28 | 4.5 | 16 | 1.5 | 1.75 |
In some embodiments, comprises chromium carbide (Cr) dispersed within a metal matrix of an NiCr alloy 3 C 2 ) The coating of metal particles has a composition of up to 75% w of chromium carbide with the remainder being an NiCr alloy of 20 or 25% w Cr.
The monolayer according to the present disclosure, when based on chromium carbide dispersed in a nickel matrix, has a vickers (Hv) hardness in the range between 500 and 1200. In some embodiments, the monolayer may have a vickers hardness of between 600 and 800 Hv. In some embodiments, the monolayer may have a reduced elastic modulus between 160 and 180.
The single layer according to the present disclosure, when it is based on Cr-Ni austenitic steel, such as FeNiCrMoSiC, may have a vickers (Hv) hardness between 300 and 800. In some embodiments, the monolayer may have a vickers hardness of between 400 and 700 and a reduced elastic modulus of between 145 and 160.
The wear-resistant and corrosion-resistant coating, which has sufficient plasticity so as to reduce the tendency to form microcracks under the aforementioned tribomechanical stress conditions, can be applied by thermal spraying, preferably by means of HVOF technique, and those components of the chromium carbide particles or Diamalloy dispersed in the NiCr metal matrix are used as spherical powders. However, other methods of applying the coating with equivalent results may also be used, such as Plasma spraying (Plasma spraying), Laser Cladding (Laser Cladding), Cold Laser Deposition (Cold Laser Deposition), Laser Spray Deposition (Laser Spray Deposition).
The wear and corrosion resistant coating according to the present disclosure having sufficient plasticity to reduce the tendency to form microcracks under tribomechanical stress conditions has a total thickness of between about 20 and about 400 microns and, after thermal spraying and grinding, has a surface roughness of between 0.05 and 2 microns.
The use of such selected materials for brake pads and for wear-resistant and corrosion-resistant coatings having sufficient plasticity so as to reduce the tendency to form microcracks under tribomechanical stress conditions of the brake disc makes it possible to implement a method for simultaneously reducing the wear of the brake disc and of the associated brake pads, comprising the steps of:
-preparing a brake pad using a brass-free family of friction material formulations, which may be Low Steel (LS) or asbestos-free organic (NAO);
covering at least one friction surface of a brake disc intended to be used in cooperation with a brake pad by an embodiment of the wear-resistant and corrosion-resistant coating of the present disclosure having sufficient plasticity. This may comprise chromium carbide (Cr) dispersed within a metal matrix of an NiCr alloy 3 C 2 ) Selected combinations of particles, and/or comprising several particles of metallic material so as to produce a metallic matrix consisting of chromium-nickel austenitic steel, and may comprise the trade name chrome-nickel austenitic steel
The fenicmosic (iron-nickel-chromium-molybdenum-silicon-carbon) alloy of (a);
-coupling together the brake pads and the brake disc previously prepared.
The wear and corrosion resistant coating is applied by means of high velocity oxy-fuel (HVOF) thermal spray technology.
In some embodiments, a brake pad made of a friction material belonging to the copper-free family, in particular of the Low Steel (LS) or asbestos-free organic (NAO) type, is coupled with a wear-resistant coating made of chromium carbide (Cr) dispersed in a metallic matrix made of NiCr alloy, coated on at least one friction surface of the brake disc 3 O 2 ) Consisting of particles, or of several particles of metallic material, so as to produce a metallic matrix consisting of austenitic chromium-nickel steel, and may be of the known trade name
Of fenicmosic (iron-nickel-chromium-molybdenum-silicon-carbon) alloy.
In this way, a braking system is also implemented comprising an element to be braked consisting of a disc or drum made of cast iron or steel, and at least one braking element comprising a brake shoe or pad, adapted to cooperate by friction with said element to be braked. In some embodiments, the element to be braked has at least one friction surface configured to cooperate with the braking element, said friction surface being covered with a wear-resistant and corrosion-resistant coating according to what has been described previously, while the braking element comprises at least one block of friction material configured to cooperate with the element to be braked, said friction material being of the copper-free family, in particular of the Low Steel (LS) or asbestos-free organic (NAO) type.
Examples and comparative examples are reported here by way of illustration and are not intended to limit the disclosure.
Example 1
Two different types of various friction material compositions were prepared as shown in table 1. For each of the two families of friction material compositions, known as LS and NAO (both known), friction materials were prepared according to the known compositions currently in use.
TABLE 1
In table 1, for mild, medium and strong abrasives, one or more materials are selected as follows:
mild abrasives (Mohs 1-3): talc, calcium hydroxide, potassium titanate, mica, kaolin;
medium abrasive (Mohs 4-6): barium sulfate, magnesium oxide, calcium fluoride, calcium carbonate, wollastonite, calcium silicate, iron oxide, silica, chromite, zirconium oxide, zinc oxide;
strong abrasive (Mohs 7-9): silicon carbide, zircon sand, zirconia, zirconium silicate, zirconium, corundum, alumina and mullite.
Example 2
The friction material compositions according to table 1 were molded onto the same metal substrate and cured in a conventional manner to form the same brake pad, but with different chemical compositions of the friction materials.
In particular at a temperature between 60 and 200 ℃ and between 150 and 1800kg/cm 2 Under pressure of (2) for 2 to 10 minutes, or by pre-forming the mixture in a mould and then at a temperature of 130 to 180 ℃ at 150 to 500kg/cm 2 The extrusion was continued for 2 to 10 minutes under a pressure of (14.7-49 MPa).
The resulting extruded articles are usually post-cured by means of a heat treatment at 150 to 400 ℃ for a duration of between 5 minutes and 15 hours, and then spray-coated or powder-coated, kiln-baked or, if necessary, mechanically processed to produce the final product. The effective braking area per single pad is 52.6cm 2 。
Example 3
A series of commercial 18 inch laminated cast iron brake discs were purchased, all of which were identical and had the following characteristics: the diameter is 356 mm; thickness (width along the axis of rotation) 28 mm; one disc remains bare; the two opposite faces of the other brake disc, defined by the friction surfaces intended to cooperate with the brake pads, are coated with a wear-resistant and corrosion-resistant coating having sufficient plasticity to reduce the tendency to form microcracks, designated disc a and disc B, having the composition and characteristics shown in table 2.
TABLE 2
The chromium carbide containing coating contains a Ni-Cr alloy of up to 75% by weight chromium carbide with the remainder being 20% or 25% chromium. In this example, a 75% chromium carbide and 25% NiCr alloy coating was used. The austenitic steel coating has the following composition (in weight percent): 28% Cr-16% Ni-4.5% Mo-1.5% Si-1.75% C-the remainder Fe.
The coatings of table 2 were applied by thermal spraying by means of HVOF technique (high velocity oxygen fuel spraying): feeding a mixture of gaseous or liquid fuel and oxygen into the combustion chamber for continuous combustion therein; the resulting hot gas is emitted through a converging-diverging nozzle at a pressure close to 1MPa and travels through a straight section; the fuel may be a gas (hydrogen, methane, propane, propylene, acetylene, natural gas, etc.) or a liquid (kerosene, etc.); the velocity of the jet at the outlet of the pipe (> 1000m/s) exceeds the speed of sound. The powder material is injected into the gas stream in sequence, which accelerates the powder up to 800m/s, and the hot gas and powder stream are directed towards the surface to be coated; the powder is partially melted in the gas stream and deposited onto the substrate by providing a coating with low porosity and high bond strength.
After coating by thermal spraying and subsequent grinding, the wear-resistant and corrosion-resistant coating, which has sufficient plasticity so as to reduce the tendency to form microcracks, has a certain surface roughness, which can vary from point to point but is anyway between 0.05 and 2 microns. The average thickness of the coating may be between 20 and 400 microns, and in this example, is about 90 microns.
Example 4
Several fade and AK Master tests were performed using different combinations of disc/pads, using the brake disc of example 3 and the brake pad of example 2. The results obtained are shown in figures 1 to 5 and 7 to 9, in which the combinations used are as follows:
·bare cast iron: an uncoated brake disc coupled to a brake pad made of LS or NAO friction material;
·dish A0: brake discs coated with WC material deposited on nickel layers currently commercially available and for comparative purposes, coupled to brake pads made of LS or NAO friction material;
·dish A: coated with chromium carbide (Cr) dispersed in a metallic matrix of NiCr alloy having sufficient plasticity to reduce the tendency to form microcracks according to the invention 3 C 2 ) A brake disc of wear-resistant, corrosion-resistant material of particulate construction coupled to a brake pad made of LS or NAO friction material;
·dish B: coated with a coating in the form of a FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloyObtained from powders of individual metal component materials so as to yield a steel product consisting of a material known as chromium-nickel austenitic steel
A composite wear and corrosion resistant material brake disc of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy coupled to a brake pad made of LS or NAO friction material.
At the end of the test, the wear of both the brake disc and the brake pads used in each decay and AKM test was also evaluated. The results obtained are given in tables 3 and 4.
TABLE 3 regression
TABLE 4 AKM
***
Discussion of results
As is apparent from what has been described so far, the materials used for the coating are novel in the field of wear-resistant coatings for brake discs. In fact, said material is based on chromium carbide dispersed in a metal matrix of nichrome or on chromium-nickel austenitic steel, and is preferably included in an alloy obtained from a combination of several metallic materials, so as to produce a material known by the trade name nichrome in the example shown
A FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy.
From a comparison of the figures that can be derived by means of the fade test, it is evident that there is a better braking performance, reflected in a greater friction stability, whereas the brake disc coated with the first material comprised by the present disclosure, constituted by chromium carbide particles and coated according to the method described in the present disclosure (disc a), in which both known friction materials have been tested, belongs to the two friction material families that are most commonly used, ensures a greater friction stability compared to bare cast iron.
With further comparison of the AKM patterns, it is evident that the inclusion of the present disclosure is seen with both bare cast iron and the current commercial coating material (disc A0)
The friction material of the second coating layer (disc B) made of the alloy has the same or better performance.
Furthermore, with the coating of the present disclosure, the coefficient of friction is well maintained during braking. It is therefore apparent that the undesirable extended "break-in" period disadvantage of brake pad/brake disc couplings coated with conventional wear resistant layers is eliminated or at least greatly reduced.
Looking then at the wear data reported in table 3, it can be seen that the wear value when coupled together is 5.14mm compared to the wear value (measured as pad loss in millimeters after the Porsche decay test compared to the new material) of a brake pad made with a NAO type friction composite coupled to a disc coated with WC deposited on a nickel layer currently commercially available and used for comparative purposes, whereas the materials of the present disclosure indicate that the wear value of the NAO material is very similar to that obtained using a bare cast iron disc (uncoated).
Fig. 6 highlights the thermal conductivity ensured by the coating of the present disclosure based on chromium carbide particles deposited using the method described in the present disclosure, the conductivity of the coating according to the present disclosure being close to the value obtained from bare cast iron disks compared to the coating containing WC deposited on the nickel layer currently marketed and used for comparison purposes.
The micrograph of fig. 11 makes it possible to characterize the wear-resistant coating according to the present disclosure. It is evident that by means of the HVOF spraying technique, the chromium carbide particles (disc a) or FeNiCrMoSiC particles (disc B) contained in the metal matrix ensure good homogeneity and make the coating free of pores.
The micrograph of FIG. 15 highlights the coating (A0) respectively covered with the inclusion of WC, the inclusion of Cr, subjected to the decay test 3 C 2 Coating (A) and the content of
The state of the braking surface of the coating layer (B) of an austenitic alloy of (a). The other two coatings showed a reduced tendency to develop surface cracks compared to the WC containing coatings used for comparative purposes. FIGS. 12-13-14 illustrate the reduced tendency to crack, wherein the WC-containing coating has a higher elastic modulus (EIT) value than the Cr-containing coating 3 C 2 The elastic modulus value of the coating layer of (2) and
modulus of elasticity value of type (VI).
Etching of
To evaluate the improvement compared to bare cast iron, a corrosion resistance test was performed. The different discs selected were as follows:
i) bare gray cast iron
ii) disc a 0: WC-containing coating for comparison
iii) disc A: containing Cr 3 C 2 Coating of
iv) plate B: diamalloy-containing coating
The disc is first subjected to a decay test as described previously. After the test station test, the disk was entered into the brine chamber, wherein the cycle comprised: salt spraying with 5% NaCl was performed 20% of the time, drying was performed 10% of the time, and the remaining 70% of the time was exposed to at least 90% humidity. The discs were left for 1 week and then visually inspected. Bare gray cast iron discs exhibited a significant amount of rust on the braking surface, whereas the other three discs with different types of coatings revealed clean surfaces. This therefore indicates good corrosion resistance, as fully depicted in fig. 16.
Conclusion
Both types of coating based on anti-wear materials according to the present disclosure, tested on the same brake disc, make it possible not only to substantially reduce the wear of the brake disc (in a sense of the expected performance), but also in particular to unexpectedly reduce the wear of the brake pad, on the one hand, for both families of friction materials tested (considering the overall composition of the friction material tested, and therefore, it can be considered, for any family of friction material compositions currently in use), on the other hand, to obtain simultaneously and quite unexpectedly good uniformity in the friction coefficient.
Finally, it is also unexpected that some wear resistant materials, and in particular some specific wear resistant/friction material coupling pairs, can provide significantly superior performance.
From the foregoing description, it should be appreciated that an inventive coating for a brake disc and a method for reducing wear are disclosed. Although several components, techniques and aspects have been described with a certain degree of particularity, it is manifest that many changes may be made in the specific designs, constructions and methodology described above without departing from the spirit and scope of this disclosure.
Certain features that are described in this disclosure in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination. Moreover, although features may be described above as acting in certain combinations, one or more features from a claimed combination can in some cases be excised from the combination, and the combination may be directed to any subcombination or variation of any subcombination.
Moreover, although methods may be depicted in the drawings or described in the specification in a particular order, such methods need not be performed in the particular order shown or in sequential order, and all methods need not be performed, to achieve desirable results. Other methods not depicted or described may be incorporated in the example methods and processes. For example, one or more additional methods may be performed before, after, concurrently with, or between any of the methods described. Additionally, the methods may be rearranged or reordered in other implementations. Moreover, the separation of various system components in the embodiments described above should not be understood as requiring such separation in all embodiments, and it should be understood that the described components and systems can generally be integrated together in a single product or packaged into multiple products. Additionally, other embodiments are within the scope of the present disclosure.
Conditional languages, such as "may", "may" or "may", are generally intended to mean that certain embodiments include or do not include certain features, elements and/or steps, unless specifically stated otherwise, or otherwise understood within the context of use. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more embodiments.
Unless specifically stated otherwise, connectivity language such as the phrase "X, Y and at least one of Z" is generally additionally understood in the context of usage to mean that an item, etc. may be either X, Y or Z. Thus, such connectivity language is not generally intended to imply that certain embodiments require the presence of at least one of X, at least one of Y, and at least one of Z.
The terms "substantially," "about," "substantially," and "substantially," as used herein, mean a value, amount, or characteristic that is close to the recited value, amount, or characteristic, and still achieve the desired function or result. For example, the terms "approximately," "about," "substantially," and "substantially" can refer to an amount that is within less than or equal to 10% of the stated amount, within less than or equal to 5% of the stated amount, within less than or equal to 1% of the stated amount, within less than or equal to 0.1% of the stated amount, and within less than or equal to 0.01% of the stated amount. If the stated amount is 0 (e.g., none), the ranges listed above can be specific ranges and not within a specific percentage of the stated value. For example, within less than or equal to 10 mass/volume% of the recited amount, within less than or equal to 5 weight/volume% of the recited amount, within less than or equal to 1 weight/volume% of the recited amount, within less than or equal to 0.1 weight/volume% of the recited amount, and within less than or equal to 0.01 weight/volume% of the recited amount.
All ranges shown include the upper and lower limits of the interval unless explicitly excluded.
Some embodiments have been described in connection with the accompanying drawings. The figures are drawn to scale, but such scales should not be limiting, as dimensions and scales other than those shown are also contemplated and within the scope of the disclosed invention. Distances, angles, etc. are merely illustrative and do not necessarily have an exact relationship to the actual size and layout of the devices shown. Various components may be added, removed, and/or rearranged. Moreover, the disclosure herein of any particular feature, aspect, method, property, characteristic, quality, attribute, element, or the like, in connection with the various embodiments, can be used with all other embodiments set forth herein. Additionally, it should be recognized that any of the methods described herein may be practiced using any device suitable for performing the recited steps.
Although several embodiments and variations thereof have been described in detail, other modifications and methods of using the same will be apparent to those skilled in the art. Accordingly, it should be understood that various applications, modifications, materials, and substitutions may be made of equivalents without departing from the scope of the unique and inventive disclosure or claims herein.
Claims (10)
1. A wear and corrosion resistant coating for a brake disc adapted for use with at least one friction surface of the brake disc, the friction surface configured for use with a braking element such as a brake pad, the wear and corrosion resistant coating adapted to be applied by means of thermal spraying; characterized in that said anti-wear and anti-corrosion coating comprises a single layer made of a material selected from the group consisting of: chromium carbide (Cr) dispersed in a metal matrix consisting of an NiCr alloy 3 C 2 ) Particles; consisting of austenitic chromium-nickel steels and preferably consisting of, for example
A metal matrix of FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy; mixtures thereof in variable proportions; the wear-resistant coating is malleable so as to reduce the tendency to form micro-cracks under tribomechanical stress conditions.
2. The anti-wear and anti-corrosion coating according to claim 1, characterized in that said chromium carbide particles, or preferably austenitic steel alloy of composition FeNiCrMoSiC even in the form of metal particles of a single alloy component, are applied by thermal spraying by means of HVOF technique.
3. The wear and corrosion resistant coating according to claim 1 or 2, characterized in that it has a thickness between 20 and 400 microns.
4. The anti-wear and anti-corrosion coating according to any of the preceding claims, characterized in that it has a surface roughness after thermal spraying and grinding of between 0.05 and 2 microns and preferably comprised between 0.15 and 0.3 microns.
5. A vehicle brake disc comprising at least one friction surface intended to be used in cooperation with a braking element, such as a brake pad, characterized in that at least said friction surface is covered with a wear-resistant and corrosion-resistant coating according to any one of claims 1 to 4.
6. A method for simultaneously reducing wear of a brake rotor and associated brake pads, comprising the steps of:
-making a brake pad using a friction material formulation of the Low Steel (LS) or asbestos-free organic (NAO) type;
-covering at least one friction surface of a brake disc intended to cooperate with a brake pad with an anti-wear and anti-corrosion coating, said coating being of a plasticity such as to reduce friction betweenA tendency to form microcracks under tribomechanical stress conditions, said coating comprising chromium carbide (Cr) dispersed in a metallic matrix consisting of an NiCr alloy 3 C 2 ) Particles, or austenitic steels comprising chromium and nickel, and preferably comprising, for example
The fenicmosic (iron-nickel-chromium-molybdenum-silicon-carbon) alloy of (a);
-coupling together the brake pads and the brake disc previously prepared.
7. The method according to claim 6, wherein the wear-resistant coating is applied by means of a high velocity oxy-fuel (HVOF) thermal spray technique.
8. Method according to claim 6 or 7, characterized in that a brake pad made of a friction material belonging to the copper-free group, in particular of the Low Steel (LS) or asbestos-free organic (NAO) type, is coupled with a wear-resistant coating applied on at least one friction surface of the brake disc, said wear-resistant coating being constituted by chromium carbide (Cr) dispersed in a metallic matrix made of NiCr alloy 3 C 2 ) Consisting of particles or of austenitic chromium-nickel steel, and preferably obtained from a combination of several metallic materials so as to result from
A FeNiCrMoSiC (iron-nickel-chromium-molybdenum-silicon-carbon) alloy.
9. Use of a friction material of the copper-free family, of the Low Steel (LS) type or of the asbestos-free organic (NAO) type, for the manufacture of a brake pad, in combination with an anti-wear and anti-corrosion coating having plasticity so as to reduce the tendency to form micro-cracks on at least one friction surface of a brake disc operatively associated with said brake pad under tribomechanical stress conditions, so as to reduce simultaneously the wear of said brake pad and of said brake disc, said anti-wear and anti-corrosion coatings being such as to reduce the wear of said brake pad and of said brake discThe erosion coating consists of chromium carbide (Cr) dispersed in a metal matrix made of NiCr alloy 3 C 2 ) Selected combinations of particles or of chromium-nickel austenitic steels, and preferably obtained from combinations of several metallic materials so as to result from, for example
Of fenicrmosil (iron-nickel-chromium-molybdenum-silicon-carbon) alloy and is coated by means of High Velocity Oxygen Fuel (HVOF) thermal spraying techniques.
10. A braking system comprising an element to be braked consisting of a brake disc or drum made of cast iron or steel, and at least one braking element consisting of a brake shoe or pad, adapted to cooperate by friction with said element to be braked, characterized in that the following aspects are combined:
-the element to be braked has at least one friction surface configured to cooperate with the braking element, said friction surface being covered with the anti-wear and anti-corrosion coating according to any one of claims 1 to 4;
-said braking element comprises at least one block of friction material configured to cooperate with said element to be braked, said friction material being of the Low Steel (LS) or asbestos-free organic (NAO) type.
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| US11614134B2 (en) | 2020-12-22 | 2023-03-28 | Itt Italia S.R.L. | Coatings for brake discs, method for reducing wear and corrosion and associated brake disc |
| US11614137B2 (en) | 2020-12-21 | 2023-03-28 | Itt Italia S.R.L. | Coatings for brake discs, method for reducing wear and associated brake disc |
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