JP2000027912A - Disk brake pad - Google Patents
Disk brake padInfo
- Publication number
- JP2000027912A JP2000027912A JP10199891A JP19989198A JP2000027912A JP 2000027912 A JP2000027912 A JP 2000027912A JP 10199891 A JP10199891 A JP 10199891A JP 19989198 A JP19989198 A JP 19989198A JP 2000027912 A JP2000027912 A JP 2000027912A
- Authority
- JP
- Japan
- Prior art keywords
- heat insulating
- friction material
- insulating material
- friction
- back plate
- 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
Links
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動車、鉄道等の
車両及び回転制御を必要とする機械に用いられるディス
クブレーキパッドに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a disc brake pad used for vehicles such as automobiles and railways and machines requiring rotation control.
【０００２】[0002]
【従来の技術】ディスクブレーキ用に用いられるディス
クブレーキパッド（以下パッドと省略）は、回転するデ
ィスクにブレーキキャリパーで押し当てられることで、
回転エネルギーを熱エネルギーに置き換え、回転を制御
するものである。従って、ブレーキの使用頻度が高い場
合には、相当の高温になる。特に、負荷の大きい場合
は、５００〜６００℃にまで達することがある。2. Description of the Related Art Disc brake pads (hereinafter abbreviated as pads) used for disc brakes are pressed against rotating discs by brake calipers.
Rotational energy is replaced with heat energy to control rotation. Therefore, when the brake is used frequently, the temperature becomes considerably high. In particular, when the load is large, the temperature may reach 500 to 600 ° C.
【０００３】パッドに用いられる材料は、古くはアスベ
ストを主とし、フェノール樹脂で固めたものを用いてい
た。ブレーキの制動力や、付随するフィーリング、又は
発生するノイズ対策等で使用される配合原料も多種多様
になってきている。特に、アスベストについては、発ガ
ン性を懸念することから使用を控え、代わりに鉄繊維若
しくは粉粒体をアスベストに変えたセミメタリック材
と、金属繊維、無機繊維、耐熱有機繊維をアスベストに
置き換えたノンアスベスト材が台頭してきた。In the past, the material used for the pad was mainly made of asbestos and hardened with a phenol resin. A variety of compounding raw materials have been used for the braking force of the brake, the accompanying feeling, or the measures against the generated noise. In particular, asbestos was refrained from use due to concerns about carcinogenicity, and instead replaced semimetallic materials in which iron fibers or granules were changed to asbestos, and metal fibers, inorganic fibers, and heat-resistant organic fibers were replaced with asbestos. Non-asbestos materials have emerged.
【０００４】これらの新規の摩擦材料も、単に繊維を変
えるだけでなく、その特性に応じて摩擦調整剤と呼ばれ
る種々のフィラー類の配合種類、配合量を変えて摩擦特
性をより使用温度範囲が広く、より高負荷に耐えるよう
に調整している。[0004] These new friction materials not only change the fiber, but also change the compounding type and amount of various fillers called friction modifiers in accordance with the characteristics to further improve the friction characteristics so that the operating temperature range can be improved. Wide and tuned to withstand higher loads.
【０００５】特に、高負荷に耐えられる材料として、セ
ミメタリック材がある。この材料の特徴は、鉄系の繊維
若しくは粉粒体と黒鉛を多く使用し、配合組成から言え
ば、金属をバインダーとする焼結パッドに近い配合組成
を持つため、このように呼ばれているが、多くのセミメ
タリック材には金属が１５体積％以上含まれる。この金
属により、アスベスト材には到達できなかった高負荷条
件でも使用できる摩擦材料として用いられている。[0005] In particular, semi-metallic materials are materials that can withstand high loads. The feature of this material is that it is called in this way because it uses a lot of iron-based fibers or granules and graphite, and in terms of the composition, has a composition close to that of a sintered pad using metal as a binder. However, many semimetallic materials contain 15% by volume or more of metal. This metal is used as a friction material that can be used even under high load conditions that could not reach asbestos material.
【０００６】ところが、このセミメタリック材は、金属
と黒鉛を多く用いているため、熱伝導性が大きく、ディ
スク面と摩擦材の表面で発生する摩擦熱をパッド内に誘
引する結果となる。この熱をパッドの裏板に接触するブ
レーキピストン経由でブレーキフルードに伝えるとベー
パーロックを発生する基になり、かつ摩擦材と裏板を接
着している接着剤の劣化を促進し、摩擦材と裏板の接着
が剥がれる恐れがある。However, since this semi-metallic material uses a large amount of metal and graphite, it has high thermal conductivity, and the frictional heat generated on the disk surface and the surface of the friction material is attracted into the pad. When this heat is transmitted to the brake fluid via the brake piston that contacts the back plate of the pad, it becomes a basis for generating vapor lock, and promotes the deterioration of the adhesive bonding the friction material and the back plate, and There is a risk that the back plate may come off.
【０００７】そこで、セミメタリック材には、摩擦材と
裏板の間に断熱材を用い、熱伝導を緩和する手段が取ら
れている。初期の頃には、ここにアスベスト材が用いら
れてきた。ところが前記のようにアスベストの使用を控
えることから、アスベストを使わない材料に変更され
た。これらの材料の特性は、熱伝導が押さえられると同
時に、裏板との接着性と、摩擦材との接合性が必須の要
求特性となる。[0007] In view of this, semi-metallic materials are provided with means for reducing heat conduction by using a heat insulating material between the friction material and the back plate. In the early days, asbestos was used here. However, as described above, since the use of asbestos was refrained from being used, the material was changed to a material that did not use asbestos. As for the properties of these materials, the heat conduction is suppressed, and at the same time, the adhesive properties to the back plate and the joining property to the friction material are essential required properties.
【０００８】[0008]
【発明が解決しようとする課題】要求特性を満たすに
は、熱伝導性において、熱伝導率の大きい素材を配合か
ら除去することであり、かつ裏板との接着性を確実にす
るには、バインダー材料との馴染み性の良いものが必要
であり、また摩擦材との接合性に関しては、この界面に
は、高温の熱伝導があるため、単なる接着力だけでな
く、材料同士の絡み合い等、接着におけるアンカー効果
に近い考え方が必要である。さらには摩擦材とこの断熱
材の熱膨張の差が大きいと、界面でのストレスの集積に
よるクラックを発生させる基になる。特に高負荷の使用
に用いる材料であるので、これらの要求特性をクリアー
するのは困難である。In order to satisfy the required characteristics, it is necessary to remove a material having a high thermal conductivity from the compound in terms of thermal conductivity, and to ensure adhesion to the back plate, It is necessary to use a material with good compatibility with the binder material, and regarding the bondability with the friction material, since this interface has high-temperature heat conduction, not only mere adhesive force but also entanglement between materials, etc. A concept close to the anchor effect in bonding is required. Further, if the difference in thermal expansion between the friction material and the heat insulating material is large, it becomes a basis for generating cracks due to accumulation of stress at the interface. In particular, it is difficult to satisfy these required characteristics because the material is used for high-load use.
【０００９】[0009]
【課題を解決するための手段】本発明は、この要求特性
を以下のようにクリアーした。即ち、鉄系の繊維若しく
は粉粒体を１５体積％以上、黒鉛を２０体積％以上を必
須成分とする摩擦材と、鉄系繊維若しくは粉粒体を１５
体積％以上、カーボンを１５体積％以上を必須成分とす
る断熱材と、裏板からなる組み合わせとした。この中で
特にカーボンにはコークス、石炭、カーボンブラック及
び木炭から選ばれる１種以上であるものを選ぶのが好ま
しい。配合中のその他の材料には、通常用いられるバイ
ンダーや摩擦調整剤が含まれる。更に摩擦材と断熱材の
間に緩衝材を加えるとその効果はより信頼性を高めるこ
とができる。緩衝材は、摩擦材の組成と断熱材の組成の
中間になるように組成を決めるべきであるが、実用上は
断熱材の組成に近い方が好ましい。According to the present invention, the required characteristics have been cleared as follows. That is, a friction material containing 15% by volume or more of iron-based fiber or powder and 20% by volume or more of graphite as essential components, and 15% by volume of iron-based fiber or powder.
A combination of a backing plate and a heat insulating material containing 15% by volume or more of carbon as an essential component was used. Among them, it is particularly preferable to select one or more carbons selected from coke, coal, carbon black and charcoal. Other ingredients in the formulation include commonly used binders and friction modifiers. Further, if a cushioning material is added between the friction material and the heat insulating material, the effect can be further improved in reliability. The composition of the cushioning material should be determined so as to be intermediate between the composition of the friction material and the composition of the heat insulating material. However, in practice, the composition is preferably closer to the composition of the heat insulating material.
【００１０】[0010]
【発明の実施の形態】図１は本発明の構成になるディス
クブレーキパッドの断面を示す。摩擦材１には高負荷に
耐える鉄系の繊維若しくは粉粒体を１５体積％以上含
み、これに合わせて黒鉛の粉末若しくは粒状物を２０体
積％以上含んでおり、これにバインダーと摩擦調整剤が
含まれる。裏板３は鉄製のものが主であるが、他の材料
であるセラミックや、繊維強化材料でも構わない。摩擦
材１と裏板３の間に断熱材２が用いられる。断熱材２
は、熱伝導を押さえる目的から、熱伝導率の大きい黒鉛
を減らし、カーボンに置換されている。また摩擦材１と
の熱膨張の差を極力小さくするために、鉄系の繊維を含
ませている。そして好ましくはカーボンにはコークス、
石炭、カーボンブラック及び木炭のような熱伝導性の小
なるものが用いられる。特に、摩擦材に用いられる黒鉛
が粒状であるならば、断熱材に用いるカーボンは該黒鉛
の粒径にほぼ一致させると、より摩擦材と構造的に近く
なり、界面に集中するストレスの分散が可能になる。FIG. 1 is a sectional view of a disk brake pad according to the present invention. The friction material 1 contains 15% by volume or more of iron-based fibers or granules capable of withstanding a high load, and further contains 20% by volume or more of graphite powder or granules, and a binder and a friction modifier. Is included. The back plate 3 is mainly made of iron, but may be made of another material such as ceramic or fiber reinforced material. A heat insulating material 2 is used between the friction material 1 and the back plate 3. Insulation material 2
For the purpose of suppressing heat conduction, graphite having a large heat conductivity is reduced and replaced with carbon. Further, in order to minimize the difference in thermal expansion from the friction material 1, iron-based fibers are included. And preferably carbon, coke,
Low thermal conductivity materials such as coal, carbon black and charcoal are used. In particular, if the graphite used for the friction material is granular, the carbon used for the heat insulating material will be structurally closer to the friction material if the particle size of the graphite is substantially matched, and the dispersion of stress concentrated at the interface will be reduced. Will be possible.
【００１１】図２は本発明の応用例である。ディスクブ
レーキパッドの断面を含む外観図であるが、摩擦材１の
裏板側に緩衝材４、断熱材２の３層構造にしたものであ
る。摩擦材１の表面で摩擦による発熱が、熱伝導により
裏板３側に伝導する場合、材料の温度上昇に伴う熱膨張
は、材料の界面で熱膨張差による界面でのストレスとな
る。この時、断熱材２と摩擦材１の間に緩衝材４を加え
ることで、温度差、熱膨張差を緩和させる。緩衝材４の
組成は、摩擦材１と断熱材２の中間的な組成とするが、
実験的には、断熱材２の組成に近い方が良い結果を得ら
れる。FIG. 2 shows an application example of the present invention. FIG. 2 is an external view including a cross section of the disc brake pad, which has a three-layer structure of a buffer material 4 and a heat insulating material 2 on a back plate side of a friction material 1. When the heat generated by friction on the surface of the friction material 1 is conducted to the back plate 3 side by heat conduction, the thermal expansion accompanying the temperature rise of the material becomes a stress at the interface due to a difference in thermal expansion at the interface of the material. At this time, by adding the buffer material 4 between the heat insulating material 2 and the friction material 1, the temperature difference and the thermal expansion difference are reduced. The composition of the cushioning material 4 is an intermediate composition between the friction material 1 and the heat insulating material 2,
Experimentally, better results are obtained when the composition is closer to the composition of the heat insulating material 2.
【００１２】[0012]
【作用】本発明に使用されるパッドは、使用温度域が広
く且つ高負荷であるため、特に摩擦材と断熱材の熱膨張
差に起因する界面のストレスクラックに注意を払う必要
がある。熱膨張率を比較的差のない値とするには、摩擦
材とほぼ同等の配合組成を持った断熱材とすべきであ
る。そこで、摩擦材配合の中で特に熱伝導の大きい素材
を挙げると鉄系繊維若しくは粉粒体と黒鉛になる。この
両者を熱伝導の小なる素材に置き換えれば、配合組成が
類似し、且つ熱伝導性は低下する配合になる。Since the pad used in the present invention has a wide operating temperature range and a high load, it is necessary to pay particular attention to stress cracks at the interface caused by a difference in thermal expansion between the friction material and the heat insulating material. In order for the coefficient of thermal expansion to be a value that does not differ significantly, a heat insulating material having a composition almost equal to that of the friction material should be used. Therefore, if a material having particularly high thermal conductivity is used in the friction material formulation, it becomes iron-based fiber or powder and graphite. If both of them are replaced with a material having low thermal conductivity, the composition becomes similar and the thermal conductivity decreases.
【００１３】黒鉛の熱伝導率は大きく、鉄（軟鋼）の約
２倍程度あり、代替材料としてカーボンがあるので、置
換した。置換する材料としては、コークス、石炭、カー
ボンブラック、それに木炭といった入手しやすく、かつ
熱伝導率が鉄（軟鋼）より遥かに小さいものを選んだ。
カーボンでもパイロカーボンのような配向性のよいもの
は、本発明で用いるカーボンの範疇には入らない。これ
らの素材の粒子性は、摩擦材で用いた黒鉛の粒子の平均
サイズに合わせておけば、配合における特性、混合性、
それに成形性においても、摩擦材と同等に作業でき、か
つ物理的性質も熱伝導を除いて類似する。従って熱膨張
によるストレスクラックは避けることができる。The thermal conductivity of graphite is about twice that of iron (mild steel), and carbon is used as an alternative material. The materials to be replaced were selected from coke, coal, carbon black, and charcoal, which were readily available and had much lower thermal conductivity than iron (mild steel).
Carbon having good orientation such as pyrocarbon is not included in the category of carbon used in the present invention. If the particle properties of these materials are adjusted to the average size of the graphite particles used in the friction material, the properties in mixing, mixability,
In addition, the workability is the same as that of the friction material in terms of formability, and the physical properties are similar except for heat conduction. Therefore, stress cracks due to thermal expansion can be avoided.
【００１４】断熱材の配合には、カーボンの一部を黒鉛
のままにしておくこともできる。断熱材としての熱伝導
率がやや大きな値になるが、摩擦材と断熱材の間に緩衝
層として用いれば、より熱膨張時のストレスクラックの
緩衝効果が発揮でき好ましい。カーボンと黒鉛の比率
は、熱伝導率の比率で１：１０であるから、カーボンの
１／５以下にするのが好ましい。緩衝層を用いると摩擦
材、緩衝材、断熱材、の３層と裏板の構成になり、パッ
ドを作成するにはより手間取ることになるが、特に高負
荷に用いられるトラック用のディスクブレーキに用いる
には好適である。In the compounding of the heat insulating material, a part of carbon can be left as graphite. Although the thermal conductivity of the heat insulating material has a slightly large value, it is preferable to use a buffer layer between the friction material and the heat insulating material since the effect of buffering stress cracks during thermal expansion can be exhibited. Since the ratio of carbon to graphite is 1:10 in terms of the ratio of thermal conductivity, it is preferable that the ratio be 1/5 or less of carbon. If a buffer layer is used, it will be composed of three layers of friction material, buffer material and heat insulating material and a back plate, and it will take more time to create a pad, but especially for disk brakes for trucks used under high load. It is suitable for use.
【００１５】[0015]
【実施例】（実施例１） 表１に示す配合を用いてセミ
メタリック材のパッドを作成した。表中、摩擦材の配合
が、Ａ−１〜Ａ−６であり、断熱材の配合が、Ｂ−１〜
Ｂ−６である。各配合は比重換算により重量に置き換
え、計量し混合した。均一に混合後、予備成形機を用い
て、２層の予備成形体に成形した。成形時の秤量は、摩
擦材部分が設計厚みで１０ｍｍ、断熱材部分が設計厚み
で４ｍｍとなるように秤量値を決めた。できた予備成形
体を、予め接着剤処理された裏板をセットした金型に投
入し、１６０℃で７分の加熱成形を行い、その後取り出
した加熱成形体を硬化炉に入れ、２３０℃で４時間硬化
した。できたパッドに化粧塗装を行った後、摩擦面を研
磨し、製品形状に仕上げた。EXAMPLES (Example 1) Pads of semi-metallic materials were prepared using the formulations shown in Table 1. In the table, the composition of the friction material is A-1 to A-6, and the composition of the heat insulating material is B-1 to B-1.
B-6. Each composition was replaced by weight in terms of specific gravity, weighed and mixed. After uniform mixing, the mixture was molded into a two-layered preform using a preformer. The weighing value at the time of molding was determined so that the friction material portion had a designed thickness of 10 mm and the heat insulating material portion had a designed thickness of 4 mm. The resulting preformed body is put into a mold on which a back plate previously treated with an adhesive has been set, and subjected to heat molding at 160 ° C. for 7 minutes. Cured for 4 hours. After applying a decorative coating to the resulting pad, the friction surface was polished and finished into a product shape.
【００１６】[0016]
【表１】 [Table 1]
【００１７】出来上がったパッドサンプルをダイナモメ
ータにセットされた所定のブレーキに装着し、定積載条
件での走行劣化試験を行った。試験条件は以下の通りで
ある。 ブレーキ条件：初速度５０ｋｍ／Ｈから停止まで制動
し、停止後直ちに加速。２０秒間隔で繰り返し５０回。
これを１サイクルとして１２０サイクル繰り返す。 ブレーキ温度：常温からスタートし、５０回目のブレー
キ後、ディスク温度が４９５〜５０５℃になるように冷
却風を調節する。 全て同一条件で行い、テスト後のパッドの外観を観察
し、摩擦材と断熱材との界面状況、断熱材と裏板との接
着状況を調べた。また、裏板の摩擦材と反対側の中央部
に取り付けた熱電対による到達温度も合わせて記録し
た。結果を表２に示す。この結果から、本発明のパッド
は、極度の昇温条件にも十分に耐えることが明らかであ
る。また、摩擦材と断熱材との界面の熱膨張差によるス
トレスクラック等も発生せず、安定して使用できる材料
の組み合わせである。The completed pad sample was mounted on a predetermined brake set in a dynamometer, and a running deterioration test was performed under a constant load condition. The test conditions are as follows. Brake conditions: Brake from initial speed of 50 km / H to stop, accelerate immediately after stop. Repeat 50 times at 20 second intervals.
This is repeated as one cycle for 120 cycles. Brake temperature: Starting from normal temperature, the cooling air is adjusted so that the disk temperature becomes 495 to 505 ° C after the 50th brake. All tests were performed under the same conditions, the appearance of the pad after the test was observed, and the state of the interface between the friction material and the heat insulating material and the state of adhesion between the heat insulating material and the back plate were examined. The temperature reached by a thermocouple attached to the center of the back plate opposite to the friction material was also recorded. Table 2 shows the results. From these results, it is clear that the pad of the present invention sufficiently withstands extreme temperature rising conditions. In addition, this is a combination of materials that can be used stably without causing stress cracks or the like due to a difference in thermal expansion at the interface between the friction material and the heat insulating material.
【００１８】[0018]
【表２】 [Table 2]
【００１９】（実施例２） 実施例１と同様に表３に示
す配合のパッドを作成した。このパッドは、３層構造で
あり、摩擦材配合がＡ−７であり、緩衝材をＣ−１と
し、断熱材をＢ−７としている。これらの配合を重量換
算で計量し、混合した。配合物を予備成形機でＢ−７、
Ｃ−１、Ａ−７の順に積層し、加圧して予備成形体を作
成した。各秤量値は、Ａ−７を設計値で１０ｍｍ、Ｃ−
１を２ｍｍ、Ｂ−７を２ｍｍとなるように計量した。そ
の後、実施例１と同一条件でパッドに仕上げた。出来上
がったパッドをダイナモメータにて実施例と同一仕様で
装着し、走行劣化試験を行い、テスト後の状況を観察し
た。結果を表２に追記しているが、各界面にも、裏板と
の接着面にも異常は見られず、この組み合わせにおいて
も充分な耐熱性を示すことが示された。Example 2 A pad having the composition shown in Table 3 was prepared in the same manner as in Example 1. This pad has a three-layer structure, the friction material is A-7, the cushioning material is C-1, and the heat insulating material is B-7. These formulations were weighed in terms of weight and mixed. The compound was subjected to B-7 in a preforming machine.
C-1 and A-7 were laminated in this order, and pressurized to prepare a preform. Each weighed value is 10 mm in design value of A-7, C-
1 was measured to be 2 mm, and B-7 was measured to be 2 mm. Thereafter, the pad was finished under the same conditions as in Example 1. The completed pad was mounted on a dynamometer with the same specifications as in the example, a running deterioration test was performed, and the condition after the test was observed. The results are additionally shown in Table 2, but no abnormality was observed at each interface or at the bonding surface with the back plate, and it was shown that sufficient heat resistance was exhibited even in this combination.
【００２０】[0020]
【表３】 [Table 3]
【００２１】[0021]
【発明の効果】以上の実施例のように、本発明になるデ
ィスクブレーキパッドは、極度の昇温にも耐え、高負荷
に耐える材料として好適である。また、断熱効果によ
り、ブレーキピストンを経由して伝わるブレーキフルー
ドの温度上昇を押さえることができる。As described above, the disc brake pad according to the present invention is suitable as a material that withstands extreme temperature rise and withstands high load. In addition, the temperature rise of the brake fluid transmitted via the brake piston can be suppressed by the heat insulating effect.
【図面の簡単な説明】[Brief description of the drawings]
【図１】２層構造のディスクブレーキパッドの断面を含
む外観図である。FIG. 1 is an external view including a cross section of a disc brake pad having a two-layer structure.
【図２】３層構造のディスクブレーキパッドの断面を含
む外観図である。FIG. 2 is an external view including a cross section of a three-layer disc brake pad.
【符号の説明】 １．摩擦材 ２．断熱材 ３．裏板 ４．複層の断熱材[Explanation of Codes] Friction material 2. Insulation material 3. Back plate 4. Multi-layer insulation
Claims (3)
以上、黒鉛を２０体積％以上を必須成分とする摩擦材
と、鉄系繊維若しくは粉粒体を１５体積％以上、カーボ
ンを１５体積％以上を必須成分とする断熱材と、裏板か
らなるディスクブレーキパッド。Claims 1. An iron-based fiber or granule is 15% by volume.
A disk made of a friction material containing graphite as an essential component at 20% by volume or more, an insulating material containing iron-based fiber or powder at 15% by volume or more and carbon at 15% or more as an essential component, and a back plate Brake pads.
ボンブラック及び木炭から選ばれる１種以上である請求
項１に記載のディスクブレーキパッド。2. The disc brake pad according to claim 1, wherein the carbon is at least one selected from coke, coal, carbon black, and charcoal.
を挟んだ３層構造とした請求項１又は２に記載のディス
クブレーキパッド。3. The disc brake pad according to claim 1, wherein the disc brake pad has a three-layer structure in which a cushioning material is further interposed between the friction material and the heat insulating material.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10199891A JP2000027912A (en) | 1998-07-15 | 1998-07-15 | Disk brake pad |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10199891A JP2000027912A (en) | 1998-07-15 | 1998-07-15 | Disk brake pad |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2000027912A true JP2000027912A (en) | 2000-01-25 |
Family
ID=16415336
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10199891A Pending JP2000027912A (en) | 1998-07-15 | 1998-07-15 | Disk brake pad |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2000027912A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100505867B1 (en) * | 2002-09-11 | 2005-08-03 | 현대모비스 주식회사 | A Calliper Assembly Of Automobile For Improving Vibration |
| KR100947301B1 (en) | 2006-11-10 | 2010-03-16 | 주식회사 다윈프릭션 | Low Noise Friction Pad for Brake System |
| JP2012211675A (en) * | 2011-03-31 | 2012-11-01 | Nippon Brake Kogyo Kk | Brake pad |
| JP2013019526A (en) * | 2011-07-14 | 2013-01-31 | Akechi Ceramics Co Ltd | Friction member and method of manufacturing the same |
| WO2013142455A1 (en) * | 2012-03-19 | 2013-09-26 | United Technologies Corporation | Low conductivity brake pad |
| JP2015505351A (en) * | 2011-09-29 | 2015-02-19 | フェデラル−モーグル コーポレイション | Improved friction material tool |
| KR101537531B1 (en) * | 2014-03-19 | 2015-07-20 | 한국철도기술연구원 | Low noise brake pad |
| CN105041917A (en) * | 2015-06-02 | 2015-11-11 | 临沂市金立机械有限公司 | Alloy brake pad for oil-electricity hybrid power quadricycle and application of alloy brake pad |
| JP2017031316A (en) * | 2015-07-31 | 2017-02-09 | 曙ブレーキ工業株式会社 | Brake shoe, method for producing the same and tread brake gear for railway vehicle |
| CN106402215A (en) * | 2016-06-15 | 2017-02-15 | 朱森 | Wear-resisting and high-temperature-resisting automobile brake pad |
| JP2018135446A (en) * | 2017-02-22 | 2018-08-30 | 日立化成株式会社 | Friction material composition |
-
1998
- 1998-07-15 JP JP10199891A patent/JP2000027912A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100505867B1 (en) * | 2002-09-11 | 2005-08-03 | 현대모비스 주식회사 | A Calliper Assembly Of Automobile For Improving Vibration |
| KR100947301B1 (en) | 2006-11-10 | 2010-03-16 | 주식회사 다윈프릭션 | Low Noise Friction Pad for Brake System |
| JP2012211675A (en) * | 2011-03-31 | 2012-11-01 | Nippon Brake Kogyo Kk | Brake pad |
| JP2013019526A (en) * | 2011-07-14 | 2013-01-31 | Akechi Ceramics Co Ltd | Friction member and method of manufacturing the same |
| JP2015505351A (en) * | 2011-09-29 | 2015-02-19 | フェデラル−モーグル コーポレイション | Improved friction material tool |
| WO2013142455A1 (en) * | 2012-03-19 | 2013-09-26 | United Technologies Corporation | Low conductivity brake pad |
| KR101537531B1 (en) * | 2014-03-19 | 2015-07-20 | 한국철도기술연구원 | Low noise brake pad |
| CN105041917A (en) * | 2015-06-02 | 2015-11-11 | 临沂市金立机械有限公司 | Alloy brake pad for oil-electricity hybrid power quadricycle and application of alloy brake pad |
| JP2017031316A (en) * | 2015-07-31 | 2017-02-09 | 曙ブレーキ工業株式会社 | Brake shoe, method for producing the same and tread brake gear for railway vehicle |
| CN106402215A (en) * | 2016-06-15 | 2017-02-15 | 朱森 | Wear-resisting and high-temperature-resisting automobile brake pad |
| JP2018135446A (en) * | 2017-02-22 | 2018-08-30 | 日立化成株式会社 | Friction material composition |
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