JP2011112211A - Disk rotor for brake - Google Patents
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本発明は自動車、二輪車、鉄道車両、産業機械などに利用される、軽量化、耐摩耗性、経済性に優れるブレーキ用ディスクロータに関するものである。 The present invention relates to a disc rotor for a brake that is used in automobiles, motorcycles, railway vehicles, industrial machines, and the like and is excellent in weight reduction, wear resistance, and economy.
従来、自動車のブレーキ用ディスクロータには、耐熱性や耐摩耗性のほか、価格、製造プロセスの容易さ、材料特性の安定性などの点から鋳鉄製のものが使用されている。
しかし、最近、二酸化炭素ガス濃度上昇による地球温暖化、エネルギー枯渇、環境汚染などの問題の高まりから、自動車の軽量化の必要性はますます強まってきており、ブレーキ部材についても軽量化、小型化の要求は年々厳しくなっている。ブレーキの重量の多くを占めるディスクロータの軽量化は、その意味で自動車の軽量化にとって非常に重要である。現在ロータ材として主流の鋳鉄材に代わる軽量金属としては、アルミニウム、マグネシウム、チタンなどがあるが、いずれも耐熱性が鋳鉄材に比べて低いという欠点がある。そのため、耐熱粒子をこれらの軽量金属に含浸させる複合化合金やロータ表面を耐熱・耐摩耗層でコーティングする方法が提案されている。
Conventionally, a brake disc rotor for an automobile is made of cast iron in terms of heat resistance, wear resistance, price, ease of manufacturing process, and stability of material characteristics.
Recently, however, the need for lighter automobiles has been increasing due to increasing global warming, energy depletion, and environmental pollution caused by rising carbon dioxide gas concentrations. The demand for is getting stricter year by year. In this sense, the weight reduction of the disk rotor, which occupies much of the weight of the brake, is very important for the weight reduction of the automobile. There are aluminum, magnesium, titanium, and the like as lightweight metals that can replace the mainstream cast iron materials as rotor materials at present, but all of them have a drawback that heat resistance is lower than that of cast iron materials. Therefore, there have been proposed composite alloys in which heat-resistant particles are impregnated with these lightweight metals and methods for coating the rotor surface with a heat-resistant and wear-resistant layer.
例えば、アルミニウム合金にＳｉＣ粒子等のセラミック粒子を分散させた複合合金材は（例えば特許文献１）、耐熱性は向上するものの、均一溶製技術や切削・研削加工技術が困難で、単一材に比ベコストが非常に高くなる。また、アルミニウム合金からなるロータ表面に耐熱・耐摩耗層をコーティングする方法には、表面硬化、メッキ、溶射、肉盛り、ＣＶＤ、ＰＶＤなどがあるが、ブレーキ用ディスクロータの大きさや形状、皮膜の生成速度、膜厚及び装置のコストなどを考慮すると溶射法が最も有望である。アルミニウム合金からなるロータに対して、溶射法を用いたコーティングでは、従来主流の溶射法である大気プラズマ法により硬質粒子の溶射層を設けたディスクロータ（特許文献２）、及びフレーム法によりアルミニウム合金の摺動面にＮｉ−Ａｌ基合金粉末を溶射する方法（特許文献３）などが提案されている。また、ディスクロータの基材には言及されていないが、アーク法によりディスクロータの表面にＣｕとＦｅ−Ｃｒ−Ｃ系合金が混合した複合溶射層を形成する方法（特許文献４）が提案されている。しかし、これらの方法では下地金属層と表面層の密着性が充分でない場合が多いため、ロータが高温になったとき、界面の剥離や表面層の割れが生じやすくなるという重大な問題がある。このような問題は、ブレーキロータに要求される耐熱性・耐摩耗性が他の摺動部材に比べ非常に厳しいことにも由来している。 For example, a composite alloy material in which ceramic particles such as SiC particles are dispersed in an aluminum alloy (for example, Patent Document 1) has improved heat resistance but is difficult to perform uniform melting technology and cutting / grinding technology. Compared to, the cost is very high. In addition, methods for coating a heat-resistant / abrasion-resistant layer on a rotor surface made of an aluminum alloy include surface hardening, plating, thermal spraying, overlaying, CVD, PVD, etc. The thermal spraying method is most promising in consideration of the production speed, the film thickness, and the cost of the apparatus. In a coating using a thermal spraying method for a rotor made of an aluminum alloy, a disk rotor (Patent Document 2) provided with a hard particle sprayed layer by an atmospheric plasma method which is a conventional mainstream thermal spraying method, and an aluminum alloy by a frame method A method of spraying Ni—Al-based alloy powder on the sliding surface (Patent Document 3) has been proposed. Further, although not mentioned in the disk rotor base material, a method of forming a composite sprayed layer in which Cu and Fe—Cr—C alloy are mixed on the surface of the disk rotor by an arc method is proposed (Patent Document 4). ing. However, since these methods often do not have sufficient adhesion between the underlying metal layer and the surface layer, there is a serious problem that when the rotor is at a high temperature, peeling of the interface and cracking of the surface layer are likely to occur. Such a problem stems from the fact that the heat resistance and wear resistance required for the brake rotor are very severe compared to other sliding members.
本発明者等はすでに溶射法を使用した表面クラッド型チタン製ディスクロータの提案（特許文献５）をしているが、これは主に比重、耐熱性、耐摩耗性および耐食性のバランスを重視したものである。しかし、軽量化の観点からはチタン（比重：４．２）よりアルミニウム（比重：２．７）やマグネシウム（比重：１．７）の方が有利であり、さらに製造コストの面からも後者のほうが優れている。すなわち、軽量性及び経済性が特に要求される場合には、合金は、アルミニウム合金やマグネシウム合金の方が有望である。 The present inventors have already proposed a surface-clad titanium disk rotor using a thermal spraying method (Patent Document 5), and this mainly focuses on the balance of specific gravity, heat resistance, wear resistance, and corrosion resistance. Is. However, from the viewpoint of weight reduction, aluminum (specific gravity: 2.7) and magnesium (specific gravity: 1.7) are more advantageous than titanium (specific gravity: 4.2). Is better. That is, when light weight and economical efficiency are particularly required, an aluminum alloy or a magnesium alloy is more promising.
自動車の省エネルギー、省資源対策としてエンジンの効率化や軽量化による燃費向上の努力が続けられているが、軽量化の要求に対しては自動車部品の多くはアルミニウム合金や、プラスチックの利用が進んでいる。ブレーキ機構での重量の多くを占めるディスクロータでは、アルミニウム合金材やチタン材などの軽量代替材や、軽量金属の母材をマトリックスにして各種の強化粒子を含有させる複合材などが数多く提供されている。しかし、アルミニウム系基材は高温での耐摩耗性が低いため、摩擦係数が低下し摩擦特性が急激に低下するという問題がある。 Efforts to improve fuel efficiency by improving engine efficiency and weight have been continued as energy and resource saving measures for automobiles, but in response to the demand for weight reduction, the use of aluminum alloys and plastics has advanced for many automotive parts. Yes. Disc rotors, which account for a large part of the weight of brake mechanisms, offer a number of lightweight alternatives such as aluminum alloy materials and titanium materials, and composite materials that contain various reinforcing particles using a lightweight metal base material as a matrix. Yes. However, since the aluminum-based base material has low wear resistance at high temperatures, there is a problem that the friction coefficient is lowered and the friction characteristics are rapidly lowered.
また、アルミニウム系又はマグネシウム系基材の表面に耐熱性及び耐摩耗性向上のため硬化層を付与した場合、基材と表面層の熱収縮率や弾性率の違いにより、ディスクロータが高温になったとき、界面の剥離や表面層の割れが生じやすくなる。
従って、本発明は、鋳鉄材を基材とするものより軽量で、高温での耐摩耗性及び耐熱性に優れ、界面剥離や割れが生じにくく、しかも、軽量で経済性に優れるブレーキ用ディスクロータを提供することを目的にする。
In addition, when a hardened layer is applied to the surface of an aluminum-based or magnesium-based substrate to improve heat resistance and wear resistance, the disk rotor becomes hot due to the difference in thermal shrinkage and elastic modulus between the substrate and the surface layer. When this occurs, peeling of the interface and cracking of the surface layer tend to occur.
Therefore, the present invention is a brake disc rotor that is lighter than those based on cast iron, is excellent in wear resistance and heat resistance at high temperatures, hardly causes interface peeling and cracking, and is light in weight and economical. The purpose is to provide.
本発明者等は、上記の目的により、ディスクロータの基材が鋳鉄材やチタン材より軽量なアルミニウム合金やマグネシウム合金で、摺動面の耐熱・耐摩耗皮膜が高温でも界面剥離や割れが生じにくく、コスト的にも溶製、コーティング、機械加工費などが安価であるブレーキ用ディスクロータについて種々検討した。 For the above purpose, the inventors of the present invention have a disk rotor base material that is lighter than cast iron or titanium material, such as aluminum alloy or magnesium alloy, and interface peeling or cracking occurs even when the heat-resistant and wear-resistant film on the sliding surface is high temperature. Various studies were made on brake disk rotors, which are difficult and cost-effective for melting, coating, machining, etc.
一般に摩擦材やブレーキ用等の耐摩耗性の標準的な評価法としては、小型試験片を用いたピンオンディスク型の試験が多く用いられる。そして、この結果をもとに材料の耐摩耗性の優劣を決めることが多い。しかし、ディスクロータ面の摩耗は摩耗条件が非常に厳しく、摩擦速度、押し付け力、摩擦摺動面の最高到達温度など、他の機械摺動部品（ピストン、軸受け、バルブなど）に比べ大きく異なっている。そのため、小型の摩耗試験結果と実ブレーキの摩耗特性の傾向が一致しないことが多く、時には耐摩耗性の優劣が逆転することも多い。 In general, a pin-on-disk type test using a small test piece is often used as a standard evaluation method of wear resistance for friction materials and brakes. In many cases, the wear resistance of the material is determined based on the result. However, the wear of the disc rotor surface is very severe, and the friction conditions, pressing force, maximum temperature of the friction sliding surface, etc. are greatly different from other machine sliding parts (piston, bearing, valve, etc.). Yes. For this reason, the tendency of the wear characteristics of the actual brakes and the wear characteristics of the actual brakes often do not coincide, and sometimes the superiority or inferiority of the wear resistance is reversed.
そこで本発明者らは、軽量ブレーキロータ材の耐摩耗性を小型の試験片で評価する方法として、小型のダイナモ式慣性型摩耗試験機を用い、ＪＡＳＯ規格で規定されている実ブレーキの運転パターン（効力試験、フェード試験など）と同じ試験パターン及び高温（〜４００℃）での繰返し摩耗試験パターンを付加し、ロータ及び摩擦材の摩耗量や試験中の摩擦係数を測定した。 Therefore, the present inventors use a small dynamo inertial wear tester as a method for evaluating the wear resistance of a lightweight brake rotor material with a small test piece, and use an actual brake operation pattern defined by the JASO standard. The same test pattern as in (Efficacy test, Fade test, etc.) and a repeated wear test pattern at high temperature (˜400 ° C.) were added, and the wear amount of the rotor and the friction material and the friction coefficient during the test were measured.
この試験では、実ブレーキの１／１０の大きさの試験片を用いるが、摺動面に付与される単位面積当たりのエネルギーと摺動速度が実ブレーキと同じになるようにし、摩擦材の押しつけ法も実ブレーキと同様のキヤリパー方式を採用している。試験片の周囲の温度及び湿度は常に一定に制御している。そして、現行材の鋳鉄ロータを使用し、実ブレーキロータの摩耗試験結果と本小型摩耗試験の結果を比較し、小型試験法の試験結果と実口ータの試験結果には高い相関関係があり、ブレーキロータの耐摩耗性、耐熱性がこの試験法で十分評価できることを確認した。 In this test, a test piece that is 1/10 the size of the actual brake is used, but the energy per unit area applied to the sliding surface and the sliding speed are made the same as the actual brake, and the friction material is pressed. The method uses the same caliper method as the actual brake. The temperature and humidity around the test piece are always controlled to be constant. Then, using the cast iron rotor of the current material, the results of the wear test of the actual brake rotor and the results of this small wear test are compared, and there is a high correlation between the test results of the small test method and the test results of the actual mouthpiece. It was confirmed that the wear resistance and heat resistance of the brake rotor can be sufficiently evaluated by this test method.
そこで、本発明者は、アルミニウム合金又はマグネシウム合金製の小型ロータ試験片（図１）に各種の表面溶射皮膜を付与し、この小型摩耗試験装置を用いてブレーキ摩耗特性を評価した。溶射法は、前記の界面剥離の問題や硬化層内の欠陥の少ない高速フレーム溶射法（火炎速度１２００ｍ／ｓ以上）を選んだ。高速フレーム溶射法は、高圧の燃焼ガスを用い、音速を超えるガス流速で粉末状の溶射材を吹き付けて皮膜を形成する方法で、従来のプラズマ溶射法などより素地との密着性に優れている。 Accordingly, the present inventor applied various surface sprayed coatings to a small rotor test piece (FIG. 1) made of an aluminum alloy or a magnesium alloy, and evaluated the brake wear characteristics using this small wear test apparatus. As the thermal spraying method, the high-speed flame spraying method (flame speed of 1200 m / s or more) with few problems of interfacial peeling and defects in the hardened layer was selected. The high-speed flame spraying method uses a high-pressure combustion gas and sprays a powdered spray material at a gas flow rate exceeding the speed of sound to form a coating. It has better adhesion to the substrate than conventional plasma spraying methods. .
そして、溶射材の種類を広範囲に変え、また溶射条件を種々変えた試験の結果から、アルミニウム合金又はマグネシウム合金を基材とし、その表面に高速フレーム溶射法でＷＣ（タングステンカーバイト）−Ｃｏ系サーメットとＦｅ−Ｃ系粉末の混合材をコーティングして得られる皮膜を有し、その皮膜硬度がビッカース硬度（Ｈｖ）１５０以上７５０以下であるディスクロータが、軽量性、優れた耐割れ・剥離性、耐摩耗性及び経済性を併せ持つことを知見して本発明に到達した。 Based on the results of tests with various types of thermal spraying materials and various thermal spraying conditions, aluminum alloy or magnesium alloy was used as the base material, and WC (tungsten carbide) -Co system was formed on the surface by high-speed flame spraying. A disk rotor that has a film obtained by coating a mixed material of cermet and Fe-C powder, and whose film hardness is Vickers hardness (Hv) 150 or more and 750 or less, is lightweight and has excellent cracking and peeling resistance The present invention has been achieved by finding out that it has both wear resistance and economic efficiency.
すなわち、本発明は、下記（１）〜（３）の手段により前記の目的を達成した。
（１）高速フレーム溶射法によりアルミニウム合金又はマグネシウム合金よりなるロータの表面に、ＷＣ−Ｃｏ系サーメット粉とＦｅ−Ｃ粉の混合粉末をコーティングした皮膜を施し、その皮膜のビッカース硬度が１５０以上７５０以下であることを特徴とするブレーキ用ディスクロータ。
（２）前記ＷＣ−Ｃｏ系サーメット粉とＦｅ−Ｃ粉の混合粉末の混合体積比（ＷＣ−Ｃｏ／Ｆｅ−Ｃ）が０．０５〜７．５０であることを特徴とする前記（１）に記載のブレーキ用ディスクロータ。
（３）前記混合粉の皮膜層の厚さが４０μｍ〜５２０μｍであることを特徴とする前記（１）又は上記（２）に記載のブレーキ用ディスクロータ。
That is, the present invention has achieved the above object by the following means (1) to (3).
(1) A film coated with a mixed powder of WC-Co cermet powder and Fe-C powder is applied to the surface of a rotor made of an aluminum alloy or a magnesium alloy by a high-speed flame spraying method, and the Vickers hardness of the film is 150 or more and 750 A brake disk rotor characterized by the following.
(2) The mixing volume ratio (WC-Co / Fe-C) of the mixed powder of the WC-Co cermet powder and the Fe-C powder is 0.05 to 7.50, (1) Disc brake rotor as described in 1.
(3) The brake disk rotor according to (1) or (2) above, wherein the thickness of the coating layer of the mixed powder is 40 μm to 520 μm.
本発明のブレーキ用ディスクロータは、従来の鋳鉄材を基材とするブレーキ用ディスクロータより軽量で、高温での耐摩耗性や耐熱性、摩擦係数の安定性に優れている。さらに、安価なＦｅ−Ｃ粉を使用し、かつＷＣ−Ｃｏ系超硬材より機械加工性に優れており、従来提案されている軽量ロータに比べ製造コストが非常に安い。
高速フレーム溶射法は、ＰＶＤ法、レーザーやプラズマ溶射法、爆着圧接法などに比べ、高価な設備及びランニングコストを必要としない安価で簡便な表面クラッド法であり、またそれにより形成された表面皮膜は欠陥を介しないもので、基材に完全に密着しており、基材と溶射材の熱膨張率が近いので使用中にディスクロータが剥離することがない。
また、これに使用する摩擦材は、従来のノンアスベスト系摩擦材が使用でき、従来材に比べ耐摩耗性及び摩擦係数の安定性においても同等以上の特性が得られる。
The brake disk rotor of the present invention is lighter than a conventional brake disk rotor made of cast iron, and has excellent wear resistance at high temperatures, heat resistance, and stability of friction coefficient. Furthermore, it uses inexpensive Fe—C powder and is superior in machinability compared to the WC—Co cemented carbide, and the manufacturing cost is very low compared to the conventionally proposed lightweight rotor.
The high-speed flame spraying method is an inexpensive and simple surface clad method that does not require expensive equipment and running costs compared to the PVD method, laser or plasma spraying method, explosive welding method, and the surface formed thereby. The coating does not involve defects, and is completely adhered to the base material. Since the thermal expansion coefficient between the base material and the thermal spray material is close, the disk rotor does not peel off during use.
The friction material used for this can be a conventional non-asbestos-based friction material, and the same or better characteristics are obtained in terms of wear resistance and friction coefficient stability than the conventional material.
高速フレーム溶射法は、高圧の燃焼ガスを用い、音速を超えるガス流速で粉末状の溶射材を吹き付けて皮膜を形成する方法で、形成された皮膜中の気孔が少なく素地との密着性に優れている。とくに、ＷＣ−Ｃｏ系材料は緻密で高密着力を有する皮膜が得られる。なお、溶射の熱源は酸素ガスと炭化水素ガスとの混合ガス、又は空気と酸素ガスと炭化水素ガスとの混合ガスを用いる。また、前処理としてブラスト処理を実施するが、ブラスト材が表面層との界面に欠陥として残らないように注意する。 The high-speed flame spraying method uses a high-pressure combustion gas and sprays a powdered spray material at a gas flow rate exceeding the speed of sound to form a coating. The formed coating has few pores and has excellent adhesion to the substrate. ing. In particular, a WC-Co-based material can provide a dense film having high adhesion. As a heat source for thermal spraying, a mixed gas of oxygen gas and hydrocarbon gas or a mixed gas of air, oxygen gas and hydrocarbon gas is used. In addition, blasting is performed as pretreatment, but care is taken so that the blast material does not remain as a defect at the interface with the surface layer.
ＷＣ−Ｃｏ粉のＣｏ量は７〜３０質量％のものが好適であり、このものは熱膨張係数が５．６×１０−６／ｍ・℃前後であり、硬度は摩擦材の摩耗量を抑制するために低い方が望ましい。Ｆｅ−Ｃ粉のＣ量は０．１〜５．０質量％の範囲のものが好適であり、適当量のＳｉ及びＭｎ、その他を含んでもよい。前記Ｆｅ−Ｃ系材料粉末の熱膨張係数は１１×１０−６／ｍ・℃前後である。Ｃ量が０．１質量％未満であると、高温での強度低下が大きく摩擦係数が低下する。５．０質量％を超えると高温で割れが発生する。ＷＣ−Ｃｏ粉とＦｅ−Ｃ粉の混合比（ＷＣ−Ｃｏ／Ｆｅ−Ｃ）は０．０５〜７．５０の範囲が良好であり、更に、０．３０〜３．０の範囲が好ましい。０．０５未満ではＷＣ−Ｃｏ粉の混合効果が認められず、７．５０を超えると表面層に割れが生じる。 The amount of Co in the WC-Co powder is preferably 7 to 30% by mass, which has a thermal expansion coefficient of around 5.6 × 10 −6 / m · ° C., and the hardness is the amount of wear of the friction material. The lower one is desirable for suppression. The amount of Fe-C powder is preferably in the range of 0.1 to 5.0% by mass, and may contain appropriate amounts of Si, Mn, and the like. The thermal expansion coefficient of the Fe—C-based material powder is about 11 × 10 −6 / m · ° C. When the amount of C is less than 0.1% by mass, the strength is greatly reduced at high temperatures and the friction coefficient is lowered. If it exceeds 5.0% by mass, cracking occurs at a high temperature. The mixing ratio of WC-Co powder and Fe-C powder (WC-Co / Fe-C) is preferably in the range of 0.05 to 7.50, and more preferably in the range of 0.30 to 3.0. If it is less than 0.05, the mixing effect of the WC-Co powder is not recognized, and if it exceeds 7.50, the surface layer is cracked.
なお、高温での剥離や割れをより確実に抑制するためには、表面層の熱膨張係数を出来るだけ基材に近づけることが求められるので、使用する２種類の粉末のうち、熱膨張係数が基材により近いＦｅ−Ｃ粉の混合割合を増やすことが望ましく、皮膜層の良好な機械加工性を維持するためにも有効である。また、表面溶射層の混合比を膜厚ごとに変化させ、基材に近づくほどＦｅ−Ｃ粉の割合を増加させた積層型溶射皮膜の作成などの方法をとっても良い。 In addition, in order to suppress peeling and cracking at a high temperature more reliably, it is required to make the thermal expansion coefficient of the surface layer as close as possible to the base material. Therefore, of the two types of powders used, the thermal expansion coefficient is It is desirable to increase the mixing ratio of Fe-C powder closer to the substrate, which is also effective for maintaining good machinability of the coating layer. Further, the mixing ratio of the surface sprayed layer may be changed for each film thickness, and a method such as creation of a laminated sprayed coating in which the proportion of Fe-C powder is increased as it approaches the substrate may be used.
皮膜層のビッカース硬度は、Ｈｖ１５０以上７５０以下が望ましく、更に、Ｈｖ２００〜５００の範囲がより好ましい。Ｈｖ１５０以下だとロータ摩耗が大きくなり、高温で表面皮膜の割れや剥がれの可能性が出てくる。Ｈｖ７５０以上になると皮膜の靭性が低下し、皮膜の割れが出やすくなるほか、相手摩擦材の摩耗量が増加し、機械加工性も低下する。
溶射材粉末の粒径は５〜６０μｍのものを用い、予熱処理及びアンダーコート処理を適宜実施することが望ましい。
The Vickers hardness of the coating layer is desirably Hv 150 or more and 750 or less, and more preferably in the range of Hv 200 to 500. When the Hv is 150 or less, the rotor wear increases, and the surface film may crack or peel off at high temperatures. When the Hv is 750 or more, the toughness of the film is lowered, the film is easily cracked, the wear amount of the mating friction material is increased, and the machinability is also lowered.
It is desirable to use a thermal spray powder having a particle size of 5 to 60 μm and appropriately perform pre-heat treatment and undercoat treatment.
皮膜層の厚みは、４０〜５２０μｍが望ましく、５０μｍ〜５００μｍがより望ましく、４０μｍ以下だと均一な溶射面が得られにくく、かつせん断応力により素地から剥がれやすくなり、摩擦材摩耗量が増大する。５２０μｍ以上になると、皮膜内の残留応力が上昇し割れが発生し易くなり、さらに溶射コストが上昇し経済面で不利になる。
皮膜層を上記した性状とすることにより、基材がアルミニウム合金又はマグネシウム合金であるにも拘らず、表面皮膜の割れや剥がれが起こりにくく、ブレーキ用ディスクロータとして実用化できる効果を得ることができる。
The thickness of the coating layer is preferably 40 to 520 μm, more preferably 50 μm to 500 μm, and if it is 40 μm or less, it is difficult to obtain a uniform sprayed surface, and it is easy to peel off from the substrate due to shear stress, and the friction material wear amount increases. If the thickness is 520 μm or more, the residual stress in the coating increases and cracking is likely to occur, and the thermal spraying cost increases, which is disadvantageous in terms of economy.
By making the coating layer have the properties described above, the surface coating is hardly cracked or peeled despite the base material being an aluminum alloy or a magnesium alloy, and an effect that can be put to practical use as a brake disk rotor can be obtained. .
基材に使用するアルミニウム合金及びマグネシウム合金とは、適度の常温及び高温強度を備えたアルミニウムもしくはマグネシウムを主に含む鋳造合金を指すが、ロータ形状によっては展伸材用の当該合金を使用することもできる。また、焼き鈍し処理以外の熱処理は避けるのが望ましい。
アルミニウム合金としてはＡｌ−Ｓｉ系、Ａｌ−Ｓｉ−Ｃｕ合金等、マグネシウム合金としてはＭｇ−Ａｌ系合金、Ｍｇ−Ｚｎ系合金、Ｍｇ−Ａｌ−Ｚｎ系合金等を挙げることができるが、本発明のロータに使用する合金としてはＡｌ−Ｓｉ系合金あるいはＭｇ−Ａｌ−Ｚｎ系合金が好ましいが、これらに限定されない。
The aluminum alloy and magnesium alloy used for the base material refer to a cast alloy mainly containing aluminum or magnesium having moderate ordinary temperature and high temperature strength, but depending on the rotor shape, the alloy for wrought material should be used. You can also. It is desirable to avoid heat treatment other than annealing.
Examples of the aluminum alloy include Al-Si alloys and Al-Si-Cu alloys, and examples of the magnesium alloy include Mg-Al alloys, Mg-Zn alloys, and Mg-Al-Zn alloys. As an alloy used in the rotor, an Al—Si alloy or an Mg—Al—Zn alloy is preferable, but is not limited thereto.
本発明を実ロータによるブレーキ性能試験の結果で説明する。ただし、本発明はこれらの実施例にのみに限定されるものではない。 The present invention will be described based on the results of a brake performance test using an actual rotor. However, the present invention is not limited to these examples.
実施例
実ロータの基材をアルミニウム合金又はマグネシウム合金で作製し、摺動面に高速フレーム溶射でＷＣ−Ｃｏ粉およびＦｅ−Ｃ粉の混合粉を溶射して実ロータを作製し、それについてブレーキ摩擦試験（ダイナモ試験）を行った。
Example A base material of an actual rotor is made of an aluminum alloy or a magnesium alloy, and a mixed rotor powder of WC-Co powder and Fe-C powder is sprayed on a sliding surface by high-speed flame spraying to produce an actual rotor, and a brake is applied thereto. A friction test (dynamo test) was performed.
（実ロータの作製）
実ロータは、２８０ｍｍφ×２３ｍｍ厚の形状を持つベンチレーテッド型の乗用車用ブレーキロータで、一般的なアルミニウム鋳造材（ＡＣ４Ｄ）及びマグネシウム鋳造材（ＭＣ２Ｂ）でそれぞれ作製した。高速フレーム溶射装置でＷＣ−Ｃｏ粉及びＦｅ−Ｃ粉の混合粉を溶射して所定の溶射皮膜を形成させた。ＷＣ−Ｃｏ粉は平均粒径２５μｍのアトマイズ粉ＷＣ−１２％Ｃｏを、Ｆｅ−Ｃ粉は平均粒径２５μｍのアトマイズ粉Ｆｅ−０．１６Ｃ％をそれぞれ使用した。溶射前にアルミナを用いたブレージング処理及び２００℃の予熱処理をそれぞれ実施した。溶射処理後、仕上げ機械加工で表裏摺動面の粗度をＲｚ＜５μｍにした。
（実ロータの試験）
前記により製作したディスクロータを使用してブレーキ性能試験（ダイナモ試験）を実施した。摩擦材は乗用車用として一般的に使用されているノンアスベスト系の摩擦材を使用した。第１表に摩擦材の主な成分を示す。
(Production of real rotor)
The actual rotor was a ventilated type passenger car brake rotor having a shape of 280 mmφ × 23 mm thick, and was made of a general aluminum casting material (AC4D) and a magnesium casting material (MC2B). A mixed powder of WC-Co powder and Fe-C powder was sprayed with a high-speed flame spraying apparatus to form a predetermined sprayed coating. As the WC-Co powder, atomized powder WC-12% Co having an average particle diameter of 25 μm was used, and as the Fe-C powder, atomized powder Fe-0.16 C% having an average particle diameter of 25 μm was used. Before spraying, a brazing treatment using alumina and a pre-heat treatment at 200 ° C. were performed. After thermal spraying, the roughness of the front and back sliding surfaces was set to Rz <5 μm by finishing machining.
(Real rotor test)
A brake performance test (dynamo test) was performed using the disk rotor manufactured as described above. As the friction material, a non-asbestos friction material generally used for passenger cars was used. Table 1 shows the main components of the friction material.
また、試験パターンは４００℃から初速度６０ｋｍ／ｈ、減速度３ｍ／ｓ２でのブレーキを５００回繰り返す４００℃摩耗試験を実施し、高温摩擦特性を評価した。試験後、ロータ表面の割れ・剥がれの観察及び摩擦材とロータ材の摩耗量を測定した。
（試験結果）
試験に用いたロータの化学成分、溶射材の組成、表面皮膜の膜厚・ビッカース硬度及び試験結果を第２表に示す。ビッカース硬度は荷重５００ｇｆで測定した。
Further, the test pattern is carried out brake 500 times repeated 400 ° C. wear tested at initial velocity 60 km / h, deceleration 3m / s 2 from 400 ° C., to evaluate high-temperature friction characteristics. After the test, the rotor surface was observed for cracking / peeling and the wear amount of the friction material and the rotor material was measured.
(Test results)
Table 2 shows the chemical composition of the rotor used in the test, the composition of the thermal spray material, the film thickness / Vickers hardness of the surface coating, and the test results. Vickers hardness was measured at a load of 500 gf.
本発明の試料１〜６は基材がアルミニウム合金の場合で、本発明の試料７〜１０は基材がマグネシウム合金材の場合を示す。いずれもＷＣ−Ｃｏ粉とＦｅ−Ｃ粉の混合粉を高速フレーム溶射し、皮膜を形成したものである。
また、試料１１〜１６は比較材で、比較例の試料１１〜１５はＷＣ−Ｃｏ粉とＦｅ−Ｃ粉の混合比、皮膜硬度または表面膜厚が本発明の範囲外にあり、比較例の試料１６は従来材の黒鉛鋳鉄（ＦＣ２５０）である。
試験結果をまとめて第２表に示す。本発明材はいずれも試験中に皮膜の割れや剥がれは発生せず、またブレーキロータ材としての耐摩耗性や摩擦係数（μ）の安定性に優れており、従来材と同等であることが確認できる。
Samples 1 to 6 of the present invention are cases where the substrate is an aluminum alloy, and Samples 7 to 10 of the present invention are cases where the substrate is a magnesium alloy material. In either case, a mixed powder of WC-Co powder and Fe-C powder is subjected to high-speed flame spraying to form a film.
Samples 11 to 16 are comparative materials, and Comparative Samples 11 to 15 have a mixing ratio of WC-Co powder and Fe-C powder, film hardness or surface film thickness outside the scope of the present invention. Sample 16 is a conventional graphite cast iron (FC250).
The test results are summarized in Table 2. None of the materials of the present invention are cracked or peeled off during the test, and are excellent in wear resistance and friction coefficient (μ) stability as a brake rotor material, and are equivalent to conventional materials. I can confirm.
本発明のアルミニウム合金又はマグネシウム合金を基材とし、それに上記皮膜層を設けてなるブレーキ用ディスクロータは、車両の軽量化に有効であり、また従来の鋳鉄系のブレーキ用ディスクロータに比べて耐摩擦特性、耐熱性、耐食性が優れているので、自動車、二輪車、鉄道車両、産業機械などに普及することが期待される。 A brake disk rotor comprising the aluminum alloy or magnesium alloy of the present invention as a base material and provided with the above-mentioned coating layer is effective for reducing the weight of the vehicle, and more resistant to conventional cast iron brake disk rotors. Since it has excellent friction characteristics, heat resistance, and corrosion resistance, it is expected to be widely used in automobiles, motorcycles, railway vehicles, industrial machines, and the like.
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103526135A (en) * | 2013-09-25 | 2014-01-22 | 天津大学 | Fe-based metal glass composite coating enhanced by WC-Co as well as preparation method of the coating |
| DE202015101510U1 (en) | 2014-03-26 | 2015-04-23 | Edertek, S.Coop. | Vehicle disc brake made of lightweight material |
| JP2017523353A (en) * | 2014-06-14 | 2017-08-17 | ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ | Brake disc for automobile |
| US9829057B2 (en) | 2015-06-16 | 2017-11-28 | Hyundai Motor Company | Drum in hat brake disk for vehicle and manufacturing method thereof |
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| JPH03189430A (en) * | 1989-12-20 | 1991-08-19 | Toyota Motor Corp | Disc brake rotor of metallic group composite material |
| JP2004300528A (en) * | 2003-03-31 | 2004-10-28 | Taiheiyo Cement Corp | Sliding parts and brake disc rotor |
| JP2006152433A (en) * | 2004-10-26 | 2006-06-15 | Akebono Brake Ind Co Ltd | Disk rotor for brake |
| JP2007162779A (en) * | 2005-12-12 | 2007-06-28 | Akebono Brake Ind Co Ltd | Disk rotor for brake |
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| JPH03189430A (en) * | 1989-12-20 | 1991-08-19 | Toyota Motor Corp | Disc brake rotor of metallic group composite material |
| JP2004300528A (en) * | 2003-03-31 | 2004-10-28 | Taiheiyo Cement Corp | Sliding parts and brake disc rotor |
| JP2006152433A (en) * | 2004-10-26 | 2006-06-15 | Akebono Brake Ind Co Ltd | Disk rotor for brake |
| JP2007162779A (en) * | 2005-12-12 | 2007-06-28 | Akebono Brake Ind Co Ltd | Disk rotor for brake |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103526135A (en) * | 2013-09-25 | 2014-01-22 | 天津大学 | Fe-based metal glass composite coating enhanced by WC-Co as well as preparation method of the coating |
| DE202015101510U1 (en) | 2014-03-26 | 2015-04-23 | Edertek, S.Coop. | Vehicle disc brake made of lightweight material |
| JP2017523353A (en) * | 2014-06-14 | 2017-08-17 | ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ | Brake disc for automobile |
| US9829057B2 (en) | 2015-06-16 | 2017-11-28 | Hyundai Motor Company | Drum in hat brake disk for vehicle and manufacturing method thereof |
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