JP7226448B2 - Back plate, disc brake pad and caliper assembly - Google Patents

Description

The present invention relates to backplates, disc brake pads and caliper assemblies.

1(a) and 1(b) show an example of a disc brake pad as a braking friction member attached to a two-wheeled vehicle, a four-wheeled automobile, or the like. 1(a) is a top view of a disc brake pad, and FIG. 1(b) is an example of a cross-sectional view taken along the line AA of FIG. 1(a). In this example, the disc brake pad is composed of a back plate 1 and a friction material 2, and the friction material 2 is directly fixed to one surface of the back plate 1 (here, the upper surface of the back plate 1). The friction material 2 is composed of, for example, a so-called resin molding material composed of a binder, an organic filler, an inorganic filler, and a fiber base material. Such a disc brake pad is manufactured by superimposing a friction material preform comprising a binder, an organic filler, an inorganic filler, and a fiber base material on one surface of the back plate 1 in advance, followed by thermocompression molding. After adhering to the surface, it is manufactured by applying surface processing.

Another example of the disc brake pad is shown in FIG. 1(c). FIG. 1(c) is another example of a cross-sectional view taken along line AA of FIG. 1(a). The disc brake pad of FIG. 1(c) is composed of a back plate 1, a friction material 2 and an intermediate layer 3. Friction material 2 is fixed. In this case, the disc brake pad is formed by superimposing a friction material and an intermediate layer preform comprising a binder, an organic filler, an inorganic filler, and a fiber base material on one surface of the back plate 1 in advance, followed by thermocompression molding. It is manufactured by applying a surface treatment after it is fixed integrally.

BACKGROUND ART In recent years, as automobiles have become more environmentally friendly and fuel efficient, efforts have been made to reduce the weight of automobile parts. Metals account for more than half of the raw materials used in automobiles, but the amount of metals used is decreasing year by year due to the weight reduction of automobile bodies. In addition, in recent years, the use of aluminum (aluminum alloy or aluminum composite) or resin as a material has been increasing in order to reduce the weight of the vehicle body. Steel plate has a specific gravity of about 7.8, while aluminum has a specific gravity of about 2.7 and resin has a specific gravity of about 1, which is light. Weight reduction of 50% or less can be expected. In such a trend toward weight reduction, there is an increasing demand for weight reduction not only for the body and frame of vehicles but also for each element that constitutes the vehicle.

The demand for such vehicle body weight reduction is also increasing in the disc brake pad, which is one of the constituent elements of the brake system used for braking the vehicle. Specifically, conventionally, back plates made of steel plates have been used for disc brake pads, but in recent years, proposals have been made for back plates made of lightweight aluminum or its alloys (for example, See Patent Documents 1 to 3).

JP-A-2000-046078 JP 2013-060974 A JP 2015-135177 A

In order to reduce the weight of the disc brake pad, the inventors of the present invention considered changing the back plate from the conventional steel back plate to a lightweight material such as aluminum or resin. The lightweight material proved to be inadequately durable compared to the traditional steel backplate. In particular, it was found that the torque receiving portion of the back plate, which serves to receive the force that tends to rotate with the rotation of the rotor during braking, is prone to deformation and wear due to friction during braking.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a back plate, a disc brake pad, and a caliper assembly that are lighter in weight and have improved durability during braking.

As a result of intensive research aimed at solving the above problems, the inventors of the present invention have found that the back plate can be replaced by improving the durability of the torque receiving portion, which plays a role in receiving the force that tends to rotate together with the rotation of the rotor during braking. The inventors have found that the durability of the back plate is improved even when the weight is reduced, and have completed the present invention. That is, the present invention relates to the following [1] to [6].

[1] A back plate for a disc brake, wherein the material of the main body of the back plate contains a material with a specific gravity lighter than that of steel, and a metal plate is arranged in at least a part of the torque receiving portion of the back plate, A back plate, wherein the material of the metal plate is at least one selected from the group consisting of iron and iron alloys.
[2] The back plate according to [1], wherein the material having a specific gravity lighter than steel is at least one selected from the group consisting of aluminum alloys, aluminum composite materials, magnesium alloys, and fiber-reinforced resins.
[3] The back plate according to [1] or [2], wherein the metal plate has a thickness of 0.1 mm or more.
[4] The back plate according to any one of [1] to [3], further comprising a pad guide portion.
[5] A disc brake pad comprising the back plate according to any one of [1] to [4] and a friction material on one surface of the back plate.
[6] A caliper assembly comprising the disc brake pad according to [5] and a caliper that presses the disc brake pad against a mating member.

According to the present invention, it is possible to provide a back plate, a disc brake pad, and a caliper assembly in which the weight of the back plate is reduced and the durability during braking is improved.

It is a schematic diagram of a disc brake pad. FIG. 4 is a schematic diagram showing various forms of backplates; FIG. 4 is a schematic diagram showing the relationship between various forms of back plates and calipers. FIG. 5 is a schematic diagram showing the state of the caliper during braking; It is a schematic diagram for showing the function of a metal plate. It is a schematic diagram which shows the thickness of a metal plate.

The present invention will be described in detail below. However, in the following embodiments, the constituent elements are not essential unless otherwise specified. The same applies to numerical values and their ranges, which do not limit the present invention.
In the numerical ranges described herein, the upper or lower limits of the numerical ranges may be replaced with the values shown in the examples.
In addition, the present invention also includes embodiments in which the items described in this specification are combined arbitrarily.

[Back plate]
The back plate according to the present embodiment is a back plate for a disc brake, the material of the body portion of the back plate contains a material having a specific gravity lighter than that of steel, and at least a part of the torque receiving portion of the back plate is a metal plate. and the material of the metal plate is at least one selected from the group consisting of iron and iron alloys.

The back plate according to this embodiment can take various forms. For example, as shown in FIGS. 2(a) to 2(d), the back plate 1 according to the present embodiment includes a main body portion 11, a first pad guide portion 12 projecting from the insertion side of the main body portion 11, A second pad guide portion 13 protruding from the outlet side of the main body portion 11 may be provided. The first pad guide portion 12 has an outer root 4 and an inner root 5 . The second pad guide portion 13 has an outer root 6 and an inner root 7 . The pad guide portions (the first pad guide portion 12 and the second pad guide portion 13) have a shape corresponding to the support portion of the caliper (not shown), thereby facilitating the installation of the back plate 1 on the caliper. Moreover, it is preferable that the pad guide portions (the first pad guide portion 12 and the second pad guide portion 13) have a nested shape when being supported by the vehicle.
The material of the first pad guide portion 12 and the second pad guide portion 13 is preferably the same as the material of the body portion 11 from the viewpoint of improving durability.

As shown in FIGS. 3(a) to 3(d), the torque receiving portion 14 of the back plate 1 contacts the caliper 20 during braking when the back plate 1 is placed on the caliper 20, so that torque is applied to the back plate 1. This is the part where the force is applied, and plays the role of receiving the force that tends to rotate along with the rotation of the disk rotor.
The torque receiving portion 14 in the back plate 1 shown in FIGS. 2A and 3A is a projecting side surface on the outlet side of the body portion 11 from which the second pad guide portion 13 is projected. The torque receiving portion 14 in the back plate 1 shown in FIGS. 2(b), (c) and FIGS. The torque receiving portion 14 in the back plate 1 shown in FIGS. In the back plate 1 shown in FIGS. 2(a) to (d) and FIGS. 3(a) to (d), a metal plate 15 is arranged on at least part of each torque receiving portion 14. As shown in FIG.

<Metal plate>
The metal plate 15 is arranged on at least part of the torque receiving portion 14 of the back plate 1 . From the viewpoint of suppressing deformation and wear of the torque receiving portion 14 due to torque during braking, the metal plate 15 is preferably arranged over the entire torque receiving portion 14 .
As a method for arranging the metal plate 15 on the torque receiving portion 14, means such as adhesion, crimping, and welding can be adopted.

The function of the metal plate 15 will be described with reference to FIGS. 4 and 5. FIG.
As shown in FIG. 4, the back plate 1 arranged on the caliper 20 comes into contact with the caliper 20 during braking, so that the caliper 20 is in a state of opening. In the case of a conventional back plate (without the metal plate 15), as shown by the shaded area in FIG. 5(a), the torque is biased, and the stress concentrates on one part, so deformation and wear are likely to occur. . On the other hand, in the case of the back plate 1 of the present embodiment, by providing the metal plate 15, as indicated by the shaded area in FIG.

The material of the metal plate 15 is at least one selected from the group consisting of iron and iron alloys.
Examples of iron alloys include iron containing carbon, silicon, magnesium, nickel, chromium, molybdenum, copper, and the like, and specific examples include steel and cast iron.

As shown in FIG. 6, the thickness T of the metal plate 15 is preferably 0.1 mm or more, more preferably 0.2 mm or more, and more preferably 0.3 mm or more from the end of the back plate 1. It is even more preferable to have Although the upper limit of the thickness T of the metal plate 15 is not particularly limited, it is preferably 5.0 mm or less, more preferably 2.0 mm or less. By setting the thickness T of the metal plate 15 within the above range, deformation and wear of the torque receiving portion due to torque during braking can be suppressed.

<Material>
The material of the outer portion 11 of the back plate 1 contains a material having a specific gravity lighter than that of steel. The material of the outer portion 11 of the back plate 1 preferably contains 50% by volume or more, more preferably 80% by volume or more, and still more preferably 90% by volume or more of a material having a specific gravity lighter than that of steel. It is particularly preferable to use a material having a light weight.
The material having a specific gravity lighter than steel is preferably a material with a specific gravity of 5 or less, more preferably a material with a specific gravity of 3 or less, and even more preferably a material with a specific gravity of 2 or less.
Examples of materials having a specific gravity lighter than steel include aluminum alloys, aluminum composite materials, magnesium alloys, and fiber-reinforced resins. In other words, the material of the back plate is preferably at least one selected from the group consisting of aluminum alloys, aluminum composite materials, magnesium alloys, and fiber-reinforced resins.

(aluminum alloy)
Since aluminum has a low specific gravity of about 2.7, it is suitable as a lightweight material, but from the viewpoint of strength, it is preferable to use an aluminum alloy for the back plate.
As aluminum alloys, 2XXX series (Al-Cu series), 3XXX series (Al-Mn series), 4XXX series (Al-Si series), 5XXX series (Al-Mg series), 6XXX series (Al-Mg-Si series ), 7XXX series (Al-Zn series), etc.; Si system), AC3A (Al-Si system), AC4A, AC4C (Al-Si-Mg system), AC4B (Al-Si-Cu system), AC4D (Al-Si-Cu-Mg system), AC5A (Al- Cu-Ni-Mg system), AC7A (Al-Mg system), AC8A (Al-Si-Cu-Ni-Mg system), AC8B (Al-Si-Cu-Ni-Mg system), AC9A (Al-Si- Cu-Mg system), aluminum alloys for casting such as AC9B (Al-Si-Cu-Mg system); ADC1 (Al-Si system), ADC3 (Al-Si-Mg system), ADC5 (Al-Mg system), ADC6 (Al-Mg-Mn system), ADC10 (Al-Si-Cu system), ADC12 (Al-Si-Cu system), ADC14 (Al-Si-Cu-Mg system), etc. can be used. In addition, it is possible to use those obtained by subjecting them to heat treatment (aging treatment) or the like.

(aluminum composite)
An aluminum composite material (ceramic particle-reinforced aluminum matrix composite material) in which ceramic particles are dispersed in aluminum or the above-mentioned aluminum alloy has a higher Young's modulus than an aluminum alloy, so when used as a back plate, it can be used as a disc brake pad. can be increased in rigidity, which is preferable. Ceramic particles to be dispersed and strengthened include oxide ceramics such as Al ₂ O ₃ , TiO ₂ , SiO ₂ and ZrO ₂ , carbide ceramics such as SiC and TiC, and nitride ceramics such as TiN.

(magnesium alloy)
Since magnesium has a low specific gravity of 1.74, it is suitable as a lightweight material, but from the viewpoint of strength, it is preferable to use a magnesium alloy for the back plate.
Magnesium alloys include M1 (Mg-Mn alloy), AZ series (Mg-Al-Zn alloys) such as AZ61 and AZ91, ZK series (Mg-Zn-Zr alloys) such as ZK51 and ZK60, and ZH series such as ZH62. (Mg-Zn-Zr alloy), EK series (Mg-rare earth element alloy) such as EK30, HK series (Mg-Th alloy) such as HK31, K1 (Mg-Zr alloy) and various casting magnesium alloys and Machinable magnesium alloys can be used. Also, a flame-retardant magnesium alloy containing several percent of calcium can be used.

(fiber reinforced resin)
A fiber-reinforced resin refers to a composite of a fiber and a resin, that is, a composite material of a fiber and a resin. Since the specific gravity of fiber reinforced resin is about 1, it is suitable as a lightweight material.

Examples of fibers used in the fiber-reinforced resin include glass fibers, α-alumina type, γ-alumina type alumina fibers, inorganic fibers such as boron fibers; aramid fibers such as para-aramid fibers and meta-aramid fibers; At least one selected from the group consisting of cellulose fibers, nanocellulose fibers, PBO (poly-paraphenylenebenzoxazole) fibers, or carbon-based fibers such as flame-resistant fibers, pitch-based, and PAN (polyacrylonitrile)-based carbon fibers. can be used. Particularly when used as a back plate, glass fiber and carbon fiber are preferable from the viewpoint of strength and rigidity, and carbon fiber is more preferable from the viewpoint of high thermal conductivity. By using carbon fiber, the thermal conductivity of the back plate can be further improved, and when the brake temperature rises due to repeated braking and frictional heat, the temperature distribution in the back plate can be made uniform. , it tends to prevent local temperature rises and cracks and splits due to thermal decomposition and strength reduction of the resin.

The fiber length of the fiber used in the fiber-reinforced resin is not particularly limited, but from the viewpoint of strength, the fiber length is preferably 1 mm or longer, more preferably 10 mm or longer. The upper limit of the fiber length of the fibers is not particularly limited, and may be 100 mm or less, 70 mm or less, 50 mm or less, or 35 mm or less.
Nonwoven fabrics such as felt, paper products, woven fabrics such as woven fabrics, knitted fabrics, and woven fabrics made of continuous fibers can also be used as the fibers used in the fiber-reinforced resin.

From the viewpoint of heat resistance, a thermosetting resin is preferable as the resin used for the fiber-reinforced resin, and from the viewpoint of heat resistance and strength, a phenol resin, an epoxy resin, and a polyimide resin are preferable. Phenolic resins and epoxy resins are preferably used in combination with a curing agent. One of the resins used for the fiber-reinforced resin may be used alone, or two or more of them may be used in combination. A commercially available product can be used as the phenol resin, and it can also be synthesized by a conventional method.

Examples of phenolic resins include resol type phenolic resins, straight novolac type phenolic resins, aralkyl-modified phenolic resins, acrylic elastomers, and elastomer-modified phenolic resins modified with silicone elastomers. Straight novolak type phenol resins and resol type phenol resins are preferable as the phenol resin from the viewpoint of heat resistance.

As the epoxy resin, a commercially available product can be used, and it can also be synthesized by a conventional method. From the viewpoint of strength and heat resistance, the epoxy resin is preferably an epoxy resin having an aromatic ring. Specifically, phenol novolak type epoxy resin, cresol novolak type epoxy resin, naphthalene type epoxy resin, etc. can be preferably used. Epoxy resins modified with silicone, acrylonitrile, butadiene, isopropyl rubber, polyamide resins, etc. can also be used.

The fiber-reinforced resin may contain other additives in addition to the fibers and resins described above. Other additives include inorganic fillers, organic fillers, metal powders, and the like. Other additives may be used individually by 1 type, and may use 2 or more types together. Particulate inorganic fillers, organic fillers, and metal powders are preferred, and the particle size is preferably small in order to disperse them in the fiber assembly. Specifically, from the viewpoint of improving slidability, graphite, molybdenum disulfide, tungsten sulfide, fluororesin, coke, etc., and from the viewpoint of improving flame retardancy, magnesium hydroxide, aluminum hydroxide and antimony compounds, etc., from the viewpoint of weight reduction, hollow inorganic particles, etc., and from the viewpoint of improving the curing speed of the resin, calcium oxide, calcium hydroxide, etc., are included, improving thermal conductivity. Metal powder, graphite, magnesium oxide, zinc oxide and the like can be used from the viewpoint of allowing the material to be used.

The fiber-reinforced resin preferably has a thermal conductivity in the thickness direction of 0.4 W/m·K or more, more preferably 0.45 W/m·K or more, in order to prevent a local temperature rise in the back plate. More preferably, it is 1 W/m·K or more. As a method to make the thermal conductivity in the thickness direction of the fiber reinforced resin range, there is a method of adding an additive with high thermal conductivity such as metal powder, graphite, magnesium oxide, zinc oxide to the fiber reinforced resin. A method using fibers having high thermal conductivity such as carbon fibers as the fibers can be used, and fiber-reinforced resins obtained by adopting these methods alone or in combination of two or more thereof can be used.

When fiber reinforced resin is used for the back plate, the fiber reinforced resin is molded, and after manufacturing the fiber reinforced resin back plate by applying shape processing as necessary, the fiber reinforced resin back plate is made of conventional steel. The friction member can be manufactured by replacing the back plate of the above. That is, a preformed friction material composition is inserted into the mold cavity of a thermoforming mold for the friction material, and then an adhesive is applied in advance to the back plate made of fiber reinforced resin in contact with the preform. Place the coated items. Then, by thermoforming the friction material composition to form the friction material, the fiber reinforced resin and the friction material can be integrated to form the friction member. According to the above process, the heat forming of the back plate made of the fiber-reinforced resin and the heat forming of the friction material are performed separately, so it cannot be said that the energy efficiency is necessarily good. Therefore, energy efficiency can be improved by performing thermoforming of the back plate made of fiber-reinforced resin and thermoforming of the friction material at the same time. That is, a fiber reinforced resin in a state before thermosetting and, if necessary, a preformed friction material composition are inserted, and thermoforming is performed at the same time. By melting and curing the resin and the thermosetting resin in the friction material, they can be integrated without the need for an adhesive.

[Disc brake pad]
The disc brake pad according to this embodiment includes the above-described back plate 1 and a friction material 2 on one surface of the back plate 1, as shown in FIGS. 1(a) and 1(b).

<Friction material>
A preferred embodiment of the friction material 2 is, for example, a friction material formed from a friction material composition containing a binder, an organic filler, an inorganic filler, and a fiber base material. A friction material can be formed by stacking the friction material composition or a preform of the friction material composition on the back plate 1, performing thermocompression molding, and then heat-treating to harden the thermosetting resin as the binder.

From the viewpoint of durability, the thickness of the friction material 2 is preferably 4 mm or more and 15 mm or less, more preferably 6 mm or more and 15 mm or less, and even more preferably 7 mm or more and 13 mm or less.

<Middle layer>
The disc brake pad according to this embodiment can take a form in which a friction material 2 is formed on a back plate 1 with an intermediate layer 3 interposed therebetween, as shown in FIG. 1(c).
A preferred embodiment of the intermediate layer 3 is, for example, a friction material formed from a friction material composition containing a binder, an organic filler, an inorganic filler, and a fiber base material. When the friction material 2 is fixed to the back plate 1 via the intermediate layer 3, a preform of the friction material composition and the intermediate layer composition or the friction material composition and the intermediate layer composition is superposed on the back plate 1. It is formed by thermocompression molding under pressure, followed by heat treatment to harden the thermosetting resin that is the binding material.

The thickness of the intermediate layer 3 is preferably 1 mm or more and 5 mm or less from the viewpoint of enhancing the heat insulating effect between the friction material 2 and the back plate 1 and effectively suppressing cracks and breaks in the back plate 1. It is preferably 1 mm or more and 3 mm or less, and further preferably 1 mm or more and 2 mm or less.

The back plate 1 contains a fiber-reinforced resin, and the thermosetting resin contained in the friction material 2 is used for the back plate 1. A combination of chemical components that can form a chemical bond with each other by thermosetting the thermosetting resin. It is preferable to By doing so, the back plate 1 and the friction material 2 can be integrally molded by thermocompression molding without using an adhesive, which not only improves the strength and toughness of the disc brake pad but also simplifies the manufacturing process. is preferable from the viewpoint of
Further, when the back plate 1 contains a fiber-reinforced resin and the intermediate layer 3 is provided, the thermosetting resin contained in the friction material 2 and the intermediate layer 3 is used for the back plate 1. A combination of chemical components capable of forming chemical bonds with each other upon curing is preferred. By doing so, the back plate 1, the intermediate layer 3, and the friction material 2 can be integrally molded by thermocompression molding without using an adhesive. This is preferable from the viewpoint of simplification.
Furthermore, when the back plate 1 contains an aluminum alloy or aluminum composite material containing Cu, Zn, etc., the aging precipitation treatment can be performed at the same time as the hot pressing and the heat treatment. In this case, not only the strength of the disc brake pad is improved, but also the manufacturing process is simplified.

[Caliper assembly]
A caliper assembly according to this embodiment includes the disc brake pad described above and a caliper that presses the disc brake pad against a mating member.
The caliper assembly plays a braking role by causing a friction material provided in the disc brake pad to rub against a mating material such as a disc rotor.

The friction material and friction material composition of the present embodiment will be described in more detail below with reference to examples, but the present invention is not limited to these.

[Production of back plate]
<Example 1>
As Example 1, an aluminum alloy 5083-O (Al—Mg system) was used as a back plate material, and a back plate having a main body portion thickness of 6.0 mm and a pad guide portion width of 10 mm was formed. .
Next, an adhesive (manufactured by Takasei Community Co., Ltd., trade name “JB Weld Auto Weld AW-20Z”) is applied to the torque receiving portion of the molded back plate, and a stainless steel plate (metal plate) having a thickness of 0.2 mm is applied. ) were placed and crimped to obtain the back plate of Example 1.
By grinding in advance the thickness of the stainless plate (metal plate) to be placed on the surface on which the stainless plate (metal plate) of the torque receiving portion of the back plate is to be placed, the torque receiving portion of the back plate and the rotation The dimensions are unified with the end of the position corresponding to the torque receiving part on the entry side.

<Example 2>
As Example 2, a back plate of Example 2 was obtained in the same manner as in Example 1, except that the thickness of the stainless plate (metal plate) was changed to 0.5 mm.

<Example 3>
As Example 3, a back plate of Example 3 was obtained in the same manner as in Example 1, except that the thickness of the stainless plate (metal plate) was changed to 1.0 mm.

<Comparative Example 1>
As Comparative Example 1, a back plate of Comparative Example 1 was obtained in the same manner as in Example 1, except that the stainless plate (metal plate) was omitted.

<Reference example 1>
As Reference Example 1, a back plate of Reference Example 1 was obtained in the same manner as in Example 1 except that steel was used as the back plate material and the stainless plate (metal plate) was omitted.

[Production of disc brake pads]
<Examples 1 to 3, Comparative Example 1, Reference Example 1>
In producing the disc brake pads of Examples 1 to 3, Comparative Example 1, and Reference Example 1, an adhesive was applied to the obtained back plate, a friction material was placed on the applied adhesive, and pressure-bonded. Got disc brake pads.
As the friction material, a general non-asbestos organic material (manufactured by Hitachi Chemical Co., Ltd., product name "HP63H") used for automobiles was used.

[Evaluation method]
(1) Durability Test of Back Plate: Appearance A brake dynamo test was performed using the disc brake pads of each example produced above to evaluate the durability of the back plate. In the evaluation, an inertia of 7 kgf·m·s ² was used using a general pin-slide type collet-compatible caliper and ventilated disc rotor. After repeating braking for 5 seconds at a vehicle speed of 65 km / h and a deceleration of 1.5 G for 5 times, the appearance of the back plate is checked for defects (collapse, buckling, breakage, chipping, cracks), and the following evaluation criteria are used. evaluated. Also, the temperature of the backplate was measured with a thermocouple embedded in the backplate. Table 1 shows the evaluation results.
A: No crushing, buckling, breakage, chipping or cracking exceeding 0.1 mm occurred on the back plate.
B: At least one of crushing exceeding 0.1 mm and buckling occurred in the back plate, but no breakage, chipping or crack occurred.
C: At least one of crushing exceeding 0.1 mm and buckling occurred in the back plate, and at least one of breakage, chipping and cracking occurred.

(2) Durability test of back plate: amount of change The dimensions of the torque receiving portion of the back plate and the end portion corresponding to the torque receiving portion on the output side were measured before and after the test, and the amount of change was recorded. At this time, the maximum temperature of the surface of the pack plate was adjusted to 150° C. or lower by providing an interval of time between each braking, and the test was performed. Table 1 shows the evaluation results.

From Table 1, it can be seen that the disc brake pad samples of Examples 2 and 3, in which 0.5 mm and 1.0 mm stainless steel plates were arranged in the torque receiving portion, had crush, buckling, breakage, chipping, and cracks in appearance after the durability test. It was confirmed that there is no practical problem in durability. Further, the disk brake pad sample of Example 1, in which a 0.2 mm stainless steel plate was arranged in the torque receiving portion, was found to have practically no problem in durability without breakage, chipping, or cracking.
On the other hand, in Comparative Example 1, which is a lightweight material back plate using 5083-O (Al—Mg), which is an aluminum alloy, as a back plate material, the appearance after the durability test is crushed, buckled, broken, Chipping and cracking were confirmed, and a dimensional change of 1.0 mm or more occurred before and after the test, which was confirmed to pose a practical problem.
Moreover, the conventional disc brake pad using the back plate made of the steel of Reference Example 1 had no problem in appearance after the test. However, the mass of the steel back plate in the disc brake pad of Reference Example 1 is 250 g, and the mass of the back plate in the disc brake pads of Examples 1 to 3 is 90 g. Using 1 to 3 disc brake pads can result in a weight reduction of 160 g per disc brake pad.

The back plate, disc brake pad, and caliper assembly of the present invention have practically no problem durability and are lightweight, so they are used for braking two-wheeled vehicles or four-wheeled vehicles. It is suitable as a caliper assembly.

Reference Signs List 1 Back plate 2 Friction material 3 Intermediate layer 4 Outer peripheral root 5 Inner peripheral root 6 Outer peripheral root 7 Inner peripheral root 11 Body portion 12 First pad guide portion 13 Second pad Guide portion 14 Torque receiving portion 15 Metal plate 20 Caliper

Claims (6)

A back plate for a disc brake,
The material of the main body of the back plate contains a material with a specific gravity lighter than steel,
placing a metal plate only on at least a portion of the torque receiving portion of the back plate;
The material of the metal plate is at least one selected from the group consisting of iron and iron alloys,
A back plate, wherein the torque receiving portion is on the side of the body portion . A back plate for a disc brake,
The material of the main body of the back plate contains a material with a specific gravity lighter than steel,
placing a metal plate only on at least a portion of the torque receiving portion of the back plate;
The material of the metal plate is at least one selected from the group consisting of iron and iron alloys,
Further comprising a pad guide portion protruding from the main body portion,
The back plate, wherein the torque receiving portion is at the end of the pad guide portion. 3. The back plate according to claim 1 , wherein said material having a specific gravity lighter than steel is at least one selected from the group consisting of aluminum alloys, aluminum composite materials, magnesium alloys and fiber-reinforced resins. The back plate according to any one of claims 1 to 3 , wherein the metal plate has a thickness of 0.1 mm or more. a back plate according to any one of claims 1 to 4;
A disc brake pad comprising a friction material on one side of said backplate. A disc brake pad according to claim 5;
A caliper assembly comprising a caliper that presses the disc brake pad against a mating material.

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