JPH11257390A - Manufacture of vehicular brake and vehicular brake ring - Google Patents

Abstract

PROBLEM TO BE SOLVED: To design a vehicular brake, which uses no solid or semisolid lubricating components including grease and oil or is for use in a so-called dry sliding condition, to produce stable braking force in a wide range from a low-speed low-pressurizing state to a high-speed high-pressurizing state. SOLUTION: A brake ring 3 and a brake shoe 2 both contain at least one type of lubricant selected from the group of graphite, a molybdenum disulfide, a tungsten disulfide and a boron nitride. The lubricant content of the brake ring 3 is set of or above 1% by weight, that of the brake shoe 2 is from 0.5% to 5% by weight, and the sum of those of the brake ring 3 and brake shoe 2 are of or above 3% by weight.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for manufacturing a vehicle brake and a vehicle brake ring.
The present invention relates to a method for manufacturing a vehicle brake and a vehicle brake ring used under so-called dry sliding conditions in which no solid or semi-solid lubricating components such as grease and oil are present.

[0002]

2. Description of the Related Art Normally, a brake used as a braking device for a bicycle, an electric bicycle, a motorcycle, or the like is pressed at a contact surface between the two by pressing a brake shoe against an inner peripheral surface of a guide case which rotates together with wheels. A mechanism for stopping the wheels by utilizing the frictional force of At that time, conventionally,
By applying a solid or semi-solid lubricating component such as grease or oil to the contact interface between the guide case and brake shoe, unpleasant phenomena such as crying, chatter and vibration during braking, and seizure of the guide case and brake shoe Have been adopted.

However, if maintenance such as replenishment of grease or oil is neglected in the course of using the brake, these lubricating components become insufficient. As a result, the above-mentioned discomfort phenomenon and the locking phenomenon due to burning occur. In order to solve such a problem, a "roller brake for a vehicle" described in JP-A-9-301256 inserts a ring made of a copper-based sintered alloy or an iron-based sintered alloy into an inner peripheral surface of a guide case, and Proposal of a method to solve the shortage of lubricating components at the sliding interface between the ring and the brake shoe by impregnating the holes with lubricating components such as oil, because the ring has appropriate holes (pores). doing.

However, when such a lubricating component such as oil or grease is present, the friction coefficient at the sliding interface between the ring exhibiting braking effect and the brake shoe is about 0.1. As a result, it was impossible to create a roller brake having a high braking effect.

[0005] Further, the sintered alloy constituting the ring proposed by the present invention does not contain any hard particles for improving wear resistance, and thus does not have sufficient wear resistance. -There was a problem that it could not be used under severe environments such as high pressure conditions.

[0006] In response to such a problem, the present inventors:
Japanese Patent Application Laid-Open No. 10-9294 discloses a "roller brake for a motorcycle and a method of manufacturing the same", which provides a brake that solves these problems. That is, in the brake described in this publication, a ring made of a friction material made of a copper-based sintered alloy having excellent wear resistance and seizure resistance is pressed into the inner peripheral surface of the guide case. Therefore, even if the brake shoe is pressed without lubricating components such as oil and grease, the seizure phenomenon does not occur at the sliding interface between the ring and the brake shoe.
It was confirmed that unpleasant phenomena such as vibration did not occur.

[0007]

Heretofore, as described above, the present inventors have proposed a roller brake having an unprecedented high friction coefficient in Japanese Patent Application Laid-Open No. Hei 10-9294. Higher running performance and stability are required for brakes. Specifically, stabilization of the braking effect, that is, stabilization of the friction coefficient is desired, and when braking from a low speed / low pressure state to a high speed / high pressure state, a friction coefficient exceeding 0.15 is required. The development of a stable brake has been an issue.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made to solve the above-mentioned problems, and a vehicle brake which exhibits a high friction coefficient from a low speed / low pressure state to a high speed / high pressure state. And a vehicle brake ring.

[0009]

A vehicle brake according to one aspect of the present invention includes a brake ring fixed to an inner peripheral surface of a guide case that rotates while being connected to wheels, and an inner peripheral surface of the brake ring. And a brake shoe having an outer peripheral surface having substantially the same curvature as that of the brake shoe. The rotation of the wheel is controlled by pressing the outer peripheral surface of the brake shoe against the inner peripheral surface of the brake ring. The brake ring and the brake shoe are at least one selected from the group consisting of graphite, molybdenum disulfide, tungsten disulfide and boron nitride.
Contains a type of lubricant. The content of the lubricant with respect to the brake ring in the brake ring is 1% by weight or more.
The content of the lubricant in the brake shoe relative to the brake shoe is 0.5% by weight or more and 5% by weight or less. The sum of the lubricant content in the brake ring and the lubricant content in the brake shoe is 3% by weight or more.

In the vehicle brake constructed as described above, since both the brake ring and the brake shoe contain a lubricant, compared to a case where only one of the brake shoe or the brake ring contains the lubricant. Demonstrate high braking power. Further, since the brake shoe is usually pressed by a roller, it requires high strength. For this reason, in the present invention, an upper limit is set for the lubricant content in the brake shoe so as not to lower the strength of the brake shoe. By incorporating a lubricant that cannot be completely contained in the brake shoe into the brake ring, the strength of the brake shoe is not reduced and a high friction coefficient is exhibited.

The brake shoe is preferably made of an iron-based alloy. The brake ring is preferably made of an iron-based sintered alloy or a copper-based sintered alloy.

An outer ring is preferably formed between the brake ring and the guide case.

It is preferable that an uneven portion is formed on the inner peripheral surface of the guide case, and an uneven portion that fits with the uneven portion of the guide case is formed on the outer peripheral surface of the brake ring.

The porosity in the brake ring is preferably 10% by volume or less. A vehicle brake according to another aspect of the present invention includes an outer ring made of a metal material fixed to an inner peripheral surface of a guide case that rotates while being connected to a wheel, and a copper-based sintered alloy joined to the outer ring. And a brake shoe made of an iron-based alloy having an outer peripheral surface having substantially the same curvature as the curvature of the inner peripheral surface of the brake ring,
The rotation of the wheels is controlled by pressing the outer peripheral surface of the brake shoe against the inner peripheral surface of the brake ring. Brake rings and brake shoes are made of graphite, molybdenum disulfide,
It contains at least one lubricant selected from the group consisting of tungsten disulfide and boron nitride. The lubricant content of the brake ring in the brake ring is 1
% By weight or more. The content of the lubricant in the brake shoe relative to the brake shoe is 0.5% by weight or more and 5% by weight.
It is as follows. The sum of the lubricant content in the brake ring and the lubricant content in the brake shoe is 3% by weight or more. Brake ring should contain more than 0.3% by weight of phosphorus
% By weight or less.

In the vehicle brake constructed as described above, since both the brake ring and the brake shoe contain a lubricant, the brake is higher than when only one of the brake ring and the brake shoe contains the lubricant. Demonstrates braking power. Further, in order not to lower the strength of the brake shoe, an upper limit value is set for the content of the lubricant in the brake shoe, and the lubricant that cannot be included in the brake shoe is included in the brake ring.

Further, since phosphorus is contained in the brake ring, the phosphorus forms an intermetallic compound with a metal material constituting the outer ring. Therefore, the bonding at the interface between the outer ring and the brake ring becomes stronger, and the problem that the brake ring comes off from the outer ring does not occur.

The brake ring contains 1% by weight or more and 10% by weight or less of iron-phosphorus alloy powder, and the phosphorus content in the iron-phosphorus alloy powder is 5%.
It is preferable that the content be from 30% by weight to 30% by weight.

The metal material constituting the outer ring preferably contains at least one selected from the group consisting of iron, copper and titanium.

The porosity in the brake ring is 10% by volume
The following is preferred. Brake shoe temperature 2
It preferably has a tensile strength of 150 MPa or more and an F-scale Rockwell hardness of 65 or more at 5 ° C.

5% to 30% by volume of brake ring
It contains the following hard particles, and the hard particles preferably have a micro Vickers hardness of 400 or more. In this specification, the tensile strength (strength or bending strength) Rockwell hardness and micro Vickers hardness refer to those at a temperature of 25 ° C.

The brake ring includes a copper alloy containing at least one selected from the group consisting of tin, zinc and nickel, and the tin content of the copper alloy in the brake ring is 3% by weight or more and 20% by weight or less. And the content of zinc with respect to the copper alloy in the brake ring is 5% by weight or more.
It is preferably 0% by weight or less, and the content of nickel with respect to the copper alloy in the brake ring is preferably 5% by weight or more and 40% by weight or less.

The hard particles preferably contain at least one selected from the group consisting of iron-based intermetallic compounds, oxide-based ceramics, and nitride-based ceramics.

Preferably, the brake ring has a phenolic resin or an epoxy resin in the pores.

It is preferable that the guide case includes at least one selected from the group consisting of an iron alloy, an aluminum alloy, a copper alloy, a titanium alloy and a magnesium alloy.

A method of manufacturing a vehicle brake ring according to the present invention includes the following steps. (1) A step of preparing a metal plate having a predetermined size.

(2) A step of mounting a raw material powder obtained by mixing a copper alloy powder, a solid (solid) lubricant, and hard particles at a predetermined ratio on a metal plate.

(3) The metal plate and the raw material powder are heated to a temperature of 700
A step of sintering the copper alloy powder to form a copper-based sintered alloy by maintaining the atmosphere at a temperature of not less than 10 ° C. and not more than 1050 ° C., and forming a laminate by diffusion-bonding the metal plate and the copper-based sintered alloy.

(4) A step of forming the ring body by bending the laminate into a ring shape such that the metal plate becomes the outer peripheral portion.

(5) A step of inserting the ring body into the guide case such that the outer peripheral surface of the ring body faces the inner peripheral surface of the guide case connected to the wheel.

(6) A step of joining the metal plate, which is the outer peripheral portion of the ring body, to the guide case. In the manufacturing method of the vehicle brake ring including these steps, the copper-based sintered alloy and the metal plate are diffusion-bonded, so that they are strongly bonded. As a result, it is possible to prevent the copper-based sintered alloy as the ring from coming off the metal plate as the outer ring.

The step of placing the raw material powder on the metal plate includes, after inserting the metal plate into the mold, placing the raw material powder on the metal plate and compressing the raw material powder to form a compact. It is preferred to include.

Nickel, tin,
It is preferable to interpose at least one selected from the group consisting of copper, zinc, cobalt and silver.

The above-mentioned nickel, tin, copper, zinc, cobalt and silver are preferably formed on the surface of the metal plate by plating.

The raw material powder contains at least 1% by weight of at least one lubricant selected from the group consisting of graphite, molybdenum disulfide, tungsten disulfide and boron nitride, and the raw material powder has a phosphorus content of 5% or more. Iron-phosphorus alloy powder of not less than 1% by weight and not more than 30% by weight and the balance being iron
0% by weight or less, and the raw material powder contains 5% by volume of hard particles.
The raw material powder contains a copper alloy containing at least one selected from the group consisting of tin, zinc and nickel, and the content of tin in the raw material powder is 3% by weight with respect to the copper alloy. % To 20% by weight, and the zinc content in the raw material powder relative to the copper alloy is 5% by weight to 40% by weight.
% By weight, and the content of nickel with respect to the copper alloy in the raw material powder is 5% by weight or more and 40% by weight or less, and the remaining main component is preferably copper.

It is preferable that phosphorus forms an intermetallic compound near the interface between the copper-based sintered alloy and the metal plate when forming the copper-based sintered alloy.

The raw material powder is preferably sintered after being pressed on a metal plate. In the step of forming the laminate, it is preferable that the copper-based sintered alloy be pressed by press or roll rolling so that the porosity in the copper-based sintered alloy becomes 10% by volume or less.

The pressurized copper-based sintered alloy is preferably re-sintered in an atmosphere of an inert gas at a temperature of 700 ° C. or higher, a non-oxidizing gas or a vacuum.

[0038]

BEST MODE FOR CARRYING OUT THE INVENTION As a result of various experiments and studies, the present inventors have found that even when used under dry conditions in which lubricating components such as oil and grease do not intervene, they have excellent wear resistance and seizure resistance. In addition, the present inventors have found a combination of sliding materials having a high coefficient of friction stably and applied it to a roller brake, thereby inventing a roller brake for a vehicle having excellent running performance and stability.

A vehicle brake according to one aspect of the present invention will be described with reference to FIGS. FIG.
2 and FIG. 2, the vehicle roller brake 9 is
It comprises a guide case 1, a brake shoe 2 and a brake ring 3. A brake ring 3 is abutted and pressed into the inner peripheral surface of the guide case 1. The curvature of the inner peripheral surface of the brake ring 3 and the curvature of the outer peripheral surface of the brake shoe 2 made of an iron-based alloy are substantially the same. The guide case 1 is held by a brake arm 6, and when the wire 7 is pulled, the cam 5 rotates and the outer peripheral surface of the brake shoe 2 is evenly formed on the inner peripheral surface of the brake ring 3 by the pressing force from the roller 4. Contact.

A vehicle roller brake according to another aspect of the present invention will be described with reference to FIG.

Referring to FIG. 3, the vehicle roller brake 19 includes a guide case 11, a brake shoe 14,
Metal back metal 12 as outer ring and brake ring 1
3. The metal back metal 12 and the brake ring 13 constitute a two-layer structure ring. The metal back metal 12 on the outer peripheral side of the ring is joined to the inner peripheral surface of the guide case 11 and the joint 15.
Are joined through. Further, the inner peripheral surface of the brake ring 13 on the inner peripheral side of the ring and the brake shoe 1 made of an iron-based alloy are used.
4 have substantially the same curvature. The outer circumferential surface of the brake shoe 14 uniformly contacts the inner circumferential surface of the brake ring 13 due to the pressing force received from the roller 16 in the direction indicated by the arrow 17.

Hereinafter, the features of these roller brakes will be described in detail separately for brake shoes, brake rings, and guide cases.

(1) Brake Shoes 2 and 14 As described above, the pressing force from the rollers 4 and 16 is applied to the brake shoes 2 and 14 made of an iron-based alloy.
At that time, the brake shoes 2 and 14 are not deformed.
It is required that even if it slides with 13, it will not be damaged by abrasion and that it will not cause seizure phenomena, adhesion phenomena, or unpleasant phenomena such as squealing, chattering and vibration. The present inventor has found that the characteristics required for the brake shoes 2 and 14 to satisfy these requirements are as follows.

In order not to be deformed by the high pressure applied from the deformation suppressing rollers 4 and 16 of the brake shoes 2 and 14, the iron-based alloy forming the brake shoes 2 and 14 must be at a temperature of 25 ° C. and a pressure of 150 MPa or more. It is necessary to have a tensile strength and a hardness of Rockwell hardness (F scale) of 65 or more. Also, due to the structure of the roller brake, the pressure from the rollers 4 and 16 does not concentrate,
It is more desirable to arrange at least two or more rollers for one brake shoe 2, 14. However,
Since it is difficult to arrange a large number of rollers 4 and 16 due to space restrictions, the use of an iron-based alloy having the above-described mechanical characteristics for the brake shoes 2 and 14 allows the brakes to be used during braking. Deformation of the shoes 2 and 14 can be suppressed. Conversely, if the tensile strength of the iron-based alloy is less than 150 MPa or the Rockwell hardness (F scale) is less than 65, the brake shoes 2 and 14 may be deformed.

The wear of the brake shoes 2 and 14
In order to exhibit a suppressed and stable braking force (friction coefficient), the brake shoes 2 and
No. 14 must not be worn and damaged by repeated braking. For that purpose, the iron-based alloy constituting the brake shoes 2 and 14 needs to have a hardness of Rockwell hardness (F scale) of 65 or more. That is, when the hardness of the iron-based alloy is less than Rockwell hardness (F scale) 65,
Significant wear damage of the brake shoes 2, 14 occurs. As already mentioned, it is preferable to use the brake shoes 2 and 14 having the same curvature on the outer peripheral surface with respect to the inner peripheral surfaces of the brake rings 3 and 13. In other words, if the curvatures are different, the inner peripheral surfaces of the brake rings 3 and 13 and the outer peripheral surfaces of the brake shoes 2 and 14 locally cause a partial contact, thereby causing abrasion damage of the brake shoes 2 and 14 and the brake rings 3 and 13. . Therefore, it is more preferable to provide such a design / structure feature together in order to develop a stable braking force (friction coefficient).

Seizure and adhesion phenomena during braking, squealing
Suppression of unpleasant phenomena such as chatter and vibration The inventors of the present invention, in addition to suppressing the deformation of the brake shoes 2 and 14 and the wear damage of the brake shoes 2 and 14, have a seizure phenomenon and an adhesion phenomenon during braking, Brake shoes 2 and 1 to suppress unpleasant phenomena such as squeal, chatter and vibration
An attempt was made to optimize the type and amount of the solid lubricating components contained in each of the brake lubrication components 4 and the brake rings 3 and 13, and the total content of both solid lubricating components. as a result,
As described later, the brake shoes 3 and 13 are formed at the same time as the type and content of the solid lubricating component contained in the copper-based sintered alloy or the iron-based sintered alloy forming the brake rings 3 and 13 are optimized. The iron-based alloy contains at least 0.5% by weight of one or more of solid lubricating components of graphite, molybdenum disulfide (MoS ₂ ), tungsten disulfide (WS ₂ ), and boron nitride (BN). I found what I needed. In addition, since the total amount of the solid lubricating components contained in the brake rings 3 and 13 and the brake shoes 2 and 14 is 3% by weight or more, for the first time, seizure phenomena, adhesion phenomena, squealing, chattering, vibration, and the like during braking can be prevented. It has been found that discomfort can be suppressed.

Conversely, when the brake shoes 2 and 14 do not contain a solid lubricating component, when the content of the solid lubricating component contained in the brake shoes 2 and 14 is less than 0.5% by weight, or If the total amount of the solid lubricating components contained in the brake rings 3 and 13 and the brake shoes 2 and 14 is less than 3% by weight, braking, especially at high speed
It is difficult to suppress unpleasant phenomena such as seizure phenomena, adhesion phenomena, squealing, chattering and vibration under high pressure conditions.

In order to produce an iron-based alloy for the brake shoes 2 and 14, a powder metallurgy method can be applied in addition to the melting and casting methods. For example, according to the casting method, FC150 (JI
Cast irons containing graphite components such as S), FCD400 (JIS), and FCA-NiCr (JIS) can be sufficiently applied as the brake shoes 2 and 14. Further, according to the powder metallurgy method, an iron-based sintered alloy in which free graphite particles are dispersed can be produced by lowering the sintering temperature. Molybdenum disulfide (MoS ₂ ), tungsten disulfide (WS ₂ ),
It is possible to produce an iron-based sintered alloy containing a predetermined amount of these solid lubricating components by using, as a raw material powder, a powder in which respective particles such as boron nitride (BN) are blended in a predetermined amount in advance into a mother alloy powder. It is possible, and these can also be applied sufficiently as the brake shoes 2, 14.

The iron-based alloy constituting the brake shoes 2 and 14 is one of a solid lubricating component group of graphite, molybdenum disulfide (MoS ₂ ), tungsten disulfide (WS ₂ ), and boron nitride (BN). When two or more kinds are contained in excess of 5% by weight or more, the mechanical properties of the alloy are reduced, and as a result, it is difficult to obtain the above-described appropriate transverse rupture strength and hardness.

(2) Brake Ring 3 As described above, the brake shoe 2 made of an iron-based alloy is pressed against the inner peripheral surface of the brake ring 3 fitted in the guide case 1 during braking. When the inner peripheral surface of the brake ring 3 and the outer peripheral surface of the brake shoe 2 are frictionally slid, the brake ring 3 is not abraded and damaged, and furthermore, unpleasant phenomena such as seizure, adhesion, squealing, chattering, and vibration are generated. Is not required. In particular, from the viewpoint of creating a ring shape, the powder metallurgy method (molding and sintering method) that enables simplification and omission of the machining process in consideration of economy is considered effective. An attempt was made to use a copper-based sintered alloy. The present inventor has found that the following characteristics are required for the metal material used as the brake ring 3 in order to satisfy the above.

The main causes of wear damage of the brake ring 3 during braking are the following two points.

(I) Due to repetition of minute seizure and adhesion with the outer peripheral surface of the brake shoe 2 as the mating material.

(Ii) A metal material constituting the brake ring 3 is attacked by the brake shoe 2 and is worn and damaged due to insufficient wear resistance of the metal material itself.

It has been confirmed that as these wear damage phenomena progress, unpleasant phenomena such as squealing, chattering and vibration are also induced.

Therefore, first, in order to suppress the seizure phenomenon and the adhesion phenomenon between the inner peripheral surface of the brake ring 3 and the outer peripheral surface of the brake shoe 2, the brake shoe 2 is configured as described above. The iron-based alloy contains 1% by weight or more of one or more solid lubricating components of graphite, molybdenum disulfide, tungsten disulfide, and boron nitride, and the metal material constituting the brake ring 3 is graphite. , Molybdenum disulfide, tungsten disulfide, boron nitride, one or more of the solid lubricating components, 1% by weight or more, and the total amount of the solid lubricating components contained in the brake ring 3 and the brake shoe 2 is It must be at least 3% by weight.

Conversely, when the brake ring 3 contains no solid lubricating component, when the content of the solid lubricating component contained in the brake ring 3 is less than 1% by weight, or when the brake ring 3 and the brake shoe 2 contain If the total amount of the solid lubricating components is less than 3% by weight, it is difficult to suppress the seizure phenomenon and the adhesion phenomenon during braking.

In order to make the wear resistance of the metal material constituting the brake ring 3 sufficient, it is effective to add hard particles to the brake ring 3. It is desirable to use an iron-based sintered alloy or a copper-based sintered alloy containing hard particles having a micro Vickers hardness of 400 or more in an amount of 5% by volume or more and 30% by volume or less as a material of the brake ring 3.

The hardness of the hard particles contained in the sintered alloy constituting the brake ring 3 is 400 micro Vickers hardness.
If the content is less than 5%, or if the content is less than 5% by volume, it is difficult to obtain sufficient wear resistance. In addition, even if the content of the hard particles exceeds 30% by volume, the abrasion resistance is not further remarkably improved, and a problem arises that the machinability such as the grindability is rather reduced.

From the viewpoint of the mechanical properties (particularly strength) of the brake ring 3, the porosity of the copper-based sintered alloy or the iron-based sintered alloy constituting the brake ring 3 may be 10% by volume or less. desirable. If the porosity exceeds 10% by volume, when the brake shoe 2 is pressed, the brake ring 3
Cracks may occur in the device and cause damage. The porosity can be controlled and controlled by a molding pressure, a sintering temperature, and the like when embossing the raw material powder.

(3) Two-layer structure ring (metal backing metal 12
And the brake ring 13) The two-layer structure ring used for the roller brake 19 according to the present invention has both excellent frictional sliding characteristics under dry conditions and excellent mechanical characteristics (strength) for realizing thinning. Required.

With respect to the frictional sliding characteristics, as described above,
Brake ring 1 made of copper-based sintered alloy located on the inner peripheral side of the two-layer structure ring fitted on the inner surface of guide case 11
A brake shoe 14 made of an iron-based alloy is pressed against the inner peripheral surface of No. 3 during braking. When the inner peripheral surface of the brake ring 13 and the outer peripheral surface of the brake shoe 14 are frictionally slid, the copper-based sintered alloy is not damaged by abrasion, and is further subjected to seizure and adhesion.
It is required that unpleasant phenomena such as squealing, chattering and vibration do not occur.

On the other hand, with regard to mechanical properties (strength), the brake ring
It is desirable that the thickness of 3 is thin. However, if the thickness of the sintered alloy brake ring 13 is reduced, there is a problem in handling of the compact in the manufacturing process, and the sintered body and the guide case 1 are hardened.
Since a problem such as breakage of the brake ring 13 occurs at the time of integration of the two, a thin ring body having excellent strength is required.

In order to simultaneously satisfy these two characteristics, the present inventors ensured the wear and sliding characteristics by the brake ring 13 made of a copper-based sintered alloy and maintained the mechanical characteristics of the metal base material. A material design that is secured by the backing metal 12 has been devised. That is, a brake ring 13 made of a thin copper-based sintered alloy is joined to a thin metal backing metal 12.
It has been found that the application of the layered ring is effective.

The manufacturing process including the characteristics of the metal backing metal 12 and the brake ring 13 and the method of joining them together will be described in detail below.

Metal Back Metal 12 As will be described later, when producing a two-layer structure, a copper-based sintered alloy powder is filled in a metal back metal 12 and heated in a furnace at a temperature of 700 ° C. or higher. The metal backing metal 12
It is desired that there is no characteristic deterioration due to heating at a temperature of 700 ° C. or more. Further, it is desired that any of a fusion welding method, a brazing method, and a diffusion bonding method can be applied as described later when joining with the guide case 11. From such a viewpoint, in the present invention, the metal backing metal 12 is selected from iron-based, copper-based, titanium-based materials or alloys thereof. In particular, SPCC (JI
S) A stamped steel plate such as a steel plate is more preferable.

Regarding the shape of the metal backing metal 12, a strip-shaped or rectangular metal plate is prepared, and a two-layer structure plate in which a copper-based sintered alloy is joined on this metal plate is manufactured. Thereafter, a two-layer structure ring in which the copper-based sintered alloy is located on the inner peripheral surface side is created by performing a bending process into a ring shape by press or roll rolling. Therefore, it is desirable that the width of the band-shaped or rectangular metal plate matches the width of the brake ring 13.

Brake ring made of copper-based sintered alloy
13 As described above, the brake shoe 14 is
It is desired that no unpleasant phenomena such as wear damage, seizure, squeal, chatter, vibration, etc. occur between the outer peripheral surface of the brake shoe 14 and the inner peripheral surface of the brake ring 13 when pressed.

The main causes of wear damage during braking of the copper-based sintered alloy constituting the brake ring 13 are the following two points.

(I) Brake shoe 14 as the partner material
Due to repetition of minute seizure and adhesion with the outer peripheral surface of

(Ii) The copper-based sintered alloy constituting the brake ring 13 is attacked by the brake shoes 14 and is worn and damaged due to insufficient wear resistance.

It has been confirmed from these two points that as the wear damage phenomenon progresses, discomfort phenomena such as squealing, chattering and vibration are also induced.

Therefore, first, in order to suppress the seizure phenomenon and the adhesion phenomenon between the inner peripheral surface of the brake ring 13 and the outer peripheral surface of the brake shoe 14, as described above, the brake shoe 14 is made of graphite, One or more solid lubricating components of molybdenum disulfide, tungsten disulfide and boron nitride are contained in an amount of 1% by weight or more, and the brake ring 13
Contains 1% by weight or more of one or more of solid lubricating components of graphite, molybdenum disulfide, tungsten disulfide, and boron nitride. The total amount must be at least 3% by weight.

Conversely, when the brake ring 13 contains no solid lubricating component, when the content of the solid lubricating component contained in the brake ring 13 is less than 1% by weight, or when the brake ring 13 and the brake shoe 14 If the total amount of the solid lubricating components contained in the steel is less than 3% by weight, it is difficult to suppress the seizure phenomenon and the adhesion phenomenon during braking.

In order to ensure sufficient wear resistance of the copper-based sintered alloy constituting the brake ring 13, it is effective to add hard particles to the brake ring 13. It is preferable to use a copper-based sintered alloy containing 5% by volume or more and 30% by volume or less of hard particles having the above hardness.

That is, when the hardness of the hard particles contained in the brake ring 13 is less than 400 micro Vickers hardness or when the content thereof is less than 5% by volume, it is difficult to obtain sufficient wear resistance. It is. In addition, even if the content of the hard particles exceeds 30% by volume, the abrasion resistance is not further remarkably improved, and a problem that the machinability such as the grindability is rather deteriorated may occur.

In addition to the characteristics described above, the metal backing metal 1
It is desired for the copper-based sintered alloy constituting the brake ring 13 to be firmly bonded to the alloy 2.

That is, the copper-based sintered alloy is peeled off from the backing metal when the two-layer structure band is bent into a ring shape, and the copper-based sintered alloy is peeled off from the backing metal when the brake shoe is pressed. It is necessary to suppress that.

Therefore, the present inventors considered that the sintered body and the metal backing metal 12 were simultaneously sintered in the sintering process for producing the copper-based sintered alloy.
It has been found that it is effective to add an iron-phosphorus alloy powder into a raw material powder of a copper-based sintered alloy in order to promote the integration by diffusion bonding.

The phosphorus contained in the iron-phosphorus alloy powder contains a copper-phosphorus intermetallic compound with the copper component in the copper-based sintered alloy and the iron, copper, and titanium contained in the metal backing metal 12, respectively. And an (Fe, Cu, Ti) -P-based intermetallic compound and a (Fe, Ti) -Cu-P-based intermetallic compound, respectively. As a result, the wettability at the interface between the copper-based sintered alloy and the metal back metal 12 constituting the brake ring 13 is improved, and the integrated bonding of the two by diffusion bonding is promoted. When the content of phosphorus in the iron-phosphorus alloy powder contained in the brake ring 13 in the range of 1 to 10% by weight is 5 to 30% by weight, there is an effect of promoting diffusion bonding as described above.

Conversely, when the phosphorus content is less than 5% by weight, it is necessary to increase the ratio of the iron-phosphorus alloy powder contained in the brake ring 13 to more than 10% by weight. However, iron-phosphorus-based alloy powder is more expensive than other raw material powders, and thus causes an economic problem. On the other hand, when producing an iron-phosphorus alloy powder having a phosphorus content of more than 30% by weight, a large amount of phosphorus is added in consideration of the amount of evaporation because phosphorus is significantly evaporated during the production process. Necessity arises and raises economic issues. Therefore, it is desirable that the content of phosphorus in the iron-phosphorus alloy powder mixed into the powder material for the copper-based sintered alloy constituting the two-layer structure ring of the present invention is 5 to 30% by weight.

However, the phosphorus content needs to be 0.3% by weight or more based on the entire brake ring 13. As described above, the interdiffusion phenomenon progresses due to the phosphorus component in the iron-phosphorus alloy powder, but when the amount of phosphorus contained in the entire copper-based sintered alloy is less than 0.3% by weight, In addition, the interface between the copper-based sintered alloy and the metal backing metal 12 constituting the brake ring 13 cannot be sufficiently wetted,
Since the mutual diffusion does not proceed reliably, there arises a problem that a sufficient bonding strength cannot be obtained. Therefore, the phosphorus content in the raw material mixed powder of the copper-based sintered alloy is 0.3% in total.
It is preferred that the content be at least 10% by weight.

As described above, if the content of phosphorus exceeds 3% by weight, a problem of economy arises, which is not preferable.

Metal back metal 12 and brake ring 13
A method for manufacturing a two-layer structure strip will be described with reference to FIGS. 4 to 11.

Back Metal Insertion Step 101 First, referring to FIGS. 4 to 6, a band-shaped or rectangular metal plate 202 for a back metal cut into a predetermined shape and size is prepared, and a metal plate 202 of a size that can be inserted therein is prepared. A mold 201 having one or more recesses is prepared, and metal plates 202 for back metal are inserted one by one into the bottoms of the recesses of the mold 201.

Powder Filling Step 102 Referring to FIG. 4 and FIG.
2, a raw material powder 203 for a copper-based sintered alloy having a predetermined composition is supplied and filled. If the depth of the concave portion of the mold 201 used here and the thickness of the metal plate 202 are constant, the metal plate 2
Since the depth of the concave portion of the mold with the 02 inserted is constant, the weight of the raw material powder 203 filling the concave portion is always constant. As a result, there is an effect that the thickness of the obtained copper-based sintered alloy can also be controlled to be constant.

At this time, by controlling the apparent density (AD value) of the raw material powder 203 filled in the mold 201, it is possible to control the porosity of the copper-based sintered alloy after the heat sintering. . However, besides adjusting the apparent density, as a method of controlling the porosity of the sintered alloy, for example, it is effective to press and compress the mixed powder in a mold 201 with a press or the like in a state where the mixed powder is filled. Thereby, the porosity can be adjusted within the range of 3 to 20% by volume. In particular, by controlling the pressing force, it is possible to produce a denser copper-based sintered alloy of 10% by volume or less after sintering.

Sintering simultaneous diffusion bonding step 103 Referring to FIG. 4 and FIG.
With the raw material powder 203 and the raw material powder 203 filled, the entire mold 201 is carried into a sintering furnace heated to a temperature of 700 ° C. or more and 1050 ° C. or less, and heated and held. As a result, the copper alloy powders are sintered together, and at the same time, the copper-based sintered alloy is integrated with the metal plate 202 by diffusion bonding to form a two-layer structure band as a laminate. The diffusion bonding between the copper-based sintered alloy and the metal plate 202 is an effect of the above-described phosphorus component in the iron-phosphorus-based alloy powder.

However, in order to further improve the bonding strength between the copper-based sintered alloy and the metal plate 202, nickel, tin, copper, zinc, cobalt, or the like is formed on the surface of the metal plate 202 in contact with the copper-based sintered alloy. It is also effective to form a plating layer containing any of silver or their alloy components in advance.

The sintering conditions will be described in more detail.
It is desirable that the inside of the sintering furnace be an inert gas atmosphere, a non-oxidizing gas atmosphere, or a vacuum, and a copper-based sintered alloy can be created by heating and maintaining the temperature in such an atmosphere at 700 ° C. or higher and 1050 ° C. or lower. At the same time, integrated joining with a metal plate becomes possible.

Conversely, if the sintering temperature is lower than 700 ° C., a copper-based sintered alloy having the required wear resistance cannot be obtained because the raw material powders do not sufficiently sinter and bond with each other. On the other hand, temperature 1
If the temperature exceeds 050 ° C., the sintering and bonding between the copper-based powders proceed remarkably, and the sintered alloy shrinks remarkably. Therefore, problems such as warpage and deformation occur in the obtained two-layer structure.

When sintering is performed in an atmosphere other than an inert gas atmosphere, a reducing gas atmosphere (non-oxidizing atmosphere), or a vacuum, for example, in the air, an oxidizing phenomenon occurs in the raw material powder, and Since sintering and bonding do not proceed, there is a possibility that a problem may occur that a copper-based sintered alloy having the required wear resistance cannot be obtained.

Also, the metal plate 202 and the raw material powder 203
The mold 201 used to fill the
In this process, the copper-based raw material powder 203 and the metal plate 202
And metal bonding, that is, diffusion and sintering
No. For this purpose, the material of the mold 201 is carbon or
Tungsten carbide cemented carbide or SiC, Si
_Four N_Three , Al_Two O_Three , ZrO_Two Such as ceramics
Any deviation is effective.

Further, according to the present invention, as shown in FIG. 8, for example, several recesses are provided in the mold 201 in which the metal plate 202 can be inserted, and the sintering furnace is stacked in a state where a plurality of molds 201 are stacked. By carrying it in, a large number of two-layered structure strips can be produced in one sintering step, which is excellent in economy. On the other hand, according to the conventional technique as shown in FIG. 12, a two-layer sheet is manufactured by inserting the powder 220 into one large backing sheet 221 and inserting the powder 220 into a sintering furnace.
This is cut into a predetermined size by a punching method or a laser processing method, but this method has the following problems.

(A) The yield is reduced due to the margin for cutting. (B) Since the amount of powder filling (thickness / density of the sintered body) at the end of the back metal sheet varies, it is necessary to remove the end of the transfer sliding material sheet, thereby reducing the yield. Problems arise.

Compression molding or roll rolling step 104 Referring to FIGS. 4, 9 and 10, in the copper-based sintered alloy constituting the two-layer structure ring according to the present invention, after the above-described simultaneous simultaneous diffusion bonding step 103, It is also possible to adjust the porosity to 10% by volume or less by pressing, rolling or the like. For example, the porosity in the copper-based sintered alloy is reduced to 10% by volume or less by subjecting the two-layered structure body 204 obtained in the sintering simultaneous diffusion bonding step 103 to press working or roll rolling again. And more dense copper-based sintered alloy 205
Can be obtained.

Re-sintering step 105 Referring to FIGS. 4 and 11, after the above-described compression molding or roll rolling step 104, an inert gas atmosphere and a reducing gas atmosphere (non-oxidizing 20) or re-pressurized in vacuum
6 by heating and holding, the strength of the copper-based sintered alloy
The present inventors have also found that the wear resistance can be improved. If the temperature is lower than 700 ° C., the effect of improving the strength or wear resistance is not sufficient because a sufficient sintering phenomenon does not proceed, and copper-based sintering is not performed except in an inert gas atmosphere, a reducing gas atmosphere, or a vacuum. Since the oxidation phenomenon proceeds at the old powder grain boundary in gold, strength and wear resistance are not sufficiently improved.

(4) Brake Rings 3 and 13 The common configuration of the brake rings 3 and 13 will be described in detail below.

The hard particles contained in the brake rings 3 and 13 are, for example, FeCr, FeMo, F
iron-based intermetallic compounds such as eAl, FeSi, FeTi, FeW, Al ₂ O ₃ , MgO ₂ , SiO ₂ , Cr ₂ O
₃ , oxide-based ceramics such as TiO ₂ and ZrO ₂ and nitride-based ceramics such as AlN and Si ₃ N ₄ are effective. Since carbide-based ceramics such as SiC have remarkably hard particles, they cause problems such as attacking instead of a mating material (brake shoe) and deteriorating machinability. Avoided.

Further, in order to prevent the hard particles from dropping out of the sintered alloy during sliding, for example, the surface of the ceramic particles is treated with a copper plating film, and the powder is used as a raw material powder (iron powder or copper powder). By mixing and sintering, the copper plating layer on the surface reacts with the base material of the sintered alloy, and the ceramic particles are firmly held in the sintered alloy.

Also, hard particles such as iron-based intermetallic compound particles and ceramic particles are mixed with iron-based powder or copper-based powder forming a base material, and the resulting mixture is mechanically alloyed by a high energy pulverizer such as a ball mill or an attritor. By performing the above, a hard particle-dispersed composite metal powder in which finely pulverized hard particles having a diameter of 10 μm or less are dispersed in a base material of an iron-based powder or a copper-based powder is obtained. By molding and sintering the hard particles, the hard particles can be firmly held in the base material of the sintered alloy.

When the brake rings 3 and 13 are made of a copper-based sintered alloy, and the brake rings are used under high-speed and high-pressure sliding conditions, 3 to 20% by weight is used.
It is preferable that the copper alloy contains at least one or more of the following tin, 5 wt% to 40 wt% zinc, and 5 wt% to 40 wt% nickel.

Tin has the effect of improving the seizure resistance with the mating material at high temperatures, and zinc and nickel have the effect of improving the heat resistance and corrosion resistance of the copper alloy. Each element is preferably added within the above range, and if it is below the lower limit of the specified range, a sufficient effect cannot be obtained for each element, and the effect is significantly improved even if added above the upper limit. Instead, problems such as hardening of the copper alloy base and reduction in toughness occur.

Further, when pores exist in the sintered alloy constituting the brake rings 3 and 13, the pores are impregnated with a resin component such as a phenolic resin or an epoxy resin so that the brake rings 3 and 13 are impregnated. , 13 are improved. As a result, the vibration generated at the sliding interface between the brake rings 3 and 13 and the brake shoes 2 and 14 is attenuated and absorbed in the brake rings 3 and 13,
The present inventors have also found that a decrease in running performance can be suppressed without transmitting to the guide cases 1 and 11.

(5) Guide Case A metal material selected from iron-based alloys, aluminum alloys, copper alloys, titanium alloys, and magnesium alloys can be applied to the guide cases 1 and 11 used for the roller brakes 9 and 19 according to the present invention. . For example, from the viewpoint of economy, an iron-based alloy is desirable for general-purpose bicycle use, and a titanium alloy, a magnesium alloy, and an aluminum alloy are preferable for use in a racing vehicle or the like from the viewpoint of weight reduction. Among them, an aluminum alloy having a large thermal conductivity is more effective in terms of heat radiation characteristics. Further, from the viewpoint of fusion bonding with the two-layer structure ring, an iron-based alloy or an aluminum alloy is more effective as the material of the guide case 11.

(6) Guide case 1 and brake ring
It is necessary to integrate the brake ring 3 with the guide case 1 so that the brake ring 3 does not rotate during engagement braking with the guide case 1. Normally, a press-fitting method is used. In addition to this, in the present invention, at least one uneven portion is provided on the outer peripheral surface of the brake ring 3,
In order to cope with this, the guide case 1 is characterized in that the inner peripheral surface has an uneven portion having a shape to be fitted with the above-described uneven portion. By the fitting of such uneven portions, the brake ring 3 is integrated with the guide case 1 without rotating. It is necessary to optimize the shape, number, and location of the uneven portions depending on the braking effect, the size of the brake, and the like. Are desirably arranged symmetrically.

(7) Guide Case 11 and Two-Layer Phosphorus
As the brake ring 13 and the metal back metal 12 during bonding method braking of the grayed does not rotate, it is necessary to these integrated with the guide case 11. Normally, a press-fitting method is used. However, in the present invention, the metal backing metal 12
And the guide case 11 are joined and integrated by a fusion welding method, a brazing method, or a diffusion bonding method. In addition, arc welding, YAG laser welding, CO ₂
Inventing the use of laser welding or electron beam welding, the YA is used for local fusion bonding in a narrower area.
The present inventors have found that it is effective to apply a G laser.

[0107]

(Example 1) A copper-based sintered body for a brake ring (a copper alloy, a solid lubricant, and a hard particle) having the alloy composition shown in Table 1 (only hard particles are expressed in volume% and other weight% is shown). And an iron-based alloy for a brake shoe (including an iron alloy and a solid lubricant).

[0108]

[Table 1]

In the column of “Chemical composition of copper-based sintered body for ring”, “Sn”, “Ni” and “Zn” indicate the contents of Sn, Ni and Zn relative to the copper alloy, and “solid lubricant”
"Hard particles" indicate their content relative to the copper-based sintered body. The column of "Chemical composition of iron-based alloy for shoe" indicates the content of each composition with respect to the iron-based alloy. A chip test piece 302 shown in FIG. 13 was formed from the copper-based sintered body shown in Table 1, a disk test piece 301 was formed from the iron-based alloy shown in Table 1, and a pressing force (P) was obtained using these friction test pieces. = 5 MPa) in the direction indicated by the arrow 304 via the substrate 303.
02. A chip-on-disk friction test was performed for 30 minutes in the air at a sliding speed of 1.7 m / s. Then, the friction coefficient μ (average value in the entire test process), the presence or absence of squeal during the test, and the amount of wear damage after the test (copper-based sintered body and iron-based alloy) were examined. Table 2 shows the results.

[0110]

[Table 2]

The iron-based alloy used here had a transverse rupture strength of 1
It has a hardness of 80 to 250 MPa and a hardness of 69 to 82 HRF (Rockwell hardness of F scale), and has an appropriate range defined by the present invention. On the other hand, the porosity of the copper-based sintered body is 2% by volume or less. The hardness of the hard particles used here is 580 to 820 MHv (micro Vickers hardness).
Which satisfies the appropriate range defined by the present invention.

As shown in Table 2, in Samples 1 to 10, a copper-based sintered alloy for rings and an iron-based alloy for brake shoes having the alloy composition specified by the present invention were used.
When both were combined, they exhibited excellent frictional sliding characteristics under dry conditions (in air) and exhibited a stable friction coefficient. In addition, it was confirmed that both materials exhibited good friction-sliding characteristics without causing remarkable wear damage or adhesion phenomenon and without squealing phenomenon at the time of sliding.

On the other hand, in the samples 11 to 20, the following problems were confirmed. Sample 11 Since the brake ring did not contain a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 12 Since the solid lubricant component of the brake ring was as small as 0.5% by weight, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 13 Since the sum of the solid lubricating components of the brake ring and the brake shoe was as small as 1.5% by weight, an adhesive wear phenomenon occurred during sliding, and squealing occurred.

Sample 14 Since the sum of the solid lubricating components of the brake ring and the brake shoe was as small as 2.5% by weight, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 15 As a result of the brake shoe not containing a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 16 Because the solid lubricating component of the brake shoe was as large as 6% by weight, remarkable wear damage was caused and squeal was confirmed.

Sample 17 Since the hard particle component of the brake ring was as small as 3.5% by volume, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 18 Since the hard particle component of the brake ring was as small as 2.5% by volume, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 19 Since the brake ring did not contain a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 20 Since the hard particle component of the brake ring was as small as 1.0% by volume, an adhesive wear phenomenon occurred during sliding, and squealing was confirmed.

(Example 2) An iron-based sintered body for a brake ring and an iron-based alloy for a brake shoe having the alloy composition shown in Table 3 (only hard particles are expressed by volume%, all others are expressed by weight%) were prepared.

[0124]

[Table 3]

In Table 3, "Chemical composition of iron-based sintered body for ring"
Column indicates the content of each composition with respect to the iron-based sintered body, and the column of "Chemical composition of iron-based alloy for shoe" indicates the content of each composition with respect to the iron-based alloy. A chip-shaped test piece is formed from an iron-based sintered body, a disk test piece is formed from an iron-based alloy, and these friction test pieces are used in the atmosphere under a pressure of 7 MPa and a slip speed of 1.0 m / s. A 30 minute chip-on-disk friction test was performed. Then, the friction coefficient μ (average value in the entire test process), the presence or absence of squeal during the test, and the amount of wear damage after the test (iron-based sintered body and iron-based alloy) were investigated. Table 4 shows the results.

[0126]

[Table 4]

Incidentally, the iron-based alloy for brake shoes used here has a bending strength of 180 to 250 MPa and a hardness of 69 to 82.
It has an HRF, which is within the proper range defined by the present invention. On the other hand, the porosity of the iron-based sintered body is 2% by volume or less.
The hardness of the hard particles used here was 580 to 820M.
Hv, which satisfies the appropriate range defined by the present invention.

As shown in Table 4, in Samples 21 to 27, an iron-based sintered alloy for a ring and an iron-based alloy for a brake shoe having the alloy composition specified by the present invention were used and combined. Therefore, it exhibited excellent frictional sliding characteristics under dry conditions (in the atmosphere) and exhibited a stable friction coefficient. Also,
It was confirmed that both materials exhibited good friction-sliding characteristics without significant wear damage or adhesion phenomenon and without squealing phenomenon during sliding.

On the other hand, for the samples 28 to 33, the following problems were confirmed. Sample 28 As a result of the brake ring not containing a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 29 Since the sum of the solid lubricant components of the brake ring and the brake shoe was as small as 2.0% by weight, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 30 As a result of the brake shoe not containing a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 31 Since the solid lubricating component of the brake shoe was as large as 6% by weight, remarkable wear damage was caused and squeal was confirmed.

Sample 32 Since the hard particle component of the brake ring was as small as 2.0% by volume, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 33 Since the hard particle component of the brake ring was as small as 4.0% by volume, an adhesive wear phenomenon occurred during sliding, and squealing was confirmed.

(Example 3) A brake ring (outer diameter φ45 m) having an uneven portion on the outer peripheral surface capable of fitting with the guide case was formed from the copper-based sintered material shown as Sample 2 in Table 1 of Example 1.
m, an inner diameter of 35 mm, and a total length (width) of 8 mm). Further, from an iron-based alloy material having the mechanical properties shown in Table 5,
Three brake shoes having the same curvature on the outer peripheral surface as the inner peripheral surface of the ring were produced. Then, this brake ring was press-fitted and fitted into a SCM415 (carburized) steel guide case main body to produce a roller brake containing no oil and grease as shown in FIG.

The alloy composition of the iron-based alloy for a brake shoe used herein has an appropriate range defined by the present invention. This was mounted on a 24-inch bicycle and subjected to a durability test under the following condition A. At that time, 100, 500,
The friction coefficient μ at 1000 cycles was calculated, and the wear and damage of the ring and the brake shoe and the presence or absence of squeal were examined.

(Condition A) A 10 kgf lever input (pressing surface pressure from a shoe: about 4 MPa) was applied from a state where the bicycle was running at a speed of 5 km / h, and the bicycle was stopped for 4 seconds. Next, the pressing surface pressure is set to 0 and the bicycle speed is set to 5 km / h as one cycle, and a durability test is performed for a total of 1000 cycles.

As a result, it was confirmed that under any of the conditions A, even when any of the iron-based alloys shown in Table 5 was used, a stable high friction coefficient was obtained without significant wear damage and squealing. Was. Therefore, the test was performed under more severe condition B.

(Condition B) A 10 kgf lever input (pressing surface pressure from the shoe: 4 MPa) was applied while the bicycle was running at a speed of 15 km / h, and the bicycle was stopped for 4 seconds. Next, the pressing surface pressure was set to 0, and the bicycle speed was set to 15 km / h to make one cycle, and a durability test was performed for a total of 1000 cycles.

Table 5 shows the results.

[0141]

[Table 5]

As shown in Table 5, in Samples 41 to 44, the iron-based sintered alloy for rings having the alloy composition specified by the present invention and the iron-based alloy for brake shoes having the mechanical properties specified by the present invention were used. A roller brake was prepared using the roller brake, and a braking cycle durability test was evaluated. Thus, a stable friction coefficient was exhibited even under severe condition B. In addition, it was confirmed that both materials exhibited good frictional sliding characteristics without remarkable wear damage or adhesion phenomenon and without squealing phenomenon during sliding.

Further, by making the curvature of the inner peripheral surface of the ring and the outer peripheral surface of the brake shoe the same, the local partial contact of the shoe is eliminated, and a uniform friction is realized by realizing uniform contact. It was found that it could be used as a roller brake under non-lubricated conditions without grease or oil.

On the other hand, in Samples 45 to 47, it was confirmed that the sample had a high friction coefficient stably without significant wear damage and squealing phenomenon under the condition A, but under the more severe condition B as follows. Problems were identified.

Sample 45: Since the breaking force and hardness of the brake shoe were not sufficient, the brake shoe was pressed against the roller and deformed, and cohesive wear was caused by one-sided contact with the brake ring, and the squealing phenomenon occurred. The test was stopped at 465 cycles.

Sample 46: The brake shoe was pressed against the roller due to insufficient hardness of the brake shoe, deformed, and caused to adhere to the brake ring by one-sided wear. Ceased.

Sample 47 Since the bending force of the brake shoe was not sufficient, the brake shoe was pressed against the roller and deformed. At the same time, abrasion occurred due to one-sided contact with the brake ring. The test was stopped on a cycle.

(Example 4) In a copper-based sintered alloy for a ring and an iron-based alloy for a brake shoe, which is a combination of Sample 3 described in Table 1 of Example 1, the porosity of the copper-based sintered body was determined. As shown in Table 6, a phenol-based resin or an epoxy-based resin was impregnated therein to produce a copper-based sintered body. A chip-shaped test piece is formed from this copper-based sintered body, and a disk test piece is formed from an iron-based alloy. Using these test pieces, a chip-on-disk friction test (in air) is performed under the following conditions.
Was performed.

(Condition A) Pressure: 1 MPa, Sliding speed: 0.8 m / s, Test time: 30 minutes (Condition B) Pressure: 2 MPa, Sliding speed: 1.0 m / s, Test time: 30 minutes In A, no abrasion damage, no significant change in the coefficient of friction, and no squeal were observed in all the combinations shown in Table 6. On the other hand, Table 6 shows the results of the test performed under the condition B.

[0150]

[Table 6]

Here, the difference (maximum value-minimum value) of the friction coefficient in all the test processes was defined as Δμ. The iron-based alloy for brake shoes used here has a bending strength of 195 MPa and a hardness of 7
8HRF, which satisfies the appropriate range defined by the present invention. The hardness of the hard particles used here is 69.
5 MHv (micro Vickers hardness), which satisfies the appropriate range defined by the present invention.

As shown in Table 6, the more severe sliding conditions B
Even under the conditions, the samples 51 to 57 do not contain resin without cohesive wear by impregnating the copper-based sintered alloy for rings having a porosity defined by the present invention with a predetermined resin. Stabilization of the coefficient of friction (Δμ
Value can be reduced). As a result, it was found that unpleasant phenomena such as vibration and chatter and low-frequency squeal during braking can be suppressed in the roller brake.

On the other hand, Samples 59 and 60 exhibited good frictional sliding characteristics under the condition A, but the following problems were confirmed under the more severe sliding condition B.

Sample 59 Since the porosity was as large as 13% by volume, cracks occurred in the copper-based sintered body, and as a result, adhesive wear occurred on a part of the sliding surface.

Sample 60 Since the porosity was as large as 12% by volume, cracks occurred in the copper-based sintered body, and as a result, adhesive wear occurred on a part of the sliding surface.

(Example 5) A strip-shaped steel plate (SP having no plating layer) serving as a backing of a two-layer structure ring was placed in a carbon mold.
CC board / plate thickness: 0.3mm, width: 10mm, length: 15
5 mm), each copper-based mixed powder (copper alloy powder, solid lubricant, hard particles and Fe-) having the alloy composition shown in Table 7 (only hard particles are expressed by volume%, all others are expressed by weight%). Powder mixed with P alloy powder). Note that Sn, Ni, and Zn are alloy compositions in the copper alloy,
“Sn”, “Ni”, and “Zn” are Sn for copper alloy,
Shows the contents of Ni and Zn. “Fe-22% P”, “solid lubricant”, and “hard particles” indicate their content relative to the mixed powder.

[0157]

[Table 7]

This mixed powder was heated at a temperature of 900 in a nitrogen atmosphere.
By sintering at 1 ° C. for 1 hour, a two-layer structure material in which a copper-based sintered alloy was joined on a strip-shaped steel sheet was produced. By performing recompression and resintering, the true density ratio of each copper-based sintered alloy was adjusted to 94 to 96%. This is bent into a ring shape with an outer diameter of 50 mm by a hydraulic press,
A brake ring having the same weight as the mixed powder was produced. Then, this is inserted into a guide case body (SCM
420 carburized material), and the contact interface between the back metal contacting the inner peripheral surface of the guide case and the guide case was melt-bonded using a YAG laser. Thus, a roller brake main body was manufactured.

Also, the roller brake 2
A brake shoe having the same curvature on the outer peripheral surface as the inner peripheral surface on the copper-based friction material side of the layered ring and having the alloy composition shown in Table 7 was prepared. The column of "Chemical composition of iron-based alloy for shoes" in Table 7 shows the content of each composition with respect to the iron-based alloy.
By setting this in a roller brake main body, a roller brake having a predetermined structure was produced. In this case, the brake ring and the brake shoe frictionally slide under dry conditions without using a semi-fixed liquid lubricant such as grease or oil.

The brake was mounted on a 24-inch bicycle, and the bicycle was run at a speed of 10 km / h.
2kgf lever input (pressing surface pressure from shoe: about 3M
Pa), and stopped for 4 seconds. Next, the durability test was performed for a total of 1000 cycles, in which the pressing surface pressure was set to 0 and the speed was set to 10 km / h as one cycle. Then, the friction coefficient μ (average value in the entire test process), the presence or absence of squeal during the test, and the amount of wear damage after the test (copper-based sintered alloy and iron-based sintered alloy) were examined. Table 8 shows the results.

[0161]

[Table 8]

The iron-based alloy for brake shoes used here, except for sample 76, had a bending strength of 180 to 250M.
It has a Pa and a hardness of 69 to 82 HRF, and has an appropriate range defined by the present invention. The hardness of each hard particle used for the copper-based sintered alloy is 580 to 820 MHv.
(Micro Vickers hardness), which satisfies the appropriate range defined by the present invention.

As shown in Table 8, in Samples 61 to 70, a two-layer structure ring composed of a copper-based sintered alloy having the alloy composition specified by the present invention, a steel backing joined to the sintered alloy, and As a result of evaluating the durability performance of the roller brake manufactured using the iron-based alloy brake shoe, a stable friction coefficient was exhibited, and no remarkable wear damage or adhesion phenomenon occurred in both the brake ring and the brake shoe. In addition, it was confirmed that good characteristics were exhibited without accompanying the squealing phenomenon during braking. Furthermore, by making the curvature of the inner peripheral surface of the copper-based sintered alloy of the two-layered brake ring equal to that of the outer peripheral surface of the brake shoe, a local one-sided phenomenon of the brake shoe is eliminated and uniform contact is realized. This proved that the roller brake exhibited stable braking force under non-lubricated conditions without grease and oil. On the other hand, in the samples 71 to 81, the following problems were confirmed.

Sample 71 As a result of the brake ring not containing a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 72 Since the solid lubricating component of the brake ring was as small as 0.5% by weight, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 73 Since the sum of the solid lubricating components of the brake ring and the brake shoe was as small as 1.5% by weight, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 74 Since the total solid lubricating component of the brake ring and the brake shoe was as small as 2.5% by weight, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 75 As a result of the brake shoe not containing a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 76 Since the solid lubricating component of the brake shoe was as large as 6% by weight, remarkable wear damage was caused, and the brake was deformed.

Sample 77 Since the hard particle component of the brake ring was as small as 3.5% by volume, an adhesive wear phenomenon occurred during sliding, and squealing was confirmed.

Sample 78 Since the hard particle component of the brake ring was as small as 2.5% by volume, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 79 Since the brake ring did not contain a solid lubricating component, an adhesive wear phenomenon occurred during sliding, and squealing was confirmed.

Sample 80 Since the hard particle component of the brake ring was as small as 1.0% by volume, an adhesive wear phenomenon occurred during sliding, and squeal was confirmed.

Sample 81 Since the brake ring did not contain iron-phosphorus alloy powder, the bonding strength between the backing metal and the brake ring was not sufficiently obtained. As a result, the two-layer structure was bent into a ring shape. When this was done, the brake ring peeled off at the interface between the back metal and the joint, and the roller brake was not produced.

(Example 6) A copper-based sintered alloy having a porosity as shown in Table 9 was obtained by using a two-layered ring and a brake shoe composed of a combination of the samples 63 shown in Table 7 of Example 5. Produced.

[0176]

[Table 9]

Here, the difference (maximum value-minimum value) of the friction coefficient in all the test processes was defined as Δμ. The iron-based alloy for brake shoes used here has a transverse rupture strength of 195 MPa and a hardness of 78.
It has an HRF and satisfies the appropriate range defined by the present invention. The hardness of the hard particles used here was 695.
MHv (micro Vickers hardness), which satisfies the appropriate range defined by the present invention.

As shown in Table 9, in Samples 91 to 97, a severe condition B was obtained by impregnating a copper-based sintered alloy for rings having a porosity specified by the present invention with a predetermined resin.
Even at the bottom, it was confirmed that the stability of the friction coefficient can be improved (the Δμ value can be reduced) as compared with the sample 98 containing no resin without causing cohesive wear. As a result, it was found that unpleasant phenomena such as vibration and chatter and low-frequency squeal during braking can be suppressed in the roller brake.

On the other hand, in samples 99 to 101,
Under condition A, good frictional sliding characteristics were exhibited, but under more severe condition B, the following problems were confirmed.

Sample 99 Since the porosity was as large as 23% by volume, cracks occurred in the copper-based sintered alloy, and as a result, adhesive wear occurred on a part of the sliding surface.

Sample 100 Since the porosity was as large as 24% by volume, cracks occurred in the copper-based sintered alloy, and as a result, adhesive wear occurred on a part of the sliding surface.

Sample 101 Since the porosity was as large as 23% by volume, cracks occurred in the copper-based sintered alloy, and as a result, squealing phenomenon and adhesive wear on the sliding surface occurred.

Example 7 A strip-shaped steel plate (S without a plating layer) serving as a backing of a two-layered ring was placed in a ceramic mold.
PCC material / plate thickness: 1 mm, width: 10 mm, length: 131
mm) was inserted. Thereafter, each copper-based mixed powder (mixed powder of copper-tin alloy powder, FeMo, graphite, and Fe-P alloy powder) having the alloy composition shown in Table 10 (only hard particles are expressed by volume%, all others are expressed by weight%) ) And sintered at 850 ° C. for 1 hour in a nitrogen atmosphere. "Sn"
Indicates the Sn content with respect to the copper alloy. Others indicate the content relative to the mixed powder. Further, by performing recompression and resintering (750 ° C. × 1 hr / in a nitrogen atmosphere), a copper-based sintered alloy (width: 10 mm,
(Length: 131 mm, thickness: 6 mm) to produce a two-layer structure material.

The iron-phosphorus powder used (average particle size:
The alloy composition (30 to 65 μm) is shown in [] in Table 10 as% by weight, and the phosphorus content with respect to the entire mixed powder is also shown in% by weight.

In addition, FeMo was added to the mixed powder as hard particles. The FeMo had an average particle size of 8 μm, a maximum particle size of 20 μm, and a hardness of 860 to 1120 MHv (micro Vickers hardness). F uniformly in copper-based powder
eMo was added to the raw material powder as a hard particle dispersed composite powder in which eMo was dispersed. The content of FeMo with respect to the weight of the raw material powder was represented by volume%. The porosity of the obtained copper-based sintered alloy was 5 to 7% by volume.

Then, in the sintering step, in order to measure the bondability between the back metal made of SPCC steel sheet and the copper-based sintered alloy bonded thereto, the two-layer structural material was cut into a length of 30 mm, and then subjected to shearing force. Was measured. Also, the remaining two-layer structure (length 100
mm) was press-bent into a ring shape having a diameter of 30 mm, and the presence or absence of peeling at the interface between the back metal and the copper-based sintered alloy was confirmed. Table 10 shows the results.

[0187]

[Table 10]

Samples 111 to 111 produced by the production method of the present invention
In 115, a two-layer structure obtained by solidifying the raw material powder having the compounding composition specified by the present invention under appropriate conditions was produced, so that the iron-phosphorus alloy powder having the predetermined composition was contained. Sufficient bonding strength was obtained at the bonding interface between the back metal sheet and the copper-based sintered alloy. Further, even in the ring-shaped bending, there was no peeling phenomenon at the interface between the back metal and the copper-based sintered alloy, and a favorable two-layer strip-shaped copper-based sintered alloy for rings was obtained. On the other hand, the following problems were confirmed in samples 116 to 119.

Sample 116 Since the phosphorus content of the raw material mixed powder of the copper-based sintered alloy was smaller than an appropriate value, sufficient shearing and peeling force could not be obtained at the contact interface between the back metal and the sintered alloy. A peeling phenomenon occurred at the interface between the back metal and the sintered alloy.

Sample 117 Even if the iron-phosphorus powder was added in excess of the upper limit of 10% by volume in the appropriate range, the joining strength was not greatly increased, and on the contrary, the iron-phosphorus powder was expensive.
There is a problem of economy due to adding a large amount of phosphorus-based powder.

Sample 118 The phosphorus content in the iron-phosphorus powder was adjusted to the upper limit of an appropriate range of 3
Addition of more than 0% by weight does not greatly increase the bonding strength, and conversely raises the problem of economics by using an expensive iron-phosphorous powder containing a large amount of phosphorus.

Sample 119 Since the raw material mixed powder of the copper-based sintered alloy did not contain the iron-phosphorus-based powder, sufficient shearing and peeling force could not be obtained at the joint interface between the backing metal and the sintered alloy, and the backing metal was not bent during bending. A peeling phenomenon occurred at the interface of the sintered alloy.

Example 8 A strip-shaped steel plate (SPCC having no plating layer) serving as a backing of a two-layer structure was placed in a carbon mold.
Material / thickness: 0.3mm, width: 10mm, length: 155m
m) was inserted. Thereafter, a copper-based mixed powder having the alloy composition described in Sample 62 in Table 7 was filled and sintered at 900 ° C. for 1 hour in a nitrogen atmosphere, whereby the copper-based sintered alloy was joined on the strip-shaped steel sheet. A two-layer structure was produced.

The porosity of the copper-based sintered alloy was adjusted to 5% by volume by performing recompression and resintering.

Then, this was pressed with an outer diameter φ5 by a hydraulic press.
After bending to a ring shape of 0mm, inner diameter φ5
0mm guide case body (Al-30% by weight, SiC
Alloy). A brazing material was interposed at the contact interface between the back metal of the two-layer structure ring in contact with the inner peripheral surface of the guide case and the aluminum alloy guide case, and brazing was performed by heating in a vacuum to produce a roller brake body.

Further, the outer circumferential surface of the two-layer structure ring constituting the roller brake has the same curvature as the inner circumferential surface on the copper-based friction material side of the iron-based alloy material having the mechanical characteristics shown in Table 11, and Three brake shoes having the alloy composition shown in Sample 62 were prepared. This was set on a roller brake main body to produce a roller brake having a predetermined structure.

Here, a semi-solid / liquid lubricating component such as grease or oil is not used, and the brake ring and the brake shoe are frictionally slid under dry conditions. Further, the composition of the iron-based alloy for the brake shoe used herein has an appropriate range defined by the present invention. This was mounted on a 24-inch bicycle and subjected to an endurance test under the following condition A. At that time, the friction coefficient μ at 100, 500, and 1000 cycles was calculated, and the wear and damage of the ring and brake shoes, and the presence or absence of squealing investigated.

(Condition A) A 10 kgf lever input (pressing surface pressure from a shoe: about 4 MPa) was applied while the bicycle was running at a speed of 5 km / h, and the bicycle was stopped for 4 seconds. Next, by setting the pressing surface pressure to 0 and the bicycle speed to 5 km / h to make one cycle, a durability test was performed for a total of 1000 cycles.

As a result, it was confirmed that under any of the conditions A, even when any of the iron-based alloys in Table 11 was used, the alloy had a high friction coefficient stably without significant wear damage and squealing. Therefore, the test was performed under more severe condition B.

(Condition B) A 10 kgf lever input (pressing surface pressure from the shoe: about 4 MPa) was applied while the bicycle was running at a speed of 15 km / h, and the bicycle was stopped for 4 seconds. The pressing surface pressure from the shoe was set to 0, and the speed was set to 15 km /
h was taken as one cycle, and a durability test was performed for a total of 1000 cycles.

The results are shown in Table 11.

[0202]

[Table 11]

As shown in Table 11, Samples 121 to 124 have a two-layered structure ring (copper-based sintered alloy + SPCC steel plate backing) having the alloy composition specified by the present invention and a brake ring having the mechanical properties specified by the present invention. A roller brake is used using an iron-based alloy. Therefore, as a result of evaluating the braking cycle durability performance, a stable friction coefficient was exhibited even under more severe conditions B.

Further, it was confirmed that both materials exhibited good frictional sliding characteristics without remarkable abrasion damage or adhesion phenomenon and without squealing phenomenon during sliding.

Furthermore, by making the curvature of the inner peripheral surface of the ring equal to that of the outer peripheral surface of the brake shoe, a local one-side contact phenomenon of the shoe was eliminated, and uniform contact was realized. As a result, it was found that the friction coefficient was stable and that the roller brake could be sufficiently used under non-lubricating conditions without grease or oil.

On the other hand, in the samples 125 to 127, under the condition A, a good braking force was obtained without any abnormal noise or squealing phenomenon, but under the more severe use condition B, the following problems were confirmed. Was done.

Sample 125 Since the breaking force and hardness of the brake shoe were not sufficient, the brake shoe was pressed against the roller and deformed, and cohesive wear occurred due to a partial contact with the inner peripheral surface of the ring.
In addition, the test was stopped at 385 cycles due to occurrence of a squealing phenomenon.

Sample 126: The test was stopped at 685 cycles because the brake shoe was pressed against the roller and deformed due to insufficient hardness of the brake shoe. did.

Sample 127 The brake shoe was deformed by being pressed against the roller due to insufficient bending force of the brake shoe. At the same time, abrasion occurred due to one-sided contact with the ring. Ceased.

Example 9 A strip-shaped steel plate (SP without a plating layer) serving as a back metal of a two-layered ring was placed in a carbon mold.
CC material / plate thickness: 0.5 mm, width: 10 mm, length: 30
mm), a copper-based mixed powder having the alloy composition of Sample 64 in Table 7 was filled in the mold. Next, based on steps A to E shown in FIG. 14, a two-layer band material for a ring in which a copper-based sintered alloy was sintered on a back metal made of SPCC steel sheet was prepared.

Here, steps AE of FIG. 14 will be described. First, in all steps, a raw material powder for a copper-based sintered alloy is prepared, and the raw material powder is filled in a mold into which a strip-shaped steel plate is inserted.

Next, in step A, the powder is sintered to form a sintered body, and the steel sheet and the sintered body are diffusion-bonded by diffusion bonding.

In step B, the powder filled in the mold is compression-molded to form a molded body, and the molded body is sintered to form a sintered body, and at the same time, the sintered body and the steel plate are bonded by diffusion bonding. Join.

In the step C, the powder filled in the mold is sintered to form a sintered body, and at the same time, the sintered body and the steel sheet are joined by diffusion joining. Next, the sintered body is recompressed.

In step D, the powder in the mold is sintered to form a sintered body, and after the sintered body and the steel sheet are diffusion-bonded, the sintered body is recompressed and resintered.

In step E, the powder in the mold is compressed to form a molded body, and the molded body is sintered to form a sintered body, and the sintered body and the steel plate are joined by diffusion bonding. Thereafter, the sintered body is recompressed and resintered.

By these steps, the samples 131 to 14
Sample No. 3 was prepared, and a chip-shaped test piece was formed from these samples. Also, Fe-1 wt% Cr-1 wt% Ni
-2% by weight C-based iron-based alloy (hardness 79 HRF, bending strength: 1)
95 MPa) to form disc-shaped test pieces, and using these friction test pieces, a pressure of 2 MPa and a sliding speed of 1.
A chip-on-disk friction test was performed for 30 minutes in the air under the condition of 0 m / s.

Table 12 shows the measurement results of the porosity in the copper-based sintered alloy and the wear amount (wear thickness) on the tip side (copper-based sintered alloy) after the friction test of each sample.

[0219]

[Table 12]

According to Table 12, the samples 131 to 138 of the two-layered band material for a ring defined by the present invention were produced under appropriate conditions. It was confirmed that it was at a level that could be used sufficiently as a roller brake.

Further, compared to the step of filling and sintering the powder in the mold (step A), the step of pressure molding after filling (step B), the step of recompressing after sintering (step C), and the step of In the copper-based sintered alloy produced by the sintering step (Step D) or Step E in which Step B and Step D are combined, the porosity is reduced and the strength is further improved by re-sintering.
It was found that the wear damage of the sintered alloy was further reduced.

On the other hand, samples 139 to 143 had the following problems. Sample 139 Since the sintering temperature was lower than 670 ° C., which is lower than the appropriate value, sintering did not proceed sufficiently and marked wear occurred, while diffusion bonding with the back metal did not proceed sufficiently and the flakes partially separated. Was observed.

Sample 140 Since the sintering temperature was 670 ° C., which is lower than the appropriate value, sintering did not proceed sufficiently. As a result, the copper-based sintered alloy obtained even if the powder was pressed in advance was remarkable. Wear damage occurred.

Sample 141 Since the sintering temperature was 650 ° C., which is lower than the appropriate value, sintering did not proceed sufficiently. As a result, even if re-pressing after sintering, the copper-based sintered alloy obtained had remarkable wear damage. Occurred.

Sample 142 Since the copper-based sintered alloy was re-compressed and reheated after re-compression, it was carried out in the air, so that the oxidation phenomenon proceeded in the sintered alloy and marked wear damage occurred.

Sample 143 Since the sintering temperature was higher than an appropriate value of 1100 ° C., the liquid phase flowed out, the sintered alloy was deformed, and the two-layer structure was warped.

For reference, in sample 144, resintering was performed at 650 ° C. for 1 hour in a nitrogen atmosphere.
Since the sintering temperature was lower than the appropriate value, the strength of the sintered alloy was not further improved, and, for example, no significant difference was observed in the amount of wear damage when compared with the sample 132.

[0228]

According to the present invention, a roller brake for a vehicle which exhibits a stable friction coefficient exceeding 0.15 without causing seizure or wear damage under dry sliding conditions in which no grease or oil is interposed. Can be provided with excellent economic efficiency.

Further, according to the present invention, under a so-called dry sliding condition where there is no solid or semi-solid lubricating component such as grease or oil, braking is performed from a low speed / low pressure state to a high speed / high pressure state. In this case, the two-layer structure ring and the brake shoe constituting the brake exhibit a stable friction coefficient exceeding 0.15 without causing seizure or wear damage. In particular, by reducing the thickness of the copper-based sintered alloy exhibiting frictional sliding characteristics, the weight and cost of the roller brake can be reduced. Although the embodiments and examples mainly show the roller brake, the present invention can be applied not only to the roller brake but also to a vehicle drum brake (leading trailing, two-leading, duo servo, etc.).

[Brief description of the drawings]

FIG. 1 is a side view showing a roller brake according to one embodiment of the present invention.

FIG. 2 is a diagram showing a cross-section taken along line II-II in FIG.

FIG. 3 is a side view showing a roller brake according to another embodiment of the present invention.

FIG. 4 is a process chart showing a method for manufacturing a brake ring according to the present invention.

FIG. 5 is a side view of a mold shown for explaining a back metal insertion step.

FIG. 6 is a plan view of a mold shown for explaining a back metal insertion step.

FIG. 7 is a side view of a mold shown for explaining a powder filling step.

FIG. 8 is a view for explaining a sintering simultaneous diffusion step.

FIG. 9 is a side view of the copper-based sintered alloy shown for explaining the compression molding or roll rolling step.

FIG. 10 is a side view of a compressed copper-based sintered alloy shown for explaining a compression molding or roll rolling step.

FIG. 11 is a view for explaining a resintering step.

FIG. 12 is a side view showing a conventional sintering method.

FIG. 13 is a diagram for explaining a chip-on-disk friction test.

FIG. 14 is a process chart showing a method for producing a two-layer structure band for a ring according to the present invention.

[Explanation of symbols]

 1, 11 Guide case 2, 14 Brake shoe 3, 13 Brake ring 9, 19 Roller brake for vehicle 12 Outer ring (metal backing)

Claims (25)

[Claims] 1. A brake ring fixed to an inner peripheral surface of a guide case that rotates while being connected to a wheel, and a brake shoe having an outer peripheral surface having substantially the same curvature as the inner peripheral surface of the brake ring. A vehicle brake for controlling rotation of the wheel by pressing an outer peripheral surface of the brake shoe against an inner peripheral surface of the brake ring, wherein the brake ring and the brake shoe are made of graphite, molybdenum disulfide, The brake shoe contains at least one lubricant selected from the group consisting of tungsten sulfide and boron nitride, wherein the content of the lubricant with respect to the brake ring in the brake ring is 1% by weight or more; Wherein the content of the lubricant with respect to the brake shoe is 0.5% by weight or more and 5% by weight or less; The sum of the content of the lubricant between the content of the lubricant in the ring in the brake shoe is 3 wt% or more, the brake for a vehicle. 2. The vehicle brake according to claim 1, wherein said brake shoe is made of an iron-based alloy. 3. The vehicle brake according to claim 1, wherein the brake ring is made of an iron-based sintered alloy or a copper-based sintered alloy. 4. The vehicle brake according to claim 1, wherein an outer ring is formed between said brake ring and said guide case. 5. An uneven portion is formed on an inner peripheral surface of the guide case, and an uneven portion is formed on an outer peripheral surface of the brake ring so as to be fitted with the uneven portion.
The vehicle brake according to any one of claims 1 to 3. 6. The vehicle brake according to claim 1, wherein the brake ring has a hole, and a porosity in the brake ring is 10% by volume or less. 7. An outer ring made of a metal material fixed to an inner peripheral surface of a guide case that rotates while being connected to a wheel, and a brake ring made of a copper-based sintered alloy joined to an inner peripheral surface of the outer ring. And a brake shoe made of an iron-based alloy having an outer peripheral surface having substantially the same curvature as that of the inner peripheral surface of the brake ring, and pressing the outer peripheral surface of the brake shoe against the inner peripheral surface of the brake ring. A brake for controlling the rotation of the wheel, wherein the brake ring and the brake shoe each include at least one lubricant selected from the group consisting of graphite, molybdenum disulfide, tungsten disulfide, and boron nitride. A content of the lubricant in the brake ring in the brake ring is 1% by weight or more, and the brake in the brake shoe is included. The content of the lubricant in the shoe is 0.5% by weight or more and 5% by weight or less, and the sum of the content of the lubricant in the brake ring and the content of the lubricant in the brake shoe. Is not less than 3% by weight, and the brake ring is not less than 0.3% by weight and 3% by weight of phosphorus.
Vehicle brakes containing: 8. The brake ring contains 1% by weight or more and 10% by weight or less of iron-phosphorus alloy powder, and contains the phosphorus in the iron-phosphorus alloy powder with respect to the iron-phosphorus alloy powder. The amount is 5% by weight or more and 30% by weight or less,
The vehicle brake according to claim 7. 9. The metal material includes at least one selected from the group consisting of iron, copper and titanium.
Or the vehicle brake according to 8. 10. The vehicle brake according to claim 7, wherein the brake ring has a hole, and a porosity in the brake ring is 10% by volume or less. 11. The brake shoe has a temperature of 25 ° C.
The vehicle brake according to any one of claims 1 to 10, wherein the vehicle brake has a tensile strength of 150 MPa or more and a Rockwell hardness of F scale of 65 or more. 12. The brake ring according to claim 1, wherein the volume of the brake ring is at least
0% by volume or less of hard particles, wherein the hard particles
A micro Vickers hardness of 0 or more, wherein
The vehicle brake according to any one of claims 11 to 11. 13. The brake ring comprises a copper alloy containing at least one selected from the group consisting of tin, zinc and nickel, and the tin content in the brake ring with respect to the copper alloy is 3% by weight. % To 20% by weight, and the content of zinc in the copper alloy in the brake ring is 5% to 40% by weight, and the content of nickel in the brake ring in the copper alloy. The vehicle brake according to any one of claims 1 to 12, wherein the amount is 5% by weight or more and 40% by weight or less. 14. The hard particles, comprising: an iron-based intermetallic compound;
13. The composition according to claim 12, comprising at least one selected from the group consisting of oxide-based ceramics and nitride-based ceramics.
Or the vehicle brake according to item 13. 15. The vehicle according to claim 1, wherein the brake ring has a hole, and the brake ring includes a phenolic resin or an epoxy resin in the hole. brake. 16. The guide case includes at least one selected from the group consisting of an iron-based alloy, an aluminum alloy, a copper-based alloy, a titanium alloy, and a magnesium alloy.
A vehicle brake according to any one of claims 1 to 15. 17. A step of preparing a metal plate having a predetermined size; a step of mounting a raw material powder obtained by mixing a copper alloy powder, a solid lubricant, and hard particles at a predetermined ratio on the metal plate; The temperature of the metal plate and the raw material powder is set to 700 ° C. or more and 10
A step of sintering the copper alloy powder to form a copper-based sintered alloy by keeping the atmosphere at 50 ° C. or lower, and diffusion bonding the metal plate and the copper-based sintered alloy to form a laminate Bending the laminate into a ring shape so that the metal plate becomes an outer peripheral portion to form a ring body; and an outer peripheral surface of the ring body faces an inner peripheral surface of a guide case connected to a wheel. A method of manufacturing a brake ring for a vehicle, comprising: a step of inserting the ring body into the guide case so as to perform the joining; and a step of joining a metal plate, which is an outer peripheral portion of the ring body, to the guide case. 18. The step of placing the raw material powder on the metal plate includes, after inserting the metal plate into a mold, placing the raw material powder on the metal plate and compressing the raw material powder. The method for manufacturing a vehicle brake ring according to claim 17, comprising forming a molded body by using the method. 19. The vehicle according to claim 17, wherein at least one selected from the group consisting of nickel, tin, copper, zinc, cobalt, and silver is interposed between the metal plate and the raw material powder. Of manufacturing brake rings for automobiles. 20. at least one selected from the group consisting of nickel, tin, copper, zinc, cobalt and silver,
The metal plate is formed on a surface of the metal plate by plating.
10. The method for manufacturing the vehicle brake ring according to item 9. 21. The raw material powder contains at least 1% by weight of at least one lubricant selected from the group consisting of graphite, molybdenum disulfide, tungsten disulfide and boron nitride, and the raw material powder contains 1% by weight of iron-phosphorus alloy powder having a content of 5% by weight or more and 30% by weight or less and the balance being iron
The raw material powder contains hard particles in an amount of 5% by volume to 30% by volume, and the raw material powder contains copper containing at least one selected from the group consisting of tin, zinc and nickel. An alloy, wherein the content of tin with respect to the copper alloy in the raw material powder is 3% by weight or more and 20% by weight or less, and the content of the zinc with respect to the copper alloy in the raw material powder is 5% by weight. 2% by weight or less and 40% by weight or less, and the content of the nickel with respect to the copper alloy in the raw material powder is 5% by weight or more and 40% by weight or less.
21. The method for manufacturing a vehicle brake ring according to any one of 7 to 20. 22. The vehicle according to claim 21, wherein the phosphorus forms an intermetallic compound near an interface between the copper-based sintered alloy and the metal plate when forming the copper-based sintered alloy. Manufacturing method of brake ring. 23. The method of manufacturing a vehicle brake ring according to claim 17, wherein the raw material powder is sintered after being pressed on the metal plate. 24. The step of forming the laminate,
The vehicle according to any one of claims 17 to 23, wherein the copper-based sintered alloy is pressurized by press or roll rolling so that a porosity in the copper-based sintered alloy becomes 10% by volume or less. Of manufacturing brake rings for automobiles. 25. The pressurized copper-based sintered alloy is resintered in an atmosphere of an inert gas, a non-oxidizing gas, or a vacuum at a temperature of 700 ° C. or higher. Of manufacturing a vehicle brake ring.