MXPA98001310A - Rotors / brake drums and fr pads - Google Patents

Abstract

The brakes of motorized vehicles employ pads (16 ', 16"), rotors (10') and / or stators (20) that exhibit superior resistance to temperature and wear than currently available brake parts. These pads (16 ', 16' '), rotors (10') and stators (20) are preferably made of a ceramic matrix composite material reinforced with structural fiber adapted for high temperature wear resistance through the addition of a material resistant to erosion / friction induction either on the braking surfaces of these parts, or disposed within the same composite material. Also disclosed is a method for integrally molding brake pads (16") to the surfaces of the metal parts of the fre

Description

ROTORS / BRAKE DRUMS AND BRAKE PADS BACKGROUND OF THE INVENTION TECHNICAL FIELD: This invention relates to brakes used in heavy vehicles such as aircraft, trucks, trains, and more particularly, to a composite material of ceramic matrix reinforced with structural fiber adapted for the use of high-temperature brakes for all components of a brake system or as brake pads, which can be used in a normal way as brake pads. It also relates to a method for integrally molding fiber-reinforced ceramic matrix composite brake components and attaching them to the surfaces of the metal brake parts.

BACKGROUND OF THE TECHNIQUE: Any vehicle that moves is typically provided with a brake system, with which it can be stopped. The lighter the combined arrest weight, the fewer problems involved in the design of a brake system, which will last for an extended period and then be easy and inexpensive replaceable or renewable. In this way, a vehicle such as a bicycle can be equipped with small rubber pads that compress and hold the wheel rims, which will last forever and which can be moved in a few minutes with little expense. When it reaches the mass of a car, which can contain a number of passengers, the development of frictional heat during the arrests becomes a problem that has to be considered. Most automobiles now employ a so-called caliper disc brake on at least the front wheels, since during stopping the weight of the vehicle moves forward towards the front wheels due to the force of inertia. The disc brakes shown in Figure 1 have a good stopping power for several reasons. A rotor 10 carries the wheel (not shown) on the arrow 12. As the wheel rotates, the rotor 10 rotates in combination with it. The rotor 10 is disposed between a pair of gauges 14 having brake pads 16 thereon. To stop the automobile, a hydraulic pressure is used to move the gauges 14 together until the rotor 10 is compressed under the pressure between the pads 16. The gauges 14 are attached to the chassis of the automobile and can not rotate. The pads 16 are made of a high friction material that resists deterioration and wear under absolutely high temperature conditions. In this way, when the rotor 10 is compressed by the gauges 14, a highly frictive stopping force is applied to the rotor 10, causing the automobile to stop. Since the pads 16 are flat and are in contact with the flat sides of the rotor 10, the entire area of the pads 16 comes into contact with the rotor 10 to impart the stopping forces. This is in contrast to the so-called "drum" brakes, where the shoe bearing the pad is a circular arc, which is supposed to coincide and is fixed inside a cylindrical brake drum. If there is a misalignment, only small parts of the pad actually rub the drum. And, if there is a frictional force group generating a frictional heat, the drum can be twisted by heat. With the disc brake, in contrast, the rotor 10 is in the air stream passing under the car, is thicker, and therefore is usually able to dissipate any heat development that occurs and. Even if a small twist occurs, the calibers are usually in a flotation assembly that can follow the rolling effect resulting from the rotor. To further prevent any damage to the surface of the rotor 10, the prior art suggests, as shown in Figure 2, looking towards the rotor 10 with a monolithic ceramic coating 18, which may or may not work for its intended purpose within of the environment of a car. It definitely can not work for a brake system such as the one directed by the present invention. When an airplane stops, the brake system is a completely different story. Particularly with a so-called "jumbo" jet that carries hundreds of passengers plus their luggage and cargo in addition to the weight of the same aircraft, the design of a successful brake system is a major problem. The prior art is depicted in Figure 3 in a simplified form. There is a plurality of rotors 10 'carrying arrows 12, which, in turn, carry the wheels (not shown) of the airplane. The rotors 10 'are stacked with a plurality of stators 20 in a stack 22. Since only two rotors 10' are shown, this is for simplicity, and many rotors 10 'and stators 20 may be in the stack 22 of a typical brake of airplane. The stack 22 is arranged in the mass of a wheel. The stators 20 are fixed and do not rotate while the rotors 10 'rotate in combination with the wheels 10. To apply the brake and stop the airplane, hydraulic pressure is applied, which causes the battery 22 to be compressed together thus compressing the rotors 10 'rotation between fixed stators 20. With a smaller aircraft, the aforementioned brake construction is not a problem and works well for its intended purpose. With the arrival of large aircraft (both commercial and military), frictional forces and the development of present heat quickly became a major factor. This is particularly true with an aborted takeoff, or with a non-normal braking, which can result in the complete destruction of the entire brake battery 22. Modern aircraft brakes are of three types, all steel (rotors and pads) ) or steel rotors with compressed pads, and carbon / carbon rotors and pads. With an all steel brake system, both the stators 20 and the 10 'rotors are made of high quality steel specifically designed for that purpose. The steel / steel brakes develop good internal friction forces. This is necessary in order to stop the airplane. If the friction is removed, there is no heat development, but there is no created stopping force either. Under the conditions of a normal stop, the brakes are applied in such a way that they can dissipate the generated heat before it becomes a problem. Also, the so-called "jet brake" created by inverting the thrust of the jet engines is used to decelerate the airplane so that the brakes do not have to work completely. The airplane is never fully brought to a stop from the landing speed, so that the rotors 10 'and the stators 20 are separated in the stack 22 as the heat created in them by the frictional forces dissipates. In an aborted takeoff, the airplane has reached a high speed on the ground, which may be close to that required for takeoff. At the last moment, the decision is made and aborted, that is, the takeoff is canceled. The only thing available to take the airplane to a complete stop before the end of the trajectory are its brakes To achieve this, the pilot must "stand" on the brakes, that is, apply them completely and keep them there until the plane stops The result is a development of heat that can not be dissipated successfully over time. The rotors 10 'and the stators 20 literally become so hot that as the aircraft stops (or perhaps faster) they are welded together. In addition, heat development travels to the surrounding structure and wheels and can still cause them to ignite. If the brakes are locked before the airplane stops, the rubber wheels drag rather than spin, thus rapidly wearing through them, causing them to burn, causing the support structure to drag on the ground and crush. In short, there may be something that is happening to require extensive repair of the aircraft before it is able to fly again. To solve the problem described above, carbon / carbon brakes were developed and used in the prior art. The carbon / carbon brakes have a number of problems, they provide low friction characteristics until they are heated, they are porous, and therefore can be contaminated by antifreeze or other fluids, they are oxidized at a temperature similar to that analyzed during "the heavy filtration ", generate corrosive dust, and are very expensive and time consuming to be formed. The carbon 10 'rotors and the carbon 20 stators are created through an infiltration procedure that is very expensive and took a long time to achieve. The cold battery 22 has a very low coefficient of friction and will not stop the aircraft. In this way, when it is the first shot of the plane, the pilot must periodically apply the brakes to cause the development of sufficient heat, so that the airplane can be stopped with the brakes when the need arises. If the need arises before sufficient friction has developed, the aircraft can not be stopped quickly. Since the problem of brake attack is eliminated, most of the airlines and the military currently use carbon / carbon brakes despite their disadvantages. Trucks, trains and racing applications can also use a better braking system, providing a lighter weight and a longer life than current technology braking materials. Therefore, it is an object of this invention to provide an attack-resistant battery type brake system for aircraft and the like, which has a low cost and is easily repairable. It is another object of this invention to provide an anti-attack stack type braking system for aircraft and the like, which has a high coefficient of friction even when cold. It is a further object of this invention to provide an attack-resistant battery-type braking system for aircraft and the like, which employs brake pads which can be replaced without having to replace the entire stack of rotors and stators. A further object of the present invention is to provide a rotor / drum / brake pad material that is resistant to destruction in any application involving high frictional braking forces and extremely high generated heat. It is a further object of the present invention to provide a brake rotor material that is resistant to destruction in any application involving highly frictional braking forces and extremely high generated heat. Other objects and benefits of this invention will be apparent from the description that follows when read along with accompanying accompanying drawings.

DESCRIPTION OF THE INVENTION The above objects have been achieved through a method for fog a high-temperature brake pad that is resistant to wear and the connection thereof with a brake part comprising the steps of fog a rotor / stator or brake pad. a composite material of ceramic matrix reinforced with structural fiber comprising a generic fiber system and an erosion / friction resistant production material disposed through a polymer resin derived from a burning polymer: binding or joining the brake pad to a surface of the brake part; and smooth the contact braking surface of the brake pad as necessary. The preferred method for making rotors and drums includes the steps of selecting the ceramic resin derived from silicon-carboxyl resin polymer or alumina silicate resin; and use a generic fiber alumina system, Nextel 312, Nextel 440, Nextel 510, Nextel 550, silicon nitride, silicon carbide, HPZ, graphite, carbon and peat. Optionally to achieve a harder material, the method includes the additional step of arranging a contact surface material on the fibers of the generic fiber system thus preventing the ceramic resin derived from the ignited polymer from adhering directly to the fibers. When employed, this step comprises having the contact surface material as a thickness of a few microns of carbon, silicon nitride, silicon carbide and / or boron nitride. The method also includes the step of disposing up to about 60 volume% of alumina, mulite, silica, silicon carbide, titania, silicon nitride, boron nitride, or an equivalent material, or any combination thereof, up to a volume total of approximately 60%, through the fibers of the generic fiber system at least adjacent to the contact braking surface. Different combinations allow the development of hardness and friction coefficients of the material and thus provide a variable "feel" to the user. However, the provision of a total of about 25% by volume of alumina and / or mulite is preferred. The method may include, if appropriate to the physiology of the generic fiber system; the step is to arrange the fibers of the generic fiber system adjacent to the contact braking surface parallel to the contact braking surface. It is also possible to include the arrangement of the fibers of the generic fiber system adjacent to the contact braking surface along circular arc segments and radial lines with respect to a center of rotation of a brake component for contacting the contact braking surface. As an alternative to fix or bond adhesively, if a suitable temperature resistant adhesive is developed, the invention also includes a method for fog a high temperature and wear resistant brake pad and attaching it to a brake part comprising the steps of: fog a brake pad having joint members extending therefrom from the structural fiber reinforced ceramic matrix composite material comprising a generic fiber system and an erosion / friction resistant material, disposed through of a ceramic resin derived from polymer ignited; placing the brake pad in a mold for the brake part with the joining members extending towards a portion of the mold which will be filled with the metal fog the brake part; and filling the mold with molten metal to form the brake part and capture the joining members therein. That method also includes the additional steps of removing the brake part of the mold; machining and finishing the brake part as necessary; and smooth the contact braking surface of the brake pad as necessary. In addition, there is the option to manufacture rotors and pads for automotive scale brake applications from the polymer-based ceramic composite material system that does not require any metal reinforcement; The brake pad consisting only of the ceramic material is compressed between the brake caliper and the brake rotor. The brake rotor can also be a ceramic material placed with brakes or with pins directly the mass of the wheel, or the rotor can be made of traditional steels such as rotors of current technology or preferably of metal matrix composite materials (such as the ALCAN's F3S20S alloy) for additional wear resistance when running against the ceramic brake pads.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a simplified front view showing a prior art caliper disc brake of the type used in automobiles. Figure 2 shows the disc brake of the prior art of Figure 1 with monolithic ceramic coating on the faces of the rotor as suggested by the prior art. Figure 3 is a simplified front view of our prior art aircraft brake. Figure 4 is an enlarged and partially cut-away drawing of an aircraft brake according to the present invention in its first embodiment. Figure 5 is an enlarged drawing of an aircraft brake according to the present invention in its second embodiment. Figures 6 and 7 illustrate the method for reinforcing the brake components of Figure 5 according to the present invention. Figure 8 depicts a method of permanently attaching a FRCMC brake pad to a metal, stator, or shoe rotor by melting it in place BEST METHOD FOR CARRYING OUT THE INVENTION In accordance with an aspect of the present invention directed specifically at aircraft brakes as presented in Figure 4, the parts of an aircraft brake stack 22 are made of a modified structural fiber reinforced ceramic composite (FRCMC) matrix material. specifically for brake use. In this regard, the FRCMC brake material of this invention is similar to rotors and stators that are made entirely of an almost compressed brake pad material capable of resisting the heat and frictional forces of braking the craft. That is, the FRCMC brake material of this invention comprises a ceramic material impregnated with fiber, which also includes friction production elements. Said structural FRCMC material exhibits a high resistance to rupture and is particularly applicable to be used for parts in high temperature applications. The FRCMC material employs any commercially available polymer-derived ceramic resin such as the silicon-carboxyl resin (sold by Allied Signal under the trade name Blackglas) or alumina silicate resin (sold by Applied Poleramics under the product designation). C02), combined with a generic fiber system such as, but not limited to, alumina, Nextel 312, Nextel 440. Nextel 510, Nextel 550, silicon nitride, silicon carbide, silicon carbide, HPZ, graphite, carbon and peat. To achieve the objects of the invention, the fiber system is first coated to a thickness of 0.1-5.0 microns with a contact surface material such as carbon, silicon nitride, silicon carbide and boron nitride, or multiple layers of one or more of these contact surface materials. The contact surface material prevents the resin from adhering directly to the fibers of the fiber system. In this way, when the resin has been converted to a ceramic, there is a slight play between the ceramic and the fibers imparting the desired qualities to the final FRCMC. The method for forming the rupture-resistant structural FRCMC parts generally encompasses the steps of coating the fibers of a generic fiber system including one or more of the aforementioned fibers with the contact surface materials, mixing the coated fibers with a or more of the pre-ceramic polymer resins, forming the resin containing the coated fibers to a desired part, and igniting the part at a temperature and for a time that converts the polymer resin to a ceramic. As described in the co-pending application entitled REDUCING WEAR BETWEEN STRUCTURAL FIBER REINFORCED CERAMIC MATRIX COMPOSITE AUTOMOTIVE ENGINE PARTS IN SLIDING CONTACTING RELATIONSHI P, series number PCT / US96 / 11771, filed on the date thereof, the surface of the structural FRCMC material can be altered to reduce wear / erosion in such applications by applying an erosion resistant coating. Specifically, it is described that: The contact surfaces of the ceramic fiber reinforced ceramic composite component employing a mat of woven or nonwoven fabric fibers are covered with an erosion resistant coating, which is hermetically bonded to the surface of wear of FRCMC structures. For this purpose, the erosion resistant coating preferably comprises mulite (ie alumina silicate AI2Si4), alumina (ie AI2O3), or equivalent, applied through a plasma spray, generally in accordance with techniques well known to those skilled in the art. experts in the field. The erosion resistant coating is applied as follows. Before the application of the erosion resistant coating, all holes are completed with any other machining. After the completion of the machining procedure, if any, all sharp edges on the surface of the part are removed. If the part has been machined, it is placed in an oven for a suitable time and temperature to assume the "burn" of any of the cutting lubricants used in the machining process (typically 2 hours at 371.1 ° C (700 ° F)). ), but it is dependent on the lubricant). The key is to get to the erosion resistance coating to join the FRCMC structure. If the surface of the FRCMC structure is not properly prepared, the erosion-resistant coating can simply scale and provide no long-term protection. If in the preferred aspect, the surface of the FRCMC structure is lightly cleaned with a jet of cutting shot to form small mounds within the ceramic matrix of the FRCMC structure. It is also believed that a light cleaning with blasting blast jet exposes lint or filaments on the exposed fiber of the generic fiber system, where the erosion resistant coating can hold and adhere to it. Blast cleaning with typical blasting blast that has proven to be successful in a shot of 100 @ 1,406 fg / cm2 (20 PSI). According to a second possible aspect, the surface of the FRCMC structure can be provided with a series of thin, shallow, regularly spaced grooves similar to fine "rocks" of a notch or bolt, where the erosion-resistant coating can lock mechanically. Essentially, the surface is classified to provide a rigid surface instead of a smooth surface. The depth, width and separation of the grooves is not critical and can be determined for each part or component without proper experimentation. In general, the grooves should be closely spaced in order to minimize any large smooth surface areas, where there is a potential for the erosion resistance coating to lose its adhesion and flake. In this way, overfilling may be preferable to surface sub -uration with the exception that overfilling requires the application of an additional wear material to provide a smooth wear surface after final milling. The grooves must be shallow in order to provide a mechanical seal area for the erosion-resistant coating if reducing the structural strength of the FRCMC structure to any appreciable extent. After surface preparation, the part is cleaned using dry compressed cleaning air and then charged to a suitable support fitting for the plasma spray process. Direct air blowers are used to cool the opposite side of the part during the application of the erosion resistant coating.

The erosion resistant coating sprayed with plasma is then applied using a deposition rate set at 5 grams per minute or more. The speed of the support fixture, the speed of movement of the plasma gun through the surface, and the spray width are set to obtain a pole spray pattern loaded with 50% transient. The spray gun is fixed relative to the sprayed surface from 0.254 to 7.62 cm away. The particle sizes used for this procedure vary from 170 to 400 meshes. Sufficient material is applied to allow finishing machining. After the application of the erosion resistant coating, the coated surface is smoothed with a diamond paper or an appropriately shaped tool (recommended commercial grade diamond tools) to achieve the final surface contour. Alternatively, the plasma sprayed coating can be applied and then the part with the bonded erosion resistant coating can also be reinfiltered with the pre-ceramic polymer resin and then converted to a ceramic state. The result is a further hardening of the coating by essentially incorporating the coating to the combined or mixed ceramic matrix composite formed from the combination of FRCMC and a monolithic wear coating reinforced with ceramic matrix integrally joined together by the common ceramic matrix .

It is also noted that the erosion-resistant coating can be applied through a "print and ignite" thin film position technique, or a "wet spray" technique, as desired in accordance with well-known procedures. . Nonetheless, any of the coating processes described above can be employed to provide the friction production elements in the brake parts of the present invention. The wear of the surface can also be reduced without employing the generic fiber system in the form of a woven fabric sphere at least adjacent to the surface; rather, using free fibers that are substantially parallel to the surface. For a rotating brake system, it seems that the best orientation could be for the fibers that lie along the circular arc segments or radial lines with respect to the rotational center of the part. Since such coating materials will probably work for brake components, having the necessary strength and wear resistance, it is preferred to modify the composition to increase the frictional coefficient of the material and, therefore, its braking efficiency while, at the same time time, it improves its resistance to wear or total erosion in the form of compressed brake shoes, instead of providing an erosion resistance only on the surface, so that it is lost after the surface is worn out by use. Up to this point, it is preferred that the friction induction, erosion resistant material be mixed with the resin / fiber mixture before the formation and ignition of the part. The particles of the wear resistant material can also be dispersed through the material after the primary or secondary "ignition", through conventional "SOL-GEL" techniques. This mixture may include up to 60% by volume of alumina, mulite, silica, silicon carbide, titania, silicon nitride, boron nitride, or an equivalent material, or any combination thereof up to a total volume of about 60%, through the fibers of the generic fiber system at least adjacent to the contact braking surface. Different combinations allow the development of hardness and coefficient of friction of the material and thus provide a variable "feel" to the user. However, it is preferred to provide a total of about 25% of the volume of alumina and / or mulite. Thus, in accordance with the preferred embodiment of the present invention, the steps for constructing a brake part such as the rotors 10 'and the stators 20 of Figure 4 comprise mixing about 25 vol.% Alumina and / or mulita powder, or equivalent, with the fiber system; mix the fiber-coated system with powder with the resin; form the part with the resin mixture, and ignite the resulting part at a temperature near 982.2 ° C as suggested by the manufacturer to convert the resin to a ceramic. Alternatively, the fibers may be first coated with the contact surface material described above before adding the alumina / mulite powder if a final structure having the qualities of the contact surface material for the particular application is desired. Since it has qualities, conventional compressed brake pads and the like do not have such resistance to heat and wear / erosion under extreme temperatures, the above-described FRCMC brake material of this invention can be made to a replaceable brake pad for use in any brake system that uses brake pads. Said aircraft brake stack 22 'is shown in Figure 5. The conventional steel rotors 10' and the stators 20 have brake pads 16 'in accordance with the present invention covering their braking surfaces. In this way, instead of replacing the rotors 10 'and the stators 20 as required with the brakes of the present steel / steel and carbon / carbon, the brakes can be "reinforced" in the form of automotive brakes thus reducing enormously the time and cost involved. Originally, automobile brake pads were attached to the brake pads that carried them. More recently with the arrival of appropriate adhesives, the so-called "joined" brake pads have been used, where the pads are adhesively bonded to the shoes. This reduces the incidence of rivets "damaging" the brake drums or brake rotors when the brake pads wear out too quickly beyond the required replacement point. With the brake pads attached, the pads should wear out to the point where the pad itself comes into contact with the drum or rotor before damage occurs. Unfortunately, there is no commercially available adhesive or bonding method that can bind the brake pads 16 'to the rotors 10' and the stators 20 and resist the temperatures generated during braking. Thus, an alternative method for attaching the pads 16 'to the rotors 10' and stators 20 should be used. An aspect depicted in Figures 6 and 7 and adapted to "reinforce" the rotors 10 'and stators 20 is simply to employ rivets 26. As shown in Figure 6, the old pad 16 'is first removed and discarded. As shown in Figure 7, the new pad 16 'is then placed on the rotor 10' and joined in place with rivets 26. After joining, the surface 28 of the pad 16 can be smooth and parallel surface, if required. In another aspect not intended for reinforcement, but for the production of lower costs as shown in Figure 8, the pads 16"are provided with fastening members 30 extending from their rear. resist extreme temperatures including that of the molten metal, the rotor 10 '(or stator 20) can be melted onto the pads 16. "The pads 16" are placed inside a mold 34 for the part to be cast (rotor 10' or stator) twenty). The molten metal 32 is then emptied into the mold 34 and allowed to harden. The finished part is then removed and machined, or otherwise terminated as necessary. One can also manufacture rotors and pads for automotive scale brake applications from the polymer-derived ceramic composite material system without requiring any metal reinforcement. The brake pad consists only of the ceramic material that is compressed between the brake caliper and the brake rotor. The brake rotor can also be made of a ceramic material attached with bolts or pins directly to the mass of the wheel, or the rotor can be made from traditional steels such as current technology rotors or preferably metal matrix composite materials (such as ALCAN's F3S2OS alloy) for additional wear resistance when running against the ceramic brake pads. And finally, the complete rotor and stator can be made from FRCMC without the need for any metal support structure and thus eliminating the problems associated with joining and / or fixing the friction materials to the structural members of the brake assembly .

Claims (59)

1. CLAIMS 1. A brake comprising: a plurality of rotors and stators that are formed of a ceramic matrix composite material reinforced with structural fiber comprising a generic fiber system and an erosion resistant / induction friction material disposed through the resin ceramic derived from polymer in its ceramic form. The brake according to claim 1, wherein a) the polymer-derived ceramic resin is selected from silicon-carboxyl resin, alumina silicate resin or an equivalent, and b) the generic fiber system comprises minus one of alumina, Nextel 312, Nextel 440, Nextel 510, Nextel 550, silicon nitride, silicon carbide, HPZ, graphite, carbon and peat 3 The brake according to claim 1, further comprising: a surface material of contact disposed on the fibers of the generic fiber system preventing the ceramic resin derived from the ignited polymer from adhering directly to the fibers. The brake according to claim 3, wherein said contact surface material comprises at least one layer with a thickness of 0.1-5 microns of at least one of carbon, silicon nitride, silicon carbide or nitride of boron. The brake according to claim 1, wherein: said erosion / friction resistant production material comprises at least one of alumina, mulite, silica, silicon carbide, titania, silicon nitride, and boron nitride . The brake according to claim 5, wherein: the total amount of the erosion / friction resistant production material is made of about 60% by volume of the ceramic matrix composite material reinforced with structural fiber. The brake according to claim 6, wherein: the erosion / friction resistant production material is at least one of alumina and mulite, comprises a total of about 25% by volume of the ceramic matrix composite material reinforced with structural fiber. The brake according to claim 1, wherein: the fibers of the generic fiber system adjacent to the contact surfaces are parallel to the contact surfaces. The brake according to claim 8, wherein further: the fibers of the generic fiber system adjacent to the contact surfaces are arranged along circular arc segments and radial lines with respect to a center of rotation of the battery. A brake comprising: a) a plurality of rotors and stators formed of metal, and b) a plurality of brake pads disposed on adjacent braking surfaces of said plurality of rotors and stators, the plurality of brake pads being formed of a composite material of a ceramic matrix reinforced with structural fiber comprising a generic fiber system and an erosion / friction resistant production material disposed through a ceramic ream derived from a burning polymer 11 The brake according to claim 10 , wherein a) said polymer-derived ceramic resin is selected from sihcium-carboxyl resin, alumina silicate resin or an equivalent, and b) the generic fiber system comprises at least one of alumina, Nextel 312, Nextel 440 , Nextel 510 Nextel 550, silicon nitride, silicon carbide, HPZ, graphite, carbon and peat 12 The brake according to claim 10 It further comprises a contact surface material disposed on the fibers of the generic fiber system preventing the polymer-derived ceramic resin from being in its ceramic from adhering directly to the fibers. The brake according to claim 12 wherein the material of contact surface comprises at least one layer with a thickness of 0.1-5.0 microns of at least one of carbon, silicon nitride, silicon carbide and boron nitride. 14. The brake according to claim 10, which further comprises: an erosion / friction resistant production material disposed through the fibers of the generic fiber system. The brake according to claim 14, wherein: the erosion / friction resistant production material comprises at least one of alumina, mulite, silica, silicon carbide, titania, silicon nitride and boron nitride. 16. The brake according to claim 15, wherein: the total amount of erosion / friction resistant production material is up to about 60% by volume of the ceramic matrix composite material reinforced with structural fiber. The brake according to claim 15, wherein: the erosion / friction resistant production material is at least one of alumina and mulite, and comprises a total of about 25% by volume of the matrix composite material ceramic reinforced with structural fiber. 18. The brake according to claim 10, wherein: the fibers of the generic fiber system adjacent to the braking contact surfaces are parallel to the braking contact surfaces. 19. The brake according to claim 10, wherein further: the fibers of the generic fiber system adjacent to the braking contact surfaces are arranged along circular arc segments and radial lines with respect to a center of rotation of the pile. The brake according to claim 10, wherein: said plurality of brake pads are mechanically clamped to the adjacent braking contact surfaces of the plurality of rotors and stators. The brake according to claim 10, wherein: said plurality of brake pads have retaining members extending therefrom and adjacent adjacent braking contact surfaces of the plurality of rotors and stators through of said retaining members that are disposed within the metal of the plurality of rotors and stators. 22. A brake comprising: a) at least one rotor comprising a composite material of ceramic matrix reinforced with structural fiber; and b) a plurality of brake pads adjacent to the braking contact surfaces of at least one rotor, the plurality of brake pads being formed of the structural fiber reinforced ceramic matrix composite material; wherein c) the composite material of ceramic matrix reinforced with structural fiber comprising a generic fiber system and a production material resistant to erosion / friction and is disposed through a ceramic resin derived from ignited polymer. The brake according to claim 22, wherein: a) the polymer-derived ceramic resin is selected from silicon resin, carboxyl, alumina silicate resin or one equivalent; and b) the generic fiber system comprises at least one of alumina, Nextel 312, Nextel 440, Nextel 510, Nextel 550, silicon nitride, silicon carbide, HPZ, graphite, carbon and peat. The brake according to claim 22, further comprising: a contact surface material disposed on the fibers of the generic fiber system preventing the ceramic resin derived from polymer in its ceramic from adhering directly to the fibers. The brake according to claim 24, wherein: the contact surface material comprises at least one layer with a thickness of 0.1-5.0 microns of at least one carbon, silicon nitride, silicon carbide and boron nitride. 26. The brake according to claim 22, further comprising: an erosion / friction resistant production material disposed through the fibers of the generic fiber system. 27. The brake according to claim 26, wherein: the erosion / friction resistant production material comprises at least one of alumina, mulite, silica, silicon carbide, titania, silicon nitride and boron nitride. The brake according to claim 27, wherein: the amount of erosion / friction resistant production material is up to about 60% by volume of the ceramic matrix composite material reinforced with structural fiber. The brake according to claim 27, wherein: the erosion / friction resistant production material is at least one of alumina and mulite, and comprises a total of about 25% by volume of the composite material ceramic matrix reinforced with structural fiber. 30. A brake pad resistant to high temperature and wear, comprising: a brake pad formed of a reinforced ceramic matrix composite material of structural fiber comprising a generic fiber system and an erosion resistant production material / friction disposed through a ceramic resin derived from polymer in its ceramic form. 31. The brake pad according to claim 30, wherein: a) the polymer-derived ceramic resin is selected from silicon-carboxyl resin, alumina silicate resin or an equivalent; and b) the generic fiber system comprises at least one of alumina, Nextel 312, Nextel 440, Nextel 510, Nextel 550, silicon nitride, silicon carbide, HPZ, graphite, carbon and peat. 32. The brake pad according to claim 30, further comprising: a contact surface material disposed on fibers of the generic fiber system preventing the ceramic resin derived from polymer in its ceramic from adhering directly to the fibers. 33. The brake pad according to claim 32, wherein: the contact surface material comprises at least one layer with a thickness of 0.1-5.0 microns of at least one carbon, silicon nitride, silicon carbide and boron nitride. 34. The brake pad according to claim 30, further comprising: an erosion / friction resistant production material disposed through the fibers of the generic fiber system. 35. The brake pad according to claim 34, wherein: the erosion / friction resistant production material comprises at least one of alumina, mulite, silica, silicon carbide, titania, silicon nitride, and nitride boron. 36. The brake pad according to claim 35, wherein: the total amount of the erosion / friction resistant production material is approximately up to 60% by volume of the ceramic matrix composite material reinforced with structural fiber. 37. The brake pad according to claim 35, wherein: the erosion / friction resistant production material is at least one of alumina and mulite, comprises a total of about 25% by volume of the matrix composite material ceramic reinforced structural fiber. 38. The brake pad according to claim 30, wherein: the fibers of the generic fiber system adjacent to a braking contact surface are parallel to the braking contact surface. 39. The brake pad according to claim 30, wherein: the fibers of the generic fiber system adjacent to a braking contact surface are arranged along circular arc segments and radial lines with respect to a center of rotation of a brake component in contact with the brake pad. 40. The brake pad according to claim 30, wherein: the brake pad includes means for mechanically fastening a part of the brake. 41. The brake pad according to claim 30, wherein: the brake pad includes attachment means extending therefrom to join the brake pad to a portion of the brake by melting the attachment means in the metal comprising the part of the brake. 42. A method for forming a brake pad resistant to high temperature and wear and joining it to a part of the brake comprising the steps of: a) forming a brake pad of a structural fiber reinforced ceramic matrix composite material comprising a generic fiber system and an erosion-resistant, friction-produced production material disposed through a ceramic resin derived from polymer in its ceramic form; b) fix the brake pad to a surface of the brake part; and c) smoothing a braking contact surface of the brake pad as necessary. 43. A method for forming a brake pad resistant to high temperature and wear and joining it to a part of the brake, comprising the steps of: a) forming a brake pad having joint members extending therefrom from a material composite of structural fiber reinforced ceramic matrix comprising a generic fiber system and an erosion / friction resistant production material disposed through a ceramic resin derived from polymer in its ceramic form; b) placing the brake pad in a mold for the brake part with the joining members extending towards a portion of the mold that will be filled with metal to form the brake part; and c) filling the mold with the metal to form the brake part and capturing the joining members therein. 44. The method according to claim 43, further comprising the steps of: a) removing the brake part from the mold; b) machining and finishing the brake part as necessary; and c) smoothing a braking contact surface of the brake pad as necessary. 45. A method for forming a brake rotor resistant to high temperature and wear and to join it to a part of the brake, comprising the steps of: a) forming a brake rotor of a reinforced ceramic matrix composite material of structural fiber comprising a generic fiber system and a production material resistant to erosion, friction, disposed through a ceramic resin derived from polymer in its ceramic form; b) connect the brake rotor to a surface of the brake part. 46. A method for forming a brake rotor resistant to high temperature and wear and to join it to a part of the brake, comprising the steps of: a) forming a brake rotor having joint members extending therefrom. a structural fiber reinforced ceramic matrix composite material comprising a generic fiber system and an erosion / friction resistant production material disposed through a ceramic resin derived from polymer in its ceramic form; b) placing the brake rotor in a mold for the brake part with the joining members extending towards a portion of the mold that will be filled with metal forming the brake part; and c) filling the mold with metal to form the brake part and capturing the joining members therein. 47. The method according to claim 46, further comprising the steps of: a) removing the brake part from the mold; b) machining and finishing the brake part as necessary; and c) smoothing the braking contact surface of the brake rotor as required. 48. A brake component having improved erosion resistance of a wear surface thereof, comprising: a) a brake component of structural fiber reinforced ceramic matrix composite; and b) a coating of friction induction / erosion resistant material covering the wear surface of the component. 49. The brake component according to claim 48, wherein the structural fiber-reinforced ceramic matrix composite brake component comprises: a) a polymer resin derived from polymer selected from silicon-carboxyl resin, resin alumina silicate or one equivalent; and b) a generic fiber system comprising at least one of alumina, Nextel 312, Nextel 440, Nextel 510, Nextel 550, silicon nitride, silicon carbide, HPZ, graphite, carbon and peat. 50. The brake component according to claim 48, further comprising: a contact surface material disposed on the fibers of the generic fiber system preventing the ceramic resin derived from the ignited polymer from adhering directly to the fibers. 51. The brake component according to claim 50, wherein: the contact surface material comprises at least one layer with a thickness of 0.1-5.0 microns of at least one carbon, silicon nitride, carbide silicon and boron nitride. 52. The component according to claim 48, wherein the erosion / friction resistant production material comprises at least one of alumina, mulite, silica, silicon carbide, titania, silicon nitride and boron nitride. 53. A method for forming a brake component of structural ceramic matrix composite having an improved erosion resistance of a wear surface thereof, comprising the steps of: a) forming the part of a polymer resin of pre-ceramic having fibers of a generic fiber system worn; b) light the part at a temperature and for a time that converts the resin to a ceramic; and c) coating the wear surface with an erosion resistant material. The method according to claim 53 wherein the step of coating the wear surface with an erosion resistant material comprises spraying the wear surface with the erosion resistant material with plasma. The method according to claim 53, wherein the step of coating the wear surface with an erosion resistant material comprises employing a "print and fire" thin film deposition technique to produce the erosion resistant material on the wear surface. according to claim 53, wherein the step of coating the wear surface with an erosion resistant material comprises employing a "wet spray" technique to produce an erosion resistant material on the wear surface. 57. The method according to claim 53, wherein the step of coating the wear surface with an erosion resistant material comprises: a) covering the erosion resistant material with a pre-ceramic polymer resin; and b) ignite the resin to form the ceramic. 58. The method according to claim 53, wherein the step of coating the wear surface with an erosion resistant material is preceded by the step of: regularly grooving the wear surface with a plurality of thin, shallow grooves , of closed spaces. 59. The method according to claim 53, wherein the step of reverting the wear surface with an erosion-resistant material is preceded by the step of: cleaning the wear surface with jets of cutting shot to create peat and expose its underlying fiber filaments. RE $ UMEN The brakes of motorized vehicles that use pads (16 ', 16"), rotors (10') and / or stators of (20) that exhibits a resistance superior to the temperature and wear that the brake parts currently available. (16 ', 16"), rotors (10') and stators (20) are preferably made of a ceramic matrix composite material reinforced with structural fiber adapted for high temperature and wear resistance through the addition of a material resistant to erosion / friction induction either on the braking surfaces of these parts, or arranged within the same composite material. Also disclosed is a method for integrally molding brake pads (16") to the surfaces of the metal parts of the brake.