US20020185346A1 - Brake pad with improved green performance - Google Patents
Brake pad with improved green performance Download PDFInfo
- Publication number
- US20020185346A1 US20020185346A1 US09/876,473 US87647301A US2002185346A1 US 20020185346 A1 US20020185346 A1 US 20020185346A1 US 87647301 A US87647301 A US 87647301A US 2002185346 A1 US2002185346 A1 US 2002185346A1
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- United States
- Prior art keywords
- pad layer
- pad
- brake
- friction
- layer
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
- F16D2069/002—Combination of different friction materials
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
- F16D2069/005—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces having a layered structure
Definitions
- the present invention relates to a method for improving the performance of brake pads of a vehicle braking system.
- Brake pads are generally designed for durability. However, to obtain long-life, brake pads of current brake systems employ friction materials that require a “break-in” period before the pads can provide a high level of friction. As a consequence, vehicle braking may vary between the commencement of the “break-in” period, when the brake pads are “green”, and following this period.
- One such method is to burnish the brake pads prior to their installation on the vehicle's brake system. This method involves placing the brake pads on a rotor and brake assembly and engaging the brakes until the surface of the pads have been “broken-in”. This method is undesirable because it requires significant effort to undertake.
- Another method involves scorching the surface of the friction material.
- a laser, flame or heated plate is used to heat the surface of the brake pad. The heat alters the surface of the pad and increases its coefficient of friction.
- this method is both expensive and labor-intensive.
- a coating may be applied to the surface of the brake pad to increase the level of friction on the pad during the “break-in” period.
- the coating is applied by spraying the pad with particles to a predetermined thickness. The coating requires additional labor and equipment to apply.
- the brake pad comprises two pad layers.
- the two pad layers are made of different friction material and are formed together.
- the first pad layer is the pad layer initially in contact with the brake rotor of a brake system while the second pad layer comes into contact with the brake rotor only after wearing of the first pad layer.
- the second pad layer is mounted to a brake plate, which is operatively connected to the same brake system.
- the first pad layer is made of a friction material that wears at a faster rate than the friction material of the second pad layer. Without the constraint of durability, the first pad layer can be composed of material that offers a higher level of friction immediately rather than after wear or “break-in”. Organic, metallic, semi-metallic and glass materials all offer immediately higher levels of friction but wear at a faster rate than standard friction material. The first pad layer may be significantly thinner than the second pad layer.
- the second pad layer commences to wear or “break-in.” Because the interface between the first pad layer and the second pad layer is uneven, the pad layers will wear unevenly at their interface. As a consequence, portions of the first pad layer continue to offer initially a higher level of friction as portions of the second pad layer “break-in” gradually to offer a high level of friction. Eventually, the first pad layer wears entirely away, leaving a second pad layer already “broken-in” and ready for long-lasting life.
- the present invention is manufactured with very little labor or expense. No additional or specialized manufacturing equipment is required either. Accordingly, the invention provides a cost-effective and efficient means to avoid the “break-in” period required of new brakes.
- FIG. 1 shows the effect of “break-in” on brake torque output.
- FIG. 2 shows a side view of brake pads known in the art.
- FIG. 3 shows a side view of an embodiment of the present invention.
- FIG. 4 shows a perspective view of an embodiment of the present invention prior to wearing.
- FIG. 5 shows a perspective view of an embodiment of the present invention after some wearing.
- FIG. 6 shows a schematic view of a preferred method of making the present invention.
- Brake pads are generally designed for durability. However, to obtain long-life, current brake pads employ friction materials that require a “break-in” period before the pad provides a high level of friction.
- FIG. 1 shows the effect of “break-in” on Brake Torque Output.
- the torque output of a new condition brake pad is compared to the torque of the same “after use” or “broken-in” brake pad and both plotted against pressure on the brake lining.
- the torque of the new condition brake pad is shown as a solid line while the torque of the “broken-in” brake pad is shown as a dashed line.
- new condition brake pads have less torque output than the same after use or “broken-in” brake pads for any given level of line pressure.
- FIG. 2 shows a side view of a brake pad as known in the prior art.
- Brake pad 20 is mounted on brake plate 24 by a method known in the art such as an adhesive bond.
- Brake pad 20 is composed of a friction material.
- Brake rotor 22 also known in the art is shown.
- Brake plate 24 is operatively connected to brake system 40 .
- brake system 40 moves brake plate 24 in the direction of arrow A towards brake rotor 22 .
- Contact is made with brake pad 20 and brake rotor 22 , slowing the movement of brake rotor 22 , which is typically rotational along axis B.
- FIG. 3 shows a side view of the present invention.
- First pad layer 30 made of a first friction material is mounted to second pad layer 28 made of a second friction material different from the first material by a method known in the art such as molding with a compatible adhesive binder in the two materials. Both pad layers may also be mounted together by adhesive to form a single brake pad, although for reasons made apparent below, this method is less preferable to molding these pad layers together. Alternatively, the pad layers may be combined together by other means already known in the art.
- Second pad layer 28 is itself operatively mounted to brake plate 26 . Brake plate 26 is operatively connected to brake system 40 . The actuation of the brake causes braking system 40 to move first pad layer 30 and second pad layer 28 in the direction of arrow A toward brake rotor 22 , which typically moves rotationally along axis B.
- First pad layer 30 is made of first friction material that wears at a faster rate than the second friction material of second pad layer 28 .
- the first friction material initially offers a higher level of friction in contrast to the second friction material that offers durability and a higher level of friction only after wear.
- the first friction material of the first pad layer 30 can be made of an organic, metallic, semi-metallic materials such as rubber, cellulose, aramid, metallic composition, glass, or other used material that has properties of quick wear and initially high levels of friction.
- first pad layer 30 is thinner than second pad layer 28 to permit the quick wear of first pad layer 30 .
- First pad layer 30 has an appreciable thickness of about 0.025 inches to 0.250 inches in thickness, which is greater than the thickness of coatings used in the prior art.
- Second pad layer 28 has a greater thickness, ranging from about 0.125 inches to over 1 inch in thickness.
- Second pad layer 28 may be about ten times greater in thickness than first pad layer 30 , although this size difference between pad layers is not necessary for the proper function of the brake pad.
- Second pad layer 28 is preferably made of a commonly used friction material with long-lasting wear characteristics such as a phenol resin.
- First pad layer 30 may also have some of these characteristics.
- FIG. 3 shows uneven interface 32 (shown by shaded region) between first pad layer 30 and second pad layer 28 .
- FIG. 4 shows a perspective view of an embodiment of the present invention.
- First pad layer 30 is shown operatively mounted to second pad layer 28 .
- Brake rotor 22 (illustrated by dashed lines) moves in the direction of arrow B and in proximity to first pad layer 30 .
- FIG. 4 shows the present invention prior to any wear of first pad layer 30 .
- FIG. 5 shows a perspective view of an embodiment of the present invention.
- brake rotor 22 When the brake is actuated, brake rotor 22 is in contact with first pad layer 30 and subsequently second pad layer 28 as first pad layer 30 wears away.
- FIG. 5 illustrates wear on first pad layer 30 caused by brake rotor 22 as the brake rotor 22 rubs against first pad layer 30 in the direction of arrow B.
- second pad layer 28 comes into contact with brake rotor 22 and commences to wear or “break-in.” Due to uneven interface 32 , both pad layers wear unevenly at uneven interface 32 . Of course, even with an even surface as may occur, some degree of uneven wear is likely. Such uneven wear may also assist in the gradual “break-in” of the brake pad.
- first pad layer 30 A As seen in FIG. 5, at first, only portions 28 A of second pad layer show through first pad layer 30 allowing brake rotor 22 to gradually wear second pad layer 28 . Hence, portions of the first pad layer 30 A continue to offer a higher level of friction as portions of the second pad layer 28 A “break-in” gradually to offer the higher level of friction. Eventually, first pad layer 30 wears entirely away, leaving second pad layer 28 already “broken-in” and ready for a long-lasting life.
- first pad layer 30 and second pad layer 28 may be formed using the same equipment used to form brake pads generally.
- a brake pad is typically manufactured by inserting friction material into a mold and curing the material until the brake pad is fully formed. This same equipment may be used to create the additional pad layer (first pad layer 30 ).
- second pad layer 28 of a second friction material is inserted into mold 100 with a common binding agent.
- First pad layer 30 of a first friction material with the binding agent is then inserted on second pad layer 28 .
- each pad layer may be then compressed by press 102 as known. Due to differences between first friction material and second friction material especially in consistency, interface 32 between first pad layer 30 and second pad layer 28 will be uneven. The pad layers are then baked together with this unevenness until brake pads are formed together.
- the multi-layered brake pad may be formed without additional equipment or operation in contrast to the use of friction coatings.
- the assembler simply bonds the two pad layers together using the same equipment used to manufacture brake pads generally.
- there is also no need to monitor the dimensional quality of any coating during the application process because the dimensions of the separate pad layers are easily controlled.
- this method of manufacture ensures the creation of uneven interface 32 that permits the gradual “break-in” of second pad layer 28 .
- Other methods of manufacture known in the art can also provide the same functioning multi-layered brake pad.
- first pad layer 30 and second pad layer 28 can be used different materials for first pad layer 30 and second pad layer 28 to ensure higher and consistent levels of friction throughout the life of the brake pad.
- a quick wear first pad layer 30 requires second pad layer 28 to have a quicker “break-in” period to offer high levels of friction once first pad layer 30 has worn away.
- a slower wear first pad layer 30 would permit a longer “break-in” period for second pad layer 28 to reach a high level of friction.
- additional pad layers beyond first pad layer 30 and second pad layer 28 may be used to improve the transition between first pad layer 30 and second pad layer 28 .
- an intermediate material with moderate levels of wear and moderate levels of friction could serve as a transition pad layer between first pad layer 30 and second pad layer 28 .
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
- The present invention relates to a method for improving the performance of brake pads of a vehicle braking system.
- Brake pads are generally designed for durability. However, to obtain long-life, brake pads of current brake systems employ friction materials that require a “break-in” period before the pads can provide a high level of friction. As a consequence, vehicle braking may vary between the commencement of the “break-in” period, when the brake pads are “green”, and following this period.
- Inconsistent levels of friction are generally not desired by drivers. Moreover, drivers are frequently unable to “break-in” brake pads in a manner to ensure high performance. Accordingly, several means have been developed by manufacturers to overcome these problems.
- One such method is to burnish the brake pads prior to their installation on the vehicle's brake system. This method involves placing the brake pads on a rotor and brake assembly and engaging the brakes until the surface of the pads have been “broken-in”. This method is undesirable because it requires significant effort to undertake.
- Another method involves scorching the surface of the friction material. A laser, flame or heated plate is used to heat the surface of the brake pad. The heat alters the surface of the pad and increases its coefficient of friction. However, this method is both expensive and labor-intensive.
- Finally, a coating may be applied to the surface of the brake pad to increase the level of friction on the pad during the “break-in” period. The coating is applied by spraying the pad with particles to a predetermined thickness. The coating requires additional labor and equipment to apply.
- A need therefore exists for brake pads that offer a high level of friction immediately as well as over the life of the brake pad without significant expense or manpower to create.
- In a disclosed embodiment of this invention, the brake pad comprises two pad layers. The two pad layers are made of different friction material and are formed together. The first pad layer is the pad layer initially in contact with the brake rotor of a brake system while the second pad layer comes into contact with the brake rotor only after wearing of the first pad layer. The second pad layer is mounted to a brake plate, which is operatively connected to the same brake system.
- The first pad layer is made of a friction material that wears at a faster rate than the friction material of the second pad layer. Without the constraint of durability, the first pad layer can be composed of material that offers a higher level of friction immediately rather than after wear or “break-in”. Organic, metallic, semi-metallic and glass materials all offer immediately higher levels of friction but wear at a faster rate than standard friction material. The first pad layer may be significantly thinner than the second pad layer.
- As the first pad layer wears away, the second pad layer commences to wear or “break-in.” Because the interface between the first pad layer and the second pad layer is uneven, the pad layers will wear unevenly at their interface. As a consequence, portions of the first pad layer continue to offer initially a higher level of friction as portions of the second pad layer “break-in” gradually to offer a high level of friction. Eventually, the first pad layer wears entirely away, leaving a second pad layer already “broken-in” and ready for long-lasting life.
- The present invention is manufactured with very little labor or expense. No additional or specialized manufacturing equipment is required either. Accordingly, the invention provides a cost-effective and efficient means to avoid the “break-in” period required of new brakes.
- The various features and advantages of this invention will become apparent to those skilled in the art from the following detailed description of the currently preferred embodiment. The drawings that accompany the detailed description can be briefly described as follows:
- FIG. 1 shows the effect of “break-in” on brake torque output.
- FIG. 2 shows a side view of brake pads known in the art.
- FIG. 3 shows a side view of an embodiment of the present invention.
- FIG. 4 shows a perspective view of an embodiment of the present invention prior to wearing.
- FIG. 5 shows a perspective view of an embodiment of the present invention after some wearing.
- FIG. 6 shows a schematic view of a preferred method of making the present invention.
- Brake pads are generally designed for durability. However, to obtain long-life, current brake pads employ friction materials that require a “break-in” period before the pad provides a high level of friction. FIG. 1 shows the effect of “break-in” on Brake Torque Output. The torque output of a new condition brake pad is compared to the torque of the same “after use” or “broken-in” brake pad and both plotted against pressure on the brake lining. The torque of the new condition brake pad is shown as a solid line while the torque of the “broken-in” brake pad is shown as a dashed line. As seen in FIG. 1, new condition brake pads have less torque output than the same after use or “broken-in” brake pads for any given level of line pressure.
- FIG. 2 shows a side view of a brake pad as known in the prior art.
Brake pad 20 is mounted onbrake plate 24 by a method known in the art such as an adhesive bond.Brake pad 20 is composed of a friction material.Brake rotor 22 also known in the art is shown. Brakeplate 24 is operatively connected tobrake system 40. When the brake is actuated,brake system 40 movesbrake plate 24 in the direction of arrow A towardsbrake rotor 22. Contact is made withbrake pad 20 andbrake rotor 22, slowing the movement ofbrake rotor 22, which is typically rotational along axis B. - FIG. 3 shows a side view of the present invention.
First pad layer 30 made of a first friction material is mounted tosecond pad layer 28 made of a second friction material different from the first material by a method known in the art such as molding with a compatible adhesive binder in the two materials. Both pad layers may also be mounted together by adhesive to form a single brake pad, although for reasons made apparent below, this method is less preferable to molding these pad layers together. Alternatively, the pad layers may be combined together by other means already known in the art.Second pad layer 28 is itself operatively mounted tobrake plate 26. Brakeplate 26 is operatively connected tobrake system 40. The actuation of the brake causesbraking system 40 to movefirst pad layer 30 andsecond pad layer 28 in the direction of arrow A towardbrake rotor 22, which typically moves rotationally along axis B. -
First pad layer 30 is made of first friction material that wears at a faster rate than the second friction material ofsecond pad layer 28. However, the first friction material initially offers a higher level of friction in contrast to the second friction material that offers durability and a higher level of friction only after wear. The first friction material of thefirst pad layer 30 can be made of an organic, metallic, semi-metallic materials such as rubber, cellulose, aramid, metallic composition, glass, or other used material that has properties of quick wear and initially high levels of friction. - Generally,
first pad layer 30 is thinner thansecond pad layer 28 to permit the quick wear offirst pad layer 30.First pad layer 30 has an appreciable thickness of about 0.025 inches to 0.250 inches in thickness, which is greater than the thickness of coatings used in the prior art.Second pad layer 28 has a greater thickness, ranging from about 0.125 inches to over 1 inch in thickness.Second pad layer 28 may be about ten times greater in thickness thanfirst pad layer 30, although this size difference between pad layers is not necessary for the proper function of the brake pad.Second pad layer 28 is preferably made of a commonly used friction material with long-lasting wear characteristics such as a phenol resin.First pad layer 30 may also have some of these characteristics. - When these separate pad layers are combined together, they will share an uneven interface in contrast to a brake pad with a coating, which generally has a uniform interface. FIG. 3 shows uneven interface32 (shown by shaded region) between
first pad layer 30 andsecond pad layer 28. - As shown in FIGS. 4 and 5,
uneven interface 32 contributes to gradual “break-in” ofsecond pad layer 28. FIG. 4 shows a perspective view of an embodiment of the present invention.First pad layer 30 is shown operatively mounted tosecond pad layer 28. Brake rotor 22 (illustrated by dashed lines) moves in the direction of arrow B and in proximity tofirst pad layer 30. Here, FIG. 4 shows the present invention prior to any wear offirst pad layer 30. - FIG. 5 shows a perspective view of an embodiment of the present invention. When the brake is actuated,
brake rotor 22 is in contact withfirst pad layer 30 and subsequentlysecond pad layer 28 asfirst pad layer 30 wears away. FIG. 5 illustrates wear onfirst pad layer 30 caused bybrake rotor 22 as thebrake rotor 22 rubs againstfirst pad layer 30 in the direction of arrow B. Asfirst pad layer 30 wears away,second pad layer 28 comes into contact withbrake rotor 22 and commences to wear or “break-in.” Due touneven interface 32, both pad layers wear unevenly atuneven interface 32. Of course, even with an even surface as may occur, some degree of uneven wear is likely. Such uneven wear may also assist in the gradual “break-in” of the brake pad. - As seen in FIG. 5, at first, only portions28A of second pad layer show through
first pad layer 30 allowingbrake rotor 22 to gradually wearsecond pad layer 28. Hence, portions of thefirst pad layer 30A continue to offer a higher level of friction as portions of the second pad layer 28A “break-in” gradually to offer the higher level of friction. Eventually,first pad layer 30 wears entirely away, leavingsecond pad layer 28 already “broken-in” and ready for a long-lasting life. - In contrast to a coating, prior to their assembly,
first pad layer 30 andsecond pad layer 28 may be formed using the same equipment used to form brake pads generally. A brake pad is typically manufactured by inserting friction material into a mold and curing the material until the brake pad is fully formed. This same equipment may be used to create the additional pad layer (first pad layer 30). As schematically shown in FIG. 6,second pad layer 28 of a second friction material is inserted intomold 100 with a common binding agent.First pad layer 30 of a first friction material with the binding agent is then inserted onsecond pad layer 28. Although not necessary, each pad layer may be then compressed bypress 102 as known. Due to differences between first friction material and second friction material especially in consistency,interface 32 betweenfirst pad layer 30 andsecond pad layer 28 will be uneven. The pad layers are then baked together with this unevenness until brake pads are formed together. - In this way, the multi-layered brake pad may be formed without additional equipment or operation in contrast to the use of friction coatings. The assembler simply bonds the two pad layers together using the same equipment used to manufacture brake pads generally. Moreover, there is also no need to monitor the dimensional quality of any coating during the application process because the dimensions of the separate pad layers are easily controlled. More importantly, this method of manufacture ensures the creation of
uneven interface 32 that permits the gradual “break-in” ofsecond pad layer 28. Other methods of manufacture known in the art can also provide the same functioning multi-layered brake pad. - Indeed, a person with ordinary skill in the art can use different materials for
first pad layer 30 andsecond pad layer 28 to ensure higher and consistent levels of friction throughout the life of the brake pad. For example, a quick wearfirst pad layer 30 requiressecond pad layer 28 to have a quicker “break-in” period to offer high levels of friction oncefirst pad layer 30 has worn away. Conversely, a slower wearfirst pad layer 30 would permit a longer “break-in” period forsecond pad layer 28 to reach a high level of friction. Moreover, additional pad layers beyondfirst pad layer 30 andsecond pad layer 28 may be used to improve the transition betweenfirst pad layer 30 andsecond pad layer 28. As an example, an intermediate material with moderate levels of wear and moderate levels of friction could serve as a transition pad layer betweenfirst pad layer 30 andsecond pad layer 28. - The aforementioned description is exemplary rather then limiting. Many modifications and variations of the present invention are possible in light of the above teachings. The preferred embodiments of this invention have been disclosed. However, one of ordinary skill in the art would recognize that certain modifications would come within the scope of this invention. Hence, within the scope of the appended claims, the invention may be practiced otherwise than as specifically described. For this reason the following claims should be studied to determine the true scope and content of this invention.
Claims (20)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/876,473 US6499571B1 (en) | 2001-06-07 | 2001-06-07 | Brake pad with improved green performance |
DE60213163T DE60213163T2 (en) | 2001-06-07 | 2002-05-21 | brake lining |
EP02253556A EP1265002B1 (en) | 2001-06-07 | 2002-05-21 | Brake pad |
BRPI0201959-0A BR0201959B1 (en) | 2001-06-07 | 2002-05-27 | Brake pad, brake system and method for manufacturing a brake pad. |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/876,473 US6499571B1 (en) | 2001-06-07 | 2001-06-07 | Brake pad with improved green performance |
Publications (2)
Publication Number | Publication Date |
---|---|
US20020185346A1 true US20020185346A1 (en) | 2002-12-12 |
US6499571B1 US6499571B1 (en) | 2002-12-31 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US09/876,473 Expired - Fee Related US6499571B1 (en) | 2001-06-07 | 2001-06-07 | Brake pad with improved green performance |
Country Status (4)
Country | Link |
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US (1) | US6499571B1 (en) |
EP (1) | EP1265002B1 (en) |
BR (1) | BR0201959B1 (en) |
DE (1) | DE60213163T2 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6672433B2 (en) * | 2001-12-07 | 2004-01-06 | Nissan Motor Co., Ltd. | Brake lining of brake device |
US20070116889A1 (en) * | 2005-11-18 | 2007-05-24 | Federal Mogul World Wide, Inc. | Laser treatment of metal |
US20070151817A1 (en) * | 2005-12-13 | 2007-07-05 | Rfpc Holding Corp. | Railway Vehicle Brake Shoe |
US20120067206A1 (en) * | 2010-09-20 | 2012-03-22 | Idlos B.V. | Brake Pad Assembly and Method for Collecting Brake Particles |
WO2024113372A1 (en) * | 2022-12-02 | 2024-06-06 | 宸祺工业股份有限公司 | Brake pad back plate |
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US20070240941A1 (en) * | 2005-12-21 | 2007-10-18 | Daniel Fischer | Brake shoe for use in elevator safety gear |
EP1850028B1 (en) * | 2006-04-25 | 2013-12-25 | Faiveley Transport Remscheid GmbH | Brake lining, in particular a friction brake pad |
US20070254111A1 (en) * | 2006-04-26 | 2007-11-01 | Lineton Warran B | Method for forming a tribologically enhanced surface using laser treating |
US20080011562A1 (en) * | 2006-07-11 | 2008-01-17 | Hilbrandt William P | Multiple layer friction material brake pad |
US8474640B2 (en) * | 2009-12-31 | 2013-07-02 | Stephen G. Armstrong | Combined apparatus for storage |
DE102012013526B4 (en) * | 2012-07-06 | 2020-09-24 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Brake pad of a disc brake and disc brake |
DE102013002588B4 (en) * | 2013-02-14 | 2020-01-16 | Audi Ag | Brake shoe of a braking device and corresponding braking device |
US9982730B2 (en) * | 2016-06-21 | 2018-05-29 | Nissan North America, Inc. | Brake pad |
US9982729B2 (en) * | 2016-06-21 | 2018-05-29 | Nissan North America, Inc. | Brake pad |
US11125290B2 (en) * | 2019-08-26 | 2021-09-21 | Robert Bosch Llc | Brake pad surface coating having predetermined design |
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GB772989A (en) * | 1954-09-15 | 1957-04-17 | Westinghouse Air Brake Co | Improvements relating to brake shoes for railway vehicles |
US3585102A (en) * | 1968-08-07 | 1971-06-15 | Bernard Lee Burgess | Rapid seating friction elements |
US3751330A (en) * | 1971-03-15 | 1973-08-07 | Abex Corp | Railroad brake shoes |
US3899050A (en) | 1971-07-06 | 1975-08-12 | Textar Gmbh | Lining for brake shoes |
DE2362190C2 (en) * | 1973-12-14 | 1982-04-15 | Textar Gmbh, 5090 Leverkusen | Friction lining with a grinding layer |
JPS6035930U (en) * | 1983-08-20 | 1985-03-12 | トキコ株式会社 | Friction pads for disc brakes |
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-
2001
- 2001-06-07 US US09/876,473 patent/US6499571B1/en not_active Expired - Fee Related
-
2002
- 2002-05-21 EP EP02253556A patent/EP1265002B1/en not_active Expired - Lifetime
- 2002-05-21 DE DE60213163T patent/DE60213163T2/en not_active Expired - Lifetime
- 2002-05-27 BR BRPI0201959-0A patent/BR0201959B1/en not_active IP Right Cessation
Cited By (6)
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---|---|---|---|---|
US6672433B2 (en) * | 2001-12-07 | 2004-01-06 | Nissan Motor Co., Ltd. | Brake lining of brake device |
US20070116889A1 (en) * | 2005-11-18 | 2007-05-24 | Federal Mogul World Wide, Inc. | Laser treatment of metal |
US20070151817A1 (en) * | 2005-12-13 | 2007-07-05 | Rfpc Holding Corp. | Railway Vehicle Brake Shoe |
US20120067206A1 (en) * | 2010-09-20 | 2012-03-22 | Idlos B.V. | Brake Pad Assembly and Method for Collecting Brake Particles |
US8926738B2 (en) * | 2010-09-20 | 2015-01-06 | Idlos B.V. | Brake pad assembly and method for collecting brake particles |
WO2024113372A1 (en) * | 2022-12-02 | 2024-06-06 | 宸祺工业股份有限公司 | Brake pad back plate |
Also Published As
Publication number | Publication date |
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DE60213163D1 (en) | 2006-08-31 |
EP1265002A2 (en) | 2002-12-11 |
EP1265002A3 (en) | 2004-01-28 |
US6499571B1 (en) | 2002-12-31 |
BR0201959B1 (en) | 2010-12-14 |
EP1265002B1 (en) | 2006-07-19 |
DE60213163T2 (en) | 2007-07-12 |
BR0201959A (en) | 2003-04-22 |
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