WO1997040285A1 - Integrated brake rotor and wheel hub - Google Patents

Integrated brake rotor and wheel hub Download PDF

Info

Publication number
WO1997040285A1
WO1997040285A1 PCT/NO1996/000094 NO9600094W WO9740285A1 WO 1997040285 A1 WO1997040285 A1 WO 1997040285A1 NO 9600094 W NO9600094 W NO 9600094W WO 9740285 A1 WO9740285 A1 WO 9740285A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
brake rotor
hub
wheel hub
ofthe
Prior art date
Application number
PCT/NO1996/000094
Other languages
French (fr)
Inventor
Lars Erik BÖNAA
Original Assignee
Boenaa Lars Erik
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Boenaa Lars Erik filed Critical Boenaa Lars Erik
Priority to PCT/NO1996/000094 priority Critical patent/WO1997040285A1/en
Priority to AU59143/96A priority patent/AU5914396A/en
Publication of WO1997040285A1 publication Critical patent/WO1997040285A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/125—Discs; Drums for disc brakes characterised by the material used for the disc body
    • 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/1344—Connection permanent, e.g. by casting

Definitions

  • the present invention concerns brake rotor and wheel hub integrated in one unit for use on automobiles and other vehicles, as well as manufacturing method for the same, as stated in the introductory part of Claim 1 and 7, respectively.
  • a brake rotor (such as brake disc or brake drum) will always be in fixed contact with the rotating part of a hub structure.
  • wheel hub and brake rotor are nor ⁇ mally made as two separate parts which are bolted together to facilitate a replacement of worn out brake rotors.
  • the life span ofthe disc is relatively short as compared to the hub, which normally never needs replacement. This design results in many machining operations and thereby several possibilities of unbalance and misalignment during construction. Even so, the integration of todays brake rotor and hub will not be remunerative since the entire unit will have to be replaced every time the brake rotor is worn out.
  • the hub and the brake rotor are vital parts ofthe undam ⁇ ped mass ofthe wheel suspension.
  • the object ofthe invention is achieved by a device and a method having features as stated in the characterizing part of Claim 1 and 7, respectively.
  • wheel hub and brake disc By considerably increasing service life ofthe brake rotor, maybe up to the limit of the entire car, there will be no more reason to manufacture wheel hub and brake disc as two separate components. By integrating them for casting in for instance particle reinforced aluminium, approximately 65-70 % ofthe combined weight ofthe two present cast iron components may be saved. Bolted connections and extra work for machining the two parts, balancing and construction will no longer exist. In addition the entire unit can be recycled, which is an aim for modern cars. By combining hub and brake rotor according to the present invention, the produc- tion cost will most probably also compete with the total production cost of todays two components. Another profit of rationalization will be that the number of sub- suppliers and/or the number of negotiation acts for the supply may be reduced. Presently there may be different suppliers of brake rotors and wheel hubs.
  • the design- and casting characteristics of metal matrix composites are utilized by integrating hub and brake rotor, thereby achieving:
  • a integrated wheel hub and brake disc according to the present invention, generally denoted 1.
  • the device 1 is rotationally symmetrical, and includes a tubular part 2 ofthe hub which at the end facing from the vehicle (not shown), turns into a flange part 3 angular to the axis ofthe tubular part 2.
  • the flange part 3 turns into a part 4, being more or less parallel to the axis ofthe tubular part 2.
  • the disc part 5 is arranged to constitute the brake disc the device 1.
  • the hub part is at its ends equipped with internal slots 6 and 7, respectively, for bearings and packing rings.
  • the second part 3 is equipped with a suitable number of treaded holes 9 for wheel bolts 8.
  • the wheel bolts may be press fitted in the flange 3 and equipped with loose nuts from the outside ofthe rim.
  • the prevailing solution with a bolted connec ⁇ tion between hub 2 and brake disc 5 is removed.
  • a particle reinforced metal matrix composite (PMMC) material is used, such as SiC particles, which is finished by cast- ing.
  • the area 5 ofthe disc part becoming enriched by reinforcing SiC particles carries dotted hatching.
  • Detailed design of transitions as well as adaptation of different casting methods, for instance turning form, to the fabrication of each and every component will make the reinforcing particles flow in the melted metal and accumulate in the outer parts ofthe component, i.e. the brake disc region. Casting methods of current interest are described below. Due to the high hardness attained for the brake disc 5, diamond tools will have to be used for machining. Other parts of the component needing machining such as slots for bearings and seals, bolt flange and treaded holes for rim attachment, will consist of a light metal alloy free of hard particles.
  • the preferred design ofthe present invention offers the following features: - part 4 (the "hat” ofthe brake disc 5) offers a radial flexibility, taking efficiently care of thermal expansion ofthe disc during braking.
  • the component may alternatively be cast in a version according to Fig. 2, where the brake disc is forming a flange on the hub itself. It is then essential to cast a separate flange 3 for holding the rim only.
  • the version shown in Fig. 3 has to be cast with a rim holding flange having some surplus material 3' (shown by a dotted line), this is due to the reinforcing particles accumulating in the flange 3 as well as in the brake disc 5. Since the rim holding flange 3 is to be turned, drilled and possibly also treaded, it may be beneficial to have the opportunity of cutting off the excess particle reinforced material 3' using a slotting tool. By doing so, the further machining ofthe flange may be performed using ordinary tools.
  • FIG. 2 Design ofthe hub part 2 and the brake disc part 5 is to be performed in accordance with tension- and heat calculations, and matching the other design ofthe car as well. Necessary flexibility for the disc to take care of heat expansion has to be taken care of in the design to ensure correct axial bearing clearances.
  • the disc 5 in Fig. 2 has been fitted with a narrower part 10 at the transition to the hub part 2. Due to the same reason, the hub part 2 has been extended to a wider diameter 12 in the transition area to the brake disc 5.
  • Fig. 3 displays a design solution especially fit for front wheel driven cars where the wheel bearings 11 are fitted on the outside ofthe hub. Inside the hub 2, splines mat ⁇ ching the drive shaft may be machined.
  • the casting operation itself for a unit conforming with the present invention may . in principal be carried through by either applying vertical centrifugal casting or by casting in two steps.
  • vertical centrifugal casting the component 1 is cast with the centre line ofthe hub part 2 in a vertical position and with the flange part 7 facing downwards.
  • the brake disc 5 will then be oriented horizontally.
  • the melted metal is fed slowly from beneath while vacuum is arranged in the mould by air suction applied at the top.
  • the casting mould is rotated around the centre line, forcing the heavier SiC particles outwards in the pool, thereby concentrating primarily in the brake disc and otherwise in the outer geometry ofthe cast. This will result in an area near to the axis of rotation being almost free of SiC particles. In this area standard machining may be performed, thus avoiding the heavy tool wear experienced from machining of statically cast PMMC.
  • the brake disc 5 may first be formed as a ring in PMMC by applying static casting. At the inner circle ofthe disc 5, i.e. radially inside the active brake disc area (area designed for brake pad contacts), a number of holes or other geometrical irregularities are arranged to prevent the ring from rotating.
  • the already cast brake disc 5 is placed inside the mould.
  • the hub part 2 is then cast using static casting of aluminium alloy similar to what was used for the brake disc 5, but not including the reinforcing SiC particles.
  • the brake disc 5 and the hub part 2 will melt together, thus appearing like a single cast.
  • This two-step casting method may as well be executed in the opposite order. If so, the hub part 2 will first be cast. Afterwards the PMMC brake disc 5 will be cast around the hub part while the hub part is sitting in the mould.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

An integrated brake rotor and wheel hub for automobiles and other vehicles comprises a substantially tubular hub part (2), as well as a rotor part (5), and is modelled from light metal composite material. The hub part (2) and the rotor part (5) are integrated and cast in one piece, thereby concentrating the reinforcing particles mainly to the rotor part (5). The integrated brake rotor and wheel hub is to be cast either by centrifugal casting, thereby bringing the reinforcing particles to accumulate in the peripheral wearing parts of the unit due to centrifugal forces, or in two steps by first casting either the rotor part (5) or the hub part (2) and then by casting the latter one join the two parts by placing the initially cast part inside the mould.

Description

Integrated brake rotor and wheel hub
The present invention concerns brake rotor and wheel hub integrated in one unit for use on automobiles and other vehicles, as well as manufacturing method for the same, as stated in the introductory part of Claim 1 and 7, respectively.
A brake rotor (such as brake disc or brake drum) will always be in fixed contact with the rotating part of a hub structure. Today, wheel hub and brake rotor are nor¬ mally made as two separate parts which are bolted together to facilitate a replacement of worn out brake rotors. The life span ofthe disc is relatively short as compared to the hub, which normally never needs replacement. This design results in many machining operations and thereby several possibilities of unbalance and misalignment during construction. Even so, the integration of todays brake rotor and hub will not be remunerative since the entire unit will have to be replaced every time the brake rotor is worn out. Especially for automobiles the hub and the brake rotor are vital parts ofthe undam¬ ped mass ofthe wheel suspension. Generally, a reduction ofthe entire car weight is desirable, especially the weight of undamped masses, in order to improve driveability. The solution of today to manufacture hub and rotor as two separate parts demands for extra material for bolt flanges, thereby increasing the overall length. High unit weight will generally also represent a problem for hub and brake disc integrated by moulding from cast steel and cast iron, as already known for instance from patents FR 1 554 512 and EP 0 074 624.
An further problem with long overall length ofthe wheel hub applies to front wheel driven cars where the drive shaft joints cannot be designed close enough to the wheel to support a reduction ofthe turning radius. As known, front wheel driven cars have a fairly large turning radius.
Research on brake discs and drums made in a conventional design from particle re¬ inforced light metals, aluminium alloys in particular, has progressed for several years. This has been achieved by enriching the wearing surfaces with wear resistant particles during the casting process, whereby other parts ofthe design are left with limited or none dressing. By using a similar design as the conventional cast iron components, a weight reduction of 60 % has been achieved. In addition the wear resistance has been approved, indicating the components will last the entire life ofthe car. Heat conduc- tion of the new material is superior to cast iron and steel, and the strength of alumin¬ ium composite also appears to be up to standard for the components. Basically, light metal composite brake discs will be more expensive than the original solutions. By time, the price difference will most probably be compensated by increased life span, but manufacturing cost will still remain a negative factor for the introduction of com¬ posite brake discs.
It is an object ofthe present invention to provide an integrated brake rotor and hub, having considerably reduced weight and with wear resistance superior to con¬ ventional arrangements of comparable kinds. The object ofthe invention is achieved by a device and a method having features as stated in the characterizing part of Claim 1 and 7, respectively.
By considerably increasing service life ofthe brake rotor, maybe up to the limit of the entire car, there will be no more reason to manufacture wheel hub and brake disc as two separate components. By integrating them for casting in for instance particle reinforced aluminium, approximately 65-70 % ofthe combined weight ofthe two present cast iron components may be saved. Bolted connections and extra work for machining the two parts, balancing and construction will no longer exist. In addition the entire unit can be recycled, which is an aim for modern cars. By combining hub and brake rotor according to the present invention, the produc- tion cost will most probably also compete with the total production cost of todays two components. Another profit of rationalization will be that the number of sub- suppliers and/or the number of negotiation acts for the supply may be reduced. Presently there may be different suppliers of brake rotors and wheel hubs.
According to the present invention, the design- and casting characteristics of metal matrix composites are utilized by integrating hub and brake rotor, thereby achieving:
- composite brake rotors becoming competitive in price
- reduced component weight, especially applied to undamped masses
- compressed design, a special feature for front wheel driven cars, and
- recyclable components. Considering the fact that the solution with integrated hub and brake rotor being both weight- and space-saving, the potential should be considerable. For passenger cars the solution will result in less undamped masses and possibilities for reduced offset. The solution also represents a good potential for trucks where disc brakes are about to be introduced only now. For trailers the use of low profile super-single tyres is a great challenge, but a limiting factor for the application is the shortage of space for todays drum brakes and their limited abilities for heat convection. The present invention may possibly become a solution to this problem. In the following the invention will be further described, presenting examples of different embodiments and with the reference to the attached drawings, where Fig. 1 shows a primary and preferred embodiment ofthe present invention, Fig. 2 shows a second embodiment ofthe present invention, and Fig. 3 shows a third embodiment ofthe present invention, especially meant for use on front wheel driven cars.
In fig. 1 is shown a integrated wheel hub and brake disc according to the present invention, generally denoted 1. The device 1 is rotationally symmetrical, and includes a tubular part 2 ofthe hub which at the end facing from the vehicle (not shown), turns into a flange part 3 angular to the axis ofthe tubular part 2. The flange part 3 turns into a part 4, being more or less parallel to the axis ofthe tubular part 2. The disc part 5 is arranged to constitute the brake disc the device 1.
In a per se known manner, the hub part is at its ends equipped with internal slots 6 and 7, respectively, for bearings and packing rings. Further, the second part 3 is equipped with a suitable number of treaded holes 9 for wheel bolts 8. Alternatively the wheel bolts may be press fitted in the flange 3 and equipped with loose nuts from the outside ofthe rim.
According to the present invention, the prevailing solution with a bolted connec¬ tion between hub 2 and brake disc 5 is removed. A particle reinforced metal matrix composite (PMMC) material is used, such as SiC particles, which is finished by cast- ing. In the figure, the area 5 ofthe disc part becoming enriched by reinforcing SiC particles, carries dotted hatching. Detailed design of transitions as well as adaptation of different casting methods, for instance turning form, to the fabrication of each and every component, will make the reinforcing particles flow in the melted metal and accumulate in the outer parts ofthe component, i.e. the brake disc region. Casting methods of current interest are described below. Due to the high hardness attained for the brake disc 5, diamond tools will have to be used for machining. Other parts of the component needing machining such as slots for bearings and seals, bolt flange and treaded holes for rim attachment, will consist of a light metal alloy free of hard particles.
The preferred design ofthe present invention, as shown in fig. 1, offers the following features: - part 4 (the "hat" ofthe brake disc 5) offers a radial flexibility, taking efficiently care of thermal expansion ofthe disc during braking.
- cooling ofthe brake disc 5 will be undertaken partly by heat conduction directly from the disc to the rim and by heat convection to the air flowing around the disc. Cooling efficiency is expected sufficiently to avoid the use of ventilated brake discs. - heat generated from braking is not expected to influence on neither axial nor radial bearing clearances.
The component may alternatively be cast in a version according to Fig. 2, where the brake disc is forming a flange on the hub itself. It is then essential to cast a separate flange 3 for holding the rim only. The version shown in Fig. 3 has to be cast with a rim holding flange having some surplus material 3' (shown by a dotted line), this is due to the reinforcing particles accumulating in the flange 3 as well as in the brake disc 5. Since the rim holding flange 3 is to be turned, drilled and possibly also treaded, it may be beneficial to have the opportunity of cutting off the excess particle reinforced material 3' using a slotting tool. By doing so, the further machining ofthe flange may be performed using ordinary tools.
Design ofthe hub part 2 and the brake disc part 5 is to be performed in accordance with tension- and heat calculations, and matching the other design ofthe car as well. Necessary flexibility for the disc to take care of heat expansion has to be taken care of in the design to ensure correct axial bearing clearances. Thus, the disc 5 in Fig. 2 has been fitted with a narrower part 10 at the transition to the hub part 2. Due to the same reason, the hub part 2 has been extended to a wider diameter 12 in the transition area to the brake disc 5. Fig. 3 displays a design solution especially fit for front wheel driven cars where the wheel bearings 11 are fitted on the outside ofthe hub. Inside the hub 2, splines mat¬ ching the drive shaft may be machined. This solution will result in an extremely short overall length for the unit which will in its turn reduce the turning radius ofthe car. The casting operation itself for a unit conforming with the present invention, may . in principal be carried through by either applying vertical centrifugal casting or by casting in two steps. By vertical centrifugal casting, the component 1 is cast with the centre line ofthe hub part 2 in a vertical position and with the flange part 7 facing downwards. The brake disc 5 will then be oriented horizontally. To avoid problems with bubbles in the melt pool, the melted metal is fed slowly from beneath while vacuum is arranged in the mould by air suction applied at the top. During the casting process, the casting mould is rotated around the centre line, forcing the heavier SiC particles outwards in the pool, thereby concentrating primarily in the brake disc and otherwise in the outer geometry ofthe cast. This will result in an area near to the axis of rotation being almost free of SiC particles. In this area standard machining may be performed, thus avoiding the heavy tool wear experienced from machining of statically cast PMMC. As an alternative, the brake disc 5 may first be formed as a ring in PMMC by applying static casting. At the inner circle ofthe disc 5, i.e. radially inside the active brake disc area (area designed for brake pad contacts), a number of holes or other geometrical irregularities are arranged to prevent the ring from rotating.
At the next step ofthe casting process where the hub part is to be cast, the already cast brake disc 5 is placed inside the mould. The hub part 2 is then cast using static casting of aluminium alloy similar to what was used for the brake disc 5, but not including the reinforcing SiC particles. During the latter casting process for the hub part, the brake disc 5 and the hub part 2 will melt together, thus appearing like a single cast. This two-step casting method may as well be executed in the opposite order. If so, the hub part 2 will first be cast. Afterwards the PMMC brake disc 5 will be cast around the hub part while the hub part is sitting in the mould.

Claims

Claims:
1. Integrated brake rotor and wheel hub for use on automobiles and other vehicles, comprising a substantially tubular hub part (2), as well as a rotor part (5), wherein the integrated brake rotor is modelled from light metal composite, characterized by the hub part (2) and the rotor part (5) being integrated and cast in one single piece, in such a way that the reinforcing particles ofthe light metal composite are concentrated essentially in the rotor part (5).
2. Integrated brake rotor and wheel hub according to Claim 1, characterized by the rotor part (5) being connected to the hub part (2) through a transition part (4) essentially parallel to the axis ofthe hub part (2).
3. Integrated brake rotor and wheel hub according to Claim 1, characterized by the rotor part (5) being connected to the hub part (2) through a transition part (4) diverging in the outward direction towards the rotor part (5).
4. Integrated brake rotor and wheel hub according to Claim 1, characterized by the rotor part (5) forming a brake disc (5) arranged directly on the hub part (2), perpendicular to the axis ofthe hub part (2), thereby including measures (10, !2) arranged to permit heat expansion ofthe brake disc (5).
5. Integrated brake rotor and wheel hub according to Claim 4, characterized by the brake disc (5) being equipped with a narrowed down part (10) at the transition to the hub part (2).
6. Integrated brake rotor and wheel hub according to Claims 4-5, characterized by the hub part (2) having an extended diameter (12) at the transition to the brake disc (5).
7. Method for producing an integrated brake rotor and wheel hub according to
Claim 1, characterized by including the following steps: - arranging a mould for integrated brake rotor (5) and wheel hub (2) in such a way that the hub axis is vertically oriented, and in a manner placing the end designated to form the rim connecting flange (3) at the lowest position ofthe vertical axis,
- feed melted particle reinforced metal matrix composite material from beneath the mould, while simultaneously applying suction at the top ofthe mould, and - rotate the mould around the axis, thereby forcing the heavier particles to flow outwards in the melt pool, mainly accumulating in the brake rotor (5) itself and otherwise in the outer geometry ofthe cast.
8. Method for producing an integrated brake rotor and wheel hub according to Claim 7, characterized by including the following steps:
- the rim connecting flange (3) is cast with some surplus measure (3') containing enriched particle reinforced material, and - the surplus material (3') is cut off after casting.
9. Method for producing an integrated brake rotor and wheel hub according to Claim 1, characterized by including the following steps:
- cast the brake rotor (5) statically from a melted particle reinforced metal matrix composite material, while the brake rotor during casting is being equipped at its inside with holes or other geometrical irregularities, and
- cast the wheel hub (2) statically from a melt consisting of an alloy similar to what was used for the brake rotor, but not containing particle reinforcement, wherein
- the brake rotor (5) and the wheel hub (2), respectively, join by merging into each other at the step where the latter one out of these two is cast.
PCT/NO1996/000094 1996-04-24 1996-04-24 Integrated brake rotor and wheel hub WO1997040285A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/NO1996/000094 WO1997040285A1 (en) 1996-04-24 1996-04-24 Integrated brake rotor and wheel hub
AU59143/96A AU5914396A (en) 1996-04-24 1996-04-24 Integrated brake rotor and wheel hub

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/NO1996/000094 WO1997040285A1 (en) 1996-04-24 1996-04-24 Integrated brake rotor and wheel hub

Publications (1)

Publication Number Publication Date
WO1997040285A1 true WO1997040285A1 (en) 1997-10-30

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ID=19907817

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NO1996/000094 WO1997040285A1 (en) 1996-04-24 1996-04-24 Integrated brake rotor and wheel hub

Country Status (2)

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AU (1) AU5914396A (en)
WO (1) WO1997040285A1 (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999028641A3 (en) * 1997-11-29 1999-07-22 Actech Gmbh Adv Casting Tech Bainitically hardened brake disk
US6564912B1 (en) * 1999-06-28 2003-05-20 Otto Sauer Achsenfabrik of Keilberg Brake disk
WO2007068276A1 (en) * 2005-12-17 2007-06-21 Ab Skf Bearing arrangement
WO2007068274A1 (en) * 2005-12-17 2007-06-21 Ab Skf Bearing arrangement
WO2012062252A1 (en) * 2010-09-14 2012-05-18 Ksm Castings Gmbh Wheel hub for a motor vehicle
CN103418768A (en) * 2013-08-30 2013-12-04 西南大学 Method for centrifugally casting particle-reinforced brake disc
EP4275988A1 (en) * 2022-05-12 2023-11-15 ALSTOM Holdings Brake disc of a disc brake of a vehicle, and associated disc brake and axle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1554512A (en) * 1967-03-08 1969-01-17
US4042422A (en) * 1972-11-09 1977-08-16 Skf Industries, Inc. Method for forming bearing unit
EP0074624A2 (en) * 1981-09-15 1983-03-23 Georg Fischer Aktiengesellschaft Hub for vehicle wheels
WO1995001519A1 (en) * 1993-06-30 1995-01-12 Kelsey-Hayes Company Composite disc brake rotor and method for producing same

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1554512A (en) * 1967-03-08 1969-01-17
US4042422A (en) * 1972-11-09 1977-08-16 Skf Industries, Inc. Method for forming bearing unit
EP0074624A2 (en) * 1981-09-15 1983-03-23 Georg Fischer Aktiengesellschaft Hub for vehicle wheels
WO1995001519A1 (en) * 1993-06-30 1995-01-12 Kelsey-Hayes Company Composite disc brake rotor and method for producing same

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999028641A3 (en) * 1997-11-29 1999-07-22 Actech Gmbh Adv Casting Tech Bainitically hardened brake disk
US6564912B1 (en) * 1999-06-28 2003-05-20 Otto Sauer Achsenfabrik of Keilberg Brake disk
WO2007068276A1 (en) * 2005-12-17 2007-06-21 Ab Skf Bearing arrangement
WO2007068274A1 (en) * 2005-12-17 2007-06-21 Ab Skf Bearing arrangement
WO2012062252A1 (en) * 2010-09-14 2012-05-18 Ksm Castings Gmbh Wheel hub for a motor vehicle
CN103097146A (en) * 2010-09-14 2013-05-08 Ksm铸造集团有限公司 Wheel hub for a motor vehicle
CN103418768A (en) * 2013-08-30 2013-12-04 西南大学 Method for centrifugally casting particle-reinforced brake disc
EP4275988A1 (en) * 2022-05-12 2023-11-15 ALSTOM Holdings Brake disc of a disc brake of a vehicle, and associated disc brake and axle
FR3135498A1 (en) * 2022-05-12 2023-11-17 Alstom Holdings Braking disc of a disc brake of a vehicle, associated disc brake and axle

Also Published As

Publication number Publication date
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