WO2006002471A1 - Dispositif de friction - Google Patents

Dispositif de friction Download PDF

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Publication number
WO2006002471A1
WO2006002471A1 PCT/AU2005/000965 AU2005000965W WO2006002471A1 WO 2006002471 A1 WO2006002471 A1 WO 2006002471A1 AU 2005000965 W AU2005000965 W AU 2005000965W WO 2006002471 A1 WO2006002471 A1 WO 2006002471A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat transfer
friction
support member
transfer material
friction material
Prior art date
Application number
PCT/AU2005/000965
Other languages
English (en)
Inventor
Gregory John Hooper
Original Assignee
Gregory John Hooper
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
Priority claimed from AU2004903560A external-priority patent/AU2004903560A0/en
Application filed by Gregory John Hooper filed Critical Gregory John Hooper
Publication of WO2006002471A1 publication Critical patent/WO2006002471A1/fr

Links

Classifications

    • 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
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/72—Features relating to cooling
    • 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
    • F16D65/10—Drums for externally- or internally-engaging brakes
    • 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
    • F16D2065/1304—Structure
    • F16D2065/132—Structure layered
    • 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
    • F16D2065/1304—Structure
    • F16D2065/1328—Structure internal cavities, e.g. cooling channels
    • 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
    • F16D2200/00—Materials; Production methods therefor
    • 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
    • F16D2250/00—Manufacturing; Assembly
    • 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
    • F16D2250/00—Manufacturing; Assembly
    • F16D2250/0092—Tools or machines for producing linings

Definitions

  • the present invention relates to brake and clutch system.
  • the present invention relates to friction components, such as brake rotor, brake drum or clutch plates for use respectively in brake or clutch systems.
  • a common problem associated with brake and clutch systems is the dissipation of heat generated during the translation of rotational energy into heat energy.
  • Thermal stresses subjected to the components of brake or clutch systems can create several problems.
  • steels and irons normally used for such systems may undergo an unwanted volume change and/or display checking or cracking due to the high temperatures generated in operation.
  • the frictional coefficient of components can decrease leading to a corresponding decrease in operation efficiency.
  • the types of materials currently used in brake and clutch systems have been found to be inadequate where high thermal stresses are present.
  • a major problem identified with friction devices used in brake and clutch systems is heat and the need to dissipate that heat generated during operation.
  • heat generated can cause major problems, such as excessive wear, distortion, bearing failure, brake fade, thermal stress, and even complete system failure.
  • previous attempts have been made to dissipate heat generated during operation more quickly by adopting larger discs or rotors, thus providing a greater volume of material to act as a heat sink, ventilated discs and cross drilling to assist in the transfer of heat to the atmosphere to cool the disc or rotor.
  • the bond strength between the ceramic coating and the underlying base material can be high (approximately 5,000 to 10,000 psi or 34.5 MPa to 70 MPa) they have been known to spall when operating in harsh environments or extreme operating conditions, especially when there are differences in the coefficient of thermal expansion between the ceramic coating and the base material.
  • thermal conductivity of a material is equivalent to the quantity of heat that passes in unit time through unit area of a plate, when it's opposite faces are subject to unit temperature gradient (e.g., 1 0 C temperature difference across a thickness of one unit).
  • Known values for the thermal conductivity of cast iron, steel and cast steel brake and clutch devices are 30 to 50 Wm "1 K "1 .
  • the present Applicant has found that the bond strength and cohesive strength of flame sprayed coatings, such as proposed by US 3,391 ,763 are not sufficient to withstand the cyclic heating and compressive loads produced in friction braking.
  • the Applicant has found that flame sprayed coatings tend to delaminate, thus increasing the risk of the (copper) heat transfer elements falling out of their respective bores, potentially leading to catastrophic failure of the disc.
  • the applicant has found that when copper is applied as a coating via a thermal spray method as proposed by US 3,391 ,763 the porosity and oxides formed in the coating greatly reduce the thermal conductivity of the coating, to the extent that there is no increase in the thermal conductivity of the coating when compared to the base material.
  • US 3,391 ,763 requires a molybdenum bond layer between the base material of the disc and the silicon carbide copper matrix friction material in order for the flame sprayed friction material to bond to the base material of the disc.
  • the present invention provides a friction device of a brake or clutch assembly, the friction device having at least one support member supporting a heat transfer material and a friction material, wherein the friction material provides at least one friction surface arranged to contact a cooperating at least one friction element of said assembly, and wherein the heat transfer material has a thermal conductivity higher than that of the support member and includes a layer thereof sandwiched between the at least one support member and the friction material, and a further portion formed as a plurality of heat transfer elements extending through the at least one support member, each said element having a portion thereof exposed to atmosphere, and wherein said heat transfer elements are connected together by said layer for dissipating heat to atmosphere generated in said friction material adjacent said layer during operation of said brake or clutch assembly.
  • the present invention provides a friction device of a brake or clutch assembly which is able to more evenly and efficiently dissipate generated heat to the atmosphere during operation by sharing thermal loads between heat transfer elements forming heat sinks due to their interconnection through a common layer of the same heat transfer material.
  • all of the heat transfer elements are connected together by a common layer of the heat transfer material.
  • the entire heat load received by the layer of heat transfer material is shared by all of the heat transfer elements and is thus more regularly dissipated through the friction device to the atmosphere, which helps to alleviate thermal stresses in the friction device which may otherwise be present due to more uneven heat dissipation.
  • the at least one support member includes first and second support members including respective first and second layers of heat transfer material, and wherein the plurality of heat transfer elements extend through the first and second support members to thermally connect together the first and second layers of heat transfer material, and wherein an intermediate portion of each of said heat transfer elements is exposed to the atmosphere.
  • thermal loads present in one support member can be shared and dissipated through connection of the heat transfer elements and further layer of heat transfer material in another support member to assist in overall cooling and reduction of heat.
  • mechanical support provided by the interconnection of heat transfer elements, layers and support members can assist in providing increased structural integrity of the friction device.
  • the heat transfer material is copper and/or copper alloy.
  • iron, steel, alloy steel, stainless steel, nickel, nickel alloy, cobalt, cobalt alloy, chrome, chrome alloy, molybdenum, molybdenum alloy, aluminium, aluminium alloy, titanium, titanium alloy, silicon, boron, carbon and combination thereof are envisages as heat transfer materials provided the thermal conductivity of the heat transfer material is higher than that of the material of the corresponding support member.
  • the friction material includes iron, steel, steel alloy, stainless steel, nickel, nickel alloy, cobalt, cobalt alloy, chrome, chrome alloy, molybdenum, molybdenum alloy, copper, copper alloy, aluminium, aluminium alloy, titanium, titanium alloy, silicon, boron, carbon, ceramics, cermets, carbides, borides, nitrides, oxides or any combination thereof.
  • the heat transfer elements are in the form of plates, tubes or bars extending into the atmosphere through and from a respective at least one support member.
  • the friction device is a brake rotor or disc for a vehicle, including two support members forming disc members disposed laterally adjacent one another and connected together by support means.
  • the support means are in the form of plates which may be cast with the disc rotor or welded in place.
  • the support means are equally spaced between adjacent discs, and the spaces there between may include in some or all whereof one or more of the plurality of heat transfer elements extending between the discs.
  • the heat transfer elements can provide a number of cooling ventilation plates, preferably made from copper and/or copper alloy, aluminium and/or aluminium alloy, and/or metal matrix composite, and/or carbon fibre reinforced carbon matrix composites to act as heat sinks conducting the heat generated, away from the friction surface of the respective friction material to where it is subjected to the cooling effect of the surrounding air.
  • the number of support means and cooling vents, bar or tubes can vary depending on the strength of thermal dissipation required.
  • the heat transfer material is formed as a layer by a thermal spray process, cold spray process, impregnated mats, liquid suspension, electroplating, plate or shim which is cut, rolled or machined to the desired dimensions.
  • the layer covers the entire face of the friction material opposite the friction surface thereof.
  • a further aspect of the present invention provides a method of producing a friction device for a brake or clutch assembly, including the steps of: a) providing a support member having at least one peripheral face and a plurality of heat transfer elements which extend through and from the support member into the atmosphere surrounding the friction device; b) applying a layer of heat transfer material to the support member such that the heat transfer material is in direct or indirect contact with said at least one peripheral face; c) applying a layer of a friction material to said support member such that said friction material is in direct or indirect contact with said at least one peripheral face; d) bonding the heat transfer material and friction material to the support member; wherein, the friction material provides a friction surface of the friction device for contact with a friction element during operation of the assembly, and wherein the heat transfer material and elements have a higher thermal conductivity than the support member or friction material and act to dissipate to atmosphere heat generated in the friction device during operation of the brake or clutch assembly.
  • the heat transfer material may be applied to the peripheral face prior to applying the friction material.
  • the heat transfer material may be applied by a thermal spray process, cold spray process, or in the form of impregnated mats, liquid suspension, electro-plating, or as a plate or shim that is cut, rolled or machined to pre-determined dimensions.
  • the step of applying the heat transfer material and/or the friction material also provides the bonding.
  • application steps b) and c) may be consecutive steps, alternatively, and particularly in the case of impregnated mats, the friction material and heat transfer material may be applied at the same time. For example, a friction material mat and heat transfer material mat may be first brought together and subsequently applied together on the peripheral face.
  • the friction material mat may be placed on the peripheral face first, with the heat transfer material mat placed on top thereof.
  • the friction material mat is sandwiched between the peripheral face of the support member and the heat transfer material.
  • Subsequent bonding of the mats to the peripheral face allows the heat transfer material to permeate or infiltrate the friction material such that a layer of heat transfer material bonds to the peripheral face and to a plurality of the elements, and a layer of friction material is produced to form the friction surface.
  • the bonding process may be a furnace brazing process at a temperature high enough to melt the heat transfer material whilst bonding eg metallurgical bonding to the support member.
  • the heat transfer material and/or the friction material may be applied to and/or bonded to other portions of the support member as well as the peripheral face(s).
  • the heat transfer material and/or the friction material may be sprayed eg thermally or cold spray technique onto the support member.
  • the heat transfer material may be a copper or copper alloy powder spray applied on the peripheral face and optionally onto further portions of the support member.
  • the friction material may subsequently be thermally sprayed onto and to mechanically bond with the previous layer of heat transfer material.
  • the heat transfer material and friction material may be applied in a combined application step, for example, by blending two powders (powdered heat transfer material and friction material) together in predetermined proportions, or by mixing during application e.g. at a spray outlet using two powder feeders.
  • a particular advantage of using twin powder feeders is the ability to change the proportions of friction material to heat transfer material during application. For example, proportions of 9:1 heat transfer material to friction material may initially be applied, with subsequent blending or discrete stepping during the application process to a 1 :9 mix at the outer surface of the friction face. A subsequent brazing process may then be carried out to metallurgicaly bond the layers together and to the support member.
  • the friction device is subjected to a brazing process to bond the material to the support member and optionally the cooling plates, vanes or vents.
  • the friction material may subsequently be applied via a laser cladding process, which process allows larger particulates eg of oxides, carbides, borides etc to form than can be achieved with thermal spraying techniques.
  • the size and percentage of particulates present in the friction material can be controlled during the laser process to provide a desired coefficient of friction at the friction surface.
  • a suitable braze material may be applied between the material of the support member and the heat transfer material (shim etc), and/or between the heat transfer material and the friction material (shim etc) prior to the (furnace) brazing process.
  • the friction device is a brake rotor, brake disc, or drum brake of a motor vehicle, e.g., car, motorbike, truck.
  • the friction device according to one or more forms of the present invention may be in the form of a clutch plate of a clutch assembly.
  • brake assemblies and clutch assemblies are devices which need to dissipate heat generated in converting rotational energy into heat energy.
  • applications of the present invention are envisaged that are analogous between brake and clutch assemblies.
  • Figure 1 shows a sectional view through part of a ventilated disc rotor according to an embodiment of the present invention.
  • Figure 2 shows a partial sectional view of a ventilated brake disc according to an embodiment of the present invention, including tube type heat transfer elements interspersed between support veins or vents.
  • Figure 3 shows an exploded view of a fabricated brake disc according to an embodiment of the present invention.
  • Figure 4 shows a further exploded view of an alternative fabricated brake disc according to another embodiment of the present invention.
  • Figure 5 shows a perspective view of a brake drum according to a further embodiment of the present invention.
  • Figure 6 shows a partial sectional view through part of the brake drum shown in Figure 5.
  • Figure 7 shows a partial view of a motorcycle brake disc according to a further embodiment of the present invention.
  • Figure 1 shows a sectional view through part of a ventilated brake disc 1.
  • the disc 1 includes dual friction faces 2, 3, each arranged for frictional contact with a corresponding brake pad of the brake assembly (not shown). Pressure is applied by the opposing brake pads to the surfaces 2, 3 of the disc 1 to effect braking.
  • the disc 1 includes first and second support members 4, 5.
  • the support members 4, 5 are mechanically connected together via number of support webs 6a, 6b, 6c, 6d etc., the first and second support members and the supporting webs are cast together as a single unit. However, it is envisaged that the disc may be fabricated from individual support members and webs, for example, by welding or brazing the webs into place.
  • Each support member 4, 5 provides a disc base upon which is bonded a copper or copper alloy heat transfer material 7.
  • the heat transfer material has a higher thermal conductivity than the underlying base material of each support member.
  • the support members may be formed by casting or fabricating steel or iron.
  • the ventilated disc 1 has outer faces 2, 3 having corresponding outer friction materials forming friction surfaces 8, 9 thereof.
  • the friction surfaces 8, 9 make contact with the brake pad material during braking. When in operation, with the brake pad applying pressure to each of the friction surfaces 8, 9, heat is generated which needs to be dissipated.
  • the copper or copper alloy layers 7 sandwiched between the friction material of each respective friction surface 8, 9 and the respective support member 4, 5 is able to rapidly conduct heat from the friction material and transfer this through direct contact with the heat transfer elements 6a to 6n forming the webs of the same material.
  • corresponding forms of the present invention are able to increase the thermal conduction of heat generated at the friction surface(s) of such friction devices by materials with high thermal conductivity through the support structure of the friction device where the heat can be dissipated into the surrounding atmosphere. It is also envisaged that one or more of the present invention are able to apply a friction surface that can be tailored for different coefficient of friction requirements and increase the operational life of the friction device dramatically.
  • the friction device may be manufactured (fabricated) or cast from a suitable support material such as steel, iron, stainless steel, nickel, nickel alloy, cobalt, cobalt alloy, aluminium, aluminium alloy, titanium, titanium alloy, copper or copper alloy.
  • Figure 1 shows the friction device in the form of a ventilated brake disc
  • solid disc or drum devices can be constructed in accordance with the present invention.
  • the selection of the material to be used depends upon the environment, cost and weight requirements for a particular application and do not limit the scope of the present invention.
  • FIG. 2 shows a portion of a brake disc or rotor 20.
  • the view shown is a side view of a part of a ventilated brake disc.
  • a similar, but opposite face, view would be apparent if looking from the other side back towards the disc 20.
  • Between each disc plate 21a (21b not shown) extend a number of support vents or veins 22. These vents or veins 22 are either cast or fabricated with the disc plates to connect and support the disc structure. The vents or veins 22 also help to provide air flow and ventilation during rotation of the disc 20. Extending between and through the disc plates 21a, 21b are copper or copper alloy tubes 23.
  • each disc plate is able to share, heat load and transfer heat load to the copper or copper alloy tubes 23 which are cooled in the air flowing between the vents or veins 22 during rotation of the disc 20.
  • spacing between adjacent vents or veins 22 narrows from the outer edge 24 of the disc 20 towards the inner edge 25 of the disc.
  • the embodiment shown includes copper or copper alloy tubes, these may be solid bars or plates as required for a particular application. Alternatively, a copper or copper alloy honeycomb providing a large surface area is envisaged.
  • FIG. 3 shows a fabricated form of a brake disc.
  • the brake disc 30 includes a series of consecutive support vents or veins 31 connected to a pair of parallel disposed support plates 32. Between each support vent or vein 31 is disposed a copper or copper alloy vent or vein plate 33.
  • the support plates 32 are constructed from steel, iron, stainless steel, nickel, nickel alloy, cobalt, cobalt alloy, aluminium, aluminium alloy, titanium, titanium alloy, copper or copper alloy.
  • the support plates are cut, machined to the desired dimensions, thickness, inside diameter and outside diameter may vary depending on the finished size of the friction device required to achieve the desired braking efficiency, strength of thermal dissipation. Slots or holes are cut and/or machined in the support plates equally spaced there around.
  • Support ventilation vents or veins 31 are constructed to fit into the slots or holes in the two support plates, joining them together as one unit. It will be appreciated that the support vents or veins may be bars or tubes or a combination of plates bars or tubes.
  • a number of cooling ventilation vents or veins 33 are constructed from copper and/or copper alloy, and/or aluminium and/or aluminium alloy, and/or metal matrix composite, and/or carbon fibre reinforced carbon matrix composites, to act as heat sinks to conduct the heat generated away from the friction surfaces to where it is subjected to the cooling effect of the surrounding air.
  • a number of support vents or veins 31 and cooling vents or veins 33 can vary depending on the strength of thermal dissipation of the disc required.
  • the support vents or veins 31 and then welded to the support plates 32.
  • welding is performed via a low heat input process like lazer welding and/or electron beam welding to minimise distortion and to help achieve full penetration welds for strength purposes.
  • furnace brazing processes with a requirement of high strength fully brazed joints may be utilised.
  • the disc may be cast with, the support vents or veins 31 integral to the cast, and subsequently accommodation for the cooling vents or veins 33 can be achieved afterwards.
  • this can be achieved by a suitable thermal spray process, cold spray process, impregnated mats, liquid suspension, or by an electro plating method.
  • a plate or shim of friction material 35 is subsequently applied to the shim 34. The entire disc is then brazed to bond the layers 34,35 to the base disc material forming the support plates 32.
  • the brazing process bonds the shims 34,35 to the disc and thereby also bonds the heat transfer shim 34 to the heat transfer elements 33 (vents, vanes, tubes bars) creating permanent contact between the heat transfer shim 34 and the elements 33 across the surface of the disc which greatly assists in evenly spreading heat throughout the disc which helps to avoid hot spots, thermal stresses and potential disc failure by more efficiently transferring and dissipating heat.
  • the support vents 31 may also be coated with the heat transfer copper material also.
  • FIG 4 shows an alternative form of the present invention wherein impregnated mats 44,45 are used to apply the friction and heat transfer materials at the same time.
  • impregnated mats 44,45 are used to apply the friction and heat transfer materials at the same time.
  • this is achieved by using impregnated mats of the friction material 44 which are laid on to the support plate 42 face first with the heat transfer material impregnated mats 45 on top ie on the outside.
  • the friction device with the mats in position is then subjected to a furnace brazing process at a temperature high enough to melt the heat transfer material which infiltrates the friction material whilst at the same time metallurgically bonding to the base support material and the cooling plates, bars or tubes 43.
  • the heat transfer material on the outside is able to permeate the friction material such that a high proportion of the heat transfer material bonds directly to the support plates 42 of the disc and a corresponding high proportion of the friction material translates to the outer surface of the disc to form the friction surface.
  • the friction material 44 may be a carbide mat.
  • the high conductivity heat transfer material preferably a copper or copper alloy powder, is applied to both of the support plate faces so as to mechanically bond to the base material as well as to the cooling vents or veins. The friction material powder can then be thermally sprayed to mechanically bond to the previously deposited layer.
  • the heat transfer material and the friction material can also be applied in one operation by first blending the two powders together in the desired percentages, or by mixing the powders at the thermal spray torch by using two powder feeders.
  • a benefit of using two powder feeders is the ability to change the percentage of friction material to heat transfer material as it is being applied to the support plates. For example, it is possible to start off with say 90% heat transfer material powder and 10% friction material, and alter these proportions to end up with say 10% friction material and 90% heat transfer material at the friction surface.
  • the coated device is then subjected to a furnace brazing process to metallurgically bond all of the layers together as well as to the support plates and to the cooling plates, bar or tubes.
  • An alternative process to achieve the desired result is after deposition of the heat transfer material, the device is subjected to a brazing process to metallurgically bond the heat transfer material to the support plate material and the cooling plates, bars or tubes.
  • the friction material can subsequently be applied by a laser cladding process which allows the addition of larger particulates of oxides, carbides, borides, etc., than can otherwise be achieved with a thermal spray process. The size and percentage of the particulates will greatly affect the coefficient of friction of the applied surface.
  • a suitable braze material should be applied between the support plate material and the copper or copper alloy heat transfer layer, and/or between the heat transfer layer and the friction layer, before being subjected to the furnace brazing process.
  • Figure 5 shows an embodiment of the present invention incorporated in a brake drum 50.
  • the drum 50 includes an interior friction surface 51 , a support member 52 providing an outer drum surface, and heat transfer elements 53 extending through the support member 52. It will be appreciated that friction devices, such as brake shoes or pads, will contact the inner drum surface 51 in order to effect braking.
  • Figure 6 shows a partial sectional view through the brake drum of Figure 5.
  • the inner drum surface 51 includes the friction material 54.
  • the friction material 54 Underlying the friction material 54 is the heat transfer material, copper or copper alloy in this form of the invention 55 which is connected to the heat transfer element 53 extending through the support member 52.
  • Figure 7 shows a portion of a brake disc for a motorcycle.
  • This portion includes a single disc plate 70 in the form of an annular disc. Apertures extending through the disc material provide ventilation. Some of the apertures 71 are purely ventilation holes. Other apertures include heat transfer elements 72.
  • the brake disc includes an underlying base material providing a support member which is applied on either side thereof the layer of a heat transfer material which is in contact with a portion of each of the heat transfer elements 72. The faces of the heat transfer material are then coated with the friction material 73.
  • calliper pressure applied to brake pads either side of the disc generates heat during braking which is transferred through the friction material 73 into the underlying heat transfer material and subsequently transferred by conduction to the copper or copper alloy tube elements of the heat transfer element 72 extending through the disc material.
  • heat is given up to the atmosphere by the heat transfer element extending between opposite faces, and therefore opposite layers of the heat transfer material, to help cool the disc and thereby maintain braking efficiency and structural integrity of the disc.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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Abstract

Dispositif de friction (1) d'un dispositif de frein ou d'embrayage, le dispositif de friction ayant au moins un organe de support (4, 5) supportant un matériau de transfert thermique (7) et un matériau de friction, le matériau de friction fournit au moins une surface de friction (8, 9) disposée en contact avec au moins un élément de friction de ladite structure, et le matériau de transfert thermique ayant une conductivité thermique supérieure à celle de l'organe support et incluant une couche intercalée entre au moins un organe support et le matériau de friction. Une autre portion est formée comme une pluralité d'éléments de transfert thermique s'étendant à travers au moins un organe support, chaque dit élément ayant une portion exposée à l'atmosphère et les éléments de transfert thermique sont connectés ensemble par la couche pour dissiper la chaleur dans l'atmosphère générée par ledit matériau de friction adjacent à ladite couche pendant le fonctionnent dudit dispositif de frein ou d'embrayage.
PCT/AU2005/000965 2004-06-30 2005-06-30 Dispositif de friction WO2006002471A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2004903560 2004-06-30
AU2004903560A AU2004903560A0 (en) 2004-06-30 Friction device

Publications (1)

Publication Number Publication Date
WO2006002471A1 true WO2006002471A1 (fr) 2006-01-12

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2927389A1 (fr) * 2008-02-11 2009-08-14 Bosch Gmbh Robert Disque de frein en tole
JP2009299887A (ja) * 2008-06-13 2009-12-24 Endless Project:Kk ディスクロータ及びその製造方法
RU2454577C1 (ru) * 2010-12-30 2012-06-27 Александр Юрьевич Романов Ротор тормозного диска мотоцикла
WO2013156244A3 (fr) * 2012-04-16 2014-03-20 Schaeffler Technologies AG & Co. KG Surface antagoniste d'un couple frottant
DE102019209499A1 (de) * 2019-06-28 2020-12-31 Brembo Sgl Carbon Ceramic Brakes Gmbh Innenbelüfteter Rotor
DE102012111072B4 (de) 2011-11-24 2023-07-06 Shimano Inc. Fahrradscheibenbremsrotor

Citations (4)

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JPH07224868A (ja) * 1994-02-10 1995-08-22 Toyota Motor Corp ディスクブレーキ装置のディスクロータ
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FR2927389A1 (fr) * 2008-02-11 2009-08-14 Bosch Gmbh Robert Disque de frein en tole
JP2009299887A (ja) * 2008-06-13 2009-12-24 Endless Project:Kk ディスクロータ及びその製造方法
RU2454577C1 (ru) * 2010-12-30 2012-06-27 Александр Юрьевич Романов Ротор тормозного диска мотоцикла
DE102012111072B4 (de) 2011-11-24 2023-07-06 Shimano Inc. Fahrradscheibenbremsrotor
WO2013156244A3 (fr) * 2012-04-16 2014-03-20 Schaeffler Technologies AG & Co. KG Surface antagoniste d'un couple frottant
CN104246281A (zh) * 2012-04-16 2014-12-24 舍弗勒技术有限两合公司 摩擦副的对应面
JP2015514197A (ja) * 2012-04-16 2015-05-18 シェフラー テクノロジーズ ゲー・エム・ベー・ハー ウント コー． カー・ゲーＳｃｈａｅｆｆｌｅｒ Ｔｅｃｈｎｏｌｏｇｉｅｓ ＧｍｂＨ ＆ Ｃｏ． ＫＧ 摩擦対偶の対応面
DE102019209499A1 (de) * 2019-06-28 2020-12-31 Brembo Sgl Carbon Ceramic Brakes Gmbh Innenbelüfteter Rotor

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