Carbon ceramic friction disks and process for their preparation |
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申请号 | EP10197447.5 | 申请日 | 2010-12-30 | 公开(公告)号 | EP2472136B1 | 公开(公告)日 | 2015-05-27 |
申请人 | Brembo SGL Carbon Ceramic Brakes GmbH; | 发明人 | Güther, Hans-Michael; Persi, Luigi; Koch, Christoph; Orlandi, Marco; Kahler, Michael; | ||||
摘要 | |||||||
权利要求 | |||||||
说明书全文 | The invention relates to carbon ceramic friction disks, and a process for their preparation. A friction disk such as a brake disk has several main tasks: it must provide sufficient torsional strength, stiffness and stability to be able to withstand, fro example, the torque generated by decelerating a moving vehicle, it must provide an adequate friction coupling with a brake pad by adequate choice of materials which lead to a coefficient of friction of preferably between 0.3 and 0.7, and it must be able to limit the increase in temperature generated by the dissipation of rotational energy as heat. Brake disks have been described in the literature that solve these tasks by adapting the geometry, for instance by introducing ventilation ducts into grey cast iron brake disks to provide air cooling and thus limiting the operating temperature. The remaining solid top and bottom layers provide the torsional stability and the friction surfaces. Carbon-fibre reinforced carbon disks have been in use in civil and military aircraft, as well as in Formula I racing cars. Also in this type of brake disk, one single material had to be adapted by different geometries to fulfill all tasks. This material had the advantage that the unsprung masses in the racing cars were kept low, due to the low density of the carbon material. Carbon fibre reinforcement accounted for the needed strength and stiffness. But carbon suffers from oxydative degradation at temperatures in excess of 400 °C. Brake disks made of carbon-fibre reinforced silicon carbide are stable up to much higher temperatures. Designs including separate friction layers and carrier bodies having high mechanical strength have been described, i. a. in It was an object of the invention to provide a carbon ceramic brake disk that is optimised to meet all requirements by appropriate selection of the optimum material for each of these tasks, that can be built from standardised components which can be manufactured by processes that can easily be upscaled, and that has also an optimum of force transmission and traction as well as heat transfer between the regions of different materials which make up the brake disk. It has been found that a compound body is able to meet all these requirements, which compound body comprises at least one part which provides the needed friction properties, at least one other part which provides the needed torsional strength and stiffness, and at least one further part which provides the needed cooling behaviour. It has further been found that a technically reasonable solution is to build the brake disk in separate layers which account for the needed properties. An object of the invention is therefore a multi-layered carbon ceramic brake disk having at least one carrier body, and at least one ventilation layer that comprises ventilation ducts, and at least one friction layer, made by joining green bodies of at least one individual carrier body, and of at least one individual ventilation layer, and of at least one individual friction layer, which green bodies comprise thermoplastic or thermoset polymeric materials, in their solid or cured states, and by subsequent carbonisation and ceramicisation by infiltration with carbide-forming elements. According to the present invention and in particular for use as brake disk in vehicle applications such as for motor-cars, trucks, and trains, the multi-layered carbon ceramic brake disk of this invention has a symmetrical structure comprising a friction layer, a carrier body, a layer comprising ventilation ducts, a second carrier body, and a second friction layer. It is a further object of the invention to provide a process for the preparation of a multi-layered carbon ceramic friction disk which process comprises
Further described herein is a process for the preparation of a green body for a friction layer by preparing and injection moulding or press moulding a mixture comprising a thermoplastic or thermoset polymer material, and optionally, fillers and additives which modify the tribological behaviour. Further described herein is a process for the preparation of a green body for a friction layer by slip casting where a suspension of ceramic particles, preferably silicon carbide, and optionally, particulate carbon, and further optionally, at least one of fillers and additives which influence the tribological behaviour, further optionally in the presence of a binder such as a phenolic resin is cast onto a metal belt, spread with a doctor blade, and solidified by drying to form a green tape which is punched according to the needed size of the friction layer. Further described herein is a process for the preparation of a green body for a carrier body by preparing and pressing a mixture comprising a resinous binder, and reinforcing fibres. Further described herein is a process for the preparation of a green body for a ventilation layer by preparing and injection moulding or press moulding a mixture comprising a thermoplastic or thermoset polymeric material and and optionally, fillers and additives which modify the strength and stiffness and/or the thermal transfer properties of the resulting body, in a structured mould, or in a cylindrical mould together with cores, the mould structure or the cores having substantially the form of the ventilation ducts to be formed. The green body for the carrier body is preferably a fibre-reinforced polymer composite material, wherein the fibres must provide adequate stiffness, particularly torsional stiffness which is measured by the torsional modulus, adequate strength and stiffness, particularly torsional strength, and the needed thermal stability. This means that the fibres must be able to withstand the operating temperatures of the brake disks without significant loss in the aforementioned stiffness and strength. The matrix polymer material serves to bind the fibres during the assembling steps, and is then transformed to the final ceramic matrix material by carbonisation, and finally, formation of a carbide ceramic material by infiltration with at least one carbide-forming element, and subsequent reaction to form the carbide. During carbonisation which is a pyrolysis in the absence of air or other oxydising agents, a porous carbon material is formed from the matrix polymer material which may be either a thermoplastic or a thermoset material, optionally in mixture with fillers and/or additives. Preferred thermoplastic materials are predominantly aromatic polymers, i. e. polymers that have a mass fraction of aromatic moieties of at least 50 %, preferably at least 60 %, and particularly preferred, at least 70 %. This mass fraction is calculated from the mass of aromatic residues, e. g., phenyl C6H5-, phenylene, -C6H4-, diphenylene -C6H4-C6H4-, naphthylene -C10H6-, in a polymer such as polyethersulphone -C6H4-SO2-C6H4-O- or aromatic polyester -OOC-C6H4-COO-C6H4-C(CH3)2-C6H4-, or polyphenylene sulphide -C6H4-S-. Other useful materials are polyetherketones, polysulphone, polyphenylene sulphone, and polyetherimide. Preferred thermoset materials are phenolic resins obtained by addition of formaldehyde to phenol or substituted phenols, and condensation of these addition products, epoxy resins derived from bisphenol A and/or bisphenol F, and furane resins. Among the additives used, most preferred is pitch, made from distillation residues of crude oil or coal, preferably having a softening temperature of at least 100 °C (DIN 51 920), and a coke yield, measured in accordance with DIN 51905, of at least 80 %. Useful fillers are preferably selected from the group consisting of particulate carbon preferably in the form of ground coke, graphite powder, carbon short fibres having an average length of not more than 5 mm, carbon microspheres, powders of carbide forming metals such as silicon, titanium, vanadium, or chromium, and other metals of the groups of the latter three, and powdery non-oxide ceramics such as silicon carbide, silicon nitride, or boron carbide. The reinforcing fibres are preferably fibres able to withstand high temperatures of more than 500 °C, more preferably of at least 800 °C, which are preferably selected from the group consisting of carbon fibres, silicon carbide fibres, silicon nitride fibres, boron fibres, boron nitride fibres, boron carbide fibres, aluminium oxide fibres, and zirconium oxide fibres which are stabilised by addition of yttrium oxide to avoid conversion to the monoclinic phase upon cooling. The reinforcing fibres for the carrier body are preferably used in the form of prepregs, viz., the so-called UD-tapes, which comprise filaments in parallel alignment bound by impregnation with the thermoplastic or thermoset material as detailed supra, or in the form of non-woven or woven fibre mats which are also impregnated with the thermoplastic or thermoset material as detailed supra. It is also possible to use filament bundles that are laid in rotationally symmetric forms, such as a series of concentric circles fixed by filament bundles in radial orientation. Such reinforcing elements are commonly referred to as "tailored fibre placement", and described in A preferred method to form the carrier body is to place at least two layers of impregnated UD tapes or fibre mats, woven or non-woven, on top of each other, and choosing the orientation angle so that a symmetrical and homogeneous orientation is achieved. In the case of UD tapes, two such layers are oriented in 0° and 90° with respect to each other, in the case of three UD tape layers, the orientation angles are 0°, 120°, and 240°, and for four layers, 0°, 45°, and 90°, and so forth. In the case of a woven cloth in linen weave, two layers are oriented at 0° and 45°, three layers are oriented at 0°, 30°, and 60°, and so forth. Using impregnated UD tapes or impregnated fibre cloth is preferred because the needed ring-shaped parts may simply be punched out of an impregnated tape or cloth, and then stacked to the needed height. Such process is easily automatted. The green body for the friction layer is preferably made by mixing a thermoset resin, particularly preferred, a phenolic resin or a mixture of a phenolic resin and a pitch, with additives preferably selected from the group consisting of particulate carbon preferably in the form of ground coke, graphite powder, carbon short fibres having an average length of not more than 5 mm, carbon microspheres, powders of carbide forming metals such as silicon, titanium, vanadium, or chromium, and other metals of the groups of the latter three, and powdery non-oxide ceramics such as silicon carbide, silicon nitride, or boron carbide. It is also possible to use a thermoplastic resin together with the additives mentioned supra. Homogenising is in this case preferable made with a mixing extruder, such as a twin screw extruder, which allows the fastest and most homogeneous mixing combined with a minimum of entrapped air. Pelletising the solidified mixture allows simple and reproducible metering. A Z-arm kneader may be used for mixing both thermoplastic and thermoset materials. The homogenised mixture is then pressed to the form of a cylinder ring and cured by heating if a thermoset, or pressed at elevated temperature and cooled in the mould if a thermoplastic material is used as matrix. An elegant method to form the green bodies for the friction layer is injection moulding. In this case, the mould has to be designed in a way that joint lines are avoided as far as possible, e. g. by a circular gate at the inner circumference of the cylinder ring. Another preferred method to form the green bodies for the friction layer is slip casting or tape casting where a suspension of ceramic particles, preferably silicon carbide, and optionally, particulate carbon, and further optionally, at least one of fillers and additives which influence the tribological behaviour, further optionally in the presence of a binder such as a phenolic resin is cast onto a metal belt, spread with a doctor blade, and solidified by drying to form a green tape which is punched according to the needed size of the friction layer. It is preferred in this context to use either particulate carbon, preferably ground coke or graphite flakes, in a mass fraction of at least 20 %, based on the sum of masses of the solid constituents in the slip, or a resinous binder such as phenolic resins, epoxy resins or furane resins having a high yield of carbon upon carbonisation is present in the slip. Other fillers and additives such as those mentioned supra may, of course, also be present. The liquid used for suspending the particles may be water, or an alcohol such as ethyl alcohol. The green body for the ventilation layer comprises a layer that has cavities and/or indentations that form the cooling channels in the friction disk. Preferably, the green body for the ventilation layer comprises a base plate which has ribs or fins or stubs on one side, or on both sides of the base plate. The space enclosed between the ribs or fins or stubs forms the cooling channel or cooling duct in the multi-layered brake disk. The base material used to manufacture the green body for the ventilation layer is preferably also a thermoplastic or thermoset material, preferably also a predominantly aromatic polymer as defined supra. Among the thermosets, also phenolic resins, furane resins, and epoxy resins are preferred. The polymers may contain additives and fillers as described supra. It is also possible to use short carbon fibres up to an average length of 5 mm for reinforcement. The green body for the ventilation layer is preferably made by injection moulding, or by press moulding, both processes allowing to realise a wide range of geometries for the cooling ducts. Most preferred is injection moulding. A circular gate is preferred, as in the case of the green body for the friction layer, to avoid the formation of joint lines. In a preferred embodiment, the moulded green body for the ventilation layer has a circular rim on the outer and inner circumferences, preferably to both sides in the direction of the axis of rotational symmetry, which allow to geometrically fix the further layers, the green body for the friction layer, and the green body for the carrier body so that symmetrical adjustment is facilitated. These rims form a part of a cylinder jacket at the inner and outer circumferences. The multi-layered green body for the brake disk is then assembled, in a first embodiment, by stacking a green body for the friction layer, a green body for the carrier body which comprises at least two layers of impregnated UD tapes or fibre mats, woven or non-woven, on top of each other, and choosing the orientation angle so that a symmetrical and homogeneous orientation is achieved, a green body for the ventilation layer, a further green body for the carrier body, and a further green body for the friction layer, where, in a preferred embodiment, an adhesive which is preferably a phenolic resins which may also contain powdery silicon carbide or other powdery ceramic fillers or powdery carbon or graphite, is applied between the individual layers. This stack is then pressed and heated to crosslink the adhesive, the subjected to carbonisation under exclusion of oxydants at a temperature of preferably from 750 °C to 1300 °C to form a composite body of porous carbon also comprising reinforcing fibres and fillers. The composite body may be machined to remove at least those parts of the circular rim of the ventilation layer which close the cooling ducts, and is then finally subjected to infiltration with silicon or a mixture containing a mass fraction of at least 50 % of silicon, and to formation of silicon carbide, and optionally, carbides of other carbide-forming elements present in the mixture with silicon, at a temperature of at least 1420 °C, and preferably, under a reduced pressure of between 0.5 hPa and 10 hPa. Depending on the brake load, other sequences in the stack to form the composite body of porous carbon are preferred, such as for extreme high duty brakes, a sequence of a friction layer, a first carrier body, a first ventilation layer, a second carrier body, a second ventilation layer, a third carrier body, and a final friction layer. The strength of the carrier body can be easily adapted to the load by choosing the number of fibrous reinforcement layers, which is preferably from two to ten. As discussed supra, the individual layers are oriented at different angles to achieve a homogeneous load distribution. The invention is further described by the figures, wherein
By appropriate choice of the sequence and thickness of the individual layers, it is easily possible to adapt the brake disk to the intended purpose. Usually, the friction layers have a thickness of from 1 mm to 5 mm, the ventilation layers have a thickness (which is approximately equivalent to the height of the cooling channels or cooling ducts) of from 5 mm to 20 mm, and the carrier bodies have a thickness of from 3 mm to 20 mm. Particularly in the case where carbon fibre cloth is used as reinforcing element in the carrier body, a construction as explained in The rims used during the assembly to facilitate the stacking may be removed by grinding of turning in the carbonised state, or by grinding in the ceramic state, i. e. after infiltration with liquid silicon, or mixtures thereof. A green body for a friction layer was prepared as follows:
A green body for a ventilation layer was injection moulded from a mixture of an aromatic polyester resin (bisphenol A- isophthalate-terephthalate copolymer) and a mass fraction of 25 %, based on the mass of the mixture, of a powdery pitch of reduced smoking propensity having a softening temperature of 235 °C, using a mould according to For the carrier body, a woven carbon fibre tape made of 3 k filament bundles impregnated with phenolic resin (®Cellobond 1203) was punched to circular rings having an inner diameter of 200 mm and an outer diameter of 400 mm. A stack of ten of these rings with a circular displacement of 36° each with regard to the predecessor ring were fixed to each side of the green body for the ventilation layer inside the rims thereof, both sides of the resulting stacks were covered with a green body for the friction layer, the assembly was put into a press mould and pressed at 180 °C with 0.5 MPa for one hour. After cooling to room temperature, the multi-layer green body was subjected to carbonisation at 900 °C, and was the subjected to infiltration with liquid silicon at 1680 °C. After cooling, the inner and outer rim were removed by grinding, the friction layers were drilled to form perforation holes, and the surface of the friction layer was then polished. The brake disk showed very good rotational stability (in excess of 5000 min-1). |