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
  • F16D65/00—Parts or details
  • F16D65/02—Braking members; Mounting thereof
  • F16D65/12—Discs; Drums for disc brakes
  • F16D65/127—Discs; Drums for disc brakes characterised by properties of the disc surface; Discs lined with friction material
• • 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
  • F16D69/04—Attachment of linings
• • C—CHEMISTRY; METALLURGY
  • C21—METALLURGY OF IRON
  • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
  • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
  • C21D1/26—Methods of annealing
  • C21D1/30—Stress-relieving
• • 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
  • F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
  • F16D69/04—Attachment of linings
  • F16D2069/0425—Attachment methods or devices
  • F16D2069/045—Bonding
  • F16D2069/0466—Bonding chemical, e.g. using adhesives, vulcanising
• • 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
  • F16D69/04—Attachment of linings
  • F16D2069/0425—Attachment methods or devices
  • F16D2069/0483—Lining or lining carrier material shaped in situ
• • 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
  • F16D2250/0023—Shaping by pressure
• • 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
  • F16D2250/0038—Surface treatment
• • 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
  • F16D2250/0061—Joining
  • F16D2250/0069—Adhesive bonding

Definitions

• the invention relates to a manufacturing method for a workpiece with a finishing layer and a workpiece with a finishing layer.
• the stresses induced during production between the finishing layer and the treatment surface also represent a stress for the connection between the finishing layer and the treatment surface, so that the connection strength for an additional mechanical load during operation of the workpiece can lead to premature detachment of the finishing layer.
• the object of the present invention is to at least partially overcome the disadvantages known from the prior art.
• the features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims.
• the features of the claims can be combined in any technically meaningful way, whereby the explanations from the following description and features from the figures can also be used for this purpose, which include additional configurations of the invention.
• the invention relates to a manufacturing method for a workpiece with a finishing layer, having the following steps: a. providing a workpiece with a treatment surface; and b. Providing the treatment surface with a finishing layer.
• the manufacturing method is primarily characterized in that at least the following step is also included: c. Reducing stresses in the finishing layer.
• a manufacturing method for a workpiece with a finishing layer is proposed here, in which the finishing layer is applied to the treatment surface.
• a finishing layer is, for example, a friction layer with carbides and/or an anti-corrosion layer, for example for exterior areas in a motor vehicle or for seawater applications.
• post-processing by cutting is not carried out, but that the stresses in the finishing layer, and preferably also in the treatment surface, of the workpiece are reduced.
• a fatigue strength of the connection between the finishing layer and the treatment surface is improved because externally applied forces, for example a shearing moment during the braking process in the case of a brake disk, do not add up to an already existing stress.
• the stresses are reduced to such an extent that a compressive stress in the finishing layer opposite the treatment surface, i.e. a stress which, if excessive, would lead to a convex deformation with the surface of the workpiece, is brought about.
• a compressive stress in the finishing layer opposite the treatment surface i.e. a stress which, if excessive, would lead to a convex deformation with the surface of the workpiece.
• step c. the stresses in the finishing layer, and preferably also in the treatment surface, are reduced using at least one of the following methods:
• a particularly advantageous embodiment of the manufacturing process is carried out with stress-relief annealing, with stresses introduced by thermal post-treatment with the finishing layer and part of the treatment surface being released.
• finishing layer (with an effect on the underlying treatment surface) is proposed, in which the finishing layer and optionally at least part of the treatment surface is compacted.
• the compaction causes a reduction in the tensile stresses in the finishing layer or between the finishing layer and the treatment surface or alone in the treatment surface up to the point where compressive stress builds up.
• Another advantage of mechanical processing is that the structure is not changed or is only slightly changed during this cold forming process, which means that even demanding finishing layers or materials of the treatment surface can be processed.
• the finishing layer is compacted with a roller-like body, when hammering with a flat blow and when pressing with a (preferably full-surface) compressive stress on the finishing layer and, if necessary, the treatment surface.
• step b at least one of the following properties is achieved:
• the roughness of the finishing layer is reduced and/or the surface density of the finishing layer (and preferably the treatment surface) is increased.
• a post-treatment step for example with machining
• the increased surface density on the one hand an increased strength of the finishing layer (or the treatment surface) is achieved and on the other hand an improvement in the connection between the finishing layer and the treatment surface can also be achieved. A higher long-term strength can thus be achieved and/or the use of materials can be reduced.
• the roughness of the finishing layer is only reduced to the extent that the relatively soft materials of a matrix in which hard materials, such as carbides, are added, are leveled and the embedded hard materials are not leveled or are leveled to a lesser extent when the roughness is reduced, so that For example, for a brake disc, the carbides are firmly embedded in the matrix material, which is now compressed, for example, and are optimally involved in the braking effect.
• the aforesaid properties are improved by reducing the stresses in step c described above. achieved, preferably by means of a mechanical compaction process, such as rolling, hammering or pressing. It should be noted that step c. can also include several processes, such as stress-relief annealing and subsequent mechanical cold-forming.
• the finishing layer comprises an adhesion layer and a functional layer, preferably a friction layer, with the adhesion layer being arranged between the treatment surface and the functional layer.
• an adhesive layer is preferably first applied to the treatment surface and a functional layer above it, ie on the side facing away from the workpiece.
• the adhesive layer is preferably designed to ensure a stable hold of the friction layer.
• the friction layer is designed, for example, to provide a specific coefficient of friction for a counter-element, for example a brake shoe.
• step c. in step c. the stresses in the adhesive layer, preferably in relation to the finishing layer exclusively in the adhesive layer, are reduced.
• Step c is preferred. carried out after the adhesion layer has been applied and before the friction layer is applied.
• a workpiece with a finishing layer having a carrier body with a treatment surface, with a finishing layer being applied to the treatment surface.
• the workpiece is characterized above all by the fact that the finishing layer is post-compacted.
• a workpiece with a finishing layer is now proposed here, for example a brake disc as explained above, the workpiece comprising a carrier body, preferably a cast body, on which the treatment surface forms at least a partial area of the surface of the carrier body.
• a finishing layer is applied to this treatment surface, for example by high-velocity oxy-fuel spraying [HVOF] or laser deposition welding, particularly preferably extremely high-speed Laser deposition welding [EHLA], it is now proposed here that the finishing layer is post-compacted, i.e. post-compacting after the application of the finishing layer on the treatment surface by means of a thermal or mechanical (cold forming) process.
• HVOF high-velocity oxy-fuel spraying
• EHLA extremely high-speed Laser deposition welding
• a workpiece with a finishing layer having a carrier body with a treatment surface, with a finishing layer being applied to the treatment surface.
• the workpiece is primarily characterized by the fact that the stress in the finishing layer is neutral or compressive stress.
• a workpiece with the same basic requirements is proposed here, with a support body having a treatment surface having a finishing layer.
• the stress in the finishing layer is neutral or is a compressive stress.
• the stress in the treatment surface at least near the finishing layer is preferably neutral or a compressive stress. This can be implemented inexpensively using a thermal process (e.g. stress-relief annealing) or a mechanical process (cold forming).
• the stress in the finishing layer (or the treatment surface) is both neutral or compressive stress and post-compacted.
• the tension in the finishing layer, and preferably also in the treatment surface is evenly distributed and a maximum deviation is at most 15% [fifteen percent], preferably less.
• the workpiece is a rotary workpiece with an axis of rotation, preferably a brake disk for a motor vehicle.
• the workpiece is a rotary workpiece, the rotary workpiece being rotated about a central axis of rotation when the finishing layer is applied.
• a single feed axis for the coating unit is then often sufficient for applying the finishing layer.
• this feed axis is aligned parallel to the axis of rotation (corresponds to the cylinder axis).
• the treatment surface is in the form of a cylinder cover or disk, this feed axis is aligned parallel to the radius of the axis of rotation (corresponds to the cylinder axis or disk axis).
• An infeed axis or adjustment axis is preferably also provided, with it being particularly preferable for this axis to be movable in the coating process or during calibration, adapted to the coating speed or to the measuring speed.
• the infeed axis can only be moved more slowly and it is only adjusted before the application of the finishing layer or a calibration or an intermediate step of the process in question begins.
• the rotary workpiece is a brake disk for a motor vehicle (including a commercial vehicle).
• the treatment surface is the friction surface that comes into contact with a brake pad during operation when the motor vehicle is decelerating.
• the carrier disk is cast, for example, made of steel or lamellar gray cast iron.
• the finishing layer includes carbides, which ensure the desired roughness and abrasion resistance of the finished surface.
• the finishing layer is an MMC [Engl.: Metal Matrix Composite], preferably comprising stainless steel as matrix material.
• the additives are, for example, niobium [Nb], silicon [Si], chromium [Cr] and/or titanium [Ti].
• the finishing layer is composed of two or more layers of material with different compositions, with for example (preferably exclusively a bonding layer and a friction layer are provided.
• the brake disk has a shield with a height difference of at most 10 ⁇ m [ten micrometers] to 200 ⁇ m on the outer diameter of the rotating workpiece.
• a shielding is therefore within a range that is permissible for the final state of the brake disk and it is not necessary to remove material from the coating due to the shielding.
• the height of material to be removed is in the same amount range as for compensating for a waviness and/or a maximum difference between the height minimum and the height maximum, it being preferably ensured by means of the measurement method described above that the effects do not add up.
• a workpiece with such an accumulation is sorted out as scrap or (in individual cases) a larger layer height is applied or a dedicated minimum height is subsequently filled. The latter is possible with the measuring method described above because the measuring unit (and the coating unit) are referenced to the workpiece and the exact position of the minimum height is therefore known.
• the finishing layer comprises an adhesion layer and a functional layer, preferably a friction layer, with the adhesion layer being arranged between the treatment surface and the functional layer.
• the adhesive layer preferably exclusively the adhesive layer in relation to the finishing layer, is post-compacted and/or the stress of the adhesive layer, preferably exclusively the adhesive layer, is neutral or has a compressive stress.
• FIG. 2 a workpiece during step c. of the manufacturing process according to FIG. 1 ;
• Fig. 3 the workpiece according to FIG. 2 after step c. the manufacturing process; and
• FIG. 4 a motor vehicle with brake discs in a schematic plan view.
• step a a workpiece 1 with a treatment surface 3 is provided.
• the workpiece 1 is a rotary workpiece with an axis of rotation 5, for example a brake disc 6 (see FIG. 4).
• the treatment surface 3 is provided with a finishing layer 2, for example with a suitable automated coating device.
• a finishing layer 2 comprises, for example, an adhesion layer and/or a friction layer with carbides and/or an anti-corrosion layer.
• a final step c. the stresses in the finishing layer 2, and purely optionally also in the treatment surface 3, of the workpiece 1 are reduced.
• a fatigue strength of the connection between the finishing layer 2 and the treatment surface 3 is improved because externally applied forces, for example a shearing moment during the braking process in the case of a brake disk 6, do not add up to an already existing stress.
• Tensile stresses are preferably reduced or converted into compressive stresses.
• the stresses on the adhesive layer are preferably reduced.
• a workpiece 1 during step c. of the manufacturing process according to FIG. 1 is shown.
• the workpiece 1 comprises a carrier body 4, purely optionally a cast body, on which the treatment surface 3 of the carrier body 4 is arranged at the top according to the illustration.
• a finishing layer 2 with a (specific) surface density is applied to this treatment surface 3, for example by extremely high-speed laser deposition welding [EHLA].
• EHLA extremely high-speed laser deposition welding
• the finishing layer 2 is now optionally post-compacted by means of mechanical cold forming, for example a rolling device 8 in the form of a cylindrical roller.
• a rolling device 8 in the form of a cylindrical roller.
• the rolling device 8 is rolled over the finishing layer 2 in predefined paths with a predefined contact pressure, with the rolling device 8 pressing into the finishing layer 2 (according to the illustration, the rolling device 8 is therefore shown overlapping with the finishing layer 2) and recompacting it.
• the material underneath the treatment surface 3 is also post-compacted. The compaction causes a reduction in the tensile stresses in the finishing layer 2 or between the finishing layer 2 and the treatment surface 3.
• the roughness of the finishing layer 2 is further reduced and, purely optionally, the surface density of the finishing layer 2 and purely optionally of the treatment surface 3 is increased.
• a post-treatment step for example with machining, is superfluous or the effort is reduced, which means shorter machine times and smaller amounts of material can be used.
• the increased surface density on the one hand an increased strength of the finishing layer 2 (or the treatment surface 3) is achieved and on the other hand an improvement in the connection between the finishing layer 2 and the treatment surface 3 can also be achieved. A higher long-term strength can thus be achieved and/or the use of materials can be reduced.
• FIG. 3 the workpiece 1 according to FIG. 2 is after step c. of the manufacturing process is shown.
• the tension in the finishing layer 2 is neutral.
• the stress is also neutral in the treatment surface 3 at least near the finishing layer 2 . This is implemented inexpensively by means of the mechanical method (compare FIG. 2) and deformation of the workpiece 1 as a result of the application of the finishing layer 2 is reduced or even eliminated again, and a compressive stress may even be induced.
• the motor vehicle 7 has four wheels 9, with two wheels 9 each being arranged opposite one another on a common wheel axle (congruent with the axis of rotation 5 of the brake discs 6).
• each of the wheels 9 has a brake disc 6 with an axis of rotation 5, with the wheel 9 and brake disc 6 being connected in a torque-proof manner.
• a finishing layer 2 is applied to each of the two axially opposite sides of the brake disk 6 by means of the manufacturing method shown in FIG.
• a pair of brake pads 10 is assigned to each of the brake discs 6, the brake pads 10 being fixedly connected to the vehicle body.
• a respective brake pad 10 is pressed against the respective brake disc 6 .
• Most of the braking energy is introduced into the respective brake disc 6 as waste heat, which is why the finishing layer 2 is subjected to high temperatures and high shear loads and high pressure.
• the finishing layer 2 must withstand this load case.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Braking Arrangements (AREA)
• Application Of Or Painting With Fluid Materials (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=83448003

Family Applications (1)

Country Status (8)

Families Citing this family (2)

Family Cites Families (9)

• 2021
  • 2021-08-16 DE DE102021208973.9A patent/DE102021208973A1/de active Pending
• 2022
  • 2022-08-16 CA CA3229008A patent/CA3229008A1/en active Pending
  • 2022-08-16 WO PCT/DE2022/100606 patent/WO2023020660A2/de not_active Ceased
  • 2022-08-16 KR KR1020247007571A patent/KR20240046534A/ko active Pending
  • 2022-08-16 US US18/683,721 patent/US20250129830A1/en active Pending
  • 2022-08-16 CN CN202280060105.9A patent/CN117916486A/zh active Pending
  • 2022-08-16 MX MX2024001988A patent/MX2024001988A/es unknown
  • 2022-08-16 EP EP22777215.9A patent/EP4388217A2/de active Pending

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