CA2065686C - Lightweight and high thermal conductivity brake rotor - Google Patents
Lightweight and high thermal conductivity brake rotorInfo
- Publication number
- CA2065686C CA2065686C CA 2065686 CA2065686A CA2065686C CA 2065686 C CA2065686 C CA 2065686C CA 2065686 CA2065686 CA 2065686 CA 2065686 A CA2065686 A CA 2065686A CA 2065686 C CA2065686 C CA 2065686C
- Authority
- CA
- Canada
- Prior art keywords
- rotor
- volume
- percent
- hub
- copper
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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
- F16D65/125—Discs; Drums for disc brakes characterised by the material used for the disc body
- F16D65/126—Discs; Drums for disc brakes characterised by the material used for the disc body the material being of low mechanical strength, e.g. carbon, beryllium; Torque transmitting members therefor
Abstract
A rotor for use with a caliper in a brake system of a vehicle. The rotor has a hub with a plurality of openings therein for attachment to an axle which rotates with a wheel of the vehicle. The hub has spokes which radially extend from the hub to an annular head member.
The head member has parallel first and second friction surfaces thereon for engagement with brake pads on actuation during a brake application. The rotor which is made from a composition having from 50-85 percent by volume of silicon carbide and 50-15 percent by volume of copper has a thermal conductivity of from 280-310 W/mK.
The head member has parallel first and second friction surfaces thereon for engagement with brake pads on actuation during a brake application. The rotor which is made from a composition having from 50-85 percent by volume of silicon carbide and 50-15 percent by volume of copper has a thermal conductivity of from 280-310 W/mK.
Description
LIGHTWEIGHT AND HIGH T~T~'RMAT CONDUCTIVITY BRAKE ROTOR
This invention relates to a brake rotor made from composites of from 50-85 percent by volume of silicon carbide and from 50-15 percent by volume of copper. The copper in the composite imparts a high thermal conductivity characteristic to carry away thermal energy generated between first and second friction surfaces on the brake rotor and brake pads located in a caliper during a brake application.
In an effort to increase the overall fuel efficiency for a vehicle, the overall weight of vehicles has been decreasing for a period of time. One of the ways that the weight can be reduced is to replace a typical cast iron brake rotor with a brake rotor made from aluminum or another light weight metal.
Unfortunately, aluminum is not normally resistant to abrasion, and as a result, when aluminum is used, a wear resistant surface coating of the type disclosed in U.S. Patent 4,290,510 must be applied to the friction engagement surfaces. This type of protection for aluminum rotors is adequate for most applications as long as the thermal energy generated during a brake application is below 900~F. However, in some instances, the thermal energy generated may approach the melting point of aluminum and as a result the rotors will become too soft.
Therefore it is imperative to develop a rotor having the capability~of conducting thermal energy away from a wear surface while maintaining good mechanical properties such as VLS:jj hardness and strength at high temperatures during a brake application.
A rotor made from a chromium copper alloy which was developed, exhibited a thermal conductivity of approximately six times greater than cast iron, and exhibited satisfactory performance. Unfortunately, the density of such chromium copper rotors is also more than corresponding cast iron rotors and as a result an increase in the overall weight of a vehicle would not improve a desired fuel efficiency.
After evaluating many compositions, silicon carbide-copper alloy composites were developed for use as a brake rotor which has high thermal conductivity and a relative density of approximately two-thirds of cast iron. The alloy was selected from a composition having from 50-85 percent by volume of silicon carbide, from 0-15 percent by volume of graphite (optional), and from 50-15 percent by volume of copper. The composition is heated in a mold to form a unitary brake rotor. The brake rotor has a hub with a plurality of openings therein for attachment to an axle of a vehicle which rotates with a wheel and spokes which radially extending from said hub to an integral annular head portion. The head portion has first and second friction surfaces thereon for engagement with brake pads during a brake actuation. The brake rotor has a density of 4.0 to 6.0 g/cm3 and a resultant thermal conductivity of from 280-310 W/mK. Therefor maintains VLS:jj '- 2 0 ~ 5 6 8 a substantially uniform structural strength above 900~F.
It is an object of this invention to provide compositions of silicon carbide and copper or copper alloys for use in a brake rotor.
It is a further object of this invention to provide high thermal conductivity and relative light weight compositions for use in a brake rotor, capable of withstanding the generation of thermal energy during a brake application without degradation.
It is a still further object of this invention to provide an alloy for use in a brake rotor having a silicon carbide, graphite fiber and copper composition with a density of approximately seventy percent of cast iron but with a six times greater thermal conductivity to maintain the effectiveness of a brake system over a wider range of operation.
These objects and advantages should be apparent from reading this application while viewing the drawings wherein:
Figure 1 is a schematic illustration of a brake system wherein a rotor made according to this invention is located between friction pads carried by a caliper;
Figure 2 is a side view of the rotor of Figure 1; and Figure 3 is a table illustrating physical characteristics of various compositions of the rotor of Figure 1.
In the brake system shown in Figure 1 for a wheel of a VLS:jj vehicle, a caliper 10 retains brake pads 34 and 36 for engagement with a rotor 12 made from an alloy selected from a composition shown in Figure 3.
Rotor 12 has a hub 26 with a plurality of openings 25, 25 ~ . . .25n located therein for attachment to an axle 27 of a vehicle. The rotor 12 rotates with a wheel and has spokes 29, 29'...29n which radially extend from the hub 26 to an integral annular head portion 14. The head portion 14 has a pair of friction faces 16 and 18 formed thereon which are separated from each other by a plurality of webs 24 to define a radially extending space therebetween. The webs 24 hold the engaging faces 16 and 18 parallel while the spaces therebetween allow the flow of cooling air between the webs to promote cooling of the rotor 12. In addition the space between the spokes 29, 29 ' . . .29n also allows a certain amount of air flow to cool the rotor 12.
A caliper 28 located on the vehicle has a pair of legs 30 and 32 which are located in a spaced parallel relationship with faces 16 and 18 on rotor 12. Brake pads 34 and 36, which include a friction lining 38 and a backing plate 40, are positioned on caliper 28 to axially move in a direction generally perpendicular to the planar rotation of the rotor 12 in response to hydraulic fluid being supplied to chamber 41 of fluid motor 42.
The fluid motor 42 is carried by leg 32 of caliper 28 and VLS: jj ~ 656 8 6 includes a piston 44 located in cylinder bore 46. A flexible boot or seal 48 has one end fixed to the caliper and the other end fixed to piston 44 to seal chamber 41 and prevent dirt, water and other contaminants from entering bore 46.
During a brake application, hydraulic fluid is supplied to chamber 41 to move piston 44 and brake pad 34 toward face 18 on rotor 12 while at the same time leg 32 acts through web 31 and leg 30 to pull brake pad 36 toward face 16 on rotor 12.
As the friction material 38 of brake pads 34 and 36 engage friction faces 16 and 18 thermal energy is generated. At temperatures below 400~F, the wear rate of the friction material is primarily controlled by the selection of friction modifiers in the friction material while at temperatures above 400~F the wear rate increases exponentially with increasing temperature due to thermal degradation of the binder in the friction material. Thus, it is important that thermal energy generated during braking be conducted away from the friction material as quickly as possible.
Various materials from which such rotors 12 may be manufactured and their particular physical and thermal characteristics are identified in Figure 3.
From experimentation it has been determined that a typical rotor 12 made from gray cast iron weighs about 12 pounds or approximately 5.5 Kg. A rotor of this type could be expected to conduct 48 W/mK of thermal energy away from the VLS:jj 20~5680 friction pads 34 and 36 at a rate of 14 M2/sec x 10-6. As long as the temperature generated during a brake application is below 1600~F this type of rotor performs in a satisfactory manner. However, in order to reduce the overall weight of a vehicle, it has been suggested to replace the cast iron with aluminum, such as aluminum metal matrix composite, which includes 20 percent silicon carbide. A typical rotor 12 made from this composition (Al MMC) would have a weight of approximately 4.6 pounds or 2.1 Kg. The use of such an aluminum alloy composition provides a considerable reduction in weight, has a three and one-half increase in the conductivity of thermal energy with an approximate five fold rate of diffusion away from the friction material. As long as the thermal energy generated during a brake application is below 900~F, a rotor made from this type of aluminum composition performs in a satisfactory manner. Unfortunately in meeting the current standard for braking, the thermal energy generated may exceed 900~F which can result in a degradation of the brake lining and braking surfaces on aluminum composite rotors. Thus, a need exists to increase the thermal capability of the brake rotor.
A brake rotor 12 was made from a chromium copper alloy.
The chromium copper alloy has approximately a six times rate of thermal conductivity and rate of diffusion and the chromium copper rotors performed satisfactory in vehicle tests, but VLS:jj _7 2~ ~56 8 6 unfortunately the weight of the rotor also increased to approximately 15.2 pounds or 6.9 Kg. Thus, the use of this type of copper base alloy would increase the overall weight of a vehicle to an unacceptable level. In order to utilize the high conductive property of copper the following compositions identified in Figure 3 as A, B and C were developed.
A brake rotor 12 made from composition A having about 50~
by volume of silicon carbide and 50~ by volume of copper would have a weight of approximately 10.2 pounds or 4.7 Kg which would be less than a cast iron rotor, and both the conductivity and rate of thermal diffusion as illustrated in Figure 3 would remain approximately that of the chromium copper alloy.
A brake rotor 12 made from composition B having about 85~
by volume of silicon carbide and 15~ by volume of copper would have a weight of approximately 6.8 pounds or 3.1 Kg which would be less than a cast iron rotor, and both the conductivity and rate of thermal diffusion as illustrated in Figure 3 would remain approximately that of the chromium copper alloy.
In order to provide additional structural strength to a rotor it was suggested that graphite fibers could be added to the basic silicon carbide and copper composition to produce composition C shown in Figure 3. A brake rotor 12 made from composition C having about 55~ by volume of silicon carbide, VLS:jj ,~.
-8- 20 ~ 56 8 6 15% by volume of graphite fibers and 30% by volume of copper would have a weight less than a cast iron rotor, and both the conductivity and rate of thermal diffusion as illustrated in Figure 3 would remain approximately that of the chromium copper alloy.
During the manufacture of a rotor 12 from composition A, B or C, silicon carbide and graphite fiber are infiltrated by molten copper or copper alloy such as chromium copper at approximately 1100-1400~C. This temperature which is below the melting point of silicon carbide and graphite fibers is sufficient to cause the copper to flow and create an interconnected matrix for the resulting rotor 12.
VLS:jj
This invention relates to a brake rotor made from composites of from 50-85 percent by volume of silicon carbide and from 50-15 percent by volume of copper. The copper in the composite imparts a high thermal conductivity characteristic to carry away thermal energy generated between first and second friction surfaces on the brake rotor and brake pads located in a caliper during a brake application.
In an effort to increase the overall fuel efficiency for a vehicle, the overall weight of vehicles has been decreasing for a period of time. One of the ways that the weight can be reduced is to replace a typical cast iron brake rotor with a brake rotor made from aluminum or another light weight metal.
Unfortunately, aluminum is not normally resistant to abrasion, and as a result, when aluminum is used, a wear resistant surface coating of the type disclosed in U.S. Patent 4,290,510 must be applied to the friction engagement surfaces. This type of protection for aluminum rotors is adequate for most applications as long as the thermal energy generated during a brake application is below 900~F. However, in some instances, the thermal energy generated may approach the melting point of aluminum and as a result the rotors will become too soft.
Therefore it is imperative to develop a rotor having the capability~of conducting thermal energy away from a wear surface while maintaining good mechanical properties such as VLS:jj hardness and strength at high temperatures during a brake application.
A rotor made from a chromium copper alloy which was developed, exhibited a thermal conductivity of approximately six times greater than cast iron, and exhibited satisfactory performance. Unfortunately, the density of such chromium copper rotors is also more than corresponding cast iron rotors and as a result an increase in the overall weight of a vehicle would not improve a desired fuel efficiency.
After evaluating many compositions, silicon carbide-copper alloy composites were developed for use as a brake rotor which has high thermal conductivity and a relative density of approximately two-thirds of cast iron. The alloy was selected from a composition having from 50-85 percent by volume of silicon carbide, from 0-15 percent by volume of graphite (optional), and from 50-15 percent by volume of copper. The composition is heated in a mold to form a unitary brake rotor. The brake rotor has a hub with a plurality of openings therein for attachment to an axle of a vehicle which rotates with a wheel and spokes which radially extending from said hub to an integral annular head portion. The head portion has first and second friction surfaces thereon for engagement with brake pads during a brake actuation. The brake rotor has a density of 4.0 to 6.0 g/cm3 and a resultant thermal conductivity of from 280-310 W/mK. Therefor maintains VLS:jj '- 2 0 ~ 5 6 8 a substantially uniform structural strength above 900~F.
It is an object of this invention to provide compositions of silicon carbide and copper or copper alloys for use in a brake rotor.
It is a further object of this invention to provide high thermal conductivity and relative light weight compositions for use in a brake rotor, capable of withstanding the generation of thermal energy during a brake application without degradation.
It is a still further object of this invention to provide an alloy for use in a brake rotor having a silicon carbide, graphite fiber and copper composition with a density of approximately seventy percent of cast iron but with a six times greater thermal conductivity to maintain the effectiveness of a brake system over a wider range of operation.
These objects and advantages should be apparent from reading this application while viewing the drawings wherein:
Figure 1 is a schematic illustration of a brake system wherein a rotor made according to this invention is located between friction pads carried by a caliper;
Figure 2 is a side view of the rotor of Figure 1; and Figure 3 is a table illustrating physical characteristics of various compositions of the rotor of Figure 1.
In the brake system shown in Figure 1 for a wheel of a VLS:jj vehicle, a caliper 10 retains brake pads 34 and 36 for engagement with a rotor 12 made from an alloy selected from a composition shown in Figure 3.
Rotor 12 has a hub 26 with a plurality of openings 25, 25 ~ . . .25n located therein for attachment to an axle 27 of a vehicle. The rotor 12 rotates with a wheel and has spokes 29, 29'...29n which radially extend from the hub 26 to an integral annular head portion 14. The head portion 14 has a pair of friction faces 16 and 18 formed thereon which are separated from each other by a plurality of webs 24 to define a radially extending space therebetween. The webs 24 hold the engaging faces 16 and 18 parallel while the spaces therebetween allow the flow of cooling air between the webs to promote cooling of the rotor 12. In addition the space between the spokes 29, 29 ' . . .29n also allows a certain amount of air flow to cool the rotor 12.
A caliper 28 located on the vehicle has a pair of legs 30 and 32 which are located in a spaced parallel relationship with faces 16 and 18 on rotor 12. Brake pads 34 and 36, which include a friction lining 38 and a backing plate 40, are positioned on caliper 28 to axially move in a direction generally perpendicular to the planar rotation of the rotor 12 in response to hydraulic fluid being supplied to chamber 41 of fluid motor 42.
The fluid motor 42 is carried by leg 32 of caliper 28 and VLS: jj ~ 656 8 6 includes a piston 44 located in cylinder bore 46. A flexible boot or seal 48 has one end fixed to the caliper and the other end fixed to piston 44 to seal chamber 41 and prevent dirt, water and other contaminants from entering bore 46.
During a brake application, hydraulic fluid is supplied to chamber 41 to move piston 44 and brake pad 34 toward face 18 on rotor 12 while at the same time leg 32 acts through web 31 and leg 30 to pull brake pad 36 toward face 16 on rotor 12.
As the friction material 38 of brake pads 34 and 36 engage friction faces 16 and 18 thermal energy is generated. At temperatures below 400~F, the wear rate of the friction material is primarily controlled by the selection of friction modifiers in the friction material while at temperatures above 400~F the wear rate increases exponentially with increasing temperature due to thermal degradation of the binder in the friction material. Thus, it is important that thermal energy generated during braking be conducted away from the friction material as quickly as possible.
Various materials from which such rotors 12 may be manufactured and their particular physical and thermal characteristics are identified in Figure 3.
From experimentation it has been determined that a typical rotor 12 made from gray cast iron weighs about 12 pounds or approximately 5.5 Kg. A rotor of this type could be expected to conduct 48 W/mK of thermal energy away from the VLS:jj 20~5680 friction pads 34 and 36 at a rate of 14 M2/sec x 10-6. As long as the temperature generated during a brake application is below 1600~F this type of rotor performs in a satisfactory manner. However, in order to reduce the overall weight of a vehicle, it has been suggested to replace the cast iron with aluminum, such as aluminum metal matrix composite, which includes 20 percent silicon carbide. A typical rotor 12 made from this composition (Al MMC) would have a weight of approximately 4.6 pounds or 2.1 Kg. The use of such an aluminum alloy composition provides a considerable reduction in weight, has a three and one-half increase in the conductivity of thermal energy with an approximate five fold rate of diffusion away from the friction material. As long as the thermal energy generated during a brake application is below 900~F, a rotor made from this type of aluminum composition performs in a satisfactory manner. Unfortunately in meeting the current standard for braking, the thermal energy generated may exceed 900~F which can result in a degradation of the brake lining and braking surfaces on aluminum composite rotors. Thus, a need exists to increase the thermal capability of the brake rotor.
A brake rotor 12 was made from a chromium copper alloy.
The chromium copper alloy has approximately a six times rate of thermal conductivity and rate of diffusion and the chromium copper rotors performed satisfactory in vehicle tests, but VLS:jj _7 2~ ~56 8 6 unfortunately the weight of the rotor also increased to approximately 15.2 pounds or 6.9 Kg. Thus, the use of this type of copper base alloy would increase the overall weight of a vehicle to an unacceptable level. In order to utilize the high conductive property of copper the following compositions identified in Figure 3 as A, B and C were developed.
A brake rotor 12 made from composition A having about 50~
by volume of silicon carbide and 50~ by volume of copper would have a weight of approximately 10.2 pounds or 4.7 Kg which would be less than a cast iron rotor, and both the conductivity and rate of thermal diffusion as illustrated in Figure 3 would remain approximately that of the chromium copper alloy.
A brake rotor 12 made from composition B having about 85~
by volume of silicon carbide and 15~ by volume of copper would have a weight of approximately 6.8 pounds or 3.1 Kg which would be less than a cast iron rotor, and both the conductivity and rate of thermal diffusion as illustrated in Figure 3 would remain approximately that of the chromium copper alloy.
In order to provide additional structural strength to a rotor it was suggested that graphite fibers could be added to the basic silicon carbide and copper composition to produce composition C shown in Figure 3. A brake rotor 12 made from composition C having about 55~ by volume of silicon carbide, VLS:jj ,~.
-8- 20 ~ 56 8 6 15% by volume of graphite fibers and 30% by volume of copper would have a weight less than a cast iron rotor, and both the conductivity and rate of thermal diffusion as illustrated in Figure 3 would remain approximately that of the chromium copper alloy.
During the manufacture of a rotor 12 from composition A, B or C, silicon carbide and graphite fiber are infiltrated by molten copper or copper alloy such as chromium copper at approximately 1100-1400~C. This temperature which is below the melting point of silicon carbide and graphite fibers is sufficient to cause the copper to flow and create an interconnected matrix for the resulting rotor 12.
VLS:jj
Claims (8)
1. A rotor for use with a caliper braking means comprising:
a hub having a plurality of opening therein for mounting relative to an axle of a vehicle, said hub rotating with a wheel on said vehicle;
spokes extending radially from said hub; and an annular head portion extending from said spokes, said head portion having first and second friction surfaces thereon for engagement with brake pads on actuation of the caliper to effect a brake application, said engagement of said brake pads with said first and second friction surfaces generating thermal energy, said rotor being made from a composition consisting essentially of from 50-85 percent by volume of silicon carbide and 50-15 percent by volume of copper, said composition having a thermal conductivity at room temperature to dissipate said thermal energy from said first and second friction surfaces at a rate greater than 160 W/mK
while maintaining a substantially uniform structural strength above 900°F.
a hub having a plurality of opening therein for mounting relative to an axle of a vehicle, said hub rotating with a wheel on said vehicle;
spokes extending radially from said hub; and an annular head portion extending from said spokes, said head portion having first and second friction surfaces thereon for engagement with brake pads on actuation of the caliper to effect a brake application, said engagement of said brake pads with said first and second friction surfaces generating thermal energy, said rotor being made from a composition consisting essentially of from 50-85 percent by volume of silicon carbide and 50-15 percent by volume of copper, said composition having a thermal conductivity at room temperature to dissipate said thermal energy from said first and second friction surfaces at a rate greater than 160 W/mK
while maintaining a substantially uniform structural strength above 900°F.
2. The rotor as recited in claim 1 wherein said composition comprises 70 percent by volume of silicon carbide and 30 volume percent of copper to produce a density of 4.9 g/cm3.
3. The rotor as recited in claim 2 wherein said copper forms a matrix for uniformly conducting thermal energy away from said first and second friction surfaces on engagement with said brake pads.
4. The rotor as recited in claim 1 wherein said composition comprises 85 percent by volume of silicon carbide and 15 volume percent of copper to produce a density of 4.0 g/cm3.
5. A rotor for use with a caliper braking means comprising:
a hub having a plurality of openings therein for attachment to an axle of a vehicle to rotate with a wheel;
a disc extending radially from said hub; and an annular head portion extending from said disc, said head portion having first and second friction surfaces thereon for engagement with brake pads on actuation of said caliper to effect a brake application, said unitary rotor being made from a composition consisting essentially of from 50-70 percent by volume of silicon carbide, from 10-15 percent by volume of graphite and 40-15 percent by volume of copper, said composition having a theoretical thermal conductivity greater than 160 W/mK with a density of 4.9 Kg/cm3 x 10-3 while maintaining a substantially uniform structural strength above 900°F.
a hub having a plurality of openings therein for attachment to an axle of a vehicle to rotate with a wheel;
a disc extending radially from said hub; and an annular head portion extending from said disc, said head portion having first and second friction surfaces thereon for engagement with brake pads on actuation of said caliper to effect a brake application, said unitary rotor being made from a composition consisting essentially of from 50-70 percent by volume of silicon carbide, from 10-15 percent by volume of graphite and 40-15 percent by volume of copper, said composition having a theoretical thermal conductivity greater than 160 W/mK with a density of 4.9 Kg/cm3 x 10-3 while maintaining a substantially uniform structural strength above 900°F.
6. The rotor as recited in claim 5 wherein said copper forms a matrix for uniformly conducting thermal energy away from said first and second friction surfaces on engagement with said brake pads.
7. The rotor as recited in claim 6 wherein said thermal energy from said head is communicated into said spokes for dissipation into the surrounding environment.
8. A rotor for use in a caliper braking means comprising:
a hub having a plurality of openings therein for attachment to an axle of a vehicle, said hub rotating with a wheel on said vehicle;
spokes extending radially from said hub; and an annular head portion extending from said spokes, said head portion having first and second friction surfaces thereon for engagement with brake pads on actuation of said caliper to effect a brake application, said engagement of said brake pads with said first and second friction surfaces generating thermal energy, said rotor being made from a composition consisting essentially of from 50-85 percent by volume of silicon carbide, from 5-15 percent by volume of graphite fiber and 50-15 percent by volume of copper, said composition having a density of from 4.0 to 6.0 (Kg/m3) x 10 3, a thermal conductivity at room temperature to dissipate said thermal energy from said first and second surfaces at a rate greater than 160 W/mK while maintaining a substantially uniform structural strength above 900°F.
a hub having a plurality of openings therein for attachment to an axle of a vehicle, said hub rotating with a wheel on said vehicle;
spokes extending radially from said hub; and an annular head portion extending from said spokes, said head portion having first and second friction surfaces thereon for engagement with brake pads on actuation of said caliper to effect a brake application, said engagement of said brake pads with said first and second friction surfaces generating thermal energy, said rotor being made from a composition consisting essentially of from 50-85 percent by volume of silicon carbide, from 5-15 percent by volume of graphite fiber and 50-15 percent by volume of copper, said composition having a density of from 4.0 to 6.0 (Kg/m3) x 10 3, a thermal conductivity at room temperature to dissipate said thermal energy from said first and second surfaces at a rate greater than 160 W/mK while maintaining a substantially uniform structural strength above 900°F.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US72204391A | 1991-06-27 | 1991-06-27 | |
| US722,043 | 1991-06-27 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2065686A1 CA2065686A1 (en) | 1992-12-28 |
| CA2065686C true CA2065686C (en) | 1998-04-28 |
Family
ID=24900284
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2065686 Expired - Fee Related CA2065686C (en) | 1991-06-27 | 1992-04-09 | Lightweight and high thermal conductivity brake rotor |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPH06147241A (en) |
| CA (1) | CA2065686C (en) |
| GB (1) | GB2257213B (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5620791A (en) * | 1992-04-03 | 1997-04-15 | Lanxide Technology Company, Lp | Brake rotors and methods for making the same |
| CA2149301A1 (en) * | 1993-09-15 | 1995-03-23 | Ratnesh Kumar Dwivedi | Brake rotors and methods for making the same |
| GB2284238B (en) * | 1993-11-25 | 1997-11-05 | Gkn Sankey Ltd | A brake disc and method for its production |
| CN1061959C (en) * | 1995-07-14 | 2001-02-14 | 关志忠 | Graphite, silicon carbide rotator and making method |
| CN105164380B (en) * | 2013-05-02 | 2018-01-23 | 戴姆勒股份公司 | Adjusting apparatus, the adjusting apparatus for being particularly the camshaft for being used to adjust internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1496857A (en) * | 1976-08-13 | 1978-01-05 | Arabei B | Heat-absorbing material |
-
1992
- 1992-04-09 CA CA 2065686 patent/CA2065686C/en not_active Expired - Fee Related
- 1992-06-11 GB GB9212446A patent/GB2257213B/en not_active Expired - Fee Related
- 1992-06-26 JP JP19133192A patent/JPH06147241A/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| GB9212446D0 (en) | 1992-07-22 |
| JPH06147241A (en) | 1994-05-27 |
| GB2257213B (en) | 1994-06-15 |
| CA2065686A1 (en) | 1992-12-28 |
| GB2257213A (en) | 1993-01-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |