WO2023173397A1 - 轻量化汽车制动盘及其制备方法 - Google Patents

轻量化汽车制动盘及其制备方法 Download PDF

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WO2023173397A1
WO2023173397A1 PCT/CN2022/081640 CN2022081640W WO2023173397A1 WO 2023173397 A1 WO2023173397 A1 WO 2023173397A1 CN 2022081640 W CN2022081640 W CN 2022081640W WO 2023173397 A1 WO2023173397 A1 WO 2023173397A1
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Prior art keywords
aluminum
based material
brake disc
automobile brake
disc
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PCT/CN2022/081640
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English (en)
French (fr)
Inventor
曹柳絮
霍树海
刘春轩
蒋兆汝
罗任
邱振宇
吴云
王畅
梁啟文
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湖南金天铝业高科技股份有限公司
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Priority to PCT/CN2022/081640 priority Critical patent/WO2023173397A1/zh
Publication of WO2023173397A1 publication Critical patent/WO2023173397A1/zh

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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • 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

Definitions

  • the present invention relates to the technical field of brake discs, and in particular to lightweight automobile brake discs.
  • Lightweighting is one of the most effective ways to save energy and reduce consumption in cars and other transportation vehicles.
  • the use of high-performance light metal materials instead of steel materials in key moving parts such as engines and brake discs of transportation equipment can not only reduce the weight of the entire vehicle and reduce the momentum of high-speed moving parts of transportation equipment, but also significantly improve the power performance of transportation equipment. while reducing energy consumption.
  • Silicon carbide particle reinforced aluminum matrix composites have low density, high specific strength and specific stiffness, high thermal conductivity, and excellent wear resistance and corrosion resistance. They have broad application prospects in the field of lightweight structural parts. Carbonization is used Silicon particle-reinforced aluminum-based composite materials replace traditional brake disc materials and have become the main research direction for lightweight transportation vehicles.
  • CN111442039A discloses a lightweight wear-resistant aluminum-based powder metallurgy composite automotive brake disc.
  • the disc body is made of aluminum-based structural materials, and the friction surface is made of wear-resistant aluminum-based composite materials. Different materials are selected for the friction surface and the disc body. Lightweight materials are used to further reduce weight and reduce energy consumption while meeting friction performance.
  • the disc body actually consists of a disc cap and a support structure extending radially outward from the disc cap to between the two friction surfaces. By increasing the contact area between the friction surface and the disc body, the friction between the disc body and the disc body is improved. surface connection strength. The existence of the support structure undoubtedly increases the manufacturing cost and the complexity of the preparation process.
  • a lightweight automobile brake disc includes a disc cap and a disc body.
  • the disc cap and the disc body are metallurgically connected in the circumferential direction.
  • the disc cap is made of a first aluminum-based material
  • the disc body is made of a first aluminum-based material.
  • the first aluminum-based material is composed of a ceramic reinforcement phase with a volume content of 0 to 30% and the balance of an aluminum alloy matrix
  • the second aluminum-based material is composed of a ceramic reinforced phase with a volume content of 30% to 70%.
  • the aluminum alloy matrix is a second series or a sixth series aluminum alloy.
  • the second series aluminum alloy is an Al-Cu-Mg series alloy or an Al-Cu-Mg-Si series alloy; the sixth series aluminum alloy is an Al-Mg-Si series alloy.
  • the Al-Cu-Mg series alloy is Al-4Cu-0.8Mg
  • the Al-Cu-Mg-Si series alloy is Al-2Cu-0.5Mg-0.7Si-0.5Mn, so The Al-Mg-Si alloy is Al-0.6Mg-0.9Si or Al-1Mg-0.7Si-0.25Cu.
  • the ceramic reinforcing phase in the first aluminum-based material is ceramic reinforcing particles or ceramic reinforcing fibers; when the ceramic reinforcing phase in the first aluminum-based material is ceramic reinforcing particles, the first The average particle size of ceramic reinforced particles in an aluminum-based material is 10 ⁇ m to 40 ⁇ m; when the ceramic reinforced phase in the first aluminum-based material is ceramic reinforced fiber, the long diameter of the ceramic reinforced fiber in the first aluminum-based material The ratio is 5 to 10, and the diameter of the ceramic reinforced fiber is ⁇ 50 ⁇ m.
  • the ceramic reinforcement phase in the second aluminum-based material is ceramic reinforcement particles, and the average particle size of the ceramic reinforcement particles in the second aluminum-based material is 45 ⁇ m to 100 ⁇ m, more preferably 45 ⁇ m to 75 ⁇ m.
  • the ceramic reinforcing phase is selected from at least one of carbides, nitrides, oxides, silicides and borides.
  • the disc cap includes a cap body and a brim, the disc body includes a friction part and a connecting part, and the axial outer wall of the brim and the axial inner wall of the connecting part are in a circumferential direction.
  • Upper metallurgical connection
  • the axial outer wall of the hat brim is provided with a number of protrusions or receiving openings along the circumferential direction, and correspondingly, the axial inner wall of the connecting portion is provided with a number of receiving openings or receiving openings along the circumferential direction. protruding part; when the brim of the hat is metallurgically connected to the connecting part, the protruding part is arranged in the accommodating opening.
  • the length direction of the protrusion is parallel to or arranged at an angle to the radial direction of the brake disc.
  • the arrangement of the protruding portion can increase the contact area between the brim and the connecting portion, thereby further increasing the interface bonding strength between the disc cap and the disc body.
  • the axial outer wall of the hat brim is provided with a plurality of protrusions along the circumferential direction
  • the axial inner wall of the connecting portion is provided with corresponding receiving openings along the circumferential direction.
  • the length direction of the protrusion is arranged at an angle of 5° to 10° with the radial direction of the brake disc.
  • the protruding portion extends outward slightly away from the radial direction, which can alleviate deformation and further improve the interface bonding strength between the disk cap and the disk body.
  • each protrusion gradually shrinks or gradually expands along the direction of extension (ie, its length direction), or the circumferential width of each protrusion shrinks first along the direction of extension. Then expand and then shrink.
  • the axial thickness of the protruding portion is the same as the axial depth of the receiving opening, and is less than or equal to the axial thickness of the friction portion.
  • this application also provides a method for preparing the above-mentioned lightweight automobile brake disc.
  • the specific scheme is as follows:
  • a method for preparing lightweight automobile brake discs including the following steps:
  • the first aluminum-based material and the second aluminum-based material are pre-pressed and formed separately, or one is pre-pressed and the other is filled with powder; then combined pressing, sintering and hot pressing shaping are performed to obtain the lightweight Car brake disc.
  • the pre-pressing pressure is 30MPa-70MPa; the combined pressure is 200MPa-400MPa, more preferably 200MPa-300MPa.
  • the sintering conditions are: heating to 570°C to 640°C at a heating rate of 5°C/min to 10°C/min, and holding for 0.5 to 2 hours, and more preferably 580°C to 600°C. Keep warm for 0.5 to 2 hours.
  • the temperature of the hot press shaping is 530°C to 570°C, and the pressure is 200MPa to 300MPa.
  • the disc cap is made of the first aluminum-based material composed of a ceramic reinforced phase with a volume content of 0 to 30% and the remainder of an aluminum alloy matrix, and the disc body is made of a ceramic reinforced phase with a volume content of 30% to 70%.
  • the disk cap is made of the first aluminum-based material composed of 0 to 30% volume content of ceramic reinforcement phase and the balance aluminum alloy matrix. It has high strength and good processability, avoiding the need for High-volume ceramic-reinforced aluminum matrix composites pose difficult forming problems.
  • the disc body is made of a second aluminum-based material composed of 30% to 70% volume content of ceramic reinforcement phase and the balance aluminum alloy matrix. It has good wear resistance and heat resistance and can meet the requirements of traditional automobile brake discs. Friction, wear, fatigue resistance and other braking performance requirements required during friction braking.
  • the lightweight automobile brake disc of this application eliminates the need to prepare a support structure between the friction surfaces.
  • the disc cap and the disc body are both made of aluminum.
  • the alloy-based aluminum-based composite material is light in weight, and there is no need to set separate pressures for the disk cap and disk body when pressing. This simplifies equipment design, saves preparation costs, simplifies the preparation process, and avoids the need for additional pressure during the pressing process. Because of the difference in pressure, steps are produced at the interface junction, which affects the formation of the brake disc.
  • Figure 1 is a schematic structural diagram of a lightweight automobile brake disc according to an embodiment
  • Figure 2 is a cross-sectional view of the lightweight automobile brake disc in Figure 1;
  • Figure 3 is a schematic diagram of the exploded structure of the lightweight automobile brake disc in Figure 1;
  • Figure 4 is a schematic structural diagram of a lightweight automobile brake disc according to another embodiment
  • Figure 5 is a cross-sectional view of the lightweight automobile brake disc in Figure 4.
  • Figure 6 is a schematic diagram of the exploded structure of the lightweight automobile brake disc in Figure 4.
  • the "axial direction” used in this article refers to the direction parallel to the central axis of rotation of the brake disc
  • the "radial direction” refers to the direction perpendicular to the central axis of rotation of the brake disc
  • the “circumferential direction” refers to the direction of the central axis of rotation of the brake disc. circumferential direction of the body.
  • an embodiment of a lightweight automobile brake disc 10 including a disc cap 110 and a disc body 120 .
  • the disc cap 110 includes a cap body 112 and a brim 114.
  • the disc body 120 includes a friction part 122 and a connecting part 124.
  • the axial outer wall of the brim 114 and the axial inner wall of the connecting part 124 are metallurgically connected in the circumferential direction, so that The disk cap 110 and the disk body 120 are metallurgically connected in the circumferential direction.
  • the axial outer wall of the brim 114 is provided with a plurality of protrusions 1142 evenly distributed along the circumferential direction.
  • the protrusions 1142 extend outward, and the length direction of the protrusions 1142 is consistent with the radial direction of the brake disc.
  • the direction is set at an included angle of (5°-10°).
  • the connecting part 124 is provided with an accommodating opening 1242 that matches the protruding part 1142.
  • Each protruding part 1142 is tightly accommodated in the corresponding accommodating opening 1242, and each accommodating opening
  • the axial side wall of 1242 is metallurgically connected to the axial side wall of the corresponding protruding portion 1142, thereby achieving a metallurgical connection between the axial outer wall of the hat brim 114 and the axial inner wall of the connecting portion 124 in the circumferential direction.
  • the provision of the above-mentioned protruding portion 1142 can increase the contact area between the brim 114 and the connecting portion 124, thereby increasing the interface bonding strength between the brim 114 and the connecting portion 124, thereby allowing the disc cap 110 and the disc body 120 to metallurgically only in the circumferential direction. Connecting can achieve higher interface bonding strength.
  • the protruding portion 1142 extends outward away from the radial direction, which can alleviate deformation to a certain extent and extend the service life of the brake disc.
  • each protruding portion 1142 gradually shrinks along the extending direction (ie, its length direction) to form an arc shape or a zigzag shape.
  • each protruding portion 1142 can also be gradually expanded along the extending direction, so that a mutually engaging structure is formed between the brim 114 and the connecting portion 124, further increasing the disc cap 110 and the connection strength of the plate body 120.
  • the axial thickness of the protruding portion 1142 is the same as the axial depth of the receiving opening 1242 and is less than or equal to the axial thickness of the friction portion 122 .
  • the axial thickness of the protruding portion 1142 is smaller than the axial thickness of the friction portion 122 , it is beneficial to heat dissipation and chip removal of the friction portion 122 .
  • the disc cap 110 is made of the first aluminum-based material
  • the disc body 120 is made of the second aluminum-based material.
  • the specific preparation method includes the following steps S110 to S130:
  • S110 Provide a first aluminum-based material and a second aluminum-based material.
  • the first aluminum-based material is composed of a ceramic reinforcement phase with a volume content of 0 to 30% and the balance of the aluminum alloy matrix
  • the second aluminum-based material is composed of a ceramic reinforcement phase with a volume content of 30% to 70% and the balance of the aluminum alloy.
  • alloy element content is relative to the aluminum alloy matrix.
  • the alloying element content refers to the mass content.
  • the aluminum alloy matrix is a second series or a sixth series aluminum alloy.
  • the second series aluminum alloy is an aluminum alloy with copper as the main alloy element, including Al-Cu-Mg series alloy, Al-Cu-Mg-Si series alloy, etc.
  • the sixth series aluminum alloy is with magnesium and silicon as the main alloy.
  • the Al-Mg-Si alloy is Al-1Mg-0.7Si-0.25Cu (that is, the alloy mainly consists of 1% mass content of Mg, 0.7% mass content of Si, 0.25% mass content of Cu and the balance Al composition) or Al-0.6Mg-0.9Si (that is, the alloy mainly consists of 0.6% mass content of Mg, 0.9% mass content of Si and the balance of Al).
  • the Al-Cu-Mg alloy is Al-4Cu-0.8Mg (that is, the alloy is mainly composed of 4% mass content of Cu, 0.8% mass content of Mg and the balance of Al).
  • the Al-Cu-Mg-Si alloy is Al-2Cu-0.5Mg-0.7Si-0.5Mn (that is, the alloy is mainly composed of 2% mass content of Cu, 0.5% mass content of Mg, 0.7% mass content of Si, 0.5 % mass content of Mn and the balance of Al).
  • the ceramic reinforcing phase in the first aluminum-based material may be ceramic reinforcing particles or ceramic reinforcing fibers.
  • the average particle size of the ceramic reinforcement particles is 10 ⁇ m to 40 ⁇ m.
  • the ceramic reinforcing phase in the first aluminum-based material is ceramic reinforcing fiber, the aspect ratio of the ceramic reinforcing fiber is 5 to 10, and its diameter is ⁇ 50 ⁇ m.
  • the ceramic reinforcement phase in the second aluminum-based material may be ceramic reinforcement particles, and the average particle size of the ceramic reinforcement particles is 45 ⁇ m to 100 ⁇ m, and more preferably, the average particle size is 45 ⁇ m to 75 ⁇ m.
  • the ceramic reinforcing phase is selected from carbides (such as TiC, SiC, B 4 C, etc.), nitrides (such as Si 3 N 4 ), oxides (such as Al 2 O 3 ), silicides (such as Ti 5 Si 3 ) and at least one of borides (such as TiB, TiB 2, etc.).
  • carbides such as TiC, SiC, B 4 C, etc.
  • nitrides such as Si 3 N 4
  • oxides such as Al 2 O 3
  • silicides such as Ti 5 Si 3
  • at least one of borides such as TiB, TiB 2, etc.
  • ceramic reinforcement phase in the first aluminum-based material and the ceramic reinforcement phase in the second aluminum-based material may be the same or different.
  • the second aluminum-based material is correspondingly filled into the disk body mold
  • the pressure of pre-pressing and forming in step S120 is 30MPa ⁇ 70MPa.
  • the combined pressure is 200MPa ⁇ 400MPa.
  • the sintering conditions are: heating to 570°C to 640°C at a heating rate of 5°C/min to 10°C/min, and keeping the temperature for 0.5 to 2 hours.
  • the temperature of hot press shaping is 530°C ⁇ 570°C, and the pressure is 200MPa ⁇ 300MPa.
  • the combined pressure is 200MPa to 300MPa.
  • the sintering conditions are: heating to 580°C to 600°C at a heating rate of 5°C/min to 10°C/min, and keeping the temperature for 0.5 to 2 hours.
  • the above-mentioned lightweight automobile brake disc 10 can also be prepared by other methods, as long as the disc cap 110 and the disc body 120 can be metallurgically connected in the circumferential direction.
  • a lightweight automobile brake disc 20 including a disc cap 210 and a disc body 220 .
  • the disc cap 210 includes a cap body 212 and a brim 214.
  • the disc body 220 includes a friction part 222 and a connecting part 224.
  • the axial outer wall of the brim 214 and the axial inner wall of the connecting part 224 are metallurgically connected in the circumferential direction, so that The disk cap 210 and the disk body 220 are metallurgically connected in the circumferential direction.
  • the axial outer wall of the brim 214 is provided with a plurality of protrusions 2142 evenly distributed in the circumferential direction, and the length direction of the protrusions 2142 is parallel to the radial direction of the brake disc (that is, the protrusions are along the extending radially outward), the connecting portion 224 is provided with a receiving opening 2242 that matches the protruding portion 2142.
  • Each protruding portion 2142 is tightly received in the corresponding receiving opening 2242, and the axial side of each receiving opening 2242
  • the wall is metallurgically connected to the axial side wall of the corresponding protruding portion 2142, thereby achieving a metallurgical connection between the axial outer wall of the hat brim 214 and the axial inner wall of the connecting portion 224 in the circumferential direction.
  • Providing a number of radially outwardly extending protrusions 2142 evenly distributed along the circumferential direction on the axial outer wall of the hat brim 214 can increase the contact area between the hat brim 214 and the connecting portion 224, thereby increasing the contact area between the hat brim 214 and the connecting portion 224. Interface bonding strength.
  • each protruding portion 2142 first shrinks and then expands and then shrinks along the extending direction, so that the brim 214 and the connecting portion 224 form a mutually engaging structure, further increasing the number of disc caps 210 and The connection strength of the disk 220.
  • the axial thickness of the protruding portion 2142 is the same as the axial depth of the receiving opening 2242 and is less than or equal to the axial thickness of the friction portion 222 .
  • the axial thickness of the protruding portion 2142 is smaller than the axial thickness of the friction portion 222 , it is beneficial to heat dissipation and chip removal of the friction portion 222 .
  • the structural form shown in Figures 1 to 3 is adopted, in which the first aluminum-based material is composed of Al-3Cu-0.8Mg, and the second aluminum-based material is composed of 30% volume content of silicon carbide particles and the balance of Al. -4Cu-0.8Mg composition; wherein the average particle size of silicon carbide particles in the second aluminum-based material is 45 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 200 MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. Meet brake disc requirements.
  • the structural form shown in Figures 1 to 3 is adopted, in which the first aluminum-based material is composed of 5% volume content of silicon carbide particles and the balance of Al-1Mg-0.7Si-0.25Cu, and the second aluminum-based material is The material is composed of 35% volume content of silicon carbide particles and the balance of Al-4Cu-0.8Mg.
  • the average particle size of the silicon carbide particles in the first aluminum-based material is 10 ⁇ m
  • the average particle size of the silicon carbide particles in the second aluminum-based material is 10 ⁇ m.
  • the particle size is 50 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 180 MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. Meet brake disc requirements.
  • This embodiment adopts the structural form of Figures 2 to 4, in which the first aluminum-based material is composed of 10% volume content of silicon carbide reinforced fibers and the balance of Al-2Cu-0.5Mg-0.7Si-0.5Mn.
  • the base material consists of 40% volume content of silicon carbide reinforced particles and the balance of Al-2Cu-0.5Mg-0.7Si-0.5Mn.
  • the aspect ratio of the silicon carbide reinforced fibers in the first aluminum-based material is 5, and their diameter is ⁇ 50 ⁇ m; the average particle size of the silicon carbide reinforced particles in the second aluminum-based material is 50 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 150MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. Meet brake disc requirements.
  • the axial outer wall of the hat brim and the axial inner wall of the connecting part are directly metallurgically connected in the circumferential direction (that is, no protrusions and receiving openings are provided); wherein the first aluminum-based material is made of 15% volume content Si 3 N 4 reinforced fibers and the balance of Al-1Mg-0.7Si-0.25Cu, the second aluminum-based material consists of 50% volume content of Si 3 N 4 reinforced particles and the balance of Al-2Cu-0.5Mg-0.7 Composition of Si-0.5Mn.
  • the aspect ratio of the Si 3 N 4 reinforced fibers in the first aluminum-based material is 7, and their diameter is ⁇ 50 ⁇ m; the average particle size of the Si 3 N 4 reinforced particles in the second aluminum-based material is 55 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 150 MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. etc. to meet the brake disc requirements.
  • This embodiment adopts the structural form of Figures 2 to 4, in which the first aluminum-based material is composed of 20% volume content of Al 2 O 3 reinforced fibers and the balance of Al-0.6Mg-0.9Si, and the second aluminum-based material is composed of Composed of 50% volume content of Al 2 O 3 reinforced particles and the balance Al-4Cu-0.8Mg.
  • the aspect ratio of the Al 2 O 3 reinforced fibers in the first aluminum-based material is 10, and their diameter is ⁇ 50 ⁇ m; the average particle size of the Al 2 O 3 reinforced particles in the second aluminum-based material is 60 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 150 MPa.
  • the lightweight automobile brake disc was tested on a bench, and the two bench tests were completed and passed T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, demonstrating the structural strength and friction and wear performance of the brake disc. etc. to meet the brake disc requirements.
  • the first aluminum-based material is composed of 25% volume content of Al 2 O 3 particles and the balance of Al-1Mg-0.7Si-0.25Cu.
  • the second aluminum-based material is composed of Composed of 55% volume content of Al 2 O 3 particles and the balance Al-1Mg-0.7Si-0.25Cu.
  • the average particle size of the Al 2 O 3 particles in the first aluminum-based material is 30 ⁇ m, and the average particle size of the Al 2 O 3 particles in the second aluminum-based material is 60 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 150 MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. etc. to meet the brake disc requirements.
  • the axial outer wall of the hat brim and the axial inner wall of the connecting part are directly metallurgically connected in the circumferential direction (that is, no protrusions and receiving openings are provided); wherein, the first aluminum-based material is composed of 30% volume content
  • the second aluminum- based material consists of 70% volume content of Al 2 O 3 particles and the balance of Al-1Mg-0.7Si-0.25Cu. composition.
  • the average particle size of the Al 2 O 3 particles in the first aluminum-based material is 40 ⁇ m, and the average particle size of the Al 2 O 3 particles in the second aluminum-based material is 100 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 150 MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. etc. to meet the brake disc requirements.
  • the structural form of Figures 2 to 4 is adopted, in which the first aluminum-based material is composed of 30% volume content of Si 3 N 4 reinforced fibers and the balance of Al-0.6Mg-0.9Si, and the second aluminum-based material It consists of 30% volume content of Si 3 N 4 reinforced particles and the balance of Al-4Cu-0.8Mg.
  • the aspect ratio of the Si 3 N 4 reinforced fibers in the first aluminum-based material is 7, and its diameter is ⁇ 50 ⁇ m; the average particle size of the Si 3 N 4 reinforced particles in the second aluminum-based material is 100 ⁇ m.
  • the interface bonding strength between the disc cap and the disc body in the lightweight automobile brake disc is above 150 MPa.
  • the lightweight automobile brake disc was tested on a bench, and it completed and passed two bench tests: T/CAAMTB 09-2018 high load and Jaso C 419-2006 torsion failure, which illustrates the structural strength and friction and wear performance of the brake disc. etc. to meet the brake disc requirements.
  • This comparative example uses the structural form of Figures 2 to 4, in which the first aluminum-based material is composed of 30% volume content of Si 3 N 4 reinforced fibers and the balance of Al-0.6Mg-0.9Si, and the second aluminum-based material It consists of 30% volume content of Si 3 N 4 reinforced particles and the balance of Al-0.6Mg-0.9Si.
  • the aspect ratio of the Si 3 N 4 reinforced fibers in the first aluminum-based material is 7, and their diameter is ⁇ 50 ⁇ m; the average particle size of the Si 3 N 4 reinforced particles in the second aluminum-based material is 50 ⁇ m.
  • the structural form shown in Figures 1 to 3 is adopted, in which the first aluminum-based material is composed of Al-3Cu-0.8Mg, and the second aluminum-based material is composed of 25% volume content of silicon carbide particles and the balance of Al. -4Cu-0.8Mg composition; wherein the average particle size of silicon carbide particles in the second aluminum-based material is 45 ⁇ m.
  • the brake efficiency bench test was carried out in accordance with QC/T 564-2008. Because the brake disc friction ring, the second aluminum-based material, has low ceramic content, the temperature resistance is not up to standard, and the surface of the disc body Visible furrows appear.
  • This comparative example adopts the structural form of Figures 2 to 4, in which the first aluminum-based material is composed of 20% volume content of Al 2 O 3 reinforced fibers and the balance of Al-4Cu-0.8Mg, and the second aluminum-based material is composed of 50 % volume content of Al 2 O 3 reinforced particles and the balance composed of Al-0.6Mg-0.9Si.
  • the aspect ratio of the Al 2 O 3 reinforced fibers in the first aluminum-based material is 10, and their diameter is ⁇ 50 ⁇ m; the average particle size of the Al 2 O 3 reinforced particles in the second aluminum-based material is 45 ⁇ m.
  • the axial outer wall of the hat brim and the axial inner wall of the connecting part are directly metallurgically connected in the circumferential direction (that is, no protruding part and accommodating opening are provided); wherein, the first aluminum-based material is composed of 30% volume content
  • the second aluminum- based material consists of 75% volume content of Al 2 O 3 particles and the balance of Al-1Mg-0.7Si-0.25Cu. composition.
  • the average particle size of the Al 2 O 3 particles in the first aluminum-based material is 40 ⁇ m, and the average particle size of the Al 2 O 3 particles in the second aluminum-based material is 100 ⁇ m.
  • the first aluminum-based material is composed of 25% volume content of Al 2 O 3 particles and the balance of Al-1Mg-0.7Si-0.25Cu.
  • the second aluminum-based material is composed of Composed of 55% volume content of Al 2 O 3 particles and the balance Al-1Mg-0.7Si-0.25Cu.
  • the average particle size of the Al 2 O 3 particles in the first aluminum-based material is 30 ⁇ m, and the average particle size of the Al 2 O 3 particles in the second aluminum-based material is 35 ⁇ m.
  • the first aluminum-based material is composed of 25% volume content of Al 2 O 3 particles and the balance of Al-1Mg-0.7Si-0.25Cu.
  • the second aluminum-based material is composed of Composed of 55% volume content of Al 2 O 3 particles and the balance Al-1Mg-0.7Si-0.25Cu.
  • the average particle size of the Al 2 O 3 particles in the first aluminum-based material is 5 ⁇ m, and the average particle size of the Al 2 O 3 particles in the second aluminum-based material is 35 ⁇ m.
  • This comparative example adopts the structural form of Figures 2 to 4, in which the first aluminum-based material is composed of 20% volume content of Al 2 O 3 reinforced fibers and the balance of Al-0.6Mg-0.9Si, and the second aluminum-based material is composed of Composed of 50% volume content of Al 2 O 3 reinforced particles and the balance Al-4Cu-0.8Mg.
  • the aspect ratio of the Al 2 O 3 reinforced fibers in the first aluminum-based material is 12, and their diameter is ⁇ 50 ⁇ m; the average particle size of the Al 2 O 3 reinforced particles in the second aluminum-based material is 50 ⁇ m.
  • the lightweight automobile brake disc of the present application is not limited to the structure represented by the above-mentioned embodiments.
  • the above-mentioned embodiments only express several embodiments of the present invention, and the description is relatively specific and detailed. However, this should not be construed as limiting the patent scope of the present invention. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the scope of protection of the patent of the present invention should be determined by the appended claims.

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Abstract

一种轻量化汽车制动盘（10）及其制备方法，该轻量化汽车制动盘（10）盘帽（110）选用具有良好可加工性的第一铝基材料制成，盘体（120）选用具有良好耐磨性和耐热性的第二铝基材料制成，通过控制第一铝基材料中铝合金基体的合金元素含量≤第二铝基材料中铝合金基体的合金元素含量，以使两种材料在采用粉末冶金方法制备过程中的烧结收缩率相匹配，制备过程中不发生开裂等缺陷，同时两种材料在汽车制动盘服役工况下的热膨胀系数也相匹配，从而使得盘帽（110）和盘体（120）仅在周向方向上冶金连接，即可获得较高的界面结合强度，同时满足传统汽车制动盘（10）在摩擦制动过程中所需的摩擦磨损、耐疲劳等制动性能要求。

Description

轻量化汽车制动盘及其制备方法 技术领域
本发明涉及制动盘技术领域，特别是涉及轻量化汽车制动盘。
背景技术
轻量化是实现汽车和其他交通车辆节能降耗最有效的手段之一。采用高性能轻金属材料代替钢材料应用于交通装备的发动机和制动盘等关键运动零部件，不仅可减轻整车重量，降低交通装备高速运动部件的动量，更能显著改善交通装备的动力性能，同时降低能耗。
碳化硅颗粒增强铝基复合材料密度低、比强度和比刚度高、热导率高，并具有优良的抗磨耐磨以及耐腐蚀性能，在轻量化结构件领域具有广阔的应用前景，采用碳化硅颗粒增强铝基复合材料替代传统的制动盘材料，也成为目前交通车辆轻量化的主要研究方向。
现有的轻量化汽车制动盘，大多采用铝合金制成的盘帽来实现轻量化，盘体则还是采用具有良好耐磨性的铸铁材料，这就要求盘体和盘帽之间能相对于彼此径向移动，以最小化每次制动过程中在盘体产生的热张力。径向自由度通过配合间隙产生，该配合间隙通过机械加工和***的连接元件产生，这会导致高的制造成本，且***的连接元件，在制动过程中承载的力矩很大，容易变形断裂，影响行车安全。
CN111442039A公开了一种轻质耐磨铝基粉末冶金复合材料汽车制动盘，其盘体由铝基结构材料构成，摩擦面由耐磨铝基复合材料构成，通过摩擦面和盘体选用不同材质的轻量化材料来进一步降低重量，在满足摩擦性能的同时降低 能耗。但该汽车制动盘，盘体实际上由盘帽和从盘帽径向向外延伸至两摩擦面之间的支撑结构组成，通过增加摩擦面和盘体的接触面积以提高盘体和摩擦面的连接强度。支撑结构的存在无疑增加了制造成本和制备工艺的复杂程度。
技术问题
解决盘体和盘帽在满足各自加工需求及工况要求下，盘体和盘帽间如何连接满足制动盘工况要求的问题。
技术解决方案
基于此，有必要提供一种盘体和盘帽在周向方向上冶金连接，可节省支撑结构的制造成本、简化制备工艺的新型轻量化汽车制动盘。
一种轻量化汽车制动盘，包括盘帽和盘体，所述盘帽和盘体在周向方向上冶金连接，所述盘帽由第一铝基材料制成，所述盘体由第二铝基材料制成，所述第一铝基材料由0～30％体积含量的陶瓷增强相和余量的铝合金基体组成，所述第二铝基材料由30％～70％体积含量的陶瓷增强相和余量的铝合金基体组成，且所述第一铝基材料中铝合金基体的合金元素含量≤所述第二铝基材料中铝合金基体的合金元素含量；其中，第一铝基材料中铝合金基体的合金元素含量＝第二铝基材料中铝合金基体的合金元素含量时，第一铝基材料和第二铝基材料中陶瓷增强相的体积含量不相等。
在其中一个实施例中，所述铝合金基体为二系或六系铝合金。
在其中一个实施例中，所述二系铝合金为Al-Cu-Mg系合金或Al-Cu-Mg-Si系合金；所述六系铝合金为Al-Mg-Si系合金。
在其中一个实施例中，所述Al-Cu-Mg系合金为Al-4Cu-0.8Mg，所述 Al-Cu-Mg-Si系合金为Al-2Cu-0.5Mg-0.7Si-0.5Mn，所述Al-Mg-Si系合金为Al-0.6Mg-0.9Si或Al-1Mg-0.7Si-0.25Cu。
在其中一个实施例中，所述第一铝基材料中的陶瓷增强相为陶瓷增强颗粒或陶瓷增强纤维；当所述第一铝基材料中的陶瓷增强相为陶瓷增强颗粒时，所述第一铝基材料中陶瓷增强颗粒的平均粒径为10μm～40μm；当所述第一铝基材料中的陶瓷增强相为陶瓷增强纤维时，所述第一铝基材料中陶瓷增强纤维的长径比为5～10，且所述陶瓷增强纤维的直径≤50μm。
在其中一个实施例中，所述第二铝基材料中陶瓷增强相为陶瓷增强颗粒，所述第二铝基材料中陶瓷增强颗粒的平均粒径为45μm～100μm，进一步优选为45μm～75μm。
在其中一个实施例中，所述陶瓷增强相选自碳化物、氮化物、氧化物、硅化物及硼化物中的至少一种。
在其中一个实施例中，所述盘帽包括帽体和帽檐，所述盘体包括摩擦部和连接部，所述帽檐的轴向外侧壁与所述连接部的轴向内侧壁在周向方向上冶金连接。
在其中一个实施例中，所述帽檐的轴向外侧壁上沿着周向设有若干凸出部或容纳口，对应的，所述连接部的轴向内侧壁上沿着周向设有若干容纳口或凸出部；所述帽檐与连接部冶金连接时，所述凸出部设置于容纳口中。
在其中一个实施例中，所述凸出部的长度方向与制动盘的径向方向平行或呈夹角设置。
凸出部的设置可以增大帽檐和连接部的接触面积，从而进一步增加盘帽和盘体的界面结合强度。
在其中一个实施例中，所述帽檐的轴向外侧壁上沿着周向设有若干凸出部， 所述连接部的轴向内侧壁上沿着周向对应设有容纳口。所述凸出部的长度方向与制动盘的径向方向呈5°～10°夹角设置。凸出部稍稍偏离径向向外延伸，可以缓解变形，并进一步提高盘帽和盘体的界面结合强度。
进一步地，每个所述凸出部的周向宽度沿延伸的方向(即其长度方向)逐渐收缩或逐渐扩大，或者是，每个所述凸出部的周向宽度沿延伸的方向先收缩再扩大再收缩。
在其中一个实施例中，所述凸出部的轴向厚度与所述容纳口的轴向深度相同，并小于或等于所述摩擦部的轴向厚度。
此外，本申请还提供了上述轻量化汽车制动盘的制备方法，具体方案如下：
一种轻量化汽车制动盘的制备方法，包括以下步骤：
提供所述第一铝基材料和第二铝基材料；
将所述第一铝基材料和第二铝基材料分别预压成形，或者将其中一种预压成形另一种进行填粉；然后进行合压、烧结和热压整形，得到所述轻量化汽车制动盘。
在其中一个实施例中，所述预压成形的压力为30MPa～70MPa；所述合压的压力为200MPa～400MPa，进一步优选为200MPa～300MPa。
在其中一个实施例中，所述烧结的条件为：以5℃/min～10℃/min的升温速率升温至570℃～640℃，保温0.5～2小时，进一步优选为580℃～600℃，保温0.5～2小时。
在其中一个实施例中，所述热压整形的温度为530℃～570℃，压力为200MPa～300MPa。
有益效果
上述轻量化汽车制动盘，盘帽选用由0～30％体积含量的陶瓷增强相和余量的铝合金基体组成的第一铝基材料制成，盘体选用由30％～70％体积含量的陶瓷增强相和余量的铝合金基体组成的第二铝基材料制成，通过控制第一铝基材料中铝合金基体的合金元素含量≤第二铝基材料中铝合金基体的合金元素含量；且同时控制第一铝基材料中铝合金基体的合金元素含量＝第二铝基材料中铝合金基体的合金元素含量时，第一铝基材料和第二铝基材料中陶瓷增强相的体积含量不相等；以使上述第一铝基材料和第二铝基材料在采用粉末冶金方法制备过程中的烧结收缩率相匹配，制备过程中不发生开裂等缺陷，同时上述第一铝基材料和第二铝基材料在汽车制动盘服役工况下的热膨胀系数也相匹配，从而使得盘帽和盘体仅在周向方向上冶金连接，即可获得较高的界面结合强度。
同时，盘帽采用由0～30％体积含量的陶瓷增强相和余量的铝合金基体组成的第一铝基材料制成，在具备高强度的同时，具有良好的可加工性，避免了采用高体分陶瓷增强铝基复合材料所带来的成形难的问题。盘体选用由30％～70％体积含量的陶瓷增强相和余量的铝合金基体组成的第二铝基材料制成，具备良好的耐磨性和耐热性，可满足传统汽车制动盘在摩擦制动过程中所需的摩擦磨损、耐疲劳等制动性能要求。
此外，相较于盘帽和盘体轴向连接的汽车制动盘结构，本申请的轻量化汽车制动盘省去了摩擦面之间支撑结构的制备，盘帽和盘体均选用以铝合金为基体的铝基复合材料制备，重量轻，合压时也无需针对盘帽和盘体分别设置压力，可简化设备设计，节约了制备成本，简化了制备工艺，同时避免了合压过程中因为压力不同在界面结合处产生台阶，影响制动盘成形。
附图说明
图1为一实施方式的轻量化汽车制动盘的结构示意图；
图2为图1中轻量化汽车制动盘的剖视图；
图3为图1中轻量化汽车制动盘的***结构示意图；
图4为另一实施方式的轻量化汽车制动盘的结构示意图；
图5为图4中轻量化汽车制动盘的剖视图；
图6为图4中轻量化汽车制动盘的***结构示意图。
本发明的实施方式
为了便于理解本发明，下面将对本发明进行更全面的描述，并给出了本发明的较佳实施例。但是，本发明可以以许多不同的形式来实现，并不限于本文所描述的实施例。相反地，提供这些实施例的目的是使对本发明的公开内容的理解更加透彻全面。
需要说明的是，本文所使用的“轴向”是指与制动盘旋转中心轴平行的方向，“径向”是指与制动盘旋转中心轴垂直的方向，“周向”是指盘体的圆周方向。
除非另有定义，本文所使用的所有的技术和科学术语与属于本发明的技术领域的技术人员通常理解的含义相同。本文中在本发明的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本发明。
请参阅图1～图3，提供了轻量化汽车制动盘10的一种实施方式，包括盘帽110和盘体120。其中，盘帽110包括帽体112和帽檐114，盘体120包括摩擦部122和连接部124，帽檐114的轴向外侧壁与连接部124的轴向内侧壁在周向方向上冶金连接，从而实现盘帽110和盘体120在周向方向上冶金连接。
具体的，帽檐114的轴向外侧壁上设有沿周向均匀分布的若干凸出部1142，所述凸出部1142往外侧延伸，该凸出部1142的长度方向与制动盘的径向方向 呈(5°～10°)夹角设置，连接部124设有与凸出部1142匹配的容纳口1242，每个凸出部1142紧密容纳在对应的容纳口1242中，且每个容纳口1242的轴向侧壁与对应的凸出部1142的轴向侧壁冶金连接，从而实现帽檐114的轴向外侧壁与连接部124的轴向内侧壁在周向方向上冶金连接。
上述凸出部1142的设置，可以增大帽檐114和连接部124的接触面积，从而增加帽檐114和连接部124的界面结合强度，进而使得盘帽110和盘体120仅在周向方向上冶金连接就可以获得较高的界面结合强度。
在本实施方式中，凸出部1142偏离径向向外延伸，可一定程度上缓解变形，延长制动盘的使用寿命。
在本实施方式中，每个凸出部1142的周向宽度沿延伸的方向(即其长度方向)逐渐收缩，形成圆弧状或锯齿状。
可以理解，在其他实施方式中，每个凸出部1142的周向宽度还可以沿延伸的方向逐渐扩大，从而使得帽檐114与连接部124之间形成相互卡合的结构，进一步增加盘帽110和盘体120的连接强度。
进一步的，凸出部1142的轴向厚度与容纳口1242的轴向深度相同，并小于或等于摩擦部122的轴向厚度。当凸出部1142的轴向厚度小于摩擦部122的轴向厚度时，有利于摩擦部122的散热和排屑。
上述轻量化汽车制动盘10，盘帽110由第一铝基材料制成，盘体120由第二铝基材料制成，具体制备方法包括如下步骤S110～S130：
S110、提供第一铝基材料和第二铝基材料。
其中，第一铝基材料由0～30％体积含量的陶瓷增强相和余量的铝合金基体组成，第二铝基材料由30％～70％体积含量的陶瓷增强相和余量的铝合金基体组成，且第一铝基材料中铝合金基体的合金元素含量≤第二铝基材料中铝合金基体 的合金元素含量；其中，第一铝基材料中铝合金基体的合金元素含量＝第二铝基材料中铝合金基体的合金元素含量时，第一铝基材料和第二铝基材料中陶瓷增强相的体积含量不相等。
需要说明的是，上述合金元素含量是相对于铝合金基体而言。合金元素含量指的是质量含量。
进一步的，铝合金基体为二系或六系铝合金。其中，二系铝合金是以铜为主要合金元素的铝合金，包括了Al-Cu-Mg系合金、Al-Cu-Mg-Si系合金等；六系铝合金是以镁和硅为主要合金元素并以Mg 2Si相为强化相的铝合金，包括Al-Mg-Si系合金等。
更进一步的，Al-Mg-Si系合金为Al-1Mg-0.7Si-0.25Cu(即该合金主要由1％质量含量的Mg、0.7％质量含量的Si、0.25％质量含量的Cu及余量的Al组成)或Al-0.6Mg-0.9Si(即该合金主要由0.6％质量含量的Mg和0.9％质量含量的Si和余量的Al组成)。Al-Cu-Mg系合金为Al-4Cu-0.8Mg(即该合金主要由4％质量含量的Cu、0.8％质量含量的Mg和余量的Al组成)。Al-Cu-Mg-Si系合金为Al-2Cu-0.5Mg-0.7Si-0.5Mn(即该合金主要由2％质量含量的Cu、0.5％质量含量的Mg、0.7％质量含量的Si、0.5％质量含量的Mn和余量的Al组成)。
需要说明的是，第一铝基材料中的铝合金基体和第二铝基材料中的铝合金基体可以同系也可以不同系，只要第一铝基材料中铝合金基体的合金元素含量≤第二铝基材料中铝合金基体的合金元素含量；且同时控制第一铝基材料中铝合金基体的合金元素含量＝第二铝基材料中铝合金基体的合金元素含量时，第一铝基材料和第二铝基材料中陶瓷增强相的体积含量不相等。
进一步的，第一铝基材料中的陶瓷增强相可以为陶瓷增强颗粒或陶瓷增强纤维。当第一铝基材料中的陶瓷增强相为陶瓷增强颗粒时，该陶瓷增强颗粒的 平均粒径为10μm～40μm。当第一铝基材料中陶瓷增强相为陶瓷增强纤维时，该陶瓷增强纤维长径比为5～10，且其直径≤50μm。
第二铝基材料中陶瓷增强相可以为陶瓷增强颗粒，且该陶瓷增强颗粒的平均粒径为45μm～100μm，进一步优选平均粒径为45μm～75μm。
进一步的，陶瓷增强相选自碳化物(如TiC、SiC、B 4C等)、氮化物(如Si 3N 4)、氧化物(如Al 2O 3)、硅化物(如Ti 5Si 3)及硼化物(如TiB、TiB 2等)中的至少一种。
需要说明的是，第一铝基材料中的陶瓷增强相和第二铝基材料中的陶瓷增强相可以相同也可以不同。
S120、将上述第一铝基材料置于盘帽模具中预压成形，得到盘帽预压坯；同时，将上述第二铝基材料置于盘体模具中预压成形，得到盘体预压坯；
或者是，将上述第一铝基材料置于盘帽模具中预压成形后，将第二铝基材料对应填充到盘体模具中；
其中，步骤S120中预压成形的压力为30MPa～70MPa。
S130、然后进行合压，烧结和热压整形，得到轻量化汽车制动盘。
其中，合压的压力为200MPa～400MPa。烧结的条件为：以5℃/min～10℃/min的升温速率升温至570℃～640℃，保温0.5～2小时。热压整形的温度为530℃～570℃，压力为200MPa～300MPa。
进一步优选合压的压力为200MPa～300MPa。烧结的条件为：以5℃/min～10℃/min的升温速率升温至580℃～600℃，保温0.5～2小时。
需要说明的是，上述轻量化汽车制动盘10还可以采用其他方法制备，只要能够实现盘帽110和盘体120在周向方向上冶金连接即可。
请参阅图4～6，提供了轻量化汽车制动盘20的另一实施方式，包括盘帽210 和盘体220。其中，盘帽210包括帽体212和帽檐214，盘体220包括摩擦部222和连接部224，帽檐214的轴向外侧壁与连接部224的轴向内侧壁在周向方向上冶金连接，从而实现盘帽210和盘体220在周向方向上冶金连接。
进一步优选的，帽檐214的轴向外侧壁上设有沿周向均匀分布的若干凸出部2142，所述凸出部2142的长度方向与制动盘的径向方向平行(即凸出部沿着径向向外延伸)，连接部224设有与凸出部2142匹配的容纳口2242，每个凸出部2142紧密容纳在对应的容纳口2242中，且每个容纳口2242的轴向侧壁与对应的凸出部2142的轴向侧壁冶金连接，从而实现帽檐214的轴向外侧壁与连接部224的轴向内侧壁在周向方向上冶金连接。
将帽檐214的轴向外侧壁上设置沿周向均匀分布的若干径向向外延伸的凸出部2142，可以增大帽檐214和连接部224的接触面积，从而增加帽檐214和连接部224的界面结合强度。
进一步的，在本实施方式中，每个凸出部2142的周向宽度沿延伸的方向先收缩再扩大再收缩，使得帽檐214与连接部224形成相互卡合的结构，进一步增加盘帽210和盘体220的连接强度。
进一步的，凸出部2142的轴向厚度与容纳口2242的轴向深度相同，并小于或等于摩擦部222的轴向厚度。当凸出部2142的轴向厚度小于摩擦部222的轴向厚度时，有利于摩擦部222的散热和排屑。
上述轻量化汽车制动盘20的具体制备方法与上述步骤S110～S130相同，在此不再进一步说明。
针对本申请的轻量化汽车制动盘，下面将提供实施例与对比例说明其组成配比中陶瓷增强相的体积含量、铝合金基体中合金元素含量对成品的影响。
实施例1：
本实施例中采用图1-图3所示的结构形式，其中第一铝基材料由Al-3Cu-0.8Mg组成，第二铝基材料由30％体积含量的碳化硅颗粒和余量的Al-4Cu-0.8Mg组成；其中第二铝基材料中碳化硅颗粒的平均粒径为45μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为200MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘结构强度和摩擦磨损性能等满足制动盘要求。
实施例2：
本实施中采用如图1-图3所示的结构形式，其中第一铝基材料由5％体积含量的碳化硅颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由35％体积含量的碳化硅颗粒和余量的Al-4Cu-0.8Mg组成，其中第一铝基材料中碳化硅颗粒的平均粒径为10μm，第二铝基材料中碳化硅颗粒的平均粒径为50μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为180MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘结构强度和摩擦磨损性能等满足制动盘要求。
实施例3：
本实施例采用图2-图4的结构形式，其中第一铝基材料由10％体积含量的碳化硅增强纤维和余量的Al-2Cu-0.5Mg-0.7Si-0.5Mn组成，第二铝基材料由40％体积含量的碳化硅增强颗粒和余量的Al-2Cu-0.5Mg-0.7Si-0.5Mn组成。其中第一铝基材料中碳化硅增强纤维的长径比为5，其直径≤50μm；第二铝基材料中碳化硅增强颗粒的平均粒径为50μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和 盘体的界面结合强度为150MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘结构强度和摩擦磨损性能等满足制动盘要求。
实施例4：
本实施例中帽檐的轴向外侧壁与连接部的轴向内侧壁在周向方向上直接冶金连接(即不设置凸出部和容纳口)；其中第一铝基材料由15％体积含量的Si 3N 4增强纤维和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由50％体积含量的Si 3N 4增强颗粒和余量的Al-2Cu-0.5Mg-0.7Si-0.5Mn组成。其中第一铝基材料中Si 3N 4增强纤维的长径比为7，其直径≤50μm；第二铝基材料中Si 3N 4增强颗粒的平均粒径为55μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为150MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘的结构强度和摩擦磨损性能等满足制动盘要求。
实施例5：
本实施例采用图2-图4的结构形式，其中第一铝基材料由20％体积含量的Al 2O 3增强纤维和余量的Al-0.6Mg-0.9Si组成，第二铝基材料由50％体积含量的Al 2O 3增强颗粒和余量的Al-4Cu-0.8Mg组成。其中第一铝基材料中Al 2O 3增强纤维的长径比为10，其直径≤50μm；第二铝基材料中Al 2O 3增强颗粒的平均粒径为60μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为150MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试， 说明该制动盘的结构强度和摩擦磨损性能等满足制动盘要求。
实施例6：
本实施例采用图2-图4的结构形式，第一铝基材料由25％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由55％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成。其中第一铝基材料中Al 2O 3颗粒的平均粒径为30μm，第二铝基材料中Al 2O 3颗粒的平均粒径为60μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为150MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘的结构强度和摩擦磨损性能等满足制动盘要求。
实施例7：
本实施例中帽檐的轴向外侧壁与连接部的轴向内侧壁在周向方向上直接冶金连接(即不设置凸出部和容纳口)；其中，第一铝基材料由30％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由70％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成。其中第一铝基材料中Al 2O 3颗粒的平均粒径为40μm，第二铝基材料中Al 2O 3颗粒的平均粒径为100μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为150MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘的结构强度和摩擦磨损性能等满足制动盘要求。
实施例8：
本实施例中采用图2-图4的结构形式，其中第一铝基材料由30％体积含量的Si 3N 4增强纤维和余量的Al-0.6Mg-0.9Si组成，第二铝基材料由30％体积含量 的Si 3N 4增强颗粒和余量的Al-4Cu-0.8Mg组成。其中第一铝基材料中Si 3N 4增强纤维的长径比为7，其直径≤50μm；第二铝基材料中Si 3N 4增强颗粒的平均粒径为100μm。
采用如步骤S110-S130的制备方式，经检测，该轻量化汽车制动盘中盘帽和盘体的界面结合强度为150MPa以上。将该轻量化汽车制动盘进行台架测试，完成并通过T/CAAMTB 09-2018高负载、Jaso C 419-2006扭力破坏两项台架测试，说明该制动盘的结构强度和摩擦磨损性能等满足制动盘要求。
对比例1：
本对比例中采用图2-图4的结构形式，其中第一铝基材料由30％体积含量的Si 3N 4增强纤维和余量的Al-0.6Mg-0.9Si组成，第二铝基材料由30％体积含量的Si 3N 4增强颗粒和余量的Al-0.6Mg-0.9Si组成。其中第一铝基材料中Si 3N 4增强纤维的长径比为7，其直径≤50μm；第二铝基材料中Si 3N 4增强颗粒的平均粒径为50μm。
采用如步骤S110-S130的制备方式，发现在烧结完成后，第一铝基材料收缩率大于第二铝基材料，两种铝基材料没有形成有效的冶金结合，界面结合处出现裂缝。
对比例2：
本对比例中采用图1-图3所示的结构形式，其中第一铝基材料由Al-3Cu-0.8Mg组成，第二铝基材料由25％体积含量的碳化硅颗粒和余量的Al-4Cu-0.8Mg组成；其中第二铝基材料中碳化硅颗粒的平均粒径为45μm。
采用如步骤S110-S130的制备方式，按照QC/T 564-2008进行制动效能台架测试，因制动盘摩擦环即第二铝基材料陶瓷含量低，耐温性不达标，盘体表面出现明显犁沟。
对比例3：
本对比例采用图2-图4的结构形式，其中第一铝基材料由20％体积含量的Al 2O 3增强纤维和余量的Al-4Cu-0.8Mg组成，第二铝基材料由50％体积含量的Al 2O 3增强颗粒和余量的Al-0.6Mg-0.9Si组成。其中第一铝基材料中Al 2O 3增强纤维的长径比为10，其直径≤50μm；第二铝基材料中Al 2O 3增强颗粒的平均粒径为45μm。
采用如步骤S110-S130的制备方式，发现在烧结完成后，第一铝基材料收缩率大于第二铝基材料，两种铝基材料没有形成有效的冶金结合，界面结合处出现裂缝。
对比例4：
本对比例中帽檐的轴向外侧壁与连接部的轴向内侧壁在周向方向上直接冶金连接(即不设置凸出部和容纳口)；其中，第一铝基材料由30％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由75％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成。其中第一铝基材料中Al 2O 3颗粒的平均粒径为40μm，第二铝基材料中Al 2O 3颗粒的平均粒径为100μm。
采用如步骤S110-S130的制备方式，发现在烧结完成后，第一铝基材料发生收缩，第二铝基材料发生明显膨胀，两种铝基材料没有形成有效的冶金结合，界面结合处出现裂缝。
对比例5：
本对比例采用图2-图4的结构形式，第一铝基材料由25％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由55％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成。其中第一铝基材料中Al 2O 3颗粒的平均粒径为30μm，第二铝基材料中Al 2O 3颗粒的平均粒径为35μm。
采用如步骤S110-S130的制备方式，发现在烧结完成后，第一铝基材料收缩率大于第二铝基材料，两种铝基材料在部分圆周区域没有形成有效的冶金结合，界面结合处出现裂缝。
对比例6：
本对比例采用图2-图4的结构形式，第一铝基材料由25％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成，第二铝基材料由55％体积含量的Al 2O 3颗粒和余量的Al-1Mg-0.7Si-0.25Cu组成。其中第一铝基材料中Al 2O 3颗粒的平均粒径为5μm，第二铝基材料中Al 2O 3颗粒的平均粒径为35μm。
采用如步骤S110-S130的制备方式，按照QC/T 564-2008进行制动效能台架测试，因制动盘摩擦环即第二铝基材料陶瓷颗粒较为细小，耐磨性不达标，盘体表面出现明显犁沟。
对比例7：
本对比例采用图2-图4的结构形式，其中第一铝基材料由20％体积含量的Al 2O 3增强纤维和余量的Al-0.6Mg-0.9Si组成，第二铝基材料由50％体积含量的Al 2O 3增强颗粒和余量的Al-4Cu-0.8Mg组成。其中第一铝基材料中Al 2O 3增强纤维的长径比为12，其直径≤50μm；第二铝基材料中Al 2O 3增强颗粒的平均粒径为50μm。
采用如步骤S110-S130的制备方式，由于第一铝基材料中纤维过于细长，导致增强相纤维无法在铝基复合材料中均匀分散，影响其力学性能，同时影响其与第二铝基材料的界面结构，无法实现轻量化制动盘的成功制备。
通过实施例1-8与对比例1-7的结果对比可知，在同一个零部件使用不同成分的材料进行制备时，需要充分考虑不同材料之间的界面结合效果。在粉末冶金工艺中，烧结阶段决定了所制备零部件的性能，当两种材料的烧结收缩率差 异明显时，会影响两种材料间的界面结合效果。调节粉末冶金材料的烧结收缩率，与原材料颗粒粒径、合金元素成分、粉末成形压力和烧结温度等因素以及工艺设计息息相关。收缩率的差异本质上是烧结过程中材料致密化过程的差异，本申请通过控制粒径大小、增强相含量和合金元素含量实现收缩率的协同设计，保证两种材料界面结合良好，同时各自发挥在结构强度和耐磨功能不同方向的性能特点。
最后，需要说明的是，本申请的轻量化汽车制动盘不限于以上所述实施方式表示的结构，以上所述实施方式仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (10)

  1. 一种轻量化汽车制动盘，其特征在于，包括盘帽和盘体，所述盘帽和盘体在周向方向上冶金连接，所述盘帽由第一铝基材料制成，所述盘体由第二铝基材料制成，所述第一铝基材料由0～30％体积含量的陶瓷增强相和余量的铝合金基体组成，所述第二铝基材料由30％～70％体积含量的陶瓷增强相和余量的铝合金基体组成，且所述第一铝基材料中铝合金基体的合金元素含量≤所述第二铝基材料中铝合金基体的合金元素含量；其中，第一铝基材料中铝合金基体的合金元素含量＝第二铝基材料中铝合金基体的合金元素含量时，第一铝基材料和第二铝基材料中陶瓷增强相的体积含量不相等。
  2. 根据权利要求1所述的轻量化汽车制动盘，其特征在于，所述铝合金基体为二系或六系铝合金。
  3. 根据权利要求2所述的轻量化汽车制动盘，其特征在于，所述二系铝合金为Al-Cu-Mg系合金或Al-Cu-Mg-Si系合金；所述六系铝合金为Al-Mg-Si系合金。
  4. 根据权利要求1～3任一项所述的轻量化汽车制动盘，其特征在于，所述第一铝基材料中的陶瓷增强相为陶瓷增强颗粒或陶瓷增强纤维；当所述第一铝基材料中的陶瓷增强相为陶瓷增强颗粒时，所述第一铝基材料中陶瓷增强颗粒的平均粒径为10μm～40μm；当所述第一铝基材料中的陶瓷增强相为陶瓷增强纤维时，所述第一铝基材料中陶瓷增强纤维的长径比为5～10，且所述陶瓷增强纤维的直径≤50μm。
  5. 根据权利要求4所述的轻量化汽车制动盘，其特征在于，所述第二铝基材料中的陶瓷增强相为陶瓷增强颗粒，所述第二铝基材料中陶瓷增强颗粒的平均粒径为45μm～100μm。
  6. 根据权利要求1所述的轻量化汽车制动盘，其特征在于，所述盘帽包括 帽体和帽檐，所述盘体包括摩擦部和连接部，所述帽檐的轴向外侧壁与所述连接部的轴向内侧壁在周向方向上冶金连接。
  7. 根据权利要求6所述的轻量化汽车制动盘，其特征在于，所述帽檐的轴向外侧壁上沿着周向设有若干凸出部或容纳口，对应的，所述连接部的轴向内侧壁上沿着周向设有若干容纳口或凸出部；所述帽檐与连接部冶金连接时，所述凸出部设置于容纳口中。
  8. 根据权利要求7所述的轻量化汽车制动盘，其特征在于，所述凸出部的长度方向与制动盘的径向方向平行或呈夹角设置。
  9. 一种如权利要求1～8任一项所述的轻量化汽车制动盘的制备方法，其特征在于，包括以下步骤：
    提供所述第一铝基材料和第二铝基材料；
    将所述第一铝基材料和第二铝基材料分别预压成形，或者将其中一种预压成形另一种进行填粉；然后进行合压、烧结和热压整形，得到所述轻量化汽车制动盘。
  10. 根据权利要求9所述的轻量化汽车制动盘的制备方法，其特征在于，所述预压成形的压力为30MPa～70MPa；所述合压的压力为200MPa～400MPa；
    所述烧结的条件为：以5℃/min～10℃/min的升温速率升温至570℃～640℃，保温0.5～2小时；
    所述热压整形的温度为530℃～570℃，压力为200MPa～300MPa。
PCT/CN2022/081640 2022-03-18 2022-03-18 轻量化汽车制动盘及其制备方法 WO2023173397A1 (zh)

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DE102011012135A1 (de) * 2011-02-24 2012-08-30 Daimler Ag Komposit-Bremsscheibe aus einem Bremsscheibenrohling und dessen Herstellung
CN105673739A (zh) * 2016-02-25 2016-06-15 北京交通大学 一种高热容SiCp/Al复合材料轮装制动盘盘体
CN106521252A (zh) * 2016-12-07 2017-03-22 中南大学 列车制动盘用碳化硅颗粒增强铝基复合材料及制备方法
CN107100949A (zh) * 2017-04-17 2017-08-29 湖南锴博新材料科技有限公司 一种组合式复合材料制动盘及制备方法和应用
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DE102011012135A1 (de) * 2011-02-24 2012-08-30 Daimler Ag Komposit-Bremsscheibe aus einem Bremsscheibenrohling und dessen Herstellung
CN105673739A (zh) * 2016-02-25 2016-06-15 北京交通大学 一种高热容SiCp/Al复合材料轮装制动盘盘体
CN106521252A (zh) * 2016-12-07 2017-03-22 中南大学 列车制动盘用碳化硅颗粒增强铝基复合材料及制备方法
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