Aluminum metal matrix composites brake rotor and pads have equivalent braking effects and wear resistance to those of the conventional cast iron rotor. This study was carried out to improve fuel consumption rate by a reduction in total weight of the vehicle.
Aluminum metal matrix composites brake rotor and pads have equivalent braking effects and wear resistance to those of the conventional cast iron rotor. This study was carried out to improve fuel consumption rate by a reduction in total weight of the vehicle.
Aluminum metal matrix composites brake rotor and pads have equivalent braking effects and wear resistance to those of the conventional cast iron rotor. This study was carried out to improve fuel consumption rate by a reduction in total weight of the vehicle.
Development of aluminum metal matrix composites (Al-MMC)
brake rotor and pad Hiroaki Nakanishi a , Kenji Kakihara a , Akinori Nakayama a , Tomiyuki Murayama b a Foundation Brake Engineering Department, ADVICS CO. LTD., 918-11, Mitukuri Aza Sakashita, Fujioka-cho, Nishikamo-gun, Aichi 470-0424, Japan b Light Metals R&D Department, AISIM TAKAOKA CO. LTD., 1 Tennoh, Takaokasin-machi, Toyota, Aichi 473-8501, Japan Received 18 January 2002; received in revised form 8 March 2002 Abstract Improvement in fuel consumption rate requires a reduction in vehicle weight. Research and development for materials substitution in the brake rotor, from the conventional cast iron to aluminum, has been undertaken. In this study, we developed aluminum metal matrix composites brake rotor and pads, which have equivalent braking effects and wear resistance to those of the conventional cast iron rotor, by optimization of the quantities and the particle diameter ratio of hard particles used for the rotor and the pad. r 2002 Society of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. 1. Introduction It is highly desired to improve the fuel consumption rate by a reduction in total weight of the vehicle. The brake rotor accounts for a large part of the total chassis weight. In recent years, research and development has been carried out to substitute the conventional cast iron brake rotor with an aluminum brake rotor. For the development of aluminum brake rotors, however, there are diverse technical problems to be solved, in addition to the manufacturing cost. In this study, we developed a new combination of an aluminum brake rotor with a brake pad and examined its application, in order to solve the problems. Optimization of the quantity and the particle diameter ratio of hard particles used for the brake rotor and the brake pad resulted in developing an improved brake rotor of higher heat resistance than those of the previous aluminum metal matrix compo- sites (AL-MMC) rotors. The optimization also gave a brake pad having equivalent friction properties, includ- ing the braking effects and wear resistance, to those of the conventional cast iron rotors. 2. Problems It has been thought that aluminum material is not suitable for parts used under extremely severe frictional conditions, such as a brake. The frictional heat of the brake naturally raises the temperature, and the alumi- num material does not ensure sufcient thermal resistance. Application of hard particles like ceramic particles for the reinforcement of the aluminum brake rotor has been examined to enhance the thermal resistance, although the results are not yet satisfactory [1,2]. Fig. 1 shows microscopic pictures of the structures of the Al-MMC brake rotor and the conventional cast iron (FC) brake rotor. While the FC brake rotor is composed of a material containing graphite, the Al- MMC brake rotor is composed of a composite material in which ceramic particles are dispersed in aluminum alloy. It is known that the combination of the Al-MMC brake rotor with a conventional brake pad for the FC brake rotor results in poor braking effects and insufcient wear properties and is thus not suitable for practical use. Fig. 1. Micro structure of FC rotor and Al-MMC rotor. 0389-4304/02/$22.00 r 2002 Society of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. PII: S 0 3 8 9 - 4 3 0 4 ( 0 2 ) 0 0 2 0 3 - 5 JSAE20024258 2.1. Heat resistance of rotor The heat resistance of the Al-MMC brake rotor was evaluated by measuring the temperature at which scoring was observed. Here scoring represents the scratch-out phenomenon on the frictional surface due to an increase in temperature of the brake rotor. The scoring may be ascribed to the facts that the aluminum material has a signicant decrease in strength with a temperature increase and that the aluminum base material on the frictional surface is softened. The occurrence of scoring causes abnormal wear of both the brake pad and the brake rotor and abruptly lowers the friction coefcient m: The brake pad used for the test was the pad with less accumulation of lm on its frictional surface among the pads previously tested against the FC brake rotor [3]. The test rubbed the brake pad against the rotor 200 times in conformity with JASO C406-82, and iteratively performed snap braking at a deceleration of 4.4 m/s 2 to attain the speed reduction from the initial vehicle speed of 100 km/h to the speed of 95 km/h. The temperature of the rotor was raised under such conditions, and the temperature at which the friction coefcient m abruptly decreased was measured. The graph of Fig. 2 shows the results of the test. As seen from the plot of Fig. 2, the limit temperature of the previous Al-MMC rotor was 4101C. In order to attain sufcient heat capacity of the brake rotor affected by this limit temperature, a relatively large weight is required for the brake rotor mounted on the vehicle. This removes the merit of weight reduction. A further increase in limit temperature is accordingly demanded. 2.2. Friction properties The test repeated the braking operations with regard to the Al-MMC brake rotor, in combination with the brake pad used for the test discussed in Section 2.1, at a deceleration of 3.4 m/s 2 , a before-braking rotor tem- perature of 1201C and an initial vehicle speed of 65 km/ h, and measured the friction coefcient m: The wear of the brake pad and the brake rotor was measured with a micrometer. The results of the test are shown in Figs. 3 and 4, together with the results for the conventional FC brake rotor. The results of Figs. 3 and 4 show that the repeated braking of the Al-MMC brake rotor lowered the friction coefcient m and caused signicant wear of the brake pad. The brake rotor thickness also increased with substance transferred from the brake pads. The friction properties of the Al-MMC brake rotor are thus remarkably poorer than those of the conventional FC brake rotor. Further improvement is required with regard to the variation in friction coefcient and the wear of the brake pad due to the repeated braking. 2.3. Estimation of friction mechanism The friction-related phenomena were estimated from the results of the test performed in Section 2.2. Fig. 5 Fig. 2. Scoring test result in conventional Al-MMC rotor. Fig. 3. Variation in m with braking times. Fig. 4. Wear of the rotor and the pad. Fig. 5. Cross section of the frictional surface of FC rotor and Al- MMC rotor. H. Nakanishi et al. / JSAE Review 23 (2002) 365370 366 shows photographs of the sectional frictional surfaces of the respective rotors after the test. As shown in Fig. 5, a substance transferred from the brake pad is accumulated on the surface of the Al-MMC rotor to form a thick lm. This is because hard particles included in the brake rotor protrude from the surface of the rotor and the substance transferred from the brake pad is accumulated between the protrusions. Thus it is thought that the hard particles function as a whetstone. The estimated friction mechanism models with regard to the Al-MMC brake rotor and the conventional FC brake rotor are shown in Fig. 6. These process models are explainable with a difference in hardness between the base materials of the respective brake rotors and the hard particles included in them (see Table 1). In the case of the FC brake rotor, the initial rough surface is scratched out by the hard particles in the brake pad having the higher hardness than that of the cast iron base material. The mixture of the wear powder of the brake pad and the scratched-out material of the brake rotor lls the recesses on the surface of the brake rotor to form a lm. The lm accumulates over the whole frictional surface. The hard particles included in the brake pad then scratch off both the accumulated lms and the base material of the brake rotor. As the accumulation and scratch-off of the lm are repeated in this manner, the thickness of the lm is kept substantially constant through the repeated braking operations. The brake pad is accordingly worn in a substantially constant manner, which leads to a relatively stable friction coefcient m: In the case of the Al-MMC brake rotor, on the other hand, the hard particles on the surface of the rotor have the higher hardness and the greater particle diameter than those of the hard particles included in the brake pad, so that the brake rotor scratches out and wears the brake pad. The wear powder lls the recesses on the surface of the brake rotor to form a lm. The braking operation makes the hard particles protrude from the surface of the brake rotor and further wears the brake pad to thicken the lm. Unlike the FC brake rotor, the hard particles on the surface of the Al-MMC brake rotor prevent the brake pad from scratching off the lm covering over the whole frictional surface of the brake rotor. This leads to wear of the brake pad. In the case of the Al-MMC brake rotor, there is accordingly no cycle of accumulation and scratch-off of the lm. Thus the repeated braking operations thicken the accumulated lm. This acceler- ates wear of the brake pad and lowers the friction coefcient m: Based on the above discussion, it is very important to select adequate hard particles included in the aluminum brake rotor and the brake pad. 3. Development of new Al-MMC brake rotor and brake pad We increased the content of the hard particles in the brake rotor for the purpose of improving the heat resistance and optimized the particle diameter ratio of the hard particles in the brake rotor to suit those in the brake pad for the purpose of improving the friction properties. 3.1. Improvement in heat resistance of rotor As is well known, the heat resistance of the Al-MMC brake rotor is enhanced by increasing the quantity of hard particles included in the brake rotor [1,2]. The high Fig. 6. Friction process model with regard to Al-MMC and FC brake rotor. Table 1 Properties of hard particles in the rotor and the pad, and properties of the rotor base material Mohs hardness number Particle diameter (mm) Hard particles in the Al-MMC rotor 9.5 20 Base material of the Al-MMC rotor o3 Hard particles in the pad 47.5 120 Base material of the FC rotor 4 H. Nakanishi et al. / JSAE Review 23 (2002) 365370 367 temperature lowers the strength of the aluminum base material and leads to easy scratch-out and destruction of the outer-most frictional surface. The high content of the hard particles, however, increases the ratio of the hard particles relative to the whole frictional surface and effectively prevents scratch-off. In the conventional particle distributed-type cast material, the optimum content of the particles for good productivity is Vf=20%. In this study, we adopted the preform technique and increased the content of the hard particles for enhanced heat resistance. We found that the optimum content of the particles is Vf=30% for good productivity. Evaluation of the heat resistance was performed under the same test conditions as those discussed in Section 2.1. The results of the test are shown in Fig. 7. As seen in the graph of Fig. 7, the limit temperature of the preform-based brake rotor reached 4901C, while the limit temperature of the conventional particle distrib- uted-type cast iron brake rotor was 4101C. This proves that the higher content of the hard particles effectively enhances the heat resistance. We adopted the preform technique to arrange a higher content of hard particles in the rotor than the limit in the conventional particle distributed-type cast technique, thereby favorably improving the heat resistance. Fig. 8 shows the manufacturing process of the new Al-MMC brake rotor developed in this study. Casting was performed under high pressure to shorten the forming time. The preform was used only for the sliding parts. This decreased the number of parts having difculties in processing, and thereby reduced the manufacturing cost. 3.2. Improvement in wear properties The conventional brake pad for the FC brake rotor was used as a base and was modied by mixing a material adequately selected corresponding to the hard particles included in the Al-MMC brake rotor. It is necessary to determine the particle diameter of the hard particles included in the brake pad by taking into account the size and the quantity of the hard particles included in the Al-MMC brake rotor. The same test as that of Section 2.2 was performed with regard to the brake rotor developed in Section 3.1 for evaluation of the wear of the brake pad and the brake rotor. The results of the test are shown in Fig. 9. As seen in the graphs of Fig. 9, the desirable particle diameter ratio of the hard particles ranges from 2 to 20 (rotor/pad) in order to ensure sufcient wear properties of both the brake rotor and the brake pad. Fig. 10 shows the variation in friction coefcient m against the frequency of braking at the particle diameter ratio of 10. The results of Fig. 10 show that the repeated braking operations did not lower the friction coefcient m; which was kept substantially constant in the range of 0.390.4 and was thus suitable for practical use. Fig. 11 is a photograph showing the section of the brake rotor after the test. The hard particles on the outer most frictional surface of the brake rotor were worn down to a rounded shape, the lm covered over substantially the whole frictional surface, and had a thickness equivalent to that of the lm formed on the cast iron brake rotor (see Fig. 5). Fig. 7. Scoring test result in developed Al-MMC rotor. Fig. 8. Developed rotor manufacturing process. Fig. 9. Effects of the particle diameter ratio of hard particles on wear of the Al-MMc rotor and the pad. H. Nakanishi et al. / JSAE Review 23 (2002) 365370 368 4. Evaluation of new Al-MMC brake rotor and brake pad The brake rotor developed in this study was subjected to tests with a brake dynamo for evaluation of the braking properties. 4.1. Evaluation of heat resistance of brake rotor The heat resistance of the brake rotor was evaluated by the same test as discussed in Section 2.1. The results of the test are shown in Fig. 12. The graph of Fig. 12 shows that the brake rotor had a limit temperature of 5001C while keeping the high friction coefcient m: 4.2. Evaluation of braking effects The level and stability of the braking effects were evaluated by a test in conformity with JASO C406-82. Fig. 13 shows observed variations in secondary braking effects at different initial vehicle speeds. The results of the test for the combination of the conventional FC brake rotor with the conventional brake pad discussed in Section 2 are also shown for the purpose of comparison. The level of the braking effects of the developed Al-MMC brake rotor was approximately 10% higher than that of the conventional FC brake rotor at an initial vehicle speed of 50 km/h, while being substantially equivalent to that of the conventional FC brake rotor at an initial vehicle speed of 100 km/h. The friction coefcient m of the developed Al-MMC brake rotor was substantially equivalent to or less than that of the conventional FC brake rotor against the deceleration, the vehicle speed, the temperature and the heat history. Thus the Al-MMC brake rotor developed in this study fullled the requirements for practical use. 4.3. Evaluation of wear of brake pad The test repeated the braking operations 1000 times at different temperatures of under the initial vehicle speed of 50 km/h and the deceleration of 1.5 m/s 2 and measured the variation in thickness of the brake pad, so as to evaluate the wear resistance of the brake pad. The results of the test are shown in Fig. 14. The results of the test with regard to the combination of the conventional FC brake rotor with the brake pad discussed in Section 2 are also shown for the purpose of comparison. As shown in Fig. 14, the wear of the brake pad developed in this study against the Al-MMC rotor was substantially equivalent to that of the conventional brake pad against the conventional FC brake rotor. Thus the brake pad developed in this study fullled the requirements for practical use. 4.4. Evaluation of brake squeal Reduced brake squeal is one of the essential factors required for the brake parts. The test repeated the braking operations approximately 2000 times under an initial vehicle speed of 1030 km/h, a brake uid Fig. 11. Cross section of the frictional surface of developed Al-MMC rotor. Fig. 12. Scoring test result in developed Al-MMC rotor and pad. Fig. 10. Variation in m with in braking times of developed Al-MMC rotor and pad. Fig. 13. JASO test results. H. Nakanishi et al. / JSAE Review 23 (2002) 365370 369 pressure of 0.24 Mpa, and a before-braking pad temperature of 402001C. The frequency of occurrence of brake squeal was 4 times and the maximum sound volume was 78 dB. This is substantially equivalent to the brake squeal level of the conventional FC rotor combined with the conventional brake pad. 5. Conclusions We have developed an improved Al-MMC disc brake, based on the ndings discussed below: (1) The higher content of the hard particles on the frictional surface of the brake rotor enhances the heat resistance of the brake rotor. (2) The lm formed on the frictional surface of the brake rotor is affected by the ratio of the quantity and the size of the hard particles included in the brake rotor to those of the hard particles included in the brake pad. Regulation of the thickness of the lm ensures stable friction. We will further examine the adaptability of the developed Al-MMC disc brake to the vehicle, such as the cooling properties. We will also try to further reduce the manufacturing cost and the total weight of the disc brake by using aluminum for calipers and junctions. References [1] R. Dwivedi, Development of advanced reinforced aluminum brake rotors, SAE950264. [2] O. Osawa, Development of Al-MMC disc rotors, Proc. Technical Presentation of JSAE Chubu Branch, 1998 (in Japanese with English abstract). [3] N. Odani, M. Kobayashi, K. Kakihara, Effects of transferred surface lm on disc brake pad in humid environment, SAE 1999- 01-3391. Fig. 14. Pad wear per 1000 braking times. H. Nakanishi et al. / JSAE Review 23 (2002) 365370 370