Braking rotor with multifunctional coating

Abstract

A brake rotor and method with a multifunctional coating are provided. The brake rotor includes an annular body, which further has a core formed of an aluminum-silicon (Al-Si) alloy and includes at least one annular disk having an annular surface and a multilayer coating disposed on at least a portion of the core. The multilayer coating includes a metal bonding layer disposed on the annular surface, a heat-resistant layer disposed on the metal bonding layer, and a wear-resistant layer disposed on the heat-resistant layer. The metal bonding layer includes at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl). The heat-resistant layer includes yttrium oxide-stabilized zirconium oxide (YSZ) and cerium dioxide-stabilized zirconium oxide (CSZ). The wear-resistant layer includes stainless steel and carbide raw materials.

Description

Technical Field

[0001] This disclosure relates to a brake rotor, and more specifically, to a brake rotor formed of an aluminum-silicon alloy and having a multifunctional coating. Background Technology

[0002] A disc brake assembly in a motor vehicle includes a disc or rotor with a pair of annular friction surfaces on opposite sides. The rotor can be mounted on a rotatable shaft of the vehicle, which is connected to the vehicle's wheels. During braking, the outer periphery of the rotor is clamped between a pair of opposing brake pads that engage the rotor's friction surfaces, slowing or stopping the rotation of the rotor and wheels. Motor vehicle brake rotors are typically made of cast iron, which can withstand the high friction and temperatures generated during braking. However, cast iron can be heavy and prone to corrosion. Cast iron may also increase particulate emissions.

[0003] While existing iron-based brake rotors can achieve their intended purpose, there is still a need for lighter brake motors that can withstand higher operating temperatures and reduce vehicle weight. Summary of the Invention

[0004] According to several aspects of this disclosure, a brake rotor with a multifunctional coating is provided. The brake rotor includes an annular body defining opposing friction surfaces. The annular body includes a core formed of an aluminum-silicon (Al-Si) alloy and includes at least one annular disk having an annular surface and a multilayer coating disposed on at least a portion of the core. The multilayer coating is configured to provide wear resistance and improve operating temperature. The multilayer coating includes a metal bonding layer disposed on the annular surface, a heat-resistant layer disposed on the metal bonding layer, and a wear-resistant layer disposed on the heat-resistant layer. The metal bonding layer includes at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl). The heat-resistant layer includes yttrium oxide-stabilized zirconium oxide (YSZ) and cerium dioxide-stabilized zirconium oxide (CSZ). The wear-resistant layer includes stainless steel and carbide raw materials.

[0005] According to another aspect of this disclosure, the metal bonding layer has a thickness between about 10 and 100 micrometers (μm).

[0006] According to another aspect of this disclosure, the metal bonding layer comprises about 55-65% nickel (Ni), about 10-30% cobalt (Co), about 10-20% chromium (Cr), about 5%-10% aluminum (Al), and about 0.1-0.5% yttrium (Y).

[0007] According to another aspect of this disclosure, the metal bonding layer comprises a nickel-chromium-aluminum (NiCrAl) alloy having between 30-45% chromium (Cr), between 2-6% aluminum (Al), and the remainder being nickel (Ni).

[0008] According to another aspect of this disclosure, the heat-resistant layer comprises about 75% yttrium oxide-stabilized zirconium oxide (YSZ) and about 25% cerium dioxide-stabilized zirconium oxide (CSZ).

[0009] According to another aspect of this disclosure, yttrium-stabilized zirconium oxide (YSZ) comprises ZrO2 stabilized with between 5-10% Y2O3.

[0010] According to another aspect of this disclosure, cerium dioxide-stabilized zirconium oxide (CSZ) comprises ZrO2 stabilized with between 5-10% CeO2.

[0011] According to another aspect of this disclosure, the heat-resistant layer has a thickness between about 50 and 200 micrometers (μm).

[0012] According to another aspect of this disclosure, the heat-resistant layer has a thermal conductivity between about 0.4 and 1.5 watts per meter Kelvin (W / m·K).

[0013] According to another aspect of this disclosure, the wear-resistant layer has a thickness between about 100 and 300 micrometers (μm).

[0014] According to another aspect of this disclosure, stainless steel includes at least one of 430L steel, 316L steel or 318LN steel.

[0015] According to another aspect of this disclosure, the carbide raw material includes at least one of tungsten carbide (WC), titanium carbide (TiC), chromium carbide (Cr3C2) or niobium carbide (NbC).

[0016] According to another aspect of this disclosure, the wear-resistant layer has a thermal conductivity between approximately 18 and 50 watts per meter Kelvin (W / m·K).

[0017] According to another aspect of this disclosure, the wear-resistant layer has a Vickers hardness value between about 400 and 700 (HV).

[0018] According to several aspects of this disclosure, a brake rotor with a multifunctional coating is provided. The brake rotor includes an annular body defining a first friction surface and a second friction surface. The annular body includes a core formed of an aluminum-silicon (Al-Si) alloy and includes a first annular disk and a second annular disk spaced apart from each other in the axial direction by a plurality of ribs. Each of the first annular disk and the second annular disk has a first annular surface and a second annular surface, respectively. The annular body also includes a first multilayer coating and a second multilayer coating respectively disposed on the first annular surface and the second annular surface. The first multilayer coating and the second multilayer coating are configured to provide wear resistance and improve operating temperature. The first multilayer coating and the second multilayer coating include a first metal bonding layer and a second metal bonding layer respectively disposed on the first annular surface and the second annular surface, a first heat-resistant layer and a second heat-resistant layer respectively disposed on the first metal bonding layer and the second metal bonding layer, and a first wear-resistant layer and a second wear-resistant layer respectively disposed on the first heat-resistant layer and the second heat-resistant layer. The first metal bonding layer and the second metal bonding layer include at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl). The first and second heat-resistant layers comprise yttrium-stabilized zirconium oxide (YSZ) and cerium dioxide-stabilized zirconium oxide (CSZ). The first and second wear-resistant layers comprise stainless steel and carbide materials, and respectively define a first friction surface and a second friction surface of the annular body.

[0019] According to another aspect of this disclosure, the first metal bonding layer and the second metal bonding layer comprise at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl).

[0020] According to another aspect of this disclosure, the first heat-resistant layer and the second heat-resistant layer comprise yttrium oxide-stabilized zirconium oxide (YSZ) and cerium dioxide-stabilized zirconium oxide (CSZ).

[0021] According to another aspect of this disclosure, the first wear-resistant layer and the second wear-resistant layer comprise stainless steel and carbide raw materials.

[0022] According to several aspects of this disclosure, a method for manufacturing a brake rotor is provided. The method includes casting an Al-Si alloy into the shape of a rotor core including at least one annular disk having an annular surface, identifying a thickness-related heat and temperature distribution on the annular surface, determining a multilayer coating on the annular surface of the brake rotor based on the thickness-related heat and temperature distribution, and depositing the multilayer coating on the annular surface of the brake rotor using a directional energy deposition (DED) process to form a wear-resistant layer. The multilayer coating includes a metal bonding layer disposed on the annular surface, a heat-resistant layer disposed on the metal bonding layer, and a wear-resistant layer disposed on the heat-resistant layer.

[0023] According to another aspect of this disclosure, the metal bonding layer includes at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl), the heat-resistant layer includes yttrium oxide-stabilized zirconium oxide (YSZ) and zirconium dioxide-stabilized zirconium oxide (CSZ), and the wear-resistant layer includes stainless steel and carbide raw materials.

[0024] The above-described features and advantages, as well as other features and advantages, of the currently disclosed systems and methods will become apparent when considered in conjunction with the accompanying drawings and the detailed description including the claims and embodiments. Attached Figure Description

[0025] This disclosure will be more fully understood through detailed description and accompanying drawings, in which:

[0026] Figure 1 This is a perspective view showing a brake rotor of a disc brake assembly for a motor vehicle according to the present disclosure, wherein the brake rotor includes a hub and an annular body.

[0027] Figure 2 It is based on the provisions of this disclosure. Figure 1 The line 2-2 cut Figure 1 The cross-sectional schematic diagram of the annular body shown includes a core and a multilayer coating disposed on at least a portion of the core;

[0028] Figure 3 This illustrates, according to the present disclosure, as follows Figure 1 and Figure 2 A flowchart illustrating the manufacturing method of the brake rotor;

[0029] Figure 4 It is according to the present disclosure for depositing multilayer coatings on Figure 1 and Figure 2 A schematic cross-sectional view of a device on a portion of the core of the annular hub shown. Detailed Implementation

[0030] The following description is merely exemplary in nature and is not intended to limit this disclosure, its application, or its uses. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing technical field, background art, summary of the invention, or the following detailed description. It should be understood that throughout the drawings, corresponding reference numerals denote similar or corresponding parts and features.

[0031] Reference will now be made in detail to several embodiments of the present disclosure illustrated in the accompanying drawings. Wherever possible, the same or similar reference numerals are used in the drawings and description to refer to the same or similar parts or steps. The drawings are simplified and not drawn to exact scale. The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application, or its uses.

[0032] Figure 1 A brake rotor 10 for a disc brake assembly in a motor vehicle (not shown) is depicted, having a multi-functional or multi-layered coating 11. The brake rotor 10 includes a hub 12, an annular body 14, and a central opening 16 defining a rotational axis 18 of the brake rotor 10. The hub 12 is configured to mount the brake rotor 10 to a rotatable shaft (not shown) of the motor vehicle. The annular body 14 extends radially from the central opening 16 and defines an outer periphery 20 of the brake rotor 10 and a first friction surface 22 and a second friction surface 24 disposed on opposite sides of the brake rotor 10. The first friction surface 22 and the second friction surface 24 are configured to engage brake pads (not shown) disposed on opposite sides of the brake rotor 10 to generate a frictional force resisting rotation of the brake rotor 10 during braking.

[0033] The brake rotor 10 disclosed herein may have other configurations, as will be understood by those skilled in the art. For example, in some cases, the hub 12 may be omitted, and the brake rotor 10 may be otherwise connected to a rotatable shaft of the motor vehicle.

[0034] Now for reference Figure 1 and Figure 2 ,in Figure 2 yes Figure 1 The schematic cross-sectional view of the annular body 14 taken along line 2-2 shows that the annular body 14 has a composite structure, which includes a core 26 and a multilayer coating 11 disposed on at least a portion of the core 26. The core 26 includes at least one annular disk 32, 34, which defines a pair of annular surfaces 38A, 38B disposed on opposite sides of the brake rotor 10 and facing away from the core 26. Figure 1 and Figure 2 The core 26 depicted includes a pair of first annular discs 32 and second annular discs 34, disposed on opposite sides of the brake disc 10 and spaced apart from each other axially by a plurality of ribs 36. Each of the first annular discs 32 and the second annular discs 34 has an annular surface (e.g., first annular surface 38A, second annular surface 38B) facing away from the core 26. The core 26 may have a thickness greater than or equal to about 9 mm and less than or equal to about 36 mm, measured between the opposing annular surfaces 38A, 38B. The core 26 may have an integral, one-piece construction.

[0035] The core 26 is made of a hypereutectic aluminum (Al) alloy, which, in addition to aluminum, includes at least one alloying element including silicon (Si), and can therefore be referred to as an aluminum-silicon (Al-Si) alloy. The silicon content in the Al-Si alloy is selected to give the Al-Si alloy good castability, fluidity, and wear resistance. The Al-Si alloy may comprise, by mass, greater than or equal to about 80% to less than or equal to about 87% aluminum and greater than or equal to about 13% to less than or equal to about 20%. In this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" should be understood to mean ±1%.

[0036] In some cases, Al-Si alloys may include carbon (C) as an alloying element. In these cases, the Al-Si alloy may include more than or equal to about 4% to less than or equal to about 8% by mass. Carbon may be present in the Al-Si alloy in the form of silicon carbide (SiC). In this case, the Al-Si alloy may include more than or equal to about 10% to less than or equal to about 20% by mass of silicon carbide. Throughout this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" should be understood to mean ±1%.

[0037] In some cases, Al-Si alloys may include titanium boride (TiB2) to provide higher strength, hardness, wear resistance, and greater thermal stability. In these cases, the Al-Si alloy may include titanium boride at a concentration of greater than or equal to about 5% to less than or equal to about 15% by mass. Throughout this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" should be understood to mean ±1%.

[0038] In some cases, Al-Si alloys may include alumina (Al₂O₃) to provide greater thermal stability and corrosion resistance. In these cases, the Al-Si alloy may include greater than or equal to about 10% to less than or equal to about 15% by mass of alumina. Throughout this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" should be understood to mean ±1%.

[0039] In some cases, Al-Si alloys may include titanium carbide (TiC) or zirconium oxide (ZrO2) to improve hardness and thermal shock resistance, contributing to extended service life under harsh conditions. In these cases, the Al-Si alloy may include greater than or equal to about 3% to less than or equal to about 10% by mass of titanium carbide; and / or greater than or equal to about 1% to less than or equal to about 10% by mass of zirconium oxide. Throughout this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" should be understood to mean ±1%.

[0040] Compared to cast iron, aluminum-silicon alloys exhibit superior corrosion resistance, high ductility, and low density. For example, Al-Si alloys can have a density greater than or equal to approximately 2,600 kg / m³. 3 (To less than or equal to approximately 2,800 kg / m³) 3 or less than or equal to approximately 2,700 kg / m 3 The density. In one specific embodiment, the Al-Si alloy can have a density of approximately 2,700 kg / m³. 3 The density. In this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" is understood to mean ±10 kg / m³. 3 Al-Si alloys can exhibit thermal conductivity greater than or equal to about 186 W / m·K to less than or equal to about 225 W / m·K and specific heat greater than or equal to about 0.9 kJ / kg·K to less than or equal to about 1.3 kJ / kg·K. In this document, the term “about” will be understood by those skilled in the art. Alternatively, the term “about” is understood to mean ±1 W / m·K.

[0041] Still referencing Figure 1 and Figure 2 A multilayer coating 11 is disposed on at least a portion of the core 26. Figure 1 and Figure 2 In the specific embodiment shown, a multilayer coating 11 is depicted disposed on the first friction surface 22 and the second friction surface 24. However, the multilayer coating 11 may also be disposed on other or additional portions of the core 26, such as the hub 12. The multilayer coating 11 is configured to provide wear resistance and improve operating temperature. A first multilayer coating 11A and a second multilayer coating 11B are disposed on the first annular surface 38A and the second annular surface 38B, respectively. The multilayer coating 11 includes a metal bonding layer 40, a heat-resistant layer 42, and a wear-resistant layer 44.

[0042] A metal bonding layer 40 is disposed on at least a portion of the core 26 and may comprise one or more layers (e.g., a first metal bonding layer and a second metal bonding layer). The metal bonding layer 40 is formed of at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl). The metal bonding layer 40 provides oxidation resistance, thermal stability, and enhances the adhesion between the core 26 and the heat-resistant layer 42. In a specific embodiment, the metal bonding layer 40 has a thickness between about 10 and 100 micrometers (μm). The term "about" will be understood by those skilled in the art herein. Alternatively, the term "about" should be understood to mean ±1 μm. In another specific embodiment, the metal bonding layer 40 comprises about 55-65% nickel (Ni), about 10-30% cobalt (Co), about 10-20% chromium (Cr), about 5-10% aluminum (Al), and about 0.1-0.5% yttrium (Y). The term "about" will be understood by those skilled in the art herein. Alternatively, the term "about" should be understood to mean ±0.5%. In another specific embodiment, the metal bonding layer 40 comprises a nickel-chromium-aluminum (NiCrAl) alloy having between about 30-45% chromium (Cr), between about 2-6% aluminum (Al), and the remainder being nickel (Ni). Throughout this document, the term "about" will be understood by those skilled in the art. Alternatively, the term "about" should be understood to mean ±0.5%.

[0043] A heat-resistant layer 42 is disposed on at least a portion of the metal bonding layer 40 and may comprise one or more layers (e.g., a first heat-resistant layer and a second heat-resistant layer). The heat-resistant layer 42 comprises yttrium oxide-stabilized zirconia (YSZ) and cerium dioxide-stabilized zirconia (CSZ). Yttrium oxide-stabilized zirconia (YSZ) and cerium dioxide-stabilized zirconia (CSZ) are advanced ceramic materials due to their excellent heat resistance and durability. YSZ is used in the heat-resistant layer 42 because of its low thermal conductivity. These properties help reduce heat transfer to the brake rotor 10, thereby improving the performance and lifespan of the brake rotor 10. The addition of yttrium oxide (Y₂O₃) stabilizes the tetragonal and cubic phases of zirconia, making it more stable at high temperatures. Similar to yttrium oxide, cerium dioxide (CeO₂) in CSZ helps stabilize zirconia and also provides other advantages such as improved sintering resistance and phase transformation resistance at high temperatures.

[0044] In a specific embodiment, the heat-resistant layer 42 comprises approximately 75% yttria-stabilized zirconium oxide (YSZ) and approximately 25% cerium dioxide-stabilized zirconium oxide (CSZ). The term "approximately" will be understood by those skilled in the art herein. Alternatively, the term "approximately" should be understood to mean ±1%. The yttria-stabilized zirconium oxide (YSZ) comprises ZrO2 stabilized with approximately 5-10% Y₂O₃. The cerium dioxide-stabilized zirconium oxide (CSZ) comprises ZrO₂ stabilized with approximately 5-10% CeO₂. In a specific embodiment, the heat-resistant layer 42 has a thickness between approximately 50 and 200 micrometers (μm). The term "approximately" will be understood by those skilled in the art herein. Alternatively, the term "approximately" should be understood to mean ±5 μm. In another specific embodiment, the heat-resistant layer 42 has a thermal conductivity between approximately 0.4 and 1.5 watts per meter Kelvin (W / m·K). The term "approximately" will be understood by those skilled in the art herein. Alternatively, the term "about" should be understood as referring to ±0.01 W / m·K.

[0045] A wear-resistant layer 44 is disposed on at least a portion of the heat-resistant layer 42 and may comprise one or more layers (e.g., a first wear-resistant layer and a second wear-resistant layer). The wear-resistant layer 44 is used to improve the wear resistance, durability, and overall performance of the brake rotor 10. The wear-resistant layer 44 comprises stainless steel and carbide raw materials. Stainless steel has excellent corrosion resistance and durability and provides a protective layer that helps prevent rust. Carbide raw materials are used to reinforce the stainless steel and may be incorporated into the stainless steel matrix.

[0046] In a specific embodiment, the wear-resistant layer 44 has a thickness between about 100 and 300 micrometers (μm). The term "about" will be understood by those skilled in the art throughout this document. Alternatively, the term "about" should be understood to mean ±10 μm. The stainless steel may include at least one of 430L steel, 316L steel, 318LN steel, or other suitable stainless steels. The carbide raw material includes at least one of silicon carbide (SiC), chromium carbide (Cr3C2), tungsten carbide (WC), titanium carbide (TiC), or niobium carbide (NbC). Tungsten carbide (WC) has high hardness and wear resistance. Titanium carbide (TiC) provides wear resistance and is less prone to forming brittle phases compared to silicon carbide (SiC). Niobium carbide (NbC) provides excellent wear resistance and improves metallurgical compatibility with stainless steel. In a specific embodiment, the wear-resistant layer 44 has a thermal conductivity between about 18 and 50 watts per meter (W / m·K). The term "about" will be understood by those skilled in the art throughout this document. Alternatively, the term "about" should be understood to mean ±1 W / m·K. In a specific embodiment, the wear-resistant layer 44 has a Vickers hardness value (HV) between about 400 and 700 HV. The term "about" will be understood by those skilled in the art throughout this document. Alternatively, the term "about" should be understood to mean ±5 HV.

[0047] refer to Figure 3 According to this disclosure, a method for manufacturing is disclosed. Figure 1 and Figure 2 The method 100 for braking the rotor 10 is shown. The method begins at block 102.

[0048] Box 102 depicts casting an Al-Si alloy into a shape comprising a rotor core 26 (or brake rotor 10) including at least one annular disk 32, 34 having an annular surface 38. Casting the Al-Si alloy may include, for example, determining the composition of the Al-Si alloy and / or producing a mold cavity that reflects the desired mold geometry. Alternatively, casting the Al-Si alloy may include using die casting, sand casting, or permanent mold casting processes. Method 100 then proceeds to box 104.

[0049] Box 104 depicts the identification of the thickness-related heat and temperature distribution of the annular surface 38. Identifying the thickness-related heat and temperature distribution may include using a computer system to perform computer simulations to identify the mixing rules of the coating. Using the mixing rules of the coating ensures that each component in the multi-component coating system and / or multi-layer coating 11 is mixed in the appropriate proportions to obtain the desired properties, thereby ensuring that the chemical reaction occurs correctly. Method 100 then moves to box 106.

[0050] Box 106 depicts the determination of a multilayer coating 11 for the annular surface 38 of the brake rotor 10 based on the heat and temperature distribution related to thickness. Determining the multilayer coating may include performing a simulation of the brake rotor 10 using a computer system. As described above, the multilayer coating 11 includes a metal bonding layer 40 disposed on the annular surface 38, a heat-resistant layer 42 disposed on the metal bonding layer 40, and a wear-resistant layer 44 disposed on the heat-resistant layer 42. Method 100 then proceeds to box 108.

[0051] Box 108 depicts the deposition of a multilayer coating onto the annular surface of a brake rotor using a Directed Energy Deposition (DED) process. In some cases, the metal bonding layer 40, the heat-resistant layer 42, and the wear-resistant layer 44 may be deposited separately and sequentially onto the annular surface 38 of the core 26 using a DED process. During the DED process, a raw material 146 is deposited onto the annular surface 38 of the core 26 through a nozzle 148 and simultaneously melted by applying a focused energy source 150. The nozzle 148 and the focused energy source 150 advance along the annular surface 38 of the core 26 in a predetermined pattern, leaving a layer of solidified raw material 152. The focused energy source may be a plasma arc, an electron beam, or a laser. A protective gas may be applied to the region 154 surrounding the deposition site to prevent or suppress unwanted side reactions. The raw material may be in the form of wire or powder and may exhibit substantially the same composition as the formed layer. For example, during the formation of the first metal bonding layer and / or the second metal bonding layer 40, the raw material 146 may have substantially the same composition as the material of the metal bonding layer 40. During the formation of the first heat-resistant layer 42 and the second heat-resistant layer 42, the raw material 146 may have a composition substantially the same as that of the YSZ material and the CSZ material. Similarly, during the formation of the first wear-resistant layer 44 and the second wear-resistant layer 44, the raw material 146 may have a composition substantially the same as that of the stainless steel and carbide raw materials.

[0052] The brake rotor 10 and method 100 disclosed herein are superior to the prior art. By replacing conventional gray cast iron with a lighter material (e.g., Al-Si), the brake rotor 10 provides a lighter brake rotor (reducing the mass by approximately 2 / 3). This also increases the permissible operating temperature by approximately 100°C-150°C. For example, a typical surface temperature of a gray cast iron rotor during use can be approximately 478°C, and a typical core temperature during use can be approximately 432°C. However, when using a brake rotor formed from an Al-Si core with a multi-layer coating, the core operating temperature can be approximately 285°C while the surface temperature is approximately 552°C. Furthermore, the Al-Si alloy surface has increased wear resistance due to the wear-resistant layer 44, and the brake rotor 10 has greater oxidation resistance compared to gray cast iron. Moreover, the wear-resistant layer (i.e., a mixture of stainless steel and carbides) is compatible with current brake pad materials and allows for rapid technology implementation.

[0053] This description is merely illustrative in nature and is in no way intended to limit this disclosure, its application, or its use. The broad teachings of this disclosure can be implemented in many forms. Therefore, while this disclosure includes specific embodiments, its true scope should not be so limited, as other modifications will become apparent upon examination of the drawings, description, and appended claims.

Claims

1. A brake rotor with a multifunctional coating, comprising: An annular body defining opposing friction surfaces, the annular body comprising: The core, formed of an aluminum-silicon (Al-Si) alloy, includes at least one annular disk with an annular surface; and A multilayer coating is disposed on at least a portion of the core, wherein the multilayer coating is configured to provide abrasion resistance and improve operating temperature, and wherein the multilayer coating comprises: A metal bonding layer is disposed on the annular surface, wherein the metal bonding layer comprises at least one of nickel-cobalt-chromium-aluminum-yttrium (NiCoCrAlY) or nickel-chromium-aluminum (NiCrAl); A heat-resistant layer disposed on the metal bonding layer, wherein the heat-resistant layer comprises yttrium oxide-stabilized zirconium oxide (YSZ) and cerium dioxide-stabilized zirconium oxide (CSZ); and A wear-resistant layer is disposed on the heat-resistant layer, wherein the wear-resistant layer comprises stainless steel and carbide raw materials.

2. The brake rotor according to claim 1, wherein, The metal bonding layer has a thickness between approximately 10 and 100 micrometers (μm).

3. The brake rotor according to claim 1, wherein, The metal bonding layer comprises approximately 55-65% nickel (Ni), approximately 10-30% cobalt (Co), approximately 10-20% chromium (Cr), approximately 5-20% chromium (Cr), and approximately 0.1-0.5% yttrium (Y).

4. The brake rotor according to claim 1, wherein, The metal bonding layer comprises a nickel-chromium-aluminum (NiCrAl) alloy having approximately 30-45% chromium (Cr), approximately 2-6% aluminum (Al), and the remainder being nickel (Ni).

5. The brake rotor according to claim 1, wherein, The heat-resistant layer comprises approximately 75% yttrium-stabilized zirconium oxide (YSZ) and approximately 25% yttrium-stabilized zirconium oxide (CSZ).

6. The brake rotor according to claim 5, wherein, The yttrium-stabilized zirconium oxide (YSZ) comprises ZrO2 stabilized with approximately 5-10% Y2O3.

7. The brake rotor according to claim 5, wherein, The cerium dioxide-stabilized zirconium oxide (CSZ) comprises ZrO2 stabilized with approximately 5-10% CeO2.

8. The brake rotor according to claim 1, wherein, The heat-resistant layer has a thickness between approximately 50 micrometers (μm) and 200 micrometers (μm).

9. The brake rotor according to claim 1, wherein, The heat-resistant layer has a thermal conductivity between approximately 0.4 and 1.5 watts per meter (W / m·K).

10. The brake rotor according to claim 1, wherein, The wear-resistant layer has a thickness between approximately 100 micrometers (μm) and 300 micrometers (μm).

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