Brake disc for disc brakes and method for manufacturing a brake disc for disc brakes

Abstract

To provide a brake disc for disc brakes that is resistant to corrosion and wear, and at the same time less prone to delamination and interlayer delamination. [Solution] The brake band is made of gray cast iron or steel, and the disc includes a bonding layer. The base layer consists of a titanium or titanium alloy matrix containing one or more carbides and defines the tribologically active surface of the disc. The coating layer, consisting of layers of titanium or titanium alloy, consists of layers based on one or more carbides and forms the tribologically active surface of the disc. The carbides are selected from the group consisting of titanium carbide, tungsten carbide, chromium carbide, niobium carbide, molybdenum carbide, and silicon carbide. The bonding layer consists of a titanium layer or a titanium or steel alloy layer. A first intermediate fusion layer exists at the interface between the bonding layer and the gray cast iron or steel brake band, and a second intermediate fusion layer exists at the interface between the base layer and the bonding layer. The base layer and the bonding layer have a crystalline structure, and their growth directions are approximately perpendicular to the brake surface.

Description

Technical Field

[0001] The present invention relates to a disk for a disk brake and a method for manufacturing the disk for a disk brake.

Background Art

[0002] A brake disk in a vehicle disk brake system is composed of an annular structure (brake band) and a central fixing element called a bell. Through this bell, the disk is fixed to a rotating part (e.g., a hub) of a vehicle suspension. The brake band is provided with opposing brake surfaces, which are configured to cooperate with friction elements (brake pads) housed in at least one caliper body. This caliper body is arranged so as to straddle the brake band and is integrated with a non-rotating part of the vehicle suspension. By the controlled interaction between the opposing brake pads and the opposing brake surfaces of the brake band, a braking action due to friction occurs, decelerating or stopping the vehicle.

[0003] Generally, brake disks are made of gray cast iron or steel. This material can achieve relatively low cost and good braking performance (especially from the perspective of wear suppression). Disks made of carbon or carbon ceramic materials exhibit far superior performance, but the cost becomes significantly higher.

[0004] The limitation of conventional disks made of cast iron or steel is related to excessive wear. Regarding gray cast iron disks, there is another serious drawback of excessive oxidation on the surface and the accompanying generation of rust. This problem affects both the performance and appearance of the brake disk. The rust on the brake disk is not acceptable from an aesthetic point of view for users.

[0005] This problem is particularly prominent in brake disks for electric vehicles.

[0006] In fact, regenerative braking is expected to reduce the frequency of conventional brake use in electric vehicles. As a result, the brake discs will be more affected by atmospheric pollutants per unit of time or distance traveled.

[0007] Consequently, more corrosive substances remain on the brake surface of the brake disc for longer periods, increasing the likelihood of rust formation. This situation not only detracts from the appearance of the disc but also significantly impacts braking performance and comfort.

[0008] One proposed solution is to paint the brake surface of the disc. However, since the paint inevitably wears off rapidly, the effectiveness of this solution is limited in time. Furthermore, the painted layer reduces braking performance.

[0009] To address these problems, gray cast iron or steel discs with protective coatings have been attempted. The protective coating serves to reduce disc wear on the one hand, and on the other hand, to prevent the formation of a rust layer by protecting the gray cast iron substrate from surface oxidation.

[0010] Titanium and its alloys possess highly attractive properties that enable their use in many fields. Some of these properties include: excellent corrosion resistance, high specific strength due to low density (enabling lightweight and high-strength structures), heat resistance, and, in some cases, cryogenic properties.

[0011] However, titanium and its alloys are also characterized by modest tribological properties, such as low wear resistance, poor resistance to fatigue (fretting) wear, and a high coefficient of friction. All of these have significantly limited the use of titanium and its alloys in the field of mechanical engineering, particularly in the field of brake discs.

[0012] Problems related to the tribological (frictional) properties of titanium stem from its crystalline structure and reactivity, and many of these can be resolved by appropriate thermochemical treatments that modify the surface and harden the titanium substrate. One of the most common thermochemical treatments for titanium and its alloys is nitriding.

[0013] To avoid the technical complexities of titanium nitriding, coatings using titanium and titanium alloys as substrates with cold gas injection (CGS) deposition technology, as described in EP4174212, have been proposed. While these coatings have been demonstrated to have corrosion resistance and wear resistance, they have the drawback of peeling or widespread peeling under usage conditions.

[0014] Currently available protective coatings applied to discs are made of particularly corrosion-resistant materials such as titanium and its alloys. While they provide wear resistance, they are prone to delamination, which can cause them to detach from the disc itself. Furthermore, such coatings are sensitive to thermal cracking during use and to the presence of cracks during application.

[0015] As an alternative, coating with iron-based metals (e.g., steel) using laser metal deposition (LMD) technology has been proposed. These coatings have been demonstrated to be an improvement over uncoated cast iron discs. However, although the rate of delamination and interlayer breakup is lower than that of titanium or titanium alloy coatings, they do not meet the expectations for practical use. In fact, these coatings have poor corrosion resistance, with corrosion resistance times of only a few tens of hours in an SST environment.

[0016] Therefore, there is a particularly strong demand for gray cast iron or steel brake discs with coatings that ensure corrosion resistance and wear resistance, minimize delamination and interlayer breaking, guarantee appropriate thermal and mechanical performance, and demonstrate long-term reliability. [Overview of the project]

[0017] Therefore, the main object of the present invention is to solve or at least mitigate the aforementioned problems associated with the known art. Specifically, it is to provide a brake disc for a disc brake that is resistant to corrosion and wear, and at the same time is less likely to cause peeling or delamination, thereby ensuring appropriate thermal and mechanical performance and showing reliability over time.

[0018] A further object of the present invention is to provide a brake disc for a disc brake that is easy and inexpensive to manufacture.

[0019] A further object of the present invention is to provide a method for manufacturing a brake disc for a disc brake that is resistant to corrosion and wear, and at the same time is less likely to cause peeling or delamination, in a manner that can be easily applied on an industrial scale.

Brief Description of the Drawings

[0020] The technical features of the present invention can be clearly understood from the content of the following claims, and its advantages will become more readily apparent from the following detailed description with reference to the accompanying drawings. The drawings illustrate one or more embodiments by way of example and not by way of limitation.

[0021] [Figure 1] FIG. 1 shows a plan view of a brake disc according to a first embodiment of the present invention.

[0022] [Figure 2] FIG. 2 shows a cross-sectional view of the disc of FIG. 1 taken along the section line II-II shown in the figure.

[0023] [Figure 3] FIG. 3 is an enlarged detailed view of the portion surrounded by position III in the cross-section of FIG. 2. <W

[0024] [Figure 4] FIG. 4 shows a plan view of a brake disc according to a second embodiment of the present invention.

[0025] [Figure 5] Figure 5 is a cross-sectional view taken along the cross-section line V-V of the disk in Figure 4.

[0026] [Figure 6] Figure 6 is an enlarged detailed view of the portion surrounded by the cross-section line VI in the cross-section of Figure 5.

Embodiments for Carrying out the Invention

[0027] Referring to the drawings, 1 shows a brake disk according to the present invention.

[0028] According to a general embodiment of the invention shown in the accompanying drawings, the brake disk 1 has a brake band 2 with two opposing brake surfaces 2a and 2b. Each brake surface partially defines at least one of the two main surfaces of the disk.

[0029] The brake band 2 can be formed of gray cast iron or steel.

[0030] Preferably, the brake band 2 is composed of gray cast iron. Preferably, the entire disk 1 is composed of gray cast iron. Therefore, in the following description, gray cast iron disks will be referred to, but the possibility of being made of steel is not excluded.

[0031] The disk 1 includes the following.

[0032] A base layer 30 covering at least one of the two brake surfaces 2a, 2b of the brake band 2;

[0033] A bonding layer 3 interposed between the base layer 30 and the brake surfaces 2a, 2b.

[0034] This bonding layer 3 is formed in direct contact with the brake surface.

[0035] As will be described later, the expression "formed to be in direct contact with the brake surface" means that the bonding layer 3 is formed directly on the brake surface without prior deposition of the bonding layer. This expression also includes the possibility of an intermediate layer being formed due to metallurgical interactions between the bonding layer and the brake surface, which result from the deposition of the bonding layer 3.

[0036] The base layer 30 can be any of the following:

[0037] A substrate made of titanium or titanium alloy containing one or more carbides, which itself directly defines the tribologically active surface of disk 1 (as shown in Figures 1, 2, and 3); or

[0038] It consists of a layer of titanium or a titanium alloy, and is further covered with a coating layer 300 (as shown in Figures 4, 5, and 6).

[0039] In this second case, the coating layer 300 consists of one or more carbide-based layers and defines the tribologically active surface of the disk 1.

[0040] "A tribologically active surface" refers to the surface of a brake disc that is equipped in a brake system in which brake disc 1 is a component, and on which the braking action of the brake pads directly acts.

[0041] The one or more carbides mentioned above are selected from the group consisting of titanium carbide (TiC), tungsten carbide (WC), chromium carbide (e.g., Cr3C2), niobium carbide (NbC), molybdenum carbide (Mo2C), and silicon carbide (SiC).

[0042] The aforementioned bonding layer 3 consists of a titanium layer, a titanium alloy layer, or a steel layer.

[0043] At the interface between the bonding layer 3 and the brake band 2 made of gray cast iron or steel, there is a first intermediate fusion layer 32 having a mixed composition of the bonding layer 3 and the brake band 2.

[0044] At the interface between the base layer 30 and the bonding layer 3, there is a second intermediate fusion layer 33 having a mixed composition of the base layer 30 and the bonding layer 3.

[0045] Both the base layer 30 and the bonding layer 3 have a crystalline structure, and their growth direction is approximately perpendicular to the braking surface.

[0046] It was surprisingly found that the base layer 30 and bonding layer 3 manufactured in this way imparted corrosion resistance and wear resistance to the disk 1, while simultaneously preventing delamination and interlayer delamination (at least to a very low degree compared to coatings using titanium or known alloys).

[0047] Therefore, the disk 1 according to the present invention ensures sufficient thermal and mechanical performance and exhibits reliability over time.

[0048] While not necessarily bound by this theoretical explanation, the following can be considered regarding the fact that delamination and interlaminar separation do not substantially occur.

[0049] - The two intermediate fusion layers, each being a mutual penetration site between the two parts, sequentially and very stably ensure the connection between the bonding layer 3 and the brake band, and between the base layer 30 and the bonding layer 3. These mutual penetrations resist tension in the direction parallel to the brake surface, which can cause delamination or detachment.

[0050] Similarly, because the growth direction of the crystal structure is mainly perpendicular to the braking surface, it prevents the propagation of cracks parallel to the braking surface, which can cause delamination and flaking.

[0051] Therefore, these two aspects work synergistically to suppress the occurrence of peeling and flaking.

[0052] In particular, these two aspects ensure proper adhesion to the brake surface even under the thermal load during braking.

[0053] The corrosion resistance stems from the presence of titanium. Specifically, the use of titanium or its alloys guarantees the following:

[0054] - Corrosion resistance for several hundred hours in salt spray testing (SST);

[0055] - Excellent resistance to high-temperature corrosion;

[0056] - It has good mechanical ductility properties.

[0057] The low wear resistance of titanium is compensated for by the presence of carbides dispersed in the titanium or titanium alloy matrix forming the base layer 30, or concentrated in the coating layer 300.

[0058] By using a titanium alloy instead of pure titanium, resistance to thermal shock during braking is improved, while hardness is increased, resulting in advantages such as extended driving range and reduced dust emissions.

[0059] The presence of bonding layer 3 further offers the following advantages.

[0060] - In particular, improve the corrosion resistance of brake bands made of gray cast iron.

[0061] - Under thermal load, cracks that form in the base layer 30 are prevented from reaching the brake band (especially if it is made of gray cast iron). The bonding layer 3 has sufficient ductility and corrosion resistance, thus protecting the brake band.

[0062] For this purpose, the bonding layer 3 is preferably made of pure titanium due to its ductility and corrosion resistance. Alternatively, to reduce costs, the bonding layer 3 can be made of steel.

[0063] This invention makes it possible to manufacture brake discs that combine the corrosion resistance and wear resistance of titanium, and that are virtually free from peeling or flaking.

[0064] The aforementioned bonding layer 3 is preferably the result of a metallurgical bond formed between at least one of the brake surfaces 2a and 2b and a first particle composition deposited on the brake surfaces 2a and 2b using a deposition technique. As the deposition technique, a laser beam, particularly laser metal deposition (LMD) technique, is preferred. The first particle composition has a composition equivalent to that of the bonding layer 3.

[0065] Preferably, the base layer 30 is the result of a metallurgical bond formed between the bonding layer 3 and a second particle composition deposited on the bonding layer 3 by a laser beam deposition technique, preferably laser metal deposition (LMD) technique. The second particle composition has a composition equivalent to that of the base layer 30.

[0066] In particular, the titanium alloy contains aluminum, preferably with an aluminum content of 2% or more by weight.

[0067] Preferably, the titanium alloy also contains vanadium, and preferably the vanadium content is 1% or more by weight.

[0068] Preferably, the titanium alloy is an alloy of titanium, aluminum, and vanadium. Here,

[0069] - Aluminum is present in a weight content of 2% to 8%,

[0070] - Vanadium is present in a weight content of 1% to 10%,

[0071] - The remaining part of the alloy is titanium.

[0072] Advantageously, the thickness of the bonding layer 3 is between 5 μm and 700 μm, preferably between 50 μm and 400 μm.

[0073] Advantageously, the thickness of the base layer 30 is between 5 μm and 700 μm, preferably between 50 μm and 400 μm.

[0074] As already noted, the base layer 30 may consist of a titanium matrix or a titanium alloy containing one or more carbides. In this case, the weight content of the carbides is between 2% and 80%. The wide range is due to the fact that the density of the available carbides is highly variable and this is reflected in the weight percentage. Values ​​close to 2% are because the density of the carbides is lower than that of titanium (Ti), while values ​​close to 80% are because the density of the carbides is higher than that of titanium.

[0075] Alternatively, the base layer 30 may be composed solely of titanium or solely of a titanium alloy.

[0076] Advantageously, the coating layer 300 contains at least 60% by weight, preferably at least 70% by weight, of one or more of the plurality of carbides. In this case, the remaining portion of the coating layer 300 is composed of a metal matrix, preferably an iron or aluminum base.

[0077] Advantageously, the coating layer 300 can be obtained by the following technique.

[0078] - Thermal spraying technology, such as HVOF (high-speed oxygen fuel spraying), HVAF (high-speed air fuel spraying), or APS (atmospheric plasma spraying) technology;

[0079] - Or, cold spraying technology, such as KM (dynamic metallization) technology;

[0080] - Alternatively, deposition technologies using laser beams, such as LMD (Laser Metal Deposition), HSLC (High-Speed ​​Laser Cladding), EHLA (Ultra-High-Speed ​​Laser Application), and TSC (Top-Speed ​​Cladding).

[0081] If the coating layer 300 is provided, it is desirable that its thickness be between 10 μm and 150 μm, preferably between 30 μm and 120 μm.

[0082] To simplify the explanation, the brake disc 1 will be described together with the method of the present invention. The brake disc 1 is preferably, but not necessarily, manufactured by the method of the present invention described later.

[0083] According to a general embodiment of the method of the present invention, the method includes the following operational steps.

[0084] a) Step of preparing the brake disc. The brake disc includes a brake band and comprises two brake surfaces facing each other, each brake surface partially defining at least one of the two main surfaces of the disc. The brake band is made of gray cast iron or steel.

[0085] a1) Deposition step. A first particle composition containing titanium, a titanium alloy, or steel is deposited on at least one of the brake surfaces 2a and 2b using a laser beam deposition technique, preferably laser metal deposition (LMD) technique, to form a bonding layer 3 that covers at least one of the two brake surfaces (2a and 2b) of the brake band 2.

[0086] b) Deposition step. A second particle composition containing titanium or a titanium alloy is deposited on the bonding layer 3 using a laser beam deposition technique, preferably laser metal deposition (LMD) technique, to form a base layer 30 covering the bonding layer 3.

[0087] Advantageously, deposition using laser beam-based deposition techniques, preferably laser metal deposition (LMD) techniques, makes the following possible:

[0088] - To form a first intermediate fusion layer having a mixed composition of the bonding layer 3 and the brake band 2 at the interface between the bonding layer 3, made of gray cast iron or steel, and the brake band 2;

[0089] - Forming a second intermediate fusion layer having a mixed composition of the bonding layer 3 and the base layer 30 at the interface between the bonding layer 3 and the base layer 30; and

[0090] - To form both the base layer 30 and the bonding layer 3 having a crystalline structure with a growth direction substantially perpendicular to the braking surface.

[0091] The method according to the present invention involves forming a tribologically active coating layer containing one or more carbides on at least one brake surface. This formation is carried out by one of the following two alternative methods. These methods include the following steps.

[0092] a) The second particle composition deposited in step b) includes one or more of the carbides. In this case, the second particle composition consists of titanium, or a mixture of titanium and one or more titanium alloy metals, and further includes one or more of the carbides. In this case, the tribologically active coating layer is directly composed of the base layer 30.

[0093] or

[0094] b) In step c) following step b), an additional layer 300 based on one or more carbides is deposited on the base layer 30. In this case, the second particle composition deposited in step b) consists of titanium or a mixture of titanium and one or more titanium alloy metals. In this case, the tribologically active coating layer consists of the additional layer 300.

[0095] In both embodiments, the one or more carbides are selected from the group consisting of titanium carbide (TiC), tungsten carbide (WC), chromium carbide (e.g., Cr3C2), niobium carbide (NbC), molybdenum carbide (Mo2C), and silicon carbide (SiC).

[0096] In particular, the aforementioned titanium alloy contains aluminum, preferably with an aluminum weight content of 2% or more.

[0097] Preferably, the aforementioned titanium alloy also contains vanadium, and preferably the weight content of vanadium is 1% or more.

[0098] Preferably, the titanium alloy is an alloy of titanium, aluminum, and vanadium, where:

[0099] - Aluminum is present in a weight content of 2% to 8%;

[0100] - Vanadium is present in a weight content of 1% to 10%;

[0101] - The remaining part of the aforementioned alloy is titanium.

[0102] In particular, step a1) can be carried out until the thickness of the bonding layer 3 is 5 μm to 700 μm, preferably 50 μm to 400 μm.

[0103] In particular, step b) can be carried out until the thickness of the base layer 30 is 5 μm to 700 μm, preferably 50 μm to 400 μm.

[0104] In accordance with method a) described above, preferably, in the second particle composition described above, the weight content of one or more carbides is between xxx% and zzz%.

[0105] In accordance with the method described above, preferably in step c), the additional layer 300 is obtained by depositing a third particle composition having a weight content of at least 60% by weight, preferably at least 70% by weight, of the one or more carbides. The third particle composition is composed of a metal matrix, preferably an iron or aluminum base, for the remainder.

[0106] Advantageously, in step c), the third particle composition can be deposited by the following technique.

[0107] - Thermal spray deposition technology, such as HVOF (high-speed oxygen fuel) technology, HVAF (high-speed air fuel) technology, or APS (atmospheric plasma injection) technology; or

[0108] - Cold spraying technology, for example, KM (kinetic metallization) technology; or

[0109] - Deposition technologies using laser beams, such as LMD (Laser Metal Deposition), HSLC (High-Speed ​​Laser Cladding), EHLA (Ultra-High-Speed ​​Laser Application), and TSC (Top-Speed ​​Cladding).

[0110] In particular, step c) can be carried out until the thickness of the additional layer 300 is 10 μm to 150 μm, preferably 30 μm to 120 μm.

[0111] Steps a1) and b) are preferably carried out using at least one first laser beam. The output of this laser beam is in the range of 12 to 22 kW and is preferably a Gaussian, top-hat, or top-hat ring type.

[0112] In steps a1) and b), the first and second particle compositions are deposited using a single nozzle or two or more nozzles.

[0113] In steps a1) and b), the first and second particle compositions are preferably deposited under the following conditions.

[0114] - The total flow rate must be between 30 g / min and 300 g / min;

[0115] - The tangential velocity is between 100 m / min and 250 m / min; and

[0116] - Deposition rate is 1m 2 / h to 14m 2 It must be within the / h period.

[0117] Preferably, in step a1), a further laser beam with an output of 1 kW to 15 kW can be used upstream of the first laser beam. Preferably, the further laser beam is Gaussian, top-hat, or top-hat ring type. Operationally, the further laser beam pre-treats at least one of the braking surfaces 2a, 2b, on which the second particle composition is intended to be deposited.

[0118] Advantageously, when carried out in mode b), in step b), a further laser beam with an output of 1 to 20 kW can be used downstream of the first laser beam. Preferably, the further laser beam is Gaussian, top-hat, or top-hat ring type. Operationally, the further laser beam post-treats at least one of the braking surfaces 2a, 2b on which the second particle composition has been pre-deposited in order to facilitate the adhesion of the additional layer 300.

[0119] According to one embodiment, the formation of a metallurgical bond between a substrate and a layer deposited or welded on the substrate is performed by one or more laser beams, such as a bifocal laser.

[0120] As is clear from the above, the brake disc and its manufacturing method according to the present invention overcome the drawbacks of the prior art.

[0121] Remarkably, the brake disc 1 according to the present invention possesses both corrosion resistance and wear resistance, and has been confirmed to be free from delamination and interlayer breaking (at least significantly reduced compared to coatings made of titanium or known alloys).

[0122] Therefore, the disk 1 according to the present invention guarantees sufficient thermal and mechanical performance and exhibits reliability over time.

[0123] While we do not intend to be bound by this theoretical explanation, the following can be considered in relation to the fact that delamination or interlaminar separation does not substantially occur.

[0124] - The two intermediate fusion layers each serve as interpenetration sites between the two parts, sequentially ensuring extremely stable and strong bonds between the bonding layer 3 and the brake band, and between the base layer 30 and the bonding layer 3. These interpenetrations resist tension in the direction parallel to the brake surface, which can cause delamination or peeling.

[0125] Similarly, because the growth direction of the crystal structure is nearly perpendicular to the braking surface, it prevents crack propagation parallel to the braking surface, which can cause delamination and flaking.

[0126] Therefore, these two properties work synergistically to suppress peeling and flaking.

[0127] In particular, these two aspects ensure proper adhesion to the brake surface even under the thermal load during braking.

[0128] The corrosion resistance stems from the presence of titanium. Specifically, the use of titanium or its alloys guarantees the following:

[0129] - Corrosion resistance for several hundred hours in salt spray testing (SST);

[0130] - Excellent high-temperature corrosion resistance; and

[0131] - Good mechanical ductility.

[0132] The low wear resistance of titanium is compensated for by the presence of carbides, which are obtained by dispersing them in the titanium or titanium alloy matrix forming the base layer 30, or by concentrating them in the coating layer 300.

[0133] By using a titanium alloy instead of pure titanium, resistance to thermal shock during braking is improved, and hardness is increased. This offers the advantages of extending the driving range and reducing dust emissions.

[0134] The presence of bonding layer 3 also brings the following advantages.

[0135] - In particular, improve the corrosion resistance of brake bands made of gray cast iron.

[0136] - Under thermal load, cracks in the base layer 30 are prevented from reaching the brake band (especially if it is made of gray cast iron). The bonding layer 3 has sufficient ductility and corrosion resistance, thus protecting the brake band.

[0137] For this purpose, the bonding layer 3 is preferably made of pure titanium due to its ductility and corrosion resistance. Alternatively, from the viewpoint of cost reduction, the bonding layer 3 can also be made of steel.

[0138] Therefore, the present invention makes it possible to manufacture brake discs that combine the corrosion resistance and wear resistance of titanium, and that do not substantially experience peeling or flaking.

[0139] The brake disc for disc brakes according to the present invention is easy to manufacture and low-cost.

[0140] Finally, the method according to the present invention makes it possible to easily manufacture brake discs for disc brakes on an industrial scale that are resistant to corrosion and wear, and less prone to peeling and chipping.

Claims

1. A disc (1) for a disc brake, The disc (1) has a brake band (2) with two opposing brake surfaces (2a, 2b), The brake band (2) is made of gray cast iron or steel. The disk (1) is A base layer (30) covering at least one of the two brake surfaces (2a, 2b) of the brake band (2), The system comprises a base layer (30) and a bonding layer (3) interposed between at least one of the two braking surfaces (2a, 2b), The base layer (30) consists of a titanium matrix and / or titanium alloy containing one or more carbides, defining the tribologically active surface of the disk (1), or The base layer (30) consists of a layer of titanium and / or a titanium alloy, and is further covered with a coating layer (300), the coating layer consists of a layer based on one or more carbides, and further defines the tribologically active surface of the disk (1), The one or more carbides mentioned above are titanium carbide (TiC), tungsten carbide (WC), chromium carbide, niobium carbide (NbC), molybdenum carbide (Mo ２ It is selected from the group C), and silicon carbide (SiC), The bonding layer (3) is composed of a layer made of titanium, a titanium alloy, or a steel alloy. At the interface between the bonding layer (3) and the brake band (2) made of gray cast iron or steel, there is a first intermediate interpenetrating layer (32) having a mixed composition of the bonding layer (3) and the brake band (2). At the interface between the base layer (30) and the bonding layer (3), there is a second intermediate inter-melting layer (33) having a mixed composition of the base layer (30) and the bonding layer (3). The base layer (30) and the bonding layer (3) both have a crystalline structure, and the growth direction of the crystalline structure is substantially perpendicular to the braking surface, in a disc (1).

2. The bonding layer (3) is the result of a metallurgical bond formed between at least one of the two braking surfaces (2a, 2b) and the first particle composition deposited on that braking surface. The bonding layer (3) is formed by a deposition technique using a laser beam, preferably by laser metal deposition (LMD) technique. The disk (1) according to claim 1, wherein the first particle composition has a composition corresponding to the composition of the bonding layer (3).

3. The base layer (30) is the result of a metallurgical bond formed between the bonding layer (3) and a second particle composition deposited on the bonding layer (3) by a laser beam deposition technique, preferably laser metal deposition (LMD) technique. The disk (1) according to claim 1 or 2, wherein the second particle composition has a composition corresponding to the composition of the base layer (30).

4. The disc (1) according to any one of claims 1 to 3, wherein the titanium alloy contains aluminum, preferably with a weight content of 2% or more of aluminum.

5. The disc (1) according to claim 4, wherein the titanium alloy further contains vanadium, preferably with a vanadium weight content of 1% or more.

6. The aforementioned titanium alloy is an alloy of titanium, aluminum, and vanadium. Aluminum is present in a weight content of 2% to 8%. Vanadium is present in a weight content of 1% to 10%. The remaining portion of the alloy is titanium, the disc (1) according to any one of claims 1 to 5.

7. The disk (1) according to any one of claims 1 to 6, wherein the thickness of the bonding layer (3) is between 5 μm and 700 μm, preferably between 50 μm and 400 μm.

8. The disk (1) according to any one of claims 1 to 7, wherein the thickness of the base layer (30) is 5 μm to 700 μm, preferably 50 μm to 400 μm.

9. The disc (1) according to any one of claims 1 to 8, wherein the base layer (30) is made of titanium or the titanium alloy.

10. The base layer (30) is made of a titanium substrate or titanium alloy containing one or more carbides. The disc (1) according to any one of claims 1 to 8, wherein the weight content of the carbide is between 2% and 80%.

11. The disk (1) according to any one of claims 1 to 9, wherein the coating layer (300) contains at least 60% by weight, preferably at least 70% by weight, of one or more carbides.

12. The disk (1) according to claim 11, wherein the coating layer (300) is made of a metal matrix in the remaining portion.

13. The disk (1) according to any one of claims 1 to 12, wherein the coating layer (300) is obtained by a thermal spraying method such as HVOF (high-speed oxygen fuel) technology, HVAF (high-speed air fuel) technology, or APS (atmospheric plasma injection) technology.

14. The aforementioned coating layer (300) is obtained by cold spray deposition technology, for example, KM (kinetic metallization) technology, as described in any one of claims 1 to 12, the disk (1).

15. The disk (1) according to any one of claims 1 to 13, wherein the coating layer (300) is obtained by a deposition technique using a laser beam, such as LMD (laser metal deposition) technique, HSLC (high-speed laser cladding) technique, EHLA (ultrahigh-speed laser application) technique, or TSC (top-speed cladding) technique.

16. The disk (1) according to any one of claims 1 to 15, wherein the thickness of the coating layer (300) is between 10 μm and 150 μm, preferably between 30 μm and 120 μm, and more preferably between 50 μm and 90 μm.

17. A method for manufacturing a brake disc (1), a) A step of preparing a brake disc (1) having a brake band (2) made of gray cast iron or steel, with two opposing brake surfaces (2a, 2b), a1) A step of depositing a first particle composition containing titanium, a titanium alloy, or steel onto at least one of the two opposing brake surfaces (2a, 2b) of the brake band (2) using a laser beam deposition technique, preferably laser metal deposition (LMD) technique, to form a bonding layer (3) that covers at least one of the two opposing brake surfaces (2a, 2b) of the brake band (2), b) The step of depositing a second particle composition containing titanium or a titanium alloy on the bonding layer (3) using a laser beam deposition technique, preferably laser metal deposition (LMD) technique, to form a base layer (30) that covers the bonding layer (3), The manufacturing method includes forming a tribologically active coating layer containing one or more carbides on at least one of the brake surfaces. The aforementioned manufacturing method further, Step b) comprising the second particle composition deposited in step b) including one or more carbides, wherein the second particle composition comprises titanium, or a mixture of titanium and one or more titanium alloys, and further includes one or more carbides, in which case the tribologically active coating layer is directly formed by the base layer (30), or - Step c) is a step of depositing an additional layer (300) based on one or more carbides on the base layer (30), the second particle composition deposited in step b) being titanium or a mixture of titanium and one or more titanium alloy metals, in which case the tribologically active coating layer is composed of the additional layer (300), The one or more carbides mentioned above are titanium carbide (TiC), tungsten carbide (WC), chromium carbide, niobium carbide (NbC), and molybdenum carbide (Mo). ２ C) A method for manufacturing a brake disc (1) selected from the group consisting of silicon carbide (SiC).

18. The method according to claim 17, wherein the titanium alloy contains aluminum, preferably with an aluminum content of 2% or more by weight.

19. The method according to claim 18, wherein the titanium alloy further contains vanadium, preferably with a vanadium content of 1% or more by weight.

20. The method according to any one of claims 17-19, wherein the titanium alloy is an alloy of titanium, aluminum, and vanadium, wherein aluminum is present in a weight content of 2% to 8%, vanadium is present in a weight content of 1% to 10%, and the remainder of the alloy is titanium.

21. The method according to any one of claims 17-20, wherein step b) is carried out until the thickness of the bonding layer (3) is 5 μm to 700 μm, preferably 50 μm to 400 μm.

22. The method according to any one of claims 17-21, wherein step b) is carried out until the thickness of the base layer (30) is 5 μm to 700 μm, preferably 50 μm to 400 μm.

23. The method according to any one of claims 17-22, wherein the weight content of the one or more carbides in the second particle composition is between 2% and 80%.

24. In step c), the additional layer (300) is obtained by depositing a third particle composition. The method according to any one of claims 17-22, wherein the weight content of the one or more carbides is at least 60% by weight, preferably at least 70% by weight.

25. The method according to claim 24, wherein the third particle composition is composed of a metal matrix for the remaining portion.

26. In step c), the third particle composition is Using thermal injection deposition (HVOF) technology, such as HVAF (high-speed oxygen fuel) technology, or APS (atmospheric plasma injection) technology; or Using cold spraying techniques, such as the KM method (kinetic metallization); or The method according to any one of claims 24 or 25, wherein the material is deposited using a laser beam deposition technique, such as LMD (laser metal deposition) technique, or HSLC (high-speed laser cladding) technique, EHLA (ultrafast laser application) technique, or TSC (top-speed cladding) technique.

27. The method according to any one of claims 24-26, wherein step c) is carried out until the thickness of the additional layer (300) is 10 μm to 150 μm, preferably 30 μm to 120 μm.

28. Steps a1) and b) are carried out using at least one first laser beam. The method according to any one of claims 17-27, wherein the output of the first laser beam is between 12 kW and 22 kW, and is preferably of the Gaussian type, top-hat type, or top-hat ring type.

29. In steps a1) and b), the first particle composition and the second particle composition are deposited using a single nozzle or two or more nozzles. The total flow rate is between 30 g / min and 300 g / min; Tangential velocity between 100 m / min and 250 m / min; Sedimentation rate 1m ２ / h to 14m ２ The method according to any one of claims 17-28, wherein the interval is between / h.

30. A method according to claim 28 or 29, in which case it is dependent on claim 28, In step a1), upstream of the use of the first laser beam, a further laser beam having an output of 1 to 15 kW is used. Preferably, the further laser beam is Gaussian, top-hat, or top-hat ring type. A method comprising pre-treating at least one of the brake surfaces (2a, 2b) on which the first particle composition is intended to be deposited with the further laser beam.

31. A method according to any one of claims 28, 29, or 30, which is dependent on claim 30, In step b), further laser beams with an output of 1-20 kW are used downstream of the first laser beam. Preferably, the further laser beam is Gaussian, top-hat, or top-hat ring type. The method involves further applying the laser beam to at least one of the brake surfaces (2a, 2b) on which the second particle composition has been pre-deposited.

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