Brake element carrier body; brake disk or brake drum; brake lining back plate or brake shoe; method for producing a brake element carrier body; method for producing a brake disk or brake drum; method for producing a brake lining back plate or brake shoe; brake disk or brake drum; brake lining back plate or brake shoe; brake system

Abstract

The invention relates to a brake element carrier body having a metallic main body, wherein a surface of the main body is at least partially, preferably completely, coated with an alloy, the alloy being diffused into the main body in a diffusion zone. This alloy is specified in advantageous embodiments.

Description

[0001] 1

[0002] BRAKE ELEMENT CARRIER BODY; BRAKE DISC OR BRAKE DRUM;

[0003] Brake pad backing plate or brake shoe; method for manufacturing a brake element carrier body; method for manufacturing a brake disc or brake drum; method for manufacturing a brake pad backing plate or brake shoe; brake disc or brake drum; brake pad backing plate or a brake shoe;

[0004] BRAKE SYSTEM

[0005] The invention relates to a brake element carrier body; a brake disc or brake drum, a brake lining backing plate or brake shoe, a method for manufacturing a brake element carrier body, a method for manufacturing a brake disc or brake drum, a method for manufacturing a brake lining backing plate or brake shoe, a brake disc or brake drum, a brake lining backing plate or a brake shoe, and a brake system.

[0006] For several decades now, reducing particulate matter pollution and increasing the lifespan of products to minimize waste have been top priorities in industry. In the automotive industry, the focus is no longer solely on reducing exhaust emissions from combustion engines. The wear and tear of tires and brakes is also becoming increasingly important in order to continue complying with particulate matter limits.

[0007] For motor vehicles with both an electric motor and an internal combustion engine, more wear-resistant friction elements for brakes can contribute to this.

[0008] Brake discs for vehicles, whether wheel-driven or rail-guided, or for industrial plants, are manufactured from metallic or ceramic materials and have several defined areas that perform a specific function. One of these areas is the friction surface of the brake disc. To achieve the desired braking effect, the brake pads exert a defined normal force on the friction surface. The kinetic energy applied to the friction surface is converted into thermal energy, i.e., heat, through sliding friction.

[0009] Conventional brake discs have their friction surfaces protected from corrosion by painting or superficially spraying them with a coating. The materials used for this purpose usually have low tribological properties, meaning a low coefficient of friction and high wear resistance. This protection is only effective for a short time, as it is quickly worn away by the friction during braking.

[0010] By removing the corrosion layer, the base material, usually steel or cast iron, is fully exposed, allowing corrosion to proceed unhindered. In vehicles where conventional braking via brake discs is rarely required, such as electric or hybrid vehicles, corrosion progresses rapidly after the surface layer is removed. This initially leads to significantly increased wear on the brake disc's friction surfaces. Furthermore, in this condition, a full emergency stop may not be possible due to the thickened rust layer, potentially resulting in an accident or other adverse consequences.

[0011] The invention is based on the objective of providing an improvement or an alternative to the prior art.

[0012] According to a first aspect of the invention, the problem is solved by a brake element carrier body with a metallic base body, wherein a surface of the base body is at least partially coated with an alloy, and wherein the alloy has diffused into the base body in a diffusion zone.

[0013] It should be noted here that in the event of a discrepancy between numerical data in the description and the patent claims, both shall be deemed disclosed in parallel and independently of each other.

[0014] In a preferred embodiment, the base body is completely coated with the alloy. 3

[0015] First, it should be expressly noted that, within the context of this patent application, indefinite articles and numerical indications such as "one", "two", etc., are generally to be understood as "at least" indications, i.e., as "at least one...", "at least two...", etc., unless it is expressly clear from the respective context or it is obvious or technically necessary for the person skilled in the art that only "exactly one...", "exactly two...", etc., can be meant.

[0016] Diffusion is generally understood as the equalization of a concentration difference between several substances until equilibrium is reached. Diffusion can be a thermally activated equalization process of a concentration difference in a solid, liquid, or gas without external influence. In a perfect crystal lattice, each lattice particle oscillates around its fixed lattice position and cannot leave it. Therefore, the presence of lattice defects is a necessary condition for diffusion in a crystalline solid. Only if these lattice defects are present can atoms or ions change their positions and thus mass transport occur. Several mechanisms are generally conceivable for this:

[0017] - Particles jump into vacancies of the lattice, so that vacancies move through the lattice and thus create a net flux of particles,

[0018] Smaller particles can move through the spaces between the lattice, this creates a high diffusion coefficient.

[0019] - two particles exchange places or a ring exchange takes place between several particles.

[0020] Chemical synthesis processes are inextricably linked to the diffusion process of the alloy into the metallic substrate. This leads to the formation of the intermetallic compounds in the diffusion zone, which are responsible for improving wear resistance. These intermetallic compounds are embedded in a tougher and more ductile solid solution matrix composed of the reactants of the diffusion partners. This heterogeneous solid-state combination of differently characterized components is the key prerequisite for the desired functional optimization of the brake discs. 4

[0021] The appearance and property profile of the solid solution matrix differ significantly from those of the metals from which it originated. The intermetallic phases are matte, intensely colored (light gray to blackish-gray), and leave a smooth surface upon machining. Furthermore, they are stabilized by their higher lattice energy and thus exhibit a higher melting point than their reactants. Additionally, their thermal and electrical conductivity is reduced, and they are considerably less reactive towards chemical reactants, i.e., oxidizers such as air, water, electrolytes, and Brønsted-acidic media, and therefore corrosion-resistant and oxidation-stable. The diffusion zone is further characterized by higher mechanical strength and increased hardness.

[0022] The alloy is preferably diffused completely into the base body. Otherwise, any remaining alloy residues on the surface of the base body are removed.

[0023] Due to the diffusion zone of the brake element carrier body, the tribological properties of the material are improved and corrosion resistance is increased.

[0024] Both corrosion protection and wear resistance can be further enhanced when the alloy is based on aluminum and silicon. This advantage is even more pronounced when silicon is present at 5 to 50 wt%, preferably 10 to 40 wt%, and more preferably 15 to 30 wt%. Even at levels of 5 to 10 wt% or 7 to 15 wt%, the effect of the silicon in the alloy on the tribological properties—low thermal expansion, increased strength, and wear resistance—is evident.

[0025] In general, the alloy contains other alloying elements in addition to aluminum and silicon. These are classified as primary and secondary alloying elements. Primary alloying elements are primarily selected from the second, third, and / or fourth main group and / or the first, second, fourth, and / or seventh subgroup of the periodic table. Secondary alloying elements are primarily selected from the third and / or fourth main group and / or the fourth, fifth, sixth, and / or eighth subgroup of the periodic table.

[0026] In an aluminum-based alloy with a silicon content of 5 to 50 wt%, preferably 10 to 40 wt%, more preferably 15 to 30 wt%, at least one primary alloying element is selected. The primary alloying elements are one or more of the following: magnesium, boron, titanium, manganese, copper, or zinc. These can be present in the alloy in the following proportions:

[0027] Magnesium: 0.1 to 2, and / or

[0028] Boron: 0.1 to 10, and / or

[0029] Titanium: 0.1 to 5, and / or

[0030] Manganese: 0.5 to 5, and / or

[0031] Copper: 0.1 to 5, and / or

[0032] Zinc: 0.1 to 5.

[0033] Elements such as magnesium, copper, and zinc influence hardness, leading to an increase in this value. Conversely, manganese and titanium positively affect heat resistance and corrosion resistance.

[0034] In addition to primary alloying elements, secondary alloying elements may also be present in the alloy. These secondary alloying elements include one or more of the following: gallium, indium, germanium, tin, zirconium, vanadium, chromium, iron, cobalt, or nickel.

[0035] These can be present in the following areas of the alloy:

[0036] Gallium: 0.1 to 1 , and / or

[0037] Indium: 0.1 to 1 , and / or

[0038] Germanium: 0.1 to 1 , and / or

[0039] Tin: 0.1 to 1 , and / or

[0040] Zirconium: 0.1 to 1 , and / or

[0041] Vanadium: 0.1 to 1 , and / or

[0042] Chromium: 0.1 to 1 , and / or

[0043] Iron: 0.1 to 1 , and / or

[0044] Cobalt: 0.1 to 1 , and / or

[0045] Nickel 0.1 to 1.6

[0046] In this alloy, the remainder consists of aluminum and unavoidable, manufacturing-related impurities.

[0047] Among alloys, ternary and quaternary alloys have proven particularly advantageous. These are alloys whose characteristic alloying elements comprise either three (ternary) or four (quaternary) substances. Only the components that determine the characteristic properties are counted. The following ternary and quaternary alloys may also contain some of the primary or secondary alloying elements already mentioned.

[0048] The advantageous ternary alloys are:

[0049] AI88 Si10 Mg2, AI88 Si10 B2, AI88 Si10 Ti2, AI88 Si10 Mn2, AI88 Si10 Cu2, AI88 Si10 Zn2, AI83 Si15 Mg2, AI83 Si15 B2, AI83 Si15 Ti2, AI83 Si15 Mn2, AI83 Si15 Cu2, AI83 Si15 Zn2, AI78 Si20 Mg2, AI78 Si20 B2, AI78 Si20 Ti2, AI78 Si20 Mn2, AI78 Si20 Cu2, AI78 Si20 Zn2.

[0050] There may be more legierungs such as:

[0051] AI86 Si10 Mn2 Mg2, AI86 Si10 Mn2 B2, AI86 Si10 Mn2 Ti2, AI86 Si10 Mn2 Cu2, AI86 Si10 Mn2 Zn2, AI81 Si15 Mn2 Mg2, AI81 Si15 Mn2 B2, AI81 Si15 Mn2 Ti2, AI81 Si15 Mn2 Cu2, AI81 Si15 Mn2 Zn2, AI76 Si20 Mn2 Mg2, AI76 Si20 Mn2 B2, AI76 Si20 Mn2 Ti2, AI76 Si20 Mn2 Cu2, AI76 Si20 Mn2 Zn2.

[0052] Another advantageous alloy consists of 76.7 to 83.4 wt% aluminum and 8.3 to 12.3 wt% silicon and one or more elements selected from the following list: Mg, B, Ti, Mn, Cu, Zn, Ga, Ge, Sn, Sb, Zr, V, Cr, Co, Ni, and unavoidable impurities resulting from the manufacturing process. The sum of all components of the composition must each amount to 100 wt%.

[0053] A particularly advantageous aluminum-based alloy is AISi with a silicon content of 10 wt%, where the proportions of the primary alloying elements are in the following wt% ranges:

[0054] Magnesium < 0.5%, and 7

[0055] Titanium < 0.05%, and

[0056] Manganese < 0.1%, and

[0057] Copper < 0.005%, and

[0058] Zinc < 0.005%.

[0059] The proportions of secondary alloying elements in this preferred aluminum-based AISi10 alloy are in the following mass percent ranges:

[0060] Iron < 0.2%.

[0061] The aluminum content by mass, apart from unavoidable impurities resulting from the manufacturing process, is approximately 90% by mass. The sum of all components of the composition is 100% by mass.

[0062] Another particularly advantageous aluminum-based alloy has a silicon content of 10.04 wt%, with the proportions of the primary alloying elements in the following wt% ranges:

[0063] Magnesium 0.31%, and

[0064] Titanium 0.02%, and

[0065] Manganese 0.01%, and

[0066] Copper 0.001%, and

[0067] Zinc 0.003%.

[0068] The proportions of secondary alloying elements in this preferred aluminum-based AISi10 alloy are in the following mass percent ranges:

[0069] Iron 0.16%.

[0070] The mass percentage of aluminum, after unavoidable impurities resulting from the manufacturing process, is approximately 89.456 mass percent. The sum of all components of the composition is 100 mass percent.

[0071] A successfully tested prototype is composed such that the alloy consists of (in mass-%):

[0072] AI: 76.7 to 83.4;

[0073] Si: 8.3 to 12.3 and one or more elements selected from the list consisting of: Mg, B, Ti, Mn, Cu, Zn, Ga, Ge, Sn, Sb, Zr, V, Cr, Co, Ni, Fe and impurities, wherein the sum of all components of the composition must each be 100 wt.%.

[0074] Specifically, the prototype was designed to have the following alloy properties (in mass %):

[0075] - Si: 15.5% plus / minus 3%, preferably plus / minus 2%; particularly preferably plus / minus 1%, and

[0076] - Fe: < 0.2%, preferably < 0.18%, preferably 0.075% plus / minus 0.025%, particularly 0.075%, and

[0077] - Cu < 0.005%, preferably < 0.003%, preferably 0.002% plus / minus 0.001%, particularly 0.002%; and

[0078] - Mn < 10% preferred < 8% preferred 5% plus / minus 1% particularly 5%; 9 and

[0079] - Ti < 0.04% preferably < 0.035%, preferably 0.02% plus / minus 0.01%, particularly 0.02%; and

[0080] - Zn < 0.005%, preferably < 0.004%, preferably 0.002% ± 0.001%, particularly 0.002%; wherein preferably at least 2, preferably at least 3, preferably at least 4, preferably at least 5, each in any possible combination, particularly preferably all six of the aforementioned elements are present, wherein B and / or Ga and / or Ge and / or Sn and / or Sb and / or Zr and / or V and / or Cr and / or Co and / or Ni may additionally be present, but preferably the alloy is free of these elements, wherein the sum of all components of the composition was 100% by mass. This prototype alloy has proven to be particularly promising in the inventors' tests.

[0081] Each of the alloys mentioned above contributes individually to corrosion protection and increased wear resistance. They are all characterized by high mechanical strength, meaning they all exhibit high load-bearing capacity, pressure stability, and dimensional stability.

[0082] To achieve the desired effects of increased corrosion protection and improved wear resistance, the alloy can advantageously contain dopants. These dopants are foreign atoms that, at sufficiently high temperatures, can penetrate another solid and move and become embedded there. The following mechanisms can be involved:

[0083] - Vacant diffusion, that is, through vacancies in the crystal lattice,

[0084] - Interstitial diffusion, that is, between the atoms in the crystal lattice, 10

[0085] - Change of position, that is, exchange of the lattice positions of neighboring atoms.

[0086] Diffusion with or without dopant occurs according to Fick's law. This law depends on various factors, such as the material of the impurity and the target substance and their properties (crystal orientation), the concentration difference, the temperature, and the concentration of other dopants in the crystal lattice. For the sake of simplicity, this patent application will sometimes use the term "crystal" to refer to the crystal lattice. The rate of diffusion depends on the size of the atom and the diffusion mode within the substrate. Small diffusion coefficients usually result in a long process time. As already described, the concentration difference is an important aspect for diffusion and the resulting doping profile. The doping profile usually results from the characteristics of the dopant source.The dopant source can be either inexhaustible or exhaustible. With an inexhaustible dopant source, a constant dopant concentration is assumed at the crystal surface, such that foreign atoms that diffuse deeper into the crystal are directly replaced by the dopant source. This means that with increasing diffusion time and temperature, the dopant diffuses deeper into the crystal, and the amount of dopant increases. The concentration at the surface remains constant. In contrast, with diffusion from an exhaustible dopant source, the amount of dopant is constant. Here, with increasing diffusion time and temperature, the penetration depth of the dopant increases, while the concentration at the surface decreases.

[0087] The dopants for the alloy are chosen from the third main group and / or first and / or third and / or fourth and / or fifth and / or sixth and / or seventh and / or eighth transition group and / or the lanthanide group of the periodic table of elements.

[0088] It is conceivable that the alloys contain one or two dopants. In special cases, three, four, or more dopants are also possible.

[0089] The following elements (in mass %) are preferably used as dopants: 11

[0090] Antimony: 0.1 to 1 , and / or

[0091] Bismuth: 0.01 to 0.1, and / or

[0092] Scandium: 0.01 to 0.1 , and / or

[0093] Yttrium: 0.01 to 0.1, and / or

[0094] Lanthanum: 0.01 to 0.1, and / or

[0095] Cerium: 0.01 to 0.1, and / or

[0096] Hafnium: 0.01 to 0.1 , and / or

[0097] Niobium: 0.01 to 0.1, and / or

[0098] Tantalum: 0.01 to 0.1, and / or

[0099] Molybdenum: 0.01 to 0.1 , and / or

[0100] Wolfram: 0.01 to 0.1, and / or

[0101] Rhenium: 0.01 to 0.1, and / or

[0102] Ruthenium: 0.01 to 0.1, and / or

[0103] Osmium: 0.01 to 0.1 , and / or

[0104] Rhodium: 0.01 to 0.1 , and / or

[0105] Indium: 0.01 to 0.1 , and / or

[0106] Palladium: 0.01 to 0.1, and / or

[0107] Platinum: 0.01 to 0.1, and / or

[0108] Silver: 0.01 to 0.1, and / or

[0109] Gold: 0.01 to 0.1.

[0110] These substances, when added to the aforementioned alloy, lead to the selective formation of desired intermetallic phases, as they act as catalysts or inhibitors. The diffusion of the alloy and the incorporation of the dopants result in a change in the microstructure. As proposed, the diffusion zone exhibits a different microstructure compared to the substrate. This increases the hardness and thus also the wear resistance of the brake disc substrate.

[0111] Suitable materials for the base body of the brake element carrier include steel, cast steel, centrifugal casting, gray cast iron, or spheroidal graphite cast iron. An aluminum base body is also conceivable. These metals are ideally suited for diffusing the aforementioned alloys, with or without dopants. The diffusion zone created during the alloy diffusion into the base body exhibits a higher hardness (measured in Vickers) compared to the base body material. This forms the basis for improved wear resistance.

[0112] To create a diffusion zone with sufficient hardness, it is advantageous for the alloy layer to have a thickness of 0.1 to 0.4 mm. An alloy layer thickness of 0.2 to 0.3 mm has proven particularly advantageous.

[0113] Particularly good wear resistance, i.e., hardness, and the associated good corrosion protection are achieved when the diffusion zone has a thickness of 0.05 to 0.6 mm. Desired properties are especially pronounced in a diffusion zone thickness range of 0.2 to 0.3 mm.

[0114] The increased hardness results from diffusion into the diffusion zone of the brake element carrier body. This zone has a medium hardness. Specifically, the medium hardness of the diffusion zone is increased by a factor of 1.0 to 8, preferably 1.5 to 5, compared to the medium hardness of the carrier body.

[0115] The improvement, i.e., the increase in hardness compared to the base material, depends on the base material. Accordingly, the average hardness of the diffusion zone in the case of a base material such as gray cast iron, centrifugal casting, steel, or cast steel is increased by a factor of 2.5 to 8, particularly by a factor of 2 to 5, compared to the average hardness of the base material itself. In the case of an aluminum base material, the average hardness of the diffusion zone is increased by a factor of 1.5 to 4, particularly by a factor of 1.5 to 3, in HV (high hardness).

[0116] The hardness distribution along the longitudinal axis, transverse axis and vertical axis or along the radius and angular coordinate of the diffusion zone can exhibit a maximum deviation of 10 to 15% from the mean hardness (hardness in HV) of the diffusion zone.

[0117] The diffusion zone, which differs in structure from the matrix of the host body, exhibits a solid solution matrix. This solid solution matrix is ​​composed of binary, ternary, or higher intermetallic phases.

[0118] A solid solution (Mk) is a crystal or crystallite consisting of at least two different chemical elements, with the foreign atoms or ions being statistically distributed. These can either be incorporated into the interstitial sites (interstitial solid solution) or replace an atom of the other element through substitution (substitutional solid solution). Solid solutions are therefore solid solutions, which, if they exhibit metallic properties, are also called alloys (Wikipedia).

[0119] An intermetallic compound (also called an intermetallic phase or intermediate phase) is a homogeneous chemical compound made up of two or more metals. Unlike alloys, they exhibit lattice structures that differ from those of the constituent metals.

[0120] In this case, the mixed crystal matrix of the diffusion zone exists without precipitation of pure metals.

[0121] By means of the aforementioned diffusion of an alloy, particularly an alloy with dopants, into the base body of the brake element carrier, the proposed diffusion zone can be realized in a targeted and purposeful manner as a functional layer. This creates a graded layer system with approximately parallel boundaries between the various phases formed within this layer.

[0122] The intermetallic phases of the proposed brake element carrier element exhibit a stepwise increasing concentration of iron or carbon and a stepwise decreasing concentration of aluminum and / or silicon and / or the dopants with increasing distance from the surface of the base body.

[0123] In other words, the diffusion zone exhibits a graded structure of binary, ternary, or higher intermetallic phases of discrete, precisely defined chemical composition with varying proportions of the original base elements iron and carbon, as well as varying proportions of the layered elements aluminum, silicon, various alloying elements, and dopants introduced into the base body by diffusion.

[0124] The solid solution matrix exhibits increased toughness and ductility compared to the intermetallic phases embedded within it. 14

[0125] The diffused alloy, with and without dopants, causes the diffusion zone to have a higher melting point and / or lower thermal conductivity and / or lower electrical conductivity and / or higher mechanical strength and / or higher hardness and / or lower reactivity towards chemical reaction partners than the metal of the base body.

[0126] It should be explicitly stated once again that the desired effects, namely the improvement in wear resistance and corrosion protection, result from the intermetallic phases that form during the diffusion of the alloy, particularly an alloy with dopants, as an integral component of the overall microstructure of the diffusion zone of the base material. Even though these intermetallic phases originate from metals, they themselves exhibit ceramic properties. These are due to the altered bonding conditions in the electron field of the crystal lattice, with the intermetallic compounds exhibiting defined valences of localized electron pairs. This hinders attack by Brønsted-acidic media and leads to the desired high corrosion resistance.

[0127] According to a second aspect of the invention, the problem is solved by providing a brake disc or brake drum with a brake element carrier body, comprising a region designed as a friction surface and a region designed as a contact surface. In a further embodiment, the brake element carrier body used here can be designed as described above. A brake disc with two opposing friction surfaces is particularly advantageous.

[0128] Such a brake disc or brake drum offers more effective long-term corrosion protection and increased wear resistance.

[0129] Both the friction surface and the contact surface constitute functional areas of the brake disc or brake drum. The friction surface is the area on which the brake pads exert a defined normal force, with the desired braking effect being achieved through the sliding friction between the two. The contact surface is the area that extends at least partially in the radial direction. It is oriented in the circumferential direction of the brake disc, and here too a 15

[0130] The normal vector acts in the circumferential direction. This enables good braking torque transmission. The contact surface is found, for example, on the brake disc hub.

[0131] The proposed alloy layer thickness on the brake disc or brake drum is 0.1 to 0.4 mm. Particularly good diffusion results are achieved when the alloy layer is 0.2 to 0.3 mm thick.

[0132] Particularly hard and wear-resistant brake discs or brake drums are proposed to have a diffusion zone with a thickness of 0.05 to 0.6 mm, preferably 0.3 to 0.6 mm.

[0133] During braking, the friction surfaces are particularly affected. For this reason, it is possible that both the applied alloy layer thickness and the resulting diffusion zone may differ between the friction surface and the contact surface. It is particularly advantageous if the diffusion zone of the friction surface has a thickness of 0.3 to 0.6 mm.

[0134] For optimal braking performance, it is particularly advantageous if the friction surface and the contact surface are annular. However, it is also conceivable that only one of the two surfaces is annular.

[0135] Friction during braking can generate heat. If the resulting temperatures become too high, this can negatively impact the service life of the brake disc or brake drum, as well as the braking process itself. Therefore, it is proposed that ventilation channels be provided, for example, to enable the use of an internally ventilated brake disc. These channels can be located on or within the brake disc body, or on or within the brake disc itself.

[0136] According to a third aspect of the invention, the problem is solved by a brake pad backing plate or a brake shoe comprising a brake element carrier plate. Here, too, in a specific case, a brake element carrier plate can be provided according to the above description. 16

[0137] To achieve optimal diffusion results, it is advantageous if the thickness of the alloy layer on the brake pad backing plate or brake shoe is 0.1 to 0.3 mm, preferably 0.1 to 0.2 mm.

[0138] Increased hardness and wear resistance are achieved when the diffusion zone thickness of the brake pad backing plate or brake shoe is between 0.05 and 0.3 mm. A diffusion zone thickness range of 0.05 to 0.15 mm has proven particularly advantageous.

[0139] In order to be able to perform a braking process during operation, it is proposed that a brake pad be applied to the outer surface of the alloy.

[0140] According to a fourth aspect of the invention, the problem is solved by a method for manufacturing a brake element carrier body, comprising the following steps:

[0141] 1. Providing a basic body,

[0142] 2. Performing a blasting process with ceramic hard materials to remove the oxide layer on the surface of the base body,

[0143] 3. Applying an aluminum-based alloy to the substrate,

[0144] 4. Tempering the substrate with the applied alloy.

[0145] This method can be used in particular to manufacture the brake element carrier body described above.

[0146] The provided carrier body for the brake element carrier body can be cast or stamped.

[0147] The blasting process is particularly important. This removes iron oxides from the surface of the brake disc to be coated. If these oxides are not removed, they can act as a barrier to the diffusion of the elements of the applied alloy into the structure of the metallic base.

[0148] Particularly good diffusion results with regard to production time, i.e., rapid diffusion, and quality or depth of diffusion are obtained when the substrate is heated before the blasting process. 17

[0149] Materials with a low affinity for embedding in the base material are particularly suitable for blasting. Ceramic hard materials are used for this purpose. Corundum, quartz, boron carbide, titanium carbide, silicon carbide, and chromium carbide have proven especially effective. These can be used individually or in combination for blasting.

[0150] The blasting process not only removes unwanted elements from the surface of the base material, but also prepares it for the subsequent application of the alloy. This alloy should diffuse quickly and easily into the microstructure of the metallic base material. This is advantageously achieved when the blasting process creates a surface roughness (Rz) of 5 pm to 10 pm on the base material. This roughness results in an intensive micro-interlocking bond between the applied alloy layer and the base material.

[0151] For blasting with ceramic hard materials, a grain size of 0.5 mm to 1.5 mm, especially 0.8 mm to 1.2 mm, has proven to be particularly effective in creating roughness.

[0152] It has proven to be very effective and efficient if the blasting process is carried out at an angle to the surface of the brake element carrier body, with the angle being 45° ± 10°.

[0153] In step 3 of the process, an aluminum-based alloy is applied to the substrate. The alloy is based on aluminum and silicon and may, but does not necessarily, contain dopants. Both the alloy and the dopants have already been described in detail above. Reference is made to the preceding section.

[0154] According to the invention, alloying can be carried out by means of a high-speed flame spraying process, or an arc wire spraying process or a powder coating process.

[0155] In high-velocity oxygen fuel spraying (HVOF), continuous gas combustion takes place under high pressure within a combustion chamber, in the central axis of which the powdered spray additive is fed. With HVOF, it is advantageous to have a high flow velocity in the gas jet; this is achieved by the high pressure of the fuel gas-oxygen mixture generated in the combustion chamber and the usually downstream expansion nozzle. This accelerates the spray particles to the high particle velocities that result in extremely dense spray layers with excellent adhesion properties. Propane, propene, ethylene, acetylene, and hydrogen can be used as fuel gases.

[0156] In arc wire spraying, two wire-shaped spray additives made of the same or different materials are melted in an electric arc and propelled onto the prepared workpiece surface using an atomizing gas, e.g. compressed air.

[0157] In powder coating, a powder is sprayed onto a material that is usually electrically conductive and then tempered. The powder melts on the metal surface and forms a uniform layer that, for example, protects against corrosion.

[0158] Here it is particularly advantageous to apply the alloy to the base body directly after blasting, as this reduces the risk of iron oxides forming again or being deposited on the surface of the carrier body.

[0159] Step 4 involves tempering the substrate with the applied alloy. This accelerates the diffusion process and allows for controlled incorporation of the dopants into the lattice structure.

[0160] The thermal treatment, also called tempering, of the coated brake disc causes the alloying elements of the layer sprayed onto the surface of the base material to diffuse into the disc. In a tempering process, a product is exposed to specific temperatures T for a period of time t in order to initiate, accelerate, or facilitate certain processes, such as chemical reactions. At temperatures below the melting point of the respective sprayed-on layer, this diffusion occurs very slowly; above the 19

[0161] The melting point is reached much faster. The range from +590°C to +750°C has proven to be a functionally and economically suitable interval for the maximum holding temperature. The described tempering process, or rather the tempering of the base body with the applied alloy, can be carried out along a temperature profile curve from 600°C to 750°C. This temperature profile curve can be linear, exponential, or cyclical. It is also conceivable that the temperature profile curve includes a heating phase, a holding phase, and a cooling phase.

[0162] At the beginning of the tempering process, the maximum concentration gradient between the material systems acts as the driving force of diffusion. For rapid diffusion at the outset, a temperature of the molten layer only slightly above its melting point is sufficient. As diffusion progresses, the driving concentration gradient decreases, so that to maintain rapid diffusion, the holding temperature is raised continuously or in stages to compensate for the decreasing influence of the gradient through higher thermal kinetics. It is therefore conceivable to adapt the temperature profile curve to the concentration gradient of the alloy diffusion into the base metal.

[0163] The reason for the adjusted holding temperature is to minimize the thermal impact on the microstructure of the metallic base body and to protect it during its thermal treatment. As the sprayed layer melts for rapid diffusion into the base body, the melt forms an effective barrier against atmospheric oxygen. This oxygen is captured at the air-facing surface of the melt and chemically bound there as aluminum oxide. The oxide layer formed prevents further oxygen from entering the melt. Therefore, no atmospheric oxygen can be incorporated into the diffusion layer during tempering. Due to aluminum's high electropositivity and its position in the electrochemical series, it binds oxygen much more readily than silicon.

[0164] For an improved result, i.e. a hard and wear-resistant diffusion zone, i.e. an alloy that is completely, or at least substantially completely, diffused into the base body, it is provided according to the invention that the tempering is carried out for 180 to 360 minutes, preferably 210 to 300 minutes.

[0165] According to a fifth aspect of the invention, the object is to provide a method for manufacturing a brake disc or brake drum comprising the following steps:

[0166] 1. Providing a brake element carrier body

[0167] 2. Remove the alloy until a diffusion zone is reached to create a friction surface.

[0168] This method can be used to manufacture the brake disc or brake drum described above. The brake element carrier body provided in step 1 can be either the brake element carrier body described above or the brake element carrier body manufactured according to the above method. Therefore, reference is made to the above section.

[0169] To create a clean and effective friction surface, the excess alloy must be removed until the diffusion zone is reached. This removal can be done mechanically, either by grinding or turning. Removing the excess alloy creates the friction surface(s) of the brake disc. This friction surface exhibits the properties of the solid solution matrix of the diffusion zone, meaning it is very hard and wear-resistant.

[0170] The amount of material removed depends on the materials and the thickness of the alloy layer. However, removing up to a maximum of 0.05 mm, 1 mm, or 1.5 mm of alloy has proven advantageous. This removal can be carried out in one step or in several steps to allow for inspection of the surface in between.

[0171] Furthermore, the brake disc or brake drum can have a metallic base body with a diffusion zone consisting of the matrix materials iron and carbon as well as the 21 previously sprayed primary layer materials aluminium, silicon, magnesium and manganese, which is formed as a result of a thermal treatment and diffusion of the layer materials, wherein the layer thickness of the diffusion zone has a thickness of 0.05 to 0.6, preferably 0.3 to 0.6 mm.

[0172] In this process, the diffusion zone contains the elements iron, carbon, aluminum, silicon, magnesium and manganese, with the elements iron, aluminum, silicon and manganese forming new binary, ternary and quaternary intermetallic phases in the form of many autonomously and separately grown crystals, which are embedded in an equally new, parallel coexisting mixed-crystal matrix consisting of the six elements mentioned above.

[0173] Furthermore, the resulting diffusion layer can be structured such that, in the newly formed solid solution matrix, the concentrations of the base elements iron and carbon increase continuously with increasing depth, while the concentrations of the elements aluminum, silicon, magnesium, and manganese in the sprayed layer decrease continuously with increasing depth. In the crystals of the newly formed intermetallic phases, the concentrations of these elements also change with increasing depth, following the same qualitative trend, but not continuously; instead, they occur in discrete steps corresponding to the compositional formula of the respective dominant intermetallic phases.

[0174] According to a sixth aspect of the invention, the problem is solved by a method for manufacturing a brake pad backing plate or brake shoe comprising the following steps:

[0175] 1. Providing a brake element carrier body

[0176] 2. Applying a brake pad to the alloyed surface to create a friction surface or contact surface.

[0177] The procedure can be used to manufacture the brake pad backing plate or brake shoe described above. The brake element carrier body provided in step 1 can be either the brake element carrier body described above or the brake element carrier body manufactured according to the above procedure. Reference is therefore made to the above section. 22

[0178] The brake pad applied in step 2 can be glued or welded to the alloyed surface of the brake element carrier body. It is conceivable that the brake pad could be both glued and welded on.

[0179] The brake pad can be constructed as follows:

[0180] - 30 to 65% metal (steel, iron, copper or brass) mixed with graphite, fillers and binders, or

[0181] - 10 to 30% metal (copper or steel), fibers made of glass, rubber, carbon or aramid, resulting in improved braking performance at high speeds, or

[0182] - Organic or mineral fibers and temperature-resistant synthetic or natural resins, which reduces brake pad wear and produces less visible dust, or

[0183] - ceramic fibers, fillers and binders, e.g. carbon fiber reinforced silicon carbide, which reduces the noise level, or

[0184] - sintered metal powder, resulting in longer service life and improved heat resistance, which reduces the decrease in braking performance during intensive use, or

[0185] - low proportion of metals and higher proportion of organic or mineral fibers, resulting in quiet operation and less wear,

[0186] According to a seventh aspect of the invention, the problem is solved by a braking system comprising a brake disc or brake drum as described above and a brake lining backing plate or brake shoe as described above.

[0187] A disc brake consists of a brake disc and a brake pad backing plate. A drum brake requires a brake drum and a brake shoe.

[0188] According to further aspects of the invention, the problem is solved in a motor vehicle, a rail vehicle, a stationary industrial braking system, or a wind turbine comprising this braking system. 23

[0189] Fig. 1 Cross-section of a brake element carrier body for a brake disc or brake drum or for a brake pad backing plate or brake shoe during the blasting process;

[0190] Fig. 2 Cross-section of a brake element carrier body for a brake disc or brake drum or for a brake pad backing plate or brake shoe with applied alloy;

[0191] Fig. 3 Cross-section of a brake element carrier body for a brake disc or brake drum or for a brake pad backing plate or brake shoe during the tempering process;

[0192] Fig. 4 Cross-section of a brake element carrier body for a brake disc or brake drum or for a brake pad backing plate or brake shoe after the tempering process;

[0193] Fig. 5 Cross-section of a brake element carrier body for a brake disc or brake drum during the removal of excess alloy;

[0194] Fig. 6 Cross-section of a brake disc or brake drum;

[0195] Fig. 7 schematically depicted brake disc with brake pot;

[0196] Fig. 8 schematically depicted brake pad backing plate;

[0197] Fig. 9 Section of a brake system comprising a brake disc and a brake pad backing plate

[0198] Fig. 10 Section principle sketch and

[0199] Fig. 11 analogous sectioning principle sketch.

[0200] Figures 1 to 5 show a method for manufacturing a brake element carrier body for a brake disc or brake drum, or for a brake lining backing plate or brake shoe. The brake element carrier body for a brake disc or brake drum, or for a brake lining backing plate, is described in the following description of the figures. 24

[0201] In the manufacture of the brake element carrier body 1 for a brake disc or brake drum, or for a brake pad backing plate or brake shoe, the base body 2 is provided. This is made of a metal. In this case, the base body 2 is made of gray cast iron. In other embodiments, the base body 2 is made of steel, cast steel, centrifugally cast or spheroidal graphite cast iron.

[0202] To obtain a clean and oxide-free, especially iron oxide-free, surface, a blasting process with ceramic hard materials 4 must be carried out on the surface 3 of the base body 2 to remove these oxide layers (Fig. 1). In this embodiment, the surface 3 of the base body 2 is blasted with corundum with a grain size of 0.5 to 1.5 mm, thereby producing a desired roughness of 5 µm to 10 µm. The blasting process was carried out at an angle of approximately 40°. Angles between 35° and 55° are particularly suitable for the blasting process.

[0203] In other embodiments, quartz, boron carbide, titanium carbide, silicon carbide, or chromium carbide are used to remove these oxide layers. A mixture of the ceramic hard materials is also possible. Care should be taken, however, to ensure that the materials used do not have an affinity for diffusing into the substrate.

[0204] The base material can be heated before this process. This improves the removal of the oxide layers.

[0205] After the blasting process, the aluminum-based alloy 5 is applied to the base body. Figure 2 shows the state after the alloy 5 has been applied to the surface 3 of the base body 2. The alloy 5 can be applied as a single layer or in multiple layers. In this embodiment, the alloy layer thickness (LSD) is 0.25 mm. Generally, the desired effect is achieved with an alloy layer thickness of 0.1 to 0.4 mm, preferably 0.2 to 0.3 mm.

[0206] For aluminum-based alloys, the combination with silicon has proven particularly advantageous for wear resistance. Silicon should be present at a mass percentage of 5 to 50%. Alloys with an aluminum content between 70 and 90% by mass and a silicon content between 5 and 25% by mass have proven especially advantageous. In the first embodiment, the alloy Al88 Si10 Mg2 with antimony as a dopant was applied. This was done using the high-speed flame spraying process.

[0207] The following Table 1 shows further preferred aluminium-silicon alloys and Table 2 shows possible dopants.

[0208] Aluminum-silicon alloy dopants 26

[0209] In further embodiments, one of the aluminum-silicon alloys No. 1 to No. 33 can be combined with one or more of the dopants a) to t). These increase corrosion protection and wear resistance by incorporating the dopants into the crystal lattice of the base body 1 along with the alloy.

[0210] The diffusion process can then begin. In this process, the alloy 5 diffuses into the base body 2.

[0211] Following the application of the alloy, the substrate is tempered. Tempering is carried out in a tempering furnace 6. Temperatures between 590 °C and 750 °C are maintained, with a temperature curve over a period of 270 minutes. This temperature curve includes a heating phase, a holding phase, and a cooling phase. During the heating phase, the substrate with the alloy is heated linearly from 590 °C to 750 °C over approximately 60 minutes. During the holding phase, it is held at 750 °C for 150 minutes, and then cooled from 750 °C to 590 °C over 60 minutes. However, a single cycle can also be performed. The duration of the tempering process can also vary. The best results were observed in all embodiments with tempering times between 180 and 360 minutes, with the 27 best results being...

[0212] Results were obtained at 210 to 300 minutes. After that, no further improvement could be observed through a longer tempering process.

[0213] The annealing process activates the equalization of concentration differences between base material 2 and alloy 5. During this process, the atoms and ions of the alloy and dopants are deposited into the lattice defects of the base material's crystal lattice. This process forms diffusion zone 7, which consists of a solid solution matrix with intermetallic phases.

[0214] In the present example, a diffusion zone with a thickness of 0.2 to 0.3 mm has formed. Good results are achieved at 0.05 to 0.6 mm. During the tempering process, the alloy diffuses completely or almost completely. In the exemplary embodiment, the alloy has not diffused completely, meaning that a residue of the alloy remains (Fig. 4).

[0215] This poses no problem for the brake element carrier body. In fact, it is even beneficial for the mounting of the brake element carrier body.

[0216] Starting from the final result of manufacturing the brake element carrier body 1, as shown in Fig. 4, a brake pad backing plate 12 or brake shoe can now be produced. This is not shown here. A brake pad 13 made of sintered metal powder is applied, in this case bonded. It is possible to apply a thinner alloy layer (LSD) to a brake element carrier body for a brake pad backing plate 12 or a brake shoe. Layer thicknesses of 0.1 to 0.3 mm are suitable for this application, resulting in a diffusion zone 7 with a layer thickness of 0.05 to 0.3 mm, preferably 0.05 to 0.15 mm.

[0217] To manufacture the brake disc or brake drum, the brake element carrier body, as described and manufactured according to Figs. 1 to 4, is provided. A finished brake disc 8 or brake drum requires a friction surface 9 and a contact surface 10 for braking. To create these, the excess alloy 5 (Fig. 4) is removed from the brake element carrier body 1. According to Fig. 5, the excess alloy 5a is mechanically removed, i.e., ground or turned, to expose the diffusion zone 7, so that a finished 28

[0218] A brake disc or brake drum, as shown in Fig. 7, is produced, the cross-section of which is shown in Fig. 6. This is particularly necessary for the braking function, because otherwise the pressed brake linings will be damaged, which in turn negatively affects the service life of both parts of the braking system.

[0219] The brake disc 8 (Fig. 7) consists of a brake element carrier body 1, manufactured according to Figs. 1 to 4, and has a friction surface 9 and a contact surface 10. The friction surface 9 was formed by removing the excess alloy 5a down to the diffusion zone 7. For transmitting torque, the brake disc has the brake hub 11 with the contact surface 10.

[0220] The brake pad backing plate 12 (Fig. 8) comprises a brake element carrier body 1, manufactured as shown in Figs. 1 to 4, and the brake pad 13, the brake pad 13 being bonded in this embodiment. In the embodiment shown here, a brake pad 12 made of sintered metal powder is applied.

[0221] The brake system 14 (Fig. 9) comprises a brake disc 8 and a brake pad backing plate 12. The brake system illustrates the braking process, i.e., when the brake pad 13 of the brake pad backing plate 12 is pressed against the friction surfaces 9 of the brake disc with a normal force. The pressure is applied by hydraulic pistons.

[0222] In the embodiments shown in Figures 10 and 11: Brake disc (21) for passenger cars and commercial vehicles, and brake disc (21) for industrial applications – designed as a one-piece or multi-piece brake disc (21), consisting of the base material gray cast iron or steel, wherein all surfaces (21.1, 21.2, 21.6, 21.7) of the brake disc (21) are coated with an aluminum-based alloy, which subsequently diffuses into the gray cast iron or steel via a diffusion process. Optionally, some surfaces of the brake disc (21) are coated, and optionally, no diffusion process is used, wherein the alloy to be applied comprises the following chemical elements.

[0223] Si = 14 - 17%

[0224] B = 3.5 - 6.5% 29

[0225] Ti = 0.01 - 0.03%

[0226] Mn = 4 - 6%

[0227] Cu = 0.001 - 0.002 %

[0228] Zn = 0.001 - 0.003 %

[0229] Fe = 0.05 - 0.1%

[0230] AI = Balance (Rest)

[0231] (or optionally, boron can be partially or completely omitted), then:

[0232] Si 17.5 - 24.5

[0233] There should be four layers present in the brake disc after diffusion.

[0234] Layer 1 = Alloy

[0235] Layer 2 = Diffusion in the Y direction (outside the substrate)

[0236] Layer 3 = Diffusion in the X direction (within the substrate)

[0237] Layer 4 = Substrate

[0238] Ideally, the manufacturing process of the brake disc is characterized by the fact that the diffusion input takes place over a temperature of 620 - 680°C and a holding time of 3.5 - 5.0 hours, resulting in a uniform diffusion of 0.15 - 0.30 mm on all coated surfaces of the brake disc (21).

[0239] Surfaces (21.1 , 21.2, 21.6, 21.7) of the brake disc (21 ) can be masked without need, or alternatively, in the case of two-piece brake discs, attachment parts (21.5) of the brake disc (21 ) can be mounted after the diffusion process.

[0240] During the final machining of the brake disc, the friction surfaces (21.6) and the contact surface (21.7) on the wheel hub can be machined in one setup to meet the required tolerances of the brake disc (21).

[0241] Following the diffusion process, the coating's alloying elements in the diffusion layer within the substrate may result in a structural hardness that differs by a factor of 1.5 - 2.5 from the hardness of the substrate.

[0242] If necessary, the chemical element boron can be omitted without diffusion and replaced by a correspondingly higher silicon content. 30

[0243] It is possible that the mechanical processing of the brake disc is carried out by fine turning.

[0244] A process for coating and subsequently diffusing a brake disc (21) is proposed, comprising the following steps: a) Production of the brake disc blank analogous to current processes. b) Pre-machining of the brake disc (21), taking into account that an offset of the brake disc reduced by the diffusion depth must be provided. c) Activation of the surfaces via a sandblasting process and transfer to coating within a defined time period. d) Coating of the required areas by spraying using arc wire spraying or by dipping (this requires a liquid alloy – currently not yet researched for practical application). e) Heat treatment of the brake disc (21) to achieve the diffusion layers. f) Final machining of the contact surface (21.7) and the friction surfaces (21.6) under stress, wherein the alloy to be applied contains the following chemical elements:

[0245] (see brake disc)

[0246] In the case without diffusion, the chemical element boron is replaced by a correspondingly higher proportion of silicon.

[0247] The surface should be activated using a blasting process (sandblasting, laser, ceramic blasting, etc.) before coating. The specific grain size for sandblasting or ceramic blasting is irrelevant.

[0248] The blasting or laser treatment should preferably be carried out with a rotational speed of 40–44 rpm for the brake disc and 20–25 rpm for the fan duct (21.8). 31

[0249] The transfer time from activating the surfaces to coating can take place within a period of 2.5 - 3.5 minutes to avoid oxidation.

[0250] For optimal diffusion, the applied layer should have a thickness of 0.25–0.35 mm. Deviations within this layer should not exceed + / - 0.20%.

[0251] The heat treatment should be carried out at a constant temperature of 620–680 °C, and the temperature holding time should be between 3.5 and 5.0 hours. The heating phase can be chosen arbitrarily and can be achieved through preheating. The cooling phase is defined as a minimum of 1.5 hours until the product reaches ambient temperature.

[0252] The following dimensions can be taken into account during final processing, based on the known dimensions of the brake disc (21) before blasting: a) Deformation of the brake disc due to heat treatment; b) Diffusion depth in the substrate

[0253] The maximum machining height of the friction surfaces (21.6) and the offset dimension to be produced for the contact surface (21.7) are determined.

[0254] The braking system can be used, for example, in motor vehicles, rail vehicles, wind turbines or stationary industrial braking systems.

[0255] 32

[0256] List of reference symbols used

[0257] 1 brake element carrier body

[0258] 2 basic shapes

[0259] 3 Surface

[0260] 4 ceramic hard materials

[0261] 5 Aluminum-based alloy

[0262] 5a excess alloy

[0263] 6 Tempering oven

[0264] 7 Diffusion zone

[0265] 8 brake disc

[0266] 9 friction surface

[0267] 10 Plant area

[0268] 11 Brake pot

[0269] 12 Brake pad backing plate

[0270] 13 Brake pad

[0271] 14 Braking system

[0272] 21 brake disc

[0273] 21.1 Area of ​​the brake disc

[0274] 21.2 Area of ​​the brake disc

[0275] 21.5 Add-on parts

[0276] 21.6 Area of ​​the brake disc (friction surface)

[0277] 21.7 Brake disc surface area (contact surface) LSD alloy layer thickness

Claims

FARAGO P11664DE.PROV 33 Patent claims 1. Brake element carrier body - with a metallic base body, - wherein a surface of the base body is at least partially, preferably completely, coated with an alloy, and - wherein the alloy has preferably diffused into the base body in a diffusion zone.

2. Brake element carrier body according to claim 1, characterized in that the alloy is an aluminum and silicon-based alloy.

3. Brake element carrier body according to claim 1 or 2, characterized in that the alloy has a mass-% silicon content in a range of 5 (lower limit) to 50 (upper limit), wherein the lower limit may in particular be defined as 6, 7, 8, 9, 10, 11, 12, 13, 14 or 15 mass-% silicon, and wherein the upper limit may in particular be defined as 40, 30, 20, 19, 18, 17, 16, 15, 14, 13, 12, 11 or 10 mass-% silicon, wherein the upper limit is above the lower limit, and wherein the range of values ​​is preferably 10 to 40, 10 to 25, 11 ± 2 to 19 ± 2, 12 ± 2 to 19 ± 2, 12 plus / minus 1 to 18 plus / minus 2, 13 plus / minus 1 to 17 plus / minus 2 mass % silicon may be defined, or in the absence of boron, as follows: where the lower limit may in particular be defined as 10, 11, 12, 13, 14, 15, 16, 17, or 18 mass % silicon, and FARAGO P11664DE.PROV 34 wherein the upper limit may in particular be defined as 40, 30, 28, 27, 26, 25 or 24 wt% silicon, wherein the upper limit is above the lower limit and wherein the range of values ​​may preferably be defined as 10 to 40, 12 to 30, 12 ± 4 to 27 ± 4, 16 ± 1 to 26 ± 2, 17 ± 1 to 25 ± 2 wt% silicon 4. Brake element carrier body according to claim 3, characterized in that the alloy has a mass-% silicon content in a range from 17 as the lower limit to 25 as the upper limit, particularly preferably from 17.5 to 24.5 mass-%.

5. Brake element carrier body according to one of the preceding claims, characterized in that the alloy is an aluminum and silicon-based alloy with primary alloying elements, wherein the primary alloying elements are selected from the second and / or third and / or fourth main group and / or the first and / or second and / or fourth and / or seventh subgroup of the periodic table of elements, wherein preferably the alloy has secondary alloying elements, wherein the secondary alloying elements are selected from the third and / or fourth main group and / or fourth and / or fifth and / or sixth and / or eighth subgroup of the periodic table of elements.

6. Brake element carrier body according to one of the preceding claims, characterized in that the alloy comprises 5 to 50 wt% silicon, in particular within the limits specified in claim 3 or especially 4, and is made up of one or more primary alloying elements selected from one of the following elements (in wt%): Magnesium 0 to 2, and Boron 3.5 to 7.5, and Titanium: 0.01 to 0.03 and Manganese: 4 to 6, and Copper: 0.001 to 0.002, and Zinc: 0.001 to 0.003 and Iron 0.05 to 0.1 or in the absence of boron FARAGO P11664DE.PROV 35 Magnesium 0 to 2, and Titanium: 0.01 to 0.03 and Manganese: 4 to 7, and Copper: 0.001 to 0.002, and Zinc: 0.001 to 0.003 and It consists of iron 0.05 to 0.1 and, as a remainder, aluminum and impurities.

7. Brake element carrier body according to claim 6, characterized in that the alloy comprises one or more secondary alloying elements selected from one of the following elements (in mass %) Gallium: 0.1 to 1 , and / or Indium: 0.1 to 1 , and / or Germanium: 0.1 to 1 , and / or Tin: 0.1 to 1 , and / or Zirconium: 0.1 to 1 , and / or Vanadium: 0.1 to 1 , and / or Chromium: 0.1 to 1 , and / or Iron: 0.1 to 1 , and / or Cobalt: 0.1 to 1 , and / or Nickel: 0.1 to 1.

8. Brake element carrier body according to one of the preceding claims, characterized in that the alloy is one of the following ternary alloys: AI88 Si10 Mg2, AI88 Si10 B2, AI88 Si10 Ti2, AI88 Si10 Mn2, AI88 Si10 Cu2, AI88 Si10 Zn2, AI83 Si15 Mg2, AI83 Si15 B2, AI83 Si15 Ti2, AI83 Si15 Mn2, AI83 Si15 Cu2, AI83 Si15 Zn2, FARAGO P11664DE.PROV 36 AI78 Si20 Mg2, AI78 Si20 B2, AI78 Si20 Ti2 AI78 Si20 Mn2, AI78 Si20 Cu2 AI78 Si20 Zn2.

9. Brake element carrier body according to one of the preceding claims, characterized in that the alloy is one of the following quaternary alloys: AI86 Si10 Mn2 Mg2, AI86 Si10 Mn2 B2, AI86 Si10 Mn2 Ti2 AI86 Si10 Mn2 Cu2 AI86 Si10 Mn2 Zn2 AI81 Si15 Mn2 Mg2, AI81 Si15 Mn2 B2, AI81 Si15 Mn2 Ti2, AI81 Si15 Mn2 Cu2, AI81 Si15 Mn2 Zn2 AI76 Si20 Mn2 Mg2, AI76 Si20 Mn2 B2, AI76 Si20 Mn2 Ti2 AI76 Si20 Mn2 Cu2, AI76 Si20 Mn2 Zn2.

10. Brake element carrier body according to one of the preceding claims, characterized in that the alloy consists of (each in mass %): AI: 76.7 to 83.4; Si: 14 to 17 or in the absence of boron 17.5 to 24.5 and one or more elements selected from the list consisting of: Mg, B, Ti, Mn, Cu, Zn, Ga, Ge, Sn, Sb, Zr, V, Cr, Co, Ni, Fe and impurities, wherein the sum of all components of the composition is 100 wt.%.

11. Brake element carrier body according to claim 10, characterized in that the alloy comprises (each in mass %): FARAGO P11664DE.PROV 37 - Si: 15.5% plus / minus 3%, preferably plus / minus 2%; particularly preferably plus / minus 1%, and - Fe: < 0.2%, preferably < 0.18%, preferably 0.075% plus / minus 0.025%, particularly 0.075%, and - Cu < 0.005%, preferably < 0.003%, preferably 0.002% plus / minus 0.001%, particularly 0.002%; and - Mn < 10% preferred < 8% preferred 5% plus / minus 1% particularly 5%; and - Ti < 0.04% preferably < 0.035%, preferably 0.02% plus / minus 0.01%, particularly 0.02%; and - Zn < 0.005% preferably < 0.004%, preferably 0.002% plus / minus 0.001%, particularly 0.002%; wherein preferably at least 2, preferably at least 3, preferably at least 4, preferably at least 5, each in any possible combination, particularly preferably all six of the above elements, are present, FARAGO P11664DE.PROV 38 wherein B and / or Ga and / or Ge and / or Sn and / or Sb and / or Zr and / or V and / or Cr and / or Co and / or Ni may also be present, but preferably the alloy is free of these elements, wherein the sum of all components of the composition is 100 wt%.

12. Brake element carrier body according to one of the preceding claims, characterized in that the alloy comprises dopants, wherein the dopants are preferably selected from the third main group and / or first and / or third and / or fourth and / or fifth and / or sixth and / or seventh and / or eighth subgroup and / or the lanthanide group of the periodic table of elements.

13. Brake element carrier body according to one of the preceding claims, characterized in that the alloy has one or two or three or more dopants.

14. Brake element carrier body according to one of the preceding claims, characterized in that the dopants consist of one or more of the following elements (in mass %) Antimony 0.1 to 1 and / or 0.01 to 0.1 each of: Bismuth and / or scandium and / or yttrium and / or lanthanum and / or cerium and / or hafnium and / or niobium and / or tantalum and / or molybdenum and / or tungsten and / or rhenium and / or ruthenium and / or osmium and / or rhodium and / or indium and / or palladium and / or platinum and / or FARAGO P11664DE.PROV 39 Silver and / or Gold and / or selected.

15. Brake element carrier body according to one of the preceding claims, characterized in that the base body is made of steel, cast steel, centrifugal casting, grey cast iron or spheroidal graphite casting.

16. Brake element carrier body according to one of the preceding claims, characterized in that the base body is made of aluminium.

17. Brake element carrier body according to one of the preceding claims, characterized in that the alloy layer thickness is 0.1 to 0.4 mm, preferably 0.2 to 0.3 mm.

18. Brake element carrier body according to one of the preceding claims, characterized in that the diffusion zone has a thickness of 0.05 to 0.6 mm, preferably 0.15 to 0.3 mm.

19. Brake element carrier body according to one of the preceding claims, characterized in that the diffusion zone has a structure different from that of the carrier body.

20. Brake element carrier body according to one of the preceding claims, characterized in that the diffusion zone has a mixed crystal matrix formed from binary or ternary or higher intermetallic phases.

21. Brake element carrier body according to claim 20, characterized in that the mixed crystal matrix has a steadily increasing concentration of iron or carbon and a steadily decreasing concentration of aluminium and / or silicon and / or the dopants with increasing distance from the surface of the base body.

22. Brake element carrier body according to one of claims 17 or 18, characterized in that the intermetallic phases have a stepwise increasing concentration of iron or carbon and a stepwise decreasing concentration of aluminium and / or silicon and / or the dopants with increasing distance from the surface of the base body.

23. Brake element carrier body according to one of claims 20 to 22, characterized in that the solid solution matrix, compared to those in the FARAGO P11664DE.PROV 40 The mixed crystal matrix exhibits increased toughness and ductility in the embedded intermetallic phases.

24. Brake element carrier body according to one of the preceding claims, characterized in that the diffusion zone has a higher melting point and / or lower thermal conductivity and / or lower electrical conductivity and / or higher mechanical strength and / or higher hardness and / or lower reactivity towards chemical reaction partners than the metal of the base body.

25. Brake element carrier body according to one of the preceding claims, characterized in that the mixed crystal matrix is ​​present in the diffusion zone without precipitation of pure metals.

26. Brake element carrier body according to one of the preceding claims, characterized in that the diffusion zone has a medium hardness, wherein the medium hardness of the diffusion zone is increased by a factor of 1.0 to 8, preferably 1.5 to 2.5, compared to the medium hardness of the carrier body.

27. Brake element carrier body according to one of the preceding claims, characterized in that, in the carrier material gray cast iron or centrifugal casting or steel or steel casting of the carrier body, the mean hardness of the diffusion zone has a hardness increased by a factor of 2.5 to 8, in particular by 2 to 2.5, compared to the mean hardness of the carrier body.

28. Brake element carrier body according to one of the preceding claims, characterized in that the carrier material aluminium of the carrier body has a mean hardness of the diffusion zone that is increased by a factor of 1.5 to 4, in particular by a factor of 1.5 to 3, compared to the mean hardness of the carrier body.

29. Brake element carrier body according to one of the preceding claims, characterized in that the hardness distribution along the longitudinal axis, transverse axis and vertical axis or along the radius and angular coordinate of the diffusion zone has a maximum deviation of 10 to 15% from the mean hardness (hardness in HV) of the diffusion zone.

30. Brake disc or brake drum with a brake element carrier body, in particular with a brake element carrier body according to any one of claims 1 to 29, FARAGO P11664DE.PROV 41 with an area designed as a friction surface and with an area designed as a contact surface.

31. Brake disc or brake drum according to claim 30, characterized in that the alloy layer thickness is 0.1 to 0.4 mm, preferably 0.2 to 0.3 mm.

32. Brake disc or brake drum according to one of claims 30 or 31, characterized in that the diffusion zone has a thickness of 0.05 to 0.6, preferably 0.3 to 0.6 mm.

33. Brake disc or brake drum according to one of claims 30 to 32, characterized in that the diffusion zone of the friction surface has a thickness of 0.3 to 0.6 mm.

34. Brake disc or brake drum according to one of claims 30 to 33, characterized in that the friction surface and / or contact surface is annular in shape.

35. Brake disc or brake drum according to one of claims 30 to 34, characterized in that ventilation channels are provided on and / or in the base body.

36. Brake disc or brake drum comprising a metallic base body with a diffusion zone consisting of the matrix materials iron and carbon as well as the previously sprayed primary layer materials aluminium, silicon, magnesium and manganese, which is formed as a result of a thermal treatment and diffusion of the layer materials, having a layer thickness of the diffusion zone of 0.05 to 0.6, preferably 0.3 to 0.6 mm.

37. Brake disc or brake drum according to claim 36, characterized in that the diffusion zone contains the elements iron, carbon, aluminium, silicon, magnesium and manganese, wherein the elements iron, aluminium, silicon and manganese form new binary, ternary and quaternary intermetallic phases in the form of many autonomously and separately grown crystals, which are embedded in a likewise new parallel coexisting solid solution matrix consisting of the six elements mentioned above.

38. Brake disc or brake drum according to one of claims 36 or 37, characterized in that the diffusion layer formed is such that in the newly formed solid solution matrix the elements of the base body iron and carbon are continuously present with increasing FARAGO P11664DE.PROV 42 The concentrations of the elements aluminum, silicon, magnesium, and manganese in the sprayed layer increase with depth, while they decrease continuously with increasing depth. In the crystals of the newly formed intermetallic phases, the concentrations of these elements also change with increasing depth, following the same qualitative trend, but not continuously; instead, they change in discrete steps according to the compositional formula of the respective dominant intermetallic phases.

39. Brake pad backing plate or brake shoe comprising a brake element carrier plate, in particular a brake element carrier plate according to any one of claims 1 to 29.

40. Brake pad backing plate or brake shoe according to claim 39, characterized in that the alloy layer thickness is 0.1 to 0.3 mm, preferably 0.1 to 0.2 mm.

41. Brake pad backing plate or brake shoe according to one of claims 39 or 40, characterized in that the diffusion layer thickness is 0.05 to 0.3 mm, preferably 0.05 to 0.15 mm.

42. Brake pad backing plate or brake shoe according to one of claims 39 to 41, characterized in that a brake pad is applied to the outer surface of the alloy.

43. Method for manufacturing a brake element carrier body, in particular a brake element carrier body according to claims 1 to 29, comprising the following steps:

1. Providing a basic body, 2. Performing a blasting process step (in particular blasting with ceramic hard materials, laser blasting or sandblasting) to remove any oxide layer on the surface of the base body and thus to activate the surface, 3. Applying an aluminum-based alloy to the substrate, in particular by light bottom wire spraying or by dipping, FARAGO P11664DE.PROV 43 4. Tempering the substrate with the applied alloy to achieve the diffusion layers and 5. Final machining of the friction surfaces in one clamping operation.

44. Method according to claim 43, characterized in that the base body is heated before the blasting process.

45. Method according to claim 43 or 44, characterized in that the ceramic hard materials in the blasting process are corundum and / or quartz and / or boron carbide and / or titanium carbide and / or silicon carbide and / or chromium carbide.

46. ​​Method according to one of claims 43 to 45, characterized in that the blasting process produces a roughness Rz of 5 pm to 10 pm on a surface of the base body.

47. Method according to one of claims 43 to 46, characterized in that the ceramic hard materials have a grain size of 0.5 mm to 1.5 mm, in particular 0.8 mm to 1.2 mm.

48. Method according to one of claims 43 to 47, characterized in that the blasting process is carried out at an angle to the surface of the brake element carrier body, wherein the angle is 45° ± 10°.

49. Method according to one of claims 43 to 48, characterized in that the alloy is an aluminum and silicon-based alloy.

50. Method according to one of claims 43 to 49, characterized in that the alloy has 5 to 50 wt% silicon, or particularly preferably the limits specified in claims 3 and 4.

51. A method according to any one of claims 43 to 50, characterized in that the alloy is an aluminum-silicon-based alloy with primary alloying elements, wherein the primary alloying elements are selected from the second and / or third and / or fourth main group and / or the first and / or second and / or fourth and / or seventh subgroup of the periodic table of elements, wherein the secondary alloying elements are selected from the third and / or fourth main group and / or fourth and / or fifth and / or sixth and / or eighth subgroup of the periodic table of elements. FARAGO P11664DE.PROV 44 52. Method according to claim 51, characterized in that the alloy comprises secondary alloying elements, wherein the secondary alloying elements are selected from the third and / or fourth main group and / or fourth and / or fifth and / or sixth and / or eighth subgroup of the periodic table of elements.

53. Method according to one of claims 43 to 52, characterized in that the alloy consists of one or more primary alloying elements selected from one of the elements (in mass %): Magnesium 0 to 2, and Boron 3.5 to 7.5, and Titanium: 0.01 to 0.03 and Manganese: 4 to 6, and Copper: 0.001 to 0.002, and Zinc: 0.001 to 0.003 and Iron 0.05 to 0.1 or in the absence of boron Magnesium 0 to 2, and Titanium: 0.01 to 0.03 and Manganese: 4 to 7, and Copper: 0.001 to 0.002, and Zinc: 0.001 to 0.003 and It consists of iron 0.05 to 0.1 and the remainder being aluminum and unavoidable, manufacturing-related impurities.

54. Method according to one of claims 43 to 53, characterized in that the alloy additionally comprises one or more secondary alloying elements selected from one of the elements (in mass %): Gallium: 0.1 to 1 , and / or Indium: 0.1 to 1 , and / or Germanium: 0.1 to 1 , and / or Tin: 0.1 to 1 , and / or Zirconium: 0.1 to 1 , and / or Vanadium: 0.1 to 1 , and / or Chromium: 0.1 to 1 , and / or FARAGO P11664DE.PROV 45 Iron: 0.1 to 1 , and / or Cobalt: 0.1 to 1 , and / or Nickel: 0.1 to 1 .

55. Method according to any one of claims 43 to 54, characterized in that the alloy is one of the following ternary alloys: AI88 Si10 Mg2 AI88 Si10 B2, AI88 Si10 Ti2 AI88 Si10 Mn2, AI88 Si10 Cu2 AI88 Si10 Zn2 AI83 Si15 Mg2 AI83 Si15 B2, AI83 Si15 Ti2 AI83 Si15 Mn2, AI83 Si15 Cu2 AI83 Si15 Zn2 AI78 Si20 Mg2, AI78 Si20 B2, AI78 Si20 Ti2 AI78 Si20 Mn2, AI78 Si20 Cu2 AI78 Si20 Zn2.

56. Method according to any one of claims 43 to 55, characterized in that the alloy is one of the following quaternary alloys: AI86 Si10 Mn2 Mg2, AI86 Si10 Mn2 B2, AI86 Si10 Mn2 Ti2 AI86 Si10 Mn2 Cu2 AI86 Si10 Mn2 Zn2 AI81 Si15 Mn2 Mg2, AI81 Si15 Mn2 B2, AI81 Si15 Mn2 Ti2, AI81 Si15 Mn2 Cu2, AI81 Si15 Mn2 Zn2 AI76 Si20 Mn2 Mg2, AI76 Si20 Mn2 B2, AI76 Si20 Mn2 Ti2 FARAGO P11664DE.PROV 46 AI76 Si20 Mn2 Cu2, AI76 Si20 Mn2 Zn2.

57. Method according to one of claims 43 to 56, characterized in that the alloy consists of (in mass %): AI: 76.7 to 83.4; Si: 14 to 17 or in the absence of boron 17.5 to 24.5 and the remainder consisting of Mg, B, Ti, Mn, Cu, Zn, Ga, Ge, Sn, Sb, Zr, V, Cr, Co, Ni and unavoidable manufacturing impurities.

58. Method according to one of claims 43 to 57, characterized in that the alloy comprises dopants.

59. Method according to one of claims 43 to 58, characterized in that the dopants are selected from the third main group and / or the first and / or third and / or fourth and / or fifth and / or sixth and / or seventh and / or eighth transition group and / or the lanthanide group of the periodic table of elements.

60. Method according to any one of claims 43 to 59, characterized in that the alloy has one or two or three or more dopants, wherein the dopants are of one of the elements (in mass%) Antimony 0.1 to 1 and / or 0.01 to 0.1 each of: Bismuth and / or scandium and / or yttrium and / or lanthanum and / or cerium and / or hafnium and / or niobium and / or tantalum and / or Molybdenum and / or tungsten and / or rhenium and / or ruthenium and / or osmium and / or rhodium and / or FARAGO P11664DE.PROV 47 Iridium and / or Palladium and / or Platinum and / or Silver and / or Gold and / or selected are 61. Method according to any one of claims 43 to 60, characterized in that the dopants of the alloy act as selectively effective catalysts and / or inhibitors.

62. Method according to any one of claims 43 to 61, characterized in that the alloy layer thickness is 0.1 to 0.4 mm, preferably 0.2 to 0.3 mm.

63. Method according to one of claims 43 to 62, characterized in that the alloying is carried out by means of a high-speed flame spraying process, or an arc wire spraying process or a powder coating process.

64. Method according to one of claims 43 to 63, characterized in that the tempering takes place at a temperature between 590 °C and 750 °C.

65. Method according to one of claims 43 to 64, characterized in that the tempering is carried out along a temperature profile curve from 600 °C to 750 °C, wherein the temperature profile curve is linear or exponential or cyclic or has a heating phase, a holding phase and a cooling phase.

66. Method according to one of claims 43 to 65, characterized in that the temperature profile curve is adapted to a concentration gradient of the diffusion of the alloy into the metal of the base body.

67. Method according to one of claims 43 to 66, characterized in that the tempering is carried out for 180 to 360 minutes, preferably 210 to 300 minutes.

68. Method according to one of claims 43 to 67, characterized in that the carrier body is cast and / or stamped.

69. Method for manufacturing a brake disc or brake drum, FARAGO P11664DE.PROV 48 in particular a brake disc or brake drum according to claims 30 to 38, comprising the following steps: a. Providing a brake element carrier body - according to claims 1 to 29 or - produced by a method according to claims 43 to 65, and b. removing the alloy until a diffusion zone is reached to create a friction surface and / or a contact surface.

70. Method according to claim 69, characterized in that the alloy is mechanically removed.

71. Method according to one of claims 69 or 70, characterized in that the alloy is ground or turned.

72. Method according to one of claims 69 to 71, characterized in that the alloy is removed up to a maximum of 0.05 mm or up to a maximum of 1 mm or up to a maximum of 1.5 mm.

73. Method for manufacturing a brake pad backing plate or brake shoe, in particular a brake pad backing plate or brake shoe according to claims 30 to 42, comprising the following steps: a. Providing a brake element carrier body - according to claims 1 to 29 or - a brake element manufactured by a method in accordance with claims 43 to 65, and b. applying a brake lining to the alloyed surface to create a friction surface or contact surface. FARAGO P11664DE.PROV 49 74. Method according to claim 73, characterized in that the brake pad is glued and / or welded on.

75. Method according to one of claims 73 or 74, characterized in that the brake pad comprises one or more of the following materials: - Metal and / or sintered metal powder, in particular steel, iron, copper or brass, and / or - Graphite and / or - Glass and / or - Rubber and / or - Carbon and / or - Aramids and / or Synthetic resins and / or Natural resins and / or Ceramic fibers and / or Binder.

76. Brake disc or brake drum manufactured according to one of claims 69 to 72.

77. Brake pad backing plate or brake shoe manufactured according to any one of claims 73 to 75.

78. Brake system comprehensive - a brake disc or a brake drum according to any one of claims 30 to 38 or a brake disc or a brake drum manufactured according to any one of claims 69 to 72 and - a brake pad backing plate or brake shoe according to any one of claims 39 to 42 or a brake pad backing plate or brake shoe manufactured according to any one of claims 73 to 75, wherein the brake disc or brake drum and the brake pad backing plate or brake shoe are mounted on a brake element carrier body according to claims 1 to 29 or on a brake element carrier body manufactured according to any one of claims 43 to 65 xxxxx. FARAGO P11664DE.PROV 50 79. Motor vehicle, in particular passenger car or commercial vehicle, comprising a braking system according to claim 78 80. Aircraft comprising a braking system according to claim 78 81. Rail vehicle comprising a braking system according to claim 78.

82. Stationary industrial braking system comprising a braking system according to claim 78.

83. Wind turbine comprising a braking system according to claim 78.

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