Support plate with damper structure

Abstract

The invention relates to a support plate (1) for a vehicle brake lining (10). In order to minimize disturbing brake noise in vehicle brakes, various measures for changing the resonant frequency of a brake lining are known. These measures are either not fully effective, cause problems in production robustness, or are expensive. The support plate (1) according to the invention is equipped with at least one damper structure (5, 6) for reducing noise, wherein the damper structure (5, 6) has at least one mounting (7, 17) with a widened portion (12, 19), the mounting (7, 17) is connected to the support plate (1), and the widened portion (12, 19) is formed at a free end of the mounting (7, 17). The support plate (1) according to the invention has an improved and reliable noise reduction capability, a particularly light weight, and a particularly compact design. The support plate (1) according to the invention is also very robust and can be simply and cost-effectively produced.

Description

[0001] TMD Friction Services GmbH

[0002] 1

[0003] Designation: Carrier plate with damper structure, vehicle brake pad and manufacturing process for a carrier plate

[0004] Description

[0005] The invention relates to vehicle brake pads, in particular disc brake pads, and their use. "Vehicle brake pads" here refers specifically to motor vehicle brake pads for cars or trucks. Such vehicle brake pads consist of a backing plate and a friction lining attached to it. Vehicle brake pads are used as wear parts in vehicle brakes. The invention also relates to backing plates and a manufacturing method for backing plates.

[0006] To minimize disruptive brake noise in vehicle brakes, measures are taken to modify the resonant frequency of a brake pad. For example, the application of so-called "NVH masses" to the brake pad's backing plate is a common practice. NVH stands for "Noise, Vibration, Harshness" and refers specifically to the audible or perceptible vibrations in vehicles. Using such masses requires considerable storage space and results in increased weight. These masses often weigh around 30 g each, and when used in pairs, they add 60 g of weight. These masses are often made of steel. TMD Friction Services GmbH

[0007] 2

[0008] From DE 39 18 369 Al a brake pad for a disc brake is known with a carrier plate and a friction lining, wherein a mass is attached to the carrier plate.

[0009] A disadvantage of the current method of attaching masses to the mounting plate is that disruptive noises can still occur. This is because a rigid connection between the mass and the mounting plate is not guaranteed.

[0010] From EP 3 633 226 Bl, a brake pad for a disc brake is known, wherein a counterweight is rigidly connected to the backing plate of the brake pad. According to EP 3 633 226 Bl, grooves are proposed in the backing plate into which the counterweight is partially pressed to create a positive-locking connection.

[0011] Another way to eliminate brake noise is to use tuned mass dampers. These employ a vibrating mass that, via a spring-damping connection, can transfer forces to the components to which it is attached. To operate efficiently, the tuned mass damper must be matched in terms of mass and stiffness so that it connects appropriately with the resonant frequency of the component on which it is installed. Such components are effective but very expensive.

[0012] From DE 10 2014 001 061 Al, a vibration damping device with an additional mass is known, which is arranged on the brake caliper or on the brake carrier. TMD Friction Services GmbH

[0013] 3

[0014] From DE 10 2014 205 232 Al a brake pad for a vehicle disc brake is known, wherein a damper system for canceling out unwanted vibrations is arranged on the carrier plate.

[0015] Solutions based on the known state of the art are either not fully effective, cause problems with production robustness, or are expensive.

[0016] The object of the present invention is therefore to provide a novel carrier plate with a damping structure that exhibits improved and reliable noise reduction while being particularly lightweight and compact. Furthermore, the novel carrier plate with damping structure should be very robust, yet simple and cost-effective to manufacture.

[0017] This problem is solved according to the present invention by the carrier plate according to claim 1, the vehicle brake pad according to claim 18, the use of a vehicle brake pad according to claim 21 and the method for manufacturing a carrier plate according to claim 22.

[0018] According to the invention, a carrier plate for a vehicle brake pad is proposed, wherein at least one damper structure for noise reduction is arranged on the carrier plate, wherein the damper structure has at least one bracket with a widening, wherein the bracket TMD Friction Services GmbH

[0019] 4

[0020] is connected to the carrier plate, and wherein the widening is formed at a free end of the bracket.

[0021] The shape of the damper structure, with its mounting and expansion, already provides suitable damping for the associated backing plate or the entire vehicle brake pad, without necessarily increasing the weight of the damper structure. The damper structure can be manufactured from particularly lightweight materials such as plastic and / or composite. Preferably, the damper structure is made predominantly or entirely of either plastic or composite. The damper structure can particularly preferably be made of polyamide. A plastic composite is preferably used. For example, the damper structure is made of fiber-reinforced plastic. Such composites are predominantly made of plastic. It is also conceivable that the damper structure is made of metal alloys.Preferably, lightweight metal alloys, for example alloys with aluminum, titanium and / or magnesium, are used. This allows for weight savings, especially compared to commercially available damper materials. With these conventional materials, the damping effect, on the other hand, depends on the weight.

[0022] In the present invention, the damper structure is preferably manufactured in one piece. A conventional spring-mass system, as used in tuned mass dampers, is therefore not employed. Advantageously, this eliminates the need for multiple components made of potentially different materials that must be assembled. This is how TMD Friction Services GmbH

[0023] 5

[0024] The damper structure is particularly easy to manufacture and comparatively inexpensive.

[0025] The bracket can have several sections. These sections are, for example, designed as webs or plates. The sections are preferably designed as straight and / or elongated webs or plates. The bracket preferably has a first section for mounting on the support plate. The first section can be designed as a plate or a thin web. The first section can include means for mechanical fastening, such as eyelets. The bracket preferably also has a second section that connects the first section to a third section of the bracket, the third section terminating in the flared area. The second and / or the third section is preferably designed as a web that has a larger cross-section than the first section.

[0026] Adjacent sections of the bracket can be arranged at angles to each other. For example, all sections are angled to each other or to their respective neighboring section at an angle of less than 180°.

[0027] Preferably, all adjacent sections are angled to each other at an angle of 90° or less than 90°. In this way, folded brackets can be realized in a compact installation space. The bracket preferably has at least two sections arranged at right angles to each other. The bracket particularly preferably has at least three sections arranged at right angles to each other. TMD Friction Services GmbH

[0028] 6

[0029] The first and third sections of the bracket preferably extend parallel to each other in the longitudinal direction and are laterally spaced apart. In this way, U- and Z-shaped brackets can be realized, which, due to their simple geometric form, are particularly cost-effective to manufacture and offer the advantages described below.

[0030] The first section preferably extends away from the flare. For example, one mounting area of ​​the first section faces the flare, while the remaining part extends in the opposite direction. The sections of the bracket are preferably arranged in a U-shape relative to each other. This U-shape allows for a relatively long bracket within a compact installation space. This offers numerous design possibilities. A particularly large number of variations in terms of the shape, volume, and stiffness of the bracket and the flare are then possible, enabling the damper structure to be tailored to a wide range of frequency ranges for noise reduction.

[0031] The bracket can have one or more recesses or eyelets. The eyelet reduces the weight of the bracket. It is also conceivable that the eyelet serves for fastening, for example, as a through-hole for a screw or for a tool. Preferably, the third section has an eyelet. The eyelet can alternatively or additionally be formed on the second section. TMD Friction Services GmbH

[0032] 7

[0033] The first section is particularly favored to have a

[0034] The fastening eyelet is located on the third section, which also has an eyelet positioned opposite the eyelet of the first section. This makes it possible, for example, to insert a tool through the eyelet of the third section to tighten a screw in the first eyelet.

[0035] Alternatively, the first section can extend towards the widening. For example, the mounting area of ​​the first section faces away from the widening, while the remaining part extends in the opposite direction. The sections of the bracket are preferably arranged in a Z-shape relative to each other. This allows for a particularly compact design of the bracket and the damper structure as a whole. Material savings in the bracket can also be achieved in this way.

[0036] The bracket is preferably designed as a bridge with a rectangular cross-section. This makes the bracket particularly easy to manufacture. For example, the stiffness of the bracket can be increased by enlarging the cross-section. This allows the damping behavior to be easily adapted to different frequency ranges. Since the damping behavior is not controlled by weight, particularly lightweight damper structures can be realized. It is also possible to influence the damping behavior by incorporating several angled sections on the bracket.

[0037] The bracket, or its individual sections, can have a length of 5 mm to 20 mm. The bracket can have a width of 5 mm to 25 mm. TMD Friction Services GmbH

[0038] 8

[0039] The bracket can have a thickness of 1 mm to 15 mm.

[0040] The expansion has a larger cross-section than the bracket or sections thereof. For example, the expansion can be wider and / or deeper than the bracket. Preferably, the expansion projects laterally beyond the bracket.

[0041] For a particularly compact design, the expansion can have one side that is flush with a side of the bracket or sections thereof. Preferably, the expansion has a front side that is flush with a front side of the bracket.

[0042] Additionally or alternatively, the widening can have a back side that is formed to form a back side or mounting surface of the bracket.

[0043] Preferably, the expansion is designed as a cuboid body. This also makes the expansion particularly easy to manufacture. As with the bracket, the damping behavior can be influenced by the shape, volume, and stiffness of the expansion. The bracket and the expansion together influence the damping behavior.

[0044] The widening can have a width of 10 mm to 25 mm, a height of 10 mm to 40 mm, and a depth of 5 mm to 20 mm. TMD Friction Services GmbH

[0045] 9

[0046] The damper structure described above, consisting of square bodies or webs, is preferred. However, the mounting and the widening of the damper structure can also have other cross-sections or shapes. The damper structure can be designed as a polygonal body. The damper structure can include rounded edges and / or freeform surfaces.

[0047] Preferably, the carrier plate has two damping structures. The carrier plate can have at least one pair of adjacent damping structures. The adjacent damping structures are separated from each other, for example, by a gap. The adjacent damping structures are preferably separated by a gap of less than 10 mm. The adjacent damping structures are particularly preferably separated by a gap of less than 2 mm. These adjacent damping structures could also be understood as a single, but divided or slotted damping structure. The division makes it possible to consider a multitude of frequency ranges on a carrier plate. With a carrier plate with two pairs of adjacent damping structures, up to four different frequency ranges can be considered or damped.By varying the shape, volume, and stiffness of the mounts and / or extensions, many different frequency ranges can be accommodated. In particular, different orientations of frequency modes can also be considered. The damper structures can address frequency modes that lie outside a plane relative to the circumferential direction of the brake rotor. For this purpose, the damper structures can, for example, be movable or oscillating in a plane perpendicular to the circumferential direction. It is also conceivable that the damper structures address modes that TMD Friction Services GmbH...

[0048] 10

[0049] in the circumferential direction. For this purpose, the damper structures are, for example, movable or oscillatable in a plane relative to the circumferential direction.

[0050] Since the damping behavior can be influenced by the shape, volume, and stiffness of the damper structure, weight reductions can be achieved as described above. A damper structure according to the invention can weigh less than 25 g.

[0051] Preferably, a damper structure weighs less than 20 g.

[0052] A damper structure preferably weighs less than 15 g. It can also weigh less than 10 g. It is also conceivable that a damper structure weighs approximately 5 g.

[0053] The damper structure is preferably formed as a single piece with the carrier plate. This enables particularly cost-effective series production, especially since the assembly of separate parts is eliminated.

[0054] Alternatively, the damper structure and the support plate can be designed separately. This allows existing support plates to be easily and cost-effectively retrofitted with the damper structures described above.

[0055] The damper structure is preferably mechanically attached to the mounting plate. For example, the damper structure is attached to the mounting plate by means of a screw. The damper structure can also be attached to the mounting plate by means of rivets. It is also possible that the damper structure is attached by means of clamping, plug-in, and / or snap-fit ​​devices. TMD Friction Services GmbH

[0056] 11

[0057] Alternatively, the damper structure can be attached to the carrier plate by adhesive or a welding process.

[0058] To utilize the limited free installation space in the installed position, the damper structure is preferably arranged on an end face of the carrier plate that faces outwards in the vehicle brake when installed. This also makes the damper structures easily accessible.

[0059] For a particularly compact design, the damper structure can be arranged in a recess in the carrier plate.

[0060] The damper structure can be arranged on a side surface of the carrier plate, which is intended for attaching a friction lining.

[0061] The vehicle brake pad according to the invention comprises a previously described carrier plate according to the invention with a friction lining attached to the carrier plate. In its installed position, the vehicle brake pad exhibits reduced noise generation in a selected frequency band of 500 Hz within a frequency range between 0 Hz and 20 kHz. "Installed position" refers to its installation in a vehicle brake.

[0062] The vehicle brake pad can essentially correspond to commercially available brake pads, except for the damping structure of the backing plate. For example, the pad can be similarly designed to TMD Friction Services GmbH.

[0063] 12

[0064] be like a coating with the goods distribution article number 24691 of the German Association of Friction Coating Industries.

[0065] Preferably, the vehicle brake pad in its installed position exhibits reduced noise generation in a selected frequency band of 500 Hz within a frequency range between 300 Hz and 15 kHz.

[0066] The vehicle brake pad, when installed, can exhibit a reduction in noise generation of at least 3 dB in a frequency range from 300 Hz to 6 kHz.

[0067] According to the present invention, the vehicle brake pad described above is used to reduce the noise and weight of a vehicle brake during operation, resulting in reduced noise generation in a selected frequency band from 500 Hz to 2000 Hz.

[0068] The inventive method for manufacturing a carrier plate for a vehicle brake pad comprises the following process steps: manufacturing a carrier plate, manufacturing at least one damper structure with a holder and an expansion arranged at the free end of the holder, and connecting the holder of the damper structure to the carrier plate.

[0069] Particularly preferably, the method also includes, first or additionally before the above-mentioned process steps, the following process steps: Defining a frequency range in which a noise reduction of the vehicle brake pad for which the carrier plate is intended is achieved, TMD Friction Services GmbH

[0070] 13

[0071] This process involves determining the appropriate number and shape of damper structures for the carrier plate to be manufactured. These process steps should therefore be carried out before the aforementioned step of manufacturing the carrier plate.

[0072] The bracket and damper structure can be manufactured together as a single part. The mounting plate and damper structure can be manufactured in one piece using a casting, stamping, milling, or cutting process, or by additive manufacturing. In one-piece manufacturing, the damper structure bracket and the mounting plate are already joined together. Separate joining is then unnecessary, as the joining occurs simultaneously with the one-piece manufacturing process.

[0073] Alternatively, the carrier plate and the damper structure can be manufactured separately and connected, preferably by a mechanical fastening device.

[0074] The damper structure can be made of a different material than the mounting plate. For example, the mounting plate can be made of steel, cast iron, titanium, and / or metal composite. The damper structure can be made of plastic, composite, or metal alloys. The damper structure is preferably manufactured using an additive manufacturing process or 3D printing.

[0075] Further objectives, advantages, features and application possibilities of the present invention will become apparent from the following TMD Friction Services GmbH

[0076] 14

[0077] Description of exemplary implementations based on the drawings. They show...

[0078] Figure 1 shows a first embodiment of a vehicle brake pad according to the invention with a first and a second variant of the damper structure in a perspective view;

[0079] Figure 2 shows an enlarged section of the arrangement according to Figure 1 in a perspective view;

[0080] Figure 3a shows the first variant of the damper structure according to Figure 1 in an enlarged perspective view;

[0081] Figure 3b shows the arrangement according to Figure 3a in a side view;

[0082] Figure 4a shows the second variant of the damper structure according to Figure 1 in an enlarged perspective view;

[0083] Figure 4b shows the arrangement according to Figure 4a in a side view;

[0084] Figure 5 shows a support plate according to Figure 1 without damper structures in a front view;

[0085] Figure 6 shows a second embodiment of a vehicle brake pad according to the invention in a perspective view; TMD Friction Services GmbH

[0086] 15

[0087] Figure 7 shows the arrangement according to Figure 6 in a side view;

[0088] Figure 8 shows a third variant of the damper structure in an enlarged front view;

[0089] Figure 9 shows a fourth variant of the damper structure in an enlarged front view;

[0090] Figure 10 shows a diagram of tests for sound pressure level;

[0091] Figure 11a shows a first embodiment of the first variant of the damper structure in an enlarged schematic side view;

[0092] Figure 11b shows a second embodiment of the first variant of the damper structure in an enlarged schematic side view;

[0093] Figure 11c shows a third embodiment of the first variant of the damper structure in an enlarged schematic side view;

[0094] Figure 12 shows a diagram of tests on the frequency response of a vehicle brake pad according to the invention with two damper structures as shown in Figure 11a, compared to a vehicle brake pad without damper structures; TMD Friction Services GmbH

[0095] 16

[0096] Figure 13 shows a diagram of tests on the frequency response of a vehicle brake pad according to the invention with two damper structures as shown in Figure 11b compared to a vehicle brake pad without damper structures;

[0097] Figure 14 shows a diagram of tests on the frequency response of a vehicle brake pad according to the invention with two damper structures as shown in Figure He, compared to a vehicle brake pad without damper structures; and

[0098] Figure 15 shows a diagram of tests on the frequency response of a vehicle brake pad according to the invention with two damper structures according to Figure 11a in comparison to a vehicle brake pad without damper structures and a vehicle brake pad with commercially available masses.

[0099] Figure 1 shows that the first embodiment of a vehicle brake pad 10 has a carrier plate 1 .

[0100] A friction lining 2 is attached to the front of the carrier plate 1. A first mounting projection 4.1 and a second mounting projection 4.2 extend from a narrow upper end face 3 of the carrier plate 2, spaced apart from each other. The mounting projections 4.1 and 4.2 are located at the edge of the end face 3. The mounting projections 4.1 and 4.2 have the same thickness as the carrier plate 1. When the vehicle brake pad 10 is installed in a vehicle brake, the end face 3 of the carrier plate 1 faces outwards. TMD Friction Services GmbH

[0101] 17

[0102] At the end of the first mounting projection 4.1, a first variant of the damper structure 5 is mechanically attached to the carrier plate 1. At the end of the second mounting projection 4.2, a second variant of the damper structure 6 is mechanically attached to the carrier plate 1.

[0103] The first variant of the damper structure 5 has a U-shaped bracket 7. The bracket 7 has a first section 8 for mounting on the support plate 1. The damper structure 5 is attached to the support plate 1 at the first section 8 of the bracket 7 by means of screws 9 and nuts 11. At a free end of the bracket 7, the damper structure 5 has a flare 12. The flare 12 is designed as a cuboid body. The first section 8 extends away from the flare 12.

[0104] The bracket 7 also has a second section 13, which connects the first section 8 with a third section 14 of the bracket 7, the third section 14 opening into the widening 12. The second section 13 of the bracket 7 is arranged at right angles to both the first section 8 and the third section 14. The third section 14 has an eyelet 15. Sections 8, 13, and 14 are designed as webs with a rectangular cross-section.

[0105] The second variant of the damper structure 6 has a bracket 17 which differs from the bracket 7 of the damper structure 5 of the first variant in that a first section 18 of the bracket 17 extends towards a widening 19 of the damper structure 6. The bracket 17 also has a second section 20 which connects the first section 18 to TMD Friction Services GmbH

[0106] 18

[0107] a third section 21 of the bracket 17 connects to the first section 18 and the third section 21, with the third section 21 opening into the widening 19. The second section 20 of the bracket 17 is also arranged at right angles to both the first section 18 and the third section 21. However, the third section 21 is comparatively short and has no eyelet. The bracket 17 is Z-shaped.

[0108] The support plate 1 is made of steel and is 5 mm thick. The damper structures 5 and 6 each weigh approximately 12 g and are made of polyamide.

[0109] Figures 2, 3a, and 3b show that sections 8, 13, and 14 of the bracket 7 have a narrower width relative to the extension 12. The first section 8 is plate-like and thinner than the second and third sections 13 and 14. Figure 2 also shows that the third section 14 has a front face 22 that is flush with a front face 23 of the extension 12. The extension 12 extends from the front face 23 toward the support plate 1. Figure 3a shows that the first section 8 has a fastening eyelet 24. Figure 3b shows that the fastening eyelet 24 of the first section 8 and the eyelet 15 of the third section 14 are aligned.

[0110] Figures 4a and 4b show that sections 18, 20, and 21 of the bracket 17 also have a smaller width with respect to the widening 19. The first section 18 is again designed as a plate and has a smaller thickness than the second and third sections 20 and 21. The first section 8 has a fastening eyelet 24. The third section 21 has a front face 25 which is connected to a TMD Friction Services GmbH

[0111] 19

[0112] The front surface 26 of the expansion 19 is flat. The expansion 19 extends from the front surface 26 towards the support plate or the first section 18 to a rear surface 27 of the expansion 19. The rear surface 27 lies in a plane with a contact surface 28 or the rear surface of the first section 18 of the holder 17.

[0113] Figure 5 shows that the first and second mounting projections 4.1, 4.2 of the carrier plate 1 each have a mounting eyelet 29 at their free ends for mechanically fastening the damper structures by means of screws. The carrier plate 1 and the friction lining 2 attached to it are essentially symmetrical.

[0114] Figure 6 shows that the second embodiment of the vehicle brake pad 30 has two pairs of damping structures 31, 32, which are formed integrally with the carrier plate 33. The supports 34 of the damping structures 31, 32 are designed here as straight, elongated webs and, instead of the mounting projections of the first embodiment, are also arranged on a narrow end face 3. The supports 34 have a lesser thickness than the carrier plate 33 and are set back with respect to a front face of the carrier plate 33. The supports 34 are arranged in pairs, with each pair of supports 34 terminating in a short base 35, which is connected to the carrier plate 33. The paired supports 34 are each separated from each other by a narrow gap 37. Expansions 36 are arranged at the free ends of each support 34. The expansions 36 are cuboid in shape.In comparison to the damper structures of the first version, the expansions 36 of the second version exhibit a TMD Friction Services GmbH.

[0115] 20

[0116] The width is reduced. The installation space for a damper structure is divided in the second design. The widenings 36 extend forward towards the friction lining 2.

[0117] Figure 7 shows that the expansions 36 j each have a back side 38 which is flush with back sides 39 of the supports 34 and with a back side 40 of the carrier plate 33.

[0118] Figure 8 shows that the flares 36 of a pair of damper structures 31, 32 extend outwards away from each other and are wider than the respective supports 34. The gap 37 between two supports of a pair continues between the flares 36.

[0119] Figure 9 shows that the fourth variant of the damper structure 50 essentially corresponds to a pair of damper structures of the fourth variant, wherein no gap is formed in the holder 51 and the widening 52 of the damper structure 50.

[0120] Figure 10 shows a vertical axis for the sound pressure level in dB(A) and a horizontal axis for the frequency in Hz. Tests were carried out with an arrangement consisting of a carrier plate with a friction lining without damping structures as shown in Figure 5, where, instead, two commercially available steel masses weighing 30 g each were arranged. Undesired resonances around 1500 Hz to 3000 Hz were detected. Undesired resonances around 1800 Hz occur particularly frequently. Figure 10 also shows the frequency range in which the damping structures according to the invention can particularly effectively eliminate undesired frequencies or resonances. This range TMD Friction Services GmbH

[0121] 21

[0122] The frequency range is from 300 Hz to 6 kHz. Noise tests showed a reduction in noise frequency of 75%.

[0123] Figures 11a, b, and c show that the three embodiments of the first variant of the damper structure 105, 205, 305 differ essentially in the depth of the second and third sections 13, 14 of the bracket 7. The first section 8 of the bracket 7 is identical in all embodiments of the first variant of the damper structure 105, 205, 305. All three damper structures 105, 205, 305 each weigh only approximately 5 g and are made of polyamide. The respective expansions 12 are adapted accordingly to the dimensions of the bracket 7. These modifications enable the damper structures 105, 205, 305 to minimize noise in different frequency ranges.

[0124] Figures 12 to 15 each show a vertical axis for the frequency response function (FRF) in dB and a horizontal axis for the frequency in Hz. Figure 12 also shows a "Baseline" curve for an arrangement consisting of a carrier plate with a friction lining but without damping structures as shown in Figure 5. Figure 12 further shows a "Meta 1" curve for an arrangement as shown in Figure 1 but with two damping structures as shown in Figure 11a instead of the damping structures shown in Figure 1. Figure 12 shows a particularly high noise reduction of approximately 13 dB in the narrow frequency range around 1740 Hz for which the damping structure as shown in Figure 11a was designed. An accelerometer and a modal hammer were used for the tests. TMD Friction Services GmbH

[0125] 22

[0126] Figure 13 also shows a "Baseline" curve for an arrangement consisting of a carrier plate with a friction lining without damping structures according to Figure 5, and furthermore a "Meta 2" curve for an arrangement according to Figure 1 but with two damping structures according to Figure 11b instead of the damping structures shown in Figure 1. Figure 13 shows a noise reduction of approximately 3 dB on average in the wide frequency range from 1800 Hz to 2500 Hz for which the damping structure according to Figure 11b was designed.

[0127] Figure 14 shows a "Baseline" curve for an arrangement consisting of a carrier plate with a friction lining without damping structures as shown in Figure 5, and also a "Meta 3" curve for an arrangement as shown in Figure 1 but with two damping structures as shown in Figure 11c instead of the damping structures shown in Figure 1. Figure 14 shows a noise reduction of approximately 3 dB on average in the wide frequency range from 1750 Hz to 3000 Hz for which the damping structure as shown in Figure 11c was designed.

[0128] Figure 15 shows a "Baseline" curve for an arrangement consisting of a carrier plate with a friction lining without damping structures, as shown in Figure 5, and a "Meta 1" curve for an arrangement as shown in Figure 1 but with two damping structures as shown in Figure 11a instead of the damping structures shown in Figure 1. Figure 15 also shows, for comparison, a "Mass" curve for an arrangement as shown in Figure 1 but with two commercially available masses of 30 g each. TMD Friction Services GmbH

[0129] 23 List of reference symbols

[0130] 1 carrier plate

[0131] 2 friction lining

[0132] 3 Front

[0133] 4.1 First mounting projection 4.2 Second mounting projection 5 Damper structure

[0134] 6 damper structure

[0135] 7 bracket

[0136] 8 first section

[0137] 9 screw

[0138] 10 Vehicle brake pads

[0139] 11 Mother

[0140] 12 Expansion

[0141] 13 second section

[0142] 14 third section

[0143] 15 eyelets

[0144] 17 bracket

[0145] 18 first section

[0146] 19 Expansion

[0147] 20 second section

[0148] 21 third section

[0149] 22 Front side TMD Friction Services GmbH 24

[0150] 23 Front

[0151] 24 Fastening eyelet 25 Front

[0152] 26 Front

[0153] 27 reverse

[0154] 28 Plant area

[0155] 29 Fastening eyelet 30 Vehicle brake pad 31 Damper structure 32 Damper structure 33 Carrier plate

[0156] 34 bracket

[0157] 35 base

[0158] 36 Expansion

[0159] 37 gap

[0160] 38 Back

[0161] 39 Back

[0162] 40 Back

[0163] 50 damper structure 51 bracket

[0164] 52 Expansion

[0165] 105 damper structure 205 damper structure 305 damper structure

Claims

TMD Friction Services GmbH 25 Patent claims 1. Carrier plate (1, 33) for a vehicle brake pad (10, 30), wherein at least one damper structure (5, 6, 31, 32, 50, 105, 205, 305) is arranged on the carrier plate (1, 33) for noise reduction, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) has at least one holder (7, 17, 34, 51) with a widening (12, 19, 36, 52), wherein the holder (7, 17, 34, 51) is connected to the carrier plate (1, 33), and wherein the widening ( 12 , 19 , 36 , 52 ) is formed at a free end of the holder ( 7 , 17 , 34 , 51 ).

2. Carrier plate (1, 33) according to claim 1, characterized in that the holder (7, 17, 34, 51) has a first section (8, 18) for arrangement on the carrier plate (1, 33), a second section (13, 20) and a third section (14, 21), wherein the second section (13, 20) connects the first section (8, 18) with the third section (14, 21), and wherein the third section (14, 21) opens into the widening (12, 19, 36, 52).

3. Carrier plate ( 1 , 33 ) according to claim 2 , characterized in that the sections ( 8 , 13 , 14 , 18 , 20 , 21 ) are each designed as elongated webs .

4. Carrier plate (1, 33) according to claim 2 or 3, characterized in that the first section (8, 18) and the third section (14, 21) extend longitudinally parallel and laterally spaced apart from each other. TMD Friction Services GmbH 26 5. Support plate ( 1, 33) according to one of the preceding claims 2 to 4, characterized in that all adjacent sections ( 8, 13, 14, 18, 20, 21 ) of the holder (7, 17, 34, 51 ) are arranged at an angle of 90° or less than 90° to each other.

6. Carrier plate ( 1, 33) according to one of the preceding claims 2 to 5, characterized in that the second section ( 13, 20) or the third section ( 14, 21) has an eyelet ( 15 ).

7. Carrier plate ( 1, 33) according to one of the preceding claims 2 to 6, characterized in that the first section ( 8, 18 ) extends away from the widening ( 12, 19, 36, 52 ), and that the sections ( 8, 13, 14, 18, 20, 21 ) are arranged in a U-shape relative to each other.

8. Carrier plate ( 1, 33) according to one of the preceding claims 2 to 6, characterized in that the first section ( 8, 18 ) extends towards the widening ( 12, 19, 36, 52 ), and that the sections ( 8, 13, 14, 18, 20, 21 ) are arranged in a z-shape relative to each other.

9. Carrier plate ( 1, 33) according to one of the preceding claims, characterized in that the support (7, 17, 34, 51 ) is designed as a web with a rectangular cross-section .

10. Carrier plate (1, 33) according to one of the preceding claims, characterized in that the expansion (12, 19, 36, 52) is designed as a cuboid body. TMD Friction Services GmbH 27 11. Carrier plate ( 1, 33) according to one of the preceding claims, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) is manufactured in one piece.

12. Carrier plate ( 1, 33) according to one of the preceding claims, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) is predominantly made of plastic.

13. Carrier plate ( 1, 33) according to one of the preceding claims, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) is manufactured by an additive manufacturing process.

14. Carrier plate ( 1, 33) according to one of the preceding claims, characterized in that the carrier plate ( 1, 33) has at least one pair of adjacent damper structures (5, 6, 31, 32, 50, 105, 205, 305), wherein the adjacent damper structures (5, 6, 31, 32, 50, 105, 205, 305) are separated by a gap (37 ) of less than 2 mm .

15. Carrier plate ( 1, 33) according to one of the preceding claims, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) weighs less than 15 g.

16. Carrier plate (1, 33) according to one of the preceding claims, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) is formed integrally with the carrier plate (1, 33). TMD Friction Services GmbH 28 17. Carrier plate ( 1, 33) according to one of the preceding claims 1 to 15, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 205, 305) is mechanically attached to the carrier plate ( 1, 33 .

18. Vehicle brake pad (10, 30) with a carrier plate (1, 33) according to one of claims 1 to 17 and a friction lining (2) attached to the carrier plate (1, 33), characterized in that the vehicle brake pad (10, 30) in its installed position exhibits reduced noise generation in a selected frequency band of 500 Hz in a frequency range between 0 Hz and 20 kHz.

19. Vehicle brake pad ( 10, 30) according to claim 18, characterized in that the vehicle brake pad ( 10, 30 ) in its installed position exhibits reduced noise generation in a selected frequency band of 500 Hz in a frequency range between 300 Hz and 15 kHz .

20. Vehicle brake pad ( 10, 30) with a carrier plate ( 1, 33) according to one of claims 18 or 19, characterized in that the vehicle brake pad ( 10, 30 ) in its installed position has a reduced noise generation of at least 3 dB in a frequency range from 300 Hz to 6 kHz .

21. Use of a vehicle brake pad (10, 30) according to one of claims 18 to 20 for reducing the noise and weight of a vehicle brake during operation, wherein reduced noise generation occurs in a selected frequency band from 500 Hz to 2000 Hz. TMD Friction Services GmbH 29 22. Method for manufacturing a carrier plate ( 1, 33 ) for a vehicle brake lining ( 10, 30 ), comprising the following process steps, a) Manufacturing a carrier plate ( 1, 33) , b) Manufacturing at least one damper structure (5, 6, 31, 32, 50, 105, 205, 305) with a support (7, 17, 34, 51) and an expansion (12, 19, 36, 52) arranged at the free end of the support (7, 17, 34, 51), and c) Connecting the bracket (7, 17, 34, 51) of the damper structure (5, 6, 31, 32, 50, 105, 205, 305) to the support plate ( 1, 33) .

23. The method according to claim 22 additionally comprises the following preliminary method steps, a) Defining a frequency range in which noise reduction of the vehicle brake pad ( 10, 30 ) for which the carrier plate ( 1, 33) is intended is to take place, and b) Determining a corresponding number and shape of damper structures (5, 6, 31, 32, 50, 105, 205, 305) for the carrier plate to be manufactured ( 1, 33) .

24. Method according to claim 22 or 23, characterized in that the carrier plate ( 1, 33) and the damper structure (5, 6, 31, 32, 50, 105, 205, 305) are manufactured in one piece by a casting, stamping, milling or cutting process or by additive manufacturing.

25. Method according to one of claims 22 to 24, characterized in that the damper structure (5, 6, 31, 32, 50, 105, 204, 305) is made of a different material than the carrier plate (1, 33), wherein TMD Friction Services GmbH 30 The carrier plate ( 1, 33) is made of steel, cast iron, titanium and / or metal composite and the damper structure (5, 6, 31, 32, 50, 105, 205, 305) is made of plastic, composite or metal alloys.

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