Freni Brembo S.p.A. | Date: 2017-02-08
A brake gear motor (1) comprising an electric motor (2) having a motor shaft (3); a reducer (4) operatively connected, with its input side (9), to said motor shaft (3), to receive a movement and a driving torque and transmit them with its side output (10) to the brake; a housing (5) having at least one chamber (6, 28, 29); said at least one chamber (6, 28, 29) being at least partly delimited by at least one chamber wall or mantle (7) wherein a support plate (8) is provided in said housing; said motor (2) is accommodated, at least in part, in said at least one chamber (6, 28, 29); said motor shaft (3) is supported freely rotatable in said support plate ( 8 ); said reducer (4) is accommodated in said at least one chamber (6, 28, 29); said reducer (4) is supported freely rotatable in said support plate (8); said housing (5) comprises a connection rim to the brake (11) suitable to couple said housing (5) to a brake calliper (12) so as to interface with said output side (10) of the brake and allow the movement of at least one brake pad (13) towards and away from a disc brake disc (14) and exert a braking action; and in which said support plate (8) divides said housing in three chambers (6, 28, 29), a first chamber (6) accommodates the output side (10) of the reducer (4), a second chamber (28) houses at least a part of the electric motor (2), a third chamber (29) houses the input side (9) of the reducer (4) or side of the reducer connected to the electric motor (2), wherein said second chamber (28) is closed by a first cover (40) substantially cup-shaped, selected from a set of cup-shaped covers, that forms a first cover compartment (46) of a predefined size and suitable for housing a portion of a specific size of electric motor (2), in order to adapt said brake gear motor group (1) to different applications, by changing only said first cover (40) in said of first covers, and keeping the housing (5) unchanged.
Freni Brembo S.p.A. | Date: 2017-04-05
Actuator device (4) for a combined rear-front brake system of a motor vehicle (8) comprising a device body (12) which houses and guides an actuating rod (16), for the mechanical actuation of an associable first braking device (20), wherein the device body (12) defines an axial direction (X-X), a manually actuated lever or pedal (24) mechanically connected to said device body (12) in order to control the translation thereof along said axial direction (X-X), by a first actuation stroke (26) according to a first actuation direction (A), wherein the device body (12) defines a hydraulic fluid chamber (28) which houses a float (32) adapted to pressurise said hydraulic fluid chamber (28), the chamber (28) being able to be fluid-connected through a delivery (36) to an associable second hydraulically actuated braking device (40), separate from the first braking device (20). Between the float (32) and the device body (12) there are arranged elastic means (44) so as actuate the float (32) and pressurise the hydraulic fluid chamber (28), as a result of the actuation of the actuating rod (16) by the manually actuated lever or pedal (24).
Freni Brembo S.p.A. | Date: 2017-05-03
A braking system for vehicles (4) comprising a hydraulic actuator unit (8) operatively connected to at least one braking device (12), so as to control its actuation by means of a first hydraulic circuit (16) at a first working pressure (PI), wherein the hydraulic actuator unit (8) comprises at least one manual actuator (20) for a user, to allow, the user to supply the braking system (4) with a braking request, a power generation unit (32), operatively connected to the hydraulic actuator unit (8) by means of a second hydraulic circuit (36) at a second working pressure (P2), an actuated brake pump (48), connected, in input (54), to the second hydraulic circuit (36) of the power generation unit (32) to be actuated, and operatively connected, in output (64), to the first hydraulic circuit (16) for the actuation of the at least one braking device (12). The first and the second hydraulic circuits (16, 36) are supplied with different hydraulic fluids fluidically separate from each other.
Freni Brembo S.p.A. | Date: 2017-05-24
An assembly (1) of disc brake caliper (2) having a caliper body (12), a disc brake pad (3), and at least one pad retracting device (4) from a braking disc (5) suitable to retract said pad from one of opposite braking surfaces (6, 7) of said braking disc (5); said pad (2) comprising: - friction material (8) suitable to abut against said braking surface (6 or 7) and to exert a braking action; - a support plate (9) suitable to support said friction material (8) and to receive a thrust from at least one thrust device (10) received in said disc brake caliper body (12); said support plate (9) comprising a plate portion (14) defining a plate opening (13) facing said caliper body (12) and which allows accessing a plate seat (15) at least partially obtained in said support plate (9); wherein said pad retracting device (4) is separated from each thrust device (10); said pad retracting device (4) comprises: - at least one guide pin (11) integrally secured to said caliper body (12); - said guide pin (11) projects in a cantilevered manner from said caliper body (12) and it is received in said plate opening (13), and with its pin end portion (16) in said plate seat (15); and wherein said pad retracting device (4) comprises a carriage (17) arranged astride of said plate portion (14), having a first carriage portion (18) facing the caliper body (12) with respect to said plate portion (14), and a second carriage portion (19) facing said friction material (8) and/or said braking disc (5); said pad retracting device (4) further comprises a carriage guide (20) coupled with a predetermined interference between said carriage (17) and said guide pin (11 ), allowing said carriage (17) sliding with respect to said guide pin (11) when the action determined by said predetermined interference is exceeded; said pad retracting device (4) further comprises an elastic device (21) arranged between said second carriage portion (19) and said plate portion (14); said elastic device (21) having an elastic characteristic capable of an elastic action of a lesser extent than said action determined by said predetermined interference determined by said carriage guide (20) with said guide pin (11), so as to force said support plate (9) to move away from said second carriage portion (19), which remains integral to said guide pin (11), and thus from said braking disc (5) by a predetermined extent.
Freni Brembo S.p.A. and Ford Motor Company | Date: 2017-06-21
A drum (1) of a drum brake has a plurality of fins (30) protruding axially from an outer ring (18), arranged in circumferential succession. Each fin (30) has a predetermined height at which it projects from the outer ring (18), such as to remain lower than the imaginary surface (I1) on which the outer surface (16) of the connection portion (2) lies.
Freni Brembo S.p.A. | Date: 2017-06-21
An assembly comprises a flange (1) and a disc (3), wherein the disc (3) has a brake band (22) and a drum (25), said drum having an outer drum surface (49), said drum (25) being suitable for receiving a bearing (11) inside said drum, said disc (3) being arranged between the bearing (11) and said flange (1), and wherein the flange (1) comprises an inner ring (5) coupled with the disc (3) and an outer ring (12) able to be coupled with a wheel rim (2), said flange (1) also comprising an intermediate portion (18) having flange through openings (19) defined by an opening edge (20), said opening edge comprises a radially most inner edge portion (21), wherein at least one portion of the outer surface (49) of the drum of the disc is arranged radially outside of the edge portion (21) of the flange opening arranged most radially inside.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: GV-5-2014 | Award Amount: 6.71M | Year: 2015
EU-LIVE will provide a comprehensive European solution for the next generation of electrified, cost- and energy-efficient light urban vehicles to cope with the challenges of future personal urban mobility, based on both user needs and acceptance. EU-LIVE will establish the EU-LIVE modular platform, a systematic approach for efficiently designing, developing and building a wide range of L-category vehicles from more close-to-the-market to radically new ones. This comprises a set of modular electrified powertrain components and subsystems for PHEVs and BEVs, modular bodies (within the same L-vehicle class), and an integrated modular co-simulation platform to guarantee re-usability, flexibility and sharing of components as well as subsystems for L-category vehicles. EU-LIVE will provide innovative solutions regarding cost-efficient, energy-efficient, low-emission and low-noise powertrains (in-wheel motors, novel highly efficient transmission for PHEV, 48V batteries \ electric board net ) and future-proof, flexible and scalable vehicle architectures. To leverage expertise beyond the consortium, an open innovation contest for a radically new light vehicle based on the EU-LIVE modular platform will be carried out. Eventually, both real and virtual full-vehicle demonstrators (L5e PHEV 3-wheeler beyond EURO 5, L3e BEV 2-wheeler, L6 BEV 4-wheeler) will be shown. By its modular approach and the efficient transfer of expertise from high-volume automotive to low-to-medium-volume light vehicle industry, EU-LIVE will enable economies of scale, therefore overcoming a major barrier to affordable light urban vehicles. Through its excellent partner consortium - including 2 OEMs and several key suppliers - EU-LIVE is able to credibly provide a clear route to market for a range of different L-category vehicles which feature series producibility, attractive cost-of-ownership, full comfort, safety and connectivity, for both European and non-European markets.
Agency: European Commission | Branch: H2020 | Program: IA | Phase: MG-3.1-2014 | Award Amount: 9.46M | Year: 2015
Primary particulate matter (PM) consists of chemical components suspended in the atmosphere as aerosols, e.g. as a result of exhaust gaseous and friction processes (e.g. braking). Such particles may potentially contribute to smog events in urban areas and might be responsible of negative effects on the environment (e.g. acid rain acidification, toxic effects on plants and animals) and health (e.g. cancer, respiratory issues). The challenge is therefore to develop a new generation of transport technologies able to reduce the contribution of traffic related and total particulate matter, and, at the same time, to comply with future and stricter legislations on vehicles emissions and EU air quality. The LOWBRASYS project aims at demonstrating a novel and low environmental impact brake system that will reduce micro and nanoparticles emissions by at least 50%. The measurement and understanding of micrometer-sized and ultrafine particles and their effects on health and the environment will be improved and whilst providing recommendations to policy makers. This goal will only be achievable by a systematic and structured approach focused by the LOWBRASYS Team on the following targets: 1. Novel materials formulations of the brakes pad and disc in order to reduce the total particle emissions and have a low-environmental impact. 2. Innovation of environmental friendly braking strategies (control systems) that reduce PM emissions. 3. Breakthrough technology for collection of particles near the PM source in order to further dramatically reduce PM emissions. 5. System integration of the novel pad, components and control systems in vehicles. 6. Improvement of the measurement techniques and understanding of the brake wear PM effects on health and the environment through state-of-the-art non-in-vivo techniques and related policy recommendations. Recommendations to policy makers will also be provided by the Team given no current applicable legislation in Europe.
Agency: European Commission | Branch: H2020 | Program: IA | Phase: NMP-22-2015 | Award Amount: 9.40M | Year: 2016
Current technological demands are increasingly stretching the properties of advanced materials to expand their applications to more severe or extreme conditions, whilst simultaneously seeking cost-effective production processes and final products. The aim of this project is to demonstrate the influence of different surface enhancing and modification techniques on CF-based materials for high value and high performance applications. These materials are a route to further exploiting advanced materials, using enabling technologies for additional functionalities, without compromising structural integrity. Carbon fibre (CF) based materials have particular advantages due to their lightweight, good mechanical, electrical and thermal properties. Current generation CFs have extensively been used in a multitude of applications, taking advantage of their valuable properties to provide solutions in complex problems of materials science and technology, however the limits of the current capability has now being reached. MODCOMP aims to develop novel fibre-based materials for technical, high value, high performance products for non-clothing applications at realistic cost, with improved safety and functionality. Demonstrators will be designed to fulfil scalability towards industrial needs . End users from a wide range of industrial sectors (transport, construction, leisure and electronics) will adapt the knowledge gained from the project and test the innovative high added value demonstrators. An in-depth and broad analysis of material development, coupled with related modelling studies, recycling and safety will be conducted in parallel for two types of materials (concepts): CF-based structures with increased functionality (enhanced mechanical, electrical, thermal properties). CNF-based structures for flexible electronics applications. Dedicated multiscale modelling, standardisation and production of reference materials are also considered
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: SC5-12b-2015 | Award Amount: 4.68M | Year: 2016
There is a need to find solutions to replace Critical Raw Materials (CRMs) such as Chromium, Nickel, Molybdenium and Vanadium in high volume end consumer products. Steels and superalloys with considerable amounts of these CRMs are widely used in many industrial applications, particularly under extreme conditions where corrosion and wear resistance are needed. It is generally accepted, that intermetallics in particular low cost FeAl offer outstanding material properties. Unfortunately it is difficult to translate their properties to real products, as intermetallics suffer from low ductility at ambient temperature and poor machinability. The impact of FeAl intermetallics as a low cost Cr-free alternative for stainless steel would therefore be much higher if a cost effective industrial process would be available, that allows to manufacture complex 3-D geometries of almost unlimited shapes from small grain size (0.1-5 m) high ductility material. The main objective of EQUINOX is to develop a novel process that allows to substitute Cr/Ni based (stainless) steel parts used in high volume end consumer products such as in the lock industry, electronics, process industry and automotive industry with a novel near net shape production technology for a new class of highly advanced ductile Fe-Al based intermetallics. Ductility at low to medium temperatures, while maintaining good tensile strength and optimum level of residual stress will be based on a radical new production process that use abundant raw material Fe3O4 and Al2O3.