Freni Brembo Spa

Italy

Freni Brembo Spa

Italy
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The second invention is directed to a method of operating a particular kind of braking system according to which this system comprises a processing unit which is operatively connected with motor means (48;148,150) and programmed so as to pass from a condition of standard operation or deactivation of the motor means (48;148,150), in which the movable septum (28) connects the first actuation chamber (20) with a by-pass (44) and with a second actuation chamber (24), to a braking correction condition (e.g. ABS) in which the motor means (48;148,150) are activated to move the movable septum (28) so that the first actuation chamber (20) is fluidically separated from the by-pass (44) and the second actuation chamber (24). In this way, the second actuation chamber (24), fluidically connected to the delivery duct (40), commands the actuation of the braking device (16;116,118), excluding the action imposed by the driver or rider through the pressurised fluid in the first actuation chamber (20). The first invention is directed to the particular braking system of a vehicle of the second invention, the braking system of the first invention further compises an elastically deformable lip gasket (68,69) comprised in the movable septum (28) ensuring that the pressure in the first actuation chamber (20) in hydraulic connection with the pilot pump (8;108,110) is always grater than or equal to the pressure in the second actuation chamber (24) in hydraulic connection with the braking device (16;116,118).


Caliper body for a disc brake, wherein said caliper body is suitable for straddling an associable brake disc having a first braking surface, or vehicle-side braking surface, and a second braking surface, or wheel-side braking surface, opposite said first braking surface; and wherein said caliper body comprises a first elongated portion, or vehicle-side elongated portion, suitable for facing said first braking surface and a second elongated portion, or wheel-side elongated portion, opposite said first elongated portion and suitable for facing said second braking surface; and wherein said caliper body comprises at least one bridge, suitable for connecting said first elongated portion with said second elongated portion, so as to straddle the brake disc, when said caliper body is assembled to the brake disc; and wherein said caliper body comprises at least one reticular portion (20), obtained by means of an additive manufacturing technique, and wherein said reticular portion (20) comprises a plurality of reticular modules (40) with geometry suitable for providing the caliper body with structural resistance and for providing at least one hollow portion, capable of high heat exchange.


Patent
Freni Brembo S.p.A. | Date: 2017-03-29

The invention relates to a disc brake disc (1), in particular of the ventilated type, comprising a braking band (2) and a bell (20). The band (2) and the bell (20) are made separately from each other as separate components and are then connected together to make the disc (1). The bell (20) is coaxially connected to the braking band (2) at a central hole (3) of said braking band (2) coaxial to an axis Z of the disc (1) by means of a metal connection ring (10) which is circumferentially interposed between the braking band (2) and the bell (20) coaxially to the central hole (3) and is intimately connected to the braking band (2). The connection ring (10) is made by co-moulding with the braking band.


Patent
Freni Brembo S.p.A. | Date: 2017-04-05

A clutch actuator of a motor vehicle comprising an actuation command of the clutch actuator, configured to be actuated by a user, and an actuator body housing at least partially- a pusher configured to be operatively connected to a clutch to determine its engagement and disengagement, the pusher moving in an actuation direction,- motor means suitable to move said pusher and operatively connected to the actuation command to be operated by the latter,- transmission means which mechanically connect the motor means to the pusher,- wherein the motor means are arranged parallel to the transmission means in a transmission direction perpendicular to said actuation direction.


Patent
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.


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).


Grant
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.


Grant
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.


Grant
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


Grant
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.

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