Brake System Zinc-Base Alloy Components

The invention relates to high strength, high temperature and high strain rate applications of a zinc-base alloy, and more particularly to such applications of a alloy including zinc, copper and aluminum for a brake system components.

In a typical die casting operation, molten metal is injected at high pressure into a fixed-volume cavity defined by reusable water-cooled metal dies. Within the cavity, the metal is molded into a desired configuration and solidified to form a product casting. The metal is injected into the cavity by a shot apparatus comprising a sleeve for receiving a charge of the molten metal and a plunger that advances within the sleeve to force the metal into the cavity. Two types of shot apparatus are known. A hot chamber apparatus comprises a shot sleeve immersed in a bath of a molten metal. In a cold chamber apparatus, the molten charge is transferred, for example by ladle, into the shot apparatus from a remote holding furnace.

Zinc-base alloys are commonly formed by die casting, in large part because of a conveniently low melting point. Heretofore, zinc die castings have exhibited a microstructure characterized by soft phases, such as the eta or alpha phases in zinc-aluminum alloys, that lack stability even at moderately high temperatures. As a result, such alloys have had poor high temperature creep resistance that has restricted their use, mainly to decorative parts.

Rashid et al., 4,990,310 discloses a creep-resistant zinc alloy including 4-11 percent copper, and 2-4 percent aluminum. The alloy includes a microstructure with an intimate combination of fine epsilon and eta phases that is particularly resistant to slip. As a result, the product die casting from the alloy exhibits improved strength and wear resistance primarily due to the epsilon phase, but also a dramatically improved creep resistance, particularly in comparison to similar zinc die castings that are substantially epsilon-free.

Commercial zinc alloys (Zamak and ZA alloys) are used mainly for decorative applications. They are rarely used in functional/structural applications because their strength and/or creep properties do not meet requirements. Instead, stronger materials like steel are used to meet specifications. Steel parts are usually machined, whereas, zinc alloys can be die cast to shape.

Furthermore, many automotive and nonautomotive components are required to withstand high forces at high strain rates. At higher temperatures (up to 150.degree. C.) the strain rate sensitivity becomes more important since low melting metals such as zinc alloys usually soften at this temperature. Thus, any increase in strength to offset this softening is an added value.

Some metals and alloys are strain rate sensitive at room temperatures, but, the magnitude of tensile strength increase is small or negligible. Stainless steel and different aluminum alloys have negligible strain rate sensitivity and the increase in tensile strength was minimal. The increase in strength is also very small with increasing strain rate in other types of aluminum alloys. No increase in tensile strength has been found in other nonferrous alloys such as copper and brass.

Different hot rolled steels, increase less than 10% in tensile strength with increased strain rate for the same strain rate range used in our study (10.sup.-5 to 10.degree. sec.sup.-1). When iron and miled steel are tested at higher temperatures (up to 200.degree. C.), the ultimate tensile strength does not increase with increasing strain rate, and they lose their strain rate sensitivity.

A variety of materials are available from which one may attempt to successfully fashion components from. Many automotive components are subject to very high loads, for example during an automobile crash. Many automotive components are subject to high temperatures such as those components under the hood or components which involve high temperature applications under dramatic loading. Conventional wisdom dictates that such components are constructed from relatively expensive, heavy alloys which often require machining.

The present invention overcomes many of the prior art shortcomings.

The present invention includes high strength, high temperature and strain rate applications of a zinc-base alloy including about 83 to about 94 weight percent zinc, about 4 to about 11 percent copper and about 2 to about 4 percent aluminum. The composition may also include minor components such as magnesium and impurities. The alloy is used to construct automotive components which are subject to an instantaneous force between 40-500 MPa. The alloy is particularly suitable for constructing components which are subject to such loads under high temperatures (higher than ambient temperatures). In fact, components constructed from the alloy have greater relative strength at higher temperatures under sudden stress.

These and other objects, features and advantages will become apparent from the following brief description of the drawings, detailed description, and appended claims and drawings.

FIG. 1 is a cross sectional view of a cold chamber casting zinc-aluminum-copper alloy according to the present invention;

FIG. 2 is a cross sectional view of a hot chamber die casting machine for casting zinc-aluminum-copper alloy according to the present invention;

FIG. 3 is a graph of the ultimate tensile strength of an alloy used to make components according to the present invention tested at room temperature with increasing strain rate;

FIG. 4 is a graph of the ultimate tensile strength of an alloy, used to make components according to the present invention, tested at 50.degree. C. with increasing strain rate;

FIG. 5 is a graph of the ultimate tensile strength of an alloy, used to make components according to the present invention, tested at 100.degree. C. with increasing strain rate;

FIG. 6 is a graph of the ultimate tensile strength of an alloy, used to make components according to the present invention, tested at 150.degree. C. with increasing strain rate;

FIG. 7 is a graph of the percentage increase in ultimate tensile strength of the alloy with increasing temperature;

FIG. 8 is an illustration of an antilock brake system for a vehicle using components made from an alloy according to the present invention;

FIG. 9 is an enlarged view with portions broken away of a motor with a pinion gear shown in FIG. 8; and

FIG. 10 is an exploded view of a portion of the motor and pinion gear shown in FIG. 9.

Rashid et al., U.S. Pat. No. 4,990,310, the disclosure of which is hereby incorporated by reference, describes a creep resistant die casting form from a zinc-base alloy including about 4 to about 12 percent copper and about 2 to about 4 percent aluminum. That zinc, copper and aluminum alloy is now known as ACuZinc.TM.. It has been discovered that the strength of a zinc-base alloy containing 4 to about 12 weight percent copper and about 2 to about 4 percent aluminum, prepared by the die casting process disclosed in the '310 patent has increased strength when the strain rate is increased by dynamic and fast loading. The strength of the component formed from the ACuZinc.TM. alloy is increased about 50 percent at room temperature, about 68% at 50.degree. C.; about 220% at 100.degree. C.; about 2600% at 150.degree. C. when the loading rate was increased from 10.sup.-5 to 10.degree. sec.sup.-1.

The ACuZinc.TM. alloys which exhibit such high strength under dramatic loading and temperature, include a duplex structure having a skin of fine grains of epsilon-phase (copper rich) ranging between 1-2 microns embedded in a matrix of .eta. (zinc rich) and Alpha phase (aluminum rich). The inner portion of the component contains larger grain sizes of the epsilon phase.

In a first example of this invention, and ACuZinc.TM. die casting ms prepared as follows A die casting was formed of a zinc-base, copper-aluminum alloy using a conventional cold chamber die casting machine shown schematically in FIG. 1. Machine 10 comprises a movable platen 11 and a stationary platen 13. Die halves 12 and 14 are mounted on platens 11 and 13, respectively, and cooled by water circulated through passages (not shown) therein. In the closed position shown in the figure, die halves 12 and 14 cooperate to define a fixed-volume die cavity 16 suitably sized and shaped for producing a casting of a desired configuration. At appropriate times during the casting cycle, platen 11 moves relative to platen 13 to part die halves 12 and 14 along a plane indicated by line 18 for ejection of a product casting. Machine 10 also includes a shot apparatus 20 comprising a generally cylindrical shot sleeve 22 that communicates with cavity 16. Sleeve 22 includes an inlet 24 for admitting a molten metal charge 26 poured, for example, from a suitable ladle 28. A hydraulically driven shot plunger 30 is slidably received in sleeve 22 and advances toward the die sections for forcing metal from sleeve 22 into cavity 16.

In accordance with a preferred embodiment of this invention, charge 26 was composed of an alloy comprising 10.0 weight percent copper, 3.6 weight percent aluminum, 0.03 weight percent magnesium and the balance zinc and impurities. The charge was poured at a temperature of about 532.degree. C. into shot sleeve 22 through port 24. Slot plunger 30 was advanced to inject the charge into casting cavity 16. The cavity surface temperature was about 140.degree. C. After filling the die cavity, the shot plunger continued to apply a load of 1340 kilograms for about 12 seconds. Within the die cavity, the metal cooled and solidified, whereafter the die sections were parted to eject a product casting.

In a second embodiment, zinc die castings of this invention were manufactured using a hot chamber die casting machine 50 shown schematically in FIG. 4. Machine 50 comprises water-cooled die halves 52 and 54 mounted on a stationary platen 53 and a movable platen 55, respectively, adapted for moving die halves between a closed position shown in FIG. 4 wherein the die halves cooperate to form a casting cavity 56 and an open position wherein the die halves are parted along a plane indicated by line 58 for ejection of a product casting. In accordance with common hot chamber die casting process, die casting machine 50 comprises a shot apparatus 60 formed of a goose neck sleeve 62 partially submerged in a molten metal bath 64 contained in melting pot 63. Shot apparatus 60 further comprises hydraulically driven plunger 68 slidably received in goose neck 62. When plunger 68 is in a retracted position shown in the figure, a charge of molten metal from bath 64 fills goose neck 62 through an inlet port 66. For casting, plunger 68 is driven downwardly to force molten metal through sleeve 62 into die cavity 56.

In accordance with this invention, a hot chamber die casting was formed of an alloy containing 5.0 weight percent copper, 3.0 weight percent aluminum, 0.035 weight percent magnesium and the balance substantially zinc. The temperature of the charge was about 490.degree. C. The casting cavity surface temperature was about 150.degree. C. During injection, the melt was subjected to a pressing load of 62 kiloPascals. Other materials with 3.5-12.0 weight copper, 1-8 weight Al and 0.01-0.06 Mg of composition will have similar effect of strain rate on loading at the above tested composition.

Chemical composition of the test specimens used in this investigation was as described above. Specimens tested were 25.4 mm long.times.5.33 mm diameter in the gauge section, and were used in the as-diecast condition, with the as-cast surface intact. Tests were performed using an Instron universal testing machine which has the capability of maintaining constant cross-head speed. Load-elongation data were recorded automatically during the tests. The specimens were loaded to failure and ultimate tensile strength calculated. Tests were conducted at four different temperatures (room temperature, 50.degree. C., 100.degree. C., and 150.degree. C.) using a temperature controlled chamber to insure constant temperature during the test. Cross-head speeds used were 0.02, 0.2, 2, 20, 200 and 500 mm/min, which provided strain rates ranging from 1.3.times.10.sup.-5 to 3.2.times.10.sup.-1 sec.sup.-1.

FIG. 3 shows the variation of ultimate tensile strength (UTS) of this alloy at room temperature (20.degree. C.) with increasing strain rate. It was found that when the strain rate is increased from 10.sup.-5 to 10.degree. sec.sup.-1, the UTS increased from 280 to 440 MPa (57%).

The percentage increase in ultimate tensile strength with increasing strain rate was found to be much higher when the specimens were tested at higher temperatures. At 50.degree. C. the UTS increased from 250 to 420 MPa (68%) for the same increase in strain rate (FIG. 4). The percentage increase was 220% at 100.degree. C. (FIG. 5), and 2600% at 150.degree. C. (FIG. 6).

The above data is replotted in FIG. 7 to show the percentage increase in UTS with temperature when the strain rate increases from 10.sup.-5 to 10.degree. sec.sup.-1. It is clearly shown that the strain rate sensitivity increases dramatically above 80.degree. C.

A typical microstructure of the alloy has a duplex structure consisting of an outer skin of fine grains of .epsilon.-phase (copper rich) ranging between 1-2 microns embedded in a matrix of .eta. (zinc rich) and .alpha. phases (aluminum rich). The microstructure is much coarser inside the specimen.

In this investigation, we discovered that ACuZinc.TM. alloys will strengthen when the strain rate increases between 10.sup.-5 to 10.degree. sec.sup.-1, and this increase is greater at higher temperatures. This behavior is unexpected and has not been reported before. Alloys such as aluminum, copper, stainless steel are not strain rate sensitive when tested at room temperature. The strain rate sensitivity of pure iron and steel alloys is much smaller than that found in ACuZinc.TM. alloys at room temperature. Iron and steels lose their strain rate sensitivity when tested at higher temperatures (reported up to 200.degree. C.).

With this discovery ACuZinc.TM. die cast alloys can be used with confidence at higher temperatures for components in fast loading/high temperature applications. The unexpected increase in strength with strain rate during high temperature testing provides increased potential use of these parts in many applications such as for under-hood automotive applications use, such parts as connectors, brackets, support, and engine mounts, which can be subjected to a combination of high strain rates and high temperature conditions as during an impact in a collision. It may also be applicable in other systems such as the air bag system and components and attachments used to secure the seat belt assembly. Seat actuators, and components in the steering columns, gears, racks, supports, and housing are other potential components, where increase strength at high rate deformation is important.

Data:

In Table 1 the Ultimate Tensile Strength of the alloy tested is compared to commercial zinc base alloys (Zamak 3 and ZA 8 alloys) tested at two different temperatures and strain rate of 1.312.times.10.sup.-3 sec.sup.-1. The results show that the ultimate tensile strength at 50.degree. C. for ACuZinc.TM. was the same as that measured at room temperature (20.degree. C.). 351 MPa at 50.degree. C. (100.degree. F.) compared to 347 MPa at room temperature. However, the Ultimate Tensile Strength of commercial Zamak 3 alloy was 253 MPa at 20.degree. C. but 227 MPa when is tested at 50.degree. C.; for ZA 8 alloy it was 336 MPa at 20.degree. C. vs. 283 MPa when tested at 50.degree. C.

Components constructed from the ACuZinc.TM. alloy provide resistance to deformability and damage when the components are under mechanical loadings at high strain rates or when they are impacted as in a crash or collision situation. Even though ACuZinc.TM. is a zinc-base alloy, it has surprisingly been discovered that high load bearing components manufactured from ACuZinc.TM., that is, components subjected to loadings between 40-500 MPa, exhibited a dramatic improvement in strength. Examples of high load components include seat belt assembly components, actuators, gears, seat actuators, seat racks, racks, motor mounts, electronic housings, and other components which must remain functional during an automotive collision.

Nonautomotive components, subject to dramatic load increases and at high temperatures may be made from the ACuZinc.TM. alloy. For example, components for hand tools such as drills, may be constructed from ACuZinc.TM. alloys. Such materials are often subject to high loads and temperatures. For example, when a saw or drill having ACuZinc.TM. components hits a nail or other material, the ACuZinc.TM. components actually become stronger under such high loadings and temperatures.

Many of the components in an automobile, such as those under the hood in the engine compartment, are subject to high temperatures up to 150.degree. C. In an automobile collision, it is important for these components remain functional so that the automobile can continue to operate or can be driven away from the scene of an accident. Accordingly, components such as hose couplings, battery connectors and extensions, engine brackets and mounts may be constructed from ACuZinc.TM.. Particularly important are housings for electronic components, such as the automotive computer module housing which may be constructed out of ACuZinc.TM.. Upon impact in a collision, an ACuZinc.TM. electronic housing is much more likely to survive the impact than other materials. If the computer module is damaged, the car will not be driveable.

Nonautomatic electronic components may be housed by structures formed from ACuZinc.TM. material when the housings are subjected to high loads and temperatures. For example, an electronic housing for a cluster bomb is subject to high loadings and high temperatures during the first explosion of the bomb, which sends smaller bombs in a variety of directions. The timers within the electronic components of each of the smaller bombs must survive the initial explosion in order for the smaller bombs to function properly. Electronic housings made from ACuZinc.TM. provide an improved housing with greater strength during dramatic loads and high temperatures.

One preferred embodiment of the invention is a vehicle wheel anti-lock braking system 107 which includes a master cylinder 112 for supplying pressurized fluid. Connected on the wheel 114 and schematically shown, is a fluid activated wheel brake cylinder 116 (hereinafter referred to as a wheel brake) which receives pressurized fluid from the master cylinder for restraining rotational movement of the wheel 114. The wheel brake 116 may be utilized in a conventional drum or disc type vehicle brake.

An ABS electronic controller 118 is also provided. A sensor 120 in the vehicle wheel brake 116, determines the wheel 114 rotational speed and a sensor (not shown) determines whether or not the brake pedal 122 of the vehicle is activated. Both sensors feed information to the ABS controller 118. The ABS controller 118 will be cognizant of the rotational condition of the wheel and will provide an appropriate signal in response thereto. The signal will place the brake system in an ABS mode of operation if the condition of the wheel 114 is within preset parameters.

A normally open solenoid valve 124, when activated to a closed position in response to a signal given by the controller 118, functions as an isolation valve to prevent fluid communication between the master cylinder 112 and the wheel brake 116. An actuator 128 is provided having an actuator frame 130 with a longitudinal bore 132. An actuator can be provided for each wheel brake of the vehicle or if desired, a plurality of wheel brakes can be connected to a single actuator. The longitudinal bore 132 has a first fluid connection 142 allowing fluid communication with the wheel brake 116 and the longitudinal bore 132 also has fluid communication with the master cylinder 112 when the solenoid valve 124 is not activated to the closed position via passage 140. Additionally, as shown, the longitudinal bore has a second or alternative fluid communicative path with the master cylinder 112. As shown, the bore 132 is midstream of the solenoid valve 124 and passages 142. Fluid flow passes over a transverse slot (not shown) of a piston 144. However, the solenoid valve 124 could directly tie into the wheel brake 116 and passage 142 could "T" into that line. The alternative path 134 has a check valve 138 whose function will be described later. The check valve 138 allows delivery of fluid back to the master cylinder 112 whenever the wheel brake 116 has a pressure greater than that in the master cylinder 116. Therefore, the braking system is sensitive to an operator relieving the brake by removing his or her foot therefrom without any needed input from the controller.

The piston 144 is slidably and sealably mounted within the longitudinal bore 132. Movement of the piston 144 provides a variable control volume in communication with the wheel brake 116, thereby modulating the pressure therein. A nut 146 operatively associated with piston 144 is connected with the piston 144 and the nut 146 is slidably mounted within the longitudinal bore 132 in a non-rotative fashion.

A power screw 148 projects into the nut and is threadably engaged therewith in an efficient manner. The power screw has a fixed rotational axis with respect to the actuator frame 130. Powering the power screw is a reversible DC motor 150 which is responsive to the signals given to it by the controller 118. In the position shown, for normal braking operation, the piston 144 is held at the extreme up position and must be held within a tolerance of 3/100 of an inch to maintain the check valve 138 in the open position via the rod 152 (tolerance shown in FIG. 1 greatly enlarged for purposes of illustration).

Power screw 148 is connected to gear train 180 which is in turn connected also with motor 150. The power screw is mounted by bearings and has a large gear 182 connected at one end. The large gear 182 meshes with a smaller pinion gear 186. The pinion gear 186 axially floats on a rotor shaft 180 of the motor and is held on by spring clip 190. The motor pinion gear 186 has a drive dog 192 downwardly extending from one face for operatively engaging an expansion spring 194 having a tang 196 at one end. A drive member 198 is connected to the motor shaft and has two upwardly extending drive dogs 200, 202 in opposed positions for operatively engaging a second tang 204 on the other end of the spring 194. A sleeve 206 surrounds the motor shaft 180. The ABS electronic controller is used to selectively supply power to the motor under the conditions described above. The expansion spring applies a braking action to the motor shaft at the moment the power to the motor ceases. The spring does this by gripping the shaft in manner similar to a transmission's overriding clutch. A detailed description of the operation of such mechanisms which are known to those skilled in the art is disclosed in U.S. Pat. No. 5,246,282 which is hereby incorporated by reference. According to the present invention, the motor pinion gear 186 may be made from the ACuZinc.TM. alloy. The motor pinion gear 186 undergoes high stress and high temperature when the ABS system is in operation due to the sudden load applied by the motor and the heat generated from the motor pack and the work done by the motor pinion on the large gear. When the ABS system is activated, a stress of 113 newton meters/second (160 oz in over 10.5 milliseconds) is applied to the newton pinion gear 186. The large gear 182, expansion spring 194 and motor drive member 198 may also be made from the ACuZinc.TM. alloy according to the present invention.