JPH0637909B2 - Friction material finishing method and friction material - Google Patents
Friction material finishing method and friction materialInfo
- Publication number
- JPH0637909B2 JPH0637909B2 JP2188057A JP18805790A JPH0637909B2 JP H0637909 B2 JPH0637909 B2 JP H0637909B2 JP 2188057 A JP2188057 A JP 2188057A JP 18805790 A JP18805790 A JP 18805790A JP H0637909 B2 JPH0637909 B2 JP H0637909B2
- Authority
- JP
- Japan
- Prior art keywords
- friction material
- friction
- separator
- coefficient
- sliding
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Mechanical Operated Clutches (AREA)
- Braking Arrangements (AREA)
Description
【発明の詳細な説明】Detailed Description of the Invention
本発明は、例えば自動車のトランスミッションやブレー
キパッドに用いる摩擦材に関する。TECHNICAL FIELD The present invention relates to a friction material used for, for example, a transmission or a brake pad of an automobile.
自動車には様々な摩擦材が使用されている。例えばオー
トマチックトランスミッションには湿式摩擦材、マニュ
アルトランスミッションには乾式摩擦材が内蔵されてい
る。また摩擦材は制動装置のブレーキパッドにも使用さ
れる。このように摩擦材は駆動力の伝達装置や制動装置
の重要な構成部品である。 第３図にトランスミッション用の摩擦材２とセパレータ
３を示す。この摩擦材２は、環状の芯金４の表面に摩擦
係数の高いライニング５を貼り付けたものである。芯金
４の内周には駆動軸と連結するための突起２ａが形成さ
れ、セパレータ３の外周には被駆動軸と連結するための
突起３ａが形成されている。 しかし、摩擦履歴がない新品状態の摩擦材２は摩擦係数
が変化し易く不安定である。新品の摩擦材２をトランス
ミッションやブレーキとして組み付けると、殆どの場
合、摩擦係数は相手部材との摺動により高くなり、５〜
15％高くなって安定する。新車に組み付けられた新品の
摩擦材２は、初期状態の摩擦係数に基いてチューニング
されるため、走行距離に応じて運転感覚が変わることが
多い。例えば、オートマチックトランスミッションを備
えた自動車の場合、走行距離が増えるに従って変速時間
が短くなってゆく。また、変速すべり時にスティックス
リップが発生することもあるが、これは特に新車時に発
生し易い現象である。マニュアルトランスミッションの
場合は新車時の変速時間が長く、すべり感を感じること
がある。同様の現象はブレーキでも発生する。ブレーキ
の場合は、新車時の制動力が不十分で制動距離が長くな
ったり、ブレーキ振動鳴きが発生するという問題が生じ
る。このように摩擦材２の不安定さは自動車の均質化の
障害になっている。 摩擦材２の摩擦係数はライニング５の摩擦面を研磨すれ
は調整可能であるが、摩擦面が摩耗して耐久性が低下す
るだけで、摩擦係数の不安定さは全く改善されない。Various friction materials are used in automobiles. For example, automatic transmissions have wet friction materials and manual transmissions have dry friction materials. The friction material is also used for a brake pad of a braking device. Thus, the friction material is an important component of the drive force transmission device and the braking device. FIG. 3 shows the friction material 2 and the separator 3 for the transmission. This friction material 2 is formed by attaching a lining 5 having a high friction coefficient to the surface of an annular core metal 4. A protrusion 2a for connecting to the drive shaft is formed on the inner periphery of the cored bar 4, and a protrusion 3a for connecting to the driven shaft is formed on the outer periphery of the separator 3. However, the friction material 2 in a new state with no friction history is apt to change the friction coefficient and is unstable. When a new friction material 2 is assembled as a transmission or a brake, in most cases, the friction coefficient increases due to sliding with the mating member,
15% higher and stable. Since the new friction material 2 assembled in the new vehicle is tuned based on the friction coefficient in the initial state, the driving feeling often changes according to the traveling distance. For example, in the case of an automobile equipped with an automatic transmission, the shift time becomes shorter as the mileage increases. In addition, stick-slip may occur at the time of gear shift slip, which is a phenomenon particularly likely to occur at a new vehicle. In the case of a manual transmission, shifting time is long when a new car is used, and a slippery feel may be felt. A similar phenomenon occurs with brakes. In the case of a brake, the braking force at the time of new vehicle is insufficient, the braking distance becomes long, and the problem of brake vibration noise occurs. Thus, the instability of the friction material 2 is an obstacle to homogenization of the automobile. The friction coefficient of the friction material 2 can be adjusted by polishing the friction surface of the lining 5, but the friction surface is worn and durability is reduced, and the instability of the friction coefficient is not improved at all.
本発明は前記の課題を解決するためなされたもので、摩
擦係数のばらつきが小さく、使用に伴う摩擦係数変化が
少ない摩擦材を提供することを目的とする。The present invention has been made to solve the above problems, and an object of the present invention is to provide a friction material having a small variation in the friction coefficient and a small change in the friction coefficient with use.
本発明者らは前記の目的を達成すべく鋭意研究を進めた
ところ、自動車の走行による摩擦係数変化は、摩擦材や
相手部材の表面が摺り合わされてなじむことと、摩擦面
に摩擦熱による熱負荷が加わって未硬化の樹脂が徐々に
硬化することによるという知見を得、本発明を完成する
に至った。 即ち、本発明の摩擦材の仕上方法は、第１図に示すよう
に、摩擦材２と、その摩擦材２に対して摺動可能なセパ
レータ３とを面圧３〜10kg/cm2で圧接し、摩擦材２およ
びセパレータ３のうち少なくとも一方を相対速度0.05〜
22ｍ／秒で５〜120秒間摺動させて摺り合わせ、摩擦材
２の摩擦面を150〜300 ℃に昇温する工程を含んでい
る。 本発明の摩擦材２は、セパレータに摺動可能な摩擦面を
有し、摩擦面はセパレータ３に面圧３〜10kg/cm2で圧接
して摺動し、 150〜300 ℃の熱負荷の加えられる摺り合
わせ加工が施され、摺り合わせ加工終了時の摩擦面の摩
擦係数に対し、加工終了時以降の摩擦摺動により変化す
る摩擦係数の変動率が５％減から５％増の範囲である。 上記のセパレータ３は、摩擦材２と組み合わされて伝達
装置や制動装置で使用される摩擦材２の相手部材そのも
のでもよく、摩擦材２の相手部材と同じ表面粗度を有す
る仕上げ加工用部材でもよい。 本発明の摩擦材の仕上方法において、摩擦材２とセパレ
ータ３とを圧接する面圧は３〜10kg/cm2が望ましい。３
kg/cm2未満のときは摺り合わせ加工が不十分なことがあ
り、10kg/cm2を越えるときは摩擦材２やセパレータ３が
摩耗する恐れがある。 摩擦材２とセパレータ３との相対速度は0.05〜22ｍ／秒
に設定する。相対速度を0.05ｍ／秒未満にすると摺り合
わせ加工や昇温が不十分になることがある。22ｍ／秒を
越えるときは摩擦材２やセパレータ３が摩耗する恐れが
ある。 摺り合わせ時間は５〜120 秒の範囲が好適である。５秒
未満のときは加工が不十分になり易い他、各加工条件の
設定が難しい。 120秒を越える摺り合わせは、生産性が
低く実用的でない。 摩擦面の昇温温度は 150〜 300℃の範囲に昇温する。昇
温温度が 150℃以下のときは摩擦面の未硬化樹脂が硬化
しにくい。 300℃を越えると摩擦材２が焼ける恐れがあ
る。 これらの摺り合せ条件は、摩擦材２やセパレータ３の大
きさ、材質および組み付け枚数により異なるが、摩擦係
数が安定するように各条件を上記の範囲内で組み合わせ
て設定すれば良い。 また、本発明の摩擦材２は、加工終了時以降の摩擦摺動
により変化する摩擦係数が摺り合わせ加工終了時に対し
て５％減から５％増の範囲である。摩擦係数の変動率が
上記の範囲を外れると車両の運転感覚が変わってしま
う。The inventors of the present invention have conducted extensive research to achieve the above-mentioned object. As a result, the friction coefficient change due to the running of the automobile is that the surfaces of the friction material and the mating member are fitted together and the friction surface is heated by friction heat. The present inventors have completed the present invention by finding that the uncured resin is gradually hardened by applying a load. That is, as shown in FIG. 1, the finishing method of the friction material of the present invention is such that the friction material 2 and the separator 3 slidable with respect to the friction material 2 are pressed against each other at a surface pressure of 3 to 10 kg / cm 2 . And at least one of the friction material 2 and the separator 3 has a relative speed of 0.05 to
It includes a step of sliding at 22 m / sec for 5 to 120 seconds to bring them into contact with each other to raise the friction surface of the friction material 2 to 150 to 300 ° C. The friction material 2 of the present invention has a friction surface that can slide on the separator, and the friction surface slides in pressure contact with the separator 3 at a surface pressure of 3 to 10 kg / cm 2 , and is subjected to a heat load of 150 to 300 ° C. Addition of sliding processing is performed, and the coefficient of variation of the friction coefficient that changes due to friction sliding after processing is 5% decrease to 5% increase with respect to the friction coefficient of the friction surface at the end of sliding processing. is there. The separator 3 may be a mating member itself of the friction material 2 used in a transmission device or a braking device in combination with the friction material 2, or a finishing member having the same surface roughness as the mating member of the friction material 2. Good. In the friction material finishing method of the present invention, it is desirable that the contact pressure between the friction material 2 and the separator 3 is 3 to 10 kg / cm 2 . Three
If it is less than kg / cm 2 , the lapping process may be insufficient, and if it exceeds 10 kg / cm 2 , the friction material 2 and the separator 3 may be worn. The relative speed between the friction material 2 and the separator 3 is set to 0.05 to 22 m / sec. If the relative speed is less than 0.05 m / sec, the lapping process and the temperature rise may become insufficient. If it exceeds 22 m / sec, the friction material 2 and the separator 3 may be worn. The sliding time is preferably in the range of 5 to 120 seconds. If it is less than 5 seconds, the processing tends to be insufficient, and it is difficult to set each processing condition. Lamination for more than 120 seconds is low in productivity and not practical. The temperature rise of the friction surface rises in the range of 150-300 ℃. When the temperature rises below 150 ° C, the uncured resin on the friction surface is hard to cure. If it exceeds 300 ° C, the friction material 2 may be burnt. These rubbing conditions vary depending on the size and material of the friction material 2 and the separator 3 and the number of assembled plates, but each condition may be set in combination within the above range so as to stabilize the friction coefficient. In the friction material 2 of the present invention, the friction coefficient that changes due to frictional sliding after the end of processing is in the range of 5% decrease to 5% increase compared to the end of the lapping process. If the coefficient of variation of the friction coefficient deviates from the above range, the driving feeling of the vehicle changes.
本発明の仕上方法によれば、摩擦材２とセパレータ３と
を摺り合わせて互いのなじみ性を上げ、発生する摩擦熱
で摩擦面の未硬化の樹脂成分を硬化させている。摩擦材
２は自動車を長期間運転した場合と同等の熱負荷を短時
間で受け、摩擦係数の安定化が図られる。 また、本発明の摩擦材２は、トランスミッションやブレ
ーキに組み付けられると長期間摺動しても略一定の摩擦
係数が維持され、摩擦特性が安定している。According to the finishing method of the present invention, the friction material 2 and the separator 3 are rubbed against each other to improve the compatibility with each other, and the uncured resin component on the friction surface is cured by the generated friction heat. The friction material 2 receives a heat load equivalent to that when the automobile is operated for a long time in a short time, and the friction coefficient is stabilized. Further, the friction material 2 of the present invention maintains a substantially constant friction coefficient even when it is slid for a long period of time when it is assembled to a transmission or a brake, and the friction characteristics are stable.
以下、本発明の実施例を説明する。 第１図に本発明の仕上方法に用いる仕上装置の一例を示
す。この装置はセパレータ３を保持する円筒形のケース
１０と、摩擦材２を保持するハブ１５とピストン２０と
で構成される。ハブ１５は駆動軸１４に連結して回転可
能で、ケース１０内に同軸的に収容されている。セパレ
ータ３は、摩擦材２と組み合わされて摩擦機構で使用さ
れる摩擦材２の相手部材そのものでもよく、摩擦材２の
相手部材と同じ表面粗度を有する仕上げ加工用部材でも
よい。ピストン２０はハブ１５の端部側（上方）に配置
され、加圧シリンダ２１に接続されてハブ１５の回転軸
と平行に昇降可能になっている。ピストン２０の押圧部
は、ハブ１５よりも大径でケース１０よりも小径な筒状
に形成してある。 ケース１０の内面には、セパレータ３の外周の突起３ａ
に対応する溝１０ａが形成され、ハブ１５の外面には芯
金４内周の突起２ａに対応する溝１５ａが形成されてい
る。ケース１０は固定台３０上に配置される。 この装置は以下のように使用する。ピストン２０を上方
に変位し、ハブ１５の周りにセパレータ３と摩擦材２と
を交互に組み付ける。セパレータ３は突起３ａがケース
１０内面の溝１０ａに嵌合して保持され、芯金４は突起
２ａが溝１５ａと嵌合してハブ１５とともに回転可能に
保持される。セパレータ３はケース１０に、摩擦材２は
ハブ１５に保持されたまま夫々溝１０ａ・１５ａに沿っ
て変位可能になる。 組み付けが終了した後、ケース１０内にオイルを入れ、
ハブ１５、即ち摩擦材２を回転するとともに、ピストン
２０を鎖線示のように降下させて摩擦材２を加圧する。
すると摩擦材２とセパレータ３は溝１０ａ・１５ａに沿
ってケース１０の受け面１１に押圧され、表面同士が摺
り合わされる。摩擦材２とセパレータ３の表面がなじ
み、発生する摩擦熱で摩擦面の未硬化樹脂が除去される
と仕上加工が完了する。摺り合わせ完了後、ピストン２
０を上方に変位すれば、摩擦材２とセパレータ３を取り
出すことが出来る。 実施例１ 新品の摩擦材２とセパレータ３とを第１図のように組み
付け、摩擦材２を600rpmで回転させて面圧5.0kg/cm2 で
セパレータ３と15秒間摺り合わせた。ケース１０内のオ
イルの温度は30±５℃である。このセパレータ３は、摩
擦材２と組み合わされて伝達装置や制動装置で使用され
る摩擦材２の相手部材そのものである。加工終了後、摩
擦材２およびセパレータ３をオートマチックトランスミ
ッションに組み付け、走行距離による変速時間を測定し
た。 実施例２ セパレータ３の替りにセパレータ３と同一形状の仕上げ
加工用の治具を用いる他は実施例１と同様にして摺り合
わせ加工を行なった。摺り合せ加工終了後、摺り合わせ
加工を施した摩擦材２と未加工のセパレータ３とをオー
トマチックトランスミッションに組み付け、変速時間を
測定した。 比較例 摺り合せ加工していない摩擦材と新品の相手部材セパレ
ータとをオートマチックトランスミッションに組み付
け、上記の各実施例と同様にして変速時間の変化を測定
した。 第２図に各実施例および比較例の測定結果を示す。同図
に示すように各実施例の摩擦材は走行距離が伸びても変
速時間は略一定に保たれている。それに対し、比較例の
摩擦材２は変速時間の安定に約1000kmを要している。Examples of the present invention will be described below. FIG. 1 shows an example of a finishing device used in the finishing method of the present invention. This device includes a cylindrical case 10 that holds the separator 3, a hub 15 that holds the friction material 2, and a piston 20. The hub 15 is rotatable by being connected to the drive shaft 14 and is coaxially housed in the case 10. The separator 3 may be the mating member itself of the friction material 2 used in the friction mechanism in combination with the friction material 2 or a finishing member having the same surface roughness as the mating member of the friction material 2. The piston 20 is arranged on the end side (upper side) of the hub 15 and is connected to a pressurizing cylinder 21 so that it can be moved up and down in parallel with the rotation axis of the hub 15. The pressing portion of the piston 20 is formed in a tubular shape having a diameter larger than that of the hub 15 and smaller than that of the case 10. The inner surface of the case 10 has a protrusion 3 a on the outer periphery of the separator 3.
Is formed on the outer surface of the hub 15. The groove 15a corresponding to the protrusion 2a on the inner circumference of the core metal 4 is formed on the outer surface of the hub 15. The case 10 is arranged on the fixed base 30. This device is used as follows. The piston 20 is displaced upward, and the separator 3 and the friction material 2 are alternately assembled around the hub 15. The protrusion 3a of the separator 3 is fitted and held in the groove 10a on the inner surface of the case 10, and the core metal 4 is rotatably held together with the hub 15 by fitting the protrusion 2a into the groove 15a. The separator 3 can be displaced along the grooves 10a and 15a while being retained by the case 10 and the friction material 2 by the hub 15, respectively. After assembling, put oil in the case 10,
While rotating the hub 15, that is, the friction material 2, the piston 20 is lowered as shown by a chain line to pressurize the friction material 2.
Then, the friction material 2 and the separator 3 are pressed against the receiving surface 11 of the case 10 along the grooves 10a and 15a, and the surfaces are slid together. When the surfaces of the friction material 2 and the separator 3 become compatible with each other and the uncured resin on the friction surface is removed by the generated friction heat, the finishing process is completed. Piston 2 after sliding
If 0 is displaced upward, the friction material 2 and the separator 3 can be taken out. Example 1 A new friction material 2 and a separator 3 were assembled as shown in FIG. 1, and the friction material 2 was rotated at 600 rpm and rubbed with the separator 3 for 15 seconds at a surface pressure of 5.0 kg / cm 2 . The temperature of the oil in the case 10 is 30 ± 5 ° C. The separator 3 is a counterpart member of the friction material 2 used in a transmission device or a braking device in combination with the friction material 2. After the processing was completed, the friction material 2 and the separator 3 were assembled in an automatic transmission, and the shift time depending on the traveling distance was measured. Example 2 The rubbing process was performed in the same manner as in Example 1 except that a finishing jig having the same shape as the separator 3 was used instead of the separator 3. After finishing the sliding process, the friction material 2 subjected to the sliding process and the unprocessed separator 3 were assembled in an automatic transmission, and the shift time was measured. Comparative Example A friction material that was not lapped and a new mating member separator were assembled in an automatic transmission, and the change in shift time was measured in the same manner as in each of the above examples. FIG. 2 shows the measurement results of each Example and Comparative Example. As shown in the figure, in the friction material of each embodiment, the shifting time is kept substantially constant even if the traveling distance is extended. On the other hand, the friction material 2 of the comparative example requires about 1000 km to stabilize the shift time.
以上詳細に説明したように本発明の摩擦材の仕上方法に
よれば、摩擦係数が安定した摩擦材を得ることが出来
る。得られた摩擦材は、摺動による摩擦係数の変化が小
さい。従って、ブレーキやトランスミッションに本発明
の摩擦材を用いた自動車は摩擦係数が安定しており、変
速速度や制動力が変わらないため、永年使用しても運転
感覚が一定に保たれる。As described in detail above, according to the method for finishing a friction material of the present invention, a friction material having a stable friction coefficient can be obtained. The obtained friction material has a small change in friction coefficient due to sliding. Therefore, the automobile using the friction material of the present invention for the brake and the transmission has a stable coefficient of friction, and the shift speed and the braking force do not change, so that the driving feeling can be kept constant even if it is used for many years.
第１図は本発明の仕上方法に用いる仕上装置の要部縦断
面図、第２図は本発明の摩擦材の摩擦特性を示す図、第
３図は本発明の摩擦材の一実施例の斜視図である。 ２……摩擦材、３……セパレータ ２ａ・３ａ……突起、４……芯金 ５……ライニング、10……ケース 10ａ・15ａ……溝、11……受け面 14……駆動軸、15……ハブ 20……ピストン、21……加圧シリンダ 30……固定台FIG. 1 is a longitudinal sectional view of a main part of a finishing device used in a finishing method of the present invention, FIG. 2 is a diagram showing friction characteristics of a friction material of the present invention, and FIG. 3 is an embodiment of the friction material of the present invention. It is a perspective view. 2 ... Friction material, 3 ... Separator 2a / 3a ... Protrusion, 4 ... Core metal 5 ... Lining, 10 ... Case 10a / 15a ... Groove, 11 ... Receiving surface 14 ... Drive shaft, 15 ...... Hub 20 ...... Piston, 21 ...... Pressure cylinder 30 ...... Fixed base
Claims (2)
セパレータとを面圧３〜10kg/cm2で圧接し、前記摩擦材
およびセパレータのうち少なくとも一方を相対速度0.05
〜22ｍ／秒で５〜120 秒間摺動させて摺り合わせ、摩擦
材の摩擦面を 150〜300 ℃に昇温する工程を含むことを
特徴とする摩擦材の仕上方法。1. A friction material and a separator slidable with respect to the friction material are brought into pressure contact with each other at a surface pressure of 3 to 10 kg / cm 2 , and at least one of the friction material and the separator has a relative speed of 0.05.
A method of finishing a friction material, which comprises the steps of sliding at a speed of 22 m / sec for 5 to 120 seconds to bring them into contact with each other to raise the friction surface of the friction material to 150 to 300 ° C.
擦材であって、前記摩擦面はセパレータに面圧３〜10kg
/cm2で圧接して摺動し、 150〜300 ℃の熱負荷の加えら
れる摺り合わせ加工が施され、摺り合わせ加工終了時の
摩擦面の摩擦係数に対し、加工終了時以降の摩擦摺動に
より変化する摩擦係数の変動率が５％減から５％増の範
囲であることを特徴とする摩擦材。2. A friction material having a friction surface slidable on a separator, the friction surface having a surface pressure of 3 to 10 kg on the separator.
Sliding by pressing under / cm 2 and applying a heat load of 150 to 300 ° C. The friction coefficient of the friction surface at the end of the sliding process is compared to the friction sliding after the end of processing. The friction material is characterized in that the coefficient of variation of the friction coefficient varies with a decrease of 5% to an increase of 5%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2188057A JPH0637909B2 (en) | 1990-07-18 | 1990-07-18 | Friction material finishing method and friction material |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2188057A JPH0637909B2 (en) | 1990-07-18 | 1990-07-18 | Friction material finishing method and friction material |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5213854A Division JP2660985B2 (en) | 1993-08-30 | 1993-08-30 | Finishing method of friction mating member |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0478331A JPH0478331A (en) | 1992-03-12 |
| JPH0637909B2 true JPH0637909B2 (en) | 1994-05-18 |
Family
ID=16216938
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2188057A Expired - Fee Related JPH0637909B2 (en) | 1990-07-18 | 1990-07-18 | Friction material finishing method and friction material |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0637909B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7919165B2 (en) | 2006-10-03 | 2011-04-05 | Aisin Kako Kabushiki Kaisha | Wet-type friction material and its manufacturing method |
| JP2014152900A (en) * | 2013-02-13 | 2014-08-25 | Ohbayashi Corp | Processing method of friction material of friction damper, and manufacturing method |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2855072B2 (en) * | 1993-12-15 | 1999-02-10 | エヌエスケー・ワーナー株式会社 | Wet friction engagement plate |
| JP2003130106A (en) | 2001-10-26 | 2003-05-08 | Aisin Chem Co Ltd | Wet friction material and manufacturing method therefor |
| DE102004013803A1 (en) * | 2004-03-20 | 2005-10-06 | Fag Kugelfischer Ag | Cage for angular contact ball bearings |
| JP2008169870A (en) * | 2007-01-09 | 2008-07-24 | Ntn Corp | Tandem type double row angular ball bearing and differential device |
| JP2011032049A (en) * | 2009-08-03 | 2011-02-17 | Mitsubishi Electric Corp | Elevator device |
| JP2022024610A (en) | 2020-07-28 | 2022-02-09 | Ntn株式会社 | Angular ball bearing |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58189232A (en) * | 1982-04-29 | 1983-11-04 | Aisin Chem Co Ltd | Surface-treated friction material and its production |
-
1990
- 1990-07-18 JP JP2188057A patent/JPH0637909B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7919165B2 (en) | 2006-10-03 | 2011-04-05 | Aisin Kako Kabushiki Kaisha | Wet-type friction material and its manufacturing method |
| JP2014152900A (en) * | 2013-02-13 | 2014-08-25 | Ohbayashi Corp | Processing method of friction material of friction damper, and manufacturing method |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0478331A (en) | 1992-03-12 |
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