Delphi Unveils Revolutionary New Braking Technology
09-19-03, 12:22 PM
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Delphi Unveils Revolutionary New Braking Technology
I came across this article. Thought it was interesting news regarding braking technology. It may not be RX-7 specific, but it sure is interesting news (especially those who recently got in on the recent big brake group buy).
http://www.delphi.com/products/auto/...24757-09092003
Delphi Unveils Revolutionary New Braking Technology
New Twin-Disc System Provides High Specific Torque Capability With Substantial Improvements in Thermal Management, Leading to Benefits in Weight, Packaging and NVH
Release Date: September 9, 2003
FRANKFURT, Germany – Delphi Corp. (NYSE: DPH) has developed a revolutionary new technology that it believes will help solve many of the challenges currently faced by braking engineers. Based on a twin floating disc architecture with a single piston, the Delphi Maximum Torque Brake provides a high specific torque capability, with substantial improvements in thermal management that can lead to benefits in weight, packaging and NVH (Noise Vibration & Harshness / refinement).
"The traditional solution to coping with increasing vehicle weight and performance is to up-rate conventional braking systems, including larger discs (often forcing larger wheels) and advanced materials, but this is a costly solution that has a negative impact in many other areas of vehicle engineering," explains Chris Baylis, director of engineering at Delphi's Leamington innovation center. "Maximum Torque Brake solves these problems and is the first significant change in base braking technology since the first volume application of disc brakes more than 50 years ago."
Maximum Torque Brake uses two discs floating on the outside diameter of the hub. A hydraulically actuated piston applies braking force via pads that operate on the outside and inside faces of each disc, providing four friction surfaces. The new technology can therefore provide up to 1.7 times the torque output of a conventional single disc system of the same effective diameter, or similar torque from a reduced diameter. Wear and serviceability are equivalent to today's traditional product and the floating disc architecture eliminates problems with lateral run-out.
The twin disc design also provides four cooling surfaces, without the need for vanes or cooling channels, substantially reducing thermal stress on the brake and hub-mounted components.
This improved thermal management provides engineers with many options for enhancing other aspects of the braking system. By greatly increasing opportunities to optimize the combination of disc size, pedal travel, booster size and friction material, Maximum Torque Brake allows the feel, cost and performance of the system to be precisely matched to market requirements.
For example, with four pad surfaces, Maximum Torque Brake requires approximately half the apply pressure of a conventional disc brake. This could be utilized to significantly downsize the vacuum booster or to reduce the pedal effort and travel. A downsized booster could reduce weight by up to 1 kg and provide more premium under-hood (bonnet) space to improve packaging flexibility. Alternatively, disc diameter could be reduced by up to 25 mm, allowing smaller wheels (which can generate a substantial cost saving), higher aspect ratio tires (important for off-road vehicles) and a significant reduction in unsprung weight.
The superior thermal management of Maximum Torque Brake, and its minimal generation of Disc Thickness Variation (DTV, caused by the discs wearing unevenly) also provide excellent NVH performance. This helps to solve the potentially significant problem of noise-related warranty claims, which surveys show is a major consumer issue in the US and the cause of significant warranty costs. "Because the discs are floating on the hub, their contact with the pads is always even. Maximum Torque Brake doesn't have the wear issues or the tolerance stack-up that can cause judder and squeal in conventional systems," says Baylis.
Other benefits of the system include reduced brake fade and, due to the reduced apply pressure, shorter stopping distances in the event of a vacuum failure - a homologation requirement that can be increasingly challenging to meet using conventional, highly-boosted systems. Delphi's claims for the performance of the system are borne-out by testing to the independent AMS (Auto Motor und Sport) standards using a BMW X5 fitted with the system. In the 12-stop test, which is increasingly seen as a European standard, the vehicle demonstrated an exceptional 'no fade' performance.
Delphi's testing indicates that in a typical high-performance SUV application, Maximum Torque Brake will remove the need for several brake system specifications, reduce the maximum operating temperature by more than 100°C, improve refinement and offer either reduced pedal travel by up to 25 mm (due to the reduced volume of fluid required for actuation) or booster downsizing by around 40 mm. Total vehicle weight saving could be as much as 7 kg, depending on system specification and the level of integration.
The system has completed more than 1.5 million test kilometers in 20 vehicles to help ensure that it will continue to perform to specification in any terrain or usage pattern, throughout a vehicle's life. Two fully engineered implementations have been shown to vehicle manufacturers: one fitted to a B-segment small European car, the other on a large high-performance SUV. The former has the piston integrated within the suspension knuckle while the latter demonstrates a stand-alone piston architecture that could be implemented as part of a mid-life model upgrade.
Maximum Torque Brake can be manufactured using existing materials and processes and Delphi has taken a hard look at where cost and complexity can be further reduced. An example is the wheel hub on which the discs are mounted, which is neatly designed as a one-piece unit into which the wheel bearing can be press fitted. Future developments will introduce additional lightweight materials, leading to further weight savings.
To help vehicle manufacturers implement Maximum Torque Brake, Delphi has also developed a suite of computer-based analysis programs that model a range of extremely vigorous whole-vehicle tests. This allows a designer to quickly optimize the combination of benefits achievable with the system.
Maximum Torque Brake can be supplied as a separate product or can be integrated with complete vehicle corner modules and supplied using the latest SILS (Supply In Line Sequence) techniques. It can also be integrated with other systems from Delphi's portfolio of electronically controlled brake technologies, including the latest 'Traxxar' enhanced stability program, or with equivalent systems from other suppliers. Indeed, the need to provide fast, powerful, high-resolution brake activation for these systems is one of the factors that Delphi believes will drive the adoption of the system.
"Conventional brakes struggle to react against the torque of increasingly powerful engines, so stability programs have to be calibrated to shut the engine down early at the expense of refinement and driving pleasure," explains Baylis. "Maximum Torque Brake will allow vehicle manufacturers to make the operation of these systems more transparent."
"Maximum Torque Brake delivers an incredible range of benefits for both vehicle manufacturers and vehicle owners," concludes Baylis. "With Maximum Torque Brake, we have a production-ready product that will allow Delphi's customers to introduce a true 21st Century solution for vehicle braking." Delphi says that discussions with vehicle manufacturers are progressing well and that the system could be in production by 2006.
http://www.delphi.com/products/auto/...24757-09092003
Delphi Unveils Revolutionary New Braking Technology
New Twin-Disc System Provides High Specific Torque Capability With Substantial Improvements in Thermal Management, Leading to Benefits in Weight, Packaging and NVH
Release Date: September 9, 2003
FRANKFURT, Germany – Delphi Corp. (NYSE: DPH) has developed a revolutionary new technology that it believes will help solve many of the challenges currently faced by braking engineers. Based on a twin floating disc architecture with a single piston, the Delphi Maximum Torque Brake provides a high specific torque capability, with substantial improvements in thermal management that can lead to benefits in weight, packaging and NVH (Noise Vibration & Harshness / refinement).
"The traditional solution to coping with increasing vehicle weight and performance is to up-rate conventional braking systems, including larger discs (often forcing larger wheels) and advanced materials, but this is a costly solution that has a negative impact in many other areas of vehicle engineering," explains Chris Baylis, director of engineering at Delphi's Leamington innovation center. "Maximum Torque Brake solves these problems and is the first significant change in base braking technology since the first volume application of disc brakes more than 50 years ago."
Maximum Torque Brake uses two discs floating on the outside diameter of the hub. A hydraulically actuated piston applies braking force via pads that operate on the outside and inside faces of each disc, providing four friction surfaces. The new technology can therefore provide up to 1.7 times the torque output of a conventional single disc system of the same effective diameter, or similar torque from a reduced diameter. Wear and serviceability are equivalent to today's traditional product and the floating disc architecture eliminates problems with lateral run-out.
The twin disc design also provides four cooling surfaces, without the need for vanes or cooling channels, substantially reducing thermal stress on the brake and hub-mounted components.
This improved thermal management provides engineers with many options for enhancing other aspects of the braking system. By greatly increasing opportunities to optimize the combination of disc size, pedal travel, booster size and friction material, Maximum Torque Brake allows the feel, cost and performance of the system to be precisely matched to market requirements.
For example, with four pad surfaces, Maximum Torque Brake requires approximately half the apply pressure of a conventional disc brake. This could be utilized to significantly downsize the vacuum booster or to reduce the pedal effort and travel. A downsized booster could reduce weight by up to 1 kg and provide more premium under-hood (bonnet) space to improve packaging flexibility. Alternatively, disc diameter could be reduced by up to 25 mm, allowing smaller wheels (which can generate a substantial cost saving), higher aspect ratio tires (important for off-road vehicles) and a significant reduction in unsprung weight.
The superior thermal management of Maximum Torque Brake, and its minimal generation of Disc Thickness Variation (DTV, caused by the discs wearing unevenly) also provide excellent NVH performance. This helps to solve the potentially significant problem of noise-related warranty claims, which surveys show is a major consumer issue in the US and the cause of significant warranty costs. "Because the discs are floating on the hub, their contact with the pads is always even. Maximum Torque Brake doesn't have the wear issues or the tolerance stack-up that can cause judder and squeal in conventional systems," says Baylis.
Other benefits of the system include reduced brake fade and, due to the reduced apply pressure, shorter stopping distances in the event of a vacuum failure - a homologation requirement that can be increasingly challenging to meet using conventional, highly-boosted systems. Delphi's claims for the performance of the system are borne-out by testing to the independent AMS (Auto Motor und Sport) standards using a BMW X5 fitted with the system. In the 12-stop test, which is increasingly seen as a European standard, the vehicle demonstrated an exceptional 'no fade' performance.
Delphi's testing indicates that in a typical high-performance SUV application, Maximum Torque Brake will remove the need for several brake system specifications, reduce the maximum operating temperature by more than 100°C, improve refinement and offer either reduced pedal travel by up to 25 mm (due to the reduced volume of fluid required for actuation) or booster downsizing by around 40 mm. Total vehicle weight saving could be as much as 7 kg, depending on system specification and the level of integration.
The system has completed more than 1.5 million test kilometers in 20 vehicles to help ensure that it will continue to perform to specification in any terrain or usage pattern, throughout a vehicle's life. Two fully engineered implementations have been shown to vehicle manufacturers: one fitted to a B-segment small European car, the other on a large high-performance SUV. The former has the piston integrated within the suspension knuckle while the latter demonstrates a stand-alone piston architecture that could be implemented as part of a mid-life model upgrade.
Maximum Torque Brake can be manufactured using existing materials and processes and Delphi has taken a hard look at where cost and complexity can be further reduced. An example is the wheel hub on which the discs are mounted, which is neatly designed as a one-piece unit into which the wheel bearing can be press fitted. Future developments will introduce additional lightweight materials, leading to further weight savings.
To help vehicle manufacturers implement Maximum Torque Brake, Delphi has also developed a suite of computer-based analysis programs that model a range of extremely vigorous whole-vehicle tests. This allows a designer to quickly optimize the combination of benefits achievable with the system.
Maximum Torque Brake can be supplied as a separate product or can be integrated with complete vehicle corner modules and supplied using the latest SILS (Supply In Line Sequence) techniques. It can also be integrated with other systems from Delphi's portfolio of electronically controlled brake technologies, including the latest 'Traxxar' enhanced stability program, or with equivalent systems from other suppliers. Indeed, the need to provide fast, powerful, high-resolution brake activation for these systems is one of the factors that Delphi believes will drive the adoption of the system.
"Conventional brakes struggle to react against the torque of increasingly powerful engines, so stability programs have to be calibrated to shut the engine down early at the expense of refinement and driving pleasure," explains Baylis. "Maximum Torque Brake will allow vehicle manufacturers to make the operation of these systems more transparent."
"Maximum Torque Brake delivers an incredible range of benefits for both vehicle manufacturers and vehicle owners," concludes Baylis. "With Maximum Torque Brake, we have a production-ready product that will allow Delphi's customers to introduce a true 21st Century solution for vehicle braking." Delphi says that discussions with vehicle manufacturers are progressing well and that the system could be in production by 2006.
Thanks for posting the info.
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