DE102015204813A1 - Method for producing a brake disk and brake disk - Google Patents

Abstract

The invention relates to a method for producing a brake disk (1) for a vehicle, in which a friction layer (11) is arranged at least partially on a base body (2) of the brake disk (1). It is proposed that the method comprises at least the steps: - at least regionally pre-machining of the base body (2) present in the blank; - Heating the base body (2) to a diffusion temperature - immersing the heated base body (2) in a melt having base metal alloys, so that a functional layer (10) between the base body (2) and the still applied friction layer (11) is formed the base metal of said melt diffuses into the substrate material of the base body (2), and at least partially apply the friction layer (11) by means of thermal spraying, wherein at least partially particles (12) protrude from the friction layer (11) and / or the friction layer (11 ) has embedded particles (12) which are larger in diameter than the thickness of the friction layer (11), so that the particles (12) protrude from the friction layer.

Description

The present invention relates to a method for producing a brake disk for a vehicle, as well as a brake disk for a vehicle.

The DE 10 2011 089 923 A1 discloses a method for coating a friction surface of a metal brake disc for a disc brake of a land vehicle. The disc brake has a thermally applied surface coating. It is proposed that an intermediate layer is applied cold before the application of the thermal surface coating, so that mechanical stresses should be avoidable.

With the DE 10 2011 089 918 A1 is known a brake disc whose friction surface has a thermally applied surface coating. It goes the DE 10 2011 089 918 A1 assume that carbide particles protrude from a metal matrix, so that the surface coating, which with the DE 10 2011 089 918 A1 should be improved, having an average roughness Rz of 8 microns. The surface coating of the DE 10 2011 089 918 A1 has a roughness of less than 2 microns, with the carbide tips are removed by fine machining.

In the DE 10 2011 056 307 A1 For example, a brake disk and a method of manufacturing the same are described. The cast iron material is provided with a protective coating at least in the area of the friction surfaces. Between the protective coating and the friction surfaces, an adhesion-promoting layer is interposed. Both the protective coating and the adhesion-promoting layer are preferably applied by means of the thermal spraying process. Previously, existing on the friction surfaces graphite must be removed, which is why thermal processes are disclosed, for example by means of a heat treatment in a strongly oxidizing atmosphere. The iron oxide thus formed can be removed chemically or remain on the friction surface. The adhesion promoter layer preferably consists of a material identical to the protective coating. It is also disclosed that a corrosion protection coating can be completely applied to the brake disk by means of immersion, but this must be removed again in the region of the protective coating to be applied.

In the DE 10 2009 006 813 A1 is also disclosed a brake slide and a method for their preparation. It is proposed that the solid connection of the wear-resistant coating with the support disk by means of microwave energy could be made metallurgical. In the microwave irradiation, a pre-heating of the support plate is not required.

A coated light metal disk and a method for the production thereof is in DE 10 2009 003 161 A1 described. The friction layer can be applied by means of thermal spraying. In order to improve adhesion, adhesion-promoting layers may additionally be applied or flux may be used during thermal spraying.

Also the DE 10 2008 035 849 A1 deals with a process for coating braking surfaces of brake discs. The coating is applied by thermal spraying. The brake disk can be heated to a temperature between 120 ° C to 150 ° C before coating in order to widen the grain structure.

The AT 504 820 A1 describes a friction lining having a binder matrix in which friction particles are arranged. The friction particles protrude from the binder matrix.

The DE AS 1 625 680 is concerned with a friction body for wet clutches and brakes, with a carrier and at least one mounted on the carrier, sintered, porous and metallic friction lining. It has been proposed that the friction lining consists of metal fibers, the degree of porosity should be at least 50%.

From the DE 10 2010 049 797 A1 It is known that a brake disc can be made integral with a hub, so that the flattening of the brake disc should be reducible. In addition, the friction surfaces of the brake disc could be provided with a friction coating, which may consist of a hard metal or a ceramic.

The EP 1 987 267 B1 is concerned with a brake disc, which is based on the use of materials, one of which is to perform a structural function and the other a braking function. The brake disc comprises a carrier or structural disc whose sides are equipped with a first and a second friction disc. The friction plates are made of suitable material to fulfill the braking function. The structural disc is made of composite material. The composite material of the structural disc may be made of a resin optionally between epoxy, phenolic, cyanate ester, cyan epoxy, ceramic resins and enamel, or a combination thereof. The friction discs may be made of a material selected from steel, cast iron, aluminum alloy, alumina (ceramic), silicon carbide, silicon nitride, titanium carbide and carbon ceramic.

In vehicles, especially in motor vehicles, disc brakes are probably the most widely used type of brake system. Disc brakes are essentially composed of a brake disc and a brake caliper which surrounds the brake disc at the edge. Here, the brake disc is connected via a rotatably mounted in the steering knuckle with the wheel to be braked the vehicle. In contrast, the caliper is fixed to the steering knuckle. The actual delay is achieved by applying to the brake disc brake pads, which are arranged on both sides of the brake disc between it and the caliper.

Depending on the application, brake discs made of both iron, e.g. made of cast iron (GG) but also made of carbon ceramic or aluminum.

Brake discs are typically cast from mild gray cast iron (GG). Although such discs can be cast and processed inexpensively, but they do not provide adequate protection against splashes of water from the road or rainwater. Especially in winter, an increased corrosion attack by road salt is observed. If vehicles are then parked for a long time, then the strong rusting on the gray cast iron surface in the friction ring area can cause the brake lining on the brake disc to virtually rust. This is due to the fact that the pad at a brake disc permanently fits tightly against the disc surface and therefore it can come in this narrow gap to the solid rust. When the vehicle is then moved again, rusted paving material can be torn out of the lining and transferred to the disk surface. This leads to a rubbing of the brakes associated with strong noise. Under certain circumstances, it may be necessary to change the panes or turn off the adhering rust. In addition, rusty brake discs appear inferior when the rusted discs can be sensed through the noble-looking aluminum rims.

Furthermore, it is known that the wear resistance of the GG brake discs is not high enough. The brake linings typically used are optimized for a certain coefficient of friction, and a certain abrasive wear load of the friction ring is accepted. Among other things, this abrasive load means that brake discs with red rust after a rainy day are metallically bright again when the brakes are applied during the next drive.

The abrasion between the brake pad and the brake disc produces particulate emissions, ie particulate matter. In addition to the problem of particulate matter, the optical effect of rusted brake discs in combination with expensive, elegant aluminum rims also plays an additional role. It is known that about 70% of the particulate matter comes from the GG disc material. These wear particles have a very high temperature of about 700 ° C, with which they impinge on the aluminum rim. They can simply burn into the clear coat on the aluminum surface and removing the gray-black coating is very difficult even in the car wash and with intensive care. In addition, additional squeaking noises or brake scrubbing are regarded as annoying after a long standstill in the case of solidified coverings.

Therefore, intensive development work is being carried out worldwide to improve both the corrosion and wear resistance of the brake discs. In doing so, e.g. Slices made of a cast stainless steel material. Although the corrosion problem can be eliminated, the wear resistance is only slightly improved. In addition to the high costs of using strategically important elements such as chrome and nickel, the wear resistance is only slightly improved. In addition, the thermal conductivity is significantly reduced, which can lead to a higher temperature load on the wheel bearings.

Furthermore, numerous galvanic coating methods are proposed for problem solving. These layers are very expensive to manufacture: For this purpose, the entire component must e.g. coated with chromium or nickel or Ni plus hard particles. Often, such layers must be anchored by a Diffusionsglühbehandlung still on the substrate material to cope with the braking loads.

Another possibility is the thermal spraying process: For this purpose, the GG discs are roughened by profiling and subsequent corundum blasting and then provided, for example, with a 500 μm thick 17% Cr steel spray coat. Powder and wire spraying processes are also used. After coating, the rough spray coatings must be reworked by turning or grinding in order to meet the required dimensions of the brake discs. In this spray coating, however, only the area of the friction surface is coated, so that the hub area must be protected as usual today by painting against rust. For ventilated brake disc, of course, the spray process for the area between the shrouds can not produce corrosion protection, so the webs still tend to rust and rusty water will then run over the friction surface with the expensive sprayed layer. Furthermore, in salt spray tests, thermal spray coatings are undermined due to the microporous structure, which can lead to undercorrosion. Only by expensive sealing methods, this corrosion can be prevented. The expense of coating the GG disks, for example, with a 500 μm thick, reground 17% Cr steel sprayed layer is greater than the entire previous production of the same disk by casting plus mechanical reworking.

For GG discs or discs with a ground thermal spray coating, the brake pad is abrasive on the surface and during each braking process material is abraded abrasive. In the case of the hard sprayed layer, the removal is significantly less, but the abrasion mechanism is retained.

It is also possible to provide so-called temporary, cost-effective protective layers so that at least the vehicles reach from the manufacturer to the end user, without the brand-new vehicle already having rusty brake discs. These are mostly paint sprayed coatings with zinc pigments. On the other hand, brake systems are known in which zinc is wiped on the GG surface during the braking process and thus a cathodic corrosion protection occurs. On the other hand, this zinc film has a negative effect on the friction function of the brake pad, the coefficient of friction decreases. In this respect, the zinc protective layer is well removed before the first start-up.

Also possible is a nitride diffusion coating based on Fe nitride. This coating leads to a short-term wear and corrosion protection, however, the lifetime of this coating seems limited to less than 40,000km and probably only for NAO pads for the USA market to be suitable. Because at the e.g. in Germany certainly higher, sometimes non-existent speed limits higher braking temperatures are expected than e.g. in the US, which is why the NAO rubbers seem suitable there. In addition, the process is very time consuming and very expensive due to the necessary large furnace chamber.

Likewise, numerous thermal spraying processes (which have already been mentioned above) and electroplating processes are used. These layers are very expensive to produce. In salt spray tests, however, both such galvanic coatings and thermally sprayed coatings tend to perform poorly. Thus, the infiltration of thermal spray coatings can not be reliably avoided even with additional sealing processes.

In view of the state of the art, the simple and durable production of brake discs as mass-produced articles still offers room for improvement.

Against this background, the invention has for its object to provide a method for producing a brake disc for a vehicle, which allows a cost-effective, yet durable mass production. Furthermore, a brake disc for a vehicle to be shown, which in addition to a cost-effective production in particular has improved resistance to corrosive attacks and improved life.

The procedural part of the problem finds its solution in the measures of claim 1. The objective part of this object is achieved by a brake disc with the features of claim 8. Further, particularly advantageous embodiments of the invention disclose the respective subclaims.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

In accordance with the invention, a method for producing a brake disk for a vehicle is presented below, in which a friction layer is arranged at least in regions on a base body. According to the invention, the method comprises at least the following steps:
At least partially pre-processing of the present in the blank base body; Heating the base body to a diffusion temperature;
Immersing the heated base body in a melt comprising base metal alloys such that an adhesion-promoting coating is formed between the base body and the friction layer still to be applied, the base metal of said melt diffusing into the substrate material of the base body;
At least partially applying the friction layer to the base body by means of thermal spraying.

The at least partially pre-processing of the present in the blank base body includes in the context of the invention that the brake disc almost finished so that after the individual coating operations optionally can be done post-processing. Zielführend the entire base body, so the entire brake disc is immersed in the base metal melt. A melt containing base metals in the context of the invention is an aluminum and / or zinc alloy melt. Together with the previous heating of the base body preferably to a temperature of 500 ° to 700 ° C under a protective gas atmosphere, there is a diffusion of the base metal, so for example of aluminum and / or zinc in the substrate material, ie in the gray cast iron of the base body. A diffusion temperature within the meaning of the invention is therefore a temperature at which the base metals of the melt, comprising base metal alloys, diffuse into the substrate material of the base body. In this case, a metallurgical compound is formed with a very high adhesive strength, which adhesion promoter coating is not microporous as directly applied thermal spray coatings, and thus can not be undermined. In addition, the aluminum and / or zinc alloy melt according to the invention causes a cathodic corrosion protection is formed, even existing defects or failures occurring during operation can be closed due to the long-distance effect, so that there is virtually a self-healing.

The brake disc, so the base body is preferably made by sand casting. In this case, the base body, so the blank on a peripheral outer brake ring, which is provided for contact with a brake pad of a caliper, wherein the brake pads or brake pads, of course, on both sides of the brake ring, so attack the friction surfaces. In the center of the base body an opening is provided, which is arranged in an exhibition of the base body. Around the opening, five through-holes are preferably arranged at regular intervals through the exhibition. Said through holes serve to receive wheel bolts, by means of which the brake disk together with a wheel can be connected to a wheel hub. The exhibition, which can also be referred to as a disc hatch, can be made integral with the brake ring, so be cast, or be connected as a separate element with the brake ring in a suitable manner. The base body can be made as an unvented or ventilated brake disc, which is known per se. In the case of the ventilated brake disk, the friction surfaces are arranged on cover disks, the opposite cover disks being spaced apart by ribs. Of course, each cover disc also has only one friction surface, which is known per se. Thus, an air gap between the cover plates is formed, but this is also known, so it will not be discussed further.

The fact that the entire brake disc is immersed in the hot dip, this is also completely, so completely covered with the primer layer. This makes sense, as well as lying outside the actual friction surfaces areas are provided in one go by means of the hot dip coating with the primer layer, ie with a corrosion protection, so that further separate measures to protect these areas can be omitted. The invention is particularly suitable for ventilated brake discs, since both the inner surface of the cover plates completely and the ribs in addition to the other areas are completely covered by means of the dip bath.

After the adhesion promoter layer has been applied by means of the hot-dip bath, it can be provided in a further step that the base body, that is to say the brake disk, in particular the friction surfaces, is turned to size.

The invention is based on the finding that the selected base metal alloys, in particular the aluminum alloy, forms a "soft" coating. However, this actually negative circumstance with regard to the brake discs provides in the invention an ideal adhesion promoter coating for the subsequent thermal coating.

In this case, hard-material powders are injected by means of the preferred high-speed flame spraying (HP-HVOF) into the soft surface of the adhesion promoter coating at least in the area of the friction ring, ie the friction surfaces, so that intimate bonding of the hard material particles and the adhesion promoter layer occurs.

Sufficient in the context of the invention is when a very thin friction layer with an amount of 30 .mu.m to 50 .mu.m is applied. It is within the meaning of the invention that the friction layer should not serve as a wear layer per se, but according to the invention serves to dissolve out of the lining material of the brake pads material particles, so tear out, so that a transfer film is formed. In the braking process so pad material is torn out of the brake pad and transferred to the surface, so for example on the aluminum surface or zinc surface in the friction ring area. This transfer film embeds the microrough surface of the exemplary aluminum surface of the friction ring. The friction is not caused by abrasion, but by a kind of adhesion. The transfer film remains permanently on the friction ring and protects the aluminum surface from wear, so that the brake disc is quasi not renewed and replaced. The brake pad, on the other hand, is designed as a wearing part and constantly supplies new material in order to stabilize the transfer film. If the primer layer has zinc or zinc components, it can be seen that the transfer film also embeds the zinc surface, so that it too is protected against wear. However, this also means that the aforementioned coefficients of friction of the zinc due to the transfer film have no influence.

In this respect, in the method according to the invention no elaborate radiation operations and no complicated regrinding operations are necessary. Rather, the thermally applied sprayed layer, so the friction layer in rough condition is put into operation.

In a possible embodiment, a tungsten carbide (WC) spray powder is applied thermally to the adhesion promoter layer as a spray powder. In a preferred embodiment, a tungsten carbide spray powder, e.g. a WC-Co-Cr spray powder applied thermally. However, a FeNiCr powder is also conceivable in the sense of the invention as a matrix with embedded WC or TiC particles. The particles may have a diameter that is larger than the 30μm to 50μm thick friction layer. Thus, the sharp-edged particles protrude out of the friction layer, thus producing the transfer film. In this respect, virtually sharp-edged hard material particles are injected into the adhesion promoter layer, so that the (micro) rough hard material layer is produced, which is required for the formation of the transfer film, ie the transfer layer. In this case, a previous radiation operation as previously required in conventional thermal spraying process in the invention is not necessary. Apart from the turning off of the adhesive layer applied by means of the hot-dip bath to the final dimension of the brake disk, at least in the region of the friction surfaces, further reworking of the hard-material layer applied by means of the HVOF process is not necessary. The finished adhesion promoter layer in the friction ring region may be e.g. have a thickness of 200μm.

The adhesion promoter layer can also be referred to as a functional layer, and has a quasi-double function. On the one hand, the relevant layer serves as a corrosion protection also lying outside the friction surfaces areas of the brake disc (also preventing red rust). On the other hand, the layer also serves as an adhesion promoter for the application of the (micro) rough hard material layer by means of the preferred HP-HVOF process.

The base body, so the brake disc is made of GG. Of course, it is also possible if an aluminum brake disc is coated with the HP-HVOF process.

According to the invention, a brake disk is produced with the method steps described above. In this respect, the brake disc according to the invention has a bonding agent layer applied to its substrate material, on which a hard material layer is arranged at least in regions.

The adhesive layer is arranged on the entire brake disc. This means that not only the friction surfaces, but also outside these all areas are provided with the adhesion promoter layer, so are coated. The adhesive layer is applied in a preferred embodiment by the brake disc is immersed in a base metal melt. The primer layer has, after finishing, e.g. after turning to final dimensions, at least in the area of the friction rings, a thickness of 200 .mu.m. On the adhesion promoter layer, the friction layer is arranged, which is preferably arranged but only in the region of the friction surfaces of the brake discs. At the friction surfaces brake pads attack with their coverings. Due to the sharp-edged hard materials of the friction layer brake pad material is torn out of the brake pad, so that a transfer film is formed. Thus, the brake pad wears, with wear of the brake disc is avoided.

Further advantageous details and effects of the invention are explained in more detail below with reference to exemplary embodiments illustrated in the figures. Show it:

1 a schematic representation of a brake disc according to the invention in a plan view,

2 a ventilated brake disc in a perspective view,

3 the brake disc off 2 in a partial sectional view, and

4 an enlargement of the in 3 recognizable section. In the different figures, the same parts are always provided with the same reference numerals, so that these are usually described only once.

1 is a schematic representation of a brake disc according to the invention 1 refer to. This has a circular base body 2 made of cast iron, eg cast iron (GG). The base body 2 typically has a circumferential outer brake ring 3 , which is intended for contact with a brake lining, not shown. In the center of the base body 2 is an opening 4 provided, which in an exhibition 5 of the base body 2 disposed is. The exhibition 5 Can also be used as a disc hat 5 be designated.

Around the opening 4 around there are five through holes in even intervals 6 through the exhibition 5 arranged therethrough. Said through holes 6 serve the recording here unspecified wheel bolts, over which the brake disc 1 together with a not shown wheel with a hub, also not shown, is connectable.

2 shows a brake disc 1 which cover disks 7 and 8th has ribs between them 9 are arranged so that a ventilated brake disc 1 is formed. The cover disks 7 and 8th have the brake ring on the outside 3 on.

3 shows a partial section of the ventilated brake disc 1 out 2 , Visible is a functional coating 10 , The functional coating 10 which also act as a bonding agent layer 10 can be designated, is completely on the brake disc 1 is applied.

To order the functional coating 10 was the brake disc 1 preferably heated under a protective gas atmosphere to a diffusion temperature, that is preferably heated to a temperature of 500 ° to 700 ° C. The so heated brake disc 1 was immersed in a non-precious molten metal bath. The molten bath may be an aluminum and / or zinc alloy melt.

After the dip was the brake disc 1 , at least the brake ring 3 , on which the braking surfaces are arranged, machined to measure, wherein the functional layer 10 after machining preferably on the brake ring 3 still has a thickness of 200 .mu.m.

The brake disc 1 was completely immersed in the hot dip so that all areas, so all components 2 to 6 with the functional layer 10 are coated. Especially with the ventilated brake disc 1 are not just the two shields 7 and 8th from the outside, but also inside with the functional layer 10 overdrawn. In addition, the ribs are also 9 with the functional layer 10 overdrawn.

This is how the brake disk points 1 also outside the respective brake ring 3 virtually a corrosion protection.

In another manufacturing step, the brake disc was 1 , in particular the respective brake ring 3 , So preferably the friction surfaces coated by thermal spraying. In this case, hard material powders were produced by means of high-speed flame spraying (HVOF) at least in the area of the adhesion promoter layer 10 applied having friction surfaces.

This is how the brake disk points 1 preferably in the region of their friction surfaces applied by the preferred HVOF process friction layer 11 on, which has a thickness of 30μm to 50μm. By means of the HVOF are the hard powder with embedded scharkantigen particles 12 in the soft adhesive layer 10 shot, so that there is an intimate (mechanical) clamping of the hard particles and the adhesive layer 10 comes.

The hard material particles 12 are sharp-edged and have a diameter that is greater than the thickness of the friction layer 11 , So the particles stick out 12 from the surface of the friction layer 11 out ( 4 ). As in 4 further recognizable, some particles interlock 12 also with the "soft" primer layer 10 , where also some particles 12 in the friction layer 11 are embedded, so do not stick out. In the 4 recognizable particles 12 are smaller in diameter than the thickness of the friction layer 11 However, they still stick out of the friction layer 11 out.

In a braking operation, in which brake pads in contact with the friction surface, so in this case with the friction layer 11 brake pad material is due to the action of scharkantigen particles 12 torn from the brake pad, and transferred to the surface of the friction surfaces, so that a transfer film or a transfer layer is formed. This transfer film embeds the microrough surface. The transfer film remains on the surface and protects the brake disc 1 So the bonding agent layer 10 so from wear. The brake lining, on the other hand, is designed as a wearing part and constantly supplies new material to stabilize the transfer film.

LIST OF REFERENCE NUMBERS

1

 brake disc

2

 base body

3

 brake Kranz

4

 opening

5

 Exhibition / Scheibenhut

6

 Through Hole

7

 cover disc

8th

 cover disc

9

 ribs

10

 Function coating / primer layer

11

 friction

12

 particle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102011089923 A1 [0002]
• DE 102011089918 A1 [0003, 0003, 0003, 0003]
• DE 102011056307 A1 [0004]
• DE 102009006813 A1 [0005]
• DE 102009003161 A1 [0006]
• DE 102008035849 A1 [0007]
• AT 504820 A1 [0008]
• DE 1625680 [0009]
• DE 102010049797 A1 [0010]
• EP 1987267 B1 [0011]

Claims (9)

Method for producing a brake disk ( 1 ) for a vehicle in which on a base body ( 2 ) of the brake disc ( 1 ) at least partially a friction layer ( 11 ), comprising at least the following steps: at least partially pre-machining the base body present in the blank ( 2 ); Heating the base body ( 2 ) to a diffusion temperature immersion of the heated base body ( 2 ) in a melt comprising base metal alloys, so that a functional layer ( 10 ) between the base body ( 2 ) and the still to be applied friction layer ( 11 ), wherein the base metal of said melt in the substrate material of the base body ( 2 ) diffused, and at least partially applying the friction layer ( 11 ) by means of thermal spraying, at least partially particles ( 12 ) from the friction layer ( 11 protrude) and / or that the friction layer ( 11 ) embedded particles ( 12 ), which are larger in diameter than the thickness of the friction layer ( 11 ), so that the particles ( 12 ) protrude from the friction layer. Method according to claim 1, characterized in that the entire base body ( 2 ) is immersed in the melt, so that this completely with the functional layer ( 10 ) is coated. A method according to claim 1 or 2, characterized in that the base body is heated under a protective gas atmosphere to a temperature between 500 ° C and 700 ° C. Method according to one of the preceding claims, characterized in that in a further step after immersing the base body ( 2 ) in the melt at least the brake ring ( 3 ) is edited to measure, the functional layer ( 10 ) after finishing can have a thickness of 200μm. Method according to one of the preceding claims, characterized in that the molten metal comprises aluminum and / or zinc alloys. Method according to one of the preceding claims, characterized in that the friction layer ( 11 ) is applied by means of high-temperature flame spraying. Method according to one of the preceding claims, characterized in that the friction layer ( 11 ) is produced by the application of hard material powders, wherein the friction layer ( 11 ) has a thickness of 30μm to 50μm. Brake disc) for a vehicle, in which on a base body ( 2 ) of the brake disc ( 1 ) at least partially a friction layer ( 11 ), produced by a method according to one of the preceding claims, characterized in that between the friction layer ( 11 ) and the base body ( 2 ) a functional layer ( 10 ) arranged on the complete base body ( 2 ) is arranged completely surrounding it, wherein the base body ( 2 ) before immersing in a functional layer ( 10 ) is heated to a diffusion temperature so that the base metals of the melt in the substrate material of the base body ( 2 ), and wherein in the friction layer ( 11 ) Particles ( 12 ) are arranged, which from the friction layer ( 11 protrude). Brake disc according to claim 8, characterized in that the adhesive layer ( 10 ) has a thickness of 200 microns after finishing, wherein the friction layer has a thickness of 30 .mu.m to 50 .mu.m.

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