The invention relates to a dust sheet for a vehicle brake configured for reducing brake noise, to a disk brake system comprising a dust sheet and to a method for making a dust sheet, wherein the dust sheet comprises, at least in a section, two or more layers.

A method for repairing damage on a non-friction surface of a carbon brake disc of an aircraft, includes: removal of a damaged region, cutting of a repair material, anti-oxidation modification of the repair material, bonding and curing, and high-temperature heat treatment. The anti-oxidation modification is performed on the repair material without affecting the mechanical properties of the repair material, which improves the anti-oxidation ability of the repair zone and avoids the preparation of an anti-oxidation coating. In this way, only the damage on the non-friction surface is repaired, and there is little effect on the mechanical properties, friction and wear properties and thermal conductivity of the carbon-carbon composite material.

A novel disc brake shim and a disc brake that can effectively suppress vibration and squeal are provided. The disc brake shim that is formed of a multilayer structure with three layers or more including at least a base material layer formed of a metal sheet, and a foamed rubber layer that is laminated on a main surface on one side of the base material layer, wherein the foamed rubber layer is an intermediate layer of the multilayer structure, and the disc brake including pad materials on both sides in an axial direction of a disc rotor, and shims on opposite sides from the disc rotor, of the pad materials adjacently, wherein each of the shims is the disc brake shim according to the present invention.

The present invention discloses a shaft-tube joint structure of a carbon fiber reinforced plastic (CFRP) drive shaft. The shaft-tube joint structure includes a hollow shaft tube, a plurality of first rectangular teeth being uniformly and circumferentially arranged at both ends of the hollow shaft tube; two shaft-tube joints which are respectively fixed at two ends of the hollow shaft tube, the thickness of the shaft-tube joint being smaller than that of the hollow shaft tube, and an inner wall of the shaft-tube joint being smoothly connected to an inner wall of the hollow shaft tube; and a universal joint, an end thereof being tubular, a plurality of second rectangular teeth being uniformly and circumferentially arranged, the universal joint being matched with and sleeving the outer wall of the shaft-tube joint, and the second rectangular teeth being meshed with the first rectangular teeth.

Provided is an adhesive agent composition for a wet-type friction member, including a resol-type phenol resin, a polyvinyl butyral, and a solvent, in which a weight average molecular weight of the resol-type phenol resin is equal to or more than 1200 and equal to or less than 2000.

The application relates to a brake pad assembly (2) for a disk brake system. Further, the application relates to a disk brake system. The proposed brake pad assembly (2) comprises a back plate (4) having a front side for facing a brake disk (1) of the disk brake system and a back side (6). The brake pad assembly (2) further comprises a friction layer (3) arranged at the front side of the back plate (4) for contacting a friction surface the brake disk (1). In addition, the brake pad assembly (2) comprises a shim (5, 8, 12). The shim (5, 8, 12) comprises a copper layer (7, 11, 13, 17) for reducing squeal noises. The shim (5, 8, 12) is arranged on the back side (6) of the back plate (4).

A brake drum includes an outer drum, at least one layer of heat resistant adhesive, provided at least on the inner radial surface of the outer drum, and an inner drum provided inside the outer drum connected with the outer drum via the at least one adhesive layer.

A clutch plate includes first and second axially offset annular surfaces, a first angled surface extending at an acute angle from the first annular surface in a first axial direction, and a second angled surface extending at an acute angle from the first annular surface in a second axial direction, opposite the first axial direction. In some example embodiments, the clutch plate has a wet friction material fixed to the first and second annular surfaces and at least one of the first and second angled surfaces. In an example aspect, the clutch plate has a low friction wet friction material fixed to the wet friction material of the at least one of the first and second angled surfaces. The low friction wet friction material may be fixed to the wet friction material by infusion or bonding. In an example embodiment, the clutch plate has a first wet friction material fixed to the first and second annular surfaces, and a second, low friction wet friction material fixed to at least one of the first and second angled surfaces.

The claimed invention is directed to a novel composite half shaft. More specifically, the claimed invention provides for the integration of a continuous velocity joint within the hollow tubular portion of the axle shaft, which permits for a longer lightweight composite hollow shaft. The use of the lightweight material over additional length results in an overall weight reduction. Additional benefits include reduced unsprung weight in vehicles, improved mileage for gas powered vehicles and increased range for electric vehicles. The use of composite materials in place of a solid or hollow metal axle bar results in improved noise, vibration and harshness (“NVH”) characteristics over conventional half shafts..

A balance module 10 for a clutch comprises a first annular piston part 11, a second annular piston part 12, which is arranged opposite the first piston part 11 in the axial direction and spaced therefrom, at least three spring elements 13 operating in the axial direction, which are arranged axially between the first 11 and the second piston part 12, and a sealing element 14 with at least one radially outwardly directed sealing lip 15, which is attached on the first piston part 11. The spring elements 13, the first 11 and the second piston part 12 are connected to one another in a loss-proof manner, in order to form an integral module 10.