A disc brake rotor

Abstract

The application provides a disc brake rotor, which comprises a first brake pad, a second brake pad and a heat sink arranged between the first brake pad and the second brake pad along the axial direction of the disc brake rotor; the heat sink comprises a heat sink annular part and a heat sink inner extension part arranged from outside to inside along the radial direction of the disc brake rotor; the first brake pad, the heat sink annular part and the second brake pad are directly or indirectly attached to form an integrated piece; an air guide inner channel is arranged between the first brake pad and the second brake pad; a flow guide structure is arranged on the heat sink inner extension part, and the inlet of the air guide inner channel is arranged adjacent to the flow guide structure; the outlet of the air guide inner channel is arranged on the first brake pad, on the second brake pad and / or at the outer edge of the disc brake rotor. The technical scheme of the application can be widely applied in the field of wheel component braking technology and has high reliability.

Description

Technical Field

[0001] The present invention relates to a disc brake system for wheel components, and particularly to a rotor of a disc brake system mounted on the wheels of a vehicle. Background Technology

[0002] Braking of a moving vehicle requires a braking system. Disc brake systems are an increasingly widely used type of braking system. A disc brake system consists of a disc rotor and a stator. During non-braking periods, the stator does not contact the disc rotor, which rotates freely with the wheel. During braking, the stator clamps the two friction surfaces of the disc rotor, using friction to force the rotor, which is fixedly connected to the wheel, to reduce its speed or stop rotating, thereby slowing down or braking the wheel.

[0003] During braking, the disc brake rotor and stator experience high-intensity friction, generating a significant amount of heat. If this heat cannot be dissipated in time, the disc rotor may deform or be damaged due to overheating, leading to brake system failure and traffic hazards. Therefore, it is necessary to improve the heat dissipation efficiency of disc brake systems to enhance their reliability. Summary of the Invention

[0004] To improve the heat dissipation efficiency of disc brake systems, this invention provides a disc brake rotor.

[0005] The technical solution of the present invention is as follows:

[0006] A disc brake rotor includes an annular first brake pad and an annular second brake pad, and a heat sink disposed between the first brake pad and the second brake pad along the axial direction of the disc brake rotor; the heat sink includes an annular portion and an inner extension portion disposed radially from the outside to the inside of the disc brake rotor; the first brake pad, the annular portion of the heat sink, and the second brake pad are directly or indirectly bonded together to form an integral part; an internal air guide channel is provided between the first brake pad and the second brake pad; a flow guide structure is provided on the inner extension portion of the heat sink, and the inlet of the internal air guide channel is disposed adjacent to the flow guide structure; the outlet of the internal air guide channel is disposed on the first brake pad, the outlet of the internal air guide channel is disposed on the second brake pad, and / or the outlet of the internal air guide channel is disposed at the outer edge of the disc brake rotor.

[0007] Optionally, the flow guiding structure includes a flow guiding groove disposed on the inner extension of the heat sink and formed in a convex-concave manner along the axial direction of the disc brake rotor.

[0008] Optionally, one end of the guide channel is connected to the inlet of the inner air channel.

[0009] Optionally, a diversion hole penetrating the inner extension of the heat sink is provided on the flow guide groove; the diversion hole is provided at the inlet of the inner air guide channel.

[0010] Optionally, the guide channel includes an arc-shaped guide channel.

[0011] Optionally, the surface of the first brake pad facing away from the heat sink is a first friction surface; the surface of the second brake pad facing away from the heat sink is a second friction surface; and a concave structure is provided on the first friction surface and / or the second friction surface.

[0012] Optionally, the concave structure includes an arcuate groove.

[0013] Optionally, the concave structure is formed by stamping and welding or riveting.

[0014] Optionally, the air guide channel is disposed on the annular portion of the heat sink.

[0015] Optionally, the first brake pad, the annular portion of the heat sink, and the second brake pad are bonded together by welding.

[0016] The technical effects of this invention are as follows:

[0017] The disc brake rotor of the present invention includes a first brake pad, a second brake pad, and a heat sink disposed between the first and second brake pads. During braking, the heat generated by the friction between the first and second brake pads and the stator of the disc brake system can be dissipated through the heat sink. The heat sink includes an annular portion and an inner extension portion. The annular portion of the heat sink is in close contact (i.e., surface-to-surface) with the first and second brake pads, promptly transferring the heat from the first and second brake pads to the inner extension portion. Since the inner extension portion can directly contact the air, it can dissipate heat more efficiently. Simultaneously, an internal air passage is provided between the first and second brake pads, and a flow guiding structure is correspondingly provided on the inner extension portion of the heat sink. When the disc brake rotor rotates, the flow guiding structure can guide airflow into the internal air passage. The airflow within the internal air passage acts as a flowing cooling medium, directly dissipating heat from the first and second brake pads, further improving the heat dissipation efficiency of the disc brake rotor and achieving the objective of the present invention.

[0018] Furthermore, the outlet of the internal air passage is located at the outer edge of the first brake pad, the second brake pad, and / or the disc brake rotor. When the stator rubs against the disc brake rotor, metal debris is generated and adheres to the friction surface of the stator. This metal debris can damage the friction surfaces of the first and second brake pads when the stator rubs against the disc brake rotor again, reducing their service life. The location of the outlet of the internal air passage allows the airflow to periodically and directly sweep the friction surface of the stator, thereby cleaning up the metal debris and extending the service life of the disc brake system.

[0019] The further effects of the above-mentioned alternative methods will be explained in detail below with reference to specific implementation methods. Attached Figure Description

[0020] Figure 1 This is a front view of the first embodiment of the present invention.

[0021] Figure 2 for Figure 1 A front view of the first brake pad in the illustrated embodiment.

[0022] Figure 3 for Figure 1 A front view of the heat sink in the illustrated embodiment.

[0023] Figure 4 This is a front view of the second embodiment of the present invention.

[0024] Figure 5 for Figure 4 A perspective view of the embodiment shown.

[0025] Figure 6 for Figure 4 A front view of the first brake pad in the illustrated embodiment.

[0026] Figure 7 for Figure 4 A front view of the heat sink in the illustrated embodiment.

[0027] Figure 8 for Figure 4 A perspective view of the heat sink in the illustrated embodiment.

[0028] The markings in the image are explained as follows:

[0029] 101. Diverter hole; 102. Guide groove; 103. Stamping point; 104. Stamping groove; 105. First brake pad; 106. Inner extension of heat sink;

[0030] 201. First brake pad friction surface;

[0031] 301. Inner air passage;

[0032] 401. Inner air passage; 402. Inner air passage; 403. Stamping groove; 404. First brake pad; 405. Flow guide groove; 406. Flow splitting hole; 407. Inner extension of heat sink;

[0033] 501, First brake pad friction surface; 502, Air guide inner passage outlet;

[0034] 701. Stamping groove. Detailed Implementation

[0035] The technical solution of the present invention will be described in detail below with reference to the embodiments shown in the accompanying drawings.

[0036] Figures 1 to 3 The first embodiment of the invention is shown. In this embodiment, the disc brake rotor includes an annular first brake pad 105 and an annular second brake pad ( Figure 1 The second brake pad is located on the back of the first brake pad 105 (not shown), and a heat sink is disposed between the first brake pad 105 and the second brake pad. The first brake pad 105 and the second brake pad are made of a high-strength material, such as stainless steel, while the heat sink is made of a high-heat-dissipation-efficiency material, such as aluminum alloy. The first brake pad 105, the second brake pad, and the heat sink are all sheet-like structures. The three sheet-like structures are stacked and bonded together to form an integral disc brake rotor. The bonding method of the three is typically welding methods such as diffusion welding and brazing. In the disc brake rotor, the exposed surface of the first brake pad 105 is the first brake pad friction surface 201 (see...). Figure 2 During braking, the first brake pad friction surface 201 rubs against the stator. Similarly, the second brake pad also has a second brake pad friction surface, which functions the same as the first brake pad friction surface 201. The second brake pad and the first brake pad 105 have the same shape, and the structure of the second brake pad is symmetrically arranged with respect to the structure of the first brake pad 105, separated by the heat sink.

[0037] from Figure 1 and Figure 3 As can be seen, the heat sink is generally ring-shaped, with the portion located at the radial outer edge of the ring ( Figure 1 The portion of the heat sink that is attached to and covered by the first brake pad 105 is the annular portion of the heat sink, and the remaining portion of the heat sink that is disposed on the radial inner extension of the annular portion is the inner extension portion 106 of the heat sink. Figure 1 As can be seen, a guide groove 102 is provided on the inner extension 106 of the heat sink. The guide groove 102 is an arc-shaped elongated groove recessed in the surface of the inner extension 106 of the heat sink. When the disc brake rotor rotates, the sidewall of the guide groove 102 guides the airflow to flow from the inside to the outside along the long axis of the guide groove 102 and in the radial direction of the disc brake rotor. Figure 3As can be seen, along the long axis of the guide channel 102, an elongated, notched internal air channel 301 is provided on the annular portion of the heat sink. Combined with... Figure 1 As can be seen, when the first brake pad 105, the heat sink, and the second brake pad are attached together, the air guide inner channel 301 forms the internal channel of the disc brake rotor. The airflow inlet of the air guide inner channel 301 is near the guide groove 102, and the outlet of the air guide inner channel 301 is located at the notch at the outermost edge of the annular part of the heat sink.

[0038] from Figure 1 and Figure 3 It can also be seen that the air guide channel 301 is not blocked by the first brake pad 105 and the second brake pad near the guide groove 102. Therefore, a hole is formed at this point that penetrates the heat sink, namely the diversion hole 101.

[0039] from Figure 1 As can be seen, the first brake pad 105 has several arc-shaped stamping grooves 104 and several stamping points 103. Both the stamping grooves 104 and the stamping points 103 are recessed and dot-shaped concave structures formed using a stamping and welding process (in other embodiments, a riveting process can also be used instead of stamping and welding). Corresponding to the stamping grooves 104 and stamping points 103, stamping grooves and stamping points are also formed on the second brake pad. Stamping and welding and riveting are both means of connecting the first brake pad 105 and the second brake pad. That is, at the stamping points 103 and the stamping grooves 104, the concave portions of the first brake pad 105 and the second brake pad pass through the annular portion of the heat sink and are connected together.

[0040] The following is through the analysis of Figures 1 to 3 The working process of the illustrated embodiment is explained to further illustrate the technical solution of the present invention.

[0041] During braking, the stator rubs against the first brake pad friction surface 201 and the second brake pad friction surface of the disc brake rotor, generating a large amount of heat. As the disc brake rotor rotates, the guide groove 102 guides the airflow into the inner air guide channel 301 and out through its outlet. The continuous airflow formed within the inner air guide channel 301 acts as a cooling system, allowing the disc brake rotor to cool down rapidly.

[0042] The friction between the stator and the first brake pad friction surface 201 and the second brake pad friction surface of the disc brake rotor generates heat and metal debris. This metal debris adheres to the stator, causing it to cut against the friction surfaces 201 and 201 again, accelerating damage to the first brake pad 105 and the second brake pad, and reducing the service life of the disc brake rotor. In this invention, because stamping grooves and stamping points are provided on the first brake pad friction surface 201 and the second brake pad friction surface, the metal debris on the stator is scraped off by the stamping grooves and stamping points and remains there, reducing the amount of metal debris on the stator and thus extending the service life of the disc brake rotor. Furthermore, the stamping grooves and stamping points create a connection between the first brake pad 105 and the second brake pad, forming a columnar structure within the annular portion of the heat sink. When the annular portion of the heat sink is overheated and its strength decreases, the columnar structure, on the one hand, separates the annular portion of the heat sink, preventing the deformation caused by the localized decrease in strength of the annular portion from spreading to the entire heat sink, maintaining the surface contact between the annular portion of the heat sink and the first brake pad 105 and the second brake pad, thereby maintaining heat dissipation efficiency; on the other hand, the columnar structure can also compensate for the loss of support for the first brake pad 105 and the second brake pad due to the decrease in the strength of the heat sink, avoiding large deformation of the first brake pad 105 and the second brake pad due to the reduced support force between them under overheating conditions, thus preventing potential hazards to driving safety.

[0043] In addition, the airflow at the outlet of the air guide channel 301 can also blow away metal debris adhering to the stator and cool the stator when it passes through the stator.

[0044] During braking, the stator blocks the outlet of the inner air passage 301, cutting off the airflow formed by the guide groove 102. The guide groove 102 takes a long time to re-form airflow, thus reducing the cooling efficiency of the disc brake rotor. To address this, the present invention provides a diversion hole 101. When the stator blocks the outlet of the inner air passage 301, the airflow formed by the guide groove 102 is discharged through the diversion hole 101. That is, the airflow formed at the guide groove 102 maintains its original flow pattern, without becoming turbulent due to sudden interruption, and without taking time to recover from a turbulent state. This occupies the cooling time of the disc brake rotor during its rotation cycle, improving the cooling efficiency of the disc brake rotor. As the disc brake rotor continues to rotate, when the stator removes the blockage on the outlet of the inner air passage 301, the airflow formed by the guide groove 102 quickly returns to the inner air passage 301, restoring the original airflow state. It can be seen that, due to the setting of the diversion hole 101, the airflow formed by the guide groove 102 will not be cut off, thus maintaining a high cooling efficiency.

[0045] Figures 4 to 8 The specific structure of the second embodiment of the present invention is shown. The parts with the same names in the first embodiment have the same technical structure and function, and will not be described again here. Figures 4 to 8 The illustrated embodiments and Figures 1 to 3 The illustrated embodiment differs in that it incorporates more guide grooves 405, and in addition to the inner air guide channel 401 with the same structure as the inner air guide channel 301, it also includes an inner air guide channel 402. The inner air guide channel 402 is a long, narrow perforated hole located in the annular portion of the heat sink. The outlet of the inner air guide channel 402 (inner air guide channel outlet 502) can be located on the surface of the first brake pad 404 and / or the surface of the second brake pad. This arrangement allows the airflow guided by the inner air guide channel 402 to sweep away metal debris adhering to the stator over a wider area, while also providing air cooling for the stator.

[0046] It is worth noting that the above description is only a preferred embodiment of the present invention and does not limit the scope of patent protection of the present invention. The present invention can also be replaced by equivalent technologies. Therefore, all equivalent changes made based on the description and figures of the present invention, or direct or indirect applications to other related technical fields, are included within the scope of the present invention.

Claims

1. A disc brake rotor, characterized in that: The disc brake rotor includes an annular first brake pad and an annular second brake pad, and a heat sink disposed between the first brake pad and the second brake pad along the axial direction of the disc brake rotor. The heat sink includes an annular portion and an inner extension portion disposed radially from the outside to the inside of the disc brake rotor. The first brake pad, the annular portion of the heat sink, and the second brake pad are directly or indirectly bonded together to form a single unit. An internal air guide channel is provided between the first brake pad and the second brake pad. A flow guide structure is provided on the inner extension portion of the heat sink, and the inlet of the internal air guide channel is disposed adjacent to the flow guide structure. The outlet of the internal air guide channel is disposed on the first brake pad and / or the outlet of the internal air guide channel is disposed on the second brake pad and / or the outlet of the internal air guide channel is disposed at the outer edge of the disc brake rotor. The flow guiding structure includes a flow guiding groove disposed on the inner extension of the heat sink and formed in a convex-concave manner along the axial direction of the disc brake rotor; One end of the flow guide groove is connected to the inlet of the air guide inner channel; A flow divider hole is provided on the flow guide groove, penetrating the inner extension of the heat sink; the flow divider hole is located near the inlet of the inner air guide channel.

2. The disc brake rotor according to claim 1, characterized in that: The guide channel includes an arc-shaped guide channel.

3. The disc brake rotor according to claim 1, characterized in that: The surface of the first brake pad facing away from the heat sink is a first friction surface; the surface of the second brake pad facing away from the heat sink is a second friction surface; and a concave structure is provided on the first friction surface and / or the second friction surface.

4. A disc brake rotor according to claim 3, characterized in that: The concave structure includes an arc-shaped groove.

5. A disc brake rotor according to claim 3, characterized in that: The concave structure is formed by stamping and welding or riveting.

6. A disc brake rotor according to claim 1, characterized in that: The air guide channel is located on the annular part of the heat sink.

7. A disc brake rotor according to claim 1, characterized in that: The first brake pad, the annular portion of the heat sink, and the second brake pad are bonded together by welding.

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