Brake disc cap, brake disc and vehicle

Abstract

The invention provides a brake disc cap, a brake disc and a vehicle, and relates to the technical field of vehicle parts, and the brake disc cap comprises a connecting part and a plurality of silencing frameworks. The connecting part is configured to be connected with a hub of a vehicle; at least parts of the silencing frameworks are provided with silencing structures, the multiple silencing frameworks are arranged around the periphery of the connecting part in the circumferential direction, and the silencing frameworks extend in the radial direction of the connecting part. According to the brake disc cap provided by the embodiment of the invention, the influence of brake noise on the outside can be reduced, and the heat dissipation capability is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle parts technology, and in particular to a brake disc cap, a brake disc, and a vehicle. Background Technology

[0002] During the operation of the braking system, the friction between the friction pairs causes unstable self-excited vibrations, which radiate high-frequency friction noise. Braking noise is prevalent in various braking conditions and has become a significant noise source in urban road environments. Braking noise not only reduces passenger comfort but also affects the vehicle's NVH (Noise, Vibration, and Harshness) performance, reduces the lifespan of related components, and in extreme cases, can even pose driving safety hazards. Summary of the Invention

[0003] This application provides a brake disc cap, a brake disc, and a vehicle, which can reduce noise generated during braking.

[0004] To achieve the above objectives, according to a first aspect of this application, a brake disc cap is provided, comprising:

[0005] A connecting part, configured to connect with the vehicle's wheel hub;

[0006] Multiple sound-absorbing frames, at least a portion of which is provided with a sound-absorbing structure, are arranged circumferentially around the periphery of the connecting part, and the sound-absorbing frames extend radially along the connecting part.

[0007] Optionally, the sound-absorbing frame has a sound-absorbing structure on at least one side of the connection portion in the circumferential direction. The sound-absorbing structure includes protrusions and grooves alternately arranged in the radial direction of the connection portion.

[0008] Optionally, the noise-absorbing structure includes at least one of a sawtooth structure and a wave-shaped structure.

[0009] Optionally, the noise reduction structure includes a sawtooth structure; the width of the noise reduction frame in the circumferential direction of the connection is D, and the wavelength of the sawtooth structure is λ1, where 4% ≤ λ1 / D ≤ 10%.

[0010] Optionally, the amplitude of the sawtooth structure is A1, where 5% ≤ A1 / D ≤ 15%;

[0011] And / or, 0.5≤A1 / λ1≤1.

[0012] Optionally, the sawtooth angle of the sawtooth structure is α, where α ≤ 45°.

[0013] Optionally, the noise reduction structure includes a wave-shaped structure; the width of the noise reduction frame in the circumferential direction of the connection is D, and the wavelength of the wave-shaped structure is λ2, where 5% ≤ λ2 / D ≤ 10%.

[0014] Optionally, the amplitude of the wave-shaped structure is A2, where 2.5% ≤ A2 / D ≤ 10%;

[0015] And / or, 0.25≤A2 / λ2≤1.

[0016] Optionally, the number of sound-absorbing frames is greater than or equal to four, and the multiple sound-absorbing frames are arranged circumferentially around the periphery of the connecting part.

[0017] Optionally, at least one ventilation rib is provided between adjacent sound-absorbing frames. The ventilation rib is located on the outer periphery of the connection and extends in the radial direction of the connection.

[0018] Optionally, two ventilation ribs are provided between adjacent sound-absorbing frames.

[0019] Optionally, the connecting part, the sound-absorbing frame, and the ventilation ribs are integrally molded.

[0020] According to a second aspect of this application, a brake disc is also provided, including a first friction disc, a second friction disc, and a brake disc cap as described above;

[0021] The first friction disc and the second friction disc are respectively located on opposite sides in the thickness direction of the brake disc cap.

[0022] Optionally, the coefficient of thermal expansion of the brake disc cap is C1, the coefficient of thermal expansion of the first friction disc is C2, and the coefficient of thermal expansion of the second friction disc is C3;

[0023] Where |C1-C2|≤4×10 -6 / ℃, and |C1-C3|≤4×10 -6 / ℃.

[0024] Optionally, the brake disc may further include a first adhesive layer and a second adhesive layer;

[0025] The first adhesive layer is disposed between the brake disc cap and the first friction disc;

[0026] The second adhesive layer is disposed between the brake disc cap and the second friction disc.

[0027] Optionally, the material of the first adhesive layer includes phenolic resin and chopped fibers;

[0028] And / or, the material of the second adhesive layer includes phenolic resin and chopped fibers.

[0029] Optionally, in the first adhesive layer, the volume percentage of phenolic resin is 50%-60%, and the volume percentage of chopped fibers is 40%-50%.

[0030] And / or, in the second adhesive layer, the volume percentage of phenolic resin is 50%-60%, and the volume percentage of chopped fibers is 40%-50%.

[0031] Optionally, the thickness of the first adhesive layer is 10 μm-1 mm;

[0032] And / or, the thickness of the second adhesive layer is 10μm-1mm.

[0033] Optionally, the first friction disc is provided with a first through hole that extends through the thickness direction. The first through hole is located between two adjacent ventilation ribs, and / or between a ventilation rib and an adjacent sound-absorbing frame, and / or between two adjacent sound-absorbing frames.

[0034] And / or, the second friction disc is provided with a second through hole that extends through the thickness direction, the second through hole being located between two adjacent ventilation ribs, and / or, between a ventilation rib and an adjacent sound-absorbing frame, and / or, between two adjacent sound-absorbing frames.

[0035] According to a third aspect of this application, a vehicle is also provided, including the brake disc described above.

[0036] The brake disc cap provided in this application includes a connecting portion and a noise-dampening frame. The connecting portion is configured to connect to the wheel hub of a vehicle for fixing the brake disc. At least a portion of the noise-dampening frame has a noise-dampening structure, and multiple noise-dampening frames are arranged circumferentially around the connecting portion, extending radially along the connecting portion. On one hand, circumferentially arranging multiple noise-dampening frames around the connecting portion reduces the transmission of noise to the outside environment during braking, lowering the impact of braking noise on the environment. The circumferential arrangement of multiple noise-dampening frames also helps reduce the propagation of noise in different directions. On the other hand, since the noise-dampening frames all extend radially along the connecting portion, gaps exist between adjacent frames, improving heat dissipation and facilitating the timely dissipation of heat generated during braking, thus improving the heat dissipation effect of the brake disc. In other words, the brake disc cap provided in this application can reduce the impact of braking noise on the outside environment and improve heat dissipation.

[0037] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0040] Figure 1 This is a schematic diagram of the structure of the brake disc cap provided in the embodiments of this application;

[0041] Figure 2 This is a schematic diagram of the structure of one of the sound-absorbing frames provided in the embodiments of this application;

[0042] Figure 3 This is a schematic diagram of another sound-absorbing frame provided in the embodiments of this application;

[0043] Figure 4 This is an exploded structural diagram of the brake disc provided in the embodiments of this application;

[0044] Figure 5 This is a three-dimensional structural diagram of the brake disc provided in the embodiments of this application.

[0045] Explanation of reference numerals in the attached figures:

[0046] 100. Brake disc cap; 1. Connecting part; 2. Noise muffler frame; 21. Noise muffler structure; 3. Ventilation rib; 31. Protruding structure;

[0047] 200, First friction disc; 210, First through hole; 220, Third through hole;

[0048] 300, Second friction disc; 310, Second through hole. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0050] This application provides a brake disc cap 100, please refer to [link / reference]. Figure 1The system includes a connecting portion 1 and multiple noise-absorbing frames 2. The connecting portion 1 is configured to connect to the wheel hub of a vehicle for fixing the brake disc. At least a portion of each noise-absorbing frame 2 is provided with a noise-absorbing structure 21. Multiple noise-absorbing frames 2 are arranged circumferentially around the connecting portion 1 and extend radially along the connecting portion 1. On one hand, the circumferential arrangement of multiple noise-absorbing frames 2 around the connecting portion 1 reduces the transmission of noise to the outside environment during brake disc braking, thus reducing the impact of braking noise on the environment. The circumferential arrangement of multiple noise-absorbing frames 2 around the connecting portion 1 also helps reduce the propagation of noise in different directions. On the other hand, since the noise-absorbing frames 2 all extend radially along the connecting portion 1, there are gaps between adjacent noise-absorbing frames 2, which improves heat dissipation capacity and facilitates the timely dissipation of heat generated during braking, improving the heat dissipation effect of the brake disc. In other words, the brake disc cap 100 provided in this embodiment can reduce the impact of braking noise on the outside environment and improve heat dissipation capacity.

[0051] For example, please refer to Figure 1 The connecting part 1 is annular and has multiple connecting holes. The brake disc cap 100 can be fixedly connected to the vehicle's wheel hub through the connecting holes, thereby fixing the brake disc. Multiple noise-absorbing frames 2 are spaced apart on the outer circumference of the connecting part 1 to reduce the impact of noise transmitted in different directions during braking on the outside.

[0052] In some embodiments, the noise-absorbing frame 2 is provided with a noise-absorbing structure 21 on at least one side of the connecting portion 1 in the circumferential direction. The noise-absorbing structure 21 includes protrusions and grooves alternately arranged in the radial direction of the connecting portion 1.

[0053] According to the principle of destructive interference, when two sound waves propagate to the same point in a medium, if the vibration characteristics of the two sound waves at that point are opposite, the vibrations at that point will interact with each other or even cancel each other out. Alternating protrusions and grooves can enhance the interference between radiated sound waves, thereby reducing the propagation of braking noise to the outside world.

[0054] It is understandable that the noise reduction structure 21 can be provided on one side of the noise reduction frame 2 in the circumferential direction of the connecting part 1, or the noise reduction frame 2 can be provided on both sides of the noise reduction part 1 in the circumferential direction.

[0055] In some embodiments, the noise-absorbing structure 21 includes at least one of a sawtooth structure and a wave-shaped structure. Both the sawtooth structure and the wave-shaped structure can reflect sound waves during propagation, causing sound waves to scatter and disperse them in multiple directions, reducing the concentration of sound waves in a specific direction. Furthermore, the sound waves dispersed in multiple directions can interfere with each other, causing sound waves from different directions to interact or even eliminate each other.

[0056] It is understandable that the muffler frame 2 has a muffler structure 21 on one side of the connecting part 1 in the circumferential direction, or that the muffler frame 2 has muffler structures 21 on both sides simultaneously. The muffler structure 21 can also take many forms. For example, one side of the muffler frame 2 may be a serrated structure and the other side may be a wavy structure; or both sides of the muffler frame 2 may be serrated structures; or both sides of the muffler frame 2 may be wavy structures; or one side of the muffler frame 2 may include both serrated and wavy structures, etc.

[0057] For example, please refer to Figure 1 Both sides of the noise-absorbing frame 2 are provided with wave-shaped structures. The wave-shaped structures extend in the same direction as the noise-absorbing frame 2. That is, the wave-shaped structures also extend in the radial direction of the connecting part 1. When braking noise is generated during braking, the sound waves of the noise will propagate outward. During the propagation process, the sound waves collide and reflect with the wave-shaped structures, thereby changing the direction of the sound waves and causing interference between different sound waves, thus reducing the propagation of braking noise to the outside world.

[0058] In some embodiments, the noise-absorbing structure 21 includes a sawtooth structure, the width of the noise-absorbing frame 2 in the circumferential direction of the connecting portion 1 is D, and the wavelength of the sawtooth structure is λ1, where 4% ≤ λ1 / D ≤ 10%. The wavelength of the sawtooth structure refers to the horizontal distance between two adjacent identical phase points (such as from crest to crest or from trough to trough) in the sawtooth structure, and the wavelength quantifies the spatial repetition period of the sawtooth structure.

[0059] That is, please refer to Figure 2 When the noise-absorbing structure 21 is a sawtooth structure, the width D of the noise-absorbing frame 2 and the wavelength λ1 of the sawtooth structure satisfy the following condition: 4% ≤ λ1 / D ≤ 10%. By ensuring that the width of the noise-absorbing frame 2 and the wavelength of the sawtooth structure satisfy 4% ≤ λ1 / D ≤ 10%, the density of the sawtooth structure can be guaranteed. This allows the sound waves of noise to interfere with each other after being reflected by the sawtooth structure with an appropriate density, ensuring the noise-absorbing effect and avoiding the problems of increased manufacturing difficulty and cost caused by an excessively dense sawtooth structure.

[0060] Wherein, the width D of the sound-absorbing frame 2 refers to the maximum width of the sound-absorbing frame 2 in the circumferential direction of the connecting part 1.

[0061] In some embodiments, the amplitude of the sawtooth structure is A1, where 5% ≤ A1 / D ≤ 15%. The amplitude of the sawtooth structure refers to the maximum vertical distance from the baseline (typically the lowest point) to the crest of the wave.

[0062] Please see Figure 2When the silencing structure 21 is a sawtooth structure, the width D of the silencing frame 2 and the amplitude A of the sawtooth structure satisfy the condition: 5% ≤ A1 / D ≤ 15%. A1 / D reflects the degree of fluctuation of the sawtooth structure relative to the overall size of the silencing frame 2. By ensuring that the amplitude of the sawtooth structure and the width of the silencing frame 2 satisfy the condition of 5% ≤ A1 / D ≤ 15%, the sawtooth structure can have sufficient fluctuation, improving the scattering and reflection effect of sound waves, forming sufficient interference between sound waves, and enhancing the silencing effect. At the same time, it can also ensure that the sawtooth structure has strong structural stability and is not easily damaged by external forces. That is, by setting 5% ≤ A1 / D ≤ 15%, a certain structural strength can be guaranteed, reducing the probability of damage to the brake disc cap 100 during use, while also ensuring the silencing effect.

[0063] In some embodiments, 0.5 ≤ A1 / λ1 ≤ 1. A1 / λ1 reflects the sharpness of the sawtooth structure. When 0.5 ≤ A1 / λ1 ≤ 1, the sawtooth structure can have a better scattering effect on sound waves, dispersing the energy of sound waves in multiple directions, thereby reducing the concentration and amplification effect of sound waves in a specific direction, and further causing the sound waves scattered in multiple directions to interfere with each other, achieving a better noise reduction effect.

[0064] In some embodiments, the sawtooth angle of the sawtooth structure is α, where α ≤ 45°, and... That is, the sawtooth angle α of the sawtooth structure is the arctangent function of the ratio between λ1 / 2 and A1. For example, when the ratio between λ1 / 2 and A1 is 1, α = 45°. The magnitude of the sawtooth angle α affects the interaction between the sound wave and the sawtooth slope. A smaller sawtooth angle allows the sound wave to scatter more easily in multiple directions, and after the sound wave is scattered in multiple directions, it is easier for them to interfere with each other, thereby improving the noise reduction effect. Therefore, in order to ensure the noise reduction effect of the sawtooth structure, α ≤ 45° is set.

[0065] For example, such as Figure 2 As shown, Figure 2 In the zigzag structure shown, each zigzag is an isosceles triangle. In this case, the length of the base of the isosceles triangle is equal to the wavelength λ1 of the zigzag structure, the height of the isosceles triangle is equal to the amplitude A1 of the zigzag structure, and the zigzag angle α is half the vertex angle of the isosceles triangle. It can be understood that when the zigzag structure is asymmetrical, the zigzag angle α can differ from... Figure 2 As shown, as long as the following conditions are met That's all.

[0066] In some embodiments, the noise-absorbing structure 21 includes a wavy structure, the width of the noise-absorbing frame 2 in the circumferential direction of the connecting portion 1 is D, and the wavelength of the wavy structure is λ2, where 5% ≤ λ2 / D ≤ 10%. That is, please refer to... Figure 3When the noise-absorbing structure 21 is a wave-shaped structure, the width D of the noise-absorbing frame 2 and the wavelength λ2 of the wave-shaped structure satisfy: 5% ≤ λ2 / D ≤ 10%. Similar to the sawtooth structure, by ensuring that the width of the noise-absorbing frame 2 and the wavelength of the wave-shaped structure satisfy 4% ≤ λ1 / D ≤ 10%, the density of the wave-shaped structure can be guaranteed. This allows the sound waves of noise to interfere with each other after being reflected by the wave-shaped structure with an appropriate density, ensuring the noise-absorbing effect and avoiding the problems of increased manufacturing difficulty and cost caused by an overly dense wave-shaped structure.

[0067] In some embodiments, the amplitude of the wave-shaped structure is A2, where 2.5% ≤ A2 / D ≤ 10%. See also... Figure 3 When the silencing structure 21 is a wave-shaped structure, the width D of the silencing frame 2 and the amplitude A2 of the wave-shaped structure satisfy the condition: 5% ≤ A2 / D ≤ 15%. A2 / D reflects the degree of undulation of the wave-shaped structure relative to the overall size of the silencing frame 2. By ensuring that the amplitude of the wave-shaped structure and the width of the silencing frame 2 satisfy the condition of 2.5% ≤ A2 / D ≤ 10%, the wave-shaped structure has sufficient undulation, improving the scattering and reflection effect of sound waves, creating sufficient interference between sound waves, and enhancing the silencing effect. At the same time, it also ensures that the wave-shaped structure has strong structural stability and is not easily damaged by external forces. That is, by setting 5% ≤ A2 / D ≤ 15%, a certain structural strength can be guaranteed, reducing the probability of damage to the brake disc cap 100 during use, while also ensuring the silencing effect.

[0068] In some embodiments, 0.25 ≤ A2 / λ2 ≤ 1. A2 / λ2 reflects the sharpness of the wave-shaped structure. When 0.25 ≤ A2 / λ2 ≤ 1, the wave-shaped structure can have a better scattering effect on sound waves, dispersing the energy of sound waves in multiple directions, thereby reducing the concentration and amplification effect of sound waves in a specific direction, and further causing the sound waves scattered in multiple directions to interfere with each other, achieving a better noise reduction effect.

[0069] In some embodiments, the number of noise-absorbing frames 2 is greater than or equal to four, and the multiple noise-absorbing frames 2 are arranged circumferentially around the periphery of the connecting portion 1. To reduce the propagation of braking noise in all directions, it is preferable to provide four or more noise-absorbing frames 2 to achieve a better noise reduction effect. The circumferentially spaced arrangement of the noise-absorbing frames 2 around the periphery of the connecting portion 1 allows for a larger gap between adjacent noise-absorbing frames 2, improving heat dissipation. Specifically, to ensure good noise reduction in all directions, it is preferable to evenly distribute the multiple noise-absorbing frames 2 circumferentially around the periphery of the connecting portion 1.

[0070] Besides generating significant braking noise, brake discs in related technologies also suffer from poor ventilation and heat dissipation. During braking, on the one hand, friction between the brake disc and brake pads generates a large amount of heat, most of which is absorbed by the brake disc through heat conduction, convection, and radiation, creating a significant temperature gradient within the braking system. On the other hand, some components within the braking system use high-strength bolt assemblies, which, under the influence of centrifugal force and brake shoe pressure during braking, contribute to heat generation. Furthermore, the material properties of various components in related technologies differ, particularly their coefficients of thermal expansion and constraint conditions, easily leading to thermal stress between the components. During emergency braking, frequent braking, or long downhill braking, the temperature of the brake disc can rise sharply, potentially causing brake failure, tire fires, and other accidents.

[0071] In some embodiments, please refer to Figure 1 At least one ventilation rib 3 is also provided between adjacent sound-absorbing frames 2. The ventilation rib 3 is located on the outer periphery of the connecting part 1 and extends radially along the connecting part 1. By providing ventilation ribs 3 between the sound-absorbing frames 2, on the one hand, the contact area can be increased and the bonding performance can be improved when the brake disc cap 100 is assembled into a brake disc. On the other hand, ventilation channels can be formed between adjacent ventilation ribs 3 and sound-absorbing frames 2, and / or between adjacent ventilation ribs 3, which can improve heat dissipation and ventilation performance.

[0072] In some embodiments, please refer to Figure 1 Two ventilation ribs 3 are provided between adjacent muffler frames 2. By simultaneously providing two ventilation ribs 3 between adjacent muffler frames 2, gaps are created between the two adjacent ventilation ribs 3, as well as between adjacent ventilation ribs 3 and muffler frames 2. When the brake disc cap 100 is assembled with other components to form a brake disc, these gaps can serve as ventilation channels to achieve ventilation and heat dissipation, thereby improving the heat dissipation effect.

[0073] In some embodiments, the connecting part 1, the sound-absorbing frame 2, and the ventilation rib 3 are integrally formed. In order to ensure the overall performance of the brake disc cap 100, the connecting part 1, the sound-absorbing frame 2, and the ventilation rib 3 are integrally formed, thereby improving the structural stability of the brake disc cap 100.

[0074] According to a second aspect of this application, a brake disc is also provided, including a first friction disc 200, a second friction disc 300, and a brake disc cap 100 as described above, wherein the first friction disc 200 and the second friction disc 300 are respectively disposed on opposite sides in the thickness direction X of the brake disc cap 100.

[0075] For example, please refer to Figure 4 and Figure 5 The brake disc cap 100 is disposed between the first friction disc 200 and the second friction disc 300. The first friction disc 200, the brake disc cap 100, and the second friction disc 300 are stacked sequentially along the thickness direction X and connected to each other to form a brake disc. Since the brake disc cap 100 includes a connecting part 1 for connecting to the vehicle wheel hub and a noise reduction structure 21 for noise reduction, the brake disc can be fixed and connected to the vehicle wheel hub, and the propagation of braking noise can be reduced by the noise reduction structure 21.

[0076] In some embodiments, the coefficient of thermal expansion of the brake disc cap 100 is C1, the coefficient of thermal expansion of the first friction disc 200 is C2, and the coefficient of thermal expansion of the second friction disc 300 is C3. Wherein, |C1-C2|≤4×10⁻⁶ -6 / ℃, and |C1-C3|≤4×10 -6 / ℃.

[0077] In other words, the difference between the coefficient of thermal expansion C2 of the first friction disc 200 and the coefficient of thermal expansion C1 of the brake disc cap 100 is 4 × 10⁻⁶. -6 / ℃ or below. Similarly, the difference between the coefficient of thermal expansion C3 of the second friction disc 300 and the coefficient of thermal expansion C1 of the brake disc cap 100 is also 4×10. -6 / ℃ below.

[0078] As mentioned earlier, the brake disc generates heat during braking. This heat is controlled by adjusting the difference in thermal expansion coefficients between the brake disc cap 100 and the first friction disc 200, as well as the difference in thermal expansion coefficients between the brake disc cap 100 and the second friction disc 300, to within 4 × 10⁻⁶. -6 Below ℃, it can reduce the possibility of brake discs becoming loose due to expansion when heated, and reduce the generation of thermal stress between different components, thereby improving stability.

[0079] It is understood that |C1-C2| represents the absolute value of C1-C2, and |C1-C3| represents the absolute value of C1-C3. That is, this application does not impose any restrictions on the size relationship between C1, C2, and C3.

[0080] In some embodiments, the brake disc further includes a first adhesive layer and a second adhesive layer (not shown in the figures). The first adhesive layer is disposed between the brake disc cap 100 and the first friction disc 200, and the second adhesive layer is disposed between the brake disc cap 100 and the second friction disc 300. That is, in this embodiment, the brake disc connects the first friction disc 200 and the brake disc cap 100 via the first adhesive layer, and connects the second friction disc 300 and the brake disc cap 100 via the second adhesive layer, replacing the bolt connection method used in related technologies. This facilitates the processing and forming of the brake disc and reduces uneven wear between different components during braking.

[0081] In some embodiments, the material of the first adhesive layer includes phenolic resin and chopped fibers. The phenolic resin provides good bonding properties, while the chopped fibers fill the loose areas between the different layers, further improving the bonding performance between the brake disc cap 100 and the first friction disc 200.

[0082] In some embodiments, the material of the second adhesive layer includes phenolic resin and chopped fibers. Similar to the first adhesive layer, the inclusion of phenolic resin and chopped fibers in the second adhesive layer also ensures the bonding performance between the brake disc cap 100 and the second friction disc 300.

[0083] In some embodiments, in the first and second adhesive layers, the volume percentage of phenolic resin is 40%-50%, and the volume percentage of chopped fibers is 50%-60%, with the chopped fibers having a length of 100μm-500μm and a K value greater than 1K. By compounding 40%-50% phenolic resin with 50%-60% chopped fibers, the first and second adhesive layers can contain more reinforcing phases, improving the tensile and compressive strength after bonding and providing superior mechanical properties. The 100μm-500μm length of the chopped fibers facilitates better dispersion and arrangement, thereby enhancing the overall performance of the composite material. A K value greater than 1K indicates that a bundle of fibers contains at least 1000 fibers with a relatively fine diameter, facilitating uniform dispersion and subsequent processing of the chopped fibers.

[0084] In some embodiments, the thickness of the first adhesive layer is 10 μm-1 mm. A thinner adhesive layer results in lower stiffness and insufficient bond strength, affecting durability. Conversely, an excessively thick adhesive layer generates significant internal stress, easily leading to cracking, delamination, or detachment. Furthermore, the adhesive layer undergoes volume changes during curing; if the layer is too thick, these volume changes are more pronounced, reducing the bonding strength at the interface. To ensure sufficient bond strength and reduce defects, the thickness of the first adhesive layer in this embodiment is set to 10 μm-1 mm.

[0085] In some embodiments, the thickness of the second adhesive layer is 10 μm-1 mm. Similar to the first adhesive layer, in order to ensure that the second adhesive layer can also provide sufficient adhesive strength and reduce the occurrence of defects, the second adhesive layer is also configured in the same way.

[0086] Understandably, in practical applications, the thickness of the adhesive layer can be adjusted according to actual needs.

[0087] In some embodiments, to ensure a tight bond between the brake disc cap 100 and the first friction disc 200 and the second friction disc 300, the first friction disc 200, the first adhesive layer, the brake disc cap 100, the second adhesive layer, and the second friction disc 300 are assembled and then hot-pressed. The hot-pressing pressure is set to 0.5-4 MPa, the hot-pressing temperature is set to 120℃-150℃, and the hot-pressing time is 1h-3h. Hot pressing enables the first friction disc 200, the brake disc cap 100, and the second friction disc 300 to be tightly bonded together, forming a brake disc.

[0088] In some embodiments, please refer to Figure 4 The first friction disc 200 is provided with a first through hole 210 extending through the thickness direction. The first through hole 210 is provided between two adjacent ventilation ribs 3, and / or between the ventilation rib 3 and the adjacent sound-absorbing frame 2, and / or between two adjacent sound-absorbing frames 2.

[0089] The first through hole 210 is provided between adjacent ventilation ribs 3, and / or between ventilation ribs 3 and adjacent sound-absorbing frames 2, and / or between two adjacent sound-absorbing frames 2, so that the ventilation channel formed between adjacent ventilation ribs 3 and / or between ventilation ribs 3 and adjacent sound-absorbing frames 2, and / or between two adjacent sound-absorbing frames 2 can be connected to the outside through the first through hole 210, thereby improving the heat dissipation and ventilation performance of the brake disc and reducing the accumulation of heat inside the brake disc.

[0090] In some embodiments, please refer to Figure 4 The second friction disc 300 is provided with a second through hole 310 that extends through the thickness direction X. The second through hole 310 is provided between two adjacent ventilation ribs 3, and / or between the ventilation rib 3 and the adjacent sound-absorbing frame 2, and / or between two adjacent sound-absorbing frames 2.

[0091] Similar to the first friction disc 200, the second friction disc 300 is provided with a second through hole 310 to improve the ventilation and heat dissipation capacity of the brake disc on the second friction disc 300 side.

[0092] In some embodiments, please refer to Figure 5 The brake disc is also provided with a third through hole 220, which penetrates the first friction disc 200, the muffler frame 2, and the second friction disc 300 along the thickness direction X. The third through hole 220 can optimize the ventilation and heat dissipation performance of the muffler frame 2, reduce the thermal expansion of the muffler frame 2 under repeated braking conditions, and reduce the amount of deformation.

[0093] In some embodiments, please refer to Figure 4The ventilation rib 3 is provided with a raised structure 31 that protrudes along the thickness direction X, while the first friction disc 200 and / or the second friction disc 300 are provided with corresponding recessed structures. The cooperation between the raised structure 31 and the recessed structure can improve the bonding performance between the brake disc cap 100 and the first friction disc 200 and / or the second friction disc 300.

[0094] According to a third aspect of this application, a vehicle is also provided, including the brake disc as described above. This vehicle possesses all the beneficial effects of the aforementioned brake disc cap 100, which will not be elaborated further herein.

[0095] The present application will be further illustrated below with reference to specific embodiments. It should be understood that these embodiments are for illustrative purposes only and are not intended to limit the scope of the present application.

[0096] Example 1

[0097] In this embodiment, six noise-dampening frames are arranged circumferentially around the connecting part of the brake disc cap. Two ventilation ribs are provided between every two adjacent noise-dampening frames. The brake disc cap has the same coefficient of thermal expansion as the first friction disc and the second friction disc. The noise-dampening frames have serrated structures on both sides. The wavelength of the serrated structure is 4% of the width of the noise-dampening frame, the amplitude is 5% of the width of the noise-dampening frame, and the serration angle is 21.8°.

[0098] The brake disc cap is heat-pressed to the first friction disc via a first adhesive layer and to the second friction disc via a second adhesive layer. The materials of the first and second adhesive layers comprise 50% phenolic resin and 50% chopped fibers by volume, with the chopped fibers having a length of 250 μm.

[0099] After the first friction layer, the first adhesive layer, the brake disc cap, the second adhesive layer, and the second friction disc are stacked in sequence, they are hot-pressed at 130°C and 2MPa for 2 hours to make the bonding strength between the first friction disc and the brake disc cap, and between the second friction disc and the brake disc cap, 11MPa, and the thickness of the first adhesive layer and the second adhesive layer 50μm.

[0100] Example 2

[0101] In this embodiment, six noise-dampening frames are arranged around the outer periphery of the brake disc cap connection portion. Two ventilation ribs are provided between every two adjacent noise-dampening frames. The brake disc cap has the same coefficient of thermal expansion as the first friction disc and the second friction disc. The noise-dampening frames have serrated structures on both sides. The wavelength of the serrated structure is 4% of the width of the noise-dampening frame, the amplitude is 10% of the width of the noise-dampening frame, and the serration angle is 11.3°.

[0102] The brake disc cap is heat-pressed to the first friction disc via a first adhesive layer and to the second friction disc via a second adhesive layer. The materials of the first and second adhesive layers comprise 50% phenolic resin and 50% chopped fibers by volume, with the chopped fibers having a length of 250 μm.

[0103] After the first friction layer, the first adhesive layer, the brake disc cap, the second adhesive layer, and the second friction disc are stacked in sequence, they are hot-pressed at 130°C and 2MPa for 2 hours to make the bonding strength between the first friction disc and the brake disc cap, and between the second friction disc and the brake disc cap, 12MPa, and the thickness of the first adhesive layer and the second adhesive layer is 1μm.

[0104] Example 3

[0105] In this embodiment, six noise-dampening frames are arranged circumferentially around the connecting part of the brake disc cap. Two ventilation ribs are provided between every two adjacent noise-dampening frames. The brake disc cap has the same coefficient of thermal expansion as the first friction disc and the second friction disc. The two sides of the noise-dampening frames have a wave-shaped structure, the wavelength of which is 5% of the width of the noise-dampening frame, and the amplitude is 2.5% of the width of the noise-dampening frame.

[0106] The brake disc cap is heat-pressed to the first friction disc via a first adhesive layer and to the second friction disc via a second adhesive layer. The materials of the first and second adhesive layers comprise 50% phenolic resin and 50% chopped fibers by volume, with the chopped fibers having a length of 250 μm.

[0107] After the first friction layer, the first adhesive layer, the brake disc cap, the second adhesive layer, and the second friction disc are stacked in sequence, they are hot-pressed at 130°C and 2MPa for 2 hours to make the bonding strength between the first friction disc and the brake disc cap, and between the second friction disc and the brake disc cap, 11MPa, and the thickness of the first adhesive layer and the second adhesive layer 50μm.

[0108] Example 4

[0109] In this embodiment, six noise-dampening frames are arranged circumferentially around the connecting part of the brake disc cap. Two ventilation ribs are provided between every two adjacent noise-dampening frames. The brake disc cap has the same coefficient of thermal expansion as the first friction disc and the second friction disc. The two sides of the noise-dampening frames have a wave-shaped structure, the wavelength of which is 10% of the width of the noise-dampening frame, and the amplitude is 2.5% of the width of the noise-dampening frame.

[0110] The brake disc cap is heat-pressed to the first friction disc via a first adhesive layer and to the second friction disc via a second adhesive layer. The materials of the first and second adhesive layers comprise 50% phenolic resin and 50% chopped fibers by volume, with the chopped fibers having a length of 250 μm.

[0111] After the first friction layer, the first adhesive layer, the brake disc cap, the second adhesive layer, and the second friction disc are stacked in sequence, they are hot-pressed at 130°C and 2MPa for 2 hours to make the bonding strength between the first friction disc and the brake disc cap, and between the second friction disc and the brake disc cap, 12MPa, and the thickness of the first adhesive layer and the second adhesive layer is 1μm.

[0112] Comparative Example 1

[0113] This comparative example uses a split disc cap, with one side connected to the friction disc and the other side connected to the vehicle's wheel hub. The split disc cap is connected to the friction disc by bolts, and it does not have a sound-dampening structure or ventilation ribs.

[0114] Comparative Example 2

[0115] The difference between this comparative example and Example 1 is that the silencing skeleton in the brake disc cap is replaced with a rectangular skeleton that does not contain a serrated structure, while the other conditions remain the same as in Example 1.

[0116] Braking noise tests were conducted on the brake discs in Examples 1-4 and Comparative Examples 1-2. The test methods were based on the SAE J2521 noise test standard, "Screaming Noise Matrix for Disc and Drum Brakes". The results are shown in Table 1.

[0117] Table 1. Comparison of brake disc braking noise test results in different embodiments and comparative examples.

[0118]

[0119] As can be seen from Table 1, the braking noise of Examples 1-4 is significantly reduced compared to Comparative Examples 1-2, indicating that the embodiments of this application reduce the generation of noise during braking by adding a sound-absorbing frame.

[0120] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0121] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0122] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0123] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A brake disc cap, characterized in that Comprising: a connecting portion configured to be connected with a wheel hub of a vehicle; a plurality of sound attenuation skeletons, at least part of the sound attenuation skeletons being provided with sound attenuation structures, the plurality of sound attenuation skeletons being circumferentially arranged around the connecting portion, and the sound attenuation skeletons extending along a radial direction of the connecting portion.

2. A brake disc cap according to claim 1, characterised in that, At least part of the sound attenuation skeletons on at least one side in the circumferential direction of the connecting portion is provided with the sound attenuation structures, and the sound attenuation structures comprise protrusions and grooves arranged alternately along the radial direction of the connecting portion.

3. A brake disc cap according to claim 2, characterised in that, The sound attenuation structures comprise at least one of a sawtooth structure and a wave structure.

4. A brake disc cap according to claim 3, characterised in that, The sound attenuation structures comprise the sawtooth structure; a width of the sound attenuation skeleton in the circumferential direction of the connecting portion is D, a wavelength of the sawtooth structure is λ1, and 4%≤λ1 / D≤10%.

5. A brake disc cap according to claim 4, wherein, An amplitude of the sawtooth structure is A1, and 5%≤A1 / D≤15%; And / or, 0.5≤A1 / λ1≤1.

6. A brake disc cap according to claim 5, characterised in that, A sawtooth angle of the sawtooth structure is α, and α≤45°.

7. The brake disc cap of claim 3, wherein, The sound attenuation structures comprise the wave structure; a width of the sound attenuation skeleton in the circumferential direction of the connecting portion is D, a wavelength of the wave structure is λ2, and 5%≤λ2 / D≤10%.

8. A brake disc cap according to claim 7, characterised in that, An amplitude of the wave structure is A2, and 2.5%≤A2 / D≤10%; And / or, 0.25≤A2 / λ2≤1.

9. The brake disc cap of claim 1, wherein, The number of the sound attenuation skeletons is greater than or equal to four, and the plurality of sound attenuation skeletons are circumferentially arranged at intervals around the connecting portion.

10. A brake disc cap according to any one of claims 1 to 9, wherein, At least one ventilation rib is further arranged between adjacent sound attenuation skeletons, the ventilation rib is arranged in the circumferential direction of the connecting portion, and the ventilation rib extends along the radial direction of the connecting portion.

11. A brake disc cap according to claim 10, characterised in that, Two ventilation ribs are arranged between adjacent sound attenuation skeletons.

12. The brake disc cap of claim 10, wherein, The connecting portion, the sound attenuation skeleton, and the ventilation rib are integrally formed.

13. A brake disc, characterized in that Comprising a first friction disc, a second friction disc, and a brake disc cap according to any one of claims 1-12; The first friction disc and the second friction disc are respectively arranged on opposite sides in the thickness direction of the brake disc cap.

14. The brake disc of claim 13, wherein, The thermal expansion coefficient of the brake disc cap is C1, the thermal expansion coefficient of the first friction disc is C2, and the thermal expansion coefficient of the second friction disc is C3. wherein |C1-C2|≤ 4 x 10 -6 / °C, and |C1-C3|≤ 4 x 10 -6 / °C.

15. The brake disc of claim 13, wherein, Further comprising a first adhesive layer and a second adhesive layer; The first adhesive layer is arranged between the brake disc cap and the first friction disc; The second adhesive layer is arranged between the brake disc cap and the second friction disc.

16. The brake disc of claim 15, wherein, The material of the first adhesive layer comprises phenolic resin and chopped fibers; And / or, the material of the second adhesive layer comprises phenolic resin and chopped fibers.

17. A brake disc according to claim 16, characterised in that, In the first adhesive layer, the volume fraction of the phenolic resin is 50%-60%, and the volume fraction of the chopped fibers is 40%-50%; And / or, in the second adhesive layer, the volume fraction of the phenolic resin is 50%-60%, and the volume fraction of the chopped fibers is 40%-50%.

18. The brake disc of claim 15, wherein, The thickness of the first adhesive layer is 10μm-1mm; And / or, the thickness of the second adhesive layer is 10μm-1mm.

19. The brake disc of claim 13, wherein, The first friction disc is provided with a first through hole penetrating along the thickness direction, the first through hole is arranged between two adjacent ventilation ribs, and / or between the ventilation rib and the adjacent sound attenuation framework, and / or between two adjacent sound attenuation frameworks. The second friction disc is provided with a second through hole penetrating along the thickness direction, the second through hole is arranged between two adjacent ventilation ribs, and / or between the ventilation rib and the adjacent sound attenuation framework, and / or between two adjacent sound attenuation frameworks.

20. A vehicle characterized by A brake disc comprising any one of claims 13-19.

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