Brake disc

Abstract

The brake disc comprises a joint and a friction disc, the joint is installed on a wheel axle, a flange plate is arranged on the side, away from the wheel axle, of the joint disc, and a plurality of tooth grooves are evenly formed in the side, away from the wheel axle, of the flange plate in the circumferential direction at intervals. The friction disc is arranged on the periphery of the center flange plate in a sleeving mode, meshing teeth are arranged on the inner circumference of the friction disc in the circumferential direction, the meshing teeth are contained in the tooth grooves, and the meshing teeth and the tooth grooves are arranged in a one-to-one correspondence mode. The meshing teeth abut against the groove wall of the meshing tooth groove so that braking torque can be transmitted, torque transmission is more reliable, a connecting piece between the joint and the friction disc is not needed to transmit the braking torque, therefore, the connecting piece does not need to be subjected to reinforcing process treatment, cost is lower, the friction disc is arranged on the flange in the circumferential direction in a sleeving mode and does not wrap the periphery of the whole joint, and the friction disc is more stable. Therefore, the thickness size is small, the breaking size of the brake calipers is not large when the brake calipers are installed, and the brake calipers are easy to install.

Description

[0001] Cross-referencing

[0002] This application incorporates Chinese Patent Application No. 202423318635.4 entitled “Brake Disc”, filed on December 31, 2024, which is incorporated herein by reference in its entirety. Technical Field

[0003] This utility model relates to the field of vehicle braking equipment, and more particularly to brake discs. Background Technology

[0004] Brake discs are a crucial component of a vehicle's braking system. When a train or car is in motion, the brake disc rotates along with the wheels or axles. During braking, the brake calipers clamp the brake disc, and friction between the calipers and the disc's surfaces absorbs kinetic energy, thus slowing the vehicle down and bringing it to a stop. Therefore, the braking performance of the brake discs directly affects the vehicle's safety performance.

[0005] Traditional brake discs were manufactured using a one-piece casting process, resulting in significant weight that hindered vehicle weight reduction and increased fuel consumption. Therefore, current brake discs feature a separate bushing and friction disc body structure, allowing the bushing to be made of a lower-density material, thus reducing the brake disc's weight. However, the bushing and friction disc body are typically connected using riveting, screwing, or pins. During braking, braking torque is transmitted through these connecting bolts or pins. Each connecting component bears a large torque, requiring specialized reinforcement processes and a large number of components, leading to complex assembly. Alternatively, the friction disc body may be located on the outer periphery of the bushing, resulting in a large overall thickness of the brake disc and affecting caliper installation. Utility Model Content

[0006] In view of the above problems, this utility model embodiment is proposed. The purpose of this utility model embodiment is to provide a brake disc with a thin friction disc, which is conducive to the installation of brake calipers, and the required connecting parts do not need to undergo special reinforcement processes, and the braking torque transmission is reliable.

[0007] To achieve this objective, the present invention adopts the following technical solution:

[0008] The technical solution provided by this utility model embodiment involves a flange on the side of the clutch disc facing away from the wheel axle, with multiple grooves evenly spaced circumferentially on the side of the flange facing away from the wheel axle. A friction disc is fitted around the outer periphery of the central flange, and engaging teeth are provided circumferentially on the inner periphery of the friction disc. These engaging teeth are housed in the grooves, and each engaging tooth corresponds to a groove. The contact between the engaging teeth and the groove walls transmits braking torque, making torque transmission more reliable. No connecting parts between the clutch disc and the friction disc are needed to transmit braking torque, thus eliminating the need for reinforcement processing on the connecting parts, resulting in lower costs. Furthermore, since the friction disc is fitted around the circumference of the flange, rather than covering the entire outer periphery of the clutch disc, its thickness is small, requiring less opening during brake caliper installation, facilitating brake caliper installation. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 A front view and a cross-sectional view (AA) of the mortise and tenon joint provided in an embodiment of the present invention;

[0011] Figure 2 Side view and rear view of the mortise and tenon joint provided in an embodiment of the present invention;

[0012] Figures 3-4 This is a schematic diagram of the structure of a friction disc provided in an embodiment of the present invention;

[0013] Figure 5 This is a schematic diagram of the structure of a brake disc provided in an embodiment of the present invention;

[0014] Figure 6 for Figure 5 Enlarged view of point D in the middle.

[0015] In the picture:

[0016] 1. Connecting head; 2. Friction disc; 3. Connecting assembly;

[0017] 10. Flange; 11. Threaded groove; 12. Receiving groove; 13. Through hole; 14. Connection part;

[0018] 21. Disc body; 22. Engaging teeth; 23. First heat dissipation hole; 24. Second heat dissipation hole; 25. Through hole;

[0019] 31. Insertion component; 311. Limiting head; 312. Insertion rod; 32. Locking component; 33. Pressure pad; 34. Pre-tightening component. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0021] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0022] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0023] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0024] Please refer to Figures 1-5As shown in the figure, this application embodiment provides a brake disc, which includes a coupling 1, a friction disc 2, and a connecting assembly 3. The coupling 1 is mounted on a wheel axle to connect the brake disc to the wheel axle. A flange 10 is provided on the side of the coupling 1 away from the wheel axle. A plurality of grooves 11 are evenly spaced on the circumferential direction of the flange 10 away from the wheel axle. The friction disc 2 includes a disc body 21 and a plurality of meshing teeth 22. A fitting hole is provided in the center of the disc body 21. The plurality of meshing teeth 22 are evenly spaced on the hole wall of the fitting hole and extend toward the center of the fitting hole. The disc body 21 is fitted onto the outer periphery of the central flange 10. The meshing teeth 22 are accommodated in the grooves 11, and the meshing teeth 22 and the grooves 11 are arranged in a one-to-one correspondence. The connecting assembly 3 locks the coupling 1 and the friction disc 2. When the vehicle brakes, the meshing teeth 22 abut against the groove wall of the tooth groove 11 to bear the braking torque. This not only has a strong torque-bearing capacity, but also avoids bearing the braking torque on the connecting component 3 that locks the head 1 and the friction disc 2. The connecting component 3 does not require special manufacturing processes to enhance its strength, and the number of connecting components 3 is also reduced, thereby reducing costs. In addition, the friction disc 2 is fitted around the circumference of the flange 10, rather than the entire circumference of the head 1. Therefore, its thickness is small, and the opening size when the brake caliper is clamped onto the disc body 21 of the friction disc 2 does not need to be large, which facilitates the installation of the brake caliper and makes it easier for the brake caliper to apply braking force to the friction disc 2.

[0025] The lighter the brake disc, the lower the vehicle's fuel consumption, which is more conducive to vehicle weight reduction. Therefore, in some embodiments of this application, the clutch 1 can be made of a material with lower density, such as aluminum alloy, as long as it meets the mechanical properties. This application does not make any specific limitations.

[0026] It is understandable that the groove 11 is a recessed structure on the flange 10, while the groove wall between two adjacent grooves 11 is a protruding structure relative to the groove 11. The protruding groove wall relative to the groove 11 can be a meshing tooth, which meshes with the meshing tooth 22 housed in the groove 11. In other words, the outer teeth of the flange 10 mesh with the inner teeth of the friction disc 2, and the flange 10 and friction disc 2 are meshed together. This allows the structural features of the flange 10 and friction disc 2 to withstand braking torque, making them less prone to damage, reducing brake disc costs, and increasing brake disc lifespan.

[0027] The more meshing teeth 22 there are, the stronger the braking torque capacity. However, a larger number of teeth is limited by the size of the friction disc 2. Smaller meshing teeth 22 result in weaker structural strength; therefore, the number of meshing teeth 22 cannot be too high. For this purpose, please refer to... Figures 1-5 As shown, in some embodiments of this application, the angle between the center lines of two adjacent meshing teeth 22 is 30°, and 12 meshing teeth 22 are evenly provided on the inner circumference of the friction disk 2, which can ensure both the strength of the meshing teeth 22 and the ability to bear the braking torque.

[0028] It should be noted that the meshing tooth 22 and the tooth socket 11 are in clearance fit to allow for micro-movements in the radial and circumferential directions between the friction disc 2 and the head 1, so as to absorb assembly errors and reduce assembly difficulty.

[0029] When bearing braking torque, the friction between the friction disc 2 and the brake caliper is subjected to friction for a relatively long time due to the large braking torque. This results in a large amount of heat being generated between the friction disc 2 and the brake caliper. Excessive temperature can damage not only the brake caliper and the friction disc 2, but also other components of the vehicle body. Therefore, in some embodiments of this application, multiple first heat dissipation holes 23 are provided at intervals on the outer periphery of the friction disc 2. The axis of the first heat dissipation hole 23 is the center line of the corresponding meshing tooth 22. The thickness of the meshing tooth 22 is less than the thickness of the disc body 21, and the first heat dissipation hole 23 penetrates part of the meshing tooth 22, becoming a through hole. During braking, as the friction disc 2 rotates, airflow continuously passes through the first heat dissipation hole 23, carrying away the heat from the friction disc 2 and reducing its temperature. It should be noted that the length of the first heat dissipation hole 23 penetrating the meshing tooth 22 should not be too long to ensure the strength of the meshing tooth 22 and the installation space on the meshing tooth 22.

[0030] Further, please refer to Figures 1-5 As shown, in some embodiments of this application, a plurality of second heat dissipation holes 24 are also provided at intervals on the outer periphery of the friction disk 2. The second heat dissipation holes 24 are located between two adjacent first heat dissipation holes 23, and the axis of the second heat dissipation hole 24 passes through the axis of the friction disk 2 and penetrates the disk body 21 of the friction disk 2. During the rotation of the friction disk 2, airflow passes through the first heat dissipation holes 23 and the second heat dissipation holes 24, carrying away the heat of the friction disk 2 and achieving cooling of the friction disk 2. Compared with the method of having only one type of heat dissipation hole, the cooling effect is better with the action of two types of heat dissipation holes.

[0031] It is understandable that if the brake disc cools unevenly, with some parts of the disc housing 21 cooling faster than others, the slower-cooling parts of the disc housing 21 will be subjected to high temperatures for an extended period, generating stress throughout the entire disc housing 21 and severely impacting the brake disc's lifespan. Therefore, please refer to... Figures 1-5As shown, in some embodiments of this application, the angle between the axis of the second heat dissipation hole 24 and the axis of the adjacent first heat dissipation hole 23 is 15°. That is, the axis of the second heat dissipation hole 24 between two adjacent first heat dissipation holes 23 is the angle bisector of the angle formed by the axes of the two first heat dissipation holes 23. This ensures that the first heat dissipation holes 23 and 24 are evenly located on the entire brake disc. Furthermore, the diameters of the first heat dissipation holes 23 and 24 are equal, thereby ensuring that the airflow through the first heat dissipation holes 23 and 24 is the same, which can evenly remove heat from the brake disc and ensure that the brake disc can be cooled evenly.

[0032] Since the braking torque is borne by the meshing teeth and meshing teeth 22, the number of connecting components 3 only needs to ensure a stable locking between the engagement head 1 and the friction disc 2. Therefore, in some embodiments of this application, one of the two adjacent meshing teeth 22 is provided with a through hole 25, and the flange 10 is provided with a through hole 13 coaxial with the through hole 25. The connecting components 3 are inserted into the through hole 25 and the through hole 13 to lock the engagement head 1 and the friction disc 2. The number of connecting components 3 is relatively small, the assembly time is short, and the assembly effect is high. Furthermore, the connecting components 3 can be made of ordinary materials, without special processes or customization, resulting in lower costs.

[0033] For details, please refer to Figures 5-6 As shown, in some embodiments of this application, the connecting component 3 includes a through member 31, a locking member 32, and a pressure pad 33. The through member 31 includes a limiting head 311 and a through rod 312. The through rod 312 passes through the through hole 13 and the through hole 25 in sequence. The limiting head 311 abuts against the mating head 1 to limit the through hole 13. The locking member 32 is screwed onto the side of the through rod 312 away from the limiting head 311 to lock the mating head 1 and the friction disc 2. The operation is simple and the structure is reliable. The pressure pad 33 is located between the meshing tooth 22 and the limiting head 311. The pressure pad 33 is coaxial with the friction disc 2. This not only avoids excessive locking force on the meshing tooth 22 when the locking member 32 abuts against it, thus preventing damage to the meshing tooth 22, but also evenly applies the locking force of all the locking members 32 to the mating head 1 and the friction disc 2, which is borne by the meshing tooth 22 and the meshing teeth, ensuring stable locking. Furthermore, a single pressure pad 33 is sufficient to separate the locking member 32 from the limiting head 311, avoiding the need for each locking member 32 to be equipped with a small pressure pad 33, which is more conducive to assembly. The through-piece 31 can be a bolt, pin, etc., and the locking member 32 can be a nut, bushing, etc. that matches the through-piece 31. This application does not make specific limitations in this regard.

[0034] For better locking performance, please refer to [the relevant documentation / reference]. Figures 5-6As shown, in some embodiments of this application, the connecting assembly 3 further includes a pre-tightening member 34 located between the locking member 32 and the flange 10. The pre-tightening member 34 applies a force to the locking member 32 in a direction away from the flange 10, and at the same time applies a force to the flange 10 in a direction away from the locking member 32, thereby forming a locking pre-tightening force to ensure a better locking effect and avoid shaking between the mating head 1 and the friction disc 2 after locking.

[0035] Please refer to Figures 5-6 As shown, in some embodiments of this application, the flange 10 is provided with a receiving groove 12 on the side away from the tooth groove 11, the through hole 13 is located in the center of the groove wall of the receiving groove 12, and the limiting head 311 is housed in the receiving groove 12 to avoid the limiting head 311 protruding and affecting the aesthetics, and to ensure the overall aesthetics of the brake disc.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A brake disc, characterized in that, include: A coupling, installed on a wheel axle, has a flange on the side of the coupling opposite to the wheel axle, and the flange has a plurality of evenly spaced grooves on the circumferential direction on the side opposite to the wheel axle; and A friction disc is fitted around the outer periphery of the mating head, and the inner periphery of the friction disc is provided with meshing teeth in the circumferential direction. The meshing teeth are housed in the tooth grooves, and the meshing teeth and tooth grooves are arranged in a one-to-one correspondence.

2. The brake disc according to claim 1, characterized in that, The angle between the centerlines of two adjacent occlusal teeth is 30°.

3. The brake disc according to claim 1, characterized in that, The outer periphery of the friction disk is provided with a plurality of first heat dissipation holes at intervals; The axis of the first heat dissipation hole is the center line of the corresponding meshing tooth; The first heat dissipation hole penetrates a portion of the meshing teeth.

4. The brake disc according to claim 3, characterized in that, The outer periphery of the friction disk is also provided with a plurality of second heat dissipation holes at intervals; The second heat dissipation hole is located between two adjacent first heat dissipation holes, and the axis of the second heat dissipation hole passes through the axis of the friction disk; The second heat dissipation hole penetrates the friction disk.

5. The brake disc according to claim 4, characterized in that, The angle between the axis of the second heat dissipation hole and the axis of the adjacent first heat dissipation hole is 15°. The diameters of the first heat dissipation hole and the second heat dissipation hole are equal.

6. The brake disc according to any one of claims 1 to 5, characterized in that, It also includes connection components; One of the two adjacent meshing teeth is provided with a through hole, and the flange is provided with a through hole coaxial with the through hole. The connecting assembly passes through the through hole and the through hole to lock the mating head and the friction disc.

7. The brake disc according to claim 6, characterized in that, The connection component includes: The through-hole includes a limiting head and a through-hole rod, wherein the through-hole rod passes through the through hole and the through-hole in sequence; A locking element is screwed onto the side of the through rod opposite to the limiting head; A pressure pad is located between the meshing tooth and the limiting head, and the pressure pad is coaxial with the friction disc.

8. The brake disc according to claim 7, characterized in that, The connection component also includes: A preload element is located between the locking element and the flange. The preload element applies a force to the locking element toward the direction away from the flange, and simultaneously applies a force to the flange toward the direction away from the locking element.

9. The brake disc according to claim 8, characterized in that, The flange has a receiving groove on the side opposite to the tooth groove. The through hole is located in the center of the groove wall of the receiving groove, and the limiting head is housed in the receiving groove.

10. The brake disc according to any one of claims 1 to 5, characterized in that, The clasp is made of aluminum alloy.

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