Assembly type brake disc

Abstract

The utility model relates to the field of automobile engineering, in particular to an assembly type brake disc which comprises a friction disc, a transfer piece and a center disc. The friction disc comprises two oppositely-arranged circular-ring-shaped braking parts and a plurality of connecting parts connected between the two braking parts. The transfer piece is constructed to be in a circular sheet shape and is coaxially arranged between the two braking parts, and the diameter of the inner circle of the transfer piece is smaller than that of the inner circle of each braking part. A plurality of connecting through holes are formed in the transfer piece, and the inner walls of the connecting through holes are connected to the outer walls of the connecting parts correspondingly. The center disc is used for connecting a transfer piece and an axle and comprises an axle disc and an extension part. The shaft disc and the transfer part are coaxially arranged and integrally constructed into a circular ring shape, the diameter of the inner circle of the shaft disc is matched with an axle, the outer edge of the shaft disc extends in the direction away from the shaft disc to form an extending part, and the end, away from the shaft disc, of the extending part is connected to the transfer part. By means of the structure, the overall quality of the brake disc can be reduced, heat dissipation is improved, and the production efficiency of the brake disc is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive engineering, and in particular to an assembled brake disc. Background Technology

[0002] Brake discs are an important component of a car's braking system, used in conjunction with brake calipers. When braking, the brake calipers clamp the brake discs, generating friction to achieve braking, thus slowing down or stopping the vehicle. Brake discs are typically made of cast iron, offering good braking performance, high strength, and a long service life. However, the high density of cast iron results in a heavy brake disc, making it difficult to disassemble and maintain.

[0003] Currently, invention patent CN113775676A discloses a ventilated brake disc made of aluminum and iron alloy, which uses an aluminum alloy skeleton to support a cast iron friction disc, helping to reduce the overall weight. However, the weight reduction of this type of brake disc is limited, and it requires a second casting after the first casting is completed, combined with a sand core. The casting process has high equipment costs and low production efficiency, resulting in low production efficiency and high cost for this type of brake disc. Utility Model Content

[0004] The purpose of this invention is to provide a prefabricated brake disc that is low in production cost and highly efficient.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] An assembled brake disc, comprising:

[0007] The friction disc includes two opposing annular braking parts and a plurality of connecting parts connecting the two braking parts;

[0008] The transfer component is constructed in the shape of a circular ring and is coaxially disposed between the two braking parts. The diameter of the inner circle of the transfer component is smaller than the diameter of the inner circle of the braking part. The transfer component is provided with a plurality of connecting through holes, and the inner wall of each connecting through hole is respectively connected to the outer wall of each connecting part.

[0009] A center disc, used to connect the transfer component and the axle, includes an axle disc and an extension. The axle disc is coaxially arranged with the transfer component and has an overall annular shape. The diameter of its inner circle matches the diameter of the axle. The outer edge of the axle disc extends in a direction away from the axle disc to form the extension. The extension matches the inner circle of the transfer component, and its end away from the axle disc is connected to the transfer component.

[0010] Optionally, the transfer component also has heat dissipation through holes, and a plurality of heat dissipation through holes are provided between adjacent connecting through holes.

[0011] Optionally, both the connecting through hole and the heat dissipation through hole are constructed in an elongated shape. The connecting through hole has a first end close to the inner circle of the transfer component, and the heat dissipation through hole has a second end close to the inner circle of the transfer component. The distance between the second end of the heat dissipation through hole and the inner circle of the transfer component is less than the distance between the first end of the connecting through hole and the inner circle of the transfer component.

[0012] Optionally, the connecting through hole has an included angle with the radial direction of the transfer member.

[0013] Optionally, the friction disc is made of cast iron, the transfer component is made of low-carbon steel, and the center disc is made of aluminum alloy.

[0014] Optionally, the transfer component is formed by laser cutting technology, the friction disk is formed by casting and connected to the transfer component, and the center disk is formed by low-pressure casting.

[0015] Optionally, the central disk and the transfer component are connected by inertial friction welding.

[0016] Optionally, the thickness of the transfer member is less than the distance between the two braking parts.

[0017] Optionally, each of the connecting portions of the friction disc is provided with a locking groove that matches the connecting through hole of the transfer member. The locking groove is recessed into the surface of the connecting portion, and the transfer member is embedded in each of the locking grooves.

[0018] The beneficial effects of this invention are as follows: By connecting the friction disc and the center disc through a transfer component, the problem of direct connection between aluminum alloy and cast iron is avoided. The transfer component is constructed of sheet material, which helps to reduce weight, improve the level of lightweighting, and is easy to construct. The center disc is prefabricated and directly connected to the transfer component, which helps to improve production efficiency. By obtaining the transfer component and center disc through prefabrication, and then using a mold in conjunction with the transfer component and sand core to construct and connect the friction disc, and finally assembling and connecting the center disc to the transfer component, high production efficiency and low production cost are achieved.

[0019] Furthermore, by providing heat dissipation through holes between adjacent connecting through holes, it helps to increase the contact area between the transfer component and the air, and allows the heat conducted from the braking part to the transfer component through the connecting part to dissipate through the heat dissipation through holes, thereby improving heat dissipation efficiency.

[0020] Furthermore, the elongated connecting holes and connecting portions help improve connection strength, ensure a tight connection between friction discs and transfer components made of different materials, and facilitate the transfer of heat generated by the braking unit to the transfer component, thus suppressing heat buildup in the braking unit. The ends of the heat dissipation holes are closer to the inner circle of the transfer component than the connecting holes, which helps improve heat dissipation efficiency.

[0021] Furthermore, creating an angle between the connecting through-hole and the radial direction of the transfer component helps to increase the arrangement density of the connecting through-hole and the heat dissipation through-hole, thereby improving the connection strength and heat dissipation efficiency between the friction disc and the transfer component.

[0022] Furthermore, cast iron, a commonly used material for brake discs, offers advantages such as low manufacturing cost, high wear resistance, good thermal conductivity, and good resistance to heat fade. Low-carbon steel has high strength and relatively low density, good thermal conductivity, and high compatibility with aluminum alloys, which helps improve the heat dissipation efficiency, connection strength, and service life of assembled brake discs. Aluminum alloys have a low density, which helps reduce the weight of brake discs.

[0023] Furthermore, both laser cutting and low-pressure casting are relatively inexpensive, which helps reduce production costs. Prefabricating the intermediate components and center disc separately before assembling them to form the brake disc helps improve production efficiency.

[0024] Furthermore, inertial friction welding connections are quick and have high connection strength, which helps improve production efficiency and extend the service life of brake discs.

[0025] Furthermore, creating a gap between the transfer component and the inner walls of the two braking parts helps to increase the contact area between the braking parts and the air, thereby improving heat dissipation efficiency.

[0026] Furthermore, by using locking grooves to constrain the transfer component, the connection between the friction disc and the transfer component is strengthened through mechanical locking.

[0027] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, the preferred embodiments of this utility model are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0028] Figure 1 This is a structural disassembly diagram of the assembled brake disc shown in Embodiment 1 of this utility model;

[0029] Figure 2 This is a cross-sectional structural diagram of the assembled brake disc shown in Embodiment 1 of this utility model;

[0030] Figure 3 This is a top view of the assembled brake disc shown in Embodiment 1 of this utility model.

[0031] Legend: 1-Friction disc, 11-Brake part, 12-Connecting part, 121-Locking groove, 2-Transfer part, 21-Connecting through hole, 211-First end, 22-Heat dissipation through hole, 221-Second end, 3-Center disc, 31-Shaft disc, 32-Extension. Detailed Implementation

[0032] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0033] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0034] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of 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.

[0035] Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0036] The assembled brake disc claimed in this utility model application includes a friction disc 1, a transfer element 2, and a center disc 3. The friction disc 1 includes two opposing annular braking portions 11 and multiple connecting portions 12 connecting the two braking portions 11. The transfer element 2 is constructed as an annular plate and is coaxially disposed between the two braking portions 11. The diameter of the inner circle of the transfer element 2 is smaller than the diameter of the inner circle of the braking portion 11. The transfer element 2 is provided with multiple connecting through holes 21, the inner wall of each connecting through hole 21 being connected to the outer wall of each connecting portion 12. The center disc 3 is used to connect the transfer element 2 and the axle, and includes an axle disc 31 and an extension portion 32. The axle disc 31 is coaxially disposed with the transfer element 2 and has an overall annular shape. The diameter of its inner circle matches the diameter of the axle. The outer edge of the axle disc 31 extends away from the axle disc 31, forming the extension portion 32. The extension portion 32 fits into the inner circle of the transfer element 2, and its end away from the axle disc 31 is connected to the transfer element 2.

[0037] Connecting the friction disc 1 and the center disc 3 via the intermediate component 2 avoids the problem of direct connection between aluminum alloy and cast iron. The intermediate component 2 is constructed of sheet material, which helps reduce weight, improves lightweighting, and is easy to construct. The center disc 3 is prefabricated and directly connected to the intermediate component 2, which helps improve production efficiency. Obtaining the intermediate component 2 and center disc 3 through prefabrication, constructing and connecting the friction disc 1 using a mold in conjunction with the intermediate component 2 and sand core, and then assembling and connecting the center disc 3 to the intermediate component 2, results in high production efficiency and low production costs.

[0038] Please refer to the following examples for details.

[0039] Example 1:

[0040] Please see Figure 1 The assembled brake disc shown in a preferred embodiment of this application includes a friction disc 1, a transfer member 2, and a center disc 3. The friction disc 1 is used for friction braking with the brake caliper, the transfer member 2 is connected to the friction disc 1, and the center disc 3 is connected between the transfer member 2 and the axle, thereby fixing the friction disc 1 to the axle.

[0041] Please see Figure 1 and Figure 3 The transfer component 2 is made of low-carbon steel and has a circular plate structure with an inner diameter of a first value. Multiple elongated connecting through holes 21 are formed on the transfer component 2. The connecting through holes 21 extend from the outer circle of the transfer component 2 towards its inner circle, with the end closest to the inner circle being the first end 211 of the connecting through hole 21. The extending direction of each connecting through hole 21 forms an angle with the radial direction of the braking part 11, resulting in a high density of connecting through holes 21. The first end 211 of each connecting through hole 21 is arranged in a circle coaxial with the transfer component 2 and with a diameter of a second value, while the end opposite to the first end 211 is arranged in a circle coaxial with the transfer component 2 and with a diameter of a third value. An elongated heat dissipation through hole 22 is provided between two adjacent connecting through holes 21, with the end of the heat dissipation through hole 22 closest to the inner circle of the transfer component 2 being the second end 221 of the heat dissipation through hole 22. The second ends 221 of each heat dissipation through-hole 22 are arranged in a circle with a diameter of the fourth value, coaxial with the transfer component 2. The ends opposite to the second ends 221 are arranged in a circle with a diameter of the third value, coaxial with the transfer component 2. The fourth value is less than the second value and greater than the first value. In this embodiment, the transfer component 2 is constructed of No. 20 steel, formed by laser cutting of the steel plate, and the surface is shot-peened and electroplated.

[0042] Please see Figure 1 and Figure 2The friction disc 1 includes two braking parts 11 and a plurality of connecting parts 12 connecting the two braking parts 11. The two braking parts 11 are constructed with identical annular structures, arranged opposite each other with a spacing greater than the thickness of the transfer member 2. The inner diameter of the braking part 11 is greater than a fourth value but less than a second value. The outer wall of the braking part 11 is adjacent to the brake caliper and the inner wall is adjacent to the other braking part 11. The connecting part 12 is constructed as a long strip column, connecting the inner walls of the two braking parts 11, and a recessed locking groove 121 is formed in its middle. The long strip locking groove 121 surrounds the connecting part 12, and its extension direction is parallel to the braking part 11. The inner wall of each locking groove 121 respectively fits into each connecting through hole 21 of the transfer member 2, so that the transfer member is locked in each locking groove 121. In this embodiment, the friction disc 1 is made of cast iron and is obtained by casting. The prepared transfer component 2 is combined with the sand core, so that the heat dissipation through-hole 22 of the transfer component 2 is combined with the high-strength sand core, and the sand core covers both sides of the transfer component 2 while leaving the connection through-hole 21. The transfer component 2 with the sand core is placed in a matching mold and cast integrally with HT250 gray cast iron material, so that the connecting part 12 of the friction disc 1 is connected to the connection through-hole 21 of the transfer component 2 with high strength, and mechanical interlocking is achieved by forming a recessed locking groove 121. After cleaning the sand core, the braking part 11 of the friction disc 1 is separated from the surface of the transfer component 2, and then surface cleaning, rough machining and heat treatment are performed to complete the structure of the friction disc 1.

[0043] When the friction disc 1 generates heat due to friction braking, both of its surfaces are in contact with the air, which helps dissipate heat. Some of the heat is conducted to the transfer component 2 through the connecting part 12, and then dissipated through the heat dissipation holes 22 provided on the surface of the transfer component 2 and adjacent to the connecting part 12. Since one end of the heat dissipation hole 22 is directly connected to the external air through the inner circle of the friction disc 1, it helps to improve the heat dissipation efficiency.

[0044] The center disc 3 is used to connect the transfer component 2 and the axle, and includes an axle disc 31 and an extension 32. The axle disc 31 is coaxially arranged with the transfer component 2 and has an overall annular shape. Its inner circle is fixedly connected to the axle. The outer edge of the axle disc 31 extends in a direction perpendicular to the axle disc 31 to form the extension 32. The extension 32 fits into the inner circle of the transfer component 2, and its end away from the axle disc 31 is connected to the side of the transfer component 2 near the center disc 3. In this embodiment, the center disc 3 is obtained by low-pressure casting of aluminum alloy, and after the construction of the friction disc 1 is completed, the pre-made center disc 3 is connected to the surface of the transfer component 2 by inertial friction welding process.

[0045] Before inertial friction welding, the surfaces to be welded need to be machined to ensure flatness, and the oxide layer and oil stains need to be removed by cleaning with acetone or ethanol. In this embodiment, a nickel or copper transition layer is pre-plated on the surface to be welded of the center disc 3 to reduce the formation of Fe-Al brittle phases. During the welding process, the friction pressure needs to be controlled between 2MPa and 15MPa to ensure sufficient plastic deformation of the transfer component 2, but to avoid excessive softening of the center disc 3. The friction time is monitored to prevent overheating that could lead to melting of the aluminum alloy or coarsening of the steel grains. In this embodiment, the friction pressure is 8MPa and the friction time is 10s. A forging force of any value between 3MPa and 15MPa is quickly applied to ensure sufficient diffusion of the interface metal and extrusion of oxides, and the forging deformation is strictly controlled between 1mm and 5mm to ensure joint tightness. In this embodiment, the forging force is 10MPa and the forging deformation is 4mm. After welding, the flash needs to be removed by turning to ensure the dynamic balance of the brake disc. In some embodiments, the transfer component 2 is constructed of high-strength steel, such as 35CrMoSi, and low-temperature tempering is required to eliminate residual stress. After processing, ultrasonic or X-ray inspection is used to check for interface defects such as incomplete welding and porosity. In this embodiment, the inertial friction welding step can be completed in only 15 seconds, which has high assembly efficiency.

[0046] Cast iron brake discs were prepared using traditional materials, structures, and processes; iron-aluminum brake discs were prepared using the materials, overall structural frame, and processes described in invention patent CN113775676A; and assembled brake discs were prepared using the materials, structures, and processes described in this application. The diameter, thickness, and overall appearance of the three types of brake discs were made the same, and their performance was compared.

[0047] In this embodiment, the friction disc 1 of the assembled brake disc weighs 6.26 kg, the transfer component 2 weighs 1.41 kg, and the center disc 3 weighs 0.55 kg, for a total weight of 8.22 kg. The total weight of a cast iron brake disc is 10.73 kg. In an iron-aluminum brake disc, the cast iron portion weighs 8.23 ​​kg, the aluminum alloy portion weighs 1.41 kg, and the total weight of the assembled brake disc is 9.37 kg. In other words, the assembled brake disc in this application is approximately 23.4% lighter than brake discs made of traditional materials and structures, and also exhibits good weight reduction compared to iron-aluminum brake discs.

[0048] Three types of brake discs were subjected to simulated braking experiments under the same conditions. The temperature of the brake disc surface was measured immediately after braking to a stop. In this embodiment, the temperature of each position on the surface of the assembled brake disc was in the range of 570℃ to 630℃, the temperature of each position on the surface of the cast iron brake disc was in the range of 620℃ to 700℃, and the temperature of each position on the surface of the iron-aluminum brake disc was in the range of 590℃ to 660℃. This shows that the assembled brake disc in this embodiment has a better heat dissipation effect.

[0049] This invention reduces the total weight of the brake disc and improves its production efficiency and heat dissipation performance through optimized structural and material design, resulting in a prefabricated brake disc with superior performance and high practicality.

[0050] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0051] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A modular brake disc, characterized in that, include: The friction disc (1) includes two opposing annular braking parts (11) and a plurality of connecting parts (12) connecting the two braking parts (11). The transfer piece (2) is constructed in the shape of a circular ring and is coaxially arranged between the two braking parts (11). The diameter of the inner circle of the transfer piece (2) is smaller than the diameter of the inner circle of the braking part (11). The transfer piece (2) is provided with a plurality of connecting through holes (21), and the inner wall of each connecting through hole (21) is connected to the outer wall of each connecting part (12). The center disc (3) is used to connect the transfer component (2) and the axle. It includes an axle disc (31) and an extension (32). The axle disc (31) is coaxially arranged with the transfer component (2) and has an overall ring shape. The diameter of its inner circle matches the axle. The outer edge of the axle disc (31) extends away from the axle disc (31) to form the extension (32). The extension (32) matches the inner circle of the transfer component (2), and its end away from the axle disc (31) is connected to the transfer component (2).

2. The assembled brake disc of claim 1, wherein, The transfer component (2) also has heat dissipation through holes (22), and a plurality of heat dissipation through holes (22) are provided between adjacent connecting through holes (21).

3. The assembled brake disc of claim 2, wherein, Both the connecting through hole (21) and the heat dissipation through hole (22) are constructed in the shape of an elongated strip. The connecting through hole (21) has a first end (211) close to the inner circle of the transfer member (2), and the heat dissipation through hole (22) has a second end (221) close to the inner circle of the transfer member (2). The distance between the second end (221) of the heat dissipation through hole (22) and the inner circle of the transfer member (2) is less than the distance between the first end (211) of the connecting through hole (21) and the inner circle of the transfer member (2).

4. The assembled brake disc of claim 3, wherein, The connecting through hole (21) and the radial direction of the transfer piece (2) have an included angle.

5. The assembled brake disc of claim 1, wherein, The friction disc (1) is made of cast iron, the transfer component (2) is made of low carbon steel, and the center disc (3) is made of aluminum alloy.

6. The assembled brake disc of claim 5, wherein, The transfer component (2) is formed by laser cutting technology, the friction disk (1) is formed by casting and connected to the transfer component (2), and the center disk (3) is formed by low-pressure casting.

7. The assembled brake disc of claim 1, wherein, The central disk (3) and the transfer component (2) are connected by inertial friction welding.

8. The assembled brake disc of any one of claims 1 to 7, wherein, The thickness of the transfer component (2) is less than the distance between the two braking parts (11).

9. The assembled brake disc of any one of claims 1 to 7, wherein, Each of the connecting portions (12) of the friction disc (1) is provided with a locking groove (121) that is fitted to each of the connecting through holes (21) of the transfer member (2). The locking groove (121) is recessed into the surface of the connecting portion (12), and the transfer member (2) is embedded in each of the locking grooves (121).

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