Snap ring riveted floating brake disc assembly

Abstract

This utility model relates to a spring-loaded riveted floating brake disc assembly, comprising an inner disc, an outer disc, and first and second floating connection structures arranged at intervals along the circumference. The first floating connection structure achieves main torque transmission and axial flexible floating through rivets and spring clips; the second floating connection structure compensates for axial deformation through secondary connecting blocks, retaining holes, spring clips, and washers, and improves heat dissipation efficiency with heat dissipation grooves and heat dissipation teeth. This design can alleviate excessive deformation of the outer disc, reduce uneven wear of brake pads, and improve braking stability and service life.

Description

Technical Field

[0001] This utility model specifically relates to a spring-loaded riveted floating brake disc assembly. Background Technology

[0002] Brake discs are the core component of motorcycle disc braking systems. They convert the vehicle's kinetic energy into heat energy through frictional contact between the brake pads and the disc surface, achieving deceleration or stopping. Currently, brake discs are mainly divided into integrated brake discs and floating brake discs. Floating brake discs, because the inner and outer discs are separate, can compensate for thermal expansion differences and reduce weight through flexible connections, and are widely used in high-performance vehicles. For example, Chinese utility model patent CN210510041U discloses a brake disc including an inner disc and an outer disc, which are connected by riveting. The inner wall of the outer disc has riveting protrusions and external riveting grooves, while the outer wall of the inner disc has internal riveting grooves. Support feet and support blocks are fixed to the outer wall of the inner disc to distribute the compressive force at the riveting point and alleviate the problem of short lifespan caused by deformation at the riveting position in traditional floating brake discs. However, the above-mentioned prior art still has the following shortcomings:

[0003] First, although the riveting structure of the inner and outer discs of the floating brake disc disperses the radial force through the support feet, errors will inevitably exist in the processing and assembly. This will result in a "runaway tolerance" between the inner and outer discs. In other words, when braking, the outer disc is prone to excessive deformation. Under the action of axial force, the outer disc will "amplify the swing amplitude" in the runaway direction, which will cause the front wheel to wobble or the brake pedal to vibrate.

[0004] Secondly, due to the large difference in thermal expansion between the outer and inner discs, the existing riveted support structure has a small floating range, which cannot meet the axial displacement caused by rapid thermal expansion and contraction due to large speed changes. This leads to radial warping of the outer disc, which will also aggravate uneven wear of the brake pads and disc runout, thereby further increasing the "runout tolerance" and exacerbating uneven wear of the brake disc and disc runout. Utility Model Content

[0005] The technical problem to be solved by this utility model is to address the shortcomings of the prior art by providing a spring-loaded riveted floating brake disc assembly. By adding a second floating connection structure, while satisfying the basic functions of synchronous rotation and relative floating of the inner and outer discs, it focuses on solving the problem of excessive deformation of the outer disc caused by "runaway tolerance", resulting in more stable front wheel rotation and more comfortable brake pedal operation.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a spring-loaded riveted floating brake disc assembly, comprising an inner disc and an outer disc sleeved around the outer periphery of the inner disc. A plurality of first floating connection structures are provided between the inner ring of the outer disc and the outer ring of the inner disc. These first floating connection structures are arranged at intervals along the circumference of the outer ring of the inner disc. The outer disc is linked to the inner disc through these first floating connection structures. The characteristic feature is that a plurality of second floating connection structures are also provided between the inner ring of the outer disc and the outer ring of the inner disc. These second floating connection structures are arranged at intervals along the circumference of the outer ring of the inner disc. Each second floating connection structure includes a secondary connecting block and a corresponding locking hole. One end of the secondary connecting block is fixedly connected to the inner ring of the outer disc or the outer ring of the inner disc. The locking hole is correspondingly disposed on the outer ring of the inner disc or the inner ring of the outer disc. The locking hole is sleeved on the secondary connecting block, allowing the secondary connecting block to move within the locking hole when the vehicle brakes.

[0007] By adopting the above technical solution, the first floating connection structure ensures the synchronous rotation of the inner and outer discs, while also allowing for relative floating, thus fulfilling the basic function of a floating brake disc. Furthermore, by setting a second floating connection structure, the outer disc can adaptively adjust its position within the range where the auxiliary connecting block can move slightly within the locking hole after being subjected to force. When the vehicle brakes, the axial deformation of the outer disc caused by machining and assembly errors can be compensated by the movement of the auxiliary connecting block within the locking hole, avoiding excessive movement of the outer disc due to uncontrollable axial clearance in traditional single riveting structures. This alleviates front wheel sway and brake pedal vibration, improving the stability of the braking process. In addition, the axial movement of the auxiliary connecting block within the locking hole can also adapt to the effects of axial dimensional changes caused by thermal expansion, preventing outer disc warping caused by thermal stress superposition and runout tolerance, further reducing brake pad wear and extending the service life of the friction material. This design, combining "runout tolerance control" with "axial dynamic compensation," enables the brake disc to maintain stable braking performance under complex operating conditions, better meeting the actual reliability requirements of high-performance vehicles for their braking systems.

[0008] The aforementioned snap ring riveted floating brake disc assembly can be further configured such that: one end of the snap hole is closed and the other end is open; the second floating connection structure also includes a snap ring disposed at the open end of the snap hole and at least one set of gaskets; the gaskets are arranged between the sub-connecting block and the snap ring; the snap ring is fixed in the snap hole; the gaskets are pressed against the end face of the sub-connecting block; and an axial floating gap is formed between the gaskets and the snap ring.

[0009] The above technical solution uses shims to create a stable pressure on the secondary connecting block, ensuring its initial installation and positioning within the retaining hole and preventing loose connections from affecting the linkage stability between the inner and outer discs. Secondly, the shims are used to "adjust the axial floating clearance," requiring only shims of different thicknesses, which can be selected during assembly based on actual conditions. The axial floating clearance formed between the shims and the retaining spring provides floating space for the axial movement of the secondary connecting block within the retaining hole. When the vehicle brakes, the outer disc undergoes axial deformation due to frictional thermal expansion or machining / assembly errors. The secondary connecting block can push the shims to move axially along the retaining hole, using this clearance to absorb the deformation and alleviate problems such as front wheel swaying or brake pedal vibration caused by excessive floating deformation and twisting of the outer disc. The retaining spring, fixed to the opening end of the retaining hole, provides axial restraint for the shims, preventing them from detaching from the opening end of the retaining hole, thus limiting the secondary connecting block and preventing it from slipping out of the retaining hole.

[0010] The aforementioned snap ring riveted floating brake disc assembly can be further configured such that: the snap hole includes a first annular inner groove for installing a gasket and a second annular inner groove for installing a snap ring, the inner diameter of the second annular inner groove is larger than the inner diameter of the first annular inner groove, and the two sides of the second annular inner groove are formed with first abutments. When the snap ring is installed in the second annular inner groove, the first abutments on both sides respectively form stops on the upper and lower sides of the snap ring, and the end of the first annular inner groove facing the second annular inner groove is open.

[0011] The above technical solution, where "the inner diameter of the second annular inner groove is larger than that of the first annular inner groove," not only provides sufficient space for the installation of the retaining spring but also creates a stepped structure through the dimensional difference. When the retaining spring is installed in the second annular inner groove, it naturally forms an axial gap with the shim in the first annular inner groove, preventing the retaining spring from directly contacting the shim and affecting its floating function. Simultaneously, it ensures a more direct and stable limiting effect of the retaining spring on the shim. The first abutments formed on both sides of the second annular inner groove form bidirectional stops for the retaining spring from above and below, effectively limiting its axial movement. When vibration occurs during vehicle braking or driving, the first abutments firmly fix the retaining spring's position, preventing it from loosening or shifting due to vibration. This ensures the retaining spring's continuous limiting effect on the shim, preventing the shim from coming out of the retaining hole opening, and ultimately ensuring the secondary connecting block remains stably confined within the retaining hole. The end of the first annular inner groove facing the second annular inner groove is open, allowing for the installation of shims of different thicknesses to adjust the axial floating clearance and thus counteract the effects of runout tolerances.

[0012] The above-mentioned snap ring riveted floating brake disc assembly can be further configured such that: the snap hole also includes a U-shaped inner groove adapted to the auxiliary connecting block, the U-shaped inner groove, the first annular inner groove, and the second annular inner groove are arranged sequentially along the axial direction of the snap hole, the first annular inner groove is wider than the U-shaped inner groove, and the end of the U-shaped inner groove facing the first annular inner groove is open.

[0013] By adopting the above technical solution, after the secondary connecting block is inserted into the U-shaped inner groove, the radial movement of the secondary connecting block within the locking hole is guided, ensuring the relative positional accuracy of the secondary connecting block and the locking hole. This prevents the secondary connecting block from skewing due to vehicle vibration or braking impact, and improves the transmission stability when the inner and outer discs are linked. The "first annular inner groove is wider than the U-shaped inner groove," controlling the movement of the shim and preventing the shim from excessively compressing the secondary connecting block.

[0014] The above-mentioned snap ring riveted floating brake disc assembly can be further configured as follows: a set of second floating connection structures is provided between each two adjacent first floating connection structures, the sub-connecting blocks in the second floating connection structures are fixed on the inner ring of the outer disc, and the snap holes are distributed on the outer ring of the inner disc and each set of snap holes corresponds to a set of sub-connecting blocks.

[0015] By adopting the above technical solution, a set of second floating connection structures is set between each pair of adjacent first floating connection structures, so that the two connection structures form an alternating distributed layout in the circumferential direction. This can evenly distribute the connection points of the inner and outer disks on their mating circumferential surfaces, avoid local stress concentration, and at the same time improve the torsional stiffness of the overall structure, ensure more uniform torque transmission during braking, and reduce component deformation caused by excessive local stress.

[0016] The aforementioned spring-loaded riveted floating brake disc assembly can be further configured as follows: the inner ring of the outer disc is provided with a set of main connecting blocks corresponding to each group of first floating connection structures. The first floating connection structure includes rivets distributed between the main connecting blocks and the outer ring of the inner disc. The end of the main connecting block is provided with a first arc-shaped locking slot that engages with the outer circumferential surface of the rivet. The outer ring of the inner disc is provided with a second arc-shaped locking slot that engages with the outer circumferential surface of the rivet corresponding to each group of rivets. One end of the rivet is provided with a lower flange ring that engages with both the lower surface of the outer disc and the lower surface of the inner disc. The other end of the rivet is provided with a third annular inner groove. A stop piece is engaged at the third annular inner groove. A deformable spring piece is sleeved on the outer circumference of the rivet, distributed between the stop piece and the outer disc. The inner ring of the spring piece presses against the stop piece, and the outer ring of the spring piece presses against both the upper surface of the outer disc and the upper surface of the inner disc.

[0017] Using the above technical solution, the first arc-shaped latch of the main connecting block and the second arc-shaped latch of the inner disc are respectively engaged with the outer circumference of the rivet, forming a "double arc-shaped wrapping positioning". Through the close contact between the arc-shaped surfaces and the outer circumference of the rivet, the braking torque is transmitted from the outer disc through the main connecting block and the rivet to the inner disc, ensuring the linkage between the inner and outer discs. Simultaneously, the arc-shaped latch allows for a slight circumferential twisting of the outer disc relative to the inner disc, meaning the inner and outer discs can float slightly, mitigating the warping deformation of the outer disc during braking and reducing uneven wear of the brake pads. The lower flange ring at the lower end of the rivet simultaneously engages with the lower surfaces of the outer and inner discs, while the upper end, through a stop piece engaged by a third annular inner groove, forms an axial limit. The two work together to form a "double-sided clamping" structure, which secures the rivet between the inner and outer discs, preventing it from detaching axially. When a vehicle brakes, the outer disc undergoes axial deformation due to frictional thermal expansion or processing errors. The spring can absorb the axial displacement (such as compression or extension) through its own deformation, thereby providing a flexible floating space for the inner and outer discs along the axial direction, further alleviating the warping deformation of the outer disc during braking and reducing uneven wear of the brake pads.

[0018] The aforementioned snap ring riveted floating brake disc assembly can be further configured such that a second floating gap is formed between the end of the main connecting block and the outer ring of the inner disc.

[0019] Using the above technical solution, the arc-shaped bayonet can achieve a slight circumferential twist of the outer disc relative to the inner disc; when the outer disc floats slightly relative to the inner disc in the axial direction, the reserved second floating gap can effectively alleviate the warping deformation of the outer disc during braking, thereby reducing uneven wear of the brake pads.

[0020] The aforementioned snap ring riveted floating brake disc assembly can be further configured such that: the inner ring of the outer disc is provided with a number of heat dissipation grooves, the number of heat dissipation grooves are arranged sequentially at intervals along the inner ring circumference of the outer disc, and each group of heat dissipation grooves is provided with a number of heat dissipation teeth.

[0021] By adopting the above technical solution, the uniform distribution of heat dissipation grooves and heat dissipation teeth can make the heat dissipation of the outer disc more uniform and faster during braking.

[0022] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0023] Figure 1 This is an exploded view of an embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the back of an embodiment of the present utility model;

[0025] Figure 3 for Figure 2 Schematic diagram of the cross section along the AA direction;

[0026] Figure 4 for Figure 3Enlarged view of a portion of point B in the middle;

[0027] Figure 5 for Figure 3 Enlarged view of a portion of point C in the middle;

[0028] Figure 6 for Figure 1 Enlarged view of a portion of point A in the middle;

[0029] Figure 7 This is a partially enlarged schematic diagram of the card hole at the inner plate of an embodiment of this utility model.

[0030] Label annotations: Inner plate 1, second arc-shaped bayonet 101; Outer plate 2, heat dissipation groove 201, heat dissipation tooth 202; First floating connection structure 3, second floating connection structure 4, secondary connecting block 5; Locking hole 6, first annular inner groove 601, second annular inner groove 602, first stop surface 603, U-shaped inner groove 604; Snap ring 7, gasket 8, axial floating gap 9; Main connecting block 10, first arc-shaped bayonet 1001; Rivet 11, lower flange ring 1101; Stop plate 12, spring plate 13, second floating gap 14. Detailed Implementation

[0031] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0032] like Figures 1 to 7The shown snap ring 7 riveted floating brake disc assembly includes an inner disc 1 and an outer disc 2 sleeved on the outer periphery of the inner disc 1. A plurality of first floating connection structures 3 are provided between the inner ring of the outer disc 2 and the outer ring of the inner disc 1. The plurality of first floating connection structures 3 are arranged sequentially at intervals along the outer ring of the inner disc 1. The outer disc 2 is linked with the inner disc 1 through the plurality of first floating connection structures 3. A plurality of second floating connection structures 4 are also provided between the inner ring of the outer disc 2 and the outer ring of the inner disc 1. The plurality of second floating connection structures 4 are arranged sequentially at intervals along the outer ring of the inner disc 1. The second floating connection structure 4 includes a secondary connecting block 5 and a corresponding locking hole 6. One end of the secondary connecting block 5 is fixedly connected to the inner ring of the outer disc 2 or the outer ring of the inner disc 1. The locking hole 6 is correspondingly set on the outer ring of the inner disc 1 or the inner ring of the outer disc 2. The locking hole 6 is sleeved on the secondary connecting block 5. When the vehicle brakes, the secondary connecting block 5 can move within the locking hole 6. The first floating connection structure 3 ensures the synchronous rotation of the inner and outer discs 2, while also allowing them to float relative to each other, fulfilling the basic function of a floating brake disc. By setting the second floating connection structure 4, the outer disc 2 can adaptively adjust its position within the range where the auxiliary connecting block 5 can move slightly within the locking hole 6 under stress. When the vehicle brakes, the axial deformation of the outer disc 2 caused by machining and assembly errors can be compensated by the movement of the auxiliary connecting block 5 within the locking hole 6, avoiding excessive movement of the outer disc 2 due to uncontrollable axial clearance in traditional single riveting structures. This alleviates front wheel sway and brake pedal vibration, improving the stability of the braking process. Furthermore, the axial movement of the auxiliary connecting block 5 within the locking hole 6 can also adapt to the effects of axial dimensional changes caused by thermal expansion, preventing warping of the outer disc 2 caused by thermal stress superposition and runout tolerance, further reducing brake pad wear and extending the service life of the friction material. This design, combining runout tolerance control with axial dynamic compensation, allows the brake disc to maintain stable braking performance under complex operating conditions, better meeting the actual reliability requirements of high-performance vehicles for their braking systems.

[0033] One end of the locking hole 6 is closed, and the other end is open. The second floating connection structure 4 also includes a retaining spring 7 disposed at the open end of the locking hole 6 and at least one set of washers 8. The washers 8 are arranged between the secondary connecting block 5 and the retaining spring 7. The retaining spring 7 is fixed inside the locking hole 6, and the washers 8 press against the end face of the secondary connecting block 5, forming an axial floating gap 9 between the washers 8 and the retaining spring 7. The washers 8 provide stable pressure to the secondary connecting block 5, ensuring the initial installation and positioning of the secondary connecting block 5 in the locking hole 6 and preventing the linkage stability between the inner disk 1 and the outer disk 2 from being affected by loose connections. Secondly, the washers 8 are used to "adjust the size of the axial floating gap 9". Only washers 8 of different thicknesses need to be installed, and the washers 8 can be selected and installed independently according to the actual situation during assembly. The axial floating gap 9 formed between the washers 8 and the retaining spring 7 provides floating space for the axial movement of the secondary connecting block 5 in the locking hole 6. When the vehicle brakes, the outer disc 2 undergoes axial deformation due to frictional thermal expansion or machining / assembly errors. The secondary connecting block 5 can push the shim 8 to move axially along the retaining hole 6, using this gap to absorb the deformation, thereby alleviating the front wheel swaying or brake pedal vibration problems caused by excessive floating deformation and twisting of the outer disc 2. The retaining spring 7, fixed to the open end of the retaining hole 6, can axially limit the shim 8, preventing it from coming out of the open end of the retaining hole 6, that is, limiting the secondary connecting block 5 and preventing it from slipping out of the retaining hole 6.

[0034] The retaining hole 6 includes a first annular inner groove 601 for mounting the gasket 8 and a second annular inner groove 602 for mounting the retaining spring 7. The inner diameter of the second annular inner groove 602 is larger than the inner diameter of the first annular inner groove 601, and first abutments 603 are formed on both sides of the second annular inner groove 602. When the retaining spring 7 is installed in the second annular inner groove 602, the first abutments 603 on both sides form stops on the upper and lower sides of the retaining spring 7, respectively. The end of the first annular inner groove 601 facing the second annular inner groove 602 is open. The fact that "the inner diameter of the second annular inner groove 602 is larger than that of the first annular inner groove 601" not only provides sufficient space for the installation of the retaining spring 7, but also forms a stepped structure through the size difference. When the retaining spring 7 is installed in the second annular inner groove 602, it can naturally form an axial gap with the gasket 8 in the first annular inner groove 601, avoiding direct contact between the retaining spring 7 and the gasket 8, which would affect its floating function. At the same time, it ensures that the limiting effect of the retaining spring 7 on the gasket 8 is more direct and stable. The first abutments 603 formed on both sides of the second annular inner groove 602 can form a bidirectional stop on the retaining spring 7 from the top and bottom, effectively limiting the axial movement of the retaining spring 7. When vibration occurs during vehicle braking or driving, the first abutments 603 can firmly fix the position of the retaining spring 7, preventing the retaining spring 7 from loosening or shifting due to vibration, thereby ensuring the continuous limiting effect of the retaining spring 7 on the shim 8, preventing the shim 8 from coming out of the opening end of the retaining hole 6, and ultimately ensuring that the secondary connecting block 5 is always stably limited within the retaining hole 6. The end of the first annular inner groove 601 facing the second annular inner groove 602 is open, so shims 8 of different thicknesses can be installed according to the actual situation, and the size of the axial floating clearance 9 can be adjusted to counteract the influence of runout tolerance.

[0035] The locking hole 6 also includes a U-shaped inner groove 604 adapted to the secondary connecting block 5. The U-shaped inner groove 604, the first annular inner groove 601, and the second annular inner groove 602 are arranged sequentially along the axial direction of the locking hole 6. The first annular inner groove 601 is wider than the U-shaped inner groove 604, and the end of the U-shaped inner groove 604 facing the first annular inner groove 601 is open. After the secondary connecting block 5 is inserted into the U-shaped inner groove 604, the radial movement of the secondary connecting block 5 in the locking hole 6 is guided, ensuring the relative positional accuracy between the secondary connecting block 5 and the locking hole 6, avoiding the deflection of the secondary connecting block 5 due to vehicle vibration or braking impact, and improving the transmission stability when the inner disc 1 and the outer disc 2 are linked. "The first annular inner groove 601 is wider than the U-shaped inner groove 604" controls the movement of the shim 8, preventing the shim 8 from excessively compressing the secondary connecting block 5.

[0036] A set of second floating connection structures 4 is provided between every two adjacent first floating connection structures 3. The sub-connecting blocks 5 in the second floating connection structure 4 are fixed on the inner ring of the outer disk 2. The locking holes 6 are distributed on the outer ring of the inner disk 1, and each set of locking holes 6 corresponds to a set of sub-connecting blocks 5. The provision of a set of second floating connection structures 4 between every two adjacent first floating connection structures 3 creates an alternating distributed layout of the two connection structures in the circumferential direction. This can evenly distribute the connection points of the inner disk 1 and the outer disk 2 on their mating circumferential surfaces, avoiding local stress concentration, while improving the torsional stiffness of the overall structure, ensuring more uniform torque transmission during braking, and reducing component deformation caused by excessive local stress.

[0037] The inner ring of the outer disk 2 is provided with a set of main connecting blocks 10 for each group of first floating connection structures 3. The first floating connection structure 3 includes rivets 11 distributed between the main connecting blocks 10 and the outer ring of the inner disk 1. The end of the main connecting block 10 is provided with a first arc-shaped bayonet 1001 that is engaged with the outer circumferential surface of the rivet 11. The outer ring of the inner disk 1 is provided with a second arc-shaped bayonet 101 that is engaged with the outer circumferential surface of the rivet 11 for each group of rivets 11. One end of the rivet 11 is provided with a lower flange ring 1101 that is engaged with the lower surface of the outer disk 2 and the lower surface of the inner disk 1. The other end of the rivet 11 is provided with a third annular inner groove. A stop plate 12 is engaged with the third annular inner groove. A deformable spring plate 13 is provided on the outer circumference of the rivet 11, distributed between the stop plate 12 and the outer disk 2. The inner ring of the spring plate 13 presses against the stop plate 12, and the outer ring of the spring plate 13 presses against the upper surface of the outer disk 2 and the upper surface of the inner disk 1. The first arc-shaped latch 1001 of the main connecting block 10 and the second arc-shaped latch 101 of the inner disc 1 are respectively latched onto the outer circumferential surface of the rivet 11, forming a "double arc-shaped wrap-around positioning". Through the contact between the arc-shaped surface and the outer circumference of the rivet 11, the braking torque is transmitted from the outer disc 2 through the main connecting block 10 and the rivet 11 to the inner disc 1, ensuring the linkage between the inner and outer discs 2. Simultaneously, the arc-shaped latch allows for a slight circumferential twisting of the outer disc 2 relative to the inner disc 1, meaning the inner and outer discs 2 can float slightly, mitigating warping deformation of the outer disc 2 during braking and reducing uneven wear of the brake pads. The lower flange ring 1101 at the lower end of the rivet 11 simultaneously latches onto the lower surfaces of the outer disc 2 and the inner disc 1, while the upper end, through a stop piece 12 latched by a third annular inner groove, forms an axial limit. The two work together to form a "double-sided clamping" structure, fixing the rivet 11 between the inner and outer discs 2 and preventing the rivet 11 from axially dislodging. When the vehicle brakes, the outer disc 2 undergoes axial deformation due to frictional thermal expansion or processing errors. The spring 13 can absorb the axial displacement (such as compression or extension) through its own deformation, thereby providing a flexible floating space for the inner and outer discs 2 along the axial direction, further alleviating the warping deformation of the outer disc 2 during braking and reducing uneven wear of the brake pads.

[0038] A second floating gap 14 is formed between the end of the main connecting block 10 and the outer ring of the inner disc 1. The arc-shaped bayonet allows the outer disc 2 to rotate slightly relative to the inner disc 1 in the circumferential direction; when the outer disc 2 floats slightly relative to the inner disc 1 in the axial direction, the reserved second floating gap 14 can effectively alleviate the warping deformation of the outer disc 2 during braking, thereby reducing the uneven wear of the brake pads.

[0039] The inner ring of the outer disc 2 is provided with several heat dissipation grooves 201, which are arranged sequentially and at intervals along the circumference of the inner ring of the outer disc 2. Each set of heat dissipation grooves 201 is provided with several heat dissipation teeth 202. The uniform distribution of heat dissipation grooves 201 and heat dissipation teeth 202 can make the heat dissipation of the outer disc 2 more uniform and faster during braking.

[0040] During braking, the outer disk 2 transmits torque to the inner disk 1 through the main connecting block 10 and rivet 11 of the first floating connection structure 3. The lower flange ring 1101 at the upper and lower ends of the rivet 11 forms an axial limit with the stop plate 12. The spring plate 13 adapts to the axial deformation of the outer disk 2 through deformation. The secondary connecting block 5 of the second floating connection structure 4 moves in the locking hole 6. The axial gap between the gasket 8 and the retaining spring 7 compensates for thermal expansion and runout tolerance, preventing the outer disk 2 from excessively twisting and deforming. This embodiment, by setting the first floating connection structure 3 and the second floating connection structure 4, can not only achieve the main torque transmission through the rivet 11, but also use the flexible floating of the spring 13, snap ring 7 and shim 8 to compensate for the axial deformation caused by processing and assembly errors and thermal expansion, effectively controlling the "runout tolerance" and alleviating the warping of the outer disc 2 and the swaying of the front wheel; the circumferentially distributed heat dissipation grooves 201 and heat dissipation teeth 202 expand the heat dissipation area, accelerate heat diffusion, avoid high temperature brake fade, reduce brake pad wear, and improve the overall braking smoothness, reliability and durability of the brake disc.

Claims

1. A spring-loaded riveted floating brake disc assembly, comprising an inner disc and an outer disc sleeved around the outer periphery of the inner disc, wherein a plurality of first floating connection structures are provided between the inner ring of the outer disc and the outer ring of the inner disc, the plurality of first floating connection structures being arranged sequentially at intervals along the circumference of the outer ring of the inner disc, and the outer disc being linked with the inner disc through the plurality of first floating connection structures, characterized in that: The outer disk has a plurality of second floating connection structures between its inner ring and the outer ring of the inner disk. The plurality of second floating connection structures are arranged sequentially at intervals along the circumference of the outer ring of the inner disk. The second floating connection structure includes a secondary connecting block and a corresponding locking hole. One end of the secondary connecting block is fixedly connected to the inner ring of the outer disk or the outer ring of the inner disk. The locking hole is correspondingly set on the outer ring of the inner disk or the inner ring of the outer disk. The locking hole is sleeved on the secondary connecting block. When the vehicle brakes, the secondary connecting block can move within the locking hole.

2. The clip spring riveted floating brake disc assembly of claim 1, wherein: One end of the card hole is closed and the other end is open. The second floating connection structure also includes a retaining spring and at least one set of gaskets disposed at the open end of the card hole. The gaskets are arranged between the sub-connecting block and the retaining spring. The retaining spring is fixed in the card hole. The gaskets are pressed against the end face of the sub-connecting block. An axial floating gap is formed between the gaskets and the retaining spring.

3. The clip spring riveted floating brake disc assembly of claim 2, wherein: The retaining hole includes a first annular inner groove for installing a gasket and a second annular inner groove for installing a retaining spring. The inner diameter of the second annular inner groove is larger than the inner diameter of the first annular inner groove, and the two sides of the second annular inner groove are formed with first abutments. When the retaining spring is installed in the second annular inner groove, the first abutments on both sides respectively form stops on the upper and lower sides of the retaining spring. The end of the first annular inner groove facing the second annular inner groove is open.

4. The clip spring riveted floating brake disc assembly of claim 3, wherein: The card hole also includes a U-shaped inner groove adapted to the secondary connecting block. The U-shaped inner groove, the first annular inner groove, and the second annular inner groove are arranged sequentially along the axial direction of the card hole. The first annular inner groove is wider than the U-shaped inner groove, and the end of the U-shaped inner groove facing the first annular inner groove is open.

5. The clip rivet floating brake disc assembly of any of claims 1-4, wherein: A set of second floating connection structures is provided between each pair of adjacent first floating connection structures. The sub-connecting blocks in the second floating connection structures are fixed on the inner ring of the outer disk. The locking holes are distributed on the outer ring of the inner disk, and each set of locking holes corresponds to a set of sub-connecting blocks.

6. The clip rivet floating brake disc assembly of any of claims 1-4, wherein: The inner ring of the outer disk is provided with a set of main connecting blocks for each group of first floating connection structures. The first floating connection structure includes rivets distributed between the main connecting blocks and the outer ring of the inner disk. The end of the main connecting block is provided with a first arc-shaped locking slot that engages with the outer circumferential surface of the rivet. The outer ring of the inner disk is provided with a second arc-shaped locking slot that engages with the outer circumferential surface of the rivet for each group of rivets. One end of the rivet is provided with a lower flange ring that engages with both the lower surface of the outer disk and the lower surface of the inner disk. The other end of the rivet is provided with a third annular inner groove. A stop piece is engaged in the third annular inner groove. A deformable spring piece is sleeved on the outer circumference of the rivet, distributed between the stop piece and the outer disk. The inner ring of the spring piece presses against the stop piece, and the outer ring of the spring piece presses against both the upper surface of the outer disk and the upper surface of the inner disk.

7. The snap ring riveted floating brake disc assembly according to claim 6, characterized in that: A second floating gap is formed between the end of the main connecting block and the outer ring of the inner disk.

8. The clip and rivet floating brake disc assembly of any of claims 1-4, wherein: The inner ring of the outer disk is provided with a number of heat dissipation grooves, which are arranged sequentially at intervals along the inner circumference of the outer disk. Each set of heat dissipation grooves is provided with a number of heat dissipation teeth.

Images