A flange plate braking structure

Abstract

The utility model belongs to the technical field of automobile brake equipment, concretely relates to a flange plate brake structure, including combination disc and the friction piece and brake caliper of setting on combination disc, combination disc includes first brake disc, second brake disc and circumferential connecting block, the circumferential connecting block is set as multiple blocks, and is fixed between first brake disc and second brake disc, first brake disc and second brake disc concentricity arrangement, multiple the circumferential connecting block is first brake disc or second brake disc as the center of circle and presents the circular distribution. The utility model discloses the cooperation structure of combination disc and friction piece, when brake caliper action, can make first half friction ring and second half friction ring on friction piece alternate and brake pad contact, realize the heat dispersion when continuous braking, again with the cooperation of rotating circumferential connecting block guarantee first brake disc and second brake disc heat conduction to first half friction ring and second half friction ring, reduce the heat saturation effect, keep stable brake effect.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive braking equipment, specifically relating to a flange braking structure. Background Technology

[0002] In traditional flange braking systems, the design of friction braking, where the brake disc and brake pads engage through planar compression, has significant technical limitations. The core issue lies in the systemic imbalance between energy conversion and thermal management. When the braking system operates, kinetic energy is almost entirely converted into heat through continuous friction. However, the traditional solid brake disc, with its limited heat capacity and single heat dissipation path, experiences a rapid accumulation of heat on the friction surface, leading to a significant thermal fade effect. More seriously, this high temperature causes uneven thermal expansion of the brake disc. Measurements using a laser displacement detector show radial deformation of 0.2-0.35 mm and end face runout exceeding 0.15 mm, directly resulting in an unbalanced braking pressure distribution and a 30%-40% decrease in braking efficiency. Existing technologies attempt to increase heat capacity by increasing the brake disc thickness (from the conventional 32mm to 40-45mm), but this increases the weight of a single disc by more than 25kg, leading to an 18% increase in rotational inertia, which in turn exacerbates the energy load. Another ventilation slot design can improve heat dissipation efficiency by 20%-25%, but the slot structure reduces the effective friction area by 15%-20%, and thermal saturation can still occur under extreme conditions. Therefore, this invention proposes a flange brake structure to address the above problems. Utility Model Content

[0003] The purpose of this invention is to provide a flange braking structure that can solve the above-mentioned technical problems.

[0004] The specific technical solution adopted by this utility model is as follows: This utility model provides a flange braking structure, including a combination disc and friction components and brake calipers disposed on the combination disc. The combination disc includes a first brake disc, a second brake disc, and circumferential connecting blocks. Multiple circumferential connecting blocks are provided and fixed between the first brake disc and the second brake disc. The first brake disc and the second brake disc are concentrically arranged, and the multiple circumferential connecting blocks are evenly distributed in a circle with the first brake disc or the second brake disc as the center. The friction element includes a first half-friction ring and a second half-friction ring. The first half-friction ring and the second half-friction ring are both set as two symmetrical pieces. The first half-friction ring and the second half-friction ring are both embedded in the friction groove. The friction groove is set as two sets and is respectively opened on the opposite sides of the first brake disc and the second brake disc. A locking assembly and a tensioning assembly are provided between the first half-friction ring and the second half-friction ring to restrict disengagement from the assembly disc.

[0005] Preferably, the snap-fit ​​assembly includes a limited-release plug-in block and a limited-release plug-in hole. The limited-release plug-in block is inserted into the limited-release plug-in hole. The limited-release plug-in hole is located in the friction groove and passes through the first brake disc or the second brake disc. The limited-release plug-in block is configured as multiple blocks and fixed on the opposite sides of the first half-friction ring and the second half-friction ring.

[0006] Preferably, the limited-disengagement plug block is integrally provided with an outer bulge for limiting disengagement from the limited-disengagement plug hole, and the end face size of the outer bulge is set to 1.03 times the end face size of the limited-disengagement plug block. The limited-disengagement plug block and the limited-disengagement plug hole are located between two adjacent circumferential connecting blocks.

[0007] Preferably, the tensioning assembly is configured as two sets, located on the arc-shaped sides of the first and second half-friction rings respectively. The tensioning assembly includes an inner insert pull block, a tensioning frame, and a pressing screw. The inner insert pull block is inserted into an inner slot. The inner slot is opened on the tensioning frame. The pressing screw is threaded into the tensioning frame and extends into the inner slot. The pressing screw abuts against a pressing slope. The pressing slope is provided on the inner insert pull block.

[0008] Preferably, the inner insert pull block is engaged with the alignment insertion hole, and the alignment insertion hole is provided in two and opened on both sides of the friction groove on the first brake disc. The alignment insertion hole is located between two adjacent circumferential connecting blocks. The tensioning frame is engaged with the sleeve insertion hole, and the sleeve insertion hole is provided in two and opened on both sides of the friction groove on the second brake disc. The sleeve insertion hole is located between two adjacent circumferential connecting blocks.

[0009] Preferably, the depth of the friction groove is set to two-thirds of the thickness of the first or second brake disc. When the first and second half-friction rings are embedded in the friction groove, they protrude 2-5mm from the end face of the first or second brake disc. Both sides of the first or second half-friction ring are set to obtuse angles.

[0010] Preferably, the circumferential connecting block is inclined at 15° with the first brake disc or the second brake disc as the center.

[0011] Preferably, the two sides of the outer bulge on the limited-release plug block are tapered, and the tapered shape corresponds to the end face of the limited-release plug hole.

[0012] The beneficial effects are: 1. This utility model, through the combination structure of the combination disc and the friction component, allows the first half friction ring and the second half friction ring on the friction component to alternately contact the brake pad when the brake caliper is in action, thereby dispersing heat during continuous braking. In addition, the combination with the rotating circumferential connecting block ensures the heat conduction of the first brake disc and the second brake disc to the first half friction ring and the second half friction ring, reducing the heat saturation effect and maintaining a stable braking effect.

[0013] 2. This utility model, through the snap-fit ​​component and the tensioning component set on the friction component, can ensure the stability of the installation and the smoothness of operation after the first half friction ring and the second half friction ring are installed in the friction grooves on the first brake disc and the second brake disc. On the other hand, it facilitates the subsequent replacement and maintenance of the friction ring, thereby improving the practical performance of the braking structure. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the main structure of this utility model; Figure 2 This is a schematic diagram of the combined disc and friction component in their separated state according to this utility model; Figure 3 This is a schematic diagram of the combined disc structure of this utility model; Figure 4 This is a schematic diagram of the cross-sectional structure of the combined disc end face of this utility model; Figure 5 This is a schematic diagram of the friction component structure of this utility model; Figure 6 This is a schematic diagram of the first half friction ring and tensioning frame structure of this utility model.

[0015] The attached diagram lists the components represented by each number as follows: 1. Combination disc; 11. First brake disc; 12. Second brake disc; 13. Circumferential connecting block; 14. Friction groove; 14a. Sleeve insertion hole; 14b. Limiting disengagement insertion hole; 14c. Alignment insertion hole; 2. Friction component; 21. First half friction ring; 22. Second half friction ring; 23. Limiting disengagement insertion block; 23a. Outer bulge; 24. Inner insertion pull block; 24a. Pressing inclined surface; 25. Tensioning frame; 25a. Inner slot; 25b. Pressing screw; 3. Brake caliper. Detailed Implementation

[0016] To make the objectives and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the following text is merely used to describe one or more specific embodiments of this utility model and does not strictly limit the scope of protection specifically claimed by this utility model.

[0017] like Figure 1-6As shown, a flange braking structure includes a combination disc 1 and a friction element 2 and a brake caliper 3 disposed on the combination disc 1. The combination disc 1 includes a first brake disc 11, a second brake disc 12 and a circumferential connecting block 13. The circumferential connecting block 13 is configured as multiple blocks and is fixed between the first brake disc 11 and the second brake disc 12. The first brake disc 11 and the second brake disc 12 are concentrically arranged, and the multiple circumferential connecting blocks 13 are evenly distributed in a circle with the first brake disc 11 or the second brake disc 12 as the center. The friction component 2 includes a first half-friction ring 21 and a second half-friction ring 22. The first half-friction ring 21 and the second half-friction ring 22 are both set as two symmetrical pieces. The first half-friction ring 21 and the second half-friction ring 22 are both embedded in the friction groove 14. The friction groove 14 is set as two sets and is respectively opened on the opposite sides of the first brake disc 11 and the second brake disc 12. The first half-friction ring 21 and the second half-friction ring 22 are both made of copper-based powder metallurgy material (high temperature resistance 600℃). A locking assembly and a tensioning assembly for restricting disengagement from the combination disc 1 are provided between the first half-friction ring 21 and the second half-friction ring 22.

[0018] As an optional implementation, the snap-fit ​​assembly includes a release-limiting insertion block 23 and a release-limiting insertion hole 14b. The release-limiting insertion block 23 is inserted into the release-limiting insertion hole 14b, which is located in the friction groove 14 and penetrates the first brake disc 11 or the second brake disc 12. Multiple release-limiting insertion blocks 23 are provided and fixed on the opposite sides of the first half-friction ring 21 and the second half-friction ring 22. In this way, the snap-fit ​​assembly can be used to improve the overall mounting strength of the first half-friction ring 21 or the second half-friction ring 22 on the first brake disc 11 or the second brake disc 12, and improve the stability of contact with the brake pads.

[0019] Furthermore, the detachment limiting plug block 23 is integrally provided with an outer bulge 23a for limiting the detachment of the detachment limiting plug hole 14b. The end face size of the outer bulge 23a is set to 1.03 times the end face size of the detachment limiting plug block 23. The detachment limiting plug block 23 and the detachment limiting plug hole 14b are located between two adjacent circumferential connecting blocks 13. This facilitates the installation of the friction element 2 and the friction groove 14, ensuring that the detachment limiting plug block 23 and the detachment limiting plug hole 14b are located between two adjacent circumferential connecting blocks 13, thus improving the installation correspondence effect.

[0020] See attached document Figure 3 and attached Figure 6The tensioning assembly is configured in two sets, located on the arc-shaped sides of the first half-friction ring 21 and the second half-friction ring 22 respectively. The tensioning assembly includes an inner insertion pull block 24, a tensioning frame 25, and a pressing screw 25b. The inner insertion pull block 24 is inserted into the inner slot 25a, which is located on the tensioning frame 25. The pressing screw 25b is threaded into the tensioning frame 25 and extends into the inner slot 25a. The pressing screw 25b abuts against the pressing slope 24a, which is located on the inner insertion pull block 24. This allows the first half-friction ring 21 and the second half-friction ring 22 to achieve a fixed effect of pulling against each other on both sides by the tensioning assembly, thereby preventing the first half-friction ring 21 and the second half-friction ring 22 from protruding outwards on both sides and facilitating subsequent replacement operations.

[0021] Furthermore, the inner insertion pull block 24 is engaged with the alignment insertion hole 14c. The alignment insertion hole 14c is configured as two holes and is opened on both sides of the friction groove 14 on the first brake disc 11. The alignment insertion hole 14c is located between two adjacent circumferential connecting blocks 13. The tension frame 25 is engaged with the sleeve insertion hole 14a. The sleeve insertion hole 14a is configured as two holes and is opened on both sides of the friction groove 14 on the second brake disc 12. The sleeve insertion hole 14a is located between two adjacent circumferential connecting blocks 13. In this way, the tension frame 25 and the inner insertion pull block 24 are misaligned with the circumferential connecting block 13, which facilitates the fixed installation operation.

[0022] Furthermore, the depth of the friction groove 14 is set to two-thirds of the thickness of the first brake disc 11 or the second brake disc 12. When the first half-friction ring 21 and the second half-friction ring 22 are embedded in the friction groove 14, they protrude 2-5mm from the end face of the first brake disc 11 or the second brake disc 12. Both sides of the first half-friction ring 21 or the second half-friction ring 22 are set to obtuse angles. This allows the brake caliper 3 to be controlled so that the brake pads can preferentially contact the first half-friction ring 21 and the second half-friction ring 22, thereby improving the friction braking effect after the brake pads contact the friction element 2. The obtuse angles can handle the connection between the two first half-friction rings 21 and the two second half-friction rings 22 when the first brake disc 11 and the second brake disc 12 rotate.

[0023] See attached document Figure 4 The circumferential connecting block 13 is set at an angle of 15° with the first brake disc 11 or the second brake disc 12 as the center. This allows the circumferential connecting block 13 to rotate when the first brake disc 11 and the second brake disc 12 drive it to rotate. The rotation of the circumferential connecting block 13 generates centrifugal force, which in turn generates suction on the surrounding air, accelerates the airflow between the first brake disc 11 and the second brake disc 12, and improves the heat dissipation of the first brake disc 11, the second brake disc 12, the first half friction ring 21, and the second half friction ring 22.

[0024] See attached document Figure 5The outer bulge 23a on the limiting insertion block 23 has tapered sides, and the tapered shape corresponds to the end face of the limiting insertion hole 14b. This allows the limiting insertion block 23 to be hammered into the limiting insertion hole 14b, so that the outer bulge 23a is located between the first brake disc 11 and the second brake disc 12. The tapered shape on the outer bulge 23a and the limiting insertion hole 14b achieve a sloped extrusion effect, thereby maintaining the tension effect on the first half friction ring 21 or the second half friction ring 22.

[0025] Using the above structure, firstly, the first half-friction ring 21 and the second half-friction ring 22 are aligned with the friction grooves 14 on the first brake disc 11 and the second brake disc 12, so that the limiting insertion block 23 is aligned with the limiting insertion hole 14b. By tapping, the limiting insertion block 23 is fully inserted into the limiting insertion hole 14b. At this time, the conical surface of the outer bulge 23a forms a pressing fit with the end face of the limiting insertion hole 14b. At the same time, the inner insertion pull block 24 is inserted into the alignment insertion hole 14c, so that the tensioning frame 25 and the inner insertion pull block 24 form a plug-in fit. Then, the pressing screw 25b is tightened to press the inner insertion pull block 24. The pressure slope 24a on the upper part generates an inward pulling force, thereby subjecting both sides of the first half friction ring 21 and the second half friction ring 22 to uniform tension. Finally, check whether each component is installed in place, ensuring that the first half friction ring 21 and the second half friction ring 22 protrude 2-5mm from the brake disc end face, and that there is no looseness at any connection. After the installation of the friction component 2 is completed through the above steps, the synergistic effect of the snap-fit ​​assembly and the tensioning assembly can ensure that the friction component 2 remains stable under high-speed rotation and braking conditions. At the same time, the centrifugal airflow generated by the inclined circumferential connecting block 13 during rotation can effectively improve the heat dissipation effect.

[0026] The above description is merely a preferred embodiment of this utility model. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of this utility model, and these improvements and modifications should also be considered within the scope of protection of this utility model. All standard parts used in this application can be purchased from the market, and can be customized according to the description and drawings. The specific connection methods of each part all adopt conventional methods such as bolts, rivets, and welding, which are mature technologies in the prior art. The machinery, parts, and equipment all adopt conventional models in the prior art. This application is mainly used to protect mechanical devices. Structures, devices, and operating methods not specifically described or explained in this utility model, unless otherwise specified or limited, are implemented according to conventional methods in the field.

Claims

1. A flange braking structure, characterized in that: The system includes a combination disc (1) and friction components (2) and brake calipers (3) disposed on the combination disc (1). The combination disc (1) includes a first brake disc (11), a second brake disc (12) and circumferential connecting blocks (13). The circumferential connecting blocks (13) are configured in multiple pieces and fixed between the first brake disc (11) and the second brake disc (12). The first brake disc (11) and the second brake disc (12) are concentrically arranged. The multiple circumferential connecting blocks (13) are evenly distributed in a circle with the first brake disc (11) or the second brake disc (12) as the center. The friction element (2) includes a first half friction ring (21) and a second half friction ring (22). The first half friction ring (21) and the second half friction ring (22) are both set as two symmetrical pieces. The first half friction ring (21) and the second half friction ring (22) are both embedded in the friction groove (14). The friction groove (14) is set as two sets and is respectively opened on the opposite sides of the first brake disc (11) and the second brake disc (12). A snap-fit ​​assembly and a tensioning assembly for limiting the disengagement of the combination disc (1) are provided between the first half friction ring (21) and the second half friction ring (22).

2. The flange braking structure according to claim 1, characterized in that: The snap-fit ​​assembly includes a limited-release plug-in block (23) and a limited-release plug-in hole (14b). The limited-release plug-in block (23) is plugged into the limited-release plug-in hole (14b). The limited-release plug-in hole (14b) is located in the friction groove (14) and passes through the first brake disc (11) or the second brake disc (12). The limited-release plug-in block (23) is configured as multiple blocks and fixed on the opposite sides of the first half-friction ring (21) and the second half-friction ring (22).

3. The flange braking structure according to claim 2, characterized in that: The limited-disengagement plug block (23) is integrally provided with an outer bulge (23a) for limiting the disengagement of the limited-disengagement plug hole (14b). The end face size of the outer bulge (23a) is set to 1.03 times the end face size of the limited-disengagement plug block (23). The limited-disengagement plug block (23) and the limited-disengagement plug hole (14b) are located between two adjacent circumferential connecting blocks (13).

4. The flange braking structure according to claim 3, characterized in that: The tensioning assembly is configured in two sets and is located on the arc-shaped sides of the first half-friction ring (21) and the second half-friction ring (22), respectively. The tensioning assembly includes an inner insertion pull block (24), a tensioning frame (25), and a pressing screw (25b). The inner insertion pull block (24) is inserted into the inner slot (25a). The inner slot (25a) is opened on the tensioning frame (25). The pressing screw (25b) is threaded into the tensioning frame (25) and extends into the inner slot (25a). The pressing screw (25b) abuts against the pressing slope (24a). The pressing slope (24a) is set on the inner insertion pull block (24).

5. A flange braking structure according to claim 4, characterized in that: The inner insertion pull block (24) is inserted into the alignment insertion hole (14c). The alignment insertion hole (14c) is configured as two and is opened on both sides of the friction groove (14) on the first brake disc (11). The alignment insertion hole (14c) is located between two adjacent circumferential connecting blocks (13). The tensioning frame (25) is inserted into the sleeve insertion hole (14a). The sleeve insertion hole (14a) is configured as two and is opened on both sides of the friction groove (14) on the second brake disc (12). The sleeve insertion hole (14a) is located between two adjacent circumferential connecting blocks (13).

6. A flange braking structure according to claim 5, characterized in that: The depth of the friction groove (14) is set to two-thirds of the thickness of the first brake disc (11) or the second brake disc (12). When the first half friction ring (21) and the second half friction ring (22) are embedded in the friction groove (14), they protrude 2-5mm from the end face of the first brake disc (11) or the second brake disc (12). Both sides of the first half friction ring (21) or the second half friction ring (22) are set to obtuse angles.

7. A flange braking structure according to claim 6, characterized in that: The circumferential connecting block (13) is set at an angle of 15° with the first brake disc (11) or the second brake disc (12) as the center.

8. A flange braking structure according to claim 7, characterized in that: The outer bulge (23a) on the limited-release plug block (23) is tapered on both sides, and the tapered shape corresponds to the end face of the limited-release plug hole (14b).

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