Brake disc with a damping element arranged in a load path

Abstract

Brake disc (10) for a disc brake assembly (100) of a motor vehicle, comprising: a friction ring (12) with two friction surfaces (16, 18) arranged in opposite directions, and a brake disc pot (14, 114) connected to the friction ring (12), which is designed to at least partially encompass a wheel bearing arrangement (202) of the motor vehicle, wherein the brake disc pot (14, 114) comprises an end face (20, 120) which faces away from the wheel bearing arrangement (202) and towards a contact surface of a rim of the motor vehicle, wherein at least one damping element (22, 122, 222) is attached to the end face (20, 120) of the brake disc hub (14, 114) wherein the at least one damping element (22, 122, 222) comprises two parallel, preferably metallic, outer layers (230, 232) of high stiffness and at least one, preferably elastomeric, elastic intermediate layer (234) of lower stiffness arranged between them, wherein the front surface of the brake disc hub can be connected to the contact surface of the rim of the motor vehicle via the at least one damping element (22, 122, 222) in a force-transmitting manner.

Description

Background of the invention

[0001] This describes a brake disc for a disc brake assembly of a motor vehicle, comprising a friction ring and a brake disc hub. Furthermore, a disc brake assembly for a motor vehicle is described. State of the art

[0002] Conventional disc brake arrangements for motor vehicles are well known from the prior art and comprise a disc brake and a brake disc with a friction ring and an associated brake disc hub. The friction ring and the brake disc hub of the brake disc can be either formed as a single piece or as separate components. In its mounted state, the brake disc is non-rotatably connected to a motor vehicle wheel and rotates synchronously with this wheel during vehicle travel.

[0003] In operation, known disc brake systems often produce noises that can be perceived as disturbing by vehicle occupants. In particular, such noises can be caused by vibrations in the area of ​​the brake disc. These vibrations are generated when the brake pads contact the brake disc during the initiation and execution of a braking process, due to minimal fluctuations in friction. Under certain circumstances, these vibrations can have a frequency that corresponds to a resonance frequency of the disc brake system or a part thereof, which can further amplify the noise.

[0004] In addition to such unwanted noise formation, the vibrations that occur can also cause damage due to overload on the vibrating components surrounding the brake disc.

[0005] To reduce vibrations occurring during braking and the resulting negative effects, known brake discs feature structural modifications to the friction ring and / or the brake disc hub. This is intended to locally alter the stiffness of the brake disc, which simultaneously influences its natural frequencies.

[0006] Furthermore, document KR 10 2008 0054198 A proposes to arrange a shim in an installation area between a wheel hub and a brake disc, which has an elastomer layer to dampen any vibrations that occur.

[0007] Furthermore, document EP 1124 072 A2 discloses a multi-part brake disc with a friction ring and a brake disc hub, which incorporates a damping element. The damping element is arranged in a coupling area between the friction ring and the brake disc hub, where they are coupled together. Moreover, the damping material of the damping element exhibits different damping coefficients distributed around its circumference.

[0008] Document DE 10 2011 112 230 A1 discloses a holding device for a rim and a brake disc on a wheel hub of a vehicle, wherein an elastic damping element is arranged in an annular space bounded in the axial direction by the pot of the brake disc and the rim.

[0009] Document DE 101 25 114 A1 discloses a brake unit which, in addition to a brake disc and other components, includes a damping element comprising a first supporting ring connected to the brake disc, damping material and a second ring connected only to the damping material. Underlying problem

[0010] Despite known solutions, there is still a need to improve brake discs and disc brake arrangements to avoid the vibrations and noise described above.

[0011] The task is therefore to provide an improved brake disc and disc brake assembly that reduces the occurrence of noise and damage due to vibrations on the brake disc, especially when initiating and carrying out a braking process. Proposed solution

[0012] This problem is solved by a brake disc having the features of claim 1 and a disc brake arrangement having the features of claim 11.

[0013] Preferred embodiments will be evident from dependent claims 2 to 10 and the following description.

[0014] A brake disc for a disc brake assembly of a motor vehicle comprises a friction ring with two opposing friction surfaces and a brake disc hub connected to the friction ring. The brake disc hub is designed to at least partially surround a wheel bearing assembly of the motor vehicle. The brake disc hub includes an end face that faces away from the wheel bearing assembly and towards a contact surface of a wheel rim of the motor vehicle. At least one damping element is attached to the end face of the brake disc hub.

[0015] The end face of the brake disc hub can be connected to the mounting surface of the vehicle's rim via at least one damping element, thus transmitting force. For this purpose, the rim can be pre-tensioned against the brake disc, for example, by means of a plurality of fastening bolts or screws via the mounting surface, the at least one damping element, and the end face. The at least one damping element thereby comes into contact with the mounting surface of the rim, at least partially.

[0016] The inventors of the present disclosure have recognized that the vibrations occurring during braking propagate, in particular along a load path, from their point of origin, i.e., the contact surfaces between the brake pads and the friction ring of the brake disc, via the brake disc hub into the rim of the vehicle. The vibration system formed along this load path by the various components thus determines, among other things, the nature of the vibrations through its vibration characteristics and specific resonant frequency. By attaching the at least one damping element to the end face of the brake disc hub, the damping element is positioned directly within this load path. The damping element thereby interrupts the load path and selectively influences or reduces the transmission of vibrations between the brake disc and the rim.

[0017] The at least one damping element can exhibit high stiffness towards axial forces acting in the direction of a rotational axis of the brake disc and low stiffness towards radial forces and / or torsional moments.

[0018] It was recognized that the vibrations described above occur primarily in the form of rotational and torsional vibrations. These generate torsional movements as well as radial relative movements between the brake disc and the associated rim. By arranging at least one damping element with low stiffness against radial forces and / or torsional moments in the load path, such torsional vibrations can be effectively damped. This is achieved, for example, by the damping element converting the kinetic energy of the vibrations into potential energy, perhaps through section-wise, reversible deformation of the damping element. In this way, the amplitudes of the vibrations are reduced by the at least one damping element, and disruptive noise generation in the area of ​​the brake disc is diminished.

[0019] At the same time, the high stiffness of the damping element against axial forces ensures that the preload of the mounting bolts, which conventionally attach the rim to the wheel hub via the brake disc, does not decrease during operation. A braking torque generated during braking can therefore always be reliably transmitted.

[0020] In a further development, the at least one damping element can be annular in shape. Furthermore, the damping element can be substantially congruent with the end face of the associated brake disc hub. The at least one damping element can include a plurality of mounting holes for the passage of the mounting bolts, the number, arrangement, and design of which correspond to the number, arrangement, and design of the corresponding mounting holes of the associated brake disc hub.

[0021] The inclusion of at least one damping element allows for use with conventional components of a disc brake and wheel assembly, resulting in a comparatively low overall complexity despite the additional vibration damping. In other words, the at least one damping element can be installed on the brake disc essentially without any other design changes or modifications to the brake disc hub and / or the friction ring. Retrofitting brake discs without damping elements with the described damping element is therefore also possible.

[0022] According to a further embodiment, the at least one damping element can comprise two parallel outer layers of high stiffness and at least one elastic intermediate layer of lower stiffness arranged between them. The two outer layers can, for example, be made of a metal, in particular steel, a ceramic, and / or a fiber-reinforced composite material. Furthermore, the two outer layers can be made of the same or different materials. The elastic intermediate layer can, for example, be made of an elastomer and / or a fiber-reinforced composite material. Shear loads caused by torsional vibrations can be distributed evenly within the damping element, more precisely within the elastic intermediate layer, via the two outer layers. At the same time, the outer layers protect the elastic intermediate layer from damage.It is understood that several intermediate layers may be provided between the outer layers, whereby the several intermediate layers may each have the same material or different materials.

[0023] In particular, the intermediate layer of the damping element can be designed with a very small material thickness, which is, for example, less than the respective material thickness of the outer layers, giving the entire layer structure a high stiffness against axial forces and thus against axial deformation.

[0024] In one embodiment, the outer layers can each have a material thickness between 0.3 mm and 0.7 mm. For example, the outer layers can each have a material thickness of 0.5 mm. The two outer layers can have the same or different material thicknesses. Furthermore, the elastic intermediate layer can have a material thickness between 0.05 mm and 0.15 mm, for example, 0.1 mm. In the case of multiple intermediate layers, these can each have the same or different material thicknesses.

[0025] By selecting specific outer layers and at least one intermediate layer, i.e., the respective materials and material thicknesses, with regard to the properties and geometry of the brake disc, the brake disc hub, and / or the associated rim, a defined damping of certain vibration modes during brake disc operation can be ensured. In particular, torsional vibrations generated during braking can be effectively dampened in this way.

[0026] According to further training, at least one intermediate layer can be adhesively bonded to the contact surfaces of the two outer layers facing the intermediate layer. For example, the intermediate layer can be vulcanized onto the contact surfaces of the two outer layers. Alternatively, an additional adhesive layer can be provided between the intermediate layer and the contact surfaces.

[0027] In another embodiment, the at least one damping element can have a loss-prevention device.

[0028] The at least one damping element can be attached to the brake disc hub, for example, by means of a screw and / or pin connection. For this purpose, the damping element can, for example, have at least one additional bore into which a screw or pin can be inserted to firmly attach the damping element to the end face of the brake disc hub. It is understood that in this embodiment, a corresponding additional bore or threaded hole can be provided in the end face of the brake disc hub.

[0029] Alternatively or additionally, the at least one damping element can be attached to the brake disc hub by means of an adhesive layer. The adhesive layer can be provided between the damping element and the end face of the brake disc hub. In particular, the adhesive layer can be a bonding layer, so that the at least one damping element is attached to the brake disc hub by means of an adhesive bond.

[0030] Alternatively or additionally, the at least one damping element may have a clamping and / or locking element which can be engaged with a complementary clamping and / or locking element formed on the brake disc and / or the rim in order to connect the at least one damping element to the brake disc and / or the rim.

[0031] The fastenings described above for the at least one damping element to the brake disc hub and / or the rim can serve to prevent loss of the damping element during assembly work, such as a wheel change. Furthermore, one or more of the described retaining devices can assist in the intended positioning of the damping element on the end face of the brake disc hub, thus simplifying the installation of a corresponding disc brake assembly.

[0032] In one embodiment, the brake disc can be a single piece. In this case, the friction ring of the brake disc can be formed integrally with the brake disc hub.

[0033] Alternatively, in another embodiment, the brake disc can be multi-part. In this further embodiment, the friction ring and the brake disc hub can be designed separately from each other. The brake disc can be of lightweight construction, for example with a brake disc hub made of a light metal.

[0034] In a multi-part brake disc, the brake disc hub can have at least one coupling element that is rotationally fixedly coupled to at least one complementary coupling element of the friction ring in a coupling area of ​​the brake disc hub. The at least one coupling element can, for example, have a toothed connection. Alternatively, another positive-locking or friction-locking, rotationally fixed coupling between the friction ring and the brake disc hub can be formed, for example, in the form of a tongue-and-groove connection or similar.

[0035] Another aspect concerns a disc brake assembly for a motor vehicle. The disc brake assembly comprises a brake carrier, a brake caliper attached to the brake carrier, and two brake pad assemblies, each comprising a brake pad carrier and a brake pad, which are movable by means of the brake caliper. Furthermore, the disc brake assembly comprises a brake disc of the type described above, arranged between the two brake pad assemblies, which is rotatable about an axis of rotation of the brake disc. The brake disc includes at least one damping element, which is attached to the end face of the brake disc hub.

[0036] It is understood that the disclosed subject matter is not limited to the previously described developments and embodiments. Rather, it is apparent to the person skilled in the art that the previously described aspects and features can be combined in any way without deviating from the subject matter of the invention. Brief description of the drawing

[0037] Further objectives, features, advantages, and applications will become apparent from the following description of exemplary embodiments, which are not to be understood as limiting, with reference to the accompanying schematic drawings. All features described and / or illustrated, either individually or in any combination, depict the subject matter disclosed herein. The dimensions and proportions of the components shown in the figures are not necessarily to scale. Fig. Figure 1 shows a perspective view of a brake disc according to a first embodiment. Fig. Figure 2 shows a perspective view of a section of the brake disc according to Fig. 1 in a sectional view. Fig. Figure 3 shows a perspective view of a brake disc hub for a multi-part brake disc according to a second embodiment. Fig. Figure 4 shows a section of the brake disc hub for a multi-piece brake disc according to Fig. 3 in a sectional view. Fig. Figure 5 shows an exploded view of a damping element. Fig. Figure 6 shows a side view of the exploded view of the damping element according to Fig. 5. Fig. Figure 7 shows a perspective view of a disc brake assembly with a brake disc according to the one in Fig. 1 first embodiment shown. Detailed description of the drawings

[0038] Fig. Figure 1 shows a brake disc 10 according to a first embodiment, comprising a friction ring 12 with an outer and an inner circumference, and a brake disc hub 14. The brake disc hub 14 abuts the friction ring 12 in the region of its inner circumference. In the embodiment shown, the friction ring 12 and the brake disc hub 14 are formed in one piece and arranged coaxially with each other. The brake disc 10, when attached to a motor vehicle (not shown here), is rotatable about an axis of rotation R together with an associated motor vehicle wheel.

[0039] The friction ring 12 comprises a first annular friction surface 16 and a second annular friction surface 18 axially opposite to this, each of which is used to generate a braking effect by means of a brake pad of the disc brake (in Fig. The brake disc hub 14 comprises an end face 20 which is parallel to the friction ring 12, i.e., to the friction surfaces 16, 18 of the friction ring 12, and axially spaced from it. A cylindrical surface of the brake disc hub 14 extends axially from the end face 20 towards the friction ring 12. The brake disc hub 14 is designed to encompass a wheel bearing assembly (not shown) of the motor vehicle.

[0040] The front surface 20 is turned away from the wheel bearing assembly in a mounted state and towards a contact surface of a rim (not shown).

[0041] The brake disc 10 has a damping element 22, which in the first embodiment shown is designed in the form of an annular disc and is attached to the end face 20 of the brake disc hub 14. The dimensions of the surface of the damping element 22 correspond essentially to the dimensions of the surface of the end face 20, so that the damping element 22 and the end face 20 are almost congruent to each other. An exemplary construction of the damping element 22 is shown in detail below with regard to the Fig. 5 and Fig. 6 explained.

[0042] The damping element 22 and the end face 20 comprise in the Fig. In the embodiment shown in Figure 1, five mounting holes 24 are arranged at equal intervals around the axis of rotation R of the brake disc 10 and are designed to receive mounting bolts or screws for attaching the brake disc 10 and a rim to a corresponding wheel hub. This simultaneously forms a force-transmitting connection between the brake disc 10 and the associated rim of the motor vehicle.

[0043] When the brake pedal is pressed while the vehicle is in operation, the brake pads of the disc brake contact the friction surfaces 16, 18 of the rotating brake disc 10 in a conventional manner, thereby braking the brake disc 10. The braking force applied to the friction surfaces 16, 18 by the brake pads is transmitted via the brake disc hub 14, more precisely the end face 20, to the contact surface of the associated rim and thus to the wheel of the vehicle, thereby also braking it. This creates a load path that extends from the contact area of ​​the friction surfaces 16, 18, via the brake disc hub 14, the end face 20, the damping element 22, and the contact surface of the rim into the rim. Therefore, the damping element 22 of the brake disc 10 is located directly within this load path.

[0044] In addition to the generated braking forces, vibrations propagate along the load path. These vibrations arise, for example, from minimal fluctuations in frictional force and can lead to noise that is perceived as disturbing. However, the damping element 22, positioned within the load path, interrupts this path, allowing the generated vibrations to be selectively dampened. More precisely, the damping element 22, positioned within the load path, reduces the amplitude of the vibrations that occur during the operation of the brake disc 10 when the brakes are applied, thereby reducing the resulting sound pressure levels. By damping the vibrations, the damping element 22 also prevents deformation and damage to components within the vibration system, which can extend the service life of the disc brake assembly.

[0045] Fig. Figure 2 shows a section of the Fig. Figure 1 shows a sectional view of the brake disc 10. This sectional view shows that the damping element 22 is only attached to the outer end face 20 of the brake disc hub 14, which faces the contact surface of the associated rim and away from a wheel bearing arrangement that is at least partially enclosed by the brake disc hub 14 during operation.

[0046] The damping element 22 is located in the Fig. 1 and Fig. In the embodiment shown in Figure 2, the damping element 22 is adhesively attached to the end face 20 of the brake disc hub 14 by means of an adhesive layer. This ensures that the damping element 22 does not detach from the brake disc hub 14 when the disc brake assembly is disassembled and / or when the wheel is changed.

[0047] Comparable or identical components and features with equivalent effects are identified in the subsequent figures relating to the same embodiment of the brake disc by the same reference numerals. For further embodiments of the brake disc, the same reference numerals are used for comparable or identical components and features as in the first embodiment, but with a consecutive number prefixed, starting with 1. Components and features not described again in relation to the subsequent figures are similar in design and function to the corresponding components and features shown in the other figures.

[0048] The Fig. 3 and Fig. Figure 4 shows a perspective view of a brake disc hub 114 for a multi-part brake disc according to a second embodiment, as well as a section of a sectional view of the brake disc hub 114. To enable the brake disc hub 114 to be coupled to an associated friction ring (not shown) in a rotationally fixed manner, the brake disc hub 114 has a coupling element 126 formed on its outer surface. In the example shown, the coupling element 126 is designed as a toothed section in the outer surface of the brake disc hub 114. The coupling element 126 is designed to engage positively with a complementary coupling element (not shown) of the associated friction ring.

[0049] The brake disc hub 114 of the second embodiment also comprises a damping element 122 attached to its end face 120, which corresponds in its design and function to the damping element 22 according to the first embodiment. This damping element 122 is also adhesively bonded to the end face 120 of the brake disc hub 114 by means of an adhesive layer.

[0050] The load path described above extends, regardless of whether the brake disc is a single piece or a multi-piece design, from the contact area of ​​the friction surfaces with the associated brake pads, across the brake disc hub, the end face, and the mounting surface of the rim, and into the rim. Accordingly, the damping element 122 of the multi-piece brake disc is also located directly within the load path and dampens the vibrations occurring in this load path.

[0051] As from the in Fig. As can be seen in the sectional view shown in Figure 4, the damping element 122 has a multi-layered structure, which is described below in relation to the Fig. 5 and Fig. Section 6 is explained in more detail.

[0052] Fig. Figure 5 shows an exploded view of a damping element 222 with a multi-layered structure, wherein the design and function of the damping element 222 essentially corresponds to the respective structure and function of the damping elements 22 and 122 of the embodiments described above.

[0053] The only difference between the damping element 222 according to Fig. 5 and the damping elements 22, 122 of the Fig. 1, Fig. 2, Fig. 3 to Fig. The feature of the damping element 222 is that it has an additional bore 228 extending through the individual layers of the damping element 222. This additional bore 228 allows the damping element 222 to be attached to the associated brake disc hub by means of a screw and / or pin connection, independently of the brake disc being attached to the wheel hub. In this case, no adhesive layer is required between the damping element 222 and the end face of the associated brake disc hub to secure them together. However, it is understood that in further embodiments of the brake disc, both an adhesive layer and a screw and / or pin connection may be provided to connect the damping element to the end face of the associated brake disc hub.It is also possible, in addition to or as an alternative to the connections described above, to form a clamping and / or locking element on the damping element, which can be connected to a complementary clamping and / or locking element of the associated rim and / or the associated brake disc.

[0054] The damping element 222 comprises two outer layers 230, 232 of high stiffness, which in the illustrated embodiment are made of sheet steel. Between these two outer layers 230, 232, the damping element 222 comprises an elastic intermediate layer 234 of lower stiffness, which in the illustrated embodiment comprises an elastomer. In an assembled state, the elastic intermediate layer 234 is vulcanized onto the contact surfaces 236 of the outer layers 230, 232 facing the intermediate layer 234, thereby ensuring a strong and durable bond between the individual layers of the damping element 222. It is understood that in further embodiments, the intermediate layer can be adhesively bonded to the contact surfaces of the outer layers via an additional adhesive layer.

[0055] Out of Fig. 6, which shows a side view of the in Fig. As shown in the exploded view of the damping element 222 in Figure 5, it is evident that the individual layers of the damping element 222 have different material thicknesses. More precisely, the intermediate layer 234 has a smaller material thickness than the two outer layers 230 and 232. In the embodiment shown, the two outer layers 230 and 232 each have a material thickness of 0.5 mm, while the intermediate layer has a material thickness of 0.1 mm.

[0056] By forming the intermediate layer 234 with a very small material thickness, a damping element 222 can be constructed that exhibits high overall stiffness against axial loads in the direction of the axis of rotation R. This ensures that the preload of the rim, brake disc, and wheel hub, established by the fastening bolts or screws, does not decrease during operation of the disc brake assembly.

[0057] At the same time, the overall structure of the damping element 222 exhibits a comparatively low stiffness towards radial loads and, in particular, towards torsional moments due to the elastic intermediate layer 234. As a result, the damping element 222 has a damping effect on the vibration modes that occur, especially during braking, in the form of torsional vibrations, by converting the kinetic energy of the torsional vibrations into potential energy via the intermediate layer 234.

[0058] The outer layers 230, 232 of high stiffness, through which vibrations are transmitted to the intermediate layer 234, also enable a uniform distribution and introduction of the vibrations into the damping element 222.

[0059] Fig. Figure 7 shows an overall representation of a disc brake assembly 100 in an unassembled state. The disc brake assembly 100 comprises a wheel hub 200 with a wheel bearing assembly 202, a brake caliper 300, and a brake disc 10 as shown in the Fig. 1 and Fig. 2 first embodiment shown.

[0060] The brake disc 10 has a common axis of rotation R with the wheel hub 200 and can be rigidly connected to a rotating component of the wheel hub 200 along this axis of rotation R by means of the fastening bolts or screws 204 and associated nuts (not shown). The brake caliper 300 can be attached to a stationary component of the wheel hub 200 and comprises two movable brake pad assemblies, each having a brake pad carrier and a brake pad. In the mounted state, the movable brake pad assemblies engage the friction ring 12 of the brake disc 10 in order to bring the brake pads into force-transmitting contact with the friction ring when the brakes are applied.

Claims

[1] Brake disc (10) for a disc brake assembly (100) of a motor vehicle, comprising: a friction ring (12) with two friction surfaces (16, 18) arranged in opposite directions, and a brake disc pot (14, 114) connected to the friction ring (12), which is designed to at least partially encompass a wheel bearing arrangement (202) of the motor vehicle, wherein the brake disc pot (14, 114) comprises an end face (20, 120) which faces away from the wheel bearing arrangement (202) and towards a contact surface of a rim of the motor vehicle, wherein at least one damping element (22, 122, 222) is attached to the end face (20, 120) of the brake disc hub (14, 114) wherein the at least one damping element (22, 122, 222) comprises two parallel, preferably metallic, outer layers (230, 232) of high stiffness and at least one, preferably elastomeric, elastic intermediate layer (234) of lower stiffness arranged between them, wherein the front surface of the brake disc hub can be connected to the contact surface of the rim of the motor vehicle via the at least one damping element (22, 122, 222) in a force-transmitting manner. [2] Brake disc (10) according to one of the preceding claims, characterized by , that the at least one damping element (22, 122, 222) has a high stiffness towards axial forces acting in the direction of an axis of rotation (R) of the brake disc (10), and wherein the at least one damping element (22, 122, 222) has a low stiffness towards radial forces and / or torsional moments. [3] Brake disc (10) according to claim 1 or 2, characterized by, that at least one damping element (22, 122, 222) is annular disc-shaped. [4] Brake disc (10) according to one of the preceding claims, characterized by , that at least one intermediate layer (234) is adhesively bonded to the contact surfaces (236) of the two outer layers (230, 232) facing the intermediate layer (234). [5] Brake disc (10) according to any of the preceding claims, characterized by , that the outer layers (230, 232) each have a material thickness between 0.3 mm and 0.7 mm, preferably 0.5 mm, and / or that the at least one elastic intermediate layer (234) has a material thickness between 0.05 mm and 0.15 mm, preferably 0.1 mm. [6] Brake disc (10) according to one of the preceding claims, characterized by , that at least one damping element (22, 122, 222) is attached to the brake disc hub (14, 114) by means of a screw and / or pin connection. [7] Brake disc (10) according to one of the preceding claims, characterized by , that the at least one damping element (22, 233, 222) is attached to the brake disc hub (14, 114) by means of an adhesive layer, preferably an adhesive layer. [8] Brake disc (10) according to one of the preceding claims, characterized by , that the at least one damping element (22, 122, 222) has a clamping and / or locking element which can be engaged with a complementary clamping and / or locking element formed on the brake disc (10) and / or the rim in order to connect the at least one damping element (22, 122, 222) to the brake disc (10) and / or the rim. [9] Brake disc (10) according to one of the preceding claims, characterized by , that the friction ring (12) is formed integrally with the brake disc hub (14). [10] Brake disc (10) according to one of claims 1 to 8, characterized by, that the friction ring and the brake disc hub (114) are designed separately from each other. [11] Disc brake assembly (100) for a motor vehicle, with a brake carrier a brake caliper (300) attached to the brake carrier, two brake pad assemblies movable by means of the brake caliper (300), each comprising a brake pad carrier and a brake pad, and a brake disc (10) arranged between the two brake pad arrangements according to one of the preceding claims, which is rotatable about an axis of rotation (R) of the brake disc (10).

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