Connector for fastening a brake disc to a wheel hub and axle assembly for a vehicle

Abstract

A connector for attaching a brake disc to a wheel hub comprises a shaft, a head formed at one end of the shaft or a counterpart formed to be coupled to the shaft, and at least one damping element integrated into the shaft and / or arranged on a surface of the head or the counterpart.

Description

TECHNICAL AREA

[0001] The invention relates to a connector for attaching a brake disc to a wheel hub and an axle assembly for a vehicle. BACKGROUND

[0002] A friction brake for a vehicle typically comprises a rotor coupled to a wheel of the vehicle and a friction element coupled to a body or axle of the vehicle and designed to move in contact with the rotor to generate a frictional force to exert a braking torque on the rotor. For example, in a disc brake, a disc forms the rotor and is coupled to a wheel hub of the vehicle. A disc brake further comprises a caliper coupled to a body or axle of the vehicle, the caliper including a friction lining as the friction element. To brake the wheel, the friction lining is pressed against the disc by an external braking force, which can be generated, for example, by hydraulic pressure, to create a frictional force between the friction lining and the disc.

[0003] During braking, when the friction element is in contact with the rotor, a relative movement occurs between the rotor and the friction element, which can cause vibrations, primarily of the rotor and the friction material. Consequently, squealing noises can occur. However, vibrations are not limited to the brake itself but also occur in the vehicle's axle. Since the rotor is connected to the axle, there is a force transmission path between the rotor and the axle. Therefore, vibrations in the axle can cause vibrations in the brake disc and contribute to vibration noises generated by the brake disc. In general, even if a brake is carefully designed to minimize squealing noises, situations may arise where squealing occurs because the axle and brake are coupled. STATE OF THE ART

[0004] The publication JP 2003-148 527 A concerns a storage device for vehicles.

[0005] The publication JP S53-3391U relates in particular to a connector. REVELATION OF THE INVENTION

[0006] One of the objectives of the present invention is to provide improved solutions for reducing acoustic noise generated by the brake disc of a vehicle brake.

[0007] For this purpose, the present invention provides a connector according to claim 1 and an axle assembly according to claim 12.

[0008] One of the ideas of the present invention is to reduce the mutual excitation of vibrations between a brake disc and components of a vehicle axle by using connectors for joining the brake disc to the axle that incorporate a damping element. The damping element is made of an elastically deformable material designed to dampen or absorb vibrations, for example, in a frequency range between 1 kHz and 12 kHz. The damping element is integrated into a shaft of the connector and is additionally or alternatively arranged on a surface of a head or a counterpart of the connector.

[0009] The shaft extends longitudinally between a first end and an opposite second end and defines or has a central axis. For example, the shaft can be cylindrical. The damping element is integrated into the cross-section of the shaft.

[0010] The head, if provided, is formed at the first end of the shaft and projects beyond the shaft's circumference. For example, the head may have a larger diameter than the shaft. Optionally, the head is formed integrally with the shaft.

[0011] The mating part, if provided, is designed to be coupled to the shaft. This can involve the mating part having an engagement structure designed to engage with an engagement structure formed on an outer circumferential surface of the shaft, thus achieving a positive fit between the shaft and the mating part. Alternatively, the mating part can also be frictionally connected to the outer circumferential surface of the shaft, e.g., by crimping, shrinking, or the like. When coupled to the shaft, the mating part projects from the circumference of the shaft.

[0012] If it is provided on the head or the counterpart, the damping element is provided on a surface of it, e.g. as a surface layer, a coating or the like.

[0013] In an axle assembly, the brake disc is attached to a wheel hub by several connectors, as described above. The brake disc can contact a contact surface of the wheel hub on one side. The shank of each connector extends through a through-hole provided in the disc and projects into a mounting hole in the wheel hub, where the shank is preferably secured, for example, by a positive or friction fit or a material-fit connection. The head or mating part rests against a second side of the brake disc, so that the disc is clamped between the head or mating part and the contact surface of the wheel hub.

[0014] The damping elements of the connectors effectively absorb vibrations. Since the force transmission between the brake disc and the wheel hub passes through the connectors, these damping elements help to reduce the transmission of vibrations from the axle to the disc and vice versa. The connectors' damping elements help to decouple vibrations caused by self-excitation on the brake side, i.e., in the brake disc, from vibrations originating on the axle side. This effectively reduces the generation of acoustic noise.

[0015] According to the invention, the shaft has a central recess extending along a central axis of the shaft, with the damping element being arranged in the central recess. The damping element has a cross-section corresponding to the cross-section of the central recess and thus completely fills the central recess. The central recess can, for example, extend collinearly with the central axis.

[0016] Further embodiments of the present invention are the subject of the dependent claims and the following description with reference to the drawings.

[0017] According to some embodiments, the inner diameter of the central recess can be in a range of 10% to 70% of the outer diameter of the shaft.

[0018] According to some embodiments, the shaft may have an annular recess that surrounds and extends along a central axis of the shaft, with the damping element being arranged in the annular recess. The damping element also has an annular cross-section that corresponds to the annular recess and thus completely fills the annular recess.

[0019] According to some embodiments, the shaft can have several recesses extending along a central axis of the shaft, with a damping element arranged in each of the several recesses. For example, several recesses can be arranged around the central axis.

[0020] It should be noted that the multiple recesses can also be combined with an annular recess or the central recess. Likewise, it is also possible for the annular recess to be combined with a central recess.

[0021] In general, integrating the damping element into the shaft helps to absorb vibrations in a very efficient way.

[0022] According to some embodiments, the head or counterpart can have a contact surface that at least partially surrounds the shaft and is oriented along a central axis of the shaft, with the damping element being arranged on the contact surface. The contact surface faces the brake disc when the connector attaches the disc to the wheel hub. This means that the damping element can directly contact the disc when it is located on the contact surface. This allows vibrations to be efficiently absorbed by the damping element.

[0023] According to some embodiments, the damping element has a thickness in a range between 0.5 mm and 5 mm.

[0024] According to some embodiments, the damping element can be made of a material having a loss factor greater than or equal to 0.5%, preferably greater than or equal to 1%, and particularly preferably greater than or equal to 3%. The loss factor can be determined, for example, according to DIN EN ISO 6721-3 or as disclosed in DE 102 57 056 A1. While steel has a relatively low loss factor of 0.1% to 0.3%, aluminum already has a loss factor in the range of 0.5% to 1.2%. Cast iron has a loss factor in the range of 1% to 3%, thermosetting material has a loss factor in the range of 4% to 12%, hard rubber has a loss factor in the range of 5% to 15%, and soft rubber has a loss factor in the range of 15% to 35%.

[0025] According to some embodiments, the damping element can be made of an elastomeric material, in particular rubber, a thermoplastic or thermosetting material, or cast iron.

[0026] According to some embodiments, the shaft and the head or counterpart are made of a metal material.

[0027] In some embodiments, the shaft has an external thread. The external thread can form an engagement structure for coupling the shaft to a nut or for engaging the shaft with an internal thread provided in the mounting opening of the wheel hub.

[0028] According to some embodiments, the counterpart can be a nut or a sleeve. The nut or sleeve can be provided with an internal thread, for example, to be coupled to the shaft.

[0029] According to some embodiments, the axle assembly may include a steering knuckle and a brake caliper mounted on the steering knuckle. The brake caliper may have a friction lining that is movable in contact with the brake disc to exert a frictional braking force on the brake disc. For example, the wheel hub may be rotatably mounted on the steering knuckle, while the brake caliper is fixed to the steering knuckle. The friction lining may be movable along an axial direction parallel to the axis of rotation of the wheel hub. A piston or other actuator may be provided as part of the brake caliper to move the friction lining.

[0030] The features and advantages described herein with respect to one aspect of the invention are also disclosed for the other aspects and vice versa.

[0031] With regard to directions and axes, in particular directions and axes relating to the course of physical structures, the course of an axis, direction or structure “along” another axis, direction or structure is understood to mean that these, in particular the tangents resulting at a respective point of the structures, each run at an angle of less than 45 degrees, preferably less than 30 degrees and in particular preferably parallel to each other.

[0032] With regard to directions and axes, in particular directions and axes relating to the course of physical structures, the course of an axis, direction or structure "perpendicular" to another axis, direction or structure shall be understood to mean that these, in particular the tangents resulting at a respective point of the structures, each run at an angle of greater than or equal to 45 degrees, preferably greater than or equal to 60 degrees and in particular preferably perpendicular to each other. BRIEF DESCRIPTION OF THE DRAWING

[0033] For a more complete understanding of the present invention and its advantages, reference is now made to the following description in conjunction with the accompanying drawings. The invention is explained in more detail below with reference to exemplary embodiments shown in the schematic figures of the drawings, in which: Fig. Figure 1 schematically illustrates a top view of an axle assembly according to an embodiment of the invention. Fig. Figure 2 schematically illustrates a partial cross-sectional view of an axle assembly according to an embodiment of the invention. Fig. Figure 3 schematically illustrates another cross-sectional view of an axle assembly according to an embodiment of the invention. Fig. Figure 4 schematically illustrates a cross-sectional view of a connector according to an embodiment of the invention. Fig. Figure 5 schematically illustrates a cross-sectional view of a connector according to a further embodiment of the invention. Fig. Figure 6 schematically illustrates a cross-sectional view of a connector according to a further embodiment of the invention. Fig. Figure 7 schematically illustrates a cross-sectional view of a connector according to a further embodiment of the invention. Fig. Figure 8 schematically illustrates a cross-sectional view of a connector according to a further embodiment of the invention. Fig. Figure 9 schematically illustrates a cross-sectional view of a connector according to a further embodiment of the invention. Fig. Figure 10 schematically illustrates a cross-sectional view of a connector according to a further embodiment of the invention.

[0034] In the figures, identical reference symbols denote identical elements, unless otherwise specified. DETAILED DESCRIPTION OF EXAMPLES OF EXECUTION

[0035] Fig. Figure 1 schematically shows a top view of an axle assembly 100 for a vehicle. Fig. Figure 2 shows a partial cross-sectional view of the axle assembly 100 in the area of ​​a wheel hub 110 and Fig. Figure 3 shows another partial cross-sectional view of the axle assembly 100 in the area of ​​a brake caliper 140. The axle assembly 100 can be used, for example, in a car, a bus, a truck, a motorcycle or the like.

[0036] As in the Fig. As shown schematically in Figures 1 to 3, the axle assembly 100 comprises a wheel hub 110, a brake disc 120, a steering knuckle 130, and a brake caliper 140. The brake disc 120 and the brake caliper 140 together form a friction brake, in particular a disc brake. The wheel hub 110 and the steering knuckle 130 form an axle.

[0037] The wheel hub 110 is in Fig. Figure 2 shows only a schematic representation and can comprise a central body 114, which may be formed, for example, by a cylindrical or polygonal shaft, and a collar 116 projecting from a circumferential surface 114c of the collar 116. The collar 116 may include a contact surface 116a.

[0038] The wheel hub 110 can be rotatably mounted on the steering knuckle 130, e.g. by means of a bearing 135, as in Fig. Figure 2 shows schematically. In general, the wheel hub 110 can be rotatably mounted about a pivot axis A100. The pivot axis A100 can be defined by the bearing 135. The contact surface 116a of the collar 116a can be oriented along the pivot axis A100.

[0039] The wheel hub 110 has a multitude of mounting holes 112. In Fig. For clarity, only a single mounting hole 112 is shown in Figure 2. The mounting holes 112 can, for example, be formed in the central body 114 of the wheel hub 110, as shown in Fig. 2 shown as an example. However, the invention is not limited to this configuration.

[0040] The brake disc 120 can generally be a disc-shaped part and has oppositely oriented friction surfaces 121a, 121b. As shown in the Fig. 1 and Fig. Figure 2, shown by way of example and only schematically, shows that the disk 120 can have a disk body 121 and a disk cup 123. The disk body 121 can have friction surfaces 121a, 121b and be designed as a ring. The disk cup 123 can be arranged in a central opening of the annular disk body 121 and connected to the disk body 121, as shown in Figure 2. Fig. 2 shown schematically. For example, the disc body 121 and the disc pot 123 can be joined by a material bond, e.g. by welding or the like. As in Fig. As shown in Figure 2, the pot 123 can have a plate-shaped base element 124 and a centering wall 125 that projects from the base element 125 and defines a closed frame or perimeter wall. The centering wall 125 and the base element 124 together define a receiving cavity.

[0041] The brake disc 120 also has a large number of through holes 122. As shown in the Fig. 1 and Fig. As shown by way of example in Figure 2, the through holes 122 can be formed in the disc pot 123, in particular in the base element 124 of the disc pot 123. However, the invention is not limited to this configuration.

[0042] As in Fig. As shown schematically in Figure 2, the disc 120 is attached to the wheel hub 110 by means of connectors 1, which are described in more detail below. The disc 120 is positioned on the wheel hub 110 such that the through holes 122 of the disc 120 are aligned with the mounting openings 112 of the wheel hub 110. As shown in Figure 2, the disc 120 is attached to the wheel hub 110 by means of connectors 1, which are described in more detail below. Fig. As shown in Figure 2, by way of example and schematically, the central body 114 of the wheel hub 110 can project into the receiving opening of the disc cup 123, whereby an end surface 114a of the central body 114 can be in contact with the base element 124 of the cup 123. Additionally or alternatively, the circumferential surface 114c of the central body 114 of the wheel hub 110 can be in contact with an inner circumferential surface of the circumferential wall 125 of the cup 123. Furthermore, optionally, the brake disc 120 can bear against the contact surface 116a of the optional collar 116.

[0043] The brake caliper 140 features several details in Fig. 3 simplified representation. As in Fig. As shown in Figure 3, the brake caliper 140 has a carrier 142, a pair of friction linings 141 and at least one actuator 144. As further described in Figure 3, the brake caliper 140 comprises a carrier 142, a pair of friction linings 141 and at least one actuator 144. Fig. As shown in Figure 3, the carrier 142 defines a passage 143 through which the disc 120, in particular the disc body 121, extends. The friction linings 141 are positioned on opposite sides of the passage 143 and are coupled to the carrier 142, for example, by means of corresponding clamps (not shown). In general, at least one of the friction linings 141 is coupled to the carrier 142 such that it can be moved by the actuator 144 along an axial direction to come into contact with the friction surface 120a, 120b of the disc 120. The axial direction extends parallel to the axis of rotation A100 of the wheel hub 110. The actuator 144 can be, as shown in Fig. Figure 3 shows an example of a hydraulic piston. For instance, the actuator can be coupled to a hydraulic line connected to a master cylinder (not shown). The master cylinder can be actuated by a pedal or a lever, optionally in conjunction with a brake booster.

[0044] In the example of Fig. 3. The carrier 142 is mounted on the steering knuckle 130 such that it is movable along the axial direction. As a result, when the actuator 144 moves one friction lining 142 into contact with the friction surface 121b of the disc 120, an axial displacement of the carrier 142 occurs, which moves the other friction lining 141 into contact with the opposite friction surface 121a of the disc 120. Consequently, a frictional force is generated between the friction linings 141 and the disc 120, which brakes the disc 120.

[0045] The Fig. Figures 4 to 10 show detailed examples of connectors 1 for the brake disc 120 on the wheel hub 110. As shown in the Fig. 4 to 10, a connector 1 comprises a shaft 10, a head 13 or alternatively a counterpart 14 ( Fig. 10) and at least one damping element 16.

[0046] The shaft 10 generally extends between a first end 11 and a second end 12 and defines a central axis A10. For example, the shaft 10 can be a generally cylindrical part. As further shown schematically in the Fig. As shown in Figures 4 to 10, the shaft 10 can optionally have an external thread 18. The shaft 10 can have an outer diameter d10, which can be adapted to the braking torques exerted on the disc 120 and the number of connectors 1 used to fasten the disc 120 to the hub 110. For example, the outer diameter d10 can be in a range between 6 mm and 20 mm. The shaft 10 can be made of a metal material, e.g., steel.

[0047] The Fig. Figures 4 to 9 show an example of a connector 1 with a head 13. The head 13 is formed at the first end 11 of the shaft 10. The head 13 generally projects from the outer circumference of the shaft 10. For example, the diameter d13 can be larger than the outer diameter d10 of the shaft 10. The head 13 has a contact surface 13a oriented along the central axis A10 of the shaft 10. The contact surface 13a thus faces the second end 12 of the shaft 10. The head 13 can, for example, be formed integrally with the shaft 10. Optionally, the head 13 can be made of a metal material, e.g., steel.

[0048] Fig. Figure 10 shows an example of a connector 1 with a counterpart 14 instead of a head 13. The counterpart 14 can be, for example, a nut or a sleeve. In general, the counterpart 14 is designed for coupling with the shaft 10. For example, the counterpart 14 can be provided with an internal thread (not shown) designed to be screwed into the external thread 18 of the shaft 10. However, other types of connection between the counterpart 14 and the shaft 10 are also possible. As shown in Fig. As can be seen from Figure 10, the counterpart 14, when coupled to the shaft 10, also projects beyond the circumference of the shaft 10. For example, the counterpart 14 can have an outer diameter d14 that is larger than the outer diameter d10 of the shaft 10. The counterpart 14 can, similar to the head 13, have a contact surface 14a. As shown in Figure 10, the counterpart 14 can have a contact surface 14a. Fig. As shown in Figure 10, the contact surface 14a is oriented along the central axis A10 and can therefore face the second end 12 of the shaft 10 when the counterpart 14 is coupled to the shaft 10. The counterpart 14 can be made of a metallic material, such as steel.

[0049] The at least one damping element 16 is generally designed to absorb or dampen vibrations. For example, the damping element 16 can be made of a material having a loss factor greater than or equal to 0.5%, optionally greater than or equal to 1%, and further optionally greater than or equal to 3%. For example, the damping element 16 can be made of an elastomeric material, a thermoplastic or thermosetting material, or cast iron.

[0050] As in the Fig. Figures 5 to 7, 9 and 10 schematically show one or more damping elements 16 integrated into the shaft 10 of the connector 1. In this case, the damping element 16 is integrated into or arranged within the cross-section of the shaft 10 and is preferably not located on the outer circumferential surface of the shaft 10.

[0051] As in the Fig. 4 and Fig. As shown schematically in Figure 5, the shaft 10 has a central recess 15 extending along the central axis A10 of the shaft 10, and the damping element 16 is arranged in the central recess 15. As shown in the Fig. 4 and Fig. As can be seen in Figure 5, the central recess 15 can be coaxial with the central axis A10. The central recess 15 can, for example, have a circular or polygonal cross-section, but the invention is not limited to these cross-sectional shapes. An inner diameter d15 of the central recess 15 can, for example, lie in a range of 10% to 70% of the outer diameter d10 of the shaft 10. Fig. Figure 4 schematically shows a connector 1 in which the central recess 15 has an inner diameter d15 which is approximately 10% of the outer diameter d10 of the shaft 10. Fig. Figure 5 schematically shows a connector 1 in which the central recess 15 has an inner diameter d15 that is approximately 70% of the outer diameter d10 of the shaft 10. The central recess 15 can extend over the entire length of the shaft 10 between the first and second ends 11, 12, as exemplified in the Fig. 4 and Fig. Figure 5 shows this. Alternatively, it is also possible that the central recess 15 extends only over a portion of the length of the shaft 10 and terminates at a distance from the first end 11 of the shaft 10. In general, it can be provided that the central recess 15 extends over at least 50% of the length of the shaft 10, measured between the first and the second end 11, 12.

[0052] The damping element 16 has a cross-section that corresponds to the cross-section of the central recess 15 and completely fills the central recess 15. The damping element 16 can, for example, be connected to the inner circumferential surface of the central recess 15. For example, the damping element 16 can be filled into the recess 15 in liquid form and allowed to harden or solidify within the recess 15.

[0053] Fig. Figure 6 shows an exemplary and schematic connector 1 in which the damping element 16 is integrated into the shaft 10 in an annular recess 17. Fig. Figure 6 shows view (A) a cross-sectional view of connector 1, and view (B) shows a top view of the second end 12 of the shaft 10 of connector 1. As in Fig. As shown in Figure 6, the shaft 10 can have an annular recess 17 that surrounds and extends along the central axis A10 of the shaft 10. Fig. As shown in Figure 6 in view (B), the annular recess 17 can have a circular shape. The invention is not limited to an annular recess 17 with a circular shape, but can also have the shape of a rectangle, a triangle, a hexagon, or another closed ring. The annular recess 17 can extend over the entire length of the shaft 10 between the first and second ends 11, 12, as shown by way of example in Figure 6. Fig. Figure 6 shows. Alternatively, it is also possible that the annular recess 17 extends only over a portion of the length of the shaft 10 and terminates at a distance from the first end 11 of the shaft 10. In general, it can be provided that the annular recess 17 extends over at least 50% of the length of the shaft 10, measured between the first and the second ends 11, 12.

[0054] The damping element 16 can have a cross-section corresponding to the cross-section of the annular recess 17 and is arranged within the annular recess 17. The damping element 16 thus completely fills the central recess 15. The damping element 16 can, for example, be connected to the inner and outer circumferential surfaces of the annular recess 17. For example, the damping element 16 can be filled into the recess 17 in liquid form and allowed to harden or solidify within the recess 17.

[0055] Fig. Figure 7 shows an exemplary and schematic connector 1 in which several damping elements 16 are integrated into the shaft 10 in a multitude of recesses 15A. Fig. Figure 7 shows view (A) a cross-sectional view of connector 1, and view (B) shows a top view of the second end 12 of the shaft 10 of connector 1. As in Fig. As shown in Figure 7, the shaft 10 can have several recesses 15A extending along the central axis A10 of the shaft 10. As exemplified in view (B) of Fig. As shown in Figure 7, the recesses 15A can, for example, have a circular cross-section. However, the invention is not limited to circular cross-sections. As further shown in Figure 7, the recesses 15A can, for example, have a circular cross-section. Fig. As shown in Figure 7 as an example, the recesses 15A can be arranged around the central axis A10 of the shaft 10. Furthermore, optionally, the recesses 15A can be evenly spaced from one another along the circumference of the shaft 10. As shown in view (A) of Fig. As can be seen in Figure 7, the recesses 15A can all have the same length. However, it is also possible that at least some of the recesses 15A have different lengths. The recesses 15A can optionally extend over the entire length of the shaft 10 between the first and second ends 11, 12, as exemplified in Figure 7. Fig. Figure 7 shows this. Alternatively, it is also possible that the recesses 15A extend only over part of the length of the shaft 10 and terminate at a distance from the first end 11 of the shaft 10. In general, it can be provided that the recesses 15A extend over at least 50% of the length of the shaft 10, measured between the first and the second end 11, 12.

[0056] As in Fig. As shown in Figure 7, a damping element 16 can be provided for each of the recesses 15A. The damping elements 16 can have a cross-section corresponding to the cross-section of the respective recess 15A and completely fill the respective recess 15. The damping elements 16 can, for example, be connected to the inner circumferential surfaces of the recesses 15A. For example, the damping element 16 can be filled into the recesses 15A in liquid form and allowed to harden or solidify within the recess 15.

[0057] It should be noted that several damping elements 16 can be integrated into the shaft 10 by using one of the elements in the Fig. The examples shown are combined in 4 to 7.

[0058] As in Fig. As shown in Figure 8, it is also possible to arrange a damping element 16 on a surface of the head 13. For example, a damping element 16 can be arranged on the contact surface 13a of the head 13. As shown in Figure 8, it is also possible to arrange a damping element 16 on a surface of the head 13. Fig. As shown schematically in Figure 8, the damping element 16 can be formed on the contact surface 13a so that it completely surrounds the circumference of the shaft 10. Alternatively, it would also be possible to arrange several damping elements 16 at intervals along the circumference of the shaft 10 on the contact surface 13a. In this case, the thickness t16 of the damping element 16 can, for example, be in a range between 0.5 mm and 5 mm. The damping element 16 can be connected to the contact surface 13a, e.g., by an adhesive, by welding, or by another material-bonding joining method.

[0059] Fig. Figure 9 merely shows an example of a connector 1 in which a damping element 13 is arranged on the contact surface 13a of the head 13 and another damping element 13 is arranged in a central recess 15 of the shaft 10. Of course, instead of a central recess 15, it would also be possible to use any type of recess 15, 15A, 17, as described above with reference to the Fig. 4 to 7 described, or any combination thereof.

[0060] At the in Fig. In the connector 10 shown as an example, the damping element 16 is arranged on the contact surface 14a of the counterpart 14. As in Fig. As shown schematically in Figure 9, the damping element 16 can be designed to extend around the entire circumference of the counterpart 14, so that when the counterpart 14 is coupled to the shaft 10, the contact surface 14a completely surrounds the circumference of the shaft 10. Alternatively, it would also be possible to arrange several damping elements 16 at intervals along the circumference of the counterpart 14 on the contact surface 14a. In this case, the thickness t16 of the damping element 16 can, for example, be in a range between 0.5 mm and 5 mm. The damping element 16 can be connected to the contact surface 14a, e.g., by an adhesive, by welding, or by another metallurgical joining method.

[0061] With renewed reference to Fig.2 To fasten the brake disc 120 to the wheel hub 110, each connector 1 extends with its shaft 1 through one of the mounting openings 122 of the brake disc 120 and into one of the mounting openings 112 of the wheel hub 110. For example, the shaft 10 can be secured in the mounting opening 112, e.g., by screwing the external thread 18 into an internal thread (not shown) of the mounting opening 112. Furthermore, each connector 1 rests with its head 13 or counterpart 14 against the brake disc 120, e.g., against the base element 124 of the disc cup 123. This clamps the disc 120, in particular the disc cup 123, between the head 13 or counterpart 14 and the hub 110, in particular the end face 114a of the central body 114 of the hub 110.

[0062] Since the connectors 1 include the damping element 16, vibrations occurring in the disc 120, e.g., due to relative movement between the friction linings 141 and the disc 120 during braking, or occurring in the axle, are at least partially absorbed in the damping element 16, which is located in the force transmission path between the hub 110 and the disc 120. Consequently, mutual excitation of the disc 120 and the hub 110, or more generally the axle, is inhibited. This reduces the occurrence of acoustic noise.

[0063] Although specific embodiments have been illustrated and described herein, it is obvious to those skilled in the art that a multitude of alternative and / or equivalent implementations exist. It is understood that the exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description provide those skilled in the art with a convenient plan for implementing at least one exemplary embodiment. It is understood that various modifications to the function and arrangement of elements described in an exemplary embodiment can be made without deviating from the scope set out in the appended claims and their legal equivalents.In general, this application is intended to cover any adaptations or variations of the specific embodiments discussed herein. REFERENCE MARK LIST 1 connector 10 shaft 11 first end 12 second end 13 heads 13a Contact surface of the head 14 counterpart 14a Contact surface of the counterpart 15 central recess 15A Recesses 16 damping element 17 ring-shaped recesses 18 external threads 100 axle assembly 110 wheel hub 112 Mounting opening 114 Central body 116 collars 116a Contact surface of the collar 120 brake disc 121 disc bodies 121a, 121b Friction surfaces 122 through holes 123 disc pot 124 Basic element 125 perimeter wall 130 axle stubs 135 storage 140 brake caliper 141 Friction lining 142 carriers 143rd passage 144 Actuator / Piston A10 central axis A100 rotary axis d10 Outer diameter of the shaft d13 Outer diameter of the head d14 Outer diameter of the counterpart d15 Diameter of the central recess t16 Thickness of the damping element

Claims

[1] Connector (1) for attaching a brake disc (120) to a wheel hub (110), comprising: a shaft (10). a head (13) formed at one end (11) of the shaft (10) or a counterpart (14) formed for coupling to the shaft (10); and at least one damping element (16) integrated into the shaft (10), wherein the shaft (10) has a central recess (15) extending along a central axis (A10) of the shaft (10), wherein the damping element (16) is arranged in the central recess (15), and the damping element (16) has a cross-section which corresponds to the cross-section of the central recess (15) and completely fills the central recess (15). [2] Connector (1) according to claim 1, wherein an inner diameter (d15) of the central recess (15) is in a range of 10% to 70% of an outer diameter (d10) of the shaft (10). [3] Connector (1) according to one of the preceding claims, wherein the shaft (10) has an annular recess (17) surrounding and extending along a central axis (A10) of the shaft (10), wherein the damping element (16) is arranged in the annular recess (17). [4] Connector (1) according to one of the preceding claims, wherein the shaft (10) has a plurality of recesses extending along a central axis (A10) of the shaft (10), wherein a damping element (16) is arranged in each of the plurality of recesses. [5] Connector (1) according to one of the preceding claims, wherein the head (13) or the counterpart (14) has a contact surface (13a, 14a) which at least partially surrounds the shaft (10) and is oriented along a central axis (A10) of the shaft (10), wherein the damping element (16) is arranged on the contact surface (13a, 14a). [6] Connector (1) according to claim 5, wherein the damping element (16) has a thickness in a range between 0.5 mm and 5 mm. [7] Connector (1) according to one of the preceding claims, wherein the damping element is made of a material having a loss factor of greater than or equal to 0.5%, preferably greater than or equal to 1%, particularly preferably greater than or equal to 3%. [8] Connector (1) according to one of the preceding claims, wherein the damping element (16) is made of an elastomer material, a thermoplastic or a thermosetting material or cast iron. [9] Connector (1) according to one of the preceding claims, wherein the shaft (10) and the head (13) or the counterpart (14) are made of a metal material. [10] Connector (1) according to one of the preceding claims, wherein the shaft (10) has an external thread (18). [11] Connector (1) according to one of the preceding claims, wherein the counterpart (14) is a nut or a sleeve. [12] Axle assembly (100) for a vehicle, comprising: a wheel hub (110) having a plurality of mounting openings (112); a brake disc (120) having a plurality of through holes (122) positioned in alignment with the mounting holes (112) of the wheel hub (110); and a plurality of connectors (1) according to one of the preceding claims, which fasten the brake disc (120) to the wheel hub (110), wherein each connector (1) extends with its shaft (10) through one of the fastening openings (122) of the brake disc (120) and into one of the fastening openings (112) of the wheel hub (110) and rests with its head (13) or counterpart (14) on the brake disc (120). [13] Axle assembly (100) according to claim 12, further comprising: a steering knuckle (130); and a brake caliper (140) mounted on the steering knuckle (130), the brake caliper (140) having a friction pad (141) movable into contact with the brake disc (120) to exert a friction braking force on the brake disc (120).

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