Disc brake rotor for a muscle-powered vehicle

Abstract

A disc brake rotor for a human-powered vehicle comprises a rotor body and a first hardened layer. The rotor body is made of a base material containing at least stainless steel. The first hardened layer is made of a material with a hardness greater than that of the base material. The first hardened layer can be brought into contact with a brake pad of a disc brake caliper. The rotor body has a thickness defined in an axial direction parallel to an axis of rotation of the disc brake rotor. The first hardened layer also has a thickness defined in the axial direction. The ratio between the thickness of the first layer and the thickness of the rotor body is in the range of 0.04 to 0.2.

Description

BACKGROUND TECHNICAL AREA

[0001] The present invention relates to a disc brake rotor for a muscle-powered vehicle. BACKGROUND INFORMATION

[0002] A muscle-powered vehicle has a disc brake system. The disc brake system includes a disc brake caliper and a disc brake rotor. The disc brake rotor is displaceable by a brake pad of the disc brake caliper. One of the objectives of the present disclosure is to balance the durability of the disc brake rotor with its manufacturing costs. SUMMARY

[0003] According to a first aspect of the present invention, a disc brake rotor for a human-powered vehicle comprises a rotor body and a first hardened layer. The rotor body is made of a base material containing at least stainless steel. The first hardened layer is made of a first material with a first hardness greater than that of the base material. The first hardened layer can be brought into contact with a first brake pad of a disc brake caliper. The rotor body has a thickness defined in an axial direction parallel to an axis of rotation of the disc brake rotor. The first hardened layer also has a first thickness defined in the axial direction. The ratio between the first thickness and the thickness of the rotor body is in the range of 0.04 to 0.2.

[0004] In the case of the disc brake rotor, the first hardened layer improves the rotor's durability. Furthermore, the ratio between the thickness of this first layer and the thickness of the rotor body can balance the rotor's durability with its manufacturing costs.

[0005] According to a second aspect of the present invention, the disc brake rotor is arranged according to the first aspect such that the first material contains at least one of carbide, boride, oxide and nitride.

[0006] In the case of the disc brake rotor, the first material reliably improves the rotor's durability, as discussed in the second aspect. This makes it easy to balance the rotor's durability with its manufacturing costs.

[0007] According to a third aspect of the present invention, the disc brake rotor is arranged according to the second aspect such that the first material contains at least one of iron, nickel and cobalt.

[0008] In the case of the disc brake rotor, the first material reliably improves the rotor's durability, as discussed in the third aspect. This makes it easy to balance the rotor's durability with its manufacturing costs.

[0009] According to a fourth aspect of the present invention, the disc brake rotor is arranged according to one of the first to third aspects so that the thickness of the rotor body is in the range of 1.5 mm to 2.5 mm.

[0010] In the case of the disc brake rotor, according to the fourth aspect, the thickness of the rotor body can balance the strength of the disc brake rotor and the manufacturing costs of the disc brake rotor.

[0011] According to a fifth aspect of the present invention, the disc brake rotor is arranged according to one of the first to fourth aspects such that the first thickness is less than or equal to 0.5 mm.

[0012] With the disc brake rotor according to the fifth aspect, it is possible to reliably balance the durability of the disc brake rotor and the manufacturing costs of the disc brake rotor.

[0013] According to a sixth aspect of the present invention, the disc brake rotor, according to aspects one through five, further comprises a first friction surface extending in the axial direction. The first friction surface can be brought into contact with the first brake pad. The first hardened layer contains a first surface that can come into contact with the first brake pad. The first surface forms at least part of the first friction surface. The ratio between the first surface and the first friction surface is greater than or equal to 0.8.

[0014] In the case of the disc brake rotor, the first hardened layer reliably improves the rotor's durability, as described in the sixth aspect. This makes it easy to balance the rotor's longevity with its manufacturing costs.

[0015] According to a seventh aspect of the present invention, the disc brake rotor according to the sixth aspect further comprises a second hardened layer and a second friction surface. The second hardened layer is made of a second material with a second hardness that is higher than the hardness of the base material. The second hardened layer can be brought into contact with a second brake pad of the disc brake caliper. The second friction surface faces axially. The second friction surface can be brought into contact with the second brake pad. The second friction surface is provided on a rear side of the first friction surface in the axial direction. The second hardened layer contains a second surface that can come into contact with the second brake pad. The second surface forms at least part of the second friction surface.

[0016] In the case of the disc brake rotor, according to the seventh aspect, the first hardened layer and the second hardened layer reliably improve the durability of the disc brake rotor.

[0017] According to an eighth aspect of the present invention, the disc brake rotor is configured according to the seventh aspect such that the second hardened layer has a second thickness defined in the axial direction. The first thickness is different from the second thickness.

[0018] In the case of the disc brake rotor, according to the eighth aspect, a difference between the first hardened layer and the second hardened layer can be an indicator that one of the first hardened layer and the second hardened layer is worn.

[0019] According to a ninth aspect of the present invention, the disc brake rotor is arranged according to the eighth aspect such that the ratio of the second thickness to the thickness of the rotor body is in the range of 0.04 to 0.2.

[0020] In the case of the disc brake rotor according to the ninth aspect, the longevity of the disc brake rotor and the manufacturing costs of the disc brake rotor can be reliably balanced by the ratio between the second thickness and the thickness of the rotor body.

[0021] According to a tenth aspect of the present invention, the disc brake rotor is arranged according to the eighth or ninth aspect such that the first thickness is greater than the second thickness.

[0022] In the case of the disc brake rotor, according to the tenth aspect, the second hardened layer can be an indicator that the second hardened layer is worn.

[0023] According to an eleventh aspect of the present invention, the disc brake rotor is arranged according to one of the eighth to tenth aspects such that the second thickness is greater than or equal to 0.05 mm.

[0024] For the disc brake rotor, according to the eleventh aspect, it is possible to guarantee the minimum thickness of the second hardened layer.

[0025] According to a twelfth aspect of the present invention, the disc brake rotor is arranged according to one of the eighth to eleventh aspects such that the second material is the same as the first material.

[0026] With the disc brake rotor according to the twelfth aspect, it is possible to reliably balance the durability of the disc brake rotor and the manufacturing costs of the disc brake rotor.

[0027] According to a thirteenth aspect of the present invention, the disc brake rotor, according to aspects one through twelve, further comprises an at least partially colored section which is provided at least partially on a rotor body and the first hardened layer.

[0028] In the case of the disc brake rotor, according to the thirteenth aspect, the at least one colored section allows the user to recognize the degree of wear of at least one of the rotor body and the first hardened layer.

[0029] According to a fourteenth aspect of the present invention, the disc brake rotor is arranged according to the thirteenth aspect so that the at least one colored section is provided at least partially on the first hardened layer.

[0030] In the case of the disc brake rotor, according to the fourteenth aspect, the at least one colored section allows the user to recognize the degree of wear of the first hardened layer.

[0031] According to a fifteenth aspect of the present invention, the disc brake rotor is arranged according to the thirteenth or fourteenth aspect such that the at least one colored section is arranged to indicate that at least one of the rotor body and the first hardened layer is worn.

[0032] In the case of the disc brake rotor, according to the fifteenth aspect, the user can reliably recognize the degree of wear of at least one of the rotor body and the first hardened layer by means of the at least one colored section.

[0033] According to a sixteenth aspect of the present invention, the disc brake rotor is arranged according to one of the first to fifteenth aspects such that the first hardened layer is formed by laser cladding.

[0034] In the case of the disc brake rotor, laser cladding reliably improves the rotor's durability according to the sixteenth aspect. This makes it easy to balance the rotor's durability with its manufacturing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] A more complete understanding of the invention and many of its associated advantages will be easily obtained by referring to the following detailed description in conjunction with the accompanying drawings. Fig. Figure 1 is a side-projection view of a disc brake rotor according to one of the embodiments. Fig. Figure 2 is a cross-sectional view of the disc brake rotor along line II-II of Fig. 1. Fig. Figure 3 is a partially enlarged cross-sectional view of the disc brake rotor along line III-III of Fig. 1. Fig. 4 is another side view of the in Fig. 1 disc brake rotor shown. Fig. Figure 5 is a partially enlarged cross-sectional view of the disc brake rotor along line VV. Fig. 1. Fig. Figure 6 is a partial side view of a disc brake rotor according to a first modification. Fig. Figure 7 is a side-cut view of a disc brake rotor after a second modification. Fig. Figure 8 is a side-cut view of a disc brake rotor after a third modification. Fig. Figure 9 is a partial side-cut view of a disc brake rotor according to a fourth modification. Fig. Figure 10 is a partial side-cut view of a disc brake rotor according to a fifth modification. DESCRIPTION OF THE EXECUTION FORMS

[0036] The embodiments are now described with reference to the attached drawings, in which the same reference numerals denote corresponding or identical elements in the different drawings.

[0037] As in Fig. As shown in Figure 1, a disc brake rotor 10 is rotatable about an axis of rotation A1 relative to the body 2A of a human-powered vehicle 2. The disc brake rotor 10 is designed to couple with a hub assembly 4 of the human-powered vehicle 2. The disc brake rotor 10 is displaceable with a first brake pad 6A and a second brake pad 6B of a disc brake caliper 6 of the human-powered vehicle 2. In the present embodiment, the disc brake rotor 10 is a front disc brake rotor. However, the structure of the disc brake rotor 10 can be applied to a different disc brake rotor, such as a rear disc brake rotor, if required and / or desired.

[0038] In this application, the term "muscle-powered vehicle" includes a vehicle that travels using a propulsive force that is at least equivalent to the human power of a user operating the vehicle. A muscle-powered vehicle includes various types of bicycles, such as mountain bikes, racing bikes, city bikes, cargo bikes, handcycles, and recumbent bikes. Furthermore, a muscle-powered vehicle also includes an electric bicycle, also known as an e-bike. An e-bike is an electrically assisted bicycle that uses an electric motor to assist the propulsion of a vehicle. However, the total number of wheels of a muscle-powered vehicle is not limited to two. For example, a muscle-powered vehicle can also be a vehicle with one wheel or three or more wheels. In particular, a muscle-powered vehicle does not include a vehicle that uses only one source of propulsion.Examples of the power source are an internal combustion engine and an electric motor. Generally, a light road vehicle, i.e., a vehicle that does not require a driver's license for use on public roads, is considered to be a muscle-powered vehicle.

[0039] In this application, the following directional terms, "front," "back," "forward," "backward," "left," "right," "across," "upward," and "downward," as well as all other similar directional terms, refer to directions determined based on a user (e.g., a driver) in the standard user position (e.g., on a saddle or seat) in the human-powered vehicle 2, facing a handlebar or steering mechanism. Accordingly, these terms, when used to describe the disc brake rotor 10 or other components, are to be understood in relation to the vehicle 2 equipped with the disc brake rotor 10 or other components, being used in an upright riding position on a horizontal surface.

[0040] As in Fig. As can be seen in Figure 1, the disc brake rotor 10 for the muscle-powered vehicle 2 comprises a rotor body 16. The rotor body 16 extends circumferentially around the axis of rotation A1. The rotor body 16 has, for example, a ring-shaped form.

[0041] The disc brake rotor 10 further comprises a radial inner part 18 and at least one arm 20. The radial inner part 18 is arranged radially inside the rotor body 16. The at least one arm 20 extends radially outwards from the radial inner part 18 to the rotor body 16 and couples the rotor body 16 and the radial inner part 18.

[0042] In the present embodiment, the at least one arm 20 comprises at least two arms 20. The at least two arms 20 are arranged in a circumferential direction D2 around the axis of rotation A1. In the present embodiment, the at least two arms 20 comprise six arms 20. However, the total number of arms 20 in the at least one arm 20 is not limited to six.

[0043] The radially inner part 18 comprises an annular section 18A and at least one additional arm 18B. The annular section 18A has a ring shape and includes a mounting opening 18C through which the hub assembly 4 extends along the axis of rotation A1. The annular section 18A is configured to engage with the hub assembly 4.

[0044] The at least one additional arm 18B extends radially outwards from the annular section 18A. The at least one additional arm 18B comprises at least two additional arms 18B. The at least two additional arms 18B are arranged circumferentially D2 around the axis of rotation A1. The additional arm 18B of the radially inner part 18 is coupled to the arm 20 by a fastener 22, such as a rivet. In the present embodiment, the at least two additional arms 18B comprise six additional arms 18B. However, the total number of the at least one additional arm 18B is not limited to six.

[0045] The arm 20 comprises an arm body 20A and an arm coupling section 20B. The arm body 20A extends radially inwards from the rotor body 16. The arm coupling section 20B is coupled to the arm body 20A of an adjacent arm of at least two arms 20.

[0046] As in Fig. As shown in Figure 2, the disc brake rotor 10 also includes a first friction surface 24. The first friction surface 24 points in an axial direction D1. The first friction surface 24 can be brought into contact with the first brake pad 6A. The axial direction D1 is parallel to the axis of rotation A1 of the disc brake rotor 10.

[0047] The disc brake rotor 10 also includes a second friction surface 26. The second friction surface 26 points in the axial direction D1. The second friction surface 26 can be brought into contact with the second brake pad 6B. The second friction surface 26 is located on the rear side of the first friction surface 24 in the axial direction D1.

[0048] As in Fig. As shown in Figure 3, the disc brake rotor 10 for the muscle-powered vehicle 2 comprises a first hardened layer 28. The first hardened layer 28 can be brought into contact with the first brake pad 6A of the disc brake caliper 6. The first hardened layer 28 is formed, for example, by laser cladding. Alternatively, the first hardened layer 28 can also be formed by a different process (e.g., thermal spraying or cold gas spraying) than laser cladding. The rotor body 16 contains a first axial surface 16A. The first axial surface 16A faces in the axial direction D1. The first hardened layer 28 is provided on the first axial surface 16A. As shown in Figure 3, the first hardened layer 28 is formed on the first axial surface 16A. Fig. As can be seen in Figure 1, the first hardened layer 28 has a ring-shaped form.

[0049] As in Fig. As shown in Figure 3, the disc brake rotor 10 also comprises a second hardened layer 30. The second hardened layer 30 can be brought into contact with the second brake pad 6B of the disc brake caliper 6. The second hardened layer 30 is formed, for example, by laser cladding. Alternatively, the second hardened layer 30 can also be formed by a different process (e.g., thermal spraying or cold gas spraying) than laser cladding. The rotor body 16 has a second axial surface 16B. The second axial surface 16B faces in the axial direction D1. The second axial surface 16B is located on the back side of the first axial surface 16A in the axial direction D1. The second hardened layer 30 is located on the second axial surface 16B. As shown in Figure 3, the second hardened layer 30 is located on the second axial surface 16B. Fig. As can be seen in Figure 4, the second hardened layer 30 has a ring-shaped form.

[0050] As in Fig. As shown in Figure 3, the first hardened layer 28 contains a first surface 28A. The first surface 28A can come into contact with the first brake pad 6A. The first surface 28A forms at least part of the first friction surface 24. The first surface 28A points in the axial direction D1. The ratio between the first surface 28A and the first friction surface 24 is greater than or equal to 0.8. In the present embodiment, the ratio between the first surface 28A and the first friction surface 24 is 1. The ratio is not limited to the range and value mentioned above. Alternatively, the ratio between the first surface 28A and the first friction surface 24 can also be less than 0.8.

[0051] The second hardened layer 30 contains a second surface 30A. The second surface 30A can be brought into contact with the second brake pad 6B. The second surface 30A forms at least part of the second friction surface 26. The second surface 30A faces in the axial direction D1. The second surface 30A is located on the rear side of the first surface 28A in the axial direction D1. The ratio between the second surface 30A and the second friction surface 26 is greater than or equal to 0.8. In the present embodiment, the ratio between the second surface 30A and the second friction surface 26 is 1. The ratio is not limited to the above range and value. Alternatively, the ratio between the second surface 30A and the second friction surface 26 can also be less than 0.8.

[0052] The rotor body 16 is made of a base material containing at least stainless steel. The first hardened layer 28 is made of a first material. The first material has a higher hardness than the base material. The first material contains at least one of each of the following: carbide, boride, oxide, and nitride. The first material contains at least one of each of iron, nickel, and cobalt. The first material contains iron, nickel, cobalt, chromium, and tungsten. For example, the first material contains iron (Fe: 0-3%), nickel (Ni: 0-3%), cobalt (Co: Bal.), chromium (Cr: 28-30%), tungsten (W: 4-15%), and carbon (C: 1-2.5%). Alternatively, the base material may contain materials other than stainless steel instead of or in addition to stainless steel. The first material may contain materials other than iron, nickel, cobalt, chromium, and tungsten instead of or in addition to at least one of each of these.The weight percentage of each material contained in the first material is not limited to the range mentioned above.

[0053] The second hardened layer 30 is made of a second material. The second material has a higher hardness than the base material. The second material contains at least one of each of the following: carbide, boride, oxide, and nitride. The second material contains at least one of each of iron, nickel, and cobalt. In the present embodiment, the second material is the same as the first material. The second material contains iron, nickel, cobalt, chromium, and tungsten. For example, the second material contains iron (Fe: 0-3%), nickel (Ni: 0-3%), cobalt (Co: Bal.), chromium (Cr: 28-30%), tungsten (W: 4-15%), and carbon (C: 1-2.5%). Alternatively, the second material may contain materials other than iron, nickel, cobalt, chromium, and tungsten instead of, or in addition to, at least one of each of these. The weight percentage of each material contained in the second material is not limited to the range mentioned above.The second material may differ from the first material.

[0054] For example, the base material hardness, the first hardness, and the second hardness can be measured by indentation hardness tests (e.g., Rockwell, Vickers, Shore, and Brinell hardness tests). Alternatively, the base material hardness, the first hardness, and the second hardness can also be measured by other hardness tests.

[0055] As in Fig. As shown in Figure 3, the rotor body 16 has a thickness T0 defined in the axial direction D1. The first hardened layer 28 has a first thickness T1 defined in the axial direction D1. The ratio between the first thickness T1 and the thickness T0 of the rotor body 16 is in the range of 0.04 to 0.2. The thickness T0 of the rotor body 16 is in the range of 1.5 mm to 2.5 mm. The first thickness T1 is less than or equal to 0.5 mm. The first thickness T1 is greater than or equal to 0.05 mm.

[0056] The second hardened layer 30 has a second thickness T2 defined in the axial direction D1. The ratio between the second thickness T2 and the thickness T0 of the rotor body 16 is between 0.04 and 0.2. The second thickness T2 is less than or equal to 0.5 mm. The second thickness T2 is greater than or equal to 0.05 mm.

[0057] In the present embodiment, the first thickness T1 is different from the second thickness T2. The first thickness T1 is greater than the second thickness T2. The first thickness T1 is more than 1.25 times greater than the second thickness T2. For example, the first thickness T1 is equal to 0.125 mm. The second thickness T2 is, for example, 0.1 mm. Alternatively, the first thickness T1 can be less than or equal to the second thickness T2.

[0058] As in Fig. As shown in Figure 5, the rotor body 16 is designed as a single, unified element with the at least two arms 20. The rotor body 16 and the at least two arms 20 are manufactured by press molding. Alternatively, the rotor body 16 can also be a separate element from the at least two arms 20.

[0059] As in Fig. As can be seen in Figure 1, the rotor body 16, the first hardened layer 28 and the second hardened layer 30 each contain at least one opening 32. The at least one opening 32 can be omitted in the disc brake rotor 10.

[0060] In the Fig. In the embodiment shown in Figure 1 and its modifications, the first hardened layer 28 has a ring-shaped form. As in Fig. As can be seen in Figure 6, the first hardened layer 28 can also have a shape other than the ring-shaped one. In the Fig. In the modification shown in Figure 8, the first hardened layer 28 has at least two first hardened sections 28B. The rotor body 16 has at least two grooves 16G. The at least two first hardened sections 28B are each provided in the at least two grooves 16G. The rotor body 16 and the first hardened sections 28B can be machined to form the first friction surface 24. This modification can also apply to the second hardened layer 30.

[0061] As in the Fig. As shown in Figures 7 to 10, the disc brake rotor 10 also comprises at least one colored section 40. The at least one colored section 40 is provided at least partially on the rotor body 16 or the first hardened layer 28. The at least one colored section 40 has a color that differs from the colors of the rotor body 16 and the first hardened layer 28. The at least one colored section 40 is configured to indicate that the first hardened layer 28 is worn.

[0062] In the Fig. In the modification shown in Figure 7, the at least one colored section 40 is provided at least partially on the first hardened layer 28. For example, an area of ​​the at least one colored section 40 becomes smaller when the first hardened layer 28 is worn down to a certain degree. Thus, the at least one colored section 40 allows the user to recognize the degree of wear of the first hardened layer 28.

[0063] In the Fig. In the modification shown in Figure 8, at least one colored section 40 is provided on the rotor body 16. For example, the at least one colored section 40 is exposed by the first hardened layer 28 when the first hardened layer 28 has worn down to a certain degree. Thus, the at least one colored section 40 allows the user to determine the degree of wear of the first hardened layer 28.

[0064] In the Fig. In the modification shown in 9, at least one colored section 40 is located at the point shown in Fig. The rotor body 16 shown in Figure 6 is provided. In this modification, the at least one colored section 40 is provided in the groove 16G. The groove 16G has a region 16R that is free of the first hardened layer 28, and the at least one colored section 40 can be provided in the region 16R of the groove 16G. The region 16R can be arranged radially outside the groove 16G. The at least one colored section 40 can at least partially overlap the first hardened layer 28 in the radial direction, as viewed along the axis of rotation A1. The at least one colored section 40 can be provided further radially outside than the first hardened layer 28, as viewed along the axis of rotation A1. The at least one colored section 40 can be provided on the first hardened layer 28 that is provided in the groove 16G.For example, the area of ​​the at least one colored section 40 decreases when the first hardened layer 28 is worn down to a predetermined degree. Thus, the at least one colored section 40 allows the user to determine the degree of wear of the rotor body 16 and the first hardened layer 28.

[0065] In the Fig. In the modification shown in Figure 9, the rotor body 16, including the groove 16G, can be colored in a way that differs from the colors of the rotor body 16 and the first hardened layer 28 by means of a wet surface treatment, such as oxidation coloring. The at least one colored section 40 can at least partially overlap the first hardened layer 28 in the radial direction along the axis of rotation A1. In such modifications, an area of ​​the colored layer on the rotor body 16 becomes smaller as the rotor body 16 wears, while the colored layer in the area 16R of the groove 16G is maintained. Thus, the at least one colored section 40 allows the user to determine the degree of wear of the rotor body 16 and the first hardened layer 28.

[0066] In the Fig. In the modification shown in Figure 10, the at least one colored section 40 is applied to the first hardened layer 28 by laser cladding with dopant powder. To form the at least one colored section 40 in the first hardened layer 28, for example, the at least two first hardened sections 28B are colored by laser cladding with dopant powder (e.g., copper dopant powder). The first hardened sections 28B comprise at least two colored sections 40. The area of ​​the at least one colored section 40 decreases as the first hardened layer 28 is worn to a certain degree. Thus, the at least one colored section 40 allows the user to determine the degree of wear of the rotor body 16 and the first hardened layer 28.

[0067] Alternatively, both the rotor body 16 and the first hardened layer 28 can contain at least one colored section 40. At least two colored sections 40 can be provided on at least one of the rotor body 16 and the first hardened layer 28. In addition, at least one colored section 40 can be provided at least partially on the second hardened layer 30. At least one of the sections described in the Fig. The modifications shown in 7 to 10 can be combined with any other modification shown in the Fig. The 7 to 10 modifications shown can be combined.

[0068] In the present application, the term "comprehensive" and its derivatives, as used herein, are to be understood as open terms that specify the presence of the indicated features, elements, components, groups, integers, and / or steps, but do not exclude the presence of other unspecified features, elements, components, groups, integers, and / or steps. This concept also applies to words with similar meanings, such as the terms "exhibit," "contain," and their derivatives.

[0069] The terms “link”, “section”, “part”, “element”, “body” and “structure”, when used in the singular, can have the dual meaning of a single part or a multitude of parts.

[0070] The ordinal numbers mentioned in the present application, such as "first" and "second", are merely identifiers and have no other meaning, e.g., a specific order or the like. Furthermore, the term "first element," for example, does not in itself imply the presence of a "second element," and the term "second element" does not in itself imply the presence of a "first element."

[0071] The term “pair”, as used here, can include the configuration in which the pair of elements has different shapes or structures from each other, in addition to the configuration in which the pair of elements has the same shapes or structures as each other.

[0072] The terms “a”, “one or more” and “at least one” can be used interchangeably here.

[0073] The phrase “at least one of,” as used in this disclosure, means “one or more” of a desired choice. For example, the phrase “at least one of,” as used in this disclosure, means “only a single choice” or “both of two choices” when the number of choices is two. Another example: The expression “at least one of” used in this disclosure means “only a single choice” or “any combination of two or more choices” when the number of choices is three or more. For example, the phrase “at least one of A and B” includes (1) A alone, (2) B alone, and (3) both A and B. The phrase “at least one of A, B, and C” includes (1) A alone, (2) B alone, (3) C alone, (4) both A and B, (5) both B and C, (6) both A and C, and (7) all A, B, and C.In other words, the phrase "at least one of A and B" in this revelation does not mean "at least one of A and at least one of B".

[0074] Finally, terms such as "essentially", "approximately", and "approximately", as used here, signify a reasonable deviation from the modified term, such that the final result is not substantially altered. All numerical values ​​described in the present application can be interpreted as containing the terms "essentially", "approximately", and "approximately".

[0075] Naturally, numerous modifications and variations of the present invention are possible in light of the above teachings. It is therefore understood that the invention can also be implemented differently than described herein, within the scope of the attached claims. REFERENCE MARK LIST 2 muscle-powered vehicles 2A Vehicle body 4 Hub arrangement 6 disc brake calipers 6A first brake pad 6B second brake pad 10 disc brake disc 16 rotor bodies 16A first axial surface 16B second axial surface 16G Nut 16R area 18 radial inner part 18A annular section 18B additional arm 18C Mounting opening 20 Arm 20A Arm body 20B Arm coupling section 22 fasteners 24 first friction surface 26 second friction surface 28 first hardened layer 28A first surface 30 second hardened layer 30A second surface 32 an opening 40 a colored section A1 axis of rotation D1 axial direction D2 circumferential direction T0 thickness T1 first thickness T2 second thickness

Claims

[1] Disc brake rotor for a muscle-powered vehicle, comprising: a rotor body made from a base material containing at least stainless steel; a first hardened layer of a first material with a first hardness that is higher than the hardness of the base material, wherein the first hardened layer can be brought into contact with a first brake pad of a disc brake caliper; wherein the rotor body has a thickness that is defined in an axial direction parallel to an axis of rotation of the disc brake rotor; the first hardened layer has a first thickness defined in the axial direction; and a ratio between the first thickness and the thickness of the rotor body is in the range of 0.04 to 0.

2. [2] Disc brake rotor according to claim 1, wherein the first material contains at least one of carbide, boride, oxide and nitride. [3] Disc brake rotor according to claim 2, wherein the first material contains at least one of iron, nickel and cobalt. [4] Disc brake rotor according to one of claims 1 to 3, wherein the thickness of the rotor body is in the range between 1.5 mm and 2.5 mm. [5] Disc brake rotor according to any one of claims 1 to 4, wherein the first thickness is less than or equal to 0.5 mm. [6] Disc brake rotor according to one of claims 1 to 5, further comprising a first friction surface pointing in the axial direction, wherein the first friction surface can be brought into contact with the first brake pad, wherein the first hardened layer has a first surface that can come into contact with the first brake pad, the first surface forming at least part of the first friction surface, and the ratio between the first surface and the first friction surface is greater than or equal to 0.

8. [7] Disc brake rotor according to claim 6, further comprising a second hardened layer made of a second material with a second hardness higher than that of the base material, wherein the second hardened layer can be brought into contact with a second brake pad of the disc brake caliper; and a second friction surface pointing in the axial direction, wherein the second friction surface can be brought into contact with the second brake pad, wherein the second friction surface is provided on a rear side of the first friction surface in the axial direction, wherein the second hardened layer has a second surface that can come into contact with the second brake pad, the second surface forming at least part of the second friction surface. [8] Disc brake rotor according to claim 7, wherein the second hardened layer has a second thickness defined in the axial direction, and the first thickness differs from the second thickness. [9] Disc brake rotor according to claim 8, wherein the ratio between the second thickness and the thickness of the rotor body is in the range of 0.04 to 0.

2. [10] Disc brake rotor according to claim 8 or 9, wherein the first thickness is greater than the second thickness. [11] Disc brake rotor according to at least one of claims 8 to 10, wherein the second thickness is greater than or equal to 0.05 mm. [12] Disc brake rotor according to at least one of claims 8 to 11, wherein the second material is the same as the first material. [13] Disc brake rotor according to at least one of claims 1 to 12, further comprising at least one colored section which is provided at least partially on the rotor body or the first hardened layer. [14] Disc brake rotor according to claim 13, wherein the at least one colored section is provided at least partially on the first hardened layer. [15] Disc brake rotor according to claim 13 or 14, wherein the at least one colored section is provided to indicate that the first hardened layer is worn. [16] Disc brake rotor according to one of claims 1 to 15, wherein the first hardened layer is formed by laser cladding.

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