DISC FOR A VEHICLE'S DISC BRAKE

Abstract

A disc (200) for a vehicle disc brake comprises an outer friction disc (202), an inner friction disc (204) arranged parallel to and spaced apart from the outer friction disc (202), and a spacer structure (206) connecting the outer and inner friction discs (202, 204). The spacer structure (206) defines a plurality of circumferentially arranged flow channels (208) through which cooling air (CA) can flow. The flow channels (208) include an air inlet (210) for the entry of the cooling air (CA) and an air outlet (212) for the exit of the cooling air. Furthermore, the air inlet (210) includes a beak-shaped structure (214) which projects radially outwards at an angle over the air inlet (210), so that during the rotation of the disk (200) the beak-shaped structure (214) takes in air and directs the taken-in air to the air inlet.

Description

[0001] The present disclosure relates to the technical field of automotive technologies. In particular, the present disclosure relates to a disc for a vehicle disc brake, designed to reduce conical deformation and improve the overall strength of the disc brake.

[0002] The background information contains details that may be useful for understanding the present invention. It does not constitute an acknowledgment that the information contained herein is prior art or relevant to the invention currently claimed, or that any publication expressly or implicitly mentioned is prior art.

[0003] In high-performance braking systems, a brake disc (hereafter referred to simply as a "disc") is subjected to significant temperature fluctuations. During heavy braking, the brake disc absorbs a large amount of heat, resulting in thermal expansion (TE). However, this expansion is not uniform across the entire disc. Uneven expansion leads to disc warping. Specifically, the outer diameter of the disc tends to flex outward, while the inner diameter flexes inward, creating a conical shape known as coning. This warping can occur at higher temperatures and is a significant cause of performance degradation in conventional brake disc designs.

[0004] The conical deformation of the disc contributes to a number of critical problems. First, the conical deformation causes judder, i.e., vibrations that are transmitted from the brake components to the passenger compartment. These vibrations are transmitted through the steering wheel and brake pedal, resulting in a noticeable, often unpleasant shudder or oscillation that distracts the driver. In some cases, these vibrations can even contribute to driver fatigue. In extreme cases, this can also lead to a loss of control with serious consequences. Furthermore, there is a reduction in braking efficiency due to the altered contact geometry between the brake disc and brake pads caused by the disc deformation.

[0005] This reduction in braking efficiency is not only a performance issue but also leads to reduced fuel efficiency, as the brake pads can continue to rub against the deformed disc even when no braking is taking place. Furthermore, this uneven contact results in increased brake pad wear, further shortening their lifespan and necessitating more frequent maintenance. Conventional disc designs utilize traditional pillar structures to support the disc components, which are critical to the vehicle's braking system. While these pillars are effective in some areas of the disc, they do not provide optimal structural stability, particularly in the areas of conical deformation, i.e., near the outer and inner diameters of the brake disc.In this area, the forces generated during braking are not adequately absorbed, leading to a deformation of the disc into a conical shape.

[0006] Furthermore, existing pillar designs do not optimize airflow across the disc, which is crucial for temperature control during high-performance braking. The brake disc is subjected to extreme thermal stresses during operation, and insufficient cooling can lead to excessive heat buildup, resulting in thermal expansion, reduced friction performance, and, in severe cases, a decline in braking power. The lack of air circulation also contributes to uneven heat distribution across the disc, further impairing braking performance and potentially shortening the disc's lifespan.

[0007] Several modifications to the disc design have already been proposed to overcome the problems associated with thermal expansion or heat dissipation of the disc brake. However, these modifications do not specifically address the conical deformation.

[0008] Patent document CN112696445A describes the structure of a car brake disc comprising a first brake disc and a first mounting disc. One side of the first mounting disc is provided with a second mounting disc. The second mounting disc is connected to the first mounting disc via a locking mechanism. The inner surface of the first brake disc features a locking groove, and the locking groove forms an integral unit with the second mounting disc. Furthermore, one side of the second mounting disc is provided with a locking bracket. The locking bracket and the second mounting disc form an integral unit.

[0009] The locking angle is connected to the locking groove. The inside of the locking groove is provided with a retaining spring, with the first retaining washer and the second retaining washer arranged in layers with the retaining spring.

[0010] As can be seen, the aforementioned document focuses on the strength of the brake disc's attachment to the corresponding axle and does not provide a solution to the aforementioned problem caused by the conical deformation.

[0011] There is therefore a need to overcome the aforementioned disadvantages, shortcomings and limitations associated with known brake disc designs and to provide a disc for a vehicle disc brake that is designed to reduce conical deformation and improve the overall strength of the disc brake.

[0012] One objective of the present disclosure is to provide a disc for a vehicle disc brake that overcomes the aforementioned limitations of known disc brake discs.

[0013] One objective of the present disclosure is to provide a disc for the disc brake which contributes to reducing the conical deformation of the disc for the disc brake.

[0014] One objective of the present disclosure is to design a disc that improves the airflow and cooling efficiency of the disc brake.

[0015] One objective of the present disclosure is to increase the stability of the disc brake and to prevent deformation of the disc brake during braking.

[0016] Another objective of the present disclosure is to provide a disc designed to improve braking performance and reduce vibrations in order to provide a more comfortable and safer driving experience.

[0017] Aspects of the present disclosure generally relate to the technical field of automotive technologies. In particular, the present disclosure relates to a disc for a vehicle disc brake, designed to reduce conical deformation and improve the overall strength of the disc brake.

[0018] According to one aspect, the disclosed disc for a vehicle disc brake comprises an outer friction disc, an inner friction disc, and a spacer structure. The inner friction disc is configured parallel to and spaced apart from the outer friction disc. Furthermore, the spacer structure is configured to connect the outer and inner friction discs. The spacer structure defines a plurality of circumferentially arranged flow channels through which a cooling airflow can pass. Each of the plurality of flow channels includes an air inlet through which the cooling air enters the flow channel and an air outlet through which the cooling air exits the flow channel.Furthermore, the air intake includes a beak-shaped structure that extends radially outwards beyond the air intake, so that when the disc rotates during vehicle operation, the beak-shaped structure captures air and directs the captured air to the air intake.

[0019] In one or more embodiments, the spacer structure can comprise an inner ring section, an outer ring section, and a plurality of radial sections. The plurality of flow channels can be bounded by the inner ring section, the outer ring section, and a pair of adjacent radial sections from the plurality of radial sections.

[0020] In one or more embodiments, the plurality of radial sections can extend radially inwards beyond the inner ring section.

[0021] In one or more embodiments, the air inlets of the flow channels on the outer ring section can be located at a front outer corner of a corresponding, generally trapezoidal boundary of the corresponding flow channel, wherein the trapezoidal boundary can be defined by the inner ring section, the outer ring section and the pair of adjacent radial sections.

[0022] In one or more embodiments, the air outlets of the flow channels on the inner ring section can be located at a rear inner corner of the corresponding, generally trapezoidal boundary of the corresponding flow channel.

[0023] In one or more embodiments, each of the plurality of flow channels can be a serpentine flow channel defined by the spacer structure.

[0024] In one or more embodiments, the spacer structure can comprise a plurality of inwardly directed projections extending radially inward from the outer ring section and a plurality of outwardly directed projections extending radially outward from the inner ring section.

[0025] In one or more embodiments, the inward-facing projections and the outward-facing projections can be arranged offset and have a length equal to or greater than half the distance between the inner ring section and the outer ring section in order to create the serpentine flow channels.

[0026] In one or more embodiments, each of the beak-shaped structures can be an extension of the outer ring section, which can extend in the direction of rotation of the disk from the outer ring section at an angle between a tangential direction and a radial direction and can overlap an opening in the outer ring section, this opening forming the air inlet.

[0027] In one or more embodiments, the beak-shaped structure can have a tapered thickness with a sharp end, thus providing a streamlined structure when drawing in air. Furthermore, the beak-shaped structure can extend to an outer circumference of the disc to support and reinforce the inner and outer friction discs against deformation. Various objects, features, aspects, and advantages of the invention will become clearer from the following detailed description of preferred embodiments together with the accompanying drawings, in which identical numbers represent identical components. Fig. Figure 1 illustrates an exemplary representation of an existing disc for a vehicle disc brake, which has a conventional column construction. Fig. Figure 2A illustrates an exemplary perspective view of a proposed disc for a disc brake of a vehicle according to an embodiment of the present disclosure. Fig. Figure 2B illustrates an exemplary representation of a spatial structure of the proposed disk made of Fig. 2A according to one or more embodiments of the present disclosure. Fig. Figure 2C illustrates an exemplary exploded view of the spatial structure, which includes an airflow channel in the proposed disk made of Fig. 2A according to one or more embodiments of the present disclosure.

[0028] The embodiments described herein relate to the technical field of automotive technologies. In particular, the present disclosure relates to a disc for a disc brake (hereinafter simply referred to as a disc) of a vehicle, which is designed to reduce conical deformation and improve the overall strength of the disc brake.

[0029] In conventional designs of brake discs for a disc brake, such as the one in Fig. In the brake disc 100 shown in Figure 1, column structures are used to support two opposing friction discs. The brake disc 100 comprises an inner and an outer friction disc, as well as a plurality of columns 102 that connect the inner and outer friction discs. The columns 102 are arranged circumferentially offset between the inner and outer edges of the friction discs. However, the column design lacks sufficient structural stability, particularly in the areas of conical deformation near the outer and inner diameters of the brake disc. Consequently, these areas are more susceptible to deformation under thermal stress. Furthermore, the air circulation within the brake disc is not optimized for effective temperature control, resulting in uneven heat distribution.This thermal imbalance causes the brake disc to deform into a conical shape, a phenomenon known as conical warping. The conical bending disrupts the uniformity of the braking surface, resulting in vibrations transmitted through the brake pedal and steering wheel, causing judder and impairing driver comfort and control. This problem not only degrades braking performance but also compromises the overall safety and stability of the vehicle during braking.

[0030] In one aspect, the proposed design for a brake disc (hereafter referred to simply as a disc) for disc brakes replaces conventional column designs by introducing a beak-shaped structure into a spacer structure of the disc. This spacer structure allows a higher volume of air to be directed into an air inlet, thereby improving heat dissipation during braking and maintaining the structural integrity of the disc by reducing thermal stress. Furthermore, the spacer structure defines a multitude of circumferentially arranged flow channels through which a cooling airflow can pass. The spacer structure comprises a multitude of inwardly directed projections and a multitude of outwardly directed projections that form an anchored tooth profile.The anchored tooth profile helps keep the friction discs aligned with and parallel to the brake pads during a braking cycle. This results in smoother braking with more consistent contact between the brake pads and the disc. This reduces vibrations, improves driving comfort, and provides the driver with a more stable and controlled braking experience.

[0031] With reference to the Fig. Figures 2A-2C show the proposed disc 200 for a vehicle disc brake. The disc 200 comprises an outer friction disc 202, an inner friction disc 204, and a spacer structure 206 connecting the outer and inner friction discs 202 and 204. The inner friction disc 204 is configured parallel to and spaced apart from the outer friction disc 202. In one embodiment, the outer friction disc 202 can be made of a material such as (but are not limited to) high-performance cast iron alloys or composite materials such as carbon-carbon or carbon-ceramic. Like the outer friction disc 202, the inner friction disc 204 can also be made of high-strength cast iron or composite materials exhibiting high wear resistance and thermal shock resistance. In one embodiment, the outer friction disc 202 can have a diameter equal to the diameter of the inner friction disc.

[0032] Furthermore, the spacer structure 206 defines a plurality of circumferentially arranged flow channels 208 (hereinafter simply referred to as "flow channels 208") for the flow of cooling air (CA). Each of the flow channels 208 comprises an air inlet 210 through which the cooling air (CA) enters the flow channel 208 and an air outlet 212 through which the cooling air (CA) exits the flow channel 208. Each of the flow channels 208 can be a serpentine flow channel 208 defined by the spacer structure 206. In one embodiment, the spacer structure 206 can be made of a high-strength, heat-resistant alloy, such as stainless steel or titanium, which can withstand extreme temperatures and prevent deformation.In one embodiment, the spacer structure 206 can be an integral part of the inner and outer friction discs 202, 204, so that all three are made of the same material, for example by a casting process.

[0033] In one embodiment, the spacer structure 206 can comprise an inner ring section 206a, an outer ring section 206b, and a plurality of radial sections 206c (hereinafter collectively referred to as "radial sections 206c"). The flow channels 208 can be bounded by the inner ring section 206a, the outer ring section 206b, and a pair of adjacent radial sections from the radial sections 206c. The radial sections 206c can extend radially inward beyond the inner ring section 206a to an inner circumference of the disk 200, as shown in the Fig. 2B and Fig. 2C shown to support and reinforce the inner and outer friction discs against the deformation of the inner section of disc 200, which leads to a conical deformation of the disc.

[0034] In particular, the inner ring section 206a and the outer ring section 206b of the spacer structure 206 center the mass at the outer and inner edges of the disk 200, thereby improving stability and reducing conical deformation.

[0035] In one embodiment, the spacer structure 206 can comprise a plurality of inwardly directed projections 216 (hereinafter collectively referred to as "inwardly directed projections 216") projecting radially inward from the outer ring section 206b, and a plurality of outwardly directed projections 218 (hereinafter collectively referred to as "outwardly directed projections 218") projecting radially outward from the inner ring section 206a. The inwardly directed projections 216 and the outwardly directed projections 218 can be staggered and have a length that may be equal to or greater than half the distance between the inner ring section 206a and the outer ring section 206b to form the serpentine flow channels 208.There can be more than one inwardly directed projection 216 and outwardly directed projections 218 between two adjacent radial sections 206c, as shown in the . Fig. 2B and Fig. 2C is shown to form the serpentine flow channel 208 between two adjacent radial sections 206c. The serpentine flow channel 208 increases the time that air is in contact with the disc 200, for example with the inner and outer friction discs 202, 204 and the spacer structure, which all heat up during the braking process, in order to improve heat transfer to the cooling air and thereby increase the cooling performance.

[0036] The staggered arrangement can further maximize airflow efficiency by generating turbulence in the air circulation between the outer and inner friction discs 202, 204. Furthermore, by extending sufficiently into the gap between the inner and outer ring sections 206a, 206b, these inwardly directed projections 216 contribute significantly to the formation of the serpentine flow channels 208. These flow channels 208 allow the air to move along a serpentine path from the outer ring section 206b to the inner ring section 206a, thus ensuring that the air has a longer, more effective path for heat absorption and dissipation.

[0037] As can be seen, the serpentine flow channels 208 can significantly improve cooling by generating turbulence in the air as it flows through the spacer structure 206. This turbulence improves heat transfer by increasing the contact area between the air and the disc brake. Additionally, the air velocity is increased because the air is forced to travel a longer, serpentine path, resulting in better cooling performance, especially during heavy braking. Furthermore, the improved airflow and more efficient cooling help regulate the temperature difference between different zones of the outer and inner friction discs 202, 204, which is crucial for preventing thermal deformation and conical deformation.The improved heat dissipation reduces the risk of deformation of the disc brake due to excessive heat generation, thus preserving the geometry of the disc and ensuring consistent braking performance.

[0038] The design of the spacer structure 206 helps to align the outer and inner friction discs 202, 204 parallel to the brake pads during braking. This parallel alignment is essential because any misalignment between the outer and inner friction discs 202, 204 (hereinafter collectively referred to as "friction discs 202, 204") and the brake pads can lead to uneven contact with the brake pads, resulting in reduced braking efficiency and excessive wear of the brake pads. The inward and outward projections 216, 218 ensure that the friction discs 202, 204 remain in the correct position throughout the braking cycle and maintain consistent and effective contact with the brake pads.

[0039] In one embodiment and with reference to the Fig. 2B-2C, the air inlets 210 of the flow channels 208 can be arranged on the outer ring section 206b at a front outer corner 206b-1 (i.e., the front side when the disk is rotating) of a corresponding, generally trapezoidal boundary of the corresponding flow channel. The trapezoidal boundary can be defined by the inner ring section 206a, the outer ring section 206b, and the pair of adjacent radial sections. Furthermore, the air outlets 212 of the flow channels 208 can be arranged on the inner ring section 206a at a rear inner corner 206a-1 of the corresponding, generally trapezoidal boundary of the corresponding flow channel 208.

[0040] In one embodiment, the air inlet 210 comprises a beak-shaped structure 214 that projects radially outward beyond the air inlet 210, such that when the disk 200 rotates during vehicle operation, the beak-shaped structure 214 draws in air and directs the drawn-in air to the air inlet. The beak-shaped structure 214 can be an extension of the outer ring section 206b, extending from the outer ring section 206b in the direction of rotation of the disk 200 at an angle between a tangential direction and a radial direction, and overlapping an opening in the outer ring section 206b, this opening forming the air inlet 210. The tangential direction can be a direction of rotation of the disk 200, and the radial direction can be a direction extending from a center point of the disk 200.

[0041] In one embodiment, the extension / beak-shaped structure can have a tapered thickness with a sharp end 214a, like the beak of a bird (appropriately referred to as a beak-shaped structure), thus providing a streamlined structure during air intake. The beak-shaped structure 214 with the tapered thickness can contribute to a more aerodynamic design, reduce air resistance, and make the air intake process more efficient.

[0042] In one or more embodiments, as described in the Fig. 2B and Fig.As shown in Figure 2C, the beak-shaped structure 214 can extend to the outer circumference of the disc 200 to support and reinforce the inner and outer friction discs 202, 204 against deformation that leads to conical deformation of the disc. An expert will recognize that the design of the beak-shaped structure 214, which is integrated into the spacer structure 206 of the disc 200, can serve to direct more airflow into the air inlets of various serpentine flow channels 208, thereby improving heat dissipation during braking and maintaining the structural integrity of the disc by reducing thermal stress. Furthermore, the beak-shaped structure 214 was designed from an aerodynamic and functional perspective so that it can effectively capture air and direct it to the critical areas of the disc 200 during vehicle operation.

[0043] Thus, the present disclosure effectively solves the problem of conical deformation by introducing a disc 200 for a vehicle disc brake with a beak-shaped structure 214 into a spacer structure 206 of the disc 200, which serves to direct the airflow into an air inlet, thereby improving heat dissipation during the braking process and maintaining the structural integrity of the disc by reducing thermal stress. Furthermore, the spacer structure 206 defines a plurality of circumferentially arranged flow channels 208 through which a cooling airflow (CA) can flow. The spacer structure 206 comprises a plurality of inwardly directed projections 216 and a plurality of outwardly directed projections 218, which form an anchored tooth profile.The anchored tooth profile helps to keep the friction discs 202, 204 aligned with and parallel to the brake pads throughout the entire braking cycle. This results in smoother braking with more consistent contact between the brake pads and the disc 200. The result is a reduction in vibration, which improves driving comfort and provides the driver with a more stable, controlled braking experience.

[0044] The present invention provides a disc for a vehicle's disc brake that overcomes the aforementioned limitations of known brake discs. The present invention provides a disc for the disc brake that helps to reduce the conical deformation of the disc for the disc brake. The present invention provides a disc designed to improve airflow and cooling efficiency of the disc brake.

[0045] The present invention provides a disc that increases the stability of the disc brake and prevents deformation of the disc brake during braking.

[0046] The present invention provides a disc designed to improve braking performance and reduce vibrations for a more comfortable and safer driving experience. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] CN 112696445A

[0008]

Claims

[1] Disc (200) for a disc brake of a vehicle, wherein the disc (200) comprises the following: an outer friction disc (202); an inner friction disc (204) which is arranged parallel to and spaced apart from the outer friction disc (202); a spacer structure (206) connecting the outer and inner friction discs (202, 204); wherein the spacer structure (206) defines a plurality of circumferentially arranged flow channels (208) through which a cooling airflow (CA) can flow; wherein each of the plurality of flow channels (208) comprises an air inlet (210) through which the cooling air (CA) enters the flow channel (208) and an air outlet (212) through which the cooling air (CA) leaves the flow channel (208). wherein the air inlet (210) comprises a beak-shaped structure (214) which projects radially outwards beyond the air inlet (210), so that the beak-shaped structure (214) takes in air when the disc (200) rotates during operation of the vehicle and directs the taken-in air to the air inlet (210). [2] Disc (200) according to claim 1, wherein the spacer structure (206) comprises an inner ring section (206a), an outer ring section (206b) and a plurality of radial sections (206c), and wherein the plurality of flow channels (208) is bounded by the inner ring section (206a), the outer ring section (206b) and by pairs of adjacent radial sections (206c) from the plurality of radial sections (206c). [3] Disk (200) according to claim 2, wherein the plurality of radial sections (206c) extends radially inwards beyond the inner ring section (206a). [4] Disc (200) according to claim 2, wherein the air inlets (210) of the flow channels (208) are located on the outer ring section (206b) at a front outer corner (206b-1) of a corresponding, generally trapezoidal boundary of the corresponding flow channel (208), wherein the trapezoidal boundary is defined by the inner ring section (206a), the outer ring section (206b) and the pair of adjacent radial sections (206b). [5] Disc (200) according to claim 4, wherein the air outlets (212) of the flow channels (208) are located on the inner ring section (206a) at a rear inner corner (206a-1) of the corresponding, generally trapezoidal boundary of the corresponding flow channel (208). [6] Disc (200) according to claim 2, wherein each of the plurality of flow channels (208) is a serpentine flow channel defined by the spacer structure (206). [7] Disc (200) according to claim 6, wherein the spacer structure (206) comprises a plurality of inwardly directed projections (216) extending radially inward from the outer ring section (206b) and a plurality of outwardly directed projections (218) extending radially outward from the inner ring section (206a). [8] Disc (200) according to claim 7, wherein the inwardly directed projections (216) and the outwardly directed projections (218) are arranged offset and have a length equal to or more than half the distance between the inner ring section (206a) and the outer ring section (206b) to form the serpentine flow channels. [9] Disk (200) according to claim 5, wherein each of the beak-shaped structures (214) is an extension of the outer ring section (206b) which extends in the direction of rotation of the disk (200) from the outer ring section (206b) at an angle between a tangential direction and a radial direction and overlaps an opening in the outer ring section (206b), wherein this opening forms the air inlet (210). [10] Disc (200) according to claim 1, wherein the beak-shaped structure (214) has a tapered thickness with a sharp end (214a), thereby providing a streamlined structure when taking in air, and wherein the beak-shaped structure (214) extends to an outer circumference of the disc (200).

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