METHOD AND SYSTEM FOR CAPTURING BRAKING PARTICLES

Abstract

Disc brake (2) comprising: a pair of friction linings (10); a disc (4) having two annular friction surfaces (5), respective locations of friction of the linings (10) on the disc (4), each of the annular friction surfaces (5) being delimited by an inner circle (C1) and an outer circle (C2); and a braking particle capture system comprising: a vacuum source; and two suction grooves (46) fluidically connected to the vacuum source and arranged at a distance from the friction linings (10), each of the grooves (46) being opposite a respective annular friction surface (5), the groove extending from the inner circle (C1) to the outer circle (C2). Abstract figure: Figure 2

Description

Title of the invention: METHOD AND SYSTEM FOR CAPTURING BRAKING PARTICLES Technical field

[0001] The present disclosure relates to the field of vehicle braking devices (automobiles or railways) or industrial braking devices. The context relates in particular to the aspects of environmental protection by the suction of braking particles emitted by friction brakes, in particular disc brake type brakes. Prior art

[0002] Document FR 3 057 040 A1 describes a disc brake lining equipped with a collection groove and a through orifice, fluidically connected to suction means. This lining makes it possible to efficiently suck up brake dust over the entire radial height of the lining. The suction means comprise a turbine generating a vacuum which sucks up the dust to direct it towards a collection filter.

[0003] Documents DE 198 46 887 A1 and DE 196 43 869 A1 illustrate two examples of control of suction means in which the maximum suction is controlled during braking.

[0004] Document FR 3 088 395 A1 introduces the concept of compensation of the suction according to the filling level of the collection filter: in order to guarantee satisfactory suction throughout the life of the filter, the suction power can increase, if necessary.

[0005] Thus, existing systems systematically recommend activating the suction during braking phases and deactivating the suction after the braking phases. It has been observed that there is a peak in particle formation very quickly after the start of braking. To absorb the majority of the particles, the suction means must therefore react quickly to the triggering of braking: a powerful motor is necessary so that the acceleration of the suction turbine is sufficient, in order to increase speed in the shortest possible time to capture a maximum of particles formed during this peak. Motors powerful enough to obtain appropriate acceleration curves are expensive and create a significant electrical current draw at the time of turbine acceleration.

[0006] A solution presented in document FR 3 088 393 A1 aims to anticipate the start-up of the suction turbine by detecting the activation of a regenerative brake. This solution, however, has the disadvantage of over-activation of the collection system. particles. In fact, the friction brake is not systematically activated when regenerative braking is used. Furthermore, this solution is only possible for vehicles equipped with regenerative braking. Summary

[0007] The present disclosure thus proposes a brake which allows effective suction of braking particles without using a powerful and expensive motor, the rotation of which would create significant peaks in electrical consumption. The disclosure also aims to present a simple and reliable design.

[0008] A disc brake is thus proposed comprising: a pair of friction linings; a disc having two annular friction surfaces, respective locations of friction of the linings on the disc, each of the annular friction surfaces being delimited by an inner circle and an outer circle; and a braking particle capture system comprising: a vacuum source; and two suction grooves fluidically connected to the vacuum source and arranged at a distance from the friction linings, each of the grooves being arranged opposite a respective annular friction surface, each groove extending from the inner circle to the outer circle.

[0009] The inventors have demonstrated that, surprisingly, and contrary to the practice of sucking up particles that have just been torn off by friction at the brake pads, it is possible to limit the spread of braking particles by sucking up the surface of the disc. Without wishing to be bound by theory, it seems that a significant quantity of the particles torn off the lining during braking can lodge in the roughness of the disc. The suction can thus be off-centered away from the pads, which simplifies the construction of the suction device, the latter no longer being constrained by the design of the pads or the caliper. Also, the suction system can be adapted to existing brakes, which can be advantageous from the point of view of regulatory approval procedures.

[0010] By "each groove extending from the inner circle to the outer circle" it is understood that the groove overhangs, when the disc rotates, the entirety of one of the friction surfaces. The groove may be slightly larger or slightly smaller (for example + / - 10%) than the distance between the inner circle and the outer circle.

[0011] According to another aspect, each groove is substantially rectilinear and has a width measured in a circumferential direction which is between 1 and 6 mm, and which is preferably 2 or 4 mm.

[0012] According to another aspect, each groove is configured to create a suction flow that is perpendicular to the annular friction surfaces. In one variant, the flow is parallel to the radial direction.

[0013] According to another aspect, each groove is arranged in a respective nozzle. There are thus two nozzles facing each other on either side of the disc.

[0014] According to another aspect, each nozzle has at least one leak orifice in fluid connection with the groove. Such an orifice makes it possible to initiate an air flow in the opposite direction to the direction of movement of the disc. In one variant, the nozzle comprises two orifices on two opposite faces (upstream and downstream) of the nozzle. In another variant, two leak orifices may be provided on a rear face of the nozzle, the suction then being able to be made by a suction orifice centered relative to the two leak orifices, in order to minimize the path taken by the air in the grooves and promote the efficiency of the suction.

[0015] According to another aspect, each nozzle is arranged at an axial distance of less than three millimeters, preferably less than 0.1 mm, from the respective annular friction surface.

[0016] According to another aspect, each nozzle comprises a downstream edge provided with a seal in contact with the respective annular friction surface. Thus, an upstream edge of the nozzle, that is to say the first edge that a point of the disk “sees” during its rotation, can be at a distance from the disk while the downstream edge, provided with the seal, is in contact with the disk. This seal makes it possible to scrape any particles to further improve their suction.

[0017] According to another aspect, each nozzle comprises an upstream edge and a downstream edge, the downstream edge being further from the respective annular friction surface than the upstream edge. This makes it possible to draw air downstream of the nozzle and to initiate a flow in the opposite direction to the movement of the disc.

[0018] According to another aspect, the groove of each nozzle has a longitudinal direction which is arranged in alignment with a radius of the disc, said radius being preferably angularly offset from a median radius of the linings, by an angle of between 20° and 60°. This angle materializes the clearance between the pads and the nozzles. An angle that is too small poses constraints in the design of the nozzles due to the proximity of the caliper. An angle that is too large complicates the attachment of the nozzles which can no longer be attached to the caliper.

[0019] According to another aspect, the brake comprises a fixed caliper or a floating caliper sliding relative to a yoke, the nozzles being fixed to the fixed caliper or to the yoke. This makes it possible in particular to avoid a complex system of fixing the nozzles to the vehicle.

[0020] According to another aspect, the particle capture system comprises two rigid conduits each connected to a respective nozzle and by means of which the nozzles are held in position opposite the disc.

[0021] According to another aspect, a fixing lug connects the rigid pipes to the stirrup or to the yoke, the fixing lug comprising two orifices crossed by the rigid pipes.

[0022] According to another aspect, the two grooves are arranged in a single nozzle. This single nozzle can have the same characteristics set out above for the pair nozzles, in particular with regard to the leakage orifice(s), the upstream edge and / or the downstream edge, the seal, the distance to the disc, the angle of separation from the linings, or the attachment using a bracket to the stirrup.

[0023] According to another aspect, an auxiliary groove which overlaps the flank of the disc connects the two suction grooves together. This auxiliary groove may be narrower than the two suction grooves.

[0024] According to another aspect, the brake comprises a control unit configured to control the state, active or inactive, of the vacuum source, according to a succession of cycles, each of the cycles comprising a first step of a first duration during which the vacuum source is controlled by the control unit to be in an active state and a second step of a second duration during which the vacuum source is controlled by the control unit to be in an inactive state.

[0025] The inventors have demonstrated that, surprisingly, activating and deactivating the suction regularly, independently of the activation of the brake, makes it possible to capture a significant and sufficient level of particles. By activating the suction cyclically, i.e. decorrelated from the activation of the brake, the need to quickly activate the suction at the time of braking to absorb the particles at the time of the peak discussed above is eliminated. Consequently, there is no longer any need to provide the system with a powerful motor causing peaks in electrical consumption. The design is therefore simpler, more reliable and economical.

[0026] Cyclic activation and deactivation is to be understood in the sense of an alternation, or a continuous and direct succession of switches between the active state and the inactive state.

[0027] The “active” state corresponds to the generation of a depression by the depression source and therefore of a suction air flow, whereas the “inactive” state corresponds to an absence of suction.

[0028] The source of depression may consist of a turbine driven by a motor. The “active” state corresponds to a rotating motor and the “inactive” state corresponds to a stopped motor. The method described here therefore alternates between driving and stopping the motor and no longer requires providing the system with a powerful motor which must ensure rapid increase in rotation upon detection of the start of a braking phase. Thus, a smaller, less expensive, less heavy and less electrically demanding motor can equip the system.

[0029] By “control unit” is meant a hardware and / or software element dedicated to the control of the capture system or integrated into one of the main controllers of the vehicle (CAN, ECU, EMS, etc.) or of the industrial machine.

[0030] Furthermore, it is implicit that the first and second durations are non-zero, otherwise the suction would be continuous or totally inactive.

[0031] According to another aspect, the disc is covered with a ceramic coating. The coating may be a tungsten or chromium carbide. Since these types of discs wear less (approximately 0.2 to 0.3 mm of thickness lost between the new state and the worn state, compared to 1 mm for a cast iron disc), the positioning of the nozzles is easier and the efficiency of the suction is maintained throughout the life of the disc.

[0032] The invention also relates to a method for implementing a brake according to one of the embodiments described above, the method comprising putting the vacuum source into the active state to suck up the braking particles present on the annular friction surfaces by means of the grooves.

[0033] According to another aspect, the brake comprises a control unit configured to control the state, active or inactive, of the vacuum source, the method comprising a succession of cycles, each of the cycles comprising a first step of a first duration during which the vacuum source is controlled by the control unit to be in an active state and a second step of a second duration during which the vacuum source is controlled by the control unit to be in an inactive state.

[0034] According to another aspect, the first duration is between 5 seconds and 2 minutes, preferably between 10 seconds and 1 minute.

[0035] According to another aspect, the second duration is between 30 seconds and 30 minutes, preferably between 4 and 10 minutes.

[0036] According to another aspect, the ratio between the first duration and the second duration is between 1 / 3 and 1 / 10. Brief description of the drawings

[0037] Other characteristics, details and advantages will appear on reading the detailed description below, and on analyzing the attached drawings, in which:

[0038] [Fig-1] shows a vehicle, a disc brake and a data capture system particles.

[0039] [Fig.2] illustrates an isometric view of a disc brake.

[0040] [Fig.3] represents an isometric view of a suction nozzle.

[0041] [Fig.4] shows a sectional view of the suction nozzles mounted around the disc.

[0042] [Fig.5] illustrates a front view schematically of the positioning of the nozzles.

[0043] [Fig.ôA] shows a flowchart of a method for implementing the capture system.

[0044] [Fig.ôB] shows a timing diagram of the process of [Fig.ôA].

[0045] [Fig.7] shows a design variant for a nozzle.

[0046] [Fig.8] shows an alternative design for a nozzle.

[0047] [Fig.9] illustrates an example of a single nozzle accommodating two grooves. Description of the embodiments

[0048] The figures represent different aspects of the invention in a schematic manner. Unless explicitly indicated otherwise, each aspect shown in a figure can be combined with other aspects shown in other figures in all technically possible combinations.

[0049] [Fig.l] illustrates a possible application for the present disclosure. A vehicle 1, road (car, van, truck, etc.) or rail (train, tram, metro, etc.), comprises a braking device 2 of the disc brake type. It is understood that the invention is not limited to this type of vehicle or to this type of brake: indeed, those skilled in the art will know how to adapt the invention for other vehicles (motorcycle, bicycles, etc.) or for other types of brakes (drum, multi-disc, etc.).

[0050] The brake 2 is essentially composed of a disc 4 secured to a wheel of the vehicle 1 and rotating at a rotational speed denoted W around an axis 6. The rotational speed W is proportional to the linear speed V of advance of the vehicle 1. A caliper 8 partially overlapping the periphery of the disc 4 contains two brake pads formed of a base and a lining 10, 12. For example, the pads may be standard pads without any particularity linked to the suction of particles or alternatively be those represented in [Fig.l] of the document FR 3 087 238 A1, in figure 3A of the document GB 2 533 476 A or in figures 3 or 4 of the document KR 2020 0016 690 A. The application of a force parallel to the axis 6 by means of one or more pistons generates a braking torque by the friction of the linings 10, 12 on the respective faces of disc 4.

[0051] During a braking operation, the friction of the linings 10, 12 on the disc 4 generates particles (dust, PM10, PM2.5, etc.). These particles are harmful to the environment: their composition may contain elements that are difficult for the environment to assimilate and harmful to the respiratory functions of people who are exposed to them on a recurring basis.

[0052] A particle capture system 20 is thus provided to recover the particles. The capture system 20 may comprise a vacuum source 22, here represented as a turbine, which is fluidically connected, for example by means of a (flexible) pipe 24, to an area adjacent to the caliper 8 and the disc 4. The pipe 24 may comprise a filter 26 or a particle collection tank. This filter 26 may for example be sized so as not to require maintenance and so as to be able to be replaced simultaneously with a replacement of the linings 10, 12. The filter 26 may be arranged downstream or upstream of the turbine 22.

[0053] The operation of the turbine 22 can be controlled, via a connection 28, by a control unit 30. The control unit 30 is shown here in a diagram. tically. It can include memory, a processor and communication buses. It can take the form of hardware and / or software elements dedicated to controlling the capture system or be integrated into one of the vehicle's main controllers (CAN, ECU, EMS, etc.).

[0054] The control unit 30 controls the amount of current supplied to the motor of the turbine 22 and thus controls its speed. When no electric current is supplied to the motor driving the turbine 22, the turbine 22 is stationary and no vacuum is created in the conduit 24. No suction of particles is produced. In this case, the turbine 22 is in an inactive state. When an electric current is supplied to the motor driving the turbine 22, the latter starts moving and suction is produced. In this case, the turbine 22 is in an active state, regardless of its speed (non-zero) and / or the amplitude of electric current (non-zero) supplied to the motor.

[0055] In a variant, the active or inactive state of the suction means is regulated by a valve arranged in the pneumatic suction circuit and the turbine can be driven continuously.

[0056] [Fig. 2] shows an isometric view of suction means arranged near the disc 4. The disc 4 comprises, on each side, an annular friction surface 5 delimited by an internal circle C1 of radius RI and an external circle C2 of radius R2. The annular friction surface 5 is the set of points seen by the linings 10, 12 during rotation of the disc 4.

[0057] In this example, the caliper 8 is floating, that is to say it is movable in sliding relative to a yoke 9 fixed to the hub of the wheel. The invention is obviously adaptable to a brake with a fixed caliper.

[0058] In order to suck up the particles lodged in the asperities or on the surface of the disc 4, two nozzles 40 are arranged close to the disc 4, each facing one of the two annular friction surfaces 5. Rigid conduits 48, 49 are provided to, on the one hand, fluidically connect the nozzles 40 to the vacuum source 22 and, on the other hand, to maintain the nozzles 40 in position opposite the disc 4.

[0059] A fixing lug 50 makes it possible to fix the rigid pipes 48, 49 to the yoke 9. The rigid pipes 48, 49 pass through two orifices 52 of the lug 50, with a tight fit. A third orifice makes it possible to fix the lug 50 to the yoke 9. The lug 50 can have a V shape. In a variant, the lug is formed in the yoke 9. The pipes 48, 49 project from the lug 50. They can be connected to the vacuum source 22 by means of hoses (not shown).

[0060] The pipe 48 may have a U shape and the pipe 49 may be straight.

[0061] [Fig. 3] shows an isometric view of a nozzle 40. The nozzle comprises an upstream edge 41 (i.e. which is seen by a point on the disc first) and a downstream edge 42 (seen last). The downstream edge 42 may be provided with a seal (for example brush or elastomer) which scrapes the disc 4. In a variant, or in combination, the downstream edge 42 may be further from the disc than the upstream edge, for example by a distance of at least 50% greater.

[0062] A groove 46 makes it possible to create a suction air flow having a direction mainly perpendicular to the surface 5 of the disc 4. The groove may be parallel to the longitudinal direction A of the nozzle 40. In the circumferential direction, the groove 46 may have a substantially constant width over its entire radial length. The width of the groove 46 may be between 1 and 6 mm, and may preferably be 4 mm. The groove may have a depth of a few millimeters, preferably approximately 0.5 mm. Too great a depth (for example 15 mm) is not relevant for the efficiency of the suction.

[0063] At least one leak orifice 43 may be provided on a rear face of the nozzle. This orifice 43 is in fluid connection with the groove and encourages the creation of a flow having a component in the opposite direction to the direction of movement of the disc, which may have advantages so that the particles do not remain stuck in the groove. The position and number of leak orifices 43 may vary: two orifices 43 may be provided, not only on the downstream face (as drawn in [Fig. 3]) but also on the upstream face of the nozzle 40. A leak orifice 43 may be provided at the rear of the nozzle (the face of the nozzle opposite that which faces the disc). In this configuration, the suction orifice 47 may be located at one end (along the axis A) of the groove 46, and the leak orifice 43 may be located at another end of the groove 46.

[0064] The nozzle 40 may have a substantially longitudinal, elliptical or oval shape, with a longitudinal axis A. In a variant not illustrated, the nozzle 40 has a different shape, for example a half-moon.

[0065] The pipe 48, 49 creates a suction in the groove 46. A suction orifice 47 is provided for this purpose in the nozzle 40.

[0066] [Fig. 4] shows a sectional view of the installation of the nozzles 40. In this example, the suction orifice 47 is centered relative to the groove 46 in the longitudinal direction A. The groove 46 of the nozzles 40 faces the friction surfaces 5 of the disc 4. The nozzles 40 are at a distance B from the friction surfaces 5. The distance B may be less than 3 millimeters or even 0.1 millimeters.

[0067] The pipe 48 forms a U and the pipe 49 is straight. In this example, the pipes 48, 49 are coplanar but other designs are possible.

[0068] In the examples of Figures 2 to 4, the nozzles 40 are arranged symmetrically but other arrangements are possible. These may be angularly offset from each other or may be of different design.

[0069] [Fig. 5] schematically shows the positioning of the nozzles 40. The fittings 10, 12 can define a median radius RO and the longitudinal axis A of the nozzles 40 can be arranged in alignment with a radius R, angularly offset from the radius R0 by an angle a. This angle is preferably between 20° and 60°. The bracket does not always allow a smaller angle to be provided. Too large an angle is not necessarily compatible with the nozzles being fixed by a bracket and can therefore complicate the nozzle fixing.

[0070] [Fig.6A] illustrates a method 100 for implementing the capture system 20 of [Fig.1]. In a first step 110 of a first duration T1, the depression source 22 is controlled to be active. In a second step 120 of a second duration T2, the depression source 22 is controlled to be inactive.

[0071] The two steps 110, 120 form a cycle C which is repeated. The two steps follow one another directly in time.

[0072] This succession in time is also represented in [Fig.6B]. The abscissa axis is the time axis. The curve shows the slots corresponding to the changes of state between the active state and the inactive state, each of the states being maintained for a respective duration T1, T2.

[0073] The following table shows the quantities of PM10 particles detected (produced by the brake and not captured) during a standardized WLTP cycle, according to different suction configurations (in mg per km and per vehicle brake): System without nozzle System with collection nozzles No suction Continuous suction Suction during braking phases only Cyclic suction (T 1=1min; T2=6min) 8.0 4.6 4.8 4.8 Table 1

[0074] Comparative tests show that it is possible to capture approximately 40% of the particles emitted using the nozzles, even though the nozzles are not positioned exactly where the particles are torn from the linings.

[0075] Other tests have shown that continuous suction or suction only during braking phases allows approximately 40% of the particles produced to be captured. This also means from a temporal point of view that it is possible to capture particles that have not just been torn from the lining. In all probability, these particles are therefore those that are deposited in the asperities of the disc.

[0076] It also appears that a cyclic suction is as effective as a suction which would be limited to braking sequences. The capture is approximately 40% of the PM 10 particles produced. Cyclic suction allows a lower turbine acceleration to be chosen, as it is not necessary to quickly increase the turbine speed to absorb the particle peak that occurs during braking. Thus, for the same particle capture rate, a smaller motor can be chosen.

[0077] For a T1 / T2 ratio of the order of or equal to 15% or 30%, the suction is acceptable. Beyond 30%, the benefits on particle capture are counterbalanced by significant electrical consumption. Below 10%, it becomes necessary again to provide rapid acceleration of the turbine so that it quickly reaches stationary mode (and therefore a powerful and power-hungry engine) before the end of TL. Taking into account the usual traffic conditions of a vehicle, the duration T1 can be between 5 seconds and 2 minutes, preferably between 10 seconds and 1 minute and T2 can be between 30 seconds and 30 minutes, preferably between 4 and 10 minutes.

[0078] Figures 7 and 8 illustrate two design variations of the nozzle 40.

[0079] In [Fig.7], the suction line 48, 49 is parallel to the groove 46. The flow suction has a direction substantially perpendicular to the surface of the disc.

[0080] [Fig.8] shows a pair of nozzles 40 with two leakage ports 43 at both radial ends of the groove 46. Air is drawn in from both the disc side and the ports 43, forcing an airflow into the groove that is parallel to the friction surfaces of the disc.

[0081] [Fig.9] shows an example in which a single nozzle 40 receives the two grooves 46. This nozzle may have a general U-shape. The suction may be carried out by a single pipe 48, arranged in the plane of the disc. A narrower auxiliary groove 60 may connect the two grooves 46. For example, the circumferential thickness of the auxiliary groove is half the circumferential thickness of the grooves 46. The auxiliary groove 60 overlaps the side of the disc.

[0082] It is understood that the present invention is not limited to the examples described above and that those skilled in the art would be able to envisage variants without departing from the protection conferred by the appended claims.

[0083] The invention can for example be adapted for a brake with another type of rotor (drum or other). Those skilled in the art will know how to adapt the shape of the nozzles and the suction cycles to obtain satisfactory results.

Claims

Claims

1. Disc brake (2) comprising: - a pair of friction linings (10, 12); - a disc (4) having two annular friction surfaces (5), respective locations of friction of the linings (10, 12) on the disc (4), each of the annular friction surfaces (5) being delimited by an inner circle (Cl) and an outer circle (C2); and - a system (20) for capturing braking particles comprising: • a vacuum source (22); and • two suction grooves (46) fluidically connected to the vacuum source (22) and arranged at a distance from the friction linings (10, 12), each of the grooves (46) being arranged opposite a respective annular friction surface (5), each groove (46) extending from the inner circle (Cl) to the outer circle (C2).

2. Brake according to claim 1, in which each groove (46) is substantially rectilinear and has a width measured in a circumferential direction which is between 1 and 6 mm, and which is preferably 2 or 4 mm.

3. A brake according to claim 1 or 2, wherein each groove (46) is configured to create a suction flow which is perpendicular to the annular friction surfaces (5).

4. A brake according to any one of claims 1 to 3, wherein each groove (46) is arranged in a respective nozzle (40).

5. Brake according to claim 4, in which each nozzle (40) has at least one leakage orifice (43) in fluid connection with the groove (46).

6. Brake according to one of claims 4 or 5, in which each nozzle (40) is arranged at an axial distance (B) of less than three millimeters, preferably less than 0.1 mm, from the respective annular friction surface (5).

7. Brake according to one of claims 4 to 6, in which each nozzle (40) comprises a downstream edge (42) provided with a seal (44) in contact with the respective annular friction surface.

8. Brake according to one of claims 4 to 7, in which each nozzle (40) comprises an upstream edge (41) and a downstream edge (42), the downstream edge (42) being further from the respective annular friction surface (5) than the upstream edge (41).

9. Brake according to one of claims 4 to 8, in which the groove (46) of each nozzle (40) has a longitudinal direction (A) which is arranged in alignment with a radius (R) of the disc (4), said radius (R) being preferentially angularly offset from a median radius (RO) of the linings (10, 12), by an angle (a) of between 20° and 60°.

10. Brake according to one of claims 4 to 9, wherein the brake (2) comprises a fixed caliper or a floating caliper (8) sliding relative to a yoke (9), the nozzles (40) being fixed to the fixed caliper or to the yoke (9).

11. Brake according to one of claims 4 to 10, in which the particle capture system (20) comprises two rigid pipes (48, 49) each connected to a respective nozzle (40) and by means of which the nozzles (40) are held in position opposite the disc (4).

12. Brake according to claims 4 to 11, in which a fixing lug (50) connects the rigid pipes (48, 49) to the caliper or to the yoke (9), the fixing lug (50) comprising two orifices (52) crossed by the rigid pipes (48, 49).

13. Brake according to one of claims 1 to 3, in which the two grooves (46) are arranged in a single nozzle (40).

14. A brake according to claim 13, wherein an auxiliary groove (60) which overlaps the flank of the disc connects the two suction grooves together.

15. Brake according to one of claims 1 to 14, further comprising a control unit (30) configured to control the state, active or inactive, of the vacuum source (22), according to a succession of cycles (C), each of the cycles (C) comprising a first step (110) of a first duration (T1) during which the vacuum source (22) is controlled by the control unit (30) to be in an active state and a second step (120) of a second duration (T2) during which the vacuum source (22) is controlled by the control unit (30) to be in an inactive state.

16. Brake according to one of claims 1 to 15, in which the disc (4) is covered with a ceramic coating.

17. Method (100) for implementing a brake according to one of claims 1 to 16, comprising putting the vacuum source (22) into the active state to suck up the braking particles present on the annular friction surfaces (5) by means of the grooves (46).

18. Method according to claim 17, in which the brake (2) comprises a control unit (30) configured to control the state, active or inactive, of the vacuum source (22), the method comprising a succession of cycles (C), each of the cycles (C) comprising a first step (110) of a first duration (T1) during which the vacuum source (22) is controlled by the control unit (30) to be in an active state and a second step (120) of a second duration (T2) during which the vacuum source (22) is controlled by the control unit to be in an inactive state.

19. Method (100) according to claim 18, wherein the first duration (T1) is between 5 seconds and 2 minutes, preferably between 10 seconds and 1 minute.

20. Method (100) according to claim 18 or 19, wherein the second duration (T2) is between 30 seconds and 30 minutes, preferably between 4 and 10 minutes.

21. Method (100) according to one of claims 18 to 20, in which the ratio between the first duration (T1) and the second duration (T2) is between 1 / 3 and 1 / 10.

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