Brake disc

Abstract

The present application provides a brake disc. The brake disc comprises: a friction ring, an inner ring of the friction ring being provided with an annularly configured first connecting member; and a disc cap, an outer ring of the disc cap being provided with an annularly configured second connecting member. The first connecting member and the second connecting member are fixedly connected in the axial direction of the brake disc; the second connecting member comprises a plurality of spacing parts and a plurality of abutting parts; the spacing parts and the abutting parts are annularly arranged at intervals in the circumferential direction of the disc cap; the abutting parts abut against the first connecting member; the spacing parts are located on the side of the second connecting member facing the first connecting member; a spacing is formed between the first connecting member and the second connecting member in the axial direction of the brake disc by means of the spacing parts; and the second connecting member is deformable by means of the spacing parts. By applying the technical solution of the present application, the problem in the prior art of poor thermal deformation performance of a split-type brake disc can be solved.

Description

Brake disc

[0001] This application claims priority to the patent application filed on December 26, 2024, with application number 202411941685.X, entitled "Brake Disc". Technical Field

[0002] This application relates to the field of brake disc technology, and more specifically, to a brake disc. Background Technology

[0003] Currently, vehicle braking systems typically use brake discs and brake calipers to brake the vehicle. Traditional brake discs are usually made of gray cast iron, which typically has a density of 7.2 ± 0.3 g / cm³. 3 The strength of these components ranges from 130 MPa to 300 MPa, resulting in a relatively large overall mass of the brake disc. This not only increases the unsprung mass and reduces maneuverability but also increases fuel consumption, which does not meet the requirements for lightweight vehicles.

[0004] In existing technologies, brake discs are typically designed as separate units where the disc cap and friction ring are connected. The material of the disc cap is replaced, such as steel, aluminum, or aluminum alloy. While maintaining the strength of the brake disc, the thickness of the replacement material is reduced, thereby reducing the weight of the brake disc and achieving lightweighting. However, with a separate design, the friction between the brake caliper and the friction ring generates heat, causing deformation of the friction ring. The brake disc has poor thermal deformation resistance, making it prone to warping or misalignment when mated with the brake caliper, thus affecting braking performance.

[0005] Application content

[0006] This application provides a brake disc to solve the problem of poor thermal deformation performance of split brake discs in the prior art.

[0007] This application provides a brake disc, comprising: a friction ring, the inner ring of which has a first connecting member arranged in an annular pattern; and a disc cap, the outer ring of which has a second connecting member arranged in an annular pattern. The first connecting member and the second connecting member are fixedly connected in the axial direction of the brake disc. The second connecting member has multiple spacer portions and multiple abutment portions. The spacer portions and abutment portions are arranged in an annular pattern along the circumference of the disc cap. The abutment portions abut against the first connecting member. The spacer portions are located on the side of the second connecting member facing the first connecting member. The first connecting member and the second connecting member form a gap in the axial direction of the brake disc through the spacer portions. The second connecting member can deform through the spacer portions.

[0008] Furthermore, the second connector includes: a plurality of second connecting blocks, the plurality of second connecting blocks being arranged circumferentially and spaced apart along the circumference of the disc cap, the second connecting blocks having a spacer portion and an abutment portion, the abutment portion being disposed on both sides of the spacer portion along the circumference of the disc cap.

[0009] Furthermore, the spacer is fixedly connected to the first connector by fasteners, which provide opposing preload to the first connector and the second connector.

[0010] Furthermore, the disc cap and friction ring are floatingly connected in the radial direction of the brake disc, and the disc cap and friction ring can move relative to each other in the radial direction.

[0011] Furthermore, the first connector is provided with a plurality of first connecting holes, and the second connector is provided with a second connecting hole. The plurality of first connecting holes and the plurality of second connecting holes are provided in a one-to-one correspondence. Fasteners are inserted through the first connecting holes and the second connecting holes. The fasteners are interference-fitted with the first connecting holes. The diameter of the second connecting hole is larger than the diameter of the first connecting hole.

[0012] Furthermore, a countersunk hole is provided at the port on the side opposite to the first connector of the second connecting hole, and the fastener includes a rivet, the countersunk hole being used to accommodate the rivet head.

[0013] Furthermore, a spacer groove is provided on the second connecting block, and the spacer groove penetrates the second connecting block radially along the cap, forming a spacer portion.

[0014] Furthermore, the first connector includes a plurality of first connecting blocks, which are arranged at circumferential intervals along the friction ring. The plurality of first connecting blocks are arranged in a one-to-one correspondence with a plurality of second connecting blocks, and a first weight reduction groove is formed between two adjacent first connecting blocks.

[0015] Furthermore, a second weight-reducing groove is formed between two adjacent second connecting blocks, and at least part of the first weight-reducing groove is interconnected with the second weight-reducing groove.

[0016] Furthermore, the first weight-reduction groove is a U-shaped groove.

[0017] Applying the technical solution of this application, the disc cap is fixedly connected to the wheel hub, and the friction ring and the disc cap can be fixedly connected through the first connector and the second connector. When the first connector and the second connector are connected, they abut against each other through the abutting part, and the spacer part forms a certain gap with the first connector in the axial direction. In this way, the disc cap and the friction ring will form a circumferential intermittent contact. After the friction ring and the brake caliper generate heat through friction, the friction ring expands due to heat and deforms in the direction of the disc cap, causing it to warp and squeeze the second connector, causing the second connector to also undergo a certain deformation. During the deformation process, the abutting part always abuts against the first connector. The gap formed between the second connector and the first connector through the spacer part can buffer the compression from the first connector, reduce the internal stress of the brake disc, and thus reduce the overall deformation of the second connector, ensuring the connection effect between the friction ring and the disc cap and optimizing the thermal deformation of the brake disc. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1 shows a front view of the brake disc provided in this application;

[0020] Figure 2 shows a cross-sectional view of the brake disc in Figure 1 in the MM direction;

[0021] Figure 3 shows a magnified view of a portion of point A in Figure 2;

[0022] Figure 4 shows a schematic diagram of the structure of the mating part and the first connecting block provided in this application;

[0023] Figure 5 shows a schematic diagram of the structure of the first connecting hole and the second connecting hole provided in this application;

[0024] Figure 6 shows a magnified view of part B in Figure 1.

[0025] The above figures include the following reference numerals:

[0026] 100. Friction ring;

[0027] 110. First connecting block; 111. First connecting hole; 120. First weight reduction groove;

[0028] 200. (This likely refers to a specific type of coin, possibly a type of coin or similar coin.)

[0029] 201. Spacing part; 202. Contact part;

[0030] 210. Second connecting block; 211. Second connecting hole; 212. Countersunk hole; 220. Second weight reduction groove;

[0031] 300. Fasteners. Detailed Implementation

[0032] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0033] As shown in Figures 1 to 6, some embodiments of this application provide a brake disc, which includes a friction ring 100 and a disc cap 200. The inner ring of the friction ring 100 has a first connecting member arranged in an annular pattern, and the outer ring of the disc cap 200 has a second connecting member arranged in an annular pattern. The first connecting member and the second connecting member are fixedly connected in the axial direction of the brake disc. The second connecting member has multiple spacer portions 201 and multiple abutment portions 202, which are spaced annularly along the circumference of the disc cap 200. The abutment portions 202 abut against the first connecting member. The spacer portions 201 are located on the side of the second connecting member facing the first connecting member. The first connecting member and the second connecting member are spaced apart in the axial direction of the brake disc through the spacer portions 201, and the second connecting member can deform through the spacer portions 201.

[0034] Applying the technical solution of this application, the disc cap 200 is fixedly connected to the wheel hub, and the friction ring 100 and the disc cap 200 can be fixedly connected through a first connector and a second connector. After the first connector and the second connector are connected, the first connector and the second connector abut against each other through the abutment portion 202, as shown in Figures 2 to 4. The spacer portion 201 and the first connector form a certain gap in the axial direction, so that the disc cap 200 and the friction ring 100 will form a circumferential intermittent contact, and the friction ring 100 will rub against the brake caliper. Upon heating, the friction ring 100 expands and warps towards the disc cap 200, compressing the second connector and causing it to deform as well. During this deformation, the contact portion 202 remains in contact with the first connector. The gap formed between the second connector and the first connector via the spacer portion 201 buffers the compression from the first connector, reducing the internal stress of the brake disc and thus reducing the overall deformation of the second connector. This ensures a good connection between the friction ring 100 and the disc cap 200, optimizing the thermal deformation of the brake disc. Furthermore, the slight oscillation of the friction ring 100 allows it to achieve an appropriate angle, forming a better friction surface with the brake caliper and maintaining braking stability.

[0035] In some embodiments, the second connector includes a plurality of second connecting blocks 210, which are arranged circumferentially around the disc cap 200. Each second connecting block 210 has a spacer portion 201 and an abutment portion 202, with the abutment portion 202 disposed on both sides of the spacer portion 201 along the circumferential direction of the disc cap 200. This arrangement reduces the overlap area between the second connector and the friction ring 100, reduces heat transfer, and further optimizes the thermal deformation of the disc cap 200.

[0036] Furthermore, the spacer 201 is fixedly connected to the first connecting member by a fastener 300, which provides opposing preload to the first connecting member and the second connecting block 210. With this configuration, when the spacer 201 of the disc cap 200 is assembled, the spacer 201 can undergo a certain elastic deformation, generating a preload. During braking, the disc cap 200 undergoes permanent deformation due to the compression of the friction ring 100. After braking is released, the assembly preload ensures that the disc cap 200 and the friction ring 100 fit tightly together, preventing separation and ensuring the connection performance between the disc cap 200 and the friction ring 100.

[0037] In some embodiments, a spacer groove is provided on the second connecting block 210, which extends radially through the second connecting block 210 along the disc cap 200, forming a spacer portion 201. By providing the spacer groove, the disc cap 200 and the friction ring 100 can float axially, optimizing thermal deformation. By directly slotting the second connecting block 210 instead of forming a connection through connectors and allowing floating, compared to the prior art of connecting the friction ring and disc cap with rivets, washers, and spring sheets, a floating composite structure is achieved, improving the overall structural performance of the second connecting block 210, reducing connecting accessories, simplifying the manufacturing process, reducing costs, achieving floating capability, and ensuring relatively good thermal deformation.

[0038] In some embodiments, the spacer groove may also extend circumferentially along the cap 200, and the abutment portion 202 may be spaced apart on both sides of the spacer groove in the radial direction.

[0039] Furthermore, the disc cap 200 and the friction ring 100 are floatingly connected in the radial direction of the brake disc, allowing them to move relative to each other in the radial direction. This arrangement provides a certain amount of free expansion space between the disc cap 200 and the friction ring 100, thus eliminating some of the internal tensile stress within them and reducing the deformation of the friction ring 100 caused by heat, thereby ensuring the braking effect of the brake disc.

[0040] Referring to Figure 5, the first connector has multiple first connecting holes 111, and the second connecting block 210 has multiple second connecting holes 211. The multiple first connecting holes 111 and multiple second connecting holes 211 are arranged in a one-to-one correspondence. A fastener 300 passes through the first connecting holes 111 and the second connecting holes 211, with an interference fit between the fastener 300 and the first connecting hole 111. The diameter of the second connecting hole 211 is larger than the diameter of the first connecting hole 111. With this arrangement, after the fastener 300 passes through the first connecting hole 111 and the second connecting hole 211, a gap still exists between the second connecting hole 211 and the fastener. The friction ring 100 can achieve a floating connection by radially floating relative to the cap 200 through the fastener, providing space for the thermal expansion of the friction ring 100 and the fastener 300.

[0041] Furthermore, a countersunk hole 212 is provided at the port of the second connecting hole 211 opposite to the side of the first connecting member. The fastener 300 includes a rivet, and the countersunk hole 212 is used to accommodate the rivet head. With the above arrangement, the space occupied by the fastener 300 in the axial direction can be reduced, so that the rivet will not protrude from the end face of the disc cap 200, and the impact of the brake disc on the installation of other structures can be reduced.

[0042] In some embodiments, the fastener 300 may also be a structure such as a lock nut.

[0043] Furthermore, the first connector includes a plurality of first connecting blocks 110, which are arranged circumferentially around the friction ring 100. Each of the first connecting blocks 110 corresponds to a plurality of second connecting blocks 210, and a first weight-reducing groove 120 is formed between adjacent first connecting blocks 110. This arrangement reduces the contact area between the friction ring 100 and the disc cap 200, and also reduces the overall weight of the friction ring 100, which is beneficial for the lightweighting of the brake disc. The one-to-one correspondence between the multiple first connecting blocks 110 and the multiple second connecting blocks 210 also improves the connection strength between the friction ring 100 and the disc cap 200.

[0044] Referring to Figures 1 and 6, a second weight-reducing groove 220 is formed between two adjacent second connecting blocks 210, and at least a portion of the first weight-reducing groove 120 is interconnected with the second weight-reducing groove 220. This arrangement reduces the weight of the disc cap 200, further reducing the overall weight of the brake disc. The connection between the first weight-reducing groove 120 and the second weight-reducing groove 220 creates an airflow path, facilitating brake disc cooling.

[0045] In some embodiments, the first weight-reducing groove 120 is a U-shaped groove. This configuration can improve the connection effect between the first connecting block 110 and the friction ring 100, improve the overall structural strength of the friction ring 100, and reduce the risk of the first connecting block 110 breaking.

[0046] In some embodiments, the second weight-reducing groove 220 may also be a U-shaped groove or a V-shaped groove, etc., to improve the connection strength between the second connecting block 210 and the disc cap 200.

[0047] In some embodiments, a plurality of first connecting blocks 110 cooperate with the inner wall of the friction ring 100 to form a mounting groove, and a disc cap 200 is disposed in the mounting groove to restrict the relative sliding of the disc cap 200 and the friction ring 100 in the radial direction, thereby facilitating the installation of the friction ring 100 and the disc cap 200.

[0048] In some embodiments, when the axes of the friction ring 100 and the disc cap 200 coincide, the radial distance between the mounting groove and the disc cap 200 is greater than the radial distance between the second connecting hole 211 and the fastener 300. This arrangement can prevent the inner wall of the mounting groove from colliding with the disc cap 200, reduce the probability of noise, and also provide a certain degree of protection for the disc cap 200.

[0049] In some embodiments, the material of the disc cap 200 may be ductile iron, aluminum and its alloys or steel, the material of the friction ring 100 may be gray cast iron, steel or aluminum, and the material of the fastener may be copper or stainless steel.

[0050] Compared with the prior art, the solution provided in this application adopts a structure in which the disc cap 200 and the friction ring 100 have intermittent circumferential contact, and the first connecting hole 111 and the second connecting hole 211 have different diameters. This structure enables the friction ring 100 and the disc cap 200 to float in the axial and radial directions, providing better thermal deformation capability for the brake disc. Furthermore, by using the fastener 300 to connect the disc cap 200 and the friction ring 100, a pre-tightening force is applied, which also reduces the requirements for connecting accessories required for floating connections in the prior art, simplifies assembly and production processes, and further reduces the production cost of the brake disc.

[0051] The above descriptions are merely some embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A brake disc, characterized in that, The brake disc includes: Friction ring (100), the inner ring of which has a first connecting member arranged in annularly; A disc cap (200) has a second connector arranged in annularly on its outer ring. The first connector and the second connector are fixedly connected in the axial direction of the brake disc. The second connector has a plurality of spacers (201) and abutments (202). The spacers (201) and the abutments (202) are arranged in annular intervals along the circumference of the disc cap (200). The abutments (202) abut against the first connector. The spacers (201) are located on the side of the second connector facing the first connector. The first connector forms a gap in the axial direction of the brake disc between the spacers (201) and the second connector. The second connector can deform through the spacers (201).

2. The brake disc according to claim 1, characterized in that, The second connector includes: A plurality of second connecting blocks (210) are arranged at circumferential intervals along the disc cap (200). Each second connecting block (210) has a spacer portion (201) and an abutment portion (202), which is disposed on both sides of the spacer portion (201) along the circumferential direction of the disc cap (200).

3. The brake disc according to claim 2, characterized in that, The spacer (201) is fixedly connected to the first connector by a fastener (300), the fastener (300) being used to provide opposing preload forces to the first connector and the second connector (210).

4. The brake disc according to claim 3, characterized in that, The disc cap (200) and the friction ring (100) are floatingly connected in the radial direction of the brake disc, and the disc cap (200) and the friction ring (100) are able to move relative to each other in the radial direction.

5. The brake disc according to claim 4, characterized in that, The first connector is provided with a plurality of first connecting holes (111), and the second connecting block (210) is provided with a second connecting hole (211). The plurality of first connecting holes (111) and the plurality of second connecting holes (211) are provided one-to-one. The fastener (300) passes through the first connecting hole (111) and the second connecting hole (211). The fastener (300) is interference-fitted with the first connecting hole (111). The diameter of the second connecting hole (211) is larger than the diameter of the first connecting hole (111).

6. The brake disc according to claim 5, characterized in that, The second connecting hole (211) has a countersunk hole (212) at the port on the side opposite to the first connector. The fastener (300) includes a rivet, and the countersunk hole (212) is used to accommodate the rivet head.

7. The brake disc according to claim 2, characterized in that, The second connecting block (210) is provided with a spacer groove, which penetrates the second connecting block (210) radially along the disc cap (200) and forms the spacer portion (201).

8. The brake disc according to claim 2, characterized in that, The first connector includes a plurality of first connecting blocks (110), which are arranged circumferentially around the friction ring (100). The plurality of first connecting blocks (110) are arranged in a one-to-one correspondence with the plurality of second connecting blocks (210), and a first weight-reducing groove (120) is formed between two adjacent first connecting blocks (110).

9. The brake disc according to claim 8, characterized in that, A second weight-reducing groove (220) is formed between two adjacent second connecting blocks (210), and at least part of the first weight-reducing groove (120) is in communication with the second weight-reducing groove (220).

10. The brake disc according to claim 8, characterized in that, The first weight reduction groove (120) is a U-shaped groove.

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