阅读说明：本技术 通风式制动盘 (Ventilated brake disc ) 是由 罗伯托·博费利 于 2017-09-19 设计创作，主要内容包括：提供了一种摩擦环,其配置为以一个或多个固定点固定到轮毂。摩擦环包括环形体；外表面,其配置为由制动机构接触；内表面,其配置为与轮毂或轴的一部分接触,以向该轮毂或轴的该部分施加制动力；至少一个通孔,其用于接收用于将摩擦环固定到轮毂或轴的紧固件；至少两个突出部,其从摩擦环的内表面延伸形成通道。该通道的流入部分的横截面积小于该通道的流出部分的横截面积。还提供了一种包括轮毂和固定环的制动组件。(A friction ring configured to be secured to a hub at one or more fixation points is provided. The friction ring comprises an annular body; an outer surface configured to be contacted by a braking mechanism; an inner surface configured to contact a portion of a hub or shaft to apply a braking force thereto; at least one through hole for receiving a fastener for securing the friction ring to the hub or shaft; at least two protrusions extending from the inner surface of the friction ring forming a channel. The cross-sectional area of the inflow portion of the channel is smaller than the cross-sectional area of the outflow portion of the channel. A brake assembly including a hub and a retaining ring is also provided.)

1. A friction ring, comprising:

a plurality of segments configured to be positioned about a hub or shaft to form an annular body, each segment of the plurality of segments comprising:

a front side and a back side, each having: an outer surface positioned to be contacted by a braking mechanism; and an inner surface positioned to contact a portion of the hub or the shaft to apply a braking force;

one or more through holes extending between the outer surface of the front side and the outer surface of the rear side and positioned to receive one or more fasteners for securing the segment to the hub or the shaft; and

a plurality of projections extending from the inner surface of the front side to the inner surface of the back side of each of the plurality of segments, the plurality of projections forming radially open channels therebetween, wherein an inflow portion of the channels between the plurality of projections has a cross-sectional area that is less than a cross-sectional area of an outflow portion of the channels between the plurality of projections, wherein the plurality of projections comprises a plurality of radially extending fins, and further comprising two or more transverse ribs extending between a pair of adjacent fins of the plurality of radially extending fins, each transverse rib of the two or more transverse ribs having a cross-sectional area that is greater than a cross-sectional area of each radially extending fin, and each transverse rib of the two or more transverse ribs being positioned on a radially outer half of at least one segment of the plurality of segments, and is arranged such that at least one radius of each segment passes through at least two of the two or more transverse ribs.

2. The friction ring of claim 1, wherein for each of the plurality of segments, the channel extends between a circumferential inner edge and a circumferential outer edge of the segment and is positioned to direct airflow through the inner surface of the front side or the inner surface of the back side of each segment.

3. The friction ring of claim 1, wherein for each of the plurality of segments, the inflow portion of the channel is disposed radially inward of the outflow portion of the channel such that airflow is directed from an inner peripheral edge to an outer peripheral edge of each segment.

4. The friction ring of claim 1, wherein for each of the plurality of segments, at least one of the one or more through holes is positioned to secure each segment to the hub or the shaft at a single securing point to increase an air intake area relative to each segment secured to the hub or the shaft at a plurality of securing points.

5. The friction ring of claim 1, wherein the at least two transverse ribs are positioned on a radially outer third of at least one of the plurality of segments.

6. The friction ring of claim 1, wherein the radially extending fins are tapered in a radial direction such that a radially inner portion of the radially extending fins is narrower than a radially outer portion of the radially extending fins.

7. The friction ring of claim 6, wherein the radially extending fins are tapered in a transverse direction such that portions of the radially extending fins closer to the inner surface relative to the outer surface are wider than portions of the radially extending fins closer to a center of the radially extending fins.

8. The friction ring as recited in claim 1, wherein each of the plurality of radially extending fins defines a linear longitudinal axis extending from a radially inner portion of each fin to a radially outer portion of each fin, and the linear longitudinal axis of each of the plurality of radially extending fins is offset from the radius of the annular body by at least 5 degrees.

9. The friction ring of claim 1, wherein the one or more through-holes are located radially inward from the two or more transverse ribs.

10. The friction ring of claim 1, wherein the plurality of projections are positioned such that a single radius of the annular body passes through each of the plurality of projections.

11. A brake assembly comprising:

a brake disc comprising a plurality of segments arranged to form a front friction ring and a rear friction ring, the front and rear friction rings configured to be in contact with a braking mechanism;

a hub configured to be connected to a shaft, the hub including a central rotor and a radially extending flange surrounding at least a portion of the central rotor; and

a pin secured to and extending through the flange to secure the brake rotor to the flange, wherein each of the plurality of segments of the brake rotor comprises:

a front side and a back side, each of the front side and the back side comprising: an outer surface configured to be contacted by the braking mechanism; an inner surface connected to a portion of the hub or the shaft to apply a braking force to the hub or the shaft;

one or more through holes extending between the outer surface of the front side and the outer surface of the rear side of each segment for receiving pins for connecting each segment to the hub or the shaft; and

a plurality of projections extending from the inner surface of the front side to the inner surface of the back side of each segment, the plurality of projections forming radially open channels therebetween, wherein a cross-sectional area of an inflow portion of the channel between the plurality of projections is smaller than a cross-sectional area of an outflow portion of the channel between the plurality of projections, wherein the plurality of projections comprise a plurality of radially extending fins, and further comprising two or more transverse ribs extending between the plurality of radially extending fins, each of the two or more transverse ribs has a cross-section greater than a cross-section of each of the radially extending fins, and each of the two or more transverse ribs is positioned on a radially outer half of one or more segments to define a curved airflow path, and is arranged such that at least one radius of each segment passes through at least two of the two or more transverse ribs.

12. The brake assembly of claim 11, wherein for each of the plurality of segments, the channel extends between circumferentially inner and outer edges of the inner surface of the side of the segment, the channel positioned to direct airflow through the inner surface of the front and rear sides of each segment.

13. The brake assembly of claim 11, wherein each of the plurality of segments is secured to the hub at a single securement point.

14. The brake assembly of claim 13, wherein each of the plurality of segments is rotatable about the single fixed point while being fixed to the hub.

15. The brake assembly of claim 11, wherein each of the plurality of segments is secured to the hub at a single fixed point to increase an air intake area relative to segments secured to the hub at a plurality of fixed points.

16. The brake assembly of claim 11, wherein the two or more transverse ribs are positioned on a radially outer third of one or more segments.

17. The brake assembly of claim 11, wherein the plurality of protrusions are positioned such that a radius of one or more of the plurality of segments passes through at least two of the plurality of protrusions.

18. A brake disc, comprising:

one or more segments each comprising a front side and a back side, each of the front side and the back side comprising: an outer surface configured to be contacted by a braking mechanism; and an inner surface configured to contact a portion of a hub or a shaft to apply a braking force to the hub or the shaft;

one or more through holes extending from the outer surface of the front side to the outer surface of the rear side, the one or more through holes shaped to receive one or more pins for connection to the hub or the shaft; and

a plurality of projections extending from the inner surface of the front side to the inner surface of the rear side, the plurality of projections forming radially open channels therebetween;

wherein the cross-sectional area of the inflow portion of the channel between the plurality of projections is less than the cross-sectional area of the outflow portion of the channel between the plurality of projections, wherein the plurality of projections comprises a plurality of radially extending fins, further comprising two or more transverse ribs extending between a pair of adjacent fins of the plurality of radially extending fins, each transverse rib of the two or more transverse ribs having a cross-section greater than the cross-section of each radially extending fin, and each transverse rib of the two or more transverse ribs being positioned on a radially outer half of at least one segment and arranged such that at least one radius of each segment passes through at least two ribs of the two or more transverse ribs.

19. The brake disc of claim 18, wherein the channels extend between a circumferentially inner edge and a circumferentially outer edge and are positioned to direct airflow through the inner surface of the leading flank and the inner surface of the trailing flank.

20. Brake disc according to claim 18, wherein the at least two transverse ribs are positioned on the radially outer third of the at least one section.

Technical Field

The present disclosure relates to a brake disc for a rotating body (e.g., a wheel), and more particularly, to an annular brake disc having a ventilation structure for directing an air flow through at least a portion of the disc to transfer heat from the disc.

Background

The brake disc is secured to the wheel or rotor to provide a smooth, hard contact surface that can be contacted by a brake shoe or pad controlled by a braking mechanism (e.g., brake pad). When contact is established between the disc and the shoe or plate, friction between the elements is sufficient to slow or stop rotation of the wheel. Disc brakes are commonly used in a variety of applications including, for example, industrial machines (e.g., cranes and elevators), and in transportation devices such as escalators, elevators, ski lift trucks, and the like. Disc brake assemblies are also used in transportation vehicles such as rail cars, public transportation vehicles, trucks, and automobiles.

It is well known that significant heat is generated due to the frictional contact between the brake shoes and the brake disc. This heat may cause thermal expansion of portions of the brake assembly and may cause deformation or degradation of the brake assembly over extended periods of use. More specifically, known brake devices generally do not evenly distribute the heat generated, resulting in a wide temperature gradient across the brake assembly. Such temperature gradients may lead to the formation of cracks and fissures in the brake disc. In addition, the cooling air flow is typically neither uniform nor sufficient to counteract the destructive effects of the heat generated. Instead, the cooling air may actually increase the temperature gradient across the brake disc, thereby exacerbating the thermal transient phenomenon. In addition, a considerable amount of heat generated on the contact surfaces of the brake elements is transferred to the shaft on which the brake disc is mounted. This transferred heat may cause oxidation on the axle and/or wheel, making it more difficult to replace the braking elements. Prolonged thermal exposure also changes the centering or alignment of the brake elements and/or the transmission components, further affecting the performance of the brake system and the wheels.

U.S. patent publication No. 4,132,294 to Poli entitled brake disc with replaceable pads for brake discs (hereinafter referred to as the "294 patent"), which is incorporated herein by reference, discloses an annular brake disc including radial fins or cheeks for directing air flow between front and rear brake discs of a brake assembly. The front and rear brake discs include openings on the disc surfaces near the central portion of the wheel or hub. Air is drawn into the openings and directed radially outward along the inner surface of the brake disc by the fins or gills. The heat generated by the brake disc is transferred to the fins or gills and is ventilated by the air flow. In this manner, the fins or gills remove heat from the brake disc and wheel to improve the performance of the brake disc and wheel.

Thermal expansion and degradation of the brake assembly is also addressed by the shape of the disc itself. More specifically, in order to make the brake pads and/or the brake disc more accessible and in order to simplify maintenance, brake discs have been developed which are formed of two or more interlocking sections or friction rings which can be removed and replaced individually. For example, the' 294 patent discloses a disc brake including two or more pads disposed about a central hub.

In other known segmented disc brakes, the individual segments are spaced apart by a gap to allow the segments to expand when heated. For example, U.S. patent publication No. 5,788,026 to Poli entitled Brake disc assembly for a rotary body, which is incorporated herein by reference, discloses a disc Brake having a plurality of Brake disc segments secured to a rotary body to form an annular ring. The respective sections of the disc brake are connected to each other by fasteners extending through-holes in the sections and the rotary body. The segments are also slidably connected to adjacent segments in the annular disc brake by a connector or pin extending from the plug portion of the segment to a corresponding plug portion of an adjacent segment. In this manner, the segments may move and expand in response to heat, friction, and pressure caused by contact between the disc brake and the braking mechanism.

However, there is a need for a brake disc having an improved cooling and ventilation structure. In particular, the amount of air flow and velocity over the disk should be maximized to increase the cooling effect. Furthermore, the airflow pattern should be improved so that the airflow is available for the portion of the disk that is most likely to be exposed to a large amount of heat. The brake disc disclosed herein is designed for such optimized and improved airflow.

Disclosure of Invention

In view of the foregoing, the brake assembly of the present invention provides a friction ring or brake disc that is connected to a wheel, rotor or hub and vents heat from the brake disc by directing an air flow radially outwardly along the inner surface of the disc. The structure of the brake disc, which is designed to maximize ventilation through the disc, includes radial projections or fins and an arrangement of through holes and fasteners. In particular, the inventors have realised that by a particular arrangement of the through holes and the fin structure, the air flow between the disc and the hub is effectively maximised. Due to this air flow, damage caused by thermal stress and thermal expansion of the disc is effectively reduced. Thus, the brake disc assembly is less susceptible to wear-based damage and can operate more quietly than known alternative systems.

In general, the present disclosure relates to a brake assembly configured to be connected to a hub or shaft of a rotating body. Advantageously, the assembly addresses or overcomes some or all of the drawbacks and disadvantages associated with existing braking systems.

According to one aspect of the present disclosure, a friction ring includes: an annular body; an outer surface configured to be contacted by a braking mechanism; an inner surface configured to contact a portion of the hub or shaft to apply a braking force thereto; at least one through hole for receiving a fastener for securing the friction ring to the hub or shaft; at least two protrusions extending from the inner surface of the friction ring forming a channel. The cross-sectional area of the inflow portion of the channel is smaller than the cross-sectional area of the outflow portion of the channel.

According to another aspect of the present disclosure, a brake assembly includes a brake disc including one or more segments arranged to form a front friction ring and a rear friction ring. The friction ring is configured to contact the braking mechanism. The assembly also includes a hub configured to be coupled to a shaft, the hub including a central rotor and a radially extending flange surrounding at least a portion of the central rotor. The assembly also includes a pin secured to and extending through the flange to secure the brake disc to the flange. Each segment includes: a body having an outer surface configured to be contacted by a braking mechanism and an inner surface configured to contact a portion of a hub or a shaft to apply a braking force to the portion of the hub or the shaft; a through hole extending through the body for receiving a pin for connecting the segment to a hub or shaft; and at least two projections extending from the inner surface forming a channel. The cross-sectional area of the inflow portion of the channel is smaller than the cross-sectional area of the outflow portion of the channel.

According to another aspect of the present disclosure, a brake disc configured to be fixed to a hub and/or a shaft with one or more fixing points comprises one or more segments arranged to form a front friction ring and a rear friction ring. Each of the one or more segments includes: a body having an outer surface configured to be contacted by a braking mechanism and an inner surface configured to contact a portion of a hub or a shaft to apply a braking force to the portion of the hub or the shaft; a through hole extending through the body for receiving a pin for connecting the segment to a hub or shaft; and at least two projections extending from the inner surface forming a channel. The cross-sectional area of the inflow portion of the channel is smaller than the cross-sectional area of the outflow portion of the channel.

Examples of the invention will now be described in the following numbered items:

item 1: a friction ring, comprising: an annular body; an outer surface configured to be contacted by a braking mechanism; an inner surface configured to contact a portion of a hub or shaft to apply a braking force thereto; at least one through hole for receiving a fastener for securing the friction ring to the hub or shaft; at least two protrusions extending from an inner surface of the friction ring forming a channel, wherein a cross-sectional area of an inflow portion of the channel is smaller than a cross-sectional area of an outflow portion of the channel.

Item 2: the friction ring of item 1, wherein the channel extends between a circumferential inner edge and a circumferential outer edge of the friction ring and is positioned to direct an airflow across an inner surface of the friction ring.

Item 3: the friction ring of item 1 or 2, wherein the inflow portion of the channel is disposed radially inward from the outflow portion of the channel such that the airflow is directed from an inner circumferential edge to an outer circumferential edge of the friction ring.

Item 4: the friction ring according to any one of items 1 to 3, wherein the at least one through hole is provided radially inward from a radially inner end of each protrusion.

Item 5: a friction ring according to any of items 1 to 5, wherein the friction ring is configured to be secured to a hub or shaft using a number of fixing points to maximise the air inlet area and hence the air flux through the inner surface of the friction ring.

Item 6: a friction ring as claimed in any one of items 1 to 5 wherein the projections comprise radially extending fins.

Item 7: a friction ring as described in item 6 wherein the radially extending fins are tapered in the radial direction such that radially inner portions of the radially extending fins are narrower than radially outer portions of the radially extending fins, and in the transverse direction such that portions of the fins adjacent the inner surface are wider than central portions of the fins.

Item 8: the friction ring of item 6 or item 7, wherein the radially extending fins define a central longitudinal axis that is offset from a radius of the segment by at least 5 degrees.

Item 9: a friction ring as set forth in any of items 6-8 further comprising at least one transverse rib extending between adjacent radially extending fins, thereby defining a curvilinear air flow path.

Item 10: a friction ring as claimed in item 9 wherein at least one through hole is located radially inwardly from the transverse rib.

Item 11: the friction ring of any of items 1 to 10, wherein the at least two protrusions are positioned such that a single radius of the friction ring passes through both protrusions.

Item 12: a brake assembly comprising: a brake disc comprising one or more segments arranged to form a front friction ring and a rear friction ring, the friction rings configured to be contacted by a braking mechanism; a hub configured to be connected to a shaft, the hub including a central rotor and a radially extending flange surrounding at least a portion of the central rotor; a pin secured to and extending through the flange to secure the brake disc to the flange, wherein each segment comprises: a body having an outer surface configured to be contacted by a braking mechanism and an inner surface configured to contact a portion of a hub or a shaft to apply a braking force to the portion of the hub or the shaft; a through hole extending through the body for receiving a pin for connecting the segment to a hub or shaft; and at least two projections extending from the inner surface forming a channel. The cross-sectional area of the inflow portion of the channel is smaller than the cross-sectional area of the outflow portion of the channel.

Item 13: the brake assembly of claim 12 wherein the channel extends between a circumferential inner edge and a circumferential outer edge of the inner surface of the segment body, the channel positioned to direct airflow across the inner surface of the segment body.

Item 14: the brake assembly of item 12 or item 13 wherein each of the one or more segments comprises a single through hole such that each of the one or more segments is secured to the hub at a single fixed point.

Item 15: the brake assembly of claim 14 wherein each segment is rotatable about a single fixed point when secured to the flange.

Item 16: the brake assembly of any one of items 12 to 15 wherein each of the one or more segments is secured to the hub with a plurality of fixing points to maximise air inlet area and thereby maximise the internal surface air flux through the body of each segment.

Item 17: the brake assembly of any of items 12-17 wherein the hub includes at least one inflow port positioned to direct cooling air to a channel.

Item 18: the brake assembly of claim 17 wherein the inflow port includes at least one circumferential groove extending around a portion of the rotor.

Item 19: the brake assembly of any one of items 12 to 18 wherein the projection comprises radially extending fins and further comprising one or more transverse ribs extending between adjacent radially extending fins, the transverse ribs positioned to define a curved airflow path.

Item 20: the brake assembly of any of items 12-19 wherein the at least two projections are positioned such that a radius of the segment passes through each of the at least two projections.

Item 21: a brake disc configured to be fixed to a hub and/or a shaft with one or more fixing points, the brake disc comprising one or more segments arranged to form a front friction ring and a rear friction ring, wherein each of the one or more segments comprises: a body having an outer surface configured to be contacted by a braking mechanism and an inner surface configured to contact a portion of a hub or a shaft to apply a braking force to the portion of the hub or the shaft; a through hole extending through the body for receiving a pin for connecting the segment to a hub or shaft; and at least two projections extending from the inner surface forming a channel. The cross-sectional area of the inflow portion of the channel is smaller than the cross-sectional area of the outflow portion of the channel.

Item 22: the brake disc of item 21, wherein the channels extend between a circumferential inner edge and a circumferential outer edge of the friction ring and are positioned to direct airflow across an inner surface of the inner friction ring.

Item 23: the brake disk of item 21 or item 22, wherein each segment comprises a single through hole such that each segment is secured to the hub and/or the shaft with a single fixation point.

Item 24: the brake disk of item 23, wherein each segment is capable of rotating about the single fixed point when fixed to a hub and/or a shaft.

Item 25: a brake disc according to any one of items 21 to 24, wherein each of the one or more segments is fixed to the hub with a minimum number of fixing points to maximise the air inlet area and hence the air flow through the inner surface of the body of each segment.

The foregoing and other features and characteristics, as well as the manner of operation of the related elements of structure and the function of the related elements of structure, and the combination of parts and economies of manufacture, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals designate corresponding parts in the various figures. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only and are not intended as a definition of the limits of the invention. As used in the specification and in the claims, the singular form of "a", "an", and "the" include plural referents unless the content clearly dictates otherwise.

Drawings

The foregoing has outlined some of the advantages and features of the preferred embodiments of the present invention. These embodiments, as well as other possible embodiments of the apparatus, will become apparent to those skilled in the art upon reference to the following drawings, in conjunction with the detailed description taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a front view of a brake disc assembly according to an embodiment of the present invention;

FIG. 2 is a cross-sectional view of a portion of the assembly of FIG. 1 taken along line A-A in FIG. 1;

FIG. 3 is a cross-sectional view of a portion of the assembly of FIG. 1 taken along line B-B of FIG. 1;

FIG. 4 is a cross-sectional view of a portion of the assembly of FIG. 1 taken along a plane parallel to the surface of the brake disk segment;

FIG. 5 is a front view of another exemplary brake disc assembly according to an embodiment of the present invention;

FIG. 6 is a cross-sectional view of a portion of the assembly of FIG. 5 taken along line A2-A2 of FIG. 5;

FIG. 7 is a cross-sectional view of a portion of the assembly of FIG. 5 taken along line B2-B2 of FIG. 5; and

FIG. 8 is a cross-sectional view of a portion of the assembly of FIG. 1 taken along a plane parallel to the surface of the brake disk segment.

Detailed Description

The following description is presented to enable any person skilled in the art to make and use the embodiments, which are intended to be used to practice the invention. Various modifications, equivalents, changes, and alternatives will, however, remain apparent to those skilled in the art. Any and all such modifications, variations, equivalents, and alternatives are intended to fall within the spirit and scope of the present invention. It is also to be understood that the specific devices illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments of the invention. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting. For the purposes of promoting an understanding of the invention, there is shown in the drawings and the description preferred embodiments of the invention from which various embodiments of the structure, construction and methods of operation, as well as many advantages of the invention may be understood and appreciated.

For purposes of description, the following terms "end," "upper," "lower," "right," "left," "vertical," "horizontal," "top," "bottom," "transverse," "longitudinal," and derivatives thereof shall relate to the invention as oriented in the drawing figures.

The present disclosure relates to a friction ring or brake disc for a rotating body or wheel structure, such as a railway vehicle wheel. The friction ring or brake disc may be of unitary construction (e.g. a unitary disc) or segmented as shown in the drawings. Brake discs may be used to limit the rotation of railway vehicle wheels and, in particular, for low speed railway vehicles having speeds less than 200 km/hr. A brake disc refers to a structure adapted to be connected to a rotating body and configured to be contacted by a braking mechanism (e.g., a brake pad, or a brake shoe). Friction between the brake disc and the brake shoe slows or stops the rotation of the rotating body. Brake discs are typically mounted to the hub or to the wheel. A brake disk (also referred to as a shaft disc) mounted to the hub is connected to the hub or shaft of the rotating body. In contrast, a brake disc mounted to a wheel is directly attached to the surface of the wheel itself rather than to the hub or axle.

In some examples, the brake disc is configured to be secured to the hub with a minimum number of fixation points allowed by safety calculations. The security calculations may include computer modeling techniques for modeling the forces exerted on the disc during use. The determination of the minimum number of fixing points may take into account, for example, the number of fixing points required to form a stable and sufficiently strong connection between the brake disc and the hub to ensure a sufficient braking force during use. In the case of a segmented brake disc, each segment may be mounted to the hub with a single fixing point. The segment may be allowed to rotate about a single fixed point. Mounting the segments and/or disc to the hub with a minimum number of fixation points allows to create a disc with a maximized air inlet area, providing maximum air flux through the inner surface of the brake disc and the highest possible ventilation.

Referring to fig. 1-3, a hub mounted brake disc assembly 10 is shown; however, it should be understood that the assembly 10 may also be adapted to be mounted directly to the wheel body within the scope of the present disclosure. The assembly 10 includes a hub 12, the hub 12 having a radial flange 14 extending therefrom. The hub 12 may be configured for receiving a rotating body, such as an axle or similar rotating structure of a railway car. The flange 14 includes a front side surface 18 and a rear side surface 20 (shown in fig. 2 and 3). The flange 14 may be of the same thickness throughout, or may include regions of different thickness or stiffness. For example, the flange 14 may comprise alternating concentric bands (not shown) of high and low stiffness. The stiffness of the various regions may be achieved by varying the thickness or material composition of the flange 14.

The assembly 10 further includes a friction ring or brake disc 2 having a front side 24 connected to the front side surface 18 of the flange 14, and a rear side 24' (shown in fig. 2 and 3) connected to the rear side surface 20. In general, it is preferable to secure the sides 24 and 24' of the disc 2 to the more rigid areas of the flange 14 to improve braking performance. In the following discussion, the structure of the front side 24 is described. The rear side 24' has a similar or identical structure to the front side 24 and therefore includes the features described below.

With particular reference to fig. 1, the brake disc 2 is a segmented disc formed by a plurality of segments 126. For example, the disc 2 may be formed from five substantially identically shaped sections. Although a segmented brake rotor 2 is described and illustrated herein, it should be understood that the rotor could be of annular unitary construction within the scope of the present invention. As shown in FIG. 1, the segments 126 may be connected around the hub 12 to form a closed annular ring. The closed loop may be referred to as a friction loop. Although the segments 126 shown in fig. 1 are of the same size and shape, it should be understood that the brake rotor 2 may include segments of different shapes and sizes. The total number of sectors may be even or odd.

The segments 126 may be separated from each other by a radial gap 36 between the radial ends 142 of adjacent segments 126, such that the segments 126 may freely expand or contract depending on the temperature and the force applied by the brake shoes or pads. The segments 126 are connected together by connecting elements 38 that extend across the gap 36. In the embodiment of disc assembly 10 shown in fig. 1, each segment 126 is connected to an adjacent segment 126 by a connecting element 38 located near an outer circumferential side 144 of segment 126. In certain embodiments, the brake rotor 24 may include a plurality of connecting elements 38 between each segment 126. For example, assembly 10 may include two connecting elements 38 between each segment 126. The connecting elements 38 may be positioned at equidistant locations from the central axis X of the section 126. The connecting element 38 may be a pin, fastener, or slider as is known in the art. The connecting elements 38 are configured to be inserted into the plug portions 140 extending inwardly from the radial end 142 of each segment 126 such that each connecting element 38 extends between the respective plug portions 140 of adjacent segments 126. In one embodiment, the depth of each mating portion 140 is greater than the length of the associated connecting element 38. Thus, segments 126 are free to move relative to connecting element 38 such that connecting element 38 is inserted deeper into one segment 126 and pulled out of an adjacent segment 126.

With particular reference to fig. 2 and 3, each side 24 and 24' of each segment 126 includes an outer surface 128, the outer surface 128 serving as a standard braking surface. The outer surface 128 provides a generally planar surface or face configured to be contacted by a braking surface, such as a brake shoe or pad controlled by a braking mechanism. Alternatively, the surface 128 may include areas that have been treated or machined to increase its texture, hardness, or durability to improve contact and, if desired, increase friction between the outer surface 128 and the braking mechanism. Each side 24 and 24' of each segment 126 also includes an inner surface 130 opposite the outer surface 128. A portion of the inner surface 130 is configured to contact the front side surface 18 and the flange 14 to provide a stopping force F to the brake assembly 10 when in use. As shown in fig. 2, to facilitate contact between section 126 and flange 14, inner surface 130 of section 126 may include a thicker or wider portion 132, which thicker or wider portion 132 is in physical contact with anterior surface 18 of flange 14. In this case, the segments have a generally conical appearance, being thicker near the hub 12 and thinner near the outer circumferential side 144 of the segments 126.

With continued reference to fig. 2 and 3, the segments 126 may further include a protrusion extending between the inner surface 130 of the front side 24 and the inner surface 130 of the back side 24' of each segment 126. In some embodiments, as shown in fig. 1-4, the projections comprise radially extending fins. In other embodiments, the protrusion may comprise a rib, a baffle, a post, a wall, or any combination thereof. The projections may be integrally formed with the inner surface 130 of the section 126 or attached to the inner surface 130 of the section 126 using known adhesives or fasteners. The projections are arranged to direct a cooling airflow C (shown in fig. 3) or air flux across the surface of flange 14 and the inner surface 130 of section 126 to ventilate and cool flange 14 and section 126. Providing a continuous supply of cooling air counteracts the heating effects caused by contact between section 126 and the braking mechanism when disc assembly 10 is in use. Cooling and ventilating section 126 provides a more uniform temperature gradient across section 126, which prevents degradation of section 126 caused by thermal stress and thermal expansion.

It should be noted that for a wheel mounted brake disc, the front side 24 and the rear side 24' of the segment 126 are separate. In this case, the protrusion includes a contact surface that contacts a surface of the wheel or the rotating body. Advantageously, when side 24 and side 24' are separated or decoupled in this manner, they are free to slide or move relative to each other. Thus, thermal expansion of section 126 is not limited. Similarly, thermal stresses caused by expansion do not transfer between the opposing segments 126, thereby reducing the likelihood of damage to the projections during use.

With continued reference to fig. 2 and 3 and fig. 4, the projections may be radial fins 135, the radial fins 135 having a long, thin structure with generally flat opposing faces. The fins 135 are positioned to maximize ventilation through the brake disc assembly 10. Maximizing ventilation enhances cooling of rotor section 126. As shown in fig. 4, the fins 135 may have a generally rectangular or oval base region that is in contact with the inner surface 130 of the segment 126. Fins 135 may extend radially outward from an inner circumferential edge 146 of segment 126 to an outer circumferential edge 144 along inner surface 130 of segment 126. The fins 135 may be tapered, narrowing as the distance from the inner surface 130 increases. The fins 135 may also be wider near the inner circumferential side 146 of the segment 126 and narrower near the outer circumferential side 144 such that the distance between adjacent fins 135 increases with distance away from the hub 12.

In certain embodiments, fins 135 may extend radially outward from inner circumferential side 146 directly along a radius of section 126. Alternatively, the fins 135 may be positioned elsewhere on the inner surface 130 of the section 126 to achieve various airflow patterns. For example, in certain embodiments, some fins 135 may be positioned such that the central axis of the fin 135 is angled (e.g., at least 5 degrees) relative to the radius of the section 126. In this direction, the distance between adjacent fins 135 increases generally radially outward from the hub 12. In certain other embodiments, the central axis of each fin 135 may be parallel to the central axis of an adjacent fin. The fins 135 may also be of different lengths such that the fins 135 located near the radial ends 142 of the segments 126 are longer than the fins 135 near the center of the segments 126. As will be described below, having fins 135 of different lengths allows inner surface 130 of section 126 to include various connecting structures to connect section 126 to other sections 126 and/or to hub 12 (shown in fig. 2 and 3).

In certain embodiments, the fins 135 may be positioned such that channels 150 are defined between adjacent fins 135. For example, the channel 150 may be a radially extending channel 150, as shown in fig. 1-4. The channel 150 is surrounded by the radially extending sides of the fins 135, the inner surfaces 130 of the opposing sides 24 and 24' of the segments 126, and the front and rear sides 18 and 20 of the flange 14. The external cooling air enters the channel 150 through an inlet portion 152 located between the inner circumferential side 146 of the segment 126 and the hub 12 and passes through the channel 150 along a cooling airflow C (shown in fig. 3 and 4). Air is exhausted from the passage 150 through an outlet portion 154 located near the outer circumferential side 144 of the segment 126. The inlet portion 152 may be an annular opening extending around the hub 12. Alternatively, in certain embodiments, the one or more inlet portions 152 may be a plurality of different holes, slots, or openings located around the hub 12. Outlet portion 154 may also be an annular opening, partial annular opening, slot, or a plurality of holes disposed around the outer circumferential side of section 126. In each case, however, the cross-sectional area of the inlet portion 152, if maximized, is less than the cross-sectional area of the outlet portion 154. Thus, the cross-sectional area of the channel 150 increases away from the center of the disc 24.

With particular reference to fig. 4, an increase in cross-sectional area between the inlet portion 152 and the outlet portion 154 results in an increase in airflow rate or air velocity along the length of the channel 150. The increased air velocity improves ventilation and cooling of section 126. To achieve the change in cross-sectional area, in certain embodiments, the width of the channel 150 increases along its length such that the width D of the channel 150 near the inlet portion 152 is less than the width E of the channel 150 at the outlet portion 154 (as shown in FIG. 3).

The fins 135 may be arranged in various patterns to increase airflow through the channels 150. For example, as described above, the length of the fins 135 may vary such that the fins 135 located near the radial ends 142 of the segments 126 are longer than the fins 135 in the central portion of each segment 126. In addition, fins 135 located near the radial end 142 of the segment 126 may be contacted by the cross member 156. The cross member 156 may receive the mating portion 140 and the connecting element 38 shown in fig. 1. The cross member 156 may block or restrict airflow through the channels 150 located near the member 156, thereby forcing air through the other channels 150.

Referring again to fig. 2-4, each segment 126 also includes at least one fixation point for connecting the segment 126 to the hub 12. Desirably, the number of fixation points on each section 126 is minimized to reduce the number of airflow-restricting structures or protrusions extending from the inner surface 130 of that section 126. Minimizing the number of airflow-restricting structures maximizes the air flux between the section 126 and the hub 12, thereby improving the ventilation effect. Preferably, section 126 includes only a single fixation point, which is generally located near the inner circumferential side 146 of section 126.

For example, the fixation point may be a transverse through-hole 158 (not shown in fig. 3) extending between the outer surface 128 (not shown in fig. 4) and the inner surface 130 of the segment 126. Preferably, each segment 126 includes only one lateral through hole 158. In certain embodiments, the segment 126 may also include an extension 160 (as shown in FIG. 4) or a bracket to accommodate the through-hole 158. The through-hole 158 may be surrounded by the wider portion 132 of the inner surface 130. As shown in fig. 4, the wider portion 132 may be integrally formed with one of the fins 135. The wider portions 132 of the fins 135 restrict or limit the airflow through the brake disc 24, reducing the effectiveness of the ventilation. Therefore, reducing the number of through holes 158 increases the ventilation efficiency of the brake disc. The wider portion 132 may have channels 150 on either side thereof. The arrangement and shape of the wider portion 132 of the inner surface 130 allows for good airflow to ventilate heat from the wider portion 132 of the inner surface 130 and the through-holes 158.

The through holes 158 are configured to receive fasteners 62, such as pins, screws or bolts, for connecting the brake disc 2 to the flange 14 of the hub 12. The flange 14 includes a bore 64 aligned with each through hole 158 and configured for receiving a fastener 62. Fasteners 62 should be strong enough to support the loads generated by contact between rotor segments 126 and the braking surface. As discussed above, the present inventors have recognized that the number of through-holes 158 should be minimized to increase airflow through the brake disc 24. Thus, fastener 62 may have increased strength and resistance to deformation to absorb greater rotational forces that result from section 126 being connected to hub 12 with only a single point of securement. Fasteners 62 may be inserted through holes 158 and bores 64 of flange 14 to rigidly and fixedly connect segments 126 to flange 14 and hub 12.

In some embodiments, the through-hole 158 may be deep enough such that the top of the fastener 62 is recessed within the through-hole 158 such that the fastener 62 does not protrude above the opening of the through-hole 158. Recessing the fastener 62 ensures that it does not contact or snag braking surfaces, such as brake shoes or brake pads.

In use, the brake disc assembly 10 is rotated by rotation of a shaft connected to the hub 12, such that the brake disc 2 attached to the hub 12 is also rotated. The rotation creates a centrifugal effect by which air is forced radially outward from assembly 10 through outlet portion 154 defined by section 126. More specifically, in some examples, the radial fins 135 are arranged to create a centrifugal pumping effect by which air is drawn into the channels 150 through the inlet portion 152 and expelled through the outlet portion 154 along the cooling airflow path C shown in fig. 3.

To stop or slow the rotation of the shaft, a braking force F is applied to the outer surface 128 of the segment 126. The braking force F is transmitted to the flange 14 and the hub 12 through the protrusions of the segments 126 and the fasteners 12 extending through the flange 14. More specifically, the force F is applied in a circumferential direction such that the segment 126 in contact with a braking surface (e.g., a brake shoe or pad) pivots about a fixed point defined by the through-hole 158, thereby also transferring the force to an adjacent segment 126. Because section 126 is slidably connected by connecting element 38, section 126 is allowed to pivot or rotate in response to the applied force. However, because the forces applied to adjacent segments 126 on opposite sides of the contacted segment 126 are equal in magnitude but opposite in direction, rotation of the segment 126 is limited. Thus, segments 126 are effectively locked together, meaning that even though segments 126 are separated by radial gap 36, brake rotor 10 acts as a continuous or unitary structure that would otherwise rotate about a fixed point.

When the brake assembly 10 is in use, the heat generated H (as shown in FIG. 3) causes the contacted section 126 to expand. Heat H is transferred from the segments 126 to the flange 14 and hub 12 via the projections (e.g., fins 135). Segment 126 is also subject to a centripetal force that tends to urge segment 126 radially outward away from hub 12. Fasteners 62 must have sufficient mechanical strength to counteract this centripetal force to prevent segments 126 from sliding outwardly off hub 12. The rotational or centripetal force caused by the rotation of the brake disc assembly 10 also draws cooling air into the brake discs through the inlet portion 152. Airflow C is directed through channels 150 and flows over fins 135, flange 14, and inner surface 130 of section 126. The cooling airflow C also flows around the wider portion 132 of the inner surface 130 surrounding the through-hole 158. Due to the centrifugal pumping motion described above, heat H is transferred from the surface of flange 14 and section 126 to airflow C and carried away from brake disc assembly 10 through outlet portion 154. In this manner, heat H is ventilated away from section 126 and brake disc assembly 10 to improve braking performance and prevent structural degradation of section 126, flange 14, and hub 12 over prolonged use.

Referring to fig. 5-8, another exemplary brake disc assembly 210 is shown that includes a friction ring or brake disc 202 connected to the hub 12. The brake disc 202 is arranged to direct an air flow through the brake disc 202 in a direction opposite to the air flow in the brake disc 2 described in connection with fig. 1-4. For example, by removing or reducing the number and density of radial fins 135, the pumping effect described in connection with fig. 1-4 may be reduced or eliminated, as described herein. Conversely, in the brake disc 202, cooling air may be drawn into the disc 202 through openings located at the outer circumferential edge of the disc 202 and directed through the brake disc 202 toward an outflow element located near the hub 12 or the shaft of the brake assembly 210.

In some examples, brake disc 202 includes a plurality of segments 226 connected together to form a ring. The disc 202 may include approximately five sections that are approximately the same size and shape. The segments 226 may be connected together in the circumferential direction by pins or connecting elements 238 extending between adjacent segments 226. The connecting elements 238 may form gaps 236 between adjacent segments 226. The gap 236 allows the section 226 to expand and contract during use.

The section 226 may include a front side 224 and a rear side 224', each of the front side 224 and the rear side 224' having: an outer surface 228 configured to contact a braking surface to apply a braking force thereto; and an opposite inner surface 230. As shown in fig. 6 and 7, the front side 224 may be connected to the rear side 224 'and/or integrally formed with the rear side 224' to form a unitary structure. As in the previously described example, the segment 226 is secured to the hub 12 at a securing point (e.g., a through-hole 258 disposed on a radially inward portion of the segment 226 and sized to receive the pin 62). In some examples, each segment 226 is secured to the hub 12 at only one securing point (e.g., the securing point defined by a single through-hole 258). In this configuration, the segment 226 is able to rotate about a single fixed point when connected to the hub 12.

The segment also includes a plurality of projections extending between an inner surface 230 of side 224 and an inner surface 230 of side 224' of segment 226. As shown in fig. 5-8, some of the projections may be laterally extending elements, such as ribs 236. As described herein, a laterally extending element or structure refers to a structure having a lateral cross-sectional area that is greater than its radial cross-sectional area. The ribs 236 may be integrally formed with the section 226 or fixedly connected to the section 226. In some examples, the ribs 236 may have a circular or elliptical radial cross-section positioned to direct airflow through the segment 226 in a curved or curvilinear airflow path. The airflow path is shown by arrows C in fig. 7 and 8.

The ribs 236 may be positioned on a radially outer half or third of the segment 226 and arranged such that at least one radius R (shown in fig. 8) of the segment 226 passes through at least two ribs 236. In some examples, the through-holes 258 are located radially inward from the rib 236. As shown in fig. 8, the segment 226 may also include a plurality of projections in the form of radially extending fins 235 shaped similarly to the fins 135 described in connection with fig. 1-4. The fins 235 define channels 250 for directing the airflow across the inner surface of the section 226. In some examples, as shown in fig. 8, fins 235 extend from an inner circumferential surface of a middle portion of section 226.

In use, the brake disc assembly 210 is rotated by rotation of a shaft connected to the hub 12, such that the brake disc 202 attached to the hub 12 is also rotated. The rotation creates a centripetal effect by which air is drawn radially inward through each segment 226. For example, as shown in fig. 7 and 8, the airflow path of the cooling air C is drawn into the brake disk 202 at an inflow portion 254 located near the outer circumferential edge of each segment 226.

Advantageously, the ribs 236 cover or block only a small portion of the inflow portion 254 of each segment 226, which means that a substantial volume of air may be drawn into the segments 226 in this manner. For example, the circumferentially outermost portion of each segment 226 may have only about three (3) to six (6), preferably about four (4) ribs 236. In contrast, the circumferentially outermost portion of the section 126 shown in fig. 4 includes approximately ten (10) to fifteen (15) fins 135, with the ten (10) to fifteen (15) fins 135 covering or blocking approximately 40% to 60% of the airflow through the section 126.

To stop or slow the rotation of the shaft, a braking force is applied to the outer surface 228 of the segment 226. The braking force is transmitted to the flange 14 and the hub 12 through the protrusions (e.g., the fins 235 and the ribs 236) of the segment 226 and the fasteners 62 extending through the flange 14. The braking force may also pivot the segment 226 about a fixed point defined by the through-hole 258, thereby transferring force to an adjacent segment 226.

When a braking force is applied to the segment 226, heat H (shown in FIG. 7) is generated causing the contacted segment 226 to expand. Heat H is transferred from section 226 through the projections (e.g., fins 235 and ribs 236) to flange 14 and hub 12. The heat H is counteracted by the cooling air flow C. Specifically, the airflow C bypasses the ribs 236 and passes through the channels 250 defined by the fins 235. Heat H is transferred from the surface of flange 14 and section 226 to cooling airflow C and is carried away from brake disc assembly 210 through outlet portion 252. In this manner, heat H is ventilated away from section 226 and brake disc assembly 210 to improve braking performance and prevent structural degradation of section 226, flange 14 and hub 12 over prolonged use.

While specific embodiments of the brake disc and the rotating body have been described in detail, it will be appreciated by those skilled in the art that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. Accordingly, the particular arrangements disclosed are meant to be illustrative only and not limiting as to the scope of the invention which is to be given the full breadth of the claims appended and any and all equivalents thereof. Furthermore, although the invention has been described in detail for the purpose of illustration based on what is currently considered to be the most practical and preferred embodiments, it is to be understood that such detail is solely for that purpose and that the invention is not limited to the disclosed embodiments. On the contrary, the invention is intended to cover modifications and equivalent arrangements included within the spirit and scope of the appended claims. For example, it is to be understood that the present invention contemplates that, to the extent possible, one or more features of any embodiment can be combined with one or more features of any other embodiment.