Manufacturing method for a composite brake disc as well as a corresponding composite brake disc

Abstract

A method for manufacturing a composite brake disc including a brake ring with at least one braking surface and a brake disc chamber having a tubular section and a base part that is connected to the tubular section and by way of which a reference plane is defined. The brake disc chamber and the brake ring are joined together, and a wobble angle between the at least one braking surface and the reference plane is reduced by reshaping the brake disc chamber.

Claims

1. A method for manufacturing a composite brake disc comprising a brake ring with at least one braking surface and a brake disc chamber comprising a tubular section and a base part, the base part being connected to the tubular section and defining a reference plane, comprising the steps of: joining the brake disc chamber and brake ring, and subsequently, reducing a wobble angle between the at least one braking surface and the reference plane by reshaping the brake disc chamber.

2. The method according to claim 1, wherein a reference axis, which is perpendicular to the reference plane, is defined by the base part, and a tube axis is defined by the tubular section, and a tilt angle between the tube axis and the reference axis is changed by the reshaping of the brake disc chamber.

3. The method according to claim 1, wherein the brake ring is in contact with the tubular section in a fastening region after the joining together, and wherein the reshaping of the brake disc chamber takes place within an axial region which extends from the base-part-side end of the fastening region up to and including the base part.

4. The method according to claim 1, wherein the reshaping of the brake disc chamber takes place within a transition region between the base part and the tubular section.

5. The method according to claim 1, wherein a degree of the reshaping of the brake disc chamber varies along a circumferential coordinate.

6. The method according to claim 1, wherein the reshaping comprises the brake disc chamber being plastically deformed by at least one tool.

7. The method according to claim 1, wherein the reshaping comprises at least one indentation being produced in the brake disc chamber.

8. The method according to claim 1, wherein the reshaping comprises a wall thickness of the brake disc chamber being locally reduced.

9. The method according to claim 1, wherein a measure for a wobble of the at least one braking surface relative to the reference plane is determined by means of a sensor, and the reshaping of the brake disc chamber is carried out in dependence of the determined measure.

10. The method according to claim 1, wherein the tubular section comprises an outer profiling, and the brake ring comprises a corresponding inner profiling, and wherein the outer profiling and the inner profiling mesh into one another for forming a rotational securing.

11. A composite brake disc, comprising a brake ring with at least one braking surface, and a brake disc chamber comprising a tubular section and a base part, the base part being connected to the tubular section and defining a reference plane and a reference axis, which is perpendicular to the reference plane, wherein the brake disc chamber comprises a deformation pattern that, in a region of a first radial direction, comprises deformations of the brake disc chamber of a maximal degree, and comprises, in a region of a second radial direction, which is opposite to the first radial direction, deformations of the brake disc chamber of a minimal degree and comprises in regions of radial directions that lie between the first and the second radial directions, deformations of the brake disc chamber of degrees decreasing with an increasing angular distance from the first direction, down to the minimal degree, wherein radial directions are directions running perpendicularly to the reference axis, and wherein the minimal degree is zero or is different from zero.

12. The composite brake disc according to claim 11, wherein the first radial direction and the second radial direction lie in a plane comprising a tilt angle.

13. The composite brake disc according to claim 11, wherein the deformation pattern comprises an indentation in the brake disc chamber.

14. The compose brake disc according to claim 11, wherein the deformation pattern comprises at least one region of a reduced material thickness of the brake disc chamber.

Description

(1) The subject-matter of the invention is hereinafter explained in more detail by way of embodiments and the accompanying drawings. There are shown in:

(2) FIG. 1 a detail of a composite brake disc which is being machined, in a section that runs through the reference axis;

(3) FIG. 2 a detail of a composite brake disc which is being machined, in a section that runs through the reference axis;

(4) FIG. 3 a detail of a composite brake disc which is being machined, in a section that runs through the reference axis;

(5) FIG. 4 a detail of a composite brake disc which is being machined, in a section that run through the reference axis,

(6) FIG. 5 a detail of a composite brake disc which is being machined, in a section that runs through the reference axis;

(7) FIG. 6A a schematic illustration of a continuous deformation pattern;

(8) FIG. 6B a schematic illustration of a sectoral (discontinuous) deformation pattern;

(9) FIG. 6C a schematic illustration of a sectoral (discontinuous) deformation pattern;

(10) FIG. 7 a schematic illustration of a composite brake disc before and after the reshaping, in a section that runs through the reference axis.

DETAILED DESCRIPTION OF THE INVENTION

(11) Parts that are not essential for the understanding of the invention are, in part, not represented. The described embodiment examples are exemplary of the subject-matter of the invention or serve for its explanation and have no limiting effect.

(12) FIGS. 1 to 5 each show a detail of a composite brake disc 10 which is being machined, in a section that runs through a reference axis A.

(13) The composite brake discs 10 each include a brake disc chamber 1 and a brake ring 3, which are joined together and have been manufactured previously as separate parts.

(14) The brake disc chamber 1 includes a tubular section 1r and a base part 1b, which is connected to the tubular section. A reference plane E is defined by the base part. The reference axis A is perpendicular to the reference plane E.

(15) The option of the tubular section 1r having an outer profiling, e.g., an outer toothing and the brake ring 3 having a corresponding inner profiling, e.g., an inner toothing is indicated in a dotted manner in each of the FIGS. 1 to 5. A rotational securing of the braking ring 3 with respect to the brake disc chamber 1 can be reshaped by way of this.

(16) An axial securing can be formed by axial stops 5, 5 and this securing prevents the brake disc chamber 1 and the brake ring 3 from being movable relative to one another along the reference axis A.

(17) On joining together, the brake ring 3 can be pushed onto the tubular section 1r and then be axially secured, so that finally both parts are fixedly connected to one another.

(18) The brake ring 3 and the brake disc chamber 1 are in contact with one another in a fastening region, which in the embodiments according to FIGS. 1 to 5 extends from the axial stop 5 up to the axial stop 5.

(19) It can be the case that the braking surfaces 3f, 3f are not aligned adequately parallel to the reference plane A in this condition. This is represented by the braking ring, which is drawn in a dashed manner. Too large a wobble angle , corresponding to too large a wobble t therefore exists. The section of FIGS. 1 to 5 runs in that plane, in which the wobble t is maximal (so that the wobble angle can be represented in the plane). The wobble t and the wobble angle have been represented in an exaggeratedly large manner in the FIGS. 1 to 5. Actual wobbles can be for example between 0.02 and 0.5 mm.

(20) The braking ring in an optimal alignment, thus without wobble (i.e. with the wobble angle 0), is represented in the FIGS. 1 to 5 by way of unbroken lines. The reference axis A then runs perpendicularly to the brake surfaces 3f, 3f.

(21) The brake disc chamber 1 is reshaped in a defined manner, in order to reduce the wobble angle and the (maximal) wobble t, which exist before the reshaping.

(22) The brake disc chamber 1 can be reshaped by a symbolically represented tool 4. The brake disc chamber 1 can be held by a counter-holder 6 during this. In FIGS. 1 to 5, the tool 4 engages from the outside into the brake disc chamber 1, whilst the counter-holder 6 is arranged within the brake disc chamber 1. The reverse arrangement (counter-holder outside the brake disc chamber and tool engagement within the brake disc chamber) is likewise possible.

(23) In FIGS. 1 to 4, the wall thickness of the brake disc chamber 1 is locally reduced in a reshaping region by way of the tool 4. The material of the brake disc chamber 1 can flow away (symbolised by the small arrows) due to the machining by way of the tool 4, so that an outer edge of the brake ring is moved away from the reference plane E in the azimuthal angle region of the reshaping. In FIGS. 1 to 5, an open arrow indicates the direction of the force that is exerted by the respective tool 4 upon the respective brake disc chamber 1, in order to effect the reshaping of the brake disc chamber 1. The direction of the force introduction can be, for example, perpendicular to the surface of the brake disc chamber in the reshaping region.

(24) In an embodiment, the force introduction direction can be aligned within 30 perpendicularly to the machined surface of the brake disc chamber 1.

(25) In FIG. 1, the reshaping takes place in a transition region from the base part 1b to the tubular section 1r.

(26) In FIG. 2, the reshaping takes place in the tubular section 1r. Furthermore, the reshaping in the case of FIG. 2 takes place in a region, in which the tubular section 1r is provided with an outer toothing.

(27) In FIG. 3, the reshaping takes place in the tubular section 1r. Furthermore, in the case of FIG. 3, the reshaping takes place outside a region, in which the tubular section 1r is provided with an outer toothing.

(28) In FIG. 4, the reshaping takes place in an angled transition region between the base part 1b and the tubular section 1r.

(29) An indentation is produced locally in the brake disc chamber 1 by way of a tool 4 in FIG. 5. The counter holder 6 only supports the brake disc chamber 1 outside the reshaping region that is machined by the tool 4. Material of the brake disc chamber 1 is quasi pulled together (symbolised by small arrows) in the region of the indentation, so that an outer edge of the brake ring is moved towards the reference plane E in the azimuthal angle region of the reshaping.

(30) The degree of the deformation, to which the brake disc chamber 1 is subjected (in the azimuthal region of maximal reshaping) can lie for example in the range of 0.01 mm to 2 mm.

(31) A deformation pattern, which varies with the azimuthal angle (thus over a circumferential coordinate), is produced for minimising the wobble.

(32) FIGS. 6A to 6 C illustrate different deformation patterns in a view along the reference axis. The dashed line symbolises the azimuthal directions of the maximal wobble. The larger or thicker the black surface, the greater is the reshaping in the corresponding azimuthal region. As is represented in FIGS. 6A to 6C, the deformation patterns can lie mirror-symmetrically to a plane, in which the wobble angle lies.

(33) FIG. 6A illustrates a deformation pattern which represents a continuous deformation. Such a deformation pattern can be produced for example in a single reshaping step. Alternatively, it can be produced by a multitude of successively executed (part-) reshaping steps,

(34) FIGS. 6B and 6C illustrate sectoral deformation patterns that are composed of a plurality of individual reshapings in different azimuthal angle regions. On the one hand the minimal and on the other hand the maximal deformation degrees are present in an angular region around the azimuthal directions (shown dashed) of the maximal wobble.

(35) Since the angle between the tube axis R of the tubular section 1r and the reference axis A and which is indicated as the tilt angle is not easily recognised in FIGS. 1 to 5, FIG. 7 illustrates this as well as the wobble angle with a greatly exaggerated size. FIG. 7 is greatly schematised. The tilt angle and the wobble angle are actually very small angles, smaller than 0.2, e.g. a few hundredths of a degree, and are therefore difficult to measure.

(36) The arrows, which are indicted at r1 and r2 are the radial directions, in whose region plastic deformations for the alignment of the brake ring 3 are minimal and maximal respectively, since the wobble t is at a maximum there. A sensor, by way of which the wobble t can be quantified, so that the deformation pattern can be selected (computed) in dependence on this, is indicated at 11.

(37) Various reshaping techniques can be applied for carrying out the reshaping, e.g. cold forming techniques. Some possible reshaping techniques are mentioned further above.