Abstract
A brake disc for arrangement in a vehicle to rotate around a rotational axis includes first and second annular braking surfaces extending radially between an inner braking surface radius and an outer braking surface radius. Each of the first and second braking surfaces has an annular proximal portion, an annular distal portion, and an annular central portion. At least one of the first and second braking surfaces is structured to protrude from a base plane perpendicular to the rotational axis to exhibit a surface profile cross-section with a plane including the rotational axis. A protrusion distance from the base plane to the surface profile cross-section as a function of radial distance from the rotational axis exhibits a minimum protrusion distance at a minimum protrusion radial position in the central portion, and the protrusion distance increases with increasing radial distance from the minimum protrusion radial position everywhere in the central portion.
Claims
1. A brake disc for arrangement in a vehicle to rotate around a rotational axis of said the brake disc when the vehicle is moving, and to allow reduction of a speed of mid the vehicle by pressing first and second brake pads against the brake disc resulting in frictional interaction between first and second brake pad surfaces and corresponding first and second annular braking surfaces on opposite sides of the brake disc, each of the first and second annular braking surfaces extending radially between an inner braking surface radius (R.sub.i) and an outer braking surface radius (R.sub.o) of the brake disc relation to the rotational axis, wherein each of the first and second braking surfaces has an annular proximal portion, an annular distal portion further away from the rotational axis than the proximal portion, and an annular central portion between the proximal portion and the distal portion, the proximal portion, distal portion, and central portion having equal widths (r.sub.p), wherein at least one of the first and second braking surfaces is structured to protrude from a base plane perpendicular to the rotational axis to exhibit a surface profile cross-section with a plane including the rotational axis, wherein a protrusion distance along a normal to the base plane from the base plane to the surface profile cross-section, varies with radial distance from the rotational axis in such a way that a central portion average protrusion distance in said the central portion is less than a proximal average protrusion distance in the proximal portion and a distal average protrusion distance in the distal portion, and wherein the protrusion distance as a function of radial distance from the rotational axis exhibits a minimum protrusion distance at a minimum protrusion radial position in the central portion, wherein the protrusion distance increases with increasing radial distance from the minimum protrusion radial position everywhere in the central portion, wherein the protrusion distance varies between the minimum protrusion distance and a maximum protrusion distance, a difference between the minimum protrusion distance and the maximum protrusion distance being less than 20 percent of a minimum distance between the first and second annular braking surfaces.
2. The brake disc according to claim 1, wherein the protrusion distance varies continuously with radial distance from the rotational axis.
3. The brake disc according to claim 1, wherein the protrusion distance varies between a minimum protrusion distance and a maximum protrusion distance difference between the minimum protrusion distance and the maximum protrusion distance being less than 5 mm.
4. The brake disc according to claim 1, wherein a central portion distance along the surface profile cross-section in the central portion longer than each of a proximal portion distance along the surface profile cross-section in the proximal portion and a distal portion distance along the surface profile cross-section in the distal portion.
5. The brake disc according to claim 1, wherein the protrusion distance as a function of radial distance from the rotational axis exhibits a plurality of local extrema.
6. A brake pad for use together with the brake disc according to claim 1, wherein the brake pad is structured to at conform to the least one structured braking surface of the brake disc according to any of the preceding claims.
7. The brake pad according to claim 6, wherein the brake pad comprises a friction member and a structured coating on the friction member.
8. The brake pad according to claim 6, wherein the brake pad comprises a friction member and a backplate (23a, 23b) having a generally planar mounting side for attachment of the brake pad to a braking actuator arrangement, and a friction member side to which the friction member is fixed, wherein the friction member side of the backplate is structured to substantially follow a braking surface profile of the brake pad.
9. A braking system for a vehicle, comprising the brake disc according to claim 1 and a brake pad, the brake pad being structured to conform to the at least one structured braking surface of the brake disc.
10. A vehicle, comprising the braking system according to claim 9.
11. (canceled)
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0026] With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples.
[0027] In the drawings:
[0028] FIG. 1a is a partly cut-out perspective view of a braking system according to a first embodiment of the present invention;
[0029] FIG. 1b is a cross-section view of the braking system in FIG. 1a;
[0030] FIG. 1c is a partly cut-out perspective view of the braking system according to a second embodiment of the present invention;
[0031] FIGS. 2a-b schematically illustrate an example temperature distribution during braking and a possible resulting failure mode for a conventional brake disc;
[0032] FIG. 3a is a partial cross-section view of a reference brake disc with planar braking surfaces;
[0033] FIG. 3b is a partial cross-section view of a brake disc having a brake disc geometry with a thinner planar central portion;
[0034] FIG. 3c is a partial cross-section view of a brake disc according to an embodiment of the present invention;
[0035] FIG. 4a is a diagram schematically showing the distances along the proximal, central and distal portions of the braking surface cross-section for the brake disc configuration in FIG. 3a;
[0036] FIG. 4b is a diagram schematically showing the distances along the proximal, central and distal portions of the braking surface cross-section for the brake disc configuration in FIG. 3b;
[0037] FIG. 4c is a diagram schematically showing the distances along the proximal, central and distal portions of the braking surface cross-section for the brake disc configuration in FIG. 3c;
[0038] FIG. 5a illustrates a simulated fatigue damage resulting from five thermal cycles corresponding to a partial disc crack test, for the brake disc configuration in FIG. 3a;
[0039] FIG. 5b illustrates a simulated fatigue damage resulting from five thermal cycles corresponding to a partial disc crack test, for the brake disc configuration in FIG. 3b; and
[0040] FIG. 5c illustrates a simulated fatigue damage resulting from five thermal cycles corresponding to a partial disc crack test, for the brake disc configuration in FIG. 3c.
DETAILED DESCRIPTION
[0041] FIG. 1a is a partly cut-out perspective view of a braking system 1 according to a first embodiment of the present invention, comprising a brake disc 10, first 20a and second 20b brake pads, and a braking actuator arrangement 21. In the braking system 1 according to the present first embodiment, the brake disc 10 is attachable to a rotatable member of a vehicle by means of mounting holes 12 (only one of the mounting holes is indicated by a reference numeral for ease of drawing) so that the brake disc 10 rotates around a rotational axis 11 of the brake disc 10 when the vehicle is moving.
[0042] To reduce speed of the vehicle, the braking actuator arrangement 21 can be controlled to move the first 20a and second 20b brake pads towards each other to press the brake disc 10 between the first 20a and second 20b brake pads. This results in frictional interaction between the first 25a and second 25b brake pad surfaces and corresponding first 15a and second 15b annular braking surfaces on opposite sides of the brake disc 10.
[0043] As is shown in FIG. 1a, each of the first 15a and second 15b annular braking surfaces extends radially between an inner braking surface radius R.sub.i and an outer braking surface radius R.sub.o in relation to the rotational axis 11. As is also schematically indicated for the first braking surface 15a in FIG. 1a, each of the braking surfaces 15a-b has an annular proximal portion 17, an annular distal portion 18, and an annular central portion 19 between the proximal portion 17 and the distal portion 18. The proximal portion 17, the distal portion 18, and the central portion 19 have the same widths r.sub.p as indicated in FIG. 1a.
[0044] In the braking system of FIG. 1a, the surface profile cross-sections 14a-b, with a plane 24 including the rotational axis 11, of the braking surfaces 15a-b are generally concave, at least in the annular central portion 19, and the corresponding braking surfaces 25a-b of die brake pads 20a-b conform to the shapes of the braking surfaces 15a-b. As will be described in greater detail further below, this provides for a diverging heat flux from the braking surfaces 15a-b, at least in the central portion 19. The shape of the brake disc in FIG. 1a, also provides for an increased heat dissipating area of the brake disc 10 where the temperature is the highest during braking, and further helps to reduce the maximum temperature due to the increased contact area between the braking surfaces 15a-b of the brake disc 10 and the corresponding braking surface 25a-b of the respective brake pads 20a-b.
[0045] The configuration of the braking surfaces 15a-b of the brake disc 10 will now be described in greater detail with reference to the cross-section view in FIG. 1b. The cross-section view is in the plane 24 (see FIG. 1a) including the rotational axis 11. Referring to FIG. 1b, each of the first 15a and the second 15b braking surfaces of the brake disc 10 is structured to protrude from a respective base plane 16a-b (perpendicular to the rotational axis 11) to exhibit a surface profile cross-section 14a-b with the plane 24 (see FIG. 1a) including the rotational axis 11. As can be seen in FIG. 1b, each of the surface profile cross-sections 14a-b of the first 15a and second 15b braking surfaces exhibits a respective protrusion distance h.sub.a(r) and h.sub.b(r) along a normal to the respective base planes 16a-b. Each of the protrusion distances h.sub.a(r), h.sub.b(r) varies with radial distance r from the rotational axis 11 in such a way that the central portion average protrusion distance in the central portion 19 is less than the proximal average protrusion distance in the proximal portion 17 and the distal average protrusion distance in the distal portion 18. Further, the protrusion distance h.sub.a(r), h.sub.b(r) as a function of radial distance r from the rotational axis 11 exhibits a minimum protrusion distance h.sub.a,min, h.sub.b,min at a minimum protrusion radial position R.sub.min in the central portion 19, and the protrusion distance h.sub.a(r), h.sub.b(r) increases with increasing radial distance from the minimum protrusion radial position R everywhere in the central portion 19. In other words, at least the central portion is curved everywhere, so that there is no portion with a constant protrusion distance h.sub.a(r), h.sub.b(r). This means that the heat flux generated during braking diverges everywhere in the central portion 19.
[0046] As is also indicated in FIG. 1b, each of the brake pads 20a-b comprises a friction member 22a-b and a backplate 23a-b for attachment of the brake pads 20a-b to the braking actuator arrangement 21. Each of the backplates 23a-b has a generally planar mounting side 26a-b for attachment to the braking actuator arrangement 21, and a friction member side 27a-b to which the friction member 22a-b is fixed. To provide for an increased service life of the brake pads 20a-b, the friction member side 27a-b of the backplate 22a-b is curved to substantially follow the braking surface profile 25a-b of the brake pad 20a-b.
[0047] To illustrate that embodiments of the present invention are equally useful regardless of the overall configuration of the brake disc, FIG. 1c schematically shows a second embodiment of the braking system I according, to the present invention, which differs from the braking system in FIGS. 1a-b in that the brake disc 10 is attachable to a rotating member of a vehicle by splines 29 rather than by the mounting holes 12 shown in FIGS. 1a-b.
[0048] To further illustrate advantages of the braking system according to the present invention, the concept of thermal localization and an important related failure mode will be briefly explained below with reference to FIGS. 2a-b.
[0049] FIG. 2a shows the result of a simulation of the temperature on a brake disc surface of a prior art brake disc 31 with planar braking surfaces resulting from the application of the brake (Simulation of Thermal Stresses in a Brake Disc by Asim Rashid, Licentiate Thesis No. 1603, LIU-TEK-LIC-2013:37). As is schematically shown in FIG. 2a, application of the brake results in a hot band 32 in the central portion of the braking surface where the temperature is as high as in excess of 600 C. In the proximal and distal portions, the temperature is well below 400 C.
[0050] The repeated engagement and disengagement of the braking system may eventually result in the formation of radial cracks 34 in the brake disc 31 as is schematically shown m FIG. 2b. By reducing the maximum temperature in the hot band 32 through embodiments of the present invention, the formation or radial cracks may be prevented, or at least considerably delayed, resulting in an improved utilization of the vehicle comprising the braking system.
[0051] In the following, mechanisms believed to contribute to the increased life of the brake disc according to embodiments of the present invention will be described with reference to FIGS. 3a-c, and FIGS. 4a-c, and a performed simulation will be described with reference to FIGS. 5a-c.
[0052] FIG. 3a is a partial cross-section view of a reference brake disc 31 with planar braking surfaces 15a-b. For the reference brake disc 31 in FIG. 3a, the protrusion distances h.sub.a(r), h.sub.b(r) are obviously the same within each of the proximal 17, distal 18, and central 19 portions. Furthermore, the central portion distance d.sub.central along the surface profile cross-section in the central portion 19, the proximal portion distance d.sub.proximal along the surface profile cross-section in the proximal portion 17, and the distal portion distance d.sub.distal along the surface profile cross-section in the distal portion 18 are all the same. This is also schematically illustrated in the diagram of FIG. 4a. As was previously mentioned, it is known that braking may result in a so-called hotband in the central portion 19. For the,reference brake disc 31 in FIG. 3a, the heat generated during braking is mainly conducted in the heat flux direction illustrated by the arrows 42 in FIG. 3a.
[0053] FIG. 3b is a partial cross-section view of a brake disc 40 having a brake disc geometry with a thinner planar central portion. The brake disc 40 in FIG. 3b is similar to that shown in FIG. 1 of the Japanese utility model JP H01-124433. For the brake disc 40 in FIG. 3b, the protrusion distances h.sub.a(r), h.sub.b(r) are less in the central portion 19 than in the proximal 17 and distal 18 portions. Moreover, the minimum protrusion distances h.sub.a,min, h.sub.b,min are in the central portion 19. However, in the brake disc 40 in FIG. 3b, the protrusion distance h.sub.a(r), h.sub.b(r) does not increase with increasing_, radial distance from the minimum protrusion radial position R.sub.min everywhere in the central portion 19. Instead, the protrusion distance is constant throughout the central portion 19. Furthermore, the central portion distance d.sub.central along the surface profile cross-section in the central portion 1 is shorter than each of the proximal portion distance d.sub.proximal along the surface profile cross-section in the proximal portion 17, and the distal portion distance d.sub.distal along the surface profile cross-section in the distal portion 18. This is also schematically illustrated in the diagram of FIG. 4b, For the brake disc 40 in FIG. 3b, the heat generated during braking is mainly conducted in the heat flux direction it rated by the arrows 44 in FIG. 3b.
[0054] FIG. 3c is a partial cross-section view of a brake disc 10 according to an embodiment of the present invention, having a brake disc geometry with a generally concave shape, at least in the central portion 19. For the inventive brake disc 10 in FIG. 3c, the protrusion distances h.sub.a(r), h.sub.b(r) are less in the central portion 19 than in the proximal 17 and distal 18 portions. Moreover, the minimum protrusion distances h.sub.a,min, h.sub.b,min are in the central portion 19, and in the brake disc 10 in FIG. 3c, the protrusion distance h.sub.a(r), h.sub.b(r) increases with increasing radial distance from the minimums n protrusion radial position R.sub.min everywhere in the central portion 19. Furthermore, the central portion distance d.sub.central along the surface profile cross-section in the central portion 19 is longer than each of the proximal portion distance d.sub.proximal along the surf-ace profile cross-section in the proximal portion 17, and the distal portion distance d.sub.distal along the surface profile cross-section in the distal portion 18. This is also schematically illustrated in the diagram of FIG. 4b. For the brake disc 10 in FIG. 3c, the heat generated during braking is mainly conducted in the diverging heat flux directions illustrated by the arrows 46 in FIG. 3c.
[0055] As is clear from the above, the brake disc 10 according to the present illustrative embodiment of the invention provides for a diverging flux of at least the heat generated in the central portion during braking. Furthermore, the surface area of the central portion 19 is enlarged in relation to the surface areas in the proximal portion 17 and the distal portion 18, providing for improved heat dissipation to the surrounding air when the brake pads are released (between braking events).
[0056] The simulated thermal cycling performance of the brake disc 10 in FIG. 3c is remarkable as compared to that of the reference brake disc 31 in FIG. 3a and the brake disc 40 in FIG. 3b having a brake disc geometry with a thinner planar central portion.
[0057] The simulations have been carried out to mimic a part of a disc crack test with cyclic braking:
[0058] The load is energy equivalent to braking a 2.8 kNm torque for 45 seconds followed by cooling for 400 seconds.
[0059] The above load have been applied 5 times, alternating between a single hotband and dual concentric hotbands.
[0060] The heat flux applied has been calculated using the following formula:
P=T=2800Nm.Math.44.5rad/s=125kW
[0061] Q=P/A
[0062] The area A varies slightly between a single hotband and dual concentric hotband, and is dependent on the geometry of the brake disc.
[0063] The result of this simulation is illustrated by FIGS. 5a-c, showing the simulated fatigue damage simulated stress distributions for the respective brake discs in FIGS. 3a-c. FIG. 5a shows the simulated fatigue damage for the reference brake disc 31 in FIG. 3a, FIG. 5b shows the simulated fatigue damage for the brake disc 40 in FIG. 3b having a brake disc geometry with a thinner planar central portion, and FIG. 5c shows the simulated fatigue damage for the inventive brake disc 10 in FIG. 3c.
[0064] The brake disc configuration 10 in FIG. 3c exhibits the smallest amount of fatigue damage around 20% less than the reference disc 31 in FIG. 3a, and about 45% less than the brake disc configuration 40 in FIG. 3b.
[0065] The number of temperature cyclings that can be carried out before the brake disc is so damaged that it should be replaced is inversely proportional to the maximum fatigue damage value indicated in FIGS. 5a-c. This is a measure of the life of the brake disc, and indicates that the life of the brake disc 10 according to an embodiment of the present invention would be about 25% longer than the life of the reference brake disc 31, while the life for the brake disc geometry in FIG. 3c with a thinner planar central portion would only be 70% of the life of the reference brake disc 31.
[0066] It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many, combinations, changes and modifications may be made within the scope of the appended claims.
