Brake Disc with Coning-Compensating Arrangement

Abstract

An internally ventilated brake disc with a disc coning reducing arrangement is provided in which temperature differences between inboard and outboard sides of the brake disc are minimized in order to reduce coning-causing differential thermal expansion. Between a radially inner region of a brake disc that includes brake disc-to-axle hub mounting features and a radially outer region the mass of the inboard side of the brake disc is distributed in a manner that reduces the amount of differential thermal expansion occurring during brake application between the inboard and outboard sides of the brake disc, thereby minimizing thermally-induced coning effects. The inboard side disc plate portion may having an increasing axial thickness in the direction from the radially outer region to the radially inner region, providing additional material mass to receive and dissipate heat energy received during a braking event.

Claims

1. An internally ventilated brake disc, comprising: at least two brake disc plates arranged perpendicular to an axis of rotation of the brake disc, the at least two brake disc plates including a first plate portion having a first friction ring and a radially inner region connected to the first friction ring, and a second plate portion having a second friction ring; a plurality of cooling vanes forming cooling channels between adjacent vanes, the plurality of cooling vanes being located between the first and second disc plate portions and arranged to guide cooling air from the radially inner region to a radially outward region of the first friction ring; and axle hub mounting features at the radially inner region of the first disc plate portion configured to cooperate with corresponding features of an axle hub when the brake disc is in an installed position on the axle hub, wherein one of the first friction ring and the second friction ring has parallel inner and outer surfaces, and an axial thickness of the first friction ring in a direction parallel to the brake disc rotation axis increases in a direction from the radially outer region to a radially inner region of the first friction ring.

2. The internally ventilated brake disc of claim 1, wherein the second friction ring has the parallel inner and outer surfaces.

3. The internally ventilated brake disc of claim 2, wherein the axial thickness of the first friction ring at the radially inner region of the first friction ring corresponds to an axial thickness of the radially inner region of the second plate portion.

4. The internally ventilated brake disc of claim 2, wherein the axial thickness of the first friction ring tapers from the radially outer region to the radially inner region in a linear manner.

5. The internally ventilated brake disc of claim 4, wherein a taper angle of the axial thickness of the first friction ring from the radially outer region to the radially inner region is approximately 2° to 10°.

6. The internally ventilated brake disc of claim 1, wherein the axial thickness of the first friction ring increases at a rate that results in a temperature difference between the first and second plate portions during braking to below 5° C.

7. The internally ventilated brake disc of claim 6, wherein the temperature difference is below 1° C.

8. An internally ventilated brake disc, comprising: at least two brake disc plates arranged perpendicular to an axis of rotation of the brake disc, the at least two brake disc plates including a first plate portion having a first friction ring and a radially inner region connected to the first friction ring, and a second plate portion having a second friction ring; a plurality of cooling vanes forming cooling channels between adjacent vanes, the plurality of cooling vanes being located between the first and second disc plate portions and arranged to guide cooling air from the radially inner region to a radially outward region of the first friction ring; and axle hub mounting features at the radially inner region of the first disc plate portion configured to cooperate with corresponding features of an axle hub when the brake disc is in an installed position on the axle hub, wherein one of the first friction ring and the second friction ring has parallel inner and outer surfaces, and the first friction ring and the second friction ring have difference masses.

9. The internally ventilated brake disc of claim 8, wherein the mass of the first friction ring is larger than the mass of the second friction ring.

10. The internally ventilated brake disc of claim 9, wherein the axial thickness of the first disc plate portion increases from the radially outer region of the first friction ring to a radially inner portion of at the radially inner region of the first disc plate portion.

11. The internally ventilated brake disc of claim 10, wherein an axial width of the cooling channels increases from the radially inner region of the first friction ring to the radially outer region.

12. The internally ventilated brake disc of claim 8, wherein a sum of a mass of the radially inner region of the first disc plate portion and the mass of the first friction ring is greater than a mass of the second disc plate portion by an amount such that during a braking event in which the brake disc is installed on a vehicle a temperature difference between the second disc plate portion and the first disc plate portion is smaller than a temperature difference that would occur during the braking event between friction rings having the same axial thickness as the second friction ring.

13. The internally ventilated brake disc of claim 8, wherein the axial thickness of the first friction ring increases at a rate that results in a temperature difference between the first and second plate portions during braking to below 5° C.

14. The internally ventilated brake disc of claim 13, wherein the temperature difference is below 1° C.

15. An internally ventilated brake disc, comprising: at least two brake disc plates arranged perpendicular to an axis of rotation of the brake disc, the at least two brake disc plates including a first plate portion having a first friction ring and a radially inner region connected to the first friction ring, and a second plate portion having a second friction ring; a plurality of cooling vanes forming cooling channels between adjacent vanes, the plurality of cooling vanes being located between the first and second disc plate portions and arranged to guide cooling air from the radially inner region to a radially outward region of the first friction ring; and axle hub mounting features at the radially inner region of the first disc plate portion configured to cooperate with corresponding features of an axle hub when the brake disc is in an installed position on the axle hub, wherein one of the first friction ring and the second friction ring has parallel inner and outer surfaces, an axial thickness of the first friction ring in a direction parallel to the brake disc rotation axis increases in a direction from the radially outer region to a radially inner region of the first friction ring, and an axial width of the cooling channels in the axial direction increases from radially inner cooling channel entrance ends to radially outer cooling channel exit ends.

16. The internally ventilated brake disc of claim 15, wherein the axial width of the cooling channels increases in a linear manner between the entrance ends and the exit ends.

17. The internally ventilated brake disc of claim 15, wherein the axial width of the cooling channel entrance ends and a taper angle of the axial thickness of the first friction ring from the radially outer region to the radially inner region are selected such that convective heat transfer from the first friction ring to air accelerated by nozzle effect through the cooling channels results in maximum temperatures of the first friction ring and the second friction ring determined using thermal finite element analysis being approximately equal.

18. The internally ventilated brake disc of claim 15, wherein the second friction ring has the parallel inner and outer surfaces.

19. The internally ventilated brake disc of claim 18, wherein the axial thickness of the first friction ring at the radially inner region of the first friction ring corresponds to an axial thickness of the radially inner region of the second plate portion.

20. The internally ventilated brake disc of claim 19, wherein a taper angle of the axial thickness of the first friction ring from the radially outer region to the radially inner region is approximately 2° to 10°.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0017] FIG. 1 is a cross-section view of a conventional disc brake.

[0018] FIG. 2 is an elevation cross-section of a conventional brake disc.

[0019] FIG. 3 is an elevation cross-section of a conventional brake disc illustrating temperature difference-caused coning deformation.

[0020] FIG. 4 is an oblique view of a sectioned brake disc in accordance with the present invention.

[0021] FIG. 5 is an enlarged view of a portion of the brake disc of FIG. 4.

[0022] FIGS. 6A-6D are oblique and cross-section views of thermal analyses of a prior art brake disc and a brake disc in accordance with the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

[0023] FIG. 1 illustrates a disc brake 1 of a commercial vehicle. The disk brake 1 is located at an end region of a vehicle axle having a fixed axle portion 2 connected to the vehicle 3. A rotating axle hub 4 with wheel-mounting studs 9, a brake disc 5 connected to the axle hub 4 in a non-rotational manner, and a brake caliper 6 are shown mounted on the fixed axle portion 2 in a manner well known in the art, and thus is not further illustrated. The hub 4 includes a plurality of splines 10 around its circumference which receive radially-inward projections of the brake disc (shown in the following figures), and the brake disc 5 is retained on the hub 4 in a fixed or floating manner by fasteners 12 in a manner well-known in the art.

[0024] FIG. 2 shows an elevation cross-section of a conventional brake disc 100 having a first disc plate portion 110 facing inboard when in an installed position on an axle hub (not illustrated for clarity), and a second disc plate portion 120 facing outboard toward a wheel mounted on the axle hub. The outboard second side plate includes a friction ring 130 that is generally open in the region radially inside the friction ring 130. The inboard first side plate includes a friction ring 140 and radially-inward projections 150 projecting inward from the inner radius of the friction ring 140 toward the axis of rotation of the axle hub. The radially-inward projections 150 are shaped to engage corresponding splines of the axle hub to locate the brake disc in a non-rotational manner on the axle hub so that braking forces generated by application of the disc brake's brake pads may be transferred to the axle hub to slow the vehicle. The first and second disc plates are held apart by cooling channel vanes 160 which form cooling channels 170 therebetween for passage of cooling air from the radially-inner region of the brake disc to the radially-outer region.

[0025] The FIG. 2 conventional brake disc has first and second disc plates 110, 120 which are equal in thickness, with conventional parallel-sided cooling channels 170. The material masses and geometries of the two sides of the disc 100 are essentially equal. When brake pads are applied to the two sides of this disc, approximately the same amount of heat energy is input into both sides of the disc. However, because the inboard first side plate 110 cannot dissipate heat as rapidly as the outboard second side, the temperature of the first side plate 110 rises to a higher level than the temperature of the second side plate 120, resulting in greater thermal expansion of the first side relative to the second side. This differential expansion tends to “bend” the brake disc into a slightly conical shape as the second side attempts to constrain the expansion of the first side via the cooling air vanes 160 between the disc plates 110, 120. FIG. 3 illustrates an example of such differential thermal expansion, where the radially-inward projections 150 which connect the brake disc 100 to the axle hub are axially displaced relative to the radial friction ring 140.

[0026] FIG. 4 is an oblique cross-section view of an embodiment of a brake disc in accordance with the present invention. In this embodiment the first and second disc plates 210, 220 include respective friction rings 240, 230, and the first disc plate 210 includes radially-inward projections 250 adjacent to the inner radius of its friction ring 240. In this embodiment the inboard side disc plate 210 has an axial thickness in its radially-outer region 290 which is approximately as thick as the corresponding region of outboard disc plate 220. The thickness of the disc plate 210 increases toward its radially-inner region 280 at the inward projections 250, i.e., toward the axle hub. This arrangement provides additional material mass on the inboard first side of the brake disc over which to distribute the heat energy being generated by application of the brake pads, thereby lowering the inboard side disc plate peak temperature as compared to a prior art constant-width disc plate. This distribution of mass also results in cooling channels 270 between the cooling vanes 260 having an expanding cross-sectional area from the inner radius of the friction rings 210, 220 to their outer radius, creating a “nozzle” which aids in increasing cooling air flow through the brake disc and associated transfer of heat energy away from the brake disc.

[0027] FIG. 5 is an enlarged partial cross-section view of the right-hand side of the FIG. 4 brake disc embodiment, showing the disc material mass distribution and geometry in greater detail. In this figure the angle α of the taper of the inside surface 215 of the inboard first side disc plate 210, the thickness of the first side disc plate 210 from the radially-outer region 290 to the radially-inner region 280, and the distance 265 between the inner surfaces of the disc plates in the region of the inner radius of the outboard second side disc plate 220 may be determined by parametric study using known finite element thermal analysis programs. Among the objectives of such analyses is determination of the amount and distribution of disc plate mass (e.g., taper angle) and shape and width of the cooling channels (and thus, amount of cooling air flow) which results in the minimum amount of temperature difference between the first and second disc plates 210, 200 during the life of the brake disc, i.e., from its initial thickness to its end-of-service-life minimum thickness.

[0028] An example brake disc according to the present invention would be a disc having a constant outboard side disc plate thickness of about 14 mm when new may provide optimal anti-coning thermal performance over its life when paired with an inboard side disc plate which tapers at an draft angle of about 6.5° from a new outer radius thickness of 8 mm to a new inner radius of 18 mm, and a minimum cooling channel axial width of 17.5 mm at the inlet and 29.0 mm at the outlet, where the end of life thicknesses would be 3 mm to 14 mm, respectively. Preferably, the draft angle range is from 2 degrees to 10 degrees.

[0029] In one aspect of the invention, once a desired minimum end-of-service-life disc thickness is defined, thermal analysis may be performed to determine the extent to which temperature differences between the inboard first disc side 210 and outboard second disc side 220 may be minimized. Parameters that may be varied include the minimum thickness of the inboard side disc plate, the angle of the taper of the inboard side disc plate from the radially-outer region to the radially-inner region, minimum width of the cooling channels between the inboard side and outboard side disc plates, and the geometry of the surface of inboard side disc plate on its cooling channel-side. Alternatively, the optimization of differential mass distribution may be based on minimizing temperature differences at different times in the service life of the brake disc, such as at initial use or at a mid-point in disc wear.

[0030] In the embodiment shown in FIGS. 4-5, the taper of the cooling channel-side of the inboard disc plate is linear, however, a non-linear surface geometry, such as a convex or concave curve or a multiple-bend surface, may be used where such a distribution of material mass provides the desired reduction in temperature difference between the inboard side and outboard side disc plates. One of ordinary skill may determine the optimal inboard side disc plate and cooling channel geometry by optimizing calculations, for example, by employing thermal analysis calculation software available from Ansys Inc. of Canonsburg Pa.

[0031] FIGS. 6A-6D provide illustrations of the improved minimization of temperature differences between the inboard and outboard disc plates, comparing a prior art brake disc's thermal performance to that of a brake disc in accordance with the present invention. An axle hub 300 is illustrated adjacent to the brake discs.

[0032] FIG. 6A illustrates the substantial difference in the temperatures present at the outer radii of the parallel, straight-sided disc plates 110, 120, where the plate 120 at its outer radius reaches a temperature of nearly 160° C., while the plate 110 is at approximately 145° C., a difference that can lead to brake disc coning. FIG. 6B, on the other hand, illustrates how the mass distribution approach of the present invention results in virtually equal outer radii temperatures in disc plates 210, 220, and importantly, much lower maximum temperatures (approximately 35° C. cooler) due to the enhanced heat dissipation afforded by the reconfigured disc plate shape. FIGS. 6C and 6D are elevation cross-section views of the FIGS. 6A and 6B brake discs, further illustrating the substantial thermal performance improvement provided by the present invention. In this example, the temperature difference between the first and second plates at the outer radius is less than 5° C., in particular here, less than 1° C., thereby effectively eliminating differential temperature-driven coning of the brake disc.

[0033] The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. For example, the foregoing embodiments discuss the present invention in the context of brake discs having their area of contact with the axle hub at the inboard side of the brake disc and the radially inner region of the outboard side being generally open, however the concept of the invention is equally applicable to other arrangements in which a difference in mass distribution and heat transfer is obtained between two brake disc plate portions, such as the brake disc/axle hub interface being located in the radially inner region of the outboard side or elsewhere (e.g., at the axial center of the brake disc or displaced axially inboard from the inboard disc plate portion). Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.

LISTING OF REFERENCE LABELS

[0034] 1 brake disc [0035] 2 fixed axle portion [0036] 3 vehicle [0037] 4 axle hub [0038] 5 brake disc [0039] 9 wheel mounting studs [0040] 10 splines [0041] 12 fasteners [0042] 100 brake disc [0043] 110 first disc plate portion [0044] 120 second disc plate portion [0045] 130 second side friction ring [0046] 140 first side friction ring [0047] 150 radially-inward projections [0048] 160 cooling channel vanes [0049] 170 cooling channels [0050] 210 first disc plate [0051] 215 first side disc plate inside surface [0052] 220 second disc plate [0053] 230 second side friction ring [0054] 240 first side friction ring [0055] 250 radially-inward projections [0056] 260 cooling channel vanes [0057] 265 distance between disc plate inner surfaces [0058] 280 radially-inner region [0059] 290 radially-outer region