JP5967514B2 - Disc brake rotor - Google Patents

Description

Used for brakes used in automobile braking

  A brake that brakes an automobile presses a brake pad against a brake rotor that rotates together with a tire, and performs braking by the frictional force thereof. This is called a disc brake. In the disc brake, in order to change the kinetic energy of the rotating disc rotor to heat energy, the disc rotor is required to have heat resistance and heat dissipation, and the brake pad is required to have a frictional force that does not change even at high temperatures.

  A general disc brake rotor is a single iron disk, but the front wheels are more loaded than the rear wheels, so the front wheels are called ventilated disc brakes and have excellent heat dissipation. (Fig. 1). This ventilated disk has a structure in which two disks are bonded together, and inside thereof there are cooling fins for improving heat dissipation, so that air flows (FIG. 2).

  A sectional view of the ventilated disc brake is shown in FIG. The driver steps on the brake pedal with the right foot, changes the pedal effort to hydraulic pressure with the master cylinder, and transmits it to the brake caliper that pushes out the brake pads. The brake caliper pushes the piston and presses the brake pad against the brake rotor according to the pedal effort. Since the hydraulic pressure is insufficient with only the human pedaling force, it is common to realize a brake that works well by assisting the hydraulic pressure with a brake booster that uses engine negative pressure.

  Depending on the distance traveled by the brake, both the brake pads and brake rotor wear. The wear limit of the brake rotor is said to be about 1 mm on one side.

  Common disc rotor materials are often made of iron, which has excellent heat resistance and compatibility with brake pads. The iron disk rotor can obtain a braking force in proportion to the pedaling force, as expressed as “squeezing the neck with cotton”. On the other hand, the disk rotor rusts due to rain and water from the car wash. This rust is not a problem because it can be scraped off several times immediately after starting. In motorcycles, it is not preferable in terms of appearance if the exposed disk rotor rusts, so stainless steel disks are often used, although they are less compatible with the pad than iron.

Problems to be solved by the invention

  As the performance of automobiles increases, the larger the tires, the larger the disk rotor, and the larger the area of the sliding surface in contact with the brake pads, the higher the performance of the brake. On the other hand, an increase in the size of the disk rotor also increases the weight. In particular, the ventilated disk rotor has a more complicated structure and a larger volume than a normal disk rotor, so that an increase in weight due to an increase in rotor diameter has been a problem.

  Motor sports such as F1 and aircraft use brake rotors made of carbon / carbon composite, which is excellent in lightness, to achieve both larger and lighter rotors.

  There are two problems in adopting this brake for general vehicles. The first is very expensive. The brake rotor is worn according to the distance traveled and needs to be replaced. Even if it is expensive, if it is not a consumable item, it may be installed only in a luxury car, but it is difficult to use it for a general car if it is expensive. The second problem is that the brake rotor made of carbon / carbon composite is not an inexpensive brake pad for general steel disk rotors, but expensive dedicated pads using special materials. It is. Like the disc rotor, the brake pads wear out according to the distance traveled and need to be replaced. If expensive special brake pads are replaced every tens of thousands of kilometers, it is difficult to adopt them for ordinary cars.

  As a method for realizing an inexpensive and lightweight disk rotor, a method using a light alloy mainly composed of aluminum is conceivable. Light alloy products are already widely used for automobile wheels, and the idea is that the disk rotor is made of the same light alloy as the wheel.

  Although light alloys are lighter than iron and can be expected to dissipate heat, they are not generalized. This is because the temperature of the sliding surface in contact with the brake pad temporarily reaches about 500 ° C., so that a light alloy having a melting point of about 600 ° C. cannot withstand.

Than on, the brake rotor as a raw material of A Rumi or aluminum alloy, it is impossible to realize a lightweight disk rotor at a low cost. There are several inventions that solve this problem. Hereinafter, two typical prior examples will be described.

  The disk brake disk rotor (prior example 1) disclosed in Japanese Patent Laid-Open No. 2010-101487 forms a ventilated part by casting aluminum between two iron circular plate members serving as sliding surfaces. The disrotor of the first example is light in weight and has high heat dissipation because the main body is made of aluminum. On the other hand, the sliding surface is made of iron, and a commercially available brake pad can be used.

  However, since aluminum, which is an iron circular member and casting, is not usually alloyed, there is a problem in adhesive strength. The preceding example 1 is characterized by the adhesiveness between the aluminum layer and the cast aluminum by performing a molten aluminum plating process on the inside of the circular plate member. Although the material of the prior example 1 is cheap iron and aluminum, it requires a special manufacturing method in which aluminum is cast by hot dip plating, which has a drawback of increasing costs.

  Patent Disclosure 2004-308777 Disc Rotor for Vehicle Disc Brake (Prior Example 2) The disc rotor body is made of an aluminum alloy or a magnesium alloy, and the sliding surface is made of an iron component by an advanced technique called a high-speed flame spraying method. A film containing is applied. Since the disrotor of the preceding example 2 is made of aluminum, the disrotor is lightweight and has high heat dissipation.

  On the other hand, although the sliding surface is a film containing an iron component, the thickness is very thin. Although it is possible to adjust the powder component to obtain a high-hardness film that does not wear, it is contrary to increasing the coefficient of friction. In addition to requiring an advanced manufacturing method, there is a drawback that if the wear resistance is increased, the same braking force as that of a general inexpensive iron rotor cannot be obtained.

  As described above, inexpensive and lightweight disc rotors that can use inexpensive commercial brake pads have not yet been realized.

Patent Publication 2010-101487

Patent Publication 2004-308777

Means for solving the problem

  The present invention relates to a configuration that can use an inexpensive commercial-use brake pad and realize an inexpensive and lightweight disc rotor.

  There are three notable facts to solve the problem.

  The first fact is that the wear limit of the iron brake rotor is only on the sliding surfaces on both sides, and each is about 1 mm. In other words, it suffices if iron of about 1 mm or more exists on the sliding surfaces on both sides, and it is not necessary to make all of the main body of the same material.

  The second fact is that the temperature of the disk rotor is highest on the sliding surface and may rise to close to 500 ° C, but the entire rotor does not rise to 500 ° C. Among the commercially available disk rotors, there are two-piece disk rotors aimed at weight reduction by using a light alloy with a low melting point in the hat portion. Even if the sliding surface of the brake rotor temporarily rises to near 500 ° C., the brake rotor hat portion and the aluminum wheel in contact with the hat portion do not melt.

Explain the third fact. Using Keigo gold suitable for iron and body suitable for the sliding surface, when the field constituting the weight of the disk rotor, it is difficult alloying or bonding to integrate different materials. However, when the brake is used with a significant temperature rise, the main body and the sliding surface plate are pressed from both sides by the brake pad.

  In consideration of the above three facts, the present invention realizes a disc rotor using different materials for the main body and the sliding surface plate.

  The configuration of the present invention is shown in FIG. In order to obtain a commercially available inexpensive brake pad and a good friction surface, a proven sliding surface plate made of iron or iron alloy, and in order to realize weight reduction, a light alloy is used as a material to form the main body. The sliding surface plate is an iron or iron alloy plate having a simple structure with a thickness of several millimeters, and can be realized at a very low cost. FIG. 5 shows a cross-sectional view of a disk rotor according to the present invention. By design, the wear limit is set, and a sliding surface plate that is thicker than that is combined.

  In the present invention, when the sliding surface plate reaches the wear limit, it is only necessary to replace only the inexpensive sliding surface plate instead of replacing all of the main body, and the running cost can be suppressed. In addition, since it is possible to replace the sliding surface plate for exchanging and shaking the brake pad without removing the brake disc body from the vehicle body, it is possible to improve maintainability. According to the present invention, it is possible to realize a disk rotor that is very light weight, excellent in heat dissipation, and low in running cost for commercial vehicles.

  Due to the principle of braking, the stronger the braking, the higher the temperature of the sliding surface plate, but the higher the adhesion in the thickness direction, the more heat can be transferred from the sliding surface plate to the heat-dissipating body. it can.

  On the other hand, an idling prevention mechanism in the rotation direction is required so that the sliding surface plate and the main body rotate together. The sliding surface plate and the main body do not need to be alloyed or firmly bonded, and a structure for preventing idling in the rotational direction is sufficient.

Check around preventive mechanism of the present body and sliding surface plate required in the present invention can be easily implemented by engagement formation is widely known. Since a simple method is sufficient for the adhesion in the thickness direction, it is not necessary to integrate the light alloy and the iron sliding surface plate by a special manufacturing method, and the cost can be reduced.

In high-performance vehicles and motor sports, carbon / carbon composites are used as the material for brake discs, and the corresponding brake pads are used. In the present invention described above, by changing the sliding surface plate from iron to carbon / carbon composite, it is possible to use expensive but commercially available brake pads for high performance vehicles and motor sports.

Effect of the invention

  According to the present invention, an inexpensive brake pad can be used and a lightweight disc rotor can be realized. Further, since only the inexpensive iron sliding surface plate is replaced without replacing all of the disk rotor body due to wear, a disk rotor with low running cost can be realized.

The present invention relates to a brake component used for braking an automobile.

Conventional ventilated disc brake rotor Conventional ventilated disc brake rotor (internal structure) Conventional ventilated disc brake rotor (cross section) Ventilated disc brake rotor according to the present invention Ventilated disc brake rotor of the present invention (cross section) Sliding surface plate and break rotor body idle prevention mechanism 1 Contact mechanism 1 between sliding surface plate and break rotor body Sliding face plate and break rotor body idle prevention mechanism 2 Contact mechanism 2 between sliding surface plate and break rotor body 2

  An embodiment will be described in which a genuine ventilated disc rotor has a thickness of 20 mm, a wear limit of 1 mm, and a ventilated disc rotor compatible with the genuine product is configured according to the present invention.

  The following numbers are examples because they differ depending on the vehicle type. The disc rotor body is made of an aluminum light alloy that has a lower specific gravity than iron and high heat dissipation. The sliding surface plate is made of iron or iron alloy.

  When the thickness of the iron or iron alloy sliding surface plate is 1.5 mm, the thickness of the light alloy disk rotor body may be 17 mm. The idling prevention mechanism necessary for the main body and the sliding surface plate is configured so that the unevenness of the circle around the hat portion of the main body and the unevenness of the inner circle of the sliding surface plate mesh with each other as shown in FIG. Since the main body and the sliding surface plate are pressed from both sides with a brake pad in the thickness direction when the brake is used, there is no problem in adhesion.

  In order to reduce driving loss due to drag between the brake pad and the sliding surface plate, a close contact structure in which the sliding surface plate and the main body are connected with screws may be used (FIG. 7). Since there is an idling prevention mechanism in the rotation direction, a simple method is sufficient for connection in the thickness direction.

  In the cross-sectional views of FIGS. 6 and 7, the radiation fin structure of the ventilated disk rotor is omitted.

  A description will be given of an embodiment in which a genuine ventilated disc rotor of a sports car that applies a load on a brake has a thickness of 20 mm and a wear limit of 1 mm, and a ventilated disc rotor compatible with the genuine product is configured according to the present invention. .

The following numbers are examples because they differ depending on the vehicle type. The disc rotor body is made of an aluminum light alloy that has a lower specific gravity than iron and high heat dissipation . The sliding surface plate is made of iron or iron alloy.

The thickness of the iron or iron alloy sliding surface plate may be 1.5 mm, and the thickness of the light alloy disk rotor body may be 17 mm. The idling prevention mechanism necessary for the main body and the sliding surface plate is provided with irregularities on the inner side of the sliding surface plate as shown in FIG. 8 so as to mesh with the irregularities on the main body side. Since the main body and the sliding surface plate are pressed from both sides with a brake pad in the thickness direction when the brake is used, there is no problem in adhesion.

In order to reduce driving loss due to drag between the brake pad and the sliding surface plate, a close contact structure in which the sliding surface plate and the main body are sandwiched between clips may be used (FIG. 9). Since there is an idling prevention mechanism in the rotation direction, a simple method is sufficient for connection in the thickness direction.

  In the cross-sectional views of FIGS. 8 and 9, the radiation fin structure of the ventilated disk rotor is omitted.

1 Ventilated disc brake rotor body 2 Stud bolt hole 3 Axle hole 4 Cooling fin 5 Hat part 6 Vent hole 7 Cooling air flow 8 Brake pad 9 Brake caliper piston 10 Pressure 11 One side wear limit 12 Rotor body thickness 13 Sliding Moving surface plate 14 Sliding surface plate thickness 15 Concavity and convexity 16 of circle around the hat portion of the main body Sliding surface plate Concavity and convexity 17 Sliding surface width in contact with the brake pad 18 Hole 19 Screw hole 20 Sliding surface side of the main body Concave portion 21 in the projecting portion 22 on the main body side of the sliding surface plate 22 clip hole 23 clip

Claims (4)

In the disk brake the braking of the vehicle can be equipped with circular sliding surface plates exchangeable iron or iron alloy to the sliding surface in contact with the brake pads ventilated disc rotor of aluminum or aluminum alloy, ventilated disc The idling prevention mechanism by the combination of unevenness to always rotate integrally with both parts of the rotor and sliding surface plate, and both parts in the thickness direction of the disc brake on the inner circle side where the brake pad does not contact the sliding surface plate A brake rotor comprising an integrated mechanism such as a bolt or clip that can be brought into close contact with and removable from the brake rotor. 2. The brake rotor according to claim 1, wherein the main body is made of a light alloy or carbon / carbon composite and is combined with a sliding surface plate of iron or an iron alloy. 3. The brake rotor according to claim 1 or 2, further comprising an idling prevention mechanism in which the unevenness of the circle around the hat portion of the main body and the unevenness of the inner circle of the sliding surface plate mesh with each other. 3. The idle rotation prevention mechanism according to claim 1 or 2, wherein the surface on the side of the main body that is in close contact with the sliding surface plate has a concave or convex shape, and the sliding surface plate that is in close contact with the main body has a convex or concave shape so as to mesh with it. Brake rotor characterized by that.

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