KR102439522B1 - Multi vent Brake Disc - Google Patents

Abstract

The present invention relates to a hub including a coupling portion coupled to the axle and an extension portion extending radially from the coupling portion in a radial direction; and a front disk and a rear disk to surround both surfaces of the extension, and a plurality of ribs spaced apart from each other to connect the front disk and the rear disk to form a heat dissipation flow path between the ribs, and when the brake is operated disc rotor rubbing against the brake pads; It provides a multi-vent brake disc, characterized in that the disc rotor is molded by an insert injection method centered on the hub so that the extended part is disposed at the center of the heat dissipation flow path.

Description

Multi vent Brake Disc {Multi vent Brake Disc}

The present invention relates to a multi-vent brake disc, and more particularly, to a multi-vent brake disc capable of molding a hub and a disc rotor by an insert injection method.

In general, since a vehicle can be driven at a high speed, various systems for the safety of a driver and/or a passenger have been developed. Among these stabilizers, the brake system corresponds to the most basic and important system that provides braking force to a moving vehicle.

Looking at the brake disk of the above-described brake system of a vehicle, it generally includes a hub connected to the wheel of the vehicle, and a disk rotor connected to the hub. In the case of such a brake disc, it is manufactured by coupling a disc rotor to both sides of a hub. Such a brake disc structure is shown in Korean Patent Application Laid-Open No. 10-2013-0061246.

However, in the above-described brake disc structure, since the disc rotor is coupled to a plurality of protrusions formed around the hub, the disc rotor is deformed while the brake pad is pressed into contact with the outside of the disc rotor at the coupling part of the hub and the disc rotor. There is this.

In addition, the above-described brake disc structure has a problem in that the heat dissipation performance is inferior due to the poor air flow in the heat dissipation space formed between the hub and the disc rotor.

1. Korean Patent Publication No. 10-2013-0061246

An object of the present invention is to solve such a problem, and more particularly, to provide a multi-vent brake disc capable of improving heat dissipation performance by improving a manufacturing method of a hub and a disc rotor.

Another object of the present invention is to provide a multi-vent brake disc that can prevent uneven wear or deformation of the disc rotor while maintaining the compressive strength and high damping ability of the disc rotor using different materials.

The present invention for solving these problems is a hub including a coupling portion coupled to the axle, and an extension portion extending radially along a radial direction from the coupling portion; and a front disk and a rear disk to surround both surfaces of the extension, and a plurality of ribs spaced apart from each other to connect the front disk and the rear disk to form a heat dissipation flow path between the ribs, and when the brake is operated disc rotor rubbing against the brake pads; It provides a multi-vent brake disc, characterized in that the disc rotor is molded by an insert injection method centered on the hub so that the extended portion divides the single heat dissipation flow path to provide a plurality of heat dissipation flow paths.

The hub may include a plurality of heat dissipation holes formed at equal intervals between the coupling part and the extension part.

The rib includes an air inlet region having a constant size of one cross-section and an air outlet region in which the size of one cross-section is gradually increased by being disposed outside the air inlet region, so that the internal pressure of the heat dissipation flow path is reduced in the air outlet region can increase

The heat dissipation flow path includes a first flow path formed between the front disk and one surface of the extension, and a second flow passage formed between the rear disk and the other surface of the extension, and the first and second flow paths are The cross-sectional area may be formed differently from the inner end to the outer end.

The heat dissipation flow passage may have a cross-sectional area increasing in an outward direction corresponding to the air inlet area, and decreasing in cross-sectional area corresponding to the air discharge area.

The first flow passage may be disposed to communicate at least partially with the heat dissipation hole on an imaginary extension line formed along the radial direction.

According to the multi-vent brake disc according to the embodiment of the present invention, since the hub and the disc rotor are manufactured by the insert injection method using different materials, the hub and the disc rotor are integrated into the hub while maintaining strong compressive strength and high damping ability. There is an effect that can be manufactured in a light weight compared to the structure combining the and disk rotor.

In addition, as the coupling region between the hub and the disk rotor disappears, the pressure applied from the brake pad to the disk rotor is uniformly distributed, thereby preventing partial wear or deformation of the disk rotor.

In addition, through the integrated structure of the hub and the disk rotor, an effect of remarkably reducing noise or vibration can be expected.

Furthermore, by improving the shape of the ribs, the air inflow path of the heat dissipation flow path is expanded, and the structure that interfered with air in the meat inflow path is improved to increase the inflow air amount and at the same time increase the air outlet pressure inside the heat dissipation flow path to improve heat dissipation performance. It has the effect of increasing it.

1 is a perspective view illustrating a multi-vent brake disc according to an embodiment of the present invention.
FIG. 2 is an exploded perspective view showing the hub and the disk rotor shown in FIG. 1 separated for convenience of description.
FIG. 3 is a partially cut-away view showing a part of the multi-vent brake disc shown in FIG. 1 .
FIG. 4 is a partially enlarged view illustrating a partially enlarged area A of the multi-vent brake disc shown in FIG. 1 .
FIG. 5 is a cross-sectional view illustrating a portion II′ of the multi-vent brake disc shown in FIG. 1 .
FIG. 6 is a partially enlarged view illustrating a partially enlarged area B shown in FIG. 3 .
7 is a reference diagram schematically illustrating a manufacturing process of the multi-vent brake disc of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Unless otherwise specified, all terms in this specification have the same general meaning as understood by those skilled in the art to which the present invention belongs, and if a term used in this specification conflicts with the general meaning of the term is subject to the definition used herein. On the other hand, the configuration or control method of the device to be described below is only for explaining the embodiment of the present invention and not for limiting the scope of the present invention, and the same reference numbers used throughout the specification refer to the same components. represent them

Hereinafter, a multi-vent brake disc according to an embodiment of the present invention will be described in detail with reference to the drawings.

The multi-vent brake disc 1 according to the embodiment of the present invention includes a hub 100 and a disc rotor 200 . The hub 100 and the disk rotor 200 are manufactured to have an integral structure using an insert injection method. Accordingly, it is possible to solve the problem that the pressure applied from the brake pad (not shown) of the vehicle is not constant while the disk rotor 200 is generally coupled to the hub 100 through this. That is, as the coupling region between the hub 100 and the disk rotor 200 disappears, the pressure applied from the brake pad to the disk rotor 200 is uniformly distributed, which causes partial wear of the disk rotor 200 or By preventing deformation, noise and vibration can be reduced, and in addition, the useful life of multiple brake discs can be increased.

First, the hub 100 includes a coupling part 110 coupled to an axle (not shown), and an extension part 120 extending outwardly from the coupling part 110 . The hub 100 may be made of nodular cast iron (球狀黑鉛鑄鐵, FCD material) or aluminum material. The hub 100 is preferably made of a material having relatively greater mechanical properties, such as tensile strength, hardness, and elongation, compared to the disk rotor 200 .

While a knuckle is coupled between the axle of the vehicle and the coupling part 110 , the hub 100 may be rotatably fixed from the vehicle body by the knuckle.

The coupling part 110 and the extension part 120 are approximately formed in a shape of a hat with a brim, and thus may be referred to as a hat part.

A plurality of through holes 111 are formed in the coupling part 110 to couple the axle and the hub 100 and the hub 100 and the wheel (not shown). In FIG. 1 , two through-holes 111a through which the axle and the hub 100 can be coupled are formed, and five through-holes 111b through which the axle and the wheel or the hub 100 and the wheel can be coupled are formed. explained as Of course, the number of through holes 111 may be changed according to the structural design of the vehicle.

The coupling part 110 is formed with a hole 112 into which an axle or a bearing can be inserted in the center part, and further protrudes from one surface of the extension part 120 .

A plurality of reinforcing ribs 113 are formed at equal intervals between the coupling portion 110 and the extension portion 120 , and a penetrating heat dissipation hole 114 is formed between the reinforcing ribs 113 . The reinforcing rib 113 is formed with a curved or straight inclined surface connecting the extended part 120 at the height of the coupling part 110 , so that its height is gradually reduced from the coupling part 110 to the extended part 120 direction.

At this time, although the heat dissipation hole 114 is formed as a substantially circular hole, the surface of the virtual heat dissipation hole is inclined toward the coupling portion 110 to correspond to the shape of the reinforcing rib 113 . That is, the heat dissipation hole 114 is formed to have a different height at a portion adjacent to the coupling portion 110 and a portion adjacent to the extension portion 120 . The height difference Δh is connected in a structure in which at least a part of the heat dissipation flow path 231 and the heat dissipation hole 114, which will be described later, communicate. A detailed description related thereto will be given later.

The extension part 120 has a thin disk shape, and a plurality of through holes 121 are formed to correspond to the ribs provided in the disk rotor 200 . Of course, in the embodiment of the present invention, only the shape of the rib remains in the process of ejecting the disk rotor 200 after the through hole 121 is formed to correspond to the shape of the rib, but without the through hole 121 , the rib of FIG. If it is possible to inject the structure of the through hole 121 may be omitted or made in another shape.

It can be seen that the extension part 120 radially extends from the coupling part 110 because the through hole 121 is formed along the radial direction. Of course, the reinforcing ribs 113 are also radially arranged.

The extension part 120 is provided with an edge part 122 along the outer periphery so that the through hole 121 is not exposed. The edge portion 122 may be formed to have the same diameter as the disk rotor 200 .

In FIG. 2 , the hub 100 and the disc rotor 200 are separated and illustrated for convenience of explanation of the multi-vent brake disc, but the ribs are disposed inside the through hole 121 through the insert injection process, and after the insert injection process is completed, the ribs This is to explain that the 230 and the through-hole 121 are joined to form a single structure, and since the hub 100 and the disk rotor 200 are not coupled to each other, they cannot be structurally separated.

Then, when the insert injection process of the hub 100 and the disk rotor 200 is completed, the extension part 120 and the edge part 122 are disposed at the center of the heat dissipation passage 231 in the radial direction. Thereby, the extension part 120 divides one heat dissipation flow path 231 so that a plurality of heat dissipation flow paths are separated from each other in the vertical direction.

Then, a plurality of vent holes 232 corresponding to the ends of the heat dissipation flow path 231 are exposed along the outer periphery of the outlet of the heat dissipation flow path 231 .

Next, the disk rotor 200 includes a front disk 210 and a rear disk 220 and ribs 230 connecting them. Hereinafter, the configuration of the disk rotor 200 will be described, and the process of insert-injecting the disk rotor 200 centering on the hub 100 will be separately described.

The front disk 210 and the rear disk 220 have the same shape as each other, and when the vehicle is decelerated or stopped, the brake pads contact their outer surfaces and pressurize them. After the hub 100 is completed, the disk rotor 200 is molded by injecting a casting to become the disk rotor 200 around the hub 100, and gray cast iron having relatively smaller mechanical strength or elongation than the hub 100 ( FC material). Of course, by using the gray cast iron material, it is possible to maintain strong compressive strength and high damping capacity, which are characteristics of the conventional disk rotor 200 . Therefore, the hub 100 and the disk rotor 200 are made of different materials, and can be manufactured by an insert injection method.

The front disk 210 and the rear disk 220 are disposed to overlap the extension part 120 , and a portion corresponding to the coupling part 110 in the middle is open and has a substantially wide ring shape. Here, the inner surface of the front disk 210 is disposed to be spaced apart from the coupling portion 110 to maintain a constant distance. Of course, through this spaced space, the heat dissipation hole 114 is exposed to the outside in the area between the front disk 210 and the coupling part 110 , and the rear disk 220 also has an area corresponding to the coupling part 110 open. Therefore, the back side of the coupling part 110 may be exposed.

The ribs 230 are disposed radially between the front disk 210 and the rear disk 220 to connect them along a radial direction. At this time, a heat dissipation flow path 231 is formed in a space between the plurality of ribs between the front disk 210 and the rear disk 220 .

The heat dissipation flow path 231 is formed between the front disk 210 and the rear disk 220 and the ribs disposed on both sides, and the shape of the heat dissipation flow path 231 is influenced by their spacing or shape. A first flow path 231a is disposed between the front disk 210 and one surface of the extension 120 while the extension 120 is disposed in parallel with the front disk 210 and the rear disk 220 at the center of the heat dissipation passage 231 . ) is formed, and a second flow path 231b is formed between the rear disk 220 and the other surface of the extension 120 . In this case, the first flow path 231a and the second flow path 231b may have the same shape with the extension 120 as the center.

In addition, the heat dissipation flow path 231 may be formed to have a different cross-sectional area in the direction from the inner end to the outer end of the extension part 120 . That is, the heat dissipation flow path 231 discharges air from the coupling part 110 to the outer circumferential direction of the disk rotor 200 . At this time, the cross-sectional area from the inlet to the outlet direction of the heat dissipation flow path 231 is It can change to make it bigger or smaller.

In other words, the rib 230 includes an air inlet area IA corresponding to an inlet side of the heat dissipation flow path 231 and an air outlet area OA corresponding to an outlet side of the heat dissipation flow path 231 . As the sizes of the cross-sectional areas of the area IA and the air discharge area OA are different from each other, the cross-sectional area of the heat dissipation passage 231 is changed.

The air inlet area IA may have a uniform cross-section size of the rib 230 , and the air discharge area OA may be formed such that the cross-sectional size of the rib 230 gradually increases. Then, in response to the change in the cross-section of the rib 230 , the cross-sectional area of the heat dissipation flow path 231 increases slightly from the inlet to the inside, and gradually decreases as it goes toward the outlet. This is because as the rib 230 is radially disposed, if the cross-sectional area of the rib 230 is constant, the cross-sectional area of the heat dissipation flow path 231 is constantly increased. The cross-sectional area of 231 increases relatively small in the direction from the inlet side w1 to the center side w2, and then decreases significantly in the direction from the center side w2 to the outlet side w3 (see FIG. 6 ). Through this, the air flowing through the heat dissipation flow path 231 increases the flow rate as the pressure at the outlet side of the heat dissipation flow path 231 is higher than the inlet side (inlet) of the heat dissipation flow path 231, so that the heat dissipation efficiency can be increased. there is

3 or 6 , it can be seen that the area of the ribs 230 is relatively smaller than that of the plurality of vent holes 232 at the inlet of the heat dissipation passage 231 . Also, as shown in FIG. 4 or FIG. 6 , it can be seen that the area of the ribs 230 is relatively larger than that of the plurality of vent holes 232 at the outlet of the heat dissipation passage 231 .

FIG. 5 is a cross-sectional view illustrating a portion II′ of the multi-vent brake disc shown in FIG. 1 .

Referring to FIG. 5 , a first flow path 231a is disposed at an upper portion with the extension 120 as the center, and a second flow path 231b is disposed at a lower portion. The central portions of the front disk 210 and the rear disk 220 are open corresponding to the coupling portion 110 . At this time, the heat dissipation hole 114 is disposed to communicate with the outside of the multi-brake disc along the x-axis direction and the y-axis direction with reference to FIG. 5 .

In other words, the heat dissipation hole 114 has an imaginary flat or curved slope due to a structure in which the reinforcing rib 113 is connected between the coupling portion 110 and the extended portion 120 to be inclined. At this time, the heat dissipation hole ( 114 , a height difference Δh is formed between a portion adjacent to the coupling portion 110 and a portion adjacent to the extension portion 120 . Accordingly, the heat dissipation hole 114 is at least partially exposed or overlapped on the imaginary extension line of the first flow path 231a along the x-axis, and along the y-axis, an open area between the coupling part 110 and the extension part 120 . is exposed as

That is, in the path through which air flows into the heat dissipation flow path 231, if the heat dissipation hole 114 is opened in the vertical direction only in the y-axis direction and the air inflow path is blocked in some areas, compared to this In the present embodiment, since the heat dissipation hole 114 is opened in both the x-axis and y-axis directions, air can be smoothly supplied to the first flow path as well, which can sufficiently improve the heat dissipation performance. Of course, since there is no interfering structure in the path through which air is introduced into the second flow path 231b, smooth air inflow can be induced.

Hereinafter, a process for manufacturing the hub 100 and the disk rotor 200 will be described.

7 is a reference diagram schematically illustrating a manufacturing process of the multi-vent brake disc of the present invention.

First, the hub 100 is first injection molded in a separate mold.

When the forming of the hub 100 is completed, the disk rotor 200 is formed with the hub 100 as the center, and the hub 100 and the disk rotor 200 are formed into an integral structure.

Prior to the forming process of the disk rotor 200 , a mold according to the shape of the disk rotor 200 is manufactured. The mold includes the rear disk 220, the first mold 10 for forming the ribs (see FIG. 4, 230) positioned on the rear disk 220, the front disk 210 and the lower portion of the front disk 210 and a second mold 20 for molding the ribs 230 located in the . Here, the molds 10 and 20 may be manufactured by sintering a powder such as sand.

First, the first mold 10 is placed on the lower portion, and the hub 100 is placed on the first mold 10 . In this case, it may be necessary to align the hub 100 on the first mold 10 . A plurality of fillers 30 are arranged between the first mold 10 and the hub 100 to correspond to the positions of the heat dissipation passages (see FIG. 4 , 231 ). In addition, the through hole 121 of the extension part 120 is disposed to communicate with the inside of the first mold 10 . That is, injection proceeds to the first mold 10 through the through hole 121 , and as the injection product hardens, the through hole 121 is eventually filled by the ribs 230 .

When the plurality of fillers 30 are aligned and arranged in correspondence to the position of the heat dissipation passage 231 on the upper portion of the extension 120 and the second mold 20 is prepared, the first mold 10 and the second mold 20 are formed. A multi-vent brake disc is manufactured through an insert injection method using a dissimilar material by injecting a molten injection material (eg, gray cast iron) into the material.

As a post-processing process, when the molds 10 and 20 around the multi-vent brake disc 1 are removed by beating, the front disc 210 and the rear disc 220 are left on both sides of the extension 120, and between them As the filler 30 is also removed at the same time, the heat dissipation flow path 231 is formed in the place of the filler 30 , so that the manufacture of the multi-vent brake disc 1 is completed. That is, the shape of the filler 30 becomes the shape of the heat dissipation passage 231 .

The multi-vent brake disc 1 has a brake pad on the outer surface of the disc rotor 200 because the hub 100 and the disc rotor 200 are integrally formed while the ribs 230 are disposed in the vertical direction of the through hole 121 . It can significantly reduce the occurrence of uneven abrasion or deformation while in contact with it, and the effect can be expected in terms of reducing other vibrations and noises.

According to the multi-vent brake disc 1 according to the embodiment of the present invention, since the hub 100 and the disc rotor 200 are manufactured by an insert injection method using different materials, the hub 100 and the disc rotor 200 are separated. By implementing it as an integral part, there is an effect that it can be manufactured to be lightweight compared to the structure combining the hub 100 and the disk rotor 200 while maintaining strong compressive strength and high damping ability.

In addition, there is an effect that can solve the problem of uneven friction between the disk rotor 200 and the brake pad corresponding to the portion where the hub 100 and the disk rotor 200 are coupled to each other by improving the integrated structure.

In addition, through the integrated structure of the hub 100 and the disk rotor 200, an effect of remarkably reducing noise or vibration can be expected.

Furthermore, by improving the shape of the rib 230, the air inflow path of the heat dissipation flow path 231 is enlarged, and the structure that interferes with air in the meat inflow path is improved, so that the amount of inflow air is increased and the heat dissipation flow path 231 inside There is an effect that can increase the heat dissipation performance by increasing the air discharge pressure.

The present invention may be modified and implemented in various forms, and the scope of the rights is not limited to the above-described embodiments. Therefore, if the modified embodiment includes the elements of the claims of the present invention, it should be regarded as belonging to the scope of the present invention.

1: Multi-vent brake disc
100 : Herb
110: coupling part
120: extension
200: disk rotor
210: front disk
220: rear disk
230: rib

Claims (6)

a hub comprising: a coupling part coupled to the axle; an extension extending radially from the coupling part in a radial direction; and a plurality of heat dissipation holes formed at equal intervals between the coupling part and the extended part; and
A front disk and a rear disk are provided to surround both surfaces of the extension, and a plurality of ribs spaced apart from each other are provided to connect the front disk and the rear disk to form a heat dissipation flow path between the ribs, and when the brake is operated, the brake disc rotor rubbing against the pad; including,
The disk rotor is molded by an insert injection method centered on the hub so that the extended portion divides the heat dissipation flow path to provide a plurality of heat dissipation flow paths,
The heat dissipation flow path includes a first flow path formed between the front disk and the extension, and a second flow path formed between the rear disk and the extension,
The heat dissipation hole is disposed to be exposed or overlapped at least partially on an imaginary extension line of the first flow passage, and is disposed to communicate with the first flow passage and the second flow passage. delete The method according to claim 1,
The rib is
An air inlet area having a constant size of one cross-section;
Including an air discharge area that is disposed outside the air inlet area and gradually increases the size of one cross section,
The multi-vent brake disc, characterized in that the internal pressure of the heat dissipation passage increases in the air discharge region. 4. The method of claim 3,
The multi-vent brake disc, characterized in that the first flow passage and the second flow passage have different cross-sectional areas in the direction from the inner end to the outer end of the extension. 5. The method according to claim 4,
As the heat dissipation flow,
The cross-sectional area increases in response to the air inlet area toward the outside,
A multi-vent brake disc, characterized in that the cross-sectional area is reduced corresponding to the air discharge area. delete

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