KR20180078440A - Break disc - Google Patents

Abstract

The present invention relates to a brake disk formed by separately forming a hat portion and a rotor portion, and at the same time, stably coupling a protrusion of the hat portion and a bonding rib. The brake disk comprises: a hat portion mounted in a rotating shaft of a wheel to form an external cover; and a rotor unit accommodating and coupling the hat portion in a through hole by forming the through hole in a central portion thereof, and providing a braking force by being in contact with a brake pad in case of braking.

Description

Break disc {Break disc}

[0001] The present invention relates to a brake disk, and more particularly, to a brake disk having a hat unit and a rotor unit formed separately and a rigid coupling by protruding parts of a hat part and a joint rib of a rotor part .

The brake disc frictionally engages with the brake pads to generate a braking force. The brake disc is divided into a solid type brake disc and a vent type brake disc, depending on the structure of the rotor portion (i.e., friction portion) as a main brake.

Solid type brake discs are generally referred to as brake discs in which a rotor portion is constituted by one plate and a separate vent passage is not implemented, and this brake disc is used for a rear brake which is relatively small in braking force.

The vent type brake disk has a structure in which a rotor portion is formed by a plurality of plates, and each plate is connected by a plurality of ribs, and is mainly used for a front brake in which a main motive is applied. The vent type brake disk is composed of a straight type which is largely linearly formed according to the structure of the rib, a spiral type which is formed into a curved shape, a plurality of irregular ribs Pillar type.

Such a brake disc is a device for braking a vehicle or the like by forcible friction with the brake pads. Therefore, it is necessary to have an appropriate rigidity to withstand a high torque load generated at the time of braking. Further, So that excellent heat dissipation is required to prevent the braking performance from being lowered. At this time, if the proper stiffness can not be maintained, breakage of the brake disk occurs, and if the heat can not be discharged effectively, the brake disk is heated by heat and the braking performance is lowered. The braking disk of the braking section must satisfy the required rigidity, and at the same time, adequate heat dissipation is required.

Korean Patent No. 10-1020548 (registered on Mar. 23, 2011) discloses a mounting unit and a brake disc to which the mounting unit is applied, the disc rotor having at least one lower hole formed at the center thereof; A rotor hat having an upper hole corresponding to the lower hole formed in the center hole; And a mounting unit for coupling the rotor rotor to the disk rotor, the mounting unit comprising: a bush having a main portion having a longitudinal through-hole formed in the top hole and a flange portion extending from the top of the main portion , The main portion being restricted in rotation in the upper hole and its lower end being spaced from the disc rotor); And a through-hole fastening member passing through the lower hole and the through hole, one end of which is fixed to the disk rotor, and the other end is fixed to the rotor hats. According to the disclosed technology, since the bush does not come into direct surface contact with the ceramic disk rotor and the stress from the metallic rotor hats is applied to the bush only, it is not transferred to the stripper bolt. Thermal and mechanical stability can be maintained and the assembling procedure for matching the upper hole and the lower hole with each other to allow the upper hole to pass through the lower hole with the stripper bolt and then connecting the bush and nut to the stripper bolt in sequence , The burden of aligning the holes between the holes in the process of assembling the disc brake is reduced and the assembling convenience is improved.

Korean Patent Laid-Open No. 10-2010-0035258 (Apr. 05, 2010) discloses a brake disk of a DIH structure in which a drum for a parking brake and a disk rotor for a disk brake are integrally formed. According to the disclosed technology, there is provided a disc rotor which is formed in a disc shape having a circular hole at the center and has a structure in which the edge portion comes into contact with the brake pad in the caliper during braking, And the drum rotor is integrally formed with the disk rotor so that the friction member is in close contact with the inner circumferential surface of the disk rotor when the user operates the hand lever. The efficiency of the parking brake can be increased and the load on the brake disk itself can be reduced and the drum for parking brake can be integrally formed in the disk rotor to increase the heat capacity of the disk rotor itself Therefore, during normal braking, The performance of the rake can be improved.

The conventional brake disc as described above has a solid extension and an I-beam extension as types of bonding shapes. In the case of a solid extension, a manufacturing process is simple, but product reliability is relatively low. In the case of the eye-beam extension, the vibration damping ability is secured to improve the reliability of the product. However, the manufacturing process is complicated and the cost is increased.

The conventional brake disc as described above has an even number of its heat island. In this case, there is a correlation with a frequency response function (FRF) characteristic, and an excessive amount of thermal deformation occurs between the bridge and the bridge It has disadvantages. In other words, when an even number of bridges are constituted, an even number of heat is generated, which causes an excessive amount of thermal deformation between the bridge and the bridge.

The conventional brake disc as described above is made up of a single body composed of a single body part and a rotor part, and the load of heat and torque is relatively applied to the main braking shaft, There is a disadvantage that exists.

The mode shape of the conventional brake disk as described above is a judder phenomenon that occurs during braking and has a correlation with the generation of heat island, and has an Out of the plane (Direction for axial bending mode, the phenomenon similar to resonance occurs when the mode shape and the shape of the heat island distribution are the same. As a result, the heat island is generated in an easier environment, Which causes excessive deformation.

Korean Patent No. 10-1020548 Korean Patent Publication No. 10-2010-0035258

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned problems, and to provide a brake disk which is formed by separately forming a head part and a rotor part, and firmly engaging with a projection rib of a hat part and a joining rib of the rotor part.

According to one aspect of the present invention, there is provided a means for solving the above-mentioned problems, comprising: a head for mounting on an axis of rotation of a wheel to form an outer cover; And a rotor portion for receiving the hammock into the through hole by forming a through hole at the center and providing a braking force in contact with the brake pad during braking.

In one embodiment, the hat portion is formed using spheroidal graphite cast iron.

In one embodiment, the rotor portion is formed using gray iron (or graphite cast iron).

In one embodiment, the hat portion comprises: a body mounted to the rotational axis of the wheel; And a plurality of protrusions protruding from the outer surface of the body along the circumferential direction.

In one embodiment, the hammock is further provided with a release preventing groove formed on an upper surface or a lower surface of the protrusion to prevent the hammock from coming off when engaged with the rotor.

In one embodiment, the release preventing groove is formed in a tangential direction at the center of the circle.

In one embodiment, the hat portion is characterized by having a through hole in the bottom surface due to the projecting fastening structure.

In one embodiment, the rotor portion includes an outboard plate; An inboard plate; And a plurality of bonding ribs protruding from the periphery of the through hole between the outboard plate and the inboard plate toward the protrusions, the plurality of bonding ribs being connected to surround the protrusions.

In one embodiment, the joining rib is characterized in that a part thereof receives the projection.

In one embodiment, the joining rib is combined with the protrusions to form a bridge of a connection structure between the hat part and the rotor part.

In one embodiment, the joining rib is formed of a plurality of ribs configured in a split type of a pillar shape.

In one embodiment, the joining ribs connect the outboard plate and the inboard plate to each other to form a space for air flow between the outboard plate and the inboard plate.

In one embodiment, the joining rib is discontinuously disposed between the outboard plate and the inboard plate.

In one embodiment, the rotor portion is formed of a vent type in which a discharge hole for heat dissipation is formed between the protrusions and the joint portions of the joint ribs.

In one embodiment, the rotor unit further includes a heat-radiating pad formed between the outboard plate and the inboard plate for discharging heat during braking.

In one embodiment, the heat radiating pad has a thickness in the range of 0.05 to 0.1 with respect to the thickness of the outboard plate or the inboard plate.

In one embodiment, the heat radiating pad is formed in a fan shape.

In one embodiment, the heat dissipation pad is installed at the position of the heat island generated during braking.

In one embodiment, the heat-radiating pad is formed to have a thickness in a range of 0.05 to 0.10 of the thickness of the friction surface.

In one embodiment, the bridges are formed at equal distances from each other along the outer surface of the main body and the peripheries of the through holes.

In one embodiment, the bridges are formed in odd numbers.

In one embodiment, the bridge is characterized by being formed of one of seven, nine, or eleven.

In one embodiment, the bridge is characterized in that it forms a discharge hole between each other.

In one embodiment, the protrusion has a value obtained by dividing the width of the friction surface in the length by 0.35, and the tolerance is set to 0.05 based on the value.

In one embodiment, the protrusion has a value obtained by dividing the thickness of the friction surface by a thickness of '0.52', and the tolerance is set to -0.02 to +0.03 based on the value.

In one embodiment, a value obtained by dividing the height of the friction surface at a height of the heat radiation pad is set to 0.05 to 0.10.

In one embodiment, the protrusion is equally distributed along the outer diameter of the body, and is characterized by a relief shape.

In one embodiment, the projections are formed at the same distance from each other.

In one embodiment, the protrusion has a length in a range of 0.3 to 0.4 with respect to the entire length of the width of the rotor portion.

In one embodiment, the protrusions are formed to have a thickness in the range of 0.5 to 0.55 with respect to the total thickness of the rotor portion.

According to an embodiment of the present invention, the protrusions are formed in a predetermined number of 7, 9 or 11, depending on the width of the hood and the rotor.

In one embodiment, the protrusion is formed in a shape that protrudes from the outer surface of the main body, has a slope of 0.5 to 1 degree with respect to the axial direction, and is reduced in thickness.

In one embodiment, the protrusions are formed such that the length of the protrusion protruding from the outer side surface to the tip end of the main body is 0.3 to 0.4, which is obtained by dividing the length from the end of the joint rib to the maximum outer circumference of the friction surface of the rotor portion .

In one embodiment, the length from the end of the joint rib to the maximum outer circumference of the friction surface of the rotor portion is a length obtained by subtracting the inner diameter from the outer diameter of the rotor portion.

In one embodiment, the protrusions are formed such that the ratio of the total thickness of the rotor portion to the thickness is 0.50 to 0.55.

In one embodiment, the release preventing groove is formed at one or more of the upper and lower portions of the projection so as to prevent the detachment and deformation of the rotor portion.

According to the effects of the present invention, it is possible to provide a brake disk which is formed by separately forming the head portion and the rotor portion and being firmly coupled by the protruding portion of the hat portion and the joint rib of the rotor portion, The manufacturing process is simple, the cost is low, the reliability of the product can be improved, and the amount of thermal deformation occurring between the bridge and the bridge can be reduced.

1 is a view for explaining a brake disk according to an embodiment of the present invention.
Fig. 2 is a cross-sectional view of the hat part and the rotor part in Fig. 1. Fig.
3 is a cross-sectional view taken along the direction AA shown in Fig.
FIG. 4 is a diagram illustrating the Out of the plane (Direction for axial) bending mode among FRA (Frequency Response Analysis) results for a brake disc according to an embodiment of the present invention.
Fig. 5 is a view for explaining a hat portion in Fig. 1. Fig.
Fig. 6 is a view for explaining the projection shown in Fig. 5;
7 is a view for explaining the rotor portion shown in Fig.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. However, the description of the present invention is merely an example for structural or functional explanation, and the scope of the present invention should not be construed as being limited by the embodiments described in the text. That is, the embodiments are to be construed as being variously embodied and having various forms, so that the scope of the present invention should be understood to include equivalents capable of realizing technical ideas. Also, the purpose or effect of the present invention should not be construed as limiting the scope of the present invention, since it does not mean that a specific embodiment should include all or only such effect.

The meaning of the terms described in the present invention should be understood as follows.

The terms "first "," second ", and the like are intended to distinguish one element from another, and the scope of the right should not be limited by these terms. For example, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component. It is to be understood that when an element is referred to as being "connected" to another element, it may be directly connected to the other element, but there may be other elements in between. On the other hand, when an element is referred to as being "directly connected" to another element, it should be understood that there are no other elements in between. On the other hand, other expressions that describe the relationship between components, such as "between" and "between" or "neighboring to" and "directly adjacent to" should be interpreted as well.

It should be understood that the singular " include "or" have "are to be construed as including a stated feature, number, step, operation, component, It is to be understood that the combination is intended to specify that it does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Commonly used predefined terms should be interpreted to be consistent with the meanings in the context of the related art and can not be interpreted as having ideal or overly formal meaning unless explicitly defined in the present invention.

Now, a brake disk according to an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a view for explaining a brake disk according to an embodiment of the present invention, FIG. 2 is a sectional view of a hat part and a rotor part in FIG. 1, and FIG. 3 is a cross section in the AA direction shown in FIG. FIG. 4 is a diagram illustrating the Out of the plane (Direction for axial) bending mode among FRA (Frequency Response Analysis) results for a brake disc according to an embodiment of the present invention.

Referring to FIGS. 1 to 4, the brake disk 1000 includes a separately formed Hat Unit 100 and a rotor unit 200. Here, in order to satisfy the rigidity required for the brake disc, a brake disk made of a plurality of components is used, and in order to ensure the heat generating property, a ventilated brake disk of a pillar type It should be understood that the present invention is not limited to these embodiments.

The head part 100 is fastened (or mounted) to a driver module (i.e., a wheel rotation axis) so as to be connected to the vehicle body, and is coupled with the rotor part 200 to form an outer cover.

In one embodiment, the hosepiece 100 may include a body 110 and a plurality of protrusions 120. The body 110 may be circular and mounted on the rotational axis of the wheel. The protrusions 120 are protruded from the outer surface 111 of the main body 110 along the circumferential direction.

In one embodiment, the head part 100 is made by using a high-strength spheroidal graphite cast iron to reduce its thickness (for example, from the existing 8T to 5T), thereby overcoming the spatial restriction through thinning , Which allows the weight of the part to be lightened (eg, 10% to 12% lighter).

In one embodiment, the hatch 100 is formed on the upper surface or the lower surface of the protrusion 120 with a protruding fastening structure to prevent the hatch 100 and the rotor portion 200 from being separated from each other A groove 130 may be further provided. The deviation preventing grooves 130 are formed in the tangential direction at the center of the circle so that the deformation due to the contraction and expansion of the rotor portion 200 due to the heat generated during braking can be further suppressed And it is also possible to suppress the deviation phenomenon of the head part 100 and the rotor part 200, which may occur at the time of the disk breakage.

In one embodiment, the hull 100 may have a through-hole in the bottom surface due to the protruding fastening structure.

The rotor unit 200 has a through hole 201 formed at the center thereof to receive and engage the head 100 into the through hole 201 and to provide a braking force in contact with the brake pad during braking.

In one embodiment, the rotor portion 200 may include two plates (i.e., an outboard plate 210 and an inboard plate 220), and a plurality of joint ribs 230. Here, a part of the joining ribs 230 may have a structure for receiving and coupling the projected protrusions 120 of the hatch 100.

The joining rib 230 protrudes from the periphery of the through hole 201 between the outboard plate 210 and the inboard plate 220 toward the protrusion 120 of the hatch 100, (Not shown). At this time, the joining ribs 230 can improve the cooling characteristics by utilizing the ribs of the pillar type, and can also be used in combination with the protrusions 120 of the hosepiece 100 to connect the hosepiece 100 and the rotor part 200 (I.e., a fastening structure), so that a rigid coupling between the hat part 100 and the rotor part 200 can be achieved through the corresponding bridge.

In one embodiment, the bonding ribs 230 may be formed of a plurality of ribs configured in a split type, not a continuous type, in a pillar shape.

In one embodiment, the bonding ribs 230 connect the outboard plate 210 and the inboard plate 220 to the respective ribs and form a flow space of air between the ribs. At this time, the joint rib 230 can arrange discontinuous ribs between the outboard plate 210 and the inboard plate 220, thereby facilitating control of the flow rate of air for each section.

In one embodiment, the rotor portion 200 may be formed of a gray cast iron (or graphite cast iron) having excellent heat resistance and wear resistance and having a thermal expansion coefficient similar to that of the spheroidal graphite cast iron.

In one embodiment, the rotor portion 200 is a vent type in which a vent hole (i.e., a discharge hole 211) for generating heat is formed between the protrusions 120 and the joining portions of the joint ribs 230 .

In one embodiment, the rotor unit 200 is formed between the outboard plate 210 and the inboard plate 220 and includes a heat correction pad (i.e., a heat dissipation pad 240) for discharging heat during braking And can be formed into a bent type having improved thermal characteristics.

The heat dissipation pad 240 can improve the cooling performance by effectively controlling the width of the vent area and facilitating the discharge of the heated air, together with effective discharge of heat acting upon braking or friction.

In one embodiment, the heat-radiating pad 240 may form a thickness in the range of 0.05 to 0.1 with respect to the thickness of the outboard plate 210 or the inboard plate 220.

In one embodiment, the heat dissipation pad 240 may be formed in a fan shape as shown in FIG. 3, improving the flow rate of the air in the vent to improve the heat dissipation property, So that the durability against thermal shock can be improved.

In one embodiment, the heat radiating pad 240 may be formed to have a thickness in the range of 0.05 to 0.10 of the frictional surface thickness. At this time, when the thickness ratio of the heat radiating pad 240 is less than 0.05, the change of the thickness of the disk friction surface is insignificant and the change of the flow speed of the air can not be caused. When the thickness ratio of the heat radiating pad 240 is more than 0.10, And it is not preferable because it causes the decrease of flow flow.

Table 1 shows the results obtained by setting the thickness ratios of Comparative Examples 1 and 2 having thickness ratios of '0.00' and '0.15', and setting '0.06' as an example.

As shown in Table 1, from the comparison of Comparative Example 1 and Example, the lowest speed of the outer diameter portion is reduced by 4% as compared with the embodiment, and the maximum speed is evaluated as a similar level. However, as the variation range is smaller, But the variation range is increased by 3%, so that it can be confirmed that the cooling performance relative to the embodiment is lowered. Compared with the comparative example 2 and the example, the outer diameter part is decreased by 40% at the lowest speed and the deviation part is increased by 18%, which is the worst in the three examples. This result means that the temperature of the heated brake disk 1000 is influenced by lowering the temperature of the entire brake disk 1000 by flowing a larger amount of air. Therefore, it is proper to control the thickness ratio of the heat dissipation pad 240 to 0.05 to 0.10 of the friction surface.

The brake disk 1000 having the above-described structure realizes a unique fastening system between the original head part 100 and the rotor part 200. At this time, as the original fastening method, The deformation and the deviation of the brake disc 1000 can be minimized.

The brake disk 1000 having the above-described structure is formed by separately forming the head part 100 and the rotor part 200 of different materials, and at the same time, the joint part of the protrusion 120 of the head part 100 and the rotor part 200 By the rigid coupling by the ribs 230, the head part 100 and the rotor part 200 can be stably engaged, so that they can have stable strength and withstand the load of torque, The reliability of the product can be improved, and the amount of thermal deformation occurring between the bridge and the bridge can be reduced. The brake disk 1000 having the above-described structure can overcome the limitations of space and weight according to the characteristics of the hull 100 and the rotor 200 separately formed and combined, Can be achieved.

The brake disk 1000 having the above-described structure is manufactured by using the hammock 100 as a high-strength spheroidal graphite cast iron and making it thinner than conventional products. By using the gray cast iron as the rotor portion 200, .

The brake disk 1000 having the above-described structure is formed by disposing discontinuous vent holes (i.e., discharge holes 211) and implementing the heat dissipation pad 240 additionally, The flow can be effectively controlled to improve heat dissipation, and the increase of the disk temperature can be suppressed to improve the friction performance and suppress the thermal deformation.

A plurality of bridges may be formed in the brake disk 1000 having the above-described structure by forming a connection portion between the protrusion 120 and the joint rib 230 as a 'bridge'. In this case, The number of bridges may be seven, nine, or eleven, and the number of bridges may be seven, nine, or eleven, (211) can be formed. At this time, the number of bridges can be selectively applied according to the interval between the head part 100 and the rotor part 200. [

The brake disk 1000 having the above-described structure is constructed by arranging an odd number of bridges (for example, nine) so as to generate an odd number of heat islands so as not to overlap with the heat island phenomenon, Can be reduced. In this case, when the number of bridges is 5 or less, the structural strength characteristic is weak. When the number of bridges is 13 or more, the effect of lighter weight is insufficient, so that the number of bridges can be set to at least 7 and at most 11.

When an odd number of bridges are defined by defining the protrusions 120 and the connecting ribs 230 in an odd number, the brake disk 1000 having the above-described structure is generated between the bridges on the basis of the number of bridges , And it has an odd number of heat islands. As shown in FIG. 4, since it is not overlapped with an even number of bending modes, which is the basic deformation mode of the direction for axial bending mode, the occurrence of the judder phenomenon can be mitigated. Therefore, it is appropriate to define the number of bridges to be an odd number such as 7, 9, 11.

The length of the protrusion 120 can be verified through a dynamo evaluation (e.g., simplifying the model to perform structural analysis), and the product length ratio can be defined based on the length of the verified protrusion 120 . Here, in order to minimize the maximum working stress versus deformation amount (i.e., the maximum deformation amount of the rotor portion 200 in comparison with the maximum working stress of the rotor portion 200), the 'projection length / frictional surface width' , And the tolerance can be set to ㅁ 0.05 based on this. For example, the maximum deformation amount of the rotor portion 200 may be 11.315 mm, and the maximum working stress of the rotor portion 200 may be 207 MPa.

The thickness of the protrusion 120 can be verified through the dynamo evaluation and the product thickness ratio can be defined based on the thickness of the verified protrusion 120. [ Here, in order to minimize the stress of the rotor part 200 by the stress dispersion effect while satisfying the material strengths of the head part 100 and the rotor part 200, the 'projection thickness / frictional surface thickness' is set to '0.52' You can set the tolerance to -0.02 to +0.03 based on this. For example, the thickness of the protrusion 120 may be 15 mm, the thickness of the friction surface may be 6.5 mm, the maximum working stress of the head 100 may be 367 MPa, and the maximum working stress of the rotor 200 may be 110 MPa.

The computational fluid dynamics (CFD) analysis is performed to verify the effect of the heat correction pad (or the heat dissipation pad 240) at the velocity of the outermost portion of the rotor unit 200, 240). Here, when the thickness ratio is less than 0.05, the speed deviation between the maximum speed and the minimum speed increases, and when the thickness ratio exceeds 0.10, the speed deviation may increase. Since the speed deviation of the outer diameter portion affects the nonuniform cooling of the brake disk 1000, the smaller the speed deviation is, the more efficient the heat radiation function can be performed. In order to minimize the speed deviation based on this, 'heat correction pad height / friction surface height' can be set to '0.05 ~ 0.10'. For example, when the 'heat correction pad height / friction surface height' is 0.06, the maximum speed of the outermost part of the rotor part 200 is 1.77 m / s and the minimum speed of the outermost part of the rotor part 200 is 0.55 m / s, and the speed deviation may be 1.22 m / s.

The brake disk 1000 having the above-described structure is provided with the separation preventing grooves 130 in the fastening structure of the head part 100 and the rotor part 200 to minimize the deformation of the disk that may occur during braking, By disposing discontinuous vents and implementing additional heat dissipation pads 240, it is possible to effectively control the flow of air generated at the time of braking to improve heat dissipation performance, to improve the friction performance by suppressing the temperature rise of the disc Thermal deformation can be suppressed.

Fig. 5 is a view for explaining a hat part in Fig. 1, and Fig. 6 is a view for explaining a projection in Fig.

5 and 6, the head 100 includes a main body 110, a protrusion 120, and a release preventing groove 130. The main body 110 is formed of a spheroidal graphite cast iron of high strength, The weight can be reduced through weight reduction and the braking function can be implemented.

The main body 110 forms an outer side surface 111 corresponding to a circumferential surface as a circular shape. At this time, a plurality of protrusions 120 protrude from the outer surface 111 along the circumferential direction.

The protrusions 120 may be formed with equal distances from each other so that the protrusions 120 may be formed at equal distances from each other have.

In one embodiment, the projection 120 engages the rotor portion 200 (i.e., the joining rib 230), wherein the length that is joined to the rotor portion 200 is the entire length of the width of the rotor portion 200 Can be formed in the range of 0.3 to 0.4.

In one embodiment, the protrusions 120 may form a thickness in the range of 0.5 to 0.55 with respect to the total thickness of the rotor portion 200.

In one embodiment, the protrusions 120 may be formed by selecting one of seven, nine, or eleven, depending on the width of the hat part 100 and the rotor part 200, and forming the selected number of protrusions.

In one embodiment, the protrusion 120 may protrude from the outer surface 111 of the main body 110 and have a thickness decreasing with a slope of 0.5 to 1 degree with respect to the axial direction.

The protrusion 120 is formed such that the length a protruding from the outer side surface 111 to the end side of the main body 110 is smaller than the length a from the end of the connecting rib 230 contacting the outer side surface 111 200) divided by the length (b) to the maximum outer circumference of the friction surface is 0.3 to 0.4. The length b from the end of the joint rib 230 to the maximum outer circumference of the friction surface of the rotor section 200 may mean a length obtained by subtracting the inner diameter from the outer diameter of the rotor section 200.

In one embodiment, the protrusions 120 can be formed such that, when the ratio to the projection length (a) is less than 0.3, the contact area is reduced when high torque is applied so that effective force dispersion can not be achieved, 0.4, the bonding length is increased more than necessary, and as a result, it penetrates into the vent section, making it difficult to form an effective bonding structure, which causes unstable vibration during braking and hinders the structural stability, Therefore, it is appropriate that the total length (a) of the joint section has a length ratio of 0.3 to 0.4 of the width (b) of the friction surface.

Table 2 shows the result of the analysis of the comparative example, assuming that the length ratio is set to 0.25 and 0.45, and 0.35 is set as an example, and a load in the vertical direction acts on the comparative example.

As shown in Table 1, it can be seen that the maximum deformation amount and the range of the stress value in the rotor unit 100 are 32 m and the maximum stress is 18 MPa, respectively, as compared with the embodiment in Comparative Example 1. In comparison with the results of the embodiment, the maximum stress is equal but the maximum deformation amount is increased by 10 mu m in comparison with the results of the embodiment, so that the deformation of the rotor portion 200 It can be confirmed that it is vulnerable.

In one embodiment, the protrusions 120 may be formed such that the ratio of the total thickness d of the rotor portion 200 to the thickness c is 0.50 to 0.55. At this time, in order to withstand the high torque generated during braking, the minimum thickness (e) of the outboard plate 210 made of gray cast iron is required to be 6 mm, and the ratio can be adjusted to 0.50 to 0.55.

Table 3 shows the results obtained by setting the thickness ratio as a comparative example of '0.45' and '0.60', and setting '0.52' as an example.

As shown in Table 2, it can be seen that the range of the maximum stress value in the hat part 100 and the rotor part 200 is increased by 41% and 45%, respectively, as compared with the embodiment in the comparative example 1. [ In addition, in the range of the maximum stress value in the comparative example 2 and in comparison with the result of the embodiment, the maximum stress value in the hatch 100 is reduced by 19%, but the maximum stress value in the rotor part 200 is increased by 42% So that the structural strength of the rotor portion 200 becomes weak. Therefore, it is appropriate that the ratio of the vertical thickness c of the protrusion 120 to the total thickness d of the rotor portion 200 is in the range of 0.50 to 0.55.

The release preventing groove 130 is formed at one or more of the upper and lower portions of the protrusion 120 to prevent the detachment and deformation of the rotor portion 200 (i.e., the joining rib 230). In other words, the release preventing groove 130 can suppress or minimize the deformation of the brake disk 1000, which can occur not only at the time of high torque operation but also at the time of braking, as well as enhancing the fastening force.

7 is a view for explaining the rotor portion shown in Fig.

Referring to FIG. 7, the rotor unit 200 includes an outboard plate 210, an inboard plate 220, and a joint rib 230 to generate mechanical friction to provide braking force.

The joining rib 230 is a part directly coupled to the protrusion 120 for coupling with the hatch 100 and includes a through hole 201 formed in the center of the outboard plate 210 and the inboard plate 220 (See FIG. 3) along the circumference at the circumferential surface.

In one embodiment, the bonding ribs 230 may be coupled to the protrusions 120 in the form of wrapping the protrusions 120.

The joining rib 230 may not be in contact with the outer surface 111 (see FIG. 1) of the hatch 100 and may form the inner space 231 to simply enclose the protrusion 120 .

The joining rib 230 may form an inner space 231 and fill the inner space 231 with the protrusion 120 to be coupled with the protrusion 120. [

In one embodiment, the joining rib 230 is based on a filler system that is a plurality of rib structures that are not specified in shape, thereby maximizing the cooling effect and further improving the flow characteristic improving efficiency .

As described above, the embodiment of the present invention is not limited to the above-described apparatus and / or method, but may be implemented by a program for realizing a function corresponding to the configuration of the embodiment of the present invention and a recording medium on which the program is recorded And the present invention can be easily implemented by those skilled in the art from the description of the embodiments described above. While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

1000: Brake Disc
100:
110:
111: Outer side
120: projection
130:
200:
201: Through hole
210: Outboard plate
211: emission hole
220: Inboard plate
230:
231: interior space
240: heat-radiating pad

Claims (10)

A spindle mounted on a rotating shaft of the wheel to form an outer cover; And
And a rotor portion for receiving the hammock into the through hole by forming a through hole at the center and providing a braking force in contact with the brake pad during braking.
The hood according to claim 1,
Wherein the cast iron is formed using spheroidal graphite cast iron.
The rotor according to claim 1,
Wherein the cast iron is formed using cast iron or cast iron cast iron.
The hood according to claim 1,
A body mounted on a rotating shaft of the wheel; And
And a plurality of protrusions protruding from the outer surface of the body along the circumferential direction.
The hood according to claim 4,
Further comprising a release preventing groove formed on an upper surface or a lower surface of the protrusion for preventing the release of the rotor when the rotor is engaged with the rotor.
6. The mobile terminal according to claim 5,
Wherein the brake disc is formed in a tangential direction at the center of the circle.
The rotor according to claim 4,
Outboard plate;
An inboard plate; And
And a plurality of joining ribs protruding from the periphery of the through hole between the outboard plate and the inboard plate toward the protrusions and connected to surround the protrusions.
8. The rotor according to claim 7,
And a vent type in which ejection holes for heat release are formed between the protrusions and the joining portions of the joining ribs.
8. The rotor according to claim 7,
Further comprising a heat dissipating pad formed between the outboard plate and the inboard plate for discharging heat during braking.
The heat sink according to claim 9,
Wherein a thickness of the outboard plate or the inboard plate is in a range of 0.05 to 0.1 with respect to the thickness of the outboard plate or the inboard plate.

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