WO2024252411A1 - Ensemble frein et son disque de frein - Google Patents

Ensemble frein et son disque de frein Download PDF

Info

Publication number
WO2024252411A1
WO2024252411A1 PCT/IN2024/050530 IN2024050530W WO2024252411A1 WO 2024252411 A1 WO2024252411 A1 WO 2024252411A1 IN 2024050530 W IN2024050530 W IN 2024050530W WO 2024252411 A1 WO2024252411 A1 WO 2024252411A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
layer
brake rotor
rotor
assembly
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IN2024/050530
Other languages
English (en)
Inventor
S Dhevaraj
Winney K Mathews
P Dinesh BABU
A Prathap
M S Anandkumar
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TVS Motor Co Ltd
Original Assignee
TVS Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by TVS Motor Co Ltd filed Critical TVS Motor Co Ltd
Priority to EP24818929.2A priority Critical patent/EP4724715A1/fr
Publication of WO2024252411A1 publication Critical patent/WO2024252411A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/127—Discs; Drums for disc brakes characterised by properties of the disc surface; Discs lined with friction material
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/123—Discs; Drums for disc brakes comprising an annular disc secured to a hub member; Discs characterised by means for mounting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/125—Discs; Drums for disc brakes characterised by the material used for the disc body

Definitions

  • the present subject matter relates generally to a brake assembly and a brake rotor. More particularly but not exclusively, the present subject matter relates to a brake assembly and a brake rotor of a vehicle.
  • One way of reducing the weight and still be able to use the cast iron is to reduce the thickness of the brake rotor, but this reduces the durability as well as life of the brake rotor, thus forcing a user of the vehicle to frequently change the brake rotor.
  • the existing materials used in the brake rotor exhibits delay in braking response due to lower coefficient of friction between the brake rotor and a brake pad.
  • Figure 1 illustrates a side perspective view of a brake assembly in one embodiment of the invention.
  • Figure 2 illustrates a side view of a brake rotor in one embodiment of the invention.
  • Figure 3 illustrates a sectional view of a brake rotor in one embodiment of the invention.
  • the present subject matter relates generally to a brake assembly and a brake rotor.
  • the brake rotor is provided with a double layer coating.
  • the first layer is disposed on the plurality of brake engagement surfaces of the brake rotor.
  • the second layer is disposed on the first layer.
  • the second layer is more porous than the first layer.
  • the present invention provides a brake rotor and a brake assembly comprising said rotor among other novel and inventive features.
  • the brake rotor is configured to rotate in conjunction with a rotation of a rotating member around an axis (X-X’).
  • the rotating member includes but not limited to a wheel of a vehicle.
  • the brake rotor comprises at least one axial side, a plurality of brake engagement surfaces, a first layer, and a second layer.
  • the first and second layers can be of same or different materials.
  • the plurality of brake engagement surfaces are provided on a portion of the at least one axial side of the brake rotor.
  • the plurality of brake engagement surfaces are configured for frictional engagement with at least one pair of brake pads upon an actuation of the brakeassembly.
  • the first layer is disposed on the plurality of brake engagement surfaces.
  • the second layer is disposed on the first layer.
  • the second layer is more porous than the first layer.
  • the first layer and the second layer are configured to decrease the wear and increase the life of the brake rotor.
  • the multi-layered coating is done only at the plurality of brake engagement surfaces and not at entire axial side of the brake rotor in order to prevent any unnecessary increase in the weight of the brake rotor.
  • the second layer which is in contact with the brake pad has higher porosity. Therefore, the porous second layer facilitates in cooling of the brake rotor by quick dissipation of heat in function and preventing any deformational damage from frictional heat during operation of the brake assembly. High porosity of the second layer also contributes to enhancement of the frictional property of the plurality of brake engagement surfaces thereby improving the brake response and reduction in noise during brake engagement.
  • the first layer has low porosity in comparison to second layer. Due to this, the first layer has high thermal conductivity. The first layer improves the hardness, durability, and offers better wear resistance. This layer acts as a thermal barrier and not as a conductor. Thus, first layer contributes to preventing the transfer of heat from second layer to the substrate layer and protecting the substrate layer from any deformational damage from frictional heat or mechanical wear and tear.
  • the plurality of brake engagement surfaces are provided on a periphery of the at least one axial side of the brake rotor.
  • the multi-layered coating is done only on the peripheral surfaces, at the entire circumference and not at entire axial side of brake rotor in order to prevent any unnecessary increase in weight of the rotor.
  • the brake rotor is in a shape of a disc.
  • the brake rotor is made of a substrate material.
  • the substrate material is selected from a group consisting of metals including aluminum, magnesium, non-metallic substances, metal alloys including non-metallic substances, metal alloys excluding non-metallic substances, or a combination thereof.
  • the brake rotor is made of a substrate material.
  • the first layer and the second layer are made of chemical compounds which are made using the very substrate material of the brake rotor.
  • the substrate includes a metal.
  • the first layer and the second layer are made using an oxide of the metal of the substrate of the rotor.
  • the oxide composition of the first layer and the second layer prevents the substrate metal from corrosion and and higher wear resistance is achieved. The oxide composition ensures that coating is uniform and prevents coating peel-off after few cycles of operation.
  • the brake rotor is made of aluminium.
  • the first layer is an oxide of aluminium and the second layer is also an oxide of aluminium.
  • Aluminium exhibits good thermal conductivity and is light in weight. Use of aluminium does not add substantial weight to the vehicle and also does not affect the center of gravity, balancing, and handling of the vehicle. This also helps in reduction of fuel consumption and enhancing mileage.
  • stainless steel used to manufacture the brake rotor has density of 7.8g/cc. But with the proposed invention, the density of oxidized brake rotor is 2.7 g/cc. So, around 60% of weight saving has been achieved through this design.
  • the brake rotor is made of wrought aluminium.
  • a thickness of the first layer is in the range of 15 Micron-30 Micron.
  • the first layer is a non- porous layer.
  • a thickness of the second layer is in the range of 30 microns-50 microns.
  • the second layer is subjected to a higher mechanical wear and tear in comparison to first layer because it is in direct contact with the at least one pair of brake pads. Therefore, the thickness of the second layer is greater than first layer in order to compensate the higher mechanical wear experienced by second layer. Thus, frequent replacement of brake rotor is not required as durability of brake rotor is significantly improved due to greater thickness of the second layer.
  • the second layer is a porous layer and a porosity of second layer is in the range of 40-70%.
  • a brake assembly which comprises at least one brake rotor, at least one pair of brake pads, a plurality of brake engagement surfaces, a first layer and a second layer.
  • the at least one brake rotor is configured to rotate in conjunction with a rotation of the rotating member around an axis (X-X’) of rotation.
  • the rotating member includes but not limited to a wheel of a vehicle.
  • the at least one pair of brake pads are disposed on at least one axial side of the at least one brake rotor around at least a portion of a periphery of the at least one axial side of the of the brake rotor.
  • the plurality of brake engagement surfaces are provided on a portion of the at least one axial side of the at least one brake rotor.
  • the plurality of brake engagement surfaces are configured for frictional engagement with at least one pair of brake pads upon an actuation of the brake-assembly.
  • the first layer is disposed on the plurality of brake engagement surfaces.
  • the second layer is disposed on the first layer. A porosity of the second layer is more than a porosity of the first layer.
  • the plurality of brake engagement surfaces of the brake assembly are provided on a periphery of the at least one axial side of the brake rotor.
  • the brake rotor of the brake assembly is made of a substrate material.
  • the substrate material is selected from a group consisting of metals including aluminum, magnesium, non-metallic substances, metal alloys including non-metallic substances, metal alloys excluding non-metallic substances, or a combination thereof.
  • the brake rotor is made of a substrate material.
  • the first layer and the second layer are made of a chemical compound made using the substrate material.
  • the brake rotor is made of aluminium.
  • the first layer and the second layer are made of aluminium oxide.
  • a thickness of the first layer is in the range of 15 Microns-30 Microns.
  • the first layer is a non- porous layer.
  • a thickness of the second layer is in the range of 30 Microns-50 Microns.
  • a porosity of the second layer is in the range of 40-70%.
  • the invention includes a vehicle which comprises at least one rotating member and a brake assembly.
  • the at least one rotatable member is configured to rotatably support a movement of the vehicle.
  • the rotating member includes but not limited to a wheel of a vehicle.
  • the rotating member can also include drive chain, gears or other rotating parts of a machine or apparatus that is optionally or necessarily required to be decelerated or stopped. For example, in case of wind turbines, generators, hydro-generators, etc. emergency brakes are required to be applied.
  • a skilled person can apply the teachings of the present invention to various fields apart from automobiles and the present inventio is not limited to the embodiments shown herein.
  • the brake assembly is configured to decelerate a rotation of the at least one such rotating member.
  • the brake assembly comprises at least one brake rotor, at least one pair of brake pads, a plurality of brake engagement surfaces, a first layer and a second layer.
  • the at least one brake rotor is configured to rotate in conjunction with a rotation of the rotating member around an axis (X-X’) of rotation.
  • the at least one pair of brake pads are disposed on the at least one axial side of the at least one brake rotor around at least a portion of a periphery of the at least one axial side of the of the brake rotor.
  • the plurality of brake engagement surfaces are provided on a portion of the at least one axial side of the at least one brake rotor.
  • the plurality of brake engagement surfaces are configured for frictional engagement with at least one pair of brake pads upon an actuation of the brake-assembly.
  • the first layer is disposed on the plurality of brake engagement surfaces.
  • the second layer is disposed on the first layer.
  • a porosity of the second layer is more than a porosity of the first layer.
  • FIG. 1 illustrates a side perspective view of a brake assembly (200) for a rotating member (not shown).
  • the brake assembly (200) is configured to decelerate a rotation of the rotating member (not shown).
  • the brake assembly (200) comprises at least one brake rotor (201) and at least one pair of brake pads (202a, 202b).
  • the at least one brake rotor (201) is configured to rotate in conjunction with a rotation of the rotating member around an axis (not shown) of rotation.
  • the at least one pair of brake pads (202a, 202b) is disposed on the at least one axial side (201a, 201b) of the at least one brake rotor (201) around at least a portion of a periphery of the at least one axial side (201a, 201b) of the of the brake rotor (201).
  • the plurality of brake engagement surfaces (Si, S2) are provided on a portion of the at least one axial side (201a, 201b) of the at least one brake rotor (201).
  • the plurality of brake engagement surfaces (Si, S2) is configured for frictional engagement with the at least one pair of brake pads (202a, 202b) upon an actuation of the brake-assembly (200).
  • the plurality of brake engagement surfaces (Si, S2) are provided on a periphery of the at least one axial side (201a, 201b) of the brake rotor (201).
  • the brake rotor (201) is in a shape of a disc which typically referred as a brake disc.
  • the embodiments shown in Figure 2 and Figure 3 are taken together for discussion.
  • the embodiment shown in Figure 3 illustrates a side view of a brake rotor (201) for a brake assembly (shown in Figure 1).
  • the embodiments shown in Figure 3 illustrates a sectional view of a brake rotor (201).
  • the brake rotor (201) is configured to rotate in conjunction with a rotation of a rotating member (not shown) around an axis (X-X’).
  • the brake rotor (201) is provided with a double layer coating at the plurality of brake engagement surfaces (Si, S2).
  • the brake rotor (201) is in a shape of the disc.
  • the brake rotor (201) is made of a substrate material.
  • a first layer (Li) is disposed on the plurality of brake engagement surfaces (Si, S2) of the brake rotor (201).
  • a second layer (L2) is disposed on the first layer (LI).
  • the second layer (L2) is more porous than the first layer (Li).
  • the substrate with which the brake rotor (201) can be made includes a metal.
  • the first layer (LI) and second layer (L2) are made using an oxide of the metal of the substrate.
  • the substrate is made of aluminium, while the first layer (LI) and the second layer (L2) is made of aluminium oxide.
  • a thickness of the first layer (LI) is in the range of 15 Micron-30 Micron while a thickness of the second layer (L2) is in the range of 30 Micron-50 Micron.
  • the first layer (Li) is a non-porous layer.
  • the second layer (L2) is a porous layer and a porosity of second layer (L2) is in the range of 40-70%.
  • the plurality of brake engagement surfaces (Si, S2) of the brake rotor (201) are oxidized in a controlled atmosphere by following the process of PEO (Plasma Electrolytic Oxidation) or MAO (Micro Arc Oxidation) for creating the first layer (Li) and second layer (L2) of different thickness and porosity.
  • the plurality of brake engagement surfaces (Si, S2) of the brake rotor (201) can be oxidized in a controlled atmosphere by any other similar methods already known in the art.
  • the proposed invention enhances the performances of the vehicle by improving the brake response. Improved braking facilitates the reduction of fuel consumption, enhancing mileage.
  • the durability and life of the brake rotor (201) is increased due to the coating of multi layered oxide. Improved thermal conductivity by the use of aluminum material with multiple layers facilitates in cooling of the brake rotor (201). Reduced brake noise ensures comfort for the user of the vehicle.
  • the multi layered oxidized coating is done only at the plurality of brake engagement surfaces (Si, S2) of the brake rotor (201) to avoid any unnecessary increase of weight.
  • the embodiments of this invention are not limited to particularly vehicle and can cover any type of application involving the rotating member.
  • the singular forms “a,” “an” and ““they”” can include plural referents unless the content clearly indicates otherwise.
  • the articles “a”, “an”, “the”, and “said” are intended to mean that there is one or more of the element(s)/component(s)/etc.
  • the terms “comprising”, “including”, and “having” are intended to be inclusive and mean that there may be additional element(s)/component(s)/etc.
  • 201 Brake rotor 1a, 201b At least one Axial side of brake rotor a, 202b At least one pair of Brake Pads

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

La présente invention concerne de manière générale un ensemble frein (200) et un disque de frein (201). Le disque de frein est pourvu d'un revêtement à double couche. La première couche (L1) est disposée sur la pluralité de surfaces de mise en prise de frein (S1, S2) du disque de frein (201). La seconde couche (L2) est disposée sur la première couche (L1). La seconde couche (L2) est plus poreuse que la première couche (L1).
PCT/IN2024/050530 2023-06-08 2024-05-14 Ensemble frein et son disque de frein Ceased WO2024252411A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP24818929.2A EP4724715A1 (fr) 2023-06-08 2024-05-14 Ensemble frein et son disque de frein

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202341039433 2023-06-08
IN202341039433 2023-06-08

Publications (1)

Publication Number Publication Date
WO2024252411A1 true WO2024252411A1 (fr) 2024-12-12

Family

ID=93795257

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IN2024/050530 Ceased WO2024252411A1 (fr) 2023-06-08 2024-05-14 Ensemble frein et son disque de frein

Country Status (2)

Country Link
EP (1) EP4724715A1 (fr)
WO (1) WO2024252411A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015179420A1 (fr) * 2014-05-19 2015-11-26 Tech M3, Inc. Rotor de frein à inserts de surface de travail
DE102017210021A1 (de) * 2017-06-14 2018-12-20 Continental Teves Ag & Co. Ohg Leichtbaukompositbremsrotor für eine Kraftfahrzeugscheibenbremse

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015179420A1 (fr) * 2014-05-19 2015-11-26 Tech M3, Inc. Rotor de frein à inserts de surface de travail
DE102017210021A1 (de) * 2017-06-14 2018-12-20 Continental Teves Ag & Co. Ohg Leichtbaukompositbremsrotor für eine Kraftfahrzeugscheibenbremse

Also Published As

Publication number Publication date
EP4724715A1 (fr) 2026-04-15

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