Clasp brake and brake disk for it

FIELD: transport.

SUBSTANCE: clasp brake incorporates a caliper with one or more brake-shoe linings surrounding one or more brake disks. One of the brake disks slides on over the central part representing a hub, sleeve or the like part. The said central part is fitted on the wheel axle or the like part. The disks are coupled with the central part with the help of teeth, splines or the like parts so the disks cannot rotate but are fitted to slide on along the axle. The contact parts of the teeth or the like parts of at least one disk and/or of the central part feature an arc-like shape if seen along the wheel axle. The contact parts represent the parts of the teeth surfaces to be engaged with each other with the brake released. The said contact parts of every tooth and/or spline of the said central part feature the arc-like shape with the total arc length exceeding 360°/Z, and preferably larger than 2(360°/Z), where Z is the number of teeth of the disk and central part respectively.

EFFECT: reduced noise and vibration with brake released, higher wear resistance in interface between brake disks and central part.

15 cl, 13 dwg

 

The present invention relates to disc brakes. Even if disc brakes are designed for vehicles heavy vehicles, specialist in the art should understand that they can be used for vehicles of any type.

The present invention is primarily directed to the situation when the brake is in the released state.

The type of brake that has developed the present invention has one or more brake discs, of which at least one is moving in the axial direction. Brake discs are assembled on the Central part, which may be a sleeve assembled on the hub, the hub or any other tool, made in connection with the axis of the wheel or similar item. Moving disks gather secured or locked against rotation on the Central part, but slidable in the axial direction. The boundary surface between the disks and the said Central part may be in the form of teeth, splines or similar elements. Lock rotation necessary to transmit the braking force from the brake pads acting on the disks, through the Central part to the axis of the wheel or similar items.

Used in this description, the expression "axis of the wheel" is used in the wide sense, to facilitate the description. In many vehicles there is no wheel axis in a literal sense, at least, to not actuate the wheels. Wheels are often supported by some kind of spacers, etc. suspension wheels. Often the wheel is collected on the rod axis.

Existing disk brake having one or more moving disks (see, for example, U.S. patent No. 4605103 A), often "knock" in the released state. This is due to the fact that the serrations or similar parts brake discs and Central parts have a contact surface which is either straight or curved is not the optimal way, resulting in a gap when pairing. To ensure reliable function of the slip, it is necessary to have a significant gap in the interface between the Central part and brake discs due to the fact that the brakes are often subject to contamination and corrosion. The gap produces a slight offset of the centers of rotation of the sleeve and disc, mainly in the vertical direction. Thus, the disks can be moved a short distance in the radial direction relative to the Central part. During the rotation of the offset is changed periodically, and this can lead to the formation of vibrations and noise.

In the case of teeth having straight side surfaces, the offset between the disk and the Central h is STU may change during the rotation. The displacement reaches its maximum and minimum values at angles of rotation corresponding to the angle of the teeth. These changes between the maximum and minimum values usually cause vibration and noise. The same situation occurs in the case of teeth having a curved side surface, if they have not done so to avoid this situation.

The number of teeth that are in simultaneous contact, often equal to one or two on each side of the vertical midline. This is a small number of contacts can cause vibration and noise when changing teeth for teeth, are made so as to avoid changing the radial displacement due to inevitable manufacturing defects.

Used in this description, the term "direct" means that the side surface of teeth or similar parts are not bent, when seen in the direction of the axis of the wheel, even though they may have different angles relative to the periphery of the disc or the Central part.

Disc brake according to the present invention has one or more brake discs, of which at least one is moving to the Central part. Sliding brake discs are assembled on the Central part in the form of a sleeve, hub, or similar items through teeth, splines or any other elements that create the participating mate which is blocked from rotation, but is moving in the direction of the axis.

In order to have a mate that is not knocking, you must satisfy many conditions according to the present invention. The offset between each disk and the Central part should be as constant as possible during the rotation in the released position, that is, when the rotation when the brake is actuated. In addition, at least two teeth of each disk must be in contact at least with the two prongs of the Central part of each side of the vertical midline. The angular length of the parts of the surfaces of teeth that are designed to enter into contact during rotation in the released position, must exceed a certain length, depending on the number of teeth. In order to simplify the description, these parts are often referred to as the contact part. When executed properly, the teeth should be bent so that the tangent at the contact point between the teeth was essentially horizontal.

As described above, the boundary surface between the disk (s) and the Central part ideally should be such that the mutual vertical drive (s) and the Central part has not been changed during rotation. Thus, the offset between each disk and cent is the real part should be constant or almost constant in the released position of the brake. Because of manufacturing defects, the offset is not always exactly constant, and this is reflected above using the expression "almost constant".

According to the present invention, the teeth have a curved lateral surface, i.e. the contact side surfaces of teeth have a curved shape, when viewed in the direction of the axis of the wheel. In addition, the nominal clearance between the contact surfaces of the teeth of the drive (s) and the Central part is almost constant in angular extent, that is, the shape of the curve of the teeth of the disks and the Central part is almost identical to this angular extent. Mentioned angular length is the length of the parts of teeth that are designed to enter into contact during rotation in the released position, or contact parts, as described above. "Nominal gap", as used here, is defined in position with a zero offset of the centers of rotation between the disk and the Central part.

It should be noted that parts that are designed to enter into contact, refer to the released position of the brake. For some brakes in contact can be different parts of the surfaces of teeth in the released position and the braking position.

Thanks to the design according to the present invention, the offset will not change when rotating the AI. Thus, no or almost no vibration and noise will not occur due to the gap at the interface between the disk and the Central part, and the gap can choose large enough to ensure reliable function of the slip in all circumstances. The arc may have a constant or varying radius. An arc with a constant radius is a separate arc of a circle, while the arc with changing radius will have the shape of a curve that is different from the single circular arc, so it may have a smooth or uneven shape of the curve. The exact shape of the curvature of the teeth can be changed up until the desired conditions are not met.

To provide a nearly constant radial displacement during the rotation, the angular length of the contact parts of each prong of each disk and the Central part, respectively, is at least equal to the angle of inclination of teeth. If the angular extent of the contact parts of each prong is at least twice the angle of teeth, number of teeth, while in contact, will be equal to two or more on each side of the vertical midline. Increased the number of contacts reduces vibration and noise during the change of teeth, so that the sensitivity to manufacturing defects is reduced.

If the angular length of kontaktujte teeth exceeds 90° preferably close to 180°theoretical number of simultaneous contacts of teeth will be great and will be in the range from 25 to 50% of the total number of teeth. This large number of contacts reduces vibration and noise even more, because the sensitivity to manufacturing defects will be very low. Durability will be improved.

If the Central part has a spiral slots, usually achieved by reducing vibration and noise, even if the teeth of the drive (s) have direct lateral surfaces of teeth.

To simplify the description, the expression "teeth" and "Central part" and similar expressions are used throughout the description. Thus, these expressions should be considered in a broad sense. Here "teeth" also include slots or any other means that creates a rotational lock with axial sliding. "The Central part" includes bushing, hub or any other part, which collect brake discs. In this description the expression "axial", "radial", and similar expressions refer to the axis of the wheel (not shown).

Due to the arcuate shape of teeth, the point of contact between the Central part and the disc will move in an arc.

One purpose of the present invention is to reduce vibration and thus noise in the released status and brakes.

An additional objective of the present invention is to improve the wear resistance on the boundary surface between the brake disks and the Central part. Another objective is to reduce the sensitivity to manufacturing tolerances and defects.

Thus, according to one object of the present invention, the set of disk brake having a caliper with one or more brake pads, surrounding one or more brake discs, and at least one brake disc is mounted for sliding on the Central part in the form of a hub, sleeve or similar items, while the Central part is installed on the wheel axis, and at least one brake disc is connected with the Central part is blocked from rotation, but moving along the axis of the way by means of splines, splines or similar elements. At least the contact portion of teeth and/or slots, at least one drive and/or the Central parts have the shape of arcs when viewed in the direction of the axis of the wheel, and the contact part are parts of teeth that are designed to enter into contact with each other when rotated in the released position of the brake, while the contact portion of teeth and/or teeth of each disk and the Central part have a nominal gap between the disc and the Central part, which is a constant is passed or almost constant in the absence of misalignment between the disk and the Central part, moreover, the contact portion on each tooth and/or the slot of each disk and/or the Central parts have the shape of arcs with a total length of an arc greater than 360°/Z, and preferably greater than 2(360°/Z), where Z - number of teeth of the disk and the Central part, respectively.

Preferably, at least two pairs of teeth and/or teeth of each disk and the Central part are in contact with each side of the vertical Central line.

Preferably tangent to each point of contact between the teeth and/or slotted brake disc (disk) and the Central part is essentially horizontal in the released position of the brake.

Preferably arcs have constant or varying radius.

Preferably the contact part on the teeth, at least one disk and the Central part are in the form of arcs with a total arc length in excess of 20°preferably exceeding 30°and, most preferably, greater than 40°.

Preferably the contact surface on each tooth is formed by an arc running from legs on one side of the tooth to the leg on the other side of the tooth.

Preferably the contact surface on each tooth is formed by two circular arcs, resulting in each arc passes from the corresponding legs on opposite sides of the tooth to the top of the tooth.

<> Preferably arcuate shape of teeth are identical in the contact portions of each disk and the Central part, i.e. the parts that are the point of contact will follow in the released position of the brake.

Preferably the teeth and/or the splines of the drive (s) and/or the Central part is made of spiral-that is, at an angle to the axis of rotation of these parts.

According to another object of the present invention, the set of brake disc designed for use in the above-described disk brake, in which at least a contact part of a teeth or splines of the brake disc are in the form of arcs when viewed in the direction of the axis of the wheel, while the contact portion on each tooth or slot brake disc are in the form of arcs with a total length of an arc greater than 360°/Z, and preferably greater than 2(360°/Z), where Z - number of teeth of the brake disk.

Preferably arcs have constant or varying radius.

Preferably the contact part on the teeth of the brake disc are in the form of arcs with a total arc length in excess of 20°preferably exceeding 30°and, most preferably, greater than 40°.

Preferably the contact surface on each tooth is formed by an arc running from legs on one side of the tooth to the leg on the other side of the tooth.

P is edocfile contact surface on each tooth is formed by two circular arcs, causing each arc passes from the corresponding legs on opposite sides of the tooth to the top of the tooth.

Preferably the teeth or splines of the brake disc is made of spiral-that is, at an angle to the axis of rotation of the brake disk.

Additional objectives and advantages of the present invention will be apparent to a person skilled in the art after reading the following detailed description of preferred in the present embodiments of the invention.

Below the invention will be described in more detail by the disclosure of the examples of its embodiments with reference to the accompanying drawings, on which:

figure 1 - view from the division of parts of the sample disc brakes;

figa-2C - schematic schematic drawings of the contact surface according to the prior art;

figa-3s - principal schematic drawings, corresponding figa-2C, the contact surface according to the present invention;

figa-4f are examples of different forms of teeth that can be used in the present invention.

Figure 1 shows one example of the disk brake. Specialist in the art should understand that the principles of the present invention is applicable to disk brakes, with many different designs. Below the description will be concr the IDT is mentioned only part, important for understanding the present invention.

As shown, disc brake has a caliper 1, surrounding two of the brake disc 2, collected at the Central part 3, here in the form of a hub. Brake discs have 2 teeth 4 on the inner periphery, which engage with the teeth 5 on the outer periphery of the Central part 3. The brake pads 8 are assembled with the possibility of sliding caliper 1 in the usual way. The brake pads 8, presses through the bearing plate 6 and the brake mechanism 7, is installed in the caliper 1. The braking torque is transmitted from drive 2 to the Central part 3 by means of teeth 4, 5 and/or slotted brake disc 2 and the Central part 3, respectively. The teeth 4, 5 and/or slots of the disks 2 and the Central part 3, respectively, are of normal length, which is either parallel or not parallel to the axis of rotation of the disk. Thus, it is possible to use helical teeth or splines. In some embodiments, the implementation of the spiral slots in the Central parts interact with the brake disk (disks)having teeth with straight surfaces.

The disks 2 are collected by means of teeth 4, providing a locked pair in the direction of rotation, but moving the coupling in the axial direction. In other embodiments, the implement (not shown) using a different number of disks 2, being the m one disk 2 can be fixed in the axial direction. The brake pads 8 are placed on both sides of each brake disc 2. Also the brake pads 8 set movable in the axial direction in the caliper 1, even though the brake pads 8 can be attached furthest from the bearing plate. When braking, the brake mechanism 7 clicks on the thrust plate 6 relative to the adjacent brake lining 8, which will press on the brake disk 2, and so on. Is braking because the brake pads 8 and the brake discs 2 press on each other.

To brake discs 2 can slide along the Central portion 3 in the form of a hub, sleeve or similar parts, there should be some free play in the contact prongs 4, 5 disc 2 and the Central part 3, respectively. Figure 2 shows the elements of the brake disk according to the prior art, having the disks 9 and the Central portion 10 with the teeth 11 and 12 with straight side surfaces, respectively. For ease of explanation shows the disk 9 and the Central portion 10, which has only eight teeth 11, 12 each. In addition, the gap is increased.

As described above, the present invention relates to the situation when the brake is in the released state. With the rotation of the disc 9 and the Central part 10 in the position shown in figa, the disk 9 is usually lowered to the distance s, the corresponding tazorac way the centers of rotation of the disk 9 and the Central part 10, respectively, will typically be displaced mainly in the vertical direction, as shown in fig.2b. In addition, usually there is a contact only one pair of teeth 11, 12 on each side of the middle line 13. Mentioned contact is usually maintained as long as the disc 9 and the Central portion 10 will not turn in the position in which the teeth are in contact at an angle of approximately 22,5° relative to a horizontal line, as shown in figs. Angle of 22.5° is obtained from the number of teeth in the example shown. If the number of teeth differs, will also differ mentioned angle. In the position shown in figs, the contact usually goes to new pairs of teeth 11, 12. The offset between the centers of rotation of the disk 9 and the Central part 10 is usually changed during the rotation, and he will be greatest when the contact moves to new pairs of teeth. When the contact moves from one pair of teeth to the other pair of teeth, the disk 9 usually begins to reduce its offset relative to the Central part 10 until it again reaches a distance corresponding to the gap, which is in the position shown in fig.2b. Mentioned changing the offset creates vibration and noise when the teeth 11 are displaced brake disc 9 impinges on the teeth 12 of the Central part 10, forming new to the stroke point.

The amount mentioned changing the bias can be reduced by performing the teeth and/or slots are not parallel to the axis of rotation of the disk, creating a spiral teeth and/or slots. The lateral surface of the teeth and/or slots may be straight or have an arched shape. This allows a specific tooth or slot to provide a horizontal contact surface at a certain angular interval of rotation of the disk. This concentrates the contact point moving along the axis along the tooth or slot in the rotation. However, the most preferred design of the contact surfaces are curved, described below, because they avoid the above-mentioned variable displacement, combined with maintaining contact at considerable length in the axial direction.

According to the invention, the teeth 4, 5 and/or slots of the disk 2 and the Central part 3 have contact surfaces in the form of arcs with constant or variable radii. In addition, the nominal clearance between the contact surfaces of the teeth of the drive (s) and the Central part is almost constant in angular extent, that is, the contact part. The nominal gap is defined at the position of zero displacement of the centers of rotation between the disc 2 and the Central part 3 and in the angular position at approximately the same gap on the right is the left sides of the individual tooth.

In practice, the gap between the teeth 4, 5 and/or a certain pair of slots is changed during the rotation depending on the actual position of the rotation. The gap will vary between contact and a maximum gap within a single turnover. The maximum gap is approximately twice the value of the nominal gap. However, the offset between the Central part 3 and each disk 2 will be essentially constant.

During the rotation of the point of contact of one specific pair of teeth 4, 5 and/or slots will be held on the arc of each of the prongs 4, 5. The contact point will move from a first position in which the teeth 5 of the Central part begins to accept the load, to a second position in which the teeth 5 of the Central part will not accept any load. Thus, during the turnover of the load will perceive successive teeth 5. The direction of rotation determines the direction in which the point of contact will include a certain pair of teeth 4, 5. Part of side surfaces of each tooth 4, 5, which is expected to come into contact with the cooperating tooth 4, 5, referred to as the contact portion, as described above.

On figa-4f shows the teeth having different shapes. The curved shape can be an arc of a circle or arc spiral shape, that is, having varying radii. Arc can pass the through the top with the same form or it can be two arcs, merging with each other at the top. Thus, in some cases, there is one arcuate form on the left side surface of the tooth and the other curved shape on the right side surface of the tooth. The teeth 4, 5 of the disk 2 and the Central part 3, respectively, may have different combinations of convex and concave shapes. Shows the form of teeth are only some examples, and expert in the art should be understood that the form can be changed in many more ways. In parts of some embodiments of the invention the lateral surface of the teeth are straight, but the gap should be large enough to avoid contact for direct parts in the released position of the brake. In the braking position they can get in touch. Parts of teeth that are located outside of the contact parts in the released position, may be changing the gap.

If all conditions to pair without knocking in the released position is made, apply the following. The shape of the contact parts of the teeth is such that at each point of contact between the teeth 4, 5 of each disk 2 and the Central part 3, respectively, are tangent to arcs of teeth 4, 5 are actually horizontal.

The number of teeth 4, 5 and/or slots also affects the level of vibration and noise. Increased the number of ubzow 4, 5 provides reduced vibration and noise. In addition, the angular length of the contact parts having an arcuate shape and almost constant nominal gap of each tooth 4, 5, is important to reduce vibration and noise.

The number of teeth 4, 5 and described above, the angular length of the contact portion on each tooth 4, 5 are interconnected on the level of vibration and noise. Thus, if the number of teeth 4, 5 is small, the angular length must be relatively large. Whereas if the number of teeth 4, 5 is relatively large, the angular length can be shorter and still provide an acceptable reduction of vibration and noise. In order to have an acceptable balance between the number of teeth 4, 5 and angular distances, each of the teeth 4, 5 disc 2 and the Central part 3, respectively, must have a total angular extent of the arcuate contact portions exceeding 360°/Z, preferably more than 2(360°/Z), where Z - number of teeth 4, 5. If this angular length is greater, the number of teeth that are simultaneously in contact increases. This reduces the impact from manufacturing defects, and thereby even more reduced vibration and noise. The expression "the total angular length", as used in this description, refers to the angular length of the contact part of one tooth. If the arc has a changing radius, referred to the total angular length consists of several separate angular spread, essentially one for each radius.

1. Disc brake with caliper with one or more brake pads, surrounding one or more brake discs, and at least one brake disc is mounted for sliding on the Central part in the form of a hub, sleeve or similar items, while the Central part is installed on the wheel axis, and at least one brake disc is connected with the Central part is blocked from rotation, but moving along the axis of the way by means of splines, splines or similar elements, wherein at least the contact portion of teeth and/or slots, at least one drive and/or the Central parts have the shape of arcs when viewed in the direction of the axis of the wheel, and the contact part are parts of teeth that are designed to enter into contact with each other when rotated in the released position of the brake, while the contact portion of teeth and/or teeth of each disk and the Central part have a nominal gap between the disc and the Central part, which is a constant or almost constant in the absence of misalignment between the disk and the Central part and the contact part of each of the m-wave and/or the slot of each disk and/or Central parts have the shape of arcs with a total arc length of exceeding 360°/Z, and preferably greater than 2(360°/Z), where Z - number of teeth of the disk and the Central part, respectively.

2. Disc brake according to claim 1, characterized in that at least two pairs of teeth and/or teeth of each disk and the Central part are in contact with each side of the vertical Central line.

3. Disc brake according to claim 2, characterized in that the tangent at each point of contact between the teeth and/or slotted brake disc (disk) and the Central part is essentially horizontal in the released position of the brake.

4. Disc brake according to claim 1, characterized in that the arcs have constant or varying radius.

5. Disc brake according to claim 1, characterized in that the contact part on the teeth, at least one disk and the Central part are in the form of arcs with a total arc length in excess of 20°preferably exceeding 30° and most preferably greater than 40°.

6. Disc brake according to claim 1, characterized in that the contact surface on each tooth is formed by an arc running from legs on one side of the tooth to the leg on the other side of the tooth.

7. Disc brake according to claim 1, characterized in that the contact surface on each tooth is formed by two circular arcs, resulting in each arc passes from the corresponding legs on across the lagoon to the false sides of the tooth to the top of the tooth.

8. Disc brake according to claim 1, characterized in that the arcuate shape of teeth are identical in the contact portions of each disk and the Central part, i.e. the parts that are the point of contact will follow in the released position of the brake.

9. Disc brake according to claim 1, characterized in that the teeth and/or the splines of the drive (s) and/or the Central part is made of spiral-that is, at an angle to the axis of rotation of these parts.

10. Brake disc designed for use in a disk brake according to any one of the preceding paragraphs, characterized in that at least a contact part of a teeth or splines of the brake disc are in the form of arcs when viewed in the direction of the axis of the wheel, while the contact portion on each tooth or slot brake disc are in the form of arcs with a total length of an arc greater than 360°/Z, and preferably greater than 2(360°/Z), where Z - number of teeth of the brake disk.

11. The brake disk of claim 10, wherein the arcs have constant or varying radius.

12. The brake disk according to claim 10, characterized in that the contact part on the teeth of the brake disc are in the form of arcs with a total arc length in excess of 20°preferably exceeding 30° and most preferably greater than 40°.

13. The brake disk according to claim 10, characterized in that the contact surface is STI on each tooth formed by the arc, passing from the legs on one side of the tooth to the leg on the other side of the tooth.

14. The brake disk according to claim 10, characterized in that the contact surface on each tooth is formed by two circular arcs, resulting in each arc passes from the corresponding legs on opposite sides of the tooth to the top of the tooth.

15. The brake disk according to claim 10, characterized in that the teeth or splines of the brake disc is made of spiral-that is, at an angle to the axis of rotation of the brake disk.



 

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3 dwg

FIELD: transport.

SUBSTANCE: clasp brake incorporates a caliper with one or more brake-shoe linings surrounding one or more brake disks. One of the brake disks slides on over the central part representing a hub, sleeve or the like part. The said central part is fitted on the wheel axle or the like part. The disks are coupled with the central part with the help of teeth, splines or the like parts so the disks cannot rotate but are fitted to slide on along the axle. The contact parts of the teeth or the like parts of at least one disk and/or of the central part feature an arc-like shape if seen along the wheel axle. The contact parts represent the parts of the teeth surfaces to be engaged with each other with the brake released. The said contact parts of every tooth and/or spline of the said central part feature the arc-like shape with the total arc length exceeding 360°/Z, and preferably larger than 2(360°/Z), where Z is the number of teeth of the disk and central part respectively.

EFFECT: reduced noise and vibration with brake released, higher wear resistance in interface between brake disks and central part.

15 cl, 13 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, particularly, to clasp brakes. The propose clasp brake incorporates a caliper enveloping one or more brake plates, a hub or a part linked up wit the hub. Spreader bars are arranged between the brake disk and hub or the part linked up wit the hub. The spreader bars are arranged to prevent contact between brake plate spline end faces and the hub spline end faces, or the part jointed to the hub, at whatever radial shift of the brake plate relative to the hub or the part jointed thereto. At least, one part of the spreader bar features such sizes and rigidity relative to the brake plate, hub or part splines that, at whatever radial shifts of the brake plate to the hub or part jointed thereto, all radial forces are transmitted from the brake plate to the hub or the part jointed to it only via, at least, one part of the spreader bar. The sizes are selected so as to provide a contact between the brake plate spline end faces those of the hub or the part jointed thereto in rotary engagement between the brake plate and hub or the part jointed thereto to transmit rotary motion in braking.

EFFECT: damping radial impacts or radial shifts between brake plate and hub, particularly, between end faces of appropriate splines.

13 cl, 9 dwg

Brake disk // 2362922

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive industry, namely, to disk brakes. Proposed brake disk is made in cast iron and represents a sliding disk of the disk-type brake. Proposed disk comprises outer edges, inner edges and alternating teeth and gaps along the said inner edges. Note here that it incorporates means designed to reduce fracture formation caused by irregular characteristics of the brake disk elongation. The disk features zones with reduced material thickness in every tooth, as compared with that along the radius outside the gaps between teeth, and has no similar thickness reduction on gaps between teeth. Aforesaid material thickness reduction zones formed in disk casting are located in transition between teeth and main part of brake disk, and pass partially along imaginary circumference with radius of the gap lower parts. Aforesaid zones represent either zones not forming through holes, or zones representing axial openings or holes. Arc-like transition parts with adjacent teeth and or rectilinear or almost rectilinear part between the said transition parts form lower part of every gap. Each transition part features radius R, while rectilinear part length is smaller than 1.5R.

EFFECT: reduced risks of fracture formation, higher strength.

10 cl, 3 dwg

Brake disk // 2370682

FIELD: machine building.

SUBSTANCE: brake disk comprises flange or splines for it to be attached to wheel hub, working surfaces to interact with brake liners and vent channels. The latter are arranged between the working surfaces. Transition radius of surfaces that make vent channels exceeds four millimetres.

EFFECT: higher efficiency of braking, reduced coefficient of friction.

1 dwg

Brake vented disk // 2370683

FIELD: machine building.

SUBSTANCE: brake disk comprises flange or splines for it to be attached to wheel hub, working surfaces to interact with brake liners and vent channels. The latter are arranged between working surfaces. Vent channel width A and disk thickness B are selected to satisfy the relationship A/B>0.38.

EFFECT: higher efficiency of cooling, reduced wear, longer life; stable braking.

1 dwg

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