• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    DISC BRAKE HUB ASSEMBLY A brake hub assembly including a brake hub and a brake disc that has a first brake surface, a second axially spaced brake surface from the first brake surface and a plurality of ribs extending between the first and second braking surfaces. When the brake hub is thermally isolated from the brake hub by various combinations of spacers, torque pins, torque beads, and the like.
    公开号:BR112013025237B1
    申请号:R112013025237-5
    申请日:2012-03-30
    公开日:2020-12-29
    发明作者:Jeffrey T. Root；Jasen S. Drenth；John L. Grossenbacher；Brian Fecht
    申请人:Gunite Corporation；
    IPC主号:
    专利说明:

    CROSS REFERENCE TO RELATED ORDERS
    This application is partly a continuation of U.S. Utility Patent Application No. 13 / 077,883, filed on March 31, 2011, the entire content of which is incorporated into this document for reference. FIELD OF THE INVENTION
    Exemplary embodiments of the present invention are generally related to disc wheel hub assemblies. More specifically, in some exemplary embodiments, the present invention proposes a disc brake hub assembly with improved thermodynamic insulation. FUNDAMENTALS
    Commercial truck transport companies are under enormous pressure to maintain their financial health and need to find new ways to increase the efficiency of their fleets. One way to increase the efficiency of the fleets is to reduce the weight of the wheel hubs in the trucks by creating them from lightweight materials such as aluminum. The high cost of lightweight aluminum hubs compared to conventional cast iron hubs can be offset in a relatively short period by fuel economy and an increase in load capacity. Low weight and ease of processing make aluminum an attractive material in weight-sensitive systems, but aluminum also has some drawbacks, namely, its ability to conduct heat well and the fact that it quickly loses resistance to temperatures above 350 degrees. Not all vehicles are suitable for aluminum wheel hubs, however, so it would also be useful if you design a wheel hub composed of fero or other metals that avoids the thermal and resistance problems of current disc brake hub assemblies . More than 95 percent of semi-trailers and trailers on US roads use drum brake systems. Market and regulatory forces are forcing an increase in demand for disc brake systems despite their reputation in the past for being heavier and more expensive than drum systems. In addition, disc brake systems have thermal problems. The disks or rotors are the heat collector for the kinetic energy of a vehicle which is converted into thermal energy during the braking process. Truck rotors usually reach temperatures above 900 degrees and this can produce thermal distortion of the rotors and brake failure. The effects of thermally induced distortion need to be considered when designing a rotor mounting system. Simply attaching a flat disc or rotor to a rigid hub with dowels exacerbates the thermal distortion of the rotor. The mounting pins restrict the internal diameter of the rotor, leaving the outside diameter free to increase as the rotor heats up. The fact of having pegs attached to only one friction face, as in some designs, increases the tendency of the restricted route to distortion in a conical shape as it heats up. Excessively deformed cone rotors produce excessive wear on the brake pads as well as accelerating the formation and growth of fatigue cracks in the rotors. SUMMARY
    In some embodiments, the invention includes a disc brake hub assembly attachable to the axle of a vehicle, the disc brake hub assembly including a brake hub defining a central axle, a brake disc coupled to the brake hub , the brake disc having a first braking surface, a second braking surface axially spaced from the first brake surface, and at least one spacer between the hub and the brake disc, axially separating the at least one spacer from the brake hub the brake disc.
    In other embodiments, the invention includes a brake hub assembly attachable to the axle of a vehicle, the brake hub assembly comprising a brake hub composed of a first material and defining a central axle, a brake disk coupled to the hub of brake, the brake disc having a first braking surface and a second braking surface axially spaced from the first braking surface and an intermediate element being in contact with an axial surface of the brake disc and the intermediate element being composed of a second material which has a lower conductivity than the first material.
    In other embodiments, the invention includes a brake hub assembly attachable to the axle of a vehicle, the brake hub assembly including a brake hub defining a central axle, with a brake disc having a first braking surface, a second braking surface axially spaced from the first braking surface, the brake disc defining a plurality of radially extending cracks. The brake hub assembly also includes a torque element that extends between the brake disc and the brake hub to transmit torque between them, the torque element being at least partially accommodated within a brake disc slot and being movable along it.
    In some embodiments, the invention proposes a brake hub assembly including a brake hub defining a central axle and a brake disc coupled to the brake hub. The brake disc has a first plate, a second plate axially spaced from the first plate, the first plate being disposed more inwardly than the second plate and the second plate having a braking surface, a thickness and a radially extending slot and a multiplicity of ribs that extend between the first and the second plate to define between them a multiplicity of cooling channels. The brake hub assembly also includes a torque element that extends between the hub and the disc, the torque element extending axially further inward than the braking surface a distance that is not greater than the thickness of the second plate plus approximately 50% of the spacing between the first and second plates.
    In other embodiments, the invention proposes a brake hub assembly that includes a brake hub that defines a central axle and a brake disc coupled to the brake hub. The brake disc has a first braking surface, a second braking surface axially spaced from the first braking surface, the first braking surface being more inward than the second braking surface, and a plurality of ribs extend between the first and second braking surfaces to define a multiplicity of channels that extend radially between them, with each channel having an opening defining an area. The brake hub assembly also includes a torque element that transmits the torque between the brake hub and the brake disc, the torque element having an inner end that defines a plane that is parallel to at least one of the first and second braking surface, and at least 50% of the opening area is deeper than the plane.
    In other embodiments, the invention proposes a brake hub assembly attachable to the axle of a vehicle, the brake hub assembly including a brake hub defining a central axle and a brake disk coupled to the brake hub. The brake disc has a first plate with a first braking surface and a first internal diameter, and a second plate axially spaced from the first plate, the second plate having a second braking surface, a second internal diameter and defining an internal circumference. The brake disc and the brake hub are aligned coaxially along the central axis having no more than approximately 20% of the internal circumference of the second plate in contact with the brake hub.
    In another embodiment, the invention proposes a brake hub assembly attachable to the axle of a vehicle, the brake hub assembly including a brake hub that defines a central axle and having an axial qualifying surface and a brake disc coupled to the brake hub. The brake disc has a first braking surface and a second braking surface axially spaced from the first braking surface. The brake hub assembly also includes a multiplicity of torque elements, each designed to transmit the torque between the brake disc and the brake hub, and an axial pre-compression spring that has a plurality of base portions , each of which is coupled to a corresponding torque element, and the axial pre-compression spring is configured to force the brake disc towards the axial qualifying surface.
    In another embodiment, the invention proposes a brake hub assembly that includes a brake hub that defines a central axle and a brake disc coupled to the brake hub. The brake disc has a first braking surface farther inward than the second braking surface, and a plurality of ribs extending between the first and second braking surfaces to define a plurality of channels extending radially between them , each channel having an opening with an internal border. The brake hub assembly also includes a torque element that transmits the torque between the brake hub and the brake disc, the torque element having an inner end, and the inner end not extending axially beyond the inner edge of the opening.
    In some embodiments, the invention proposes a brake hub assembly for coupling to the axle of a vehicle. The brake hub assembly includes a hub that defines a central axle, a wheel flange plate removably coupled to the hub, and a brake disc removably coupled to the hub. Since, when the hub is coupled to the axle, at least one of the wheel flange and the brake disc is removable from the hub without removing the hub from the axle.
    In other embodiments, the invention proposes a brake hub assembly for coupling to the axle of a vehicle. The brake hub assembly includes a hub that defines a central axle, the hub having a first set of tabs and a second set of tabs axially spaced from the first set of tabs, a wheel flange plate removably coupled to the first set of tongues and a brake disc removably coupled to the second set of tongues.
    In other embodiments, the invention proposes a brake hub assembly for coupling to the axle of a vehicle. The brake hub assembly includes a hub that defines a central axis, the hub having a first set of tongues, each tongue having an inner and an outer end, a brake disc engaged as a hub, a first detent plate coupled to the hub and an axial pre-compression spring coupled to the hub. The brake disc is located between the detent plate and the axial pre-compression spring.
    In some embodiments, the invention proposes a brake hub assembly for coupling to a disc face. a wheel. The brake hub assembly includes a hub body, and a wheel flange extending radially from the hub body. The wheel flange includes a substantially flat mounting surface and an outer edge, the outer edge being curved to substantially conform to the deflection of the disc face subjected to a lateral load.
    In other embodiments, the invention proposes a brake hub assembly that includes a hub body and a wheel flange that extends radially from the hub body to define a periphery. The wheel flange has an annular rib concentric with the periphery of the wheel flange and radially inward from it.
    In other embodiments, the invention proposes a brake hub assembly that includes a hub body and a wheel flange that extends radially from the hub body. The wheel flange has a substantially flat mounting surface and a second surface opposite the mounting surface. Each rib of a plurality of reference ribs extends radially between the second surface of the wheel flange and the hub body, each reinforcement rib defining at least partially a wheel pin protrusion. The brake hub assembly also includes a multiplicity of wheel pads that extend axially from the mounting surface of the wheel flange, with each wheel driver positioned between a pair of adjacent reference ribs.
    In other embodiments, the invention proposes a brake hub assembly that includes a brake hub assembly, a brake disk engaged with the hub body, an axial pre-compression spring coupled to the brake hub, an adjustment ring a distance from the axial pre-compression spring, and a spacing connector coupling the adjustment ring, the axial pre-compression spring and the brake hub.
    In other embodiments, the invention proposes a brake hub assembly attachable to the axle of a vehicle. The brake hub assembly includes a brake hub that defines a central axle, the brake hub having one or more torque elements and one or more spacers, a brake disc coupled to the brake hub, the brake disc having a first braking surface and a second braking surface axially spaced from the first braking surface, and separating the spacers axially from the brake hub of the brake disc.
    In other embodiments, the invention proposes a brake hub assembly attachable to the axle of a vehicle. The brake hub assembly includes a brake hub that has a mounting flange that defines a first set of holes and a second set of holes, one or more spacers, each of which is at least partially accommodated within a respective hole in the first set of holes and one or more torque elements, each of which, at least partially, is accommodated within a respective hole in the second set of holes. BRIEF DESCRIPTION OF THE DRAWINGS
    Other objectives, characteristics, advantages and details appear, by way of example only, in the detailed description that follows of the modalities, referring to the detailed description to the drawings in which: - Figure 1 illustrates a set of brake hub installed in the suspension of a motor vehicle; - Figure la is a sectional view taken by the lines la-la of Figure 1; Figure 2 is a perspective view of a first hub embodiment of a brake hub assembly; Figure 3 is a sectional view taken on lines 3-3 of Figure 2; Figure 4 is an overall view of the brake hub assembly of Figure 2; Figure 4a is a detailed view of the torque elements of the brake hub assembly of Figure 2; Figure 5 is a detailed view of the wheel mounting flange of the brake hub assembly of Figure 2; Figure 6 is a perspective view of a second hub embodiment of the brake hub assembly; Figure 7 is a sectional view taken on lines 7-7 of Figure 6; Figure 8 is a sectional view taken on lines 8-8 of Figure 6; Figure 9 is an overall view of the brake hub assembly of Figure 6; Figure 10 is a perspective view of the brake hub assembly of Figure 6 with the brake disc removed and notches added; Figure 11 is a sectional view taken along lines 11-11 of Figure 10; Figure 12 is a perspective view of a torque pin on the brake hub assembly of Figure 6; Figure 13 is a detailed view of a brake disc installed in the brake hub assembly of Figure 6; - Figure 14 is a perspective view of a torque pin without a spacer installed in the brake hub assembly of Figure 6; Figure 14a is a perspective view of a torque pin without a spacer; - Figure 15 is one. detailed view of a torque pin without a spacer mounted on the wheel hub assembly of Figure 6 with a separate spacer; Figure 16a shows a cylindrical spiral spring; Figure 16b illustrates a cylindrical spiral spring installed in a brake hub; Figure 16c is a sectional view taken on line 16c-16c of Figure 16b; - Figures 17-19 illustrate multiple ways of installing a multi-piece torque pin on a brake hub. Figure 20 illustrates a multi-piece torque pin cap; Figure 21 illustrates a perspective view of a third hub embodiment of a brake hub assembly; Figure 22 is a rear perspective view of the brake hub assembly of Figure 21; Figure 23 is a side view of the brake hub assembly of Figure 21; Figure 24 is a sectional view taken on lines 24-24 of Figure 23; Figure 25 is an overall view of the brake hub assembly of Figure 21; Figure 26 is a perspective view of a fourth hub embodiment of a brake hub assembly; Figure 27 is a side view of the brake hub assembly of Figure 26; Figure 28 is a perspective view of the brake hub assembly of Figure 26 with the brake disc removed; Figure 29 is a sectional view taken on lines 29-29 of Figure 27; Figure 30 is an overall view of the brake hub assembly of Figure 26; Figure 31 is a front view of the cast blank used in the hub of the brake hub assembly of Figure 26; Figure 32 is a perspective view of a brake disc; - Figure 33 is a detailed view of the brake disc of Figure 32 installed in a brake hub; - Figure 34 illustrates the expansion and thermal contraction of the brake disk of Figure 32 with reference to a brake hub; Figures 35a and 35b show an axial pre-compression spring; Figure 36 is a perspective view of a spacing screw; - Figure 36a illustrates the spacing screw of Figure 36 installed in the brake hub assembly of Figure 6; - Figure 36b illustrates the spacing screw of Figure 36 installed in the brake hub assembly of Figure 2; Figure 37 is a perspective view of another brake hub assembly; Figure 38 is a rear perspective view of the brake hub assembly of Figure 37; Figure 39 is an overall view of the brake hub assembly of Figure 37; - Figures 40-42 illustrate several stages of the assembly of the brake hub assembly of Figure 37; Figure 43 is a sectional view taken on line 43-43 of Figure 42; Figures 44-45 illustrate the wheel flange plate of the brake hub assembly of Figure 37; Figures 46a, 46b and 47 show a perspective view of the brake hub assembly of Figure 37 with the detent plate and the axial pre-compression spring in different positions; Figure 48 shows a perspective view of the brake hub assembly of Figure 26 with anti-rotation tabs added; Figure 48a is a partial section of a perspective view of the brake hub shown in Figure 48; Figure 49 illustrates a perspective view of the brake hub assembly of Figure 3 with an added torque ridge; Figure 49a is a detailed perspective view of the brake hub assembly shown in Figure 49; Figure 50a is a perspective view of a fifth hub embodiment of the brake hub assembly; Figure 50b is a perspective view of the cube modality of Figure 50a with the torque elements and spacers removed; Figures 51 and 52 illustrate perspective views of an alternative mounting solution for, a brake disc in a brake hub; - Figure 53 shows the cap of Figure 20 with an added protrusion. DESCRIPTION OF THE MODALITIES
    Exemplary embodiments of the present invention propose systems and methods for predicting a disc brake hub assembly with improved thermodynamic insulation. In some exemplary embodiments, the systems and methods include torque elements, spacers and several other improvements to minimize the amount of heat transferred from the brake disc to the brake hub. In addition, some modes of the hub assembly use lightweight materials, such as aluminum, to minimize rotation mass and increase efficiency. Figure 1 and Figure la illustrate a motor vehicle 10, such as an automobile, truck, van or the like having an axle tube assembly 14 that includes a drive axle 18, a brake caliper (not shown) and a set of disc brake hub 26 rotatably mounted on the driving shaft 18 and in mechanical communication with the caliper. During operation of the vehicle 10, one or more wheels (not shown) are typically mounted on the hub assembly 26 and supported by it to rotate around a geometric axis. Figures 1-31, 50a and 50b illustrate various modalities of the disc brake hub assembly 26 with an improved thermodynamic insulation. In general, each set 26 includes a hub 30a, 30b, 30c, 30d, 30e that defines a central axis, a brake disc 38 coupled to the hub by a multiplicity of torque elements 42, an axial pre-compression spring 46 and a adjustment ring 52. During operation of the vehicle, the wheel and hub assembly 26 rotate in the form of a single unit around the central axis.
    During operation, the user is able to control or otherwise limit the rotation of the hub assembly 26 and the wheel in relation to the shaft tube assembly 14 acting on the brake caliper. More specifically when the user acts on the caliper (compressing the brake pedal, for example), the caliper engages with the brake disc 38 of the hub assembly 26, creating friction that acts against the rotation of the hub. Friction also creates large amounts of heat, which in turn causes the brake disc 38 to increase the temperature, sometimes above 900 degrees. As the hub typically contains heat sensitive elements, such as bearings, seals and the like, it is important that the brake disc 38 is thermally insulated from the hub to limit the amount of heat that is transferred between them. This is especially important in brake hub assemblies where the hub is formed of aluminum alloys or other extremely thermally conductive materials, as heat will be more easily conducted to the sensitive elements of assembly 26 and will cause damage. In addition to potentially damaging the sensitive elements of the hub, excessive heat from the brake disc 38 can also compromise the integrity of the hub itself, since the aluminum begins to lose strength substantially when heated above 350 degrees Fahrenheit (176.7 degrees Celsius). More specifically, aluminum begins to noticeably lose resistance at 300 degrees Fahrenheit (148.9 degrees Celsius) and progressively more dramatically as the temperature exceeds 350 degrees Fahrenheit (176.7 degrees Celsius).
    In addition, the variation in thermal loads to which the brake disc 38 is subjected in each braking cycle causes the disc 38 to expand and contract thermally. As the hub is built separately from the disc 38, the disc 38 is subjected to a much wider temperature range compared to the hub. Given the differences in temperature variation and thermodynamic properties, the brake disc 28 will actually expand and contract in relation to the hub. The set of the present invention allows the brake disc 38 to "float" in relation to the hub, both axially and radially, limiting the stresses produced during the braking cycle while allowing the braking torque to be transferred between the two elements. To ensure that the orientation of the disc 38 is maintained during use, the hub 30a, 30b, 30c, 30d, 30e includes an axial qualifying surface to position the disc 38 in relation to the hub and the central axis. When the hub is mounted, the disc 38 is in contact with the axial qualifying surface, which in turn ensures that the disc 38 is substantially perpendicular to the central axis.
    A first hub embodiment 30a of hub assembly 26 is shown in Figures 2-5. Cube 30a is formed (cast, for example) from ductile iron austempered to have strength and durability. In the illustrated embodiment, the hub 30a includes a substantially cylindrical body 56a, a wheel flange 60a generally extending radially from the body 56a approximately at the axial center of the hub 30a, and a multiplicity of torque elements 42 which in this embodiment consist of torque tongues 64a, close to the inner end 68a of hub 30a. The hub also includes a set of threaded holes 72a in the vicinity of the outer end 76a of the hub 30a to which the drive shaft 18 can be attached.
    As best seen in Figure 3, the body 56a of the hub 30a defines an inner recess 80a that extends coaxially with the central axis 34a through the body 56a. The recess 80a includes one or more (two, for example) bearing seats 84a, each dimensioned to accommodate a respective bearing 86 (see Figure la) of the bearing assembly and may include one or more sealing seats, each of them designed to accommodate a seal, or one or more locking channels, each of them designed to accommodate a locking ring. In the illustrated embodiment, the body 56a also includes a lubricant channel 92a that extends between one of the threaded holes 72a and the recess 80a for monitoring and maintaining fluid levels within the hub 30a.
    The wheel flange 60a defines a plurality of holes for wheel pins 94a each configured to accommodate a wheel pin (not shown) to secure the wheel to the hub 30a. The number and position of the holes 94a generally correspond to the bolt pattern of the respective wheel. In addition, the mounting surface 98a of the wheel flange 60a is usually machined or finished to ensure that surface 98a is precisely aligned with hub 34a of hub 30a, so that the wheel is properly positioned during use . The hub 30a also includes a wheel pilot surface 102a, extending axially from the radially inner edge of the flange 60a to ensure that the wheel is arranged coaxially with the central axis 34a. The hub 30a may also include an anti-rotation ridge 103a that extends along the periphery of the wheel flange tOa and configured to contact the flat surface 101a of each wheel tongue 105a to restrict the rotation of wheel tongues 105a in relation to the flange 60a (see Figures 49 and 49a).
    As shown in Figure 5, the eternal edge 106a of the wheel flange 60a may have a radius, or be curved to substantially conform to the axial deflection of the wheel rim or disc face subjected to a lateral load. Ideally, the curve of the outer edge 106a substantially corresponds to the natural deflection of the rim to reduce residual stress within the rim and to minimize the tendency that the rim has to crack after exposure to repeated lateral loads. In the present invention, the shape of the outer rim 106a causes the contact point between the hub and the wheel rim to shift, albeit slightly, to help distribute the stress load over a larger area. More specifically, as the lateral load on the rim increases, the point of contact between the rim and the outer edge 106a moves radially outward.
    In the illustrated embodiment, the outer edge 106a includes a gradual transition from the substantially flat wheel mounting surface 98a to a cubic (third order) curve that conforms substantially to the deflection of the wheel face when subjected to lateral loading. The cubic curve then makes a gradual transition to a different, more pronounced curve. In other words, the rim is designed for a given maximum lateral load capacity. When the rim is exposed to a lateral load that is the maximum bend (such as when hitting a hole, for example), the rim deflects by placing the contact point between the rim and the outer edge 106a at a first point (no shown) corresponding substantially to the transition between the first less sharp cubic curve and the second more pronounced curve. In the illustrated embodiment, the second curve can include any combination of elliptical, parabolic, linear, circular or other curve types. Alternatively, the first curve can also include any combination of elliptical, parabolic, linear, circular or other curves.
    In the illustrated modality, a gradual transition is defined as one in which the graph of the slope of the curve during the transition is continuous across the entire length. In other words, the slope of the curve at the point of intersection of the mounting surface 98a with the outer edge 106a does not show a discontinuity.
    The first hub embodiment 30a also includes a multiplicity (such as ten) of torque tongues 64a, each formed forming an integral part of the body 56a and extending radially outwardly in the vicinity of the inner end 68a. Each torque tongue 64a of the first hub modality 30a is substantially rectangular in shape, having a pair of substantially parallel side walls 110a and sized to fit within a corresponding radial slot 254 formed by the brake disc 38 (described below) and to move along this gap. Each torque tongue 64a also includes a support shoulder 114a that extends along side walls 110a and on which the second brake surface 226 of the brake disc 38 rests when installed (see Figure 4a). In the illustrated embodiment, the shoulders 114a create the axial qualifying surface for the hub 30a.
    The shoulders 114a are also dimensioned so as to maintain a distance between the brake disc 38 and the belt 118a that extends between each pair of torque tongues 64a, while creating a gap between them. Eventually, the shoulder 114a minimizes the amount of contact area between the brake disc 38 and the hub 30a in addition to producing a gap for air circulation.
    Figures 6-9 illustrate a second hub embodiment 30b of hub assembly 26 formed (fused, for example) from an aluminum alloy to produce a small rotational mass. In the second embodiment of cube 30b, the cube employs a structure very similar to that of cube 30a described above and shown in Figures 2-5, and has many of its properties. Elements analogous to the first modality received the same number with the reference letter "b". The following description of cube 30b focuses mainly on the structure and characteristics different from those of the modality described above.
    As best illustrated in Figure 6, hub 30b includes a multiplicity of wheel drivers 122b, positioned on the outer surface of hub body 56b. The wheel drivers 122b are generally positioned axially adjacent and at a distance out of the mounting surface 98b of the wheel flange 60b and are equally spaced along the circumference of the hub 30b. During use, wheel drivers 122b center the wheel with the axis of rotation 34b. In the illustrated embodiment, each wheel driver 122b includes a machined insert 124b that extends from the hub body 56b. However, wheel drivers 122b can be formed separately and subsequently installed in hub 30b.
    The second embodiment of hub 30b also includes a mounting flange 126b that extends radially outwardly from body 56b in the vicinity of the inner end 68b of hub body 56b. The mounting flange 126b defines a plurality of holes 130b, each of which is sized to receive a corresponding torque pin 134 (described below). In the illustrated embodiment, the mounting flange 126b is substantially cylindrical in shape (see Figure 9), however, the mounting flange 12βb may include one or more recesses or notches 138b (see Figure 10) to allow for additional disc clearance brake 38 and to promote airflow. Spacing pads (not shown) can be formed as part of mounting flange 126b to minimize the contact area between hub 30b and disc 38.
    The second embodiment of hub 30b also includes a multiplicity of torque elements 42 consisting of torque pins 134, each of which is snapped into a hole 130b of mounting flange 126b and secured by a fastener 142 (see Figure 11). In the illustrated embodiment, each torque pin 134 is formed of cylindrical metal (steel, stainless steel, for example, and the like) and includes a rod 146 dimensioned to be accommodated in a hole 130b of the mounting flange 126b, and a head 150 that it can be coupled with the brake disc 38 (see Figure 12). In the illustrated embodiment, torque pins 134 are composed of a material that has a thermal conductivity that is lower (between approximately 2% and approximately 25%, for example) than that of the hub material.
    The head 150 of the torque pin 134 generally includes a pair of parallel side walls or flat parts 154. The side walls 154 are cut within the head 150 so that the circumferential contact area between pin 134 and the brake disc 38 is large enough to produce contact stresses below the breaking point of the brake disc and pin materials. If the circumferential contact area is too small, deformation of the brake disc and pin may occur.
    In some embodiments (see Figures 12 and 13), each torque pin 134 may also include a spacer 158 integrated between the stem 146 and the head 150 to separate the brake disc 38 from the hub 30b (form a gap 120b, for example ) from a distance equal to the thickness of the spacer and minimize the contact area between hub 30b and disk 38. Spacer 158 also reduces to a minimum the amount of wear to which the softer aluminum hub is subjected. However, there may be no spacers on the 134 "torque pin (see Figures 14 and 14a). In addition, a 134" torque pin without spacer can be used in conjunction with a separate spacer 162 (see Figure 15) . Spacer 162 may be formed of one or more stacked sheets of high heat resistant or wear resistant material such as a ceramic spacer interposed between two thin layers of steel (not shown).
    As shown in Figures 16a-16c, alternative embodiments of the torque pin 134 may comprise a spiral wound cylindrical spring 166. The spiral wound cylindrical spring 166 is formed from a spiral wound wound metal piece. Unlike the torque pin with a tubular metal body in Figure 12, the spiral-wound torque pin 166 can expand and contract to compensate for variations in the hole size, allowing greater tolerances during the hub manufacturing process. The spiral wound spring 166 also has superior thermal insulation properties when compared to the torque pin in Figure 12. As shown in Figure 16a, the spiral wound spring 166 may also include a pair of side walls or substantially parallel flat pieces 154 formed having the same size and in the same manner as described above. The coiled spring 166 can also be used with a spacer 162 (not shown) or included. In alternative embodiments, the coiled spring 166 may not have flat parts, but it can be configured to flex and conform to the side wall of slots 254 to reduce contact stresses down to the breaking point of the coiled springs 166 and rotor 38 .
    As illustrated in Figures 17-20, alternate torque pin modalities may include a multi-piece design. The multi-piece torque pin 134 'includes a pin 170' to be partially accommodated within the hole 130b of the mounting flange 126b, and a separately formed cap 174 'complementary to the distal end 178' of the pin 170 '. The pin 170 'of the multi-piece torque pin 134' can be formed either in the form of a cylindrical spiral spring or in the form of a tubular part and can be coupled to the mounting flange 126b in a very similar way to the design of previous torque pins (see Figures 18 and 19).
    The cap 174 'of the multi-piece torque pin 134' is substantially cylindrical in shape and is configured to substantially cover the distal end 178 '' of the pin '70'. Cap 174 'includes a pair of side walls or substantially parallel flat parts 154' (described above) to be accommodated within radial slits 254 of the brake disc 38 and to move along them, and an integral spacer 182 'to move away the brake disc 38 of the mounting flange 126b of the hub 30b. In the illustrated embodiment, spacer 182 'also includes a curved edge 186' (see Figure 20) that interacts with hub body 30b to limit the rotation of the cap 174 'on pin' 70 '. Unlike the modalities described above for torque pins 134, the multi-piece torque pin 134 'does not need to be properly oriented when installed on hub 30b; on the contrary, the cap 174 'is free to rotate with respect to the pin 170' to ensure that the flat parts 154 'are always properly aligned with the slots 254 of the disc 38. In addition, the cap 174' can be formed from a low thermal conductivity material, such as stainless, steel or ceramic (zirconia ceramic, for example). In other embodiments, the cap 174 'may include a set of projections 175' (see Figure 55) to at least partially restrict the rotation of the cap 174 'on pin 170'.
    In the illustrated embodiments, integral spacers 158, separate spacers 162, and spacers 182 'formed in caps 174' all at least partially define the axial qualifying surface (described above) for hub 30b when in use.
    Figures 21-25 illustrate a third hub embodiment 30c of hub assembly 26 formed (fused, for example) from an aluminum alloy analogous to the second hub embodiment 30b. In the third embodiment of the cube 30c, the cube employs a structure very similar to those of the previously described cube designs 30a, 30b and shown in Figures 2-5 and 6-9, and has many of its properties. Analogous elements received the same number affected with the letter "c". The description that follows of the cube 30c focuses mainly on the structure and characteristics that differ from the previously described modalities.
    The third embodiment of the hub 30c includes a wheel flange 60c that extends radially and axially outwardly from the outer end 76c of the hub 30c. In the illustrated embodiment, the mounting surface 98c of the wheel flange 60c is positioned axially outside the hub body 56c and defines a plurality of hole for wheel pins 94c, each configured to accommodate a corresponding wheel pin (not shown) . To help reinforce the wheel flange 60c, a plurality of reinforcement ribs 190c are formed on the flange itself. The ribs 190c generally extend radially along the outer side of the flange 60c.
    The third hub embodiment 30c also includes a multiplicity (five, for example) of wheel drivers 122c, each extending axially out of the mounting surface 98c of the wheel flange 60c. As described above, wheel drivers 122c are positioned to align the wheel with the center axis 34c of hub 30c. The inner end 68c of the third hub embodiment 30c includes a ridge 194c, formed in the body 56c and configured to act as a mounting guide for a 52 "compression type adjustment ring.
    Figures 26-31 illustrate a fourth cube modality 30d of cube assembly 26 formed (fused, for example) from austempered ductile iron as in the first cube modality 30a. In the fourth embodiment of cube 30de, the cube employs a structure very similar to the cube designs previously described 30a, 30b, 30c and shown in Figures 2-5, 6-9 and 21-25, and has many of its properties. Analogous elements received the same affected number with the reference letter "d". The following description of the 30d cube focuses mainly on the structure and characteristics that differ from the modality described above.
    Similarly to the third hub modality 30c, the wheel flange 60d of the fourth hub modality 30d extends radially and axially outward from the outer end 76d of the hub body 56d to position the mounting surface 98d axially external to the body 56d . The wheel flange 60d also includes a multiplicity of reinforcement ribs 198d, each extending between the hub body 56d and the flange 60d to provide rigidity and support. In the illustrated embodiment, each rib 198d is generally spaced evenly along the circumference of the flange 60d and includes a wheel pin protrusion 96d formed therein. The wheel flange 60d also includes a perimeter rib 202d, an annular rib 206d that extends around the flange and radially into the perimeter rib 202d and one or more secondary ribs 210d that extend radially and generally perpendicular to the ribs 202d, '206d. The perimeter rib 202d extends along the outer diameter of the wheel flange 60d to a height greater than the height of the protrusions of the wheel pins 96d. The annular rib 20βd is concentric with the perimeter rib 202d, generally extending between the various projections of wheel pins 96d at a lower height than the protrusions themselves. Several combinations of ribs that extend radially and circumferentially may also be present, depending on the specific modality. In alternative embodiments, the height and thickness of each rib 202d, 206d and 210d may vary. Hub 30d may include one or more anti-rotation tabs 205d to restrict the rotation of the wheel tongues 105d positioned within the projections 96d (see Figures 48 and 48a).
    As shown in Figure 31, the fourth hub embodiment includes a multiplicity of wheel drivers 122d (five, for example), each extending axially and externally from the mounting surface 98d of the wheel flange 60d. The pilots of the wheel 122d are positioned to align the wheel with the central axis 34d of the hub 30d. Each of the wheel drivers 122d is also alternated with respect to the reinforcement ribs 198d, i.e., located between ribs 198d, to limit porosity during casting. In other words, each wheel driver 122d is positioned in such a way that an axle, oriented in parallel with the central axle 34d, will not be able to traverse the wheel driver and the reinforcement ribs at the same time. When wheel drivers 122d are alternated with ribs 198d, the variation in total thickness of the molten material is reduced to a minimum, thereby substantially reducing porosity.
    As shown in Figures 32-34, hub assembly 26 also includes a brake disc 38. Brake disc 38 includes a first plate 214 that has a first brake surface 218 and a second plate 222 axially spaced from the first plate 214 and having a second brake surface 226. The brake disc 38 also includes a plurality of ribs or flaps 230 that extend radially between the first and second plates 214 222 to define a plurality of cooling rods 234 between them. During operation of the hub assembly 26, air flows through the cooling channels 234 of the brake disc 38 to at least partially regulate the temperature of the disc 38.
    In addition, the second plate 222 of the brake disc 38 extends radially into the inner diameter of the first plate 214 to define a pilot diameter 238. In the illustrated embodiment, pilot diameter 238 includes a plurality of pilot surfaces 242, each configured to engage as a pilot cylinder 246 of the hub and to position the brake disc 38 coaxially as a hub along the central axis. In the illustrated embodiment, each pilot surface 242 includes a pair of chamfers 250 to minimize the contact area between the hub and the disc 38 to reduce heat transfer. In the illustrated embodiment less than approximately 205 of the circumference of the pilot diameter 238 is in contact with the hub. Alternatively, the size of the chamfers 250 can be modified (by changing the size of the pilot surfaces 2142, for example) so that less than 155 of the circumference of the pilot diameter is in contact with the hub. In still other modalities, it is possible to build the cube having less than 25 the diameter of the pilot in contact with the cube (see Figures 51 and 52).
    The second plate 222 of the brake disc 38 also defines a plurality of radial slots 254. Each slot 254 is open to pilot diameter 238 and extends radially outward, separating two pilot surfaces 242. In the illustrated embodiment, each slot 254 it is dimensioned to receive a torque element 42 inside (see Figure 33). More specifically, each slot 254 is sized to accommodate the head 150 of a torque pin 134 (in the second hub mode 30b and in the third hub mode 30c, for example, see Figure 8) or a torque tongue 64a, 64d ( in the first cube modality 30a and in the fourth cube modality 30d, for example, see Figure 3). To promote a better water flow when the disc 38 is installed in the hub, at least 505 of the radially internal opening area. 236 (see Figure 32) of each channel 234 is positioned above the torque elements 42 of the hub in order to minimize any resistance to airflow. In other embodiments, at least 905 of each inner opening 236 are positioned above the torque elements 42. In yet other embodiments, the torque element 42 does not extend axially beyond the inner edge of the inner opening 236 of each channel 234. In other embodiments words, the torque elements 42 do not extend axially beyond the second plate 222 of the brake disc 38 by more than 505 of the distance D between the first plate 214 and the second plate (see Figure 32). Alternatively, the torque elements 42 do not extend beyond 105 of distance D.
    When the brake disc 38 is installed in the hub, it is allowed to "float" in relation to the hub to compensate for differences in thermal expansion between the two. More specifically, the torque elements 42 move within the slots 254 of the brake disc 38 as the disc expands and contracts (see Figure 34), but maintains contact with the respective axial qualifying surface. This allows the torque elements 42 to transfer the braking torque from the brake disc 38 to the hub without restricting the brake disc 38 from thermally induced movement and at the same time maintaining the correct orientation with respect to the central axis.
    As illustrated in Figures 35 and 35a, hub assembly 26 also includes an axial pre-compression spring 46 attachable to the hub to secure the brake disc 38 to it. The axial pre-compression spring 46 is of substantially annular shape and is formed of stamped spring steel. The spring 46 generally includes a plurality of base portions spaced in circumference 258, each defining a hole 2652 and a plurality of substantially V-shaped spring portion 266, each extending between adjacent base portions 258. When the hub assembly is complete, each base portion 258 of spring 46 is coupled to a respective torque element 42 of the hub by a spacing screw 270. The spring portions 266 come into contact with the brake disc 38 and axially force the disc 38 towards the axial qualifying surface. During operation the axial pre-compression spring 46 works in series with the axial qualifying surface (at least one of the spacers 162, the support shoulders 114a, 114d, the mounting flange 126b, 126c, for example, and the like) for allow disk 38 to move axially or "float" in relation to the hub. In other words, the axial pre-compression spring 46 applies sufficient axial clamping force to ensure that the disc 38 is in constant contact with the axial qualifying surface while compensating for the axial expansion and contraction of the disc 138 due to changes thermal. Although the axial pre-compression spring 46 is shown in the form of a single annular unit, the spring 46 can be separated into one or more separate spring elements (not shown). In yet other embodiments, the axial pre-compression spring 46 may include a pair of "C" shaped portion. Each axial pre-compression spring 46, for example, can include an annular portion that extends approximately 180 degrees.
    As shown in Figures 36-36b, hub assembly 26 also includes a plurality of spacing screws or connectors 270, each having a mounting portion 274, a body 278 and an extension portion 282 opposite the mounting portion 274 The spacing screws 270 secure the axial pre-compression spring 46 to the hub while also providing a thermally insulated support for the adjusting ring 52, so that it is spaced a distance from the hub. When the hub is mounted, the mounting portion 274 of each spacing screw 270 is coupled (threaded, for example) to a corresponding torque element .42 of the hub, securing spring 46 to torque elements 42 and the portion extension 282 extends axially outwardly from the hub to produce a threaded hole 286. In addition to providing support for the adjusting ring 52, the extension portion 282 is configured to provide minimal resistance to airflow through the channels 234 of the brake disc 38. Hub assembly 26 also includes an adjustment ring 52. The adjustment ring 52 is substantially annular in shape and includes a plurality of evenly spaced recesses around the circumference of the ring. Adjustment ring 52 interacts with a sensor (not shown) to allow the user to monitor the rotation of hub assembly 26 in relation to the tubular assembly of shaft 14. In alternative embodiments, adjustment ring 52 may include a plurality of cuts or protrusions instead of recesses, depending on the style of the sensor being used. In the first and second hub modes 30a, 30b, the adjustment ring 52 is coupled to the extension portion 282 of the spacing screw 270, however in the third and fourth mode 30c, 30d, a compression adjustment ring 52 " it is coupled directly to the hub body 56b, 56d The brake hub assembly 26 is typically pre-assembled in the form of a unit before being installed in the tubular assembly of the axle 14 of a motor vehicle 10. For the assembly of the unit, the The user axially inserts the brake disc 38 at the inner end of the hub, ensuring that each torque element 42 is aligned with a corresponding slot 254 and the pilot surfaces 242 are aligned with the pilot cylinder of the hub. used hub, or a torque tongue 64a, 64d (in the first modality and in the fourth modality, for example, see Figure 3) or the head 150 of a torque pin 134 (in the second modality and in the third modality, for example, see the Figure 8 is positioned within each radial slot 254.
    The axial pre-compression spring 46 is then positioned on the hub, making sure to align each base portion 258 with a corresponding torque element 42 and each spring portion 266 with the brake disc 38. When positioning the axial pre-compression 46, it is important to ensure that the spring is oriented in such a way that the spring portions 266 are directed towards the brake disc 38, the spring forces the disc 38 towards the axial qualifying surface. In some embodiments, the spring 46 is then coupled to the hub by a multiplicity of spacing screws 270 each of which passes through a corresponding hole 262 of the spring 46. The adjusting ring 62 is then fixed to the assembly 26 by its coupling to the extended portions 282 of the spacing screws 270. In other embodiments, the axial pre-compression spring 46 can be coupled directly to the hub with fasteners and the adjustment ring 52 "can be compressed into a corresponding crest 194 (see Figure 29) When the assembly is completely assembled, it can be installed on the tube assembly of the axle 14 of a motor vehicle 10 with the appropriate bearings and seals using standard processes known in the art.
    Typically, when servicing or replacing a brake disc, the user must first remove the hub assembly from the axle before the brake disc can be removed from the hub. Another cube assembly 26 'is illustrated in Figures 37-45. This hub assembly 26 'employs a structure very similar to the hub assembly 26 described above and shown in Figures 1-3, and has many of its properties. Analogous elements received the same reference numbers, being affected by the apostrophe. The description that follows of the hub assembly 26 'focuses mainly on the structure and characteristics that differ from the previously described modality.
    As with hub assembly 26, hub assembly 26 'is configured to be installed on the axis of a motor vehicle and to act as a mounting location for one or more of the vehicle wheels (not shown). In the hub assembly 26 ', the brake hub 30' is designed to allow the user to remove and install the brake disc 38 ', as for maintenance or replacement, without having to remove the hub 30' from the shaft , leaving the bearing and seal assembly intact. In the illustrated embodiment, hub assembly 26 'includes a hub 30', a wheel flange plate 290 ', a brake disc 38' and an axial pre-compression spring 46 '.
    As shown in Figure 39, hub 30 'of hub assembly 26' includes a substantially cylindrical body 56 ', a plurality of torque tongues 64' positioned near the inner end 68 'of hub body 56', a plurality of wheel tongues 294A positioned in the vicinity of the axial center of the hub body 56 'and a plurality of threaded tongues 296' in the vicinity of the outer end 76 'of the hub body 56'. As in the previous hub designs, the body 56 'of the hub 30' also defines an internal recess 80 'that includes seats for the bearings in the bearing assembly and any necessary seals.
    The torque tongues 64 'extend radially outwardly from the body 56' in the vicinity of the inner end 68 '. The tongues .64 'are formed as part of the body 56' and are spaced equidistant along their circumference. As with the torque tongues of the first and fourth hub modes 30a, 30d, each tongue 64 'of the hub 30' has a pair of substantially parallel side walls 110 'configured to be accommodated within the slots 254' of the disc brake 38 'and be movable along them.
    The wheel tongues 294 'extend radially outwardly from the body 56' in the vicinity of the axial center of the hub body. As with torque tongues 64 ', wheel tongues 294' are formed as an integral part of hub body 56 'and are spaced equidistantly along their circumference. Each wheel tongue 294 'includes an axially extending threaded hole 298', configured to thread a pin 302 '. In the illustrated embodiment, each wheel tongue 2941 is dimensioned and spaced so that the brake disc 381 can slide along the fingers 294 'without interference. More specifically, each wheel tongue 294 'is small enough to pass through a corresponding radial slot 254' of the brake disc.
    As best shown in Figures 39, 40, 44 and 45, the wheel flange plate 290 'has a substantially annular shape and defines a plurality of holes for wheel pins 94'. The wheel flange plate 290 'also includes a wall 297' that extends perpendicular to the mounting surface 98 'and along the inner circumference of the plate 290'. The wall 297 'varies in radial distance from the central axis 34' and defines a multiplicity of hub drivers 300 'at a first radial distance from the central axis 34' and a multiplicity of wheel pilots 304 'at a second greater radial distance from the axis center 34 '(see Figure 44). More specifically, hub drivers 300 'are configured to engage pilot cylinder 246' of hub 30 'and align plate 290' coaxially with center axis 34 'and wheel drivers 304' are configured to maintain concentricity between the plate 290 'and the wheel. Wall 297 'also provides rigidity to plate 290'.
    Plate 290 'also defines a multiplicity of notches 306', each positioned between a pair of hub pilots 300 'and dimensioned slightly larger than a threaded tongue 296' of hub 30 '. Plate 290 'also defines a multiplicity of mounting holes 308', each positioned between a pair of notches 306 'and sized to receive a high strength pin 302' having a reduced head diameter. In the illustrated embodiment, the holes 308 'are axially recessed from the mounting surface 98' and dimensioned to accommodate the reduced diameter heads so that the pins 302 'do not interfere with the wheel when it is installed in the hub 30'. More specifically, the holes 308 'are sized to accept the reduced diameter heads, but are too small to accommodate typical sized pin heads. Therefore, the pin head acts as a safety controller since lower quality fasteners with standard size heads cannot be used.
    The wheel flange plate 290 'can be manufactured from ductile austempered iron. For this reason, the material of plate 290 'is analogous in hardness to the material of wheel pins 312' typical. The similar hardness of plate 290 'and pin 312' prevents pins 312 'from being compressed into plate 290'. To restrict the rotation of the pins 312 'after being installed, a notch 314' is formed in the pin 312 '. When pin 312 'is installed on plate 290', the notch 314 'comes into contact with a flange or with a raised surface 318', formed on plate 290A, restricting the rotation of pin 312 'in relation to plate 290' (see figure 45). The brake hub assembly 26 'also includes a pair of detent plates 310'. Each plate 310 'is of substantially semi-annular shape and is configured to be fixed by pegs to the outside of the torque tongues 64' to establish an outward displacement stop and an axial qualifying surface for disc 38 'on hub 30 '. In the illustrated embodiment, the detent plates 310 'work in series with the axial pre-compression spring 46 which acts as an inward displacement stop for the disc 38' and applies a constant force towards the outside to force the disc 38 against the 310 'detention plates. In the illustrated embodiment, each holding plate 310 'extends approximately half the circumference of the hub 30', so that holding plates 310 'can be installed without having to slide them along the length of the cube 30 '. However, in alternative embodiments, an annular piece can be used. In yet other embodiments, the brake hub 26 'may include a detent plate 310' attached to the inside with one or more axial pre-compression springs 46 on the outside (see Figures 46a, 46b and 47). To assemble the hub assembly 26 ', the user attaches the axial pre-compression spring 46' to the inner face of the torque tongues 64 'with a set of spacing screws and couples the adjustment ring 52' to the extension portion of the clearance screws (not shown). In other embodiments, the user can couple the axial pre-compression spring 46 'directly to the tongues 64' using a standard fastener by coupling the adjustment ring 52 'to the hub 30' at the same time using a set of independent spacing spacers 322 ' (see Figures 40 and 43). The user can then install the hub 30 'on the motor vehicle shaft with the appropriate bearings and seals, as is known in the art. The user inserts the brake disc 38 'axially over the outer end 76' of the hub 30 ', making the disc 38 slide in an inward direction along the hub 30', passing the threaded tabs 296 'and the tabs 294' until the disc 38 'comes into contact with the axial pre-compression spring 46'. The user couples (for example, using pins) the holding plates 310 'to the outside of the torque tongues 64', attaching the brake disc 38 'to the hub 30' between the pre-compression spring 46 'and the plates 310 '(see Figure 41). The user then axially introduces the wheel flange plate 290 'over the outer end 76' of the hub 30 ', moving the plate 290' in an inward direction passing through the threaded tabs 296 'and engaging with the wheel tongues 294'. The wheel flange plate 290 'is coupled (by pins, for example) to the wheel tongues 294' with pins 302 '(see Figure 42). If the brake disc 38 'needs to be replaced during the lifetime of the hub assembly 26', the user can remove the brake disc 38 'from the hub 30' without removing the hub 30 'from the shaft. To remove the brake disc 38 ', the user removes the pins 302' securing the wheel flange plate 290 'to the hub 30'. The user then removes the wheel flange plate 290 'from the hub 30' by making the plate 290 'slide in an outward direction making sure to align the notches 306' with the threaded tabs 296 '. The user then removes the two detent plates 310 ', and makes the brake disc 38' slide in an outward direction along the hub body 56 ', passing over the wheel tongues 294' and threaded tongues 296 '. A new or refurbished 38 'brake disc can then be reinstalled on hub 320' as described above. The axial pre-compression spring 46 ', spacing screws 270' and adjusting ring 52 'can remain attached to the hub 30' both during assembly and disassembly.
    Figures 50a and 50b illustrate a fifth hub embodiment 30e of hub assembly 26 formed (fused, for example) from an aluminum alloy to produce a low rotational mass. In the fifth cube modality 30e, the cube employs a structure very similar to the cube already described 30b shown in Figures 6-19 and has many of its properties. Elements similar to those of the previous modality received the same number and a reference letter "e". The following description of the 30d cube focuses mainly on the structure and characteristics that differ from the modality described above.
    As shown in Figures 50a and 50b, the fifth hub embodiment 30e includes a mounting flange 126e that extends radially outwardly from the body 56e in the vicinity of the inner end 68e of the cocu 56e. The mounting flange 126e defines a first set of holes 350e and a second set of holes 354e. The first set of holes 350e is sized to accommodate a spacer 358e inside it while the second set of holes 354e is sized to receive a corresponding torque pin 134 (described above). By separating the mounting locations of the 358e spacers and the torque pins 134, the areas of high heat (ie the spacers) are separated from the high torque areas (ie, the torque pins 134), increasing the resistance of the whole as a whole. In addition, by making the 358e spacers a separate element, they do not need to be able to withstand the large loads present during braking and can be formed of a material that is more thermal insulating, such as stainless steel, ceramic and similar.
    The fifth hub embodiment 30e also includes a groove 362e that extends along the mounting flange 126e. When hub 30e is assembled, groove 362e is configured to accommodate at least partially the projections 175 'of the cap 174' positioned on the torque pins 134 (see Figure 55). The groove 362 'at least partially restricts the rotation of the cap 174' in relation to the pin 134.
    During assembly, to increase the accuracy of the axial qualifying surface defined by the axial surfaces 359e of the spacers 358e, the user inserts the spacers 358e into the corresponding holes 350e of the mounting flange 126e. The user then machines the axial surfaces 359e of the spacers 358e while the spacers 358e are installed in hub 30e. After the 358e spacers have been machined, the user can insert the torque pins 134 into their corresponding holes 354e.
    Alternatively, the user can first machine the inner surface 360c of the mounting flange 126e to ensure that it is perpendicular to the central axis. The user then compresses each 358e spacer into a corresponding hole 350e, relying on a minimum variation from component to component in the 350e spacers to obtain maximum accuracy.
    权利要求:
    Claims (15)
    [0001]
    1. Brake hub assembly (26) attachable to the axle (18) of a vehicle, the brake hub assembly (26) comprising: a brake hub (30) that defines a central axis; a brake disc (38) coupled to the brake hub (30), the brake disc (38) having a first braking surface (218), and a second braking surface (226) axially spaced from the first braking surface ( 218), and wherein the brake disc (38) defines a plurality of slits (254) extending radially; and at least one torque element (42) extending between the brake disc (38) and the brake hub (30) to transmit torque between them, wherein the torque element (42) is at least partially received within and movable along the plurality of slots (254) that extends radially to the brake disc (38), characterized by the fact that the torque element (42, 134, 166) includes a spacer (158, 162, 182 ') in which one of the first or second braking surfaces (218, 226) of the brake disc (38) is engaged to form a gap (120b) between the brake disc (38) and the brake hub (30).
    [0002]
    2. Brake hub assembly according to claim 1, characterized by the fact that the torque element (42) is integrally formed with the brake hub (30).
    [0003]
    3. Brake hub assembly, according to claim 1, characterized by the fact that the torque element (42) is formed of material that has a thermal conductivity lower than the thermal conductivity of the material that forms the brake hub (30) ).
    [0004]
    4. Brake hub assembly, according to claim 3, characterized by the fact that the material that forms the torque element (42) has a thermal conductivity between 2% and 25% of the thermal conductivity of the material that forms the brake (30).
    [0005]
    5. Brake hub assembly according to claim 4, characterized by the fact that the hub is formed of aluminum.
    [0006]
    6. Brake hub assembly according to claim 4, characterized by the fact that the torque element (42) is formed of at least one of steel, stainless steel, ceramic or any combination thereof.
    [0007]
    7. Brake hub assembly according to claim 1, characterized in that the radially extending slots (254) are defined by the first or second braking surfaces (218, 226).
    [0008]
    8. Brake hub assembly according to claim 1, characterized in that the torque element (42) is displaceable along one of the slots (254) of the brake disc (38) in response to expansion thermal and contraction of the brake disc (38).
    [0009]
    Brake hub assembly according to claim 1, characterized in that at least a portion of the torque element (42) is formed of tubular metal and includes a pair of substantially parallel walls.
    [0010]
    10. Brake hub assembly according to claim 1, characterized in that at least a portion of the torque element (42) is formed from a spiral cylindrical spring (166).
    [0011]
    11. Brake hub assembly according to claim 1, characterized in that at least a portion of the torque element (42) includes a pin (170 ') coupled to the brake hub (30) and a cap ( 174 ') coupled to the pin (170').
    [0012]
    12. Brake hub assembly, according to claim 1, characterized by the fact that the torque element (42) is coupled to the hub by means of at least one of a fastener, snap fit and rivet.
    [0013]
    13. Brake hub assembly according to claim 1, characterized in that the first braking surface (218) is axially into the second braking surface (226), and in which the spacer (158) is engaged with the second braking surface (226) to form the gap.
    [0014]
    14. Brake hub assembly according to claim 13, characterized in that the brake disc (38) includes a first plate (214) on which the first braking surface (218) is defined, a second plate (222) on which the second braking surface (226) is defined, the first and second plates (214, 222) separated by axial spacing, and a plurality of ribs (230) extending between the first and second plates (214, 222) to define a plurality of cooling channels (234) between them, and in which the torque element (42) extends axially into the second braking surface (226) at a distance that is not greater than the thickness of the second plate plus 50% of the spacing between the first and second plates (214, 222).
    [0015]
    15. Brake hub assembly according to claim 14, characterized in that the torque element (42) extends axially into the second braking surface (226) at a distance that is not greater than the second plate thickness plus 15% of the spacing between the first and second plates (214, 222).
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    同族专利:
    公开号 | 公开日
    EP3409504B1|2020-11-11|
    US20120247881A1|2012-10-04|
    HUE040177T2|2019-02-28|
    ES2848837T3|2021-08-12|
    CN105711332B|2019-05-10|
    EP3409504A3|2019-06-19|
    CN105711332A|2016-06-29|
    US9897154B2|2018-02-20|
    CN110561969A|2019-12-13|
    PL2691245T3|2019-05-31|
    EP2691245A1|2014-02-05|
    CN103547461B|2016-03-23|
    EP2691245A4|2015-12-16|
    WO2012135739A1|2012-10-04|
    EP3409504A2|2018-12-05|
    EP2691245B1|2018-07-11|
    PL3409504T3|2021-05-04|
    ES2689777T3|2018-11-15|
    HUE053065T2|2021-06-28|
    BR112013025237A2|2016-12-27|
    CN103547461A|2014-01-29|
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    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-03-10| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-08-04| B07A| Application suspended after technical examination (opinion) [chapter 7.1 patent gazette]|
    2020-12-01| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-12-29| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/03/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/077,883|2011-03-31|
    US13/077,883|US9897154B2|2011-03-31|2011-03-31|Disk brake hub assembly|
    PCT/US2012/031647|WO2012135739A1|2011-03-31|2012-03-30|Disk brake hub assembly|
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