VEHI CLES The invention is related to the brake disc and wheel hub group. Whit this invention, a weight and cost advantage is provided compared to the state of the art, and integrated brake disc and wheel hub with long lasting and ventilation feature, that are more resistant to structural and thermal loads have been obtained. State of the Art

The state of the art brake disc and wheel hub connection, currently used in heavy duty vehicles is shown in Figure-6. In this design the wheel hub and conventional brake disc is assembled by using mounting bolts. A conventional brake disc with a bell shaped connection geometry causes the weight of the disc and wheel hub combined weight to be high. High unsprung mass caused by this design adversely affects the driving comfort of the vehicle and causes high exhaust emissions and fuel consumption. The material of the bell area of a conventional brake disc is cast iron with lamellar graphite which is same as the section of the friction rings and the ventilation vanes. Although these two section has the same material. They have different functions on the disc. The bell is a load bearing section but the friction rings and ventilation vanes has the duty of heat transfer. For this reason, structurally the weakest part on the brake disc is the bell section and the majority of user complaints consist of brake discs damaged from the bell section.

In another state of the art of Figure-7, there are numerous auxiliary mounting elements for ensuring the wheel hub connection with the integrated brake disc. Therefore, the production, installation and service costs of this product are high. Due to the complex design, the brake disc and wheel hub cannot be easily disassembled during service and they are separated from each other by damaging parts. Although it has been able to perform the weight reduction duty since the conventional brake disc is used in this design, the increase in bearing temperatures is high according to l the technique in Figure-6 as the braking heat is directly transmitted to the bearings mounted on the wheel hub. In case the increase in the bearing temperature exceeds the permitted operating temperature of the grease, which is the bearing lubricant, it will cause damage to the bearings before the expected service life since the grease loses its lubricating properties.

In our patent application no. 2018/20819, the need for additional parts in the state of the art in Figure-7 has been eliminated since the integrated brake disc and hub can be assembled with help of mounting bolts in force closed form. In this way, the production, installation and service costs of the product are reduced in addition to weight advantage. As the thermal conduction distance between the bolt connection interface on the wheel hub and the surface where the inboard bearing is mounted is short, the braking heat is transmitted directly to the inboard bearing. Therefore, the inboard bearing temperature exceeds the permitted operating temperature for the grease. It has been calculated that the coning values are higher than the state of the art in Figure-6 due to the shape of the integrated brake disc and the wheel hub joint. However, due to high coning values, noise and vibration problems at vehicle level, premature and irregular wear problems on brake disc and brake pads are observed.

In the state of the art of Figure-7, in patent application no. US5507367, numerous auxiliary mounting elements have been used for ensuring the integrated brake disc- wheel hub connection. In this design, in order to improve the bearing thermal life, the cylinder section in which the bearings are bedded in the wheel hub and the wheel hub-disc connection section are separated from one another by an air gap on the wheel hub in the radial direction. In order to create the air gap on the wheel hub, there is a need for additional core in the wheel hub casting manufacturing model and this causes quality problems in the production of the air gap due to the tolerances of the manufacturing process. Manufacturability problems due to the need for additional cores in the wheel hub casting model and design complexity, production and service costs increase significantly due to the need for auxiliary mounting elements for disc- wheel hub connection.

Purpose of the invention With the invention, a long-lasting ventilated brake disc and wheel hub group compatible with the 22.5" disc brake used in heavy duty vehicles, providing weight and cost advantage compared to the state of the art, and more resistant to structural and thermal loads have been obtained. Bearing and seal damages are reduced by decreasing the thermal conduction of the braking heat to seal and bearings in the wheel hub by means of the geometric structure in the wheel hub and disc joint area. The maximum temperature values reached by the bearings with high heat sensitivity are significantly improved compared to the state of the art contained in Figure-7 with the integrated brake disc and reference application number 2018-20819. In this way, bearing life increases and bearing damages, which are frequently seen as user complaints, are reduced.

Furthermore, the joint area design of the invention provides high-speed air flow around the disc ventilation vanes according to the state of the art shown in Figure-6 and Figure-7. In the invention, the air flow on the rim side is significantly accelerated thanks to the bosses in the wheel hub joint area. Thanks to the geometric gaps in the inner diameter of the disc, it directs the air on the suspension side of the vehicle to the disc ventilation vanes opening to the rim side. As a result of high-speed air flow, a significant increase is achieved in the convective heat transfer and the average convective heat transfer coefficient of the brake disc. With the increase in the average convective heat transfer coefficient, the cooling period of the brake disc is significantly shortened. Thus, with the improvement in cooling period, premature and irregular wear problems on brake disc and pads, premature and irregular wear problems due to distortion, crack and damage on brake discs, which are seen as user complaints, are reduced. Thanks to the disc-wheel hub joint shape, a less coning brake disc is obtained as a result of thermomechanical loadings compared to the state of the art (2018-20819).

In the invention, there is no need for additional mounting elements used in the state of the art in Figure-7 and Figure-9 since the disc and hub can be mounted with the help of the mounting bolts in force closed form. With the elimination of additional mounting elements, product and service costs are reduced. In addition, with the weight reduction obtained in the brake disc and wheel hub group according to the state of the art in Figure-6, Figure-7 and Figure-8, vehicle weight, exhaust emissions and fuel consumption of the vehicle are reduced.

The invention can also be used for different heavy-duty vehicles, trailers and high speed trains by making some modifications. Therefore, the advantages of the invention are as follows:

- As the need for additional mounting elements decreases, the cost decreases, As the need for additional mounting elements decreases, the mounting time is shortened,

- Total pieces weight decreases, - Production costs decrease,

Driving comfort is improved,

Exhaust em issions decrease,

Fuel consumption decreases,

- System destruction decreases, - With the reduction of destruction, the vibration problem is elim inated,

With the reduction of the destruction, the noise problem is eliminated,

Load capacity is increased,

Heat resistance is increased,

Material life is prolonged.

Detailed Description of the I nvention

Description of the Figures

Figure-1 : I ntegrated Brake Disc and Wheel Hub Connected View Figure-2: I ntegrated Brake Disc and Wheel Hub Fragmented View Figure-3: I ntegrated Brake Disc and Wheel Hub Detailed View Figure-4: Convective Heat Transfer Coefficient Chart Figure-5: Temperature Chart Figure-6: View of The State of The Art Figure-7: View of The State of The Art Figure-8: View of The State of The Art Figure-9: View of The State of The Art Reference Numbers:

1 . Wheel Hub

1 .1 . Disc Mounting Diameter

1 .2. Disc Mounting Surface

1 .3. Connection Boss 1 .4. Ventilation Duct

1 .5. Inboard Bearing Surface

1 .6. Outboard Bearing Surface

1 .7. Connection Boss Profile

2. I ntegrated Brake Disc 2.1 . Wheel Hub Mounting Support

2.2. Wheel Hub Mounting Surface

2.3. Cylindrical Duct

2.4. Disc Ventilation Vane

2.5. Disc Connection Hole 2.6. Disc Connection Flange

2.7. Inboard Friction Ring

2.8. Outboard Friction Ring

2.9. Wear Limit Line

3. Connection Bolt The present invention is the wheel hub ( 1 ) and integrated brake disc (2) , and

Figure-1 shows interconnected state. In the invention, the wheel hub (1 ) comprise of the integrated brake disc (2) and connection bolts (3). The wheel hub (1 ) developed by the invention and the integrated brake disc (2) are easily mounted via connection bolts (3). There are machined disc mounting diameter (1.1 ) and connection bosses (1.3) on the wheel hub (1 ) for concentricity of rotation axis of integrated brake disc (2) and bearing axis of wheel hub ( 1 ) . The connection bosses (1.3) on the wheel hub (1 ) are circular form in diameter in which the inner part of the connection bolt (3) will be mounted. Each number-changing connection bosses (1.3) rises above the wheel hub (1 ) like a tower and surrounds it without contacting the disc mounting diameter (1.1 ). The connection bosses (1.3) are also designed in the form of boss to reduce the conduction of heat generated during braking to the wheel hub (1 ). Although the total contact surface area effective in thermal conduction between this integrated brake disc (2) and wheel hub (1 ) is reduced, the cost of machining process has been reduced due to the amount of machining allowance to be removed from this area.

By creating an ventilation duct (1.4) area between the connection bosses (1.3) developed on the wheel hub (1 ), wheel hub mounting surface (2.2) and inboard bearing surface (1.5), the thermal conduction distance to the inboard bearing surface (1.5) and hub mounting surface (2.2) on the said wheel hub ( 1 ) has been increased. Thus, in the state of the art no. 2018/20819, the temperature of the inboard bearing surface (1.5), which is quite high compared to the temperature of the outboard bearing surface (1.6), has been reduced and the bearing temperatures have been balanced.

For concentricity of the integrated brake disc (2) connected to the wheel hub (1 ), there is machined hub mounting support (2.1 ) on the said integrated brake disc (2). The surface of said wheel hub mounting support (2.1 ) is curved and this mentioned curve is in angular form that will hold and/or wrap disc mounting diameter (1.1 ). The wheel hub mounting support (2.1 ) on the disc is designed to contact the wheel hub from three separate points as shown in example Figure-2 in order to reduce the thermal conduction in the radial direction. Behind the hub mounting support (2.1 ) is a numerically variable disc connection hole (2.5) arranged. Disc connection holes (2.5) were also formed as bosses for the purpose of reducing thermal conduction and part weight. The connection bolt (3) through each disc connection hole (2.5) is connected to the connection bosses (1.3). In other words, when the integrated brake disc (2) will be connected to the wheel hub (1 ), hub mounting surface (2.2) is placed on the disc mounting surface (1.2) of each connection boss (1.3) on the said wheel hub (1 ) and connection occurs by passing through the connection bolt (3) disc connection hole (2.5).

Each cylindrical duct (2.3) in the inner diameter of the integrated brake disc (2) is directed to the disc ventilation vanes (2.4) opening to the rim side of the air on the suspension side of the vehicle. Thus, the air contact of the ventilation vanes (2.4) was increased, and a significant increase was achieved in the convective heat transfer and the average convective heat transfer coefficient of the integrated brake disc (2).

Each cylindrical channel (2.3) is designed in such a way that no additional core is required to the casting model of the integrated brake disc (2) and does not require any machining operation. In other words, since cylindrical channels (2.3) are formed during casting, no additional machining is required, thus, the machining cost is eliminated. In addition, the said cylindrical channels (2.3) reduce the mechanical stresses caused by thermal expansion of the disc around the disc connection holes (2.5) which the bolts (3) pass through.

As can be seen in Figure-3, the ventilation vanes (2.4) are connected to the inboard friction disc (2.7) so that the disc connection flange (2.6) is opened to the rim direction, and the anti-coning brake disc (2) has been designed. In this way, an anti coning integrated brake disc (2) has been obtained under thermomechanical loading conditions.

In order to specify the replacement period of the integrated brake disc (2), in case of erasing or losing of traceability of markings indicating the wear or turning limit on said integrated brake disc (2), the wear limit line (2.9) formed by machining on both inboard friction (2.7) and outboard friction (2.8) rings seen in Figure-3 has been formed to inform the user. In the state of the art in Figure-6, the bell section of the brake disc was transported to the connection bosses (1 .3) on the wheel hub (1 ) with the invention and the torque carrying task was transferred as spherical graphite cast iron, which is a wheel hub (1 ) material with high mechanical strength. In addition, since the thermal conductivity coefficient of the wheel hub (1 ) material is lower than the lamellar graphite cast iron which is material of the integrated brake disc (2), the thermal load conducted to the bearings has also been reduced. The connection boss profile (1.7) on the wheel hub (1 ) reduces stresses under thermal and mechanical braking loading conditions. With the ventilation duct (1.4) in the wheel hub (1 ), the passage of air on the suspension and rim side of the vehicle to the disc ventilation vane (2.4) is facilitated. With the increase in the average convective heat transfer coefficient, the cooling period of the integrated brake disc (2) decreases significantly.

The disc ventilation vanes (2.4) of the state of the art with the application no. 2019/22505 have been adapted to the brake disc of the invention and computational fluid dynamics analyses with the same ventilation vane (2.4) profile have been performed in comparison with the state of the art shown in Figure-6. With the joint design of the integrated brake disc (2) and wheel hub (1 ) of the invention, the average convective heat transfer coefficient of the integrated brake disc (2) is increased by 113% compared to the state of the art in Figure-6, as can be seen in Figure-4, while 80% improvement has been achieved in the total heat dissipation rate with the integrated brake disc (2). While the average convective heat transfer coefficient of the integrated brake disc (2) is at the same level compared to the state of the art shown in Figure-7, the total heat dissipation rate from said integrated brake disc (2) is calculated to be 18% more effective. In downhill behaviour simulations according to the European motor vehicle braking regulation (ECE R13), it has been observed that the maximum temperature reached by the inboard bearing surface (1.5) and outboard bearing surface (1.6) of the invention is below the permitted operating temperature of grease by 24%. While the maximum temperature of the inboard bearing surface (1.5) and the outboard bearing surface (1.6) of the invention increases by 19% compared to the state of the art shown in Figure-6, it has been calculated that the state of the art shown in Figure-7 is below 35% (Figure-5). As a result of the finite element analyses performed under thermomechanical loading conditions, when the coning values calculated for the state of the art in Figure-6 and the state of the art with reference application number 2018/20819 are compared, it is seen that the maximum coning values of the invention have improved by 4% compared to the state of the art with reference application number 2018/20819 and by 42% compared to the state of the art with reference application number 2018/20819.

On the other hand, the total weight of the invention is 10 kg (which corresponds to 15%) less than the state of the art in Figure-6, 5.5 kg (which corresponds to 9%) less than the state of the art in Figure-7, and 4.9 kg (which corresponds to 8%) less than the state of the art in reference application 2018/20819.