Energy absorbing device

Abstract: In a dynamometer, an internally cooled disc is utilized in a braking system which can apply a large amount of torque for an extended period of time. A hollowed braking disc (24) comprising individual cooling cells (50) is employed. Cooling liquid is injected into the center of the braking disc and, by centrifugal force, is forced into the cooling cells (50) via a flow tube ring (44). The cooling liquid vaporizes in the cooling cells thus absorbing the heat generated. The vapor escapes the disc via vent holes (68). A unique torque measurement system is also utilized with its braking system. A resultant force, formed by the sum of individual forces upon braking pistons (27,28) within the braking system, is measured utilizing a strain gauged load cell. The strain gauged load cell is strategically positioned to measure a resultant displacement of the braking caliper due to the applied torque.

Description: Field of Invention The present invention relates to an internally cooled disc brake assembly which has an application in an energy absorption system such as a dynamometer. Background of the Invention Disc-braking systems have been used for many years to brake automobiles, aircraft, trucks, and other vehicles. Such braking systems are also used as dynamometers to absorb kinetic energy associated with systems that test power output from power plants, engines and the like. Disc brake systems are chosen over other braking means, such as drum brakes, for various reasons including braking effectiveness (anti-fading), cost, and serviceability. Generally a disc brake system includes a rotating disc upon which a braking or retarding force is applied. A rotating shaft is connected to the disc, stationary brake pads are forced against the disc to effectuate the braking action, and calipers hold the brake pads in place. In operation, the calipers are normally hydraulically controlled; that is, hydraulic pressure forces the brake pads against the rotating disc. The kinetic energy of the rotating disc is transformed into heat via friction as the disc decelerates between the brake pads. Under normal conditions such as decelerating an automobile operating at a normal highway speed, the heat generated by the energy absorption process is dissipated from the disc and the brake pads to the surrounding air. However, during longer and harder periods of braking, such as braking a car or truck while traversing a long downhill slope found in mountainous terrain, the disc brake system may no longer be cooled at an adequate rate; thereby adversely affecting their braking capability. When such operating conditions are encountered, the brake pads and disc become excessively hot and rapidly become destroyed. The brake shoe burn-out becomes especially apparent in conditions where there is a high energy transfer rate, such as the kinetic energy transfer associated with rapid braking of a racing car traveling at high speed. In such situations, the use of air to cool the disc brake system is generally insufficient to prevent excessive brake pad wear. Other more effective heat transfer methods have been utilized. One such method involves spraying a liquid, such as water, directly on the rotating disc as it is braking, thus allowing the heat to be transferred to the liquid. This method, though increasing the heat transfer rate, creates a braking hazard because the coefficient of friction between the disc and the pads will vary dramatically as a function of disc/pad temperature and the amount of liquid between the disc and the pad. Thus, an externally liquid-cooled disc brake system, though extending the disc and brake pad lives, can create unreasonable risks and cannot be effectively controlled. Some internally liquid-cooled disc brake systems have been developed to overcome these difficulties. In operation, a liquid is injected into the disc having an internal cavity. The heat generated by the brake is transferred to the liquid, and the liquid, now at a higher temperature, is forced out of the disc. In some instances the amount of energy absorbed by the braking system is large enough to vaporize the liquid, resulting in exiting hot gas (typically steam). The latent heat of vaporization results in substantially high energy absorption, thereby providing a dynamometer with a higher energy absorption capacity at a given operating temperature than if vaporization did not occur. Figure 6 shows a prior art device in Hikari , U.S. Patent No. 4,217,775. As seen in Figure 8 a disc with first and second internal compartments 12a, 14a, is separated by a partition 16a which extends radially through the disc 10a for cooling water to pass through. The water is fed into a supply duct 20a in the center of the disc 10a, where, by centrifugal force, the water is forced to the perimeter of the disc via the first compartment 12a where it is heated. The direction of water flow is indicated by the arrows shown. It is then discharged from the disc via the second compartment 14a and discharge duct 18a. Hikari , while showing the use of radially displaced cooling water internal to the disc for removing heat therefrom, does not teach or suggest the use of flow tubes and cooling cells to disperse cooling water internal to the disc as the present invention does. GB-A-1 477 924 discloses an internally cooled disc for use in a disc brake assembly. The disc is mounted on a brake shaft so that rotation of the brake shaft causes rotation of the disc and heating of the disc by the operation of the braking mechanism. A cooling cell is formed in the disc for the receipt of the cooling liquid for cooling the disc. This results in heating of the cooling liquid. The cooling liquid supplied to the disc is conveyed to the outer perimeter of the cell where it is heated, and the heated cooling liquid is then removed from the cell. According to the arrangement described, the cooling liquid is conveyed to the outer perimeter of the cell by two guide discs which form a single chamber extending through the whole of the cooling cell. Because a system such as a dynamometer is required to absorb large amounts of energy for an extended period of time, it is imperative that such a system employ an effective energy absorbing means. In a liquid-cooled system, the maximum heat transfer for a given change in temperature occurs at vaporization, a condition which is called latent heat of vaporization. Thus, internally liquid-cooled systems which operate at vaporization are generally most effective. Although maximum heat transfer occurs at vaporization, other conditions result which can cause problems for internally liquid-cooled systems. More specifically, the liquid vaporization generates a large amount of pressure which can block the entry of incoming liquid. If the cooling liquid is blocked, the vaporizated liquid will superheat thereby disabling the power absorbing means. Furthermore, the vapor/liquid mix must exit the disc in such a way as to allow the disc's outer surfaces to remain dry. If the outer surfaces do not remain dry, the coefficient of friction between the outer surfaces and the braking pads will vary, resulting in non-uniform resistive force. Such non-uniform force is undesirable in a dynamometer. Summary of the Invention The present invention relates to an improved internally cooled disc assembly for use in a disc brake assembly According to the invention The disc is mounted on a brake shaft so that rotation of the brake shaftft causes rotation of the disc and heating of the disc. A cooling cell is formed in the disc for the receipt of cooling liquid for cooling the disc. This results in heating of the cooling liquid. The cooling liquid supplied to the disc is conveyed to the outer perimeter of the cooling cell where it is heated. The heated cooling liquid is then removed from the cell. The invention is characterised in that the cooling liquid is conveyed to the outer perimeter of the cell by a plurality of flow tubes. The flow tubes are preferably arranged in a ring extending within the cooling cell. The liquid is able to vaporize if the cell walls are at an elevated temperature, thereby greatly increasing the heat transfer capabilities of the disc due to the latent heat of vaporization. The liquid/vapor then escapes from the cells via vent holes. The present invention circumvents the problem of vapor lock through use of the flow tube ring, which is sandwiched between two disc halves forming the disc. The flow tube ring routes the cooling liquid to the disc's radial extremity before the vaporization can occur. The centripetal force of the incoming liquid forces the liquid/vapor combination out of the vent holes thus, preventing vapor lock. Another object of the present invention is to provide an internally liquid cooled braking system that is not subject to vapor lock and thus can transfer large amounts of friction-induced heat from the associated braking disc. Other objects of the present invention will in part be obvious and will in part appear hereinafter. Brief Description of the Drawings For a fuller understanding of the nature and objects of the present invention, reference should be made to the following detailed description taken in connection with the accompanying drawings, in which: Figure 1 is a cross-sectional view of the energy absorbing device including a disc brake assembly of the present invention taken along line 1-1 of Figure 2 but not including the torque measurement apparatus associated therewith; Figure 2 is a partial cross-sectional view of the energy absorbing device and torque measuring apparatus taken along line 2-2 of Figure 1; Figure 3 is a top view of one disc half of the present invention's disc assembly; Figure 4 is a top view of the flow tube ring forming part of the disc assembly; Figure 5 is a top view of the flow tube ring positioned within another disc half of the present invention; Figure 6 is a partial cross-sectional view of a prior art water-cooled disc assembly. Best Mode for Carrying Out The Invention As best seen in Figure 1, an energy absorbing device 10 is particularly suited for applying a restraining torque to a rotating shaft 18 so as to convert the kinetic energy of rotation produced by an engine or other type of mechanical energy producing device (MEPD) into heat and then to remove this heat via liquid/vapor cooling. The energy absorbing device may be used to effect braking of the associated rotating shaft or it may be used to apply a desired reactive torque at a given shaft angular velocity so as to act as a dynamometer. When used as a dynamometer, the associated MEPD (not shown) can be directly or indirectly coupled to the energy absorbing device 10 via shaft 18. The coupled MEPD's mechanical power output can then be measured by a torque measuring apparatus 13 (see Figure 2) via Equation (1) (1)Power = Torque x (Angular Velocity) Since power is by definition equal to energy per unit of time, the energy absorbed is equal to the time integral of tlie absorbed power, or: (2)Energy = ∫Power dt = ∫Torque x (Angular Velocity) dt For constant torque and constant angular velocity equation (2) become: (3) Energy = Torque x (Angular Velocity) x Time. The unit of measure for power in the English system is the "horsepower", where one horsepower is by definition equal to 550 foot pounds per second. One horsepower is equivalent to 745.7 watts. When used as a dynamometer, the energy absorbing device comprises: (1) a braking system 12 for applying opposing torque to the MEPD's output; (2) a torque measurement apparatus 13 to measure the braking system's applied torque; (3) a cooling system 14 for removing heat generated by the braking system 12; and (4) a skeletal system 16 for mounting the braking system and the torque measurement apparatus 13. Each of these items is discussed in greater detail below. In operation, the MEPD mechanical output is coupled to the energy absorbing device 10 via skeletal system 16. The skeletal system 16 is comprised of a housing 20, a drive shaft 18, an end cap 21, four guides 38 (two are shown in Figure 1), and two sets of bearings 22. The housing 20, made of sheet metal or a similar material, provides a casing for the power absorber 10. The brake shaft 18, which partially extends out of the housing 20, transfers the MEPD's output rotational power to the braking system 12. The engine's output rotational direction is illustrated by arrow 23. The guides 38 position the disc brake assembly within the housing 20 while allowing the assembly to move slightly. This movement is measured by the torque measurement system 13. The bearings 22 allow a power transfer from the drive shaft 18 to the brake system 12 with minimal power loss. Finally, end cap 21 provides an access to the energy absorbing device 10 for the cooling water. Both end cap 21 and drive shaft 18 are made from a mild steel. Brake system 12 is a disc brake type system similar to those heretofore used in automobiles, motorcycles, and the like. The system 12 consists of a brake disc 24, a caliper 26, a first and a second piston pair 27, 28, and two pads 30. The brake disc 24 is directly coupled to the drive shaft 18 of the skeletal system 16 via mounting hardware 29, which, in turn, is either directly or indirectly coupled to the test engine or other MEPD. The brake system absorbs the output rotational power of the test engine. Caliper 26, piston pairs 27, 28, and pads 30 operate as a single unit to provide a braking force to the disc 24. Pads 30, which are composed of a friction material, sandwich brake disc 24 along an outer peripheral portion of the brake disc's flat surfaces, or braking faces 31. The friction material is preferably non-abrasive, non-ferrous, and non-asbestos in composition. One such material is manufactured by Fox Friction Mfg., Inc., 5195 Timbrelea Blvd., Mississauga, Ontario, Canada L4W253 which contains brass fiber sold under Fox Friction, composition number 1.1 GG. The disc material is preferably fabricated from grey iron, having a tensile strength of between 30,000 and 35,000 pounds per square inch (PSI) and further comprising free graphite in its microstructure so as to exhibit an anti-galling property. The two piston pairs 27, 28 lie adjacent to pads 30 with one of each pair on either side of disc 24. Pads 30 and piston pairs 27 and 28 are held in place by caliper 26, which saddles disc 24. Varying pressure, normally hydraulically controlled, can be applied to caliper 26 to force piston pairs 27, 28 against pads 30. Pads 30, in turn, are forced against disc 24, which causes a braking action on rotating disc 24. It should be noted, however, that other methods of retarding the motion of a rotating disc can be utilized that do not employ frictional contact as a means of braking the disc. As shown in Figure 2, the torque measurement system 13 comprises an anchor 34, a coupling bar 35, a strain gauge 36, and coupling arms 37. Coupling bar 35 and coupling arms 37 act upon strain gauge 36 with a force proportional to the applied torque. Gauge 36 is held in place by anchor 34 as discussed in greater detail. Referring again to Figure 1, the cooling system 14 for energy absorbing device 10 comprises a cooling water inlet valve 40, a supply duct 42, a flow tube ring 44, a discharge duct 46, an outlet cap 48, as well as the braking disc 24. Each of these elements are interconnected to form a type of internal plumbing system for the energy absorbing device. In operation, cooling liquid is run into system 14 through the interconnecting tubing and ducts so as to flow into hollowed sections of the braking disc 24, identified as cooling cells 50. The cooling cells 50 are located adjacent to and between the two braking faces 31 of the disc 24. This area of the disc 24 naturally becomes the hottest area while the energy absorption device is in operation. The heat generated by the braking system 12 causes heating and partial vaporization of the liquid in the cells 50. The vapor/liquid mix is forced out of the disc 24 by additional cooling liquid and exits the energy absorber 10. The cooling liquid or vapor/liquid mix flow is indicated by the arrow 51 within the cooling system 14. The cooling system 14 is discussed in greater detail below. These four subsystems function in unison to provide a high energy absorbing device which can operate without excessive brake system wear. Additionally, they provide unique and accurate. torque measurements for the purpose of horsepower calculation. These results can be accomplished in a dynamometer while allowing the dynamometer to remain portable and economical. For a better understanding of the energy absorbing device 10, the cooling and torque measurement systems are described in greater detail below. Cooling System As previously discussed, the cooling system 14 is a system of tubes and valves through which cooling liquid is piped throughout the energy absorbing device 10. The cooling liquid absorbs the heat generated in the energy absorbing device by becoming warmer and by vaporization. The vapor is immediately displaced by additional cooling liquid thus removing most of the heat generated by the energy absorbing device. Figure 1 shows the cooling system in detail. Cooling liquid is first piped into inlet valve 40. The cooling liquid used in the preferred embodiment is water and will be used to describe the system. Other coolants may be used, such as automobile coolant containing water and ethyl glycol as would be used in a closed system as discussed previously. A supply duct 42, which lies along the central axis of braking disc 24, carries the water to disc 24. The supply duct 42, which is preferably fabricated from brass, is housed in a flow shaft 43. The flow shaft 43 is made of a mild steel. Figures 3 through 5 illustrate the elements of the braking disc assembly 24. A first section or half 52 of the braking disc 24 is shown in Figure 3, while its mating half 54 is depicted in Figure 5. The two braking disc sections 52, 54 are substantially mirror images of one another with a single exception which will be discussed in greater detail below. Figure 4 illustrates the flow tube ring 44 as briefly mentioned previously. The braking disc 24 is assembled by sandwiching the flow tube ring 44 between the first and second sections 52, 54. The perimeter is then welded along junction 57 of the two sections 52, 54 (See Figure 1) thus holding the assembly together. Referring again to Figure 1, the first and second braking disc sections 52, 54 are circular with a flat surface 56, 58 upon which the braking pressure is applied. Referring to Figures 3 and 5, the first and second disc sections 52, 54 are shown in a top elevational view with the flat surfaces 56, 58 on the bottom. Sections 52, 54 are made from a cast mold and are preferably fabricated from iron. The disc sections 52, 54 have cylindrical bores through their centers which, when assembled, make up a centrifuge chamber 60 for the brake disc 24 as shown in Figure 1. It is in the centrifuge chamber 60 where the centrifugal force first acts upon the cooling water. Each disc half 52, 54 is formed to comprise a number of channels and chambers to route the cooling water within the disc 24 as to allow the vaporization of the cooling water. Each disc half 52, 54 comprises six centrifuge channels 62, a dispersion channel 66, and twenty-four cooling cells 50. Referring again to Figures 3 and 5, the six centrifuge channels 62 are shown extending radially from the centrifuge chamber 60 in each disc section 52, 54. The channels 62 are equidistantly spaced about the chamber 60, similar to spokes in a wheel, and form passages for the cooling water to reach the outer perimeter of the hollowed braking disc 24. The channels 62 extend to the dispersion channel 66 which circumscribes the outer ends of the centrifuge channels 62. The twenty-four cooling cells 50, which are cup-like pockets, are situated radially outward from the dispersion channel 66. The cells 50 are displaced equidistantly about the disc halves 52, 54. The dispersion channel 66 provides a conduit for which the cooling water can disperse amongst the cooling cells 50. A ring groove 67 is situated approximately in the center of the channel 66. The ring groove 67 is sized for receipt of retaining ring 72 of flow tube ring 44. The cooling cells 50 are displaced radially about the dispersion channel 66 and are situated in the area of the braking disc 24 which becomes hottest during the braking action (i.e., directly adjacent to the braking faces 31). Each cooling cell 50 is separated from one another by a separating wall, or rib 69. Each rib 69 comprises first and second pressure stabilizing notches 71, 73. Ribs 69 serve as a structural support for the disc 24 in order to counteract the pressure applied by braking pads 30 against braking faces 31. Because ribs 69 of the first disc half 52 lie flush with the corresponding ribs 69 of the second disc half 54, the ribs 69 prevent the disc 24 from collapsing from the force applied by the braking pads 30. Second, the ribs 69 serve to conduct the heat generated by the braking force from the disc's outer flat surfaces 56, 58 to the cooling cells 50 where the heat can be transferred to the cooling water. The ribs 69 further provide additional surface area within each cooling cell 50 to facilitate maximum heat transfer. The first and second stabilizing notches 71, 73 are inscribed in each rib 69. The first notch is positioned towards the radially outer end of each rib 69 and the second notch is positioned towards the radially inner end of each rib. Stabilizing notches 71, 73 act to equalize any differences in pressure occurring between two adjacent cells 50 and to pass liquid and/or vapor therebetween if for some reason one of the cells is not receiving an adequate flow of cooling liquid. Each cooling cells 50 further comprises a vent hole 68, which is situated at the radially innermost portion of each cell 50. The vent holes 68 extend from the first flat surface 56 axially inward to the cooling cell 50. There are no holes 68 in the second flat surface 54 of the brake disc 24. Holes 68 provide an outlet for the vapor/water mixture to escape and thus allow a continuous flow through the hollow disc 24. Each vent hole 68 is cylindrical in shape and extends through first disc half 52. The vent hole's cross-sectional area may be varied from disc to disc but must be large enough to allow continuous water/vapor flow without inducing appreciable back pressure within the cell 50. Referring now to Figure 4, therein is illustrated a flow tube ring, indicated generally by the numeral 44. The flow tube ring 44 is comprised of twenty-four flow tubes 70 and a retaining ring 72. The flow tube ring 44 is preferably fabricated from stainless steel. The retaining ring 72 has a radius and height sufficient to fit inside the ring groove 67 of the dispersion channel 66 when the braking disc 24 is assembled. Extending radially outwardly from the ring 72 are the twenty-four flow tubes 70. The tubes are equally displaced about the ring such that when the flow tube ring 44 is placed inside the dispersion channel 66, each tube 70 sits approximately through the center of one cooling cell 50. Referring to Figure 5, a flow tube ring 44 is shown seated within the ring groove 67 of the second disc half 54. The flow tubes have a length such that a small section of the tube is located inside of the retaining ring perimeter and the opposite end of the tube 70 sits within its associated cooling cell 50 in a radially outermost portion of the cell 50. Although the cross-sectioned size of the flow tubes may be varied, the flow tubes 70 must be large enough so that they are capable of supplying sufficient cooling water to the cooling cells during operation. The dimensions of the braking system elements for an energy absorbing device capable of absorbing 200 horsepower (150 kilowatts) with a water flow rate of four gallons per minute (15.14 liters/minute) at 50° F. (10° C) is presented in Table 1. disc diameter 11" (27.94 cm) thickness 1" ( 2.54 cm) wall thickness 3/16" (o.48 cm) cooling cells wall height 5/8" (1.59 cm) flow tubes inner diameter 1/8" (0.32 cm) length 2 7/8" (7.30 cm) vent holes diameter 1/5" (0.51 cm) In operation, the braking disc 24 works as follows; Referring to Figure 1, as disc 24 spins due to an MEPD's output rotation 23, the braking pads 30 act upon the flat surfaces 56, 58 as described above. The frictional force between the pads 30 and the braking faces 31 generates heat proportional to the energy dissipated. Though some of the heat is dissipated to the surrounding air, most of the heat is transferred to the outer surfaces 56, 58 of the disc 24 because of its inherent heat conductive properties. The frictional material of the pads 30 insulates this heat from the piston pairs 27, 28 and the caliper 26. As previously described, the frictional material of the braking pads 30 wears rapidly when operated at high temperatures (typically in excess of 1400° Fahrenheit,760° Celsius). Thus, to prevent rapid wear of the pads 30, the heat must be dissipated from the disc 24. This is most effectively accomplished utilizing the aforementioned internal liquid cooling method. As shown in Figure 1, the cooling water is routed to the centrifuge chamber 60 of the disc 24 via the supply duct 42, as previously mentioned. The spinning disc 24 acts as a centrifuge and forces the cooling water in a radial direction away from the center of the disc 24 and out of the centrifuge chamber 60. This effect forces the cooling water to enter into the centrifuge channels 62 around the chamber 60. The centrifugal force continues to act upon the cooling water and forces it into the dispersion channel 66. The water is displaced about the channel 66 and is forced through the flow tubes 70 into the cooling cells 50. At this point, the cooling water has absorbed some heat because it has had direct surface-to-surface contact with the inner wall of the braking disc 24. Most of the heat transfer, however, will occur in the cooling cells 50, which are located adjacent to the braking faces 31. Once in the cooling cells 50, the cooling water contacts the hot disc 24. The heat generated by the spinning disc/brake system causes the cooling water to rise in temperature. If the water temperature rises to the liquid/vapor transition temperature (100 degrees Celsius at atmospheric pressure), then any additional energy absorbed will result in vaporization of some or all of the water. The amount of energy necessary to transform the water from its liquid to vapor state is known as the heat of vaporization. For water at atmospheric pressure, this energy is equal to 539 calories per gram of water, or 1,663.9 foot-pounds per gram, or 754,742 foot pounds per pound of water. This amount of energy absorption occurs with no change in water temperature. In comparison, increasing one pound of water by one degree Fahrenheit (1.8 degrees Celsius) only results in 252.0 calories or 777.9 foot-pounds of energy absorption. It is therefore apparent that use of the liquid/vapor change of state is highly desirable in an energy absorption device that is to be operated at the lowest possible temperature. The vaporization causes the greatest heat transfer (i.e., latent heat of vaporization). The centrifugal force continues to act upon the incoming cooling water in the centrifuge chamber 60. The cooling water is continually forced into the cooling cells 50 via the centrifugal force, thus forcing the vapor/water mix which is already in the cooling cells 50 in an inward direction towards the disc's center. The vaporized water is less dense than the cooling water as the cooling water first enters the cooling cell 50, and, in a centrifuge, less dense objects are forced toward the center as the denser objects move toward the perimeter of the centrifuge. Furthermore, because the cooling water is piped to each cooling cell 50 via a flow tube 70, the water does not contact the hot disc 24 and the vapor/water mix until it has reached the cooling cell 50 near the disc's perimeter. Therefore the cooling water reaches the disc's perimeter before vaporization; thereby preventing a vapor lock. A vapor lock condition could occur if flow tubes are not used, such as in prior art devices. If the flow tubes are not used, the disc 24 could vapor lock in the following manner. As the disc 24 spins, the disc 24 is heated as the cooling water is forced into the cooling cells 50 directly from the centrifuge channels 62. As the heat is transferred to the cooling water, the water begins to increase in temperature and thus expand until vaporization. The cooling water is continually forced outwardly from the centrifuge channels 62 thus trapping the vapor against the disc's perimeter. As the two opposing forces (the centrifugal force acting upon the water and the centripetal force acting upon the steam) become equal, a locking condition occurs. The vapor is locked in the radially outermost portion of each cooling cell directly adjacent to the braking faces 31 where the heat transfer is the greatest. The only way the vapor can escape the inside of the disc is via the vent holes 68, which are located in a radially inner-most section of each cooling cell 50. But each vent hole 68 is blocked by the force of the cooling water. As more cooling water vaporizes, the pressure within the cooling hollow 64 continues to rise as no vapor can escape. The flow of cooling water will continue to flow within the disc 24 until the vapor pressure inside the cooling cells 50 is greater than the combination of the centrifugal force and the incoming water pressure. When such a pressure is reached the water flow stops and the vapor will superheat making disc 24 and thus pads 30 hotter; thereby rendering the cooling system ineffective. Because the braking disc 24 of the present invention is configured with a unique flow tube design, a vapor lock condition cannot occur under normal operating conditions. The cooling water is routed directly to the perimeter of the disc 24 and begins the heat transfer. As the water vaporizes, it is forced toward the center of the disc 24 and the vent hole 68. The water/vapor mixture is forced through the vent hole 68 into the discharge duct 46 of the flow shaft 74. The vapor mix exits the power absorber 10 through a discharge tube 76 and outlet cap 48 in the end cap 21. Furthermore, the cooling water is discharged in a way such that the outer surfaces 56, 58 of the brake disc 24 remain dry. The water/vapor mix is discharged through the outlet cap 48, which, as can be seen in Figure 1, is located external to the housing 20. Thus, when the vapor condenses, it is external to the power absorber 10, thus allowing the braking system 12 to remain dry. In summary, the present invention is designed to overcome the limitations that are associated with prior art internally cooled disc brake assemblies. This is accomplished by employing a hollowed braking disc comprised of individual cooling cells. The cooling liquid is injected by centrifugal force into the cooling cells via a flow tube ring which prevents vapor lock in the system. The vapor escapes the disc via vent holes. It will thus be seen that the objects set forth above, and those made apparent from the preceding description, are efficiently attained and, since certain changes may be made in the above construction without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Claims: An internally cooled disc assembly for use in a disc brake assembly including a brake shaft for receipt of rotational energy to be dissipated by the brake assembly, and means for retarding the angular rotation of a disc by converting its rotational energy into thermal energy, the disc assembly comprising: A. a disc (24) having: 1)means for mounting to the brake shaft so that rotation of the brake shaft causes rotation of the disc; 2) a cooling cell (50) formed within the disc for receipt of a cooling liquid so as to remove thermal energy from the disc by heating the liquid to a higher temperature liquid or liquid/vapour state; and 3) means communicating with the cooling cell for removing cooling liquid or liquid/vapour from the cooling cell; B. means for conveying the cooling liquid to the outer perimeter of the cooling cell so as to prevent a vapour lock condition, said means having first ends each positioned radially inward for receipt of the cooled liquid and second ends each positioned radially outward within the cooling cell so as to discharge the cooling liquid toward the radially extended portion of the cooling cell; and C. means for supplying cooling liquid to said first ends; characterised in that said conveying means comprises a plurality of flow tubes (70). An internally cooled disc assembly as claimed in claim 1, wherein there is a plurality of cooling cells (50) corresponding to the plurality of flow tubes (70), each cooling cell having a radially disposed partition (69) separating it from an adjacent cell. An internally cooled disc assembly as claimed in claim 2, wherein each partition (69) has at least one conduit notch (71,73) formed therein so as to allow cooling liquid/vapour to pass from one cooling cell to an adjacent cooling cell. An internally cooled disc assembly as claimed in claim 1, claim 2 or claim 3, wherein the means for supplying cooling liquid comprises a centrifuge chamber (60) formed within the disc and positioned radially inward with respect to the first end of each flow tube (70) so as to provide cooling liquid thereto. An internally cooled disc assembly as claimed in claim 4, wherein the means for supplying cooling liquid further comprises radially extending centrifuge channels (62) each having a first end for receipt of cooling liquid from the centrifuge chamber (60) and a second end for providing cooling liquid to the first end of a respective one of the flow tubes (70). An internally cooled disc assembly as claimed in claim 5, wherein the means for supplying cooling liquid further comprises an annular dispersion channel (66) positioned radially inward from the cooling cells (50) and connected to the second end of each centrifuge channel (62) so as to disperse the cooling liquid from the centrifuge channels to the first ends of said conveying means. An internally cooled disc assembly as claimed in any preceding claim, wherein the disc further comprises an internal annular slot (67) and a retaining ring (72) positioned within this slot, the retaining ring comprising a plurality of orifices for grasping engagement with the flow tubes so as to maintain the flow tubes within the cooling cells. An internally cooled disc assembly as claimed in claim 7, wherein the internal annular slot (67) and the retaining ring (72) positioned within the annular slot are located in the dispersion channel (66). An internally cooled disc assembly as claimed in any preceding claim, including means for removing cooling liquid/vapour from the cooling cells comprising a plurality of vent holes formed within each of the plurality of cooling cells in a position radially inward in each cell. An internally cooled disc assembly as claimed in any preceding claim, wherein the disc includes a respective braking face region (56,58) on each opposing side of the disc, the braking face regions each extend between an inner radial position and an outer radial position with respect to the disc and each cooling cell (50) extends between these inner and outer radial positions.

Inventors: DECONTI JOHN P, QUENNEVILLE RAYMOND N, DECONTI, JOHN P, QUENNEVILLE, RAYMOND N
Applicants: CONTI IND INC DE, DE CONTI INDUSTRIES, INC.
Application year: 1990
Main classification: F16D65
IPC codes: F16D65, F16D66, G01L3