Patent Application
20190048950
This application claims the benefit of Italian Patent Application No. 102017000092546, filed on Aug. 9, 2017, which is incorporated herein by reference as if fully set forth.
The present invention relates to a bicycle brake disc.
Preferably, the bicycle is a racing bicycle.
As known, it is now common in bicycles to use disc brakes. Such brakes are indeed often preferred to conventional brakes of different design in that they ensure a high braking force and a better modularity that allows a marked braking sensitivity, as well as being less subject to problems caused by mud or water.
Typically, a disc brake comprises a caliper fixed onto the frame of the bicycle and a brake disc mounted on the hub of the wheel. Inside the caliper there are two or four opposite brake pads. The brake disc rotates inside the space defined between the opposite pads. By actuating the brake lever, the pads are brought closer to the brake disc, generating friction on the brake disc and, consequently, braking the wheel.
The brake disc comprises a braking track configured to cooperate with the brake pads and a central portion for coupling with the hub.
The brake disc can be made in a single piece or in two components.
In the latter case a rotor, comprising the braking track, is physically distinct from the central coupling portion and is connected to the latter to make the two components fixedly connected to one another.
The rotor is made of a material that ensures good braking characteristics, like for example steel, whereas the central coupling portion, also called carrier, is typically made of a lighter material, like for example aluminum or light alloys to keep down the total weight of the brake disc.
The rotor usually has a plurality of carrier connection arms that are in one piece with the braking track and that extend radially inside the latter.
The carrier is equipped with a plurality of connection seats that receive the connection arms of the rotor.
The connection between the connection seats of the carrier and the connection arms of the rotor can be carried out so that the rotor and the carrier are substantially coplanar but not in direct contact. The rotor and the carrier are joined together by rivets or similar fasteners that, as well as joining the rotor and the carrier in the radial direction, take care of keeping these two components coplanar.
This type of coupling, also called “floating,” avoids the occurrence of mechanical tensions between the carrier and the rotor after the heating of the braking track during braking due to the different thermal expansion coefficients of the two materials from which the rotor and the carrier are made.
Brake discs with floating coupling have the drawback of possible axial movements of the rotor with respect to the carrier, especially when the rotor and the carrier have thicknesses different from one another. In order to minimize such a drawback, there is often a large number of connection arms and of connection seats that, however, increase the weight of the brake disc.
The two components of the brake disc can be coupled together so that there are overlapping regions between the connection arms of the rotor and the connection seats of the carrier, making a so-called non-floating coupling.
In this case rivets or similar are inserted into overlapping holes made in the connection arms and in the connection seats so as to axially lock together the rotor and the carrier and so as to prevent translations of the connection arms with respect to the connection seats. The structural continuity and the axial stability of the entire brake disc assembly is also ensured by the overlapping region between rotor and carrier.
Since a smaller number of coupling arms and of coupling seats are required with respect to the floating solution, non-floating brake discs, for the same materials and sizes, have a lower weight than floating brake discs and are preferred to keep down the total weight of the bicycle.
The Applicant has noted that in non-floating brake discs the braking track is subject to deformations during braking.
In particular, the Applicant has noted that during braking, the heat generated between brake pads and braking track (which can reach and exceed heat powers of 600-800 Watt) causes elastic deformations of the braking track outside of its lying plane.
Such elastic deformations, according to the experience of the Applicant, are of two types; a first type of deformation that tends to deform the entire braking track making it flex in an axial direction outside of its plane and a second type of deformation that engages the portions of braking track that extend between two connection arms and that tends to make such portions of braking track take on a sinusoidal shape.
The Applicant has found that such elastic deformations usually disappear, taking the braking track back into the pre-deformed condition, when the braking track cools down, typically at the end of the braking action and after a few meters travelled by the bicycle.
The elastic deformations of the first type described above, when not yet disappeared or back in the pre-deformed condition after braking, cause an axial misalignment of the braking track with respect to the brake pads with consequent sliding of the braking track on a brake pad.
The elastic deformations of the second type described above, when not yet disappeared after braking, generate an alternate sliding of the braking track on one and the other brake pad.
In both cases, as well as deteriorating the performance of the cyclist, the elastic deformations of the braking track can cause anomalous consumption of the brake pads.
The prior art deficiencies are addressed by a bicycle brake disc having a carrier with a connection portion configured for the connection to a hub of a wheel of the bicycle and a plurality of axially positioned coupling seats. A brake disc rotor having a braking track and a plurality of coupling seats that are radially positioned to join with the coupling seats of the carrier to define connection areas. The connection areas are joined so that at least one coupling seat of the rotor and a coupling seat of the carrier have a degree of translational freedom.
The features and advantages of the invention will become clearer from the description of preferred embodiments thereof, made with reference to the attached drawings, where:
The present invention therefore relates to a bicycle brake disc comprising:
a carrier having a connection portion configured for the connection to a hub of a wheel of the bicycle rotatable about a rotation axis and a plurality of coupling seats;
a rotor comprising a radially outer braking track and a plurality of radially inner coupling seats that at least partially axially overlap the coupling seats of the carrier to define connection areas;
wherein said rotor and said carrier are joined together by mechanical joints active in said connection areas;
the constraint between at least one coupling seat of the rotor and a coupling seat of the carrier in a respective connection area having a degree of translational freedom.
Under the term “degree of translational freedom” it is meant a kinematic constraint that does not oppose movements along a rectilinear direction.
Under the term “degree of rotational freedom” it is meant a kinematic constraint that does not oppose rotations about an axis.
Under the term “geometric center”, it is meant the point inside a perimeter that would correspond to the center of mass (barycenter) of a right prism with base having the same shape as such a perimeter.
The terms “axial” and “axially” refer to a direction substantially coinciding with or substantially parallel to a rotation axis of the brake disc, which substantially coincides with a rotation axis of the wheel of the bicycle, whereas the terms “radial”, “radially” and similar refer to a direction that lies in a plane substantially perpendicular to the rotation axis of the brake disc and that passes through such a rotation axis.
Under the term “radially inner” and “radially outer” it is meant a position respectively closer to and further from the rotation axis of the brake disc.
Under the term “circumferential” it is meant a direction along a rotation direction of the brake disc.
By equipping the constraint between at least one coupling seat of the rotor and the respective coupling seat of the carrier with a degree of translational freedom, the two coupling seats can translate with respect to one another.
The Applicant deems that in this way the tensions inside the rotor (induced by the heating of the braking track) can be reduced through a translation of the coupling seat of the rotor with respect to the coupling seat of the carrier along the direction in which the constraint between the two coupling seats has a degree of translational freedom.
The Applicant deems that this avoids, or at least limits, the elastic (and plastic) deformations of the rotor that tend to deform the rotor.
This avoids, or at least reduces, undesired sliding of the braking track on the brake pads at the end of a braking action.
The bicycle brake disc of the present invention can comprise one or more of the following preferred features, taken individually or in combination.
Preferably, at least a number of connection areas equal to half, rounded up or down, of the total number of connection areas, has a constraint between the coupling seat of the rotor and the respective coupling seat of the carrier having a degree of translational freedom.
In this way, the tensions (or stresses) inside the rotor generated during braking can be discharged in many areas, further decreasing the elastic deformation of the braking track that cause undesired sliding against the brake pads.
Preferably, the connection areas having a constraint with a degree of translational freedom are alternated with connection areas without constraint with a degree of translational freedom.
Alternatively, all of the connection areas have a degree of translational freedom between the coupling seat of the rotor and the coupling seat of the carrier.
Preferably, at least two of the connection areas having a constraint with a degree of translational freedom are circumferentially consecutive.
Preferably, in said connection area having a degree of translational freedom, said coupling seat of the rotor and/or said coupling seat of the carrier has a first dimension and a second dimension, wherein the first and the second dimension are respectively measured on a first reference axis and a second reference axis lying on a first reference plane, wherein the second reference axis intersects the first reference axis in an intersection point, wherein said first dimension is greater than the second dimension.
Preferably, said intersection point between the first reference axis and the second reference axis defines a geometric center of the coupling seat of the rotor and/or of the coupling seat of the carrier.
Preferably, said degree of translational freedom is directed along the first reference axis.
The coupling seat of the rotor and the coupling seat of the carrier are thus mutually mobile along the first reference axis.
Preferably, said first dimension is at least 1.5% greater than the second dimension.
Such an amount defines, in absolute value, the minimum amount with respect to which the coupling seat of the rotor can move, along the first reference axis, with respect to the coupling seat of the carrier.
Preferably, said first reference plane is perpendicular to said rotation axis.
The coupling seat of the rotor and the coupling seat of the carrier are thus mutually mobile along a direction perpendicular to the rotation axis.
Preferably, said second reference axis is substantially perpendicular to said first reference axis.
Preferably, said first reference axis forms an angle comprised in absolute value between 0 and 80° with respect to a second reference plane perpendicular to the first reference plane and containing said rotation axis, said angle being measured in a radially outer direction with respect to said intersection point.
The Applicant has found that by suitably selecting the first reference axis, in other words by suitably selecting the direction with respect to which the coupling seat of the rotor can translate with respect to the coupling seat of the carrier, it is possible to maximize the effect caused by the degree of translational freedom.
In particular, the Applicant has found that by selecting such a direction so that it is aligned as possible with the direction of transfer of forces between the rotor and the carrier during braking, the deformation of the braking track is minimal.
The direction of transfer of forces between rotor and carrier is usually comprised in the aforementioned range of the angle formed between the first reference axis and the second reference plane.
Preferably, any two first reference axes are not perpendicular to one another.
In this way, when all of the connection areas are engaged by a constraint having a degree of translational freedom, the coupling seat of the rotor can translate rigidly with the braking track with respect to the respective coupling seat of the carrier, allowing the braking track to discharge the internal tensions without deforming (or deforming little).
Alternatively, at least two first reference axes are perpendicular to each other.
In this case, the coupling seat of the rotor cannot translate rigidly with the braking track with respect to the respective coupling seat of the carrier.
The Applicant has noted that this does not necessarily cause an elastic deformation of the braking track, since a possible elongation of the coupling seat of the rotor due to the stresses inside it (caused by the heating of the braking track) would in any case cause a translation of the coupling seat of the rotor with respect to the coupling seat of the carrier, thus giving the stresses inside the rotor a way to discharge without deforming (or deforming little) the braking track.
Preferably, said coupling seat of the rotor and/or said coupling seat of the carrier is within a reference circumference, said reference circumference having a diameter equal to or less than said second dimension.
In this way, it is possible to use a mechanical joint like for example a rivet having a substantially cylindrical stem.
Preferably, said coupling seat of the rotor and/or said coupling seat of the carrier is delimited by a first edge, a second edge and two joining edges that extend respectively between the first and the second edge, wherein the first edge symmetrically mirrors the second edge with respect to said second reference axis and wherein said two joining edges symmetrically mirror one another with respect to said first reference axis.
In this way, the coupling seat of the rotor and/or the coupling seat of the carrier can be made according to an axial-symmetric shape.
Preferably, said two joining edges have a length, measured along a projection on the first reference axis, of at least 1.5% of the second dimension.
The two joining edges therefore define the greater extension of the first distance with respect to the second distance.
Preferably, said first edge has a semi-circular shape.
In this way, the coupling seat of the carrier and/or the coupling seat of the rotor has a substantially elliptical shape.
Preferably, the coupling seat of the rotor and/or the coupling seat of the carrier has, or is defined by, a through hole configured to receive said mechanical joint.
Preferably, the through hole has said first dimension greater than said second dimension.
The through hole with the quoted first direction greater than the second direction, in combination with the mechanical joint, make an example of constraint with a degree of translational freedom between the coupling seat of the rotor and the coupling seat of the carrier.
The through hole can, indeed, slide with respect to the mechanical joint along the first reference axis, in other words in the direction in which the through hole has said first dimension.
Preferably, in each connection area having a degree of translational freedom, the coupling seat of the rotor or the coupling seat of the carrier that does not comprise said through hole comprises a joining hole overlapping said through hole, said joining hole being able to have a reference circumference within it the diameter of which is less than said first dimension of the through hole.
In other words, when the coupling seat of the rotor has the through hole, the coupling seat of the carrier has the joining hole. Alternatively, when the coupling seat of the carrier has the through hole, the coupling seat of the rotor has the joining hole.
Preferably, the reference circumference of the joining hole has the same radius as a reference circumference within the through hole.
Preferably, the through hole is formed on, or is defined by, the coupling seat of the rotor.
Preferably, said mechanical joint is a rivet inserted in the through hole and in the joining hole; said rivet not contacting the entire edge that delimits the through hole.
This allows the assembly of rivet and through hole to make the constraint with degree of translational freedom.
Preferably, the constraint between at least one coupling seat of the rotor and a coupling seat of the carrier in a respective connection area also has a degree of rotational freedom.
Preferably, the degree of rotational freedom is with respect to an axis perpendicular to a reference plane on which the direction in which the constraint lies has a degree of translational freedom.
In this way, torques about such an axis cannot transfer between the coupling seat of the rotor and the coupling seat of the carrier.
Preferably, said rotor comprises at least one coupling arm that extends radially inwards from said braking track, at least one of said coupling seats of the rotor being arranged on an end of said coupling arm.
Preferably, each coupling arm is connected to said braking track in a portion of the braking track comprised between two circumferential end points; each first reference axis passing through the respective connection area and intersecting a reference segment passing through the two circumferential end points.
The Applicant has found that in at least some embodiments, the direction of transfer of forces between rotor and carrier intersects said reference segment and passes through the connection area.
Preferably, each coupling arm is circumferentially delimited by a first outer edge and a second outer edge, wherein said first reference axis is aligned, at least at said connection area, with a direction comprised between said first and said second outer edge.
With reference now to the attached figures, reference numeral 10 wholly indicates a bicycle brake disc in accordance with the present invention.
The brake disc 10 is configured to be mounted on a hub (not illustrated) of a wheel of the bicycle between brake pads 100 (schematized in
The brake disc 10 rotates freely about a rotation axis X inside the space defined between the opposite brake pads 100 and by actuating a brake lever (not illustrated), the brake pads 100 are brought towards the brake disc 10, generating friction on the brake disc 10 and, consequently, braking the wheel.
The brake disc 10 can be coupled with the hub of the wheel in per se known ways, for example through a central hole 11 having a grooved surface 12 matching a grooved surface of the hub (like in the embodiment illustrated in the attached figures) or through screws or bolts that axially and rotationally constrain the brake disc 10 to the hub.
The brake disc 10 comprises a rotor 13 and a carrier 14. The carrier 14 is the portion of brake disc intended to be rotationally constrained to the hub of the wheel and the rotor 13 is the portion of brake disc intended to contact the brake pads 100.
The carrier 14 is preferably made of aluminum or aluminum alloys, whereas the rotor 13 is preferably made of steel.
The rotor 13 comprises a braking track 15 arranged in radially outer position and configured to rotate between the brake pads 100.
The braking track 15 has a substantially annular extension, and can have an annular shape (like in the example illustrated in the attached drawings) or an undulating or multi-lobed shape to make a so-called daisy-wheel braking track. In any case, regardless of the specific shape of the braking track 15, in the braking track 15 there can be a braking circumference 16 (illustrated in
On the braking track 15 a plurality of through slits 17 of elongated shape can be provided that have the purpose of dissipating part of the heat generated on the braking track 15 during braking.
The rotor 13 comprises a plurality of coupling seats 18 that are arranged radially towards the inside of the braking track 15 and that have the function of connecting the rotor 13 to the carrier 14.
The coupling seats 18 are preferably made in one piece with the braking track 15.
Each coupling seat 18 is formed at an end of a coupling arm 18a that extends radially inwards from the braking track 16.
The coupling arms 18a can have one or more weight-reduction through openings 19 (like in the embodiment illustrated in the attached figures).
Each coupling arm 18a is circumferentially delimited by a first outer edge 20 and a second outer edge 21 between which one or more of the aforementioned weight-reduction through openings 19 can be provided.
The first 20 and the second outer edge 21 can be parallel to one another or, more preferably not parallel, and can have a rectilinear or curved extension or one given by rectilinear and curved parts.
In any case, the coupling arms 18a comprise a first 22 and a second circumferential end connection point 23 to the braking track 15.
As illustrated in
The two end points 22, 23 are defined by the points circumferentially most distant from one another in which the coupling arm 18a connects to the braking track 15.
When the coupling arm 18a is joined with continuity to the braking track 15 (like in the embodiments of the attached figures), such end points 22, 23 are identified by the points of tangency between a radially inner edge 15a of the braking track and the coupling arm 18a.
In any case, the end points 22, 23 are defined by the intersection of an ideal circumference passing through the radially inner edge 15a of the braking track 15 and the coupling arm 18a.
In the case in which the braking track 15 does not have a radially inner edge aligned with a circumference, such an ideal circumference is given by the circumference that passes through the radially outermost point of the radially inner edge 15a of the braking track 15.
The carrier 14 comprises a plurality of coupling seats 24 to receive the coupling seats 18 of the rotor 13 and define connection areas 25 between the rotor 13 and the carrier 14.
In the connection areas 25, the coupling seats 18 of the rotor 13 axially overlap the coupling seats 24 of the carrier 14 and are in direct contact with them, so as to make a non-floating connection.
Each coupling arm 18a is identified between a respective connection area 25 in which it is connected with a respective coupling seat 24 of the carrier 14 and the first 20 and the second outer edge 21.
In the embodiment illustrated in the attached figures, the connection areas 25, the coupling seats 24 of the carrier 14 and the coupling seats 18 of the rotor 13 are seven in number equally circumferentially spaced apart.
In order to axially constrain together the coupling seats 18 of the rotor 13 and the coupling seats 24 of the carrier 14, mechanical joints 26 are provided, preferably rivets.
On at least one connection area 25, the constraint between a coupling seat 18 of the rotor 13 and the respective coupling seat 24 of the carrier 14 has a degree of translational freedom.
In other words, there is a first reference axis A1 (
Such a first reference axis A1 lies in a first reference plane P1 perpendicular to the rotation axis X of the brake disc 10 (
In such a connection area 25, furthermore, the constraint between a coupling seat 18 of the rotor 13 and the coupling seat 24 of the carrier 14 has a degree of rotational freedom with respect to a rotation axis AR1 parallel to the rotation axis of the brake disc 10.
Any other movement of the coupling seat 18 of the rotor 13 with respect to the coupling seat 24 of the carrier 14 is impeded.
In particular, translations along the rotation axis AR1 are impeded by the mutual contact between the coupling seat 18 of the rotor 13 and the coupling seat 24 of the carrier 14 and by the mechanical joint 26.
Translations along a second reference axis A2 contained in the first reference plane P1 and perpendicular to the first reference axis A1 are impeded by the mechanical joint 26.
Rotations about the first reference axis A1 are impeded by the mechanical joint 26.
Rotations about the second reference axis A2 are impeded by the mechanical joint 26.
The first reference axis A1 passes through the connection area 25 and intersects a reference segment SR that passes through the first 22 and the second circumferential end point 23, as illustrated in
As represented graphically in
The first reference axis A1 forms an angle AN comprised in absolute value between 0 and 80° with respect to a second reference plane P2 perpendicular to the first reference plane P1 and containing the rotation axis X. Such an angle AN is measured in a radially outer direction, as indicated in
Preferably, the angle AN is comprised, in absolute value, between 0 and 60°.
In some embodiments, like the one represented in the attached figures, the first reference axis A1 is comprised between the first 20 and the second outer edge 21 of the coupling arm 18a for the entire radial extension of the coupling arm 18a.
In the preferred embodiment of the invention, what has been described above in relation to a connection area 25 is valid for all of the connection areas 25.
Therefore, in the preferred embodiment of the invention, in all of the connection areas 25 the constraint between a coupling seat 18 of the rotor 13 and the respective coupling seat 24 of the carrier 14 has a degree of translational freedom with respect to a respective reference axis A1.
As shown in
The degree of translational freedom in each connection area 25 allows a mutual displacement of the coupling seat 18 of the rotor 13 with respect to the respective coupling seat 24 of the carrier 14 along the respective first reference axis Al.
The coupling arms 18a can be shaped so that there are not two first reference axes A1 perfectly perpendicular to one another.
In this configuration, the rotor 13 can move rigidly along the first reference plane P1 with respect to the carrier 14.
The coupling arms 18a can alternatively be shaped so that there are at least two first reference axes A1 perfectly perpendicular to each other.
In this configuration, the rotor 13 cannot move rigidly with respect to the carrier 14, since the rigid movement of the rotor 13 along the first of the two first reference axes would be impeded by the constraint to translation given by the second first reference axis perpendicular to the first of the two first reference axes.
In the preferred embodiment of the invention, each coupling arm 18a has a thickness, measured in the axial direction, that is constant and preferably equal to the thickness of the braking track 15.
The carrier 14 has a thickness in the axial direction that, preferably, is maximum at the groove 12 of the central hole and that decreases at the coupling seats 24, as indicated in
In particular, as better illustrated in
A shoulder 28 delimits, in the radially inner direction, the radially outer portion 27. The shape of the shoulder 28, in the preferred embodiment of the invention, is arched.
The radially outer portion 27 is configured to receive in axial abutment the coupling seat 18 of the rotor 13, in particular an end portion 18b of the rotor 13 on which the coupling seat 18 is formed.
It should be noted that the coupling seat 18, and in particular the end portion 18a, does not contact the shoulder 28 of the radially outer portion 27. In particular, the free end portion 18b is spaced from the shoulder 28 by a predetermined amount.
As shown in
Hereinafter, features of the through hole 29 will be defined which, in the case in which the coupling seat 24 of the carrier 14 is defined by the through hole 29, are directly referable to the coupling seat 24 of the carrier 14.
The through hole 29 is configured to receive the rivet 26.
The through hole 29 has a first dimension D1 measured along the first reference axis A1 and a second dimension D2 measured along the second reference axis A2, which is contained in the first reference plane, is perpendicular to the first reference axis A1 and intersects the hole axis AF.
The first reference axis A1 also intersects the hole axis AF.
It should be noted that the hole axis AF further coincides with the intersection point AF1 between the first reference axis A1 and the second reference axis A2.
The second dimension D2 is substantially equal to the dimension of the stem 26a of the rivet 26 (already caulked) along the second reference axis A2.
In the through hole 29 there can be a reference circumference which has a diameter equal to the second dimension D2.
The first dimension D1 is greater than the second dimension D2.
In particular, the first dimension D1 is at least 1.5% greater than the second dimension D2.
Preferably, the first dimension D1 is at least 3% greater than the second dimension D2.
Preferably, the first dimension D1 is less than 120% of the second dimension D2.
More preferably, the first dimension D1 is about 105% of the second dimension D2.
As an example, a brake disc having diameter of 160 millimeters has a through hole in which the second dimension D2 is 6.05 millimeters and the first dimension D1 is 6.35 millimeters.
The through hole 29 preferably has a regular shape.
In the preferred embodiment of the invention, the through hole 29 has (see
The first 30 and the second edge 31 are joined together by two joining edges 32, symmetrical to one another with respect to the first reference axis A1.
The two joining edges 32 preferably have an arched extension to make a substantially elliptical through hole 29.
It should be noted that the extension B1 measured along the first reference axis A1 of the two joining edges 32 defines the difference between the first D1 and the second dimension D2.
In the embodiment represented in
When the rivet 26 is inserted in the through hole 29 and is caulked, the stem 26a of the rivet 26 does not contact all of the edges 30, 31, 32 of the through hole 29.
In particular, the rivet 26 does not contact the entire extension of the first 30 and of the second edge 31.
The coupling seat 18 of the rotor 13 has, or is defined by, a joining hole 32, preferably circular or in any case within a circumference. The diameter of the joining hole 32 (
As illustrated in
In an alternative embodiment of the present invention shown in
In this embodiment, in which all of the features of the through hole 29 are directly referable to the coupling seat 18 of the rotor 13 in the case in which the through hole 29 defines the coupling seat 18 of the rotor 13, the coupling seat 24 of the carrier 14 can also comprise (or be defined by) a through hole 29 or a joining hole 32 (of the type described above).
In both cases, the degree of translational constraint along the first reference axis A1 is in any case ensured.
During an experimental test a comparison was made between two brake discs of the non-floating type, identical in dimensions, number of coupling seats and connection arms, materials and thicknesses and different only in that one brake disc does not have any constraint with a degree of translational freedom between coupling seat of the rotor and coupling seat of the carrier (hereinafter called conventional brake disc) and the other brake disc comprises a constraint with a degree of translational freedom (in accordance with the above) between all of the coupling seats of the rotor and all of the coupling seats of the carrier (hereinafter called brake disc in accordance with the invention).
During the experimental test each brake disc was set in rotation about its own rotation axis and was suddenly braked with the same braking power (the rotation speed and the stopping time of the two brake discs being the same).
An axial position transducer (a sensing lever) was arranged on each braking track to measure the axial shift of the braking track with respect to the starting axial position.
The experimental test highlighted that during braking, in the conventional brake disc the braking track highlighted oscillations around the undeformed axial position of greater size (about 0.7 millimeters) with respect to the oscillations of the brake disc in accordance with the invention (about 0.1 millimeters). The frequency of oscillation was substantially the same for both brake discs.
Once braking had ended, both brake discs recovered their undeformed position.
The conventional brake disc took about 45 seconds to recover its undeformed condition, whereas the brake disc in accordance with the invention took about 3 seconds to recover its undeformed condition.
Relating the test conditions to the real use of a racing bicycle during a descent, it has been estimated that during the recovery of the undeformed condition of the braking track, the bicycle equipped with the conventional brake disc would have traveled about 50 meters (during which the braking track would have slid in an undesirable manner against the brake pads), whereas the bicycle equipped with the brake disc in accordance with the invention would have traveled only about 4 meters (with clear decrease in the undesired sliding effect of the braking track against the brake pads).
Of course, those skilled in the art can bring numerous modifications and variants to the bicycle brake disc of the present invention in order to satisfy specific and contingent requirements, all of which are in any case encompassed by the scope of protection defined by the following claims
| Number | Date | Country | Kind |
|---|---|---|---|
| 102017000092546 | Aug 2017 | IT | national |
