A brake disc for vehicles and a method for manufacturing the same

Abstract

The application provides a vehicle brake disc, belonging to the technical field of vehicles, comprising a disc body and a plurality of groups of heat dissipation ribs arranged on the inner side of the disc body in the circumferential direction; each group of heat dissipation rib assemblies comprises two symmetrically arranged heat dissipation ribs, the symmetric center direction of the two heat dissipation ribs is defined as the first direction, and the direction perpendicular to the first direction and parallel to the inner side of the disc body is the second direction; the two heat dissipation ribs have a spacing in the second direction and form a heat dissipation main air duct extending in the first direction; each heat dissipation rib comprises a plurality of heat dissipation fins arranged in the first direction; and a heat dissipation branch air duct is formed between each two adjacent heat dissipation fins. The application also provides a preparation method of the vehicle brake disc. The vehicle brake disc provided by the application enhances the heat dissipation capacity of the brake disc and improves the heat load capacity of the brake disc.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and more specifically, relates to a vehicle brake disc and its manufacturing method. Background Technology

[0002] Brake discs are one of the most important basic braking devices in rail vehicles; high-speed trains decelerate or stop by the braking force generated by the friction between the brake disc and the brake pads. The thermal stress generated during the interaction between the brake disc and the brake pads can lead to creep and thermal fatigue damage, causing brake disc failure in high-speed trains.

[0003] As the speed of rail vehicles continues to increase, the thermal load that brake discs need to withstand during braking is becoming increasingly higher, making the heat dissipation performance of the brake discs particularly important. Braking friction generates a large amount of heat, most of which is absorbed by the brake disc and pads and dissipates internally through heat conduction. Heat is also transferred from the surface of the brake disc to the surrounding environment through thermal convection and radiation. If the heat cannot dissipate quickly enough, the undissipated heat causes a sharp rise in the brake disc temperature, creating a temperature gradient within it. Combined with structural constraints, this generates thermal stress within the brake disc. The continuous accumulation of stress can lead to thermal cracks on the brake disc surface, threatening train safety.

[0004] In the prior art, the brake disc is mainly composed of a disc body and heat dissipation fins. The outer side of the disc body is the friction surface, and the heat dissipation fins are distributed in strips on the inner side of the disc body. Due to the limitation of the heat dissipation fin structure, the heat dissipation capacity is limited and cannot meet the requirements of the braking thermal load of high-speed rail trains.

[0005] In addition, high-speed trains mostly use cast steel brake discs, which requires the cast steel brake discs to have good comprehensive performance, high strength and a certain degree of toughness. However, due to the limitations of the casting process, and the fact that the production of brake discs also requires multiple processes such as cutting and grinding, the manufacturing process is complex and the production cycle is relatively long. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle brake disc and its manufacturing method, aiming to solve the technical problems of poor heat dissipation capacity and complex manufacturing process of existing brake discs.

[0007] In a first aspect, embodiments of the present invention provide a vehicle brake disc, including a disc body and a plurality of heat dissipation ribs assemblies that are circumferentially spaced on the inner side surface of the disc body;

[0008] Each heat dissipation fin assembly includes two symmetrically arranged heat dissipation fins. The direction of the center of symmetry of the two heat dissipation fins is defined as the first direction, and the direction perpendicular to the first direction and parallel to the inner side of the disk body is defined as the second direction. There is a spacing between the two heat dissipation fins along the second direction, forming a main heat dissipation air duct extending along the first direction.

[0009] Each of the heat dissipation fins includes multiple heat dissipation fins spaced apart along the first direction; a heat dissipation airflow channel is formed between each pair of adjacent heat dissipation fins.

[0010] In conjunction with the first aspect, in one possible implementation, the first direction is the radial direction of the disk body; among the plurality of heat sinks, the length of the middle heat sink in the second direction is greater than the length of the other heat sinks in the second direction.

[0011] In some embodiments, among the plurality of heat sinks, the length of the heat sink located in the middle portion to the heat sink located at both ends decreases sequentially in the second direction.

[0012] In some embodiments, among the plurality of heat sinks, the width of the middle heat sink in the first direction is greater than the width of the other heat sinks in the first direction; except for the heat sink in the middle part, the remaining heat sinks are divided into two groups and are symmetrically distributed with the heat sink in the middle part as the center.

[0013] In conjunction with the first aspect, in one possible implementation, the heat dissipation fins further include heat dissipation ribs formed on the same side of the plurality of heat dissipation fins; wherein, two of the heat dissipation ribs in a set of heat dissipation fin assemblies are arranged adjacent to each other, and the main heat dissipation air duct is formed between the two heat dissipation ribs.

[0014] In conjunction with the first aspect, in one possible implementation, the heat dissipation fin assembly further includes two support platforms located at both ends of the heat dissipation fin, and the support platforms are provided with heat dissipation holes communicating with the main heat dissipation air duct.

[0015] In conjunction with the first aspect, in one possible implementation, the disk body is provided with a plurality of mounting holes evenly spaced along the circumference of the disk body, and each mounting hole corresponds to a set of heat dissipation fin assemblies passing through it; wherein, the heat dissipation fin assembly with the mounting holes is provided with a boss, and the mounting holes are formed on the boss.

[0016] The solution shown in this embodiment forms a main heat dissipation airflow channel between two heat dissipation fins, and each heat dissipation fin includes multiple heat dissipation fins. A heat dissipation branch airflow channel can also be formed between any two adjacent heat dissipation fins. When the brake disc rotates, some of the heat generated by braking friction is transferred to the heat dissipation fins. The multiple heat dissipation fins increase the overall heat dissipation area of ​​the heat dissipation fins, accelerating heat conduction. Another portion of the heat is dissipated into the air through thermal convection. The heat dissipation branch airflow channel increases the airflow velocity and reduces cyclone formation. In this way, heat can flow out of the disc along the main heat dissipation airflow channel, efficiently exchanging heat with the outside cold air via convection.

[0017] Compared with the prior art, the vehicle brake disc provided by the present invention enhances the overall heat dissipation capacity and improves the thermal load capacity.

[0018] Secondly, embodiments of the present invention also provide a method for manufacturing a vehicle brake disc, comprising the following steps:

[0019] A three-dimensional model of the vehicle brake disc is designed and established using drafting software; the three-dimensional model is then layered using layering software to obtain a series of two-dimensional cross-sections, which are then imported into a laser additive manufacturing system.

[0020] Selecting raw materials for laser additive manufacturing;

[0021] Laser additive manufacturing involves using selective laser melting to fabricate the automotive brake disc on a substrate of a laser additive manufacturing system.

[0022] The obtained vehicle brake disc is subjected to quenching and tempering heat treatment.

[0023] In conjunction with the second aspect, in one possible implementation, the raw material for the laser additive manufacturing is alloy steel powder, wherein the components and their mass percentages of the alloy steel powder are: 0.2-0.25% C, 0.30-0.40% Si, 0.85-0.95% Mn, 0.65-0.75% Cr, 0.95-1.10% Ni, 0.5-0.54% Mo, and the remainder being Fe.

[0024] In conjunction with the second aspect, in one possible implementation, when the automotive brake disc is prepared on the substrate of the laser additive manufacturing system using the laser selective melting method, the laser spot spacing is selected to be 20-50 μm, the powder layer thickness is 40-50 μm, the scanning speed is 1.5-3.5 m / s, and the exposure time is 100-150 μs.

[0025] In the quenching and tempering heat treatment of the prepared automotive brake disc, the brake disc is heated to a temperature of 750-860℃, held at that temperature for 20-30 minutes, cooled, and then tempered at a temperature of 350-450℃ for 60 minutes.

[0026] The solution described in this application, compared with the prior art, uses laser selective melting for forming and manufacturing. The alloy brake disc obtained by this method has a more rational structure and internal organization, possessing excellent thermophysical properties, which is beneficial for improving the overall strength and heat dissipation capacity of the brake disc. The friction coefficient of the brake disc and powder metallurgy brake pads is stable under various working conditions, with low wear rate, and can withstand frequent temperature changes, exhibiting good heat resistance. It also possesses excellent mechanical properties; the brake disc shows no significant damage and minimal deformation during use, which not only extends its service life but also reduces production costs.

[0027] Furthermore, selective laser melting (SLM) technology can directly create final metal parts from 3D solid models, eliminating the need for mold making and mold creation, thus shortening the production cycle. The internal and surface quality of the product is easier to control during the manufacturing process, resulting in higher precision parts and a higher yield. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the structure of a vehicle brake disc provided in an embodiment of the present invention;

[0030] Figure 2 for Figure 1 Enlarged structural diagram of point A in the middle circle.

[0031] In the picture:

[0032] 1. Panel; 11. Mounting holes;

[0033] 2. Heat dissipation fin assembly; 21. Heat dissipation fin; 211. Heat sink; 212. Heat dissipation ribs; 213. Heat dissipation air duct; 22. Main heat dissipation air duct; 23. Support platform; 231. Heat dissipation hole; 24. Boss. Detailed Implementation

[0034] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0035] Please refer to the following: Figure 1 and Figure 2The present invention will now describe the automotive brake disc provided. The automotive brake disc includes a disc body 1 and multiple sets of heat dissipation rib assemblies 2 arranged circumferentially on the inner surface of the disc body 1. Each set of heat dissipation rib assemblies 2 includes two symmetrically arranged heat dissipation ribs 21. The direction of the center of symmetry of the two heat dissipation ribs 21 is defined as a first direction, and the direction perpendicular to the first direction and parallel to the inner surface of the disc body 1 is defined as a second direction. A distance exists between the two heat dissipation ribs 21 along the second direction, forming a main heat dissipation air duct 22 extending along the first direction. Each heat dissipation rib 21 includes multiple heat dissipation fins 211 spaced apart along the first direction. A heat dissipation branch air duct 213 is formed between each pair of adjacent heat dissipation fins 211.

[0036] It should be noted that the vehicle brake disc provided by the present invention is a wheel-mounted brake disc, which includes two disc bodies 1. The two disc bodies 1 are respectively installed on the left and right sides of the wheel, and the two disc bodies 1 are connected to the wheel by bolts. The disc body 1 has a circular ring structure, with its outermost radial end being the outer ring and its innermost radial end being the inner ring.

[0037] The outer surface of each disc 1 is a friction surface, which generates braking force through friction with the brake pads, achieving deceleration or stopping. Multiple sets of heat dissipation fin assemblies 2 are evenly spaced on the inner surface of each disc 1 to absorb the heat generated by friction braking. The larger the heat absorption area of ​​the heat dissipation fin assembly 2, the better its heat dissipation performance.

[0038] The automotive brake disc provided by this invention includes multiple spaced-apart heat dissipation fins 211 in each heat dissipation rib 21, increasing the heat dissipation area. A main heat dissipation airflow channel 22 is formed between two heat dissipation ribs 21 in each heat dissipation rib assembly 2, and a heat dissipation branch airflow channel 213 is formed between each pair of adjacent heat dissipation fins 211. When the brake disc rotates, some of the heat generated by braking friction is transferred to the heat dissipation ribs 21. The multiple heat dissipation fins 211 increase the overall heat dissipation area of ​​the heat dissipation ribs 21, accelerating heat conduction. Another portion of the heat is dissipated into the air through thermal convection. The heat dissipation branch airflow channel 213 increases the airflow velocity and reduces cyclone formation, allowing heat to flow out of the disc body 1 along the main heat dissipation airflow channel 22, efficiently exchanging heat with the outside cold air. Compared with the prior art, the automotive brake disc provided by this invention increases the heat dissipation area of ​​the heat dissipation rib assembly 2 and forms heat dissipation airflow channels, enabling rapid heat flow, enhancing the overall heat dissipation capacity of the automotive brake disc, and improving its thermal load capacity.

[0039] It should be noted that although each heat dissipation fin 21 includes multiple heat dissipation fins 211, increasing the heat dissipation area, a heat dissipation airflow channel 213 is formed between adjacent heat dissipation fins 211. In other words, the space between adjacent heat dissipation fins 211 is hollowed out, which reduces the overall weight of the heat dissipation fin 21.

[0040] In some embodiments, the heat dissipation fin assembly 2 may employ, as follows: Figure 1 and Figure 2 The structure shown is described in the following document. Figure 1 and Figure 2 The first direction is the radial direction of the disk body 1; among the multiple heat sinks 211, the heat sink 211 located in the middle has a longer length in the second direction than the other heat sinks 211 in the second direction.

[0041] It should be noted that multiple sets of heat dissipation fin assemblies 2 are evenly distributed along the circumference of the disk body 1. The two heat dissipation fins 21 in each set of heat dissipation fin assembly 2 are symmetrically distributed with the radial direction of the disk body 1 as the center line.

[0042] Because the brake pads rub against the radial middle area of ​​the disc 1, the heat in the middle area of ​​the disc 1 is higher than that at the inner and outer rings of the disc 1. The heat sink 211 in the middle of each heat sink assembly 2 corresponds to the middle area of ​​the disc 1. The length of the heat sink 211 in the middle in the second direction is greater than that of the other heat sinks 211 in the second direction. In other words, the heat dissipation area in the middle area of ​​the disc 1 is large, and the path of the heat dissipation air duct 213 formed is long. This can accelerate the air flow in the middle friction area of ​​the disc 1, reduce thermal stress, and improve the overall thermal load capacity of the brake disc.

[0043] Preferably, in some embodiments, among the plurality of heat sinks 211, the length of the heat sink 211 located in the middle part to the heat sink 211 located at both ends decreases sequentially in the second direction.

[0044] Since the heat distribution on the disc 1 decreases sequentially from the middle area to the inner ring and outer ring, the heat sink 211 in the middle part is the longest, and the heat sink 211 at both ends is the shortest. The length of the remaining heat sinks 211 decreases sequentially from the middle to both ends to meet the heat dissipation requirements of the brake disc.

[0045] Preferably, in some embodiments, among the plurality of heat sinks 211, the width of the middle heat sink 211 in the first direction is greater than the width of the other heat sinks 211 in the first direction; except for the heat sink 211 located in the middle part, the remaining heat sinks 211 are divided into two groups and are symmetrically distributed with the heat sink 211 located in the middle part as the center.

[0046] The heat sink 211 located in the middle section has the largest width, which can further increase the heat dissipation area in the middle section of the disc 1 and reduce thermal stress. The remaining heat sinks 211 are divided into two groups and are symmetrically distributed with the heat sink 211 located in the middle section as the center. On the one hand, this simplifies the structure of the heat dissipation fin assembly 2 and facilitates model design. On the other hand, this symmetrical structure, combined with the symmetrical structure of the two heat dissipation fins 21 in one group of heat dissipation fin assembly 2, can reduce the residual imbalance of the vehicle brake disc.

[0047] In some embodiments, the heat dissipation fin assembly 2 may also employ, for example... Figure 1 and Figure 2 The structure shown is described in the following document. Figure 1 and Figure 2 The heat dissipation fin 21 also includes heat dissipation ribs 212 formed on the same side of multiple heat dissipation fins 211; wherein, two heat dissipation ribs 212 in a set of heat dissipation fin assemblies 2 are arranged close to each other, and a main heat dissipation air duct 22 is formed between the two heat dissipation ribs 212.

[0048] When hot air passes through the heat sink 211, it forms a vortex around the heat sink 211. The vortex will disturb the flow of hot air. The heat dissipation air distribution channel 213 can increase the airflow speed and reduce the formation of vortex. In addition, the heat dissipation ribs 212 can block the main heat dissipation air distribution channel 22 and the heat dissipation air distribution channel 213 to prevent the vortex from disturbing the main heat dissipation air distribution channel 22.

[0049] It should be noted that when the brake disc of this vehicle rotates, it is similar to a centrifugal fan. Air is drawn in from one end of the main cooling duct 22, and the air can quickly carry away the heat and flow out from the other end of the main cooling duct 22, thereby enhancing the heat dissipation capacity of the brake disc and improving the thermal load capacity of the brake disc.

[0050] In some embodiments, the heat dissipation fin assembly 2 may also employ, for example... Figure 2 The structure is described in [reference]. Figure 2 The heat dissipation fin assembly 2 also includes two support platforms 23 located at both ends of the heat dissipation fin 21, and the support platforms 23 are provided with heat dissipation holes 231 that are connected to the main heat dissipation air duct 22.

[0051] It should be noted that the same end of the two heat dissipation fins 21 of a set of heat dissipation fin assembly 2 is connected to a support platform 23. The support platform 23 is used to fix the two heat dissipation fins 21, increase the rigidity of the cover vehicle brake disc, and reduce axial warping.

[0052] In some embodiments, the above-mentioned vehicle brake disc may also employ, for example... Figure 1 The structure shown is described in the following document. Figure 1 The disc body 1 has multiple mounting holes 11 evenly spaced along its circumference, and each mounting hole 11 corresponds to a set of heat dissipation fin assemblies 2 through which a bolt passes. The mounting holes 11 are used to pass bolts to connect the disc body 1 to the wheel. The heat dissipation fin assembly 2 with the mounting holes 11 has a boss 24, and the mounting holes 11 are formed on the boss 24.

[0053] It should be noted that, in order to increase the heat dissipation area, the distance between each pair of adjacent heat dissipation fin assemblies 2 is very small. Since the diameter of the mounting hole 11 is larger than the distance between the two sets of heat dissipation fin assemblies 2, the mounting hole 11 is designed on the heat dissipation fin assembly 2.

[0054] A boss 24 is designed on the heat dissipation fin assembly 2 to facilitate the opening and forming of the mounting hole 11, and the boss 24 can also increase the overall strength of the heat dissipation fin assembly 2.

[0055] Based on the same inventive concept, the present invention also provides a method for manufacturing the above-mentioned automotive brake disc, comprising the following steps:

[0056] A three-dimensional model of a vehicle brake disc was designed and built using drafting software; the three-dimensional model was then layered using layering software to obtain a series of two-dimensional cross-sections, which were then imported into a laser additive manufacturing system.

[0057] Selecting raw materials for laser additive manufacturing;

[0058] Laser additive manufacturing uses selective laser melting to fabricate automotive brake discs on a substrate of a laser additive manufacturing system.

[0059] The obtained automotive brake discs are subjected to quenching and tempering heat treatment.

[0060] In the above steps, selective laser melting is a technique that uses a high-energy laser beam to scan and completely melt pre-coated metal powder along a predetermined scanning path, followed by cooling and solidification to form the final shape. High-strength alloy steel powder is used as the raw material for preparation. Through optimized selection of manufacturing process parameters and appropriate heat treatment procedures, a high-performance brake disc product meeting the requirements for use in high-speed rail trains is produced.

[0061] Leveraging the advantages of laser additive manufacturing technology, it directly shapes raw material powder, bypassing the traditional brake disc forging process and the roughing process, going directly to the finishing process, improving material utilization and reducing energy consumption.

[0062] The method for manufacturing automotive brake discs provided in this application, compared with the prior art, employs laser selective melting for forming. This method yields alloy brake discs with a more rational structure and internal organization, exhibiting excellent thermophysical properties, which improves the overall strength and heat dissipation capacity of the brake disc. The friction coefficient between the brake disc and powder metallurgy brake pads remains stable under various operating conditions, with low wear rate, and can withstand frequent temperature changes, demonstrating good heat resistance. Simultaneously, it possesses excellent mechanical properties; the brake disc shows no significant damage or deformation during use, extending its service life and reducing production costs.

[0063] Furthermore, selective laser melting (SLM) technology can directly create final metal parts from 3D solid models, eliminating the need for mold making and mold creation, thus shortening the production cycle. The internal and surface quality of the product is easier to control during the manufacturing process, resulting in higher precision parts and a higher yield.

[0064] In some embodiments, the laser additive manufacturing system includes a numerical control system, a laser system, a scanning galvanometer system, and a powder spreading system.

[0065] The CNC system mainly consists of a computer and a control module. The computer integrates model design software and layering software. At the initial stage of forming, a three-dimensional model of the brake disc is drawn on the computer according to the brake disc design scheme. The layering software is used to slice and layer the digital model of the brake disc and generate cross-sectional scanning data. The control module of the CNC system controls the powder spreading system to perform powder spreading and deposition.

[0066] The laser system provides stable laser beam energy; the computer controls the oscillation of the scanning galvanometer to form a laser scanning path, which is obtained by integrating the two-dimensional contour cross-sections acquired from the three-dimensional model. The laser spot selectively melts and scans the powder according to the scanning path. After forming one layer of two-dimensional contour cross-section, the forming cylinder in the powder spreading system descends by one slice thickness, while the material cylinder rises to a certain height, pre-positioning a certain volume of powder onto the powder spreading plate to repeat the powder spreading action, and then scanning according to the next layer of two-dimensional contour; this process is repeated layer by layer until the brake disc is manufactured.

[0067] In some embodiments, the raw material for laser additive manufacturing is alloy steel powder, and the components and their mass percentages of the alloy steel powder are: 0.2-0.25% C, 0.30-0.40% Si, 0.85-0.95% Mn, 0.65-0.75% Cr, 0.95-1.10% Ni, 0.5-0.54% Mo, and the remainder is Fe.

[0068] Alloy steel powder is prepared using a gas atomization method. Specifically, metal powder is melted at high temperature and then atomized into small droplets by a high-speed supersonic gas stream impacting the liquid metal flow, subsequently solidifying into powder. The alloy steel powder prepared by this method is spherical, with a loose packing density between 3.8 and 4.8 g / cm³, an impurity content ≤0.5%, and a particle size mainly distributed at around 40-50 μm.

[0069] The alloy steel powder prepared by gas atomization has a low void ratio, avoiding defects such as holes and cracks that occur during laser melting. By selecting a reasonable ratio of raw materials and matching the contents of Cr and Ni, the formation of austenite and ferrite in the alloy steel can be controlled, and the O content in the powder can be reduced, which can effectively inhibit the formation of pores during the preparation process and enhance the toughness of the alloy steel.

[0070] In some embodiments, when using selective laser melting to prepare automotive brake discs on a substrate of a laser additive manufacturing system, the laser spot spacing is selected to be 20-50 μm, the powder layer thickness is 40-50 μm, the scanning speed is 1.5-3.5 m / s, and the exposure time is 100-150 μs.

[0071] The alloy steel powder used in this invention has a high thermal conductivity and a fast cooling rate during the forming process. To ensure the duration of the laser melting zone, an equipment power of 200W or higher is selected. Considering the influence of laser energy density on the forming process: low energy density results in a short molten pool duration, making it difficult for gas to escape during the preparation process and forming porosity defects; high energy density results in a high molten pool temperature, leading to excessive molten metal and instability, making the liquid metal prone to spheroidization. The manufacturing process parameters selected in this invention are: laser spot spacing of 20-50μm, powder layer thickness of 40-50μm, scanning speed of 1.5-3.5m / s, and exposure time of 100-150μs.

[0072] In some embodiments, during the quenching and tempering heat treatment of the manufactured vehicle brake disc, the vehicle brake disc is heated to a temperature of 750-860°C, held at that temperature for 20-30 minutes, cooled, and then tempered at a temperature of 350-450°C for 60 minutes.

[0073] The internal microstructure of the formed alloy steel brake disc is mainly ferrite and granular bainite. A reasonable post-heat treatment process improves the strength-to-plasticity ratio of the alloy steel brake disc. This invention employs a quenching and tempering post-heat treatment. The formed part is heated to 750-860℃, held for 20-30 minutes, cooled, and then tempered at 350-450℃ for 60 minutes to obtain a high-performance sorbite microstructure.

[0074] The alloy steel brake disc prepared by post-heat treatment has excellent mechanical properties, with a density of 7.5-7.80 g / cm3, a hardness of ≥300HBW, and a tensile strength of ≥1080MPa.

[0075] The alloy steel brake disc manufactured by this invention has performance equal to or better than that of cast steel brake disc. The friction coefficient of the brake disc and the powder metallurgy brake pad friction pair is stable and the wear rate is low under various working conditions, which fully meets the requirements of high-speed rail trains.

[0076] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle brake disc, characterized in that, It includes a disk body (1) and multiple sets of heat dissipation fin assemblies (2) arranged circumferentially on the inner side of the disk body (1). Each heat dissipation fin assembly (2) includes two heat dissipation fins (21) arranged symmetrically. The direction of the center of symmetry of the two heat dissipation fins (21) is defined as the first direction, and the direction that is perpendicular to the first direction and parallel to the inner side of the disk body (1) is defined as the second direction. There is a spacing between the two heat dissipation fins (21) along the second direction and a heat dissipation main air duct (22) extending along the first direction is formed. Each of the heat dissipation fins (21) includes a plurality of heat dissipation fins (211) spaced apart along the first direction and heat dissipation ribs (212) formed on the same side of the plurality of heat dissipation fins (211); a heat dissipation air distribution channel (213) is formed between each pair of adjacent heat dissipation fins (211). In one of the heat dissipation ribs (2), two heat dissipation ribs (212) are arranged close to each other, and the heat dissipation main air duct (22) is formed between the two heat dissipation ribs (212); the heat dissipation ribs (212) block the heat dissipation main air duct (22) from the heat dissipation branch air duct (213) so that the heat dissipation main air duct (22) and the heat dissipation branch air duct (213) are not connected.

2. The vehicle brake disc as described in claim 1, characterized in that, The first direction is the radial direction of the disk body (1); among the plurality of heat sinks (211), the length of the middle heat sink (211) in the second direction is greater than the length of the other heat sinks (211) in the second direction.

3. The vehicle brake disc as described in claim 2, characterized in that, Among the plurality of heat sinks (211), the length of the heat sink (211) located in the middle part to the heat sinks (211) located at both ends decreases sequentially in the second direction.

4. The vehicle brake disc as described in claim 3, characterized in that, Among the multiple heat sinks (211), the width of the heat sink (211) located in the middle in the first direction is greater than the width of the other heat sinks (211) in the first direction; except for the heat sink (211) located in the middle part, the remaining heat sinks (211) are divided into two groups and are symmetrically distributed with the heat sink (211) located in the middle part as the center.

5. The vehicle brake disc as described in any one of claims 1-4, characterized in that, The heat dissipation fin assembly (2) also includes two support platforms (23) located at both ends of the heat dissipation fin (21), and the support platforms (23) are provided with heat dissipation holes (231) that communicate with the main heat dissipation air duct (22).

6. The vehicle brake disc as described in claim 1, characterized in that, The disk body (1) is provided with a plurality of mounting holes (11) evenly distributed along the circumference of the disk body (1), and each mounting hole (11) passes through one of the heat dissipation fin assemblies (2); wherein, the heat dissipation fin assembly (2) provided with the mounting hole (11) is provided with a boss (24), and the mounting hole (11) is opened on the boss (24).

7. A method for manufacturing a vehicle brake disc as described in any one of claims 1-6, characterized in that, Includes the following steps: A three-dimensional model of the vehicle brake disc was designed and established using drafting software. The three-dimensional model is processed into layers using layering software, resulting in a series of two-dimensional cross-sections, which are then imported into a laser additive manufacturing system. Selecting raw materials for laser additive manufacturing; Laser additive manufacturing involves using selective laser melting to fabricate the automotive brake disc on a substrate of a laser additive manufacturing system. The obtained vehicle brake disc is subjected to quenching and tempering heat treatment.

8. The method for manufacturing a vehicle brake disc as described in claim 7, characterized in that, The raw material for laser additive manufacturing is alloy steel powder, and the components and their mass percentages of the alloy steel powder are: 0.2-0.25% C, 0.30-0.40% Si, 0.85-0.95% Mn, 0.65-0.75% Cr, 0.95-1.10% Ni, 0.5-0.54% Mo, and the remainder is Fe.

9. The method for manufacturing a vehicle brake disc as described in claim 7, characterized in that, In the process of preparing the automotive brake disc on the substrate of the laser additive manufacturing system using the laser selective melting method, the laser spot spacing is selected to be 20-50μm, the powder layer thickness is 40-50μm, the scanning speed is 1.5-3.5 m / s, and the exposure time is 100-150μs. In the process of quenching and tempering heat treatment of the obtained vehicle brake disc, the vehicle brake disc is heated to a temperature of 750-860℃, held at that temperature for 20-30 minutes, cooled, and then tempered at a temperature of 350-450℃ for 60 minutes.

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