Brake disc
By setting main and auxiliary heat dissipation fins on the brake disc, and adding a flow-increasing and drag-reducing section and a V-shaped groove on the auxiliary heat dissipation fins, the problem of poor heat dissipation of the brake disc is solved, achieving more efficient heat dissipation and thermal fatigue reduction.
Patent Information
- Application Number
- CN202511647660.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-11
- Publication Date
- 2025-12-23
AI Technical Summary
The existing arrangement of heat dissipation fins on brake discs restricts airflow, resulting in poor heat dissipation and a small heat dissipation area.
Multiple main cooling ribs and auxiliary cooling ribs are set on the brake disc. The auxiliary cooling ribs have flow-increasing and drag-reducing parts facing the inner edge, forming a gradually increasing heat dissipation channel. V-shaped grooves are set in the auxiliary cooling ribs to increase airflow velocity and contact area.
It increases the heat dissipation area and airflow velocity of the brake disc, enhances the thermal convection effect, delays the accumulation of thermal fatigue, and improves the heat dissipation performance and mechanical strength of the brake disc.
Smart Images
Figure CN121184501A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of brake disc technology, and more specifically, to a brake disc. Background Technology
[0002] Brake discs typically have cooling ribs to dissipate heat. However, in existing technologies, the arrangement and shape of these ribs can restrict airflow within the brake disc. For example, densely packed ribs along the inner edge of the brake disc can slow down airflow and affect air volume within the cooling channels, resulting in poor heat dissipation. Furthermore, the layout of the ribs is often too simple, typically only forming a ventilation channel between adjacent ribs, resulting in a small heat dissipation area and further contributing to poor heat dissipation. Summary of the Invention
[0003] The main objective of this invention is to provide a brake disc that solves the problem of poor heat dissipation in existing brake discs.
[0004] To achieve the above objectives, the present invention provides a brake disc, comprising: two brake disc bodies; and a heat dissipation component connected between the two brake disc bodies. The heat dissipation component includes multiple main heat dissipation ribs and multiple auxiliary heat dissipation ribs. The multiple main heat dissipation ribs are spaced apart circumferentially along the brake disc body, and a heat dissipation channel is formed between two adjacent main heat dissipation ribs. The cross-sectional area of the heat dissipation channel gradually increases from the inner edge of the brake disc body to the outer edge of the brake disc body. At least one auxiliary heat dissipation rib is provided in the heat dissipation channel to increase the heat dissipation area. The auxiliary heat dissipation rib has a flow-increasing and drag-reducing part on the side facing the inner edge of the brake disc body. The flow-increasing and drag-reducing part is configured to increase the airflow velocity and heat dissipation area in the heat dissipation channel.
[0005] Furthermore, the flow-increasing and drag-reducing part is a groove provided at the inner end of the auxiliary heat dissipation rib, extending from the inner edge of the brake disc body to the outer edge of the brake disc body. The groove is recessed into the auxiliary heat dissipation rib from the inner end face of the auxiliary heat dissipation rib, and the width of the end of the groove away from the inner edge is smaller than the width of the end of the groove near the inner edge.
[0006] Furthermore, the groove has a first sidewall and a second sidewall connected to each other, the first sidewall and the second sidewall being set at an angle to form a V-shaped groove with the opening facing the inner edge of the circle.
[0007] Furthermore, the projection of the first sidewall and / or the second sidewall onto the adjacent main heat dissipation fin is any one of a straight line, a broken line, and a curve.
[0008] Furthermore, both the main heat dissipation rib and the auxiliary heat dissipation rib include an extension section and an arc-shaped section. The extension section extends from the inner circle edge to the outer circle edge, and the end of the extension section near the inner circle edge is connected to the arc-shaped section.
[0009] Furthermore, the extension section is set at an angle to the radial direction of the brake disc body.
[0010] Furthermore, the included angle between the extension section and the radial direction of the brake disc body is greater than or equal to 30° and less than or equal to 45°.
[0011] Furthermore, all tangents on the arc segment are set at an angle to the radial direction of the brake disc body, with the angle between each tangent and the brake disc body being greater than or equal to 15° and less than or equal to 40°.
[0012] Furthermore, the projection of the extension segment onto the brake disc can be one of a broken line segment, a curved segment, or a straight line segment.
[0013] Furthermore, the auxiliary heat dissipation fins and the two adjacent main heat dissipation fins form a ventilation channel for airflow. From the inner edge to the outer edge, the ventilation cross-sectional area of the ventilation channel gradually increases, exhibiting linear positive growth, exponential growth, or non-linear growth.
[0014] Furthermore, multiple main cooling fins and multiple auxiliary cooling fins are arranged alternately in a radial pattern along the circumference of the brake disc.
[0015] Furthermore, the distance A1 between the inner ends of two adjacent main heat dissipation fins is no greater than 10 mm; or, the distance A2 between the outer end of the auxiliary heat dissipation fin and the outer end of the adjacent main heat dissipation fin is no greater than 11 mm; or, the distance A3 between the outer ends of two adjacent main heat dissipation fins is no greater than 13 mm.
[0016] By applying the technical solution of this invention, a heat dissipation channel is formed between two adjacent main heat dissipation ribs. By setting auxiliary heat dissipation ribs in the heat dissipation channel, the contact area between the airflow and the heat dissipation component in the heat dissipation channel can be increased, thereby increasing the heat dissipation area. Moreover, by providing a flow-increasing and drag-reducing part on the side of the auxiliary heat dissipation rib facing the inner edge of the brake disc, the airflow velocity at the inner edge of the brake disc can be increased, so that the airflow can quickly flow from the inner edge of the brake disc to the outer edge of the brake disc, thus avoiding the airflow flow being affected in the heat dissipation channel. Therefore, by increasing the heat dissipation area of the brake disc and increasing the airflow velocity, both enhance the thermal convection between the heat dissipation airflow and the brake disc, thereby solving the problem of poor heat dissipation effect. In this way, the accumulation of thermal fatigue during braking can be effectively delayed. Attached Figure Description
[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:
[0018] Figure 1A schematic diagram of an embodiment of the brake disc of the present invention is shown;
[0019] Figure 2 It shows Figure 1 Front view of the brake disc;
[0020] Figure 3 It shows Figure 2 A cross-sectional view of the brake disc along the EE direction;
[0021] Figure 4 It shows Figure 3 A magnified view of a portion of the brake disc;
[0022] Figure 5 It shows Figure 1 A schematic diagram of the heat dissipation components;
[0023] Figure 6 It shows Figure 5 A schematic diagram of the main heat dissipation fins of the heat dissipation component;
[0024] Figure 7 It shows Figure 5 A schematic diagram of the auxiliary heat dissipation fins of the heat dissipation component.
[0025] The above figures include the following reference numerals:
[0026] 10. Brake disc body; 20. Main heat dissipation rib; 30. Auxiliary heat dissipation rib; 31. Flow enhancement and drag reduction section; 311. First side wall; 312. Second side wall; 51. Extension section; 52. Arc-shaped section. Detailed Implementation
[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.
[0028] like Figures 1 to 7 As shown, an embodiment of the present invention provides a brake disc, comprising: two brake disc bodies 10; a heat dissipation component connected between the two brake disc bodies 10, the heat dissipation component including a plurality of main heat dissipation ribs 20 and a plurality of auxiliary heat dissipation ribs 30, the plurality of main heat dissipation ribs 20 being arranged at intervals along the circumference of the brake disc body 10, and a heat dissipation channel being formed between two adjacent main heat dissipation ribs 20, the cross-sectional area of the heat dissipation channel gradually increasing from the inner edge of the brake disc body 10 to the outer edge of the brake disc body 10; at least one auxiliary heat dissipation rib 30 is provided in the heat dissipation channel for increasing the heat dissipation area, and a flow-increasing and drag-reducing part 31 is provided on the side of the auxiliary heat dissipation rib 30 facing the inner edge of the brake disc body 10, the flow-increasing and drag-reducing part 31 being configured to increase the airflow velocity and heat dissipation area in the heat dissipation channel.
[0029] In the above technical solution, a heat dissipation channel is formed between two adjacent main heat dissipation ribs 20. By setting auxiliary heat dissipation ribs 30 in the heat dissipation channel, the contact area between the airflow and the heat dissipation component in the heat dissipation channel can be increased, thereby increasing the heat dissipation area. Moreover, by providing a flow-increasing and drag-reducing part 31 on the side of the auxiliary heat dissipation rib 30 facing the inner edge of the brake disc body 10, the airflow velocity at the inner edge of the brake disc body 10 can be increased, so that the airflow can quickly flow from the inner edge of the brake disc body 10 to the outer edge of the brake disc body 10, so as to avoid the airflow flow being affected in the heat dissipation channel. Therefore, by increasing the heat dissipation area of the brake disc and increasing the airflow velocity, both enhance the thermal convection between the heat dissipation airflow and the brake disc, thereby solving the problem of poor heat dissipation effect. In this way, the accumulation of thermal fatigue during braking can be effectively delayed.
[0030] Furthermore, by forming a heat dissipation channel with a progressively increasing cross-sectional area between the main heat dissipation fins 20, this application can improve the airflow environment, thereby solving the problem of increased flow resistance due to narrow channels in the prior art and thus improving the heat dissipation effect.
[0031] The above design not only improves heat dissipation but also effectively disperses thermal stress and reduces the accumulation of thermal fatigue. Specifically, the auxiliary heat dissipation fin 30 not only increases the heat dissipation area but also, through the flow-boosting and drag-reducing section 31, allows airflow to accelerate more smoothly as it passes through the auxiliary heat dissipation fin 30, while reducing the thermal impact on the fins, thereby enhancing the brake disc's resistance to thermal fatigue.
[0032] like Figures 1 to 7 As shown, in an embodiment of the present invention, the flow-increasing and drag-reducing part 31 is a groove provided at the inner end of the auxiliary heat dissipation rib 30, extending from the inner edge of the brake disc body 10 to the outer edge of the brake disc body 10. The groove is recessed into the auxiliary heat dissipation rib 30 from the inner end face of the auxiliary heat dissipation rib 30, and the width of the end of the groove away from the inner edge is smaller than the width of the end of the groove close to the inner edge.
[0033] In the above technical solution, the groove can generate a guiding effect, which can guide the airflow to pass through the heat dissipation channel more smoothly, reduce airflow resistance, thereby increasing the airflow speed in the heat dissipation channel and improving the heat dissipation effect; and by setting the groove, the contact area between the airflow in the heat dissipation channel and the heat dissipation component can be increased, thereby increasing the heat dissipation area and improving the heat dissipation effect.
[0034] It should be noted that both the auxiliary heat dissipation rib 30 and the main heat dissipation rib 20 have relatively arranged inner and outer ends. The inner end refers to the end closest to the geometric center (usually the center of the circle) of the brake disc, that is, the end close to the inner edge of the circle; the outer end refers to the end farthest from the geometric center of the brake disc, that is, the end close to the outer edge of the circle.
[0035] like Figures 1 to 7As shown, in an embodiment of the present invention, the groove has a first sidewall 311 and a second sidewall 312 connected to each other. The first sidewall 311 and the second sidewall 312 are arranged at an angle to form a V-shaped groove with the opening facing the inner edge of the circle.
[0036] In the above technical solution, the included angle formed by the two side walls of the V-shaped groove can generate a hydrodynamic effect, which can effectively guide the airflow into the heat dissipation channel, accelerate the airflow when it passes through, and increase the contact area between the airflow and the heat dissipation fins, thereby improving the heat dissipation performance.
[0037] The V-shaped groove in this embodiment can enhance the heat dissipation capacity of the brake disc, especially under high-speed driving and continuous braking conditions, which can quickly reduce the temperature of the brake disc and reduce the probability of thermal fatigue cracks.
[0038] like Figures 1 to 4 As shown, in some embodiments, the groove extends to the middle of the brake disc body, dividing the brake disc body into three equal parts along the radial direction of the brake disc body, with the middle part located in the area of the middle portion of the three equal parts.
[0039] like Figures 1 to 4 As shown, in an embodiment of the present invention, the projection of the first sidewall 311 and / or the second sidewall 312 onto the adjacent main heat dissipation fin 20 is any one of a straight line, a broken line, and a curve.
[0040] The above settings allow for a variety of auxiliary heat dissipation fin shapes, enabling the selection of the optimal fin shape based on actual heat dissipation needs and airflow characteristics. Simultaneously, by adjusting the projected shape of the auxiliary heat dissipation fins 30, the airflow path can be optimized, improving the uniformity and stability of the airflow, thereby enhancing the heat dissipation effect.
[0041] like Figures 1 to 4 As shown in the embodiment of the present invention, both the main heat dissipation rib 20 and the auxiliary heat dissipation rib 30 include an extension section 51 and an arc-shaped section 52. The extension section 51 extends from the inner edge to the outer edge, and one end of the extension section 51 near the inner edge is connected to the arc-shaped section 52.
[0042] In the above technical solution, the heat dissipation ribs formed by the arc-shaped segment 52 and the extension segment 51 can improve the structural strength and fatigue resistance of the brake disc while ensuring heat dissipation. The combination of the extension segment and the arc-shaped segment optimizes the airflow path and disperses stress concentration, reducing thermal fatigue damage. This not only improves the heat dissipation performance of the brake disc but also enhances its mechanical strength and durability.
[0043] In some embodiments, the curved segment bends towards the center. This allows airflow to pass through the heat dissipation channel more smoothly and in a more concentrated manner. Compared to a straight path, the curved path can better utilize the inertia of the airflow, reducing turbulence and vortices at the bend, thereby reducing fluid resistance. This allows the airflow to flow through the heat dissipation fins more quickly and evenly, improving heat transfer efficiency. At the same time, a natural "entrainment" effect is generated when the airflow passes through, prompting more air to be guided to the inner area of the brake disc, which can also reduce local thermal stress concentration, thereby improving the brake disc 10's resistance to thermal fatigue.
[0044] like Figures 1 to 4 As shown, in an embodiment of the present invention, the extension 51 is arranged at an angle to the radial direction of the brake disc body 10.
[0045] The above settings can improve airflow distribution and increase the contact area between airflow and heat dissipation fins to improve heat dissipation efficiency, while reducing stress concentration during braking to reduce thermal fatigue damage.
[0046] In some embodiments, the angle between the extension 51 and the radial direction of the brake disc body 10 is greater than or equal to 30° and less than or equal to 45°.
[0047] When the included angle is set within the above range, it can effectively guide the airflow to form an inclined flow trajectory. This not only increases the contact area between the airflow and the heat dissipation fins, thereby improving the thermal convection efficiency, but also avoids the high resistance and turbulence caused by the airflow directly impacting the heat dissipation fins vertically. This ensures that the cooling medium can flow with low resistance when passing through the heat dissipation channel, thus accelerating the heat dissipation process. In some embodiments, all tangents on the arc segment are set at an angle to the radial direction of the brake disc body 10, and the angle between each tangent and the brake disc body 10 is greater than or equal to 15° and less than or equal to 40°.
[0048] This limits the length of the arc segment, effectively preventing a decrease in structural rigidity caused by an excessively long arc segment, which could lead to unnecessary vibration and noise during braking. It also prevents the arc segment from being too short to effectively guide airflow, thus avoiding affecting heat dissipation efficiency.
[0049] like Figures 1 to 4 As shown, in an embodiment of the present invention, the projection of the extension segment 51 onto the brake disc body 10 can be one of a broken line segment, a curved segment, and a straight line segment.
[0050] The above settings provide flexibility in the shape of the cooling fins, allowing the selection of the optimal cooling fin shape based on the specific structure and cooling requirements of the brake disc. By changing the projected shape of the extension section, the airflow path can be optimized, improving heat dissipation efficiency while enhancing the structural strength and fatigue resistance of the brake disc.
[0051] It should be noted that when the projection of the extension segment 51 on the brake disc body 10 is a broken line segment, the straight line connecting its starting end and ending end is set at an angle to the radial direction of the brake disc body 10.
[0052] It should be noted that when the projection of the extension segment 51 on the brake disc body 10 is a curved segment, the straight line connecting its starting end and ending end is set at an angle to the radial direction of the brake disc body 10.
[0053] like Figures 1 to 4 As shown in the embodiment of the present invention, the auxiliary heat dissipation fin 30 and the two adjacent main heat dissipation fins 20 form a ventilation channel for airflow. From the inner edge to the outer edge, the ventilation cross-sectional area of the ventilation channel shows a gradual increasing trend. The ventilation cross-sectional area shows linear positive growth, exponential growth, or nonlinear growth.
[0054] In the above technical solution, by controlling the growth trend of the cross-sectional area of the ventilation channel, the cross-sectional area of the ventilation channel can be gradually increased, thereby avoiding a sudden decrease in the cross-sectional area of the ventilation channel, so as to avoid affecting the airflow velocity and flow rate in the ventilation channel. At the same time, it can ensure that the airflow can fully contact the heat dissipation fins when passing through, so as to increase the heat convection area and thus improve the heat dissipation effect.
[0055] It should be noted that the area ratio of the ventilation cross section of the ventilation channel is linear and positively increasing, and may also exhibit exponential or non-linear growth, but it must be positively increasing. The incremental form is achieved by adjusting the separation pattern of the auxiliary heat dissipation ribs 30, the radiation angle and shape of the main heat dissipation ribs 20 and the auxiliary heat dissipation ribs 30; wherein, along the extension direction of the ventilation channel, the ventilation channel is divided into multiple segments, and the difference or ratio of the area of the ventilation cross section away from the inner circle edge and the ventilation cross section near the inner circle edge of each ventilation channel segment.
[0056] like Figures 1 to 4 As shown, in an embodiment of the present invention, a plurality of main heat dissipation fins 20 and a plurality of auxiliary heat dissipation fins 30 are arranged alternately in a radial pattern along the circumference of the brake disc body 10.
[0057] In the above technical solution, the radially alternating arrangement can evenly distribute the heat dissipation fins, optimize the airflow path, and ensure that the airflow is evenly distributed in the circumferential direction of the brake disc. At the same time, the alternating main heat dissipation fins 20 and auxiliary heat dissipation fins 30 can cooperate with each other to increase the heat dissipation area and airflow speed, so as to quickly reduce the temperature of the brake disc, reduce the probability of thermal fatigue cracks, and extend the life of the brake disc.
[0058] In some embodiments, a plurality of main heat dissipation ribs 20 and a plurality of auxiliary heat dissipation ribs 30 are uniformly and alternately arranged along the circumference of the brake disc body 10. Specifically, from the outer edge to the inner edge, the main heat dissipation ribs 20 connect two brake disc bodies, and the auxiliary heat dissipation ribs 30 connect the two brake disc bodies near the outer edge, extend only from the two sides of the brake disc body near the inner edge, but do not converge at the center. They converge at the middle of the brake disc body until they extend to the outer edge, meaning the auxiliary heat dissipation ribs 30 gradually separate towards the inner edge at the middle of the brake disc body.
[0059] In some embodiments, the plurality of main heat dissipation fins 20 and the plurality of auxiliary heat dissipation fins 30 are arranged in an outward radial pattern.
[0060] like Figures 1 to 4 As shown, in the embodiments of the present invention, the distance A1 between the inner ends of two adjacent main heat dissipation ribs 20 is not greater than 10 mm; or, the distance A2 between the outer end of the auxiliary heat dissipation rib 30 and the outer end of the adjacent main heat dissipation rib 20 is not greater than 11 mm; or, the distance A3 between the outer ends of two adjacent main heat dissipation ribs 20 is not greater than 13 mm.
[0061] In the above technical solution, by controlling the spacing between multiple heat dissipation fins, the airflow speed and flow rate in the heat dissipation channel can be adjusted, so that the airflow can fully contact the heat dissipation fins when passing through, thereby improving the heat dissipation effect.
[0062] In some embodiments, the inner end of the main heat dissipation fin 20 is provided with a rounded corner.
[0063] It should be noted that the distance A1 between the inner ends of two adjacent main heat dissipation fins 20 refers to the distance between the side walls of the inner ends of these two main heat dissipation fins 20 that are adjacent to each other.
[0064] It should be noted that the distance A2 between the outer end of the auxiliary heat dissipation fin 30 and the outer end of the main heat dissipation fin 20 adjacent to it refers to the distance between the side walls adjacent to the outer ends of these two heat dissipation fins.
[0065] It should be noted that the distance A3 between the outer ends of two adjacent main heat dissipation fins 20 refers to the distance between the adjacent side walls of the outer ends of these two main heat dissipation fins 20.
[0066] like Figures 1 to 4 As shown in the embodiment of the present invention, the length of the main heat dissipation rib 20 is greater than the length of the auxiliary heat dissipation rib 30. In this way, a ventilated and independent heat dissipation channel can be formed between two adjacent main heat dissipation ribs 20, and the auxiliary heat dissipation rib 30 is located in the heat dissipation channel, which can accelerate the airflow velocity and flow rate.
[0067] like Figures 1 to 4 As shown, in an embodiment of the present invention, the two sides of the main heat dissipation rib 20 are respectively connected to the two brake disc bodies 10, and the two sides of the auxiliary heat dissipation rib 30 are respectively connected to the two brake disc bodies 10.
[0068] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects: a heat dissipation channel is formed between two adjacent main heat dissipation ribs. By setting auxiliary heat dissipation ribs in the heat dissipation channel, the contact area between the airflow and the heat dissipation component in the heat dissipation channel can be increased, thereby increasing the heat dissipation area. Moreover, by providing a flow-increasing and drag-reducing part on the side of the auxiliary heat dissipation rib facing the inner edge of the brake disc, the airflow velocity at the inner edge of the brake disc can be increased, so that the airflow can quickly flow from the inner edge of the brake disc to the outer edge of the brake disc, thus avoiding the airflow flow being affected in the heat dissipation channel. Therefore, by increasing the heat dissipation area of the brake disc and increasing the airflow velocity, both enhance the thermal convection between the heat dissipation airflow and the brake disc, thereby solving the problem of poor heat dissipation effect. In this way, the accumulation of thermal fatigue during braking can be effectively delayed.
[0069] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.
Claims
1. A brake disc, characterized in that, include: Two brake disc bodies (10); A heat dissipation component is connected between the two brake disc bodies (10). The heat dissipation component includes a plurality of main heat dissipation ribs (20) and a plurality of auxiliary heat dissipation ribs (30). The plurality of main heat dissipation ribs (20) are arranged at intervals along the circumference of the brake disc body (10). A heat dissipation channel is formed between two adjacent main heat dissipation ribs (20). The cross-sectional area of the heat dissipation channel gradually increases from the inner edge of the brake disc body (10) to the outer edge of the brake disc body (10). The heat dissipation channel is provided with at least one auxiliary heat dissipation rib (30) for increasing the heat dissipation area. The auxiliary heat dissipation rib (30) is provided with a flow-increasing and drag-reducing part (31) on the side facing the inner edge of the brake disc body (10). The flow-increasing and drag-reducing part (31) is configured to increase the airflow velocity and heat dissipation area in the heat dissipation channel.
2. The brake disc according to claim 1, characterized in that, The flow-increasing and drag-reducing part (31) is a groove provided at the inner end of the auxiliary heat dissipation rib (30), extending from the inner edge of the brake disc body (10) to the outer edge of the brake disc body (10). The groove is recessed into the auxiliary heat dissipation rib (30) from the inner end face of the auxiliary heat dissipation rib (30). The width of the end of the groove away from the inner edge is smaller than the width of the end of the groove near the inner edge.
3. The brake disc according to claim 2, characterized in that, The groove has a first sidewall (311) and a second sidewall (312) connected to each other, the first sidewall (311) and the second sidewall (312) being arranged at an angle to form a V-shaped groove with the opening facing the inner edge of the circle.
4. The brake disc according to claim 3, characterized in that, The projection of the first sidewall (311) and / or the second sidewall (312) onto the adjacent main heat dissipation fin (20) is any one of a straight line, a broken line, and a curve.
5. The brake disc according to claim 1, characterized in that, Both the main heat dissipation rib (20) and the auxiliary heat dissipation rib (30) include an extension section (51) and an arc section (52). The extension section (51) extends from the inner circle edge to the outer circle edge, and one end of the extension section (51) near the inner circle edge is connected to the arc section (52).
6. The brake disc according to claim 5, characterized in that, The extension section (51) is set at an angle to the radial direction of the brake disc body (10).
7. The brake disc according to claim 6, characterized in that, The included angle between the extension section (51) and the radial direction of the brake disc body (10) is greater than or equal to 30° and less than or equal to 45°.
8. The brake disc according to claim 5, characterized in that, All tangents on the arc segment are set at an angle to the radial direction of the brake disc body (10), and the angle between each tangent and the brake disc body (10) is greater than or equal to 15° and less than or equal to 40°.
9. The brake disc according to claim 5, characterized in that, The projection of the extension segment (51) onto the brake disc body (10) can be one of a broken line segment, a curved segment, or a straight line segment.
10. The brake disc according to any one of claims 1 to 9, characterized in that, The auxiliary heat dissipation fins (30) and the two adjacent main heat dissipation fins (20) form a ventilation channel for airflow. From the inner edge to the outer edge, the ventilation cross-sectional area of the ventilation channel gradually increases. The ventilation cross-sectional area increases linearly, exponentially, or non-linearly.
11. The brake disc according to any one of claims 1 to 9, characterized in that, The multiple main heat dissipation ribs (20) and the multiple auxiliary heat dissipation ribs (30) are arranged alternately in a radial pattern along the circumference of the brake disc body (10).
12. The brake disc according to claim 11, characterized in that, The distance A1 between the inner ends of two adjacent main heat dissipation ribs (20) is not greater than 10 mm; or, the distance A2 between the outer end of the auxiliary heat dissipation rib (30) and the outer end of the adjacent main heat dissipation rib (20) is not greater than 11 mm; or, the distance A3 between the outer ends of two adjacent main heat dissipation ribs (20) is not greater than 13 mm.