Brake disc structure with spiral line cooling ribs and vein bionic groove friction surface

Abstract

A brake disc structure with spiral cooling ribs and leaf vein-inspired groove friction surfaces relates to the field of brake disc heat dissipation structure technology. It includes a first friction disc and a second friction disc arranged coaxially side-by-side. A plurality of spiral cooling ribs are fixed between the inner walls of the first and second friction discs, forming ventilation channels through the area between adjacent cooling ribs. A plurality of leaf vein-inspired groove structures are arranged circumferentially on the outer walls of the first and second friction discs, with the leaf vein-inspired groove structures diffused outwards from the center. This invention provides a brake disc structure with spiral cooling ribs and leaf vein-inspired groove friction surfaces to achieve both internal heat dissipation and friction surface heat flow regulation, thereby further improving the brake disc's heat dissipation capacity, temperature field uniformity, and service stability.

Description

Technical Field

[0001] This invention relates to the field of brake disc heat dissipation structure technology, specifically to a brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surfaces. Background Technology

[0002] Brake discs are crucial braking components in rail vehicles, automobiles, and other high-speed rotating machinery. Their primary function is to convert the kinetic energy of the moving system into heat energy through friction during braking, and to dissipate this heat promptly through heat transfer between the disc and the surrounding air. Under high-heat load conditions such as high-speed operation, emergency braking, or prolonged continuous braking, brake discs can experience a significant amount of frictional heat input within a short period. If this heat cannot be dissipated in time, the disc temperature can rise rapidly, creating significant temperature gradients in the radial, circumferential, and thickness directions. This can lead to problems such as thermal stress concentration, thermal fatigue damage, localized deformation, and fluctuations in frictional performance, ultimately affecting braking safety and the service life of the components.

[0003] To improve the heat dissipation capacity of brake discs, ventilated brake disc structures are commonly used in engineering. These structures form an internal ventilation cavity through dual friction discs and their intermediate connecting structure. During rotation, centrifugal force and relative airflow drive air from the inner diameter region to the outer diameter region, enhancing convective heat transfer. The fundamental purpose of this design is to improve airflow conditions within the disc, accelerating the transfer of frictional heat from the disc's interior to the exterior, thereby reducing the overall temperature rise of the brake disc. To achieve this goal, existing technologies typically construct internal ventilation channels using straight radial cooling fins, inclined cooling fins, or curved cooling fins. The essence of these methods is to achieve a synergistic effect of airflow guidance, support, and heat dissipation through the intermediate connecting structure.

[0004] Simply optimizing the internal ventilation structure of the brake disc is often insufficient to completely solve the problem of heat concentration in the brake disc under actual operating conditions. This is because the heat problem of the brake disc depends not only on the "ability to dissipate heat" but also on "how heat is generated and how it is distributed on the friction surface." During braking, the friction surface is the direct area of ​​heat input, and the contact state of the friction pair, surface morphology, and local contact pressure distribution all affect the spatial distribution of transient heat flux density.

[0005] If the friction surface structure is too simple or the surface contact state is not properly distributed, it can easily lead to excessive heat input in local areas, causing heat accumulation in certain areas and forming local hot spots. Even if the brake disc has a certain ventilation and heat dissipation capacity, if the friction surface itself cannot effectively regulate the heat diffusion path and surface temperature distribution, problems such as uneven temperature field, thermal stress concentration, and increased local wear may still occur.

[0006] From a thermal management perspective, optimizing brake disc performance cannot be limited to the design of internal heat dissipation channels; the structural characteristics of the friction surfaces should also be considered. The friction surface structure not only determines the actual contact area and contact distribution but also affects the location of frictional heat formation, surface heat diffusion paths, wear debris removal behavior, and interfacial air turbulence. In other words, if a reasonable structural design of the friction surfaces can improve heat flow distribution and surface temperature uniformity while ensuring braking function, it is possible to further reduce the degree of localized heat concentration and achieve a synergistic effect with the internal ventilation structure.

[0007] Existing technologies for optimizing brake disc heat dissipation and wear resistance can be mainly categorized into two technical approaches: one is to improve the internal ventilation structure of the brake disc by adjusting the shape of the heat dissipation ribs or ventilation ribs between the two friction discs to improve the airflow and convective heat transfer capacity within the disc; the other is to conduct structural design on the friction working surface of the brake disc by setting grooves, non-smooth shapes, or biomimetic surface units on the friction surface to change the friction contact state, the way wear debris is discharged, and the surface heat distribution.

[0008] For internal ventilation structures, the main focus is on improving airflow within the disc. For example, patent CN215673309U uses long and short heat dissipation ribs between the two friction discs to create internal airflow channels, thus improving ventilation and heat dissipation. While this type of solution can enhance internal convective heat transfer to some extent, its effect is primarily concentrated within the disc, addressing mainly the issue of "how to dissipate heat." During braking, heat is initially generated at the friction surfaces. If the contact state of the friction surfaces is uneven or the heat input distribution is unreasonable, even with improved internal ventilation, localized heat accumulation on the friction surfaces can still occur, leading to hot spots, excessive temperature gradients, and concentrated thermal stress. In other words, focusing solely on the internal flow channel structure often fails to simultaneously address the control of frictional heat input.

[0009] For friction surface grooves or biomimetic surface solutions, the main idea is to influence the contact relationship of the friction pair, the chip removal path, and the surface heat dissipation conditions by changing the surface morphology. For example, patent CN106195069A improves the cleanliness and heat dissipation of the friction surface by setting grooves, while patent CN102352901A constructs biomimetic functional units in local areas of the brake disc surface to improve wear resistance, fatigue resistance, and friction performance. These solutions can play a role at the friction interface level, but their improvement focus is usually concentrated on local areas of the surface, with insufficient attention paid to the internal airflow organization of the brake disc and the overall heat dissipation capacity of the disc cavity. In other words, relying solely on friction surface grooves or biomimetic units, although it may improve the surface contact state and local heat distribution, cannot further accelerate the transfer of heat to the outside from the perspective of internal ventilation and airflow of the disc, so its effect on overall temperature rise control is still limited.

[0010] As existing devices are used, the shortcomings of this technology have gradually become apparent, mainly in the following aspects: First, in actual braking processes, the generation, diffusion, and dissipation of frictional heat are interconnected: the friction surface structure affects heat input and surface distribution, while the internal heat dissipation structure affects the efficiency of heat transfer to the external environment. Most existing technologies optimize only a single part of the brake disc, focusing either on the internal ventilation structure or the friction surface structure. This can easily lead to improvements in local performance, but the overall temperature field remains uneven, or while local hot spots may be reduced, the internal heat dissipation efficiency of the disc is not significantly improved, ultimately failing to adequately reduce peak temperatures and thermal stress levels.

[0011] Second, for brake discs, which involve complex working conditions such as frictional heat generation, heat diffusion, wear debris migration and airflow disturbance, existing friction surface grooves, using only ordinary linear grooves or local unit structures, are often insufficient to form a more reasonable heat dissipation path and surface condition adjustment mechanism on the friction working surface.

[0012] In conclusion, the existing technology obviously has inconveniences and defects in practical use, so it is necessary to improve it. Summary of the Invention

[0013] To address the shortcomings of existing technologies, this invention provides a brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surfaces, which can achieve both internal heat dissipation and friction surface heat flow regulation, thereby further improving the brake disc's heat dissipation capacity, temperature field uniformity, and service stability.

[0014] To address the above problems, the present invention provides the following technical solution: The brake disc structure with spiral heat dissipation ribs and leaf vein biomimetic groove friction surface includes a first friction disc and a second friction disc arranged coaxially. Several spiral heat dissipation ribs arranged circumferentially are fixed between the inner walls of the first friction disc and the second friction disc, and a ventilation channel is formed through the area between adjacent heat dissipation ribs. The outer walls of the first friction disk and the second friction disk are provided with a plurality of leaf vein biomimetic groove structures along the circumference, and the leaf vein biomimetic groove structures are arranged in a diffuse manner from the center to the outer edge.

[0015] As an optimized solution, each of the spiral heat dissipation ribs is also smoothly connected to a branch heat dissipation rib on the inner wall near the outer edge, and the outer edge of the branch heat dissipation rib forms a bifurcation structure with the outer edge of the spiral heat dissipation rib.

[0016] As an optimized solution, the leaf vein biomimetic groove structure includes a main groove opened radially, one end of which is connected to the inner edge of the first friction disk or the second friction disk, and the other end of which is provided with a primary branch groove symmetrically arranged radially.

[0017] As an optimized solution, one end of the primary branch trench is connected to the main trench, and the other end is provided with a transition connecting trench parallel to the main trench. The other end of the transition connecting trench is provided with a symmetrical secondary branch trench with its extension direction as the center of symmetry.

[0018] As an optimized solution, one end of the secondary branch groove is connected to the transition connection groove, and the other end is provided with a final extension groove parallel to the transition connection groove. The other end of the final extension groove is connected to the outer edge of the first friction disk or the second friction disk.

[0019] As an optimized solution, the planar trajectory of the spiral cooling fins is established in a two-dimensional rectangular coordinate system within the brake disc surface, with the intersection of the axis of the first or second friction disc and the center of the outer wall of the disc surface as the origin. The planar trajectory can be given by the following parametric equations: ; in, and These are the x-coordinate and y-coordinate of any point on the spiral trajectory, respectively; These are trajectory parameters; This indicates the polar radius variation of the point relative to the origin of the coordinate system. This indicates the polar angle change at that point.

[0020] As an optimized solution, the number of spiral heat dissipation fins is 4-6; the number of leaf vein biomimetic groove structures is 20.

[0021] As an optimized solution, the angle between the primary branch trench and the main trench is 25°.

[0022] As an optimized solution, the angle between the secondary branch trench and the transition connection trench is 25°.

[0023] As an optimized solution, the main trench has a width of 3mm and a length of 50mm.

[0024] As an optimized solution, the width of the primary branch trench is 2mm and the length is 40mm.

[0025] As an optimized solution, the width of the transition connection groove is 2mm and the length is 25mm.

[0026] As an optimized solution, the width of the final extension groove is 2mm and the length is 25mm.

[0027] As an optimized solution, the main trench, the first-level branch trench, the transition connection trench, the second-level branch trench, and the final extension trench are all 15 mm deep, and their cross-sections are set in a flat-bottomed rectangular trench shape.

[0028] Compared with the prior art, the beneficial effects of the present invention are: By combining the biomimetic structure of the friction surface veins with the spiral heat dissipation fin structure inside the brake disc, it is possible to improve the thermal management performance of the brake disc from two aspects: surface heat flow regulation and internal convection heat dissipation enhancement. Several spiral heat dissipation fins are set between the first friction disc and the second friction disc. The curved flow path improves the internal air flow organization under the rotation of the brake disc, so that the air can have a smoother direction transition when flowing from the inner diameter area to the outer diameter area, reducing flow separation, local backflow and turbulent eddy phenomena, thereby improving the ventilation and heat exchange efficiency inside the disc. The outer edges of the branched cooling fins and the spiral cooling fins form a bifurcated structure. By setting the branched cooling fins, the air can be partially diverted from the original single main flow channel when flowing near the outer edge, thereby improving the flow organization in the outer edge area. At the same time, the branched cooling fins increase the heat exchange surface area in the outer edge area, and allow heat to be exchanged with the air through more heat dissipation surfaces after being transferred to the vicinity of the outer edge, which is beneficial to improving the local heat dissipation capacity of the outer edge area. Since the branched cooling fins and the spiral cooling fins are connected by a smooth transition, it can also reduce local separation and flow loss caused by abrupt changes in flow direction, and help to reduce stress concentration at the connection point.

[0029] Incorporating leaf vein branching characteristics into the design of brake disc friction surfaces helps to construct a groove network with hierarchical expansion features on the friction working surface. This alters the local contact relationship, heat flow diffusion path, and surface airflow disturbance state of the friction surface, allowing for more rational dispersion and transfer of frictional heat within the surface area. This enables more reasonable control of frictional heat during the generation, diffusion, and discharge stages, thereby simultaneously improving the internal airflow organization of the disc, the heat flow distribution on the friction surface, and the overall temperature field uniformity. Ultimately, this reduces local heat concentration, decreases the temperature gradient, and weakens thermal stress concentration. The above structural design improves the temperature field distribution of the brake disc under high thermal load conditions, reduces local hot spots, lowers temperature peaks and temperature gradients, thereby reducing local thermal stress concentration and mitigating the risk of thermal fatigue damage, local deformation and service instability caused by uneven thermal distribution. In this invention, the spiral cooling fins and the leaf vein-inspired grooves are not independent or simply parallel entities, but rather a combination with a clear division of labor and synergistic effects. The spiral cooling fins primarily function within the disk, improving internal airflow and convection heat transfer efficiency; the leaf vein-inspired grooves primarily function on the friction surface, adjusting the diffusion path of frictional heat input, altering surface contact conditions, and assisting in heat dispersion. The former addresses "how heat can be discharged more smoothly," while the latter addresses "how heat can be more rationally dispersed on the friction surface." Together, they form a continuous thermal management chain from frictional heat generation and surface diffusion to discharge within the disk. This is a key difference between this invention and existing solutions that merely improve the internal cooling fin structure or simply incorporate friction surface grooves. This invention, based on a dual-friction disc ventilated brake disc, combines internal spiral cooling fins with biomimetic grooves resembling leaf veins on the friction surface. This integrates heat generation, surface diffusion, and internal discharge during braking into a coordinated, holistic process. Its benefits are primarily reflected in a more complete thermal management path. The spiral cooling fins mainly function within the disc body, forming curved ventilation channels extending from the inner radial direction to the outer diameter. This improves the internal airflow organization during disc rotation, ensuring smoother and more stable airflow within the disc cavity, thereby enhancing internal convective heat transfer efficiency. The biomimetic grooves, on the other hand, primarily function on the friction working surface. Through a graded expansion path consisting of main grooves, first-level branch grooves, transition connecting grooves, second-level branch grooves, and final-level extension grooves, they regulate the transfer and dispersion of frictional heat within the surface area, preventing localized heat accumulation in a single area. In this way, the present invention does not simply enhance a single heat dissipation element, but simultaneously takes into account both the process of heat "dispersing on the surface" and "exhausting from the inside of the disc", thus making it more conducive to improving the overall thermal management capability of the brake disc.

[0030] The leaf vein-inspired grooves in this invention are not single-groove features, but rather a hierarchical control network composed of main grooves, first-level branch grooves, transition connecting grooves, second-level branch grooves, and final-level extension grooves. The main grooves, with their greater width and length, preferentially serve as the primary path for frictional heat diffusion and wear debris migration, ensuring that heat is initially transferred outward along a stable path after generation. The first-level branch grooves then initially disperse the heat from both sides of the main path. The transition connecting grooves provide a buffer zone for the heat after the initial diversion, allowing it to continue its outward transfer and reorganization. The second-level branch grooves further extend the heat to a more outer region, while the final-level extension grooves extend the heat flow control effect to the area near the outer diameter, thus preventing heat from re-accumulating near the outer edge. Therefore, this invention creates a heat flow dispersion path on the friction surface that progresses from main to branch, from inside to outside, with progressive diversion and continuous extension.

[0031] The direct effect of this structural arrangement is that the diffusion of frictional heat on the friction surface is no longer simple, localized, and unidirectional, but rather redistributed step by step along different levels of grooves. The "wide main, narrow branch" width relationship between the main groove and the branch grooves at each level creates a clear functional division between the main path and the branching paths. The branching angle of approximately 25° for both the first-level and second-level branch grooves allows heat to spread appropriately to both sides while maintaining the outward transfer trend, thus balancing heat dissipation capacity and the continuity of the friction surface structure. The uniform arrangement of 20 sets of leaf vein units along the circumference ensures good consistency in the circumferential direction of heat flow regulation on the friction surface, which is more conducive to reducing circumferential temperature difference, weakening local hot spots, and improving the uniformity of the temperature field.

[0032] Meanwhile, the transition connecting grooves and the final-level extension grooves further enhance the integrity of the leaf vein network. The transition connecting grooves avoid excessive abrupt changes in local paths caused by immediate re-branching after the first-level branch, allowing heat flow to maintain a certain outward transfer capability after the first-level branching. The final-level extension grooves ensure that the heat flow regulation effect does not stop at the middle of the branching region, but extends to the region near the outer diameter of the friction surface. It is precisely because of the existence of these two additional hierarchical positions that the leaf vein biomimetic grooves of this invention are no longer a simple tree-branch shape, but a hierarchical heat flow regulation structure with a clear path organization logic, thus being more advantageous for improving the heat distribution on the friction surface and reducing local heat accumulation.

[0033] Twenty sets of leaf vein units are evenly arranged along the circumference, and the grooves adopt a flat-bottomed rectangular groove structure of uniform depth. This not only facilitates manufacturing and structural consistency control but also ensures that the friction surface has relatively uniform heat flow diffusion conditions and surface condition regulation capabilities in the circumferential direction. The uniform distribution of the 20 sets of leaf vein units allows different circumferential areas of the friction surface to obtain a basically consistent heat flow dispersion path and contact state regulation effect, thereby helping to reduce the circumferential temperature difference and avoid local hot spots due to insufficient structural regulation in individual areas. The uniform depth of the grooves ensures the continuity of the main groove, first-level branch groove, transition connecting groove, second-level branch groove, and final extension groove in the heat flow transfer path. The flat-bottomed rectangular grooves also facilitate the stable formation of clear branch boundaries and effective groove volume. Therefore, overall, it is more conducive to the stable and effective regulation function of the leaf vein structure.

[0034] There is a clear synergistic relationship between the internal spiral cooling fins and the leaf vein-inspired grooves on the friction surface. The leaf vein-inspired grooves improve the heat diffusion conditions and local surface conditions near the friction surface, while the spiral cooling fins improve the airflow conditions inside the disc and the efficiency of heat transfer to the external environment. When frictional heat is no longer excessively concentrated in localized areas of the surface under the influence of the leaf vein-inspired grooves, the heat distribution inside the disc tends to be more balanced. Furthermore, when the internal spiral cooling fins further enhance the convective heat dissipation capacity within the disc cavity, this already well-dispersed heat can be carried away from the disc more quickly. In other words, the former improves the "distribution mode" of heat on the friction surface, while the latter improves the "exhaustion efficiency" of heat within the disc cavity. The combination of these two structures can more effectively reduce the temperature peak and temperature gradient during brake disc operation than using either structure alone.

[0035] Because the temperature peak and temperature gradient are reduced, the difference in thermal expansion caused by uneven heating between different areas of the brake disc is also weakened, which helps to reduce the level of local thermal stress concentration. For components like brake discs that are subjected to repeated braking thermal loads over a long period of time, thermal stress concentration is often one of the important factors inducing thermal fatigue cracks, local deformation, and service instability. This invention optimizes the heat flow diffusion path of the friction surface and the heat dissipation conditions inside the disc, making the temperature field distribution more uniform. Therefore, it also improves the thermal stress state of the brake disc and enhances its structural stability and service reliability under high thermal load conditions.

[0036] This invention does not deviate from the basic configuration of a ventilated dual-friction disc brake disc. Instead, it optimizes the morphology of the central heat dissipation fins and the surface structure of the friction surface based on existing mature structures, thus exhibiting good feasibility in engineering implementation. The spiral heat dissipation fins can be generated through parametric modeling, and the leaf vein-inspired grooves also have a clear geometric branching relationship; both are easily realized using existing processing or forming techniques. Therefore, this invention not only solves the problem of insufficient synergy when optimizing the internal heat dissipation structure or the friction surface structure separately in existing technologies, but also provides a more complete structural optimization scheme for brake discs in terms of heat dissipation performance, temperature field uniformity, and overall service performance. Attached Figure Description

[0037] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0038] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the leaf vein biomimetic groove structure of the present invention; Figure 3 This is a schematic diagram of the spiral heat dissipation fins of the present invention; Figure 4 This is a schematic diagram of the fluid dynamics of the spiral heat dissipation fins of the present invention.

[0039] In the diagram: 1-First friction disc; 2-Second friction disc; 3-Helical heat dissipation fin; 4-Ventilation channel; 5-Branch heat dissipation fin; 6-Leaf vein bionic groove; 7-Main groove; 8-First-level branch groove; 9-Transition connection groove; 10-Second-level branch groove; 11-Final-level extension groove. Detailed Implementation

[0040] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0041] like Figures 1 to 4 As shown, the brake disc structure with spiral heat dissipation ribs and leaf vein biomimetic groove friction surface includes a first friction disc and a second friction disc 2 arranged coaxially. Several spiral heat dissipation ribs 3 are fixed between the inner walls of the first friction disc and the second friction disc 2 along the circumference, and a ventilation channel 4 is formed through the area between adjacent heat dissipation ribs. Several leaf vein-inspired groove structures 6 are provided around the outer walls of the first friction disk and the second friction disk 2 along the circumference. The leaf vein-inspired groove structures 6 are arranged in a diffuse pattern from the center to the outer edge.

[0042] Each spiral heat dissipation rib 3 has a smoothly transitioning branch heat dissipation rib 5 on its inner wall near the outer edge, and the outer edge of the branch heat dissipation rib 5 forms a bifurcated structure with the outer edge of the spiral heat dissipation rib 3.

[0043] By setting the branch cooling fins 5, the airflow near the outer edge can be partially diverted from the original single main flow channel, thereby improving the flow organization in the outer edge region. Simultaneously, the branch cooling fins 5 increase the heat exchange surface area in the outer edge region, allowing heat to exchange with the air through more heat dissipation surfaces after reaching the vicinity of the outer edge, thus improving the local heat dissipation capacity of the outer edge region. Since the branch cooling fins 5 and the spiral cooling fins 3 are connected by a smooth transition, it also reduces local separation and flow losses caused by abrupt changes in flow direction and helps to reduce stress concentration at the connection point.

[0044] Both the branch heat dissipation fin 5 and the spiral heat dissipation fin 3 are plate-shaped heat dissipation fins.

[0045] The leaf vein biomimetic groove 6 structure includes a main groove 7 opened radially. One end of the main groove 7 is connected to the inner edge of the first friction disk or the second friction disk 2, and the other end of the main groove 7 is provided with a primary branch groove 8 arranged radially symmetrically.

[0046] One end of the primary branch trench 8 is connected to the main trench 7, and the other end is provided with a transition connecting trench 9 parallel to the main trench 7. The other end of the transition connecting trench 9 is provided with a symmetrical secondary branch trench 10 with its extension direction as the center of symmetry.

[0047] One end of the secondary branch groove 10 is connected to the transition connection groove 9, and the other end is provided with a final extension groove 11 parallel to the transition connection groove 9. The other end of the final extension groove 11 is connected to the outer edge of the first friction disk or the second friction disk 2.

[0048] The planar trajectory of the spiral cooling fin 3 is given by establishing a two-dimensional rectangular coordinate system within the brake disc surface, with the intersection of the axis of the first friction disc or the second friction disc 2 and the center of the outer wall of the disc surface as the origin. The planar trajectory can be given by the following parametric equations: ; in, and These are the x-coordinate and y-coordinate of any point on the spiral trajectory, respectively; These are trajectory parameters; This indicates the polar radius variation of the point relative to the origin of the coordinate system. This indicates the polar angle change at that point.

[0049] After generating the central trajectory of the cooling ribs according to the parametric equation, the ribs are spread out at predetermined widths on both sides of the central trajectory to form a plate-like rib profile of equal thickness. This profile is then stretched axially and connected to the first and second friction discs 2, respectively, to form a solid spiral cooling rib 3. The advantage of defining the trajectory using parametric parameters is that the geometry of the cooling ribs is clear, facilitating digital modeling, replication, and engineering manufacturing. It also allows for adaptive adjustments to the trajectory based on different brake disc sizes.

[0050] The parameter t is a trajectory parameter used to represent the value variable of different points on the helical trajectory. As t continuously changes, a series of coordinate points on the helical line can be obtained, and connecting these coordinate points forms a complete helical trajectory. In this invention, the range of values ​​for t can be determined based on the actual coverage area between the inner and outer diameter regions of the brake disc. As shown in the equation, when t increases, the polar diameter r = 175 + 150t corresponding to the trajectory point gradually increases, indicating that the trajectory unfolds from the inside out; simultaneously, the polar angle θ = The trajectory also changes synchronously, indicating that it expands outward while rotating around the center, thus forming a spiral shape. For example, when t=0, the coordinates of the trajectory point are (175,0); when t=0.5, the coordinates of the trajectory point are approximately (90.6,233.0); and when t=1, the coordinates of the trajectory point are approximately (−239.7,219.4). It can be seen that as the value of t increases, the trajectory point gradually moves away from the origin and rotates around the center, thus forming a spiral trajectory expanding from the inside out. In actual modeling, the start and end range of the parameter t can be determined first based on the starting position of the inner diameter and the ending position of the outer diameter to be covered by the heat dissipation fins. Then, t within this range can be continuously or discretely selected to generate the spiral center trajectory, and a spiral heat dissipation fin structure can be formed based on this trajectory.

[0051] The number of spiral heat dissipation fins 3 is 4-6; the number of leaf vein biomimetic grooves 6 is 20.

[0052] The reason for using a uniform distribution is that if there are too few cooling fins, the internal airflow guidance effect of the plate will be insufficient; if there are too many cooling fins, the internal flow channel space will be compressed, resulting in increased flow resistance and hindering smooth airflow. By setting an appropriate number of spiral cooling fins 3, a better balance can be achieved between structural support, airflow guidance capacity, and ventilation channel space 4.

[0053] The purpose of uniformly arranging 20 sets of leaf vein units is to achieve a more uniform heat flow regulation effect on the friction working surface in the circumferential direction. If the number of leaf vein units is too small, there will be a large area of ​​unregulated heat flow on the circumference of the friction surface, which is not conducive to the uniformity of the overall temperature field. If the number of leaf vein units is too large, the friction surface structure will be too dense, affecting the effective contact area and processing feasibility. By setting an appropriate number of leaf vein units and distributing them evenly along the circumference, the heat flow diffusion path and contact state regulation effect of the friction surface can be kept more consistent in the circumferential direction, thereby further reducing local hot spots and circumferential temperature differences.

[0054] The angle between the primary branch trench 8 and the main trench 7 is 25°.

[0055] The angle between the secondary branch trench 10 and the transition connection trench 9 is 25°.

[0056] The main groove 7 has a width of 3mm and a length of 50mm.

[0057] The width of the primary branch trench 8 is 2mm and the length is 40mm.

[0058] The width of the transition connection groove 9 is 2mm and the length is 25mm.

[0059] The width of the final extension groove 11 is 2mm and the length is 25mm.

[0060] The main trench 7, the first-level branch trench 8, the transition connection trench 9, the second-level branch trench 10, and the final extension trench 11 are all 15 mm deep and have a flat-bottomed rectangular cross-section.

[0061] The main groove 7 is designed with a relatively large width and a long extension length to prioritize its role in frictional heat diffusion, wear debris migration, and surface condition regulation, thereby forming a relatively stable main diffusion channel after frictional heat generation. Since the main groove 7 penetrates the main area of ​​the blade vein unit, it establishes a continuous and well-defined main path for heat transfer outwards.

[0062] The primary branch trench 8 branches off from the upper end of the main trench 7 to both sides, preferably forming an angle of about 25° with the main trench 7, and its length is preferably about 40 mm and its width is preferably about 2 mm.

[0063] The function of the primary branch trench 8 is to divert heat from the central main path to the two side areas after the main diffusion path has been established in the main trench 7. Setting the width of the primary branch trench 8 to be smaller than the width of the main trench 7 is beneficial to further disperse heat from both sides of the main trench 7 without significantly reducing the effective contact area of ​​the friction surface, thus forming a primary diversion process from the main to the branch.

[0064] A transition connecting groove 9 is provided at the end of the primary branch groove 8, preferably with a length of about 25 mm. The purpose of providing the transition connecting groove 9 is to prevent the leaf vein unit from immediately branching again after the primary branch, and instead to reorganize and transfer the heat flow through a relatively stable connection path. In this way, heat can continue to be transferred outward along the transition connecting groove 9 after passing through the primary branch, and to provide a buffer and transition condition for further diversion in the subsequent secondary branch groove 10.

[0065] The secondary branch groove 10 extends further to both sides from the transition connecting groove 9, preferably forming an angle of about 25° with the transition connecting groove 9, and preferably has a width of about 2 mm.

[0066] The function of the secondary branch trench 10 is to continue to extend the heat to a more outer area on the basis of the primary diversion, so as to further refine the heat flow dispersion path.

[0067] A final extension groove 11 is provided on the outer diameter side. The final extension groove 11 is preferably about 25 mm in length and about 2 mm in width, and continues to extend towards the outer diameter region of the friction surface.

[0068] The purpose of setting the final extension groove 11 is to extend the heat flow regulation effect to the area near the outer diameter of the friction surface, so as to avoid the heat from being diverted only in the middle area and then re-accumulating locally on the outer diameter side.

[0069] Regarding the branching angles, the angle between the primary branch trench 8 and the main trench 7, and the angle between the secondary branch trench 10 and the transition connecting trench 9, are preferably both about 25°.

[0070] The purpose of setting the angles described above is to balance the ability to laterally disperse heat and the continuity of the friction surface structure. If the angle is too small, the ability of each branch groove to divert heat to both sides will be insufficient; if the angle is too large, it will easily lead to large local geometric abrupt changes, affecting the continuity of the effective contact area of ​​the friction surface and potentially weakening the overall guiding effect of heat transfer in the direction from the inside to the outside.

[0071] The working principle of this device is as follows: During braking, the first and second friction discs 2 contact the brake pads, generating a large amount of frictional heat on the working surfaces. Due to the presence of leaf-vein-like grooves 6 on the friction surfaces, the diffusion path of frictional heat on the working surfaces is no longer simple, continuous, and prone to local accumulation. Instead, it achieves more dispersed transfer and redistribution along the main groove 7 and its branch groove network, thus helping to reduce the formation of local hot spots. Simultaneously, as the brake disc rotates, the air inside the disc flows from the inner diameter region to the outer diameter region in the ventilation channel 4 formed by the spiral cooling fins 3. The air undergoes convective heat exchange with the inner surfaces of the two friction discs and the surface of the cooling fins within the channel, continuously carrying away heat from inside the disc. Through the combined effect of the leaf-vein-like grooves 6 on the friction surfaces and the internal spiral cooling fins 3, the brake disc can be optimized simultaneously at both the surface heat flow regulation and internal heat dissipation levels, thereby improving the temperature field distribution, reducing temperature peaks and temperature gradients, and mitigating thermal stress concentration.

[0072] The brake disc of this invention can be manufactured by casting, machining, CNC grooving, welding assembly, or additive manufacturing. The leaf vein-inspired groove 6 structure can be directly formed through CNC machining, mold forming, or additive manufacturing; the spiral cooling fin 3 can be manufactured integrally after parametric modeling, or formed simultaneously as part of the disc body's integrated structure. Regarding materials, this invention is not limited to specific materials; cast steel, stainless steel, alloy steel, or other metal materials suitable for the brake disc's working conditions can be selected according to different operating conditions.

[0073] In summary, this invention, by introducing a combination structure of spiral heat dissipation fins 3 and leaf vein-inspired grooves 6 friction surfaces into a dual-friction disc ventilated brake disc, enables the airflow cooling inside the disc and the heat flow diffusion regulation of the friction surface to work synergistically, thereby providing a new structural solution for improving the temperature distribution, thermal stress state, and overall service performance of the brake disc under high thermal load conditions.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A brake disc structure with spiral heat dissipation fins and leaf vein-inspired grooves (6) friction surfaces, characterized in that: It includes a first friction disk and (1) a second friction disk (2) arranged coaxially and side by side. The first friction disk and (1) the second friction disk (2) are fixedly connected to each other on their inner walls by a number of spiral heat dissipation ribs (3) arranged in the circumferential direction, and a ventilation channel (4) is formed through the area between adjacent heat dissipation ribs. The outer walls of the first friction disk and the second friction disk (2) are provided with a plurality of leaf vein biomimetic groove (6) structures along the circumference. The leaf vein biomimetic groove (6) structures are arranged in a diffuse manner from the center to the outer edge.

2. The brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surface according to claim 1, characterized in that: Each of the spiral heat dissipation ribs (3) has a smoothly transitioned branch heat dissipation rib (5) on its inner wall near the outer edge, and the outer edge of the branch heat dissipation rib (5) forms a bifurcated structure with the outer edge of the spiral heat dissipation rib (3).

3. The brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surface according to claim 1, characterized in that: The leaf vein biomimetic groove (6) structure includes a main groove (7) opened in the radial direction. One end of the main groove (7) is connected to the inner edge of the first friction disk or the second friction disk (2). The other end of the main groove (7) is provided with a first-level branch groove (8) arranged in a radially symmetrical manner.

4. The brake disc structure with spiral heat dissipation ribs and leaf vein-inspired groove friction surface according to claim 3, characterized in that: One end of the primary branch trench (8) is connected to the main trench (7), and the other end is provided with a transition connecting trench (9) parallel to the main trench (7). The other end of the transition connecting trench (9) is provided with a symmetrical secondary branch trench (10) with its extension direction as the center of symmetry.

5. The brake disc structure with spiral heat dissipation ribs and leaf vein-inspired groove friction surface according to claim 4, characterized in that: One end of the secondary branch groove (10) is connected to the transition connection groove (9), and the other end is provided with a final extension groove (11) parallel to the transition connection groove (9). The other end of the final extension groove (11) is connected to the outer edge of the first friction disk or the second friction disk (2).

6. The brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surface according to claim 1, characterized in that: The planar trajectory of the spiral heat dissipation fin (3) is given by establishing a two-dimensional rectangular coordinate system within the brake disc surface, with the intersection of the axis of the first friction disc (1) or the second friction disc (2) and the center of the outer wall of the disc surface as the origin. The planar trajectory can be given by the following parametric equations: ； in, and These are the x-coordinate and y-coordinate of any point on the spiral trajectory, respectively; These are trajectory parameters; This indicates the polar radius variation of the point relative to the origin of the coordinate system. This indicates the polar angle change at that point.

7. The brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surface according to claim 1, characterized in that: The number of spiral heat dissipation fins (3) is 4-6; the number of leaf vein biomimetic grooves (6) is 20.

8. The brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surface according to claim 4, characterized in that: The angle between the primary branch trench (8) and the main trench (7) is 25°; The angle between the secondary branch trench (10) and the transition connection trench (9) is 25°.

9. The brake disc structure with spiral heat dissipation fins and leaf vein-inspired groove friction surface according to claim 5, characterized in that: The main groove (7) has a width of 3 mm and a length of 50 mm; The width of the primary branch trench (8) is 2mm and the length is 40mm; The width of the transition connection groove (9) is 2mm and the length is 25mm; The width of the final extension groove (11) is 2 mm and the length is 25 mm.

10. The brake disc structure with spiral heat dissipation ribs and leaf vein-inspired groove friction surface according to claim 5, characterized in that: The main trench (7), the first-level branch trench (8), the transition connection trench (9), the second-level branch trench (10), and the final extension trench (11) are all 15 mm deep and have a flat-bottomed rectangular groove shape in cross section.

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