Carbon ceramic brake disc and vehicle

Abstract

The utility model relates to a carbon ceramic brake disc and a vehicle. The carbon ceramic brake disc comprises two disc surfaces which are oppositely arranged and a plurality of main radiating ribs which are connected with the two disc surfaces, the two disc surfaces and the plurality of main radiating ribs jointly define an air channel for ventilation and heat dissipation, and it can be foreseen that the air channel is formed between the adjacent main radiating ribs. Independent heat dissipation channels are formed in the main heat dissipation ribs and communicated with the air channel. Auxiliary heat dissipation ribs are arranged in the air channels, the two ends of the auxiliary heat dissipation ribs are fixedly connected with the two disc faces respectively, and the auxiliary heat dissipation ribs are located between every two adjacent main heat dissipation ribs. The independent heat dissipation channels on the main heat dissipation ribs are communicated with the air ducts, so that the heat dissipation area can be enlarged, the heat conduction path is optimized, and the hot junction problem caused by low heat conductivity in the thickness direction of the carbon-ceramic material is effectively improved; the auxiliary radiating ribs in the air channel are connected with the two disc faces, the structural strength can be enhanced, thermal stress and mechanical stress can be dispersed, the cracking risk is reduced, and the radiating efficiency and the structural stability are both considered.

Description

Technical Field

[0001] This application relates to the field of passenger vehicle braking system technology, and in particular to a carbon ceramic brake disc and vehicle. Background Technology

[0002] Long-fiber carbon ceramic brake discs, as a new type of braking component, have advantages such as low density, high temperature resistance, and stable friction coefficient, which can significantly reduce the unsprung mass of the vehicle body and shorten the braking distance, gradually becoming standard equipment in high-end passenger vehicles. However, long-fiber carbon ceramic materials have significant shortcomings: their thermal conductivity in the thickness direction is much lower than that of cast iron, making it difficult for the heat generated by friction on the disc surface during braking to be quickly conducted inward, easily forming a heat-bonding area near the ventilation duct. In existing technologies, carbon ceramic brake discs generally adopt a straight air duct structure, with the main body of the ventilated disc consisting of two disc surfaces connected by a single heat dissipation fin in the middle, relying solely on natural airflow within the air duct for heat dissipation. Existing solutions do not design a dedicated structure for the low thermal conductivity in the thickness direction of long-fiber carbon ceramic materials, failing to solve the problem of heat accumulation in the heat-bonding area; and it is difficult to balance heat dissipation efficiency and structural strength. The aforementioned defects in existing technologies will cause a series of problems: the high temperature in the heat-bonding area will cause thermal deformation on the outer side of the brake disc, and in severe cases, thermal warping, resulting in uneven contact between the brake disc surface and the brake pads, increasing the risk of abnormal braking noise and abnormal wear. Furthermore, the heat from the heat-sealing area is rapidly transferred to the brake pads, causing them to deform at high temperatures. This further generates a reverse thermal shock to the brake disc, creating a vicious cycle of heat and shortening the lifespan of the braking system. The single cooling fin in a traditional straight air duct has limited supporting strength. Under the high-frequency, high-load braking scenarios of new energy vehicles, the cooling fin is prone to cracking due to the superposition of thermal and mechanical stresses, potentially leading to brake failure. Utility Model Content

[0003] Therefore, it is necessary to provide a carbon ceramic brake disc and vehicle to address the problem of thermal aggregation in long fiber carbon ceramic brake discs.

[0004] This application provides a carbon ceramic brake disc, including two disc surfaces arranged opposite each other and a plurality of main heat dissipation fins connecting the two disc surfaces. The two disc surfaces and the plurality of main heat dissipation fins together form an air duct for ventilation and heat dissipation. An independent heat dissipation channel is opened on the main heat dissipation fin, and the independent heat dissipation channel is connected to the air duct. A secondary heat dissipation fin is provided inside the air duct. The two ends of the secondary heat dissipation fin are respectively fixedly connected to the two disc surfaces, and the secondary heat dissipation fin is located between two adjacent main heat dissipation fins.

[0005] In one embodiment, the cross-sectional shape of the secondary heat dissipation fin is triangular, quadrilateral, or pentagonal, and the edges of the secondary heat dissipation fin are all smoothly transitioned structures.

[0006] In one embodiment, the cross-sectional shape of the independent heat dissipation channel is rectangular, trapezoidal, or circular, and the inner wall of the independent heat dissipation channel is set as a smooth surface.

[0007] In one embodiment, the disc surface includes an inner edge and an outer edge; the air duct includes an inner opening at the inner edge and an outer opening at the outer edge, the width of the inner opening being smaller than the width of the outer opening.

[0008] In one embodiment, each of the main heat dissipation fins has at least one independent heat dissipation channel.

[0009] In one embodiment, at least one secondary heat dissipation fin is provided in each of the air ducts, and the number of the secondary heat dissipation fins gradually increases from the inside to the outside along the radial direction of the disk surface.

[0010] In one embodiment, the main heat dissipation fin has a first width at the outer edge and a first thickness; the first width is set to be between two and five times the first thickness.

[0011] In one embodiment, the total area of ​​the air duct is set as a first area, and the total area of ​​all the main heat dissipation fins and all the secondary heat dissipation fins is set as a second area.

[0012] The first area is set to be between 1.2 and 1.8 times the second area.

[0013] In one embodiment, the thickness of both disks is the same and is set to a second thickness, which is between 0.5 and 1.5 times the first thickness.

[0014] This application provides a vehicle including brake pads and the carbon-ceramic brake disc.

[0015] The aforementioned carbon-ceramic brake disc includes two opposing disc surfaces and multiple main heat dissipation fins connecting the two disc surfaces. The two disc surfaces and the multiple main heat dissipation fins together form an air duct for ventilation and heat dissipation. Predictably, the air duct is opened between adjacent main heat dissipation fins. Independent heat dissipation channels are formed on the main heat dissipation fins, and these independent heat dissipation channels are connected to the air duct. Secondary heat dissipation fins are set inside the air duct, with both ends of the secondary heat dissipation fins fixedly connected to the two disc surfaces, and the secondary heat dissipation fins are located between two adjacent main heat dissipation fins. The independent heat dissipation channels on the main heat dissipation fins, connected to the air duct, can expand the heat dissipation area, optimize the heat conduction path, and effectively improve the thermal bonding problem caused by the low thermal conductivity in the thickness direction of the carbon-ceramic material. The secondary heat dissipation fins in the air duct connect the two disc surfaces, which can enhance the structural strength, disperse thermal and mechanical stress, reduce the risk of cracking, and balance heat dissipation efficiency and structural stability. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the carbon ceramic brake disc provided in the embodiments of this application.

[0017] Figure 2 This is a cross-sectional view of a carbon ceramic brake disc provided in an embodiment of this application.

[0018] Figure 3 for Figure 2 A magnified view of a portion of a carbon ceramic brake disc.

[0019] Icon labels:

[0020] 1000, Panel; 2000, Main heat dissipation fins; 3000, Air duct; 4000, Independent heat dissipation channel; 5000, Secondary heat dissipation fins. Detailed Implementation

[0021] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0022] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0023] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0024] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0025] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0027] See Figure 1 As shown, Figure 1 This is a schematic diagram of the structure of the carbon ceramic brake disc provided in the embodiments of this application. Figure 2 This is a cross-sectional view of the carbon ceramic brake disc provided in the embodiments of this application. Figure 3 for Figure 2A partially enlarged view. The carbon-ceramic brake disc includes two opposing disc surfaces 1000 and multiple main heat dissipation fins 2000 connecting the two disc surfaces 1000. The two disc surfaces 1000 and the multiple main heat dissipation fins 2000 together form an air duct 3000 for ventilation and heat dissipation. Predictably, the air duct 3000 is located between adjacent main heat dissipation fins 2000, and the design principle of the air duct 3000 is based on existing technology. An independent heat dissipation channel 4000 is provided on the main heat dissipation fin 2000, and the independent heat dissipation channel 4000 is connected to the air duct 3000. A secondary heat dissipation fin 5000 is provided inside the air duct 3000. The two ends of the secondary heat dissipation fin 5000 are fixedly connected to the two disc surfaces 1000 respectively, and the secondary heat dissipation fin 5000 is located between two adjacent main heat dissipation fins 2000.

[0028] Independent heat dissipation channel 4000 is opened on the main heat dissipation fin 2000, and its two ends are connected to the air duct 3000 to form an airflow circulation path. The heat exchange surface of the inner wall of the newly added independent heat dissipation channel 4000 is increased, thereby expanding the overall heat dissipation area.

[0029] To address the low thermal conductivity in the thickness direction of long-fiber carbon ceramic materials, an independent heat dissipation channel 4000 constructs a heat conduction path from inside the main heat dissipation fin 2000. During braking, the heat generated by friction on the disc surface 1000 is transferred to the main heat dissipation fin 2000. Part of this heat is transferred to the air duct 3000 through the outer surface of the main heat dissipation fin 2000, while the other part directly contacts the airflow through the inner wall of the independent heat dissipation channel 4000, quickly completing heat exchange and preventing heat from accumulating at the connection between the main heat dissipation fin 2000 and the disc surface 1000, thus avoiding the formation of a heat-bonding area.

[0030] Meanwhile, the inner wall of the independent heat dissipation channel 4000 is smoothed to reduce airflow resistance, allowing airflow to pass through the independent heat dissipation channel 4000 more smoothly and preventing the formation of vortices within the independent heat dissipation channel 4000 that could lead to localized heat retention. Furthermore, the number of independent heat dissipation channels 4000 is appropriately matched to the width of the main heat dissipation fin 2000 to ensure that while improving heat dissipation efficiency, the structural strength of the main heat dissipation fin 2000 is not excessively weakened.

[0031] The secondary cooling rib 5000 is integrally molded and fixedly connected to the inner walls of the two discs 1000 at both ends, improving the bending, torsional, and shear resistance of the inner and outer sides of the air duct 3000 and reducing the risk of cracking. The edges of the secondary cooling rib 5000 are rounded, which eliminates the stress concentration problem that is easily caused by traditional right-angled edges, allowing the stress to be distributed more evenly during braking and preventing cracks from appearing at the edges due to excessive stress. In addition, the secondary cooling rib 5000 can also buffer the thermal stress difference between the inner and outer sides of the air duct 3000 through its own deformation, suppressing the warping tendency of the disc 1000 caused by the temperature gradient, and further reducing the possibility of cracking at the connection of the air duct 3000.

[0032] The secondary cooling fins 5000 and the disc 1000 are made of the same long-fiber carbon ceramic material and are integrally molded, with the mass of the secondary cooling fins 5000 directly integrated into the overall mass of the disc 1000. Based on the principle that heat capacity is related to mass, as the overall mass of the disc 1000 increases, its heat capacity also increases, allowing it to absorb more heat during braking and slowing the rate of temperature rise in the disc 1000. During non-braking intervals, the heat stored in the secondary cooling fins 5000 can be slowly released through the airflow in the air duct 3000, preventing sudden temperature fluctuations in the disc 1000. Simultaneously, the distribution of the secondary cooling fins 5000 within the air duct 3000 also guides the orderly flow of airflow, further improving the heat exchange efficiency of the air duct 3000.

[0033] The independent heat dissipation channel 4000 and the air duct 3000 form a multi-path heat dissipation system, which significantly expands the heat dissipation area, improves air circulation efficiency, and accelerates heat dissipation; the secondary heat dissipation fins 5000 can effectively enhance the overall structural strength and deformation resistance of the brake disc without obstructing ventilation, reduce the risk of damage during high-speed braking, and extend its service life.

[0034] In some embodiments of this application, the cross-sectional shape of the secondary heat dissipation fin 5000 is selected as triangular, quadrilateral, or pentagonal according to the molding process of the carbon ceramic brake disc and the space requirements of the air duct 3000. The triangular cross-section is adapted to the narrow air duct 3000 to enhance the support stability, while the quadrilateral or pentagonal cross-section is adapted to the wide air duct 3000 to balance the support and airflow space. At the same time, all edges of the secondary heat dissipation fin 5000 adopt a rounded transition structure to avoid stress concentration points at the edges.

[0035] The polygonal cross-section, through its multi-directional support structure, significantly enhances the connection strength between the inner and outer sides of the duct 3000, effectively resisting the cracking risk caused by the superposition of braking thermal and mechanical stresses on the long-fiber carbon ceramic material. The smooth transition of the edges eliminates the stress concentration problem easily caused by traditional right-angled edges. Combined with the high-temperature resistance of the long-fiber carbon ceramic material, it avoids micro-cracks at the edges during braking, while reducing airflow disturbance at the edges, ensuring smooth airflow within the duct 3000 and further improving heat dissipation efficiency.

[0036] In some embodiments of this application, the cross-sectional shape of the independent heat dissipation channel 4000 is rectangular, trapezoidal or circular, and the inner wall of the independent heat dissipation channel 4000 is set as a smooth surface.

[0037] The cross-sectional shape of the independent heat dissipation channel 4000 is determined based on the size of the main heat dissipation fin 2000 and the heat dissipation requirements. A rectangular cross-section facilitates processing and can accommodate the wider main heat dissipation fin 2000 to increase the heat dissipation area. A trapezoidal cross-section optimizes airflow efficiency and reduces airflow resistance. A circular cross-section avoids dead corners on the inner wall of the channel, facilitates cleaning, and provides optimal airflow. In addition, the inner wall of the independent heat dissipation channel 4000 needs to be polished to form a smooth surface to ensure that the airflow is not significantly disturbed within the channel.

[0038] The diverse cross-sectional shapes can accommodate carbon-ceramic brake discs of different specifications, enhancing design flexibility; the smooth inner wall minimizes airflow resistance, accelerates airflow within the channel, and improves heat exchange efficiency. Simultaneously, independent heat dissipation channels 4000 and ducts 3000 enhance heat dissipation. Addressing the low thermal conductivity in the thickness direction of long-fiber carbon-ceramic materials, heat is directly conducted away from the main heat dissipation fins 2000, effectively reducing heat accumulation between the main heat dissipation fins 2000 and the disc surface 1000, and preventing the formation of heat-sealing zones.

[0039] In some embodiments of this application, the panel 1000 includes an inner edge and an outer edge; the cross-section of the air duct 3000 is a trapezoidal structure that is narrower inside and wider outside, and the air duct 3000 includes an inner opening provided at the inner edge and an outer opening provided at the outer edge, the width of the inner opening being smaller than the width of the outer opening.

[0040] The disc 1000 includes an inner edge near the center of the brake disc and an outer edge away from the center. The inner edge corresponds to the hub connection end of the brake disc, and the outer edge corresponds to the friction end that contacts the brake pads. The cross-section of the air duct 3000 is generally a trapezoidal structure that is narrower on the inside and wider on the outside. The width of the inner opening at the inner edge is always smaller than the width of the outer opening at the outer edge.

[0041] The trapezoidal structure, narrower on the inside and wider on the outside, increases the airflow velocity upon entering the air duct 3000 due to the enlarged cross-section, accelerating the removal of braking heat from the air duct 3000. Simultaneously, the wider outer opening allows for more efficient exhaust of high-temperature air generated by friction on the outer side of the brake disc, specifically addressing the issue of heat-bonding areas easily forming on the outer side of the carbon-ceramic brake disc and preventing thermal deformation and warping of the outer disc surface 1000 due to high temperatures. In some embodiments of this application, each main heat dissipation fin 2000 has at least one independent heat dissipation channel 4000. The two ends of the independent heat dissipation channel 4000 are connected to the air ducts 3000 on both sides of the main heat dissipation fin 2000, forming airflow communication. For main heat dissipation fins 2000 with a larger width, several independent heat dissipation channels 4000 can be added according to heat dissipation requirements. The independent heat dissipation channels 4000 maintain a uniform spacing to reduce the weakening of the structural strength of the main heat dissipation fin 2000.

[0042] Each main heat dissipation fin 2000 has an independent internal heat dissipation path. Addressing the low thermal conductivity of the long-fiber carbon ceramic material in the thickness direction, heat conduction is accelerated from within the main heat dissipation fin 2000, significantly increasing the heat dissipation area. The multi-channel design further improves heat dissipation efficiency, while the reasonable control of channel spacing ensures the supporting strength of the main heat dissipation fin 2000, avoiding an increased risk of breakage due to the opening of channels.

[0043] In some embodiments of this application, at least one secondary heat dissipation rib 5000 is provided in each air duct 3000. The two ends of the secondary heat dissipation rib 5000 are fixedly connected to the inner sidewalls of the two panels 1000. When the width of the air duct 3000 is large, two or more secondary heat dissipation ribs 5000 can be evenly arranged in the air duct 3000. The spacing between the secondary heat dissipation ribs 5000 is based on the principle of not obstructing airflow.

[0044] The number of auxiliary cooling fins 5000 gradually increases from the inside to the outside along the radial direction of the disc surface 1000. During braking, the heat of the brake disc is mainly generated on the outer side of the disc surface 1000. Due to the influence of centrifugal force, although the airflow velocity on the outer side is higher, the frictional heat is more concentrated, resulting in a temperature distribution of higher on the outside and lower on the inside of the disc surface 1000 in the radial direction. At the same time, the linear velocity on the outer side of the disc surface 1000 is higher, and the centrifugal force and braking friction are greater, making the stress concentration at the connection between the outer air duct 3000 and the disc surface 1000 more obvious, and the stress value is much higher than that on the inner side.

[0045] Based on this difference in radial temperature and stress distribution, the number of secondary heat dissipation fins 5000 gradually increases radially from the inside to the outside. This allows the outer high-temperature, high-stress areas to absorb heat and disperse stress through more secondary heat dissipation fins 5000, meeting the higher requirements for heat dissipation and structural strength in these areas. Meanwhile, the inner low-temperature, low-stress areas only require fewer secondary heat dissipation fins 5000 to meet basic support and heat dissipation needs. This achieves a precise match between structural strength and heat dissipation efficiency in different radial areas of the brake disc, ensuring balanced overall performance.

[0046] The structure of the air duct 3000 is effectively enhanced, preventing deformation of the carbon ceramic brake disc due to thermal stress caused by uneven heating of the disc surfaces 1000 on both sides of the air duct 3000 during braking. The firm connection between the secondary cooling fins 5000 and the disc surfaces 1000 further suppresses thermal warping of the disc surfaces 1000, reducing the amount of thermal deformation of the disc surfaces 1000 compared to traditional air ducts 3000 without secondary cooling fins 5000. Simultaneously, the presence of the secondary cooling fins 5000 does not significantly obstruct airflow; instead, it optimizes heat dissipation by guiding airflow, balancing structural strength and heat dissipation performance.

[0047] In some embodiments of this application, the main heat dissipation fin 2000 has a first width at its outer edge and a first thickness; the first width is set to be between two and five times the first thickness.

[0048] The lateral dimension of the main heat dissipation rib 2000 at its outer edge is defined as the first width (i.e., the dimension along the circumference of the brake disc). Considering the bending strength of the long-fiber carbon ceramic material and the radial force F borne by the main heat dissipation rib 2000 during braking, the radial force F is calculated from the braking pressure P and the brake caliper angle θ, resulting in F=Psinθ. Through engineering verification, the first width is set to be between two and five times the first thickness.

[0049] The flexural strength of the long-fiber carbon ceramic material is set as follows: During braking, the radial force borne by the main heat dissipation rib 2000 is F, H is the first thickness of the main heat dissipation rib 2000, and k is a proportionality coefficient, which satisfies the following condition: Minimum width of heat dissipation fins Must meet: Based on the machining characteristics and engineering verification of long-fiber carbon ceramic, when When the pressure is 120MPa and the thickness is H=10-15mm, the calculated value is 2≤k≤5.

[0050] This proportional range represents the optimal balance between the structural strength of the main cooling rib 2000 and the heat dissipation space. It ensures that the main cooling rib 2000 has sufficient bending resistance to withstand the radial force during vehicle braking, preventing breakage at the outer edge due to excessive stress. Simultaneously, it avoids excessive width occupying too much space in the air duct 3000, or insufficient thickness leading to inadequate support for the main cooling rib 2000. This perfectly matches the mechanical properties of the long-fiber carbon ceramic material, extending the service life of the brake disc.

[0051] In some embodiments of this application, the total area of ​​the air duct 3000 is set as a first area, and the total area of ​​all main heat dissipation fins 2000 and all secondary heat dissipation fins 5000 is set as a second area; the first area is set to be between 1.2 and 1.8 times the second area.

[0052] The total area of ​​all 3000 air ducts is defined as the first area, and the total cross-sectional area of ​​all main heat dissipation fins 2000 and secondary heat dissipation fins 5000 is defined as the second area. The calculation range is based on 12 equally divided areas on the brake disc according to the bolts, to ensure the comprehensiveness and accuracy of the statistics. The first area is set to be between 1.2 and 1.8 times the second area.

[0053] The area ratio has been verified through thermal and structural strength simulations. A range of 1.2 to 1.8 times can simultaneously meet the requirements for efficient heat dissipation and structural support, ensuring that the air duct 3000 has sufficient ventilation space to ensure smooth airflow and quickly remove braking heat, preventing the formation of heat-sealing areas. At the same time, the second area can also provide sufficient structural support to prevent insufficient heat dissipation fins and reduced overall brake disc rigidity due to an excessively large air duct 3000, effectively balancing the heat dissipation performance and structural reliability of the carbon ceramic brake disc.

[0054] In some embodiments of this application, the thickness of both panels 1000 is the same, set as a second thickness, which is between 0.5 and 1.5 times the first thickness. The thickness of the two panels 1000 is consistent and defined as the second thickness T. The dimension of the main heat dissipation fin 2000 along the width of the air duct 3000 is defined as the first thickness H, and the second thickness is set between 0.5 and 1.5 times the first thickness. That is, if the second thickness of the panel is T and the first thickness of the main heat dissipation fin 2000 is H, it must satisfy: 0.5H ≤ T ≤ 1.5H.

[0055] This ratio ensures structural compatibility between the disc surface 1000 and the main cooling fins 2000. The second thickness is no less than 0.5 times the first thickness, guaranteeing sufficient rigidity for the disc surface 1000 and preventing deformation during braking due to its thinness, which would affect the fit with the brake pads. The second thickness is no more than 1.5 times the first thickness, preventing heat accumulation within the disc surface 1000 due to its thickness, which would hinder heat transfer to the air duct 3000 for cooling. This also reduces material usage, controls brake disc weight, meets the lightweight requirements of new energy vehicles, and balances practicality and economy.

[0056] During braking, the large amount of heat generated by the friction between the brake disc 1000 and the brake pads is partially conducted through the outer surface of the main cooling ribs 2000 connecting the two brake discs 1000 to the air duct 3000 formed by the two brake discs 1000 and multiple main cooling ribs 2000. The remaining heat is exchanged directly with the airflow within the air duct 3000 through independent cooling channels 4000 on the main cooling ribs 2000. The smooth surface of the inner wall of the independent cooling channels 4000 reduces airflow resistance, ensuring efficient heat transfer to the airflow. Simultaneously, the trapezoidal structure of the air duct 3000, narrow inside and wide outside, naturally increases the airflow velocity upon entry. The heat is quickly expelled from the outer opening, preventing heat from accumulating near the air duct 3000 and forming a heat-bonding area. The secondary heat dissipation ribs 5000 set inside the air duct 3000 not only enhance the stress resistance of the inner and outer sides of the air duct 3000 through their own polygonal cross-section structure, preventing cracking caused by the superposition of thermal and mechanical stresses during continuous braking, but also gradually increase in number from the inside to the outside along the radial direction of the disc surface 1000, providing more heat absorption carriers and structural support for the high temperature and high stress areas on the outside. Ultimately, this ensures that the disc surface 1000 never has obvious thermal warping, fits evenly with the brake pads, has no abnormal braking noise or brake force reduction, and continuously and stably performs braking performance.

[0057] A vehicle includes brake pads and a carbon-ceramic brake disc of any one of the above. The carbon-ceramic brake disc is connected to the vehicle body via bearings, referring to the prior art; the brake pads are correspondingly disposed on the two outer sidewalls 1000 of the brake disc, and during braking, the brake pads are clamped to the outer sidewalls 1000 of the disc under the drive of the brake caliper, generating braking force through friction.

[0058] Integrating the carbon-ceramic brake disc into the vehicle body fully leverages its advantages of efficient heat dissipation, structural stability, and lightweight design. The efficient heat dissipation performance prevents thermal fade in the vehicle's braking system, adapting to the characteristics of new energy vehicles, which are heavy and accelerate quickly, and ensuring stable braking distance. The structural stability performance reduces braking noise and abnormal wear, extending the service life of brake pads and brake discs. The lightweight characteristics reduce the unsprung mass of the vehicle body, improve driving smoothness and energy economy, and significantly enhance the vehicle's braking safety and overall performance.

[0059] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0060] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A carbon-ceramic brake disc, comprising two disc surfaces arranged opposite each other and a plurality of main heat dissipation fins connecting the two disc surfaces, wherein the two disc surfaces and the plurality of main heat dissipation fins together form an air duct for ventilation and heat dissipation, characterized in that, The main heat dissipation fin has an independent heat dissipation channel, which is connected to the air duct; the air duct has a secondary heat dissipation fin inside, with its two ends fixedly connected to the two plates respectively, and the secondary heat dissipation fin is located between two adjacent main heat dissipation fins.

2. The carbon ceramic brake disc according to claim 1, characterized in that, The cross-sectional shape of the secondary heat dissipation fin is triangular, quadrilateral, or pentagonal, and the edges of the secondary heat dissipation fin are all smoothly transitioned.

3. The carbon ceramic brake disc according to claim 1, characterized in that, The cross-sectional shape of the independent heat dissipation channel is rectangular, trapezoidal, or circular, and the inner wall of the independent heat dissipation channel is set as a smooth surface.

4. The carbon ceramic brake disc according to claim 1, characterized in that, The disc surface includes an inner edge and an outer edge; the air duct includes an inner opening at the inner edge and an outer opening at the outer edge, wherein the width of the inner opening is smaller than the width of the outer opening.

5. The carbon ceramic brake disc according to claim 1, characterized in that, At least one independent heat dissipation channel is provided on each of the main heat dissipation fins.

6. The carbon ceramic brake disc according to claim 1, characterized in that, At least one secondary heat dissipation rib is provided in each of the air ducts, and the number of the secondary heat dissipation ribs gradually increases from the inside to the outside along the radial direction of the plate surface.

7. The carbon ceramic brake disc according to claim 4, characterized in that, The main heat dissipation fin has a first width at its outer edge and a first thickness; the first width is set to be between two and five times the first thickness.

8. The carbon ceramic brake disc according to claim 1, characterized in that, The total area of ​​the air duct is set as the first area, and the total area of ​​all the main heat dissipation fins and all the secondary heat dissipation fins is set as the second area; The first area is set to be between 1.2 and 1.8 times the second area.

9. The carbon ceramic brake disc according to claim 7, characterized in that, The thickness of both discs is the same, both set to a second thickness, which is between 0.5 and 1.5 times the thickness of the first thickness.

10. A vehicle, comprising brake pads, characterized in that, It also includes the carbon ceramic brake disc as described in any one of claims 1-9 above.

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