Brake disc and vehicle

Abstract

The embodiment of the utility model provides a brake disc and a vehicle, and relates to the technical field of vehicle braking. The brake disc comprises a first disc body and a second disc body, the first disc body and the second disc body are oppositely arranged at intervals in the axial direction of the brake disc so as to jointly define a heat dissipation space, and the brake disc further comprises air outlets located in the peripheries of the first disc body and the second disc body and air inlets located in the inner peripheries of the first disc body and the second disc body; at least one of the first disc body and the second disc body is provided with heat dissipation ribs protruding towards the other one in the axial direction of the brake disc, the heat dissipation ribs are in an arc shape, the multiple heat dissipation ribs are distributed in the circumferential direction of the air inlet at intervals, and a heat dissipation flow channel communicating with the air outlet and the air inlet is defined between every two adjacent heat dissipation ribs. Each radiating rib is provided with a windward side and a leeward side which are opposite in the circumferential direction of the brake disc, and at least one of the windward side and the leeward side is provided with a concave-convex structure. According to the brake disc and the vehicle provided by the embodiment of the invention, the flowing speed of air in the brake disc is increased, and the convection heat exchange effect is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and more particularly to a brake disc and a vehicle. Background Technology

[0002] Vehicle braking, or the braking system, is one of the key elements in ensuring driving safety. In some types of vehicles, due to frequent acceleration and braking, the brake discs can accumulate a large amount of heat in a short period of time, requiring auxiliary heat dissipation structures to be designed for these brake discs.

[0003] Traditional auxiliary cooling structures have ventilation ribs designed inside the brake disc. These ventilation ribs are usually straight ribs that radiate outward from the center of the brake disc, which increases the space for air inside the brake disc.

[0004] However, in traditional ventilation duct designs, air only exists inside the brake disc, resulting in poor airflow and poor convective heat transfer. Utility Model Content

[0005] This application provides a brake disc and a vehicle that increases the airflow velocity inside the brake disc, thereby improving the convective heat transfer effect.

[0006] In a first aspect, embodiments of this application provide a brake disc, including a first disc body and a second disc body, the first disc body and the second disc body being arranged opposite to each other and spaced apart along the axial direction of the brake disc to jointly define a heat dissipation space, the brake disc further including an air outlet located on the outer periphery of the first disc body and the second disc body, and an air inlet located on the inner periphery of the first disc body and the second disc body;

[0007] At least one of the first and second disc bodies has a heat dissipation rib that protrudes towards the other along the axial direction of the brake disc. The heat dissipation rib is arc-shaped and consists of multiple ribs spaced apart circumferentially along the air inlet. A heat dissipation channel connecting the air outlet and the air inlet is defined between two adjacent heat dissipation ribs.

[0008] The heat dissipation fin has a windward side and a leeward side that are opposite each other in the circumference of the brake disc, and at least one of the windward side and the leeward side has a concave-convex structure.

[0009] In one possible implementation, the heat dissipation fin includes a first end facing the air outlet and a second end facing the air inlet.

[0010] The heat dissipation rib bends and extends from the first end toward the second end, and the bending direction of the heat dissipation rib is the same as the rotation direction of the brake disc as the wheel rotates.

[0011] In one possible implementation, the distance between two adjacent heat dissipation fins at the air outlet is greater than the distance at the air inlet.

[0012] In one possible implementation, the windward side has a protruding structure that bulges outward toward the heat dissipation channel on that side, and the leeward side has a recessed structure that is concave inward relative to the heat dissipation channel on that side.

[0013] The protruding structure and the recessed structure constitute the convex-concave structure.

[0014] In one possible implementation, the projection of the protruding structure onto the first disk body is one of a circle, a semicircle, an ellipse, a teardrop shape, and a rectangle; and / or, the projection of the recessed structure onto the first disk body is one of a circle, a semicircle, an ellipse, a teardrop shape, and a rectangle.

[0015] In one possible implementation, the number of protruding structures on the windward side is 1 to 10; and / or the number of recessed structures on the leeward side is 1 to 10.

[0016] In one possible implementation, the raised structure transitions with the portion of the windward surface where the raised structure is not located using a rounded transition; and / or,

[0017] The recessed structure transitions with the portion of the leeward side where the recessed structure is not located using a circular arc.

[0018] In one possible implementation, the protruding structure and the recessed structure correspond one-to-one, and the geometric centers of the corresponding protruding structure and the recessed structure lie on the same normal line.

[0019] In one possible implementation, both the first disk and the second disk are provided with the heat dissipation fins, and the heat dissipation fins on the first disk and the second disk are symmetrical about the joint surface of the first disk and the second disk.

[0020] Secondly, embodiments of this application also provide a vehicle, including: the brake disc provided in the first aspect above.

[0021] The brake disc and vehicle provided in this application embodiment improve the heat dissipation performance of the brake disc through innovative design of the heat dissipation space layout, the design of the arc-shaped heat dissipation fins, and the concave-convex structure of the heat dissipation fin surface. This design optimizes the airflow path and enhances the heat exchange between the air and the heat dissipation structure, thereby improving the heat dissipation efficiency and enabling the brake disc to maintain good heat dissipation performance even under long-term, high-intensity working conditions. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0023] Figure 1 Schematic diagram of the brake disc provided in this application Figure 1 ;

[0024] Figure 2 Schematic diagram of the brake disc provided in this application Figure 2 ;

[0025] Figure 3 for Figure 1 Schematic diagram of the structure of the first plate Figure 1 ;

[0026] Figure 4 for Figure 1 Schematic diagram of the structure of the first plate Figure 2 ;

[0027] Figure 5 This is a structural schematic diagram of the ventilation duct provided in this application;

[0028] Figure 6 Schematic diagram of the brake disc provided in this application Figure 3 ;

[0029] Figure 7 Schematic diagram of the brake disc provided in this application Figure 4 .

[0030] Explanation of reference numerals in the attached figures:

[0031] 100-Brake disc; 100a-Heat dissipation space; 100b-Air outlet; 100c-Air inlet; 100d-Heat dissipation channel; 110-First disc body; 120-Second disc body; 130-Heat dissipation fins; 131-Windward side; 132-Leaning side; 140-Concave-convex structure; 141-Raised structure; 142-Concave structure.

[0032] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0033] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0034] Vehicle braking, or the braking system, is one of the key elements in ensuring driving safety. In some types of vehicles, due to frequent acceleration and braking, the brake discs can accumulate a large amount of heat in a short period of time, requiring auxiliary heat dissipation structures to be designed for these brake discs.

[0035] Traditional auxiliary cooling structures have ventilation ribs designed inside the brake disc. These ventilation ribs are usually straight ribs that radiate outward from the center of the brake disc, which increases the space for air inside the brake disc.

[0036] However, in traditional ventilation duct designs, air only exists inside the brake disc, resulting in poor airflow and poor convective heat transfer.

[0037] To address the aforementioned issues, this application provides a damping component, a wind deflector structure, and a vehicle. Through innovative design of the heat dissipation space layout, the design of the arc-shaped heat dissipation fins, and the concave-convex structure on the surface of the heat dissipation fins, the heat dissipation performance of the brake disc is improved. This design optimizes the airflow path and enhances the heat exchange between the air and the heat dissipation structure, thereby improving heat dissipation efficiency and enabling the brake disc to maintain good heat dissipation even under long-term, high-intensity working conditions.

[0038] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0039] The following will combine Figures 1 to 7 The embodiments of this application will be described below.

[0040] This application provides a brake disc 100 for mounting on a vehicle, such as a sports passenger car or racing car that frequently accelerates and brakes.

[0041] Reference Figures 1 to 4As shown, the brake disc 100 includes a first disc body 110 and a second disc body 120. The first disc body 110 and the second disc body 120 are arranged opposite to each other and spaced apart along the axial direction of the brake disc 100 to jointly define a heat dissipation space 100a. The brake disc 100 also includes an air outlet 100b located on the outer periphery of the first disc body 110 and the second disc body 120, and an air inlet 100c located on the inner periphery of the first disc body 110 and the second disc body 120.

[0042] Understandably, the air inlet 100c is located on the inner periphery of the first plate 110 and the second plate 120 to facilitate the introduction of external cold air, while the air outlet 100b is located on the outer periphery of the first plate 110 and the second plate 120 to ensure that the air after heat absorption can be smoothly discharged. This layout design optimizes the airflow path and also ensures that the air in the heat dissipation space 100a can be continuously refreshed, thereby improving the heat dissipation effect.

[0043] At least one of the first disc body 110 and the second disc body 120 has a heat dissipation rib 130 protruding towards the other along the axial direction of the brake disc 100. The heat dissipation rib 130 is arc-shaped, thus increasing the heat dissipation area and also guiding the airflow.

[0044] Multiple heat dissipation fins 130 are circumferentially spaced along the air inlet 100c, ensuring that air can be evenly distributed within the heat dissipation space 100a, thus improving heat dissipation efficiency. A heat dissipation flow channel 100d is defined between adjacent heat dissipation fins 130, connecting the air outlet 100b and the air inlet 100c. It can be understood that the heat dissipation flow channel 100d connects the air outlet 100b and the air inlet 100c, providing a smooth airflow path.

[0045] The heat dissipation fin 130 has a windward surface 131 and a leeward surface 132 facing each other circumferentially along the brake disc 100, and at least one of the windward surface 131 and the leeward surface 132 is provided with a concave-convex structure 140. The concave-convex structure 140 can break the laminar flow state of the airflow, increase the turbulence intensity, thereby improving the heat exchange efficiency between the air and the heat dissipation fin 130. The concave-convex structure 140 design also increases the surface area of ​​the heat dissipation fin 130, allowing more heat to be dissipated into the air through heat conduction and convection.

[0046] As can be seen, the brake disc 100 provided in this application embodiment improves the heat dissipation performance of the brake disc 100 by innovatively designing the layout of the heat dissipation space 100a, the design of the arc-shaped heat dissipation fins 130, and the concave-convex structure 140 on the surface of the heat dissipation fins 130. This design optimizes the airflow path and enhances the heat exchange between the air and the heat dissipation structure, thereby improving the heat dissipation efficiency and enabling the brake disc 100 to maintain a good heat dissipation effect under long-term, high-intensity working conditions.

[0047] Optionally, the multiple ventilation ribs on the brake disc 100 can be of the same length or different lengths. The specific design can be selectively chosen according to actual needs, and no restrictions are imposed here.

[0048] In some embodiments, combined with Figures 2 to 4 The cooling rib 130 includes a first end facing the air outlet 100b and a second end facing the air inlet 100c. The cooling rib 130 bends and extends from the first end to the second end, and the bending direction of the cooling rib 130 is the same as the rotation direction of the brake disc 100 when the wheel rotates.

[0049] In this way, the design optimizes the airflow path and enhances the guiding effect of the cooling fins 130 on the airflow. Specifically, when the brake disc 100 rotates, air enters the heat dissipation space 100a through the air outlet 100b and flows along the curved path of the cooling fins 130. Since the curvature direction of the cooling fins 130 matches the rotation direction of the brake disc 100, the airflow can pass through the heat dissipation channel 100d more smoothly under the guidance of the cooling fins 130, thereby increasing the contact time and contact area between the air and the cooling fins 130 and the disc surface.

[0050] As can be seen, this design fully utilizes the dynamic effect generated by the rotation of the brake disc 100, enhancing the flow velocity and turbulence of the airflow within the heat dissipation space 100a. As air flows through the concave-convex structure 140 of the heat dissipation fins 130, more eddies and turbulence are generated. These complex airflow movements help enhance the heat exchange efficiency between the air and the heat dissipation structure.

[0051] Thus, by optimizing the design of the heat dissipation fins 130, the brake disc 100 can better release the heat generated during braking, thereby reducing the temperature of the brake disc 100, extending the service life of the brake disc 100, and improving the overall stability and reliability of the braking system.

[0052] In some embodiments, combined with Figure 4 The distance between two adjacent heat dissipation fins 130 at the air outlet 100b is greater than the distance at the air inlet 100c.

[0053] Understandably, for the air inlet 100c, a relatively narrower spacing can guide the airflow to enter the heat dissipation channel 100d more concentratedly, thus accelerating the heat dissipation effect. For the air outlet 100b, a relatively wide spacing can prevent heat accumulation caused by airflow stagnation at the air outlet, thereby improving braking stability.

[0054] In addition, the natural diffusion of airflow from narrow to wide, i.e. the difference between the inlet and outlet distances forms a gradually expanding flow channel, allows the airflow to generate turbulence due to the change in cross-section during the flow process, increasing the contact area between the airflow and the surface of the heat dissipation fin 130 and the heat dissipation efficiency.

[0055] In some embodiments, combined with Figure 4 and Figure 5 The windward side 131 has a protruding structure 141 that protrudes outward toward the heat dissipation channel 100d on its side, and the leeward side 132 has a recessed structure 142 that is recessed inward relative to the heat dissipation channel 100d on its side. The protruding structure 141 and the recessed structure 142 constitute a concave-convex structure 140.

[0056] Thus, the protruding structure 141 designed on the windward surface 131 has an outward convex shape that can more effectively capture and guide the air entering the heat dissipation channel 100d. When the air flows over these protruding structures 141, eddies and turbulence are generated, which increases the contact area and contact time between the air and the surface of the heat dissipation fins 130, thereby improving the heat exchange efficiency.

[0057] The recessed structure 142 on the leeward side 132 acts as an airflow disturbance. When air flows over these recessed structures 142, the direction and speed of the airflow will change, generating more eddies and turbulence, which enhances the heat exchange between the air and the leeward side 132 of the heat dissipation fins 130, and also helps to reduce the airflow dead zone of the leeward side 132, further improving the heat dissipation efficiency.

[0058] As can be seen, the combined use of the raised structure 141 and the recessed structure 142 enables the heat dissipation fins 130 to effectively utilize airflow for heat dissipation on both the windward side 131 and the leeward side 132. This not only increases the heat dissipation area but also improves heat exchange efficiency by optimizing the airflow path and enhancing airflow turbulence. This allows the brake disc 100 to better release the heat generated during braking, thereby reducing the temperature of the brake disc 100, extending the service life of the brake disc 100, and improving the overall stability and reliability of the braking system.

[0059] In some embodiments, combined with Figure 4 and Figure 5 The projection of the protruding structure 141 onto the first disk body 110 is one of a circle, a semicircle, an ellipse, a teardrop shape, and a rectangle.

[0060] Among them, the circular and semi-circular protrusions 141 have smooth curves, which can guide airflow more effectively and reduce airflow resistance. In addition, this shape can also generate vortices at the edge of the protrusions 141, increasing the contact area between air and the surface of the heat dissipation fins 130, thereby improving heat exchange efficiency.

[0061] The elliptical and teardrop-shaped protrusions 141 also maintain low airflow resistance and generate vortices on the longer edges, which helps to extend the contact time between air and the heat dissipation fins 130 and further improve heat dissipation performance.

[0062] Although the rectangular protrusion structure 141 has slightly greater airflow resistance, its right-angled shape can generate a stronger turbulence effect, which helps to form a more complex vortex structure on the surface of the heat dissipation fin 130 and improve heat exchange efficiency.

[0063] In some embodiments, combined with Figure 4 and Figure 5 The projection of the recessed structure 142 onto the first disk 110 is one of a circle, a semicircle, an ellipse, a teardrop shape, and a rectangle.

[0064] Similar to the raised structure 141, the circular and semi-circular recessed structures 142 can disperse airflow more evenly and reduce dead zones. The elliptical and teardrop-shaped recessed structures 142 can guide airflow along longer edges, generating more complex vortex structures. The rectangular recessed structure 142 can generate stronger turbulence effects, further improving heat dissipation performance.

[0065] In practical applications, different shapes of raised structures 141 and recessed structures 142 can be combined according to the specific needs and heat dissipation conditions of the brake disc 100. For example, a rectangular shape can be used in areas requiring stronger turbulence effects, while a circular or elliptical shape can be used in areas requiring smoother airflow guidance.

[0066] In some embodiments, combined with Figure 4 and Figure 5 The number of protrusions 141 on the windward side 131 is 1 to 10. For example, the number of protrusions 141 can be 1, 3, 5, 8, 10, etc.

[0067] In some embodiments, combined with Figure 4 and Figure 5 The number of recessed structures 142 on the leeward side 132 is 1 to 10. For example, the number of recessed structures 142 can be 1, 3, 5, 8, 10, etc.

[0068] It is understandable that the more protruding structures 141 and / or recessed structures 142 there are, the easier it is to form a denser airflow disturbance area, increasing the contact area and contact time between air and the surface of the heat dissipation fins 130. In other words, the more protruding structures 141 and / or recessed structures 142 there are, the more suitable they are for brake discs 100 with higher heat dissipation requirements or stronger turbulence effects.

[0069] In practical applications, the number and combination of raised structures 141 and recessed structures 142 can be flexibly selected according to the specific heat dissipation requirements and space constraints of the brake disc 100. For example, the number of raised structures 141 and recessed structures 142 can be increased in areas with high heat dissipation requirements, while the number can be appropriately reduced in areas with low heat dissipation requirements or limited space.

[0070] In some embodiments, combined with Figure 5 The raised structure 141 and the portion of the windward surface 131 without the raised structure 141 are connected by a rounded transition. In some embodiments, combined with Figure 1 and Figure 2 The recessed structure 142 transitions to the portion of the leeward side 132 where the recessed structure 142 is not located with a rounded arc. Optionally, the size of this arc can be R0.5cm-R10cm.

[0071] Understandably, the rounded transition design reduces abrupt changes in airflow between the protruding structure 141 and the windward surface 131, thereby reducing airflow resistance and improving airflow smoothness and uniformity. The rounded transition also more effectively guides airflow along the surface of the heat dissipation fins 130, increasing the contact area and contact time between the airflow and the fins 130, thus improving heat dissipation. Furthermore, the rounded transition reduces stress concentration, enhancing the overall strength and durability of the heat dissipation fins 130 structure.

[0072] In some embodiments, combined with Figure 4 and Figure 5 The protruding structure 141 and the recessed structure 142 correspond one-to-one, and the geometric centers of the corresponding protruding structure 141 and recessed structure 142 are on the same normal.

[0073] Optionally, the normals of the corresponding protruding structures 141 and recessed structures 142 are perpendicular to the circumferential center line of the heat dissipation fins 130 along the brake disc 100.

[0074] Optionally, the wall thickness of the ventilation ribs is similar in both the areas with and without protrusions and depressions.

[0075] Understandably, the one-to-one correspondence between the protruding structure 141 and the recessed structure 142 can more effectively guide airflow within the brake disc 100. Specifically, the protruding structure 141 captures and guides airflow on the windward side 131, while the recessed structure 142 on the leeward side 132 acts to turbulence and accelerate airflow expulsion. This design ensures a smoother and more efficient airflow path within the brake disc 100, reducing dead zones and backflow, thereby improving heat dissipation efficiency. Furthermore, this design can more effectively disperse the stress and heat generated during braking, enhancing the overall stability and durability of the heat dissipation fin 130 structure.

[0076] In addition, combined Figure 4 and Figure 5 The geometric centers of the raised structure 141 and the recessed structure 142 are on the same normal, which helps to form a more concentrated airflow channel. This design increases the contact area and contact time between air and the surface of the heat dissipation fin 130, thereby further improving the heat dissipation effect.

[0077] In some embodiments, combined with Figure 6 and Figure 7 Both the first plate 110 and the second plate 120 are provided with heat dissipation fins 130, and the heat dissipation fins 130 on the first plate 110 and the second plate 120 are symmetrical about the mating surface of the first plate 110 and the second plate 120.

[0078] Understandably, the symmetrical heat dissipation fins 130 design ensures that heat is distributed more evenly across the entire brake disc 100 when heated, preventing localized overheating. The symmetrical arrangement of the heat dissipation fins 130 also helps to create a more stable airflow channel, improving the flow efficiency of air on the surface of the brake disc 100, thereby enhancing the heat dissipation effect.

[0079] Furthermore, the symmetrical heat dissipation fins 130 structure can more effectively disperse the stress and heat generated during braking, improve the overall structural strength of the brake disc 100, and help reduce problems such as thermal cracking and deformation that may occur after prolonged use, thus extending the service life of the brake disc 100. The symmetrical heat dissipation fins 130 design also helps to achieve thermal balance on both sides of the brake disc 100, reducing the degradation of braking performance caused by temperature differences and maintaining the stability and reliability of the braking system.

[0080] In addition, this application also provides a vehicle including the brake disc 100 in any of the above embodiments.

[0081] The vehicle provided in this application embodiment improves the heat dissipation performance of the brake disc 100 by setting the brake disc 100 in the above embodiment and by innovatively designing the layout of the heat dissipation space 100a, the design of the arc-shaped heat dissipation ribs 130, and the concave-convex structure 140 on the surface of the heat dissipation ribs 130. This design optimizes the airflow path and enhances the heat exchange between the air and the heat dissipation structure, thereby improving the heat dissipation efficiency. This allows the brake disc 100 to maintain a good heat dissipation effect even under long-term, high-intensity working conditions, ensuring the braking stability of the vehicle.

[0082] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A brake disc (100), characterized in that The brake disc (100) includes a first disc body (110) and a second disc body (120), which are arranged opposite to each other and spaced apart along the axial direction of the brake disc (100) to jointly define a heat dissipation space (100a). The brake disc (100) also includes an air outlet (100b) located on the outer periphery of the first disc body (110) and the second disc body (120), and an air inlet (100c) located on the inner periphery of the first disc body (110) and the second disc body (120). At least one of the first disc body (110) and the second disc body (120) has a heat dissipation rib (130) protruding towards the other along the axial direction of the brake disc (100). The heat dissipation rib (130) is arc-shaped and consists of a plurality of ribs (130) spaced apart circumferentially along the air inlet (100c). A heat dissipation channel (100d) connecting the air outlet (100b) and the air inlet (100c) is defined between two adjacent heat dissipation ribs (130). The heat dissipation fin (130) has a windward surface (131) and a leeward surface (132) that are opposite each other in the circumference of the brake disc (100), and at least one of the windward surface (131) and the leeward surface (132) is provided with a concave-convex structure (140).

2. The brake disc (100) according to claim 1, characterized in that The heat dissipation fin (130) includes a first end facing the air outlet (100b) and a second end facing the air inlet (100c). The heat dissipation rib (130) bends and extends from the first end toward the second end, and the bending direction of the heat dissipation rib (130) is the same as the rotation direction of the brake disc (100) when the wheel rotates.

3. The brake disc (100) according to claim 2, characterized in that The distance between two adjacent heat dissipation fins (130) at the air outlet (100b) is greater than the distance at the air inlet (100c).

4. The brake disc (100) according to claim 1, characterized in that The windward side (131) has a protruding structure (141) that bulges outward toward the heat dissipation channel (100d) on its side, and the leeward side (132) has a recessed structure (142) that is concave inward relative to the heat dissipation channel (100d) on its side. The protruding structure (141) and the recessed structure (142) constitute the convex-concave structure (140).

5. The brake disc (100) according to claim 4, characterized in that The projection of the protruding structure (141) onto the first disk body (110) is one of a circle, a semicircle, an ellipse, a teardrop shape, and a rectangle; and / or, the projection of the recessed structure (142) onto the first disk body (110) is one of a circle, a semicircle, an ellipse, a teardrop shape, and a rectangle.

6. The brake disc (100) according to claim 4, characterized in that The number of protruding structures (141) on the windward side (131) is 1 to 10; and / or the number of recessed structures (142) on the leeward side (132) is 1 to 10.

7. The brake disc (100) according to claim 4, characterized in that The raised structure (141) transitions to the portion of the windward surface (131) where the raised structure (141) is not located with a rounded arc; and / or, The recessed structure (142) transitions with the portion of the leeward side (132) where the recessed structure (142) is not located by a circular arc.

8. The brake disc (100) according to claim 4, characterized in that The protruding structure (141) and the recessed structure (142) correspond one-to-one, and the geometric centers of the corresponding protruding structure (141) and the recessed structure (142) are on the same normal line.

9. The brake disc (100) according to any one of claims 1-8, characterized in that, The first disk (110) and the second disk (120) are both provided with heat dissipation ribs (130), and the heat dissipation ribs (130) on the first disk (110) and the second disk (120) are symmetrical about the mating surfaces of the first disk (110) and the second disk (120).

10. A vehicle characterized by comprising: include: The brake disc (100) according to any one of claims 1-9.

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