Brake disc and vehicle

Abstract

The application provides a brake disc and a vehicle, and belongs to the technical field of vehicle braking systems, and comprises a disc cap, an outer disc and an inner disc; the disc cap is coaxially fixed to a wheel hub; the outer disc is coaxially connected to the outer periphery of the disc cap, and the outer surface of the outer disc forms an outer braking surface ring; the inner disc is coaxially connected to the outer disc as a whole through multiple ventilation ribs, the inner surface of the inner disc forms an inner braking surface ring, and the outer diameters of the inner braking surface ring and the outer braking surface ring are consistent; a plurality of heat dissipation channels are formed between the outer disc and the inner disc based on the ventilation ribs, and each ventilation rib is a variable cross-section gradient structure with the cross-sectional area increasing from the middle to the two ends in the respective axial direction. The brake disc provided by the application adopts the variable cross-section gradient structure with the middle being thin and the two ends being thick, can optimize the thermal stress distribution and mechanical properties of the ventilation rib, reduces the risk of cracks, the middle being thin helps to improve the air flow speed, and the two ends being gradually thickened helps to form stable airflow, thereby enhancing the convective heat dissipation efficiency and improving the heat dissipation performance.

Description

Technical Field

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

[0002] The brake disc is a crucial component of a vehicle's braking system. It works in conjunction with the brake caliper to achieve braking. The braking principle involves the internal brake pads contacting the brake disc as the caliper contracts, thus applying braking force to the wheel hub, which is fixedly connected to the disc. Because the frictional heat generated by the brake disc during braking produces a significant amount of heat, excessively high brake disc temperatures can severely impact braking efficiency and safety. Therefore, the heat dissipation performance of the brake disc is of paramount importance.

[0003] Existing brake discs come in two types: solid discs and ventilated discs. Solid discs have a simple structure and low cost, but their heat dissipation is poor. Ventilated discs dissipate heat through convection via pre-drilled gaps or ventilation holes. While this improves heat dissipation compared to solid discs, their efficiency still cannot keep up with the rate of heat generated by friction when subjected to prolonged, continuous, and high-frequency use. Therefore, improving the heat dissipation performance of brake discs has always been an important area of ​​ongoing research and development in the industry. Utility Model Content

[0004] The purpose of this application is to provide a brake disc that improves the heat dissipation performance of the brake disc.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: Firstly, an embodiment of this application provides a brake disc, including a disc cap, an outer disc, and an inner disc; the disc cap is coaxially fixed to the wheel hub; the outer disc is coaxially connected to the outer periphery of the disc cap, and the outer surface of the outer disc forms an outer brake surface ring; the inner disc is coaxially connected to the outer disc as a whole through multiple ventilation ribs, and the inner surface of the inner disc forms an inner brake surface ring, the outer diameter of the inner brake surface ring and the outer brake surface ring being the same; a plurality of heat dissipation channels are formed between the outer disc and the inner disc based on each of the ventilation ribs, and each of the ventilation ribs is a variable cross-sectional gradient structure with a cross-sectional area increasing from the middle to both ends in its respective axial direction.

[0006] The beneficial effects of the brake disc provided in this application embodiment are that, compared with the prior art, while the disc cap is coaxially fixed to the wheel hub, the outer disc and the inner disc are fixed together by multiple ventilation ribs. The surfaces of the inner and outer discs that are opposite to each other serve as the inner brake face ring and the outer brake face ring, respectively, and cooperate with the clamp of the brake caliper to achieve braking of the wheel hub. The braking force is stable and the structural strength is high. The ventilation ribs separate the inner and outer discs into several heat dissipation channels. During driving, the airflow passes through the heat dissipation channels and can carry away the heat of the inner and outer discs, thereby promoting the improvement of heat dissipation performance.

[0007] The ventilation rib adopts a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. During braking, the middle part of the ventilation rib, which has a smaller cross-sectional area, can allow a certain amount of thermal expansion deformation to release thermal stress, thereby optimizing the thermal stress distribution of the ventilation rib and helping to alleviate the problem of thermal stress concentration. The thicker parts at both ends of the ventilation rib connect with the inner and outer discs to ensure sufficient connection strength, thereby optimizing mechanical properties, avoiding local yielding and fatigue cracking problems, and reducing the risk of cracking.

[0008] The ventilation rib adopts a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. This can reduce the weight of the ventilation rib while optimizing the distribution of thermal stress and mechanical properties, thereby promoting the improvement of the lightweight index of the brake disc. It is especially suitable for new energy vehicle applications that are sensitive to unsprung mass.

[0009] The ventilation ducts adopt a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. This widens the heat dissipation channel formed between adjacent ventilation ducts, thereby reducing airflow resistance and helping to increase airflow speed. On this basis, the gradually thickening at both ends helps to form a stable airflow and prevent air vortex separation, thereby enhancing convective heat dissipation efficiency and further improving heat dissipation performance.

[0010] Furthermore, the ventilation ribs adopt a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. The thicker ends facilitate the filling of molten metal into the corners of the mold during casting, reducing shrinkage defects. The gradual transition from the middle to both ends avoids abrupt changes in wall thickness, reduces the probability of hot spots, and improves the density and consistency of the casting, thereby improving casting processability and yield. At the same time, the variable cross-section gradient structure also helps to break modal symmetry and disperse resonant frequencies, thus effectively suppressing brake squealing and reducing braking noise.

[0011] In conjunction with the first aspect, in one possible implementation, each of the ventilation ribs in each ring has its own distribution trajectory circle, the diameter of each distribution trajectory circle increases sequentially, and each of the ventilation ribs in each ring is distributed at intervals along its own distribution trajectory circle; the ventilation ribs on adjacent distribution trajectory circles are staggered along the radial direction of the inner disc.

[0012] In the aforementioned technical solution, the circumferential ventilation ribs of the inner and outer discs are distributed at intervals along distribution paths with gradually increasing diameters. The radial ventilation ribs of the inner and outer discs are staggered, thereby forming several curved and extending heat dissipation channels in the radial direction of the inner and outer discs. Compared to straight-through heat dissipation channels, this increases the path length and area of ​​airflow, thus improving heat dissipation efficiency. This helps maintain a lower operating temperature for the inner and outer discs during prolonged or high-intensity braking, preventing overheating of the inner and outer brake rings and subsequent degradation of braking performance. The staggered arrangement of the ventilation ribs optimizes the path length and area of ​​each heat dissipation channel, helping to reduce thermal fade during braking, thereby improving the overall performance and stability of the braking system.

[0013] In some embodiments, the ventilation ribs distributed on each of the distribution trajectory circles other than the largest and smallest diameters are all elliptical cross-sections, the elliptical cross-sections having a major axis direction that is consistent with the radial direction of the inner disk.

[0014] In the above technical solution, the use of elliptical cross-sections for the ventilation ribs in the middle rings helps reduce airflow resistance and improve convective heat dissipation efficiency. Furthermore, the major axis of the elliptical cross-section aligns with the radial direction of the inner disc, thereby increasing the direct contact area between the air and the ventilation ribs. This facilitates the airflow quickly carrying away the heat transferred from the inner and outer discs to the ventilation ribs, further enhancing heat dissipation efficiency. Additionally, the elliptical cross-section avoids localized thermal stress concentration caused by sharp edges and corners, thus optimizing the thermal stress distribution and mechanical properties of the ventilation ribs and reducing the risk of cracking.

[0015] For example, the cross-sectional area of ​​each of the ventilation ribs increases as the diameter of each of the distribution trajectory circles increases.

[0016] In the above technical solution, considering that the larger the diameter of the distribution trajectory circle, the larger the area of ​​the inner and outer disks, the cross-sectional area of ​​the ventilation ribs on the larger diameter distribution trajectory circle is also increased accordingly. This can avoid the lack of effective support in the outer edge area of ​​the inner and outer disks, which would affect the structural stability. At the same time, it can make the cross-sectional dimensions of the heat dissipation channel more consistent, thus ensuring smooth airflow and stability, thereby improving the air convection heat dissipation efficiency and reducing airflow noise.

[0017] In conjunction with the first aspect, in one possible implementation, the disc cap includes a connecting plane portion and a surrounding wall portion. The connecting plane portion is fitted and fixed to the mounting surface of the hub. One end of the surrounding wall portion is coaxially fixed to the outer disc, and the other end extends toward the outer side of the outer brake surface ring and is coaxially fixed to the connecting plane portion. The surrounding wall portion has a plurality of ventilation holes spaced apart along its circumference.

[0018] In the above technical solution, the disc cap forms a cavity structure adapted to the wheel hub structure based on the connecting plane and the enclosure, and is fixed by the connecting plane fitting against the mounting surface of the wheel hub. During vehicle movement, air flows from the center outwards through each heat dissipation channel due to centrifugal force, creating a negative pressure inside the enclosure. Cold air from outside the enclosure is drawn in through the ventilation holes due to this negative pressure and is then sucked into the heat dissipation channels. This allows cold air to continuously flow through the channels, carrying away heat from the inner and outer discs. Therefore, the ventilation holes in the enclosure allow for a rapid replenishment of external cold air into the internal space, improving the airflow efficiency of each heat dissipation channel and thus enhancing heat dissipation performance.

[0019] In some embodiments, an annular groove is formed between the inner boundary of the outer brake surface ring and the surrounding wall portion, and a plurality of first grooves are circumferentially distributed on the outer brake surface ring, each of the first grooves penetrating the inner and outer boundaries of the outer brake surface ring to connect with the annular groove.

[0020] In the above technical solution, by setting the first groove, airflow can flow from the ring groove to the outer boundary of the outer disc during the rotation of the outer brake ring during the forming process. This forms an auxiliary heat dissipation effect on the outer brake ring, which helps to reduce the heat fade phenomenon caused by the high temperature of the outer brake ring and improves the overall efficiency of the braking system. The first groove can also remove friction powder and debris generated on the outer brake ring during braking, thereby preventing the outer brake ring from being scratched and avoiding powder adhering to the outer brake ring, which would affect the braking effect. The opening of the first groove can also change the overall natural frequency, thereby reducing braking noise; at the same time, in rainy and humid environments, the first groove can quickly drain water to ensure the dryness of the outer brake ring, thereby improving braking performance and safety under wet and slippery conditions.

[0021] For example, in the direction of rotation of the wheel hub when the vehicle is moving forward, the first groove extends obliquely from the inner boundary to the outer boundary of the outer brake surface ring toward the rearward direction.

[0022] In the above technical solution, the inclined first groove helps to accelerate the flow of air and rainwater in the first groove in conjunction with the centrifugal force of the outer brake ring when the vehicle moves forward, thereby improving the heat dissipation and drainage performance of the outer brake ring, and thus ensuring braking reliability and safety.

[0023] For example, the inner brake surface ring has a plurality of second grooves distributed at circumferential intervals, and each second groove corresponds one-to-one with each first groove along the axial direction of the inner disk.

[0024] In the above technical solution, the function of the second groove on the inner brake ring is the same as that of the first groove on the outer brake ring. It can improve the heat dissipation efficiency of the inner brake ring, remove friction powder and debris generated on the inner brake ring during braking, thereby preventing the inner brake ring from being scratched and avoiding powder adhering to the inner brake ring, which would affect the braking effect. In addition, the second groove can change the natural frequency of the overall structure, which helps to reduce braking noise. At the same time, in rainy and humid environments, the second groove can also be used to quickly drain water to ensure the dryness of the inner brake ring, thereby improving the braking reliability and safety under wet and slippery conditions.

[0025] In some embodiments, the connecting plane portion has a plurality of connecting holes suitable for fasteners to be inserted in a circumferential array, and at least one positioning hole suitable for a positioning pin to be inserted.

[0026] In the above technical solution, the connecting plane part, as a flange surface, is fixed to the mounting surface of the wheel hub by a ring of fasteners passing through the connecting hole. The connection method is simple and reliable. At the same time, the positioning hole is set to pass through the positioning pin to achieve precise positioning of the connecting plane part, thereby ensuring the coaxiality of the brake disc and the wheel hub, which helps to improve braking stability and safety.

[0027] Secondly, embodiments of this application also provide a vehicle including the aforementioned brake disc.

[0028] The beneficial effects of the vehicle provided in this application embodiment are that, compared with the prior art, it adopts the above-mentioned brake disc, and uses ventilation ribs to separate several heat dissipation channels between the inner and outer discs. During driving, airflow passing through the heat dissipation channels can carry away the heat of the inner and outer discs, thereby promoting the improvement of heat dissipation performance. The ventilation ribs adopt a variable cross-section gradient structure that is thinner in the middle and thicker at both ends, which can optimize the thermal stress distribution and mechanical properties of the ventilation ribs and reduce the risk of cracking. The thinner structure in the middle helps to increase the airflow speed, while the gradually thickening at both ends helps to form a stable airflow and prevent air vortex separation, thereby enhancing the convective heat dissipation efficiency and further improving the heat dissipation performance. In addition, the variable cross-section gradient structure of the ventilation ribs, which is thinner in the middle and thicker at both ends, can also promote the improvement of the brake disc's lightweight index, which is beneficial to improving casting processability and yield. It also helps to break modal symmetry and disperse resonance frequencies, thereby effectively suppressing brake squealing and reducing brake noise. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A three-dimensional structural diagram of the brake disc provided in the embodiments of this application. Figure 1 ; Figure 2 A three-dimensional structural diagram of the brake disc (partially cut open of the inner disc) provided in the embodiments of this application. Figure 2 ; Figure 3 A schematic diagram of the distribution structure of the ventilation ribs of the brake disc provided in an embodiment of this application; Figure 4 This is a schematic diagram of the axial cross-section of the ventilation rib used in the embodiments of this application; Figure 5 This is a side view of the brake disc provided in an embodiment of this application.

[0031] In the diagram: 10, disc cap; 11, connecting plane; 111, connecting hole; 112, positioning hole; 12, enclosure; 121, ventilation hole; 122, annular groove; 20, outer disc; 200, outer brake surface ring; 201, first groove; 30, inner disc; 300, inner brake surface ring; 301, second groove; 40, ventilation rib; 400, heat dissipation channel; 401, distribution trajectory circle. Detailed Implementation

[0032] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0033] It should be noted that when an element is referred to as being "set on" another element, it can be directly on the other element or indirectly on the other element. It should be understood that the terms "front," "rear," "inner," "outer," etc., indicating orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, 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.

[0034] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0035] It should be noted that the orientation or positional relationship indicated by "front", "rear", "inner", "outer" etc. in this embodiment is based on the orientation of the vehicle itself. The front of the vehicle represents "front", the rear of the vehicle represents "rear", "inner" side refers to the side facing the driver's cab, and "outer" side refers to the side facing the driver's cab.

[0036] In existing technologies, ventilated brake discs typically employ axial perforations on the inner and outer disc surfaces for ventilation and heat dissipation. However, due to the difficulty of smoothly introducing cold air into these perforations during driving, the ventilation effect is poor. Furthermore, the presence of axial perforations can negatively impact the structural strength of the brake disc. Another ventilation method involves eliminating axial perforations and utilizing the gap between the inner and outer discs for ventilation. Connecting ribs are arranged within this gap to link the inner and outer discs. These connecting ribs are typically radially aligned cylindrical structures with uniform cross-sections. If the cross-sectional dimensions of the connecting ribs are too large, they will compress the ventilation space and affect heat dissipation. Conversely, if the cross-sectional dimensions are too small, they will compromise the connection strength between the inner and outer discs. Since meeting structural strength design requirements is the primary consideration for brake disc design, some sacrifice in heat dissipation performance is often necessary. This is a major factor limiting improvements in heat dissipation performance.

[0037] Based on the above situation, please refer to the following: Figures 1 to 5 The brake disc provided in this application is described below. The brake disc includes a disc cap 10, an outer disc 20, and an inner disc 30; the disc cap 10 is coaxially fixed to the wheel hub; the outer disc 20 is coaxially connected to the outer periphery of the disc cap 10, and the outer surface of the outer disc 20 forms an outer brake surface ring 200; the inner disc 30 is coaxially connected to the outer disc 20 as a whole through multiple ventilation ribs 40, and the inner surface of the inner disc 30 forms an inner brake surface ring 300, the outer diameter of the inner brake surface ring 300 and the outer brake surface ring 200 are the same; a number of heat dissipation channels 400 are formed between the outer disc 20 and the inner disc 30 based on each ventilation rib 40, and each ventilation rib 40 has a variable cross-sectional gradient structure with the cross-sectional area increasing from the middle to both ends in its respective axial direction.

[0038] It should be noted that in this embodiment, the cap 10, outer plate 20, and inner plate 30 are preferably integrally formed by casting. The cap 10 is directly connected to the outer plate 20, while the inner plate 30 is connected to the outer plate 20 through various ventilation ribs 40. Both the inner plate 30 and the outer plate 20 are annular structures, with the outer plate 20 looping around the outer periphery of the cap 10.

[0039] The inner disc 30 and the outer disc 20 form a release space based on the support of the ventilation ribs 40. The arrangement of each ring of ventilation ribs 40 divides the release space into several heat dissipation channels 400. Considering that air flows from the center to the surroundings under the action of centrifugal force during the rotation of the brake disc, each heat dissipation channel 400 is a channel formed between adjacent ventilation ribs 40 that extends roughly along the radial direction of the brake disc.

[0040] It should be explained that the variable cross-section gradient structure of the ventilation rib 40 in this example is key to improving heat dissipation performance. Here, the variable cross-section gradient structure should be understood as the ventilation rib 40 exhibiting a gradually changing cross-sectional area in the axial direction, being thinner in the middle and thicker at both ends. Figure 4 As shown, the side boundary of the ventilation rib 40 presents an outline that is approximately circular or elliptical.

[0041] Compared with the prior art, the brake disc provided in this application, while the disc cap 10 is coaxially fixed to the wheel hub, also fixes the outer disc 20 and the inner disc 30 together at intervals through multiple ventilation ribs 40. The opposing surfaces of the inner disc 30 and the outer disc 20 respectively serve as the inner brake surface ring 300 and the outer brake surface ring 200, which cooperate with the clamping jaws of the brake caliper to achieve braking of the wheel hub. The braking force is stable and the structural strength is high. The ventilation ribs 40 separate the inner disc 30 and the outer disc 20 into several heat dissipation channels 400. During driving, the airflow passes through the heat dissipation channels 400 and can carry away the heat of the inner disc 30 and the outer disc 20, thereby promoting the improvement of heat dissipation performance.

[0042] The ventilation rib 40 adopts a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. During braking, the middle part of the ventilation rib 40, which has a smaller cross-sectional area, can allow a certain amount of thermal expansion deformation to release thermal stress, thereby optimizing the thermal stress distribution of the ventilation rib 40 and helping to alleviate the problem of thermal stress concentration. The thicker parts at both ends of the ventilation rib 40 connect with the inner plate 30 and the outer plate 20 to ensure sufficient connection strength, thereby optimizing mechanical properties, avoiding local yielding and fatigue cracking problems, and reducing the risk of cracking.

[0043] The ventilation rib 40 adopts a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. This can reduce the weight of the ventilation rib 40 while optimizing the distribution of thermal stress and mechanical properties, thereby promoting the improvement of the lightweight index of the brake disc. It is especially suitable for new energy vehicle applications that are sensitive to unsprung mass.

[0044] The ventilation ribs 40 adopt a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. This can widen the middle of the heat dissipation channel 400 formed between adjacent ventilation ribs 40, thereby reducing airflow resistance and helping to increase airflow speed. On this basis, the gradually thickening at both ends helps to form a stable airflow and prevent air vortex separation, thereby enhancing convective heat dissipation efficiency and further improving heat dissipation performance.

[0045] Furthermore, the ventilation rib 40 adopts a variable cross-section gradient structure that is thinner in the middle and thicker at both ends. The thicker ends facilitate the filling of molten metal into the corners of the mold during casting, reducing shrinkage defects. The gradual transition from the middle to both ends avoids abrupt changes in wall thickness, reduces the probability of hot spots, and improves the density and consistency of the casting, thereby improving casting processability and yield. At the same time, the variable cross-section gradient structure also helps to break modal symmetry and disperse resonant frequencies, thus effectively suppressing brake squealing and reducing braking noise.

[0046] In some embodiments, such as Figure 3As shown, each ring of ventilation ribs 40 has its own distribution trajectory circle 401, the diameter of each distribution trajectory circle 401 increases sequentially, and each ventilation rib 40 in each ring is distributed at intervals along its own distribution trajectory circle 401; the ventilation ribs 40 on adjacent distribution trajectory circles 401 are staggered along the radial direction of the inner disc 30.

[0047] The diameters of the various distribution trajectory circles 401 can be preferentially set in an arithmetic manner, which makes the interval distance between adjacent ventilation ribs 40 in the radial direction of the inner disc 30 consistent, thereby ensuring the uniformity of the distribution of ventilation ribs 40 between the inner disc 30 and the outer disc 20. This helps to improve the force balance at various positions of the inner disc 30 and the outer disc 20, and thus improves the overall reliability of the brake disc structure.

[0048] The ventilation ribs 40 on the inner disk 30 and outer disk 20 are distributed at intervals along distribution trajectory circles 401 with gradually increasing diameters. The ventilation ribs 40 are staggered in the radial direction of the inner disk 30 and outer disk 20. This forms several curved and extending heat dissipation channels 400 in the radial direction of the inner disk 30 and outer disk 20. The heat dissipation channels 400 extend in a serpentine curve form, which increases the path length of the heat dissipation channels 400. At the same time, the contact area between the airflow and the inner disk 30 and outer disk 20 during the flow of air through the heat dissipation channels 400 is increased. Thus, the airflow can not only carry away the heat transferred from the inner disk 30 and outer disk 20 to the ventilation ribs 40, but also directly carry away the heat on the inner disk 30 and outer disk 20.

[0049] Because the curved heat dissipation channel 400 increases the path length and area of ​​airflow compared to the straight heat dissipation channel 400, thereby improving heat dissipation efficiency, it helps to keep the inner disc 30 and outer disc 20 at a lower operating temperature during long-term or high-intensity braking, preventing the inner brake ring 300 and outer brake ring 200 from overheating and causing a decrease in braking performance, effectively reducing the thermal fade phenomenon during braking, thereby improving the overall performance and stability of the braking system.

[0050] For details, please refer to Figure 3 The ventilation ribs 40 distributed on the various distribution trajectory circles 401, except for the largest and smallest diameters, are all elliptical cross-sections with a major axis direction that is consistent with the radial direction of the inner disk 30.

[0051] The elliptical cross-section of the ventilation ribs 40 in the middle rings helps reduce airflow resistance and improve convective heat dissipation efficiency. Furthermore, the major axis of the elliptical cross-section aligns with the radial direction of the inner disc 30, thereby increasing the direct contact area between the air and the ventilation ribs 40. This facilitates the airflow quickly carrying away heat transferred from the inner disc 30 and outer disc 20 to the ventilation ribs 40, further enhancing heat dissipation efficiency. Additionally, the elliptical cross-section avoids localized thermal stress concentration caused by sharp edges and corners, thus optimizing the thermal stress distribution and mechanical properties of the ventilation ribs 40 and reducing the risk of cracking.

[0052] It should be noted that the air inlet of the heat dissipation channel 400 is formed between adjacent ventilation ribs 40 on the smallest diameter distribution trajectory circle 401. In order to ensure smooth air intake, the ventilation ribs 40 can adopt a tapered cross-section with the tip facing the center of the inner plate 30. At the same time, in order to avoid the problem of thermal stress and mechanical stress concentration caused by the edge, each edge of the tapered cross-section is provided with a transition fillet.

[0053] In addition, the air outlet of the heat dissipation channel 400 is formed between the adjacent ventilation ribs 40 on the distribution trajectory circle 401 with the largest diameter. Considering that the inner plate 30 and the outer plate 20 correspond to the large area of ​​the distribution trajectory circle 401, the ventilation ribs 40 on the distribution trajectory circle 401 can adopt a triangular cross section, and one corner of the triangular cross section is aligned with the part between two adjacent ventilation ribs 40 on the adjacent distribution trajectory circle 401. At the same time, each corner of the triangular cross section is provided with a transition fillet to avoid the problem of thermal stress and mechanical stress concentration.

[0054] It should be noted that you should refer to [link / reference]. Figure 3 In this embodiment, the cross-sectional area of ​​each ventilation rib 40 increases as the diameter of each distribution trajectory circle 401 increases.

[0055] Considering that the larger the diameter of the distribution trajectory circle 401, the larger the area of ​​the inner disk 30 and the outer disk 20, the cross-sectional area of ​​the ventilation ribs 40 on the larger diameter distribution trajectory circle 401 is also increased accordingly. This can avoid the lack of effective support in the outer edge area of ​​the inner disk 30 and the outer disk 20, which would affect the structural stability. At the same time, it can also make the cross-sectional dimensions of the heat dissipation channel 400 more consistent, thus ensuring smooth airflow and stability, thereby improving the air convection heat dissipation efficiency and reducing airflow noise.

[0056] For some possible implementations, please refer to [link / reference]. Figure 1 The disc cap 10 includes a connecting plane portion 11 and a surrounding wall portion 12. The connecting plane portion 11 is fitted and fixed to the mounting surface of the hub. One end of the surrounding wall portion 12 is coaxially fixed to the outer disc 20, and the other end extends toward the outer side of the outer brake surface ring 200 and is coaxially fixed to the connecting plane portion 11. The surrounding wall portion 12 has a plurality of ventilation holes 121 spaced apart along its circumference.

[0057] The disc cap 10 forms a cavity structure adapted to the wheel hub structure based on the connecting plane portion 11 and the enclosure portion 12, and is fixed by the connecting plane portion 11 fitting against the mounting surface of the wheel hub. During vehicle movement, air flows from the center outwards through each heat dissipation channel 400 due to centrifugal force, creating a negative pressure inside the enclosure portion 12. Cold air from outside the enclosure portion 12 is drawn into the enclosure portion 12 through the ventilation holes 121 due to this negative pressure, and is then sucked into each heat dissipation channel 400. This allows cold air to continuously flow through each heat dissipation channel 400, carrying away heat from the inner disc 30 and outer disc 20. Therefore, the ventilation holes 121 in the enclosure portion 12 allow external cold air to continuously and rapidly replenish the internal space of the enclosure portion 12, thereby improving the airflow efficiency of each heat dissipation channel 400 and enhancing heat dissipation performance.

[0058] In some embodiments, please refer to Figure 1 An annular groove 122 is formed between the inner boundary of the outer brake surface ring 200 and the surrounding wall portion 12. Multiple first grooves 201 are distributed circumferentially on the outer brake surface ring 200, and each first groove 201 penetrates the inner and outer boundaries of the outer brake surface ring 200 to connect with the annular groove 122.

[0059] By setting the first groove 201, airflow can flow from the annular groove 122 through the first groove 201 to the outer boundary of the outer disc 20 during the rotation of the outer brake ring 200 during the forming process. This provides auxiliary heat dissipation for the outer brake ring 200, helping to reduce heat fade caused by the high temperature of the outer brake ring 200 and improving the overall efficiency of the braking system. The first groove 201 can also remove friction powder and debris generated on the outer brake ring 200 during braking, thus preventing scratches on the outer brake ring 200 and avoiding powder adhering to the outer brake ring 200, which would affect the braking effect. The opening of the first groove 201 can also change the overall natural frequency, thereby reducing braking noise; at the same time, in rainy and humid environments, the first groove 201 can quickly drain water to ensure the dryness of the outer brake ring 200, thereby improving braking performance and safety under wet and slippery conditions.

[0060] Specifically, such as Figure 3 As shown, in the direction of wheel hub rotation when the vehicle is moving forward, the first groove 201 extends obliquely from the inner boundary to the outer boundary of the outer brake surface ring 200 toward the rearward direction of rotation.

[0061] Optionally, the first groove 201 is inclined at a radial angle of 25° to 35° relative to the outer brake surface ring 200, and preferably at an inclination angle of 30°.

[0062] The inclined first groove 201 helps to accelerate the flow of air, rainwater and dust in the first groove 201 in conjunction with the centrifugal force of the outer brake ring 200 when the vehicle moves forward, thereby improving the heat dissipation and drainage and dust removal performance of the outer brake ring 200, and thus ensuring braking reliability and safety.

[0063] It should be noted that, in combination Figure 1 , Figure 2 and Figure 5 It is understood that in this embodiment, the inner brake surface ring 300 has a plurality of second grooves 301 distributed at circumferential intervals, and each second groove 301 corresponds one-to-one with each first groove 201 along the axial direction of the inner disk 30.

[0064] This one-to-one correspondence can be understood as the first groove 201 and the second groove 301 having the same number, width, and inclination angle, and all the first grooves 201 and second grooves 301 being axially aligned; of course, the first grooves 201 and the second grooves 301 can also be staggered while other parameters remain the same, such as... Figure 5 As shown, this can change the natural frequency of the overall structure of the brake disc, which helps to reduce braking noise.

[0065] The second groove 301 on the inner brake ring 300 serves the same purpose as the first groove 201 on the outer brake ring 200: to improve the heat dissipation efficiency of the inner brake ring 300, expelling friction powder and debris generated on the inner brake ring 300 during braking, thereby preventing scratches on the inner brake ring 300 and avoiding powder adhering to the inner brake ring 300, which would affect the braking performance. In addition, the second groove 301 can change the natural frequency of the overall structure, helping to reduce braking noise. At the same time, in rainy and humid environments, the second groove 301 can quickly drain water to ensure the dryness of the inner brake ring 300, thereby improving braking reliability and safety under wet and slippery conditions.

[0066] Among some possible implementation methods, such as Figure 1 As shown, the connecting plane portion 11 has a plurality of connecting holes 111 suitable for fasteners to be inserted in a circular array, and at least one positioning hole 112 suitable for positioning pins to be inserted.

[0067] The connecting plane part 11 serves as a flange surface and is fixed to the mounting surface of the wheel hub by a ring of fasteners passing through the connecting hole 111. The connection method is simple and reliable. At the same time, a positioning hole 112 is provided to pass through a positioning pin to achieve precise positioning of the connecting plane part 11, thereby ensuring the coaxiality of the brake disc and the wheel hub, which helps to improve braking stability and safety.

[0068] Based on the same inventive concept, this application also provides a vehicle including the aforementioned brake disc.

[0069] Compared with the prior art, the vehicle provided in this application embodiment utilizes ventilation ribs 40 to separate the inner disc 30 and the outer disc 20 into several heat dissipation channels 400. During driving, airflow passing through the heat dissipation channels 400 can carry away the heat from the inner disc 30 and the outer disc 20, thereby improving heat dissipation performance. The ventilation ribs 40 adopt a variable cross-section gradient structure that is thinner in the middle and thicker at both ends, which can optimize the thermal stress distribution and mechanical properties of the ventilation ribs 40 and reduce the risk of cracking. The thinner structure in the middle helps to increase the airflow speed, while the gradually thickening at both ends helps to form a stable airflow and prevent air vortex separation, thereby enhancing convective heat dissipation efficiency and further improving heat dissipation performance. In addition, the variable cross-section gradient structure of the ventilation ribs 40, which is thinner in the middle and thicker at both ends, can also promote the improvement of the brake disc's lightweight index, which is beneficial to improving casting processability and yield. It also helps to break modal symmetry and disperse resonance frequencies, thereby effectively suppressing brake squealing and reducing brake noise.

[0070] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A brake disc, characterized in that, include: The disc cap is coaxially fixed to the wheel hub; The outer disk is coaxially connected to the outer periphery of the disk cap, and the outer surface of the outer disk forms an outer braking surface ring; The inner disc is coaxially connected to the outer disc by multiple ventilation ribs. The inner surface of the inner disc forms an inner brake ring, and the outer diameters of the inner brake ring and the outer brake ring are the same. The outer disk and the inner disk form several heat dissipation channels based on the ventilation ribs of each ring. Each ventilation rib has a variable cross-sectional gradient structure with the cross-sectional area increasing from the middle to both ends in its respective axial direction.

2. The brake disc as described in claim 1, characterized in that, Each of the ventilation ribs in each ring has its own distribution trajectory circle, the diameter of each distribution trajectory circle increases sequentially, and each ventilation rib in each ring is distributed at intervals along its own distribution trajectory circle; the ventilation ribs on adjacent distribution trajectory circles are distributed in an alternating pattern along the radial direction of the inner disc.

3. The brake disc as described in claim 2, characterized in that, The ventilation ribs distributed on each of the other distribution trajectory circles, except for the largest and smallest diameters, are all elliptical cross-sections, with the major axis of the elliptical cross-section aligned with the radial direction of the inner disc.

4. The brake disc as described in claim 2, characterized in that, The cross-sectional area of ​​each ventilation rib increases as the diameter of each distribution trajectory circle increases.

5. The brake disc as described in claim 1, characterized in that, The disc cap includes a connecting plane portion and a surrounding wall portion. The connecting plane portion is fitted and fixed to the mounting surface of the hub. One end of the surrounding wall portion is coaxially fixed to the outer disc, and the other end extends toward the outer side of the outer brake surface ring and is coaxially fixed to the connecting plane portion. The surrounding wall portion has a plurality of ventilation holes spaced apart along its circumference.

6. The brake disc as described in claim 5, characterized in that, An annular groove is formed between the inner boundary of the outer brake surface ring and the surrounding wall portion. A plurality of first grooves are distributed circumferentially on the outer brake surface ring, and each of the first grooves penetrates the inner and outer boundaries of the outer brake surface ring to connect with the annular groove.

7. The brake disc as described in claim 6, characterized in that, In the direction of rotation of the wheel hub as the vehicle moves forward, the first groove extends obliquely from the inner boundary to the outer boundary of the outer brake surface ring toward the rearward direction.

8. The brake disc as described in claim 6, characterized in that, The inner brake surface ring has a plurality of second grooves distributed at circumferential intervals, and each second groove corresponds one-to-one with each first groove along the axial direction of the inner disk.

9. The brake disc as described in claim 5, characterized in that, The connecting plane portion has a plurality of connecting holes suitable for fasteners to be inserted in a circular array, and at least one positioning hole suitable for a positioning pin to be inserted.

10. A vehicle, characterized in that, Includes the brake disc as described in any one of claims 1-9.

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