Brake disc and vehicle

Abstract

This utility model discloses a brake disc and a vehicle. The brake disc includes two friction discs, with multiple main heat dissipation ribs fixed between the two friction discs at intervals along the circumference of the friction discs. Each main heat dissipation rib extends radially along the friction disc. Any two adjacent main heat dissipation ribs and the inner surfaces of the two friction discs facing each other together form a fan-shaped area. Multiple columnar auxiliary heat dissipation ribs are spaced apart within each fan-shaped area. The central angles of any two fan-shaped areas that are opposite each other along the radial direction of the brake disc are different. The reverse extension line of the bisector of the central angle of one fan-shaped area is offset from the bisector of the central angle of the other fan-shaped area in the circumference of the brake disc, so that the natural frequency of the brake disc avoids the common operating frequency range. This reduces the risk of brake disc resonance while ensuring the heat dissipation performance of the brake disc, thereby reducing noise generation and improving the riding comfort of passengers in the vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, and in particular to a brake disc that can be used in vehicles. Background Technology

[0002] Disc brakes are widely used in various automotive braking systems due to their advantages such as good thermal stability, strong heat dissipation, and high braking efficiency. As the core component of disc brakes, the brake disc bears enormous braking pressure and friction during braking. Under emergency braking conditions, the temperature can rise suddenly to over 300°C due to frictional heat generation. Especially for high-speed vehicles, the brake disc needs to withstand temperatures of 350°C to 600°C during emergency braking. In continuous, high-intensity braking processes, the temperature can even exceed 700°C. Prolonged exposure to high temperatures inevitably causes uneven thermal deformation of the brake disc. In existing technologies, multiple ventilation holes are usually evenly arranged around the circumference of the brake disc. The centrifugal force generated during the high-speed rotation of the brake disc is used to dissipate the heat inside the brake disc through the ventilation holes via airflow.

[0003] However, during braking, the brake disc not only has to withstand thermal stress, but also may experience high-frequency vibration under conditions of maximum angular acceleration, especially resonance with other parts of the vehicle body. This not only affects the ride comfort of passengers, but may also generate noise, and may even have an adverse effect on the performance and lifespan of the braking system. Utility Model Content

[0004] The purpose of this invention is to solve the problem that in the prior art, the brake disc not only needs to withstand thermal stress, but may also experience high-frequency vibration, especially resonance with other parts of the vehicle body. This not only affects the riding comfort of passengers, but may also cause noise, and may even have an adverse effect on the performance and lifespan of the braking system.

[0005] To solve the above-mentioned technical problems, the present invention discloses a brake disc, which includes two friction discs that are spaced apart from each other in the axial direction of the brake disc and fixed to each other, each friction disc being annular.

[0006] Among them, a plurality of main heat dissipation ribs are fixed between the two friction discs at intervals along the circumference of the friction discs. Each main heat dissipation rib extends radially along the friction disc. In the axial direction of the brake disc, each main heat dissipation rib is connected to the inner surfaces of the two friction discs facing each other. Any two adjacent main heat dissipation ribs and the inner surfaces of the two friction discs facing each other together form a fan-shaped area. The central angles of any two fan-shaped areas that are opposite each other in the radial direction of the brake disc are different. Furthermore, the reverse extension line of the bisector of the central angle of one fan-shaped area is offset from the bisector of the central angle of the other fan-shaped area in the circumference of the brake disc.

[0007] Furthermore, multiple columnar auxiliary cooling ribs are spaced apart in each sector area. Along the axial direction of the brake disc, each auxiliary cooling rib has its two ends connected to the inner surfaces of the two friction discs facing each other.

[0008] Using the above technical solution, this brake disc has two friction discs. The outer surfaces of the two friction discs, which are opposite to each other, are subjected to force simultaneously, resulting in a uniform distribution of braking force and reducing excessive wear on one side of the friction disc. Furthermore, the pair of friction discs increases the contact area with the brake caliper, resulting in higher heat dissipation efficiency, especially in high-intensity braking scenarios (such as long downhill sections), reducing the risk of brake fade.

[0009] Furthermore, multiple main cooling ribs are fixed between the two friction discs, and multiple auxiliary cooling ribs are arranged between adjacent main cooling ribs. Heat from the friction discs can be transferred to the main and auxiliary cooling ribs, thereby reducing the temperature of the friction discs. The multiple main cooling ribs, spaced circumferentially along the friction discs, divide the space between the two friction discs into multiple sector-shaped regions. The centrifugal force generated during the rotation of the brake discs dissipates the heat within the two brake discs through airflow along these sector-shaped regions. Simultaneously, the central angles of any two radially opposite sector-shaped regions along the brake disc are different, and the reverse extension of the bisector of the central angle of one sector-shaped region is offset from the bisector of the central angle of the other sector-shaped region circumferentially. This means the brake disc has an asymmetrical structure circumferentially, causing its natural frequency to avoid the common operating frequency range. This reduces the risk of brake disc resonance while ensuring heat dissipation performance, thereby reducing noise generation and improving passenger comfort.

[0010] The present invention also discloses a brake disc, wherein multiple auxiliary heat dissipation fins are arranged in a honeycomb array within each sector area, and any two auxiliary heat dissipation fins are spaced apart.

[0011] Using the above technical solution, in the fan-shaped area, multiple auxiliary heat dissipation fins are distributed in a honeycomb array and any two auxiliary heat dissipation fins are spaced apart. The multiple auxiliary heat dissipation fins divide the fan-shaped area into complex fluid channels, ensuring that the airflow can pass through each auxiliary heat dissipation fin when it flows out, thereby carrying away the heat stored on each auxiliary heat dissipation fin. At the same time, the multiple auxiliary heat dissipation fins arranged in a honeycomb pattern can disrupt the sound wave propagation path and reduce the noise transmitted to the passenger cabin during the rotation of the brake disc.

[0012] The present invention also discloses a brake disc, wherein on the inner surfaces of the two friction discs facing each other, there is an inwardly recessed auxiliary heat dissipation groove in the area between two adjacent auxiliary heat dissipation fins.

[0013] By adopting the above technical solution, auxiliary heat dissipation grooves are provided on the inner surfaces of the two friction discs facing each other, which further improves the heat dissipation performance of the two friction discs. Furthermore, the auxiliary heat dissipation grooves do not obstruct the gas flow between two adjacent auxiliary heat dissipation fins.

[0014] The present invention also discloses a brake disc, wherein multiple V-shaped grooves are arranged in an array on the bottom surface of each auxiliary heat dissipation groove.

[0015] By adopting the above technical solution, multiple V-shaped grooves are set on the bottom surface of the auxiliary heat dissipation groove, which increases the surface area of ​​the auxiliary heat dissipation groove and further improves the heat dissipation performance of the two friction discs.

[0016] This invention also discloses a brake disc in which each auxiliary heat dissipation rib and each auxiliary heat dissipation groove within a fan-shaped region has the same cross-section and is a regular hexagon. Furthermore, the cross-section of any auxiliary heat dissipation rib can be translated to coincide with the cross-section of other auxiliary heat dissipation ribs or auxiliary heat dissipation grooves.

[0017] Using the above technical solution, within the fan-shaped area, each auxiliary heat dissipation fin and each auxiliary heat dissipation groove has the same cross-section and is a regular hexagon, so that the auxiliary heat dissipation fins and auxiliary heat dissipation grooves are arranged in a honeycomb grid within the fan-shaped area, which not only ensures good heat dissipation performance of the brake disc, but also effectively isolates noise transmission.

[0018] The present invention also discloses a brake disc, wherein in each sector area, multiple auxiliary heat dissipation ribs are arranged from the inner edge to the outer edge of the friction disc to form multiple rows of auxiliary heat dissipation ribs. The extension line of the line connecting each row of auxiliary heat dissipation ribs intersects the radial extension line of the main heat dissipation rib on one side of the sector area, and the included angle is in the range of 30° to 60°.

[0019] Using the above technical solution, the extended line of each row of auxiliary cooling ribs intersects the radial extension line of the main cooling rib on one side of the fan-shaped area. That is, the multiple auxiliary cooling ribs are not evenly distributed along the circumference of the brake disc, further ensuring that the brake disc is a circumferentially asymmetrical structure, reducing the possibility of brake disc resonance. In addition, the angle between the extended line of each row of auxiliary cooling ribs and the radial extension line of the corresponding main cooling rib is within the range of 30° to 60°, ensuring that the multiple auxiliary cooling ribs are not evenly distributed along the circumference of the brake disc while the auxiliary cooling ribs can be fully arranged in the fan-shaped area.

[0020] The present invention also discloses a brake disc, wherein each main heat dissipation fin is provided with a vibration damping and strengthening component at one end near the outer edge of the friction disc.

[0021] By adopting the above technical solution, the vibration damping and strengthening components set near the outer edge of the friction disc on the main heat dissipation fin further improve the vibration damping effect on the two friction discs.

[0022] This invention also discloses a brake disc, wherein each main heat dissipation fin has a mounting groove at one end near the outer edge of the friction disc, and a vibration damping and strengthening component is embedded in the mounting groove. Furthermore, the vibration damping and strengthening component includes a mass block and an elastic buffer fixed to each other, with the elastic buffer wrapping around the outer surface of the mass block.

[0023] By adopting the above technical solution, the mass distribution of the brake disc in the circumferential direction is changed by the mass block, which further reduces the risk of resonance of the brake disc. At the same time, the elastic buffer can absorb and buffer the vibration between the main heat dissipation fins and the mass block.

[0024] The present invention also discloses a brake disc, each friction disc being made of a high-vanadium ceramic aluminum alloy composite material.

[0025] By employing the above technical solution, the high-vanadium ceramic-aluminum alloy composite material can maintain high mechanical strength and oxidation resistance at high temperatures, effectively preventing brake disc fade during use. Furthermore, brake discs made from this material are lighter, contributing to the overall lightweight design of the vehicle.

[0026] This utility model also discloses a vehicle including any of the above-mentioned brake discs, wherein two friction discs of the brake disc are fixedly connected by a connector, and the connector is connected to the wheel hub of the vehicle. The outer surfaces of the two friction discs, which are opposite to each other, cooperate with the brake caliper.

[0027] By adopting the above technical solution, this vehicle reduces the risk of brake fade during use due to the main and auxiliary heat dissipation fins on the brake disc, especially in high-intensity braking scenarios (such as long downhill slopes), thus improving vehicle safety. At the same time, because the brake disc has an asymmetrical structure in the circumferential direction, the natural frequency of the brake disc avoids the common operating frequency range, thereby reducing the risk of brake disc resonance while ensuring the heat dissipation performance of the brake disc, thereby reducing noise generation and improving the ride comfort of passengers in the vehicle.

[0028] The beneficial effects of this utility model are as follows:

[0029] This utility model discloses a brake disc comprising two friction discs spaced apart and fixed to each other axially. Between the two friction discs are multiple main cooling ribs spaced apart circumferentially on the friction discs. Each main cooling rib extends radially along the friction disc. Axially, each main cooling rib contacts the inner surfaces of the two opposing friction discs, transferring heat from the friction discs to the main cooling ribs, thereby reducing the temperature of the friction discs. Furthermore, any two adjacent main cooling ribs and the inner surfaces of the two opposing friction discs together form a fan-shaped region. The central angles of any two opposing fan-shaped regions along the radial direction of the brake disc are different, and the reverse extension of the bisector of the central angle of one fan-shaped region is offset from the bisector of the central angle of the other fan-shaped region circumferentially. That is, the brake disc has an asymmetrical structure circumferentially, causing its natural frequency to avoid the common operating frequency range. This reduces the risk of brake disc resonance while ensuring heat dissipation performance, thereby reducing noise generation and improving passenger comfort.

[0030] Furthermore, multiple columnar auxiliary cooling ribs are spaced apart in each sector area. Along the axial direction of the brake disc, each auxiliary cooling rib is connected at both ends along its length to the inner surfaces of the two friction discs facing each other, further improving the heat dissipation performance of the brake disc. Attached Figure Description

[0031] Figure 1 A schematic diagram of the brake disc structure is provided for an embodiment of this utility model;

[0032] Figure 2 A partially enlarged schematic diagram of a sector-shaped region of the two friction discs of the brake disc is provided for an embodiment of this utility model;

[0033] Figure 3 A partially enlarged schematic diagram of the auxiliary heat dissipation fins and auxiliary heat dissipation grooves of the brake disc is provided for embodiments of this utility model;

[0034] Figure 4 A side view of a brake disc with a main heat dissipation fin and two friction discs is provided for an embodiment of this utility model.

[0035] Explanation of reference numerals in the attached figures:

[0036] 100. Brake disc; 110. Friction disc; 120. Main cooling fin; 121. Assembly slot; 130. Auxiliary cooling fin;

[0037] 140. Auxiliary heat dissipation groove; 141. V-shaped groove; 150. Vibration damping and reinforcement component;

[0038] 200. Connectors. Detailed Implementation

[0039] As mentioned in the background section, in existing technologies, multiple ventilation holes are typically evenly distributed around the circumference of the brake disc. The centrifugal force generated during the high-speed rotation of the brake disc is used to expel heat from the disc through these holes via airflow. However, during braking, the brake disc not only needs to withstand thermal stress, but also, under conditions of maximum angular acceleration, may experience high-frequency vibrations, especially resonance with other vehicle components. This not only affects passenger comfort but may also generate noise and potentially adversely impact the performance and lifespan of the braking system.

[0040] To address this, the present invention provides a brake disc comprising two friction discs spaced apart and fixed to each other. Multiple main cooling ribs are fixed between the two friction discs and spaced apart along the circumference of the friction discs. Each main cooling rib extends radially along the friction disc. Any two adjacent main cooling ribs, along with the opposing inner surfaces of the two friction discs, together form a fan-shaped region. Multiple columnar auxiliary cooling ribs are spaced apart within each fan-shaped region. The central angles of any two fan-shaped regions opposite each other along the radial direction of the brake disc are different. The reverse extension of the bisector of the central angle of one fan-shaped region is offset from the bisector of the central angle of the other fan-shaped region in the circumference of the brake disc. This causes the natural frequency of the brake disc to avoid the common operating frequency range, thereby reducing the risk of brake disc resonance while ensuring the heat dissipation performance of the brake disc, thus reducing noise generation and improving the ride comfort of passengers in the vehicle.

[0041] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0042] like Figure 1 As shown, this embodiment provides a brake disc 100, which can be used in vehicles, high-speed trains, and bullet trains. Taking a vehicle as an example, this brake disc 100 includes two friction discs 110 that are spaced apart from each other axially and fixed to each other. Each friction disc 110 is annular. The two friction discs 110 can be connected by a connector 200. Specifically, the connector 200 can include a sleeve and a connecting flange commonly used in the art. The inner rings of the two friction discs 110 are fitted onto the outer circumference of the sleeve, and then the two friction discs 110 are fixed using the connecting flange. Of course, the specific structure of the connector 200 is not limited to the structure in the above embodiment; it can also be a connecting ring and a disc catch, with the two friction discs 110 fixed to the connecting ring by corresponding disc catches. This embodiment does not limit this to a single structure.

[0043] This brake disc 100 has two friction discs 110. The outer surfaces of the two friction discs 110, which are opposite to each other, are subjected to force simultaneously, resulting in a uniform distribution of braking force and reducing excessive wear on one side of the friction disc 110. Furthermore, the pair of friction discs 110 increases the contact area with the brake caliper, resulting in higher heat dissipation efficiency, especially in high-intensity braking scenarios (such as long downhill sections), reducing the risk of brake fade.

[0044] More specifically, each friction disc 110 can be made of high-vanadium ceramic-aluminum alloy composite material. Because this material maintains high mechanical strength and oxidation resistance at high temperatures, it effectively prevents thermal fade of the brake disc 100 during use. Furthermore, brake discs 100 made of this material are lighter, contributing to the lightweight design of the entire vehicle. Of course, the friction disc 110 can also be made of copper-based composite materials (such as copper mixed with aluminum oxide, silicon carbide, etc.), carbon composite materials, etc., and this embodiment does not limit this to a single material.

[0045] To improve the heat dissipation performance of the two friction discs 110, in this embodiment, a plurality of main heat dissipation ribs 120 are fixed between the two friction discs 110 at circumferential intervals. Each main heat dissipation rib 120 extends radially along the friction disc 110. Axially, each main heat dissipation rib 120 is in contact with the opposing inner surfaces of the two friction discs 110. Specifically, the main heat dissipation rib 120 can be integrally formed with the two friction discs 110, and the material of the main heat dissipation rib 120 is the same as that of the two friction discs 110. This allows heat to be transferred from the friction discs 110 to the main heat dissipation ribs 120, thereby reducing the temperature of the friction discs 110.

[0046] Furthermore, any two adjacent main cooling fins 120 and the inner surfaces of the two friction discs 110 facing each other together form a fan-shaped region. The centrifugal force generated during the rotation of the brake disc 100 dissipates heat from the two brake discs 100 through airflow along multiple fan-shaped regions. It should be noted that the reverse extension of the bisector of the central angle of each fan-shaped region passes through the center of the friction disc 110. However, the central angles of any two radially opposite fan-shaped regions along the brake disc 100 are different (e.g., ...). Figure 1 The included angles a and b shown in the figure, and the reverse extension of the bisector of the central angle of one of the sector regions (as shown in the figure) Figure 1 (as shown by the dashed line in the image) and the bisector of the central angle of another sector (as shown by the dashed line in the image) Figure 1 (As shown by the dotted line in the figure) The brake disc 100 is circumferentially offset, that is, the brake disc 100 has an asymmetrical structure in the circumferential direction. This makes the natural frequency of the brake disc 100 avoid the common operating frequency range, thereby reducing the risk of resonance of the brake disc 100 while ensuring the heat dissipation performance of the brake disc 100, thereby reducing the generation of noise and improving the riding comfort of passengers in the vehicle.

[0047] Specifically, taking the example of six main heat dissipation ribs 120 spaced circumferentially between two friction discs 110, the six main heat dissipation ribs 120 divide the inner surfaces of the two friction discs 110 facing each other into six sector regions. The central angles of the six sector regions can be 70°, 55°, 45°, 50°, 80° and 60° respectively. The central angles of the two radially opposite sector regions of the brake disc 100 are 70° and 50°, or 55° and 80°. At the same time, the reverse extension line of the bisector of the central angle of one sector region is offset from the bisector of the central angle of the other sector region in the circumferential direction of the brake disc 100, ensuring that the brake disc 100 is not a symmetrical structure in any circumferential direction. Of course, the number of main heat dissipation ribs 120 is not limited to six, but can also be four, seven, eight or other numbers. The central angle between any two adjacent main heat dissipation ribs 120 is designed according to the specific modal analysis, and this embodiment does not make specific limitations on this.

[0048] Furthermore, multiple columnar auxiliary cooling ribs 130 are spaced apart within each sector area. Along the axial direction of the brake disc 100, each auxiliary cooling rib 130 has its two ends connected to the opposing inner surfaces of the two friction discs 110 at their respective ends along its length. The multiple auxiliary cooling ribs 130 within the sector area further improve the heat dissipation performance of the brake disc 100. It should be noted that each sector area can have two, four, seven, twelve, sixteen, or other numbers of auxiliary cooling ribs 130; this embodiment does not impose a specific limitation on this.

[0049] More specifically, within each sector area, multiple auxiliary heat dissipation fins 130 are arranged in a honeycomb array, and any two auxiliary heat dissipation fins 130 are spaced apart. The multiple auxiliary heat dissipation fins 130 divide the sector area into complex fluid channels, ensuring that the airflow can pass through each auxiliary heat dissipation fin 130 when it flows out, thereby carrying away the heat stored on each auxiliary heat dissipation fin 130. At the same time, the honeycomb arrangement of multiple auxiliary heat dissipation fins 130 can disrupt the sound wave propagation path and reduce the noise transmitted to the passenger cabin by the brake disc 100 during rotation.

[0050] like Figure 2 As shown, within each fan-shaped region, multiple auxiliary heat dissipation fins 130 are arranged from the inner edge to the outer edge of the friction disk 110, forming multiple rows of auxiliary heat dissipation fins 130. The extended line connecting each row of auxiliary heat dissipation fins 130 intersects the radial extension line of the main heat dissipation fin 120 on one side of the fan-shaped region, so as to... Figure 2 Taking the auxiliary heat dissipation fins 130 on the left side as an example, it is similar to... Figure 2The radial extension lines of the main heat dissipation ribs 120 on the left side of the central fan-shaped area intersect, and the included angle c is within the range of 30° to 60°. That is, the multiple auxiliary heat dissipation ribs 130 are not evenly distributed along the circumference of the brake disc 100, which further ensures that the brake disc 100 is a circumferentially asymmetrical structure, reducing the possibility of resonance of the brake disc 100. In addition, the included angle c between the extension line of each row of auxiliary heat dissipation ribs 130 and the radial extension line of the corresponding main heat dissipation ribs 120 can be 30°, 35°, 40°, 50°, 60° or any other angle within the above range, ensuring that the multiple auxiliary heat dissipation ribs 130 are not evenly distributed along the circumference of the brake disc 100, provided that the auxiliary heat dissipation ribs 130 can be fully arranged in the fan-shaped area.

[0051] It should be noted that if the angle c between the extended line of each row of auxiliary heat dissipation fins 130 and the radial extension line of the corresponding main heat dissipation fin 120 is less than 30°, the multiple auxiliary heat dissipation fins 130 may be approximately uniformly distributed along the circumference of the friction disk 110 within the fan-shaped area, which may not effectively change the resonant frequency of the friction disk 110. If the angle c between the extended line of each row of auxiliary heat dissipation fins 130 and the radial extension line of the corresponding main heat dissipation fin 120 is greater than 60°, the number of auxiliary heat dissipation fins 130 within the fan-shaped area will be relatively small, resulting in poor heat dissipation within the friction disk 110.

[0052] Furthermore, such as Figure 3 As shown, in this embodiment, on the inner surfaces of the two friction discs 110 facing each other, there is an inwardly recessed auxiliary heat dissipation groove 140 in the area between two adjacent auxiliary heat dissipation fins 130, which further improves the heat dissipation performance of the two friction discs 110, and the auxiliary heat dissipation groove 140 does not obstruct the gas flow between the two adjacent auxiliary heat dissipation fins 130.

[0053] Specifically, within the fan-shaped region, each auxiliary heat dissipation rib 130 and each auxiliary heat dissipation groove 140 has the same cross-section and is a regular hexagon. Furthermore, the cross-section of any auxiliary heat dissipation rib 130 can be translated to coincide with the cross-section of other auxiliary heat dissipation ribs 130 or auxiliary heat dissipation grooves 140, so that the auxiliary heat dissipation ribs 130 and auxiliary heat dissipation grooves 140 are arranged in a honeycomb grid within the fan-shaped region, which not only ensures good heat dissipation performance of the brake disc 100, but also effectively isolates noise transmission. It should be noted that the cross-section of each auxiliary heat dissipation fin 130 and each auxiliary heat dissipation groove 140 is not limited to a regular hexagon, but can also be a regular square, a regular pentagon, or other shapes. Furthermore, the auxiliary heat dissipation structures in different sector regions can be the same. For example, the auxiliary heat dissipation fins 130 and auxiliary heat dissipation grooves 140 in two sector regions can have the same cross-section and be regular hexagonal. Alternatively, the auxiliary heat dissipation structures in different sector regions can be different. For example, the auxiliary heat dissipation fins 130 and auxiliary heat dissipation grooves 140 in two sector regions can both have a regular hexagonal cross-section. However, the cross-section of the auxiliary heat dissipation fins 130 and auxiliary heat dissipation grooves 140 in one sector region can be larger than the cross-section of the auxiliary heat dissipation fins 130 and auxiliary heat dissipation grooves 140 in the other sector region. The specific design can be based on the modal analysis of the brake disc 100, and this embodiment does not impose specific limitations on this.

[0054] At the same time, such as Figure 2 As shown, each auxiliary heat dissipation groove 140 has multiple V-shaped grooves 141 arranged in an array on its bottom surface. For example, twenty, thirty-three, fifty-six, or other numbers of V-shaped grooves 141 can be provided on the bottom surface of the auxiliary heat dissipation groove 140. The multiple V-shaped grooves 141 increase the surface area of ​​the auxiliary heat dissipation groove 140, further improving the heat dissipation performance of the two friction discs 110. Of course, the bottom surface of each auxiliary heat dissipation groove 140 can also be provided with grooves of other shapes, such as wavy or grid-like grooves, or the bottom surface of each auxiliary heat dissipation groove 140 can be set as a flat, smooth surface. This embodiment does not limit this to a single type.

[0055] like Figure 4 As shown, in this embodiment, each main heat dissipation fin 120 is provided with a vibration damping and strengthening component 150 at one end near the outer edge of the friction disk 110, which further improves the vibration damping effect on the two friction disks 110.

[0056] Specifically, each main heat dissipation fin 120 has a mounting groove 121 at one end near the outer edge of the friction disc 110, and the vibration damping reinforcement component 150 is embedded in the mounting groove 121. Furthermore, the vibration damping reinforcement component 150 includes a mass block and an elastic buffer that are fixed to each other. The elastic buffer wraps around the outer surface of the mass block, changing the circumferential mass distribution of the brake disc 100 through the mass block, further reducing the risk of resonance in the brake disc 100. Simultaneously, the elastic buffer can absorb and buffer the vibration between the main heat dissipation fin 120 and the mass block. It should be noted that the mass block can be made of an alloy material (e.g., composite steel), while the elastic buffer is made of a high-damping material (e.g., rubber).

[0057] Of course, the structure of the vibration damping and strengthening component 150 is not limited to the mass block and elastic buffer in the above embodiment. In another alternative embodiment, the vibration damping and strengthening component 150 includes a buckle adapted to the end of the main heat dissipation rib 120. Furthermore, the inner surface of the buckle that is adapted to the end of the main heat dissipation rib 120 is provided with a vibration damping pad. The buckle is directly snapped onto the end of the main heat dissipation rib 120. Therefore, regarding the specific structure of the vibration damping and strengthening component 150, those skilled in the art can design it according to the actual situation and specific needs. This embodiment does not limit it to a single structure.

[0058] An embodiment of this utility model also discloses a vehicle including any of the above-described brake discs 100, wherein two friction discs 110 of the brake disc 100 are fixedly connected by a connector 200, and the connector 200 is connected to the wheel hub of the vehicle. The outer surfaces of the two friction discs 110, which are opposite to each other, cooperate with the brake caliper.

[0059] This type of vehicle, thanks to the main cooling fins 120 and auxiliary cooling fins 130 on the brake disc 100, rapidly reduces the temperature of the brake disc 100, thereby reducing the risk of brake fade during use, especially in high-intensity braking scenarios (such as long downhill sections), thus improving vehicle safety. At the same time, because the brake disc 100 has an asymmetrical structure in the circumferential direction, its natural frequency avoids the common operating frequency range, thereby reducing the risk of resonance of the brake disc 100 while ensuring its heat dissipation performance, thus reducing noise generation and improving the ride comfort of passengers.

[0060] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to that embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. In order to provide a deep understanding of this utility model, many specific details are included in the above description, and this utility model may also be implemented without using these details. In addition, in order to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0061] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0062] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model 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. Therefore, they should not be construed as limitations on the utility model.

[0063] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0064] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0065] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A brake disc, characterized in that, It includes two friction discs that are axially spaced apart from each other and fixed to each other, each friction disc being annular; wherein, A plurality of main heat dissipation ribs are fixed between the two friction discs, spaced circumferentially. Each main heat dissipation rib extends radially along the friction disc. Axially, each main heat dissipation rib connects to the opposing inner surfaces of the two friction discs. Any two adjacent main heat dissipation ribs and the opposing inner surfaces of the two friction discs together form a fan-shaped region. The central angles of any two opposing fan-shaped regions radially opposite to each other are different. Furthermore, the reverse extension of the bisector of the central angle of one fan-shaped region is offset from the bisector of the central angle of the other fan-shaped region circumferentially from the brake disc. Multiple columnar auxiliary heat dissipation ribs are spaced apart within each of the fan-shaped regions. Along the axial direction of the brake disc, each of the auxiliary heat dissipation ribs has its two ends connected to the inner surfaces of the two friction discs facing each other.

2. The brake disc as described in claim 1, characterized in that, Within each of the fan-shaped regions, a plurality of auxiliary heat dissipation fins are arranged in a honeycomb-like array, and any two auxiliary heat dissipation fins are spaced apart.

3. The brake disc as described in claim 2, characterized in that, On the inner surfaces of the two friction discs facing each other, there are inwardly recessed auxiliary heat dissipation grooves in the area between two adjacent auxiliary heat dissipation fins.

4. The brake disc as described in claim 3, characterized in that, Each of the auxiliary heat dissipation grooves has multiple V-shaped grooves arranged in an array on its bottom surface.

5. The brake disc as described in claim 3, characterized in that, Within the fan-shaped region, each of the auxiliary heat dissipation fins and each of the auxiliary heat dissipation grooves has the same cross-section and is a regular hexagon; and, The cross-section of any one of the auxiliary heat dissipation fins can be translated so that it coincides with the cross-section of other auxiliary heat dissipation fins or auxiliary heat dissipation grooves.

6. The brake disc as described in claim 2, characterized in that, Within each of the fan-shaped regions, multiple auxiliary heat dissipation ribs are arranged from the inner edge to the outer edge of the friction disk, forming multiple rows of auxiliary heat dissipation ribs. The extended line of the line connecting each row of auxiliary heat dissipation ribs intersects the radial extension line of the main heat dissipation rib on one side of the fan-shaped region, and the included angle is within the range of 30° to 60°.

7. The brake disc according to any one of claims 1-6, characterized in that, Each of the main heat dissipation fins is provided with a vibration damping and strengthening component at one end near the outer edge of the friction disc.

8. The brake disc as described in claim 7, characterized in that, Each of the main heat dissipation fins has a mounting groove at one end near the outer edge of the friction disc, and the vibration damping and strengthening component is embedded in the mounting groove; and... The vibration damping and strengthening assembly includes a mass block and an elastic buffer that are fixed to each other, with the elastic buffer wrapped around the outer surface of the mass block.

9. The brake disc according to any one of claims 1-6, characterized in that, Each of the friction discs is made of a high-vanadium ceramic aluminum alloy composite material.

10. A vehicle, characterized in that, The brake disc includes the brake disc as described in any one of claims 1 to 9, wherein the two friction discs of the brake disc are fixedly connected by a connector, and the connector is connected to the wheel hub of the vehicle. The outer surfaces of the two friction discs, which are opposite to each other, engage with the brake calipers.

Images