Water-cooling and air-cooling combined heat dissipation type double-brake system and brake control method

Abstract

The invention discloses a water-cooling and air-cooling combined heat dissipation type double-brake system and a brake control method, and the brake system comprises brake discs arranged corresponding to wheels; the two brake execution assemblies are arranged on the two sides of the brake disc correspondingly, each brake execution assembly is provided with a plurality of brake pad sets arranged in the circumferential direction of the brake disc, and the brake pad sets are driven by hydraulic assistance generated by a hydraulic booster to be pressed on the surface of the brake disc so as to execute the braking action; a heat dissipation air opening penetrating through the inside and the outside is formed in the brake execution assembly; the double-atomization assembly is borne by the brake execution assemblies and used for supplying wind power and atomized water into the brake execution assemblies; the double-atomization assembly comprises a mounting shell sleeve; the atomizing nozzle is connected with a high-pressure water pump; a high-speed fan; a temperature sensor; and a main controller. The braking force can be greatly increased, the braking effect is improved, heat dissipation is uniform, and the excellent heat dissipation effect is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to a water-cooled and air-cooled combined heat dissipation dual braking system and a braking control method. Background Art

[0002] The braking system is an important guarantee for the safe driving of vehicles. It locks the wheels to make them not easy to rotate, so as to achieve the purpose of braking. The brake module is the main execution component of the braking system. At present, the brake module mainly has two forms: disc brakes and drum brakes. Disc brakes use calipers to clamp the brake discs to achieve braking, while drum brakes usually use brake shoes to squeeze the inner wall of the brake drum to achieve braking. Drum brakes are widely used in heavy vehicles such as trucks and lorries due to their large braking force and low cost. However, since drum brakes are usually of a closed structure, heat will be too high during long-term braking, and even cause the tires to smoke and catch fire in severe cases, such as when going down a long slope. Although disc brakes are of an open structure and have better heat dissipation effect, their braking force is smaller and the cost is higher than that of drum brakes. Therefore, they are not suitable for the braking requirements of heavy vehicles. Therefore, it has become an urgent problem to have high braking force, low cost and good heat dissipation effect at the same time. Summary of the Invention

[0003] In order to overcome the deficiencies of the prior art, the purpose of the present invention is to provide a water-cooled and air-cooled combined heat dissipation dual braking system and a braking control method, which have the advantages of high braking force, low cost and good heat dissipation effect.

[0004] The purpose of the present invention is achieved by the following technical solutions: According to the first aspect of the embodiments of the present disclosure, a water-cooled and air-cooled combined heat dissipation dual braking system is provided, including: Brake discs corresponding to each wheel, and the brake discs are synchronously driven and connected to the wheel hubs; Two sets of brake execution components respectively arranged on both sides of the brake discs for applying frictional force to the brake discs to form braking. Two sets of brake execution components are respectively arranged on both sides of each brake disc, and the two sets of brake execution components are relatively closely combined to form an integral structure. The brake execution component has multiple sets of brake pad groups arranged circumferentially around the brake disc. The brake pad groups are driven by hydraulic assistance generated by a hydraulic booster to be pressed tightly on the surface of the brake disc to execute the braking action, and the brake execution component is provided with heat dissipation air vents penetrating inside and outside; A dual atomization component carried on each brake execution component for supplying wind and atomized water into the brake execution component; Wherein, the dual atomization component includes: An installation shell sleeve connected to the inside of the brake execution component; The atomizing nozzle carried by the installation housing sleeve, the atomizing nozzle is connected with a high-pressure water pump, and the high-pressure water pump is used to pump the water in the vehicle water tank to the atomizing nozzle to form atomized water through the atomizing nozzle; The high-speed fan arranged in the installation housing sleeve is used to supply high-speed air flow carrying atomized water into the brake execution assembly; The temperature sensor is used to detect the real-time temperature value of the brake pad group; and, The main controller is used to control the start of the high-pressure water pump and the high-speed fan when the real-time temperature value is greater than the high-temperature threshold, and control the shutdown of the high-pressure water pump and the high-speed fan when the real-time temperature value is less than the normal-temperature threshold.

[0005] To implement the above technical solution, during braking, hydraulic assistance is provided to the brake execution assembly through the hydraulic booster, and each brake pad group is driven by the hydraulic assistance to simultaneously press against the brake disc. Friction is generated between the brake pad group and the brake disc to form braking. Since the brake pad group is arranged circumferentially around the brake disc, multiple brake braking surfaces can be evenly formed on the entire surface of the brake disc, greatly increasing the braking force and improving the braking effect; and due to the provision of the heat dissipation air vents, air convection can be enabled during the driving of the vehicle to dissipate heat from the brake pad group, and then the heat generated by braking is discharged from other heat dissipation air vents. At the same time, the real-time temperature value of the brake pad group is collected by the temperature sensor and fed back to the main controller. The main controller compares the real-time temperature value with the high-temperature threshold and the low-temperature threshold. When the real-time temperature value is greater than the high-temperature threshold, it indicates that the temperature of the brake pad group is too high, and it is difficult to perform effective braking only through the heat dissipation air vents. For example, in the case of long downhill or steep slopes where long-term braking is required, at this time, the main controller controls the start of the high-pressure water pump and the high-speed fan. The high-pressure water pump pumps the water in the water tank into the atomizing nozzle, and after being sprayed out by the atomizing nozzle, it forms atomized water vapor. The high-speed fan blows high-speed air flow into the brake execution assembly and carries the atomized water into the interior of the brake execution assembly to be evenly dispersed on the brake pad group and the brake disc, thereby further dissipating heat from the brake pad group and the brake disc, effectively improving the heat dissipation effect. The high temperature of the brake pad group and the brake disc will cause the atomized water to vaporize and will not remain on the brake pad group and the brake disc, thereby effectively preventing the occurrence of rust and other situations; and when braking is cancelled and the temperature of the brake pad group drops to the real-time temperature value less than the normal-temperature threshold, that is, the heat dissipation requirement can be met through the heat dissipation air vents, at this time, the main controller controls the high-pressure water pump and the high-speed fan to shut down, reducing the consumption of electric energy and water.

[0006] In some exemplary embodiments, the installation housing sleeve is further connected with a horn-shaped air gathering cover, and the air gathering cover is fixed to the vehicle frame and the opening faces the vehicle head.

[0007] To implement the above technical solution, the airflow can be gathered through the air gathering hood during the driving of the vehicle, thereby increasing the amount of air supplied to the brake actuator. At the same time, the airflow can also drive the blades of the high-speed fan to rotate to a certain extent, saving the electric energy consumed by the high-speed fan. When the high-speed airflow is supplied to the brake actuator, a certain pressure difference will be formed between the inside and outside of the brake actuator, so that the airflow can circulate to a certain extent in the brake actuator, further improving the heat dissipation effect.

[0008] In some exemplary embodiments, the high-pressure water pump and the high-speed blower are further connected to a manual control switch for manually controlling the high-pressure water pump and the high-speed blower to turn on.

[0009] To implement the above technical solution, the driver can manually control the opening of the high-pressure water pump and the high-speed fan through the manual control switch according to the actual vehicle conditions and road conditions. For example, when it is judged that a long slope is about to be descended, the high-pressure water pump and the high-speed fan can be controlled to open in advance through the manual control switch, so that effective heat dissipation can be carried out in advance during braking, reducing overheating and damage to the brake pad group and brake disc.

[0010] In some exemplary embodiments, the brake actuation assembly includes: A brake mounting cylinder body is fixedly mounted on a vehicle bridge frame, wherein a plurality of hydraulic drive chambers are arranged in the brake mounting cylinder body in a circumferential direction corresponding to the brake disc, and the hydraulic drive chambers are connected to the hydraulic booster to accommodate brake oil input from the hydraulic booster, and the brake mounting cylinder body is provided with a plurality of heat dissipation vents on the outside of the hydraulic drive chambers; A piston power member with a sliding seal disposed in each of the hydraulic drive chambers is used to receive the hydraulic boost injected by the hydraulic booster to generate braking power; The brake pad group is arranged corresponding to each of the hydraulic drive chambers and is slidingly assembled in the brake mounting cylinder. The brake pad group is driven and connected to the piston power component and is driven by the brake power generated by the piston power component to press against the brake disc to form braking.

[0011] To implement the above technical solution, after installation, the brake execution assembly is fixed on the vehicle bridge and located on both sides of the brake disc, and the brake installation cylinder body on the side close to the wheel does not contact the wheel hub, so it will not affect the normal driving of the vehicle; when braking, the hydraulic booster is triggered to work, and the hydraulic booster injects brake fluid into the hydraulic drive cavity to form a brake boost, thereby driving the piston power member to act, driving each brake pad group to move outward synchronously until it presses against the brake disc, and then the brake action can be executed. Since the brake pad group and the hydraulic drive cavity are arranged circumferentially around the brake disc, multiple brake braking surfaces can be evenly formed on the entire surface of the brake disc, greatly increasing the braking force and improving the braking effect. And because multiple groups of brake pad groups apply force to the brake disc evenly, the wear of the brake disc and the brake pad group is smaller during each braking, which can effectively extend the service life and reduce the cost and time of maintenance; at the same time, since a number of through heat dissipation air vents are arranged outside the hydraulic drive cavity, during the driving of the vehicle, air convection can enter the brake installation cylinder body through the heat dissipation air vents to dissipate heat from the brake pad group, and then discharge the heat generated by braking from other heat dissipation air vents, thereby forming an effective heat dissipation effect.

[0012] In some exemplary embodiments, a number of guiding and supporting blocks are provided in the brake installation cylinder body, and an accommodating space for accommodating the brake pad group is formed between adjacent guiding and supporting blocks, and the brake pad group is slidably assembled on the guiding and supporting blocks.

[0013] To implement the above technical solution, by setting the guiding and supporting blocks, on the one hand, the overall structural strength of the brake installation cylinder body can be improved, and a stress point can be provided for the deflection force generated by friction during braking, and on the other hand, the brake pad group can slide stably.

[0014] In some exemplary embodiments, the piston power member includes: A piston body for receiving hydraulic boost; and, A number of sealing rings sleeved on the piston body, the sealing rings elastically press against the inner wall of the hydraulic drive cavity, and can form elastic deformation to drive the piston body to reset when the hydraulic boost of the hydraulic booster is cancelled.

[0015] To implement the above technical solution, the piston body is a rigid member, which can provide a stable pressure for the brake pad group, and the sealing ring can provide a reset elastic force for the brake pad group while ensuring sufficient sealing performance, so as to cancel the brake action.

[0016] In some exemplary embodiments, the brake pad group includes: A pressure-bearing fixed plate slidably assembled on the guiding and supporting blocks, the pressure-bearing fixed plate is fixedly connected to one end of the piston body; and, A number of brake pads detachably connected to the pressure-bearing fixed plate.

[0017] To implement the above technical solution, the pressure-bearing fixed plate can receive the driving force provided by the piston body and provide an installation foundation for the brake pads. The brake pads are used to press against the brake disc for friction to form a braking action. Since the brake pads are detachably connected to the pressure-bearing fixed plate, when the brake pads are worn to a certain extent, they can be directly disassembled and replaced, further reducing the maintenance cost.

[0018] In some exemplary embodiments, guide ribs are formed on both sides of the guide support block, and guide grooves adapted to the guide ribs are provided on the pressure-bearing fixed plate, and the guide ribs are slidably engaged with the guide grooves.

[0019] To implement the above technical solution, the sliding connection of the pressure-bearing fixed plate is achieved through the cooperation of the guide ribs and the guide grooves.

[0020] In some exemplary embodiments, a number of insertion holes are formed on the pressure-bearing fixed plate, and a number of insertion posts adapted to the insertion holes are provided on the brake pads.

[0021] To implement the above technical solution, the detachable installation of the brake pads is achieved by inserting the insertion posts into the insertion holes.

[0022] According to the second aspect of the embodiments of the present disclosure, a brake control method is provided. The method is implemented based on the dual-brake system as described in the first aspect, and includes: Real-time obtaining the real-time temperature value of the brake pad group, and comparing the real-time temperature value with a high-temperature threshold and a normal-temperature threshold; If the real-time temperature value is greater than the high-temperature threshold, controlling the high-pressure water pump and the high-speed blower to start; If the real-time temperature value is less than the normal-temperature threshold, controlling the high-pressure water pump and the high-speed blower to close.

[0023] To implement the above technical solution, the start and stop of the high-pressure water pump and the high-speed blower are adaptively controlled, effectively improving the brake heat dissipation effect during driving.

[0024] In summary, compared with the prior art, the present invention has the following beneficial effects: In an embodiment of the present invention, by providing a water-cooled and air-cooled combined heat dissipation dual-brake system and a brake control method, when braking, hydraulic assistance is provided to a brake execution assembly through a hydraulic booster. Each brake pad group is driven by the hydraulic assistance and simultaneously pressed against the brake disc, and a frictional force is generated between the brake pad group and the brake disc to form braking. Since the brake pad group is circumferentially arranged around the brake disc, a plurality of brake braking surfaces can be uniformly formed on the entire surface of the brake disc, greatly increasing the braking force and improving the braking effect. And due to the provision of heat dissipation air vents, during the driving of the vehicle, air convection can be enabled to dissipate heat from the brake pad group, and the heat generated by braking is discharged from other heat dissipation air vents. At the same time, the real-time temperature value of the brake pad group is collected by a temperature sensor and fed back to the main controller. The main controller compares the real-time temperature value with a high temperature threshold and a low temperature threshold. When the real-time temperature value is greater than the high temperature threshold, it indicates that the temperature of the brake pad group is too high, and it is difficult to perform effective braking only through the heat dissipation air vents. For example, in the case of long downhill or steep slopes where long-term braking is required, at this time, the main controller controls the high-pressure water pump and the high-speed fan to start. The high-pressure water pump pumps water from the water tank into the atomizing nozzle, and after being sprayed by the atomizing nozzle, it forms atomized water vapor, and the high-speed fan blows high-speed air into the brake execution assembly and carries the atomized water to be evenly dispersed on the brake pad group and the brake disc inside the brake execution assembly, thereby further dissipating heat from the brake pad group and the brake disc, effectively improving the heat dissipation effect. And the high temperature of the brake pad group and the brake disc will cause the atomized water to vaporize and will not remain on the brake pad group and the brake disc, thereby effectively preventing the occurrence of rust and other situations. And when the braking is cancelled and the temperature of the brake pad group drops to the real-time temperature value is less than the normal temperature threshold, that is, the heat dissipation demand can be met through the heat dissipation air vents. At this time, the main controller controls the high-pressure water pump and the high-speed fan to close, reducing the consumption of electric energy and water. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic structural diagram of a water-cooled and air-cooled combined heat dissipation dual-brake system in an embodiment of the present invention.

[0026] Figure 2 It is an exploded schematic diagram of a water-cooled and air-cooled combined heat dissipation dual-brake system in an embodiment of the present invention.

[0027] Figure 3 It is a schematic connection structure diagram of a dual-atomization component and a gas gathering cover in an embodiment of the present invention.

[0028] Figure 4 It is a control structure diagram of a dual-atomization component in an embodiment of the present invention.

[0029] Figure 5 It is a schematic structural diagram of a brake execution assembly in an embodiment of the present invention.

[0030] Figure 6This is an exploded view of the brake execution assembly in the embodiment of the present invention.

[0031] Figure 7 This is a layout schematic diagram of the brake system in a specific example of the embodiment of the present invention.

[0032] The corresponding component names represented by the numbers and letters in the figure: 10. Brake disc; 11. Wheel hub; 20. Brake execution assembly; 21. Brake mounting cylinder block; 211. Hydraulic drive chamber; 212. Heat dissipation air vent; 213. Guide support block; 214. Guide rib; 215. Mounting boss; 216. Connecting boss; 217. Connecting groove; 218. Connecting lug; 219. Locking attachment hole; 22. Piston power component; 221. Piston body; 222. Sealing ring; 23. Brake pad group; 231. Pressure-bearing fixed plate; 232. Brake pad; 233. Guide groove; 234. Insertion hole; 235. Insertion column; 24. Vehicle speed sensor; 30. Vehicle bridge; 40. Dual atomization assembly; 41. Mounting shell sleeve; 42. Atomizing nozzle; 43. High-pressure water pump; 44. High-speed fan; 45. Temperature sensor; 46. Main controller; 47. Air gathering hood; 48. Manual control switch; 50. Anti-lock controller. Detailed implementation manners

[0033] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0034] As Figures 1 to 7 shown, in the first aspect of the embodiment of the present invention, a water-cooled and air-cooled combined heat dissipation dual brake system is provided, including: a brake disc 10 corresponding to each wheel, and the brake disc 10 is synchronously and drivingly connected to the wheel hub 11; two groups of brake execution assemblies 20 respectively arranged on both sides of the brake disc 10 for applying a frictional force to the brake disc 10 to form braking. Two groups of brake execution assemblies 20 are respectively arranged on both sides of each brake disc 10. The two groups of brake execution assemblies 20 are relatively closely combined to form an integral structure. The brake execution assembly 20 has multiple groups of brake pad groups 23 arranged circumferentially around the brake disc 10. The brake pad group 23 is driven by the hydraulic boost generated by the hydraulic booster to be pressed tightly against the surface of the brake disc 10 to execute the braking action, and the brake execution assembly 20 is provided with a heat dissipation air vent 212 penetrating inside and outside; and, a dual atomization assembly 40 carried on each brake execution assembly 20 for supplying wind and atomized water into the brake execution assembly 20.

[0035] Specifically, the brake disc 10 can be assembled and fixed to the wheel hub 11 by means of bolt connection. A connecting flange is provided on the wheel hub 11 for locking and fixing with the wheel. The wheel hub 11 is used for assembling with the vehicle main shaft to drive the wheel to rotate. It can be understood that a brake disc 10 and a brake execution assembly 20 are correspondingly arranged on each wheel hub 11.

[0036] The brake execution assembly 20 includes: a brake installation cylinder block 21 sleeved and fixed on the vehicle bridge 30. A number of hydraulic drive chambers 211 are circumferentially arranged in the brake installation cylinder block 21 corresponding to the brake disc 10. The hydraulic drive chambers 211 are connected to a hydraulic booster to accommodate the brake oil input from the hydraulic booster. And a number of the heat dissipation air vents 212 are provided on the brake installation cylinder block 21 outside the hydraulic drive chambers 211; a piston power member 22 slidably and sealingly arranged in each hydraulic drive chamber 211, which is used to receive the hydraulic boost injected by the hydraulic booster to form a braking force; a brake pad group 23 is correspondingly arranged for each hydraulic drive chamber 211 and is slidably assembled in the brake installation cylinder block 21. The brake pad group 23 is drivingly connected to the piston power member 22 and is driven by the braking force formed by the piston power member 22 to be pressed against the brake disc 10 to form a brake.

[0037] It can be understood that the structures of the two groups of brake execution assemblies 20 are basically the same, only slightly different in shape. A mating connection boss 216 and a connection groove 217 are provided between the brake installation cylinder blocks 21 of the two groups of brake execution assemblies 20. The two groups of brake execution assemblies 20 are relatively buckled by engaging the connection boss 216 and the connection groove 217 with each other, and the connection stability of the two groups of brake execution modules can be improved; and the hydraulic drive chambers 211 of one of the brake execution assemblies 20 protrude from the brake installation cylinder block 21, and an installation boss 215 is formed inside each hydraulic drive chamber 211. The installation boss 215 is used for fixedly connecting with the flange plate arranged on the vehicle bridge 30, so as to realize the installation and fixation of the brake execution assembly 20. After the installation is completed, the brake disc 10 is located inside the brake installation cylinder block 21, and the other brake execution assembly 20 close to the wheel side is in a suspended state and has a sufficient gap from the wheel hub 11, so as not to affect the normal rotation of the wheel hub 11.

[0038] When actually performing brake control, any one set of brake execution components 20 can be controlled to act to press against the brake disc 10. Preferably, two sets of brake execution components 20 are controlled to act simultaneously to clamp the brake disc 10 for braking, so as to achieve a greater braking force. At the same time, at least one liquid path interface needs to be provided on the hydraulic drive cavity 211 for connection to the hydraulic booster through a pipeline. The two sets of brake execution components 20 can be connected to different hydraulic boosters, or when the hydraulic booster has two booster flow channels, the two sets of brake execution components 20 can be respectively connected to the two booster flow channels. The purpose of this is that when one of the hydraulic boosters or booster flow channels fails, there is still another set of brake execution components 20 that can continue to work, ensuring that there is sufficient braking function for the vehicle to drive to the repair point.

[0039] A number of guiding and supporting blocks 213 are provided in the brake installation cylinder block 21. An accommodating space for accommodating the brake pad group 23 is formed between adjacent guiding and supporting blocks 213. The brake pad group 23 is slidably assembled on the guiding and supporting blocks 213. By providing the guiding and supporting blocks 213, on the one hand, the overall structural strength of the brake installation cylinder block 21 can be improved, and a stress point can be provided for the deflection force generated by friction during braking. On the other hand, it can enable the stable sliding of the brake pad group 23. And on the inner wall of the brake installation cylinder block 21, there are connecting lugs 218 integrally provided with the guiding and supporting blocks 213. Corresponding fixing holes are provided on the connecting lugs 218, and a number of locking attachment holes 219 are provided on the connecting groove 217. The fixing holes and the locking attachment holes 219 are both used for passing bolts, so as to lock and fix the brake installation cylinder blocks 21 of the two sets of brake execution modules.

[0040] The piston power member 22 includes: a piston body 221 for receiving hydraulic boost; and a number of sealing rings 222 sleeved on the piston body 221. The sealing rings 222 elastically press against the inner wall of the hydraulic drive cavity 211 and can form elastic deformation to drive the piston body 221 to reset when the hydraulic boost of the hydraulic booster is cancelled.

[0041] The piston body 221 is slidably connected to the hydraulic drive chamber 211. For example, a sliding hole adapted to the piston body 221 is provided on the hydraulic drive chamber 211, and the piston body 221 is inserted into the sliding hole to form a sliding connection. Usually, a ring groove for fitting and fixing the sealing ring 222 is provided on the piston body 221. The sealing ring 222 is an elastic structure such as a rubber ring, and a card groove for fitting with the sealing ring 222 is provided on the inner wall of the hydraulic drive chamber 211. For example, an annular card groove for fitting with the sealing ring 222 is provided on the inner wall of the sliding hole. When the piston body 221 is extended and retracted, the sealing ring 222 will not separate from the embedding groove, thereby generating elastic deformation to form elastic force; the piston body 221 is a rigid part, which can provide stable pressure for the brake pad group 23, and the sealing ring 222 can provide a reset elastic force for the brake pad group 23 while ensuring sufficient sealing, thereby canceling the braking action; and at least one hydraulic input hole is provided on the side of each hydraulic drive chamber 211 to facilitate the configuration of pipelines and connection with the hydraulic booster to form hydraulic boosting to push the piston body 221 out.

[0042] The brake pad assembly 23 includes a pressure-bearing fixed plate 231 slidably mounted on the guide support block 213 and fixedly connected to one end of the piston body 221; and a plurality of brake pads 232 detachably connected to the pressure-bearing fixed plate 231. The pressure-bearing fixed plate 231 is provided with a plurality of insertion holes 234, and the brake pads 232 are provided with a plurality of plug-in posts 235 that engage with the insertion holes. The plug-in posts 235 and the insertion holes 234 can be clearance-fitted so that the brake pads 232 will not easily detach after being assembled to the pressure-bearing fixed plate 231. The plug-in posts 235 engage with the insertion holes 234, thereby achieving detachable installation of the brake pads 232. The brake pads 232 are preferably configured in an arc shape to ensure maximum contact area with the brake disc 10. The hydraulic drive chamber 211 and the brake pad assembly 23 are typically provided in 3-6 groups, and preferably, in this embodiment, four groups are provided.

[0043] The pressure-bearing fixed plate 231 can bear the driving force provided by the piston body 221 and provide an installation base for the brake pad 232. The brake pad 232 is used to press and contact with the brake disc 10 to perform friction to form a braking action. Since the brake pad 232 is detachably connected to the pressure-bearing fixed plate 231, when the brake pad 232 is worn to a certain extent, it can be directly removed and replaced, further reducing maintenance costs.

[0044] Further, guide ribs 214 are formed on both sides of the guide support block 213, and guide grooves 233 adapted to the guide ribs 214 are provided on the pressure-bearing fixed plate 231. The guide ribs 214 are in sliding fit with the guide grooves 233. The guide ribs 214 are arranged on both sides of the pressure-bearing fixed plate 231. Through the cooperation of the guide ribs 214 and the guide grooves 233, the sliding connection of the pressure-bearing fixed plate 231 is realized. The guide ribs 214 are in an outward convex form, the overall processing is simpler, and it has greater structural strength and can withstand greater stress.

[0045] In this embodiment, the heat dissipation air vents 212 are arranged close to the hydraulic drive chamber 211, and heat dissipation air vents 212 are formed on both sides of the hydraulic drive chamber 211, so that the air convection entering from the heat dissipation air vents 212 can pass through the brake pad sets 23 as much as possible, further improving the braking effect.

[0046] After the installation of the present invention is completed, the brake execution assembly 20 is fixed on the vehicle bridge 30 and located on both sides of the brake disc 10, and the brake installation cylinder block 21 on the side close to the wheel does not contact the wheel hub 11, so it will not affect the normal driving of the vehicle; when braking, the hydraulic booster is triggered to work, and the hydraulic booster injects brake oil into the hydraulic drive chamber 211 to form a braking boost, thereby driving the piston power member 22 to act, driving each brake pad set 23 to move outward synchronously until it presses against the brake disc 10, and then the braking action can be executed. Since the brake pad sets 23 and the hydraulic drive chamber 211 are arranged circumferentially around the brake disc 10, a plurality of braking surfaces can be evenly formed on the entire surface of the brake disc 10, greatly increasing the braking force and improving the braking effect. And because multiple groups of brake pad sets 23 apply force to the brake disc 10 evenly, the wear of the brake disc 10 and the brake pad sets 23 is smaller during each braking, which can effectively extend the service life and reduce the cost and time of maintenance; at the same time, since a number of through heat dissipation air vents 212 are provided outside the hydraulic drive chamber 211, during the driving of the vehicle, air convection can enter the brake installation cylinder block 21 through the heat dissipation air vents 212 to dissipate heat from the brake pad sets 23, and then discharge the heat generated by braking from other heat dissipation air vents 212, thus forming an effective heat dissipation effect.

[0047] The brake execution assembly 20 of the present application can be applied to heavy-duty vehicles such as buses, trucks, and freight trucks. Through two relatively closely combined brake execution assemblies 20 and a number of brake pad sets 23 arranged in a 360° ring, it can not only ensure the maximum area of contact between the brake pads 232 and the brake disc 10, improve the braking force, and can withstand high pressure, but also make the structure more compact and realize the optimal layout of the available space.

[0048] In addition, most existing heavy vehicles use pneumatic-assisted brakes. It is difficult for pneumatic-assisted brakes to achieve the on-off function of anti-lock braking. The anti-lock function can only be achieved by the driver controlling the tightness of the brakes, and the control frequency is relatively low, resulting in a relatively high driving risk. When designing the brakes for trucks, the braking force is usually designed according to the fully loaded state. When the truck is unloaded and brakes suddenly, it is easier to generate the phenomenon of locking and skidding. Especially in order to reduce the axial differential of one wheel width and the frictional resistance when the front wheels of the truck turn, the wheels are often designed as single wheels. The braking force of the front wheels is greater than the frictional force of a single wheel, so it is easier to form a locked state, further resulting in phenomena such as out-of-control steering wheel and vehicle sideslip, leading to frequent safety accidents. Although the existing disc brakes use hydraulic assistance, it is difficult to meet the requirements of the large braking force of trucks. If the front wheels of the truck use disc brakes and the rear wheels use drum brakes, the cost will be relatively high. Through the structural design of the multi-channel combined disc brake module of the present application, it can be matched with hydraulic assistance to meet the requirements of the anti-lock function. When fully loaded, it can provide a powerful braking force, and when unloaded, it can achieve the on-off function of anti-lock through the configured hydraulic assistance, preventing the tires from locking, making the steering wheel more controllable, ensuring the stability and safety of the vehicle body, and reducing the occurrence of traffic accidents. The anti-lock function can be achieved by detecting the wheel speed difference through the vehicle speed sensor 24 arranged outside the brake mounting cylinder block 21. And in order to cooperate with the detection of the vehicle speed sensor 24, a number of induction tooth grooves are also arranged around the wheel hub 11 to improve the detection accuracy.

[0049] Taking a four-wheeled vehicle as an example, the brake pipeline layout of the single brake system in the prior art is usually the front-back connection method and the cross connection method. The front-back connection method means that the brake modules of the left front wheel and the right front wheel are connected to the same brake oil circuit, and the brake modules of the left rear wheel and the right rear wheel are connected to another brake oil circuit. The cross connection method means that the brake modules of the left front wheel and the right rear wheel are connected to the same brake oil circuit, and the right front wheel and the left rear wheel are connected to another brake oil circuit. Thus, it can be matched with the anti-lock controller 50 to achieve anti-lock brake control.

[0050] The dual brake system of the present application is mainly aimed at large heavy-duty vehicles such as trucks and can be adapted to the anti-lock controller 50 to achieve the anti-lock function. In a most preferred example, the front-back connection method is adopted for the brake oil circuit layout, such as Figure 7As shown in the figure, the oil circuit layout of the dual braking system in this embodiment is as follows: For each of the four wheels, a set of brake discs 10 and two sets of brake actuating components 20 are provided. Each brake actuating component 20 is connected to an anti-lock controller 50. The anti-lock controller 50 is used to be connected to a hydraulic booster to adjust the magnitude of the hydraulic boost supplied to the brake actuating component 20. Taking the example that the anti-lock controller 50 has four boost output channels, the T1 channel and the T3 channel are both connected to the brake actuating components 20 of the left front wheel and the right front wheel, so as to realize the dual braking control of the left front wheel and the right front wheel. The T2 channel and the T4 channel are both connected to the brake actuating components 20 of the left rear wheel and the right rear wheel, so as to realize the dual braking control of the left rear wheel and the right rear wheel. In this case, when a fault occurs in the brake oil circuit, even if three groups of boost output channels fail, the remaining one group of boost output channels can provide brake boost to form effective braking, greatly reducing the risk of brake failure. Moreover, this layout method is the simplest and most reliable, and is stable and controllable, with the lowest electrical cost.

[0051] Furthermore, the dual atomization component 40 includes: a mounting housing sleeve 41 internally communicating with the brake actuating component 20; an atomizing nozzle 42 carried on the mounting housing sleeve 41. The atomizing nozzle 42 is connected to a high-pressure water pump 43. The high-pressure water pump 43 is used to pump water from the vehicle water tank to the atomizing nozzle 42 to form atomized water through the atomizing nozzle 42; a high-speed air blower 44 arranged in the mounting housing sleeve 41, which is used to supply high-speed air carrying atomized water into the brake actuating component 20; a temperature sensor 45, which is used to detect the real-time temperature value of the brake pad group 23; and a main controller 46, which is used to control the start of the high-pressure water pump 43 and the high-speed air blower 44 when the real-time temperature value is greater than the high-temperature threshold, and control the high-pressure water pump 43 and the high-speed air blower 44 to turn off when the real-time temperature value is less than the normal-temperature threshold.

[0052] Among them, the installation housing 41 and the brake installation cylinder block 21 are locked by fasteners. Specifically, one side of the installation housing 41 is provided with a connecting boss 216 adapted to the brake installation cylinder block 21. The installation housing 41 is an overall through cylinder structure. When installed, it straddles two brake installation cylinder blocks 21. The installation housing 41 is fixed by bolts respectively locked to the two brake installation cylinder blocks 21 through the connecting boss 216. Air inlets corresponding to the installation housing are provided on both installation housings 41 for introducing air flow and atomized water into the interior of the brake installation cylinder block 21. It can be understood that the air inlets are located on the side in the circumferential direction of the brake installation cylinder block 21 and close to the inner end face, while the heat dissipation air vents 212 are located on the outer side face of the brake installation cylinder block 21. At this time, the air flow entering from the heat dissipation air vents 212 and the air flow entering from the installation housing 41 are respectively located on both sides of the brake pad group 23. The air flow entering from the installation housing 41 needs to flow through the brake pad group 23 after internal circulation before being discharged from the heat dissipation air vents 212, so as to be able to dissipate heat from the brake pad group 23 more effectively, and the air flow entering from the installation housing 41 can also effectively dissipate heat from the brake disc 10.

[0053] The atomizing nozzle 42 can adopt an existing nozzle structure. The water in the water tank is pumped by the high-pressure water pump 43 and sprayed out through the atomizing nozzle 42 to form atomized water. In order to prevent the atomizing nozzle 42 from being blocked, a filter is usually connected to the connecting pipeline between the high-pressure water pump 43 and the water tank to filter out impurities in the water. And a water control valve is also provided between the high-pressure water pump 43 and the atomizing nozzle 42 to control the on-off of the water circuit. The water control valve is preferably an electromagnetic valve, and the high-pressure water pump 43 is driven by a water pump motor. The motor controller of the water pump motor is connected to the main controller 46 to achieve automatic control.

[0054] The high-speed fan 44 is fixed inside the installation housing 41, mainly used to introduce external wind power into the brake installation housing. The high-speed fan 44 makes air flow through the rotation of its fan blades. Therefore, there needs to be enough clearance between the fan blades and the inner wall of the installation housing for air flow. The high-speed fan 44 is controlled by a wind control controller for speed control. The fan controller is connected to the main controller 46 to achieve automatic control.

[0055] At the same time, a trumpet-shaped air gathering cover 47 is also connected to the installation housing 41. The air gathering cover 47 is fixed to the vehicle frame and the opening faces the front of the vehicle. The air gathering cover 47 can gather air flow during the driving of the vehicle, improve the air flow rate supplied into the brake execution assembly 20, and at the same time, this air flow can also drive the blades of the high-speed fan 44 to rotate to a certain extent, saving the electric energy consumed by the operation of the high-speed fan 44; when the high-speed air flow is supplied into the brake execution assembly 20, a certain pressure difference will be formed inside and outside the brake execution assembly 20, so that the air flow can circulate inside the brake execution assembly 20 to further improve the heat dissipation effect.

[0056] A number of temperature sensors 45 can be provided. Preferably, at least one temperature sensor 45 is provided corresponding to each pressure-bearing fixed plate 231. The sensing probe of the temperature sensor 45 is in contact with the pressure-bearing fixed plate 231. The heat generated by the brake pads 232 will be directly conducted to the pressure-bearing fixed plate 231. By sensing the temperature of the pressure-bearing fixed plate 231, the temperature of the brake pads 232 can be reflected. The temperature sensor 45 does not directly contact the brake pads 232 because the brake pads 232 are vulnerable parts that need to be replaced regularly.

[0057] Furthermore, the high-pressure water pump 43 and the high-speed blower 44 are also connected with a manual control switch 48 for manually controlling the high-pressure water pump 43 and the high-speed blower 44 to turn on. The manual control switch 48 can be separately connected to the power supply module, and specifically, it can be connected to the motor controller and the blower controller. The manual control switch 48 can be set on the steering wheel or at other positions in the cockpit that are easily accessible to the driver. Through the manual control switch 48, the driver can manually control the high-pressure water pump 43 and the high-speed blower 44 to turn on according to the actual vehicle condition and road condition. For example, when it is judged that a long downhill is approaching, the driver can control the high-pressure water pump 43 and the high-speed blower 44 to turn on in advance through the manual control switch 48, so that effective heat dissipation can be carried out in advance during braking, and overheating damage of the brake pad group 23 and the brake disc 10 can be reduced.

[0058] In some embodiments, a pressure sensor can also be provided in the brake installation cylinder block 21 for detecting the brake pressure value. The sensing head of the pressure sensor can be in contact with the pressure-bearing fixed plate 231. By sensing the pressure acting on it by the pressure-bearing fixed plate 231, the pressure value of the actual brake pads 232 acting on the brake disc 10 is fed back. At the same time, the main controller 46 is also connected with a display device. The display device is arranged in the cockpit and is used to display the real-time temperature value and the brake pressure value for the driver to understand and refer to in real time, so that the driver can make advance judgments according to factors such as vehicle load, real-time road condition, and environment and take corresponding braking actions. The display device can be an independently set display screen or the display screen of the vehicle computer.

[0059] When braking, hydraulic boost is provided to the brake execution assembly 20 through a hydraulic booster. Driven by the hydraulic boost, each brake pad group 23 is simultaneously pressed against the brake disc 10, and frictional force is generated between the brake pad group 23 and the brake disc 10 to form braking. Since the brake pad group 23 is circumferentially arranged around the brake disc 10, multiple brake surfaces can be evenly formed on the entire surface of the brake disc 10, greatly increasing the braking force and improving the braking effect. And due to the provision of the heat dissipation air vents 212, during the driving of the vehicle, air convection can be enabled to dissipate heat from the brake pad group 23, and then the heat generated by braking is discharged from other heat dissipation air vents 212. At the same time, the real-time temperature value of the brake pad group 23 is collected by the temperature sensor 45 and fed back to the main controller 46. The main controller 46 compares the real-time temperature value with the high-temperature threshold and the low-temperature threshold. When the real-time temperature value is greater than the high-temperature threshold, it indicates that the temperature of the brake pad group 23 is too high, and it is difficult to perform effective braking only through the heat dissipation air vents 212. For example, in the case of long downhill or steep slopes where long-term braking is required, at this time, the main controller 46 controls the high-pressure water pump 43 and the high-speed fan 44 to start. The high-pressure water pump 43 pumps the water in the water tank into the atomizing nozzle 42, and after being sprayed by the atomizing nozzle 42, it forms water vapor in an atomized state. The high-speed fan 44 blows high-speed air into the brake execution assembly 20 and carries the atomized water into the interior of the brake execution assembly 20 to be evenly dispersed on the brake pad group 23 and the brake disc 10, thereby further evenly dissipating heat from the brake pad group 23 and the brake disc 10, effectively improving the heat dissipation effect, greatly reducing the occurrence of accidents of brake failure caused by overheating during long downhill of fully loaded trucks. And because the cooling is achieved through atomized water, the Leidenfrost phenomenon can be avoided, and the high temperature of the brake pad group 23 and the brake disc 10 will cause the atomized water to vaporize and will not remain on the brake pad group 23 and the brake disc 10, thereby effectively preventing the occurrence of rust and other situations. When the braking is cancelled and the temperature of the brake pad group 23 drops to the real-time temperature value less than the normal temperature threshold, that is, the heat dissipation demand can be met through the heat dissipation air vents 212. At this time, the main controller 46 controls the high-pressure water pump 43 and the high-speed fan 44 to be turned off, reducing the consumption of electric energy and water.

[0060] A second aspect of the embodiment of the present invention provides a brake control method, which is implemented based on the brake system as described in the first aspect, and includes: S100. Obtain the real-time temperature value of the brake pad group 23 in real time, and compare the real-time temperature value with the high-temperature threshold and the normal temperature threshold. The real-time temperature value is usually the highest value of all the measured temperature values of the brake pad group 23. Of course, in some embodiments, the real-time temperature value can also be the average value of all the currently measured temperature values.

[0061] S200. If the real-time temperature value is greater than the high-temperature threshold, control the high-pressure water pump 43 and the high-speed fan 44 to start. The high-temperature threshold can be adaptively adjusted according to actual needs. For example, it can be set to 150°C.

[0062] S300. If the real-time temperature value is less than the normal-temperature threshold, control the high-pressure water pump 43 and the high-speed fan 44 to close. The normal-temperature threshold can also be adaptively adjusted according to actual needs. For example, it can be set to 80°C. It can be understood that after the high-pressure water pump 43 and the high-speed fan 44 are started, they run continuously until it is detected that the real-time temperature value is less than the normal-temperature threshold, and then the high-pressure water pump 43 and the high-speed fan 44 are controlled to close.

[0063] Through the above solution, the start and stop of the high-pressure water pump 43 and the high-speed fan 44 are adaptively controlled, effectively improving the brake heat dissipation effect during driving.

[0064] The above embodiments only represent several implementation manners of the present invention. The description is relatively specific and detailed, but it cannot be understood as a limitation on the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can be made. These are all equivalent modifications and evolutions made to the above embodiments based on the essence of the present invention, and these all belong to the protection scope of the present invention.

Claims

1. A water-cooled and air-cooled combined heat dissipation double brake system, characterized in that Comprising: Brake discs corresponding to each wheel, the brake discs being synchronously driven and connected to the wheel hubs; Two groups of brake execution components respectively arranged on both sides of the brake disc for applying frictional force to the brake disc to form braking. Two groups of brake execution components are respectively provided on both sides of each brake disc. The two groups of brake execution components are relatively closely combined to form an integral structure. The brake execution component has multiple groups of brake pad groups arranged circumferentially around the brake disc. The brake pad groups are driven by the hydraulic boost generated by the hydraulic booster to be pressed tightly against the surface of the brake disc to execute the braking action, and the brake execution component is provided with heat dissipation air vents penetrating inside and outside; A double atomization component carried on each brake execution component for supplying wind and atomized water into the brake execution component; Wherein, the double atomization component includes: An installation housing sleeve connected to the inside of the brake execution component; An atomizing nozzle carried on the installation housing sleeve. The atomizing nozzle is connected to a high-pressure water pump. The high-pressure water pump is used to pump water from the vehicle water tank to the atomizing nozzle to form atomized water through the atomizing nozzle; A high-speed blower arranged in the installation housing sleeve for supplying high-speed airflow carrying atomized water into the brake execution component; A temperature sensor for detecting the real-time temperature value of the brake pad group; and, A main controller for controlling the start of the high-pressure water pump and the high-speed blower when the real-time temperature value is greater than the high-temperature threshold, and controlling the high-pressure water pump and the high-speed blower to close when the real-time temperature value is less than the normal-temperature threshold.

2. The water-cooled and air-cooled combined heat dissipation dual braking system according to claim 1, wherein The installation housing sleeve is further connected with a trumpet-shaped air gathering cover, and the air gathering cover is fixed to the vehicle frame and the opening faces the vehicle head.

3. The water-cooled and air-cooled combined heat dissipation dual brake system according to claim 1 or 2, characterized in that The high-pressure water pump and the high-speed blower are further connected with a manual control switch for manually controlling the opening of the high-pressure water pump and the high-speed blower.

4. The water-cooled and air-cooled combined heat dissipation dual braking system according to claim 3, wherein The brake execution component includes: A brake installation cylinder body sleeved and fixed on the vehicle bridge. A plurality of hydraulic drive chambers are arranged circumferentially around the brake disc in the brake installation cylinder body. The hydraulic drive chambers are connected to the hydraulic booster to accommodate the brake oil input from the hydraulic booster, and a plurality of the heat dissipation air vents are arranged on the brake installation cylinder body outside the hydraulic drive chambers; A piston power component slidably and sealingly arranged in each hydraulic drive chamber for receiving the hydraulic boost injected by the hydraulic booster to form braking power; The brake pad groups are arranged corresponding to each hydraulic drive chamber and are slidably assembled in the brake installation cylinder body. The brake pad groups are drivingly connected to the piston power component and are driven by the braking power formed by the piston power component to be pressed tightly against the brake disc to form braking.

5. The water-cooled and air-cooled combined heat dissipation dual brake system according to claim 4, characterized in that, A plurality of guiding and supporting blocks are arranged in the brake installation cylinder body. An accommodating space for accommodating the brake pad groups is formed between adjacent guiding and supporting blocks, and the brake pad groups are slidably assembled on the guiding and supporting blocks.

6. The water-cooled and air-cooled combined heat dissipation dual braking system according to claim 5, characterized in that, The piston power component includes: A piston body for receiving hydraulic boost; and, A plurality of sealing rings sleeved on the piston body. The sealing rings elastically press against the inner wall of the hydraulic drive chamber and can form elastic deformation to drive the piston body to reset when the hydraulic boost of the hydraulic booster is cancelled.

7. The water-cooled and air-cooled combined heat dissipation dual braking system according to claim 6, characterized in that, The brake pad group includes: A pressure-bearing fixed plate slidably assembled on the guiding and supporting block, the pressure-bearing fixed plate being fixedly connected to one end of the piston body; and, A number of brake pads detachably connected to the pressure-bearing fixed plate.

8. The water-cooled and air-cooled combined heat dissipation dual braking system according to claim 7, characterized in that, Guiding ribs are formed on both sides of the guiding and supporting block, and guiding grooves adapted to the guiding ribs are provided on the pressure-bearing fixed plate, and the guiding ribs are in sliding fit with the guiding grooves.

9. The water-cooled and air-cooled combined heat dissipation dual brake system according to claim 7 or 8, characterized in that, A number of insertion holes are formed in the pressure-bearing fixed plate, and a number of insertion posts adapted to the insertion holes are provided on the brake pads.

10. A braking control method, characterized in that, The method is implemented based on the double-brake system according to any one of claims 1-9, and includes: Obtaining a real-time temperature value of the brake pad group in real time, and comparing the real-time temperature value with a high-temperature threshold and a normal-temperature threshold; If the real-time temperature value is greater than the high-temperature threshold, controlling the high-pressure water pump and the high-speed blower to start; If the real-time temperature value is less than the normal-temperature threshold, controlling the high-pressure water pump and the high-speed blower to close.

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