Method for cooling brake mechanism of disc-type truck passenger car

Abstract

The application provides a heat dissipation method for a disc-type freight car passenger car brake mechanism, and the heat dissipation method comprises the following steps: S10, injecting refrigerants into each heat dissipation pipeline, the specific heat capacity of the refrigerants in at least two heat dissipation pipelines is different, and the boiling point of the refrigerant with the smaller specific heat capacity is higher; S20, leading out the refrigerants in each heat dissipation pipeline and lowering the temperature of the refrigerants through a radiator; and S30, re-injecting the refrigerants after temperature lowering into the corresponding heat dissipation pipeline to form a cycle. The technical scheme of the application can effectively solve the problem of poor heat dissipation effect of the brake system of a vehicle in the prior art.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of brake mechanism of vehicle, in particular to a heat dissipation method of disc brake mechanism of truck and bus. BACKGROUND

[0002] At present, with the upgrading of brake system from traditional brake to ABS, and then from ABS to EBS, and realizing ESC function on the basis, the national standard "Technical conditions for motor vehicle running safety" (GB7258) is constantly updated. (GB7258-2017) It is stipulated that all special school buses and dangerous goods transport trucks, front wheels of other buses with a length of more than 9m, and all wheels of dangerous goods transport semi-trailers, three-axle flatbed and platform semi-trailers shall be equipped with disc brakes. Because the heat dissipation efficiency of disc brake is higher than that of drum brake, and the performance is better than that of drum brake, disc brake will become the mainstream in the later period.

[0003] Although disc brake is better than drum brake, but the axle of disc brake is easy to cause high temperature tire burst, tire fire, which affects the safety of vehicle, goods and personal safety. Under this background, the heat exchange system of trailer axle brake and axle head part can control the high temperature in a reasonable range during continuous long distance braking, so that it can run normally.

[0004] At present, the heat dissipation mode of brake friction is roughly as follows:

[0005] The first kind, water cooling; because the brake disc is sprayed with water, which will cause the brake disc to deform due to uneven temperature difference, so the disc brake cannot use the water spraying scheme. In addition, the water cooling mode is limited to use in the icing area in the north, to avoid icing or slippery road surface to reduce the coefficient of membrane material system and cause subsequent traffic accidents.

[0006] The second kind, air cooling; forced air cooling technology has no too much application space in open space, so the effect of disc brake using air cooling is not good.

[0007] The third kind, using hydraulic retarder to reduce brake friction, the above structure makes the cost of brake system high. SUMMARY

[0008] The main purpose of the present application is to provide a heat dissipation method of disc brake mechanism of truck and bus, to solve the problem of poor heat dissipation effect of brake system of vehicle in the prior art.

[0009] In order to achieve the above object, the present application provides a heat dissipation method for a disc-type passenger car brake mechanism, the disc-type passenger car brake mechanism comprising a first disc body and a second disc body arranged oppositely, and a plurality of independent heat dissipation channels between the inner surface of the first disc body and the outer surface of the second disc body, the heat dissipation method comprising: step S10: injecting refrigerants into each heat dissipation channel, the specific heat capacity of the refrigerants in at least two heat dissipation channels being different, and the refrigerant with the smaller specific heat capacity having a higher boiling point; step S20: leading the refrigerants in each heat dissipation channel out and lowering the temperature of the refrigerants through a radiator; and step S30: re-injecting the refrigerants after temperature reduction into the corresponding heat dissipation channels to form a cycle.

[0010] In one embodiment, the difference between the specific heat capacity of the refrigerant in one heat dissipation channel and the specific heat capacity of the refrigerant in another heat dissipation channel is greater than or equal to 1.8 J / (kg·k).

[0011] In one embodiment, the step S10 comprises: injecting water into one heat dissipation channel, and injecting ethylene glycol, industrial salt or glycerol water into another heat dissipation channel.

[0012] In one embodiment, the heat dissipation channels extend in a circumferential direction with the axis of the first disc body as the center, and the plurality of heat dissipation channels are arranged at intervals in a radial direction of the first disc body, and the step S10 comprises: injecting a first liquid conducting medium into the heat dissipation channels on the outer side, and injecting a second liquid conducting medium into the heat dissipation channels on the inner side, the specific heat capacity of the first liquid conducting medium being greater than that of the second liquid conducting medium.

[0013] In one embodiment, each heat dissipation channel comprises an inlet and an outlet, the refrigerant in the heat dissipation channel is led out through the outlet under the action of a circulating pump, and the refrigerant is injected into the heat dissipation channel through the inlet under the action of the circulating pump to form a cycle.

[0014] In one embodiment, the step S20 comprises: step S21: leading the refrigerants in each heat dissipation channel out into a corresponding plurality of first sealed cavities; step S22: leading the gas in the first sealed cavity corresponding to the refrigerant with the largest specific heat capacity out; and step S23: leading the refrigerants in each first sealed cavity out into the radiator.

[0015] In one embodiment, the step S22 further comprises: supplementing the refrigerant in the flow path where the refrigerant with the largest specific heat capacity is located while the gas is being led out.

[0016] In one embodiment, the step S30 comprises: step S31: injecting the refrigerants in each flow path after temperature reduction into a corresponding plurality of second sealed cavities; and step S32: re-injecting the refrigerants in each second sealed cavity into the corresponding heat dissipation channels.

[0017] In one embodiment, the first sealed cavities and the second sealed cavities are arranged in a non-gap manner along the preset direction n, and the first sealed cavities and the second sealed cavities corresponding to the refrigerant with the largest specific heat capacity are arranged at the two ends of the other first sealed cavities and second sealed cavities.

[0018] In one embodiment, the step S20 comprises: lowering the temperature of the refrigerant led out of each heat dissipation pipeline through the same heat sink.

[0019] The technical scheme of the present application fills the low-temperature refrigerant (liquid conducting medium) into two heat dissipation pipelines, and then the two heat dissipation pipelines absorb the heat between the first disc body and the second disc body to cool the first disc body and the second disc body. Then the high-temperature refrigerant after heat absorption is led out and enters the heat sink to dissipate heat, and after heat dissipation, the low-temperature refrigerant is formed again to enter the heat dissipation pipeline, so as to circulate, so as to quickly lead out the heat of the brake mechanism. The brake mechanism is cooled by using the above structure, which has the following advantages: first, it will not cause the deformation of the first disc body and the second disc body; second, it is not limited by the environment and is suitable for cold regions in the north; third, it is used in an open space and has good cooling effect; fourth, it has low cost. In addition, more importantly, in actual use, different specific heat capacity liquid conducting media need to be filled into the two heat dissipation pipelines (i.e., the first liquid conducting medium with larger specific heat capacity is filled into one heat dissipation pipeline, and the second liquid conducting medium with smaller specific heat capacity is filled into the other heat dissipation pipeline, and the boiling point of the second liquid conducting medium is higher than that of the first liquid conducting medium). The selection of liquid with different specific heat capacity is mainly to realize the diversion of heat from high area to low area, so as to effectively cool. In addition, when the brake system normally brakes or continuously brakes at a small amplitude, the first liquid conducting medium and the second liquid conducting medium can jointly absorb heat, so as to achieve good cooling effect. When emergency braking or continuous braking at a large amplitude, due to the violent braking action, the disc brake generates high temperature quickly, and the temperature exceeds the boiling point of the first liquid conducting medium. At this time, although the first liquid conducting medium vaporizes, the second liquid conducting medium is still in liquid state and can still play a good heat absorption effect, ensuring the cooling effect.

[0020] In addition to the purposes, features and advantages described above, the present application has other purposes, features and advantages. The present application will be further described below with reference to the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0021] The drawings constituting a part of the specification of the present application are used to provide further understanding of the present application, and the illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute improper limitations on the present application. In the drawings:

[0022] Figure 1FIG. 1 shows a perspective view of a heat exchange pipe used in an embodiment of the heat dissipation method of a disc-type truck passenger car brake mechanism according to the present application;

[0023] Figure 2 FIG. 2 shows a front view of the heat exchange pipe of FIG. 1; Figure 1

[0024] Figure 3 Figure 2 FIG. 4 shows an enlarged structural schematic view of a portion A of the heat exchange pipe of FIG. 1;

[0025] Figure 4 FIG. 5 shows a longitudinal sectional schematic view of the heat exchange pipe of FIG. 1; Figure 1

[0026] Figure 5 FIG. 6 shows a front view of a brake system used in an embodiment of the heat dissipation method of a disc-type truck passenger car brake mechanism according to the present application;

[0027] Figure 6 FIG. 7 shows a sectional view of the brake system of FIG. 6 in an H-H direction; Figure 5

[0028] FIG. 8 shows a sectional view of the brake system of FIG. 6 in a J-J direction; Figure 7 Figure 5

[0029] Figure 8 FIG. 10 shows a side view of the brake system of FIG. 6; Figure 5

[0030] Figure 9 FIG. 12 shows an enlarged structural schematic view of a sectional view of the brake system of FIG. 6 in an L-L direction; Figure 8

[0031] FIG. 13 shows an enlarged structural schematic view of a sectional view of the brake system of FIG. 6 in a G-G direction; and Figure 10 Figure 8 FIG. 14 shows a flowchart of the heat dissipation method of a disc-type truck passenger car brake mechanism according to the present application.

[0032] Figure 11 In the above drawings, reference numerals are used to designate the following components:

[0033]

[0034] ​​​​​​​​1, annular chamber; 2, liquid exchange chamber; 10, pipeline collection shaft; 11, overflow cavity; 12, first overflow hole; 13, hollow shaft; 14, partition wall; 15, second overflow hole; 20, heat dissipation disc; 21, heat dissipation pipeline; 211, functional pipe; 212, transition elbow; 213, connecting pipe; 30, braking mechanism; 31, first disc body; 32, second disc body; 33, containing gap; 40, support shaft; 41, third overflow hole; 50, bearing; 60, heat exchange pipeline; 70, circulating heat dissipation mechanism; 71, circulating pipeline; 72, circulating pump; 73, radiator; 100, annular convex rib; 110, partition plate; 120, sealing ring. DETAILED DESCRIPTION

[0035] It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0036] In order for those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present application.

[0037] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the terms thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0038] It should be noted that the terms used herein are only for the purpose of describing specific embodiments, and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form unless the context clearly indicates otherwise, and furthermore, it should be understood that when the terms "comprise" and / or "include" are used in the specification, there is a feature, step, operation, device, component and / or combination thereof.

[0039] As Figure 5 to Figure 11As shown, in the embodiment, the disc truck passenger car brake mechanism comprises oppositely arranged first disc body 31 and second disc body 32, and a plurality of independent heat dissipation pipes 21 are arranged between the inner surface of the first disc body 31 and the outer surface of the second disc body 32. The heat dissipation method comprises the following steps: step S10: injecting refrigerant into each heat dissipation pipe 21, and the specific heat capacity of the refrigerant in at least two heat dissipation pipes 21 is different; step S20: discharging the refrigerant in each heat dissipation pipe 21 and reducing the temperature of the refrigerant through the radiator 73; and step S30: re-injecting the cooled refrigerant into the corresponding heat dissipation pipe 21 to form a cycle.

[0040] By applying the technical solution of the embodiment, low-temperature refrigerant (liquid conduction medium) is filled into the two heat dissipation pipes 21, and then the two heat dissipation pipes 21 absorb heat between the first disc body 31 and the second disc body 32 to cool the first disc body 31 and the second disc body 32. Then the high-temperature refrigerant after heat absorption is discharged and enters the radiator 73 to dissipate heat, and after heat dissipation, low-temperature refrigerant is formed again to enter the heat dissipation pipe 21, which circulates to quickly dissipate the heat of the brake mechanism. By using the above structure to dissipate heat of the brake mechanism, the following advantages are obtained: first, it will not cause deformation of the first disc body 31 and the second disc body 32; second, it is not limited by the environment and is suitable for cold regions in the north; third, it is used in an open space and has good cooling effect; and fourth, it has low cost. Moreover, more importantly, by applying the technical solution of the embodiment, different specific heat capacity liquid conduction media (i.e., a first liquid conduction medium with a larger specific heat capacity is filled into one heat dissipation pipe 21, and a second liquid conduction medium with a smaller specific heat capacity is filled into the other heat dissipation pipe 21, and the boiling point of the second liquid conduction medium is higher than that of the first liquid conduction medium) need to be filled into the two heat dissipation pipes 21. The selection of liquid with different specific heat capacities is mainly to realize the diversion of heat from high areas to low areas, so as to effectively cool. In addition, when the brake system is normally braked or continuously braked at a small amplitude, the first liquid conduction medium and the second liquid conduction medium can jointly absorb heat, thereby achieving good cooling effect. When emergency braking or continuous braking at a large amplitude, due to the violent braking action, the disc brake generates high temperature quickly, and the temperature exceeds the boiling point of the first liquid conduction medium. At this time, although the first liquid conduction medium is vaporized, the second liquid conduction medium is still in liquid state and can still play a good heat absorption role, ensuring the cooling effect.

[0041] The following will introduce in detail the effect of filling liquid with different specific heat capacities into the two heat dissipation pipes 21:

[0042] The heat exchange pipeline is particularly applied between the first disc body 31 and the second disc body 32 of the heating system. One of the heat dissipation pipes 21 (hereinafter referred to as the first heat dissipation pipe) is close to the center of the first disc body 31 and the second disc body 32 and is filled with the second conducting medium. The other heat dissipation pipe 21 (hereinafter referred to as the second heat dissipation pipe) is close to the edge of the first disc body 31 and the second disc body 32 and is filled with the first conducting medium. When the braking system works, the specific heat capacity of the second conducting medium is small, and the temperature of the central area where the second heat dissipation pipe is located is high. The specific heat capacity of the first conducting medium is large, and the temperature of the edge area where the first heat dissipation pipe is located is low. In this way, the heat of the central area is guided to the edge area. Since the specific heat capacity of the first conducting medium is large, the temperature rises slowly, and the first conducting medium can quickly take out the heat of the edge area with the flow of the first conducting medium, thereby ensuring the cooling effect.

[0043] In the embodiment, the difference between the specific heat capacity of the refrigerant in one of the heat dissipation pipes 21 and the specific heat capacity of the refrigerant in the other heat dissipation pipe 21 is greater than or equal to 1.8 J / (kg·k). In fact, the larger the difference between the specific heat capacities of the first liquid conducting medium and the second liquid conducting medium, the better. In this way, the flow guiding effect is obvious, and the heat of the high area can be effectively guided to the low area, thereby effectively cooling.

[0044] In the embodiment, water is injected into one of the heat dissipation pipes 21, and a proportioning water (such as ethylene glycol, industrial salt, glycerol water) with a boiling point greater than 150°C is injected into the other heat dissipation pipe 21. Selecting the above-mentioned refrigerant as the first liquid conducting medium and the second liquid conducting medium can effectively reduce the cost required for heat dissipation.

[0045] In the embodiment, each heat dissipation pipe 21 includes a liquid inlet and a liquid outlet. The refrigerant in the heat dissipation pipe 21 is guided out of the liquid outlet under the action of the circulating pump 72 and is injected into the heat dissipation pipe 21 through the liquid inlet under the action of the circulating pump 72 to form a circulation. The above-mentioned steps enable the low-temperature refrigerant to be continuously injected into the heat dissipation pipe 21, so that the heat dissipation effect of the braking mechanism is good.

[0046] When emergency braking or sustained large braking occurs, since the braking action is violent, the disc brake generates high temperature quickly at this time, and the temperature exceeds the boiling point of the first liquid conducting medium. At this time, the first liquid conducting medium vaporizes, which may cause the pipeline to appear air blockage phenomenon, thereby affecting the circulation. In order to solve the above-mentioned problem, as shown in Figure 11 S21: guiding the refrigerant in each heat dissipation pipe 21 into the corresponding first sealing cavity; S22: guiding the gas in the first sealing cavity corresponding to the refrigerant with the largest specific heat capacity out; and S23: guiding the refrigerant in each first sealing cavity into the heat sink 73. The above-mentioned steps enable the vaporized first liquid conducting medium to be smoothly guided out, preventing the air blockage phenomenon from occurring.

[0047] Since part of the first liquid conducting medium is vaporized and discharged from the braking system, in order to supplement the first liquid conducting medium, in the embodiment, step S22 further comprises: supplementing the refrigerant in the flow path where the refrigerant with the largest specific heat capacity is located while the gas is discharged.

[0048] As shown in the figure, Figure 11 In the embodiment, step S30 comprises: step S31: injecting the refrigerant in each flow path after cooling into the corresponding plurality of second sealed cavities; and step S32: re-injecting the refrigerant in each second sealed cavity into the corresponding heat dissipation pipeline 21.

[0049] In the embodiment, the plurality of first sealed cavities and the plurality of second sealed cavities are arranged without gaps along the preset direction n, and the first sealed cavity and the second sealed cavity corresponding to the refrigerant with the largest specific heat capacity are arranged at both ends of the other first sealed cavities and second sealed cavities. The above arrangement makes the first liquid conducting medium unable to form a gaseous state in the cross management, and can only effectively vaporize at the position of the third overflow hole 41.

[0050] In the embodiment, step S20 comprises: lowering the temperature of the refrigerant discharged in each heat dissipation pipeline 21 through the same heat sink 73. The above structure can reduce the cost of the braking system.

[0051] The structure of the heat exchange pipeline, the braking system and the vehicle implementing the above heat dissipation method will be described in detail as follows:

[0052] As shown in the figure, Figure 1 to Figure 4 The heat exchange pipeline adopting the heat dissipation method of the embodiment comprises: a pipeline collection shaft 10 and a heat dissipation disc 20. The pipeline collection shaft 10 has four independent overflow cavities 11 in the pipeline collection shaft 10, and the pipeline collection shaft 10 is further provided with four first overflow holes 12 corresponding to the four overflow cavities 11. The pipeline collection shaft 10 is perpendicular to the heat dissipation disc 20, and the heat dissipation disc 20 comprises two heat dissipation pipelines 21, and the ports of all the heat dissipation pipelines 21 are in communication with different overflow cavities 11.

[0053] It should be noted that the number of overflow cavities 11 can also be an even number greater than 4.

[0054] As shown in the figure, Figure 2 to Figure 4 The pipeline collection shaft 10 comprises a hollow shaft 13 with end faces at both ends and two mutually intersecting partition walls 14 arranged in the hollow shaft 13, and the two partition walls 14 divide the cavity in the hollow shaft 13 into four overflow cavities 11. The above structure is simple and easy to process.

[0055] As shown in the figure, Figure 2 and Figure 3As shown in the figure, the side wall of the first end of the pipeline collection shaft 10 is provided with four second flow holes 15 arranged in the circumferential direction, and the four second flow holes 15 are arranged one by one with the four flow cavities 11. The port of each heat dissipation pipe 21 is connected at the corresponding second flow hole 15, and the four first flow holes 12 are located on the side wall of the second end of the pipeline collection shaft 10. The above structure is simple and easy to process.

[0056] As shown in the figure, Figure 2 and Figure 3 The heat dissipation pipe 21 includes two functional pipes 211 arranged in parallel, a transition elbow pipe 212 connecting the two functional pipes 211, and two connecting pipes 213 connecting the free ends of the two functional pipes 211. The connecting pipe 213 is connected at the second flow hole 15, and the functional pipe 211 includes a plurality of interconnected curved sections. The above structure makes the length of the heat dissipation pipe 21 as long as possible, thereby improving the heat absorption capacity of the heat exchange pipeline and effectively controlling the temperature of the brake system.

[0057] As shown in the figure, Figure 2 The heat dissipation pipe 21 is wound in the circumferential direction, and the two heat dissipation pipes 21 are arranged in the radial direction and have the same shape of the functional pipe 211. The above structure makes the arrangement of the two heat dissipation pipes 21 reasonable, maximizes the length of each heat dissipation pipe 21, improves the heat absorption capacity of the heat exchange pipeline, and effectively controls the temperature of the brake system.

[0058] The four flow cavities 11 are a first flow cavity, a second flow cavity, a third flow cavity, and a fourth flow cavity, and the two heat dissipation pipes 21 are a first heat dissipation pipe and a second heat dissipation pipe. The two ports of the first heat dissipation pipe are respectively communicated with the first flow cavity and the second flow cavity, and the two ports of the second heat dissipation pipe are respectively communicated with the third flow cavity and the fourth flow cavity. The first heat dissipation pipe is filled with a first liquid conducting medium, and the second heat dissipation pipe is filled with a second liquid conducting medium.

[0059] As shown in the figure, Figure 5 to Figure 10As shown, the brake system adopting the heat dissipation method of the embodiment comprises a brake mechanism 30 and a heat exchange pipeline 60. The brake mechanism 30 comprises a first disc body 31 (brake disc) and a second disc body 32 (brake pad) arranged oppositely, the first disc body 31 rotates relative to the second disc body 32, and the outer surface of the second disc body 32 has a containing gap 33 with the inner surface of the first disc body 31. The heat exchange pipeline 60 is the heat exchange pipeline described above, and the heat dissipation disc 20 of the heat exchange pipeline 60 is arranged in the containing gap 33 of the brake mechanism 30. The heat exchange pipeline 60 has the following advantages: first, it does not cause the deformation of the first disc body 31 and the second disc body 32; second, it is not limited by the environment and is suitable for cold regions in the north; third, it is used in an open space and has good cooling effect; fourth, it has low cost; and fifth, no matter normal braking, continuous small-amplitude braking, emergency braking or continuous large-amplitude braking of the brake system, the heat exchange pipeline 60 can effectively absorb the heat generated by the brake mechanism, thereby reducing the temperature rise of the brake mechanism and ensuring safety.

[0060] During braking, the first disc body 31 and the second disc body 32 are rubbed against each other to achieve braking.

[0061] As Figure 5 to Figure 10As shown, the heat dissipation disc 20 is connected to the first disc body 31, the brake mechanism 30 is two, the heat exchange pipeline 60 is two corresponding to the brake mechanism 30, the brake system further comprises: a support shaft 40 and two circulating heat dissipation mechanisms 70. Wherein, the second disc body 32 of the two brake mechanisms 30 is pivotally sleeved on both ends of the support shaft 40 through the bearing 50, the support shaft 40 is a hollow shaft, the pipeline collection shaft 10 of the heat exchange pipeline 60 is located in the support shaft 40, each heat exchange pipeline 60 has four annular cavities 1 which are independent of each other between the pipeline collection shaft 10 and the support shaft 40, the side wall of the pipeline collection shaft 10 and the side wall of the support shaft 40 form the cavity wall of the annular cavity 1, all the first flow holes 12 of each pipeline collection shaft 10 correspond to different annular cavities 1 on the same side of the support shaft 40 respectively, so that the four annular cavities 1 on the same side form two groups of liquid exchange chambers 2. Each circulating heat dissipation mechanism 70 comprises a circulating pipeline 71, a circulating pump 72 arranged on the circulating pipeline 71 and a radiator 73 arranged on the circulating pipeline 71, the circulating pipeline 71 communicates the two groups of liquid exchange chambers 2 on both sides of the support shaft 40, and the circulating pipelines 71 of each circulating heat dissipation mechanism 70 are not communicated with each other. In the above structure, the high-temperature refrigerant led out by the heat exchange pipeline 60 can become low-temperature refrigerant after being dissipated by the radiator and be recirculated into the heat exchange pipeline 60, so that the heat exchange pipeline 60 can continuously dissipate heat for the brake mechanism 30, thereby ensuring the heat dissipation effect; in addition, the heat dissipation pipes flowing with the same refrigerant in the two heat exchange pipelines 60 are pumped out and dissipated by the same circulating heat dissipation mechanism 70, which can effectively reduce the number of parts of the brake system and reduce the production cost. It should be noted that the aforementioned preset direction n is the axial direction of the support shaft 40.

[0062] Specifically, the four first flow holes 12 are respectively a first flow hole, a second flow hole, a third flow hole and a fourth flow hole corresponding to the first flow cavity, the second flow cavity, the third flow cavity and the fourth flow cavity, the four annular cavities 1 are respectively a first annular cavity (one of the first sealing cavities), a second annular cavity (the other one of the first sealing cavities), a third annular cavity (one of the second sealing cavities) and a fourth annular cavity (the other one of the second sealing cavities), the first annular cavity corresponds to the first flow hole, the second annular cavity corresponds to the second flow hole, the third annular cavity corresponds to the third flow hole, and the fourth annular cavity corresponds to the fourth flow hole. The first annular cavity and the fourth annular cavity form a first liquid exchange chamber, the second annular cavity and the third annular cavity form a second liquid exchange chamber, and the circulating heat dissipation mechanism 70 comprises a first circulating heat dissipation mechanism communicating the first liquid exchange chambers on the left and right sides of the brake system and a second circulating heat dissipation mechanism communicating the second liquid exchange chambers on the left and right sides of the brake system.

[0063] The heat dissipation process is briefly introduced as follows:

[0064] In use, the first liquid conducting medium sequentially passes through the circulating pump 72 of the first circulating heat dissipation mechanism, the fourth annular chamber on the left side, the fourth through hole on the left side, the fourth flow cavity on the left side, the first heat dissipation pipe of the heat dissipation disc on the left side, the first flow cavity on the left side, the first through hole on the left side, the first annular chamber on the left side, the heat dissiper 73 of the first circulating heat dissipation mechanism, the fourth annular chamber on the right side, the fourth through hole on the right side, the fourth flow cavity on the right side, the first heat dissipation pipe of the heat dissipation disc on the right side, the first flow cavity on the right side, the first through hole on the right side, the first annular chamber on the right side, the heat dissiper 73 of the first circulating heat dissipation mechanism, and finally returns to the circulating pump 72, to circulate. The second liquid conducting medium sequentially passes through the circulating pump 72 of the second circulating heat dissipation mechanism, the third annular chamber on the left side, the third through hole on the left side, the third flow cavity on the left side, the second heat dissipation pipe of the heat dissipation disc on the left side, the second flow cavity on the left side, the second through hole on the left side, the second annular chamber on the left side, the heat dissiper 73 of the second circulating heat dissipation mechanism, the third annular chamber on the right side, the third through hole on the right side, the third flow cavity on the right side, the second heat dissipation pipe of the heat dissipation disc on the right side, the second flow cavity on the right side, the second through hole on the right side, the second annular chamber on the right side, the heat dissiper 73 of the second circulating heat dissipation mechanism, and finally returns to the circulating pump 72, to circulate. It should be noted that the heat dissiper of the first circulating heat dissipation mechanism and the heat dissiper of the second circulating heat dissipation mechanism can be the same heat dissiper or different heat dissipers. The heat dissiper is a parallel flow heat dissiper, in which heat is dissipated into the air through convection and the action of the heat dissipation motor.

[0065] When emergency braking or sustained heavy braking occurs, the disc brake generates high temperature rapidly due to the violent braking action. The temperature exceeds the boiling point of the first liquid conducting medium, which vaporizes and may cause air blockage in the pipeline, thereby affecting circulation. To solve the above problem, as shown in Figure 5 and Figure 10 The top of the two ends of the support shaft 40 is provided with two third flow holes 41, which are in communication with one of the four annular chambers 1 on one side of the support shaft 40. It should be noted that the annular chamber 1 corresponding to the third flow hole 41 should be filled with the first liquid conducting medium. In this way, once the first liquid conducting medium vaporizes, the gas will be sprayed out through the third flow hole 41, preventing air blockage.

[0066] As shown in Figure 10As shown, two of the four annular chambers 1 located at either end of the four annular chambers 1 on any side of the support shaft 40 form a group of liquid exchange chambers 2. The third flow hole 41 communicates with one of the annular chambers 1 in this group of liquid exchange chambers 2. Specifically, the first, second, third, and fourth annular chambers are arranged sequentially along the axial direction of the support shaft 40, and the third flow hole 41 communicates with the first annular chamber. The first and fourth annular chambers are filled with a first liquid conduction medium, and the second and third annular chambers are filled with a second liquid conduction medium. This arrangement prevents the first liquid conduction medium from forming a gaseous state in the cross-flow management, and it can only be effectively vaporized at the location of the third flow hole 41.

[0067] Since some of the first liquid conduction medium will vaporize and be discharged from the braking system, a replenishment port is provided on the circulation pipe 71 connected to the third flow hole 41 in order to replenish the first liquid conduction medium.

[0068] like Figure 9 and Figure 10 As shown, the inner walls at both ends of the support shaft 40 are provided with four annular ribs 100 and a partition 110. Each annular rib 100 is sealed to its corresponding pipeline assembly shaft 10 by a sealing ring 120. The above structure is simple and can effectively separate multiple annular chambers 1, preventing the first liquid conduction medium and the second liquid conduction medium from mixing.

[0069] It should be noted that the braking system using the heat dissipation method of this embodiment is not limited to the structure described above. The braking system may include: two relatively stationary discs, with flow grooves provided on the surface of the discs, and the flow grooves of the two discs facing each other to form multiple independent heat dissipation channels. During braking, the two discs are clamped by calipers to prevent them from rotating.

[0070] The vehicle employing the above-described heat dissipation method (not shown in the figure) includes a vehicle body and a braking system. The braking system, located on the vehicle body, is the braking system described above. Because this braking system has the advantage of low temperature rise, vehicles equipped with it offer high safety.

[0071] The vehicle also includes a water tank mounted on the vehicle body. The water tank is connected to the replenishment port of the circulation pipe 71 of the braking system's circulating cooling mechanism 70. Under negative pressure, the liquid in the water tank flows into the circulation pipe 71 through the replenishment port. This structure allows the first liquid conduction medium to be automatically replenished by negative pressure, eliminating the need for manual intervention or additional pumps, thereby reducing production costs.

[0072] The foregoing is considered as illustrative only of the principles of the application. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the application to the exact construction and operation described. Accordingly, all such variations are intended to be included within the scope of the present application as defined in the claims. The application is also not limited to the details of the foregoing embodiment.

[0073] For purposes of the description hereinafter, the terms "upper", "lower", "right", "left", "vertical", "horizontal", "top", "bottom", and derivatives thereof shall relate to the application as it is oriented in use. Therein, the term "horizontal" shall relate to a direction that is from left to right in the drawings, the term "vertical" shall relate to a direction that is from bottom to top in the drawings, and the term "diagonal" shall relate to a direction that is from lower left to upper right in the drawings. Where a term is provided in the singular tense, the inventors also contemplate aspects of the present application implemented using a plural tense unless otherwise specified.

[0074] In the description of the present application, it is to be understood that the specific locations of the components and the sequence of steps are set forth in the description for the convenience of the reader and are not intended to limit the scope of the application to those embodiments described. Also, it is to be understood that the use of relational terms such as "front", "back", "left", "right", "up", "down", "vertical", "horizontal", and the like are used in the context of the particular figure being discussed and are merely intended to convey concepts of relative position rather than absolute position.

[0075] The preferred embodiments of the application described herein are not the only ones that accomplish the novel, nonobvious results attained by the present application. Rather, the application also contemplates other embodiments that include any additional, not previously described elements necessary for the practice of the application.

Claims

1. A heat dissipation method for a disc truck passenger car brake mechanism, the disc truck passenger car brake mechanism comprising a first disc body (31) and a second disc body (32) arranged oppositely, characterized in that, The inner surface of the first disc body (31) and the outer surface of the second disc body (32) have a plurality of independent heat dissipation channels (21), the first disc body (31) and the second disc body (32) are relatively static, and the heat dissipation method comprises the following steps: S10, injecting refrigerants into each heat dissipation channel (21), the specific heat capacity of the refrigerants in at least two heat dissipation channels (21) is different, the boiling point of the refrigerant with smaller specific heat capacity is higher, the heat dissipation channels (21) extend in the circumferential direction with the axis of the first disc body (31) as the center, a plurality of heat dissipation channels (21) are arranged at intervals in the radial direction of the first disc body (31), and the step S10 comprises: injecting a first liquid conducting medium into the heat dissipation channels (21) on the outer side and injecting a second liquid conducting medium into the heat dissipation channels (21) on the inner side, the specific heat capacity of the first liquid conducting medium is greater than that of the second liquid conducting medium, and the boiling point of the second liquid conducting medium is greater than that of the first liquid conducting medium; S20, the refrigerants in each heat dissipation channel (21) are guided out and the temperature of the refrigerants is lowered through a heat sink (73); and S30, the refrigerants after being lowered in temperature are injected into the corresponding heat dissipation channels (21) to form a cycle.

2. The disc truck passenger car brake mechanism heat dissipation method according to claim 1, characterized by, The difference between the specific heat capacity of the refrigerant in one of the heat dissipation channels (21) and the specific heat capacity of the refrigerant in another of the heat dissipation channels (21) is greater than or equal to 1.8 J / (kg·k).

3. The disc truck passenger car brake mechanism heat dissipation method according to claim 1, characterized by, The step S10 comprises that the first liquid conducting medium is water, and the second liquid conducting medium is ethylene glycol, industrial salt or glycerol water.

4. The disc truck passenger car brake mechanism heat dissipation method according to claim 1, characterized by, Each heat dissipation channel (21) comprises an inlet and an outlet, the refrigerant in the heat dissipation channel (21) is guided out from the outlet under the action of a circulating pump (72) and is injected into the heat dissipation channel (21) from the inlet under the action of the circulating pump (72) to form a cycle.

5. The method of claim 1, wherein the disc truck passenger car brake mechanism is a disc truck passenger car brake mechanism according to claim 1, wherein The step S20 comprises: S21, guiding the refrigerants in each heat dissipation channel (21) into a plurality of first sealed cavities corresponding to the heat dissipation channels (21); S22, guiding the gas in the first sealed cavity corresponding to the refrigerant with the largest specific heat capacity out; S23, guiding the refrigerants in each first sealed cavity into the heat sink (73).

6. The disc truck passenger car brake mechanism heat dissipation method according to claim 5, characterized by, The step S22 further comprises: while the gas is guided out, supplementing the refrigerant in the flow path where the refrigerant with the largest specific heat capacity is located.

7. The disc truck passenger car brake mechanism heat dissipation method according to claim 5, characterized by, The step S30 comprises: S31, injecting the refrigerants in each flow path after being lowered in temperature into a plurality of second sealed cavities corresponding to the flow paths; S32, re-injecting the refrigerants in each second sealed cavity into the corresponding heat dissipation channel (21).

8. The heat dissipation method of a disc-type freight wagon passenger car brake mechanism according to claim 7, characterized in that, The plurality of first sealed cavities and the plurality of second sealed cavities are arranged without gaps in a preset direction n, and the first sealed cavity and the second sealed cavity corresponding to the refrigerant with the largest specific heat capacity are arranged at the two ends of the other first sealed cavities and the second sealed cavities.

9. The method of claim 1, wherein, The step S20 comprises: guiding the refrigerants guided out from each heat dissipation channel (21) to pass through the same heat sink (73) to lower the temperature.

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