Brake, thermal management system, and vehicle

Abstract

The application discloses a kind of brakes. Brake includes brake disc, caliper structure, brake pad and drive structure, caliper structure is formed with liquid cooling chamber and the liquid cooling mouth of intercommunication liquid cooling chamber, brake pad is arranged on caliper structure, and between brake disc and caliper structure, drive structure can provide driving force to caliper structure, so that caliper structure drives brake pad to tightly adhere brake disc. The above-mentioned brake, by circulating into heat-conducting fluid along the liquid cooling mouth into the liquid cooling chamber, can absorb the large amount of heat generated by friction between brake pad and brake disc during braking of vehicle, and then be used to compensate the energy consumption required in temperature adjustment, can reduce the power consumption of vehicle when adjusting temperature, and then the endurance of vehicle in low temperature environment can be improved. The application further discloses a kind of thermal management system and vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking system technology, and particularly to a brake, a thermal management system, and a vehicle. Background Technology

[0002] In related technologies, electric vehicles use power batteries to provide electricity for driving and temperature regulation. In low-temperature environments, it is necessary to regulate the temperature inside the driving space to ensure driver comfort, and to regulate the temperature of the power battery to ensure that the battery operates in a suitable temperature environment. This requires a significant amount of electricity to achieve the temperature regulation function, which in turn affects the driving range of the electric vehicle. Summary of the Invention

[0003] This invention provides a brake, a thermal management system, and a vehicle.

[0004] An embodiment of the present invention provides a brake, the brake comprising:

[0005] Brake disc;

[0006] A caliper structure having a liquid-cooled chamber and a liquid-cooled port communicating with the liquid-cooled chamber;

[0007] Brake pads are disposed on the caliper structure and located between the brake disc and the caliper structure; and

[0008] The drive structure provides a driving force to the caliper structure, causing the caliper structure to drive the brake pads to fit tightly against the brake disc.

[0009] The aforementioned brake, by circulating heat-conducting fluid into the liquid cooling chamber through the liquid cooling port, can absorb a large amount of heat generated by friction between the brake pads and brake discs during the braking process, and then use it to compensate for the energy consumed in temperature regulation. This can reduce the amount of electricity consumed by the vehicle when regulating the temperature, thereby improving the vehicle's range in low-temperature environments.

[0010] In some embodiments, the caliper structure includes:

[0011] The first clamping part has a first liquid cooling port;

[0012] The second clamping part has a second liquid cooling port; and

[0013] The connecting part, the first clamping part, the connecting part and the second clamping part are sequentially connected to form the liquid cooling chamber, and a gap is formed between the first clamping part and the second clamping part, and the brake disc and the brake pad are located within the gap.

[0014] In some embodiments, there are two brake pads, one of which is disposed on the first clamping part and located between the brake disc and the first clamping part, and the other brake pad is disposed on the second clamping part and located between the brake disc and the second clamping part.

[0015] In some embodiments, the first liquid cooling port is located on the side of the first clamping portion opposite to the brake pad, and the second liquid cooling port is located on the side of the second clamping portion opposite to the brake pad.

[0016] In some embodiments, the first clamping portion and the second clamping portion have substantially the same extending direction, and along the extending direction, the same end of the first clamping portion and the second clamping portion is connected to the connecting portion, the other end of the first clamping portion forms the first liquid cooling port, and the other end of the second clamping portion forms the second liquid cooling port.

[0017] An embodiment of the present invention provides a thermal management system for a vehicle, comprising:

[0018] The structure to be heated is capable of absorbing heat conducted by the heat-conducting fluid;

[0019] Heat exchange pipes, capable of carrying the heat-conducting fluid; and

[0020] In any of the above embodiments, the brake's liquid cooling chamber is connected to the heat exchange pipe to form a circulation loop, and a portion of the heat exchange pipe is fitted to the structure to be heated.

[0021] The aforementioned vehicle's thermal management system circulates heat-conducting fluid into the liquid cooling chamber through the liquid cooling inlet. This allows the system to absorb a large amount of heat generated by friction between the brake pads and brake discs during braking, which can then be used to compensate for the energy consumed in temperature regulation. This reduces the amount of electricity consumed by the vehicle when regulating the temperature, thereby improving the vehicle's range in low-temperature environments.

[0022] In some implementations, the vehicle generates a heat source when it starts up; a portion of the heat exchange pipe is positioned close to the heat source.

[0023] In some embodiments, the vehicle includes an engine that forms the heat source, and a portion of the heat exchange conduit is fitted into the engine.

[0024] In some embodiments, the vehicle includes a heat exchanger that forms the heat source, and a portion of the heat exchange conduit is disposed through the heat exchanger.

[0025] In some embodiments, the thermal management system includes a shunt valve, the circulation loop includes a main circuit, a first branch circuit, and a second branch circuit, a portion of the circulation loop located near the heat source is situated in the main circuit, the brake is connected to the first branch circuit, and the shunt valve is selectively shunt one of the first branch circuit and the second branch circuit and the main circuit.

[0026] In some embodiments, the thermal management system includes a water pump connected in the circulation loop, the water pump being used to drive a heat-conducting fluid to circulate in the circulation loop.

[0027] A vehicle according to an embodiment of the present invention, the vehicle comprising:

[0028] ontology; and

[0029] The thermal management system described in any of the above embodiments is located within the body.

[0030] The aforementioned vehicle, by circulating heat-conducting fluid into the liquid cooling chamber through the liquid cooling inlet, can absorb a large amount of heat generated by friction between the brake pads and brake discs during braking, and use this heat to compensate for the energy consumed in temperature regulation. This reduces the amount of electricity consumed by the vehicle when regulating the temperature, thereby improving the vehicle's range in low-temperature environments.

[0031] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0032] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0033] Figure 1 This is a partial structural schematic diagram of the brake according to an embodiment of the present invention;

[0034] Figure 2 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present invention;

[0035] Figure 3 This is another structural schematic diagram of the thermal management system according to an embodiment of the present invention.

[0036] Reference numerals: 100, brake; 200, air conditioning system; 300, battery thermal management system; 400, thermal management system; 12, brake disc; 14, first brake disc; 16, second brake disc; 18, connecting shaft; 20, caliper structure; 21, brake pad; 22, first brake pad; 23, second brake pad; 24, drive structure; 26, hydraulic module; 28, first liquid cooling port; 30, second liquid cooling port; 32, first clamping part; 34, second clamping part; 35, connecting part; 36. Liquid cooling chamber; 38. Structure to be heated; 40. Heat exchange pipe; 42. Engine; 44. Air conditioning evaporator; 46. Heat exchanger; 48. Conductor valve; 50. Water pump; 52. Compressor; 54. Condenser; 56. Pressure sensor; 58. Expansion valve; 60. Liquid-cooled brake assembly module; 62. Solenoid valve; 64. Power battery pack; 66. Water temperature sensor; 68. Temperature and pressure sensor; 70. Main circuit; 72. First branch circuit; 74. Second branch circuit; H1. Interval. Detailed Implementation

[0037] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0038] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0039] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a mechanical connection or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium, and they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0040] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0041] This disclosure provides many different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described herein. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0042] Please refer to Figures 1 to 3 According to an embodiment of the present invention, a brake 100 includes a brake disc 12, a caliper structure 20, a brake pad 21, and a drive structure 24.

[0043] The caliper structure 20 has a liquid cooling chamber 36 and a liquid cooling port communicating with the liquid cooling chamber 36. The brake pad 21 is disposed on the caliper structure 20 and located between the brake disc 12 and the caliper structure 20. The drive structure 24 can provide a driving force to the caliper structure 20 so that the caliper structure 20 drives the brake pad 21 to fit tightly against the brake disc 12.

[0044] The aforementioned brake 100, by circulating heat-conducting fluid through the liquid cooling port into the liquid cooling chamber 36, can absorb a large amount of heat generated by friction between the brake pads 21 and the brake disc 12 during braking. This heat is then used to compensate for the energy consumed in temperature regulation, reducing the amount of electricity consumed by the vehicle when adjusting the temperature, thereby improving the vehicle's range in low-temperature environments. Furthermore, this design eliminates the need for an additional fluid reservoir, effectively reducing brake pad wear 21 and recovering excess heat from the braking system to compensate for the vehicle's air conditioning heating and power battery pack 64 heating requirements.

[0045] Specifically, the brake 100 can be installed on the vehicle for braking. Figure 1In the embodiment shown, the brake 100 is provided with a brake disc 12, which may include a first brake disc 14 and a second brake disc 16. The two brake discs 12 are connected by a connecting shaft 18, and the two brake discs 12 may be symmetrically arranged along the axis of the connecting shaft 18.

[0046] The caliper structure 20 has a curved overall shape, clamping part of the brake disc 12 within it. The caliper structure 20 has two liquid cooling ports located on both sides, one for liquid inlet and the other for liquid outlet. A liquid cooling chamber 36 is formed within the caliper structure 20, connecting the two liquid cooling ports. Brake pads 21 are mounted on the caliper structure 20 and located on the side of the caliper structure 20 that clamps the brake disc 12, facing towards the brake disc 12. Brake pads 21 may include a first brake pad 22 and a second brake pad 23. The brake pads 21 are symmetrically arranged along the axis of the brake disc 12 connecting shaft 18, between the brake disc 12 and the caliper structure 20.

[0047] The drive structure 24 can be located on the brake 100, in Figure 1 In the embodiment shown, the drive structure 24 also includes a hydraulic module 26, which provides driving force to the caliper structure 20. When braking is required during vehicle operation, the hydraulic module 26 drives the caliper structure 20 to press the left and right brake pads 21 together, so that the brake pads 21 and the brake disc 12 generate heat through friction to achieve the braking purpose. This is used to compensate for the energy consumed in temperature regulation, which can reduce the power consumption of the vehicle when regulating the temperature, thereby improving the vehicle's range in low-temperature environments.

[0048] In some implementations, please refer to Figure 1 The caliper structure 20 includes a first clamping part 32, a second clamping part 34, and a connecting part 35.

[0049] The first clamping portion 32 has a first liquid cooling port 28. The second clamping portion 34 has a second liquid cooling port 30. The first clamping portion 32, the connecting portion 35, and the second clamping portion 34 are sequentially connected to form a liquid cooling chamber 36. A gap H1 is formed between the first clamping portion 32 and the second clamping portion 34, and the brake disc 12 and the brake pad 21 are located within the gap H1. In this way, the brake pad 21 can generate heat through friction with the brake disc 12 to achieve the braking purpose.

[0050] Specifically, the caliper structure 20 is provided with a first clamping part 32, and a first liquid cooling port 28 is provided on the side of the first clamping part 32 opposite to the first brake disc 14. The first liquid cooling port 28 is the inlet of the liquid cooling chamber 36. The caliper structure 20 is also provided with a second clamping part 34, and a second liquid cooling port 30 is provided on the side of the second clamping part 34 opposite to the second brake disc 16. The second liquid cooling port 30 is the outlet of the liquid cooling chamber 36. Figure 1In the embodiment shown, the first clamping part 32, the connecting part 35, and the second clamping part 34 are fixedly connected in sequence. Each of the three clamping parts has a cavity inside, and the cavities inside the three are connected in sequence to form a liquid cooling chamber 36. The first clamping part 32 and the second clamping part 34 are arranged in parallel. The first clamping part 32 and the second clamping part 34 are fixedly connected to the connecting part 35. The extension directions of the two clamping parts and the extension direction of the connecting part 35 are different, thus forming a curved structure and forming a gap H1. The brake disc 12 and the brake pad 21 are arranged in the gap H1. When braking is required, the brake pad 21 is driven to fit tightly against the brake disc 12 to generate heat through friction and achieve the braking purpose.

[0051] In some embodiments, there are two brake pads 21. One brake pad 21 is disposed on the first clamping part 32 and located between the brake disc 12 and the first clamping part 32, while the other brake pad 21 is disposed on the second clamping part 34 and located between the brake disc 12 and the second clamping part 34. In this way, the braking purpose is achieved more efficiently and the braking time is shortened.

[0052] Specifically, in Figure 1 In the embodiment shown, there are two brake pads 21 on the caliper structure 20, namely a first brake pad 22 and a second brake pad 23. The first brake pad 22 is fixedly installed on the side of the first clamping part 32 facing the first brake disc 14, located between the first clamping part 32 and the first brake disc 14. The second brake pad 23 is fixedly installed on the side of the second clamping part 34 facing the second brake disc 16, located between the second clamping part 34 and the second brake disc 16. When the vehicle brakes, the first brake pad 22 and the second brake pad 23 simultaneously adhere to the first brake disc 14 and the second brake disc 16 respectively, increasing friction to achieve the purpose of rapid braking and shortening the braking time.

[0053] In some implementations, please refer to Figure 1 The first liquid cooling port 28 is located on the side of the first clamping part 32 opposite to the brake pad 21, and the second liquid cooling port 30 is located on the side of the second clamping part 34 opposite to the brake pad 21. In this way, when the liquid enters the liquid cooling chamber 36, it will directly impact the inner wall of the side where the brake pad 21 is located, which facilitates the absorption of more heat.

[0054] Specifically, the first liquid cooling port 28 is located on the side of the first clamping part 32 opposite to the first brake pad 22, and is close to the lower end of the first clamping part 32. The second liquid cooling port 30 is located on the side of the second clamping part 34 opposite to the second brake pad 23, and is close to the lower end of the second clamping part 34. When liquid enters the liquid cooling chamber 36, it directly impacts the inner wall of the side where the brake pad 21 is located, facilitating the absorption of more heat.

[0055] In some embodiments, the first clamping portion 32 and the second clamping portion 34 have substantially the same extending direction. Along the extending direction, the same end of the first clamping portion 32 and the second clamping portion 34 are connected to a connecting portion. The other end of the first clamping portion 32 forms a first liquid cooling port 28, and the other end of the second clamping portion 34 forms a second liquid cooling port 30. In this way, the flow path of the liquid in the liquid cooling chamber 36 can be increased, absorbing as much heat as possible.

[0056] Specifically, in Figure 1 In the embodiment shown, the first clamping part 32 and the second clamping part 34 extend in basically the same direction and can extend upward. The same end of the first clamping part 32 and the second clamping part 34 extending upward can be connected to both ends of the connecting part 35 respectively. The first clamping part 32 has a first liquid cooling port 28 at the end near the first brake pad 22, and the second clamping part 34 has a second liquid cooling port 30 at the end near the second brake pad 23. The first clamping part 32, the connecting part 35 and the second clamping part 34 are connected in sequence to form a liquid cooling chamber 36, thereby increasing the flow path of the liquid in the liquid cooling chamber 36 and absorbing as much heat as possible.

[0057] Please refer to Figure 2 and Figure 3 A thermal management system 400 for a vehicle according to an embodiment of the present invention includes a structure to be heated 38, a heat exchange pipe 40, and a brake 100 as described in any of the above embodiments. The structure to be heated 38 is capable of absorbing heat conducted by a heat-conducting fluid. The heat exchange pipe is capable of carrying the heat-conducting fluid. The liquid cooling chamber 36 of the brake 100 is connected to the heat exchange pipe 40 and forms a circulation loop, and a portion of the heat exchange pipe 40 is disposed in contact with the structure to be heated 38.

[0058] The thermal management system 400 of the vehicle described above circulates heat-conducting fluid into the liquid cooling chamber 36 through the liquid cooling port. This allows the vehicle to absorb a large amount of heat generated by the friction between the brake pads 21 and the brake disc 12 during braking, which can then be used to compensate for the energy consumed in temperature regulation. This reduces the amount of electricity consumed by the vehicle when regulating the temperature, thereby improving the vehicle's range in low-temperature environments.

[0059] Specifically, in Figure 2In the illustrated embodiment, the air conditioning system 200 and the battery thermal management system 300 are equipped with a structure to be heated 38, a heat exchange pipe 40, and a brake 100. The low-temperature heat-conducting fluid in the brake 100 flows into the liquid cooling chamber 36 in the caliper structure 20 along the first liquid cooling port 28. After absorbing heat, the temperature of the heat-conducting fluid rises and flows out from the second liquid cooling port 30 of the caliper structure 20. The heat exchange pipe 40 can be circulated with the heat-conducting fluid. The heat exchange pipe 40 is connected to the first liquid cooling port 28 and the second liquid cooling port 30 of the liquid cooling chamber 36 to form a circulation loop. A part of the heat exchange pipe 40 is attached to the structure to be heated 38. The heat-conducting fluid transfers the absorbed heat to the structure to be heated 38 through the heat exchange pipe 40. The structure to be heated 38 can absorb the heat conducted by the heat-conducting fluid, which can compensate for the heat demand of the air conditioning heating mode and the power battery pack 64 heating mode. This can reduce the power consumption of the vehicle when adjusting the temperature, thereby improving the vehicle's range in low-temperature environments.

[0060] In some implementations, a heat source is generated when the vehicle is started. A portion of the heat exchange duct 40 is positioned close to the heat source. In this way, heat can be transferred to the air conditioning system 200 and the battery thermal management system 300 to compensate for the energy consumed in temperature regulation.

[0061] Specifically, the structure to be heated 38 may include a heater core, which can generate a heat source during vehicle movement and braking. A portion of the heat exchange pipe 40 is positioned close to the heat source, and the generated heat source can transfer heat to the air conditioning system 200 and the battery thermal management system 300 to compensate for the energy consumed in temperature regulation.

[0062] In some embodiments, the vehicle includes an engine 42, which forms a heat source, and a portion of the heat exchange duct 40 is disposed in conjunction with the engine 42. This effectively reduces vehicle wear and tear.

[0063] Specifically, the vehicle may include hybrid and pure electric models. In hybrid vehicles, the engine 42 generates heat upon startup. A portion of the heat exchange pipe 40 passes through the engine 42 housing, transferring a large amount of heat generated by the engine 42 to a heat-conducting fluid within the heat exchange pipe 40. This heat-conducting fluid then transfers the heat to the air conditioning system 200. The vehicle's thermal management system 400 also includes a liquid-cooled brake assembly module 60, which includes a brake 100. When the air conditioning system 200 has a high heating demand, the liquid-cooled brake assembly module 60 can introduce cooling fluid into the brake 100 to collect waste heat. The collected cooling fluid can then be introduced into the air conditioning heating system to compensate for the system's heat requirements, reduce overall vehicle power consumption, and improve the vehicle's pure electric range.

[0064] In some implementations, please refer to Figure 3The vehicle includes a heat exchanger 46, which forms a heat source, and a portion of the heat exchange pipe 40 passes through the heat exchanger 46. This facilitates the recovery of waste heat and reduces the amount of electricity consumed by the vehicle when regulating the temperature.

[0065] Specifically, the vehicle's battery thermal management system 300 also includes a power battery pack 64. When the power battery pack 64 needs to be cooled, the compressor 52 is turned on to compress and do work, and the solenoid valve 62 is turned on. The high-temperature and high-pressure refrigerant is throttled through the expansion valve 58 integrated on the heat exchanger 46. The air conditioning refrigerant and the heat transfer fluid exchange heat through the heat exchanger 46 to form a lower-temperature heat transfer fluid. At this time, the heat exchanger 46 starts to generate a heat source. A part of the heat exchange pipe 40 is set through the heat exchanger 46. The heat transfer fluid in the heat exchange pipe 40 absorbs the heat generated by the heat exchanger 46 to reduce the power consumption of the vehicle when adjusting the temperature.

[0066] In some implementations, please refer to Figure 2 or Figure 3 The thermal management system 400 includes a control valve 48, and a circulation loop including a main line 70, a first branch line 72, and a second branch line 74. The portion of the circulation loop located near the heat source is in the main line 70. A brake is connected to the first branch line 72. The control valve 48 can selectively open one of the first branch line 72 and the second branch line 74, as well as the main line 70. This allows for the compensation of the required heat in the thermal management system 400.

[0067] Specifically, the heat source is located in the main circuit 70 of the circulation loop, and the open valve 48 is connected in series in the circulation loop. If the heating demand of the air conditioning system 200 is large, the open valve 48 can be opened to open the first branch 72, and the waste heat collected by the liquid-cooled brake assembly module 60 can be connected in series to the air conditioning heating system to compensate for the heat required by the system. If the heating demand of the air conditioning system 200 is normal, the open valve 48 can be opened to open the second branch 74, and the first branch 72 connected to the brake 100 in the circulation loop can be disconnected. If the battery thermal management system 300 has a high heating demand for the power battery pack 64, the open valve 48 can be opened to open the first branch 72, and the waste heat collected by the liquid-cooled brake assembly module 60 can be connected in series to the battery thermal management system 300 to compensate for the heat required by the system. If the battery thermal management system 300 has a moderate heating demand, the open valve 48 can be opened to open the second branch 74, and the first branch 72 connected to the brake 100 in the circulation loop can be disconnected. The waste heat recovery from the liquid-cooled brake assembly module 60 can compensate for the heat required by the thermal management system 400.

[0068] In some embodiments, the thermal management system 400 includes a water pump 50 connected in a circulation loop, which drives the heat-conducting fluid to circulate within the loop. This accelerates heat transfer and effectively reduces energy consumption.

[0069] Specifically, the battery thermal management system 300 of the thermal management system 400 also includes a solenoid valve 62, a water temperature sensor 66, and a temperature and pressure sensor 68. By starting the compressor 52 to compress and do work, and opening the solenoid valve 62, the high-temperature and high-pressure refrigerant is throttled through the expansion valve 58 of the heat exchanger 46, and then passed through the water pump 50 and the heat exchange pipe 40 to introduce the heat transfer fluid into the power battery pack 64. The water temperature sensor 66 and the temperature and pressure sensor 68 detect the pipeline pressure and temperature to provide feedback to the system, which can accelerate the heat transfer and effectively reduce energy consumption.

[0070] According to an embodiment of the present invention, a vehicle includes a body (not shown) and a thermal management system 400 of any of the above embodiments, wherein the thermal management system 400 is located within the body.

[0071] The aforementioned vehicle, by circulating heat-conducting fluid into the liquid cooling chamber 36 through the liquid cooling port, can absorb a large amount of heat generated by the friction between the brake pads 21 and the brake disc 12 during braking, and use it to compensate for the energy consumed in temperature regulation, thereby reducing the amount of electricity consumed by the vehicle when regulating the temperature, and thus improving the vehicle's range in low-temperature environments.

[0072] Specifically, the vehicle includes, but is not limited to, pure electric vehicles, hybrid vehicles, and range-extended electric vehicles. The vehicle has a main body, and the thermal management system 400 can be installed within the main body. By circulating heat-conducting fluid into the liquid cooling chamber 36 through the liquid cooling port, a large amount of heat generated by friction between the brake pads 21 and the brake disc 12 during braking can be absorbed, thereby compensating for the energy consumed in temperature regulation. This reduces the amount of electricity consumed by the vehicle when regulating the temperature, and thus improves the vehicle's range in low-temperature environments.

[0073] More specifically, the brake 100 of the embodiments of this application can be implemented with reference to the following examples. It should be noted that the following examples are only for the convenience of understanding and implementation of the technical solution of this application, and should not be construed as a limitation on the scope of protection of this application.

[0074] 1. The liquid-cooled brake assembly module 60 is connected in series only to the air conditioning and heating system.

[0075] 1) In the air conditioning system 200 of the new energy vehicle, under cooling conditions, the compressor 52 compresses and performs work. The refrigerant, which is in a high-temperature and high-pressure state after compression, is condensed by the condenser 54. The pressure sensor 56 detects the system pressure at the discharge end of the compressor 52 and adjusts the working power of the compressor 52 based on the feedback. The condensed refrigerant passes through the expansion valve 58 for throttling and evaporates in the air conditioning evaporator 44 inside the air conditioning unit, becoming a low-temperature and low-pressure gaseous refrigerant that returns to the compressor 52 to form a system loop. The evaporation of the air conditioning evaporator 44 achieves heat exchange between the passenger compartment and the air conditioning refrigerant, thereby achieving the purpose of cooling the passenger compartment.

[0076] 2) In air conditioning and heating mode, for hybrid vehicles, the coolant used to cool the engine 42 is pumped at a higher temperature by water pump 50 into the heater core inside the air conditioning unit. The heater core exchanges heat with the passenger compartment to achieve heating. If the engine 42 coolant temperature is low or the air conditioning system 200 has a high heating demand, the shunting valve 48 can be opened, allowing the liquid-cooled brake assembly module 60 to supply cooling fluid to the brake 100 to collect waste heat. The collected cooling fluid can then be supplied to the air conditioning and heating system to compensate for the system's heat requirements. For pure electric vehicles, passenger compartment heating is achieved simply by activating the PTC air heater or PTC water heater. If the air conditioning system 200 has a high heating demand, the waste heat collected by the liquid-cooled brake assembly module 60 can also be connected in series to the air conditioning and heating system to compensate for the system's heat requirements. Meanwhile, by recovering the waste heat of the liquid-cooled brake assembly module 60, the power demand of the PTC air heater or PTC water heater is effectively reduced, the overall vehicle power consumption is reduced, and the pure electric range of the vehicle is improved.

[0077] 3) When the power battery pack 64 of the new energy vehicle needs to be cooled, the compressor 52 is turned on to compress and do work, and the solenoid valve 62 is opened. The high-temperature and high-pressure refrigerant is throttled by the expansion valve 58 integrated on the heat exchanger 46. After heat exchange, the air conditioning refrigerant and coolant exchange heat in the heat exchanger 46 to form a coolant with a lower temperature. The coolant is then pumped into the power battery pack 64 by the water pump 50. The water temperature sensor 66 and the temperature and pressure sensor 68 detect the pipeline pressure and temperature and provide feedback to the system. When the power battery pack 64 needs to be heated, the battery heater can be turned on to heat the coolant and heat the power battery pack 64.

[0078] 2. The liquid-cooled brake assembly module 60 is connected in series only to the battery thermal management system 300.

[0079] 1) In the air conditioning system 200 of the new energy vehicle, under cooling conditions, the compressor 52 compresses and performs work. The refrigerant, which is in a high-temperature and high-pressure state after compression, is condensed by the condenser 54. The pressure sensor 56 detects the system pressure at the discharge end of the compressor 52 and adjusts the working power of the compressor 52 based on the feedback. The condensed refrigerant passes through the expansion valve 58 for throttling and then evaporates in the air conditioning evaporator 44 inside the air conditioning unit, becoming a low-temperature and low-pressure gaseous refrigerant that returns to the compressor 52 to form a system loop. The evaporation of the air conditioning evaporator 44 achieves heat exchange between the passenger compartment and the air conditioning refrigerant, thereby achieving the purpose of cooling the passenger compartment.

[0080] 2) In air conditioning and heating mode, for hybrid vehicles, the coolant used to cool the engine 42 is pumped by water pump 50 to the heating core in the air conditioning unit. The heating core exchanges heat with the passenger compartment to achieve the purpose of heating the passenger compartment. For pure electric vehicles, when the passenger compartment needs heating, the PTC air heater or PTC water heater is turned on to heat the passenger compartment.

[0081] 3) When the power battery pack 64 of the new energy vehicle needs cooling, the compressor 52 is turned on to compress and perform work, and the solenoid valve 62 is opened. The high-temperature and high-pressure refrigerant is throttled by the expansion valve 58 integrated on the heat exchanger 46. After heat exchange, the air conditioning refrigerant and coolant exchange heat in the heat exchanger 46 to form a cooler coolant, which is then pumped into the power battery pack 64 by the water pump 50. The water temperature sensor 66 and the temperature and pressure sensor 68 detect the pipeline pressure and temperature and provide feedback to the system. When the power battery pack 64 needs heating, the battery heater is turned on to heat the coolant and heat the power battery pack 64. If the heating demand of the power battery pack 64 is large, the conduction valve 48 can be opened, and the liquid-cooled brake assembly module 60 can introduce cooling fluid into the brake 100 to collect waste heat. The collected cooling fluid can be introduced into the battery thermal management system 300 to compensate for the heat required by the system. Meanwhile, by recovering waste heat from the liquid-cooled brake assembly module 60, the power demand of the battery heater is effectively reduced, the overall vehicle power consumption is reduced, and the pure electric range of the vehicle is improved.

[0082] Through the waste heat recovery compensation of these two processes, the vehicle can effectively compensate for the large demand for air conditioning heating and power battery pack heating when the ambient temperature is low (such as in winter). Therefore, the vehicle can reduce the power used by the PTC heater and battery heater, thereby effectively reducing energy consumption and increasing the pure electric driving range of new energy vehicles in low-temperature environments.

[0083] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0084] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A brake, characterized in that, The brake includes: Brake disc; A caliper structure having a liquid-cooled chamber and a liquid-cooled port communicating with the liquid-cooled chamber; Brake pads are disposed on the caliper structure and located between the brake disc and the caliper structure; the number of brake pads is two. The drive structure can provide driving force to the caliper structure so that the caliper structure can press the two brake pads together and tightly fit them against the brake disc. The caliper structure includes: The first clamping part has a first liquid cooling port; The second clamping part has a second liquid cooling port; and The connecting part, the first clamping part, the connecting part and the second clamping part are sequentially connected to form the liquid cooling chamber, and a gap is formed between the first clamping part and the second clamping part, and the brake disc and the brake pad are located within the gap.

2. The brake according to claim 1, characterized in that, One of the brake pads is disposed on the first clamping part and located between the brake disc and the first clamping part, and the other brake pad is disposed on the second clamping part and located between the brake disc and the second clamping part.

3. The brake according to claim 2, characterized in that, The first liquid cooling port is located on the side of the first clamping part opposite to the brake pad, and the second liquid cooling port is located on the side of the second clamping part opposite to the brake pad.

4. The brake according to claim 1, characterized in that, The first clamping portion and the second clamping portion have substantially the same extending direction. Along the extending direction, the same end of the first clamping portion and the second clamping portion is connected to the connecting portion. The other end of the first clamping portion forms the first liquid cooling port, and the other end of the second clamping portion forms the second liquid cooling port.

5. A thermal management system, characterized in that, The thermal management system includes: The structure to be heated is capable of absorbing heat conducted by the heat-conducting fluid; Heat exchange pipes, capable of carrying the heat-conducting fluid; and The brake according to any one of claims 1-4, wherein the liquid cooling chamber of the brake is connected to the heat exchange pipe and forms a circulation loop, and a portion of the heat exchange pipe is fitted to the structure to be heated.

6. The thermal management system according to claim 5, characterized in that, When the vehicle starts, a heat source is generated, and a portion of the heat exchange pipe is located close to the heat source.

7. The thermal management system according to claim 6, characterized in that, The vehicle includes an engine that forms the heat source, and a portion of the heat exchange pipe is fitted into the engine.

8. The thermal management system according to claim 6, characterized in that, The vehicle includes a heat exchanger that forms the heat source, and a portion of the heat exchange pipe is disposed through the heat exchanger.

9. The thermal management system according to claim 6, characterized in that, The thermal management system includes a shunting valve, and the circulation loop includes a main circuit, a first branch circuit, and a second branch circuit. The portion of the circulation loop located near the heat source is situated in the main circuit. The brake is connected to the first branch circuit. The shunting valve can selectively shun one of the first branch circuit and the second branch circuit, as well as the main circuit.

10. The thermal management system according to claim 5, characterized in that, The thermal management system includes a water pump connected in the circulation loop, which drives the heat transfer fluid to circulate in the circulation loop.

11. A vehicle, characterized in that, The vehicles include: ontology; and The thermal management system according to any one of claims 5-10, wherein the thermal management system is located within the body.

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