A heat dissipation control method of a machine wheel brake heat sink and a machine wheel brake heat sink

Abstract

The application discloses a heat dissipation control method and a wheel brake heat sink of an aircraft wheel brake, and belongs to the field of aircraft wheel brakes. The method comprises the following steps: obtaining initial state information of a brake heat sink to be cooled; establishing a relationship between brake energy and the temperature of the brake heat sink body; calculating real heat sink brake energy of a single dispatch; calculating a corresponding temperature of the real heat sink brake energy that can be reached by a single dispatch; calculating total heat that needs to be dissipated by the dispatch; calculating heat that needs to be dissipated per unit time by a single dispatch; calculating total heat exchange area of the brake heat sink; and designing a heat dissipation channel based on the total heat exchange area of the brake heat sink, so as to realize control over heat dissipation time and effect. The application solves the problem that the brake heat dissipation time and effect cannot be controlled in the prior art.

Description

Technical Field

[0001] This invention belongs to the field of aircraft wheel brakes, specifically relating to a heat dissipation control method for a wheel brake heat storage device and the wheel brake heat storage device itself. Background Technology

[0002] The wheel braking system is a critical airborne system ensuring safe takeoff and landing, ranking alongside the engine as one of the two most costly systems throughout an aircraft's lifespan. The braking function within the wheel braking system is performed by the brake heat storage assembly. This assembly consists of multiple brake discs, which convert and absorb the kinetic energy generated during landing through friction between the discs, achieving the purpose of braking. With the development of large aircraft design and manufacturing technology in my country, limitations imposed by lightweight design requirements and space constraints in the landing gear bay for wheel placement have resulted in brake discs whose heat capacity is no longer sufficient to handle the high energy load generated by large aircraft braking. This can lead to brake failure or excessively high brake disc temperatures, causing thermal fatigue in surrounding structural components and affecting aircraft safety. In severe cases, brake overheating can cause tire blowouts and fires, resulting in serious accidents. Furthermore, the aircraft's redeployment capability is also closely related to brake heat. Brake heat is one of the key limiting factors in assessing whether an aircraft can be redeployed.

[0003] Existing technology discloses using cylindrical ventilation holes instead of rectangular ventilation grooves on brake discs, simplifying the manufacturing process, increasing efficiency, and avoiding stress concentration points on the disc. Compared to rectangular ventilation grooves of the same specifications, it increases the heat capacity of the brake disc by 30%, making it more compatible with OE (Original Equipment Manufacturer) brake discs. OE is an abbreviation for original equipment manufacturer (OE) parts in the automotive industry; therefore, this technology is primarily aimed at the automotive sector. It only qualitatively proposes a multi-row circular hole structure for ventilation and heat dissipation, but does not mention the heat dissipation time and effect of this structure. In actual design, ventilation holes cannot be drilled blindly on the brake disc; their design must be based on the requirements for heat dissipation time and effect. Existing technology does not address the design relationship between the size and number of ventilation holes and the brake disc's heat dissipation time and effect. How to control the heat dissipation time and effect of the brake disc through the design of the cooling air duct is a shortcoming of existing technology.

[0004] Other existing technologies that involve grooving the surface of the brake disc and opening holes on the circumference of the brake disc for heat dissipation also fail to control the heat dissipation time and effect of the brake disc.

[0005] To rapidly dissipate braking heat during aircraft braking, improve braking performance, ensure braking safety, and shorten the interval between aircraft redeployment, this invention proposes a heat dissipation control method for wheel brake heat storage and a wheel brake heat storage. Summary of the Invention

[0006] The technical problem to be solved: To overcome the shortcomings of existing technologies, this invention provides a heat dissipation control method for a wheel brake heat sink and a wheel brake heat sink itself. Based on the aircraft's heat dissipation time requirements, heat dissipation channels are designed and machined on the wheel brake heat sink, thereby enabling control over the heat dissipation time and effect. This rapidly cools the brake heat sink, reducing the time the brake disc spends at oxidation temperatures, minimizing oxidation and brake fade, improving braking performance, ensuring braking safety, and shortening the aircraft's redeployment interval. This invention solves the problem of existing technologies being unable to control brake heat dissipation time and effect.

[0007] The technical solution of this invention is: a heat dissipation control method for a wheel brake heat sink, the specific steps of which are as follows: Obtain the initial state information of the brake heat storage to be cooled, including weight, specific heat capacity, initial volumetric temperature, and set brake energy; Based on the initial state information of the brake heat storage tank to be cooled, the relationship between braking energy and the volume temperature of the brake heat storage tank is established. Based on the difference between the ideal thermal storage braking energy and the set braking energy in a single dispatch, the corresponding temperature difference is calculated, thereby obtaining the actual thermal storage braking energy for that single dispatch. Based on the relationship between braking energy and the temperature of the brake heat reservoir volume, and the actual heat reservoir braking energy of a single dispatch, the corresponding temperature of the actual heat reservoir braking energy that can be achieved in a single dispatch is obtained. The braking energy difference obtained by reducing the braking energy corresponding to the temperature of the actual heat storage braking energy achieved in a single dispatch to the braking energy corresponding to the safe operating temperature is the total heat E that needs to be dissipated in this dispatch. Based on the total heat E that needs to be dissipated in a single dispatch, combined with the set single dispatch time, i.e. heat dissipation time, the heat Q that needs to be dissipated per unit time in a single dispatch is calculated. The total heat exchange area of ​​the brake heat storage is calculated based on the heat Q that needs to be dissipated per unit time in a single dispatch. The heat dissipation channel is designed based on the total heat exchange area of ​​the brake heat reservoir, thereby enabling control over the heat dissipation time and effect.

[0008] A further technical solution of the present invention is: the relationship between the braking energy and the temperature of the brake heat reservoir is expressed as follows:

[0009] in, A S - Braking energy, t 0 - Initial volume temperature of the thermal storage. b —After deducting 10% of the energy absorbed by the tires and wheels b =0.9, G 支撑—The quality of the thermal storage support components G 盘 —The quality of the hot-pressed brake discs C 支撑 —Specific heat capacity of the thermal storage support components C 碳 —Specific heat capacity of the brake disc in the heat storage tank.

[0010] A further technical solution of the present invention is: the calculation formula for the actual hot storage braking energy of a single dispatch is:

[0011]

[0012]

[0013]

[0014] in, A S设定 This indicates the initial braking energy setting of the thermal storage unit. This indicates the braking energy required to reduce the temperature to a safe operating temperature. T represents the ideal hot-storage braking energy that most closely approximates the braking energy corresponding to the safe operating temperature in a single deployment. 理想 T represents the temperature at which the ideal thermal depot braking energy, which most closely approximates the safe operating temperature during a single deployment, corresponds to the braking energy. 安全 This indicates the safe operating temperature of the thermal storage unit during a single dispatch.

[0015] A further technical solution of the present invention is: the formula for calculating the temperature corresponding to the actual thermal braking energy that the dispatch can achieve is:

[0016]

[0017]

[0018] in, This represents the ideal braking energy that most closely approximates the actual braking energy of a hot brake system. A S真实 This indicates the actual thermal braking energy that can be achieved in a single deployment; This indicates the temperature corresponding to the ideal braking energy that is closest to the actual braking energy of the hot storage tank.

[0019] A further technical solution of the present invention is: the calculation formula for the heat Q that needs to be dissipated per unit time in a single dispatch is: Q = E / t, where t represents the set single dispatch time, i.e. heat dissipation time.

[0020] A further technical solution of the present invention is: the formula for calculating the total heat exchange area of ​​the brake heat storage is: Q=aA(T 真实 -T F ) Where A represents the total heat transfer area, a represents the convection coefficient, and T F T represents the temperature of the flowing air. 真实 This indicates the temperature corresponding to the actual thermal braking energy that can be achieved in a single deployment.

[0021] A wheel brake heat storage unit includes a moving disc assembly and a stationary disc assembly arranged coaxially and alternately. The moving disc assembly is located at the outermost end of both ends, and a pressure plate is installed on the outer side of the outermost moving disc assembly. The moving disc assembly is composed of two moving discs combined together, and the stationary disc assembly is composed of two stationary discs combined together. Several heat dissipation channels are provided on the outer peripheral surfaces of both the moving disk and the stationary disk. The heat dissipation channels connect the inner and outer peripheral surfaces of the moving disk / stationary disk, and high-speed air flows through the heat dissipation channels to dissipate heat. The total heat exchange area of ​​the overall heat dissipation channel of the heat storage is calculated using the heat dissipation control method of the wheel brake heat storage.

[0022] A further technical solution of the present invention is: the heat dissipation channel is a cylindrical vent hole, and the relationship between the vent diameter d and the number of holes n is: n=A / (dπh), where h represents the vent hole depth, that is, the annular radius of the moving plate and the stationary plate; the value of the vent diameter d is in the range of 1-3mm.

[0023] A further technical solution of the present invention is: the central angle between adjacent circumferential vent holes of the stationary disk is: α=360 m1 p / n Where m1 is the number of turns of the holes on each stationary disc, and p is the number of brake discs on which the holes are to be laid out; The central angle between adjacent circumferential vent holes of the moving disk is: β=δ m2 p v / n Where m2 is the number of turns of the holes on each moving disc, p is the number of brake discs with holes to be laid out, δ represents the included angle between individual areas of heat dissipation holes in the moving disc, and v represents the number of keyways on the moving disc for mounting supports.

[0024] A further technical solution of the present invention is that the moving disc and the stationary disc do not have heat dissipation channels within their brake wear thickness range.

[0025] Beneficial effects The beneficial effects of this invention are as follows: This invention proposes a heat dissipation control method for a wheel brake heat sink and a wheel brake heat sink itself. It designs heat dissipation ducts within the wheel structure and discloses how to design the diameter and number of circular holes in the heat dissipation ducts on the circumference of the brake disc based on the requirements for heat dissipation time and effect. This invention is mainly applied in the field of aircraft brake wheels. Based on this method, the diameter and number of holes in the heat dissipation ducts on the brake heat sink can be designed according to the aircraft dispatch interval requirements and the brake heat sink's temperature limit requirements. This rapidly cools the brake disc, reducing the time the brake disc spends at oxidation temperatures, thus reducing oxidation and brake fade, and preventing brake failure or tire blowout accidents caused by overheating. Specific advantages are as follows: 1. The present invention can customize the internal heat dissipation air duct design according to different heat dissipation time requirements. The cooling time can be shortened by designing more holes, thereby further improving the cooling efficiency of the brake disc. 2. This invention can reduce the maximum temperature of the brake disc, alleviate brake disc oxidation, reduce brake fade, and extend brake disc life. 3. The airflow of the heat dissipation duct of the present invention can continuously clean the dust of the braking friction material, and can constantly renew the ablation surface of the friction material, so that the braking effect can always be kept in the best braking state. 4. This invention can improve cooling capacity, allowing the heat generated during braking to be quickly and promptly dissipated from the heat dissipation holes; 5. In humid environments, this invention is resistant to salt spray and moisture, and can play a role in drainage, maintaining optimal working condition during braking. 6. This invention can effectively improve the tolerance to thermal decay during high-energy braking.

[0026] This invention solves the problem that existing technologies only qualitatively propose a circular hole structure for brake disc ventilation and heat dissipation, but do not provide specific design methods for the size and number of the circular holes, or control methods for the brake disc heat dissipation time and heat dissipation effect.

[0027] The implementation of this invention demonstrates that after absorbing 16.2 MJ of energy, the brake heat reservoir cools the brake disc to 100°C when the temperature reaches 565°C, with a heat dissipation time of less than 20 minutes. Attached Figure Description

[0028] Figure 1 The air duct structure is designed for a single static plate. Figure 2 This is a schematic diagram of the static disk assembly structure; Figure 3 The air duct structure is designed for a single moving plate. Figure 4 This is a schematic diagram of the moving disk assembly structure; Figure 5 This is a diagram of the brake heat storage system; Figure 6The brake disc temperature acquisition curve (vertical axis is temperature in °C, horizontal axis is time in seconds); Figure 7 This is a schematic diagram of airflow in a brake heat storage unit without a cooling duct. Figure 8 This is a schematic diagram of the airflow for cooling the brake heat reservoir with an internal heat dissipation structure in this invention.

[0029] Explanation of reference numerals in the attached diagram: 1. Moving disk assembly; 2. Stationary disk assembly. Detailed Implementation

[0030] The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0031] 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., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this 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. Therefore, they should not be construed as limitations on this invention.

[0032] To address the technical problem of existing technologies being unable to control heat dissipation time and effect, this invention provides a heat dissipation control method for a wheel brake heat storage unit, the specific steps of which are as follows: Step 1: Obtain the initial state information of the brake heat storage to be cooled, including weight, specific heat capacity, initial volumetric temperature, and set brake energy. Step 2: Based on the initial state information of the brake heat storage to be cooled, establish the relationship between braking energy and the volume temperature of the brake heat storage. Step 3: Calculate the corresponding temperature difference based on the difference between the ideal thermal storage braking energy and the set braking energy in a single dispatch, thereby obtaining the actual thermal storage braking energy for that single dispatch. Step 4: Based on the relationship between braking energy and the temperature of the brake heat reservoir volume, and the actual heat reservoir braking energy of a single dispatch, obtain the corresponding temperature of the actual heat reservoir braking energy that can be achieved in a single dispatch. Step 5: Reduce the braking energy corresponding to the actual heat storage braking energy achieved in a single dispatch to the braking energy corresponding to the safe operating temperature. The difference in braking energy is the total heat E that needs to be dissipated in this dispatch. Step 6: Based on the total heat E that needs to be dissipated in a single dispatch, and combined with the set single dispatch time, i.e. heat dissipation time, calculate the heat Q that needs to be dissipated per unit time in a single dispatch. Step 7: Calculate the total heat exchange area of ​​the brake heat storage based on the heat Q that needs to be dissipated per unit time in a single dispatch. Step 8: Design the heat dissipation channel based on the total heat exchange area of ​​the brake heat storage, thereby controlling the heat dissipation time and effect.

[0033] Specifically, the relationship between the braking energy and the temperature of the brake heat reservoir is as follows:

[0034] in, A S - Braking energy, t 0 - Initial volume temperature of the thermal storage. b —After deducting 10% of the energy absorbed by the tires and wheels b =0.9, G 支撑 —The quality of the thermal storage support components G 盘 —The quality of the hot-pressed brake discs C 支撑 —Specific heat capacity of the thermal storage support components C 碳 —Specific heat capacity of the brake disc in the heat storage tank.

[0035] Specifically, the formula for calculating the actual hot storage braking energy in a single dispatch is as follows:

[0036]

[0037]

[0038]

[0039] in, A S设定 This indicates the initial braking energy setting of the thermal storage unit. This indicates the braking energy required to reduce the temperature to a safe operating temperature. T represents the ideal hot-storage braking energy that most closely approximates the braking energy corresponding to the safe operating temperature in a single deployment. 理想 T represents the temperature at which the ideal thermal depot braking energy, which most closely approximates the safe operating temperature during a single deployment, corresponds to the braking energy. 安全 This indicates the safe operating temperature of the thermal storage unit during a single dispatch.

[0040] Specifically, the formula for calculating the temperature corresponding to the actual thermal braking energy achievable by the dispatch is as follows:

[0041]

[0042]

[0043] in, This represents the ideal braking energy that most closely approximates the actual braking energy of a hot brake system. A S真实 This indicates the actual thermal braking energy that can be achieved in a single deployment; This indicates the temperature corresponding to the ideal braking energy that is closest to the actual braking energy of the hot storage tank.

[0044] Specifically, the formula for calculating the heat Q that needs to be dissipated per unit time in a single dispatch is: Q = E / t, where t represents the set single dispatch time, i.e. heat dissipation time.

[0045] Specifically, the formula for calculating the total heat exchange area of ​​the brake heat storage is as follows: Q=aA(T 真实 -T F ) Where A represents the total heat transfer area, a represents the convection coefficient, and T F T represents the temperature of the flowing air. 真实 This indicates the temperature corresponding to the actual thermal braking energy that can be achieved in a single deployment.

[0046] Reference Figure 5 As shown, this embodiment of a wheel brake heat storage unit includes a moving disc assembly and a stationary disc assembly arranged coaxially and alternately. The moving disc assembly is located at the outermost end of both ends, and a pressure plate is installed on the outer side of the outermost moving disc assembly. The moving disc assembly is composed of two moving discs combined together, and the stationary disc assembly is composed of two stationary discs combined together. Several heat dissipation channels are provided on the outer peripheral surfaces of both the moving discs and the stationary discs. The heat dissipation channels connect the inner and outer peripheral surfaces of the moving discs / stationary discs, and high-speed air flows through the heat dissipation channels to dissipate heat. The total heat exchange area of ​​the overall heat dissipation channels of the heat storage unit is calculated by the heat dissipation control method of the wheel brake heat storage unit.

[0047] This invention solves the problem that existing technologies only qualitatively propose a circular hole structure for brake disc ventilation and heat dissipation, but do not provide specific design methods for the size and number of the circular holes, or control methods for the brake disc heat dissipation time and heat dissipation effect.

[0048] The above technical solution will be further explained below with reference to examples and accompanying drawings: Reference Figure 1-5As shown, the brake heat sink with an internal heat dissipation structure in this embodiment includes a moving disc assembly 1, a stationary disc assembly 2, and a pressure plate. During installation, the pressure plate is installed on the outermost side, followed by the moving disc assembly 1, and then the stationary disc assembly 2. Two moving discs are combined to form a moving disc assembly, and two stationary discs are combined to form a stationary disc assembly. The moving and stationary disc assemblies are installed alternately. The specific number of moving and stationary disc assemblies is determined according to design specifications. This embodiment has two moving disc assemblies and one stationary disc assembly. A pressure plate is installed behind the stationary disc assembly. In this embodiment, the moving and stationary discs have an internal heat dissipation structure. The internal hole is not limited to a circular hole; it can be a radial cooling duct of other structural forms after verification based on heat dissipation area and strength. The cooling duct is not limited to the radial direction; ducts of various angles can be machined on the circumference of the moving and stationary discs. (Refer to...) Figure 8 As shown, when the rotating wheel drives the rotating disk to rotate, it causes the air to rotate. During the high-speed rotation, the air flows into the air duct between the rotating disk and the stationary disk, and plays a role in heat dissipation during the flow.

[0049] It should be noted that the pressure plate and the bearing plate are also a type of static plate. In this embodiment, no air duct is designed on the circumference of the pressure plate and the bearing plate. However, in actual product design, heat dissipation air ducts can be designed on the pressure plate and the bearing plate according to specific technical specifications.

[0050] The heat dissipation control method of the brake heat storage in this embodiment is a heat dissipation channel design method, and the specific steps are as follows: Step 1: Calculate the volumetric temperature of the heat storage tank based on its weight and specific heat capacity; in this embodiment, the brake disc material is carbon material. Calculation of the volumetric temperature of the carbon thermal reservoir:

[0051] In the formula: A S - Braking energy, t0 - Initial volumetric temperature of the thermal storage unit during a single deployment, t represents the highest temperature achievable during a single deployment; b - After deducting 10% of the energy absorbed by the tires and wheels, b=0.9; G 钢 —The mass of the steel clamp on the carbon disk (1.8kg), C 钢 =512.9 J / kg·K; C 碳 —Specific heat capacity of the carbon disk; C 碳 =910~1970J / kg•K; G 碳 =Heat storage weight ((initial 22 kg, maximum 18 kg)).

[0052] Table 1. Calculation of the volume temperature of the carbon thermal reservoir under initial conditions.

[0053] Table 2. Calculation of carbon thermal reservoir volume temperature under extreme wear conditions.

[0054] Based on the above formula and table lookup, the volumetric temperatures of the heat reservoir in the initial state and the wear-to-limit state when the braking energy is 16.2 MJ can be calculated to be 565° and 620° respectively.

[0055] Step 2: Calculate the heat that needs to be dissipated based on the single dispatch time requirement; Assume the time to re-deploy (referring specifically to the brake coolant temperature dropping to the takeoff limit, assumed to be 100°C) is less than 20 minutes. Calculate the heat Q that needs to be dissipated.

[0056] Based on the formula in step one, the initial heat state of the heat storage component at 100°C is calculated to be 1.87 MJ and the ultimate wear state is calculated to be 1.55 MJ.

[0057] Calculating the heat dissipation under the most stringent conditions: E = 16.2 MJ - 1.87 MJ ≈ 14.4 MJ Step 3: Calculate the heat exchange area based on the brake disc temperature limit when dispatching again; Based on Newton's law of cooling: Q = aA(TW - TF), calculate the heat transfer area A. a - the convection coefficient = 30 W / (K). m2) The TW-carbon thermal chamber temperature is 620℃ (test temperature), and the TF-flowing air temperature is 20℃. The cooling time must be less than 20 minutes.

[0058] Q = E / (20 60) = 14.4 1000000 / (20 60) = 12000W The calculated heat exchange area is A = 0.67 m². Step 4: Design the heat dissipation duct structure based on the brake disc's structural form; The design of the heat dissipation duct structure should prioritize minimizing the volume of the brake heat sink. For example, with the same heat exchange area, different diameters and numbers of through holes can be designed. However, the smaller the hole diameter, the smaller the lost heat sink volume. Therefore, given a fixed heat exchange area and feasible manufacturing processes, the smallest possible through hole diameter should be designed. The hole diameter is directly proportional to the number of holes. The smaller the hole diameter, the more ventilation holes are required.

[0059] The relationship between the aperture d and the number of apertures n is: n = A / (dπh); The design ratio of the bore diameter is related to the thickness of a single brake disc and must avoid the wear thickness of the brake disc. The bore diameter should be between 1-3mm. The advantage of this design is that it minimizes the volume of heat loss, and due to the large number of bores, the heat dissipation of the brake disc is more uniform.

[0060] Step 5: Calculate the number of cooling holes based on the heat exchange area; This embodiment designs a multi-hole ventilation and cooling air duct with an aperture of 1.5mm. The heat dissipation area of ​​each small hole is 1.5πh (where h is the depth of the air duct hole, i.e., the annular friction radius of the moving and stationary disks, 100mm). The number of cooling holes = A / (1.5πh) ≈ 1416. Step Six: Allocation of the number of ventilation holes on the brake disc and strength calculation; The designed number of ventilation holes are distributed on both the stationary and moving brake discs. It is important to ensure that the holes are not designed on the thickness of the brake disc that will experience wear; they must be avoided at this thickness, and sufficient thickness must be provided to withstand braking pressure. Finally, a strength check is performed to prevent the brake disc from cracking under braking pressure.

[0061] Further design is needed for the central angle α between adjacent holes in the circumferential direction of the stationary disk: α is the angle between the holes, calculated by determining the number of holes n, and is used to calculate the angle of the hole distribution. α=360 m1 p / n Where m1 is the number of turns of the hole on each stationary disc, which is 3 turns in this embodiment, and p is the number of brake discs with holes to be laid out, which is 6 in this embodiment. Calculated α = 4.5°. Note that when the heat dissipation holes are distributed, each turn of heat dissipation holes is not arranged side by side, but must be arranged alternately. This arrangement is to minimize the impact of the ventilation structure on the strength of the brake disc.

[0062] Further design is needed for the central angle β between adjacent holes in the circumferential direction of the moving disk: β is the angle between the holes. β is calculated using the number of holes, n, to determine the angle between the holes. β=δ m2 p v / n Where m2 is the number of turns of the holes on each moving disc (3 turns in this embodiment), p is the number of brake discs with holes to be laid out (6 in this embodiment), δ represents the included angle of a single area of ​​the heat dissipation holes in the moving disc, and v represents the number of keyways. Calculated, β = 3.7°. Note that when distributing the heat dissipation holes, each turn of holes is not arranged side-by-side but must be staggered. This arrangement is to minimize the impact of the ventilation structure on the strength of the brake disc.

[0063] The holes on the moving plate should avoid the keyway area, because the keyway is where the support is installed.

[0064] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A heat dissipation control method for a wheel brake heat sink, characterized in that... The specific steps are as follows: Obtain the initial state information of the brake heat storage to be cooled, including weight, specific heat capacity, initial volumetric temperature, and set brake energy; Based on the initial state information of the brake heat storage tank to be cooled, the relationship between braking energy and the volume temperature of the brake heat storage tank is established. Based on the difference between the ideal thermal storage braking energy and the set braking energy in a single dispatch, the corresponding temperature difference is calculated, thereby obtaining the actual thermal storage braking energy for that single dispatch. Based on the relationship between braking energy and the temperature of the brake heat reservoir volume, and the actual heat reservoir braking energy of a single dispatch, the corresponding temperature of the actual heat reservoir braking energy that can be achieved in a single dispatch is obtained. The braking energy difference obtained by reducing the braking energy corresponding to the temperature of the actual heat storage braking energy achieved in a single dispatch to the braking energy corresponding to the safe operating temperature is the total heat E that needs to be dissipated in this dispatch. Based on the total heat E that needs to be dissipated in a single dispatch, combined with the set single dispatch time, i.e. heat dissipation time, the heat Q that needs to be dissipated per unit time in a single dispatch is calculated. The total heat exchange area of ​​the brake heat storage is calculated based on the heat Q that needs to be dissipated per unit time in a single dispatch. The heat dissipation channel is designed based on the total heat exchange area of ​​the brake heat reservoir, thereby enabling control over the heat dissipation time and effect.

2. The heat dissipation control method for a wheel brake heat sink according to claim 1, characterized in that: The relationship between the braking energy and the temperature of the braking heat reservoir is as follows: in, t -Brake heat storage volume temperature A S - Braking energy, t 0 - Initial volume temperature of the thermal storage. b —After deducting 10% of the energy absorbed by the tires and wheels b =0.9, G 支撑 —The quality of the thermal storage support components G 盘 —The quality of the hot-pressed brake discs C 支撑 —Specific heat capacity of the thermal storage support components C 碳 —Specific heat capacity of the brake disc in the heat storage tank.

3. The heat dissipation control method for a wheel brake heat sink according to claim 2, characterized in that: The formula for calculating the actual hot storage braking energy in a single dispatch is as follows: in, This indicates the initial braking energy setting of the thermal storage unit. This indicates the braking energy required to reduce the temperature to a safe operating temperature. T represents the ideal hot-storage braking energy that most closely approximates the braking energy corresponding to the safe operating temperature in a single deployment. 理想 T represents the temperature at which the ideal thermal depot braking energy, which is closest to the safe operating temperature during a single deployment, corresponds to the braking energy. 安全 This indicates the safe operating temperature of the thermal storage unit during a single dispatch.

4. The heat dissipation control method for a wheel brake heat sink according to claim 3, characterized in that: The formula for calculating the temperature corresponding to the actual thermal braking energy that the dispatch can achieve is: in, This represents the ideal braking energy that most closely approximates the actual braking energy of a hot brake system. A S真实 This indicates the actual thermal braking energy that can be achieved in a single deployment; This indicates the temperature corresponding to the ideal braking energy that is closest to the actual braking energy of the hot storage tank.

5. The heat dissipation control method for a wheel brake heat sink according to claim 4, characterized in that: The formula for calculating the heat Q that needs to be dissipated per unit time in a single dispatch is: Q = E / t, where t represents the set single dispatch time, i.e. heat dissipation time.

6. The heat dissipation control method for a wheel brake heat sink according to claim 5, characterized in that: The formula for calculating the total heat exchange area of ​​the brake heat storage is: Where A represents the total heat transfer area, a represents the convection coefficient, and T F T represents the temperature of the flowing air. 真实 This indicates the temperature corresponding to the actual thermal braking energy that can be achieved in a single deployment.

7. A wheel brake heat storage unit, characterized in that: It includes a moving disk assembly and a stationary disk assembly arranged coaxially and interleaved. The moving disk assembly is located at the outermost end of both ends, and a pressure plate is installed on the outer side of the outermost moving disk assembly. The moving disk assembly is composed of two moving disks combined together, and the stationary disk assembly is composed of two stationary disks combined together. Several heat dissipation channels are provided on the outer peripheral surfaces of both the moving disk and the stationary disk. The heat dissipation channels connect the inner and outer peripheral surfaces of the moving disk / stationary disk, and high-speed air flows through the heat dissipation channels to dissipate heat. The total heat exchange area of ​​the overall heat dissipation channel of the heat storage is calculated using the heat dissipation control method of the wheel brake heat storage according to any one of claims 1-6.

8. The wheel brake heat storage according to claim 7, characterized in that: The heat dissipation channel is a cylindrical vent hole, and the relationship between the vent diameter d and the number of holes n is: n=A / (dπh), where h represents the vent hole depth, i.e. the annular radius of the moving plate and the stationary plate; the value of the vent diameter d is in the range of 1-3mm, and A represents the total heat exchange area.

9. The wheel brake heat storage according to claim 8, characterized in that: The central angle between adjacent circumferential vent holes on the stationary plate is: in, The number of turns of holes on each stationary plate. The number of brake discs to be drilled; The central angle between adjacent circumferential vent holes of the moving disk is: in, The number of revolutions in the holes on each moving disc. The number of brake disc holes to be laid out. The angle between individual areas of the heat dissipation holes in the moving plate is represented by 'v', and the number of keyways on the moving plate for mounting supports is represented by 'v'.

10. The wheel brake heat storage tank according to claim 7, characterized in that: The moving disc and stationary disc do not have heat dissipation channels within their brake wear thickness range.

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