Airplane wheel brake assembly

Abstract

The invention provides an aircraft wheel brake assembly which comprises an aircraft wheel assembly, a brake assembly and a brake assembly. The piston seat is located on the interface side of the airplane wheel assembly, and a plurality of pistons are arranged on the piston seat; the brake disc assembly is fixed in the airplane wheel assembly, the brake disc assembly comprises a pressing disc, a brake disc mechanism and a plurality of first heat dissipation pieces, the disc face of one side of the pressing disc is attached to the brake disc mechanism, the disc face of the other side of the pressing disc is opposite to the piston seat, and the first heat dissipation pieces are arranged on the first heat dissipation pieces. The first heat dissipation piece is fixed to the other side disc face of the pressing disc and located between the adjacent pistons, and the first heat dissipation piece comprises a plurality of cooling fins extending out in the direction opposite to the side disc face of the pressing disc. According to the airplane wheel brake assembly, the heat dissipation effect of the airplane wheel brake device can be effectively improved.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft wheel brakes, and in particular to an aircraft wheel brake assembly. Background Art

[0002] After the aircraft lands and brakes, the friction of the brake disc generates a lot of heat, the temperature rises rapidly, and is transferred to the wheels and axles. When the temperature is too high, it may cause tire explosion, axle overheating, or failure of the equipment inside the axle. In addition, when the aircraft is dispatched again after passing through the station, the brake temperature must cool to a certain value before the aircraft can take off for safety reasons. However, the wheel brake device dissipates heat slowly, which affects the operating efficiency.

[0003] In order to solve the problem of slow heat dissipation of the wheel brake device, the patent document EP2503176A1 provides a solution that connects to the opening on the extension ring at the end of the heat shield, allowing gas to flow in and absorb heat before flowing out. However, the airflow introduced by the opening on the extension ring at the end of the heat shield has no axial velocity, and the gas flow mainly occurs in the area near the extension ring. When the brake disc is more worn, the heat reservoir is far away from this area, and the air convection near the brake disc is small, and the heat dissipation effect is limited. Summary of the invention

[0004] The technical problem solved by the present invention is to provide an aircraft wheel brake assembly to improve the heat dissipation effect of the wheel brake device.

[0005] To solve the above technical problems, the technical solution of the present invention provides an aircraft wheel brake assembly, comprising: a wheel assembly, having an interface and rotatable around a rotating shaft; a piston seat, located at the interface side of the wheel assembly, and a plurality of pistons are provided on the piston seat; a brake disc assembly, fixed in the wheel assembly, the brake disc assembly comprising a pressure disc, a brake disc mechanism and a plurality of first heat sinks, one side of the pressure disc is in contact with the brake disc mechanism, the other side of the pressure disc is opposite to the piston seat, the first heat sink is fixed to the other side of the pressure disc and is located between adjacent pistons, and the first heat sink comprises a plurality of heat sinks extending from the side of the pressure disc facing away from the pressure disc.

[0006] Optionally, the first heat sink also includes a heat sink base plate, which is fixed on the other side of the compression plate, and one side of the heat sink base plate is in contact with the other side of the compression plate, and a plurality of heat sinks extend from the other side of the heat sink base plate.

[0007] Optionally, the heat dissipation base plate is provided with a first connecting hole, and the clamping plate is provided with a second connecting hole and a countersunk hole, the two ends of the second connecting hole are respectively connected to the first connecting hole and the countersunk hole, the heat dissipation base plate and the clamping plate are fixed by fasteners passed through the first connecting hole and the second connecting hole, and a carbon sheet plug is glued into the countersunk hole.

[0008] Optionally, the aperture of the second connecting hole is larger than that of the first connecting hole, and an anodized bushing is nested in the second connecting hole, and the aperture of the bushing is the same as that of the first connecting hole.

[0009] Optionally, each first heat sink includes a plurality of pairs of heat sinks, each pair of heat sinks are arranged at intervals along a lateral extension direction of the heat sink at a first spacing, the plurality of pairs of heat sinks are arranged at intervals along a thickness direction of the heat sink at a second spacing, the lateral extension direction of the heat sink is perpendicular to the extension direction of the heat sink, the angle between the lateral extension direction of the heat sink and the radial direction of the wheel assembly is 0°, and the second spacing is greater than the first spacing.

[0010] Optionally, there are multiple first heat dissipation elements, and the multiple first heat dissipation elements are evenly distributed around the rotation axis.

[0011] Optionally, the material of the first heat sink is metal, and the surface of the first heat sink is anodized.

[0012] Optionally, the first heat sink has a heat sink projection on an auxiliary surface, the auxiliary surface includes the disk surface of the pressure plate, the heat sink projection is within the disk surface of the pressure plate, and the height of the heat sink is less than the minimum distance between the pressure plate and the piston.

[0013] Optionally, the wheel assembly includes: a hub body, the interface being formed on one side of the hub body; a heat insulation screen fixed to the hub body, the heat insulation screen outer sleeve being provided with the hub body, and the heat insulation screen sleeve being arranged outside the brake disc assembly, one end of the heat insulation screen extending out of the interface, the end edge of one end of the heat insulation screen being connected to a plurality of outwardly flared blade structures, the end edge surrounding the rotating shaft, a plurality of the blade structures being arranged along the end edge, and openings being provided between adjacent blade structures.

[0014] Optionally, the blade structure has a blade edge opposite to the end edge of one end of the heat insulation screen, and the two ends of the blade edge are respectively a first blade edge end with a first height, and a second blade edge end with a second height, the first blade edge end rotates toward the second blade edge end as the wheel assembly rotates, and the first height is smaller than the second height.

[0015] Optionally, the blade edge is an arc-shaped structure, and the height of the blade edge gradually decreases from the first blade edge end to the second blade edge end.

[0016] Optionally, one side surface of the blade structure facing the rotating shaft is a guide arc surface, and the inclination angle between the blade structure and the rotating shaft gradually increases from the first blade edge end to the second blade edge end, so that the first blade edge end of one of the adjacent blade structures and the second blade edge end of the other are staggered in the radial direction of the wheel assembly.

[0017] Optionally, the heat insulation shield includes a heat insulation shield body and a connecting ring, wherein two ends of the connecting ring are respectively connected to the heat insulation shield body and the blade structure, a third connecting hole is provided on the connecting ring, and the hub body is provided with a connecting portion corresponding to the third connecting hole at the interface, and the heat insulation shield and the hub body are fixed by fasteners penetrated through the third connecting hole and the connecting portion.

[0018] Optionally, the wheel assembly further includes: a drive key, and the heat insulation shield body is located between the hub body and the drive key.

[0019] Optionally, it also includes: a torque cylinder fixed to the wheel assembly, the torque cylinder is used to bear the torque during the braking process of the aircraft, and the brake disc assembly is also arranged between the wheel assembly and the torque cylinder; the brake disc mechanism includes a dynamic disc and a static disc, the brake disc assembly also includes a pressure disc, and the brake disc mechanism is located between the pressure disc and the pressure disc.

[0020] Optionally, the plurality of pistons are distributed at intervals around the rotating shaft.

[0021] Compared with the prior art, the technical solution of the embodiment of the present invention has the following beneficial effects:

[0022] In the aircraft wheel brake assembly provided by the technical solution of the present invention, by fixing the first heat sink on the other side of the clamping disc between adjacent pistons, the space between the clamping disc and the adjacent pistons is effectively utilized, and the first heat sink is arranged near the brake heat reservoir in the wheel assembly. On this basis, since one side of the clamping disc is in contact with the brake disc mechanism, and the other side of the disc is opposite to the piston seat, and the first heat sink is fixed on the other side of the clamping disc, and the first heat sink includes a plurality of heat sinks extending from the side of the disc facing away from the clamping disc, the first heat sink is in direct contact with the clamping disc, and the heat sink area is increased by the heat sink. Therefore, by arranging the first heat sink near the brake heat reservoir in the wheel assembly, making the first heat sink in direct contact with the clamping disc, and increasing the heat sink area, heat can be quickly extracted from the brake heat reservoir, and the heat dissipation efficiency of the brake device is accelerated. As a result, tire explosion, wheel axle overheating, and failure of the equipment in the axle are effectively prevented, and the time for the brake to cool to the take-off temperature is shortened, thereby improving the operating efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 is a schematic diagram of the assembly structure of an aircraft wheel brake assembly in an embodiment of the present invention;

[0025] Figure 2 is an exploded view of an aircraft wheel brake assembly according to an embodiment of the present invention;

[0026] Figure 3 is along Figure 1 A schematic diagram of the cross-sectional structure along the middle direction A1-A2;

[0027] Figure 4 is a schematic diagram of the three-dimensional structure of a first heat sink according to an embodiment of the present invention;

[0028] Figure 5 is a cross-sectional schematic diagram of a second connecting hole and a countersunk hole in an embodiment of the present invention;

[0029] Figure 6 is a schematic cross-sectional structure diagram of the connection between the first heat sink and the pressing plate in an embodiment of the present invention;

[0030] Figure 7 is a schematic diagram of the three-dimensional structure of the heat insulation screen and the blade structure of an embodiment of the present invention;

[0031] Figure 8 is along Figure 7 A schematic diagram of the structure from the A3 perspective in the middle direction;

[0032] Fig. 9 Schematic diagram of airflow at the blade structure when the wheel assembly rotates in an embodiment of the present invention.

[0033] Description of reference numerals:

[0034] 100-wheel assembly; 110-hub body; 111-connecting part; 120-heat shield; 121-heat shield body; 122-connecting ring; 1221-end edge; 1222-third connecting hole; 130-blade structure; 131-blade edge; 1311-first blade edge end; 1312-second blade edge end; 132-guiding camber surface; 140-opening; 141-first opening; 142-second opening; 150-driving key;

[0035] 200-piston seat; 210-piston;

[0036] 300-brake disc assembly; 310-pressure disc; 311-countersunk hole; 312-second connecting hole; 320-brake disc mechanism; 330-first heat sink; 331-heat sink bottom plate; 3311-first connecting hole; 332-heat sink; 340-carbon sheet plug; 350-pressure plate;

[0037] 400-torque cylinder;

[0038] X-lateral extension direction; Y-sheet thickness direction; Z-extending direction; G1-first spacing; G2-second spacing; G3-minimum spacing between the clamping plate and the piston; H1-height of the heat sink. DETAILED DESCRIPTION

[0039] In order to make the purpose, features and beneficial effects of the present invention more obvious and easy to understand, the specific embodiments of the present invention are clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application. In addition, it should be understood that the specific implementation methods described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In the present application, unless otherwise stated, the directional words used, such as "up", "down", "left", and "right", generally refer to the upper, lower, left, and right of the device in actual use or working state, specifically the drawing direction in the accompanying drawings.

[0040] It should be noted that the description order of the following embodiments is not intended to limit the preferred order of the embodiments of the present application. In addition, in the following embodiments, the description of each embodiment has its own emphasis, and for parts not described in detail in one embodiment, reference can be made to the relevant description of other embodiments.

[0041] Please refer to Figures 1 to 3 The aircraft wheel brake assembly includes: a wheel assembly 100, a piston seat 200, a brake disc assembly 300 and a torque cylinder 400.

[0042] The wheel assembly 100 has an interface and can rotate around a rotation axis.

[0043] The piston seat 200 has a hydraulic interface with the outside.

[0044] The piston seat 200 is located at the interface side of the wheel assembly 100, and a plurality of pistons 210 are provided on the piston seat 200. The pistons 210 can transmit the hydraulic pressure to the clamping disc 310 in the brake disc assembly 300 to achieve aircraft braking.

[0045] In some embodiments, a plurality of pistons 210 are spaced apart around the rotation axis. The brake disc assembly 300 is fixed in the wheel assembly 100 .

[0046] Furthermore, the brake disc assembly 300 is also disposed between the wheel assembly 100 and the torque cylinder 400 .

[0047] The brake disc assembly 300 includes a pressure disc 310 , a brake disc mechanism 320 , a pressure disc 350 , and a plurality of first heat sinks 330 . The brake disc mechanism 320 is located between the pressure disc 310 and the pressure disc 350 .

[0048] One side of the pressure plate 310 is in contact with the brake plate mechanism 320 , and the other side of the pressure plate 310 is opposite to the piston seat 200 .

[0049] The brake disc mechanism 320 includes a moving disc and a stationary disc. The first heat sink 330 is fixed on the other side of the pressure disc 310 , and the first heat sink 330 is located between adjacent pistons 210 .

[0050] The first heat sink 330 includes a plurality of heat sink fins 332 extending from a side of the disk surface facing away from the compression disk 310 .

[0051] By fixing the first heat sink 330 on the other side of the compression plate 310 between the adjacent pistons 210, the space between the compression plate 310 and the adjacent pistons 210 is effectively utilized, and the first heat sink 330 is arranged near the brake heat reservoir in the wheel assembly 100. On this basis, since one side of the compression plate 310 is in contact with the brake disc mechanism 320, and the other side of the disk is opposite to the piston seat 200, and the first heat sink 330 is fixed on the other side of the compression plate 310, and the first heat sink 330 includes a plurality of heat sinks 332 extending from one side of the disk facing away from the compression plate 310, the first heat sink is in direct contact with the compression plate 310, and the heat sink area is increased by the heat sink 332. Therefore, by setting the first heat sink 330 near the brake heat reservoir in the wheel assembly 100, making the first heat sink in direct contact with the compression plate 310, and increasing the heat sink area, heat can be quickly extracted from the brake heat reservoir, thereby accelerating the heat dissipation efficiency of the brake device. This effectively prevents tire explosion, axle overheating, and failure of axle equipment, and shortens the time it takes for the brakes to cool to takeoff temperature, thereby improving operational efficiency.

[0052] Please combine Figures 1 to 3 refer to Figures 4 to 6 , the first heat sink 330 is described in detail.

[0053] Specifically, the first heat sink 330 has a heat sink projection on the auxiliary surface, the heat sink projection is within the disk surface of the pressing disk 310, and the height of the heat sink 332 is less than the minimum spacing between the pressing disk 310 and the piston 210. Therefore, the first heat sink 330 can avoid the piston seat 200 and the piston 210, ensuring that the first heat sink 330 will not interfere with the piston seat 200 and the piston 210.

[0054] The auxiliary surface includes the disk surface of the compression disk 310 .

[0055] In some embodiments, the material of the first heat dissipation member 330 is metal, and the surface of the first heat dissipation member 330 is anodized.

[0056] Since the first heat sink 330 is made of metal, it has better thermal conductivity than the pressure plate 310 which is usually made of carbon, and can be used as a good conductor of heat to extract heat from the heat storage, further improving the heat dissipation efficiency of the brake device. In addition, since the surface of the first heat sink 330 is anodized, it can prevent cracks from being generated due to electrochemical corrosion.

[0057] In some embodiments, the material of the first heat dissipation member 330 is steel, which has high thermal conductivity and melting point.

[0058] In some embodiments, the material of the first heat dissipation member 330 is aluminum.

[0059] In some embodiments, the first heat dissipation element 330 includes: a plurality of pairs of heat dissipation fins 332 .

[0060] Each pair of heat sinks 332 is arranged at a first interval along the lateral extension direction X of the heat sink 332 , and multiple pairs of heat sinks 332 are arranged at a second interval along the thickness direction Y of the heat sink 332 , and the second interval G2 is greater than the first interval G1 .

[0061] The lateral extension direction X of the heat sink 332 is perpendicular to the extension direction Z of the heat sink 332 , and the angle between the lateral extension direction X of the heat sink 332 and the radial direction of the wheel assembly 100 is 0°.

[0062] Since the angle between the lateral extension direction X of the heat sink 332 and the radial direction of the wheel assembly 100 is 0°, and the second spacing is greater than the first spacing, each pair of heat sinks 332 is roughly arranged along the radial direction of the wheel assembly 100, and multiple pairs of heat sinks 332 are spaced apart by a relatively large distance, so that the hot air flow can easily be quickly exchanged along each pair of heat sinks 332 in the radial direction of the wheel assembly 100, while reducing the hot air flow along the circumferential direction of the wheel assembly 100 to the piston 210 or other first heat sinks 330 (in the case of multiple heat sinks), thereby more quickly extracting heat from the brake heat storage, further accelerating the heat dissipation efficiency of the brake device.

[0063] In some embodiments, there are multiple first heat sinks 330, and the multiple first heat sinks 330 are evenly distributed around the rotation axis, thereby further improving the heat dissipation efficiency of the brake device.

[0064] In some embodiments, the first heat dissipation element 330 further includes a heat dissipation base plate 331 .

[0065] The heat dissipation bottom plate 331 is fixed on the other side of the plate surface of the pressing plate 310, and one side of the plate surface of the heat dissipation bottom plate 331 is in contact with the other side of the plate surface of the pressing plate 310. A plurality of heat dissipation fins 332 extend from the other side of the plate surface of the heat dissipation bottom plate 331.

[0066] Since the first heat sink 330 also includes a heat sink base plate 331, and one side surface of the heat sink base plate 331 is in contact with the other side surface of the pressure plate 310, not only the heat sink base plate 331 is used to further increase the heat dissipation area, but also the contact area between the first heat sink 330 and the pressure plate 310 is increased, thereby further accelerating the heat dissipation efficiency of the brake device.

[0067] In some embodiments, the heat dissipation base plate 331 is provided with a first connection hole 3311. Correspondingly, the pressing plate 310 is provided with a second connection hole 312 and a countersunk hole 311. The two ends of the second connection hole 312 are respectively connected to the first connection hole 3311 and the countersunk hole 311. The heat dissipation base plate 331 and the pressing plate 310 are fixed by fasteners penetrated in the first connection hole 3311 and the second connection hole 312, and the carbon sheet plug 340 is bonded in the countersunk hole 311.

[0068] Specifically, the fasteners inserted into the first connecting hole 3311 and the second connecting hole 312 shall not protrude from the countersunk hole 311. At the same time, by bonding the carbon sheet plug 340 in the countersunk hole 311, the contact surface between the clamping plate 310 and the brake disc mechanism 320 is made flat, thereby preventing the aircraft wheel brake assembly from generating debris and scratches during use.

[0069] Specifically, the first connecting hole 3311 is a through hole, and the aperture of the second connecting hole 312 is larger than the aperture of the first connecting hole 3311. At the same time, an anodized bushing is nested in the second connecting hole 312, and the aperture of the bushing is the same as the aperture of the first connecting hole 3311. The fasteners passing through the first connecting hole 3311 and the second connecting hole 312 can be rivets, which are interference fit with the first connecting hole 3311 and the bushing to increase the strength and reliability of the connection.

[0070] In some embodiments, there are multiple first connection holes 3311 , and the multiple first connection holes 3311 are respectively opened in pairs at both ends of the heat dissipation base plate 331 in the length direction to further increase the strength and reliability of the connection.

[0071] Next, please combine Figures 1 to 3 refer to Figures 7 to 9 , the wheel assembly 100 is described in detail. For ease of understanding, Fig. 9 The airflow is schematically indicated by arrows.

[0072] In some embodiments, the wheel assembly 100 includes a hub body 110 and a heat shield 120 .

[0073] An interface is formed on one side of the hub body 110 , the heat shield 120 is fixed to the hub body 110 , and the heat shield 120 is outer-mounted on the hub body 110 .

[0074] One end of the heat shield 120 extends out of the interface, and an edge 1221 of one end of the heat shield 120 surrounds the rotating shaft. The edge 1221 is connected to a plurality of outwardly expanding blade structures 130, and the plurality of blade structures 130 are arranged along the edge 1221, with openings 140 between adjacent blade structures 130.

[0075] The outwardly expanded blade structure 130 forms an outwardly expanded heat-conducting surface, through which the hot air flow can be guided, thereby effectively preventing the hot air flow from directly flowing to the wheel hub or the tire.

[0076] In addition, on the one hand, whether the aircraft is in a stationary state or in a taxiing state, the hot air flow can circulate between the openings 140 and the external air flow, thereby increasing the convection channel of natural convection. On the other hand, when the aircraft is taxiing, the blade structure 130 rotates with the rotation of the random wheel assembly 100, and the temperature of the external air flow is usually lower than the temperature of the area where the first radiator is located. Therefore, the rotating blade structure 130 can be used to draw in the external low-temperature air flow and guide it to the area where the high-temperature first radiator is located, thereby not only utilizing the temperature difference to accelerate the cooling of the high-temperature first radiator, but also increasing the flow rate difference between the area where the first radiator is located and the inside of the wheel assembly 100 to increase the pressure difference between the two, thereby accelerating the efficiency of heat transfer from the brake heat storage to the area where the first radiator is located. As a result, the heat dissipation efficiency of the brake device is greatly improved.

[0077] Moreover, since a plurality of blade structures 130 are directly connected to the end edge 1221 of the heat shield 120, compared with the method of adding a fan, it is beneficial to reduce the weight and volume of the wheel assembly 100, while greatly improving the heat dissipation efficiency of the brake device, taking into account lightweight and miniaturization.

[0078] In some embodiments, the blade structure 130 has a blade edge 131 opposite to the end edge 1221 of one end of the heat shield 120. The two ends of the blade edge 131 are respectively a first blade edge end 1311 with a first height and a second blade edge end 1312 with a second height, the first blade edge end 1311 rotates toward the second blade edge end 1312 as the wheel assembly 100 rotates, and the first height is less than the second height.

[0079] Since the first blade edge end 1311 rotates toward the second blade edge end 1312 as the wheel assembly 100 rotates, and the first height is smaller than the second height, on the one hand, as the wheel assembly 100 rotates, a fan-like function can be generated through a plurality of blade structures 130 to achieve the drawing in of external airflow; on the other hand, along the circumference of the turbine assembly, a first opening 141 is formed between adjacent blade structures 130, thereby achieving an opening 140 between adjacent blade structures 130.

[0080] Furthermore, the blade edge 131 is an arc-shaped structure, and the height of the blade edge 131 gradually decreases from the first blade edge end 1311 to the second blade edge end 1312. Therefore, the cutting and flow resistance of the airflow (fluid) is small, which is conducive to the convection of the hot airflow.

[0081] Furthermore, the surface of the blade structure 130 facing the rotating shaft is a flow guiding camber 132, and the inclined angle between the blade structure 130 and the rotating shaft gradually increases from the first blade edge end 1311 to the second blade edge end 1312, so that the first blade edge end 1311 of one of the adjacent blade structures 130 and the second blade edge end 1312 of the other are staggered in the radial direction of the wheel assembly 100. Therefore, on the one hand, it is helpful to reduce the resistance of the airflow to further optimize the flow guiding effect of the blade structure 130, and on the other hand, because the first blade edge end 1311 of one of the adjacent blade structures 130 and the second blade edge end 1312 of the other are staggered in the radial direction of the wheel assembly 100, a second opening 142 is formed between the adjacent blade structures 130, so that the opening 140 includes the first opening 141 and the second opening 142, and the size of the opening 140 is further increased, so as to optimize the convection channel of the natural convection and better improve the heat dissipation efficiency of the brake device.

[0082] In some embodiments, the heat insulation shield 120 includes a heat insulation shield body 121 and a connecting ring 122 .

[0083] The two ends of the connecting ring 122 are respectively connected to the heat shield body 121 and the blade structure 130, and a third connecting hole 1222 is provided on the connecting ring 122. Accordingly, the hub body 110 is provided with a connecting portion 111 corresponding to the third connecting hole 1222 at the interface, and the heat shield 120 and the hub body 110 are fixed by fasteners penetrating the third connecting hole 1222 and the connecting portion 111.

[0084] Since the heat shield body 121 remains intact (without holes), the heat shield has a good heat insulation function, thereby preventing heat from being transferred to the hub body 110 .

[0085] Furthermore, the blade structure 130 and the heat shield body 121 are welded to two ends of the connection ring 122 respectively, so that the two ends of the connection ring 122 are connected to the heat shield body 121 and the blade structure 130 respectively.

[0086] Furthermore, the wheel assembly 100 further includes a driving key 150 . The heat shield body 121 is located between the hub body 110 and the driving key 150 .

[0087] Although the present invention is disclosed as above, the present invention is not limited thereto. Any person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the scope defined by the claims.

Claims

1. An aircraft wheel brake assembly, characterized in that: include: A wheel assembly having an interface and being rotatable about a rotation axis; A piston seat is located at the interface side of the wheel assembly, and a plurality of pistons are arranged on the piston seat; a brake disc assembly is fixed in the wheel assembly, and the brake disc assembly includes a pressure disc, a brake disc mechanism and a plurality of first heat sinks, one side of the pressure disc is in contact with the brake disc mechanism, and the other side of the pressure disc is opposite to the piston seat, the first heat sink is fixed on the other side of the pressure disc and is located between adjacent pistons, and the first heat sink includes a plurality of heat sinks extending from one side of the pressure disc facing away from the pressure disc.

2. The aircraft wheel brake assembly according to claim 1, characterized in that: The first heat sink also includes a heat sink base plate, which is fixed on the other side of the compression plate. One side of the heat sink base plate is in contact with the other side of the compression plate, and a plurality of heat sinks extend from the other side of the heat sink base plate.

3. The aircraft wheel brake assembly according to claim 2, wherein: The heat dissipation base plate is provided with a first connecting hole, the clamping plate is provided with a second connecting hole and a countersunk hole, the two ends of the second connecting hole are respectively connected to the first connecting hole and the countersunk hole, the heat dissipation base plate and the clamping plate are fixed by fasteners passing through the first connecting hole and the second connecting hole, and a carbon sheet plug is glued into the countersunk hole.

4. The aircraft wheel brake assembly according to claim 3, characterized in that: The aperture of the second connecting hole is larger than that of the first connecting hole. An anodized bushing is nested in the second connecting hole, and the aperture of the bushing is the same as that of the first connecting hole.

5. The aircraft wheel brake assembly according to claim 1, wherein: Each first heat sink includes a plurality of pairs of heat sinks, each pair of heat sinks are arranged at intervals along a lateral extension direction of the heat sink at a first spacing, the plurality of pairs of heat sinks are arranged at intervals along a thickness direction of the heat sink at a second spacing, the lateral extension direction of the heat sink is perpendicular to the extension direction of the heat sink, an angle between the lateral extension direction of the heat sink and the radial direction of the wheel assembly is 0°, and the second spacing is greater than the first spacing.

6. The aircraft wheel brake assembly according to claim 5, characterized in that: There are multiple first heat sinks, and the multiple first heat sinks are evenly distributed around the rotation axis.

7. The aircraft wheel brake assembly according to claim 1, wherein: The first heat sink is made of metal, and a surface of the first heat sink is anodized.

8. The aircraft wheel brake assembly according to claim 1, wherein: The first heat sink has a heat sink projection on the auxiliary surface, the auxiliary surface includes the disk surface of the pressure disk, the heat sink projection is within the disk surface range of the pressure disk, and the height of the heat sink is smaller than the minimum distance between the pressure disk and the piston.

9. An aircraft wheel brake assembly according to any one of claims 1 to 8, characterized in that: The wheel assembly comprises: A hub body, one side of which is formed with the interface; A heat shield fixed to the hub body, the heat shield outer sleeve is provided with the hub body, and the heat shield sleeve is arranged outside the brake disc assembly, one end of the heat shield extends out of the interface, the end edge of one end of the heat shield is connected to a plurality of outwardly expanded blade structures, the end edge surrounds the rotating shaft, a plurality of the blade structures are arranged along the end edge, and there is an opening between adjacent blade structures.

10. The aircraft wheel brake assembly according to claim 9, wherein: The blade structure has a blade edge opposite to the end edge of one end of the heat insulation screen, and the two ends of the blade edge are respectively a first blade edge end with a first height and a second blade edge end with a second height. The first blade edge end rotates toward the second blade edge end as the wheel assembly rotates, and the first height is smaller than the second height.

11. An aircraft wheel brake assembly according to claim 10, characterized in that: The blade edge is an arc-shaped structure, and the height of the blade edge gradually decreases from the first blade edge end to the second blade edge end.

12. The aircraft wheel brake assembly according to claim 10, wherein: The surface of the blade structure on one side facing the rotating shaft is a guide arc surface, and the inclination angle between the blade structure and the rotating shaft gradually increases from the first blade edge end to the second blade edge end, so that the first blade edge end of one of the adjacent blade structures and the second blade edge end of the other are staggered in the radial direction of the wheel assembly.

13. The aircraft wheel brake assembly according to claim 9, wherein: The heat insulation shield includes a heat insulation shield body and a connecting ring, the two ends of the connecting ring are respectively connected to the heat insulation shield body and the blade structure, a third connecting hole is provided on the connecting ring, and the hub body is provided with a connecting part corresponding to the third connecting hole at the interface, and the heat insulation shield and the hub body are fixed by fasteners penetrated through the third connecting hole and the connecting part.

14. An aircraft wheel brake assembly according to claim 13, characterized in that: The wheel assembly further comprises a driving key, and the heat shield body is located between the hub body and the driving key.

15. The aircraft wheel brake assembly of claim 1, wherein: Also includes: A torque cylinder fixed to the wheel assembly, the torque cylinder is used to bear the torque during the braking process of the aircraft, and the brake disc assembly is also arranged between the wheel assembly and the torque cylinder; The brake disc mechanism includes a dynamic disc and a static disc, the brake disc assembly also includes a pressure disc, and the brake disc mechanism is located between the pressure disc and the pressure disc.

16. The aircraft wheel brake assembly of claim 1, wherein: The plurality of pistons are distributed around the rotating shaft at intervals.

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