A high performance heat sink assembly

Abstract

This invention discloses a high-performance heat dissipation heat sink assembly, belonging to the field of aerospace mechanical technology. It includes a heat sink assembly body and a heat sink heat dissipation device. The heat sink assembly body comprises alternating layers of moving disk assemblies and stationary disks. The heat sink heat dissipation device includes: a radial heat conduction unit: a high thermal conductivity alloy heat sink fin disposed between the non-friction surfaces of adjacent moving disks, with an inner diameter matching the moving disk and an outer diameter larger than the moving disk, used to radially dissipate heat from the friction surfaces of the moving disks; a circumferential heat dissipation unit: a plurality of heat dissipation fin assemblies distributed circumferentially along the outer edge of the heat sink, thermally connected to the outer end of the high thermal conductivity alloy heat sink fins; and an angle adjustment unit: an angle adjustment mechanism connecting the heat sink assembly body and the heat dissipation fin assemblies, used to dynamically adjust the angle between the fins in the fin assemblies and the airflow direction to adapt to different operating conditions. This invention overcomes the anisotropic thermal conductivity limitations of carbon / carbon composite materials through the synergistic design of radial thermal bridges (alloy sheets) and adaptive heat dissipation surfaces (adjustable fins).

Description

Technical Field

[0001] This invention belongs to the field of aerospace mechanical technology, and specifically relates to a high-performance heat dissipation heat storage component. Background Technology

[0002] During landing braking and taxiing, aircraft wheels generate braking torque through the friction between the moving and stationary discs in the heat storage assembly. Under conditions such as high-speed, high-load landing braking, this converts the aircraft's kinetic energy into internal energy, achieving a stop within a certain distance. The heat storage assembly mainly consists of a moving disc, a stationary disc, a pressure plate, and a clamping plate. The stationary brake disc is kept relatively stationary with the brake housing via a keyway, while the keyway on the moving brake disc engages with the guide rail on the wheel. The rotation of the wheel drives the brake disc to rotate, causing the moving and stationary brake discs to rotate relative to each other.

[0003] During braking, the aircraft's kinetic energy is converted into heat energy through friction between the moving and stationary discs in the heat storage assembly. Under high-speed, high-load conditions (such as landing braking), the temperature of the friction surface rises sharply, affecting the wheel structure, tire life, and aircraft's turnaround time. Therefore, the brake discs need to be cooled as quickly as possible after braking. Current mainstream carbon / carbon composite brake discs, due to the circumferential layering of carbon fibers, have significantly weaker radial thermal conductivity than axial thermal conductivity (the circumferential thermal conductivity is less than 1 / 5 of the axial thermal conductivity), making it difficult to efficiently transfer heat from the friction surface to the outer edge of the disc. This problem leads to a triple contradiction: Thermal accumulation effect: Heat is retained on the friction surface, causing local overheating of the brake disc (up to 800°C or higher), accelerating material oxidation and degradation, and shortening service life; Cooling efficiency bottleneck: Passive heat dissipation relies on airflow convection, but the radial thermal conductivity difference of the disk body hinders the transfer of heat to the heat dissipation surface; Lightweight constraints: Active cooling solutions (such as adding fans) increase weight, which violates the principle of weight reduction in aviation, while slotted ventilation discs in the automotive field are only suitable for low-energy drones and cannot meet the high-energy braking requirements of civil aircraft.

[0004] Existing technologies have failed to fundamentally resolve the core contradiction of the mismatch between the anisotropic thermal conductivity of materials and the heat dissipation requirements of the system, and there is an urgent need for an innovative structure that balances lightweight design and efficient thermal management. Summary of the Invention

[0005] The technical problem to be solved: To overcome the shortcomings of existing technologies, this invention provides a high-performance heat dissipation heat sink component. Through the synergistic design of radial thermal bridges (alloy sheets) and adaptive heat dissipation surfaces (adjustable fins), it overcomes the anisotropic thermal conductivity limitations of carbon / carbon composite materials. Specifically, alloy heat sinks of selected materials act as axial thermal superconducting channels, traversing the circumferential layered structure of carbon fibers, thus solving the "thermal blockage" problem from the friction surface to the outer edge. The dynamic adjustment of the fin angle enables adaptive airflow contact area under operating conditions, solving the problem of a sudden decrease in static heat dissipation efficiency after braking.

[0006] The technical solution of this invention is: a high-performance heat dissipation heat storage component, comprising a heat storage component body and a heat storage heat dissipation device, wherein the heat storage component body includes alternating layers of moving plate components and stationary plates; the heat storage heat dissipation device includes: Radial heat conduction unit: A high thermal conductivity alloy heat sink is set between the non-friction surfaces of adjacent moving disks. Its inner diameter matches that of the moving disk and its outer diameter is larger than that of the moving disk. It is used to radially conduct heat from the friction surfaces of the moving disks. Circumferential heat dissipation unit: a number of heat dissipation fin assemblies distributed circumferentially along the outer edge of the heat storage, which are thermally connected to the outer end of the high thermal conductivity alloy heat sink. Angle adjustment unit: An angle adjustment mechanism connecting the heat storage component body and the heat dissipation fin assembly, used to dynamically adjust the angle between the fins and the airflow direction in the fin assembly to adapt to different working conditions.

[0007] A further technical solution of the present invention is: the high thermal conductivity alloy heat sink is made of manganese bronze alloy with a thickness of 2mm, and its outer circumferential surface is provided with a keyway structure aligned with the keyway of the moving plate. A further technical solution of the present invention is as follows: the moving disk assembly includes two single-friction-surface moving disks, the non-friction surfaces of the two single-friction-surface moving disks are opposite each other, and their friction surfaces face outwards and are adjacent to the friction surfaces of the stationary disks located on both sides; a high thermal conductivity alloy heat sink is coaxially attached between the non-friction surfaces of each moving disk assembly, and the outer edge of the high thermal conductivity alloy heat sink is detachably connected to the inner circumferential surface of the heat sink fin assembly, so as to conduct the heat of the moving disk friction surface through the fins.

[0008] A further technical solution of the present invention is: the heat dissipation fin assembly includes a fin base and a plurality of fins evenly distributed on its outer peripheral surface along the circumference. The fin base is an arc-shaped plate with a groove structure on its inner arc surface for insertion into each high thermal conductivity alloy heat sink, and a number of hinge structures on its outer arc surface along the circumference to achieve rotational connection with each fin. The length direction of the fins is parallel to the axial direction of the heat storage assembly body, and its bottom is hinged to the fin base; one side of all the fins on the same heat dissipation fin assembly is connected to the connecting rod fixing plate to form a linkage structure. The connecting rod fixing plate is an arc-shaped strip plate with multiple through holes evenly distributed along the arc length direction. These holes are used to insert connecting screws that extend along the length direction from one side of the fin. The through holes and connecting screws are clearance-fitted and can rotate relative to each other.

[0009] A further technical solution of the present invention is: the hinge structure on the fin base is an arc groove, and the fin cross section is a composite configuration of an upper equilateral trapezoid and a lower arc; the lower arc base of the fin and the arc groove of the fin base form a rotatable limiting fit.

[0010] A further technical solution of the present invention is: a base limiting plate with the same profile as the fin base is installed on each of the two end faces of the fin base to limit the axial movement of the fin.

[0011] A further technical solution of the present invention is: the angle adjustment unit includes an angle adjustment plate and a plurality of linkage mechanisms evenly distributed along its outer edge in the circumferential direction, and is connected to each heat dissipation fin assembly through the linkage mechanisms; The angle adjustment plate is an annular plate, coaxially arranged on the outside of the heat storage component body; The linkage mechanism includes an L-shaped linkage and a straight linkage that are hinged to the fin base; the inflection point of the L-shaped linkage is hinged to one end face of the fin base via a rotating shaft, its top support arm is rotatably connected to the connecting screw, its bottom support arm is hinged to one end of the straight linkage via a rotating shaft, and the other end of the straight linkage is rotatably connected to the outer edge of the angle adjustment piece via a rotating shaft. The angle adjustment plate rotates around its axis to drive the connecting rod structure, thereby controlling the synchronous deflection of the fins.

[0012] A further technical solution of the present invention is: multiple angle adjustment blocks are evenly distributed circumferentially on the outer ring surface of the angle adjustment plate, serving as force points for driving the angle adjustment plate to rotate.

[0013] A method for controlling heat dissipation of a heat storage component, comprising the following steps: Real-time monitoring of the total energy E and heat conduction time t of the thermal storage; The target fin angle is calculated based on the heat dissipation control equation, and the expression is as follows:

[0014]

[0015] in, The convection efficiency coefficient; t is the static heat transfer coefficient; t is the heat conduction time. θ is the airflow correction factor; v is the airflow velocity; θ is the fin angle; This refers to the outer surface area of ​​the brake disc under ideal conditions. This is the circumferential area gain coefficient; This is the turbulence enhancement factor; The angle attenuation constant; For carbon disk temperature rise; It is the Stefan-Boltzmann constant; Surface emissivity; The area for radiative heat dissipation; The surface temperature of the heat sink fin assembly; The ambient temperature inside the wheel cavity; where A0 = πr²h, r is the average radius of the moving and stationary disks; h is the total thickness of the moving and stationary disks; The drive angle adjustment unit causes the fins of the circumferential heat dissipation unit to deflect synchronously to the target angle θ.

[0016] A further technical solution of the present invention is that the fins have two optimized working angles under the drive of the angle adjustment unit: Braking condition: θ=90°, to achieve maximum wind-driven heat dissipation; Static operating condition: θ=45°, to achieve maximum contact area for heat dissipation. Beneficial effects The beneficial effects of this invention are as follows: This invention proposes a high-performance heat dissipation heat sink assembly, including a heat sink assembly body and a heat sink heat dissipation device. Alloy heat sink fins are installed between two moving discs, contacting the non-friction surfaces of the moving discs without affecting the original working state. This conducts heat from inside the brake discs to the outer surface, achieving rapid heat transfer within the brake discs. Specific effects are analyzed below: 1. This invention constructs an axial heat channel using manganese bronze alloy sheets, reducing the thermal resistance from the carbon disc friction surface to the outer edge to the theoretical value, thus shortening the heat dissipation time during landing braking from 30 minutes to 2.6 minutes (actual measurement), improving efficiency by 12 times; in particular, the heat dissipation fin assembly increases the contact area of ​​low-speed airflow under shutdown conditions (θ=45°), reducing the heat dissipation time from 8 minutes to 1.4 minutes, improving efficiency by 5 times, and significantly reducing the aircraft's restart time.

[0017] 2. This invention calculates and adjusts the fin angle through a heat dissipation control equation, providing the relationship between fin angle, heat conduction time, and total energy of the heat storage. This is used to adjust the fin angle within the required time after braking under different operating conditions to achieve the optimal heat dissipation efficiency, thus solving the energy efficiency contradiction of "excessive heat dissipation at high wind speeds and insufficient static heat dissipation" in traditional solutions.

[0018] 3. This invention arranges multiple sets of heat dissipation fin assemblies circumferentially around the periphery of the heat storage component, which rapidly transfers the heat from the brake disc from the inside to the outside to the fin surface. The airflow in the inner cavity of the wheel exchanges heat with the fin surface. At the same time, by pushing the angle adjustment block, the two connecting rods are displaced, so that the fins and the connecting rod fixing plate rotate together circumferentially to adjust the fin angle, thereby solving the difference in working efficiency of the heat storage heat dissipation device under different working conditions. Attached Figure Description

[0019] Figure 1 This is an assembly diagram of the heat storage component provided in an embodiment of the present invention.

[0020] Figure 2 This is an assembly drawing of the heat dissipation device for the heat storage facility.

[0021] Figure 3 This is a schematic diagram of an explosion of the heat dissipation device in a thermal storage facility.

[0022] Figure 4 This is the front view of the alloy heat sink.

[0023] Figure 5 This is the main view of the angle adjustment piece.

[0024] Figure 6 This is an assembly diagram of the heat sink fin assembly.

[0025] Figure 7 This is a partially enlarged schematic diagram of the heat sink fin assembly.

[0026] Figure 8 This is a schematic diagram of the fin structure.

[0027] Figure 9 This is a schematic diagram of the finned base structure.

[0028] Figure 10 This is a schematic diagram of the connecting rod fixing plate structure.

[0029] Figure 11 This is a schematic diagram of the base limiting plate structure.

[0030] Figure 12 This is a structural diagram of an L-shaped connecting rod.

[0031] Figure 13 This is a schematic diagram of the straight connecting rod.

[0032] Explanation of reference numerals in the attached drawings: 1 Alloy heat sink; 2 Heat sink fin assembly; 3 Angle adjustment plate, 3.1 Connecting threaded hole; 3.2 Angle adjustment block; 4 Fin, 4.1 Connecting screw; 4.2 Arc base; 5 Fin base, 5.1 Base threaded hole; 5.2 Arc groove; 5.3 Connecting rod threaded hole; 5.4 Heat sink slot; 6 Connecting rod fixing plate, 6.1 Connecting rod hole; 7 Base limiting plate, 7.1 Fixing threaded hole; 7.2 Screw hole; 8 L-shaped connecting rod, 8.1 Connecting rod hole; 8.2 Connecting rod hole; 8.3 Connecting rod hole; 9 Straight connecting rod. Detailed Implementation

[0033] 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.

[0034] 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.

[0035] The mainstream technologies currently used are active and passive cooling: one is to install a cooling fan on the side of the wheel axle. Although this method can effectively dissipate heat, it goes against the requirements of lightweight design principles in aviation; the other is the structurally modified brake disc, which is widely used in the automotive field. This method is only suitable for UAV wheels with low braking energy. For conventional aircraft wheels, it still cannot effectively avoid the problem of poor thermal conductivity of carbon brake discs.

[0036] Therefore, the present invention provides a high-performance heat dissipation heat storage assembly, including a heat storage assembly body and a heat storage heat dissipation device. The heat storage assembly body includes alternating layers of moving disk assemblies and stationary disks. The moving disk assembly includes two single-friction-surface moving disks with their non-friction surfaces facing each other, and their friction surfaces facing outwards and adjacent to the friction surfaces of the stationary disks located on both sides. A high thermal conductivity alloy heat sink is coaxially attached between the non-friction surfaces of each set of moving disk assemblies. The outer edge of the high thermal conductivity alloy heat sink is detachably connected to the inner peripheral surface of the heat dissipation fin assembly, so as to conduct heat from the friction surfaces of the moving disks through the fins. The heat dissipation device for the heat storage includes: Radial heat conduction unit: A high thermal conductivity alloy heat sink is set between the non-friction surfaces of adjacent moving disks. Its inner diameter matches that of the moving disk and its outer diameter is larger than that of the moving disk. It is used to radially conduct heat from the friction surfaces of the moving disks. Circumferential heat dissipation unit: a number of heat dissipation fin assemblies distributed circumferentially along the outer edge of the heat storage, which are thermally connected to the outer end of the high thermal conductivity alloy heat sink. Angle adjustment unit: An angle adjustment mechanism connecting the heat storage component body and the heat dissipation fin assembly, used to dynamically adjust the angle between the fins and the airflow direction in the fin assembly to adapt to different working conditions.

[0037] This invention, with "axial thermal bridge + dynamic heat dissipation surface" as its core, is the first to achieve a breakthrough in the field of aerospace braking by crossing the circumferential layered structure of carbon fiber and breaking through the physical limit of radial thermal conductivity; through dynamic optimization of fin angle, it overcomes the problem of sudden drop in static heat dissipation after braking.

[0038] The above technical solution will be further explained below with reference to the accompanying drawings and examples: In one embodiment, refer to Figure 1-3As shown, this embodiment is a heat storage assembly for an aircraft wheel brake system, including one pressure plate, eight moving plates, three stationary plates, one pressure plate, four alloy heat sinks, nine sets of heat dissipation fin assemblies, and one angle adjustment mechanism. The alloy heat sinks are installed between the non-friction surfaces of the two moving plates, rapidly transferring heat from the brake disc's interior to the outer heat dissipation fin assemblies through contact with these surfaces. The fins are held relatively fixed by snap-fitting with the heat dissipation fin assemblies, and the outer ring keyway is pushed into the wheel assembly guide rail groove along with the moving plates, rotating with the wheel assembly. The nine heat dissipation fin assemblies are evenly distributed circumferentially on the outer end face of the brake disc. When the angle adjustment mechanism rotates, the linkage mechanism pushes the fins along a certain angle, changing the windward angle of the heat dissipation fins to meet the optimal windward angle during braking under different operating conditions.

[0039] In this embodiment, when assembling a high-performance heat dissipation heat sink assembly, the pressure plate is first pushed into the brake housing, followed by the sequential installation of the moving plate, alloy heat sink 1, moving plate, and stationary plate. Finally, the clamping plate and angle adjustment plate 3 are installed. When installing the nine heat sink fin assembly 2, it is interference-fitted with four alloy heat sink 1 along the circumference through the snap-fit ​​5.4 on its inner wall. The heat sink fin assembly 2 cooperates with the angle adjustment plate 3 through a linkage mechanism to achieve the function of adjustable fin angle.

[0040] In one embodiment, refer to Figure 4 As shown, the high thermal conductivity alloy heat sink 1 is made of manganese bronze alloy by wire cutting and has a thickness of 2mm. The inner diameter of the alloy heat sink 1 is the same as the size of the moving disc, and the outer diameter is 2mm larger than the outer diameter of the moving disc. It is installed between the two moving discs, and the nine keyways on the outer circumferential surface are aligned with the keyways on the moving disc. During braking, it rotates circumferentially with the moving disc and contacts the non-friction surface of the moving disc, transferring the heat inside the brake disc to the heat sink fins at the outer end. The nine keyways on the outer circumferential surface serve to prevent interference with the aircraft wheels and affect the friction between the moving disc and the stationary disc.

[0041] In one embodiment, refer to Figure 6 As shown, the heat dissipation fin assembly 2 is a fin-shaped flow guiding structure, including a fin base 5 and several fins 4 evenly distributed on its outer circumferential surface. The fin base is an arc-shaped plate with a groove structure on its inner arc surface for insertion into each high thermal conductivity alloy heat dissipation fin, and several hinge structures on its outer arc surface to achieve rotational connection with each fin. The length direction of the fin 4 is parallel to the axial direction of the heat storage assembly body, and its bottom is hinged to the fin base. One side of all the fins on the same heat dissipation fin assembly is connected to the connecting rod fixing plate 6 to form a linkage structure. The connecting rod fixing plate 6 is an arc-shaped strip plate with multiple through holes evenly distributed along the arc length direction, which are used to insert connecting screws 4.1 extending along the length direction on one side of the fin. The through holes and the connecting screws are clearance fit and can rotate relative to each other.

[0042] In one embodiment, refer to Figure 8 As shown, the fin 4 is machined from aluminum alloy rod, with a cross-section consisting of an upper equilateral trapezoid and a lower circular arc. Its bottom is a circular arc base 4.2, from which a connecting screw 4.1 extends. The equilateral trapezoidal cross-section conforms to aerodynamic design, while the lower circular arc cross-section engages with and is fixed to the circular arc groove 5.2 of the fin base 5. The circular arc base 4.2 is pushed into the circular arc groove 5.2. Because the circular arc base has a large circular arc cross-section, it achieves both limiting and angle adjustable effects.

[0043] In one embodiment, refer to Figure 9 As shown, the arc-shaped plate surface of the fin base 5 is machined from aluminum alloy sheet metal. Screws installed in the threaded holes 5.1 of the base install the base limiting plate 7 on both end faces of the fin base 5 to constrain the axial displacement of the fin 4; the arc groove 5.2 fixes the arc base 4.2 of the fin 4 in the groove; the L-shaped connecting rod 8 is installed on the fin base 5 through the rotating shaft installed in the threaded holes 5.3 of the connecting rod; the heat sink slot 5.4 is nested with the alloy heat sink 1.

[0044] In one embodiment, refer to Figure 10 As shown, the connecting rod fixing plate 6 is a rectangular arc-shaped metal strip made of aluminum alloy sheet metal. Connecting rod holes 6.1 are evenly distributed circumferentially to mate with connecting screws 4.1.

[0045] In one embodiment, refer to Figure 11 As shown, the base limiting plate 7 is a rectangular arc-shaped metal strip made of aluminum alloy sheet metal. Two fixing threaded holes 7.1 are evenly distributed on both outer ends for fixing the base, and two screw holes 7.2 are arranged in the middle for installing the L-shaped connecting rod.

[0046] In one embodiment, refer to Figure 2 and 3 As shown, the angle control unit includes an angle adjustment plate 3 and multiple linkage mechanisms evenly distributed around its outer edge in the circumferential direction, which are connected to each heat dissipation fin assembly through the linkage mechanisms. The angle adjustment plate is an annular plate, coaxially arranged on the outside of the heat storage assembly body. The linkage mechanism includes an L-shaped linkage 8 and a straight linkage 9 hinged to the fin base. The inflection point of the L-shaped linkage 8 is hinged to one end face of the fin base 5 through a rotating shaft. Its top support arm is rotatably connected to the connecting screw 4.1, and its bottom support arm is hinged to one end of the straight linkage 9 through a rotating shaft. The other end of the straight linkage 9 is rotatably connected to the outer edge of the angle adjustment plate 3 through a rotating shaft. The linkage structure is driven by the rotation of the angle adjustment plate 3 around its axis, thereby controlling the synchronous deflection of the fins.

[0047] In one embodiment, refer to Figure 12 , 13As shown, the L-shaped connecting rod 8 is machined from aluminum alloy. The connecting rod hole 8.1 is connected to the connecting rod 4.1 on the outer side of the 7th and 14th fins; the connecting rod hole 8.2 is fixed to the fin base 5 with screws, and the connecting rod hole 8.3 is connected to the straight connecting rod 9 with screws.

[0048] In one embodiment, refer to Figure 5 As shown, the angle adjustment plate 3 is made of manganese bronze alloy by wire cutting, with a thickness of 2mm. Twenty-four angle adjustment blocks 3.2, made of aluminum alloy, are arranged circumferentially on the outer ring and are circumferentially welded onto the angle adjustment plate by argon arc welding. The connecting threaded hole 3.1 on the angle adjustment plate 3 engages with the connecting rod 9. After the aircraft stops, pushing the adjustment blocks causes the angle adjustment plate 3 to rotate, which in turn drives the connecting rod to change the fin angle, thereby increasing the contact area between the fins and the heat flow and improving heat dissipation efficiency. The keyway on the outer ring of the angle adjustment plate also avoids interference with the aircraft wheels and maintains relative fixation with the heat dissipation fin assembly. Pushing the angle adjustment blocks allows the angle adjustment plate to rotate, thus changing the fin angle.

[0049] During assembly, 19 fins 4 are pushed in sequentially along the arc grooves 5.2 on the fin base 5. The arc grooves 5.2 of the fin base 4.2 mate with the arc grooves 5.2 of the fin base. Four screws on both sides of the base limiting plate 7 mate with the fin base 5 to fix the axial displacement of the fins 4. After the connecting rods 4.1 on the outer side of the fins are installed into the connecting fixing plate 6, the connecting rod holes 8.1 of the L-shaped connecting rods are connected to the connecting rods 4.1 on the outer side of the 7th and 14th fins. The L-shaped connecting rod holes 8.2 are installed on the fin base 5 with screws, and the L-shaped connecting rod holes 8.3 are connected to the straight connecting rods 9 with screws. The angle of the fins is adjusted by using the L-shaped connecting rods and the straight connecting rods.

[0050] The present invention also provides a heat dissipation control method for a heat storage component, as detailed below: According to the high-performance heat dissipation heat sink assembly of the present invention, the heat dissipation efficiency of the brake heat sink can always be kept at a high level under different working conditions by adjusting the fin angle θ, so as to quickly cool the brake disc.

[0051] Establish the mechanical relationship between fin angle θ, heat conduction time t, and total energy E of the heat sink. The heat dissipation control equation of the fins was derived, and the optimal fin angle can be selected according to different braking conditions to achieve the optimal solution for heat dissipation efficiency.

[0052] 1) The total heat dissipation power Q of the heat sink fins is determined by the following formula:

[0053] in: The convection efficiency coefficient (experimental calibration value is 0.85); Equivalent heat transfer coefficient (related to airflow velocity v, unit W / ( )); For effective convection area; The surface temperature of the heat sink fin assembly; The ambient temperature inside the wheel cavity; Stefan-Boltzmann constant ( ); , where is the surface emissivity (taken as 0.6); For the radiative heat dissipation area ( ) Equivalent heat transfer coefficient Aerodynamic corrections:

[0054] in, The static heat transfer coefficient is 430 W / ( )); The airflow correction factor is 0.25. ); v represents the airflow velocity.

[0055] Effective convection area The complete expression:

[0056] (Circumferential area gain coefficient); (Turbulence enhancement coefficient); (Angle attenuation constant) 2) The total energy E of the thermal storage components is determined by the following formula:

[0057] in: The total mass of the hot storage facility; The specific heat capacity of the carbon disk is 1022.5 J / (kg·K). For carbon disk temperature rise; 3) The heat conduction time t is determined by the total energy E of the heat storage component and the total heat dissipation power Q of the heat sink fins:

[0058] Combining the above formulas, we obtain the heat conduction time t and the fin angle. Explicit relationship of the total energy E of the thermal storage components:

[0059] in, The convection efficiency coefficient; t is the static heat transfer coefficient; t is the heat conduction time. θ is the airflow correction factor; v is the airflow velocity; θ is the fin angle; This refers to the outer surface area of ​​the brake disc under ideal conditions. This is the circumferential area gain coefficient; This is the turbulence enhancement factor; The angle attenuation constant; For carbon disk temperature rise; It is the Stefan-Boltzmann constant; Surface emissivity; The area for radiative heat dissipation; The surface temperature of the heat sink fin assembly; The ambient temperature inside the wheel cavity; where A0 = πr²h, r is the average radius of the moving and stationary disks; h is the total thickness of the moving and stationary disks; Simplified expression: dt From this, the thermodynamic relationship between the fin angle θ, the heat conduction time t, and the total energy E of the heat storage assembly can be derived, namely the fin heat dissipation control equation: .

[0060] In one embodiment, taking two common operating conditions—aircraft landing braking and apron parking—as examples, a method for calculating the optimal solution for heat conduction time corresponding to fin angle is given. Operating Condition 1: Landing Braking: Three to five minutes after the wheels touch down, the temperature inside the heat storage assembly reaches its highest point. At this time, the fins remain in their original position, with the heat dissipation fins perpendicular to the brake disc at a 90° angle, achieving optimal heat dissipation efficiency. Operating Condition 2: Apron Parking: After the aircraft taxis to the apron and stops, with no ground speed, the ground cooling system cools the wheels. At this time, by pushing the angle adjustment block, the original 90° angle of the heat dissipation fins is changed to 45°, increasing the contact area between the fins and the cold airflow, maintaining optimal heat dissipation efficiency. The specific implementation is as follows: According to the control equation formula of this invention, the heat conduction time of the aircraft under two operating conditions, namely landing braking and parking on the tarmac, is calculated as follows: Operating Condition 1: Landing Braking ( )

[0061]

[0062] Thermal conduction time

[0063] Operating Condition 2: Helipad Shutdown ( )

[0064]

[0065] Thermal conduction time .

[0066] Calculations and analysis based on examples show that under landing braking conditions, the heat conduction time is reduced from 30 minutes in conventional structures to 2.6 minutes, improving heat dissipation efficiency by 12 times; under helipad parking conditions, the heat conduction time is reduced from 8 minutes in conventional ground cooling devices to 1.4 minutes, improving heat dissipation efficiency by 5 times.

[0067] This invention proposes a high-performance heat dissipation heat sink component. By embedding alloy heat sinks between two moving discs and setting an adjustment mechanism for the fin angle on the periphery, it achieves a breakthrough improvement in the heat dissipation efficiency of aircraft wheel braking systems. While ensuring lightweight design, it is perfectly compatible with existing braking devices, resolving the technical contradiction between high-energy braking and rapid heat dissipation in the aviation field, and has significant engineering application value.

[0068] 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 high-performance heat dissipation heat storage assembly, comprising a heat storage assembly body and a heat storage heat dissipation device, wherein the heat storage assembly body includes alternating layers of moving disk assemblies and stationary disks; characterized in that: The heat dissipation device for the heat storage includes: Radial heat conduction unit: A high thermal conductivity alloy heat sink is set between the non-friction surfaces of adjacent moving disks. Its inner diameter matches that of the moving disk and its outer diameter is larger than that of the moving disk. It is used to radially conduct heat from the friction surfaces of the moving disks. Circumferential heat dissipation unit: Several heat dissipation fin assemblies distributed circumferentially along the outer edge of the heat storage unit, thermally connected to the outer end of the high thermal conductivity alloy heat sink; the heat dissipation fin assembly includes a fin base and several fins evenly distributed circumferentially on its outer circumferential surface; the fin base is an arc-shaped plate, with a groove structure on its inner arc surface for insertion into each high thermal conductivity alloy heat sink, and several hinge structures on its outer arc surface circumferentially to achieve rotational connection with each fin; the length direction of the fins is parallel to the axial direction of the heat storage unit body, and its bottom is hinged to the fin base; one side of all the fins on the same group of heat dissipation fin assemblies is connected to a connecting rod fixing plate to form a linkage structure; the connecting rod fixing plate is an arc-shaped strip plate with multiple through holes evenly distributed along the arc length direction, which are used to insert connecting screws extending along the length direction on one side of the fins, and the through holes and connecting screws are clearance fit, allowing relative rotation; Angle adjustment unit: An angle adjustment mechanism connecting the heat storage component body and the heat dissipation fin assembly, used to dynamically adjust the angle between the fins and the airflow direction in the fin assembly to adapt to different working conditions; The angle control unit includes an angle adjustment plate and multiple linkage mechanisms evenly distributed along its outer edge in the circumferential direction, which are connected to each heat dissipation fin assembly through the linkage mechanisms. The angle adjustment plate is an annular plate, coaxially arranged on the outside of the heat storage component body; The linkage mechanism includes an L-shaped linkage and a straight linkage that are hinged to the fin base; the inflection point of the L-shaped linkage is hinged to one end face of the fin base via a rotating shaft, its top support arm is rotatably connected to the connecting screw, its bottom support arm is hinged to one end of the straight linkage via a rotating shaft, and the other end of the straight linkage is rotatably connected to the outer edge of the angle adjustment piece via a rotating shaft. The angle adjustment plate rotates around its axis to drive the connecting rod structure, thereby controlling the synchronous deflection of the fins.

2. The high-performance heat dissipation heat sink assembly according to claim 1, characterized in that: The high thermal conductivity alloy heat sink is made of manganese bronze alloy with a thickness of 2mm, and its outer circumferential surface is provided with a keyway structure aligned with the keyway of the moving plate.

3. The high-performance heat dissipation heat sink assembly according to claim 1, characterized in that: The moving disk assembly includes two single-friction-surface moving disks, with their non-friction surfaces facing each other and their friction surfaces facing outwards, adjacent to the friction surfaces of the stationary disks located on both sides. A high thermal conductivity alloy heat sink is coaxially fitted between the non-friction surfaces of each moving disk assembly. The outer edge of the high thermal conductivity alloy heat sink is detachably connected to the inner circumferential surface of the heat sink fin assembly, so as to conduct the heat of the moving disk friction surface through the fins.

4. The high-performance heat dissipation heat sink assembly according to claim 3, characterized in that: The hinge structure on the fin base is an arc groove, and the fin cross-section is a composite configuration of an upper equilateral trapezoid and a lower arc; the lower arc base of the fin and the arc groove of the fin base form a rotatable limiting fit.

5. The high-performance heat dissipation heat sink assembly according to claim 4, characterized in that: The two end faces of the fin base are respectively equipped with base limiting plates that are consistent with the fin base profile, which are used to restrict the axial movement of the fins.

6. The high-performance heat dissipation heat sink assembly according to claim 5, characterized in that: Multiple angle adjustment blocks are evenly distributed circumferentially on the outer ring surface of the angle adjustment plate, serving as force points for driving the rotation of the angle adjustment plate.

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