Dry brake with embedded air flow channel

Abstract

The invention belongs to the technical field of vehicle braking, and particularly relates to a dry brake with embedded air flow passages, which comprises a shell and an inner hub, the inner hub is arranged in the shell, first transmission teeth are arranged on the periphery of the inner hub, the inner hub is provided with a plurality of air flow passages, and the air flow passages are uniformly distributed in a spiral shape by taking the axis of the inner hub as a central axis; the multiple spiral air flow channels are formed in the inner hub, under the centrifugal effect, the first inlet in the inner hub autonomously sucks air to serve as a cooling medium, under the centrifugal effect and the guiding effect of the spiral air flow channels, the air in the air flow channels is accelerated and sprayed out of the first outlet, and high-speed high-pressure air flow is formed in a cavity of the brake; the forced convection cooling is performed on the brake, so that heat generated by the brake in the braking process can be quickly dissipated, the cooling effect is enhanced, the problem of braking failure caused by overhigh temperature of a friction plate is prevented, and the braking performance of the brake is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle braking, and in particular relates to a dry brake with an embedded air flow channel. Background Art

[0002] During the braking process of large tracked vehicles, the brakes are applied by friction between the friction plates inside the brakes.

[0003] The dry brake structure consists of friction plates, dual plates, a housing, a base, a heat shield, and a pressurized structure. The pressurized structure consists of a rotating disc, a ball, and a moving disc. When the brake is applied, the rotating disc rotates due to torque applied by the pull arm. The ball rolls along the grooves, moving from deep grooves to shallow grooves, pushing the moving disc axially, causing the dual plates and friction plates to engage, thus achieving friction braking. When the rotating disc pull arm is released, the rotating disc rotates in the opposite direction. The spring forces the ball to roll from shallow grooves to deep grooves, causing the moving disc to return to its original position, separating the dual plates and friction plates, and releasing the brake.

[0004] From the above process, we can see that during braking, the dual plate and the friction plate are in close contact. Due to the inertia torque of the vehicle, sliding friction occurs between the friction plate and the dual plate, which generates a lot of heat in the friction area. The temperature of the components involved in braking rises rapidly. As the temperature continues to rise, the friction plate will be at risk of thermal decay, causing the vehicle to fail to brake and thus cause a major accident. Therefore, how to quickly reduce the temperature of the brake friction plate is the key to ensuring brake performance and eliminating safety hazards. Summary of the Invention

[0005] (1) Technical issues to be resolved

[0006] The technical problem to be solved by the present invention is: how to provide a dry brake to cool the friction plate in the brake during braking, thereby solving the problem of brake failure caused by excessively high friction plate temperature.

[0007] (2) Technical solution

[0008] To solve the above technical problems, the present invention provides a dry brake with an embedded air flow channel, the dry brake comprising:

[0009] Housing (1);

[0010] An inner hub (2) is disposed in the housing (1), and a first transmission tooth (21) is provided on the outer periphery of the inner hub (2);

[0011] A pressurizing component (3), a first static friction disc (4), a first dynamic friction disc (5), a second static friction disc (6), a second dynamic friction disc (7) and a third static friction disc (8) are sequentially arranged in the housing (1) along the axial direction of the brake; gaps are arranged between the first static friction disc (4), the first dynamic friction disc (5), the second static friction disc (6), the second dynamic friction disc (7) and the third static friction disc (8); the first dynamic friction disc (5) and the second dynamic friction disc (7) are both connected to the inner hub (2) by transmission means of a first transmission tooth (21);

[0012] A plurality of air flow channels (22) are provided in the inner hub (2), and the plurality of air flow channels (22) are evenly distributed in a spiral shape with the axis of the inner hub (2) as the central axis. The plurality of air flow channels (22) include a first inlet (23) provided on the spoke plate of the inner hub (2) and a first outlet (24) provided on the transmission tooth surface of the inner hub (2). The cross-sectional areas of the plurality of air flow channels (22) gradually increase from the direction close to the central axis of the inner hub (2) toward the direction away from the central axis of the inner hub (2).

[0013] The cross-sectional area of the air flow channel (22) away from the central axis end of the inner hub (2) is twice the cross-sectional area of the air flow channel (22) close to the central axis end of the inner hub (2).

[0014] The air flow channel (22) further includes a second inlet (25), wherein the first inlet (23) is provided on one axial side of the inner hub (2) spoke plate, and the second inlet (25) is provided on the other axial side of the inner hub (2) spoke plate.

[0015] The axis of the first inlet (23) is arranged at a right angle to the axis of the air flow channel (22).

[0016] The axis of the second inlet (25) is arranged at an obtuse angle to the axis of the air flow channel (22).

[0017] The first static friction disc (4) comprises: an annular first support plate (41) and a plurality of first static friction plates (42); a first liner (43) is provided on one side of the first support plate (41); and the plurality of first static friction plates (42) are connected to the first support plate (41) via the first liner (43);

[0018] The first static friction plate (42) is a fan-shaped structure, and a plurality of first static friction plates (42) are evenly spaced and distributed along the circumference of the first supporting plate (41).

[0019] The first dynamic friction disc (5) comprises: an annular second support plate (51) and a plurality of first dynamic friction plates (52); the inner circle of the second support plate (51) is provided with a second transmission tooth (53); the second transmission tooth (53) is transmission-connected to the first transmission tooth (21); second pads (54) are provided on both sides of the second support plate (51); and the plurality of first dynamic friction plates (52) are connected to both sides of the second support plate (51) through the second pads (54) on both sides;

[0020] The first dynamic friction plate (52) is a fan-shaped structure. The first dynamic friction plates (52) on both sides of the second support plate (51) are evenly spaced along the circumference of the second support plate (51). The first static friction plate (42) and the first dynamic friction plate (52) on the first side of the two sides of the second support plate (51) are arranged opposite to each other with a gap between them.

[0021] The second static friction disc (6) comprises: an annular third support plate (61) and a plurality of second static friction plates (62); third pads (63) are provided on both sides of the third support plate (61); and the plurality of second static friction plates (62) are connected to both sides of the third support plate (61) via the third pads (63) on both sides;

[0022] The second static friction plate (62) is a fan-shaped structure. The second static friction plates (62) on both sides of the third support plate (61) are evenly spaced along the circumference of the third support plate (61). The second static friction plate (62) on the first side of the two sides of the third support plate (61) and the first dynamic friction plate (52) on the second side of the two sides of the second support plate (51) are arranged opposite to each other with a gap between them.

[0023] The second dynamic friction disc (7) comprises: an annular fourth support plate (71) and a plurality of second dynamic friction plates (72); the inner circle of the fourth support plate (71) is provided with a third transmission tooth (73); the third transmission tooth (73) is transmission-connected to the first transmission tooth (21);

[0024] A fourth pad (74) is provided on both sides of the fourth support plate (71), and a plurality of second dynamic friction plates (72) are connected to both sides of the fourth support plate (71) through the fourth pads (74) on both sides; the second dynamic friction plates (72) are fan-shaped structures, and the second dynamic friction plates (72) on both sides of the fourth support plate (71) are evenly spaced along the circumference of the fourth support plate (71); the second static friction plate (62) on the second side of the two sides of the third support plate (61) and the second dynamic friction plate (72) on the first side of the two sides of the fourth support plate (71) are arranged opposite to each other and a gap is provided between them.

[0025] The third static friction disc (8) comprises: an annular fifth support plate (81) and a plurality of third static friction plates (82); a fifth liner (83) is provided on one side of the fifth support plate (81); and the plurality of third static friction plates (82) are connected to the fifth support plate (81) via the fifth liner (83);

[0026] The third static friction plate (82) is a fan-shaped structure, and multiple third static friction plates (82) are evenly spaced along the circumference of the fifth support plate (81). The third static friction plate (82) is arranged opposite to the second dynamic friction plate (72) on the second side of the fourth support plate (71) and a gap is provided between them.

[0027] (3) Beneficial effects

[0028] Compared with the prior art, the present invention has the following beneficial effects:

[0029] The present invention provides a dry brake with embedded air flow channels, comprising a housing and an inner hub, the inner hub being disposed within the housing. A first transmission tooth is disposed on the outer circumference of the inner hub. A pressurizing component, a first static friction disc, a first dynamic friction disc, a second static friction disc, a second dynamic friction disc, and a third static friction disc are disposed within the housing in sequence along the braking axial direction. The inner hub is provided with multiple air flow channels, each uniformly distributed in a spiral shape around the axis of the inner hub. Each of the multiple air flow channels includes a first inlet disposed on a spoke plate of the inner hub and a first outlet disposed on the transmission tooth surface of the inner hub. The cross-sectional area of each of the multiple air flow channels increases gradually from closer to the central axis of the inner hub toward farther away from the central axis of the inner hub. By providing multiple spiral air flow channels in the inner hub, when braking begins, the inner hub rotates at high speed driven by the shaft. Under the action of centrifugal effect, the first inlet on the inner hub automatically draws in air as a cooling medium. The inhaled air is lower in temperature than the air in the brake. The air continues to enter the spiral air flow channel. Under the action of centrifugal effect and the guidance of the spiral air flow channel, the air in the air flow channel is accelerated and ejected from the first outlet, forming a high-speed and high-pressure airflow in the brake cavity, which performs forced convection cooling on the first static friction disc, the first dynamic friction disc, the second static friction disc, the second dynamic friction disc and the third static friction disc in the brake, so that the heat generated by the brake during braking can be quickly dissipated, thereby reducing the temperature of the friction discs and ensuring effective braking. At the same time, gaps are also provided between the first static friction disc, the first dynamic friction disc, the second static friction disc, the second dynamic friction disc and the third static friction disc. The high-speed airflow flows through the gaps, further enhancing the cooling effect, thereby preventing the problem of brake failure caused by excessive temperature of the friction plate and improving the braking performance of the brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a first overall structural diagram of a brake according to an embodiment of the present invention;

[0031] Figure 2 is a second overall structural diagram of the brake in an embodiment of the present invention;

[0032] Figure 3 This is a diagram of the overall structure of the inner hub in an embodiment of the present invention;

[0033] Figure 4 is an axial cross-sectional view of an air flow channel according to an embodiment of the present invention;

[0034] Figure 5 is a radial cross-sectional view of an air flow channel according to an embodiment of the present invention;

[0035] Figure 6 is a radial cross-sectional view of a brake according to an embodiment of the present invention;

[0036] Figure 7 is a structural diagram of the first static friction disk in an embodiment of the present invention;

[0037] Figure 8 2 is a structural diagram of a first dynamic friction disc and a second dynamic friction disc in an embodiment of the present invention;

[0038] Figure 9 is a structural diagram of the second static friction disk in an embodiment of the present invention;

[0039] Figure 10 2 is a structural diagram of the third static friction disk in an embodiment of the present invention.

[0040] Reference numerals:

[0041] 1. Housing; 2. Inner hub; 21. First transmission tooth; 22. Air flow channel; 23. First inlet; 24. First outlet; 25. Second inlet; 3. Pressurizing component; 4. First static friction disc; 41. First support plate; 42. First static friction plate; 43. First liner; 5. First dynamic friction disc; 51. Second support plate; 52. First dynamic friction plate; 53. Second transmission tooth; 54. Second liner; 6. Second static friction disc; 61. Third support plate; 62. Second static friction plate; 63. Third liner; 7. Second dynamic friction disc; 71. Fourth support plate; 72. Second dynamic friction plate; 73. Third transmission tooth; 74. Fourth liner; 8. Third static friction disc; 81. Fifth support plate; 82. Third static friction plate; 83. Fifth liner. DETAILED DESCRIPTION

[0042] In order to make the purpose, content, and advantages of the present invention more clear, the specific implementation methods of the present invention are further described in detail below with reference to the accompanying drawings and examples.

[0043] To solve the above technical problems, the present invention provides a dry brake with an embedded air flow channel, the dry brake comprising:

[0044] Housing (1);

[0045] An inner hub (2) is disposed in the housing (1), and a first transmission tooth (21) is provided on the outer periphery of the inner hub (2);

[0046] A pressurizing component (3), a first static friction disc (4), a first dynamic friction disc (5), a second static friction disc (6), a second dynamic friction disc (7) and a third static friction disc (8) are sequentially arranged in the housing (1) along the axial direction of the brake; gaps are arranged between the first static friction disc (4), the first dynamic friction disc (5), the second static friction disc (6), the second dynamic friction disc (7) and the third static friction disc (8); the first dynamic friction disc (5) and the second dynamic friction disc (7) are both connected to the inner hub (2) by transmission means of a first transmission tooth (21);

[0047] A plurality of air flow channels (22) are provided in the inner hub (2), and the plurality of air flow channels (22) are evenly distributed in a spiral shape with the axis of the inner hub (2) as the central axis. The plurality of air flow channels (22) include a first inlet (23) provided on the spoke plate of the inner hub (2) and a first outlet (24) provided on the transmission tooth surface of the inner hub (2). The cross-sectional areas of the plurality of air flow channels (22) gradually increase from the direction close to the central axis of the inner hub (2) toward the direction away from the central axis of the inner hub (2).

[0048] The cross-sectional area of the air flow channel (22) away from the central axis end of the inner hub (2) is twice the cross-sectional area of the air flow channel (22) close to the central axis end of the inner hub (2).

[0049] The air flow channel (22) further includes a second inlet (25), wherein the first inlet (23) is provided on one axial side of the inner hub (2) spoke plate, and the second inlet (25) is provided on the other axial side of the inner hub (2) spoke plate.

[0050] The axis of the first inlet (23) is arranged at a right angle to the axis of the air flow channel (22).

[0051] The axis of the second inlet (25) is arranged at an obtuse angle to the axis of the air flow channel (22).

[0052] The first static friction disc (4) comprises: an annular first support plate (41) and a plurality of first static friction plates (42); a first liner (43) is provided on one side of the first support plate (41); and the plurality of first static friction plates (42) are connected to the first support plate (41) via the first liner (43);

[0053] The first static friction plate (42) is a fan-shaped structure, and a plurality of first static friction plates (42) are evenly spaced and distributed along the circumference of the first supporting plate (41).

[0054] The first dynamic friction disc (5) comprises: an annular second support plate (51) and a plurality of first dynamic friction plates (52); the inner circle of the second support plate (51) is provided with a second transmission tooth (53); the second transmission tooth (53) is transmission-connected to the first transmission tooth (21); second pads (54) are provided on both sides of the second support plate (51); and the plurality of first dynamic friction plates (52) are connected to both sides of the second support plate (51) through the second pads (54) on both sides;

[0055] The first dynamic friction plate (52) is a fan-shaped structure. The first dynamic friction plates (52) on both sides of the second support plate (51) are evenly spaced along the circumference of the second support plate (51). The first static friction plate (42) and the first dynamic friction plate (52) on the first side of the two sides of the second support plate (51) are arranged opposite to each other with a gap between them.

[0056] The second static friction disc (6) comprises: an annular third support plate (61) and a plurality of second static friction plates (62); third pads (63) are provided on both sides of the third support plate (61); and the plurality of second static friction plates (62) are connected to both sides of the third support plate (61) via the third pads (63) on both sides;

[0057] The second static friction plate (62) is a fan-shaped structure. The second static friction plates (62) on both sides of the third support plate (61) are evenly spaced along the circumference of the third support plate (61). The second static friction plate (62) on the first side of the two sides of the third support plate (61) and the first dynamic friction plate (52) on the second side of the two sides of the second support plate (51) are arranged opposite to each other with a gap between them.

[0058] The second dynamic friction disc (7) comprises: an annular fourth support plate (71) and a plurality of second dynamic friction plates (72); the inner circle of the fourth support plate (71) is provided with a third transmission tooth (73); the third transmission tooth (73) is transmission-connected to the first transmission tooth (21);

[0059] A fourth pad (74) is provided on both sides of the fourth support plate (71), and a plurality of second dynamic friction plates (72) are connected to both sides of the fourth support plate (71) through the fourth pads (74) on both sides; the second dynamic friction plates (72) are fan-shaped structures, and the second dynamic friction plates (72) on both sides of the fourth support plate (71) are evenly spaced along the circumference of the fourth support plate (71); the second static friction plate (62) on the second side of the two sides of the third support plate (61) and the second dynamic friction plate (72) on the first side of the two sides of the fourth support plate (71) are arranged opposite to each other and a gap is provided between them.

[0060] The third static friction disc (8) comprises: an annular fifth support plate (81) and a plurality of third static friction plates (82); a fifth liner (83) is provided on one side of the fifth support plate (81); and the plurality of third static friction plates (82) are connected to the fifth support plate (81) via the fifth liner (83);

[0061] The third static friction plate (82) is a fan-shaped structure, and multiple third static friction plates (82) are evenly spaced along the circumference of the fifth support plate (81). The third static friction plate (82) is arranged opposite to the second dynamic friction plate (72) on the second side of the fourth support plate (71) and a gap is provided between them.

[0062] Example 1

[0063] In the description of the present invention, it should be understood that the terms "upper", "lower", "horizontal", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limiting the present invention.

[0064] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0065] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

[0066] During the braking process of large tracked vehicles, the brakes are applied by friction between the friction plates inside the brakes.

[0067] The dry brake structure consists of friction plates, dual plates, a housing, a base, a heat shield, and a pressurized structure. The pressurized structure consists of a rotating disc, a ball, and a moving disc. When the brake is applied, the rotating disc rotates due to torque applied by the pull arm. The ball rolls along the grooves, moving from deep grooves to shallow grooves, pushing the moving disc axially, causing the dual plates and friction plates to engage, thus achieving friction braking. When the rotating disc pull arm is released, the rotating disc rotates in the opposite direction. The spring forces the ball to roll from shallow grooves to deep grooves, causing the moving disc to return to its original position, separating the dual plates and friction plates, and releasing the brake.

[0068] As can be seen from the above process, during braking, the dual plate and friction plate are in close contact. Due to the vehicle's inertial moment, sliding friction occurs between the friction plate and dual plate, causing a large amount of heat to be generated in the friction area, rapidly increasing the temperature of the components involved in braking. As the temperature continues to rise, the friction plate is at risk of thermal decay, leading to vehicle braking failure and a major accident. Therefore, how to quickly reduce the temperature of the brake friction plate is key to ensuring brake performance and eliminating safety hazards.

[0069] In an embodiment of the present invention, a plurality of spiral air flow passages are provided within the inner hub. When braking is initiated, the inner hub rotates at high speed driven by the shaft. Under the action of the centrifugal effect, the first inlet of the inner hub automatically draws in air as a cooling medium. The drawn-in air is at a lower temperature than the air within the brake. The air continues to enter the spiral air flow passage. Under the action of the centrifugal effect and the guidance of the spiral air flow passage, the air within the air flow passage is accelerated and ejected from the first outlet, forming a high-speed, high-pressure airflow within the brake cavity. This forced convection cooling is performed on the first static friction disc, the first dynamic friction disc, the second static friction disc, the second dynamic friction disc, and the third static friction disc within the brake. Heat generated by the brake during braking can be quickly dissipated, thereby reducing the temperature of the friction discs and ensuring effective braking operation. At the same time, gaps are provided between the first static friction disc, the first dynamic friction disc, the second static friction disc, the second dynamic friction disc, and the third static friction disc. The high-speed airflow flows through the gaps, further enhancing the cooling effect, thereby preventing brake failure due to excessive friction disc temperature and improving the braking performance of the brake.

[0070] The following combination Figures 1 to 10 The present invention describes a dry brake with an embedded air flow channel.

[0071] In an embodiment of the present invention, a dry brake with an embedded air flow channel is provided, comprising a housing 1 and an inner hub 2. The inner hub 2 is disposed within the housing 1, and a first transmission tooth 21 is provided on the outer periphery of the inner hub 2. A pressurizing component 3, a first static friction disc 4, a first dynamic friction disc 5, a second static friction disc 6, a second dynamic friction disc 7, and a third static friction disc 8 are sequentially disposed within the housing 1 along the axial direction of the brake. Gaps are provided between the first static friction disc 4, the first dynamic friction disc 5, the second static friction disc 6, the second dynamic friction disc 7, and the third static friction disc 8. The first dynamic friction disc 5 and the second dynamic friction disc 7 are both in transmission connection with the inner hub 2 via the first transmission tooth 21. The specific structure and working principle of the pressurizing component 3 refer to the prior art and will not be described in detail here.

[0072] like Figure 4As shown in the axial cross-sectional view of the air flow channel 22, a plurality of air flow channels 22 are provided in the inner hub 2. The plurality of air flow channels 22 are evenly distributed in a spiral shape with the axis of the inner hub 2 as the central axis. The plurality of air flow channels 22 include a first inlet 23 provided on the spoke plate of the inner hub 2 and a first outlet 24 provided on the transmission tooth surface of the inner hub 2. The cross-sectional area of the plurality of air flow channels 22 gradually increases from close to the central axis of the inner hub 2 to away from the central axis of the inner hub 2.

[0073] In the embodiment of the present invention, a plurality of spiral air flow channels 22 are provided in the inner hub 2. When braking starts, the inner hub 2 rotates at a high speed driven by the shaft. Under the action of the centrifugal effect, the first inlet 23 on the inner hub 2 automatically inhales air as a cooling medium. The inhaled air is lower in temperature than the air in the brake. The air continues to enter the spiral air flow channel 22. Under the action of the centrifugal effect and the guidance of the spiral air flow channel 22, the air in the air flow channel 22 is accelerated and ejected from the first outlet 24, forming a high-speed airflow in the brake cavity, which has a great influence on the first static air flow in the brake. The friction disc 4, the first dynamic friction disc 5, the second static friction disc 6, the second dynamic friction disc 7 and the third static friction disc 8 are cooled so that the heat generated by the brake during braking can be quickly dissipated, thereby reducing the temperature of the friction disc and ensuring that the brake works effectively. At the same time, gaps are also provided between the first static friction disc 4, the first dynamic friction disc 5, the second static friction disc 6, the second dynamic friction disc 7 and the third static friction disc 8. High-speed airflow flows through the gaps, further enhancing the cooling effect, thereby preventing the problem of brake failure caused by excessively high friction plate temperature and improving the braking performance of the brake.

[0074] Since the cross-sectional area of the air flow channel 22 gradually increases from the direction close to the central axis of the inner hub 2 to the direction away from the central axis of the inner hub 2, that is, the cross-sectional area of the first outlet 24 is larger than the cross-sectional area of the first inlet 23, the air in the air flow channel 22 is quickly ejected, accelerating the flow rate of the air and further enhancing the cooling effect, thereby preventing the problem of brake failure caused by excessive temperature of the friction plate and improving the braking performance of the brake.

[0075] The first dynamic friction disc 5 and the second dynamic friction disc 7 are both connected to the inner hub 2 through the first transmission teeth 21, so that the first dynamic friction disc 5 and the second dynamic friction disc 7 rotate under the drive of the inner hub 2, and this transmission connection method does not limit the movement of the first dynamic friction disc 5 and the second dynamic friction disc 7 in the axial direction, thereby ensuring the normal braking action.

[0076] Specifically, the cross-sectional area of the air flow channel 22 away from the central axis end of the inner hub 2 is twice the cross-sectional area close to the central axis end of the inner hub 2, that is, the cross-sectional area at the first outlet 24 is twice the cross-sectional area at the first inlet 23. The air in the air flow channel 22 is quickly ejected, accelerating the flow rate of the air and further enhancing the cooling effect, thereby preventing the problem of brake failure caused by excessive temperature of the friction plate and improving the braking performance of the brake.

[0077] like Figure 5 As shown, in some embodiments of the present invention, the air flow channel 22 further includes a second inlet 25. The first inlet 23 is located on one axial side of the spoke plate of the inner hub 2, and the second inlet 25 is located on the other axial side of the spoke plate of the inner hub 2. The first inlet 23 and the second inlet 25 are respectively provided on both sides of the spoke plate of the inner hub 2. During braking, the inner hub 2 rotates at high speed driven by the shaft. Under the action of the centrifugal effect, the first inlet 23 and the second inlet 25 on the inner hub 2 simultaneously draw in air, ensuring uniform cooling in the brake cavity and maintaining the dynamic balance of the inner hub 2.

[0078] Specifically, the first inlet 23 and the second inlet 25 are arranged diagonally opposite to each other, and the axis of the first inlet 23 is arranged at a right angle to the axis of the air flow channel 22 , and the axis of the second inlet 25 is arranged at an obtuse angle to the axis of the air flow channel 22 .

[0079] like Figure 6 and Figure 7 As shown, in some embodiments of the present invention, the first static friction disc 4 includes a first support plate 41 and multiple first static friction plates 42. A first liner 43 is provided on one side of the first support plate 41. The multiple first static friction plates 42 are connected to the first support plate 41 via the first liner 43. The first static friction plates 42 have a fan-shaped structure and are evenly spaced along the circumference of the first support plate 41. Gaps are also provided circumferentially between the multiple first static friction plates 42. After being ejected from the air flow channel 22, the air also flows through the gaps between the first static friction plates 42, further enhancing the cooling effect.

[0080] like Figure 8As shown, in some embodiments of the present invention, the first dynamic friction disc 5 includes a second support plate 51 and a plurality of first dynamic friction plates 52. The inner circumference of the second support plate 51 is provided with second transmission teeth 53, which are in driving connection with the first transmission teeth 21. Second pads 54 are provided on both sides of the second support plate 51. The plurality of first dynamic friction plates 52 are connected to the second support plate 51 via the second pads 54 on both sides. The first dynamic friction plates 52 are fan-shaped, and the first dynamic friction plates 52 on both sides of the second support plate 51 are evenly spaced along the circumference of the second support plate 51. The first static friction plate 42 is disposed opposite the first dynamic friction plates 52 on one side of the second support plate 51, with a gap between them. Gaps are also provided circumferentially between the plurality of first dynamic friction plates 52. Air ejected from the air flow channel 22 also flows through the gaps between the first dynamic friction plates 52, further enhancing the cooling effect.

[0081] like Figure 9 As shown, in some embodiments of the present invention, the second static friction disc 6 includes a third support plate 61 and multiple second static friction plates 62. Third pads 63 are provided on both sides of the third support plate 61. The multiple second static friction plates 62 are connected to the third support plate 61 via the third pads 63 on both sides. The second static friction plates 62 have a fan-shaped structure. The second static friction plates 62 on both sides of the third support plate 61 are evenly spaced along the circumference of the third support plate 61. The second static friction plates 62 on one side of the third support plate 61 are arranged opposite the first dynamic friction plates 52 on the other side of the second support plate 51, with a gap between them. Similarly, the air ejected from the air flow channel 22 also flows through the gaps between the second static friction plates 62, further enhancing the cooling effect.

[0082] The second dynamic friction disc 7 has the same structure as the first dynamic friction disc 5. Figure 8 As shown in the figure, the second dynamic friction disc 7 includes a fourth support plate 71 and multiple second dynamic friction plates 72. The inner circumference of the fourth support plate 71 is provided with third transmission teeth 73, which are in driving connection with the first transmission teeth 21. Fourth pads 74 are provided on both sides of the fourth support plate 71. Multiple second dynamic friction plates 72 are connected to the fourth support plate 71 via the fourth pads 74 on both sides. The second dynamic friction plates 72 are fan-shaped and evenly spaced along the circumference of the fourth support plate 71 on both sides. The second static friction plate 62 on the other side of the third support plate 61 and the second dynamic friction plate 72 on one side of the fourth support plate 71 are arranged opposite each other, with a gap between them. Similarly, the air ejected from the air flow channel 22 also flows through the gaps between the second dynamic friction plates 72, further enhancing the cooling effect.

[0083] like Figure 9As shown, in some embodiments of the present invention, the third static friction plate 8 includes a fifth support plate 81 and multiple third static friction plates 82. A fifth liner 83 is provided on one side of the fifth support plate 81. The multiple third static friction plates 82 are connected to the fifth support plate 81 via the fifth liner 83. The third static friction plates 82 have a fan-shaped structure and are evenly spaced along the circumference of the fifth support plate 81. The third static friction plates 82 are arranged opposite the second dynamic friction plates 72 on the other side of the fourth support plate 71, with a gap between them. Similarly, the air ejected from the air flow channel 22 also flows through the gaps between the third static friction plates 82, further enhancing the cooling effect.

[0084] During braking, the inner hub 2 rotates at high speed driven by the shaft. Under the action of centrifugal effect, the first inlet 23 and the second inlet 25 on the inner hub 2 automatically inhale air as a cooling medium. The inhaled air is lower in temperature than the air in the brake. The air continues to enter the spiral air flow channel 22. Under the action of centrifugal effect and the guidance of the spiral air flow channel 22, the air in the air flow channel 22 is accelerated and ejected from the first outlet 24, forming a high-speed airflow in the brake cavity, cooling the friction plate in the brake, so that the heat generated by the brake during braking can be quickly dissipated, thereby reducing the temperature of the friction plate, ensuring that the brake works effectively, and improving the braking performance of the brake.

[0085] After braking, the first dynamic friction disc 5, the second dynamic friction disc 7 are separated from the first static friction disc 4, the second static friction disc 6, and the third static friction disc 8, and gaps appear. Gaps appear between the first static friction plate 42 and the first dynamic friction plate 52, the first dynamic friction plate 52 and the second static friction plate 62, the second static friction plate 62 and the second dynamic friction plate 72, and the second dynamic friction plate 72 and the third static friction plate 82. The air ejected from the first outlet 24 of the inner hub 2 will flow out from these gaps and flow between the dynamic friction plate and the static friction plate. Convection cooling is formed between the dynamic friction plate and the static friction plate, so that the heat generated between the friction plates during braking can be quickly dissipated, thereby reducing the temperature of the friction plates, ensuring that the brake works effectively, and improving the braking performance of the brake.

[0086] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A dry brake with an embedded air flow channel, characterized in that: The dry brake comprises: Housing (1); An inner hub (2) is disposed in the housing (1), and a first transmission tooth (21) is provided on the outer periphery of the inner hub (2); A pressurizing component (3), a first static friction disc (4), a first dynamic friction disc (5), a second static friction disc (6), a second dynamic friction disc (7) and a third static friction disc (8) are sequentially arranged in the housing (1) along the axial direction of the brake; gaps are arranged between the first static friction disc (4), the first dynamic friction disc (5), the second static friction disc (6), the second dynamic friction disc (7) and the third static friction disc (8); the first dynamic friction disc (5) and the second dynamic friction disc (7) are both connected to the inner hub (2) by transmission means of a first transmission tooth (21); A plurality of air flow channels (22) are provided in the inner hub (2), and the plurality of air flow channels (22) are evenly distributed in a spiral shape with the axis of the inner hub (2) as the central axis. The plurality of air flow channels (22) include a first inlet (23) provided on the spoke plate of the inner hub (2) and a first outlet (24) provided on the transmission tooth surface of the inner hub (2). The cross-sectional areas of the plurality of air flow channels (22) gradually increase from the direction close to the central axis of the inner hub (2) toward the direction away from the central axis of the inner hub (2).

2. The dry brake with an embedded air flow channel according to claim 1, characterized in that: The cross-sectional area of the air flow channel (22) away from the central axis end of the inner hub (2) is twice the cross-sectional area of the central axis end close to the inner hub (2).

3. The dry brake with built-in air flow channel according to claim 1, characterized in that: The air flow channel (22) further includes a second inlet (25), wherein the first inlet (23) is provided on one axial side of the inner hub (2) spoke plate, and the second inlet (25) is provided on the other axial side of the inner hub (2) spoke plate.

4. The dry brake with an embedded air flow channel according to claim 3, characterized in that: The axis of the first inlet (23) is arranged at a right angle to the axis of the air flow channel (22).

5. The dry brake with built-in air flow channel according to claim 4, characterized in that: The axis of the second inlet (25) is arranged at an obtuse angle to the axis of the air flow channel (22).

6. The dry brake with an embedded air flow channel according to any one of claims 1 to 5, characterized in that: The first static friction disc (4) comprises: an annular first support plate (41) and a plurality of first static friction plates (42); a first liner (43) is provided on one side of the first support plate (41); and the plurality of first static friction plates (42) are connected to the first support plate (41) via the first liner (43); The first static friction plate (42) is a fan-shaped structure, and a plurality of first static friction plates (42) are evenly spaced and distributed along the circumference of the first supporting plate (41).

7. The dry brake with an embedded air flow channel according to claim 6, characterized in that: The first dynamic friction disc (5) comprises: an annular second support plate (51) and a plurality of first dynamic friction plates (52); the inner circle of the second support plate (51) is provided with a second transmission tooth (53); the second transmission tooth (53) is transmission-connected to the first transmission tooth (21); second pads (54) are provided on both sides of the second support plate (51); and the plurality of first dynamic friction plates (52) are connected to both sides of the second support plate (51) via the second pads (54) on both sides; The first dynamic friction plate (52) is a fan-shaped structure. The first dynamic friction plates (52) on both sides of the second support plate (51) are evenly spaced along the circumference of the second support plate (51). The first static friction plate (42) and the first dynamic friction plate (52) on the first side of the two sides of the second support plate (51) are arranged opposite to each other with a gap between them.

8. The dry brake with built-in air flow channel according to claim 7, characterized in that: The second static friction disc (6) comprises: an annular third support plate (61) and a plurality of second static friction plates (62); third pads (63) are provided on both sides of the third support plate (61); and the plurality of second static friction plates (62) are connected to both sides of the third support plate (61) via the third pads (63) on both sides; The second static friction plate (62) is a fan-shaped structure. The second static friction plates (62) on both sides of the third support plate (61) are evenly spaced along the circumference of the third support plate (61). The second static friction plate (62) on the first side of the two sides of the third support plate (61) and the first dynamic friction plate (52) on the second side of the two sides of the second support plate (51) are arranged opposite to each other with a gap between them.

9. The dry brake with built-in air flow channel according to claim 8, characterized in that: The second dynamic friction disc (7) comprises: an annular fourth support plate (71) and a plurality of second dynamic friction plates (72); the inner circle of the fourth support plate (71) is provided with third transmission teeth (73); the third transmission teeth (73) are transmission-connected to the first transmission teeth (21); A fourth pad (74) is provided on both sides of the fourth support plate (71), and a plurality of second dynamic friction plates (72) are connected to both sides of the fourth support plate (71) through the fourth pads (74) on both sides; the second dynamic friction plates (72) are fan-shaped structures, and the second dynamic friction plates (72) on both sides of the fourth support plate (71) are evenly spaced along the circumference of the fourth support plate (71); the second static friction plate (62) on the second side of the two sides of the third support plate (61) and the second dynamic friction plate (72) on the first side of the two sides of the fourth support plate (71) are arranged opposite to each other and a gap is provided between them.

10. The dry brake with built-in air flow channel according to claim 9, characterized in that: The third static friction disc (8) comprises: an annular fifth support plate (81) and a plurality of third static friction plates (82); a fifth liner (83) is provided on one side of the fifth support plate (81); and the plurality of third static friction plates (82) are connected to the fifth support plate (81) via the fifth liner (83); The third static friction plate (82) is a fan-shaped structure, and multiple third static friction plates (82) are evenly spaced along the circumference of the fifth support plate (81). The third static friction plate (82) is arranged opposite to the second dynamic friction plate (72) on the second side of the fourth support plate (71) and a gap is provided between them.

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