Adaptive cooling type brake caliper

Abstract

The invention discloses an adaptive cooling type brake caliper, which relates to the technical field of braking, and comprises a caliper body, a brake pad is arranged in the middle of the interior of the caliper body, the caliper body is fixedly mounted on the front and back surfaces of one side of the brake pad through a stud, and brake assemblies are arranged on the front and back surfaces of the brake pad in the caliper body. The braking assembly comprises a pushing assembly and a regulation and control assembly, through a self-adaptive heat dissipation switching structure composed of temperature sensing wax, a piston plate and a blocking block in the regulation and control assembly, in the initial stage of frequent braking in a long downhill in a mountainous area and in the usual running process, heat is conducted out through an air guide grating, a flow guide cavity and a heat conduction channel in an airflow heat dissipation mode, and during long-time braking, heat dissipation is conducted through a heat dissipation device. When the temperature rises to trigger liquidation of the temperature sensing wax, the liquid heat dissipation mode is automatically switched to, cooling liquid is conveyed through the liquid supplementing box to enter the heat conduction channel through the liquid injection hole for efficient cooling, and therefore the heat dissipation requirements of different braking stages of the long downhill in the mountainous area are accurately matched, the friction coefficient is prevented from being greatly reduced, and the braking efficiency is guaranteed to be stable.

Description

Technical Field

[0001] This invention relates to the field of braking technology, specifically to a brake caliper with adaptive cooling. Background Technology

[0002] In mountainous driving scenarios, long downhill sections require frequent or prolonged use of the braking system to control vehicle speed due to continuous gravity traction. The core braking function of the braking system relies on the clamping of the brake pads by the calipers, generating braking force through friction between the two. During this process, a large amount of frictional energy is converted into heat energy. Moreover, long downhill sections in mountainous areas often have complex road conditions and large slope differences, resulting in a braking frequency much higher than on conventional roads. This causes the brake pads and calipers to be in contact and friction for a long time, and the heat cannot be dissipated in time, which can easily lead to a rapid increase in temperature.

[0003] Current automotive braking systems mostly rely on natural air cooling or simple heat dissipation structures. In extreme conditions such as long downhill slopes in mountainous areas, the heat dissipation efficiency is far lower than the heat generation rate, and the brake pad temperature often exceeds 300°C, and in some extreme cases, it can even reach over 400°C. Excessive temperature will cause brake pad thermal fade, resulting in a significant decrease in the coefficient of friction and a reduction in braking performance. This can lead to the driver being unable to accurately judge the vehicle's braking distance, and in some dangerous road sections, it can cause accidents.

[0004] Therefore, this solution proposes a brake caliper with adaptive cooling. Summary of the Invention

[0005] Technical problem solved: In view of the shortcomings of the prior art, the present invention provides an adaptive cooling brake caliper, which solves the problem of reduced braking when a car encounters extreme conditions during driving.

[0006] Technical Solution: To achieve the above objectives, the present invention is implemented through the following technical solution: an adaptive cooling brake caliper, comprising a caliper body, wherein a brake pad is disposed in the middle of the interior of the caliper body, and the caliper body is fixedly mounted on both sides of one side of the brake pad by studs. A braking assembly is disposed inside the caliper body on both sides of the brake pad, the braking assembly comprising a pushing assembly and an adjusting assembly, the adjusting assembly being fixed on one side of the pushing assembly, and a replacement assembly being disposed on the other side of the adjusting assembly; The control component includes a first brake pad and a first ventilation channel. The first ventilation channels are equidistantly located on one side of the first brake pad. An arc-shaped guide channel for connecting multiple first ventilation channels is provided on one side of the first brake pad. The replacement component includes a second brake pad and a second ventilation channel. The second ventilation channel is equidistantly located on one side of the second brake pad. The positions of the second ventilation channel and the first ventilation channel correspond to those of the first ventilation channel. The first and second ventilation channels in the control and replacement components together form a heat conduction channel for heat dissipation of the braking component. When airflow passes through the heat conduction channel, the air flow conducts heat generated by the friction between the braking component and the brake pads, improving the heat dissipation effect. When fluid is injected, the fluid flow conducts heat generated by the friction between the braking component and the brake pads even faster, achieving a rapid heat dissipation effect. The first and second ventilation channels are evenly distributed inside the control and replacement components, making the heat conduction of the braking component more uniform and avoiding local heat accumulation that could affect the braking effect. The arc-shaped guide channel inside the first brake pad is connected to both the first and second ventilation channels, thereby improving the uniformity and stability of airflow.

[0007] Furthermore, the first brake pad has a flow guide cavity in the middle that communicates with the arc-shaped flow guide channel, an air inlet in the side of the first brake pad that communicates with the flow guide cavity, and air guide grilles are fixedly installed at equal intervals on the side of the first brake pad near the air inlet port.

[0008] Furthermore, the first brake pad has a flow guiding cavity inside, a sealing cavity inside the flow guiding cavity, an injection hole communicating with the sealing cavity on the side of the first brake pad, and an injection hole communicating with the inner cavity of the flow guiding cavity on the upper side of one side of the first brake pad.

[0009] Furthermore, a piston plate is provided inside the sealing cavity, and a connecting column penetrating the sealing cavity is fixedly provided on one side of the piston plate. A blocking block is fixedly installed at one end of the connecting column. The blocking block is generally right-angled, and the side of the blocking block abuts against the air inlet. The top surface of the blocking block abuts against the port of the injection hole.

[0010] Furthermore, one side of the first brake pad is provided with a plurality of first insertion holes, and a plurality of second insertion posts are fixedly installed on both sides of one side of the control component.

[0011] Furthermore, a second insertion hole is provided on one side of the second brake pad corresponding to the position of the second insertion post, and positioning blocks are fixedly installed at both ends of the second brake pad, with the surfaces of the two positioning blocks slidably connected to both ends of the first brake pad.

[0012] Furthermore, the first brake pad and the second brake pad are the same size, and one side of the first brake pad is in contact with one side of the second brake pad.

[0013] Furthermore, the actuating assembly includes a sealing plate and a first insert, the first insert being inserted into a first socket, and one side of the sealing plate being in contact with one side of the first brake plate.

[0014] Furthermore, a limiting post is symmetrically and fixedly connected to the other side of the sealing sheet, and a piston plate is fixedly provided at the end of the limiting post.

[0015] Furthermore, each of the top sides of the clamp body is provided with an oil injection hole, and each of the inner sides of the clamp body is symmetrically provided with a piston hole communicating with the oil injection hole. The piston hole is sleeved with a limiting post, and a limiting block is provided at the end of the piston hole. Beneficial effects

[0016] The present invention has the following beneficial effects: 1. An adaptive heat dissipation switching structure composed of temperature-sensitive wax, piston plate, and blocking block is used. The temperature-sensitive wax liquefies or solidifies according to changes in braking temperature, driving the piston plate to switch the on / off state of the air inlet and the injection hole. In the initial stage of frequent braking on long downhill slopes in mountainous areas and during normal driving, the airflow heat dissipation mode uses the air guide grille, air guide cavity, and heat conduction channel to dissipate heat. When braking for a long time, the temperature rises and triggers the liquefaction of the temperature-sensitive wax, automatically switching to liquid heat dissipation mode. Coolant is delivered through the replenishment tank and enters the heat conduction channel through the injection hole for efficient cooling. This precisely matches the heat dissipation needs of different braking stages on long downhill slopes in mountainous areas, avoiding a sharp rise in temperature in the braking system due to heat accumulation, effectively suppressing brake pad thermal fade, preventing a significant decrease in the coefficient of friction, ensuring stable braking performance, allowing the driver to accurately grasp the vehicle's braking distance, and reducing the risk of accidents caused by brake failure on dangerous road sections.

[0017] 2. The complete heat conduction channel formed by the first and second ventilation channels, combined with the uniform distribution effect of the arc-shaped guide channel and the guide cavity, allows the airflow or coolant to flow evenly within the channel, covering all areas of the braking assembly. At the same time, the sealing plate ensures the channel's airtightness and prevents fluid leakage. When braking for a long time on a long downhill slope in mountainous areas, generating a large amount of heat, it improves the uniformity and efficiency of heat dissipation, achieving rapid and comprehensive heat dissipation and preventing localized overheating that could weaken braking performance, thus achieving a uniform heat dissipation effect.

[0018] 3. Through the modular connection structure of the second brake pad and the first brake pad being detachable, the two are precisely connected and fixed by means of the second post, the second hole and the positioning block. When the second brake pad is severely worn due to frequent braking, the second brake pad can be quickly disassembled and replaced without replacing the entire braking assembly, thereby reducing maintenance costs.

[0019] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the overall structure of the clamp body and braking assembly of the present invention; Figure 3 This is a schematic diagram of the unfolded structure of the clamp body and braking assembly of the present invention; Figure 4 This is a schematic diagram of the unfolded structure of the braking assembly of the present invention; Figure 5 This is a schematic diagram of the structure of the clamp body and braking assembly of the present invention; Figure 6 This is a schematic diagram of the structure of the replacement component of the present invention; Figure 7 This is a front structural diagram of the control component of the present invention; Figure 8 This is a schematic diagram of the back structure of the control component of the present invention; Figure 9 This is a schematic diagram of the structure of the driving component of the present invention.

[0021] In the picture: 1. Clamp body; 101. Oil injection hole; 102. Piston hole; 2. Braking components; 201. Pushing component; 2010. Sealing plate; 2011. First insert post; 2012. Limiting post; 202. Control component; 2020. First brake pad; 20201. First insertion hole; 20202. Second insertion post; 2021. First ventilation duct; 2022. Arc-shaped guide channel; 2023. Guide cavity; 2024. Sealing cavity; 2025. Injection hole; 2026. Piston plate; 2027. Blocking block; 2028. Air inlet; 2029. Air guide grille; 203. Replacement component; 2030. Second brake pad; 2031. Second ventilation duct; 2032. Positioning block; 2033. Second insertion hole; 3. Brake pads. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] In the description of this invention, it should be understood that the terms "opening", "upper", "lower", "thickness", "top", "middle", "length", "inner", "around", etc., which indicate orientation or positional relationship, are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the components or elements referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting this invention.

[0024] Please see Figures 1-9This invention provides a technical solution: an adaptive cooling brake caliper, comprising a caliper body 1, with a brake pad 3 disposed in the center of the caliper body 1. The brake pad 3 serves as the core friction component for braking, cooperating with a braking assembly 2 to achieve friction braking, converting kinetic energy into heat energy. The caliper body 1 is fixedly mounted on both sides of the brake pad 3 by studs, thereby providing a stable mounting base for the brake pad 3 and the braking assembly 2, ensuring that the positions of each component are fixed during braking and preventing displacement. The braking assembly 2 is disposed on both sides of the brake pad 3 inside the caliper body 1. 2 includes a pushing component 201 and a regulating component 202. The regulating component 202 is fixed on one side of the pushing component 201, and a replacement component 203 is provided on the other side of the regulating component 202. The pushing component 201 is used to push the regulating component 202, so that the regulating component 202 drives the replacement component 203 to move closer to the brake pad 3 to provide power for braking. The regulating component 202 can adjust the heat dissipation, sealing and other states during the braking process to ensure braking stability. The replacement component 203 can be replaced when the regulating component 202 is worn or needs maintenance, thus extending the overall service life of the braking component 2.

[0025] The control component 202 includes a first brake pad 2020 and a first ventilation channel 2021. The first brake pad 2020 is the main structure of the control component 202, providing a carrier for the first ventilation channel 2021 and the arc-shaped guide channel 2022. The first ventilation channel 2021 provides a flow channel for airflow and liquid, facilitating heat dissipation. The first ventilation channels 2021 are equidistantly arranged on one side of the first brake pad 2020. One side of the first brake pad 2020 has an arc-shaped guide channel 2022 connecting multiple first ventilation channels 2021. The arc-shaped guide channel 2022 connects multiple first ventilation channels 2021, allowing airflow and liquid to be evenly distributed among the first ventilation channels 2021. The replacement component 203 includes a second brake pad 2030 and a second ventilation channel 2031. The second brake pad 2030 is the main structure of the replacement component 203, providing a carrier for the second ventilation channel 2031. It cooperates with the first brake pad 2020 to achieve friction braking. The second ventilation channel 2031 is equidistantly opened on one side of the second brake pad 2030. The positions of the second ventilation channel 2031 and the first ventilation channel 2021 correspond to each other and together form a heat conduction channel to improve the overall heat dissipation effect of the braking component 2.

[0026] The first ventilation channel 2021 and the second ventilation channel 2031 in the control component 202 and the replacement component 203 together form a heat conduction channel for heat dissipation of the brake component 2. When airflow passes through the heat conduction channel, the airflow conducts the heat generated by the friction between the brake component 2 and the brake pad 3, improving the heat dissipation effect. When liquid is injected, the liquid flow conducts the heat generated by the friction between the brake component 2 and the brake pad 3 more quickly, achieving a rapid heat dissipation effect. The heat conduction channel achieves conventional heat dissipation and rapid heat dissipation through both airflow and liquid flow, adapting to the heat dissipation requirements under different braking intensities. The first ventilation channel 2021 and the second ventilation channel 2031 are evenly opened inside the control component 202 and the replacement component 203, making the heat conduction of the brake component 2 more uniform and preventing local heat concentration, which would affect the braking effect. The arc-shaped guide channel 2022 opened inside the first brake pad 2020 is connected to the first ventilation channel 2021 and the second ventilation channel 2031, guiding the airflow and liquid to flow evenly, avoiding flow dead zones, and further improving the uniformity and stability of heat dissipation.

[0027] The first brake pad 2020 has a flow guide cavity 2023 in the middle, which is connected to the arc-shaped flow guide channel 2022. The flow guide cavity 2023 serves as a temporary storage and distribution space for airflow and liquid. It is connected to the arc-shaped flow guide channel 2022 to ensure that airflow and liquid can stably enter each ventilation channel. The first brake pad 2020 has an air inlet 2028 on one side, which is connected to the flow guide cavity 2023. The air inlet 2028 provides an entrance for external airflow to enter the flow guide cavity 2023, ensuring airflow supply. The side of the first brake pad 2020 near the air inlet 2028 is fixedly equipped with air guide grilles 2029 at equal intervals. The air guide grilles 2029 can guide the airflow into the flow guide cavity 2023 in an orderly manner, improving the airflow entry efficiency.

[0028] The first brake pad 2020 has a flow guide cavity 2023 inside, and a sealing cavity 2024 inside the flow guide cavity 2023. A piston plate 2026 is installed inside the sealing cavity 2024. A connecting post is fixed to one side of the piston plate 2026, penetrating the sealing cavity 2024. The piston plate 2026 moves under the action of the volume change of the temperature-sensing wax, converting the heat energy of the temperature-sensing wax into mechanical kinetic energy, driving the connecting post and the blocking block 2027 to move. The blocking block 2027 is fixedly installed at one end of the connecting post. The blocking block 2027 is generally right-angled. The side of the blocking block 2027 abuts against the air inlet 2028, and the top surface of the blocking block 2027 abuts against the port of the injection hole 2025. By abutting or separating from the air inlet 2028 and the injection hole 2025, the blocking block 2027 controls the opening and closing of the air inlet 2028 and the injection hole 2025, thereby regulating gas heat dissipation and liquid... The heat-sensing wax can liquefy or solidify according to temperature changes, automatically driving the piston plate 2026 to switch heat dissipation modes automatically. The sealing cavity 2024 provides storage space for the heat-sensing wax and a sealed environment for the movement of the piston plate 2026, ensuring that the volume change of the heat-sensing wax can effectively drive the displacement of the piston plate 2026. The side of the first brake pad 2020 has an injection hole that communicates with the sealing cavity 2024. The injection hole is used to fill the sealing cavity 2024 with heat-sensing wax, which is convenient for later maintenance and replenishment. The upper side of the first brake pad 2020 has an injection hole 2025 that communicates with the inner cavity of the guide cavity 2023. The injection hole 2025 is used to inject heat dissipation liquid into the guide cavity 2023. When rapid heat dissipation is required, the heat dissipation effect is enhanced by the flow of liquid. The injection hole 2025 is connected to a replenishment tank through a pipe. The replenishment tank can be installed inside the car.

[0029] The first brake pad 2020 has multiple first insertion holes 20201 on one side. These holes 20201 are used to connect with the first insertion post 2011 of the pushing component 201, enabling rapid positioning and connection between the control component 202 and the pushing component 201. This ensures a secure connection and prevents relative displacement during braking. Multiple second insertion posts 20202 are fixedly installed on both sides of one side of the control component 202. These second insertion posts 20202 cooperate with the replacement component 203 to achieve precise docking and fixation between the control component 202 and the replacement component 203, ensuring a tight fit and maintaining the integrity of the heat conduction channel. The second brake pad 2030 has second insertion holes 2033 on one side corresponding to the positions of the second insertion posts 20202. These second insertion holes 2033 cooperate with the second insertion posts 20202 of the control component 202, enabling precise positioning and connection between the second brake pad 2030 and the first brake pad 2020. This ensures a tight fit and maintains the integrity of the second ventilation channel 2031. To ensure the correspondence of the first ventilation channel 2021, positioning blocks 2032 are fixedly installed at both ends of the second brake pad 2030. The surfaces of the two positioning blocks 2032 are slidably connected to both ends of the first brake pad 2020. The positioning blocks 2032 play a guiding and limiting role during the assembly and use of the second brake pad 2030 and the first brake pad 2020. With the addition of studs, they prevent the second brake pad 2030 from shifting, further ensuring the relative position stability of the two. The first brake pad 2020 and the second brake pad 2030 are the same size, ensuring that the two can fit completely together. This avoids gaps caused by size differences, which would affect the sealing and heat dissipation effect of the heat conduction channel. One side of the first brake pad 2020 fits against one side of the second brake pad 2030, so that the first ventilation channel 2021 and the second ventilation channel 2031 can be precisely connected to form a continuous heat conduction channel, ensuring the smooth flow of air and liquid, and improving the uniformity of force when the two participate in braking friction.

[0030] The pushing component 201 includes a sealing plate 2010 and a first insert 2011. The first insert 2011 is inserted into a first insertion hole 20201 and also into the first insertion hole 20201 of the regulating component 202, and is fixed with a stud, thus achieving a firm connection between the pushing component 201 and the regulating component 202. This ensures that the pushing component 201 can stably transmit power to the regulating component 202, driving the regulating component 202 and the replacement component 203 to move towards the brake pad 3 to achieve braking. One side of the sealing plate 2010 is in contact with one side of the first brake pad 2020, which can seal the ventilation channels, guide chambers 2023, and other structures on the first brake pad 2020 to prevent airflow or liquid. To prevent leakage from the mating surface and ensure the sealing of the heat conduction channel, a limiting post 2012 is symmetrically and fixedly connected to the other side of the sealing plate 2010. A piston plate is fixed at the end of the limiting post 2012. The limiting post 2012 serves as a connection and guide, connecting the sealing plate 2010 and the piston plate to transmit the power of the piston plate. On the other hand, when moving within the piston hole 102, it ensures the stability of the movement direction of the sealing plate 2010 and the piston plate and avoids deviation. Within the piston hole 102, the piston plate moves under the pressure of the oil injected through the oil injection hole 101, converting hydraulic energy into mechanical kinetic energy. This energy is then used to drive the sealing plate 2010 and the control component 202 to move through the limiting post 2012, providing power for braking.

[0031] Each side of the top of the caliper body 1 is provided with an oil injection hole 101. The inner side of the caliper body 1 is symmetrically provided with piston holes 102 that communicate with the oil injection holes 101. The oil injection holes 101 are used to inject oil into the piston holes 102 to provide hydraulic power for the movement of the piston plate and serve as the input channel for braking power. The piston holes 102 are sleeved with the limiting post 2012. A limiting block is provided at the end of the piston hole 102. The piston hole 102 provides movement space for the piston plate and the limiting post 2012. At the same time, it cooperates with the oil injection holes 101 to form a sealed hydraulic cavity to ensure that the oil pressure can effectively push the piston plate. The piston hole 102 sleeved with the limiting post 2012 guides the movement of the limiting post 2012 to ensure the accuracy of the braking action. The limiting block can limit the movement stroke of the piston plate and the limiting post 2012 to prevent them from coming out of the piston hole 102, ensuring the normal operation of the braking assembly 2 and avoiding damage to the components due to excessive movement.

[0032] The working process of this invention is as follows: When braking is required, the vehicle's hydraulic system injects high-pressure oil into the piston hole 102 inside the caliper 1 through the oil injection hole 101 at the top of the caliper 1. The high-pressure oil acts on the piston plate at the end of the limiting post 2012, converting hydraulic energy into mechanical kinetic energy and pushing the piston plate to move along the piston hole 102. As the piston plate moves, the limiting post 2012 drives the sealing plate 2010 of the pushing assembly 201 to move closer to the regulating assembly 202.

[0033] Since the sealing plate 2010 is inserted and fixed to the first insertion hole 20201 of the first brake pad 2020 of the control component 202 through the first insertion post 2011, the thrust of the sealing plate 2010 directly acts on the first brake pad 2020, thereby driving the replacement component 203, which is connected to the control component 202, to move synchronously towards the brake pad 3 in the middle of the caliper body 1, thus completing the process of transmitting braking power from hydraulic input to component drive. When the regulating component 202 and the replacement component 203 are in contact with the brake pad 3 under the action of thrust, the second brake pad 2030 of the replacement component 203 directly contacts the brake pad 3 and generates friction. At this time, the second brake pad 2030 is the core component of friction braking. It works with the brake pad 3 to convert the vehicle's kinetic energy into heat energy. The friction between the brake pad 3 and the second brake pad 2030 hinders the rotation of the wheel and realizes vehicle braking. During the friction braking process, the connection structure between the regulating component 202 and the replacement component 203 ensures braking stability. The first brake pad 2020 is inserted into the second insertion hole 2033 of the second brake pad 2030 through the second insertion post 20202. At the same time, the positioning blocks 2032 at both ends of the second brake pad 2030 slide and limit along the first brake pad 2020, so that the two brake pads always maintain synchronous friction action, avoid braking deviation caused by component misalignment, and ensure the stability and reliability of friction braking.

[0034] When braking is in its initial stage or at a low braking intensity, less heat is generated by friction, and the temperature-sensing wax in the sealing cavity 2024 of the first brake pad 2020 is in a solidified state. At this time, the solidified temperature-sensing wax has a small volume and a weak thrust on the piston plate 2026 in the sealing cavity 2024. The piston plate 2026 drives the blocking block 2027 to maintain its initial position through the connecting column. The top surface of the blocking block 2027 blocks the injection hole 2025 of the first brake pad 2020, and the side is separated from the air inlet 2028. The blocking block 2027 has a right-angle structure, which can simultaneously control the opening and closing of the injection hole 2025 and the air inlet 2028 to achieve the switching of heat dissipation mode. The connecting column connects the piston plate 2026 and the blocking block 2027 to transmit the mechanical action driven by the temperature-sensing wax. When the air inlet 2028 is opened, the external airflow, under the action of vehicle movement or braking airflow, is guided by the air guide grille 2029 on the side of the first brake pad 2020 and enters in an orderly manner, improving the intake efficiency. It enters the guide cavity 2023 in the middle of the first brake pad 2020, which serves as a space for airflow storage and distribution. The airflow can be distributed to each heat conduction channel through the arc-shaped guide channel 2022 and flows out from the side. In this process, the airflow dissipates the heat generated by the friction between the braking component 2 and the brake pad 3, achieving heat dissipation in normal low-temperature scenarios. The airflow heat dissipation mode does not require additional liquid injection, is suitable for low-intensity braking, and can reduce the cost of use.

[0035] When braking for a long time, the braking intensity increases, and the heat generated by friction causes the temperature of the brake assembly 2 to rise significantly. When the temperature reaches the liquefaction threshold of the temperature-sensitive wax, the temperature-sensitive wax in the sealing cavity 2024 is heated and liquefied and expands in volume. The expanded temperature-sensitive wax pushes the piston plate 2026 to move to the outside of the sealing cavity 2024. The piston plate 2026 drives the blocking block 2027 to move synchronously through the connecting column. At this time, the side of the blocking block 2027 blocks the air inlet 2028, and the top surface separates from the injection hole 2025, opening the injection channel. At this time, the coolant in the external water tank is injected into the guide cavity 2023 through the injection hole 2025. The liquid is evenly distributed to the heat conduction channel formed by the first ventilation channel 2021 and the second ventilation channel 2031 through the guide cavity 2023. Since the thermal conductivity of liquid is much higher than that of gas, the flowing liquid can quickly dissipate the large amount of heat generated by the friction between the brake assembly 2 and the brake pad 3, achieving rapid cooling in high-temperature scenarios. The liquid heat dissipation mode can cope with the huge amount of heat generated by high-intensity braking, avoid brake fade caused by overheating of the brake assembly 2, and ensure braking safety in extreme scenarios. When the braking intensity decreases, the frictional heat decreases, the temperature of the brake assembly 2 drops, the temperature-sensing wax in the sealing cavity 2024 cools and solidifies, and the volume shrinks. Under the action of its own reset force, the piston plate 2026 drives the blocking block 2027 back to the initial position, reopens the air inlet 2028, and seals the injection hole 2025. The heat dissipation mode switches back to airflow heat dissipation, completing one adaptive heat dissipation adjustment cycle. In addition, the modular design of the replacement component 203 allows the second brake pad 2030 to be detachably connected to the first brake pad 2020, enabling quick replacement after component wear, reducing maintenance costs and ensuring long-term stable operation of the caliper.

[0036] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0037] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A brake caliper with adaptive cooling and temperature reduction, comprising a caliper body (1), wherein a brake pad (3) is disposed in the middle of the interior of the caliper body (1), and the caliper body (1) is fixedly mounted on both sides of one side of the brake pad (3) by studs, characterized in that: The brake assembly (2) is provided inside the caliper (1) on both sides of the brake pad (3). The braking assembly (2) includes a pushing assembly (201) and a regulating assembly (202). The regulating assembly (202) is fixed on one side of the pushing assembly (201), and a replacement assembly (203) is provided on the other side of the regulating assembly (202). The control component (202) includes a first brake pad (2020) and a first ventilation channel (2021). The first ventilation channel (2021) is equidistantly located on one side of the first brake pad (2020). An arc-shaped guide channel (2022) for connecting multiple first ventilation channels (2021) is provided on one side of the first brake pad (2020). The replacement component (203) includes a second brake pad (2030) and a second ventilation channel (2031). The second ventilation channel (2031) is equidistantly located on one side of the second brake pad (2030). The positions of the second ventilation channel (2031) and the first ventilation channel (2021) correspond to those of the first ventilation channel (2021). The first ventilation channel (2021) and the second ventilation channel (2031) in the control component (202) and the replacement component (203) together form a heat conduction channel for heat dissipation of the braking component (2). When the airflow passes through the heat conduction channel, the flow of the gas will conduct the heat generated by the friction between the braking component (2) and the brake pad (3) to improve the heat dissipation effect. When the liquid is injected, the flow of the liquid will conduct the heat generated by the friction between the braking component (2) and the brake pad (3) more quickly to achieve a rapid heat dissipation effect. The first ventilation channel (2021) and the second ventilation channel (2031) are evenly opened inside the control component (202) and the replacement component (203), so that the heat conduction of the braking component (2) is more uniform, avoiding local heat accumulation and affecting the braking effect. The arc-shaped guide channel (2022) opened inside the first brake pad (2020) is connected to the first ventilation channel (2021) and the second ventilation channel (2031), thereby improving the uniformity and stability of the airflow.

2. A brake caliper with adaptive cooling and temperature reduction according to claim 1, characterized in that: The first brake pad (2020) has a flow chamber (2023) in the middle that communicates with the arc-shaped flow channel (2022), and an air inlet (2028) communicating with the flow chamber (2023) is provided on one side of the first brake pad (2020). Air guide grilles (2029) are fixedly installed at equal intervals on the side of the first brake pad (2020) near the port of the air inlet (2028).

3. A brake caliper with adaptive cooling and temperature reduction according to claim 1, characterized in that: The first brake pad (2020) has a flow guide cavity (2023) inside, and a sealing cavity (2024) is provided inside the flow guide cavity (2023). The first brake pad (2020) has an injection hole on its side that communicates with the sealing cavity (2024). The first brake pad (2020) has an injection hole (2025) on its upper side that communicates with the inner cavity of the flow guide cavity (2023).

4. A brake caliper with adaptive cooling and temperature reduction according to claim 3, characterized in that: The sealed cavity (2024) is provided with a piston plate (2026). A connecting post that penetrates the sealed cavity (2024) is fixed on one side of the piston plate (2026). A blocking block (2027) is fixedly installed at one end of the connecting post. The blocking block (2027) is generally right-angled. The side of the blocking block (2027) abuts against the air inlet (2028). The top surface of the blocking block (2027) abuts against the port of the injection hole (2025).

5. A brake caliper with adaptive cooling and temperature reduction according to claim 1, characterized in that: The first brake pad (2020) has multiple first insertion holes (20201) on one side, and multiple second insertion posts (20202) are fixedly installed on both sides of one side of the control component (202).

6. A brake caliper with adaptive cooling and temperature reduction according to claim 1, characterized in that: The second brake pad (2030) has a second insertion hole (2033) corresponding to the position of the second insertion post (20202) on one side. Positioning blocks (2032) are fixedly installed at both ends of the second brake pad (2030). The surfaces of the two positioning blocks (2032) are slidably connected to the two ends of the first brake pad (2020).

7. A brake caliper with adaptive cooling and temperature reduction according to claim 2, characterized in that: The first brake pad (2020) and the second brake pad (2030) are the same size, and one side of the first brake pad (2020) is in contact with one side of the second brake pad (2030).

8. A brake caliper with adaptive cooling and temperature reduction according to claim 1, characterized in that: The actuating assembly (201) includes a sealing plate (2010) and a first insert (2011), the first insert (2011) being inserted into a first socket (20201), and one side of the sealing plate (2010) being in contact with one side of the first brake plate (2020).

9. A brake caliper with adaptive cooling and temperature reduction according to claim 8, characterized in that: The sealing plate (2010) is symmetrically and fixedly connected to a limiting post (2012), and a piston plate is fixedly provided at the end of the limiting post (2012).

10. A brake caliper with adaptive cooling and temperature reduction according to claim 1, characterized in that: The clamp body (1) has an oil injection hole (101) on one side of its top. The inner side of the clamp body (1) has a piston hole (102) that communicates with the oil injection hole (101). The piston hole (102) is sleeved with a limiting post (2012). A limiting block is provided at the end of the piston hole (102).

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