Composite cushioning type low-damage braking performance enhancement device

Abstract

The application discloses a composite buffer type low-damage brake performance enhancing device, which comprises a brake disc, a first brake assembly and a U-shaped block arranged on the brake disc, a blocking mechanism arranged on the U-shaped block, a driving mechanism arranged on the U-shaped block and a second brake assembly arranged on the driving mechanism, and the U-shaped block is inverted U-shaped; the second brake assembly comprises double-cylinder friction mechanisms and single-cylinder friction mechanisms which are simultaneously arranged on the output end of the driving mechanism, an E-shaped block is arranged on the double-cylinder friction mechanisms, and the lower middle part of the E-shaped block is slidably connected with the upper end of the single-cylinder friction mechanisms; the blocking mechanism is used for blocking the E-shaped block, so as to block the movement of the double-cylinder friction mechanisms and make the single-cylinder friction mechanisms be able to be compressed on both sides of the brake disc; air inlet mechanisms and air outlet mechanisms are arranged on the upper end of the E-shaped block, and a first air outlet groove for air outlet is arranged on the blocking mechanism. The application has the advantages of high-efficiency heat dissipation, adjustable composite brake mode, low abrasion and buffering and damping.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, specifically to a composite buffer-type low-loss braking performance enhancement device. Background Technology

[0002] Disc brakes are widely used in automotive braking systems due to their superior heat dissipation and resistance to brake fade. Their basic principle involves the brake caliper clamping a brake disc that rotates synchronously with the wheel, using friction to generate braking force.

[0003] However, existing disc braking systems still have some shortcomings. First, under conditions such as continuous high-intensity braking or long downhill driving, the brake disc and friction pads generate a large amount of heat due to continuous and intense friction. If the heat cannot be dissipated in time, the temperature of the brake disc and friction pads will rise sharply. On the one hand, this may cause thermal fade of braking performance, i.e., a decrease in braking torque; on the other hand, excessively high temperatures will accelerate the wear and aging of friction materials, and may even cause thermal cracks in the brake disc, seriously affecting braking safety and component lifespan. Second, conventional brakes usually use a single combination of brake caliper and friction pads to clamp both sides of the brake disc, resulting in a fixed braking mode. It is difficult to flexibly adjust and switch according to different braking intensity requirements or heat dissipation conditions. In scenarios requiring gentle braking or only partial braking force, this may cause unnecessary friction loss and heat accumulation.

[0004] Therefore, existing disc brake systems generally suffer from limited heat dissipation efficiency, are prone to overheating under extreme conditions leading to brake performance degradation and increased component wear, and have a single braking mode that cannot adapt to diverse braking needs. To address these issues, there is an urgent need for a new type of brake system that can effectively improve heat dissipation, reduce heat fade and component wear, and provide composite braking modes to enhance braking performance and adaptability. Summary of the Invention

[0005] The purpose of this invention is to provide a composite buffer-type low-loss braking performance enhancement device, which has the advantages of efficient heat dissipation, adjustable composite braking mode, low wear and buffer shock absorption, and solves the problems in the prior art.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A composite buffer-type low-loss braking performance enhancement device includes a brake disc, a first braking component and a U-shaped block disposed on the brake disc, a blocking mechanism disposed on the U-shaped block, a driving mechanism disposed on the U-shaped block, and a second braking component disposed on the driving mechanism. The U-shaped block is inverted U-shaped.

[0008] The second braking assembly includes a dual-cylinder friction mechanism and a single-cylinder friction mechanism simultaneously installed on the output end of the drive mechanism. The dual-cylinder friction mechanism is provided with an E-shaped block, and the lower middle part of the E-shaped block is slidably connected to the upper end of the single-cylinder friction mechanism.

[0009] The blocking mechanism is used to block the E-block to prevent the movement of the double-cylinder friction mechanism, so that the single-cylinder friction mechanism can be pressed against both sides of the brake disc.

[0010] The upper end of the E-shaped block is provided with an air inlet mechanism and an air outlet mechanism. The blocking mechanism is provided with a first air outlet slot for air outlet. The interior of the air outlet mechanism is connected to the interior of the blocking mechanism, and the interior of the blocking mechanism is connected to the first air outlet slot.

[0011] Temperature measuring mechanisms are installed on both sides of the inner wall of the U-shaped block, and a heat dissipation mechanism is installed on the brake disc.

[0012] Preferably, the heat dissipation mechanism includes a first groove, a first annular groove, a first connecting groove, a second annular groove, a second connecting groove, and a first recess. A plurality of first grooves are provided through one side of the brake disc, and the plurality of first grooves are distributed equidistantly in a circular shape. A first annular groove and a second annular groove are provided inside the brake disc. A plurality of first connecting grooves are provided through the outer wall of the first annular groove, and the first connecting groove and the second annular groove are interconnected. A plurality of second connecting grooves are provided through the end of the second annular groove away from the center of the brake disc, and the second connecting grooves are interconnected with the first groove. A first annular recess is provided on the side wall of the brake disc, and the first recess is interconnected with the first groove.

[0013] It is worth noting that this heat dissipation mechanism forms a highly efficient multi-layered circulating air duct inside the brake disc through the first groove, the first annular groove, the second annular groove, and the connecting groove between them. External cooling airflow can enter the first groove axially, be guided to the second annular groove through the second connecting groove, and then enter the first annular groove through the first connecting groove, and finally dissipate from the central area of ​​the brake disc or the other side. This three-dimensional and tortuous ventilation path greatly increases the contact area and time between the airflow and the high-heat area of ​​the brake disc, significantly improving the efficiency of forced convection heat dissipation. At the same time, the annular first groove increases the heat dissipation surface area of ​​the brake disc edge, further optimizing the heat dissipation performance.

[0014] Preferably, the first braking assembly includes a U-shaped frame disposed below the brake disc, a first fixed cylinder fixed to the U-shaped frame, a first hydraulic cylinder fixed to the first fixed cylinder, a first air inlet pipe fixedly connected to the upper end of the first fixed cylinder, two second hydraulic cylinders fixed to the U-shaped frame, a pressure plate fixed to the output shaft of the second hydraulic cylinders, an air inlet block fixed to the top surface of the inner wall of the first fixed cylinder, a second groove opened on the output shaft of the first hydraulic cylinder, and a third groove opened through the upper end of the output shaft of the first hydraulic cylinder. The second groove and the third groove are interconnected, and the interior of the third groove and the air inlet block are interconnected. The output ends of the second hydraulic cylinder and the first hydraulic cylinder are arranged facing each other. The lower end of the air inlet block is an arc surface, and the lower end surface of the air inlet block is in contact with the upper end of the first hydraulic cylinder. When the output shaft of the first hydraulic cylinder moves axially, the third groove will not detach from the interior of the air inlet block, so that the gas flowing into the air inlet block from the first air inlet pipe will flow into the interior of the second groove through the third groove.

[0015] It is worth noting that the first braking assembly integrates braking execution and active cooling functions into one unit. By setting up a second groove and a third groove connected to the output shaft of the first cylinder, as well as an air intake block connected to the first air intake pipe, the cooling airflow can continuously and directly blow onto the braking contact area or the surface of the brake disc through the channel inside the cylinder output shaft when the first cylinder pushes the pressure plate to perform the braking action. The arc design of the air intake block ensures that the air circuit connection is always reliable during the extension and retraction of the piston rod of the first cylinder, realizing the synchronous operation of braking and cooling.

[0016] Preferably, the blocking mechanism includes a third hydraulic cylinder fixed to the top surface of the U-shaped block recess, a lifting plate fixed to the lower end of the output shaft of the third hydraulic cylinder, and a stop block fixed to the lower end of the lifting plate. The first air outlet is opened at the end of the stop block near the brake disc. The blocking mechanism also includes guide blocks fixed to both sides of the inner wall of the U-shaped block. The top surface of each lifting plate is U-shaped, and each lifting plate is slidably disposed on the side wall of the guide block.

[0017] It is worth noting that by driving the lifting plate and the stop block to move vertically through the third hydraulic cylinder, the engagement and disengagement of the stop block and the E-shaped block can be precisely controlled. When the stop block descends and blocks the E-shaped block, the movement of the double-cylinder friction mechanism is locked. At this time, only the single-cylinder friction mechanism performs braking, which is suitable for low-intensity or heat dissipation conditions. The cooperation between the guide block and the U-shaped lifting plate ensures the smooth and precise movement of the stop block. At the same time, the first air outlet groove integrated on the stop block makes the mechanism not only the execution component for mode switching, but also one of the guide outlets for cooling airflow, realizing the functional reuse of the mechanism.

[0018] Preferably, the temperature measuring mechanism includes a second groove and a third groove formed on both sides of the inner wall of the U-shaped block, a third groove fixed to the inner wall of the second groove, and a second temperature sensor fixed to the inner wall of the third groove. The detection ends of the first temperature sensor and the second temperature sensor are both facing the center of the U-shaped block.

[0019] It is worth noting that the sensors arranged in different grooves on both sides of the inner wall of the U-shaped block can monitor the temperature at different radial positions near the brake disc and near the brake assembly body. This multi-point distribution method can more comprehensively perceive the heat distribution and accumulation during the braking process, accurately identify local overheating risk points, and the real-time temperature data obtained provides the core basis for the intelligent control of the braking system, such as triggering the switching of different braking modes, adjusting the intensity of cooling airflow, or issuing overheat warnings.

[0020] Preferably, the drive mechanism includes a fourth hydraulic cylinder that is fixedly connected to both sides of the U-shaped block and a transverse plate fixedly connected to one end of the fourth hydraulic cylinder near the center of the U-shaped block.

[0021] It is worth noting that the fourth cylinder, as the power source, directly drives the transverse plate to move axially. The transverse plate, as an integrated mounting platform, simultaneously supports the double-cylinder friction mechanism and the single-cylinder friction mechanism. This direct-push design has a short force transmission path and a rapid response, ensuring that when braking is required, the friction mechanism quickly and synchronously presses against both sides of the brake disc to provide immediate braking force. Its structure has good rigidity and can withstand and transmit a large braking reaction force, ensuring the smoothness and reliability of the braking process.

[0022] Preferably, the double-cylinder friction mechanism includes two fixed discs fixed to one end of the transverse plate near the center of the U-shaped block, a horizontal column fixed to one end of each fixed disc near the center of the U-shaped block, a spring fixed to one end of each fixed disc near the center of the U-shaped block, a first friction block sleeved on the side wall of the horizontal column, an air outlet hole penetrating the first friction block near the center of the U-shaped block, a fourth groove on the horizontal column, a second air outlet groove on the first friction block away from the center of the U-shaped block, and a third annular groove inside the first friction block. The third annular groove and the second air outlet groove are interconnected, the second air outlet groove and the fourth groove are interconnected, the fourth groove and the air outlet hole are interconnected, and the end of the spring near the center of the U-shaped block is fixed to the end of the second air outlet groove away from the center of the U-shaped block. The second air outlet groove and the air outlet mechanism are interconnected.

[0023] It is worth noting that this dual-cylinder friction mechanism ingeniously integrates buffer braking and internal cooling functions. The first friction block is elastically connected to the crossbar by a spring, forming a buffer structure. It can absorb the impact at the moment of contact with the brake disc and during braking, reducing noise and component stress caused by hard collisions, making the braking process smoother. More importantly, its internal design features a complex cooling air channel consisting of a second air outlet, a third annular groove, a fourth groove, and an air outlet. Cooling air can be introduced from the E-shaped block, flow through these air channels, and finally blown directly out from the air outlet close to the surface of the brake disc. This direct end-face cooling method precisely guides the airflow to the contact interface where friction and heat generation are most intense, resulting in extremely high cooling efficiency. The spring setting not only ensures buffering but also ensures the relative position of the first friction block on the crossbar is stable, thereby maintaining the smooth flow of internal air.

[0024] Preferably, the air outlet mechanism includes a gas one-way valve fixed to the lower end of the baffle and a second fixed cylinder disposed at the lower end of the gas one-way valve. The lower end of the second fixed cylinder is attached to the upper end of the E-shaped block. The E-shaped block has a hollow structure. The interior of the second fixed cylinder is interconnected with the interior of the E-shaped block. The first air outlet slot and the second fixed cylinder are interconnected through the gas one-way valve. The air inlet mechanism includes two second air inlet pipes fixed to the air inlet end of the E-shaped block and a connecting pipe fixed to the air inlet end of the two second air inlet pipes.

[0025] It is worth noting that the air intake and exhaust mechanisms together constitute an active cooling airflow system serving the U-shaped block. The air intake mechanism introduces external cooling air into the hollow E-shaped block, which serves as the distribution hub, through a connecting pipe and a second air intake pipe. The air exhaust mechanism establishes a controllable upward airflow channel between the E-shaped block and the stop block through a second fixed cylinder and a gas one-way valve. The gas one-way valve is crucial, as it allows airflow to be discharged from the E-shaped block through the first air outlet slot in the stop block when needed (such as when the single-cylinder friction mechanism is braked alone and its air outlet is blocked), forming an auxiliary cooling airflow above the brake disc, while preventing reverse backflow. This system provides a stable air source for the cooling airflow channel inside the double-cylinder friction mechanism and creates a backup cooling path, ensuring that at least one effective active cooling airflow channel can be activated in various braking modes, greatly enhancing the redundancy and adaptability of the system's cooling.

[0026] Preferably, the single-cylinder friction mechanism includes a second friction block fixed to one end of the transverse plate near the center of the U-shaped block and a third air outlet groove opened on the second friction block near the center of the U-shaped block. The upper end of the second friction block is provided with a through groove, which communicates with the interior of the E-shaped block. When the second friction block moves axially, the through groove moves in the interior space of the E-shaped block, keeping the interior of the through groove and the interior of the third annular groove always in communication.

[0027] It is worth noting that the second friction block is fixed to the transverse plate. When the dual-cylinder mechanism is blocked, it can perform braking independently. The third air outlet slot inside and the through slot at the top that connects to the E-shaped block are crucial. The sliding connection design between the through slot and the inside of the E-shaped block ensures that no matter what axial position the second friction block is in with the transverse plate, its through slot is always connected to the cavity inside the E-shaped block. This ensures that the cooling airflow introduced from the air inlet mechanism can continuously enter the single-cylinder friction mechanism. The airflow can flow to the brake disc surface for cooling through the through slot and the third air outlet slot. At the same time, this connection design also means that the cooling systems of the single-cylinder mechanism and the dual-cylinder mechanism are connected in parallel in the air path and can automatically distribute the airflow according to the mode switching.

[0028] Preferably, one end of the shock absorber is hinged to the upper end of the second friction block, and the other end of the shock absorber is hinged to the side wall of the stop block.

[0029] It is worth noting that the addition of this shock absorber significantly improves the NVH (noise, vibration, and harshness) performance and component durability of the braking system. The shock absorber is connected between the second friction block (monocylinder friction mechanism) and the stop block (blocking mechanism), forming an additional damping structure. During braking, especially when the monocylinder friction mechanism is working alone or when there is braking vibration, the shock absorber can effectively absorb and dissipate the radial or tangential vibration energy generated by the second friction block, preventing the vibration from being transmitted to the entire brake caliper through the transverse plate. This greatly reduces braking noise and vehicle vibration, improving driving comfort. At the same time, by suppressing harmful vibrations, it also reduces the additional wear and fatigue stress caused by continuous vibration of the friction block, brake disc, and related connecting parts, which helps to extend the service life of the entire braking system.

[0030] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0031] 1. This invention, by setting up a U-shaped block, a blocking mechanism and a driving mechanism, utilizes the blocking mechanism to selectively block the E-shaped block, so that the transverse plate driven by the driving mechanism can drive the double-cylinder friction mechanism and the single-cylinder friction mechanism to jointly press the brake disc to achieve strong braking, or drive only the single-cylinder friction mechanism to press the brake disc alone to achieve gentle braking. This switchable compound braking mode allows the braking system to flexibly adjust its working mode according to the actual braking force requirements and real-time temperature conditions, which not only ensures braking performance under extreme conditions, but also reduces unnecessary friction area and heat generation under normal conditions, thereby effectively alleviating the overheating and wear problems caused by a single braking mode.

[0032] 2. This invention deeply integrates the active cooling system into each braking component. Specifically, the airflow can be distributed through the internal channel of the first cylinder of the first braking component and the E-shaped block of the U-shaped block, and then enter the third air outlet groove of the single-cylinder friction mechanism and the cooling air duct (second air outlet groove, third annular groove, and fourth groove) inside the double-cylinder friction mechanism. Finally, it blows directly to the friction interface from the air outlet of the first friction block. At the same time, the brake disc is provided with multiple interconnected annular grooves and connecting grooves, forming a highly efficient internal heat dissipation air duct. This multi-path active heat dissipation method that combines "direct blowing from the end face" and "internal circulation" greatly improves the heat dissipation efficiency, can quickly remove friction heat, significantly suppress the phenomenon of brake heat fade, and protect the friction material and brake disc.

[0033] 3. This invention provides buffering by incorporating a spring in the dual-cylinder friction mechanism and a shock absorber between the single-cylinder friction mechanism and the stop block. The spring absorbs the impact when the first friction block contacts the brake disc, making the braking process smoother. The shock absorber effectively suppresses the vibration that the second friction block may generate during operation. This buffering and shock-absorbing design reduces braking noise and dynamic stress on components, and reduces abnormal wear caused by impact and vibration, thereby achieving the goal of low wear and extending the overall service life of the braking system.

[0034] 4. This invention constructs a multi-point temperature monitoring network by setting up a temperature measuring mechanism that includes multiple first and second temperature sensors. The vehicle's control system can make intelligent decisions and automatically control the opening, closing, and intensity of the blocking mechanism, driving mechanism, and cooling airflow based on the real-time temperature data fed back by these sensors. For example, when the temperature is too high, it automatically switches to single-cylinder braking mode and enhances cooling, and restores compound braking mode when the temperature is normal. This gives the entire device adaptive thermal management capabilities, shifting from passive heat dissipation to active intelligent regulation, fundamentally improving the stability and reliability of braking performance, and solving the problem of performance degradation caused by overheating in the prior art. Attached Figure Description

[0035] Figure 1 The diagram shown is a three-dimensional structural schematic of the present invention;

[0036] Figure 2 The diagram shown is a three-dimensional structural schematic of the blocking mechanism of the present invention;

[0037] Figure 3 The diagram shown is a three-dimensional structural schematic of the first braking component of the present invention;

[0038] Figure 4 The diagram shown is a three-dimensional cross-sectional view of the first braking component of the present invention.

[0039] Figure 5 The diagram shown is a three-dimensional cross-sectional view of the U-shaped block of the present invention.

[0040] Figure 6 The diagram shown is an enlarged three-dimensional cross-sectional view of the U-shaped block of the present invention.

[0041] Figure 7 The diagram shown is a three-dimensional structural schematic of the second friction block of the present invention;

[0042] Figure 8 The diagram shown is a three-dimensional cross-sectional view of the air outlet mechanism of the present invention.

[0043] Figure 9 The diagram shown is a three-dimensional cross-sectional view of the second friction block of the present invention.

[0044] Figure 10 The diagram shown is a three-dimensional structural schematic of the temperature measuring mechanism of the present invention.

[0045] Figure 11 The diagram shown is a three-dimensional structural schematic of the E-shaped block of the present invention;

[0046] Figure 12 The diagram shown is a three-dimensional structural schematic of the brake disc of the present invention;

[0047] Figure 13 The diagram shown is a three-dimensional cross-sectional view of the brake disc of the present invention.

[0048] Reference numerals: 1. Brake disc; 101. First groove; 102. First annular groove; 103. First connecting groove; 104. Second annular groove; 105. Second connecting groove; 106. First recess; 2. First braking assembly; 201. U-shaped frame; 202. First fixed cylinder; 203. First hydraulic cylinder; 204. First air inlet pipe; 205. Second hydraulic cylinder; 206. Pressure plate; 207. Air inlet block; 208. Second groove; 209. Third groove; 3. U-shaped block; 4. Third hydraulic cylinder; 5. Lifting plate; 6. Guide block; 7. Stop block; 8. First air outlet slot; 9. Fourth hydraulic cylinder; 10. Horizontal sliding plate; 11. Fixed plate; 12. Horizontal column; 13. Spring; 14. First friction block; 15. Air outlet hole; 16. Fourth groove; 17. Second air outlet slot; 18. Third annular groove; 19. E-shaped block; 20. Second friction block; 21. Third air outlet slot; 22. Shock absorber; 23. Second fixed cylinder; 24. Gas one-way valve; 25. Second groove; 26. First temperature sensor; 27. Third groove; 28. Second temperature sensor; 29. ​​Second air inlet pipe; 30. Connecting pipe. Detailed Implementation

[0049] 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.

[0050] To address the problems of limited heat dissipation efficiency, single braking mode leading to overheating, and accelerated component wear in existing technologies, the following technical solution is proposed. Please refer to [link / reference needed]. Figures 1-13 ;

[0051] Example 1: A composite buffer type low-loss braking performance enhancement device includes a brake disc 1, a first braking component 2 and a U-shaped block 3 disposed on the brake disc 1, a blocking mechanism disposed on the U-shaped block 3, a driving mechanism disposed on the U-shaped block 3, and a second braking component disposed on the driving mechanism. The U-shaped block 3 is inverted U-shaped.

[0052] The second braking assembly includes a double-cylinder friction mechanism and a single-cylinder friction mechanism simultaneously installed on the output end of the drive mechanism. The double-cylinder friction mechanism is provided with an E-shaped block 19, and the lower middle part of the E-shaped block 19 is slidably connected to the upper end of the single-cylinder friction mechanism.

[0053] The blocking mechanism is used to block the E-shaped block 19 to prevent the movement of the double-cylinder friction mechanism, so that the single-cylinder friction mechanism can be pressed against both sides of the brake disc 1.

[0054] The upper end of the E-shaped block 19 is provided with an air inlet mechanism and an air outlet mechanism. The blocking mechanism is provided with a first air outlet slot 8 for air outlet. The interior of the air outlet mechanism and the interior of the blocking mechanism are interconnected. The interior of the blocking mechanism and the first air outlet slot 8 are interconnected.

[0055] Temperature measuring mechanisms are provided on both sides of the inner wall of the U-shaped block 3, and a heat dissipation mechanism is provided on the brake disc 1.

[0056] In use, the second braking assembly on the drive mechanism is activated to brake the brake disc 1, or the first braking assembly 2 is activated to brake the brake disc 1. When the second braking assembly brakes the brake disc 1, the drive mechanism can be activated so that the dual-cylinder friction mechanism and the single-cylinder friction mechanism simultaneously press and brake the brake disc 1. Alternatively, the blocking mechanism can be used to block the E-block 19, thereby preventing the movement of the dual-cylinder friction mechanism and allowing the single-cylinder friction mechanism to press against both sides of the brake disc 1. This allows the dual-cylinder friction mechanism and the single-cylinder friction mechanism to brake the brake disc 1 together or separately, avoiding single-cylinder braking. In case of overheating during braking, the air intake mechanism introduces air into the E-shaped block 19. The airflow enters the dual-cylinder friction mechanism and the single-cylinder friction mechanism, and is eventually blown to both sides of the brake disc 1. Some of the gas enters the center of the brake disc 1 and then flows out through the heat dissipation mechanism on the brake disc 1. When the air outlets of the dual-cylinder friction mechanism and the single-cylinder friction mechanism are blocked by the solid structures on both sides of the brake disc 1, the gas will flow out from the air outlet of the dual-cylinder friction mechanism or enter the first air outlet slot 8 through the ventilation mechanism in the single-cylinder friction mechanism, thereby achieving airflow cooling above the brake disc 1.

[0057] In this embodiment, specifically: the heat dissipation mechanism includes a first groove 101, a first annular groove 102, a first connecting groove 103, a second annular groove 104, a second connecting groove 105, and a first groove 106. A plurality of first grooves 101 are provided through one side of the brake disc 1, and the plurality of first grooves 101 are arranged in a circumferentially equidistant pattern. A first annular groove 102 and a second annular groove 104 are provided inside the brake disc 1. A plurality of first connecting grooves 103 are provided through the outer wall of the first annular groove 102, and the first connecting grooves 103 and the second annular grooves 104 are interconnected. A plurality of second connecting grooves 105 are provided through the end of the second annular groove 104 away from the center of the brake disc 1, and the second connecting grooves 105 are interconnected with the first grooves 101. A first annular groove 106 is provided on the side wall of the brake disc 1, and the first groove 106 is interconnected with the first groove 101.

[0058] In this embodiment, specifically: the first braking assembly 2 includes a U-shaped frame 201 disposed below the brake disc 1, a first fixed cylinder 202 fixed to the U-shaped frame 201, a first hydraulic cylinder 203 fixed to the first fixed cylinder 202, a first air inlet pipe 204 fixedly connected to the upper end of the first fixed cylinder 202, two second hydraulic cylinders 205 fixed to the U-shaped frame 201, a pressure plate 206 fixed to the output shaft of the second hydraulic cylinder 205, an air inlet block 207 fixed to the top surface of the inner wall of the first fixed cylinder 202, a second groove 208 opened on the output shaft of the first hydraulic cylinder 203, and a through groove opened in the first hydraulic cylinder. The third groove 209 at the upper end of the output shaft of 203 is interconnected with the second groove 208 and the third groove 209. The third groove 209 is interconnected with the interior of the air inlet block 207. The output ends of the second cylinder 205 and the first cylinder 203 are arranged facing each other. The lower end of the air inlet block 207 is an arc surface. The lower end surface of the air inlet block 207 is in contact with the upper end of the first cylinder 203. When the output shaft of the first cylinder 203 moves axially, the third groove 209 will not detach from the interior of the air inlet block 207, so that the gas flowing into the air inlet block 207 from the first air inlet pipe 204 will flow into the interior of the second groove 208 through the third groove 209.

[0059] In this embodiment, specifically: the blocking mechanism includes a third hydraulic cylinder 4 fixed to the top surface of the recess of the U-shaped block 3, a lifting plate 5 fixed to the lower end of the output shaft of the third hydraulic cylinder 4, and a stop block 7 fixed to the lower end of the lifting plate 5. The first air outlet slot 8 is opened at the end of the stop block 7 near the brake disc 1. The blocking mechanism also includes guide blocks 6 fixed to both sides of the inner wall of the U-shaped block 3. The top surface of each lifting plate 5 is U-shaped, and each lifting plate 5 is slidably disposed on the side wall of the guide block 6.

[0060] In this embodiment, specifically: the temperature measuring mechanism includes a second groove 25 and a third groove 27 opened on both sides of the inner wall of the U-shaped block 3, a third groove 27 fixed to the inner wall of the second groove 25, and a second temperature sensor 28 fixed to the inner wall of the third groove 27. The detection ends of the first temperature sensor 26 and the second temperature sensor 28 are both facing the center of the U-shaped block 3.

[0061] In this embodiment, specifically: the driving mechanism includes a fourth hydraulic cylinder 9 that is fixedly connected to both sides of the U-shaped block 3 and a transverse plate 10 that is fixedly connected to one end of the fourth hydraulic cylinder 9 near the center of the U-shaped block 3.

[0062] In this embodiment, specifically: the double-cylinder friction mechanism includes two fixed disks 11 fixed to one end of the transverse plate 10 near the center of the U-shaped block 3, a horizontal column 12 fixed to one end of each fixed disk 11 near the center of the U-shaped block 3, a spring 13 fixed to one end of each fixed disk 11 near the center of the U-shaped block 3, a first friction block 14 sleeved on the side wall of the horizontal column 12, an air outlet 15 penetrating the first friction block 14 near the center of the U-shaped block 3, and a fourth groove formed on the horizontal column 12. The body 16, the second air outlet groove 17 opened at the end of the first friction block 14 away from the center of the U-shaped block 3, and the third annular groove 18 opened inside the first friction block 14, the third annular groove 18 and the second air outlet groove 17 are interconnected, the second air outlet groove 17 is interconnected with the fourth groove body 16, the fourth groove body 16 is interconnected with the air outlet hole 15, the end of the spring 13 near the center of the U-shaped block 3 is fixed to the end of the second air outlet groove 17 away from the center of the U-shaped block 3, and the second air outlet groove 17 is interconnected with the air outlet mechanism.

[0063] In this embodiment, specifically: the air outlet mechanism includes a gas one-way valve 24 fixed to the lower end of the baffle 7 and a second fixed cylinder 23 disposed at the lower end of the gas one-way valve 24. The lower end of the second fixed cylinder 23 is attached to the upper end of the E-shaped block 19. The E-shaped block 19 is a hollow structure. The interior of the second fixed cylinder 23 and the interior of the E-shaped block 19 are interconnected. The first air outlet groove 8 and the second fixed cylinder 23 are interconnected through the gas one-way valve 24. The air inlet mechanism includes two second air inlet pipes 29 fixed to the air inlet end of the E-shaped block 19 and a connecting pipe 30 fixed to the air inlet end of the two second air inlet pipes 29.

[0064] In this embodiment, specifically: the single-cylinder friction mechanism includes a second friction block 20 fixed to one end of the transverse plate 10 near the center of the U-shaped block 3 and a third air outlet groove 21 opened on the second friction block 20 near the center of the U-shaped block 3. The upper end of the second friction block 20 is provided with a through groove, which communicates with the interior of the E-shaped block 19. When the second friction block 20 moves axially, the through groove will move in the interior space of the E-shaped block 19, keeping the interior of the through groove and the interior of the third annular groove 18 always in communication.

[0065] Example 2: Based on Example 1, in this example, specifically: one end of the shock absorber 22 is hinged to the upper end of the second friction block 20, and the other end of the shock absorber 22 is hinged to the side wall of the stop block 7.

[0066] The working principle of the composite buffer-type low-loss braking performance enhancement device of the present invention is as follows: its operation is coordinated and controlled by the vehicle electronic control unit (ECU) or a dedicated brake controller, and the cooling air source is provided by the on-board air pump or engine bleed air system:

[0067] When the vehicle needs to brake, the controller intelligently determines and selects to activate the first braking component 2 or the U-shaped block 3, or coordinates the two to work, based on the intensity of the driver's braking request and the temperature data of the brake disc 1 and the braking components monitored and fed back in real time by the temperature measuring mechanism (first temperature sensor 26, second temperature sensor 28).

[0068] When the first braking assembly 2 is activated as an auxiliary or independent brake, the controller commands its first cylinder 203 and two second cylinders 205 to operate simultaneously. The first cylinder 203 pushes its output shaft and the pressure plate 206 above it to move towards the brake disc 1. The two second cylinders 205 drive their respective pressure plates 206 to move towards each other, together clamping the lower area of ​​the brake disc 1 from both sides to achieve braking. During this process, the cooling airflow provided by the air pump enters the air intake block 207 through the first air intake pipe 204, and enters the second groove 208 in the output shaft of the first cylinder 203 through the third groove 209 that is always connected to the inside of the air intake block 207. Finally, the airflow blows from the end of the output shaft to the brake contact area to achieve synchronous braking cooling.

[0069] When more force is needed or when acting as the main brake, the controller instructs the activation of the U-shaped block 3. Under the controller's command, the fourth cylinder 9 in its drive mechanism pushes the transverse plate 10 towards the brake disc 1, thereby driving the double-cylinder friction mechanism and the single-cylinder friction mechanism mounted on it to move forward together. At this time, the system has two specific working modes based on the controller's real-time decision:

[0070] Mode 1: Compound High-Force Braking. If the controller determines that maximum braking force output is required, it keeps the third cylinder 4 of the blocking mechanism contracted, so that the stop block 7 is in a high position without interfering with the movement of the E-shaped block 19. Therefore, the two first friction blocks 14 of the double-cylinder friction mechanism and the second friction block 20 of the single-cylinder friction mechanism can be pressed against both sides of the brake disc 1 at the same time. At this time, the spring 13 inside the first friction block 14 provides contact buffering, and the shock absorber 22 suppresses possible vibrations. At the same time, the cooling air supplied by the air pump is delivered to the hollow E-shaped block 19, which serves as the distribution center, through the connecting pipe 30 and the second air inlet pipe 29. The airflow is divided into two paths within the E-shaped block 19: one path passes through the upper end of the second friction block 20. The airflow enters the third air outlet 21 inside the through-slot and blows towards the side surface of the brake disc 1; another path enters the interior of the double-cylinder friction mechanism, flows sequentially through the second air outlet 17, the third annular groove 18, and the fourth groove 16 on the crossbar 12, and finally blows directly from the air outlet 15 on the end face of the first friction block 14 to the friction heat generation interface for targeted cooling; some of the airflow penetrating the brake gap will enter the first groove 101 on the side of the brake disc 1 and circulate along its internal three-dimensional air duct (sequentially through the second connecting groove 105, the second annular groove 104, the first connecting groove 103, and the first annular groove 102), achieving efficient penetrating heat dissipation inside the brake disc 1 before dissipating from the center or the other side.

[0071] Mode 2: Single-cylinder independent braking. If the controller determines, based on data from the first temperature sensor 26 and the second temperature sensor 28, that the braking load needs to be reduced to prioritize heat dissipation (e.g., temperature approaching a threshold), or that only moderate braking force is required, it outputs a command to control the third cylinder 4 to extend, driving the lifting plate 5 to move downwards along the guide block 6, causing the stop block 7 to descend and block the E-shaped block 19. The mechanical blockage of the E-shaped block 19 by the stop block 7 directly locks the overall forward movement of the double-cylinder friction mechanism connected to the E-shaped block 19, preventing it from pressing against the brake disc 1. However, since the upper groove of the second friction block 20 of the single-cylinder friction mechanism is slidably connected to the inside of the E-shaped block 19 and is not rigidly locked, the fourth cylinder 9... Under continuous pushing, the transverse plate 10 can drive the second friction block 20 to overcome the sliding friction between it and the E-shaped block 19, and continue to move independently toward the brake disc 1. Finally, the second friction block 20 presses the two sides of the brake disc 1 to achieve braking, thereby effectively reducing the friction heat generation area. In this independent braking mode, the cooling airflow from the air pump in the E-shaped block 19 mainly flows to the second friction block 20. If the air outlet path is blocked by the solid part of the brake disc 1, causing the air pressure to rise, the air pressure will open the gas one-way valve 24, allowing the airflow to enter the baffle 7 through the second fixed cylinder 23 and the gas one-way valve 24, and finally blow out from the first air outlet 8, forming auxiliary air cooling for the area above the brake disc 1, ensuring that heat dissipation is not interrupted.

[0072] The airflow blowing towards the brake disc 1 will flow through the second air outlet groove 17, the third annular groove 18, and the fourth groove 16 on the cross column 12 in sequence, and finally blow directly from the air outlet 15 on the end face of the first friction block 14 to the friction heat generation interface for targeted cooling.

[0073] Some of the airflow penetrating the brake gap will enter the first groove 101 on the side of the brake disc 1 and circulate along its internal three-dimensional air duct (passing through the second connecting groove 105, the second annular groove 104, the first connecting groove 103, and the first annular groove 102 in sequence) to achieve efficient heat dissipation of the brake disc 1 before dissipating from the center or the other side.

[0074] If the controller determines, based on the data fed back by the first temperature sensor 26 and the second temperature sensor 28, that it is necessary to reduce the braking load to prioritize heat dissipation (e.g., when the temperature is close to the threshold) or only moderate braking force is required, it outputs a command to control the third cylinder 4 to move, driving the lifting plate 5 to move down along the guide block 6, causing the stop block 7 to descend and engage in the groove of the E-shaped block 19, thereby mechanically blocking the overall forward movement of the double-cylinder friction mechanism and locking it.

[0075] At this time, only the second friction block 20 of the single-cylinder friction mechanism presses the brake disc 1 under the drive of the fourth oil cylinder 9 to perform independent braking, which effectively reduces the friction heat generation area. In this independent braking mode, the cooling airflow from the air pump in the E-shaped block 19 mainly flows to the second friction block 20. If the air outlet path is blocked by the solid part of the brake disc 1, causing the air pressure to rise, the air pressure will open the gas one-way valve 24, allowing the airflow to enter the baffle 7 through the second fixed cylinder 23 and the gas one-way valve 24, and finally blow out from the first air outlet 8, forming auxiliary air cooling for the area above the brake disc 1, ensuring that the heat dissipation is not interrupted.

[0076] In summary, through the intelligent decision-making of the controller installed on the vehicle, coordinating the air supply of the air pump and the precise actions of each cylinder (first cylinder 203, second cylinder 205, third cylinder 4, and fourth cylinder 9), this device achieves flexible and adaptive switching of braking modes (compound high-power braking / single cylinder mild braking / first component auxiliary braking), and works in conjunction with a multi-level, multi-path integrated active cooling system, thereby improving the device's braking performance, thermal management capabilities, and system durability.

[0077] 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.

[0078] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention.

Claims

1. A composite buffer-type low-loss braking performance enhancement device, characterized in that: It includes a brake disc (1), a first braking component (2) and a U-shaped block (3) disposed on the brake disc (1), a blocking mechanism disposed on the U-shaped block (3), a driving mechanism disposed on the U-shaped block (3) and a second braking component disposed on the driving mechanism, wherein the U-shaped block (3) is an inverted U-shape; The second braking assembly includes a double-cylinder friction mechanism and a single-cylinder friction mechanism installed simultaneously on the output end of the drive mechanism. The double-cylinder friction mechanism is provided with an E-shaped block (19), and the lower middle part of the E-shaped block (19) is slidably connected to the upper end of the single-cylinder friction mechanism. The blocking mechanism is used to block the E-block (19) to prevent the movement of the double-cylinder friction mechanism, so that the single-cylinder friction mechanism can be pressed against both sides of the brake disc (1); The upper end of the E-shaped block (19) is provided with an air inlet mechanism and an air outlet mechanism. The first air outlet groove (8) for air outlet is opened on the blocking mechanism. The interior of the air outlet mechanism and the interior of the blocking mechanism are interconnected. The interior of the blocking mechanism and the first air outlet groove (8) are interconnected. Temperature measuring mechanisms are provided on both sides of the inner wall of the U-shaped block (3), and a heat dissipation mechanism is provided on the brake disc (1); The blocking mechanism includes a third oil cylinder (4) fixed to the top surface of the recess of the U-shaped block (3), a lifting plate (5) fixed to the lower end of the output shaft of the third oil cylinder (4), and a stop block (7) fixed to the lower end of the lifting plate (5). The first air outlet slot (8) is opened at the end of the stop block (7) near the brake disc (1). The blocking mechanism also includes guide blocks (6) fixed to both sides of the inner wall of the U-shaped block (3). The top surface of each lifting plate (5) is U-shaped, and each lifting plate (5) is slidably disposed on the side wall of the guide block (6). The drive mechanism includes a fourth hydraulic cylinder (9) that is fixedly connected to both sides of the U-shaped block (3) and a transverse plate (10) that is fixedly connected to one end of the fourth hydraulic cylinder (9) near the center of the U-shaped block (3). The double-cylinder friction mechanism includes two fixed plates (11) fixed to one end of the transverse plate (10) near the center of the U-shaped block (3), a horizontal column (12) fixed to one end of each fixed plate (11) near the center of the U-shaped block (3), a spring (13) fixed to one end of each fixed plate (11) near the center of the U-shaped block (3), a first friction block (14) sleeved on the side wall of the horizontal column (12), an air outlet (15) penetrating the first friction block (14) near the center of the U-shaped block (3), and a fourth groove (16) opened on the horizontal column (12). A second air outlet groove (17) is opened at the end of the first friction block (14) away from the center of the U-shaped block (3), and a third annular groove (18) is opened inside the first friction block (14). The third annular groove (18) is interconnected with the second air outlet groove (17). The second air outlet groove (17) is interconnected with the fourth groove body (16). The fourth groove body (16) is interconnected with the air outlet (15). The end of the spring (13) near the center of the U-shaped block (3) is fixed to the end of the second air outlet groove (17) away from the center of the U-shaped block (3). The second air outlet groove (17) is interconnected with the air outlet mechanism. The double-cylinder friction mechanism includes two fixed plates (11) fixed to one end of the transverse plate (10) near the center of the U-shaped block (3), a horizontal column (12) fixed to one end of each fixed plate (11) near the center of the U-shaped block (3), a spring (13) fixed to one end of each fixed plate (11) near the center of the U-shaped block (3), a first friction block (14) sleeved on the side wall of the horizontal column (12), an air outlet (15) penetrating the first friction block (14) near the center of the U-shaped block (3), and a fourth groove (16) opened on the horizontal column (12). A second air outlet groove (17) is provided at one end of the first friction block (14) away from the center of the U-shaped block (3) and a third annular groove (18) is opened inside the first friction block (14). The third annular groove (18) is connected to the second air outlet groove (17). The second air outlet groove (17) is connected to the fourth groove body (16). The fourth groove body (16) is connected to the air outlet hole (15). One end of the spring (13) near the center of the U-shaped block (3) is fixed to the end of the second air outlet groove (17) away from the center of the U-shaped block (3). The second air outlet groove (17) is connected to the air outlet mechanism. The air outlet mechanism includes a gas check valve (24) fixed to the lower end of the baffle (7) and a second fixed cylinder (23) located at the lower end of the gas check valve (24). The lower end of the second fixed cylinder (23) is attached to the upper end of the E-shaped block (19). The E-shaped block (19) is a hollow structure. The interior of the second fixed cylinder (23) and the interior of the E-shaped block (19) are interconnected. The first air outlet groove (8) and the second fixed cylinder (23) are interconnected through the gas check valve (24). The air inlet mechanism includes two second air inlet pipes (29) fixed to the air inlet end of the E-shaped block (19) and a connecting pipe (30) fixed to the air inlet end of the two second air inlet pipes (29). The single-cylinder friction mechanism includes a second friction block (20) fixed to one end of the transverse plate (10) near the center of the U-shaped block (3) and a third air outlet groove (21) opened on one end of the second friction block (20) near the center of the U-shaped block (3). The upper end of the second friction block (20) is provided with a through groove, which communicates with the interior of the E-shaped block (19). When the second friction block (20) moves axially, the through groove will move in the interior space of the E-shaped block (19), keeping the interior of the through groove and the interior of the third annular groove (18) always in communication. The upper end of the second friction block (20) is hinged to one end of the shock absorber (22), and the other end of the shock absorber (22) is hinged to the side wall of the stop block (7).

2. The composite buffer-type low-loss braking performance enhancement device according to claim 1, characterized in that: The heat dissipation mechanism includes a first groove (101), a first annular groove (102), a first connecting groove (103), a second annular groove (104), a second connecting groove (105), and a first groove (106). A plurality of first grooves (101) are provided through one side of the brake disc (1). The plurality of first grooves (101) are arranged in a circumferentially equidistant pattern. A first annular groove (102) and a second annular groove (104) are provided inside the brake disc (1). A plurality of first connecting grooves (103) are provided through the outer wall of the first annular groove (102). The first connecting grooves (103) and the second annular grooves (104) are interconnected. A plurality of second connecting grooves (105) are provided through the end of the second annular groove (104) away from the center of the brake disc (1). The second connecting grooves (105) and the first grooves (101) are interconnected. A first annular groove (106) is provided on the side wall of the brake disc (1). The first groove (106) and the first grooves (101) are interconnected.

3. The composite buffer-type low-loss braking performance enhancement device according to claim 1, characterized in that: The first braking assembly (2) includes a U-shaped frame (201) disposed below the brake disc (1), a first fixed cylinder (202) fixed to the U-shaped frame (201), a first hydraulic cylinder (203) fixed to the first fixed cylinder (202), a first air inlet pipe (204) fixedly connected to the upper end of the first fixed cylinder (202), two second hydraulic cylinders (205) fixed to the U-shaped frame (201), a pressure plate (206) fixed to the output shaft of the second hydraulic cylinders (205), an air inlet block (207) fixed to the top surface of the inner wall of the first fixed cylinder (202), a second groove (208) opened on the output shaft of the first hydraulic cylinder (203), and a through-hole opening in the first hydraulic cylinder (203). The third groove (209) at the upper end of the output shaft is interconnected with the second groove (208) and the third groove (209). The third groove (209) is interconnected with the interior of the air inlet block (207). The output ends of the second oil cylinder (205) and the first oil cylinder (203) are set facing each other. The lower end of the air inlet block (207) is an arc surface. The lower end surface of the air inlet block (207) is in contact with the upper end of the first oil cylinder (203). When the output shaft of the first oil cylinder (203) moves axially, the third groove (209) will not detach from the interior of the air inlet block (207), so that the gas flowing into the air inlet block (207) from the first air inlet pipe (204) will flow into the interior of the second groove (208) through the third groove (209).

4. The composite buffer-type low-loss braking performance enhancement device according to claim 1, characterized in that: The temperature measuring mechanism includes a second groove (25) and a third groove (27) opened on both sides of the inner wall of the U-shaped block (3), a third groove (27) fixed to the inner wall of the second groove (25), and a second temperature sensor (28) fixed to the inner wall of the third groove (27). The detection ends of the first temperature sensor (26) and the second temperature sensor (28) are both facing the center of the U-shaped block (3).

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