Carbon-based composite brake heat sink of reuleaux polygon structure

Abstract

The application discloses a carbon-based composite brake heat sink with a Leilo polygonal structure and belongs to the field of airplane brake master wheels. The heat sink is incorporated into a brake shell on the basis of a traditional heat sink, and the brake shell and the brake static disc are improved at a connecting structure. The outer surface of the brake shell for mounting the brake static disc is a Leilo polygonal structure, the inner surface of the brake static disc for cooperating with the brake shell is a Leilo polygonal structure with the same size as the outer surface of the brake shell, and the materials of the brake shell and the brake static disc are both carbon-based composite materials. In the structure, the brake shell and the brake static disc are matched with arc surfaces, the contact area is larger, and based on the advantages of the carbon-based composite material used for the brake shell, a new type of brake heat sink is formed, the heat capacity and the heat conduction performance of the heat sink are improved, and the problems of insufficient heat conduction performance, large weight and easy corrosion of the existing brake shell are solved.

Description

Technical Field

[0001] This invention relates to the field of aircraft brake main rotor wheels, and more specifically to a carbon-based composite brake heat sink with a Leylow polygonal structure. Background Technology

[0002] Carbon-based composite materials have gained attention due to their high strength, light weight, and corrosion resistance, and are widely used in the aerospace industry. Currently, the main application of carbon-based composite materials (such as carbon / carbon composites, carbon / ceramic composites, and carbon / epoxy resin-based composites) in aircraft braking is the heat storage assembly – brake discs (including moving and stationary discs). Aircraft landing braking is primarily achieved by the main brake wheel, which consists of the braking device and the wheel assembly. The braking device is mounted on the landing gear shaft and consists of components such as the heat storage assembly (the brake heat storage is a core component assembly in the braking system specifically designed to absorb, store, and ultimately dissipate braking friction heat; the heat storage assembly generally includes a moving disc, stationary disc, pressure plate, and clamping disc), cylinder seat assembly, brake housing, and bolts.

[0003] The brake housing is the primary load-bearing component for braking the main brake wheel. Traditional brake housings transmit braking torque through the engagement of external keyed guides with the grooves of the brake stationary disc in the brake heat storage unit, and are mostly made of alloy steel and titanium alloy. During aircraft braking, the moving disc and stationary disc of the heat storage unit press against each other to achieve braking. In this process, the aircraft's kinetic energy is converted into heat energy in the brake heat storage unit. The excellent heat transfer performance of the brake heat storage unit can accelerate the cooling of the heat storage unit and improve the efficiency of aircraft takeoff. However, the thermal conductivity of traditional metal brake housings is insufficient, and they are generally not used as heat storage components. Furthermore, they suffer from drawbacks such as heavy weight and susceptibility to corrosion (electrochemical corrosion). Therefore, traditional brake housings cannot simultaneously meet the requirements of new aircraft for low weight, corrosion resistance, and high heat dissipation efficiency.

[0004] Therefore, it is necessary to design a brake heat storage unit that incorporates the brake housing into the heat storage component to improve its thermal conductivity and solve the problems of heavy weight, easy corrosion and low heat dissipation efficiency of alloy steel and titanium alloy brake housings, thereby providing a brake heat storage unit with good thermal conductivity, light weight and no corrosion. Summary of the Invention

[0005] The technical problem to be solved: To avoid the shortcomings of existing technologies, this invention provides a carbon-based composite brake heat reservoir with a Reilly polygonal structure. By designing the mating structure of the brake housing and the brake disc as a Reilly polygonal structure and using carbon-based composite material for the brake housing, a new type of brake heat reservoir is formed, which improves the heat capacity and thermal conductivity of the heat reservoir and solves the problems of insufficient thermal conductivity, heavy weight and easy corrosion of existing brake housings.

[0006] The technical solution of the present invention is: a carbon-based composite material brake heat storage with a Reilly polygonal structure, comprising a brake housing and a brake stationary disc of an aircraft brake main wheel; The outer surface of the brake housing for mounting the brake disc is a Reichelk polygonal structure, and the inner surface of the brake disc for mating with the brake housing is a Reichelk polygonal structure that matches the dimensions of the outer surface of the brake housing. Both the brake housing and the brake disc are made of carbon-based composite materials.

[0007] A further technical solution of the present invention is: the main structure of the brake housing is the same as that of the traditional brake housing, the difference being that the brake housing eliminates the convex key structure used for mounting the brake disc in the traditional brake housing, and changes the outer surface used for mounting the brake disc to a Reylow polygonal structure.

[0008] A further technical solution of the present invention is: the main structure of the brake stationary disc is the same as that of the traditional brake stationary disc, the difference being that the brake stationary disc eliminates the groove used to cooperate with the convex key structure in the traditional brake stationary disc, and changes the inner surface of the brake stationary disc to a Reilly polygonal structure.

[0009] A further technical solution of the present invention is: the brake disc is fitted outside the brake housing, and the inner surface of the brake disc has a Reilly polygonal structure and the outer surface of the brake housing has a Reilly polygonal structure with an arc surface in contact.

[0010] A further technical solution of the present invention is that the outer diameter of the Reilly polygon structure on the outer surface of the brake housing is larger than the outer surface diameter of the brake housing at the root of the convex key of a conventional brake housing of the same specification.

[0011] A further technical solution of the present invention is: the axial cross section of the Reilly polygon structure on the outer surface of the brake housing is a Reilly polygon, and the axial cross section of the Reilly polygon structure on the inner surface of the brake disc is a Reilly polygon.

[0012] A further technical solution of the present invention is that the carbon-based composite material is one of carbon-carbon composite material, carbon-ceramic composite material or carbon-epoxy resin-based composite material.

[0013] A further technical solution of the present invention is that the brake heat storage also includes a brake disc, a pressure plate, and a clamping plate.

[0014] A further technical solution of the present invention is that the surface of the brake housing has an anti-oxidation layer after oxidation treatment.

[0015] The beneficial effects of this invention are as follows: This invention provides a carbon-based composite brake heat storage device with a Reilly polygonal structure. By designing the mating structure of the brake housing and the brake disc as a Reilly polygonal structure and changing the material of the brake housing from traditional metal to carbon-based composite material, the brake housing is incorporated into the heat storage device. In this structure, the traditional convex key and groove mating method of the brake housing and brake disc is changed to a circular arc surface mating method, resulting in a larger contact area, which is 200% to 300% of the contact area of ​​the traditional structure. This can effectively avoid stress concentration and improve the support strength of the brake housing. Furthermore, the brake housing is made of carbon-based composite material, so that the heat transfer between the brake housing and the brake disc is mainly by heat conduction. Compared with the heat radiation heat transfer of the traditional structure, the heat conduction has a higher heat transfer efficiency at medium and low temperatures, effectively improving the thermal conductivity and heat capacity of the heat storage. Taking the temperature difference between the brake disc at 300°C and the brake housing at 20°C as an example, the brake heat dissipation rate of the heat storage of this invention is 310% of that of the traditional structure. The brake housing, as a heat storage component, absorbs the heat generated during aircraft braking together with the brake disc and the moving disc. The volume of the heat storage is 200% to 300% of that of the traditional heat storage, which significantly improves the heat capacity of the heat storage.

[0016] By comparison, the carbon-based composite brake heat storage device with the Leylow polygonal structure of the present invention has the following significant advantages: 1. High heat transfer efficiency. Both the brake housing and the brake disc are made of carbon-based composite materials. Carbon has a thermal conductivity greater than 20 W / m·K, which is 2.8 times that of titanium alloy and 1 to 2 times that of stainless steel. The thermal conductivity of metals decreases with increasing temperature, but that of carbon-based composite materials does not. Therefore, this brake heat exchanger can quickly reduce brake temperature.

[0017] 2. Improved corrosion resistance of the brake housing: The brake housing in this invention uses a carbon-based composite material. Carbon has a high potential and is not prone to chemical reactions, thus reducing the possibility and probability of corrosion. The surface-oxidized carbon-based composite material also exhibits better adaptability to acidic environments.

[0018] 3. The weight of the brake housing is reduced. In this invention, the brake housing is made of carbon-based composite material, and the density of carbon is generally 1.5 g / cm³. 3 With a density approximately 20% that of steel and 30% that of titanium alloy, carbon-based composite brake housings can reduce weight by about 50% compared to traditional steel or titanium alloy housings.

[0019] 4. The structural strength of the brake housing is improved. In this invention, the brake housing is made of carbon-based composite material. The tensile / compressive strength of carbon fiber is not less than 3500MPa / 2000MPa, which is about 10 times that of steel and about 4 times that of titanium alloy. At the same time, the brake housing and the brake disc adopt a Reilly polygonal structure with an arc surface fit, which avoids stress concentration and further improves the load-bearing capacity of the brake housing.

[0020] 5. Improved high-temperature resistance and fit strength of the brake heat exchanger. The brake housing in this invention uses carbon-based composite material, which has excellent high-temperature resistance. After anti-oxidation treatment, the carbon fiber structure can withstand temperatures up to 1000℃, far exceeding the melting point of metals. Furthermore, the coefficient of thermal expansion of the carbon fiber structure is extremely low, approximately zero, making it less prone to deformation at high temperatures and exhibiting better high-temperature structural stability. Traditional structures use composite material convex keys and keyways to fit the brake housing and brake disc, resulting in poor load-bearing capacity, difficult machining processes, and a significant performance degradation after machining. This invention innovatively designs a Leroy polygonal structure for the brake housing and brake disc, providing a larger mating area, effectively reducing stress concentration and avoiding the poor load-bearing capacity problem of composite material convex key and keyway structures. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of a carbon-based composite brake heat storage structure with a Reilly polygonal structure according to Embodiment 1 of the present invention; Figure 2 This refers to the brake housing in Example 1; Figure 3 The brake stationary disc in Example 1; Figure 4 This is a schematic diagram of a carbon-based composite brake heat storage structure with a Reilly polygonal structure according to Embodiment 2 of the present invention; Figure 5 This refers to the brake housing in Example 2; Figure 6 This refers to the brake stationary disc in Example 2.

[0023] In the figure: 1. First brake housing; 11. Reilly polygonal structure on the outer surface of the first brake housing; 2. First brake disc; 21. Reilly polygonal structure on the inner surface of the first brake disc; 3. Second brake housing; 31. Reilly polygonal structure on the outer surface of the second brake housing; 4. Second brake disc; 41. Reilly polygonal structure on the inner surface of the second brake disc. Detailed Implementation

[0024] 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.

[0025] Example 1 This invention provides an embodiment of a carbon-based composite brake heat pump with a Reilly polygonal structure, suitable for a certain type of aircraft. Figure 1 As shown, this embodiment mainly improves the design of the traditional brake housing and brake disc in this model. Based on the traditional brake housing and brake disc in this model, the structure at the connection between the two is improved, and the material of the brake housing is improved to provide a carbon-based composite material brake heat storage for improving heat dissipation efficiency, improving structural strength, avoiding electrochemical corrosion and reducing weight.

[0026] See Figure 1 , Figure 1 This embodiment demonstrates a carbon-based composite brake heat storage unit with a Reilly polygonal structure (only the improved parts: brake disc and brake housing are shown). It includes a brake disc, brake stationary disc, pressure plate, and clamping plate in the main brake wheel of an aircraft brake system, and also includes a brake housing. The brake disc, pressure plate, and clamping plate in this invention's heat storage unit utilize existing structures and installation methods; the core difference lies in the improvement of the brake housing and brake stationary disc. In this embodiment, for ease of description, the improved brake housing is referred to as the first brake housing 1, and the improved brake stationary disc as the first brake stationary disc 2.

[0027] See Figure 1 , Figure 2 and Figure 3 The outer surface of the first brake housing 1 for mounting the first brake disc 2 is a Reilly polygon structure 11, and the inner surface of the first brake disc 2 for mating with the first brake housing 1 is a Reilly polygon structure 21 adapted to the outer surface of the first brake housing 1.

[0028] Specifically, the main structure of the first brake housing 1 is the same as that of the traditional brake housing of this model. The difference is that the convex key structure used to install the brake disc in the traditional brake housing is eliminated, the diameter of the outer surface of the brake housing at the convex key structure is increased, and a Reichelogram is drawn based on this diameter to form the Reichelogram structure 11 of the outer surface. That is, in the axial section of the first brake housing 1, the Reichelogram structure 11 of the outer surface of the first brake housing is displayed as a Reichelogram.

[0029] The main structure of the first brake disc 2 is the same as that of the traditional brake disc in this model. The difference is that the groove for mating with the convex key structure in the traditional brake disc has been eliminated. Instead, the inner surface of the brake disc has been replaced with a Reichelogram structure 21 that matches the Reichelogram structure 11 on the outer surface of the first brake housing. That is, the two Reichelograms have the same diameter and the same number of sides. When the first brake disc 2 and the first brake housing 1 are installed together, the first brake disc 2 is fitted over the first brake housing 1, and the Reichelogram structure 21 on the inner surface of the first brake disc and the Reichelogram structure 11 on the outer surface of the first brake housing make arc-shaped contact. The small gap between the two ensures high positioning accuracy and reduces loosening and vibration during rolling.

[0030] Both the first brake housing 1 and the first brake disc 2 are made of carbon-based composite materials. The types of carbon-based composite materials include carbon-carbon composite materials, carbon-ceramic composite materials, or carbon-epoxy resin-based composite materials. Carbon-based composite materials have excellent insulation properties and can prevent electrochemical corrosion.

[0031] Because the first brake housing 1 and the first brake disc 2 achieve a circular surface contact fit through a Reuleaux polygonal structure, the contact area is much larger than that of traditional key and groove fit structures, being 200% to 300% larger, effectively avoiding stress concentration. Under this contact configuration, heat transfer between the first brake housing 1 and the first brake disc 2 is primarily through heat conduction. Compared to heat radiation heat transfer in traditional structures, heat conduction is more efficient at medium and low temperatures. A comparative analysis of heat conduction is as follows: The formula for thermal radiation is:

[0032] In the formula: Q1 is the net radiative heat flux, σ is the Stefan-Boltzmann constant, ε is the emissivity, A is the radiative heat transfer area, T1 is the thermodynamic temperature of the object surface, and T2 is the ambient thermodynamic temperature.

[0033] The heat conduction formula is:

[0034] In the formula: Q2 is the heat flux, k is the thermal conductivity, and A1 is the thermal cross-sectional area. For temperature gradient.

[0035] Taking the temperature difference between a brake disc at 300°C and a brake housing at 20°C as an example, the heat radiation Q1 of the conventional structure with convex key and groove mating is 4555 A1J; the first brake housing 1 and the first brake stationary disc 2 of the carbon-carbon composite material of the present invention are tightly mated, and the heat conduction Q2 is not less than 14000 A2J. A1 is approximately equal to A2, indicating that the brake heat dissipation rate of the novel brake heat reservoir of the present invention is 310% of that of the conventional structure.

[0036] In the structure of this invention, the first brake housing 1 is made of carbon-carbon composite material and is closely fitted with the first brake stationary disc 2 of the same material, so that the first brake housing 1 can be used as a heat storage component, which together with the first brake stationary disc 2, brake moving disc and other heat storage components absorbs the heat generated when the aircraft brakes. The heat storage volume is 200% to 300% of the traditional heat storage of this type of aircraft, thereby improving the heat storage capacity.

[0037] In this embodiment, the Reichol polygon structure 11 on the outer surface of the first brake housing and the Reichol polygon structure 21 on the inner surface of the first brake disc adopt a Reichol nonagonal structure, with an arc radius of 277mm. The contact area between the first brake housing 1 and the first brake disc 2 is 0.189m². 2 The efficiency is 250% that of traditional structures. The primary heat transfer method is heat conduction, resulting in high heat transfer efficiency; the brake disc's heat dissipation efficiency is approximately 780% of that of traditional structures. The first brake housing 1 and the first brake stationary disc 2 use a small clearance fit (H7 / k6), allowing for easy assembly with gentle tapping. The assembled brake heat reservoir has high positioning accuracy, preventing loosening and vibration during rolling and extending service life. Both the first brake housing 1 and the first brake stationary disc 2 are made of carbon-carbon composite material, significantly reducing the possibility of electrochemical corrosion in the brake components. The total weight of the two is 5.5 kg, 58% lighter than traditional structures. During aircraft braking, the first brake housing 1 bears the torque from the first brake stationary disc 2. The brake disc generates high temperatures during braking, which are transferred to the first brake housing 1 via heat conduction. The first brake housing 1 then rapidly dissipates heat under the action of a cooling fan, reducing the heat reservoir temperature.

[0038] By improving the connection structure between the first brake housing 1 and the first brake stationary disc 2, as well as the material of the first brake housing 1, this invention solves the problems of low thermal conductivity, heavy weight, and electrochemical corrosion of existing metal alloy brake housings. The novel carbon-based composite material brake heat sink designed in this invention effectively improves the thermal conductivity of the brake housing, increases the efficiency of aircraft restart, solves the contact corrosion of the main brake wheel, improves the strength of the brake housing, and reduces the weight of the main brake wheel.

[0039] Example 2 An embodiment of a carbon-based composite brake heat pump with a Reilly polygonal structure according to the present invention is a carbon-based composite brake heat pump suitable for another type of aircraft, such as... Figure 4 As shown, this embodiment mainly improves the design of the traditional brake housing and brake disc in this model. Based on the traditional brake housing and brake disc in this model, the structure of the connection between the two is improved, and the material of the brake housing is improved.

[0040] See Figure 4 , Figure 4This embodiment demonstrates a carbon-based composite brake heat storage unit with a Reilly polygonal structure (only the improved parts: brake disc and brake housing are shown). It includes the brake disc, brake stationary disc, pressure plate, and clamping plate of the braking device in the main brake wheel of an aircraft, and also includes a brake housing. The brake disc, pressure plate, and clamping plate in this invention's heat storage unit adopt existing structures and installation methods. The core difference lies in the improvement of the brake housing and brake stationary disc. The brake housing structure in this aircraft model differs from the brake housing structure in Embodiment 1. In this embodiment, for ease of description, the improved brake housing is referred to as the second brake housing 3, and the improved brake stationary disc is referred to as the second brake stationary disc 4.

[0041] See Figure 4 , Figure 5 and Figure 6 The outer surface of the second brake housing 3 for mounting the second brake disc 4 is a Reilly polygon structure 31, and the inner surface of the second brake disc 4 for mating with the second brake housing 3 is a Reilly polygon structure 41 adapted to the dimensions of the outer surface of the second brake housing 3.

[0042] Specifically, the main structure of the second brake housing 3 is the same as that of the traditional brake housing of this model. The difference is that the convex key structure used to install the brake disc in the traditional brake housing is eliminated, the diameter of the outer surface of the brake housing at the convex key structure is increased, and a Reichelogram is drawn based on this diameter to form the Reichelogram structure 31 of the outer surface. That is, in the axial section of the second brake housing 3, the Reichelogram structure 31 of the outer surface of the second brake housing is displayed as a Reichelogram.

[0043] The main structure of the second brake disc 4 is the same as that of the traditional brake disc in this model. The difference is that the groove for mating with the convex key structure in the traditional brake disc has been eliminated. Instead, the inner surface of the brake disc has been replaced with a Renoir polygonal structure 41 on the inner surface of the second brake housing that matches the Renoir polygonal structure 31 on the outer surface of the second brake housing. That is, the two Renoir polygons have the same diameter and the same number of sides. When the second brake disc 4 and the second brake housing 3 are installed together, the second brake disc 4 fits over the second brake housing 3, and the Renoir polygonal structure 41 on the inner surface of the second brake disc and the Renoir polygonal structure 31 on the outer surface of the second brake housing make arc-shaped contact with each other. The small gap between the two ensures high positioning accuracy and reduces loosening and vibration during rolling.

[0044] The second brake housing 3 and the second brake stationary disc 4 are both made of carbon-based composite materials. The types of carbon-based composite materials include carbon-carbon composite materials, carbon-ceramic composite materials, or carbon-epoxy resin-based composite materials. Carbon-based composite materials have excellent insulation properties and can avoid electrochemical corrosion.

[0045] Because the second brake housing 3 and the second brake stationary disc 4 achieve a circular surface contact fit through a Reuleaux polygonal structure, the contact area is much larger than that of the traditional key and groove fit structure, which is 200% to 300% of the contact area of ​​the traditional structure, effectively avoiding stress concentration. The heat transfer mode of the second brake housing 3 and the second brake stationary disc 4 is mainly heat conduction. Compared with the heat radiation heat transfer of the traditional structure, heat conduction has higher heat transfer efficiency at medium and low temperatures.

[0046] In the structure of this invention, the second brake housing 3 is made of carbon-based composite material and is in close contact with the arc surface of the second brake stationary disc 4, so that the second brake housing 3 can be used as a heat storage component, which together with the second brake stationary disc 4, brake moving disc and other heat storage components absorbs the heat generated during aircraft braking. The heat storage volume is 200% to 300% of the traditional heat storage of this type of aircraft, which improves the heat storage capacity.

[0047] In this embodiment, the Reichelk polygon structure 31 on the outer surface of the second brake housing and the Reichelk polygon structure 41 on the inner surface of the second brake disc adopt a Reichelk heptagonal structure, with a radius of 243 mm. The contact area between the second brake housing 3 and the second brake disc 4 is 0.14 m². 2 This is 210% of the efficiency of the traditional structure for this aircraft model. The primary heat transfer method is heat conduction, resulting in high heat transfer efficiency; the brake disc's heat dissipation efficiency is approximately 645% of the traditional structure. The second brake housing 3 and the second brake stationary disc 4 employ a small clearance fit (H7 / p6), requiring press assembly. The assembled brake heat reservoir has high positioning accuracy, preventing loosening and vibration during rolling and extending service life. In this embodiment, the second brake housing 3 and the second brake stationary disc 4 are made of carbon-ceramic composite material, which greatly reduces the possibility of electrochemical corrosion in the brake components. The total weight of the two is 7.6 kg, 51.5% lighter than the traditional structure. During aircraft braking, the second brake housing 3 bears the torque from the second brake stationary disc 4. The second brake stationary disc 4 generates high temperatures during braking, and this heat is transferred to the second brake housing 3 via heat conduction. The second brake housing 3 rapidly dissipates heat under the action of a cooling fan, reducing the heat reservoir temperature.

[0048] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A carbon-based composite brake heat sink with a Reilly polygonal structure, comprising a brake housing for an aircraft brake main wheel and a brake stationary disc, characterized in that, The outer surface of the brake housing for mounting the brake disc is a Reichelk polygonal structure, and the inner surface of the brake disc for mating with the brake housing is a Reichelk polygonal structure that matches the dimensions of the outer surface of the brake housing. Both the brake housing and the brake disc are made of carbon-based composite materials.

2. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The main structure of the brake housing is the same as that of a traditional brake housing. The difference is that the brake housing eliminates the convex key structure used to install the brake disc in the traditional brake housing, and changes the outer surface used to install the brake disc to a Reylow polygonal structure.

3. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The main structure of the brake disc is the same as that of the traditional brake disc. The difference is that the brake disc eliminates the groove used to cooperate with the convex key structure in the traditional brake disc and changes the inner surface of the brake disc to a Reich polygonal structure.

4. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The brake disc is fitted onto the outside of the brake housing, and the inner surface of the brake disc with a Reilly polygonal structure and the outer surface of the brake housing with a Reilly polygonal structure in arc contact.

5. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The outer diameter of the Leylow polygonal structure on the outer surface of the brake housing is larger than the outer surface diameter of the brake housing at the root of the key of the conventional brake housing of the same specification.

6. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The axial cross-section of the Reilly polygon structure on the outer surface of the brake housing is a Reilly polygon, and the axial cross-section of the Reilly polygon structure on the inner surface of the brake disc is a Reilly polygon.

7. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The carbon-based composite material is one of carbon-carbon composite material, carbon-ceramic composite material, or carbon-epoxy resin-based composite material.

8. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The surface of the brake housing has an anti-oxidation layer after oxidation treatment.

9. The carbon-based composite brake heat storage device with a Reilly polygonal structure according to claim 1, characterized in that, The brake heat storage also includes a brake disc, a pressure plate, and a clamping plate.

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