Liquid cooling heat dissipation aircraft brake device and cooling method

Abstract

This application provides a liquid-cooled aircraft braking device and cooling method. A cooling assembly is installed inside the landing gear main shaft. Each of the multi-stage cooling stationary disc assemblies of the heat storage assembly is equipped with a stationary disc heat exchange tube. The stationary disc heat exchange tubes and the cooling assembly are connected through a coolant circuit, which can directly and efficiently cool the heat storage assembly that heats up the fastest during braking. Wear displacement compensation components are installed in the areas where the first and second pipes connect to the stationary disc heat exchange tubes. The wear displacement compensation components are fixedly connected to the stationary disc heat exchange tubes. Coolant flows into or out of the stationary disc heat exchange tubes through the wear displacement compensation components. As the number of braking cycles increases, the multi-stage moving disc assembly and the multi-stage cooling stationary disc assembly become thinner due to friction. The stationary disc heat exchange tubes drive the wear displacement compensation components to slide on the outer wall of the brake housing, allowing the first and second pipes to adaptively adjust their lengths according to the thickness of the heat storage assembly, thereby improving the cooling efficiency of the aircraft braking device.

Description

Technical Field

[0001] This invention belongs to the field of aircraft brake wheel technology, specifically relating to a liquid-cooled aircraft brake device and cooling method. Background Technology

[0002] The aircraft braking system is a crucial component of the aircraft's landing gear system. Together with the main landing gear wheels, it forms the main braking wheel, mounted on the main landing gear shaft, providing braking force during takeoff, taxiing, landing, and parking. Currently, the mainstream materials for aircraft brake discs are carbon / carbon composite materials or carbon / ceramic composite materials, which are characterized by long wear life, high coefficient of friction, and light weight. During braking, the different contact surfaces of the brake discs together form a braking friction pair, providing braking torque to the aircraft through friction.

[0003] While providing braking force to the aircraft, the braking system generates heat due to friction on the contact surface of the brake disc. In existing braking systems, after being assembled with the wheel assembly to form the main brake wheel, the heat source area of ​​the main brake wheel is relatively enclosed, essentially surrounded by the wheel assembly and the braking system's own structure. Heat exchange with the external environment is only possible through gaps in the wheel assembly's reducing holes, resulting in a very small heat exchange surface. Furthermore, because the carbon / carbon composite or carbon / ceramic composite materials used in the brake discs are not excellent heat dissipation materials, their heat transfer coefficient with the external environment is low, and the combined heat transfer area is small. This means that the heat generated by the brake disc during braking cannot be dissipated in time and can only remain on the brake disc for slow evaporation, causing the brake disc temperature to continuously rise. Because existing braking systems have poor heat dissipation capabilities, after the aircraft brakes and stops, a ground-based air conditioning vehicle is needed to cool the brake discs through the wheel assembly cooling holes. Using this cooling method, the air conditioning vehicle's cold air can only blow to the side of the brake disc closest to the wheel assembly, failing to directly dissipate heat to the hottest friction surface of the brake disc. This results in a long cooling time for the braking system. Under extreme conditions such as excessive braking energy, high ambient temperature, or continuous braking and takeoffs, the ground cooling time for the braking system is too short, and the braking system is not sufficiently cooled. The accumulated energy of the braking system can lead to excessively high temperatures in the braking system and aircraft wheels, which can seriously cause brake performance degradation, tire blowouts, and the aircraft running off the runway.

[0004] Invention patent CN109305338B discloses a heat dissipation method for a braking device, which is also the mainstream heat dissipation method for the main brake wheel. In this invention, a cooling fan is installed on the outside of the wheel assembly. When the aircraft brakes, the axial fan used for heat dissipation blows air through the heat dissipation holes of the wheel assembly to cool the side of the brake disc closest to the wheel assembly. However, in this cooling method, the cooling fan can only provide air cooling to the braking device, especially the side of the brake disc closest to the heat dissipation holes, through the heat dissipation holes. It cannot directly cool the internal heat source of the braking device, and the heat dissipation area of ​​the heat dissipation holes is too small, resulting in poor cooling effect.

[0005] Existing braking systems have the following problems in terms of heat dissipation: 1. The brake disc, which is the main heat source, is installed in a relatively enclosed area, resulting in a small heat dissipation area and poor heat dissipation capacity; 2. Mainstream cooling methods such as axial flow fan cooling can only cool the wheel components and cannot directly cool the braking system, especially the brake disc, let alone the brake disc as a heat source; 3. The braking system is mostly cooled by blowing air on the machine and on the ground. Due to the low air convection heat transfer coefficient on the surface of the brake disc, the heat dissipation effect of the brake disc is poor. Summary of the Invention

[0006] To address the technical problem of poor cooling performance in existing aircraft braking systems, this application provides a liquid-cooled aircraft braking system and cooling method.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] In a first aspect, this application provides a liquid-cooled aircraft braking device, including a landing gear main shaft and a brake housing coaxially sleeved on the landing gear main shaft. A cooling assembly is provided inside the landing gear main shaft, and a coolant circuit connected to the cooling assembly is provided on the brake housing. A wheel assembly is sleeved on the outside of the brake housing, and a braking device is provided inside the wheel assembly. The braking device includes a heat storage assembly sleeved on the outer wall of the brake housing. The heat storage assembly includes a pressure plate assembly and a pressure bearing plate assembly respectively disposed at both ends. A multi-stage moving plate assembly and a multi-stage cooling stationary plate assembly are sequentially spaced in the middle. A stationary plate heat exchange pipe connected to the coolant circuit is provided inside the cooling stationary plate assembly.

[0009] The coolant circuit includes a first pipe and a second pipe. The input end of the first pipe is connected to the cooling assembly, and the output end is connected to the stationary disc heat exchange tube. The input end of the second pipe is connected to the stationary disc heat exchange tube, and the output end is connected to the cooling assembly. Wear displacement compensation components are provided in the areas where the first and second pipes are connected to the stationary disc heat exchange tube. The wear displacement compensation components are fixedly connected to the stationary disc heat exchange tube and are slidably disposed on the outer wall of the brake housing.

[0010] Furthermore, the cooling assembly includes a drive motor assembly, a cooling water pump assembly, a heat exchanger assembly, and a cooling fan assembly, all coaxially fixed inside the landing gear main shaft.

[0011] The drive motor assembly includes a motor mounting base fixedly installed on the inner wall of the landing gear main shaft, and a drive motor detachably connected to the motor mounting base. The output end of the drive motor is connected to a drive shaft through a motor coupling. The drive shaft sequentially drives and connects to a cooling water pump assembly and a cooling fan assembly.

[0012] The cooling water pump assembly includes an upper pump housing and a lower pump housing fixedly mounted on the inner wall of the landing gear main shaft, and an impeller disposed between the upper pump housing and the lower pump housing and fixedly connected to the drive shaft. The drive shaft is connected to the upper pump housing and the lower pump housing via a water seal bearing. A sealing gasket is provided between the upper pump housing and the lower pump housing. The upper pump housing is provided with an input end for connecting to a second pipeline, and the lower pump housing is provided with an output end for connecting to a heat exchanger assembly.

[0013] The heat exchanger assembly is located between the cooling water pump assembly and the cooling fan assembly, and includes a heat exchanger mounting base that is detachably installed on the inner wall of the landing gear main shaft, and an upper radiator housing and a lower radiator housing that are detachably connected to the heat exchanger mounting base. A heat exchanger heat exchange tube is provided between the upper radiator housing and the lower radiator housing. The input end of the heat exchanger heat exchange tube is connected to the output end of the heat exchanger assembly, and the output end is connected to the input end of the first pipeline.

[0014] The cooling fan assembly includes a cooling fan that is fixedly mounted on the drive shaft by a fan positioning pin.

[0015] Furthermore, both the upper and lower housings of the water pump are provided with ports for connection to the drive shaft. Water seal bearings are embedded in the ports, with end caps on the outside and a first sealing ring on the inside.

[0016] Furthermore, both the upper and lower shells of the radiator include multi-stage heat dissipation fins, which are in contact with the heat exchanger tubes. The heat exchanger tubes are serpentine bends, and the surfaces of the heat dissipation fins and the heat exchanger tubes are coated with nickel.

[0017] Furthermore, the first pipeline and the second pipeline are fixedly installed on the brake housing. Both the first pipeline and the second pipeline include a bent pipe and a first straight pipe and a second straight pipe respectively connected to the two ends of the bent pipe. The first straight pipe is located on the outer wall of the brake housing and is connected to the static disc heat exchange pipe. The second straight pipe is located on the inner wall of the brake housing and is connected to the cooling assembly.

[0018] The first straight pipe includes a multi-stage fixed pipe fixed to the outer wall of the brake housing by a support. A slider is provided between adjacent fixed pipes in the area of ​​radial projection of the cooling stationary plate assembly. The slider has a three-way structure inside. The bottom of the slider is slidably connected to the outer wall of the brake housing by a sliding groove. The two ends of the slider on the moving side are respectively sealed and slidably connected to the fixed pipe. A guide pipe is provided at the top of the slider. The guide pipe is fixedly connected to and communicates with the stationary plate heat exchange pipe. One end of the slider corresponding to the last stage cooling stationary plate assembly is sealed and slidably connected to the fixed pipe, and the other end is provided with a plug.

[0019] Furthermore, the bend in the first pipeline is equipped with a liquid inlet, and the bend in the second pipeline is equipped with a liquid outlet and a safety valve.

[0020] Furthermore, the end of the fixed tube is provided with an annular groove, a second sealing ring is embedded in the annular groove, and a protective ring is provided on the outer wall of the second sealing ring.

[0021] Furthermore, one side of the pressure plate assembly abuts against the cylinder seat assembly, and the other side abuts against the side wall of the moving plate assembly. The pressure plate assembly is detachably connected to the brake housing by high-strength bolts.

[0022] The cooling stationary plate assembly includes an upper stationary plate and a lower stationary plate. The outer walls of both the upper and lower stationary plates are friction surface brake discs, and the inner walls are provided with multiple annular grooves. The annular grooves are used to accommodate the stationary plate heat exchange tubes. Both ends of the stationary plate heat exchange tubes are provided with water distributors, which are respectively connected to the wear displacement compensation assemblies located in the first pipeline and the second pipeline.

[0023] Furthermore, the static plate heat exchange tube includes multiple concentric C-shaped bends, with both ends connected to the same water distributor, and both the C-shaped bends and the water distributor are made of nickel-based high-temperature alloy material.

[0024] In a second aspect, this application provides a cooling method for an aircraft braking device using liquid cooling, comprising the following steps:

[0025] During braking, the adjacent moving disc assembly and the cooling stationary disc assembly generate heat through friction. The cooling assembly delivers coolant to the stationary disc heat exchange tube in the multi-stage cooling stationary disc assembly through the first pipeline.

[0026] The coolant exchanges heat with the cooling plate assembly, flows out from the second pipe and cools down in the cooling assembly, then flows back into the first pipe to complete the circulating cooling.

[0027] If the adjacent moving plate assembly and the cooling stationary plate assembly are thinned after multiple braking, the stationary plate heat exchange tube will drive the wear displacement compensation assembly to slide, so that the output end of the first pipeline and the input end of the second pipeline remain relatively stationary with the cooling stationary plate assembly.

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

[0029] This application provides a liquid-cooled aircraft braking device and cooling method. The device includes a cooling assembly installed within the landing gear main shaft. This assembly provides circulation power to the coolant and cools the coolant after heat exchange. Each of the multi-stage cooling stationary plate assemblies in the heat storage assembly is equipped with a stationary plate heat exchange tube. The stationary plate heat exchange tubes are connected to the cooling assembly via a coolant circuit, enabling efficient cooling of the heat storage assembly that heats up fastest during braking. Wear displacement compensation components are installed in the areas where the first and second pipes connect to the stationary plate heat exchange tubes, and these components are fixed to the stationary plate heat exchange tubes. The circuit allows coolant to flow into or out of the stationary disc heat exchanger tubes through the wear displacement compensation component. On the other hand, as the number of braking cycles increases, the multi-stage moving disc assembly and the multi-stage cooling stationary disc assembly become thinner due to friction. The stationary disc heat exchanger tubes cause the wear displacement compensation component to slide on the outer wall of the brake housing, while also ensuring the sealing of the pipeline. This allows the first and second pipelines to adaptively adjust their lengths according to the thickness of the heat storage assembly, overcoming the technical difficulty that coolant cannot directly act on the heat storage assembly, avoiding the risk of pipeline deformation and breakage, and improving the cooling efficiency of the aircraft braking system.

[0030] Furthermore, this device provides kinetic energy to both the cooling water pump assembly and the cooling fan assembly simultaneously via a drive motor. This achieves both the circulation of the coolant and improved cooling efficiency. The cooling fan assembly can also simultaneously cool the aircraft's braking system, resulting in a simultaneous cooling effect both inside and out.

[0031] Furthermore, the device is equipped with an outlet and a replenishment port in the bends of the first and second pipelines, respectively, which can replace and add coolant in the cooling system, or directly add coolant with a lower temperature for rapid cooling, making it suitable for various cooling needs and application scenarios. Attached Figure Description

[0032] Figure 1 A schematic diagram of the overall structure of the liquid-cooled aircraft braking device according to an embodiment of the present disclosure is shown.

[0033] Figure 2 A partial structural schematic diagram of a liquid-cooled aircraft braking device according to an embodiment of the present disclosure is shown.

[0034] Figure 3 A schematic diagram of the wear displacement compensation component in an embodiment of this disclosure is shown;

[0035] Figure 4 A schematic diagram of the brake housing structure in an embodiment of this disclosure is shown;

[0036] Figure 5 An exploded view of the thermal assemblies in an embodiment of this disclosure is shown;

[0037] Figure 6 An exploded view of the cooling stationary plate assembly in an embodiment of this disclosure is shown;

[0038] Figure 7 An exploded view of the drive motor assembly in an embodiment of this disclosure is shown;

[0039] Figure 8 An exploded view of a cooling water pump assembly according to an embodiment of this disclosure is shown;

[0040] Figure 9 An exploded view of a heat exchanger assembly according to an embodiment of this disclosure is shown;

[0041] Figure 10 A schematic diagram of the structure of the cooling fan assembly in an embodiment of this disclosure is shown;

[0042] Figure 11 A schematic diagram of the wear displacement compensation component in an embodiment of this disclosure is shown;

[0043] Figure 12 A schematic diagram of the slider and fixing tube in an embodiment of this disclosure is shown;

[0044] Figure 13 A schematic diagram of the flexible unidirectional anti-reverse structure in an embodiment of this disclosure is shown.

[0045] In the diagram: 2-Landing gear main shaft; 3-Brake device; 4-Wheel assembly; 5-Brake housing; 6-Cylinder seat assembly; 8-High-strength bolt; 9-Heat storage assembly; 10-Drive motor assembly; 11-Cooling water pump assembly; 12-Heat exchanger assembly; 13-Cooling fan assembly; 15-Wear displacement compensation assembly; 16-Pressure plate assembly; 17-Moving plate assembly; 18-Cooling stationary plate assembly; 19-Pressure plate assembly; 20-Upper stationary plate; 21-Lower stationary plate; 22-Stationary plate heat exchange tube; 23-Water distributor; 24-Drive motor; 25-Motor coupling; 26-Drive shaft; 27-Motor mounting base; 28-Water pump upper housing; 29-Water pump lower housing; 30-Impeller; 31-Sealing gasket; 32-End cover; 34-Water seal bearing; 35-First sealing ring; 36-Radiator upper housing; 37-Heat exchanger heat exchange tube; 39-Heat exchanger mounting base; 40-Cooling fan; 41-Fan positioning pin; 42-Slider; 43-Fixing pipe; 44-Plug; 45-Second sealing ring; 46-Protective ring; 47-Outlet; 48-Replenishment port; 49-Safety valve; 50-Support. Detailed Implementation

[0046] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0047] Figure 1 and Figure 2An embodiment of the present disclosure illustrates a liquid-cooled aircraft braking device, such as... Figure 1 and Figure 2 As shown, it includes a landing gear main shaft 2 and a brake housing 5 coaxially sleeved on the landing gear main shaft 2. A cooling assembly is provided inside the landing gear main shaft 2. A coolant circuit is provided in the brake housing 5 and connected to the cooling assembly. A wheel assembly 4 is sleeved on the outside of the brake housing 5. A brake device 3 is provided inside the wheel assembly 4. The brake device 3 includes a heat storage assembly 9 sleeved on the outer wall of the brake housing 5. The heat storage assembly 9 includes a pressure plate assembly 16 and a pressure bearing plate assembly 19 respectively provided at both ends. A multi-stage moving plate assembly 17 and a multi-stage cooling stationary plate assembly 18 are arranged sequentially at intervals in the middle. A stationary plate heat exchange pipe 22 connected to the coolant circuit is provided inside the cooling stationary plate assembly 18.

[0048] The coolant circuit includes a first pipe and a second pipe. The input end of the first pipe is connected to the cooling assembly, and the output end is connected to the stationary disc heat exchange tube 22. The input end of the second pipe is connected to the stationary disc heat exchange tube 22, and the output end is connected to the cooling assembly. Wear displacement compensation components 15 are provided in the areas where the first pipe and the second pipe are connected to the stationary disc heat exchange tube 22. The wear displacement compensation components 15 are fixedly connected to the stationary disc heat exchange tube 22 and are slidably disposed on the outer wall of the brake housing 5.

[0049] It should be noted that, in this embodiment, the cooling assembly provides the circulation power for the coolant, enabling the coolant to circulate in the coolant circuit and the stationary plate heat exchange tubes, and cooling the coolant after heat exchange. Specifically, the cooling assembly includes a drive motor assembly 10, a cooling water pump assembly 11, a heat exchanger assembly 12, and a cooling fan assembly 13, all coaxially fixedly disposed inside the landing gear main shaft 2. Further, as... Figure 5 As shown, the multi-stage moving disc assembly 17 and the multi-stage cooling stationary disc assembly 18 are alternately bonded together. The contact surfaces of the moving disc assembly 17 and the cooling stationary disc assembly 18 are friction surfaces, which are used to provide friction during the braking process. The alternating arrangement can improve the cooling effect. The cooling stationary disc assembly 18 is cooled by the coolant in the internal stationary disc heat exchange tube 22, and the moving disc assembly 17 is cooled by the cooling stationary disc assembly 18. This can greatly improve the cooling efficiency of both.

[0050] like Figure 7As shown, the drive motor assembly 10 includes a motor mounting base 27 fixedly disposed on the inner wall of the landing gear main shaft 2, and a drive motor 24 detachably connected to the motor mounting base 27. The output end of the drive motor 24 is connected to a drive shaft 26 via a motor coupling 25. The drive shaft 26 sequentially drives the cooling water pump assembly 11 and the cooling fan assembly 13. It should be noted that the drive motor 24 is the power source for the cooling water pump assembly 11 and the cooling fan assembly 13. A disc motor is selected, which can provide greater torque while saving axial space. The motor coupling 25 is the connecting component between the drive motor 24 and the drive shaft 26. One end of the motor coupling 25 is fixed to the drive shaft 26 by screws. The other end of the drive motor 24 is mounted on the housing of the drive motor 24 via a spline connection to the drive shaft 26. When the drive motor 24 rotates, the torque can be transmitted to the drive shaft 26 via the motor coupling 25. The drive shaft 26 is the torque transmission component of the drive motor 24. The torque output by the drive motor 24 is transmitted to the drive shaft 26 via the motor coupling 25, and then transmitted to the water pump assembly 11 and the cooling fan assembly 13 via the drive shaft. The motor mounting base 27 is the mounting carrier of the drive motor 24. The drive motor 24 is mounted on the screw hole of the motor mounting base 27 by screw connection. The motor mounting base 27 is then mounted in the screw hole reserved in the landing gear main shaft 2 by screw connection.

[0051] like Figure 8 As shown, the cooling water pump assembly 11 includes an upper pump housing 28 and a lower pump housing 29 fixedly disposed on the inner wall of the landing gear main shaft 2, and an impeller 30 disposed between the upper pump housing 28 and the lower pump housing 29 and fixedly connected to a drive shaft 26. The drive shaft 26 is connected to the upper pump housing 28 and the lower pump housing 29 through a water seal bearing 34. A sealing gasket 31 is disposed between the upper pump housing 28 and the lower pump housing 29. The upper pump housing 28 is provided with an input end for connecting to a second pipeline, and the lower pump housing 29 is provided with an output end for connecting to a heat exchanger assembly 12. It should be noted that the impeller 30 is the circulation drive component for the coolant in the cooling circuit, located in the cavity formed by the upper pump housing 28 and the lower pump housing 29, and is connected to the cooling water pump assembly 12. The impeller 30 is mounted on the drive shaft 26 via a keyway connection. When the drive motor 24 rotates, the rotational torque drives the impeller 30 to rotate through the drive shaft 26. The sealing gasket 31 is installed between the upper housing 28 and the lower housing 29 of the water pump to seal the gap between their contact surfaces. Furthermore, both the upper housing 28 and the lower housing 29 of the water pump are provided with ports for connection to the drive shaft 26. The ports are embedded with water seal bearings 34. The outer side of the water seal bearing 34 is an end cover 32, and the inner side is a first sealing ring 35. The water seal bearing 34 is a load-bearing component of the drive shaft 26. The water seal bearing 34 itself has good waterproof properties. The first sealing ring 35 is installed in the bearing chamber end face of the housing in the upper housing 28 and the lower housing 29 of the water pump to prevent coolant from entering the bearing chamber.

[0052] like Figure 9 As shown, the heat exchanger assembly 12 is located between the cooling water pump assembly 11 and the cooling fan assembly 13. It includes a heat exchanger mounting base 39 detachably mounted on the inner wall of the landing gear main shaft 2, and an upper radiator housing 36 and a lower radiator housing 38 detachably connected to the heat exchanger mounting base 39. A heat exchanger tube 37 is provided between the upper radiator housing 36 and the lower radiator housing 38. The input end of the heat exchanger tube 37 is connected to the output end of the heat exchanger assembly 12, and the output end is connected to the input end of the first pipeline. Specifically, both the upper radiator housing 36 and the lower radiator housing 38 include multi-stage heat dissipation fins, all of which contact the heat exchanger tube 37. The heat exchanger tube 37 is a serpentine bend, and the surfaces of the heat dissipation fins and the heat exchanger tube 37 are coated with a nickel plating. Furthermore, grooves are machined in the area where the heat dissipation fins contact the heat exchanger tubes 37 for fitting and installing the heat exchanger tubes 37. A through hole is provided in the middle of the area with the heat dissipation fins in the upper housing 36 and lower housing 38 of the radiator, and the heat exchanger tubes 37 are arranged around the horizontal projection of the through hole to form an area for accommodating the drive shaft 26. The heat exchanger tubes 37 serve as coolant channels, allowing the coolant to exchange heat with the outside as it flows through them. The heat exchanger tube mounting base 39 serves as the carrier for the entire heat exchanger assembly 12, and is installed in the pre-drilled screw holes of the landing gear main shaft 2 using screws. Both the heat dissipation fins and the heat exchanger tubes 37 are made of copper alloy, possessing excellent thermal conductivity for efficient heat exchange. Nickel plating is applied to the surfaces of the heat dissipation fins and heat exchanger tubes 37 to improve the corrosion resistance and high-temperature resistance of the components.

[0053] like Figure 10 As shown, the cooling fan assembly 13 includes a cooling fan 40 fixedly mounted on the drive shaft 26 via a fan positioning pin 41. It should be noted that the cooling fan assembly 13 can simultaneously and efficiently dissipate heat directly to the coolant in the heat exchanger assembly 12 and the surface of the heat storage assembly 9. The cooling water pump assembly 11 and the cooling fan assembly 13 are designed to be coaxial, which avoids the additional installation space and weight requirements of the drive motor caused by driving them separately.

[0054] In this embodiment, the first and second pipes are fixedly mounted on the brake housing 5. Both the first and second pipes include a bent pipe and a first straight pipe and a second straight pipe connected to the two ends of the bent pipe, respectively. The first straight pipe is located on the outer wall of the brake housing 5 and is connected to the stationary disc heat exchange pipe 22, while the second straight pipe is located on the inner wall of the brake housing 5 and is connected to the cooling assembly. That is, the first pipe is used to provide coolant at a lower temperature, and the second pipe is used to collect coolant at a higher temperature, such as... Figure 3 and Figure 4As shown, the brake housing 5 has a reserved area for installing a bent pipe, a first straight pipe and a second straight pipe. For the first straight pipe and the second straight pipe, the surface of the brake housing 5 is provided with a pipe groove, and multiple mounting holes are evenly distributed on both sides of the pipe groove for installing the support 50.

[0055] like Figure 11 and Figure 12 As shown, the first straight pipe includes a multi-stage fixed pipe 43 fixed to the outer wall of the brake housing 5 via a support 50. Slider 42s are provided between adjacent fixed pipes 43, and in the area of ​​the radial projection of the cooling stationary disc assembly 18. The internal structure of each slider 42 is a three-way joint. The bottom of the slider 42 is slidably connected to the outer wall of the brake housing 5 via a groove. Both ends of the sliding side of the slider 42 are respectively sealed and slidably connected to the fixed pipes 43. A guide pipe is provided at the top of the slider 42, which is fixedly connected to and communicates with the stationary disc heat exchange pipe 22. One end of the slider 42 corresponding to the final stage cooling stationary disc assembly 18 is sealed and slidably connected to the fixed pipe 43, and the other end is provided with a plug 44. It should be noted that the positions of the cooling stationary disc assembly 18 and the sliders 42 correspond one-to-one, and one cooling stationary disc assembly 18 corresponds to two sliders 42. One slider 42 is used to connect to the input end of the cooling stationary disc assembly 18, and the other slider 42 is used to connect to the output end of the cooling stationary disc assembly 18, forming a circulation loop for the cooling stationary disc assembly 18. Furthermore, the bend in the first pipeline is equipped with a coolant inlet 48, and the bend in the second pipeline is equipped with a coolant outlet 47 and a safety valve 49. It should be noted that the safety valve 49 is used to prevent coolant leakage due to volume expansion caused by temperature increases. The coolant inlet 48 and outlet 47 allow for the replacement and addition of coolant in the cooling system, and also provide fresh, cooler coolant for rapid cooling of a stopped aircraft.

[0056] In this embodiment, the end of the fixing tube 43 is provided with an annular groove, and a second sealing ring 45 is embedded in the annular groove. A protective ring 46 is fitted on the outer wall of the second sealing ring 45. It should be noted that the second sealing ring 45, based on its own elastic deformation, squeezes the protective ring 46, so that it abuts against the inner wall of the slider 42 to form a sealed connection. This can prevent the second sealing ring 45 from directly abutting against the inner wall of the slider 42 and causing twisting and deformation during movement.

[0057] In this embodiment, the pressure plate assembly 16 abuts against the cylinder block assembly 6 on one side and against the side wall of the moving plate assembly 17 on the other side. The pressure plate assembly 19 is detachably connected to the brake housing 5 by high-strength bolts 8. It should be noted that the pressure plate assembly 16, the cooling stationary plate assembly 18, and the pressure plate 19 are assembled to the brake housing 5 via keyways, and the moving plate assembly 17 is assembled to the wheel assembly 4 via keyways. The high-strength bolts 8 are important connecting and load-bearing components, used to connect the brake housing 5 and the steel pressure plate assembly. The high-strength bolts 8 are used to withstand the axial thrust generated by the piston assembly and transmitted by the heat storage assembly 9 and the steel pressure plate assembly. The steel pressure plate assembly includes a steel pressure plate and a conical cup. The steel pressure plate is fixed to the brake housing 5 by high-strength bolts 8, and the conical cup is fixed to the steel pressure plate by riveting. During braking, it withstands the axial thrust generated by the piston assembly and transmitted by the heat storage assembly 9.

[0058] like Figure 6 As shown, the cooling stationary plate assembly 18 includes an upper stationary plate 20 and a lower stationary plate 21. The outer walls of both the upper and lower stationary plates 20 and 21 are friction-surface brake discs, and the inner walls are provided with multiple annular grooves for accommodating the stationary plate heat exchange tubes 22. Each end of the stationary plate heat exchange tube 22 is equipped with a water distributor 23, which is connected to the wear displacement compensation assembly 15 located in the first and second pipelines, respectively. Specifically, the stationary plate heat exchange tube 22 includes multiple concentric C-shaped bends, each connected to the same water distributor 23 at both ends. Both the C-shaped bends and the water distributor 23 are made of nickel-based high-temperature alloy material. It should be noted that, in this embodiment, the stationary plate heat exchange tube 22 includes three concentric C-shaped bends. Correspondingly, the inner walls of the upper stationary plate 20 and the lower stationary plate 21 are also provided with three sets of annular grooves. After the upper stationary plate 20 and the lower stationary plate 21 are fitted together, the annular grooves are in gap contact with the C-shaped bends to provide space for the expansion deformation of the C-shaped bends due to temperature changes.

[0059] This embodiment also provides a cooling method for a liquid-cooled aircraft braking device, including the following steps:

[0060] During braking, the piston assembly converts the hydraulic oil thrust in the cylinder seat into the axial thrust of the braking device, squeezing the heat exchange assembly 9. At this time, the adjacent moving disc assembly 17 and the cooling stationary disc assembly 18 rub against each other and generate a large amount of heat. The cooling assembly delivers coolant to the stationary disc heat exchange tube 22 in the multi-stage cooling stationary disc assembly 18 through the first pipeline.

[0061] The coolant exchanges heat with the cooling plate assembly 18, flows out from the second pipe and cools down in the cooling assembly, then flows back into the first pipe to complete the circulating cooling.

[0062] If the adjacent moving disc assembly 17 and the cooling stationary disc assembly 18 thin out after multiple braking operations, the stationary disc heat exchange tube 22 drives the wear displacement compensation assembly 15 to slide, keeping the output end of the first pipeline and the input end of the second pipeline relatively stationary with respect to the cooling stationary disc assembly 18. It should be noted that since the stationary disc heat exchange tube 22 in the cooling stationary disc assembly 18 is fixedly connected to the slider 42, when the cooling stationary disc assembly 18 is displaced during compression and friction, the slider 42 is forced to slide along a preset groove. At this time, the slider 42 and the fixed tube 43 generate relative displacement. Since the fixed tube 43 and the two ends of the moving side of the slider 42 are slidably sealed, it will not affect the inflow and outflow of coolant. Furthermore, the maximum thinning size of a single friction component consisting of a moving disc assembly 17 and a cooling stationary disc assembly 18 during friction is fixed. If the maximum thinning size is exceeded, replacement is required. Therefore, those skilled in the art can set the maximum relative displacement between a single slider 42 and the sliding side fixed tube 43 based on this. Figure 13 As shown, a flexible one-way anti-reverse structure is provided on the inner wall of the contact between the slider 42 and the fixed tube 43. The flexible one-way anti-reverse structure is a rubber ring, which is fixed to the inner wall of the slider 42 by screws. The side of the flexible one-way anti-reverse structure near the fixed tube 43 is a sloping surface, and the side away from the fixed tube 43 is a vertical surface. The sloping surface facilitates the connection of the fixed tube 43 into the slider 42, and the vertical surface can limit the range of motion of the fixed tube 43, thereby limiting the relative displacement area between the slider 42 and the fixed tube 43, preventing the slider 42 from separating from the fixed tube 43, or excessive displacement from blocking the guide tube at the top of the slider 42.

[0063] Specifically, the drive motor assembly 10 drives the cooling water pump assembly 11 and the cooling fan assembly 13 to rotate via the drive shaft 26. The cooling water pump assembly 11 causes the coolant to flow from the second straight pipe of the first pipeline through the bend pipe into the first straight pipe, and then gradually into multiple sliders 42 through the multi-stage fixed pipe 43 of the first straight pipe. The sliders 42 deliver the coolant to the stationary plate heat exchange tube 22 through the top guide pipe and the water distributor 23. The coolant undergoes heat exchange in the stationary plate heat exchange tube 22 to cool down the stationary plate assembly 18. Since the stationary plate assembly 18 is in contact with the moving plate assembly 17, it also cools down the moving plate assembly 17.

[0064] Subsequently, the coolant in the static plate heat exchange tube 22 flows from the distributor 23 through the guide pipe at the top of the slider 42 into the slider 42 of the second pipeline, and gradually converges through the multi-stage fixed pipe 43 of the second pipeline to the bend pipe of the second pipeline, then flows through the bend pipe into the second straight pipe of the second pipeline, and then into the cooling water pump assembly 11. The cooling water pump assembly 11 accelerates the coolant and then flows into the heat exchanger tube 37. The coolant in the heat exchanger tube 37 conducts heat with the upper shell 36 and the lower shell 38 of the radiator. The cooling fan assembly 13 continuously blows air onto the heat exchanger assembly 12 to cool it down, so that the coolant in the heat exchanger tube 37 of the heat exchanger cools down quickly. The cooled coolant flows into the second straight pipe of the first pipeline and circulates again to cool the heat storage assembly 9.

[0065] Specific embodiments of the present invention have been described in detail. Any obvious modifications made by those skilled in the art without departing from the spirit of the present invention constitute an infringement of the patent and will incur corresponding legal liability.

Claims

1. A liquid-cooled aircraft braking device, characterized in that, The system includes a landing gear main shaft (2) and a brake housing (5) coaxially mounted on the landing gear main shaft (2). The landing gear main shaft (2) is equipped with a cooling assembly. The brake housing (5) is equipped with a coolant circuit connected to the cooling assembly. The brake housing (5) is equipped with a wheel assembly (4) on the outside. The wheel assembly (4) is equipped with a brake device (3) inside. The brake device (3) includes a heat storage assembly (9) mounted on the outer wall of the brake housing (5). The heat storage assembly (9) includes a pressure plate assembly (16) and a pressure plate assembly (19) respectively located at both ends. A multi-stage moving plate assembly (17) and a multi-stage cooling stationary plate assembly (18) are arranged in sequence at intervals in the middle. The cooling stationary plate assembly (18) is equipped with a stationary plate heat exchange tube (22) connected to the coolant circuit. The coolant circuit includes a first pipeline and a second pipeline. The input end of the first pipeline is connected to the cooling assembly, and the output end is connected to the stationary plate heat exchange tube (22). The input end of the second pipeline is connected to the stationary plate heat exchange tube (22), and the output end is connected to the cooling assembly. Wear displacement compensation components (15) are provided in the areas where the first pipeline and the second pipeline are connected to the stationary plate heat exchange tube (22). The wear displacement compensation components (15) are fixedly connected to the stationary plate heat exchange tube (22) and are slidably disposed on the outer wall of the brake housing (5).

2. The liquid-cooled aircraft braking device according to claim 1, characterized in that, The cooling assembly includes a drive motor assembly (10), a cooling water pump assembly (11), a heat exchanger assembly (12), and a cooling fan assembly (13) that are coaxially fixed inside the landing gear main shaft (2). The drive motor assembly (10) includes a motor mounting base (27) fixedly installed on the inner wall of the landing gear main shaft (2), and a drive motor (24) detachably connected to the motor mounting base (27). The output end of the drive motor (24) is connected to a drive shaft (26) through a motor coupling (25). The drive shaft (26) is sequentially connected to the cooling water pump assembly (11) and the cooling fan assembly (13). The cooling water pump assembly (11) includes an upper pump housing (28) and a lower pump housing (29) fixedly disposed on the inner wall of the landing gear main shaft (2), and an impeller (30) disposed between the upper pump housing (28) and the lower pump housing (29) and fixedly connected to the drive shaft (26). The drive shaft (26) is connected to the upper pump housing (28) and the lower pump housing (29) through a water seal bearing (34). A sealing gasket (31) is disposed between the upper pump housing (28) and the lower pump housing (29). The upper pump housing (28) is provided with an input end for connecting to a second pipeline, and the lower pump housing (29) is provided with an output end for connecting to the heat exchanger assembly (12). The heat exchanger assembly (12) is located between the cooling water pump assembly (11) and the cooling fan assembly (13), including a heat exchanger mounting base (39) that is disassembled and installed on the inner wall of the landing gear main shaft (2), and a radiator upper shell (36) and a radiator lower shell (38) that are disassembled and connected to the heat exchanger mounting base (39). A heat exchanger heat exchange tube (37) is provided between the radiator upper shell (36) and the radiator lower shell (38). The input end of the heat exchanger heat exchange tube (37) is connected to the output end of the heat exchanger assembly (12), and the output end is connected to the input end of the first pipeline. The cooling fan assembly (13) includes a cooling fan (40) fixedly mounted on the drive shaft (26) by a fan positioning pin (41).

3. The liquid-cooled aircraft braking device according to claim 2, characterized in that, Both the upper housing (28) and the lower housing (29) of the water pump are provided with ports for connection to the drive shaft (26). The ports are fitted with water seal bearings (34), with end caps (32) on the outside and a first sealing ring (35) on the inside.

4. The liquid-cooled aircraft braking device according to claim 2, characterized in that, The upper shell (36) and lower shell (38) of the radiator both include multi-stage heat dissipation fins, which are in contact with the heat exchanger tube (37). The heat exchanger tube (37) is a serpentine bend, and the surfaces of the heat dissipation fins and the heat exchanger tube (37) are provided with a nickel plating layer.

5. The liquid-cooled aircraft braking device according to claim 1, characterized in that, The first pipeline and the second pipeline are fixedly installed on the brake housing (5). The first pipeline and the second pipeline both include a bent pipe and a first straight pipe and a second straight pipe respectively connected to the two ends of the bent pipe. The first straight pipe is located on the outer wall of the brake housing (5) and is connected to the static plate heat exchange pipe (22). The second straight pipe is located on the inner wall of the brake housing (5) and is connected to the cooling assembly. The first straight pipe includes a multi-stage fixed pipe (43) fixedly installed on the outer wall of the brake housing (5) by a support (50). A slider (42) is provided between adjacent fixed pipes (43) and in the area of ​​radial projection of the cooling stationary plate assembly (18). The slider (42) has a three-way structure inside. The bottom of the slider (42) is slidably connected to the outer wall of the brake housing (5) through a sliding groove. The two ends of the moving side of the slider (42) are respectively sealed and slidably connected to the fixed pipe (43). A guide pipe is provided on the top of the slider (42). The guide pipe is fixedly connected and connected to the stationary plate heat exchange pipe (22). One end of the slider (42) corresponding to the last stage cooling stationary plate assembly (18) is sealed and slidably connected to the fixed pipe (43), and the other end is provided with a plug (44).

6. The liquid-cooled aircraft braking device according to claim 5, characterized in that, The first pipeline has a bend with a liquid inlet (48), and the second pipeline has a bend with a liquid outlet (47) and a safety valve (49).

7. The liquid-cooled aircraft braking device according to claim 5, characterized in that, The end of the fixed tube (43) is provided with an annular groove, and a second sealing ring (45) is embedded in the annular groove. A protective ring (46) is provided on the outer wall of the second sealing ring (45).

8. The liquid-cooled aircraft braking device according to claim 1, characterized in that, The pressure plate assembly (16) abuts against the cylinder seat assembly (6) on one side and abuts against the side wall of the moving plate assembly (17) on the other side. The pressure plate assembly (19) is detached and connected to the brake housing (5) by high-strength bolts (8). The cooling stationary plate assembly (18) includes an upper stationary plate (20) and a lower stationary plate (21). The outer walls of the upper stationary plate (20) and the lower stationary plate (21) are both friction surface brake discs, and the inner walls are provided with multiple annular grooves. The annular grooves are used to accommodate the stationary plate heat exchange tube (22). Both ends of the stationary plate heat exchange tube (22) are provided with water distributors (23). The water distributors (23) are respectively connected to the wear displacement compensation assembly (15) located in the first pipeline and the second pipeline.

9. The liquid-cooled aircraft braking device according to claim 8, characterized in that, The static plate heat exchange tube (22) includes multiple concentric C-shaped bends, with both ends connected to the same water distributor (23), and both the C-shaped bends and the water distributor (23) are made of nickel-based high-temperature alloy material.

10. A cooling method for an aircraft braking device using liquid cooling, characterized in that, The aircraft braking device based on the liquid-cooled heat dissipation method according to any one of claims 1-9 includes the following steps: During braking, the adjacent moving disc assembly (17) and the cooling stationary disc assembly (18) generate heat through friction. The cooling assembly delivers coolant to the stationary disc heat exchange tube (22) in the multi-stage cooling stationary disc assembly (18) through the first pipeline. The coolant exchanges heat with the cooling plate assembly (18), flows out from the second pipe and cools down in the cooling assembly, and then flows back into the first pipe to complete the circulating cooling. If the adjacent moving plate assembly (17) and the cooling stationary plate assembly (18) are thinned after multiple braking, the stationary plate heat exchange tube (22) drives the wear displacement compensation assembly (15) to slide, so that the output end of the first pipeline and the input end of the second pipeline remain relatively stationary with the cooling stationary plate assembly (18).

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