Novel electric control braking system structure

Abstract

The utility model discloses a novel electric control brake system structure, a cooling device comprises a first heat conduction block installed between a push rod and a dynamic brake pad, and two sides of the first heat conduction block are respectively contacted with the inner walls of the push rod and the dynamic brake pad; the heat exchange pipeline is filled with cooling liquid and comprises an inlet pipe penetrating into a brake system shell, a first transition pipe, a second transition pipe, a first heat exchange pipe penetrating through the first heat conduction block and a penetrating-out pipe penetrating out of the brake system shell, and the first transition pipe and the second transition pipe penetrate through the top push rod; the two ends of the first heat exchange pipe communicate with the first transition pipe and the second transition pipe correspondingly. When the braking system is in a braking state, the inlet pipe is communicated with the first transition pipe; and when the braking system is in a standby state, the inlet pipe is disconnected with the second transition pipe.

Description

Technical Field

[0001] The utility model relates to the technical field of electric control braking systems, in particular to a novel electric control braking system structure. Background Art

[0002] At present, such a wet brake is disclosed on the market, and its structural characteristics are: it is composed of multiple dynamic friction plates, multiple static friction plates, multiple springs, brake cylinder covers, brake pistons, brake cylinder bodies, brake housings, wheel cores, half shafts, half shaft sleeves and bridge housings. The dynamic friction plates and static friction plates are arranged alternately and in parallel. A toothed spline is provided in the inner hole of the brake cylinder body, and a toothed spline is also provided on the outer circle of the static friction plate. The static friction plate is installed on the toothed spline in the brake cylinder body to form an integral body. The inner hole of the toothed spline of the dynamic friction plate is connected to the outer spline at one end of the wheel core. They are connected as one, and the other end of the wheel core is connected to the bridge housing through a half-axle and a half-axle sleeve. One end of the brake piston placed in the brake housing is in contact with the dynamic friction plate or the static friction plate, and the other end of the brake piston is in contact with the brake cylinder cover through multiple springs. The cooling oil enters the dynamic friction plate, the static friction plate, and the bearing from the bridge housing, thereby playing a role in lubrication and heat dissipation. However, due to the high viscosity of the cooling oil on the bridge housing, it is less suitable for lubrication and heat dissipation of the dynamic friction plate, the static friction plate, and the bearing, which can easily cause the dynamic friction plate, the static friction plate or the bearing to burn out, affecting driving safety. Utility Model Content

[0003] The purpose of the utility model is to solve the above problems and provide a new type of electric control braking system structure.

[0004] The technical solution of the utility model is achieved in this way:

[0005] The utility model provides a novel electric control brake system structure, the brake system structure comprises a dynamic brake pad and a brake disc, and a push rod for pushing the dynamic brake pad;

[0006] The brake system structure further includes a cooling device, which includes:

[0007] A first heat-conducting block is installed between the push rod and the dynamic brake pad, and two sides of the first heat-conducting block are in contact with the push rod and the inner wall of the dynamic brake pad respectively;

[0008] A heat exchange pipe, the interior of which is filled with coolant, the heat exchange pipe comprising an inlet pipe penetrating into the brake system housing, a first transition pipe and a second transition pipe penetrating the push rod, a first heat exchange pipe penetrating the first heat conductive block, and an outlet pipe penetrating out of the brake system housing;

[0009] Two ends of the first heat exchange tube are respectively connected to the first transition tube and the second transition tube;

[0010] When the braking system is in a braking state, the inlet pipe is in communication with the first transition pipe;

[0011] When the brake system is in a standby state, the inlet pipe is disconnected from the second transition pipe;

[0012] The outlet pipe is in communication with the second transition pipe;

[0013] The cooling device further comprises a water-cooled radiator, wherein a water filling pipe and a water suction pipe of the water-cooled radiator are respectively connected to the inlet pipe and the outlet pipe.

[0014] The advantages or beneficial effects of the above technical solution include at least:

[0015] The heat transfer block is cooled by circulating coolant, and then heat is exchanged with the dynamic brake pad and the static brake pad through the heat transfer block to cool the brake pad. At the same time, when the brake system is in standby mode, the water pump of the water-cooled radiator will continue to run for 1 second to absorb the coolant remaining in the heat transfer block. At this time, the cooled coolant will enter the redundant water tank through the three-way valve to avoid pipe bursting. At the same time, the water pressure in the pipeline can be increased so that after the brake system enters the braking state again, the coolant will quickly enter the heat exchange pipe due to the water pressure to achieve rapid cooling of the dynamic brake pad and increase the cooling rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings show exemplary implementations of the present invention and, together with the description thereof, are used to explain the principles of the present invention. These drawings are included to provide a further understanding of the present invention and are included in and constitute a part of this specification.

[0017] Figure 1 A schematic diagram showing a braking system in a standby state according to an embodiment of the utility model is shown;

[0018] Figure 2 A schematic diagram showing a braking system of an embodiment of the utility model in a braking state is shown; figure numerals: 10, braking system; 11, brake disc; 12, dynamic brake pad; 13, static brake pad; 14, push rod; 15, air hole; 151, first one-way valve; 20, cooling device; 21, first heat transfer block; 221, inlet pipe; 2211, second one-way valve; 222, first transition pipe; 223, second transition pipe; 224, first heat exchange pipe; 225, outlet pipe; 226, second heat exchange pipe; 23, water-cooled radiator; 231, water filling pipe; 2311, three-way valve; 2312, redundant water tank; 232, water suction pipe; 24, second heat transfer block. DETAILED DESCRIPTION

[0019] The embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as being limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0020] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0021] It should be understood that the term "including" and its variations used in this article are open inclusions, that is, "including but not limited to". The term "based on" means "based at least in part". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the description below. It should be noted that the concepts of "first", "second", etc. mentioned in the utility model are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0022] It should be noted that the modifications of “one” and “plurality” mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as “one or more”.

[0023] The names of the messages or information exchanged between multiple devices in the implementation manner of the present invention are only used for illustrative purposes, and are not used to limit the scope of these messages or information.

[0024] A novel electric control brake system 10 structure, the brake system 10 structure includes a dynamic brake pad 12 and a brake disc 11, and a push rod 14 for pushing the dynamic brake pad 12, the dynamic brake pad 12 is moved closer to the brake disc 11 by the push rod 14, so as to increase the friction between the brake pad and the brake disc 11, and realize the deceleration of the brake disc 11;

[0025] Based on the above, the brake system 10 structure further includes a cooling device 20, and the cooling device 20 includes:

[0026] The first heat-conducting block 21 is installed between the push rod 14 and the dynamic brake pad 12. The two sides of the first heat-conducting block 21 are in contact with the inner wall of the push rod 14 and the dynamic brake pad 12 respectively. The temperature of the brake pad is reduced by cooling the heat-conducting block, so as to achieve the effect of cooling the dynamic brake pad 12.

[0027] A heat exchange pipe, the interior of which is filled with flowing coolant, comprises an inlet pipe 221 penetrating into the outer shell of the brake system 10, a first transition pipe 222 and a second transition pipe 223 penetrating the push rod 14, a first heat exchange pipe 224 penetrating the first heat conductive block 21, and an outlet pipe 225 penetrating out of the outer shell of the brake system 10, wherein both ends of the first heat exchange pipe 224 are respectively connected to the first transition pipe 222 and the second transition pipe 223; specifically, the coolant enters the first heat exchange pipe 224 from the inlet pipe 221 through the first transition pipe 222 to exchange heat with the first heat conductive block 21, and then flows out from the outlet pipe 225 through the second transition pipe 223.

[0028] As the push block moves, the inlet pipe 221 and the first transition pipe 222 will be misaligned or overlapped, so that when the brake system 10 is in a braking state, the inlet pipe 221 is connected to the first transition pipe 222; when the brake system 10 is in a standby state, the inlet pipe 221 is disconnected from the second transition pipe 223. Figure 1 and Figure 2 As shown in the enlarged area of ​​the dotted line below, the outlet pipe 225 and the second transition pipe 223 are always connected regardless of whether the brake system 10 is in a braking state or a standby state, and whether the first transition pipe 222 and the inlet pipe are connected depends on the state of the brake system 10;

[0029] Furthermore, the cooling device 20 further includes a water-cooled radiator 23, and the water filling pipe 231 and the water suction pipe 232 of the water-cooled radiator 23 are respectively connected to the inlet pipe 221 and the outlet pipe 225 to extract the hot water from the heat exchange pipe and then let it enter the heat conductive block after cooling to achieve the cooling effect of the heat conductive block. At the same time, the first transition pipe 222 is also equipped with a second one-way valve 2211 to prevent the coolant from flowing back.

[0030] Based on the further improvement of the above structure, an air hole 15 is further opened on the outer shell of the brake system 10; when the brake system 10 is in the standby state, the first transition pipe 222 is connected to the air hole 15, such as Figure 1 and Figure 2As shown in the enlarged dotted line in the upper part, when the brake system 10 is in the standby state, external gas can enter the first transition pipe 222 through the air hole 15 to ensure that the coolant remaining in the heat conductive block can enter the water-cooled radiator 23, and avoid the coolant in the water filling pipe 231 from entering the pipe 221 when the brake system 10 is in the standby state. At the same time, when the brake system 10 is in the standby state, the water-cooled radiator 23 is in a closed state until the brake system 10 enters the braking state, and the water-cooled radiator 23 is opened to save electric energy. At the same time, a first one-way valve 151 is installed at the opening of the air hole 15 to prevent the coolant in the first transition pipe 222 from flowing out through the air hole 15.

[0031] As a further improvement of the above structure, a three-way valve 2311 is installed in the middle of the water filling pipe 231 of the cooling device, and a redundant water tank 2312 is connected to the three-way valve 2311. When the braking system 10 is in standby mode, the water pump of the water-cooled radiator 23 will continue to run for 1 second to absorb the coolant remaining in the heat transfer block. At this time, the cooled coolant will enter the redundant water tank 2312 through the three-way valve 2311 to avoid pipe bursting. At the same time, the water pressure in the pipeline can be increased, so that after the braking system 10 enters the braking state again, the coolant will quickly enter the heat exchange pipe due to the water pressure to achieve rapid cooling of the dynamic brake pad 12.

[0032] Furthermore, the brake system 10 also includes a static brake pad 13;

[0033] The cooling device 20 further includes a second heat-conducting block 24, which is installed between the static brake pad 13 and the inner wall of the brake system 10; the heat exchange pipeline is further distributed in the second heat exchange tube 226 in the second heat-conducting block 24, and the two ends of the second heat exchange tube 226 are respectively connected to the inlet pipe 221 and the outlet pipe 225. The coolant can be diverted into the second heat exchange tube 226 through the first transition pipe 222, and after heat exchange with the second heat-conducting block 24, it flows out through the outlet pipe 225 to achieve cooling of the static brake pad 13.

[0034] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside" and "outside" etc. indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0035] Those skilled in the art should understand that the above embodiments are only for the purpose of clearly illustrating the present invention, and are not intended to limit the scope of the present invention. For those skilled in the art, other changes or modifications may be made based on the above disclosure, and these changes or modifications are still within the scope of the present invention.

Claims

1. A novel electric control brake system structure, the brake system (10) structure comprises a dynamic brake pad (12) and a brake disc (11), and a push rod (14) for pushing the dynamic brake pad (12); Features: The brake system (10) structure further comprises a cooling device (20), wherein the cooling device (20) comprises: A first heat-conducting block (21) is installed between the push rod (14) and the dynamic brake pad (12), and two sides of the first heat-conducting block (21) are in contact with the inner walls of the push rod (14) and the dynamic brake pad (12) respectively; A heat exchange pipe, the interior of which is filled with coolant, the heat exchange pipe comprising an inlet pipe (221) penetrating into the outer shell of the brake system (10), a first transition pipe (222) and a second transition pipe (223) penetrating the push rod (14), a first heat exchange pipe (224) penetrating the first heat conductive block (21), and an outlet pipe (225) penetrating out of the outer shell of the brake system (10); Two ends of the first heat exchange tube (224) are respectively connected to the first transition tube (222) and the second transition tube (223); When the braking system (10) is in a braking state, the inlet pipe (221) is in communication with the first transition pipe (222); When the brake system (10) is in a standby state, the inlet pipe (221) is disconnected from the second transition pipe (223); The outlet pipe (225) is in communication with the second transition pipe (223); The cooling device (20) further comprises a water-cooled radiator (23), wherein a water filling pipe (231) and a water suction pipe (232) of the water-cooled radiator (23) are respectively connected to the inlet pipe (221) and the outlet pipe (225).

2. The novel electronically controlled braking system structure according to claim 1 is characterized in that: The outer shell of the braking system (10) is also provided with an air hole (15); When the brake system (10) is in a standby state, the first transition pipe (222) is in communication with the air hole (15).

3. The novel electronically controlled braking system structure according to claim 2 is characterized in that: A first one-way valve (151) is installed at the opening of the air hole (15) so that the coolant in the first transition pipe (222) cannot flow out through the air hole (15).

4. The novel electronically controlled braking system structure according to claim 3 is characterized in that: A three-way valve (2311) is also installed in the middle of the water filling pipe (231) of the cooling device (20), and a redundant water tank (2312) is connected to the three-way valve (2311).

5. The novel electronically controlled braking system structure according to claim 4 is characterized in that: The braking system (10) further comprises a static brake pad (13); The cooling device (20) further comprises a second heat conducting block (24) which is installed between the static brake pad (13) and the inner wall of the brake system (10); The heat exchange pipeline is further distributed in a second heat exchange tube (226) in the second heat conductive block (24), and both ends of the second heat exchange tube (226) are respectively connected to the first transition tube (222) and the outlet tube (225).

6. The novel electronically controlled braking system structure according to claim 1 is characterized in that: The first transition pipe (222) is also equipped with a second one-way valve (2211).

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