Heat dissipation device of brake disc, brake disc assembly and vehicle

Abstract

The utility model discloses a heat dissipation device of a brake disc, a brake disc assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that the brake disc cannot effectively dissipate heat. The heat dissipation device of the brake disc comprises a gas driving device and a body, a first air channel is formed in the body, and the first air channel is used for guiding external gas to the brake disc under the action of the gas driving device.

Description

Technical Field

[0001] The present application relates to the field of automotive technology, and in particular to a brake disc heat dissipation device, a brake disc assembly, and a vehicle. Background Art

[0002] In recent years, with rising consumer spending, demand for sports cars has been growing. However, unlike ordinary family cars, sports cars require higher performance in all areas, particularly brake disc heat dissipation. Considering the significant heat generated by the brake discs during high-speed driving or frequent braking, failure to dissipate heat quickly can lead to overheating, impairing braking performance and even causing brake failure.

[0003] Currently, the heat from the brake disc is removed by directing the air from the front of the vehicle through the air inlet to the brake disc. However, at low speeds or at rest after intense driving, the air intake provided by the air duct is small, and the brake disc cannot effectively dissipate heat. Utility Model Content

[0004] The present application provides a brake disc heat dissipation device, a brake disc assembly and a vehicle, which are used to solve the problem that the brake disc cannot effectively dissipate heat.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a heat dissipation device for a brake disc, comprising a gas driving device and a body, wherein the body is formed with a first air duct, and the first air duct is used to guide external air to the component to be cooled under the action of the gas driving device.

[0007] In this way, since the heat dissipation device includes a gas drive device and a body having a first air duct, and the first air duct is used to guide external air to the component to be dissipated (i.e., the brake disc) under the action of the gas drive device, then, after intense driving, if the vehicle is at a low speed or stationary state, the gas drive device can introduce external air into the first air duct, and the air can be guided to the brake disc by the gas drive device to cool the brake disc.

[0008] In some embodiments of the present application, the gas drive assembly includes a blower.

[0009] In some embodiments of the present application, the heat dissipation device of the brake disc is applied to a vehicle, which includes at least one of a drive assembly, a battery pack, an air-conditioning system and a vehicle refrigerator; the gas drive device and at least one of the fan of the drive assembly heat exchange system, the fan of the battery pack heat exchange system, the fan of the air-conditioning system and the fan of the vehicle refrigerator are the same structure.

[0010] In some embodiments of the present application, the gas driving device is a fan, and the fan is disposed in the body.

[0011] In some embodiments of the present application, the fan is disposed in the first air duct.

[0012] In some embodiments of the present application, an opening and closing member is further included, which is used to control the first air duct to be in a ventilation state or a non-ventilation state. The first air duct can guide external air to the component to be cooled in the ventilation state.

[0013] In some embodiments of the present application, the opening and closing member is a valve.

[0014] In some embodiments of the present application, the main body is further formed with a second air duct, which is connected to the first air duct, and the second air duct is used to guide external air to the external environment.

[0015] In some embodiments of the present application, the main body is provided with a first air inlet, a first air outlet and a second air outlet, the first air duct and the second air duct share the first air inlet, the air outlet of the first air duct is the first air outlet, and the air outlet of the second air duct is the second air outlet, and the second air duct is used to guide external air to the external environment when the first air duct is in a non-ventilated state.

[0016] In some embodiments of the present application, the heat dissipation device of the brake disc is applied to a vehicle, and the second air outlet is used to be arranged above the front hood of the vehicle and close to the bottom of the windshield.

[0017] In some embodiments of the present application, the opening and closing member is used to control the first air duct to be in a ventilation state by putting the second air duct in a non-ventilation state, and to control the first air duct to be in a non-ventilation state by putting the second air duct in a ventilation state.

[0018] In some embodiments of the present application, the main body is formed with an air inlet channel connected to the first air inlet, and a first diversion channel and a second diversion channel connected to the air inlet channel. The first air duct includes the air inlet channel and the first diversion channel, and the second air duct includes the air inlet channel and the second diversion channel.

[0019] In some embodiments of the present application, the opening and closing member is arranged in the second diversion channel or in the second air outlet.

[0020] In some embodiments of the present application, the gas driving device includes a fan disposed in the air induced passage.

[0021] In some embodiments of the present application, the main body includes a shell and an air guide, the air guide forms a first diversion channel, the first air inlet is arranged on the shell, the first air outlet is arranged on the air guide, and the second air outlet is arranged on the shell.

[0022] In some embodiments of the present application, along a first direction, at least a portion of the aperture of the first diversion channel gradually decreases, and the first direction is the flow direction of external gas along the first diversion channel.

[0023] In some embodiments of the present application, the diameter of the first air inlet gradually decreases along the direction in which the external air flows into the first air duct.

[0024] In some embodiments of the present application, a guide member is further included, and a third air duct is formed in the guide member, and the third air duct is used to guide external air to the component to be cooled.

[0025] In some embodiments of the present application, a second air inlet and a third air outlet are further formed on the main body, the air inlet of the third air duct is the second air inlet, and the air outlet of the third air duct is the third air outlet.

[0026] In some embodiments of the present application, the diameter of the second air inlet gradually decreases along the direction in which the external air flows into the third air duct.

[0027] In some embodiments of the present application, a heat exchange component is further included, and the heat exchange component is arranged on the windward side of the gas drive device.

[0028] In some embodiments of the present application, the heat exchange assembly includes a first heat exchanger, which is used to exchange heat with the refrigerant in the refrigerant circulation pipeline of the battery pack or the air conditioner.

[0029] In some embodiments of the present application, the heat exchange component includes a second heat exchanger, and the second heat exchanger is used to exchange heat with the drive assembly.

[0030] In some embodiments of the present application, a temperature detection device is further included, which is used to be set on the component to be cooled to detect the temperature of the component to be cooled.

[0031] In a second aspect, a brake disc assembly is provided, comprising a brake disc and the heat dissipation device of the brake disc according to the first aspect.

[0032] In a third aspect, a vehicle is provided, comprising a vehicle body and the heat dissipation device of the brake disc according to the first aspect or the brake disc assembly according to the second aspect, wherein the heat dissipation device is arranged on the vehicle body.

[0033] In some embodiments of the present application, the heat dissipation device further includes a heat exchange component, and the windward surface of the heat exchange component is tilted on the vehicle body.

[0034] It should be noted that the technical effects brought about by the implementation methods of the second and third aspects can be referred to the technical effects brought about by the corresponding implementation methods in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present invention and do not constitute a limitation on the technical solution of the present invention.

[0036] Figure 1 A schematic structural diagram of a vehicle provided in some embodiments of the present application;

[0037] Figure 2 A schematic structural diagram of a first cooling assembly provided in an embodiment of the present application;

[0038] Figure 3 This is one of the structural schematic diagrams of a second cooling assembly provided in an embodiment of the present application;

[0039] Figure 4 This is a second structural diagram of a second cooling assembly provided in an embodiment of the present application;

[0040] Figure 5 A top view of a second cooling assembly provided in an embodiment of the present application;

[0041] Figure 6 A schematic structural diagram of a fan provided in an embodiment of the present application;

[0042] Figure 7 A schematic structural diagram of a heat exchange assembly provided in an embodiment of the present application;

[0043] Figure 8 A schematic diagram of a heat dissipation device provided in an embodiment of the present application;

[0044] Figure 9 A schematic diagram of the three-dimensional structure of a heat dissipation device provided in an embodiment of the present application.

[0045] Reference numerals: 1000, vehicle;

[0046] 100, body; 200, wheel; 300, brake disc; 400, heat sink; 500, brake caliper;

[0047] 10. First cooling assembly; 10A. Air guide; 11. Third air duct; 12. Second air inlet; 13. Third air outlet;

[0048] 20. Second cooling assembly; 20A. Main body; 20A1. Housing; 20A2. Air guide; 21. First air duct; 22. Second air duct; 23. Gas drive device; 231. Second fixing device; 24. First air inlet; 25. First air outlet; 26. Second air outlet; 27. Air induction channel; 28. First diversion channel; 29. ​​Second diversion channel; 291. Second ventilation duct; 2911. First port; 2912. Second port;

[0049] 31. First mounting device; 32. Second mounting device; 33. Third mounting device;

[0050] 40. Heat exchange assembly; 41. First fixing device;

[0051] 50. First radiator; 51. Third air inlet; 52. Third air outlet;

[0052] 60. Front wheel fender;

[0053] 70. Mudguard opening. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0055] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0056] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout this application, unless otherwise specified, "plurality" means two or more.

[0057] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "connected" and "connect" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "connected" used in this application have the meaning of conducting electricity. The specific meanings need to be understood in the context.

[0058] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0059] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0060] The present application provides a vehicle 1000. The vehicle 1000 may be a pure electric vehicle 1000, a hybrid electric vehicle 1000, a plug-in hybrid electric vehicle 1000, an extended-range electric vehicle 1000, a fuel vehicle, etc. The vehicle 1000 may also be a car, a van, a bus, a truck, a trailer, etc.

[0061] See also Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle provided in some embodiments of the present application. Vehicle 1000 includes a body 100 and wheels 200. A passenger compartment may be formed within body 100 for seating the driver and passengers. The front wheels may include a left front wheel and a right front wheel. Wheels 200 are mounted below body 100 to support the body 100 and are capable of rolling on the road to enable vehicle 1000 to travel.

[0062] The vehicle 1000 may also include a battery assembly and a drive assembly, both of which are arranged on the vehicle body 100. The battery assembly is electrically connected to the drive assembly to provide power to the drive assembly. The drive assembly is used to convert electrical energy into mechanical energy and transmit the mechanical energy to the wheels to drive the wheels 200 of the vehicle 1000 to rotate, so that the vehicle 1000 can move.

[0063] The drive assembly can be set in the front cabin of the vehicle 1000 to drive the front wheels of the vehicle 1000 to rotate, or it can be set in the rear cabin of the vehicle 1000 to drive the rear wheels of the vehicle 1000 to rotate. The drive assembly can also be set in the front cabin and the rear cabin of the vehicle 1000 to drive the front and rear wheels simultaneously or selectively.

[0064] In addition, the vehicle 1000 may further include a brake disc assembly, which may include a brake disc 300 ( Figure 1 ) and a heat dissipation device 400 (not shown) for dissipating heat from the heat dissipation component Figure 1 (not shown), wherein the component to be cooled may be a brake disc 300.

[0065] The heat dissipation device 400 can be provided on the vehicle body 100. The brake disc 300 can be provided on the wheel hub and rotate together with the wheel 200. When the vehicle 1000 brakes, the brake caliper 500 ( Figure 1 The brake disc 300 is clamped by a brake element (not shown) to generate friction, thereby slowing down or stopping the vehicle 1000.

[0066] When the vehicle 1000 brakes, friction is generated between the brake disc 300 and the brake caliper 500, causing the vehicle 1000 to slow down or stop. This process generates a large amount of heat. If the heat cannot be dissipated in time, the temperature of the brake disc 300 will rise, thereby affecting the braking effect and the life of the brake disc 300.

[0067] Please refer to Figure 2 and Figure 3 , Figure 2 FIG2 shows a schematic structural diagram of a first cooling assembly provided in an embodiment of the present application. Figure 3 FIG2 is a schematic diagram showing the structure of a second cooling assembly provided by an embodiment of the present application. The heat dissipation device 400 of the brake disc may include a first cooling assembly 10 and a second cooling assembly 20, both of which may be used to cool the brake disc 300.

[0068] The first cooling assembly 10 may include a flow guide 10A, and a third air duct 11 may be formed on the flow guide 10A. The third air duct 11 is used to guide external air to the device to be cooled (ie, the brake disc 300).

[0069] In addition, the air guide 10A may also be formed with a second air inlet 12 and a third air outlet 13. The air inlet of the third air duct 11 is the second air inlet 12, and the air outlet of the third air duct 11 is the third air outlet 13. In other words, the second air inlet 12 and the third air outlet 13 are both connected to the third air duct 11. The second air inlet 12 can be provided at the front end of the vehicle body 100. For example, the second air inlet 12 can be provided on both sides of the air intake grille at the front end of the vehicle body 100.

[0070] In this way, when the vehicle 1000 is traveling at a low speed, the brake disc 300 does not have a very high requirement for heat dissipation, so passive heat dissipation can be considered, that is, natural wind enters the third air duct 11 through the second air inlet 12 and flows out from the third air outlet 13 to the brake disc 300 to achieve cooling of the brake disc 300.

[0071] In one possible structural design, the diameter of the second air inlet 12 gradually decreases along the direction in which the external air flows into the third air duct 11, that is, the diameter of the second air inlet 12 gradually decreases along the direction from the second air inlet 12 to the third air duct 11. For example, Figure 2As shown, the second air inlet 12 can be configured to be trumpet-shaped.

[0072] Thus, utilizing aerodynamic principles and the trumpet-shaped design, wind flows into the third air duct 11, generating vortices and improving heat dissipation efficiency. This design effectively increases the airflow velocity and enhances heat dissipation. Furthermore, the trumpet-shaped second air inlet 12 facilitates smoother air flow. As natural wind enters the long, narrow, and gradually narrowing air duct through the trumpet-shaped second air inlet 12, its wind intensity increases, thereby increasing the incoming air flow rate and velocity. At the same time, the trumpet-shaped air inlet reduces the noise generated by the air flow.

[0073] The second air inlet 12 and the third air duct 11 can be an integrated structure. In this way, the heat dissipation device 400 of the brake disc has a simple structure and is easy to install and process.

[0074] In a possible structural design, the air guide 10A can be a first ventilation duct, on which the third air duct 11 and the second air inlet 12 described above are formed. The first ventilation duct can be fixedly connected to the front subframe of the vehicle 1000. The first ventilation duct can be provided with multiple fixed installation points, some of the multiple fixed installation points are connected to the front subframe, and other fixed installation points can be connected to other structures. This application does not make specific limitations on this, and it can be set according to the layout of components in the front cabin of the vehicle 1000.

[0075] The front subframe, also known as the "Yuanbao beam," is a crucial component of the vehicle's structure. It supports and stabilizes the engine and transmission, ensuring the stability and safety of these critical components during driving. The front subframe also enhances the overall strength of the vehicle body 100 by connecting it laterally. It also provides a degree of protection for components like the oil pan and engine, mitigating damage from direct collisions.

[0076] It is understandable that if Figure 2 As shown, the brake disc 300 can be provided with two, and these two brake discs 300 can be respectively arranged on the left front wheel and the right front wheel. Therefore, this first cooling assembly can also be provided with two, for cooling the brake disc 300 on the left front wheel and the right front wheel respectively.

[0077] However, when the vehicle 1000 (such as a sports car) is traveling at high speed, relying solely on the passive heat dissipation of the first cooling assembly 10 may not be able to meet the heat dissipation requirements of the brake disc 300. Therefore, it is necessary to consider introducing more airflow to remove the heat from the surface of the brake disc 300.

[0078] Therefore, please refer to Figure 3 、 Figure 4 and Figure 5 As shown, Figure 4 This is a schematic structural diagram of a second cooling assembly provided in an embodiment of the present application. Figure 5 This is a top view of the second cooling assembly provided in an embodiment of the present application. In some embodiments of the present application, the second cooling assembly 20 may include a main body 20A and a gas drive device 23.

[0079] In addition, a first air duct 21 may be formed in the main body 20A. The first air duct 21 is used to guide external air to the brake disc 300 under the action of the gas driving device 23 .

[0080] Exemplarily, the gas driving device 23 may be disposed in the first air duct 21 , so that the gas driving device 23 can directly introduce the airflow into the first air duct 21 .

[0081] In this way, when the vehicle 1000 is driven vigorously, the vehicle 1000 is in a low-speed state or a stationary state, or when the vehicle 1000 is driving at high speed or high load, and the first cooling component 10 cannot meet the heat dissipation demand of the brake disc 300, the gas drive device 23 of the embodiment of the present application can introduce external air into the first air duct 21, and the air can flow along the first air duct 21 to the brake disc 300, thereby increasing the air flow rate near the brake disc 300, improving the heat exchange capacity, and helping the brake disc 300 and surrounding accessories to quickly dissipate heat, thereby preventing the surrounding accessories and interior and exterior trims of the brake disc 300 from overheating and damage due to excessive temperature in the braking area, thereby causing damage to the performance of the entire vehicle and even causing track accidents.

[0082] In a possible structural design, the gas driving device 23 may be a fan. In this way, the fan can accelerate the flow of air in the first air duct 21, thereby increasing the air flow rate at the brake disc 300 and further improving the heat dissipation performance of the brake disc 300.

[0083] Optionally, the fan may be a centrifugal fan, that is, a fan in which airflow enters the impeller of the fan axially and flows mainly radially. For example, the centrifugal fan may be a centrifugal ventilator or a centrifugal blower, etc., which is not limited in this application.

[0084] Alternatively, the fan may be an axial flow fan, i.e., an airflow enters the fan's impeller axially and flows approximately along the axial direction on a cylindrical surface. Thus, the fan has a higher air output, which is beneficial for cooling the brake disc 300.

[0085] In some embodiments of the present application, the brake disc heat dissipation device 400 is applied to the aforementioned vehicle 1000, which may include at least one of a drive assembly, a battery pack, an air conditioning system, and an onboard refrigerator. The gas drive device is identical in structure to at least one of the fan of the drive assembly heat exchange system, the fan of the battery pack heat exchange system, the fan of the air conditioning system, and the fan of the onboard refrigerator.

[0086] The electric drive assembly (EDA) is a key component in electric and hybrid vehicles, primarily responsible for converting electrical energy into mechanical energy to drive the vehicle's tires. During operation, this conversion generates energy losses (such as copper and iron losses). These losses are converted into heat, causing the drive assembly temperature to rise.

[0087] If the temperature of the drive assembly is too high, it may have a negative impact on its performance and lifespan, such as reducing power output capacity, accelerating component aging, and even causing failures. Therefore, it is necessary to set up a drive assembly heat exchange system to achieve cooling of the drive assembly. The drive assembly heat exchange system may include a drive assembly heat exchanger and a first fan, and the first fan is used to increase the air flow rate at the drive assembly heat exchanger, thereby improving the heat exchange effect of the drive assembly heat exchange system. The fan of the drive assembly heat exchange system described in the embodiment of the present application is the first fan. In this way, the heat dissipation device 400 of the embodiment of the present application can not only increase the air flow rate at the brake disc 300 and thus improve the heat dissipation performance of the brake disc 300 by borrowing the fan of the drive assembly heat exchange system, but also does not need to set up an additional fan, thereby reducing the production cost of the vehicle 1000.

[0088] Similarly, the battery pack is a key component in electric and hybrid vehicles, storing and providing electrical energy to drive the vehicle. During operation, the battery pack generates a certain amount of heat. If the temperature is too high, it will have an adverse effect on the performance and life of the battery pack. Therefore, a battery pack heat exchange system is required to cool the battery pack. The battery pack heat exchange system can also include a battery pack heat exchanger and a second fan. The second fan is used to increase the air flow rate at the battery pack heat exchanger, thereby improving the heat exchange effect of the battery pack heat exchange system. The fan of the battery pack heat exchange system described in the embodiment of the present application can be this second fan.

[0089] In addition, the fans of the air-conditioning system and the car refrigerator both refer to fans located in the heat exchanger accessories on the refrigerant circulation loop, which are used to improve the heat exchange effect of the heat exchanger on the refrigerant circulation loop.

[0090] Thus, the heat dissipation device 400 of the present embodiment draws air into the first air duct 21 by utilizing the fan of the heat exchange system, the battery pack heat exchange system, the air conditioning system, or the vehicle refrigerator. This not only increases the air flow rate at the brake disc 300 but also eliminates the need for an additional fan, reducing the production cost of the vehicle 1000.

[0091] In some embodiments of the present application, the gas driving device 23 includes a fan disposed in the body 20A. In this way, the body 20A has a certain protective effect on the fan, thereby preventing the fan from being hit.

[0092] In some embodiments of the present application, the heat dissipation device 400 may further include an opening and closing member for controlling whether the first air duct 21 is in a ventilating state or a non-ventilating state. In the ventilating state, the first air duct 21 can guide external air to the brake disc. Thus, when the first air duct 21 is in the ventilating state, external air entering the first air duct 21 can flow into the brake disc 300, achieving heat exchange with the brake disc 300, thereby improving the heat exchange effect of the brake disc 300.

[0093] In one possible structural design, the opening and closing member may be a valve. Specifically, the valve may be an on-off valve, for example, a solenoid valve, a shut-off valve, etc., which is not limited in this application. Thus, by controlling the opening and closing of the valve, it is possible to determine whether the air flowing into the first air duct 21 flows to the brake disc 300, thereby controlling the flow path of the external air.

[0094] In some embodiments of the present application, the main body 20A is also formed with a second air duct 22, and the main body 20A is provided with a first air inlet 24, a first air outlet 25 and a second air outlet 26. The first air duct 21 and the second air duct 22 share the first air inlet 24, the air outlet of the first air duct 21 is the first air outlet 25, and the air outlet of the second air duct 22 is the second air outlet 26. The second air duct 22 is used to guide external air to the external environment when the first air duct 21 is in a non-ventilated state.

[0095] For example, the first air inlet 24 can also be set at the air intake grille at the front end of the vehicle 1000, the first air inlet 24 can be set between the two second air inlets 12, and the first air inlet 24 can also be set on the outside of the two second air inlets 12. This application does not limit this.

[0096] In this way, external air can enter the first air duct 21 through the first air inlet 24 and flow into the brake disc 300 along the first air duct 21, thereby cooling and dissipating the heat of the brake disc 300. When cooling the brake disc 300 is not required, external air can also enter the second air duct 22 through the first air inlet 24 and then flow out through the second air outlet 26.

[0097] It should be noted that the second air outlet 26 can be arranged above the front hood and close to the bottom of the windshield. In this way, when the second air duct 22 is in a ventilation state, the wind passing through the second air duct 22 can flow out through the second air outlet 26 and flow under the guidance of the windshield, which is beneficial to reduce wind resistance and improve the grip performance of the vehicle 1000.

[0098] In one possible structural design, the diameter of the first air inlet 24 gradually decreases as the external air flows into the first air duct 21. That is, the diameter of the first air inlet 24 gradually decreases along the direction from the first air inlet 24 to the first air duct 21. For example, the first air inlet 24 can also be configured as a trumpet-shaped structure.

[0099] Thus, utilizing aerodynamic principles, the trumpet-shaped design creates vortices as air flows into the first air duct, thereby improving heat dissipation efficiency. This design effectively increases the airflow velocity, enhancing the heat dissipation of the brake disc 300. Furthermore, the trumpet-shaped first air inlet 24 facilitates smoother air flow. As natural wind enters the long, narrow, and gradually narrowing air duct through the trumpet-shaped first air inlet 24, its wind (airflow) intensity is enhanced, thereby increasing the incoming air flow rate and velocity. Simultaneously, the trumpet-shaped first air inlet 24 reduces the noise generated by the air flow.

[0100] The first air inlet 24 can have a larger diameter than the second air inlet 12. Specifically, when both the second air inlet 12 and the first air inlet 24 are trumpet-shaped, the maximum diameter of the first air inlet 24 is larger than the maximum diameter of the second air inlet 12. This allows the vehicle 1000 to direct more air into the first air duct 21 during high-speed driving, significantly improving the heat dissipation efficiency of the brake disc 300.

[0101] In some embodiments of the present application, the opening and closing member is used to control the first air duct 21 to be in a ventilated state by placing the second air duct 22 in a non-ventilated state, and to control the first air duct 21 to be in a non-ventilated state by placing the second air duct 22 in a ventilated state. In other words, the opening and closing member can place one of the second air duct 22 and the first air duct 21 in a ventilated state and the other in a non-ventilated state. Thus, the opening and closing member can be controlled to allow external air to flow into the second air duct 22 or the first air duct 21, thereby achieving automated control of the flow path of the external air.

[0102] In some embodiments of the present application, the body 20A is formed with an air inlet channel 27 communicating with the first air inlet 24, as well as a first diversion channel 28 and a second diversion channel 29 communicating with the air inlet channel 27. The first air duct 21 includes the air inlet channel 27 and the first diversion channel 28, and the second air duct 22 includes the air inlet channel 27 and the second diversion channel 29. The first diversion channel 28 can communicate with the first air outlet 25, and the second diversion channel 29 can communicate with the second air outlet 26.

[0103] That is, the outside air flowing into the air inlet 24 through the first air inlet 24 can flow out of the first air outlet 25 through the first diversion duct, or the outside air flowing into the air inlet 27 through the first air inlet 24 can flow out of the second air outlet 26 through the second diversion duct. In this way, the air inlet duct 27, the first diversion duct 28, and the second diversion duct 29 are provided to guide the outside air to the external environment or the brake disc.

[0104] In one possible structural design, the opening and closing member can be located in the second diversion channel 29 or at the second air outlet 26. In another possible structural design, the opening and closing member can also be located in the first diversion channel 28 or at the first air outlet 25. This is not limited in this application. In this way, the opening and closing member can be controlled to guide external air to the external environment or the brake disc.

[0105] Optionally, the fan described above can be disposed in the air induction channel 27, so that the flow rate of the air in the air induction channel 27 can be accelerated, so that the external air can continue to flow into the air induction channel 27 from the first air inlet 24. Optionally, the fan can also be disposed in the second air flow channel.

[0106] In a possible structural design, along a first direction, the diameter of at least part of the first diversion channel 28 gradually decreases, and the first direction is the flow direction of the external gas along the first diversion channel 28 .

[0107] In some embodiments of the present application, the body 20A includes a housing 20A1 and an air guide 20A2. The air guide 20A2 forms a first diversion channel 28. The first air inlet 24 is provided in the housing 20A1, the first air outlet 25 is provided in the air guide 20A2, and the second air outlet 26 is provided in the housing 20A1. The air induction channel 27 can be provided in the housing 20A1. Optionally, the second diversion channel 29 can be provided in the air guide 20A2. Optionally, the second diversion channel 29 can also be provided in the housing 20A1.

[0108] In one possible structural design, the air guide 20A2 may be a shroud, disposed on the side of the gas drive device away from the air induction channel 27 and located on the outlet side of the gas drive device 23. The shroud is used to direct air to the brake disc 300. The shroud is a device for guiding airflow to enhance heat dissipation from the brake disc 300. The shroud can be configured in an aerodynamically compliant shape, such as a streamlined or airfoil-shaped shape, to reduce air volume, prevent vortex formation, and increase airflow velocity.

[0109] In this way, the airflow flows to the top of the front hood under the guidance of the fairing, with better aerodynamic effect, and the airflow is not easy to form vortices in the fairing, which is beneficial to reducing the drag coefficient of the whole vehicle, reducing the energy consumption of the whole vehicle, while increasing the downforce on the front axle, and increasing the maximum lateral acceleration of the car when cornering.

[0110] Among them, the air deflector can be fixedly connected to the vehicle body 100. In a possible structural design, the air deflector can be connected to the front cabin crossbeam through a first mounting device 31, connected to the front cabin cover and the front-end module crossbeam (i.e., explosion-proof beam sheet metal) through a second mounting device 32, fixed to the front anti-collision beam through a third mounting device 33, and then fixed to the front cabin cover through the front anti-collision beam assembly. In this way, the mounting structure of the air deflector is stable and can ensure that the main structure is not affected under high-speed airflow.

[0111] Exemplarily, the first mounting device 31 , the second mounting device 32 and the third mounting device 33 may all be connectors such as screws or snaps, and this application does not limit this.

[0112] In some embodiments of the present application, the main body 20A1 may also include a second ventilation duct 291, the first port 2911 of the second ventilation duct 291 may be connected to the first air outlet 25, and the second port 2912 of the second ventilation duct 291 may be set toward the brake disc 300, so that the external air flowing out of the first air outlet 25 can flow to the brake disc 300 to achieve cooling of the brake disc 300.

[0113] In some embodiments of the present application, the heat dissipation device 400 may further include a heat exchange component 40 , at least a portion of which is disposed in the first air duct 21 , and the heat exchange component 40 is used to exchange heat with the component to be heat exchanged.

[0114] In this way, the airflow flowing into the first air duct 21 can also exchange heat for the heat exchange component 40 of the vehicle 1000, without the need to set up an additional air duct to cool the heat exchange component 40, thereby improving the space utilization of the vehicle 1000.

[0115] See also Figure 6 and Figure 7 , Figure 6 A schematic structural diagram of a fan provided in an embodiment of the present application is shown. Figure 7A structural schematic diagram of a heat exchange component provided in an embodiment of the present application is shown. In a possible structural design, the heat exchange component 40 can be arranged on the windward side of the gas drive device 23 and connected to the gas drive device 23. Exemplarily, a first fixing device 41 is provided on the heat exchange component 40, and a second fixing device 231 is provided on the gas drive device 23. The heat exchange component 40 and the gas drive device 23 are connected by the first fixing device 41 and the second fixing device 231. Exemplarily, the first fixing device 41 and the second fixing device 231 can be bolts, nuts or clips, hooks, etc., respectively, and the present application does not limit this.

[0116] In this way, the airflow introduced into the first air duct 21 by the gas drive device 23 can also exchange heat with the heat exchange assembly 40, which is beneficial for improving the heat exchange effect of the heat exchange assembly 40. In addition, the connection between the heat exchange assembly 40 and the gas drive device 23 can prevent the gas drive device 23 and the heat exchange assembly 40 from shaking due to the airflow, thereby improving the connection strength between the gas drive device 23 and the heat exchange assembly 40.

[0117] For example, Figure 4 As shown, a first area A is formed in the first air duct 21 , and the heat exchange component 40 and the gas driving device 23 can be arranged in the first area A.

[0118] In addition, the windward surface of the heat exchange component 40 can be tilted on the vehicle body. Optionally, the windward surface of the heat exchange component 40 can be tilted forward by 25-65 degrees. For example, the windward surface of the heat exchange component 40 can be tilted forward by 25 degrees, 35 degrees, 45 degrees, 55 degrees, or 65 degrees.

[0119] In a possible structural design, the windward side of the heat exchange component 40 can be set toward the front of the vehicle, and the windward side of the heat exchange component 40 can be tilted downward. This is beneficial to reduce the Z direction (i.e. Figure 1 The heat exchange assembly 40 occupies less space (in the Z direction), facilitating the design of various components within the vehicle body 100. In another possible structural design, the windward surface of the heat exchange assembly 40 can be arranged toward the front of the vehicle, and the windward surface of the heat exchange assembly 40 is tilted upward.

[0120] In this way, the windward surface of the heat exchange component 40 can be tilted on the vehicle body 100, thereby reducing the Z-direction space occupied by the heat exchange component 40 on the vehicle body 100, which is conducive to solving the problem of limited Z-direction space of the vehicle 1000 and can ensure sufficient heat exchange between the heat exchange component 40 and the airflow.

[0121] In addition, in order to improve the connection strength between the gas drive device 23 and the heat exchange component 40, in some embodiments, the gas drive device 23 and the heat exchange component 40 can also be connected to the guide cover 222. For example, the gas drive device 23 and the heat exchange component 40 can be connected to the guide cover 222 by connecting parts such as bolts, screws or snaps, and this application does not limit this.

[0122] In some embodiments, the heat exchange assembly 40 may include a first heat exchanger configured to exchange heat with the refrigerant in the refrigerant circulation piping of the battery pack, air conditioner, or vehicle refrigerator. In other words, the refrigerant circulation piping of the battery pack, air conditioner, or vehicle refrigerator constitutes at least a portion of the component to be heat exchanged. This eliminates the need for a separate air duct to cool the first heat exchanger, thereby improving space utilization within the vehicle 1000.

[0123] In other embodiments, the heat exchange assembly 40 may further include a second heat exchanger, wherein the second heat exchanger is used to exchange heat with the drive assembly. In other words, the drive assembly constitutes at least a portion of the component to be heat exchanged.

[0124] The first heat exchanger and the second heat exchanger may be the same heat exchanger, or they may be different heat exchangers, which is not limited in the present application.

[0125] In some embodiments of the present application, the heat dissipation device 400 may further include a temperature detection device, which is disposed on the brake disc 300 and is used to detect the temperature of the brake disc 300 .

[0126] In this way, when the temperature of the brake disc 300 is high, the opening and closing part can be controlled to close, so that the air flow flowing into the first air duct 21 flows out from the first air outlet and blows toward the brake disc 300, thereby avoiding the brake disc 300 from overheating, reducing the wear of the brake disc 300, and ensuring the service life and braking effect of the brake disc 300.

[0127] In some embodiments of the present application, the vehicle 1000 may further include a temperature detection device and a controller, wherein the temperature detection device is used to detect the brake fluid temperature of the vehicle 1000. The temperature detection device is electrically connected to the controller.

[0128] The controller can be configured to control the opening and closing member to open in a first operating mode. Specifically, in track mode, when the vehicle 1000 is performing a track-speed lap, it is necessary to maintain the vehicle's aerodynamics, i.e., reduce wind resistance while increasing downforce on the front and rear axles. Therefore, the opening and closing member needs to be opened. The controller opens the second air outlet 26, and air flows through the heat exchange assembly 40 and out of the second air outlet 26, thereby creating a flow field and reducing wind resistance.

[0129] The controller may also be configured to: upon detecting that the brake fluid temperature of the vehicle 1000 is greater than or equal to a first temperature value, determine whether the vehicle speed of the vehicle 1000 is less than or equal to the first speed value, and if so, close the switch; otherwise, keep the switch open.

[0130] The first temperature may be up to 180 degrees Celsius, and the first speed may be up to 50 km / h.

[0131] It should be noted that, according to actual measurements, the upper operating temperature limit of the brake fluid in vehicle 1000 is 180 degrees Celsius. That is, when the brake fluid in vehicle 1000 exceeds 180 degrees Celsius, the braking capacity of vehicle 1000 declines and fails to meet operating requirements. However, when vehicle 1000 is traveling at a relatively high speed (greater than or equal to 50 km / h), the first air duct 21 has a relatively small impact on the brake system's heat dissipation capacity. At this time, the brake system's cooling air primarily enters through the third air duct 11. However, due to the excessively high brake fluid temperature, the controller can activate a warning device (e.g., an audio system) to alert the driver to certain power output limits to prevent accidents on the track.

[0132] When the vehicle 1000 is traveling at a speed lower than 50 km / h, it can be considered that the vehicle 1000 is no longer driving on the track. At this time, due to the reduction in vehicle speed, the air flow provided to the braking area by the third air duct 11 is insufficient to ensure that the temperature in this area is in a controllable state, and there is a risk of heat damage caused by excessive temperature. At this time, the second air outlet 26 is closed, and the air entering the air guide 222 through the gas drive device 23 flows into the brake disc area through the first air duct 21, thereby increasing the air flow in this area. Moreover, since the first air duct 21 is facing the brake disc 300, it blows air directly to the heat source (i.e., the brake disc 300), with high heat dissipation efficiency, capable of cooling, and effectively realizing thermal management control.

[0133] In other embodiments of the present application, Figure 8 and Figure 9 As shown, the heat dissipation device 400 can also include a first radiator 50, and the first radiator 50 can be arranged in a first cooling air duct. The first cooling air duct includes a third air inlet 51 and a fourth air outlet 52. The first radiator 50 is arranged between the third air inlet 51 and the fourth air outlet 52. The third air inlet 51 can be arranged flush with the first air inlet 24 and the second air inlet 12, and both are arranged at the front end of the vehicle body. The fourth air outlet 52 is connected to the brake disc 300.

[0134] In this way, when other heat dissipation methods still cannot meet the heat dissipation needs of the vehicle 1000, external cold air can also enter the first cooling air duct from the third air inlet 51, and blow to the surface of the brake disc 300 through the first radiator 50 and the fourth air outlet 52, taking away the heat on the surface of the brake disc 300, thereby further cooling it.

[0135] A fender opening 70 may be provided on the surface of the front wheel fender 60 facing the first radiator 50 , and the fourth air outlet 52 of the first cooling air duct may be provided toward the fender opening 70 .

[0136] In addition, the fender opening 70 can be fixed on the front wheel fender 60 by screwing. When other heat dissipation methods still cannot meet the heat dissipation requirements of the vehicle 1000, the controller can start the fender opening 70, and the external cold air can also enter the first cooling air duct from the third air inlet 51, and blow to the surface of the brake disc 300 through the first radiator 50, the fourth air outlet 52, and the fender opening 70, taking away the heat on the surface of the brake disc 300, thereby further cooling it.

[0137] In understanding the scope of the present invention, the term "comprise" and its derivatives as used herein are intended to be open terms that specify the presence of stated features, elements, components, groups, wholes, and / or steps, but do not exclude the presence of other unstated features, elements, components, groups, wholes, and / or steps. This concept also applies to words with similar meanings, such as the terms "include," "have," and their derivatives.

[0138] As used herein, the terms "attached" or "attached" include: configurations where an element is directly secured to another element by securing it directly to the other element; configurations where an element is indirectly secured to the other element by securing it to an intermediate member that is in turn secured to the other element; and configurations where one element is integral with the other, i.e., one element is substantially a part of the other. This definition also applies to words with similar meanings such as "connect," "connect," "couple," "mount," "bond," "secure," and their derivatives. Finally, terms of degree such as "substantially," "approximately," and "approximately" as used herein represent an amount of deviation that would modify the term such that the end result would not be significantly changed.

[0139] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art in the art of the present invention. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present invention. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise indicated.

[0140] The utility model has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the utility model to the described embodiments. In addition, those skilled in the art will understand that the utility model is not limited to the above embodiments and that various variations and modifications may be made based on the teachings of the utility model, and such variations and modifications are all within the scope of protection claimed by the utility model.

Claims

1. A heat dissipation device for a brake disc, characterized in that: The invention comprises a gas driving device (23) and a body (20A), wherein the body (20A) is formed with a first air duct (21), and the first air duct (21) is used for guiding external air to the brake disc under the action of the gas driving device (23).

2. The heat dissipation device for a brake disc according to claim 1, characterized in that: The gas driving device (23) is a fan.

3. The heat dissipation device for a brake disc according to claim 2, characterized in that: Applied to a vehicle, the vehicle comprising at least one of a drive assembly, a battery pack, an air conditioning system, and an onboard refrigerator; The gas driving device (23) has the same structure as at least one of the fan of the drive assembly heat exchange system, the fan of the battery pack heat exchange system, the fan of the air conditioning system, and the fan of the vehicle refrigerator.

4. The heat dissipation device for a brake disc according to any one of claims 1 to 3, characterized in that: The gas driving device (23) is a fan, and the fan is arranged in the body (20A).

5. The heat dissipation device for a brake disc according to claim 4, characterized in that: The fan is arranged in the first air duct (21).

6. The heat dissipation device for a brake disc according to any one of claims 1 to 3, characterized in that: It also includes an opening and closing member, which is used to control the first air duct (21) to be in a ventilation state or a non-ventilation state. The first air duct (21) can guide external air to the brake disc in the ventilation state.

7. The heat dissipation device for a brake disc according to claim 6, characterized in that: The opening and closing member is a valve.

8. The heat dissipation device for a brake disc according to claim 6, characterized in that: The main body (20A) is further formed with a second air duct (22). The main body (20A) is provided with a first air inlet (24), a first air outlet (25) and a second air outlet (26). The first air duct (21) and the second air duct (22) share the first air inlet (24). The air outlet of the first air duct (21) is the first air outlet (25), and the air outlet of the second air duct (22) is the second air outlet (26). The second air duct (22) is used to guide external air to the external environment when the first air duct (21) is in a non-ventilated state.

9. The heat dissipation device for a brake disc according to claim 8, characterized in that: Applied to a vehicle, the second air outlet (26) is used to be arranged above the front hatch of the vehicle and close to the bottom of the windshield.

10. The heat dissipation device for a brake disc according to claim 8, characterized in that: The opening and closing member is used to control the first air duct (21) to be in a ventilation state by placing the second air duct (22) in a non-ventilation state, and to control the first air duct (21) to be in a non-ventilation state by placing the second air duct (22) in a ventilation state.

11. The heat dissipation device for a brake disc according to claim 8, characterized in that: The main body (20A) is formed with an air inlet channel (27) connected to the first air inlet (24), and a first diversion channel (28) and a second diversion channel (29) connected to the air inlet channel (27); the first air duct (21) includes the air inlet channel (27) and the first diversion channel (28); and the second air duct (22) includes the air inlet channel (27) and the second diversion channel (29).

12. The heat dissipation device for a brake disc according to claim 11, characterized in that: The opening and closing member is arranged on the second diversion channel (29) or on the second air outlet (26).

13. The heat dissipation device for a brake disc according to claim 11, characterized in that: The gas driving device (23) includes a fan arranged in the air induction channel (27).

14. The heat dissipation device for a brake disc according to claim 11, characterized in that: The main body (20A) includes a shell (20A1) and an air guide (20A2), the air guide (20A2) forms the first diversion channel (28), the first air inlet (24) is arranged on the shell (20A1), the first air outlet (25) is arranged on the air guide (20A2), and the second air outlet (26) is arranged on the shell (20A1).

15. The heat dissipation device for a brake disc according to claim 14, characterized in that: Along a first direction, at least a portion of the aperture of the first branch channel (28) gradually decreases, and the first direction is the flow direction of external gas along the first branch channel (28).

16. The heat dissipation device for a brake disc according to claim 8, characterized in that: As the external gas flows into the first air duct (21), the diameter of the first air inlet (24) gradually decreases.

17. The heat dissipation device for a brake disc according to any one of claims 1 to 3, characterized in that: It also includes a flow guide (10A), wherein a third air duct (11) is formed in the flow guide (10A), and the third air duct (11) is used to guide external air to the brake disc.

18. The heat dissipation device for a brake disc according to claim 17, characterized in that: A second air inlet (12) and a third air outlet (13) are also formed on the flow guide (10A); the air inlet of the third air duct (11) is the second air inlet (12), and the air outlet of the third air duct (11) is the third air outlet (13).

19. The heat dissipation device for a brake disc according to claim 18, characterized in that: As the external air flows into the third air duct (11), the diameter of the second air inlet (12) gradually decreases.

20. The heat dissipation device for a brake disc according to any one of claims 1 to 3, characterized in that: It also includes a heat exchange component (40), which is arranged on the windward side of the gas drive device (23).

21. The heat dissipation device for a brake disc according to claim 20, characterized in that: The heat exchange assembly (40) includes a first heat exchanger, which is used to exchange heat with the refrigerant in the refrigerant circulation pipeline of the vehicle refrigerator or air conditioner, or the battery pack.

22. The heat dissipation device for a brake disc according to claim 20, characterized in that: The heat exchange component (40) includes a second heat exchanger, and the second heat exchanger is used for exchanging heat with the drive assembly.

23. The heat dissipation device for a brake disc according to any one of claims 1 to 3, characterized in that: It also includes a temperature detection device, which is used to be arranged on the brake disc to detect the temperature of the brake disc.

24. A brake disc assembly, characterized in that: A heat dissipation device (400) for a brake disc comprising a brake disc (300) and the brake disc according to any one of claims 1 to 23.

25. A vehicle, characterized in that: The invention comprises a vehicle body (100) and a heat dissipation device (400) for a brake disc according to any one of claims 1 to 23, or a brake disc assembly according to claim 24, wherein the heat dissipation device (400) for the brake disc is arranged on the vehicle body (100).

26. The vehicle according to claim 25, characterized in that The brake disc heat dissipation device (400) further comprises a heat exchange component (40), wherein the windward surface of the heat exchange component (40) is arranged obliquely on the vehicle body (100).

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