Radiating device of dry brake of engineering vehicle

Abstract

The utility model discloses a radiating device of a dry brake of an engineering vehicle, which belongs to the technical field of disc brakes and comprises a rotating gear ring, an inner bearing ring and a fan component. The rotating gear ring is used for being fixedly installed on the inner side of a hub and synchronously rotates with the hub. The inner bearing ring and the rotating gear ring are coaxially arranged, a transmission gear set is arranged between the inner bearing ring and the transmission gear ring to form an epicyclic gear train, kinetic energy of the rotating gear ring is transmitted to the inner bearing ring, and the speed increasing effect of the epicyclic gear train enables the rotating speed of the inner bearing ring to be larger than that of the rotating gear ring. The fan assembly is fixed to the inner bearing ring and synchronously rotates along with the inner bearing ring. According to the heat dissipation device, the structure of an original component does not need to be changed during installation, the heat dissipation device can be directly used for brake heat dissipation of an existing dry type axle assembly conveniently, the speed-increasing gearbox of a specific structure is adopted in the heat dissipation device to enable the fan to rotate at the large-multiple wheel rotating speed, the ventilation quantity blown to the brake is greatly increased, and heat dissipation can be effectively conducted on the brake.

Description

Technical Field

[0001] This utility model relates to the field of disc brake technology, specifically a heat dissipation device for dry brakes of engineering vehicles. Background Technology

[0002] When a vehicle brakes continuously down a long slope or brakes at high speed, the brake disc's operating temperature rises sharply due to friction with the brake pads. After the temperature rises to a certain level, the braking effect decreases or even fails. If the braking intensity and time continue to increase, and the temperature continues to rise, the internal materials of the brake disc and brake pads will undergo chemical changes, leading to changes in molecular structure and permanently affecting the braking effect.

[0003] Commonly used brake cooling methods in the prior art include cooling water spray, fan cooling, and heat dissipation hole cooling.

[0004] Cooling water spraying is a method of heat dissipation that directly sprays cooling water to quickly absorb and remove the heat generated by brake friction, effectively reducing brake temperature and preventing a decline in braking performance due to overheating. Its disadvantages include: the need for an additional cooling system, increasing vehicle complexity and cost; the need to consider a continuous supply of cooling water, increasing operating costs; and in cold regions, the cooling water can cause road icing, affecting normal vehicle operation.

[0005] Fan-driven cooling typically employs axial fans or motor drives. Existing axial fan cooling involves adding an air-cooling system to the outer ends of the existing axle assembly. Fans are mounted on the axle shaft, wheel hub, etc., and a speed increaser propels the axial fan to rotate several times faster than the wheel, directing airflow towards the brakes for continuous cooling. Disadvantages include: the fan's location on the outer edge of the wheel rim poses a significant safety hazard by potentially trapping nearby people or objects; the need to modify the wheel hub or axle for installation; and limited cooling effect on the brake discs due to the airflow passing through the wheel rim spokes. Motor-driven cooling uses forced ventilation to cool the brake discs. Because motor drives provide continuous and stable airflow, they significantly improve cooling efficiency, ensuring the stability and reliability of the braking system under prolonged use or high-intensity operating conditions. Disadvantages include: a relatively complex structural design requiring careful arrangement of the motor and torque transmission mechanism to fit within the confined installation space of the braking device.

[0006] Heat dissipation through vents achieves air cooling by setting multiple vents on the brake disc. Its disadvantages are: it is greatly affected by vehicle speed; at low speeds, the cooling effect obtained through the vents is very limited. This method is not suitable for engineering vehicles, which use wheel-side reducers and operate at low speeds.

[0007] In summary, while the above brake cooling solutions offer some cooling capacity, water cooling increases operating costs and the freezing of the coolant can affect normal driving. Existing axial fan installations require modifications to the axle or wheel hub and are mounted on the outer side of the rim, forcing the fan airflow to pass through the rim spokes to reach the brake disc, thus limiting cooling effectiveness. Motor-driven fan cooling devices are structurally complex, and vented cooling is unsuitable for slower-moving engineering vehicles. Therefore, providing a brake cooling system that does not affect normal driving, requires no modification to the existing axle and wheel hub, and whose cooling effect is less affected by vehicle speed is a pressing issue for engineers in the field. Utility Model Content

[0008] This invention provides a heat dissipation device for a dry brake to solve the above-mentioned technical problems.

[0009] According to one aspect of this utility model, a heat dissipation device for a dry brake is provided, comprising a rotating gear ring, an inner bearing ring, and a fan assembly; the rotating gear ring is fixedly installed inside the wheel hub and rotates synchronously with the wheel hub; the inner bearing ring is coaxially arranged with the rotating gear ring, and a transmission gear set is provided between the inner bearing ring and the transmission gear ring to form a planetary gear system, which transmits the kinetic energy of the rotating gear ring to the inner bearing ring, and the speed-increasing effect of the planetary gear system makes the rotational speed of the inner bearing ring greater than that of the rotating gear ring; the fan assembly is fixed to the inner bearing ring and rotates synchronously with the inner bearing ring.

[0010] Optionally, the transmission gear set includes a gear shaft, a first gear, a second gear, and a fixed ring frame. Both the rotating gear ring and the fixed ring frame are provided with external teeth. The first gear and the second gear are coaxially fixed on the gear shaft. The first gear meshes with the rotating gear ring, and the second gear meshes with the fixed ring frame. The fixed ring frame is used to fix it to the vehicle brake.

[0011] Optionally, an upper support ring is fixedly mounted on the outer sleeve of the rotating gear ring, and a gear is located in the cavity formed between the upper support ring and the rotating gear ring. A rolling bearing for supporting the gear shaft is provided between the upper support ring and the rotating gear ring.

[0012] Optionally, the fixed ring frame is provided with an upper support ring two, which is fixedly connected to the upper support ring one. The gear two is located between the upper support ring two and the fixed ring frame, and the fixed ring frame and the gear shaft are supported by a rolling bearing two.

[0013] Optionally, the fan assembly includes a mounting base and a fan fixed on the mounting base, wherein the mounting base and the gear shaft are connected by a rolling bearing to achieve radial and axial rolling positioning.

[0014] Optionally, the structure of the gear shaft, gear one, and gear two is provided in four sets evenly spaced along the circumference on the rotating gear ring.

[0015] Optionally, a fixing bracket is fixedly connected to the fixing ring frame, and one end of the fixing bracket passes through the mounting base for fixing the brake.

[0016] Optionally, the mounting base is annular, and the fan includes a plurality of fan blades distributed circumferentially along the mounting base.

[0017] Optionally, a retaining ring is provided on the side of the fan blade away from the mounting base, and the retaining ring connects multiple fan blades to improve stability.

[0018] Optionally, the end of the fan blade furthest from the mounting base extends outside the hub.

[0019] In summary, this application includes at least one of the following beneficial technical effects:

[0020] This solution involves fixing a rotating gear ring to the inside of the wheel hub, which rotates synchronously with the hub. The kinetic energy of the rotating gear ring is transferred to the transmission gear set, forming a planetary gear train. Through a precise gear transmission speed-increasing design, the planetary gear train ensures that the inner bearing ring rotates at a much higher speed than the rotating gear ring, significantly improving power transmission efficiency. The inner bearing ring is fixedly connected to the fan assembly and rotates at high speed synchronously with it, generating a powerful airflow that directly acts on the brake surface, achieving highly efficient heat dissipation. The entire device is designed inside the wheel hub, close to the brake, with a short and unobstructed airflow path, further improving heat dissipation efficiency. It also avoids the impact of structural modifications on the original axle, wheel hub, or brake system, making installation convenient and highly adaptable. Furthermore, the fan, through the speed-increasing effect of the planetary gear train, can rotate at high speed independently of the vehicle speed, ensuring stable and reliable heat dissipation even at low speeds or during prolonged operation. It is not limited by the low-speed characteristics of engineering vehicles and effectively suppresses brake disc temperature rise. By efficiently dissipating heat, the thermal fade of the brakes is slowed down, extending their service life and improving braking stability and safety. This provides engineering vehicles with a high-quality heat dissipation solution that requires no additional complex devices and does not affect normal driving.

[0021] In addition to the objectives, features, and advantages described above, this utility model has other objectives, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0023] Figure 1 This is a schematic diagram of the cooling device for the dry brake of an engineering vehicle installed on the axle assembly, according to an embodiment of the present invention.

[0024] Figure 2 This is a cross-sectional view of the heat dissipation device for the dry brake of an engineering vehicle according to an embodiment of the present utility model.

[0025] Figure 3 This is a schematic diagram illustrating the principle of the speed-increasing gearbox in the cooling device of the dry brake for engineering vehicles, according to an embodiment of this utility model.

[0026] Legend:

[0027] 1. Axle; 2. Wheel rim; 3. Cooling device; 4. Brake; 31. Rotating gear ring; 32. Fixed ring bracket; 33. Gear shaft; 34. Gear 1; 35. Gear 2; 36. Rolling bearing 1; 37. Upper support ring 1; 38. Upper support ring 2; 39. Rolling bearing 2; 310. Inner bearing ring; 311. Fixed bracket; 312. Mounting base; 313. Fan. Detailed Implementation

[0028] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0029] The following is in conjunction with the appendix Figure 1-3 This application will be described in further detail.

[0030] This application discloses a heat dissipation device for a dry brake.

[0031] Figure 1 This is a schematic diagram of the cooling device 3 of the dry brake 4 of an engineering vehicle installed on the axle 1 assembly, according to an embodiment of the present invention. The assembly includes the axle 1, wheel rim 2, cooling device 3, and brake 4. The axle 1 provides support and power transmission for the wheel rim 2, brake 4, and cooling device 3. The wheel rim 2 rotates synchronously with the axle 1 and drives the cooling device 3 installed inside it. The cooling device 3 is connected to the wheel rim 2 through a rotating gear ring 31, transmitting power to the speed-increasing gear set and the fan 313 assembly to achieve high-speed heat dissipation. The fan 313 assembly blows directly onto the adjacent brake 4, effectively reducing the temperature rise of the brake 4 during operation.

[0032] Reference Figure 2The cooling system of the dry brake for engineering vehicles includes a rotating gear ring 31, an inner bearing ring 310, and a fan 313 assembly. The rotating gear ring 31 is fixedly installed inside the wheel hub and rotates synchronously with the wheel hub. The inner bearing ring 310 is coaxially arranged with the rotating gear ring 31, and a transmission gear set is arranged between the inner bearing ring 310 and the transmission gear ring to form a planetary gear system, which transfers the kinetic energy of the rotating gear ring 31 to the inner bearing ring 310. The speed-increasing effect of the planetary gear system makes the rotational speed of the inner bearing ring 310 greater than that of the rotating gear ring 31. The fan 313 assembly is fixed to the inner bearing ring 310 and rotates synchronously with the inner bearing ring 310. By fixing the rotating gear ring 31 to the inside of the wheel hub and making it rotate synchronously with the wheel hub, the kinetic energy of the wheel is transferred to the inner bearing ring 310 through the transmission gear set. The inner bearing ring 310 is coaxially arranged with the rotating gear ring 31, and the planetary gear system formed by the transmission gear set achieves speed increase, making the rotational speed of the inner bearing ring 310 much higher than that of the rotating gear ring 31, thereby providing high-speed power to the fan 313 assembly. The fan 313 assembly is fixed on the inner bearing ring 310 and rotates synchronously with the inner bearing ring 310. The high-speed rotating fan 313 generates a strong airflow, which is directly blown onto the adjacent brake 4 surface, thereby quickly removing the heat generated by friction in the brake 4 and preventing a decrease in braking performance. The rotating gear ring 31 is located inside the wheel hub, close to the axle 1 as the kinetic energy source. The inner bearing ring 310 acts as a speed-increasing medium between the rotating gear ring 31 and the fan 313 assembly through the transmission gear set. The fan 313 assembly is located on the side close to the brake 4, realizing the design of direct airflow acting on the brake 4. The entire structure is compact and does not change the original axle 1 and wheel hub structure, ensuring device compatibility. At the same time, it can still provide efficient heat dissipation under low speed or high load conditions, extending the service life of brake 4 and improving its stability and safety.

[0033] Specifically, the transmission gear set includes a gear shaft 33, a first gear 34, a second gear 35, and a fixed ring frame 32. Both the rotating gear ring 31 and the fixed ring frame 32 have external teeth. The first gear 34 and the second gear 35 are coaxially fixed to the gear shaft 33. The first gear 34 meshes with the rotating gear ring 31, and the second gear 35 meshes with the fixed ring frame 32. The fixed ring frame 32 is used to fix the gear to the vehicle brake 4. The rotating gear ring 31 and the fixed ring frame 32 are each provided with external teeth. The rotating gear ring 31 is responsible for receiving the rotational kinetic energy of the wheel hub and transmitting the power to the second gear 35, which is coaxially fixed to the gear shaft 33, through the meshing first gear 34. The second gear 35 further meshes with the fixed ring frame 32. This transmission path forms a planetary gear system, allowing power to be transmitted from the rotating gear ring 31 through the first gear 34, the gear shaft 33, and the second gear 35 to the inner bearing ring 310 on the fixed ring frame 32. Due to the speed-increasing effect of the planetary gear train design, the inner bearing ring 310 rotates at a higher speed than the rotating gear ring 31. The fixed ring bracket 32 ​​is mounted on the vehicle brake 4, and its function is to provide stable mounting support for the gear set while ensuring the accuracy and stability of power transmission. This design utilizes the meshing and coaxial fixing characteristics of the gear set to convert the original low-speed rotation into high-speed output, providing strong power to the fan 313 and achieving efficient heat dissipation.

[0034] Figure 3 This is a schematic diagram illustrating the principle of the cooling device 3 and speed-increasing gearbox of the dry brake 4 for engineering vehicles according to an embodiment of this utility model. In the diagram, Z1, Z2, Z2', Z3, and H correspond to the rotating gear ring 31, gear one 34, gear two 35, fixed ring frame 32, and inner bearing ring 310, respectively. The key to this principle lies in calculating the transmission ratio of the planetary gear train of the speed-increasing gearbox. A calculation method that transforms the planetary gear train into a fixed-axis gear train is used. A common angular velocity "-ωH" is added to the entire planetary gear train, causing it to rotate around the fixed axis of the inner bearing ring 310 of the planetary carrier. At this time, the relative motion between the components remains unchanged, and the angular velocity of the inner bearing ring 310 of the planetary carrier becomes zero, that is, the inner bearing ring 310 of the planetary carrier is "stationary." Thus, the planetary gear train is transformed into a fixed-axis gear train. In a specific embodiment, Z1 = 324, Z2 = 17, Z2' = 18, and Z3 = 323 are taken. The specific calculation process of the gear train transmission ratio is as follows:

[0035]

[0036] Based on the above calculations, the speed-increasing gearbox causes the fan 313 to rotate at a speed 17.1 times that of the wheel, which greatly increases the airflow to the brake 4. This effectively suppresses the temperature rise of the brake disc, provides continuous and rapid heat dissipation for the brake 4, extends the service life of the brake 4, and improves the vehicle's braking performance, stability, and safety.

[0037] Reference Figure 2To improve the stability of the transmission system and ensure the normal operation of gear 34, an upper support ring 37 is fixedly fitted over the rotating gear ring 31. Gear 34 is located in the cavity formed between the upper support ring 37 and the rotating gear ring 31. A rolling bearing 36 for supporting gear shaft 33 is provided between the upper support ring 37 and the rotating gear ring 31. By fixing the upper support ring 37 over the rotating gear ring 31, a closed cavity is formed, providing protection and support for the operation of gear 34. At the same time, placing gear 34 in the cavity between the upper support ring 37 and the rotating gear ring 31 effectively isolates external impurities and contaminants, enhancing the stability and durability of the structure. The rolling bearing 36 between the upper support ring 37 and the rotating gear ring 31 supports gear shaft 33, enabling it to rotate smoothly and reducing friction, thereby improving transmission efficiency and service life. During operation, the rotating gear ring 31 rotates with the hub to transmit power to the meshing gear 34. The gear 34 further transmits power to the gear 35 through the gear shaft 33. Meanwhile, the rolling bearing 36 reduces the frictional resistance between the bearing components during this process, ensuring the smooth operation of the gear shaft 33.

[0038] Similarly, to ensure the normal operation of gear 35, an upper support ring 38 is fitted over the fixed ring 32. The upper support ring 38 is fixedly connected to the upper support ring 37. Gear 35 is located between the upper support ring 38 and the fixed ring 32. The fixed ring 32 and the gear shaft 33 are supported by a rolling bearing 39. The placement of gear 35 between the upper support ring 38 and the fixed ring 32 effectively protects the operating environment of gear 35 and reduces the impact of external contaminants on gear transmission. The rolling bearing 39 between the fixed ring 32 and the gear shaft 33 further reduces the frictional resistance of the gear shaft 33 during transmission, ensuring smooth and efficient operation of the gear shaft 33.

[0039] Furthermore, to optimize the transmission structure, four sets of gear shafts 33, gear one 34, and gear two 35 are evenly spaced circumferentially on the rotating gear ring 31. This design, through multi-point distribution, makes power transmission more uniform, effectively reducing the load on individual gear meshing components and improving the stability and durability of the transmission system. Each set of gear shafts 33 is equipped with gear one 34 and gear two 35 respectively. Gear one 34 meshes with the rotating gear ring 31, and gear two 35 meshes with the fixed ring frame 32. The gear shafts 33 are supported between the rotating gear ring 31 and the fixed ring frame 32 by rolling bearings, forming multiple transmission paths. The even circumferential distribution not only ensures the force balance of the rotating gear ring 31, reducing vibration and offset, but also allows the inner bearing ring 310 to rotate more smoothly and at a higher speed, thereby improving the high-speed operating efficiency of the fan 313. This layout, through the division of labor and cooperation among multiple sets of gears, optimizes the power transmission path and enhances the overall stability of the device.

[0040] The fan 313 assembly includes a mounting base 312 and a fan 313 fixed on the mounting base 312. The mounting base 312 and the gear shaft 33 are connected by a rolling bearing to achieve radial and axial rolling positioning. By setting the rolling bearing between the mounting base 312 and the gear shaft 33 of the fan 313 assembly, radial and axial rolling positioning of the fan 313 assembly is achieved, ensuring that the fan 313 maintains stable operation at high speed and reducing friction and energy loss during operation.

[0041] A fixing bracket 311 is fixedly connected to the fixing ring 32. One end of the fixing bracket 311 passes through the mounting base 312 and is used to fix the brake 4. The purpose of this design is to provide a stable mounting base for the entire heat dissipation device 3, to firmly position the heat dissipation device 3 near the brake 4, and to ensure that the airflow generated by the fan 313 assembly can directly and effectively act on the surface of the brake 4.

[0042] Reference Figure 2 The mounting base 312 is annular, and the fan 313 includes multiple fan blades distributed circumferentially along the mounting base 312. The annular mounting base 312 provides a stable foundation for the fan 313 and ensures that the fan blades are symmetrically distributed around the central axis, avoiding vibration or performance degradation caused by unbalanced rotation. The uniform circumferential distribution of the fan blades maximizes the number of blades and coverage area using the annular structure, while generating a stable and strong airflow through high-speed rotation, directly acting on the heat source of the brake 4. This design, through the support of the annular mounting base 312 and the combination of the multi-blade structure, ensures the smooth operation of the fan 313 and the efficient transfer of airflow, while enhancing heat dissipation, providing reliable temperature control for the brake 4, extending its service life, and improving performance stability.

[0043] The shape of the fan blades can be designed as straight, curved, or spiral. Straight fan blades have a simple structure and are suitable for directing airflow directly to the target, but the air volume is relatively small. Curved fan blades increase air volume and reduce air resistance and noise by bending backward or forward, making them suitable for scenarios requiring high air volume. Spiral fan blades gradually twist into a spiral shape along the radial direction, which can generate greater air volume and air pressure, making them suitable for high-efficiency heat dissipation needs. These designs can be adjusted according to specific heat dissipation requirements. At the same time, the circumferential uniform distribution of multiple fan blades ensures uniform and stable airflow, improves heat dissipation efficiency, and enhances the reliability of the fan 313.

[0044] A retaining ring is located on the side of the fan blades furthest from the mounting base 312. This retaining ring connects multiple fan blades to enhance stability. The retaining ring and fan blades can be connected in various ways to ensure structural stability and operational reliability. Common designs include screw fixing, snap-fit ​​connection, or one-piece molding. Screw fixing involves evenly distributed mounting holes on the inner side of the retaining ring, using screws to securely connect the retaining ring to the distal end of each fan blade. Snap-fit ​​connection uses embedded slots on the retaining ring, with the distal end of the fan blade inserted into the slot and locked in place, enabling quick assembly and disassembly. One-piece molding involves directly fabricating the retaining ring and fan blades as a single unit during the manufacturing stage using a mold, preventing loosening or displacement of the connecting components. This design ensures that the retaining ring can evenly distribute the force on the fan blades, reducing vibration and deformation during high-speed rotation and improving the overall stability and heat dissipation efficiency of the fan 313 assembly.

[0045] To improve heat dissipation, the end of the fan blade furthest from the mounting base 312 extends outside the wheel hub. Extending this end and increasing the blade length and radius beyond the inner rim 2 significantly increases the sweeping area of ​​the fan 313, improving airflow output and heat dissipation efficiency. It also allows the airflow to cover a wider area, effectively reducing the overall temperature rise of the brake 4, making it particularly suitable for long-term or high-load operation. In specific configurations, the length and curvature of the fan blades can be optimized to maintain a reasonable airflow angle even when extending beyond the wheel hub, avoiding turbulence. The blade radius should be designed according to the rim 2 dimensions to ensure uninterrupted rotation within the installation space. The spacing and tilt angle of the fan blades can also be adjusted to further enhance airflow concentration and ventilation. This design maximizes the effective range and efficiency of the fan 313, strengthening heat dissipation while maintaining structural balance and stability.

[0046] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A cooling device for a dry brake on an engineering vehicle, characterized in that: Includes a rotating gear ring (31), an inner bearing ring (310), and a fan (313) assembly; The rotating gear ring (31) is used to be fixedly installed on the inner side of the hub and rotates synchronously with the hub; The inner bearing ring (310) and the rotating gear ring (31) are coaxially arranged. A transmission gear set is provided between the inner bearing ring (310) and the transmission gear ring to form a planetary gear system, which transmits the kinetic energy of the rotating gear ring (31) to the inner bearing ring (310). The speed-increasing effect of the planetary gear system makes the rotation speed of the inner bearing ring (310) greater than that of the rotating gear ring (31). The fan (313) assembly is fixed to the inner bearing ring (310) and rotates synchronously with the inner bearing ring (310).

2. The heat dissipation device for the dry brake of an engineering vehicle according to claim 1, characterized in that: The transmission gear set includes a gear shaft (33), a first gear (34), a second gear (35), and a fixed ring frame (32). Both the rotating gear ring (31) and the fixed ring frame (32) are provided with external teeth. The first gear (34) and the second gear (35) are coaxially fixed on the gear shaft (33). The first gear (34) meshes with the rotating gear ring (31), and the second gear (35) meshes with the fixed ring frame (32). The fixed ring frame (32) is used to fix it on the vehicle brake (4).

3. The heat dissipation device for the dry brake of an engineering vehicle according to claim 2, characterized in that: The rotating gear ring (31) is fitted with an upper support ring (37), and the gear (34) is located in the cavity formed between the upper support ring (37) and the rotating gear ring (31). A rolling bearing (36) for supporting the gear shaft (33) is provided between the upper support ring (37) and the rotating gear ring (31).

4. The heat dissipation device for the dry brake of an engineering vehicle according to claim 3, characterized in that: The fixed ring frame (32) is fitted with an upper support ring two (38), which is fixedly connected to the upper support ring one (37). The gear two (35) is located between the upper support ring two (38) and the fixed ring frame (32). The fixed ring frame (32) and the gear shaft (33) are supported by a rolling bearing two (39).

5. The heat dissipation device for the dry brake of an engineering vehicle according to claim 1, characterized in that: The fan (313) assembly includes a mounting base (312) and a fan (313) fixed on the mounting base (312). The mounting base (312) and the gear shaft (33) are connected by a rolling bearing to achieve radial and axial rolling positioning.

6. The heat dissipation device for the dry brake of an engineering vehicle according to claim 4, characterized in that: The structure of the gear shaft (33), gear one (34), and gear two (35) is provided with four sets of gears evenly spaced along the circumference on the rotating gear ring (31).

7. The heat dissipation device for the dry brake of an engineering vehicle according to claim 2, characterized in that: A fixed bracket (311) is fixedly connected to the fixed ring frame (32). One end of the fixed bracket (311) passes through the mounting base (312) and is used to fix the brake (4).

8. The heat dissipation device for the dry brake of an engineering vehicle according to claim 5, characterized in that: The mounting base (312) is annular, and the fan (313) includes a plurality of fan blades distributed circumferentially along the mounting base (312).

9. The heat dissipation device for the dry brake of an engineering vehicle according to claim 8, characterized in that: A fixing ring is provided on the side of the fan blade away from the mounting base (312), and the fixing ring connects multiple fan blades to improve stability.

10. The heat dissipation device for the dry brake of an engineering vehicle according to claim 9, characterized in that: The end of the fan blade away from the mounting base (312) extends to the outside of the hub.

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