A brake system air guide and heat dissipation mechanism

Abstract

The utility model provides a kind of brake system wind guide heat dissipation mechanism, it includes brake disc baffle, main wind guide assembly and vice wind guide assembly, this wind guide heat dissipation mechanism sets up main wind guide assembly and vice wind guide assembly, respectively using vehicle original airflow pipeline and the air scooping effect when vehicle travels, airflow is guided to brake disc shaft head part from different channels. Main wind guide assembly provides airflow by vehicle original airflow pipeline, vice wind guide assembly collects airflow in the process of vehicle travel, the synergistic effect of both, increase the air flow of entering brake disc shaft head part, effectively improve heat dissipation efficiency, brake disc baffle is equipped with main butt joint end pipe and vice butt joint end pipe, respectively with main wind guide assembly and vice wind guide assembly through adapter hose or direct joint mode communication, not only convenient to install and disassemble, but also guarantee the smooth flow of airflow, reduce the loss of airflow in transmission process.

Description

Technical Field

[0001] This utility model relates to automotive braking systems, and more particularly to a brake system airflow cooling mechanism. Background Technology

[0002] Heat dissipation performance is crucial for automotive braking systems, directly affecting braking efficiency, safety, and the lifespan of components. During braking, kinetic energy is converted into heat energy. High temperatures reduce the coefficient of friction of the brake pad friction material, weakening braking force. Localized overheating can cause uneven expansion of the metal disc surface, resulting in warping or cracks. A good heat dissipation design can quickly cool down the brake pads, ensuring a stable coefficient of friction between the brake pads and the disc surface, and shortening the braking distance.

[0003] Patent document CN207122523U discloses a motor vehicle brake disc with a heat dissipation structure, comprising a brake disc body, a cylindrical body at one end of the brake disc body, and a mounting portion formed by radially outward bending at the end of the cylindrical body. The mounting portion has mounting holes evenly distributed circumferentially. A heat dissipation groove assembly is formed within the brake disc body, comprising grooves evenly distributed circumferentially within the brake disc body. The axes of the heat dissipation grooves are perpendicular to and intersect the axis of the brake disc body. The heads of the heat dissipation grooves extend outward to the outside of the brake disc body, and the tails of the heat dissipation grooves communicate with an annular cavity formed within the brake disc body. A duct communicating with a central hole of the brake disc is formed on the sidewall of the annular cavity, and a vent connecting to the duct is formed on the inner wall of the central hole, extending outward to the outside of the brake disc body. However, this conventional heat dissipation structure has poor heat dissipation effect. Under high-intensity friction, a large amount of heat accumulates and dissipates slowly, easily causing the braking effect of the braking system to deteriorate due to high temperature, leading to system failure or even damage. Therefore, it is necessary to design a brake system heat dissipation mechanism to overcome the above-mentioned defects. Utility Model Content

[0004] The purpose of this invention is to provide a brake system airflow cooling mechanism to improve the heat dissipation performance of the brake system.

[0005] The technical solution adopted by this utility model to solve its technical problem is:

[0006] A brake system airflow cooling mechanism, comprising:

[0007] Brake disc baffle, which is installed on the wheel hub bearing housing and located inside the brake disc, can shield the brake disc. There is a heat dissipation gap between it and the brake disc. The brake disc baffle has a main interface and a secondary interface, which correspond to the position of the brake disc shaft head. Airflow can be guided to the brake disc shaft head through the main interface and the secondary interface.

[0008] The main airflow assembly is installed in the vehicle frame and is connected to the vehicle's original airflow duct and the main interface, so that the main airflow assembly guides airflow to the brake disc shaft head part through the main interface.

[0009] A secondary air guide assembly is installed in the lower control arm of the vehicle and is connected to a secondary interface, allowing the secondary air guide assembly to guide airflow to the brake disc shaft head through the secondary interface.

[0010] Specifically, the main interface and the auxiliary interface pass through both ends of the brake disc baffle and are located at both ends of the brake disc baffle.

[0011] In one embodiment of this utility model, the brake disc baffle is further provided with:

[0012] The main docking end pipe is connected to the outer side of the brake disc baffle and corresponds to the position of the main docking interface. The main air assembly is connected to the main docking interface through the main docking end pipe.

[0013] The secondary docking end pipe is connected to the outer side of the brake disc baffle and corresponds to the position of the secondary docking interface. The secondary air guide assembly is connected to the secondary docking interface through the secondary docking end pipe.

[0014] In one embodiment of this utility model, the main wind component includes:

[0015] The front connecting pipe is connected to the vehicle's original airflow duct;

[0016] The rear connecting pipe is connected to the front connecting pipe and is connected to the main docking end pipe through the adapter hose. The airflow from the vehicle's original airflow duct can enter the main docking interface through the front connecting pipe, the rear connecting pipe, the adapter hose and the main docking end pipe, and flow towards the brake disc shaft head.

[0017] In one embodiment of this utility model, the main wind component further includes:

[0018] A fixed frame is installed on the rear connecting tube and is connected to the vehicle frame through a detachable connection structure. The fixed frame provides load-bearing and positioning for the rear and front connecting tubes.

[0019] In one embodiment of this utility model, the main wind component further includes:

[0020] Wear-resistant sleeve: This wear-resistant sleeve is installed on the rear connecting pipe and corresponds to the position of the brake oil pipe. The wear-resistant sleeve protects the rear connecting pipe and prevents wear caused by friction between the brake oil pipe and the rear connecting pipe when the wheel changes direction.

[0021] In one embodiment of this utility model, the secondary air guide assembly includes:

[0022] The auxiliary air guide pipe is installed in the lower control arm of the vehicle. Its outer end points forward of the vehicle, and its inner end is connected to the auxiliary docking pipe. During vehicle operation, the auxiliary air guide pipe circulates air through the auxiliary docking pipe into the auxiliary docking interface and flows towards the brake disc shaft head.

[0023] The advantages of this utility model are:

[0024] This airflow cooling mechanism consists of a primary airflow component and a secondary airflow component. These components utilize the vehicle's existing airflow ducts and the circumferential effect during vehicle movement to guide airflow to the brake disc head from different channels. The primary airflow component provides airflow through the vehicle's existing airflow ducts, while the secondary airflow component collects airflow during vehicle movement. Together, they increase the airflow entering the brake disc head, effectively improving cooling efficiency. The brake disc baffle has a main and secondary docking pipe, which connects to the primary and secondary airflow components via flexible adapters or direct connection. This not only facilitates installation and disassembly but also ensures smooth airflow and reduces airflow loss during transmission. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the brake disc baffle structure;

[0026] Figure 2 This is a structural schematic diagram of the main docking end pipe;

[0027] Figure 3 This is a schematic diagram of the secondary docking end tube;

[0028] Figure 4 This is a structural schematic diagram of the dominant wind component;

[0029] Figure 5 This is a schematic diagram of the front connecting pipe;

[0030] Figure 6 This is a schematic diagram of the rear connecting pipe;

[0031] Figure 7 This is a schematic diagram of a fixed frame structure;

[0032] Figure 8 This is a schematic diagram of the anti-wear sleeve structure;

[0033] Figure 9 This is a schematic diagram of the secondary air guide pipe.

[0034] In the figure, there are brake disc baffle 100, main interface 110, secondary interface 120, main docking end pipe 130, secondary docking end pipe 140, front connecting pipe 210, rear connecting pipe 220, fixed frame 230, wear-resistant pipe sleeve 240, secondary air guide end pipe 300, and enlarged diameter port 310. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely represents selected embodiments of the utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0036] like Figures 1-3 As shown, the brake system airflow cooling mechanism proposed in this utility model includes a brake disc baffle 100, a main airflow assembly, and a secondary airflow assembly. The brake disc baffle 100 is mounted on the wheel hub bearing housing and located inside the brake disc, providing shielding. A heat dissipation gap is provided between the baffle and the brake disc. The brake disc baffle 100 has a main interface 110 and a secondary interface 120, which correspond to the positions of the brake disc axle head portion. Airflow is guided to the brake disc axle head portion through the main interface 110 and the secondary interface 120. The main airflow assembly is installed in the vehicle frame, connected to the vehicle's original airflow duct, and also connected to the main interface 110, allowing the main airflow assembly to guide airflow to the brake disc axle head portion through the main interface 110. The secondary airflow assembly is installed in the vehicle's lower control arm, connected to the secondary interface 120, allowing the secondary airflow assembly to guide airflow to the brake disc axle head portion through the secondary interface 120.

[0037] In Embodiment 1, the brake disc baffle 100 is further provided with a main docking end pipe 130 and a secondary docking end pipe 140. The main docking end pipe 130 is connected to the outer side of the brake disc baffle 100 and corresponds to the position of the main docking interface 110. The main air guiding component is connected to the main docking interface 110 through the main docking end pipe 130. The secondary docking end pipe 140 is connected to the outer side of the brake disc baffle 100 and corresponds to the position of the secondary docking interface 120. The secondary air guiding component is connected to the secondary docking interface 120 through the secondary docking end pipe 140.

[0038] In this embodiment, the main airflow assembly includes a front connecting pipe 210 and a rear connecting pipe 220. The front connecting pipe 210 is connected to the vehicle's original airflow duct, and the rear connecting pipe 220 is connected to the front connecting pipe 210. The airflow from the vehicle's original airflow duct can enter the main docking interface 110 through the front connecting pipe 210, the rear connecting pipe 220, the connecting hose, and the main docking end pipe 130, and flow towards the brake disc shaft head.

[0039] In this embodiment, the secondary air guide assembly includes a secondary air guide end pipe 300, which is installed in the lower control arm of the vehicle. Its outer end points forward of the vehicle, and its inner end is connected to the secondary docking end pipe 140. During vehicle operation, the secondary air guide end pipe 300 circulates air through the secondary docking end pipe 140 into the secondary docking interface 120 and flows toward the brake disc shaft head portion.

[0040] In embodiment 2, the main interface 110 and the auxiliary interface 120 pass through the axial ends of the brake disc baffle 100 and are located at the radial ends of the brake disc baffle 100, respectively.

[0041] In this embodiment, the main airflow assembly also includes a fixed frame 230 and an anti-wear sleeve 240. The fixed frame 230 is installed on the rear connecting pipe 220 and is connected to the vehicle frame through a detachable connection structure. The fixed frame 230 supports and positions the rear connecting pipe 220 and the front connecting pipe 210. The anti-wear sleeve 240 is installed on the rear connecting pipe 220 and corresponds to the position of the brake oil pipe. The anti-wear sleeve 240 protects the rear connecting pipe 220 and prevents wear caused by the brake oil pipe changing position and contacting the rear connecting pipe 220 with friction when the wheel changes direction.

[0042] In this embodiment, the outer end of the secondary air guide pipe 300 has an enlarged diameter port 310, which expands to both sides to form an elongated opening, increasing the air catchment area of ​​the secondary air guide pipe when the vehicle is in motion, and is able to collect more airflow, further improving the air guiding effect.

[0043] When the vehicle is in motion, the front connecting pipe 210 captures high-pressure fresh airflow from the original vehicle airflow duct (such as the radiator grille). The airflow passes through the front connecting pipe 210, the rear connecting pipe 220, the adapter hose and the main docking end pipe 130 in sequence, and is finally sprayed from the main docking interface 110 onto the brake disc shaft head. The expansion port 310 of the auxiliary air guide pipe 300 automatically draws in the ambient airflow when the vehicle moves forward. The airflow impacts the brake disc from the other side through the auxiliary docking end pipe 140 and the auxiliary docking interface 120, forming a cross airflow with the main airflow, so that the airflow runs through the entire internal space of the brake disc and evenly covers the friction surface.

[0044] In the description of this utility model, it should be noted that when terms such as "upper," "lower," "inner," "outer," "left," and "right" appear to indicate orientation or positional relationships, they should be understood as being based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationships commonly used when the product of this utility model is in use, or the orientation or positional relationships commonly understood by those skilled in the art. These terms are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, when terms such as "first" and "second" appear, they are only used to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this utility model, it should also be noted that unless otherwise explicitly specified and limited, terms such as "installation," "setting," and "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

Claims

1. A cooling and heat dissipation mechanism for a braking system, characterized in that, include: Brake disc baffle (100) is installed on the wheel hub bearing seat and located inside the brake disc. It can shield the brake disc and has a heat dissipation gap between it and the brake disc. The brake disc baffle (100) is provided with a main interface (110) and a secondary interface (120). The main interface (110) and the secondary interface (120) correspond to the positions of the brake disc shaft head. The main airflow assembly is installed in the vehicle frame and is connected to the vehicle's original airflow duct and the main interface (110). A secondary air guide assembly is installed in the lower control arm of the vehicle and is connected to the secondary interface (120).

2. The air-guiding and heat dissipation mechanism for a braking system according to claim 1, characterized in that: The main interface (110) and the auxiliary interface (120) pass through the axial ends of the brake disc baffle (100) and are located at the radial ends of the brake disc baffle (100).

3. The air-guiding and heat dissipation mechanism for a braking system according to claim 1, characterized in that, The brake disc baffle (100) also includes: The main docking end pipe (130) is connected to the outer side of the brake disc baffle (100) and corresponds to the position of the main docking interface (110). The main airflow assembly is connected to the main docking interface (110) through the main docking end pipe (130). The secondary docking end pipe (140) is connected to the outer side of the brake disc baffle (100) and corresponds to the position of the secondary docking interface (120). The secondary air guide assembly is connected to the secondary docking interface (120) through the secondary docking end pipe (140).

4. A brake system air-guiding and heat dissipation mechanism according to claim 1 or 3, characterized in that, The prevailing wind components include: A front connecting pipe (210) is connected to the vehicle's original airflow duct; The rear connecting pipe (220) is connected to the front connecting pipe (210) and is connected to the main docking end pipe (130) via an adapter hose.

5. A brake system airflow cooling mechanism according to claim 4, characterized in that, The prevailing wind components also include: A fixed frame (230) is mounted on the rear connecting tube (220) and is engaged with the vehicle frame via a detachable connection structure.

6. A brake system airflow cooling mechanism according to claim 4, characterized in that, The prevailing wind components also include: Wear-resistant sleeve (240) is installed on the rear connecting pipe (220) and corresponds to the position of the brake oil pipe.

7. A brake system airflow cooling mechanism according to claim 1 or 3, characterized in that, The secondary air guide assembly includes: A secondary air guide pipe (300) is installed in the lower control arm of the vehicle, with its outer end pointing forward of the vehicle and its inner end connected to the secondary docking pipe (140).

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