A heat shield device and vehicle

Abstract

The application relates to a heat protection device and a vehicle, and belongs to the technical field of vehicle chassis; the suspension bush protection device comprises a heat insulation module and a flow guide module, the heat insulation module is arranged between a brake disc and a suspension bush, and the flow guide module is used for guiding airflow to blow on the heat insulation module; wherein the heat insulation module comprises a heat insulation plate and a plurality of turning plates, the heat insulation plate is provided with an installation hole, and the turning plates are rotatably arranged in the installation hole; wherein when the airflow blows on the turning plates, the turning plates rotate towards the brake disc, and the airflow flows to the brake disc through the installation hole; when no airflow blows on the turning plates, the turning plates are arranged in a vertical direction to shield the installation hole. The application protects the suspension bush and takes into account the heat dissipation demand of the brake disc, and effectively solves the contradiction between the protection of the suspension bush and the reserved brake flow guide opening in the prior art.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a thermal protection device and a vehicle. Background Technology

[0002] During vehicle braking, the brake disc generates a large amount of heat, and this heat is positively correlated with vehicle speed. This heat poses a risk of thermal damage to the suspension bushings, therefore, heat insulation plates need to be installed between the suspension bushings and the brake discs for heat insulation.

[0003] However, overheating of the brake discs can lead to brake fade, resulting in longer braking distances and even the risk of brake failure. Therefore, when a vehicle brakes (especially at high speeds), airflow needs to be guided across the surface of the brake discs to cool them down. However, the heat shield between the suspension bushings and the brake discs can block airflow from entering the brake disc area, affecting the heat dissipation effect.

[0004] Currently, the existing technical solution to the contradiction between protecting the suspension bushing and reserving the brake guide opening is to reduce the area of ​​the heat insulation plate. However, this solution cannot fully guarantee the heat insulation effect, nor can it meet the heat dissipation requirements of high-intensity braking. Utility Model Content

[0005] This application provides a thermal protection device and vehicle, the purpose of which is to design the ventilable part of the heat insulation module as a flap, and cooperate with the airflow guiding module to realize the function of using the positive pressure of airflow to blow open the flap during high-speed braking to avoid blocking the heat dissipation airflow, and the flap automatically resetting when at low speed or stationary. In this way, the device can protect the suspension bushing while also taking into account the heat dissipation of the brake disc, effectively solving the contradiction between protecting the suspension bushing and reserving the brake airflow guiding opening in the prior art.

[0006] To achieve the above objectives, this application adopts the following technical solution: This application provides a heat protection device, comprising: A heat insulation module is disposed between the brake disc and the suspension bushing; A flow guiding module is used to guide airflow toward the heat insulation module; The heat insulation module includes: A heat insulation board, wherein mounting holes are provided through the heat insulation board; Several flaps are rotatably disposed within the mounting holes; When airflow blows toward the flap, the flap rotates toward the brake disc, and the airflow flows toward the brake disc through the mounting hole; when no airflow blows toward the flap, the flaps are arranged vertically under the action of gravity to cover the mounting hole.

[0007] In the above embodiments, this application designs the ventilated portion of the heat insulation module as a flap, combined with a flow guiding module, to achieve efficient heat dissipation of the brake disc by using positive air pressure to open the flap during high-speed braking, thus avoiding obstruction of the cooling airflow. At low speeds or when stationary, the flap automatically resets, blocking heat radiation from the brake disc and protecting the suspension bushings. Furthermore, at lower speeds, the low-speed airflow can both cool the suspension bushings and prevent the flap from flipping towards the bushing side, thus avoiding heat radiation to the suspension bushings. This design protects the suspension bushings while also meeting the heat dissipation requirements of the brake disc, effectively resolving the contradiction between protecting the suspension bushings and reserving brake flow guiding openings in the prior art. In some embodiments, a rotating shaft is provided on both sides of the flap, and a shaft hole adapted to the rotating shaft is provided on both sides of the mounting hole, and the rotating shaft is rotatably disposed in the shaft hole.

[0008] In the above embodiments, this application provides a structure design by setting a rotating shaft on both sides of the flap and setting shaft holes on both sides of the mounting hole of the heat insulation plate that are adapted to the rotating shaft, and the rotating shaft is rotatably set in the shaft hole. This design ensures that the flap can rotate smoothly around the shaft, meeting the functional requirements of opening when the airflow blows and automatically closing under the action of gravity when there is no airflow, thus realizing the dynamic switching between heat insulation and heat dissipation states. In addition, the connection method of embedding the rotating shaft into the shaft hole is compact in structure and occupies little space, making it easy to arrange multiple flaps in the mounting hole of the heat insulation plate. Moreover, the assembly process is simple, reducing production and maintenance costs. In some embodiments, the width of the flap is not less than 5 mm and / or not more than 8 mm.

[0009] In the above embodiments, this application limits the width of the flap to 5mm to 8mm to accommodate the gap between the brake disc and the suspension bushing, thereby preventing the flap from interfering with the brake disc or suspension bushing during rotation or closing and causing it to get stuck, thus ensuring the stable implementation of the flap function. In some embodiments, the flow guiding module includes: The first air deflector is disposed on the side of the swing arm facing the top of the vehicle, and the first air deflector is used to collect and guide airflow toward the heat insulation module; The second air deflector is disposed on the side of the swing arm facing the bottom of the vehicle, and the second air deflector is used to collect and guide airflow toward the heat insulation module; A flow guide pipe, wherein the inlet of the flow guide pipe is located on the front side of the vehicle, and the outlet of the flow guide pipe faces the brake disc.

[0010] In the above embodiments, this application first introduces airflow from the front of the vehicle through a guide pipe to directly provide cooling airflow to the brake disc, laying a good foundation for heat dissipation. At the same time, considering that high-speed airflow will naturally flow into the wheel cavity from the underbody protection area during vehicle operation, which may cause some of the airflow flowing out of the guide pipe to drift backward, reducing the effective airflow to the brake disc and affecting the heat dissipation efficiency, a first guide plate and a second guide plate are set up. Through the synergistic effect of the two, the easily lost airflow is collected and directionally guided, so that the guided airflow can act on the flap structure of the heat insulation module. The thrust of the airflow blows the flap open towards the brake disc, so that the mounting holes on the heat insulation plate are fully opened. This design not only avoids airflow loss, but also further opens up the airflow channel by opening the flap, allowing more cooling airflow to smoothly reach the surface of the brake disc, effectively improving the heat dissipation efficiency of the brake disc and ensuring the stability of the vehicle's braking performance. In some embodiments, both the first guide plate and the second guide plate include a front side near the guide pipe, the front side including a first side near the heat insulation module, a second side away from the heat insulation module, a third side connected to the swing arm, and a fourth side away from the swing arm; A plane perpendicular to the side of the brake disc facing the suspension bushing and passing through the front side is defined as the first reference plane; the shortest vertical distance from the intersection of the first side and the first reference plane to the guide pipe is greater than the shortest vertical distance from the intersection of the second side and the first reference plane to the guide pipe. A plane parallel to the side of the brake disc facing the suspension bushing and passing through the front side is defined as the second reference plane; the shortest vertical distance from the intersection of the third side and the second reference plane to the guide pipe is greater than the shortest vertical distance from the intersection of the fourth side and the second reference plane to the guide pipe.

[0011] In the above embodiments, this application clarifies the shape design of the first and second guide plates near the guide pipe. Specifically, by arranging the fourth side closer to the front of the vehicle than the third side and the second side closer to the front of the vehicle than the first side, the airflow can be effectively contained, ensuring that the airflow flows from the inside of the vehicle to the outside. This design not only facilitates airflow collection but also allows the airflow to flow smoothly to the heat insulation module, thereby efficiently guiding the airflow to act on the flap structure, effectively supporting the dynamic switching function of the flap and the heat dissipation of the brake disc. In some embodiments, the intersection line of the front side surface and the first reference surface is arc-shaped, and the intersection line of the front side surface and the second reference surface is arc-shaped.

[0012] In the above embodiments, this application makes the airflow smoother by clearly defining the overall arc-shaped transition of the front side line. This ensures the collection of airflow while avoiding airflow separation and eddy currents, thereby improving the utilization efficiency of airflow and ensuring that more effective airflow can reach the flap area to drive its opening, so as to act on the brake disc to cool it. In some embodiments, in the first reference surface, the vertical distance from the intersection of the first edge and the first reference surface to the intersection of the second edge and the first reference surface is 30 mm to 60 mm.

[0013] In the above embodiments, this application specifies that the vertical distance between the first side and the second side is 30mm to 60mm, which makes the airflow from the inside of the vehicle toward the brake disc smoother, facilitates the collection and guidance of the airflow by the air guiding module, and further improves the effectiveness of the airflow acting on the flap, so as to better cool the brake disc. In some embodiments, both the first side and the second side are arc-shaped; The radius of the first side is 20mm to 40mm, and the radius of the second side is 40mm to 80mm. The radius of the second side is greater than the radius of the first side.

[0014] In the above embodiments, this application sets the first side close to the outer side of the vehicle and the second side close to the inner side of the vehicle, with the inner radius of the deflector being large and the outer radius being small, and adopts a gradually contracting structure from the inside to the outside. By utilizing the Venturi effect, the airflow is accelerated as it flows with the contraction of the deflector, which facilitates the airflow to open the flap, thereby ensuring that the flap can be opened in time during high-speed braking, opening up the airflow channel and improving heat dissipation efficiency. In some embodiments, the vertical distance from the intersection of the fourth side of the second deflector and the second reference surface to the center of the brake disc is greater than the vertical distance from the intersection of the side of the bottom guard plate near the ground and the second reference surface to the center of the brake disc.

[0015] In the above embodiments, this application sets the fourth side of the second guide plate to be lower than the lower surface of the bottom guard plate, which facilitates the collection and utilization of high-speed airflow near the lower surface of the bottom guard plate, thereby better blowing open the flap and cooling the brake disc, further improving the heat dissipation efficiency of the brake disc and ensuring the stability of the vehicle's braking performance. In addition, this application also provides a vehicle, including a vehicle body and the above-mentioned suspension bushing protection device; The vehicle body is equipped with a brake disc, a suspension and a control arm. The suspension is located between the brake disc and the control arm, and the suspension bushing protection device is located on the suspension and the control arm.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the suspension bushing protection device provided in the embodiment of this application with the flap closed. Figure 2 This is a schematic diagram of the suspension bushing protection device provided in the embodiment of this application with the flap open. Figure 3 This is a top view of the suspension bushing protection device provided in the embodiments of this application; Figure 4 This is a side view of the suspension bushing protection device provided in the embodiments of this application; Figure 5 This is a first-view structural schematic diagram of the first guide vane provided in an embodiment of this application; Figure 6 This is a schematic diagram of the second-view structure of the first guide vane provided in an embodiment of this application; Figure 7 This is a side view of the first side of the first guide vane provided in an embodiment of this application; Figure 8 This is a side view of the second side of the first guide vane provided in an embodiment of this application; Figure 9 yes Figure 8 AA section view in the middle; Figure 10 This is a schematic diagram of the structure of the second guide plate provided in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of the heat insulation module provided in the embodiment of this application in the closed state of the flap; Figure 12 This is a structural schematic diagram of the heat insulation module provided in the embodiment of this application with the flap open. Figure 13 This is a schematic diagram of the flap structure provided in the embodiment of this application.

[0018] In the above diagrams: the arrows indicate the direction of airflow.

[0019] In the above figures: 100, heat insulation module; 110, heat insulation plate; 120, mounting hole; 130, flap; 131, rotating shaft; 200, flow guiding module; 210, first flow guiding plate; 211, front side; 211a, first side; 211b, second side; 211c, third side; 211d, fourth side; 220, second flow guiding plate; 230, flow guiding pipe; 300, brake disc; 400, suspension; 410, through hole; 420, bushing mounting hole; 500, swing arm; 510, top; 520, front side; 600, bottom guard plate. Detailed Implementation

[0020] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0021] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0022] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0023] Additionally, if the meaning of "and / or" in the text is that it includes three parallel options, taking "A and / or B" as an example, it includes option A, option B, or an option that satisfies both A and B.

[0024] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0025] During the operation of a vehicle's braking system, the brake disc, as the core actuator, achieves deceleration and braking through intense friction with the brake pads. This results in a rapid conversion of the vehicle's kinetic energy into heat energy, and the degree of heat accumulation shows a significant positive correlation with the vehicle's speed. The higher the speed, the greater the kinetic energy required to offset during braking, and the more rapidly the temperature rises on the surface of the brake disc. This high temperature poses a serious threat of heat damage to the adjacent suspension bushings. Suspension bushings are mostly made of polymer materials such as rubber or polyurethane, whose physical and mechanical properties are sensitive to temperature. Long-term high-temperature radiation will accelerate aging, hardening, and even cracking, damaging the damping and shock absorption function, affecting ride comfort, and potentially reducing the stability of the suspension structure, leading to safety hazards. Therefore, to ensure the reliable operation of the suspension system, placing a heat insulation plate between the suspension bushings and the brake disc to form a thermal isolation barrier has become a standard protective measure in vehicle design.

[0026] Brake disc performance is closely related to operating temperature. Exceeding the critical temperature threshold can trigger thermal fade, manifested as a decrease in the coefficient of friction, a reduction in braking torque, and an increase in braking distance. Continued accumulation of high temperatures can even cause brake pads to stick to the brake disc and brake fluid to vaporize, leading to brake failure. Therefore, in high-intensity braking scenarios such as high-speed emergency braking and continuous braking on long downhill slopes, it is necessary to guide airflow across the brake disc surface through proper aerodynamic design, utilizing forced convection heat exchange to dissipate heat and maintain it within a safe temperature range. However, while the heat shield between the suspension bushing and the brake disc can prevent heat radiation towards the suspension bushing, it also forms a physical barrier, interfering with or blocking the airflow path. This prevents cooling airflow from entering the core heat-generating area of ​​the brake disc, weakening heat dissipation efficiency and causing the brake disc temperature to exceed the safe threshold for a short period.

[0027] Currently, the industry faces a dilemma regarding the core conflict between the need for heat insulation in suspension bushings and the requirement for airflow channels to ensure brake cooling. Existing technologies often find themselves in a difficult situation, with the most common approach being to reduce the overall area of ​​the heat shield or create small openings in it, attempting to find a balance between heat protection and airflow. However, this compromise solution fails to achieve effective thermal isolation and cannot meet the cooling demands of high-intensity braking. When the heat shield area is reduced, the previously protected suspension bushing area is directly exposed to the high-temperature radiation of the brake disc, especially under continuous braking conditions, where the temperature of the unprotected bushing parts rises rapidly, significantly accelerating its aging. Even when reducing the area while creating airflow channels, the size and location of the openings are limited by the bushing's protective range, often resulting in insufficient cooling airflow and heat exchange efficiency to meet the demands of high-temperature braking, leaving brake disc thermal fade as a prominent issue.

[0028] Based on this, this application provides a thermal protection device and vehicle. By designing the ventilated portion of the heat insulation module 100 as a flap 130 and combining it with the airflow guiding module 200, the flap 130 is opened by positive airflow pressure during high-speed braking, avoiding obstruction of the cooling airflow. At low speeds or when stationary (when the airflow has no effect on cooling the brake disc 300), the flap 130 automatically resets under gravity. Furthermore, at lower speeds, the low-speed airflow can both cool the suspension bushings and prevent the flap 130 from flipping towards the bushing side. This design protects the suspension bushings while also meeting the cooling requirements of the brake disc 300, achieving adaptive adjustment of heat dissipation and insulation, effectively resolving the contradiction between protecting the suspension bushings and reserving brake airflow openings in the prior art.

[0029] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0030] As attached Figures 1 to 13 As shown in an illustrative embodiment of this application, the suspension bushing protection device includes a heat insulation module 100, which is disposed between the brake disc 300 and the suspension bushing.

[0031] Specifically, the vehicle body is equipped with a brake disc 300, a suspension 400, and a control arm 500. The suspension 400 is located between the brake disc 300 and the control arm 500. The suspension 400 is provided with a through hole 410, and a bushing mounting hole 420 is provided at the bottom of the through hole 410. The suspension bushing is located inside the bushing mounting hole 420. The heat insulation module 100 is located on the suspension 400 and is located between the brake disc 300 and the suspension bushing.

[0032] It is worth noting that in this article, "down" specifically refers to the side closer to the ground, "up" refers to the side of the vehicle closer to the top 510, "front" refers to the side closer to the front of the vehicle, and "rear" refers to the side closer to the rear of the vehicle; this definition will be used throughout the article and will not be repeated.

[0033] In some embodiments, the suspension bushing protection device includes a flow guiding module 200 for guiding airflow toward the heat insulation module 100.

[0034] In some embodiments, the heat insulation module 100 includes a heat insulation plate 110, on which a mounting hole 120 is provided.

[0035] In some embodiments, the heat insulation plate 110 is arranged on the suspension 400, located between the brake disc 300 and the suspension bushing.

[0036] In some embodiments, the heat insulation plate 110 is generally elliptical, circular, rectangular or other polygonal plate structure. This application does not limit this, and the specific structure is determined according to the actual situation to ensure that the heat radiation of the brake disc 300 can be effectively isolated.

[0037] In some embodiments, the mounting hole 120 is elliptical, circular, rectangular or other polygonal in shape.

[0038] Preferably, the mounting hole 120 is rectangular in shape.

[0039] In some embodiments, the heat insulation module 100 includes a plurality of flaps 130, which are rotatably disposed within the mounting holes 120.

[0040] In some embodiments, the main body of the flap 130 is a rectangular plate structure.

[0041] Specifically, each flap 130 is arranged from top to bottom in the mounting hole 120, forming a structure similar to a louver.

[0042] When airflow blows toward the flap 130, the flap 130 rotates toward the brake disc 300, and the airflow flows toward the brake disc 300 through the mounting hole 120, thereby dissipating heat from the brake disc 300. When no airflow blows toward the flap 130, each flap 130 returns to its initial position under the action of gravity, that is, the plane on which the side of the flap 130 facing the brake disc 300 is parallel to the vertical plane, so that each flap 130 is arranged in the vertical direction to shield the mounting hole 120 and effectively block the heat radiation of the brake disc 300 from attacking the suspension bushing.

[0043] It is worth noting that a certain gap needs to be maintained between two adjacent flaps 130 to prevent the flaps 130 from getting stuck when rotating.

[0044] In the above embodiments, this application designs the ventilable portion of the heat insulation module 100 as a flap 130, and combines it with the airflow guiding module 200. This enables the flap 130 to be opened by positive airflow pressure during high-speed braking, avoiding obstruction of the heat dissipation airflow and achieving efficient heat dissipation for the brake disc 300. At low speeds or when stationary, the flap 130 automatically resets, blocking heat radiation from the brake disc 300 and protecting the suspension bushings. Furthermore, at lower speeds, the low-speed airflow can both cool the suspension bushings and prevent the flap 130 from flipping towards the bushing side, thus preventing the suspension bushings from suffering heat radiation. This design protects the suspension bushings while also meeting the heat dissipation requirements of the brake disc 300, effectively resolving the contradiction between protecting the suspension bushings and reserving brake airflow openings in the prior art.

[0045] In some embodiments, a rotating shaft 131 is provided on both sides of the flap 130, the axes of the two rotating shafts 131 are coaxial, and a shaft hole adapted to the rotating shaft 131 is provided on both sides of the mounting hole 120. The rotating shaft 131 is rotatably disposed in the shaft hole, and the flap 130 can rotate about the rotating shaft 131.

[0046] Furthermore, the axis of the rotating shaft 131 is arranged to extend horizontally to ensure that the flap 130 rotates more smoothly.

[0047] In the above embodiments, this application provides a structure design by setting rotating shafts 131 on both sides of the flap 130 and setting shaft holes adapted to the rotating shafts 131 on both sides of the mounting holes 120 of the heat insulation plate 110, and the rotating shafts 131 are rotatably set in the shaft holes. This design ensures that the flap 130 can rotate smoothly around the shaft, meeting the functional requirements of opening when the airflow blows and automatically closing under the action of gravity when there is no airflow, thus realizing the dynamic switching between heat insulation and heat dissipation states. In addition, the connection method of embedding the rotating shafts 131 into the shaft holes is compact and occupies little space, making it easy to arrange multiple flaps 130 in the mounting holes 120 of the heat insulation plate 110. Moreover, the assembly process is simple, reducing production and maintenance costs.

[0048] In some embodiments, the width of the flap 130 is 5 mm. If the width of the flap 130 is less than 5 mm, the flap 130 is prone to deformation or breakage under the action of airflow due to insufficient structural strength, and cannot stably realize the function of opening or closing; at the same time, if the width of the flap 130 is too small, it will result in more overall parts and assembly difficulties.

[0049] In some embodiments, the width of the flap 130 is 8 mm. If the width of the flap 130 exceeds 8 mm, it is easy to interfere with the brake disc 300 or suspension bushing during rotation, causing the mounting hole 120 to not fully unfold, thereby affecting the heat dissipation effect of the brake disc 300; at the same time, if the flap 130 is too wide, it will be too heavy, which will make it difficult for airflow to drive its rotation.

[0050] In some embodiments, the width of the flap 130 is not less than 5 mm and not more than 8 mm.

[0051] In some embodiments, the width of the flap 130 is not less than 5 mm or not more than 8 mm.

[0052] The width of the flap 130 refers to the side length of the flap 130 in the vertical direction.

[0053] Preferably, the width of the flip is 7 mm, depending on the gap between the brake disc 300 and the suspension bushing, and with reference to the required airflow speed.

[0054] In the above embodiments, this application limits the width of the flap 130 to 5mm~8mm so that it can adapt to the gap between the brake disc 300 and the suspension bushing, thereby avoiding the flap 130 from interfering with the brake disc 300 or the suspension bushing during rotation or closing and causing it to get stuck, thus ensuring the stable realization of the flap 130's function.

[0055] In some embodiments, the airflow guiding module 200 includes a first airflow guiding plate 210, which is disposed on the side of the swing arm 500 facing the top of the vehicle. The first airflow guiding plate 210 is used to collect and guide airflow toward the heat insulation module 100.

[0056] In some embodiments, the airflow guiding module 200 includes a second airflow guiding plate 220, which is disposed on the side of the swing arm 500 facing the bottom of the vehicle. The second airflow guiding plate 220 is used to collect and guide airflow toward the heat insulation module 100.

[0057] In some embodiments, the flow guiding module 200 includes a flow guiding pipe 230, the inlet of which is located at the front of the vehicle, and the outlet of which faces the brake disc 300.

[0058] Furthermore, the inlet of the diversion pipe 230 is located in the positive pressure zone when the vehicle is moving forward.

[0059] In some embodiments, the inlet of the guide duct 230 adopts the NACA intake method. The NACA intake method is an "embedded (recessed) low-drag intake" design, first proposed by the National Advisory Committee on Aeronautics (NACA, the predecessor of NASA) in 1945. It is mainly used to introduce external airflow into the internal air duct to supply air to the engine, cooling system or auxiliary power unit (APU) without significantly increasing the drag.

[0060] In some embodiments, the outlet of the guide pipe 230 is located in the front wheel splash guard area and faces the brake disc 300.

[0061] Specifically, because airflow enters the wheel cavity in the underbody protection plate 600 area, the airflow from the guide pipe 230 not only flows towards the brake disc 300, but also some airflow flows backward, resulting in airflow loss. In order to increase the airflow to the brake disc 300 and use the airflow to blow open the flap 130, a first guide plate 210 and a second guide plate 220 are designed to collect the airflow flowing out of the pipe and backward.

[0062] Furthermore, the swing arm 500 includes a bottom near the ground, a top 510 away from the ground, a front side 520 near the guide pipe 230, and a rear side away from the guide pipe 230. A first guide plate 210 is disposed at the top 510 of the swing arm 500, and a second guide plate 220 is disposed at the bottom of the swing arm 500. Additionally, the first guide plate 210 is disposed at the rear side of the swing arm 500, and the second guide plate 220 is disposed at the front side 520 of the swing arm 500.

[0063] In the above embodiments, this application first introduces airflow from the front of the vehicle through the guide pipe 230 to directly provide cooling airflow to the brake disc 300, laying a good foundation for heat dissipation. At the same time, considering that high-speed airflow will naturally flow into the wheel cavity from the underbody protection plate 600 area during vehicle operation, which may cause some of the airflow flowing out of the guide pipe 230 to drift backward, reducing the effective airflow to the brake disc 300 and affecting the heat dissipation efficiency, a first guide plate 210 and a second guide plate 220 are set up. Through the synergistic effect of the two, the easily lost airflow is collected and directionally guided, so that the guided airflow can act on the flap 130 structure of the heat insulation module 100. The thrust of the airflow blows the flap 130 toward the brake disc 300, so that the mounting holes 120 on the heat insulation plate 110 are fully opened. This design not only avoids airflow loss, but also further opens up the airflow channel by opening the flap 130, allowing more cooling airflow to smoothly reach the surface of the brake disc 300, effectively improving the heat dissipation efficiency of the brake disc 300 and ensuring the stability of the vehicle's braking performance.

[0064] In some embodiments, both the first guide plate 210 and the second guide plate 220 include a front side 211 near the guide pipe 230. The front side 211 includes a first side 211a near the heat insulation module 100, a second side 211b away from the heat insulation module 100, a third side 211c connected to the swing arm 500, and a fourth side 211d away from the swing arm 500.

[0065] In some embodiments, a plane perpendicular to the side of the brake disc 300 facing the suspension bushing and passing through the front side 211 is defined as the first reference plane; the shortest vertical distance from the intersection of the first side 211a and the first reference plane to the guide pipe 230 is greater than the shortest vertical distance from the intersection of the second side 211b and the first reference plane to the guide pipe 230.

[0066] The shortest vertical distance refers to the distance along the vehicle length between the intersection of the first side 211a (or the second side 211b) and the first reference surface, and the point, line, or surface on the guide pipe 230 that is closest to the first guide plate 210.

[0067] In some embodiments, a plane parallel to the side of the brake disc 300 facing the suspension bushing and passing through the front side 211 is defined as the second reference plane; the shortest vertical distance from the intersection of the third side 211c and the second reference plane to the guide pipe 230 is greater than the shortest vertical distance from the intersection of the fourth side 211d and the second reference plane to the guide pipe 230.

[0068] The shortest vertical distance refers to the distance along the vehicle length between the intersection of the third side 211c (or the fourth side 211d) and the second reference surface, and the point, line, or surface on the guide pipe 230 that is closest to the second guide plate 220.

[0069] In the above embodiments, this application clarifies the shape design of the first guide plate 210 and the second guide plate 220 near the guide pipe 230. Specifically, by arranging the fourth side 211d closer to the front of the vehicle than the third side 211c and the second side 211b closer to the front of the vehicle than the first side 211a, the airflow can be effectively contained, ensuring that the airflow flows from the inside of the vehicle to the outside. This design not only facilitates airflow collection but also allows the airflow to flow smoothly to the heat insulation module 100, thereby efficiently guiding the airflow to act on the flap 130 structure, effectively supporting the dynamic switching function of the flap 130 and the heat dissipation of the brake disc 300.

[0070] In some embodiments, the intersection line between the front side 211 and the first reference surface is arc-shaped. Specifically, the intersection line extends from the intersection point of the first side 211a and the first reference surface to the intersection point of the second side 211b and the first reference surface, and smoothly transitions in an arc shape between the two points.

[0071] In some embodiments, the intersection line between the front side 211 and the second reference surface is arc-shaped. Specifically, the intersection line extends from the intersection point of the third side 211c and the second reference surface to the intersection point of the fourth side 211d and the second reference surface, and smoothly transitions in an arc shape between these two points.

[0072] In the above embodiments, this application makes the airflow smoother by clearly defining the overall arc-shaped transition of the front side 211, ensuring the collection of airflow while avoiding airflow separation and vortex generation, thereby improving the utilization efficiency of airflow and ensuring that more effective airflow can reach the flap 130 area to drive it to open, so as to act on the brake disc 300 to cool it.

[0073] In some embodiments, in the first reference surface, the vertical distance from the intersection of the first side 211a and the first reference surface to the intersection of the second side 211b and the first reference surface is 30 mm. If the vertical distance is less than 30 mm, the inner side of the deflector will not bend sufficiently towards the front of the vehicle, and the airflow escaping backward from the deflector 230 will not be able to be completely collected; in other words, the airflow cannot be effectively contained.

[0074] In some embodiments, in the first reference plane, the vertical distance from the intersection of the first side 211a and the first reference plane to the intersection of the second side 211b and the first reference plane is 60 mm. If the vertical distance is greater than 60 mm, it will cause the inner side of the deflector to bend too much towards the front of the vehicle, which will obstruct the airflow that escapes backward from the collection deflector 230.

[0075] In some embodiments, in the first reference plane, the vertical distance from the intersection of the first side 211a and the first reference plane to the intersection of the second side 211b and the first reference plane is 30 mm to 60 mm.

[0076] It is worth noting that, for the first guide vane 210 and the second guide vane 220, the perpendicular distance from the intersection of the first side 211a and the first reference surface to the intersection of the second side 211b and the first reference surface can take different values ​​or the same value.

[0077] In the above embodiments, this application specifies that the vertical distance between the first side 211a and the second side 211b is 30mm to 60mm, which makes the airflow from the inside of the vehicle to the brake disc 300 flow more smoothly, facilitates the collection and guidance of the airflow by the airflow guiding module 200, and further improves the effectiveness of the airflow acting on the flap 130, so as to better cool the brake disc 300.

[0078] In some embodiments, both the first side 211a and the second side 211b are arc-shaped.

[0079] In some embodiments, both the third side 211c and the fourth side 211d are arc-shaped.

[0080] In some embodiments, the radius of the first side 211a is 20 mm. If the radius of the first side 211a is less than 20 mm, the curvature of the arc transition area will be too large, and turbulence will easily be generated when the airflow passes through this area, reducing the flow efficiency of the airflow and failing to effectively guide the airflow to blow towards the flap 130, thereby affecting the normal opening of the flap 130 and weakening the heat dissipation effect on the brake disc 300.

[0081] In some embodiments, the radius of the first side 211a is 40 mm. If the radius of the first side 211a is greater than 40 mm, the curvature of the arc transition area will be too small, the airflow will be less concentrated when it passes through this area, and the airflow will not be able to effectively concentrate to blow open the flap 130, thereby reducing the heat dissipation efficiency of the brake disc 300.

[0082] In some embodiments, the radius of the first side 211a is 20 mm to 40 mm.

[0083] Furthermore, the radius of the first side 211a is 30 mm.

[0084] In some embodiments, the radius of the second side 211b is 40 mm. If the radius of the second side 211b is less than 40 mm, the curvature of the arc transition area will be too large, and turbulence will easily be generated when the airflow passes through this area, reducing the flow efficiency of the airflow and failing to effectively guide the airflow to blow towards the flap 130, thereby affecting the normal opening of the flap 130 and weakening the heat dissipation effect on the brake disc 300.

[0085] In some embodiments, the radius of the second side 211b is 80 mm. If the radius of the second side 211b is less than 80 mm, the curvature of the arc transition area will be too small, which will weaken the effect of gathering and collecting the airflow escaping backward from the guide pipe 230, resulting in insufficient airflow to blow open the flap 130, thereby reducing the heat dissipation efficiency of the brake disc 300.

[0086] In some embodiments, the radius of the second side 211b is 40 mm to 80 mm.

[0087] In some embodiments, the radius of the second side 211b is greater than the radius of the first side 211a.

[0088] It is worth noting that for the first guide plate 210 and the second guide plate 220, the radius of the first side 211a and the radius of the second side 211b can take different values ​​or the same value.

[0089] In the above embodiments, this application sets the first side 211a close to the outer side of the vehicle and the second side 211b close to the inner side of the vehicle, and the inner radius of the deflector is large and the outer radius is small. It adopts a gradually contracting structure from the inside to the outside. By utilizing the Venturi effect, the airflow is accelerated as the deflector contracts and flows, which makes it easier for the airflow to open the flap 130. This ensures that the flap 130 can be opened in time during high-speed braking, opening up the airflow channel and improving heat dissipation efficiency.

[0090] In some embodiments, the vertical distance from the intersection of the fourth side 211d of the second guide plate 220 and the second reference surface to the center of the brake disc 300 is greater than the vertical distance from the intersection of the side of the bottom guard plate 600 near the ground and the second reference surface to the center of the brake disc 300.

[0091] The vertical distance refers to the distance from the intersection of the fourth side 211d of the second deflector 220 and the second reference surface (or the intersection of the side of the underbody 600 closest to the ground and the second reference surface) to the center of the brake disc 300 along the vehicle height direction.

[0092] In some embodiments, the vertical distance from the intersection of the fourth side 211d of the second deflector 220 and the second reference surface to the center of the brake disc 300 is 5 mm greater than the vertical distance from the intersection of the side of the bottom guard plate 600 near the ground and the second reference surface to the center of the brake disc 300; that is, the intersection of the fourth side 211d of the second deflector 220 and the second reference surface is 5 mm lower than the side of the bottom guard plate 600 near the ground.

[0093] In the above embodiments, this application sets the fourth side 211d of the second guide plate 220 to be lower than the lower surface of the bottom guard plate 600, which facilitates the collection and utilization of high-speed airflow near the lower surface of the bottom guard plate 600, thereby better blowing open the flap 130 and cooling the brake disc 300, further improving the heat dissipation efficiency of the brake disc 300 and ensuring the stability of the vehicle's braking performance.

[0094] In summary, during high-speed braking, the first deflector 210 and the second deflector 220 collect the high-speed cold airflow from the deflector 230 and the underbody protection plate 600, and then guide the airflow towards the vertically arranged heat insulation module 100. The positive pressure generated by the high-speed airflow blows open the flap 130 to dissipate heat from the brake disc 300. At lower speeds or after stopping, the airflow has no effect on cooling the brake disc 300, and the flap 130 returns to its original position, thus isolating the brake disc 300 from heat radiation and protecting the suspension bushings from the residual heat of the brake disc 300.

[0095] In addition, this application also provides a vehicle, including a vehicle body and the above-mentioned suspension bushing protection device; a brake disc 300, a suspension 400 and a control arm 500 are provided in the vehicle body, the suspension 400 is disposed between the brake disc 300 and the control arm 500, and the suspension bushing protection device is disposed on the suspension 400 and the control arm 500.

[0096] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A thermal protection device, characterized in that, It includes: A heat insulation module (100) is disposed between the brake disc (300) and the suspension bushing; A flow guiding module (200) is used to guide airflow toward the heat insulation module (100). The heat insulation module (100) includes: A heat insulation plate (110) has a through mounting hole (120). Several flaps (130) are rotatably disposed within the mounting holes (120); When airflow blows toward the flap (130), the flap (130) rotates toward the brake disc (300), and the airflow flows toward the brake disc (300) through the mounting hole (120); when no airflow blows toward the flap (130), each flap (130) is arranged vertically under the action of gravity to cover the mounting hole (120).

2. The thermal protection device according to claim 1, characterized in that, The flap (130) is provided with a rotating shaft (131) on both sides, and the mounting hole (120) is provided with a shaft hole adapted to the rotating shaft (131) on both sides, and the rotating shaft (131) is rotatably disposed in the shaft hole.

3. A thermal protection device according to claim 1, characterized in that, The width of the flap (130) is not less than 5 mm and / or not more than 8 mm.

4. A thermal protection device according to any one of claims 1 to 3, characterized in that, The flow guiding module (200) includes: The first deflector (210) is disposed on the side of the swing arm (500) facing the top of the vehicle. The first deflector (210) is used to collect and guide airflow toward the heat insulation module (100). The second air deflector (220) is disposed on the side of the swing arm (500) facing the bottom of the vehicle, and the second air deflector (220) is used to collect and guide airflow toward the heat insulation module (100). A flow guide pipe (230) has its inlet located at the front of the vehicle and its outlet facing the brake disc (300).

5. A thermal protection device according to claim 4, characterized in that, Both the first guide plate (210) and the second guide plate (220) include a front side (211) near the guide pipe (230). The front side (211) includes a first side (211a) near the heat insulation module (100), a second side (211b) away from the heat insulation module (100), a third side (211c) connected to the swing arm (500), and a fourth side (211d) away from the swing arm (500). A plane perpendicular to the side of the brake disc (300) facing the suspension bushing and passing through the front side (211) is defined as the first reference plane; the shortest vertical distance from the intersection of the first side (211a) and the first reference plane to the guide pipe (230) is greater than the shortest vertical distance from the intersection of the second side (211b) and the first reference plane to the guide pipe (230); A plane parallel to the side of the brake disc (300) facing the suspension bushing and passing through the front side (211) is defined as the second reference plane; the shortest vertical distance from the intersection of the third side (211c) and the second reference plane to the guide pipe (230) is greater than the shortest vertical distance from the intersection of the fourth side (211d) and the second reference plane to the guide pipe (230).

6. A thermal protection device according to claim 5, characterized in that, The intersection line between the front side surface (211) and the first reference surface is arc-shaped, and the intersection line between the front side surface (211) and the second reference surface is arc-shaped.

7. A thermal protection device according to claim 5, characterized in that, In the first reference plane, the perpendicular distance from the intersection of the first side (211a) and the first reference plane to the intersection of the second side (211b) and the first reference plane is 30 mm to 60 mm.

8. A thermal protection device according to claim 5, characterized in that, Both the first side (211a) and the second side (211b) are arc-shaped; The radius of the first side (211a) is 20 mm to 40 mm, and the radius of the second side (211b) is 40 mm to 80 mm. The radius of the second side (211b) is greater than the radius of the first side (211a).

9. A thermal protection device according to any one of claims 5 to 8, characterized in that, The vertical distance from the intersection of the fourth side (211d) of the second guide vane (220) and the second reference surface to the center of the brake disc (300) is greater than the vertical distance from the intersection of the side of the bottom guard plate (600) near the ground and the second reference surface to the center of the brake disc (300).

10. A vehicle, characterized in that, Includes the vehicle body and the thermal protection device as described in any one of claims 1 to 9; The vehicle body is provided with a brake disc (300), a suspension (400) and a swing arm (500). The suspension (400) is located between the brake disc (300) and the swing arm (500). The suspension bushing protection device is located on the suspension (400) and the swing arm (500).

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