Automobile bimetallic brake hub with buffer structure

Abstract

The utility model relates to the technical field of automobile parts, disclose a kind of automobile bimetallic brake hub with buffer structure, the brake hub includes metal outer ring, outer ring flange, metal inner ring, inner ring flange and reinforcing hoop, metal outer ring is connected between metal inner ring by casting forming mode, and reinforcing hoop is arranged at connecting place. Its core lies in being provided with buffer mechanism, the buffer mechanism includes metal contact, adhesive layer, laminated sealing piston and spring. The outer ring flange end face is equipped with preset mounting hole, laminated sealing piston is located inside preset mounting hole, its outside and inner wall closely adhere. Adhesive layer is fixedly connected metal contact and laminated sealing piston. The utility model effectively absorbs brake impact by buffer mechanism, eliminates idling speed abnormal sound caused by assembly gap, improves driving comfort;Efficiently dissipate brake heat through heat dissipation mechanism, inhibit heat recession, guarantee brake performance, prolong service life.

Description

Technical Field

[0001] This utility model relates to the field of automotive component technology, and in particular to a bimetallic brake drum for automobiles with a buffer structure. Background Technology

[0002] As a core component of the braking system, the brake drum plays a crucial role in vehicle safety. Traditional brake drums are mostly made of a single cast iron material, and during braking, they primarily rely on friction with the brake pads to generate braking force. However, in practical applications, this type of brake drum faces numerous challenges.

[0003] First, a certain clearance is often left at the assembly connection between the brake drum and the axle to facilitate installation and disassembly. Although the clearance is small, when the vehicle is idling or driving at low speeds, the brake drum and axle may produce mechanical knocking or abnormal noises due to slight relative movement and vibration. This not only affects driving comfort but may also cause unnecessary anxiety for the driver about the vehicle's condition. Furthermore, during frequent or emergency braking, the brake drum is subjected to a large instantaneous impact load. If this impact force is not effectively buffered and absorbed, it will be directly transmitted to the axle, suspension system, and even the entire vehicle structure. Over time, this will accelerate the wear of related components, reduce the vehicle's lifespan, and also provide passengers with a noticeable impact, affecting their riding experience.

[0004] Therefore, this utility model proposes a bimetallic brake drum for automobiles with a buffer structure to solve the technical shortcomings of the prior art, such as idling noise caused by assembly gap between the brake drum and the axle, and direct and insufficient buffering of impact force transmission during braking. Utility Model Content

[0005] In view of the problems of idling noise caused by the assembly gap between the bimetallic brake drum and the axle in the existing technology, as well as the defects of direct transmission of braking impact force and insufficient buffering, this utility model aims to provide a bimetallic brake drum for automobiles with an improved structure that can effectively solve the above problems.

[0006] This utility model provides a bimetallic brake hub for automobiles, comprising: a metal outer ring and an outer ring flange; a metal inner ring and an inner ring flange; and a reinforcing hoop.

[0007] The automotive bimetallic brake drum also includes a buffer mechanism. This buffer mechanism comprises a metal contact, an adhesive layer, a stacked sealing piston, and a spring.

[0008] The outer metal ring is integrally formed with an outer ring flange on its outer side; the inner metal ring is integrally formed with an inner ring flange on its outer side; the outer metal ring and the inner metal ring are connected by casting, and a reinforcing hoop is provided coaxially at the connection between the outer metal ring and the inner metal ring.

[0009] The outer flange has a pre-set mounting hole on its end face; the stacked sealing piston is located inside the pre-set mounting hole, and its exterior is tightly fitted to the inner wall of the pre-set mounting hole. One end of the adhesive layer is fixedly connected to the metal contact, and the other end of the adhesive layer is fixedly connected to the stacked sealing piston; the rear end of the stacked sealing piston is provided with a guide post, and the spring is sleeved on the guide post, with one end of the spring abutting against the stacked sealing piston and the other end abutting against the inner wall of the pre-set mounting hole.

[0010] Preferably, the stacked sealing piston adopts a composite structure of "multi-layer metal sheets and high-temperature resistant rubber sealing rings".

[0011] Preferably, the outer surface of the stacked sealing piston is tightly fitted with the inner wall of the preset mounting hole to form a closed air chamber.

[0012] Preferably, the automotive bimetallic brake hub further includes a heat dissipation mechanism, which is integrated into the inner cavity of the outer metal ring.

[0013] Preferably, the heat dissipation mechanism includes a heat pipe, a heat dissipation base layer, and heat dissipation fins; the heat pipe extends from the inner metal ring to the outer metal ring and contacts the heat dissipation base layer; the heat dissipation base layer is fixedly connected to the outer metal ring, and heat dissipation fins are integrally formed on the surface of the heat dissipation base layer.

[0014] Preferably, the outer flange has a ventilation hole in the tangential direction, which penetrates the metal outer ring and is used to guide airflow into the heat dissipation mechanism.

[0015] Preferably, the heat dissipation fins are disposed in the inner cavity of the outer metal ring and are in contact with air.

[0016] Preferably, the buffer mechanism and the heat dissipation mechanism do not have structural interference.

[0017] This utility model has the following beneficial effects:

[0018] 1. This utility model, by setting up a buffer mechanism, utilizes the synergistic effect of a stacked sealing piston and a spring to effectively absorb braking impact, solving the discomfort caused by the direct transmission of braking impact in the prior art, and achieving the technical effects of improving driving comfort and protecting the vehicle structure.

[0019] 2. This utility model solves the problem of idling noise caused by the assembly gap between the brake drum and the axle in the prior art by using the spring pre-tightening mechanism in the buffer mechanism, and achieves the technical effect of eliminating abnormal noise and improving the quietness effect.

[0020] 3. This utility model integrates a high-efficiency heat dissipation mechanism, which combines rapid heat transfer through heat pipes with large-area convection heat exchange through heat dissipation fins. This solves the problem of excessively high temperature in the brake drum caused by heat accumulation in the prior art, and achieves the technical effects of effectively suppressing heat fade, ensuring the stability of braking performance, and extending the service life of the brake drum.

[0021] 4. This utility model solves the structural interference and performance compromise problems that may be caused by functional integration in the prior art by arranging the buffer mechanism and the heat dissipation mechanism independently inside the bimetallic brake drum. It achieves the technical effect of simultaneously realizing excellent buffering and efficient heat dissipation in a limited space without affecting each other.

[0022] 5. This utility model, by combining a bimetallic structure with a reinforcing hoop, solves the contradiction in the prior art where a single metal material is difficult to balance friction performance, thermal conductivity and structural strength, and achieves the technical effect of improving the overall durability, reliability and safety of the brake drum. Attached Figure Description

[0023] Figure 1 This is a three-dimensional schematic diagram of a bimetallic brake drum for automobiles with a buffer structure proposed in this utility model.

[0024] Figure 2 This is a schematic diagram of the outer flange of a bimetallic brake hub for automobiles with a buffer structure proposed in this utility model.

[0025] Figure 3 for Figure 2 Enlarged view of point A in the middle;

[0026] Figure 4 This is a schematic diagram of the heat dissipation fins of a bimetallic brake drum for automobiles with a buffer structure, as proposed in this utility model.

[0027] Legend:

[0028] 1. Metal outer ring; 2. Outer ring flange;

[0029] 3. Buffer mechanism; 31. Metal contact; 32. Adhesive layer; 33. Stacked sealing piston; 34. Spring;

[0030] 4. Metal inner ring; 5. Inner ring flange; 6. Reinforcing hoop;

[0031] 7. Heat dissipation mechanism; 71. Heat pipe; 72. Heat dissipation base layer; 73. Heat dissipation fins. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in 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 a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0033] Please refer to Figures 1 to 4 This utility model provides a bimetallic brake drum for automobiles with a buffer structure, which aims to solve the problems of idling noise caused by the assembly gap between the brake drum and the axle, ineffective buffering of braking impact, and heat fade caused by low braking heat dissipation efficiency in the prior art.

[0034] like Figure 1 and Figure 2 As shown, the automotive bimetallic brake drum includes a metal outer ring 1 and an outer ring flange 2 coaxially and integrally formed outside the metal outer ring 1. The metal outer ring 1 serves as the main outer ring of the brake drum, supporting the heat dissipation mechanism and facilitating heat exchange with the external environment, while also providing a mounting base for the buffer mechanism. The outer ring flange 2 connects the brake drum to the axle, and has pre-set mounting holes on its end face for mounting the buffer mechanism. The brake drum also includes a metal inner ring 4 and an inner ring flange 5 coaxially and integrally formed outside the metal inner ring 4. The metal inner ring 4 is the core component that generates braking force through friction with the brake pads, while the inner ring flange 5 serves as a support structure for the metal inner ring 4. The metal outer ring 1 and the metal inner ring 4 are connected by casting, ensuring a tight bond between the two metal materials and balancing their respective performance advantages. To further enhance the reliability of this bimetallic connection, a reinforcing hoop 6 is coaxially arranged around the connection between the metal outer ring 1 and the metal inner ring 4. The reinforcing hoop 6 provides additional structural support to resist stress generated during braking.

[0035] To solve the aforementioned technical problems, the core of the technical solution in this embodiment lies in the fact that the automotive bimetallic brake hub further includes a buffer mechanism 3 and a heat dissipation mechanism 7. Furthermore, the buffer mechanism 3 forms a specific structural fit and connection relationship with the aforementioned outer flange 2, inner metal ring 4, and outer metal ring 1. The heat dissipation mechanism 7 is integrated into the inner cavity of the outer metal ring 1. Please refer to [reference needed]. Figure 2 , Figure 3 and Figure 4 The following is a detailed explanation of these core structures:

[0036] The buffer mechanism 3 includes a metal contact 31, an adhesive layer 32, a stacked sealing piston 33, and a spring 34. A pre-set mounting hole is provided on the end face of the outer flange 2 that connects to the axle; this pre-set mounting hole serves as the mounting base for the buffer mechanism 3. The stacked sealing piston 33 is located inside the pre-set mounting hole, its exterior tightly fitted against the inner wall of the pre-set mounting hole, forming a closed air chamber. This closed air chamber is crucial for achieving air pressure buffering. The structure of the stacked sealing piston 33 is particularly critical; it employs a composite structure of "multi-layered metal sheets and high-temperature resistant rubber sealing rings." This composite structure ensures good sealing performance and structural stability even when high temperatures are generated during braking. The metal contact 31 is located at the outermost end of the buffer mechanism 3 and is used to first contact the axle during braking impact. The adhesive layer 32 connects the metal contact 31 and the stacked sealing piston 33. Specifically, one end of the adhesive layer 32 is fixedly connected to the metal contact 31, and the other end is fixedly connected to the stacked sealing piston 33, ensuring that the two can function as a single unit for displacement and force transmission. The rear end of the stacked sealing piston 33 is equipped with a guide post, which provides a stable mounting and movement trajectory for the spring 34. The spring 34 is sleeved on the guide post, with one end abutting against the stacked sealing piston 33 and the other end abutting against the inner wall of the pre-set mounting hole. The function of the spring 34 is to compensate for the assembly clearance between the brake drum and the axle, prevent idling noise, and assist the stacked sealing piston 33 in resetting after braking. When the metal contact 31 is impacted, it pushes the stacked sealing piston 33 to compress the gas in the air chamber, generating reverse air pressure resistance, which, together with the spring 34, absorbs the braking impact, thereby effectively eliminating the impact force.

[0037] Meanwhile, the heat dissipation mechanism 7 is integrated into the inner cavity of the outer metal ring 1. This cavity provides installation space for the heat dissipation components without occupying the external installation space of the brake drum. The heat dissipation mechanism 7 includes a heat pipe 71, a heat dissipation base layer 72, and heat dissipation fins 73. The heat pipe 71 extends from the inner metal ring 4 to the outer metal ring 1, with one end in thermal contact with the inner metal ring 4 and the other end in thermal contact with the heat dissipation base layer 72. Utilizing the principle of efficient heat transfer, the heat pipe 71 rapidly absorbs and transfers the large amount of heat generated by the inner metal ring 4 during braking friction to the heat dissipation base layer 72, significantly accelerating the heat transfer efficiency. The heat dissipation base layer 72 is fixedly connected to the outer metal ring 1. It is responsible for receiving the heat transferred by the heat pipe 71 and distributing the heat evenly across its entire surface, while also utilizing the surface area of ​​the outer metal ring 1 for auxiliary heat dissipation. Heat dissipation fins 73 are integrally formed on the surface of the heat dissipation base layer 72. By significantly increasing the contact area with air, the heat dissipation fins 73 enhance the convective heat transfer capability with the external air. The brake drum also has ventilation holes on its exterior, which extend tangentially through the outer metal ring 1. These holes guide external airflow into the cooling mechanism 7 during vehicle operation. The airflow flows along the gaps between the fins, engaging in forced convection heat exchange with the high-temperature cooling fins 73 to remove heat. This quickly suppresses temperature rise during braking, preventing the inner metal ring 4 from softening due to high temperatures and reducing the coefficient of friction, thus ensuring braking performance. The buffer mechanism 3 and the cooling mechanism 7 are arranged independently inside the brake drum without structural interference, achieving simultaneous buffering and vibration reduction with efficient heat dissipation.

[0038] Based on the above embodiments, the present invention may further include the following preferred technical solutions:

[0039] As a preferred embodiment, to ensure that the buffer mechanism 3 maintains excellent buffering performance and sealing effect under long-term use and high-temperature conditions, the structure of the stacked sealing piston 33 is further defined as a composite structure of "multi-layer metal sheets and high-temperature resistant rubber sealing rings". This composite structure utilizes multi-layer metal sheets to provide good structural support and heat resistance, while the high-temperature resistant rubber sealing rings ensure the sealing integrity of the air chamber, effectively preventing gas leakage, thereby maintaining stable air pressure buffering capacity.

[0040] As another preferred embodiment, for better airflow guidance for heat dissipation, please refer to... Figure 1 and Figure 4 The outer flange 2 has a ventilation hole in the tangential direction. The ventilation hole penetrates the wall thickness of the metal outer ring 1, and its opening direction is consistent with the airflow direction when the brake drum rotates. It can efficiently capture external airflow during vehicle operation and guide the airflow into the heat dissipation mechanism 7 to achieve forced convection heat exchange, thereby effectively reducing the overall operating temperature of the brake drum.

[0041] In another preferred embodiment, to improve heat dissipation efficiency and uniformity, the surface area of ​​the heat dissipation base layer 72 is larger than the contact area between the heat pipe 71 and the heat dissipation base layer 72. By increasing the surface area of ​​the heat dissipation base layer 72, the heat concentrated by the heat pipe 71 can be more effectively and evenly diffused to a larger area, providing a uniform heat source for the efficient heat dissipation of the subsequent heat dissipation fins 73.

[0042] In another preferred embodiment, to maximize the contact area with air, the heat dissipation fins 73 are preferably distributed radially on the surface of the heat dissipation base layer 72. This radial arrangement allows for more heat dissipation fins 73 to be arranged within a limited cavity, and enables better heat exchange with the flowing air, further improving heat dissipation efficiency.

[0043] In another preferred embodiment, to avoid structural interference or functional mutual influence between different functional modules, the buffer mechanism 3 and the heat dissipation mechanism 7 are arranged independently inside the brake drum. This means that although they are both integrated inside the brake drum, they are spatially independent, and their respective structures and operations will not cause physical obstacles or performance impacts on each other, ensuring that both buffering and heat dissipation functions achieve optimal results.

[0044] The working principle is as follows:

[0045] When a car is braking, the brake drum is subjected to the impact force transmitted by the axle or undergoes relative displacement. Its working principle is mainly reflected in two aspects: buffering and heat dissipation.

[0046] In terms of buffering, when there is an assembly gap between the brake drum and the axle, the spring 34 in the buffer mechanism 3 provides an outward thrust, causing the stacked sealing piston 33 to extend outward. The metal contact 31, connected by the adhesive layer 32, makes pre-tight contact with the connection surface of the axle, thereby offsetting the assembly gap. At the same time, the inner flange 5 serves as a rigid support structure for the inner metal ring 4. Through coordinated positioning with the outer metal ring 1, the connection posture between the brake drum and the axle is ensured to be stable, effectively suppressing idling noise caused by the gap. When braking occurs and the brake drum is subjected to a large impact force, the metal contact 31 transmits the impact force to the stacked sealing piston 33. Under the action of the impact force, the stacked sealing piston 33 moves into the interior of the pre-set mounting hole, compressing the closed air chamber inside. The compressed gas in the air chamber generates reverse air pressure resistance. This air pressure resistance, together with the elastic restoring force of the spring 34, absorbs and disperses the energy of the braking impact, greatly mitigating the impact of the braking impact on the vehicle structure and passenger comfort. After braking, the stacked sealing piston 33 returns to its initial position under the reset action of the spring 34, and re-tightens the connection with the axle to prepare for the next braking. When the vehicle brakes suddenly, the reinforcing hoop 6 surrounds the outer metal ring 1 to prevent the outer metal ring 1 from shifting or deforming relative to the inner ring due to the impact force, ensuring the stability of the movement trajectory of the buffer mechanism 3 and avoiding the impact of the brake drum body deformation on the buffering effect.

[0047] In terms of heat dissipation, when the brake pads rub against the inner metal ring 4, generating a large amount of heat, this heat is first conducted to the inner metal ring 4. One end of the heat pipe 71 is in thermal contact with the inner metal ring 4, efficiently absorbing the heat from the inner metal ring 4. The working fluid inside the heat pipe 71 evaporates upon heating, quickly transferring the heat to the heat dissipation base layer 72. The heat dissipation base layer 72 is in thermal contact with the other end of the heat pipe 71 and is fixedly connected to the outer metal ring 1, responsible for receiving and evenly distributing this heat to its surface. At the same time, the heat dissipation fins 73 integrally formed on the surface of the heat dissipation base layer 72 further promote heat dissipation through their increased surface area. When the vehicle is in motion, external airflow passes through the ventilation holes tangentially opened in the outer flange 2, penetrates the interior of the outer metal ring 1, and flows along the gaps between the heat dissipation fins 73, undergoing forced convection heat exchange with the high-temperature heat dissipation fins 73, quickly carrying the heat away from the brake drum, effectively controlling the temperature of the brake drum, preventing heat fade due to overheating, and ensuring the stability and safety of the braking system. The buffer mechanism 3 and the heat dissipation mechanism 7 are arranged independently inside the brake drum without structural interference, ensuring the optimal realization of their respective functions.

Claims

1. A bimetallic brake drum for automobiles with a buffer structure, comprising: Metal outer ring (1), the outer ring flange (2) is integrally formed coaxially on the outside of the metal outer ring (1). Metal inner ring (4), the outer side of which is coaxially integrally formed with an inner ring flange (5); The outer metal ring (1) and the inner metal ring (4) are connected by casting, and a reinforcing hoop (6) is coaxially provided at the connection between the outer metal ring (1) and the inner metal ring (4). Its features are, The automotive bimetallic brake hub also includes a buffer mechanism (3). The buffer mechanism (3) includes a metal contact (31), an adhesive layer (32), a stacked sealing piston (33), and a spring (34). The outer flange (2) has a preset mounting hole on its end face. The stacked sealing piston (33) is tightly fixed to the inside of the preset mounting hole by an adhesive layer (32). The outside of the stacked sealing piston (33) is tightly fitted to the inner wall of the preset mounting hole. One end of the adhesive layer (32) is fixed to the metal contact (31), and the other end of the adhesive layer (32) is fixed to the stacked sealing piston (33); The rear end of the stacked sealing piston (33) is provided with a guide post, and the spring (34) is sleeved on the guide post. One end of the spring (34) abuts against the stacked sealing piston (33), and the other end abuts against the inner wall of the preset mounting hole.

2. The automotive bimetallic brake hub according to claim 1, characterized in that, The stacked sealing piston (33) adopts a composite structure of "multi-layer metal sheets and high-temperature resistant rubber sealing ring".

3. The automotive bimetallic brake drum according to claim 1, characterized in that, The outer side of the stacked sealing piston (33) is tightly fitted with the inner wall of the preset mounting hole to form a closed air chamber.

4. The automotive bimetallic brake drum according to claim 1, characterized in that, The automotive bimetallic brake hub also includes a heat dissipation mechanism (7), which is integrated into the inner cavity of the metal outer ring (1).

5. The automotive bimetallic brake drum according to claim 4, characterized in that, The heat dissipation mechanism (7) includes a heat pipe (71), a heat dissipation base layer (72), and heat dissipation fins (73); the heat pipe (71) extends from the inner metal ring (4) to the outer metal ring (1), and the heat pipe (71) is in contact with the heat dissipation base layer (72); the heat dissipation base layer (72) is fixedly connected to the outer metal ring (1), and heat dissipation fins (73) are integrally formed on the surface of the heat dissipation base layer (72).

6. The automotive bimetallic brake hub according to claim 5, characterized in that, The outer flange (2) has ventilation holes in the tangential direction. The ventilation holes penetrate the metal outer ring (1) and are used to guide airflow into the heat dissipation mechanism (7).

7. The automotive bimetallic brake drum according to claim 5, characterized in that, The heat dissipation fins (73) are disposed in the inner cavity of the outer metal ring (1) and are in contact with the air.

8. The automotive bimetallic brake drum according to claim 4, characterized in that, The buffer mechanism (3) and the heat dissipation mechanism (7) have no structural interference.

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