CN110725878A - Dry brake with autonomous centrifugal air cooling structure - Google Patents

Abstract

The invention belongs to the technical field of vehicle braking, and relates to a dry brake with an autonomous centrifugal air cooling structure. The brake comprises a shell body component, an inner hub, three static friction disks and two dynamic friction disks, wherein an inner hub main air inlet hole, an inner hub auxiliary air inlet hole and an inner hub air outlet hole are formed in the inner hub, the inlet positions of the inner hub main air inlet hole and the inner hub auxiliary air inlet hole are respectively located on the left side and the right side of an inner hub radial plate, the inner hub main air inlet hole and the inner hub auxiliary air inlet hole are intersected and combined in the axial direction of the inner hub, the inner hub air outlet hole is formed in the transmission tooth surface of the inner hub, one inner hub main air inlet hole and one inner hub auxiliary air inlet hole form a group, multiple groups are evenly distributed on the left side and the right side of the inner hub in the circumferential direction. The invention realizes that the heat generated by the brake in the braking process can be quickly dissipated, thereby reducing the temperature of the friction plate and ensuring the effective braking.

Description

A dry brake with autonomous centrifugal air cooling structure

technical field

The invention belongs to the technical field of vehicle braking, and relates to a dry brake with an autonomous centrifugal air cooling structure.

Background technique

In the process of working, large tracked vehicles need to make a lot of maneuvering actions according to the real-time situation on site, which requires them to have good braking performance. During the braking process, the kinetic energy of the vehicle is converted into other forms of energy through the friction between the friction material and the brake, of which about 90% is converted into heat energy, which is manifested as an increase in the temperature of the brake. According to research data, its maximum temperature can reach above 700 ℃. As the temperature rises, complex physical and chemical changes occur in the surface film of the friction material and the surface of the body, resulting in significant changes in the coefficient of friction. The friction coefficient of the friction material increases with the increase of temperature in the lower temperature range; however, when the temperature continues to increase, the friction material undergoes thermal recession, and the friction coefficient decreases with the increase of temperature. Once this happens, it may lead to brake failure, resulting in a major accident. Therefore, how to quickly reduce the temperature of the brake friction plate is the key to ensuring the performance of the brake and eliminating potential safety hazards.

The dry brake structure is composed of main components such as friction disc, dual disc, shell, base, heat shield and marble pressurization structure. Among them, the pressurizing structure consists of a rotating disc, marbles and a moving disc. Its working principle is shown in Figure 1. When the brake is braking, the rotating disc is rotated by applying torque by the pulling arm, the marble rolls along the groove, from the deep groove to the shallow groove, and pushes the moving disc to move along the axial direction, so that the dual disc and the friction disc are engaged, so as to realize friction. brake. When the pull arm of the rotating disk is released, the rotating disk rotates in the opposite direction, and the marble rolls from the shallow groove to the deep groove under the action of the spring, the moving disk is reset, and the dual disk and the friction disk are separated, thereby releasing the brake.

From the analysis of the braking process of the brake, it can be seen that during braking, the dual disc and the friction disc are in close contact. Due to the inertia moment of the construction vehicle, a sliding friction effect occurs between the friction disc and the dual disc at this time, so that a large amount of friction occurs in the friction area. Heat, the parts involved in braking, the temperature rises rapidly. Brake components that are not directly involved in braking gain heat through heat conduction and convection heat transfer, and then their temperature rises.

From the perspective of the overall brake, the key parts of the brake heat generation are the dual disk and the friction disk. On the basis of ensuring the integrity of the friction heat generation area, the structure of the remaining brakes can be appropriately simplified. For example, for the pressurized structure, due to There is a heat insulation plate between it and the heat generating part, which has little influence on the distribution law of the temperature field. In view of the complexity of its structure, it is appropriately simplified.

It can be seen from the analysis of the braking process of the brake that when braking, the dual disc and the friction disc are in close contact. Due to the inertia moment of the construction vehicle, a sliding friction effect occurs between the friction disc and the dual disc at this time, so that a large amount of friction occurs in the friction area. Heat, the parts involved in braking, the temperature rises rapidly. Brake components that are not directly involved in braking gain heat through heat conduction and convection heat transfer, and then their temperature rises. From the perspective of the overall brake, the key parts of the brake heat generation are the dual disk and the friction disk. On the basis of ensuring the integrity of the friction heat generation area, the structure of the remaining brakes can be appropriately simplified. For example, for the pressurized structure, due to There is a heat insulation plate between it and the heat generating part, which has little influence on the distribution law of the temperature field. In view of the complexity of its structure, it is appropriately simplified.

Due to the large amount of heat generated during the braking process, the temperature of the friction linings rises rapidly. However, for the existing brake, the space between the friction plates of the brake is relatively closed, and effective convection heat dissipation cannot be generated, so that the heat dissipation efficiency is very low. During the continuous multiple braking process, the heat generated by the previous braking has not been dissipated, and the second braking is performed, which will cause the heat to accumulate continuously and generate a high temperature, which may lead to the risk of failure of the friction plate.

SUMMARY OF THE INVENTION

In view of the problem that the heat dissipation of the existing brake is not timely and the temperature of the friction plate is too high during the continuous multiple braking process, the present invention provides an independent centrifugal air cooling technology, which realizes the introduction of air and strengthens the convection by relying on the structural optimization design of the inner hub of the brake. Heat exchange, thereby quickly reducing the temperature of the friction plate, preventing the friction plate from failing due to excessive temperature.

The main structure of a dry brake with an autonomous centrifugal air cooling structure according to the present invention is shown in Figures 2 to 9, which mainly include parts such as an outer casing, an inner hub, three dynamic friction discs and two dynamic friction discs. The outer shell part includes a first static friction disc supporting plate, a brake housing and a brake pressurizing part, each static friction disc includes a static friction disc supporting plate, a plurality of static friction disc friction plates and friction pads, and each dynamic friction disc includes a dynamic friction disc. Disc support plate, multi-piece dynamic friction plate and friction lining, the inner hub is provided with inner hub main air inlet hole, inner hub auxiliary air inlet hole, inner hub air outlet hole, inner hub main air inlet hole and inner hub auxiliary air inlet hole The inlet positions of the inner hub are respectively located on the left and right sides of the inner hub spokes. The two meet and merge in the axial direction of the inner hub. The inner hub air outlet hole is on the inner hub transmission tooth surface. The air holes are in one group, and there are multiple groups evenly distributed on the left and right sides of the inner hub spokes in the circumferential direction.

Further preferably, one inner hub main air inlet hole and one inner hub auxiliary air inlet hole are in one group, and 8 groups are evenly distributed on the left and right sides of the inner hub web in the circumferential direction.

Further preferably, there is a gap between the dynamic friction disc and the static friction disc.

Further preferably, there is a gap between the dynamic friction plate and the static friction plate, and there is also a gap between the dynamic friction plates.

Beneficial effects brought about by the technical solution of the present invention

In the present invention, an air flow channel along the radial direction is designed in the inner hub. Under the action of the centrifugal effect, a higher velocity radial air flow occurs, resulting in a larger air flow in the gaps of the brake pads. Also, the air flowing in from the inner hub inlet comes from a relatively low temperature environment. Therefore, the heat generated during the braking process can be quickly dissipated, thereby reducing the temperature of the friction pads and ensuring that the braking works effectively.

Description of drawings

Fig. 1 is the working principle diagram of the existing brake.

Figure 2 shows the overall structure of a dry brake with an autonomous centrifugal air cooling structure.

Figure 3 is a partial cross-sectional view of the brake housing housing components.

Figure 4 is an assembly view of the inner hub and the friction disc.

Figure 5 is a schematic view of the inner hub structure, (a) a cross-sectional view, (b) an overall view.

FIG. 6 is a schematic diagram of the structure of the moving plate.

Figure 7 shows the first static friction disc.

Figure 8 shows the second static friction disc.

Figure 9 is a third static friction disc.

in:

1-Dry brake with autonomous centrifugal air cooling structure; 2-First static friction disc support plate; 3-Brake housing; 4-Brake pressurizing part; 5-Brake radial air outlet; 6-Inner hub; 7-Inner hub Main air inlet; 8- Inner hub auxiliary air inlet; 9- First static friction disk; 10- First dynamic friction disk; 11- Second static friction disk; 12- Second dynamic friction disk; 13- Third static friction disk; 14 - Clearance between static and dynamic friction discs; 15- Outlet holes of inner hub; 16- Transmission teeth of inner hub; 17- Axial intake air flow of inner hub; 18- Radial outlet air flow of inner hub; 19- Dynamic disc support sheet; 20 - dynamic friction plate; 21- dynamic friction plate pad; 22- dynamic friction plate transmission teeth; 23- first static friction plate friction plate; 24- first static friction plate friction plate pad; 25- second static friction plate support plate; 26- first Two static friction disc friction plates; 27- the second static friction disc friction plate pad; 28- the third static friction disc support plate; 29- the third static friction disc friction plate; 30- the third static friction disc friction plate pad; 31- inner hub Air runner.

Detailed ways

In order to make the objectives, technical solutions and beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be noted that the specific embodiments described herein are only used to explain the present invention, but not to limit the present invention.

In the existing brakes, due to the relatively closed flow channels, the air flow rate in the gap between the friction pairs is low, and it is easy to form an internal circulation, which cannot be supplemented by low-temperature air. Exceeds the optional limit. In the brake of the present invention, an air flow channel is added to the inner hub, and under the action of the centrifugal effect, high-speed low-temperature air is introduced between the friction plates, so that the heat dissipation power is greatly improved, and the temperature of the friction plates is prevented from being too high.

As shown in FIGS. 2-9 , the present invention relates to a dry brake with an autonomous centrifugal air cooling structure, including an outer housing part, an inner hub 6 , three static friction discs and two dynamic friction discs. The outer housing part includes the first static friction disc support plate 2 , the brake housing 3 and the brake pressurizing part 4 . The inner hub 6 includes the inner hub main air inlet hole 7, the inner hub auxiliary air inlet hole 8, the inner hub transmission tooth 16 and the inner hub air flow channel 31, the inlets of the inner hub main air inlet hole 7 and the inner hub auxiliary air inlet hole 8 The positions are located on the left and right sides of the inner hub spokes respectively. The two meet and merge in the axial direction of the inner hub, and the outlet is on the inner hub drive tooth surface. The inner hub main air intake hole 7 and an inner hub auxiliary air intake hole 8 form a group, and multiple groups are evenly distributed on the left and right sides of the inner hub web in the circumferential direction. The inner hub main air intake hole and the inner hub auxiliary air intake hole in each group are An inner hub air flow channel 31 is formed with an inner hub air outlet hole 15 .

There is a gap 14 between the dynamic friction disc and the static friction disc. The three static friction discs 9, 11, and 13 each include a static friction disc support piece, multiple static friction disc friction discs, and static friction disc friction disc pads. 20 and the dynamic friction lining.

The first static friction disc 9 includes a first static friction disc support plate 2, a first static friction disc friction plate 23, and a first static friction disc friction plate pad 24, wherein the first static friction disc friction plate pad 24 and the first static friction disc friction plate 23 Combined into a group, the first static friction disc friction pad 24 side is in direct contact with the first static friction disc support sheet 2 , and is uniformly distributed on one side of the first static friction disc support sheet 2 in a circumferential group.

The second static friction disc 11 includes a second static friction disc supporting plate 25 , a second static friction disc friction plate 26 , and a second static friction disc friction plate pad 27 , wherein the second static friction disc friction plate pad 27 and the second static friction disc friction plate 26 Combined into a group, the second static friction disc friction pad 27 side is in direct contact with the second static friction disc support sheet 25 , and is evenly distributed on both sides of the second static friction disc support sheet 25 in a circumferential group. The combination of friction plates and pads on both sides of the support plate has the same circumferential and radial positions.

The third static friction disc 13 includes a third static friction disc support plate 28 , a third static friction disc friction plate 29 , and a third static friction disc friction plate pad 30 , wherein the third static friction disc friction plate pad 30 and the third static friction disc friction plate 29 Combined into a group, the third static friction disc friction pad 30 side is in direct contact with the third static friction disc support sheet 28 , and is uniformly distributed on one side of the second static friction disc support sheet 25 in the circumferential direction.

The first dynamic friction disc 10 and the second dynamic friction disc 12 are identical, and both include a dynamic disc support plate 19 , multiple dynamic friction discs 20 and a dynamic friction disc pad 21 . Among them, the dynamic friction plate pads 21 and the dynamic friction plates 20 are combined into a group, the side of the dynamic friction plate pads is in direct contact with the dynamic plate support plate 19, and the circumferential direction groups are evenly distributed on both sides of the dynamic plate support plate 19. The combination of the dynamic friction lining and the dynamic friction lining has the same circumferential and radial positions.

The inner hub 6 of the brake rotates at a high speed under the drive of the shaft. Under the action of the centrifugal effect, the air in the inner hub air flow channel 31 will have a radially outward flow velocity, thus forcing the air from the inner hub air. The main air intake hole 7 and the auxiliary air intake hole 8 of the air intake holes enter the inner hub air flow channel 31 to form an axial air flow 17, and the air flow passes through the inner hub air flow channel 31 and flows out from the inner hub air outlet hole 15 to form the inner hub diameter To the outlet air flow 18. The two dynamic friction discs 10 and 12 are both connected to the inner hub 6 through the inner hub drive teeth, so that they rotate under the driving of the inner hub. Moreover, the connection does not restrict the movement of the two dynamic friction discs 10 and 12 in the axial direction, so as to ensure the normal performance of the braking action.

As shown in FIG. 4 , after the braking, the dynamic friction discs 10, 12 are separated from the static friction discs 9, 11, and 13, and there is a gap between the dynamic friction disc 20 and the static friction discs 23, 26, and 29. There are also gaps, and the air flowing out from the air outlet holes 15 of the inner hub will flow out from these gaps, thereby forming high-speed airflow on the surfaces of the dynamic friction plate 20 and the static friction plates 23, 26, 29, thereby forming forced convection cooling. Also, the air flowing in from the inner hub inlet comes from a relatively low temperature environment. Therefore, the heat generated during the braking process can be quickly dissipated, thereby reducing the temperature of the friction pads and ensuring that the braking works effectively.

The beneficial effects brought by the technical solution of the present invention:

In the present invention, an air flow channel along the radial direction is designed in the inner hub. Under the action of the centrifugal effect, a higher velocity radial air flow occurs, resulting in a larger air flow in the gaps of the brake pads. Also, the air flowing in from the inner hub inlet comes from a relatively low temperature environment. Therefore, the heat generated during the braking process can be quickly dissipated, thereby reducing the temperature of the friction pads and ensuring that the braking works effectively.

In the present invention, the main air inlet and the auxiliary air inlet of the inner hub can be combined into one air inlet, or divided into more air inlets as required. Likewise, each inner hub air outlet can also be divided into multiple air outlets. Changes in the structure, form and number of flow channels are within the scope of the present invention.

Claims (4)

1. A dry brake with an autonomous centrifugal air cooling structure, comprising an outer housing part, an inner hub, three static friction discs and two dynamic friction discs, the outer housing part comprising a first static friction disc support piece, a brake housing and a brake pressurizing part , each static friction disc includes a static friction disc supporting sheet, multiple static friction disc friction discs and friction pads, and each dynamic friction disc includes a moving disc supporting sheet, multiple dynamic friction discs and friction pads, characterized in that the inner The hub is provided with the main air inlet hole of the inner hub, the auxiliary air inlet hole of the inner hub, and the air outlet hole of the inner hub. They merge and merge in the axial direction of the inner hub. The air outlet holes of the inner hub are on the transmission tooth surface of the inner hub. A main inlet hole of the inner hub and an auxiliary inlet hole of the inner hub form a group, on the left and right sides of the inner hub web. There are multiple groups evenly distributed in the circumferential direction, and the inner hub main air inlet hole, the inner hub auxiliary air inlet hole and an inner hub air outlet hole in each group form an inner hub air flow channel. 2. A dry brake with an autonomous centrifugal air-cooling structure as claimed in claim 1, characterized in that, one inner hub main air inlet and one inner hub auxiliary air inlet are a group, and the inner hub web is two left and right. There are 8 groups evenly distributed on the side and circumferential direction. 3 . The dry brake with an autonomous centrifugal air cooling structure according to claim 1 , wherein a gap exists between the dynamic friction disc and the static friction disc. 4 . 4 . The dry brake with an autonomous centrifugal air cooling structure according to claim 1 , wherein there is a gap between the dynamic friction plate and the static friction plate, and there is also a gap between the dynamic friction plates. 5 .

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