Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to vehicle braking systems and more particularly to a system and a method for thermal management of brake units in a vehicle.
BACKGROUND
[002] Vehicles improve the convenience of human beings as they aid in transportation. Either for domestic or commercial purposes of transportation, vehicles play a pivotal role. With the growth of technology, the speed which a vehicle (specifically road vehicles such as cars, truck and the like) can achieve on roads has surged a lot. As the capacity of vehicles to achieve speed increases, more braking force is required to stop the vehicle. As a result, the temperature attained in the brake discs increases greatly. For example, applying brakes for approximately 5-10 seconds in a vehicle moving with a speed range of 250 - 320 kilometers per hour (KMPH) can cause brake disc temperature to rise to a range of 400 – 600 degrees Celsius, which can cause damage to the brake discs and components in the vicinity of the brake discs. Further, high temperatures on brake discs during braking may cause brake fade, thermal cracks on brake discs, premature wear, brake fluid vaporization, bearing failure, and thermally excited vibration.
[003] Generally, the vehicles propelled by internal combustion (IC) engines tend to have a higher front axle weight than a rear axle weight as the engine is mounted in the front portion of the vehicle. Therefore, in such vehicles less rear braking force is required than the front braking force. In electric vehicles (EVs) the weight distribution in the front and rear axle are almost the same or sometimes the rear axles are slightly heavier than the front axle. Hence, in such EVs more rear braking force is required. Application of higher rear brake force to rear brake discs may cause severe temperature rise in rear brake discs leading to temperature distortion of the rear brake discs. Also, vehicles which employ electronic parking brakes (EPB) include actuators such as motors in the vicinity of the rear brake discs. Thus, severe temperature rise in rear brake discs can cause damage to EPB and/or motor of the EPB. Further, the front brake discs of the vehicles receive air flow through various openings and channels, such as radiator opening and the like. Hence, the severity of temperature rise in the front brake discs are less. However, air flow received by the rear brake discs is minimal as the air flow into the rear brake discs is hindered by the presence of various vehicle body structures. Therefore, rear brake discs are prone to severe temperature rise in vehicles, specifically in vehicles such as cars which can achieve high speeds.
[004] Therefore, there exists need for a system and a method for thermal management of brake units in a vehicle, which obviates the aforementioned drawbacks.
OBJECTS
[005] The principal object of embodiments herein is to provide a system for thermal management of brake units in a vehicle.
[006] Another object of embodiments herein is to provide the system for cooling brake discs.
[007] Another object of embodiments herein is to provide the thermal management system for brake units which is reliable and inexpensive.
[008] Another object of embodiments herein is to provide an efficient thermal management system for brake units which prolongs the life of brake units.
[009] Another object of embodiments herein is to provide the thermal management system for accelerating cooling brake units by forced heat dissipation from brake units.
[0010] Another object of embodiments herein is to provide a method for thermal management of brake units.
[0011] These and other objects of embodiments herein will be better appreciated and understood when considered in conjunction with following description and accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF DRAWINGS
[0012] The embodiments are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0013] Fig. 1 depicts a perspective view of a brake unit equipped with a thermal management system, according to embodiments as disclosed herein;
[0014] Fig. 2a illustrates a main duct of the thermal management system for allowing air flow to the brake unit for cooling the brake unit, according to embodiments as disclosed herein;
[0015] Fig. 2b illustrates nozzle defined at one end of the main duct, according to embodiments as disclosed herein;
[0016] Fig. 3a illustrates an actuator connected to an air intake duct through a crank, according to embodiments as disclosed herein;
[0017] Fig. 3b depicts a perspective view of the inlet duct, according to embodiments as disclosed herein;
[0018] Fig. 4a illustrates the air intake duct in a stowed position, according to embodiments as disclosed herein;
[0019] Fig. 4b illustrates the air intake duct in a deployed position, according to embodiments as disclosed herein;
[0020] Fig. 5 illustrates the positioning of the nozzle with respect brake disc of the brake unit, according to embodiments as disclosed herein;
[0021] Fig. 6 depicts a graph plot between heat transfer coefficient and brake disc diameter indicating effectiveness of angular positioning of the nozzle on heat transfer co-efficient, according to embodiments as disclosed herein;
[0022] Fig. 7a depicts a graph plot between temperature (in degree Celsius (°C)) (of brake disc of brake unit and time discs (in seconds (s)) indicating the temperature difference during braking of the vehicle with and without the thermal management system, according to embodiments as disclosed herein;
[0023] Fig. 7b depicts graph plot between temperature (in degree Celsius (°C)) of brake disc vs time taken by the brake discs (in seconds (s)) to reach a threshold temperature limit after braking of the vehicle with and without the thermal management system, according to embodiments as disclosed herein;
[0024] Fig. 8 is a block diagram of the thermal management system for brake units, according to embodiments as disclosed herein;
[0025] Fig. 9 depicts a flowchart indicating steps of a method for thermal management of brake units in the vehicle, according to embodiments as disclosed herein; and
[0026] Fig. 10 depicts an exploded view of an actuator and a step-down power transmission of the thermal management system, according to embodiments as disclosed herein.
DETAILED DESCRIPTION
[0027] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0028] The embodiments herein achieve a system and a method for thermal management of brake units in a vehicle. Referring now to the drawings Figs 1 through 10, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0029] Fig. 1 depicts a perspective view of a brake unit (10) equipped with a system (100) for thermal management of the brake units (10), according to embodiments as disclosed herein. In an embodiment, the system (100) includes at least one air intake duct (102), at least one bellow (103), at least one main duct (104), at least one nozzle (105) (as shown in fig. 2b and fig. 5), at least one actuator (106), a crank (108) (as shown in fig. 1 and fig. 3a), a controller unit (110) (as shown in fig. 8), and at least one sensor module (112) (as shown in fig. 8). The air intake duct (102) is located in vicinity of a vehicular structure (F) and rear doors (RD) (as shown in fig. 4a) of the vehicle. The vehicular structure (F) is considered to be at least a fender panel of the vehicle. It is also within the scope of the invention to position the air intake duct (102) on any other body panels of the vehicle or any other parts/ components of the vehicle according to the type and configuration of the vehicle and the type of brake units. For the purpose of this description and ease of understanding, the system (100) is explained herein below with reference to thermal management of rear brake units (10) of vehicles such as but not limited to cars and trucks. However, it is also within the scope of this invention to use the system (100) for thermal management of other types of brakes such as front brake, intermediate brakes, parking brake and the like of any other vehicles, where cooling of brake units is required without otherwise deterring the intended function of system (100) as can be deduced from the description. The system (100) is installed on both left side and right side of the vehicle for thermal management of a left side brake unit and a right side brake unit respectively. Further, in another embodiment, the system (100) may include a single air intake duct for receiving ambient air and directing the air flow to a left side main duct and a right side main duct disposed in vicinity of the left side brake unit and the right side brake unit respectively. Both the left side main duct and the right side main duct are directly or indirectly coupled to the single air intake duct.
[0030] The air intake duct (102) is connected to the main duct (104) by the bellow (103). The air intake duct (102) is adapted to receive ambient air and direct the air flow to the brake units (10) through the main duct (104) thereby cooling the brake units (10). In an embodiment, the air intake duct (102) includes an air inlet (102A) (as shown in fig. 1, fig. 3a, fig. 3b and fig. 4b) adapted to facilitate entry of ambient air therein. Further, the air intake duct (102) includes an air outlet (102B) (as shown in fig. 3a) adapted to facilitate exit of air from the air intake duct (102) to the main duct (104) via the bellow (103). In an embodiment, the air intake duct (102) is a rigid duct. It is also within the scope of the invention to provide the air intake duct (102) as a flexible duct directly connected to the main duct (104). The main duct (104) includes a first end (104A) (as shown in fig. 1 and fig. 2b) coupled to the air inlet (102A) of the air intake duct (102) through the bellow (103). Further, the main duct (104) includes a second end (104B) (as shown in fig. 1 to fig. 2b) disposed in vicinity of the brake unit (10). The bellow (103) is adapted to connect the air outlet (102B) of the air intake duct (102) to the first end (104A) of the main duct (104). The main duct (104) is adapted to receive the air from the air intake duct (102) and allow the air to flow to the brake units (10). In an embodiment, the main duct (104) is a flexible duct. It is also within the scope of the invention to provide the main duct (104) as a rigid duct. The nozzle (105) is defined at the second end (104B) (as shown in fig. 2b) of the main duct (104). The nozzle (105) is adapted to increase the velocity of air exiting the main duct (104) to allow the air to impinge on the brake units (10) with high velocity thereby accelerating cooling of the brake units (10) due to forced heat dissipation from the brake units (10). The nozzle (105) is located in vicinity of the brake units (10). In an embodiment, the nozzle (105) is an integral part of the main duct (104). In another embodiment, the nozzle (105) is a separate part. The nozzle (105) is a convergent nozzle. In an embodiment, the actuator (106) is directly coupled to the air intake duct (102). For example, the actuator (106) can be a low speed motor in which a rotary shaft (106S) of the actuator (106) is directly coupled to the air intake duct (102). In another example, the rotary shaft (106S) (as shown in fig. 3a) of the actuator (106) is adapted to be coupled to the air intake duct (102) through the crank (108). In another embodiment, the actuator (106) is indirectly coupled to the air intake duct (102). For example, the rotary shaft (106S) of the actuator (106) is connected to the air intake duct (102) through the crank (108) and a step-down transmission (107) (as shown in fig. 10). The step-down transmission (107) is adapted to rotate the air intake duct (102) at a low speed by converting high rotational speed of the actuator (106) into low rotational speed of the crank (108). The crank (108) is adapted to be coupled to the rotary shaft (106S) of the actuator (106) through the step-down transmission (107). For the purpose of this description and ease of understanding, the step-down transmission (107) is considered to be a planetary gearbox. However, it is also within the scope of the invention to use any other types of step-down gearboxes or speed reducers or gear mechanism or any other drive mechanisms in place of planetary gearbox without otherwise deterring the intended function of the step-down transmission (107) as can be deduced from the description and corresponding drawings. Further, the crank (108) is connected to the air intake duct (102). The crank (108) is adapted to transmit rotational motion of the rotary shaft (106S) of the actuator (106) to the air intake duct (102) for moving the air intake duct (102) between one of the deployed position and the stowed position.
[0031] The controller unit (110) is in communication with the actuator (106). The sensor module (112) is in communication with the controller unit (110). The sensor module (112) is adapted to sense and communicate at least one of a temperature of the brake unit (10) and a deceleration of the vehicle to the controller unit (110). The actuator (106) is adapted to move the air intake duct (102) between a deployed position (as shown in fig. 4b) and a stowed position (as shown in fig. 4a) when the actuator (106) is operated by the controller unit (112) based on the input signal from the sensor module (112) to the controller unit(112). The controller unit (110) is configured to receive input signal corresponding to at least one of measured temperature of the brake units (10) and deceleration of the vehicle from the sensor module (112); and compare at least one of measured temperature of the brake units (10) and deceleration of the vehicle with predefined temperature threshold and predefined deceleration threshold respectively. Further, the controller unit (110) is configured to operate the actuator (106) to move the air intake duct (102) to the deployed position when at least one of the measured temperature of the brake units (10) and deceleration of the vehicle is more than the predefined temperature threshold and predefined deceleration threshold respectively. Furthermore, the controller unit (110) is configured to operate the actuator (106) to move the air intake duct (102) to the stowed position when at least one of the measured temperature of the brake units (10) and deceleration of the vehicle is lesser than the predefined temperature threshold and predefined deceleration threshold respectively. For the purpose of this description and ease of understanding, the predefined temperature threshold is considered to be 200°C and the predefined deceleration threshold is at least 0.4g (m/s2). It is also within the scope of the invention to vary the values of predefined temperature threshold and predefined deceleration threshold based on the type and configuration vehicle and brake units, and conditions in which the vehicle is operated thereof.
[0032] The air intake duct (102) is configured to allow air flow to the brake units (10) via the main duct (104) thereby cooling the brake units (10) in the deployed position (as shown in fig. 4b). The air intake duct (102) is configured to restrict air flow to the brake units (10) in the stowed position (as shown in fig. 4a). At least a portion of the air intake duct (102) is concealed within the vehicular structure (F) of the vehicle in the stowed position (as shown in fig. 4a). The one air inlet (102A) (as shown in fig. 3b) of the air intake duct (102) is disposed away from the vehicular structure (F) to receive ambient air thereby allowing air flow to the brake units (10) via the main duct (104) when the air intake duct (102) is in the deployed position (as shown in fig. 4b). The air inlet (102A) of the air intake duct (102) is disposed within the vehicular structure (F) thereby restricting air entry into the air intake duct (102) when the air intake duct (102) is in the stowed position (as shown in fig. 4a). Further, the air intake duct (102) includes a first side wall (102B, a second side wall (102C), a top wall (102D) and a bottom wall (102E) (as shown in fig. 3b). The second side wall (102C) is positioned opposite to the first side wall (102B). The bottom wall (102E) is positioned opposite to the top wall (102D). The top wall (102D) and the bottom wall (102E) connects the first side wall (102B) with the second side wall (102C). The first side wall (102B) is positioned flush or inline with the vehicular structure (F) when the air intake duct (102) is in the stowed position. The first side wall (102B) defines a profile corresponding to profile of the vehicular structure (F). The second side wall (102C) defines a curved profile adapted to reduce boundary layer thickness formed by the air entering the air intake duct (102) thereby facilitating smooth air flow into the air intake duct (102) in the deployed position. The air inlet (102A) and the air outlet (102B) are defined between the side walls (102B, 102C), the top wall (102D) and the bottom wall (102E) at respective end of the air intake duct (102). The air intake duct (102) is adapted to restrict aerodynamic drag on the vehicle in the stowed position.
[0033] Fig. 5 illustrates the positioning of the nozzle (105) with respect to brake disc of brake unit (10), according to embodiments as disclosed herein. The efficiency of heat transfer of the system (100) for cooling brake units (10) depends on three parameters such as diameter (D) of the nozzle (105), nozzle angle (??), and distance (L) between the nozzle (105) and the friction surface of the brake disc. To obtain maximum cooling or to obtain higher heat transfer coefficient, selection of optimum values of the parameters (D, ??, L) is crucial. The experimental results (as shown in Figs 6) indicate that for different values of nozzle angle (??) (30 degrees, 45 degrees, 60 degrees) a corresponding heat transfer coefficient is obtained which varies across the diameter of the brake disc of the brake unit (10). However, the heat transfer coefficient is constant across the diameter of the brake disc if the nozzle angle (??) is 90 degrees. Further, the ratio of distance between the nozzle and the friction surface of the brake disc (L) and diameter of the nozzle (D) is vital in obtaining maximum heat transfer coefficient. The experimental results indicate that nozzle angle (??) 90 degrees with L/D ratio of four (L/D = 4) provides a maximum heat transfer coefficient. It is also within the scope of the invention to vary the L/D value in combination with nozzle angle (??) to achieve desired heat transfer coefficient.
[0034] Fig. 7a depicts a graph plot between temperature (in degree Celsius (°C)) of brake disc of brake unit and time (in seconds (s)) indicating the temperature difference during braking of the vehicle with and without the thermal management system (100), according to embodiments as disclosed herein. When a deceleration (braking force) of 1g is applied for a period as indicated in Fig. 7a, the experimental results indicate that there is a substantial temperature difference (?T) in the brake disc single stop temperature rise between the vehicles equipped with and without a thermal management system, the temperature rise is 15-25% lower in vehicle equipped with thermal management system (100) than in the vehicle not equipped with a thermal management system.
[0035] Fig. 7b depicts graph plot between temperature (in degree Celsius (°C)) of brake disc vs time taken by the brake discs (in seconds (s)) to reach a threshold temperature limit after braking of the vehicle with and without the thermal management system, according to embodiments as disclosed herein. The experimental results (as shown in Fig. 7b) indicate that the time taken by the brake discs to reach a threshold temperature limit. When the vehicle is equipped with the thermal management system (100) the time taken to reach the threshold temperature is 70-85% less compared to the vehicle not equipped with the thermal management system.
[0036] Fig. 10 depicts a flowchart (200) indicating steps of a method (200) for thermal management of brake units (10) of a vehicle, according to embodiments as disclosed herein. For the purpose of this description and ease of understanding, the method (200) is explained herein below with reference to thermal management of rear brake units (10) of vehicles such as but not limited to cars, trucks, and the like. However, it is also within the scope of this invention to practice/implement the entire steps of the method (200) in a same manner or in a different manner or with omission of at least one step to the method (200) or with any addition of at least one step to the method (200) for thermal management of any other type of brakes such as front brake, intermediate brakes, parking brake and the like of any other type of vehicle, where cooling of brake units is required without otherwise deterring the intended function of the method (200) as can be deduced from the description and corresponding drawings. In an embodiment, at step (202), the method includes sensing, by a sensor module (112), at least one of a temperature of the brake unit (10) and a deceleration of the vehicle. At step (204), the method (200) includes sending, by the sensor module (112), an input signal corresponding to at least one of the measured temperature of the brake unit (10) and the deceleration of the vehicle, to the controller unit (110). At step (206), the method (200) includes comparing, by the controller unit (110), at least one of the measured temperature of the brake unit (10) and the deceleration of the vehicle with a predefined temperature threshold and predefined deceleration threshold respectively. At step (208), the method (200) includes moving, by the actuator (106), the air intake duct (102) from the stowed position to the deployed position when the actuator (106) is operated by the controller unit (110) if at least one of the measured temperature of the brake units (10) and measured deceleration of the vehicle is more than the predefined temperature threshold and predefined deceleration threshold respectively. At step (210), the method (200) includes moving (210), by the actuator (106), the air intake duct (102) from the deployed position to the stowed position when the actuator (106) is operated by the controller unit (110) if at least one of the measured temperature of the brake units (10) and measured deceleration of the vehicle is lesser than the predefined temperature threshold and predefined deceleration threshold respectively.
[0037] The technical advantages of the thermal management system (100) are as follows. The thermal management system (100) is reliable and inexpensive. The thermal management system (100) is efficient and prolongs the life of brake units. The thermal management system is adapted to accelerate cooling of the brake units by forced heat dissipation from brake units.
[0038] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modifications within the spirit and scope of the embodiments as described herein.
, Claims:We claim,
1. A system (100) for thermal management of brake units (10) in a vehicle, the system (100) comprising:
at least one air intake duct (102) having an air inlet (102A) and an air outlet (102B);
at least one main duct (104) having a first end (104A) and a second end (104B), wherein the first end (104A) of the main duct (104) is coupled to the air outlet (102B) of the air intake duct (102), wherein the second end (104B) of the main duct (104) is disposed adjacent to the brake unit (10);
at least one actuator (106) coupled to the air intake duct (102);
a controller unit (110) in communication with the at least one actuator (106); and
a sensor module (112) adapted to sense at least one of a temperature of the brake units (10) and a deceleration of the vehicle, wherein the sensor module (112) is adapted to send an input signal corresponding to at least one of the measured temperature of the brake units (10) and the measured deceleration of the vehicle to the controller unit (110),
wherein
the actuator (106) is adapted to move the air intake duct (102) between a deployed position and a stowed position when the actuator (106) is operated by the controller unit (112) based on the input signal sent by the sensor module (112) to the controller unit (110).
2. The system (100) as claimed in claim 1, wherein the air intake duct (102) is configured to receive ambient air flow and direct the air flow to the brake units (10) via the main duct (104) thereby cooling the brake units (10) in the deployed position; and
the air intake duct (102) is configured to restrict air flow to the brake units (10) in the stowed position.

3. The system (100) as claimed in claim 1, wherein the system (100) includes at least one bellow (103) adapted to connect the air outlet (102B) of the air intake duct (102) to the first end (104A) of the main duct (104); and
at least one nozzle (105) defined at the second end (104B) of the main duct (104), wherein the nozzle (105) is located in vicinity of the brake units (10),
wherein
the nozzle (105) is a separate part or an integral part of the main duct (104); and
the main duct (104) is a flexible duct or a rigid duct.
4. The system (100) as claimed in claim 1, wherein the system (100) includes a crank (108) adapted to be coupled to a rotary shaft (106S) of the actuator (106) through a step-down transmission (107), wherein the crank (108) is connected to the air intake duct (102),
wherein
the crank (108) is adapted to transmit a rotational motion of the rotary shaft (106S) of the actuator (106) to the air intake duct (102) for moving the air intake duct (102) between one of the deployed position and the stowed position; and
the step-down transmission (107) is at least a planetary gearbox.
5. The system (100) as claimed in claim 1, wherein at least a portion of the air intake duct (102) is concealed within a vehicular structure (F) of the vehicle in the stowed position, wherein the vehicular structure (F) is at least a fender panel of the vehicle;
the air inlet (102A) of the air intake duct (102) is disposed away from the vehicular structure (F) to receive ambient air thereby allowing air flow to the brake units (10) via the main duct (104) when the air intake duct (102) is in the deployed position;
the air inlet (102A) of the air intake duct (102) is disposed within the vehicular structure (F) thereby restricting air entry into the air intake duct (102) when the air intake duct (102) is in the stowed position;
the air intake duct (102) is adapted to restrict an aerodynamic drag on the vehicle in the stowed position; and
the air intake duct (102) is one of a rigid duct or a flexible duct.
6. The system (100) as claimed in claim 5, wherein the air intake duct (102) includes,
a first side wall (102B);
a second side wall (102C) positioned opposite to the first side wall (102B);
a top wall (102D); and
a bottom wall (102E) positioned opposite to the top wall (102D), wherein the top wall (102D) and the bottom wall (102E) connects the first side wall (102B) with the second side wall (102C),
wherein
the first side wall (102B) is positioned flush or inline with the vehicular structure (F) when the air intake duct (102) is in the stowed position;
the first side wall (102B) defines a profile corresponding to a profile of the vehicular structure (F);
the second side wall (102C) defines a curved profile adapted to reduce boundary layer thickness formed by the air entering the air intake duct (102) thereby facilitating air flow into the air intake duct (102) in the deployed position; and
the air inlet (102A) and the air outlets (102B) are defined between the side walls (102B, 102C), the top wall (102D) and the bottom wall (102E) at respective ends of the air intake duct (102).
7. The system (100) as claimed in claim 1, wherein the controller unit (110) is configured to:
receive input signal corresponding to at least one of measured temperature of the brake units (10) and deceleration of the vehicle from the sensor module (112);
compare at least one of measured temperature of the brake units (10) and deceleration of the vehicle with predefined temperature threshold and predefined deceleration threshold respectively;
operate the actuator (106) to move the air intake duct (102) to the deployed position when at least one of the measured temperature of the brake units (10) and deceleration of the vehicle is more than the predefined temperature threshold and predefined deceleration threshold respectively; and
operate the actuator (106) to move the air intake duct (102) to the stowed position when at least one of the measured temperature of the brake units (10) and deceleration of the vehicle is lesser than the predefined temperature threshold and predefined deceleration threshold respectively.
8. A method (200) for thermal management of brake units (10) in a vehicle (20), wherein the method (200) comprising:
sensing (202), by a sensor module (112), at least one of a temperature the brake units (10) and deceleration of the vehicle;
sending (204), by the sensor module (112), an input signal corresponding to measured temperature of the brake units (10) and deceleration of the vehicle to a controller unit (110);
comparing (206), by the controller unit (110), at least one of the measured temperature of the brake units (10) and measured deceleration of the vehicle with a predefined temperature threshold and a predefined deceleration threshold respectively; and
moving (208), by at least one actuator (106), at least one air intake duct (102) to a deployed position when the actuator (106) is operated by the controller unit (110) if at least one of the measured temperature of the brake units (10) and measured deceleration of the vehicle is more than the predefined temperature threshold and predefined deceleration threshold respectively,
wherein
the air intake duct (102) is configured to receive ambient air flow and direct the air flow to the brake units (10) via a main duct (104) thereby cooling the brake units (10) in the deployed position.

9. The method (200) as claimed in claim 8, wherein the method (200) includes moving (210), by the actuator (106), the air intake duct (102) from the deployed position to a stowed position when the actuator (106) is operated by the controller unit (110) if at least one of the measured temperature of the brake units (10) and measured deceleration of the vehicle is lesser than the predefined temperature threshold and predefined deceleration threshold respectively,
wherein
the air intake duct (102) is configured to restrict air flow to the brake units (10) in the stowed position.