High-strength impact-resistant combined train brake pad fitting mechanism
By using a high-strength, impact-resistant combined train brake pad fitting mechanism, brake pads are installed through snap-fit and locking methods, solving the problems of complex brake pad replacement and insufficient impact resistance, thus simplifying the replacement process and improving impact resistance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- NANJING YONGMING ELECTROMECHANICAL CO LTD
- Filing Date
- 2025-07-28
- Publication Date
- 2026-06-26
Smart Images
Figure CN224414199U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of train brake technology, and more specifically, to a high-strength, impact-resistant combined train brake pad fitting mechanism. Background Technology
[0002] With the rapid development of the railway transportation industry towards high-speed and heavy-haul transportation, train operation safety and braking system reliability have become key technological bottlenecks. As the core component of the braking system, the performance of train brake pads directly determines the braking distance and operational stability of the train under emergency conditions.
[0003] Currently, existing train brake pads are typically fixed to the brake block (or friction pad support) using bolts, pins, or simple clips, and the brake block is then connected to the brake caliper. During braking, the brake pads endure enormous friction and impact forces, especially under extreme conditions such as emergency braking or heavy-load downhill driving, where their working environment is extremely harsh. Based on this application background, existing train brake pad fitting mechanisms face two main technical problems: first, brake pad replacement is difficult, complex, and time-consuming, hindering rapid maintenance and efficient operation; second, their impact resistance is insufficient, resulting in inadequate connection stability when subjected to impact loads during train operation, posing safety hazards. Utility Model Content
[0004] To overcome the above deficiencies, this application provides a high-strength, impact-resistant combined train brake pad fitting mechanism to solve the problems mentioned in the background art.
[0005] To achieve the above objectives, the technical solution adopted by this utility model to solve its technical problem is as follows:
[0006] A high-strength, impact-resistant, combined train brake pad fitting mechanism includes a brake caliper body and two brake cylinders integrally formed on both sides of the outer wall of the brake caliper body. The mechanism is characterized by: two brake blocks inside the brake caliper body; two wheel cylinder pistons inside each of the two brake cylinders; the telescopic ends of the two wheel cylinder pistons are fixedly connected to the interior of the two brake blocks via two locking components; two slots are respectively formed on the opposite surfaces of the two brake blocks; two brake pads are respectively installed inside the two slots; and the two brake pads are fixedly connected to the two brake blocks via two sets of fitting components.
[0007] Furthermore, the inner end of the brake block is provided with an arc groove, and the outer end is in contact with the inner wall of the brake caliper. The arc groove is matched with the direction of the train wheel rod.
[0008] Furthermore, the tail end of the wheel cylinder piston has an oil seal ring, and the outer ring is sealed to the inside of the brake cylinder. The telescopic end of the wheel cylinder piston is integrally formed with a plug, and the plug is locked to the inside of the brake block through the locking assembly.
[0009] Furthermore, the locking assembly includes a stepped hole, an external thread, and a locking nut. The stepped hole is provided in the middle section of the slot, and the external thread is provided on the outer wall of the insert post and is inserted into the stepped hole. The inner ring of the locking nut is threadedly connected to the external thread on the outer wall of the insert post, and the outer wall is in contact with the bottom of the stepped hole.
[0010] Furthermore, the card slot has two hook grooves inside, which match the brake pad.
[0011] Furthermore, the brake pad adopts a composite design and has two barbs on the back side, which engage with the inside of the slot, with the two barbs respectively fitting into the two slots.
[0012] Furthermore, the mounting component includes two square holes, two square blocks, two sets of retaining strips, and two sets of retaining strip grooves. Two square holes are respectively opened at both ends of the groove, and two sets of retaining strips are respectively provided on the inner walls of the two square holes. Two square blocks are integrally formed at both ends of the back of the brake pad, and two sets of retaining strip grooves are respectively opened on the outer walls of the two square blocks, which are respectively attached to the inner walls of the two square holes. The two sets of retaining strips are respectively engaged with the inside of the two sets of retaining strip grooves.
[0013] This utility model has the following beneficial effects:
[0014] 1. This utility model presents a replaceable modular brake pad, which is installed inside the brake pad's slot via a snap-fit (barb / groove) and embedding (embedded component) method. When the brake pad needs to be replaced due to wear, maintenance personnel can relatively easily disengage the snap-fit between the clip and the clip groove and pull out the brake pad with the barb, without disassembling the entire brake pad or brake caliper. This modular design simplifies the replacement process, shortens maintenance time, improves maintenance efficiency, and reduces operating costs.
[0015] 2. The brake pads of this invention, which are snapped into the slots, are not only initially positioned by the snapping of the barbs and the slots, but also deeply secured by the insert components. In the insert components, the fitting of the square blocks and square holes, and the precise snapping of the clips and clip slots, form a multi-point, multi-mode composite fixing structure. This design effectively disperses and absorbs the impact loads generated during train operation, especially during emergency braking or heavy-load descent, preventing the brake pads from shifting, falling off, or being damaged due to impact, thus greatly improving the mechanism's impact resistance.
[0016] 3. The wheel cylinder piston of this utility model mates with a threaded insert in the stepped hole inside the brake pad, and is locked in place by a locking nut. This threaded connection provides extremely high locking force, ensuring a firm connection between the piston and the brake pad under immense braking force, preventing loosening and significantly improving the reliability of the entire braking system. The oil seal ring at the tail end of the wheel cylinder piston provides a sealed connection with the inside of the brake cylinder, effectively preventing brake fluid leakage and ensuring the stability and safety of the brake cylinder operation. Attached Figure Description
[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.
[0018] Figure 1 This is a schematic diagram of the high-strength impact-resistant combined train brake pad fitting mechanism provided in the embodiments of this application;
[0019] Figure 2 A schematic diagram of the brake cylinder drive structure provided in the embodiments of this application;
[0020] Figure 3 A schematic diagram of the connection structure between the wheel cylinder piston and the locking assembly provided in an embodiment of this application;
[0021] Figure 4 A schematic diagram of the connection structure between the brake block and the brake pad provided in the embodiments of this application;
[0022] Figure 5 A schematic diagram of the internal structure of the card slot provided in the embodiments of this application;
[0023] Figure 6 A schematic diagram of the back structure of the brake pad provided in an embodiment of this application.
[0024] In the diagram: 1-Brake caliper body; 2-Brake cylinder; 3-Brake block; 31-Arc groove; 4-Wheel cylinder piston; 41-Pin post; 5-Locking assembly; 51-Stepped hole; 52-External thread; 53-Locking nut; 6-Slot; 61-Hook groove; 7-Brake pad; 71-Barb; 8-Insertion component; 81-Square hole; 82-Square block; 83-Slot; 84-Slot groove. Detailed Implementation
[0025] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.
[0026] Example:
[0027] Please see Figure 1 , Figure 2 , Figure 3 A high-strength, impact-resistant combined train brake pad fitting mechanism includes a brake caliper body 1 and two brake cylinders 2 integrally formed on both sides of the outer wall of the brake caliper body 1.
[0028] The brake caliper body 1 is made of high-strength cast steel or forged steel, possessing sufficient rigidity and strength to withstand the enormous reaction force during braking. The outer end of the brake caliper body 1 is arc-shaped and equipped with bolt holes for fixing the brake caliper body 1 to a designated position on the train. Two brake cylinders 2 are integrally molded on both sides of the outer wall of the brake caliper body 1, ensuring the integrity and strength of the structure.
[0029] The brake cylinder 2, as the driving core, works precisely with the internal wheel cylinder piston 4 to jointly undertake the crucial task of driving the brake pads 3 to generate braking action. To achieve this function, an oil inlet hole is carefully opened on the outer wall of the brake cylinder 2. In practical applications, the high-pressure hydraulic fluid of the braking system is precisely and efficiently injected into the inner cavity of the brake cylinder 2 through the oil supply pipe connected to this inlet hole. With the periodic change of hydraulic pressure, the wheel cylinder piston 4 reliably reciprocates within the inner cavity of the brake cylinder 2, thereby driving the connected brake pads 3 to move towards the brake disc, ultimately completing the braking process.
[0030] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 A high-strength, impact-resistant combined train brake pad fitting mechanism includes a brake caliper body 1 with two brake blocks 3 inside, two brake cylinders 2 each with two wheel cylinder pistons 4 inside, the telescopic ends of the two wheel cylinder pistons 4 being fixedly connected to the two brake blocks 3 through two locking components 5, two slots 6 being formed on the opposite sides of the two brake blocks 3, and two brake pads 7 being installed in the two slots 6 respectively, the two brake pads 7 being fixedly connected to the two brake blocks 3 through two sets of fitting components 8; an arc groove 31 is formed on the inner end of the brake block 3; a post 41 is integrally formed on the telescopic end of the wheel cylinder piston 4; the locking component 5 includes a stepped hole 51, an external thread 52, and a locking nut 53; two hook grooves 61 are formed inside the slots 6; the brake pads 7 adopt a composite design and have two barbs 71 on the back; the fitting component 8 includes two square holes 81, two square blocks 82, two sets of locking strips 83, and two sets of locking strip grooves 84.
[0031] The brake block 3 is meticulously crafted from high-strength materials, providing not only structural robustness but also serving as the foundation component supporting the brake pads 7. An arc-shaped groove 31 is specially designed into its inner end. This design has a dual function: firstly, the groove 31 provides a precise mounting position and accommodating space for the brake pads 7, allowing them to be securely fixed to the brake block 3; secondly, this structural design ensures that during braking, it is actually the brake pads 7 that rub against the train wheel rim and generate braking force, while the main structure of the brake block 3 avoids direct contact with the wheel rim due to the presence of the groove 31, thereby potentially reducing wear on the brake block 3 itself and optimizing overall thermal management.
[0032] The wheel cylinder piston 4 is a key actuator that transmits brake fluid pressure and drives the brake pads 3, working precisely in conjunction with the brake cylinder 2. This wheel cylinder piston 4 is typically made of high-strength, wear-resistant materials with good self-lubricating properties, such as high-quality alloy steel or specific engineering plastics, to ensure its reliability and long service life under repeated high-pressure hydraulic pressure. At its tail end, the piston has a high-precision oil seal ring. This oil seal ring is usually made of oil-resistant and high-temperature-resistant rubber material and is precisely installed in the outer circumferential groove at the piston tail end. Its function is to form a reliable dynamic seal between the piston and the inner wall of the brake cylinder 2, effectively preventing brake fluid leakage from the cylinder cavity, while also preventing external impurities from entering the cylinder, ensuring the cleanliness of the braking system and the stability of the working pressure. The outer ring of the piston, protected by the oil seal ring, forms a precise sealing connection with the inner wall of the brake cylinder 2. This connection depends not only on the oil seal ring, but also on the geometric accuracy and surface finish of the piston itself, to ensure smooth piston movement and good sealing within the cylinder. At the piston's telescoping end, facing the brake block 3, a single-piece insert 41 is integrally manufactured. "Integrated manufacturing" here means that the insert 41 and the piston body are machined as a single unit, rather than assembled later, ensuring extremely high structural strength and coaxiality between them. The insert 41 is typically designed with a cylindrical shape to facilitate subsequent connection. When brake fluid is injected into the brake cylinder 2 through the oil supply pipe, the oil pressure pushes the wheel cylinder piston 4 axially. The oil seal ring at the piston's tail ensures effective pressure transmission and sealing. As the piston moves forward, the insert 41 at its telescoping end also extends. At this time, the insert 41 enters the stepped hole 51 on the brake block 3. Subsequently, it is firmly fixed inside the brake block 3 by the locking assembly 5. This locking connection method ensures that the piston's movement can be directly and reliably transmitted to the brake block 3, causing it to produce the expected displacement, thereby pushing or driving the brake pads 7 to press against the wheel rim, completing the braking action.
[0033] The locking assembly 5 connects the insert 41 of the wheel cylinder piston 4 to the brake block 3. This assembly, through a specific structural design, ensures a strong and reliable connection between the two, and is a key component in transmitting braking force. The stepped hole 51 is located in the middle section of the slot 6 and has two cylindrical segments of different diameters, typically arranged in a structure where a larger segment connects to a smaller segment. This design provides initial guidance and housing space for the insert 41, and also provides the structural basis for the subsequent locking nut 53. The external thread 52 is not a separate component but is directly machined onto the outer wall of the insert 41 of the wheel cylinder piston 4. It consists of one or more spiral protrusions distributed axially along the insert 41. The thread specification precisely matches the internal thread of the locking nut 53 to ensure smooth engagement. The locking nut 53 is a fastener with internal threads, typically made of high-strength steel to withstand vibrations and loads during braking. Its inner ring has internal threads that match the external threads 52 on the outer wall of the insert 41. First, the insert 41 of the wheel cylinder piston 4, with its externally threaded outer wall 52, is guided and inserted into the pre-drilled stepped hole 51 inside the brake block 3. The insert 41 first enters the smaller section of the stepped hole 51, and then, under its own insertion force or with slight tapping, slides along the transition part of the stepped hole 51 into the larger section until the externally threaded portion 52 of the insert 41 also enters the larger section. Next, the locking nut 53 is placed at the opening of the larger section of the stepped hole 51, with its inner ring aligned with the externally threaded portion 52 of the insert 41 that has already entered the larger section. Then, using a tool, the locking nut 53 is rotated clockwise, causing it to move downwards along the externally threaded portion 52 of the insert 41. As the locking nut 53 is screwed in, it gradually pulls the insert 41 into the interior of the brake block 3 until the outer wall of the locking nut 53 is tightly fitted against the bottom of the smaller section of the stepped hole 51. At this time, a strong thread locking force is formed between the internal thread of the locking nut 53 and the external thread 52 of the insert 41. At the same time, the bottom of the locking nut 53 also forms a surface contact with the bottom surface of the stepped hole 51, which further enhances the stability of the connection and the shear resistance.
[0034] The slot 6 is typically part of the internal structure of the brake pad 3, and its interior is precisely machined with two hook grooves 61. These two hook grooves 61 are symmetrical within the slot 6, and their shape, size, and position precisely match the barbs 71 on the back of the subsequent brake pad 7. The interior of the hook grooves 61 is large enough to accommodate the barbs 71 and provides guidance and restraint, ensuring that the brake pad 7 can be correctly and smoothly installed without easily shifting or falling off. The overall structure of the slot 6 needs to ensure sufficient strength to withstand the reaction force generated by the brake pad 7 during braking. The brake pad 7 employs a composite design, meaning it may be laminated from multiple materials with different properties. For example, its working surface, the surface that rubs against the rim, may be made of a high-friction, high-temperature resistant, and wear-resistant composite material, while its back surface may be made of a metal material or other engineering plastic with greater structural strength or better heat dissipation and fixation. Two barbs 71 are intentionally provided on the back of the brake pad 7, near the edge. These two barbs 71 are typically in the form of elastic hooks or tongues. The design of the barbs 71 is not only for locking but may also incorporate a certain degree of elasticity. Their roots have reinforcing structures to enhance their fatigue and fracture resistance in the locked state. First, the brake pad 7 is roughly aligned with the groove 6, with its back facing inwards. Then, a certain force is applied to push the brake pad 7 into the groove 6, while simultaneously aligning the two barbs 71 with the two hook slots 61. As the barbs 71 pass the entrance edge of the hook slot 61, they slide along the internal contour of the hook slot 61, eventually engaging in the designated position within the hook slot 61. At this point, the barbs 71 are locked within the hook slot 61, forming a reliable locking structure. This locking method not only fixes the longitudinal position of the brake pad 7 but may also limit its lateral position.
[0035] The mounting component 8 further enhances the stability of the brake pad 7 within the slot 6 and provides additional axial restraint and vibration-resistant locking. The mounting component 8 is not a single part, but rather constitutes multiple interlocking structural features on the slot 6 and the brake pad 7. Two square holes 81 are formed at both ends of the internal structure of the slot 6. The size of these square holes 81 is slightly larger than or equal to the size of the square block 82 on the back of the brake pad 7, allowing the block 82 to be inserted. The inner wall of the square holes 81 is designed to accommodate the retaining strip 83. Two square blocks 82 are integrally formed at both ends of the back of the brake pad 7. The shape of these square blocks 82 matches the square holes 81 on the slot 6. This integral forming method ensures structural strength and coaxiality between the square blocks 82 and the brake pad 7 body. A retaining strip groove 84 is formed on the outer wall of the square block 82 for engaging. The retaining strip 83 precisely matches the retaining strip groove 84, enabling them to engage. First, the brake pad 7 is roughly aligned with the slot 6, with its back facing the inside of the slot 6. The block 82 is aligned with the square hole 81. When the block 82 is inserted into the square hole 81, its outer wall fits tightly against the inner wall of the square hole 81, providing initial positioning and a certain axial limit. At the same time, the retaining groove 84 on the outer wall of the block 82 is also aligned with the retaining strip 83 on the inner wall of the square hole 81. As the brake pad 7 continues to move into the retaining groove 6, the retaining strip 83 will slide into the retaining groove 84 and eventually lock into place. This locking provides additional locking force, effectively preventing the brake pad 7 from axially shifting due to vibration or centrifugal force during braking.
[0036] The working principle of this high-strength, impact-resistant combined train brake pad engaging mechanism is as follows: When a braking command is issued, brake fluid enters the brake cylinder 2, pushing the wheel cylinder piston 4 to move along its extension and retraction direction. The piston, through the locking assembly 5, drives the brake block 3 towards the brake disc. The brake block 3 pushes the brake pad 7 on it to contact the brake disc and generate friction, thereby achieving braking. During this process, the locking assembly 5 ensures reliable force transmission, while the engagement of the engaging component 8 and the hook 71 with the hook groove 61 ensures that the brake pad 7 will not loosen or fall off under enormous friction and possible impact.
[0037] It should be noted that the specific model and specifications of the wheel cylinder piston 4 need to be selected and determined according to the actual specifications of the device. The specific selection and calculation method adopts the existing technology in this field, so it will not be described in detail here.
[0038] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.
Claims
1. A high-strength impact-resistant combined train brake pad fitting mechanism, comprising a brake caliper body (1) and two brake oil cylinders (2) integrally formed on both sides of the outer wall of the brake caliper body (1), characterized in that: The brake caliper body (1) is equipped with two brake blocks (3). The two brake cylinders (2) are respectively equipped with two wheel cylinder pistons (4). The extension and retraction ends of the two wheel cylinder pistons (4) are respectively fixedly connected to the two brake blocks (3) through two locking components (5). The two brake blocks (3) have two slots (6) on their opposite sides. Two brake pads (7) are respectively installed in the two slots (6). The two brake pads (7) are respectively fixedly connected to the two brake blocks (3) through two sets of mounting components (8).
2. A high strength impact resistant modular train brake pad nesting mechanism according to claim 1, wherein, The brake block (3) has an arc groove (31) at its inner end and its outer end is in contact with the inner wall of the brake caliper (1). The arc groove (31) is matched with the direction of the train wheel rod.
3. The high-strength, impact-resistant combined train brake pad fitting mechanism according to claim 2, characterized in that, The tail end of the wheel cylinder piston (4) is equipped with an oil seal ring, and the outer ring is sealed to the inside of the brake cylinder (2). The extension end of the wheel cylinder piston (4) is integrally made with a plug (41), and the plug (41) is locked to the inside of the brake block (3) through the locking assembly (5).
4. The high-strength, impact-resistant combined train brake pad fitting mechanism according to claim 3, characterized in that, The locking assembly (5) includes a stepped hole (51), an external thread (52), and a locking nut (53). The stepped hole (51) is provided in the middle section of the slot (6). The external thread (52) is provided on the outer wall of the insert (41) and is inserted into the stepped hole (51). The inner ring of the locking nut (53) is threadedly connected to the external thread (52) on the outer wall of the insert (41), and the outer wall is in contact with the bottom of the stepped hole (51).
5. The high-strength, impact-resistant combined train brake pad fitting mechanism according to claim 4, characterized in that, The card slot (6) has two hook grooves (61) inside, which match the brake pad (7).
6. A high-strength, impact-resistant combined train brake pad fitting mechanism according to claim 5, characterized in that, The brake pad (7) adopts a composite design and has two barbs (71) on the back, which are engaged with the inside of the slot (6). The two barbs (71) are respectively fitted into the inside of the two hook slots (61).
7. A high-strength, impact-resistant combined train brake pad fitting mechanism according to claim 6, characterized in that, The mounting component (8) includes two square holes (81), two square blocks (82), two sets of retaining strips (83), and two sets of retaining strip grooves (84). The two square holes (81) are respectively opened at both ends of the groove (6). The inner walls of the two square holes (81) are respectively provided with two sets of retaining strips (83). The two square blocks (82) are integrally formed at both ends of the back of the brake pad (7). The outer walls of the two square blocks (82) are respectively provided with two sets of retaining strip grooves (84), which are respectively attached to the inner walls of the two square holes (81). The two sets of retaining strips (83) are respectively engaged with the inside of the two sets of retaining strip grooves (84).