A brake assembly based on anti-travel self-locking

Abstract

This invention discloses a brake assembly based on reverse stroke self-locking, including an axle that mates with a wheel and a brake disc mounted on the axle for braking, and a piston driver that drives brake friction blocks to brake the brake disc. These are the main components of a conventional train braking device. In this invention, the brake friction blocks are arranged in two sets symmetrically at both ends of the brake disc, and braking is achieved through a braking mechanism. The braking mechanism outputs a reverse stroke self-locking degree of freedom to the brake friction blocks. This invention, through the mechanical linkage and cooperation between multiple braking mechanisms, provides a reverse stroke braking torque during practical application, increasing the friction between the brake friction blocks and the wheel, maintaining the stability of the brake caliper, and preventing brake slack. This improves the overall braking efficiency and safety of the train, and reduces the failure rate and maintenance costs of the braking system.

Description

Technical Field

[0001] This invention relates to the field of braking device technology, and in particular to a brake assembly based on reverse stroke self-locking. Background Technology

[0002] High-speed rail brake friction blocks are an important component of the braking system for high-speed trains. During high-speed train operation, the braking system needs to decelerate the train through friction, and the high-speed rail brake friction blocks are one of the components responsible for generating this frictional force.

[0003] High-speed train brake friction blocks are usually made of ceramic or metal matrix composite materials, which have advantages such as high temperature resistance, wear resistance and stability. They can provide good braking effect and long service life when high-speed trains brake. When high-speed trains brake, the brake friction blocks will contact the wheels and use friction to gradually reduce the speed of the train, thereby slowing down or stopping the train.

[0004] When high-speed trains are running, the braking force of the brake calipers (brake friction pads) needs to remain sufficiently stable to ensure that the train can decelerate and stop smoothly. However, it is common for the brakes to be difficult to maintain stability after braking and for brake slack to easily occur.

[0005] Brake calipers achieve braking through hydraulic or air systems. During braking, pressure causes the friction pads of the brake caliper to contact the wheel, thereby slowing down the wheel and the entire train. However, during prolonged braking, due to temperature changes and component wear, the braking force of the brake caliper can easily decrease or the brakes can become loose. This phenomenon may cause vibration or noise during braking and increase the wear and failure rate of the entire braking system. Furthermore, in high-speed train operation, unstable braking force of the brake caliper can also affect the overall safety and comfort of the train.

[0006] Therefore, introducing a reverse-travel self-locking mechanism can enhance the stability and reliability of the braking system. When braking force is applied to the brake caliper, the ratchet mechanism can maintain the stability of the brake caliper and prevent brake slack. This will improve the overall braking efficiency and safety of the train, and reduce the failure rate and maintenance costs of the braking system.

[0007] To address this, a braking assembly based on reverse stroke self-locking is proposed. Summary of the Invention

[0008] In view of this, the present invention aims to provide a brake assembly based on reverse stroke self-locking to solve or alleviate the technical problems existing in the prior art, and at least provide a beneficial alternative;

[0009] The technical solution of this invention is implemented as follows: a brake assembly based on reverse stroke self-locking includes an axle that mates with a wheel and a brake disc mounted on the axle for braking, and a piston driver that drives brake friction blocks to brake the brake disc; the above are the main components of a conventional train braking device; wherein, in this invention, the brake friction blocks are in two sets and symmetrically arranged at both ends of the brake disc, and are braked by a braking mechanism; the braking mechanism outputs reverse stroke self-locking degree of freedom to the brake friction blocks, and increases the friction between the brake friction blocks and the wheel by providing reverse stroke braking torque.

[0010] In the above implementation: the aforementioned reverse stroke self-locking degree of freedom and the brake disc are all linked, and they are in a direct drive mode with each other, ultimately realizing the linkage drive of multiple degrees of freedom, and the specific drive trajectory, orientation and angle parameters; specifically, based on the operator's selection and assembly of the stroke of the aforementioned degrees of freedom.

[0011] In one embodiment: the number of brake friction blocks is two and they are arranged symmetrically. The two brake friction blocks are connected by a coupling to slide linearly but not to rotate. The braking mechanism is mounted on the coupling.

[0012] In the above embodiments: the driving mode is not limited to this; as a preferred technical solution, it can also be preferably selected as follows: the connecting shaft is axially connected with a spline, and the connecting shaft is connected to the brake friction block through the spline.

[0013] During the braking process, the brake friction block operates in a linear adjustment manner; based on this, the basic requirement of its linear adjustment can be met by using a spline, and in the subsequent braking process of the braking mechanism, a reverse stroke braking torque from the circumferential direction can be added to it.

[0014] In one embodiment: the braking mechanism includes a transmission disc, ratchet teeth, and a ratchet wheel; the transmission disc and the ratchet wheel are on the same axial direction, and the ratchet teeth are hinged to the outer surface of the transmission disc, the ratchet teeth meshing with the ratchet wheel to generate the reverse stroke self-locking degree of freedom; the relative position of the ratchet wheel is fixed; the transmission disc is fixedly connected to the connecting shaft.

[0015] In the above implementation: through the mechanical linkage and mutual cooperation between the transmission disc and the ratchet, and through the form of multi-end linkage and cooperation by outputting the reverse stroke self-locking degree of freedom, the ratchet is relatively fixed to the outside, and then the transmission disc performs the reverse stroke self-locking and driving of the specified function; based on the above driving mode, the transmission disc can provide the reverse stroke braking torque to the outside of the brake friction block.

[0016] In one embodiment, the number of ratchet teeth is six, and they are evenly arranged in a circular array on the transmission disk.

[0017] In the above embodiments: the driving mode is not limited to this; as a preferred technical solution, it can also be preferably selected as follows: the transmission disk and the ratchet are elastically charged by a paddle spring;

[0018] The ratchet is reset and adjusted by using a paddle spring to store elastic force.

[0019] In one embodiment, the braking mechanism is two in number and is arranged symmetrically along the axis of the connecting shaft, such that the ratchet teeth of the two braking mechanisms are arranged in opposite directions.

[0020] In the above implementation: to realize the mode of driving the above-mentioned reverse stroke self-locking degree of freedom to its adapted structural components; wherein, the starting output point of the rotational drive degree of freedom can be connected with a bearing and an externally fixed structure to achieve support; the front and rear ends of the stroke of the linear degree of freedom itself are provided with a slider assembly to adapt to the smoothness of the linear degree of freedom operation guidance and to regulate the operation trajectory of the linear degree of freedom to meet the theoretical design requirements.

[0021] Compared with the prior art, the beneficial effects of the present invention are: the present invention provides a reverse stroke braking torque to increase the friction between the brake friction block and the wheel during actual application by mechanically linking and cooperating between the multi-end braking mechanisms, which can maintain the stability of the brake caliper and prevent the occurrence of brake slack; improve the braking efficiency and safety of the entire train, and reduce the failure rate and maintenance cost of the braking system. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a three-dimensional structural diagram of the present invention from one perspective;

[0024] Figure 2 This is a three-dimensional structural diagram of the present invention from another perspective;

[0025] Figure 3 This is a three-dimensional structural diagram of the present invention from another perspective;

[0026] Figure 4This is a schematic diagram of the mating relationship between the two brake friction blocks of the present invention;

[0027] Figure 5 This is a three-dimensional structural diagram of the braking mechanism of the present invention;

[0028] Figure 6 For the present invention Figure 5 A magnified three-dimensional structural diagram of area A.

[0029] Reference numerals: 1. Wheel and axle; 2. Brake disc; 3. Piston actuator; 4. Brake friction block; 5. Coupling; 6. Braking mechanism; 601. Transmission disc; 602. Ratchet; 603. Ratchet wheel; 604. Paddle spring. Detailed Implementation

[0030] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below;

[0031] It is important to note that terms such as "first," "second," "symmetric," and "array" are used only to distinguish between descriptive and positional descriptions and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features specified with terms such as "first" or "symmetric" may explicitly or implicitly include one or more of that feature; similarly, when the quantity of certain features is not limited by words such as "two" or "three," it should be noted that such features also explicitly or implicitly include one or more features.

[0032] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that they are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. Simultaneously, all axial descriptions, such as the X-axis, Y-axis, Z-axis, one end of the X-axis, the other end of the Y-axis, or the other end of the Z-axis, are based on the Cartesian coordinate system.

[0033] In this invention, unless otherwise explicitly specified and limited, terms such as "installation," "connection," and "fixation" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral molding; they can refer to a mechanical connection, a direct connection, a welding connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the accompanying drawings and specific circumstances.

[0034] In existing technologies, brake calipers achieve braking through hydraulic or air systems. During braking, pressure causes the friction pads of the brake caliper to contact the wheel, thereby slowing down the wheel and the entire train. However, during prolonged braking, brake calipers are prone to reduced braking force or brake slack due to temperature changes and component wear. This phenomenon may cause vibration or noise during braking and increase the wear and failure rate of the entire braking system. Furthermore, in high-speed train operation, unstable brake force can also affect the overall safety and comfort of the train. Therefore, introducing a reverse-travel self-locking mechanism can enhance the stability and reliability of the braking system. When braking force is applied to the brake caliper, the ratchet mechanism can maintain the stability of the brake caliper and prevent brake slack. This will improve the braking efficiency and safety of the entire train, and reduce the failure rate and maintenance costs of the braking system; for this purpose, please refer to [link to relevant documentation]. Figure 1-6 The present invention provides a technical solution to solve the above-mentioned technical problems: a brake assembly based on reverse stroke self-locking, including a wheel axle 1 that cooperates with a wheel and a brake disc 2 installed on the wheel axle 1 for braking, and a piston driver 3 driving a brake friction block 4 to brake the brake disc 2.

[0035] The above describes the main components of a traditional train braking device; in this specific embodiment, specifically, there are at least two sets of brake friction blocks 4 symmetrically arranged at both ends of the brake disc 2, and they are braked by the braking mechanism 6; the braking mechanism 6 outputs the reverse stroke self-locking degree of freedom to the brake friction blocks 4, and increases the friction between the brake friction blocks 4 and the wheel by providing the reverse stroke braking torque.

[0036] The aforementioned reverse stroke self-locking degree of freedom and brake disc 2 are all linked, and they are in a direct drive mode to achieve a linked drive that drives multiple degrees of freedom. The specific drive trajectory, orientation, and angle parameters are based on the selection and assembly of the stroke of the aforementioned degrees of freedom by the staff.

[0037] Specifically, the wheel axle 1, brake disc 2, piston actuator 3, and brake friction block 4 are all mounted on the external frame to achieve a connection with the external environment.

[0038] Please refer to the following specific embodiments in this application. Figures 3-6 There are two brake friction blocks 4 arranged symmetrically. The two brake friction blocks 4 are connected by a connecting shaft 5 in a linear sliding fit, but not in a rotational fit. A braking mechanism 6 is installed on the connecting shaft 5.

[0039] Specifically, the coupling 5 is axially connected with a spline, and the coupling 5 is connected to the brake friction block 4 through the spline.

[0040] In actual operation, the brake friction block 4 needs to clamp the brake disc 2 to achieve braking. Based on the cooperation structure and relationship of the braking mechanism 6 of the device described below, the two brake friction blocks 4 are connected by the coupling 5. Moreover, through the spline cooperation, the two brake friction blocks 4 can adjust their relative positions to each other, satisfying the clamping effect in the traditional sense. At the same time, through the spline cooperation, the two brake friction blocks 4 are prevented from moving axially, thereby cooperating with the braking mechanism 6 described below to perform related braking operations and their cooperation relationship.

[0041] In some specific embodiments of this application, please refer to the relevant documents. Figures 4-6 The braking mechanism 6 includes a transmission disc 601, a ratchet 602, and a ratchet wheel 603; the transmission disc 601 and the ratchet wheel 603 are on the same axial direction, and the outer surface of the transmission disc 601 is hinged with the ratchet 602, which meshes with the ratchet wheel 603 to generate a reverse stroke self-locking degree of freedom; the transmission disc 601 is fixedly connected to a connecting shaft 5.

[0042] The ratchet 603 is fixed in a relatively fixed position and is specifically fixedly connected to the frame. Through the mechanical linkage and mutual cooperation between the transmission disc 601 and the ratchet 603, and through the output reverse stroke self-locking degree of freedom to achieve multi-end linkage and cooperation, the ratchet 603 is relatively fixed to the outside, and then the transmission disc 601 performs the specified function of reverse stroke self-locking and driving. Based on the above driving mode, the transmission disc 601 can provide reverse stroke braking torque to the outside of the brake friction block 4.

[0043] In practical applications, the relevant braking procedures are as follows:

[0044] S1. During train operation, when braking is required, the train driver issues a braking command by operating the onboard control system.

[0045] S2. After receiving the braking command, the vehicle control system transmits the command to the piston driver 3 in the braking assembly;

[0046] S3. After receiving the command, the piston driver drives the friction force between the brake friction block 4 and the wheel by outputting braking torque, so that the wheel decelerates.

[0047] S4. During braking, the brake friction block 4 is braked by the braking mechanism 6. The braking mechanism 6 outputs the reverse stroke self-locking degree of freedom through the mutual cooperation of the ratchet 602 and the ratchet 603, increasing the friction between the brake friction block and the wheel.

[0048] S5. When it is necessary to release the brake, the vehicle control system issues a brake release command, the piston driver stops outputting braking torque, the brake friction block is released, and the wheel resumes free rotation.

[0049] It should be noted that there are two braking mechanisms 6, which are arranged symmetrically along the axis of the connecting shaft 5, so that the ratchet teeth 602 of the two braking mechanisms 6 are arranged in opposite directions.

[0050] It is understood that, in this specific embodiment, the reverse travel degree of freedom output directions of the two braking mechanisms 6 based on the mutual cooperation between the ratchet 602 and the ratchet 603 are completely opposite;

[0051] At the same time, based on the ratchet transmission characteristics of ratchet 602 and ratchet 603, it is not affected by the reverse stroke degree of freedom in the opposite direction of the generation of the reverse degree of freedom;

[0052] Furthermore, when the train is traveling in the forward or reverse direction, based on the rotation direction of the wheels, one of the two braking mechanisms 6 will work normally to perform braking drive, thus achieving the aforementioned braking effect.

[0053] Understandably, due to the large braking torque, the braking between ratchet 603 and ratchet 602 can quickly stop the movement of the mechanical system, thus exhibiting high reliability in emergency situations. Low maintenance costs: the braking between ratchet 603 and ratchet 602 does not require extensive lubrication and maintenance, reducing the operating costs of the mechanical system. Understandably, the braking between ratchet 603 and ratchet 602 is achieved through friction, the magnitude of which is related to factors such as contact area, pressure, and material properties. During braking, the ratchet 602 on ratchet 603 forms a "meshing" relationship with its adjacent ratchet 602. The shape and number of ratchet 602, as well as their contact area with ratchet 603, all affect the magnitude of the braking torque. Generally, the more numerous and larger the ratchet 602, the larger the friction area, and thus the greater the braking torque.

[0054] Furthermore, the braking torque is also related to the pressure of the ratchet 602. The more tightly the ratchet 602 meshes with the ratchet 603, the greater the friction between them, and the greater the braking torque. Therefore, when designing and manufacturing the ratchet 603 and the ratchet 602, it is necessary to determine the number, size, and shape of the ratchet 602, as well as their meshing method and pressure with the ratchet 603, according to the specific application requirements, in order to provide a higher braking torque.

[0055] Therefore, the number of ratchet teeth 602 is preferably six, and they are evenly arranged in a ring array on the transmission disk 601. At the same time, the transmission disk 601 and the ratchet teeth 602 are elastically charged through the paddle spring 604, and the reset adjustment of the ratchet teeth 602 is achieved by the paddle spring 604 elastically charging.

[0056] Understandably, the braking between the ratchet 603 and the ratchet 602 can control the minute movements of the mechanical parts, enabling the brake friction block 4 and the brake disc 2 to make precise position adjustments.

[0057] Braking between ratchet 603 and ratchet 602 can be achieved by controlling the contact area between the ratchet 602 and ratchet 603 to control minute movements. During braking, sufficient force is applied to bring the ratchet 602 into contact with the ratchet 603, creating a friction pair that prevents movement of the mechanical system. If minute movement adjustments are needed, the braking torque can be appropriately reduced, decreasing the contact area between the ratchet 602 and ratchet 603, thus controlling minute movements. This adjustment can be performed with great precision because controlling the magnitude of the braking torque adjusts the size of the contact area, thereby controlling the minute movements of the mechanical components. This allows for very precise position adjustments.

[0058] In this scheme, all electrical components of the device are powered by the train power supply system. Specifically, the electrical components of the device are conventionally electrically connected to the output port of the train power supply system through devices such as relays, transformers, and button panels to meet the power supply requirements of all electrical components of the device.

[0059] Specifically, an external controller is also provided for this device. This controller is used to connect and control all electrical components of the device to drive according to the preset program as preset values ​​and drive modes. It should be noted that the above drive modes correspond to the output parameters such as start-stop time interval, speed, and power between the relevant electrical components mentioned below, which meets the requirements of the relevant electrical components driving the relevant mechanical devices to operate according to their described functions.

[0060] Preferably, the controller is the main controller that is actually used in the train braking system of this device.

[0061] Preferably, the controller is also equipped with a wireless transmitting module and a wireless receiving module. The wireless transmitting module sends a work or pause command signal to the wireless receiving module via a medium. When necessary, the staff can input commands to the wireless transceiver module through the background wireless remote control device to remotely control the controller and then remotely control all electrical components of the device to drive according to the relevant drive mode. At the same time, the wireless transceiver module can also transmit the correlation coefficients or other information detected by the relevant sensing elements or servo drive elements in the device to the staff in the background.

[0062] In this scheme, all pneumatic components of the device are powered by an external compressed air cylinder and its air pump; specifically, the pneumatic components of the device are connected to the air pump output port of the compressed air cylinder through conventional pneumatic devices such as solenoid valves, reversing valves and pipes.

[0063] Preferably, the drive synchronization of the above-mentioned pneumatic components is controlled by a controller.

[0064] The technical features of the above-described specific embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above-described specific embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0065] Example

[0066] To make the specific embodiments of the present invention more apparent and understandable, detailed exemplary descriptions of the specific embodiments of the present invention are provided below. The present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the embodiments disclosed below.

[0067] This embodiment is based on the relevant principles described in the above specific embodiments, wherein the exemplary application is as follows:

[0068] S1. During train operation, when braking is required, the train driver issues a braking command by operating the onboard control system.

[0069] S2. After receiving the braking command, the vehicle control system transmits the command to the piston driver 3 in the braking assembly;

[0070] S3. After receiving the command, the piston driver drives the friction force between the brake friction block 4 and the wheel by outputting braking torque, so that the wheel decelerates.

[0071] S4. During braking, the brake friction block 4 is braked by the braking mechanism 6. The braking mechanism 6 outputs the reverse stroke self-locking degree of freedom through the mutual cooperation of the ratchet 602 and the ratchet 603, increasing the friction between the brake friction block and the wheel.

[0072] S5. When it is necessary to release the brake, the vehicle control system issues a brake release command, the piston driver stops outputting braking torque, the brake friction block is released, and the wheel resumes free rotation.

[0073] The embodiments described above merely illustrate implementation methods for relevant practical applications of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A brake assembly based on reverse stroke self-locking, comprising an axle (1) cooperating with a wheel and a brake disc (2) mounted on the axle (1) for braking, and further comprising a piston actuator (3) for driving a brake friction block (4) to brake the brake disc (2), characterized in that: The brake friction blocks (4) are at least two sets and symmetrically arranged at both ends of the brake disc (2), and they are braked by two sets of braking mechanisms (6). The braking mechanism (6) includes a transmission disc (601), a ratchet (602) and a ratchet wheel (603). The transmission disc (601) is fixedly connected to a connecting shaft (5). Two sets of braking mechanisms (6) are symmetrically installed on the connecting shaft (5) along its center point. The braking mechanism (6) outputs the reverse stroke self-locking degree of freedom to the brake friction block (4). By providing the reverse stroke braking torque, the friction between the brake friction block (4) and the wheel is increased. The number of brake friction blocks (4) is two and they are symmetrically arranged along the center point of the connecting shaft (5). The two brake friction blocks (4) are linearly slidingly connected through the connecting shaft (5), but they are not rotating. The transmission disc (601) and the ratchet (603) are in the same axial direction, and the outer surface of the transmission disc (601) is hinged with ratchet teeth (602). The ratchet teeth (602) mesh with the ratchet (603) to generate a reverse stroke self-locking degree of freedom. The relative position of the ratchet (603) is fixed. The ratchet teeth (602) of the two braking mechanisms (6) are arranged in opposite directions.

2. A brake assembly based on reverse stroke self-locking according to claim 1, characterized in that: The connecting shaft (5) is axially connected with a spline, and the connecting shaft (5) is connected to the brake friction block (4) through the spline.

3. A brake assembly based on reverse stroke self-locking according to claim 1, characterized in that: The number of ratchet teeth (602) is six, and they are evenly arranged in a ring array on the transmission disk (601).

4. A brake assembly based on reverse stroke self-locking according to claim 1, characterized in that: The transmission disc (601) and the ratchet (602) are elastically charged by a paddle spring (604).

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