Train brake shoe, train brake device and train

Abstract

The application discloses a train brake shoe, a train brake device and a train. The brake shoe comprises a fixed shell, an adjusting support, a shoe and a plurality of brake nails. The adjusting support is slidably installed on the fixed shell and is driven to slide by a pressure mechanism arranged in the fixed shell. The shoe is arc-shaped and is fixed at an end of the adjusting support away from the fixed shell. Each brake nail is uniformly distributed in the adjusting support in a slidable manner and is driven to slide by a corresponding servo electric cylinder arranged in the adjusting support. The outer end of the brake nail extends from the shoe, the inner end of the brake nail is matched with the corresponding servo electric cylinder, and a pressure sensor for monitoring pressure in real time is arranged between the outer end and the inner end. The brake device comprises an axle and a plurality of brake shoes arranged on the radial side of the axle. The train comprises a train body and the train brake device, and the train brake device is installed on the train body. The application is beneficial to balancing friction vibration generated during braking, makes the train more stable during braking, and can prevent parts from being damaged due to friction collision and non-adhesion during unstable braking.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and in particular to a train brake shoe, a train braking device, and a train. Background Technology

[0002] Brake shoes are commonly used in train braking systems. Traditionally, brake shoes are tile-shaped brake blocks made of cast iron or other materials that grip the wheel tread during braking and stop the wheel from rotating through friction. In this process, the braking system converts a huge amount of kinetic energy into heat energy and dissipates it into the atmosphere. Brake shoes have a relatively mature structure. As an example, patent CN218564246U discloses a composite brake shoe for subway trains.

[0003] However, when using existing brake shoes, the brake wheel and brake shoes experience polygonal vibrations due to friction, collision, and incomplete contact during braking. These technical problems urgently need to be solved. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a train brake shoe, a train braking device and a train, so as to help balance the frictional vibration generated during braking, make the vehicle more stable during braking, and prevent the components from being broken or damaged due to frictional collision or misfitting caused by uneven braking.

[0005] To achieve the above objectives, in a first aspect, the present invention provides a train brake shoe, comprising a fixed housing, an adjusting support, a shoe, and a plurality of brake pins; the adjusting support is slidably mounted on the fixed housing and is driven to slide by a pressure mechanism disposed within the fixed housing; the shoe is arc-shaped and fixed to the end of the adjusting support away from the fixed housing.

[0006] Each of the brake pins is slidably and evenly distributed within the adjusting bracket and is driven to slide by a corresponding servo electric cylinder located within the adjusting bracket. The outer end of each brake pin extends from the tile, and the inner end engages with the corresponding servo electric cylinder. A pressure sensor for real-time pressure monitoring is provided between the two. The pressure sensor transmits the pressure of the brake pin to the sub-controller, which is connected to the main controller. The main controller processes the pressure signal and controls the movement of the brake pins through the servo electric cylinder.

[0007] Furthermore, each of the brake pins is arranged in accordance with the arc-shaped structure of the tile and points towards the center of the arc-shaped structure.

[0008] Furthermore, the pressure mechanism includes a hydraulic cylinder and a hydraulic rod driven by the hydraulic cylinder, the hydraulic rod abutting against one end of the adjusting bracket near the fixed shell.

[0009] Furthermore, the pressure mechanism also includes a compression spring, which is arranged parallel to the hydraulic cylinder.

[0010] Furthermore, the end of the tile furthest from the adjusting bracket is covered with a high-temperature resistant material layer, and the outer end of the brake pin protrudes from the high-temperature resistant material layer.

[0011] Secondly, the present invention also provides a train braking device, including an axle and a plurality of brake shoes disposed on the radial side of the axle;

[0012] The brake shoe includes a fixed shell, an adjusting support, a shoe, and several brake pins; the adjusting support is slidably mounted on the fixed shell and driven to slide by a pressure mechanism located inside the fixed shell; the shoe is arc-shaped and fixed to the end of the adjusting support away from the fixed shell;

[0013] Each of the brake pins is slidably and evenly distributed within the adjusting bracket and is driven to slide by a corresponding servo electric cylinder located within the adjusting bracket. The outer end of each brake pin extends from the tile, and the inner end engages with the corresponding servo electric cylinder. A pressure sensor for real-time pressure monitoring is provided between the two. The pressure sensor transmits the pressure of the brake pin to the sub-controller, which is connected to the main controller. The main controller processes the pressure signal and controls the movement of the brake pins through the servo electric cylinder.

[0014] Furthermore, let all the brake pins in the same brake shoe be considered as a system, and a single brake pin as a subsystem;

[0015] The central controller performs time-domain analysis on the system's mathematical model:

[0016] The force on the subsystem in the time domain is represented by F. i (t), F i (t) is a time-domain function representing the force that varies with time. The total force on the system is expressed as F. total ;

[0017]

[0018] Where i = 1, 2, ..., N, where N is the total number of brake pins and i is the brake pin number:

[0019] The sub-controller performs frequency domain analysis on the mathematical model of the subsystem:

[0020] The time-domain force on the subsystem, after Fourier transform, is expressed as F. j (t); The amplitude of the subsystem is A; ω represents the initial phase of the subsystem; ω represents the angular velocity of the subsystem. The larger the angular velocity, the higher the frequency and the shorter the period.

[0021]

[0022] Where j = 1, 2...N, where N is the total number of brake pins and j is the brake pin number;

[0023] The transformation yields:

[0024]

[0025] The top H terms that contribute the most to the vibration frequency are selected and used as the vibration frequency characteristics.

[0026] The main controller inputs the converted electrical signal to the corresponding servo electric cylinder of each subsystem using the following algorithm:

[0027]

[0028]

[0029] V z (t)=S×a z (t);

[0030] I z (t)=k×V z (t);

[0031] Where z = 1, 2...N, where N is the total number of brake pins and z is the brake pin number;

[0032] F z (t) represents the pressure experienced by the subsystem after processing by the main controller, h is the h-th term with the largest vibration contribution rate, and a z (t) represents the acceleration corresponding to the subsystem, m is the mass of the subsystem, S is the sensor sensitivity, k is the sensor conversion coefficient, and V z (t) represents the voltage corresponding to the subsystem, I z (t) represents the output electrical signal required by the subsystem.

[0033] Furthermore, each of the brake pins is arranged in accordance with the arc-shaped structure of the tile and points towards the center of the arc-shaped structure.

[0034] Furthermore, the pressure mechanism includes a hydraulic cylinder and a hydraulic rod driven by the hydraulic cylinder, the hydraulic rod abutting against one end of the adjusting bracket near the fixed shell;

[0035] The pressure mechanism also includes a compression spring, which is arranged parallel to the hydraulic cylinder;

[0036] The end of the tile furthest from the adjusting bracket is covered with a layer of high-temperature resistant material, and the outer end of the brake pin protrudes from the high-temperature resistant material layer.

[0037] Thirdly, the present invention also provides a train, including a car body and the aforementioned train braking device, wherein the train braking device is mounted on the car body.

[0038] Compared with the prior art, the present invention has the following beneficial technical effects:

[0039] The present invention provides a train brake shoe. In use, the adjusting support moves along the direction of the braked body under the action of the pressure mechanism, and drives the shoe and brake pin to move synchronously until each brake pin contacts the surface of the braked body and generates frictional braking force. The pressure sensor transmits the pressure on the brake pin to the sub-controller. The sub-controller cooperates with the main controller. The main controller processes the pressure signal and transmits it to the servo motor to control the servo electric cylinder. After receiving the electrical signal, the servo electric cylinder controls the corresponding brake pin to make fine adjustments through piston movement, so that the outer end of the brake pin can be in contact with the surface of the braked body, thus counteracting the irregular vibration generated during train braking.

[0040] The train braking device and train provided by the present invention have the same technical effects due to the application of the above-mentioned brake shoes.

[0041] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0042] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute a limitation thereof.

[0043] Figure 1 A front view of a train brake shoe provided by the present invention;

[0044] Figure 2 A bottom view of a train brake shoe provided by the present invention;

[0045] Figure 3 A schematic diagram of the structure of a servo electric cylinder for train brake shoes provided by the present invention;

[0046] Figure 4 A diagram showing the fit between a brake shoe and a servo electric cylinder for a train brake, provided by the present invention.

[0047] Figure 5 This is a schematic diagram of a train braking device provided by the present invention. Detailed Implementation

[0048] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0049] Example 1

[0050] like Figures 1 to 4As shown: This embodiment provides a train brake shoe 17, including a fixed shell 1, an adjusting support 2, a shoe 11 and several brake pins 3; the adjusting support 2 is slidably installed on the fixed shell 1 and is driven to slide by a pressure mechanism provided in the fixed shell 1; the shoe 11 is arc-shaped and fixed to the end of the adjusting support 2 away from the fixed shell 1.

[0051] Each of the brake pins 3 is evenly distributed in the adjusting bracket 2 in a slidable manner and is driven to slide by a corresponding servo electric cylinder 8 located in the adjusting bracket 2. The outer end of each brake pin 3 extends from the tile 11, and the inner end cooperates with the corresponding servo electric cylinder 8. A pressure sensor 10 for real-time pressure monitoring is provided between the two. The pressure sensor 10 transmits the pressure of the brake pin 3 to the sub-controller 20. The sub-controller 20 is connected to the main controller 19. The main controller 19 processes the pressure signal and controls the movement of the brake pin 3 through the servo electric cylinder 8.

[0052] The fixed shell 1 serves as the main mounting body for other components and can be fixedly installed on the train. One end of the fixed shell 1 is open, and the shape of the adjusting bracket 2 is adapted to the opening and slides along the length of the opening. The brake pin 3 is "T" shaped, with its outer end being the large-diameter portion. The brake pin 3 is used to contact the braked body to generate frictional braking force, so there are many of them, which can be distributed in a horizontal and vertical array, such as 7*15. Preferably, each of the brake pins 3 is arranged in accordance with the arc structure of the tile 11 and points to the center of the arc structure to adapt to the circular braked body. The tile 11 can position the brake pin 3 and prevent the brake pin 3 from shifting laterally.

[0053] The pressure mechanism includes a hydraulic cylinder 6 and a hydraulic rod 7 driven by the hydraulic cylinder. The hydraulic rod 7 abuts against one end of the adjusting support 2 near the fixed housing 1. In addition, the pressure mechanism may also include a compression spring 5, which is arranged parallel to the hydraulic cylinder 6. The compression spring 5 can counteract the vibration force on the entire brake shoe braking device.

[0054] Consistent with existing technology, the servo electric cylinder 8 includes a servo motor 12, a motor connector 13, a cylinder body 14, and a piston 9. The pressure sensor 10 is installed between the inner end of the brake pin 3 and the piston 9 and is used to detect the pressure on the brake pin 3. The sub-controller 20 and the main controller 19 can be installed in the adjusting bracket 2. Each row of brake pins 3 has a sub-controller 20 installed on its side. The sub-controller 20 processes the pressure signal transmitted by the pressure sensor 10 of each row, and the sub-controller 20 of each row transmits the pressure signal to the main controller 19.

[0055] In use, the adjusting bracket 2 moves along the axis of the braked body under the action of the pressure mechanism, and drives the tile 11 and brake pin 3 to move synchronously until each brake pin 3 contacts the surface of the braked body and generates frictional braking force. The pressure sensor 10 transmits the pressure on the brake pin 3 to the sub-controller 20. The sub-controller 20 cooperates with the main controller 19. The main controller 19 processes the pressure signal and transmits it to the servo motor to control the servo electric cylinder 8 to work. After receiving the electrical signal, the servo electric cylinder 8 controls the corresponding brake pin 3 to make fine adjustments through piston movement, so that the outer end of the brake pin 3 can be in contact with the surface of the braked body, thus counteracting the irregular vibration generated when the train brakes.

[0056] In this embodiment, the end of the tile 11 away from the adjusting support 2 is also covered with a high-temperature resistant material layer 4, and the outer end of the brake pin 3 protrudes from the high-temperature resistant material layer 4; the high-temperature resistant material layer 4 can be made of, for example, high-temperature resistant rubber, to counteract the tangential force on the brake pin 3 when it is working, and to improve the stability of the brake pin 3 when it is working.

[0057] Example 2

[0058] like Figures 1 to 5 As shown: This embodiment provides a train braking device, including an axle 18 and a plurality of brake shoes 17 disposed on the radial side of the axle 18; the axle 18 is the wheel axle of the train, and the brake shoes 17 directly act on the axle 18, and the axle 18 is the braked body, which assists the braking system of the brake wheel 15 to achieve overall braking; the brake shoes 17 described in this embodiment have the same structure as those shown in Embodiment 1.

[0059] like Figure 5 As shown, the original brake shoe 16 (i.e., the existing brake shoe structure) acts on the brake wheel 15, providing the main braking force. The brake pin 3 acts on the surface of the axle 18 to balance the frictional vibration generated during braking, making the train more stable during braking and preventing breakage or damage to components due to frictional collisions or misfitting caused by uneven braking.

[0060] At this time, the total braking pressure is: F = F11 + F12 + F21 + F22; the braking force is: f = f11 + f12 + f21 + f22; the braking pressure satisfies: F11, F12 >> F21, F22; the braking force satisfies: f11, f12 >> f21, f22; where F11, F12, f11, and f12 provide the main braking force, and F21, F22, f21, and f22 are used to balance the vibration force.

[0061] In this embodiment, the brake shoe 17 includes a fixed shell 1, an adjusting support 2, a shoe 11, and several brake pins 3; the adjusting support 2 is slidably installed on the fixed shell 1 and is driven to slide by a pressure mechanism provided in the fixed shell 1; the shoe 11 is arc-shaped and fixed at the end of the adjusting support 2 away from the fixed shell 1.

[0062] Each of the brake pins 3 is slidably and evenly distributed within the adjusting support 2 and is driven to slide by a corresponding servo electric cylinder 8 located within the adjusting support 2. The outer end of each brake pin 3 extends from the tile 11, and the inner end engages with the corresponding servo electric cylinder 8. A pressure sensor 10 for real-time pressure monitoring is provided between the two. The pressure sensor 10 transmits the pressure of the brake pin 3 to the sub-controller 20. The sub-controller 20 is connected to the main controller 19. The main controller 19 processes the pressure signal and controls the movement of the brake pin 3 through the servo electric cylinder 8.

[0063] The fixed housing 1 serves as the main mounting body for other components and is fixedly installed on the train. One end of the fixed housing 1 is open, and the shape of the adjusting bracket 2 is adapted to the opening and slides along the length of the opening. The brake pin 3 is "T" shaped, with its outer end being the large-diameter portion. The brake pin 3 is used to contact the axle 18 to generate frictional braking force, so there are many of them, which can be distributed in a horizontal and vertical array, such as 7*15. Preferably, each of the brake pins 3 is arranged in accordance with the arc structure of the tile 11 and points to the center of the arc structure to adapt to the circular structure of the axle 18. The tile 11 can position the brake pin 3 and prevent the brake pin 3 from shifting laterally.

[0064] The pressure mechanism may include a hydraulic cylinder 6 and a hydraulic rod 7 driven by the hydraulic cylinder, the hydraulic rod 7 abutting against one end of the adjusting support 2 near the fixed housing 1; in addition, the pressure mechanism may also include a compression spring 5, the compression spring 5 being arranged parallel to the hydraulic cylinder 6, the compression spring 5 being able to counteract the vibration force on the entire brake shoe braking device.

[0065] Consistent with existing technology, the servo electric cylinder 8 may include a servo motor 12, a motor connector 13, a cylinder body 14, and a piston 9. The pressure sensor 10 is installed between the inner end of the brake pin 3 and the piston 9 and is used to detect the pressure on the brake pin 3. The sub-controller 20 and the main controller 19 may be installed in the adjusting bracket 2. Since the pressure on the brake pins 3 in the same row is the same, a sub-controller 20 is installed on the side of each row of brake pins 3. The sub-controller 20 processes the pressure signal transmitted by the pressure sensor 10 in each row, and the sub-controller 20 in each row transmits the pressure signal to the main controller 19.

[0066] In use, the adjusting bracket 2 moves along the axle 18 under the action of the pressure mechanism, and drives the tile 11 and brake pin 3 to move synchronously until each brake pin 3 contacts the surface of the axle 18 and generates frictional braking force. The pressure sensor 10 transmits the pressure on the brake pin 3 to the sub-controller 20. The sub-controller 20 cooperates with the main controller 19. The main controller 19 processes the pressure signal and transmits it to the servo motor to control the servo electric cylinder 8 to work. After receiving the electrical signal, the servo electric cylinder 8 controls the corresponding brake pin 3 to make fine adjustments through piston movement, so that the outer end of the brake pin 3 can be in contact with the surface of the axle 18 to counteract the irregular vibration generated when the train brakes.

[0067] In this embodiment, the end of the tile 11 away from the adjusting support 2 is also covered with a high-temperature resistant material layer 4, and the outer end of the brake pin 3 protrudes from the high-temperature resistant material layer 4; the high-temperature resistant material layer 4 can be made of, for example, high-temperature resistant rubber, to counteract the tangential force on the brake pin 3 when it is working, and to improve the stability of the brake pin 3 when it is working.

[0068] Let all the brake pins 3 in the same brake shoe 17 be the system, and a single brake pin 3 be the subsystem; establish a mathematical model of the subsystem through the sub-controller 20 to simulate the frequency domain response and input the result into the main controller 19; establish a mathematical model of the system through the main controller 19 to simulate the time domain response, and combine the time domain and frequency domain analysis results of the main controller 19 as a control signal to act on the servo electric cylinder 8.

[0069] The main controller 19 performs time-domain analysis on the mathematical model of the system:

[0070] The force on the subsystem in the time domain is represented by F. i (t), F i (t) is a time-domain function representing the force that varies with time. The total force on the system is expressed as F. total ;

[0071]

[0072] Where i = 1, 2, ..., N, where N is the total number of brake pins 3, and i is the number of brake pin 3:

[0073] The sub-controller 20 performs frequency domain analysis on the mathematical model of the system:

[0074] The time-domain force on the subsystem, after Fourier transform, is expressed as F. j (t); The amplitude of the subsystem is A; ω represents the initial phase of the subsystem; ω represents the angular velocity of the subsystem. The larger the angular velocity, the higher the frequency and the shorter the period.

[0075]

[0076] Where j = 1, 2...N, where N is the total number of brake pins 3 and j is the number of brake pin 3;

[0077] The transformation yields:

[0078]

[0079] The top H terms that contribute the most to the vibration frequency are selected and used as the vibration frequency characteristics.

[0080] The main controller 19 inputs the converted electrical signal to the corresponding servo electric cylinder 8 of each subsystem using the following algorithm:

[0081]

[0082]

[0083] V z (t)=S×a z (t);

[0084] I z (t)=k×V z (t);

[0085] Where z = 1, 2...N, where N is the total number of brake pins 3 and z is the number of brake pin 3;

[0086] F z (t) represents the pressure exerted on the subsystem after processing by the main controller 19, h is the h-th term with the largest vibration contribution rate, and a z (t) represents the acceleration corresponding to the subsystem, m is the mass of the subsystem, S is the sensor sensitivity, k is the sensor conversion coefficient, and V z (t) represents the voltage corresponding to the subsystem, I z (t) represents the output electrical signal required by the subsystem.

[0087] Example 3

[0088] This embodiment provides a train, including a car body (not shown in the figure) and a train braking device as shown in Embodiment 2, wherein the train braking device is mounted on the car body. The structure of the car body is consistent with the prior art, and the structure and principle of the train braking device are the same as those described in Embodiment 2, and will not be repeated here.

[0089] Finally, it should be noted that this article uses specific examples to illustrate the principles and implementation methods of the present invention. The above description of the embodiments is only for the purpose of helping to understand the core ideas of the present invention. Without departing from the principles of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A train brake shoe, characterized by: It includes a fixed shell, an adjusting bracket, tiles, and several braking pins; the adjusting bracket is slidably mounted on the fixed shell and driven to slide by a pressure mechanism located inside the fixed shell; the tiles are arc-shaped and fixed to the end of the adjusting bracket away from the fixed shell; Each of the brake pins is slidably and evenly distributed within the adjusting bracket and is driven to slide by a corresponding servo electric cylinder located within the adjusting bracket. The outer end of each brake pin extends from the tile, and the inner end engages with the corresponding servo electric cylinder. A pressure sensor for real-time pressure monitoring is provided between the two. The pressure sensor transmits the pressure of the brake pin to the sub-controller, which is connected to the main controller. The main controller processes the pressure signal and controls the movement of the brake pins through the servo electric cylinder.

2. The train brake shoe according to claim 1, characterized in that: Each of the aforementioned brake pins is arranged in accordance with the arc-shaped structure of the tile and points towards the center of the arc-shaped structure.

3. A train brake shoe according to claim 1, characterized in that: The pressure mechanism includes a hydraulic cylinder and a hydraulic rod driven by the hydraulic cylinder, the hydraulic rod abutting against one end of the adjusting bracket near the fixed shell.

4. A train brake shoe according to claim 3, characterized in that: The pressure mechanism also includes a compression spring, which is arranged parallel to the hydraulic cylinder.

5. A train brake shoe according to any one of claims 1 to 4, characterized in that: The end face of the tile away from the adjusting bracket is covered with a high-temperature resistant material layer, and the outer end of the brake pin protrudes from the high-temperature resistant material layer.

6. A train braking device, characterized in that: Includes the axle and several brake shoes located on the radial side of the axle; The brake shoe includes a fixed shell, an adjusting support, a shoe, and several brake pins; the adjusting support is slidably mounted on the fixed shell and driven to slide by a pressure mechanism located inside the fixed shell; the shoe is arc-shaped and fixed to the end of the adjusting support away from the fixed shell; Each of the brake pins is slidably and evenly distributed within the adjusting bracket and is driven to slide by a corresponding servo electric cylinder located within the adjusting bracket. The outer end of each brake pin extends from the tile, and the inner end engages with the corresponding servo electric cylinder. A pressure sensor for real-time pressure monitoring is provided between the two. The pressure sensor transmits the pressure of the brake pin to the sub-controller, which is connected to the main controller. The main controller processes the pressure signal and controls the movement of the brake pins through the servo electric cylinder.

7. A train braking device according to claim 6, characterized in that: Each of the aforementioned brake pins is arranged in accordance with the arc-shaped structure of the tile and points towards the center of the arc-shaped structure.

8. A train braking device according to claim 6, characterized in that: The pressure mechanism includes a hydraulic cylinder and a hydraulic rod driven by the hydraulic cylinder, the hydraulic rod abutting against the end of the adjusting bracket near the fixed shell; The pressure mechanism also includes a compression spring, which is arranged parallel to the hydraulic cylinder; The end of the tile furthest from the adjusting bracket is covered with a layer of high-temperature resistant material, and the outer end of the brake pin protrudes from the high-temperature resistant material layer.

9. A train, characterized in that: It includes a car body and a train braking device as described in any one of claims 6 to 8, wherein the train braking device is mounted on the car body.

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