Brake device and rail transit vehicle

Abstract

The invention discloses a brake device and a rail transit vehicle, and relates to the technical field of rail transit, the brake device comprises a static disc and a movable disc which form a whole disc friction pair, the movable disc is arranged on a brake shaft, at least one of the static disc and the movable disc is provided with a water cooling cavity, and the water cooling cavity is used for storing a water cooling medium; when the movable disc and the static disc are in friction braking, the movable disc transmits braking torque to the braking shaft, and the water cooling medium in the water cooling cavity and the full-disc friction pair achieve heat dissipation through heat exchange. According to the brake device for the rail transit vehicle, the water cooling cavity and the water cooling medium are arranged, the heat dissipation efficiency and reliability of the brake device for the rail transit vehicle in a severe environment are effectively improved in a water cooling mode, and the problems that a traditional air cooling brake device is low in heat dissipation efficiency and prone to being damaged under the severe weather conditions such as sand and dust and ice and snow are solved.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a braking device and a rail transit vehicle. Background Art

[0002] As a key component of rail transit vehicles, the brake device directly affects the running safety of the train and the comfort experience of passengers. In high-speed rail transit vehicles, the brake device needs to have efficient braking ability and good heat dissipation performance to ensure stable operation under various environmental conditions. At present, most brake devices on the market use the traditional caliper-disc brake method. Although this brake method is mature, it has certain limitations in heat dissipation efficiency and environmental adaptability.

[0003] Existing rail transit vehicle brake devices usually use air cooling to dissipate heat, which can meet basic heat dissipation requirements when environmental conditions are good. However, in severe weather conditions such as dust, ice and snow, air cooling has low heat dissipation efficiency, which can easily lead to abnormal scratches on the brake disc and ice and snow freezing inside the box, thus affecting the structural reliability and braking performance of the brake device. In addition, air cooling is also limited by the ambient wind speed and cannot provide effective heat dissipation in windless or low wind speed environments, which to a certain extent limits the operating efficiency and safety of rail transit vehicles under complex climatic conditions. Summary of the invention

[0004] The purpose of the present application is to provide a brake device for rail transit vehicles, which effectively improves the heat dissipation efficiency and reliability of the brake device for rail transit vehicles in harsh environments by providing a water cooling chamber and a water cooling medium, and solves the problem of low heat dissipation efficiency and easy damage of traditional air-cooled brake devices in harsh weather conditions such as dust, ice and snow. Another purpose of the present application is to provide a rail transit vehicle.

[0005] To achieve the above objectives, the present application provides a braking device for a rail transit vehicle, comprising:

[0006] A static plate and a dynamic plate constituting a full-plate friction pair, wherein the dynamic plate is arranged on a brake shaft, and at least one of the static plate and the dynamic plate is provided with a water cooling cavity, wherein the water cooling cavity is used to store a water cooling medium;

[0007] When the moving disc and the stationary disc are frictionally braked, the moving disc transmits braking torque to the brake shaft, and the water-cooling medium in the water-cooling cavity and the full-disc friction pair realize heat dissipation through heat exchange.

[0008] In some embodiments, a heat dissipation structure is provided in the water-cooling cavity, the heat dissipation structure is immersed in a water-cooling medium, and the heat dissipation structure is used to increase the thermal conductivity of the water-cooling cavity.

[0009] In some embodiments, the heat dissipation structure is a heat dissipation column. In the circumferential direction of the water cooling cavity, the heat dissipation columns are evenly distributed, and in the radial direction of the water cooling cavity, the heat dissipation columns are radially distributed.

[0010] In some embodiments, the braking device further comprises:

[0011] A housing, inside which the full-disk friction pair and at least a part of the structure of the brake shaft are arranged;

[0012] A driving mechanism, disposed on the housing, and used for driving the moving disc and the stationary disc for friction braking;

[0013] A water cooling system, which is in communication with the water cooling chamber and is used to adjust the flow and temperature of the water cooling medium;

[0014] A control system is connected to the driving mechanism and the water cooling system. The control system is used to control the water cooling system to drive the water cooling medium to enter the water cooling cavity and circulate when the driving mechanism drives the moving disc and the static disc to perform friction braking.

[0015] In some embodiments, the driving mechanism is a pressure airbag, one side of the pressure airbag is arranged close to the shell, and the other side of the pressure airbag is arranged close to the static disk;

[0016] The static disk is arranged on the shell.

[0017] In some embodiments, the housing is provided with guide posts, the guide posts are arranged parallel to the brake shaft, and the guide posts are distributed along the circumference of the housing;

[0018] The static disk is assembled on the guide post.

[0019] In some embodiments, a spring is provided on the guide column, and the spring is distributed between the static disk and the dynamic disk, and the spring is used to drive the dynamic disk to separate from the static disk and maintain a distance when the driving mechanism is released; and / or,

[0020] The guide column comprises a first part located inside the housing and assembled with the guide column, and a second part located outside the housing, wherein the second part is used to realize the installation of the braking device.

[0021] In some embodiments, the water cooling chamber is provided on the static plate;

[0022] The static disk comprises:

[0023] A disc body is provided with a groove, wherein the groove has a closed side and an open side,

[0024] A friction disc is sealed and connected to the disc body, and the friction disc covers the open side of the groove to enclose and form the water cooling cavity.

[0025] In some embodiments, the water cooling cavity is covered with a waterproof material layer; and / or,

[0026] The static disc and the dynamic disc are alternately arranged on the brake shaft; and / or,

[0027] The movable disc is connected to the brake shaft via a spline, and the movable disc can translate along the axial direction of the brake shaft.

[0028] The present application also provides a rail transit vehicle, comprising the above-mentioned braking device.

[0029] Compared with the above-mentioned background technology, the braking device for rail transit vehicles provided in the present application mainly includes a static disc and a dynamic disc constituting a full-disc friction pair, the dynamic disc is arranged on the brake shaft, and at least one of the static disc and the dynamic disc is provided with a water cooling chamber, and the water cooling chamber is used to store water cooling medium; when the dynamic disc and the static disc are frictionally braked, the dynamic disc transmits the braking torque to the brake shaft, and the water cooling medium in the water cooling chamber and the full-disc friction pair realize heat dissipation through heat exchange.

[0030] In the braking system of rail transit vehicles, heat dissipation efficiency and reliability are crucial. Traditional braking systems, especially those that rely on air cooling, will significantly reduce their heat dissipation efficiency in severe weather conditions such as dust, ice and snow. This is because air cooling systems rely on air flow to remove heat, and in the case of low wind speed or a large amount of dust, ice and snow particles in the air, air flow is blocked and the heat dissipation holes may be blocked, causing the brake disc to overheat, which in turn affects the braking performance and reliability of the device.

[0031] In response to this problem, the present technical solution proposes a new type of brake device, which realizes an efficient heat dissipation method by setting a water cooling cavity in at least one of the static disc and the dynamic disc and storing a water cooling medium in the water cooling cavity. During the braking process, the friction between the dynamic disc and the static disc generates heat, which is transferred to the water cooling medium by heat exchange. Due to its high specific heat capacity, the water cooling medium can effectively absorb and take away the heat, thereby reducing the temperature of the brake disc body.

[0032] In addition, the water cooling system does not rely on the external environment like the air cooling system, so even in low wind speed or severe weather conditions such as dust, ice and snow, the water cooling system can still maintain efficient heat dissipation performance. This heat dissipation mechanism independent of the external environment improves the environmental adaptability and reliability of the brake device.

[0033] In combination with the above structure and process description, it can be seen that the braking device for rail transit vehicles has at least the following beneficial effects: the braking device is provided with a water-cooling chamber and a water-cooling medium, so as to effectively improve the heat dissipation efficiency and reliability of the braking device of the rail transit vehicle in harsh environments by water cooling, and solves the problem of low heat dissipation efficiency and easy damage of traditional air-cooled braking devices under harsh weather conditions such as dust, ice and snow. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0035] FIG1 is a structural diagram of a braking device for a rail transit vehicle provided in an embodiment of the present application;

[0036] FIG2 is a control diagram of a braking device for a rail transit vehicle provided in an embodiment of the present application;

[0037] FIG3 is a structural diagram of a static disk provided in an embodiment of the present application;

[0038] FIG4 is a structural diagram of a disk provided in an embodiment of the present application;

[0039] FIG5 is a rendering of a braking device for a rail transit vehicle provided in an embodiment of the present application.

[0040] in:

[0041] Static disc 1, disc body 101, groove 102, friction disc 103, sealing ring 104, fastener assembly 105, disc back 106, disc water inlet 107, disc water outlet 108, column mounting hole 109, bolt hole 1010, moving disc 2, full disc friction pair 3, brake shaft 4, water cooling cavity 5, heat dissipation structure 6, shell 7, air inlet 701, shell water inlet 702, shell water outlet 703, drive mechanism 8, water cooling system 9, control valve 901, water storage tank 902, cooling tank 903, control system 10, guide column 11, spring 12. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0043] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0044] Please refer to FIG. 1 , which is a structural diagram of a braking device for a rail transit vehicle provided in an embodiment of the present application.

[0045] In the first specific implementation manner, the braking device for rail transit vehicles provided in the implementation manner of the present application mainly includes a static disc 1 and a dynamic disc 2 constituting a full-disc friction pair 3, the dynamic disc 2 is arranged on a brake shaft 4, and at least one of the static disc 1 and the dynamic disc 2 is provided with a water-cooling chamber 5, and the water-cooling chamber 5 is used to store a water-cooling medium; when the dynamic disc 2 and the static disc 1 are frictionally braked, the dynamic disc 2 transmits the braking torque to the brake shaft 4, and the water-cooling medium in the water-cooling chamber 5 and the full-disc friction pair 3 achieve heat dissipation through heat exchange.

[0046] In the braking system of rail transit vehicles, heat dissipation efficiency and reliability are crucial. Traditional braking systems, especially those that rely on air cooling, will significantly reduce their heat dissipation efficiency in severe weather conditions such as dust, ice and snow. This is because air cooling systems rely on air flow to remove heat, and in the case of low wind speed or a large amount of dust, ice and snow particles in the air, air flow is blocked and the heat dissipation holes may be blocked, causing the brake disc to overheat, which in turn affects the braking performance and reliability of the device.

[0047] In view of this problem, the present technical solution proposes a novel brake device, which realizes an efficient heat dissipation method by providing a water cooling chamber 5 in at least one of the static disc 1 and the dynamic disc 2, and storing a water cooling medium in the water cooling chamber 5. During the braking process, the friction between the dynamic disc 2 and the static disc 1 generates heat, which is transferred to the water cooling medium by heat exchange. Due to its high specific heat capacity, the water cooling medium can effectively absorb and take away heat, thereby reducing the temperature of the brake disc body.

[0048] In addition, the water cooling system does not rely on the external environment like the air cooling system, so even in low wind speed or severe weather conditions such as dust, ice and snow, the water cooling system can still maintain efficient heat dissipation performance. This heat dissipation mechanism independent of the external environment improves the environmental adaptability and reliability of the brake device.

[0049] In combination with the above structure and process description, it can be seen that the braking device for rail transit vehicles has at least the following beneficial effects: the braking device is provided with a water-cooling chamber 5 and a water-cooling medium, so as to effectively improve the heat dissipation efficiency and reliability of the rail transit vehicle braking device in harsh environments by water cooling, and solve the problem of low heat dissipation efficiency and easy damage of traditional air-cooled braking devices under harsh weather conditions such as dust, ice and snow.

[0050] It should be noted that this embodiment does not limit the location of the water cooling chamber 5. The water cooling chamber 5 can be set in either the static plate 1 or the dynamic plate 2 according to the specific design requirements, spatial layout and heat dissipation requirements of the braking device. In addition, in order to further improve the heat dissipation efficiency, the water cooling chamber 5 can also be set in both the static plate 1 and the dynamic plate 2 to achieve two-way or multi-directional heat exchange, thereby more effectively managing and dispersing the heat generated during the braking process.

[0051] This non-restrictive arrangement not only allows the brake device to adapt to different rail transit vehicle designs, but also allows optimization according to the specific operating environment and conditions of the vehicle. For example, in a high temperature, high humidity or dusty environment, the water cooling chamber 5 can be set in a position that is easier to maintain and replace the water cooling medium. At the same time, it also supports modular design, so that the various components of the brake device can be upgraded or replaced according to future technological advances and performance improvements without having to redesign the entire brake system.

[0052] In addition, this embodiment does not restrict the material of the water-cooling medium in design, which means that different types of water-cooling media can be selected according to actual heat dissipation requirements and cost considerations. For example, water, antifreeze, oil or other liquids with good thermal conductivity can be selected as the water-cooling medium to adapt to different temperature ranges and operating conditions. In addition, this embodiment does not restrict the flow form of the water-cooling medium, whether it is circulating flow or regular replacement, it can be determined according to the specific application and maintenance strategy of the brake device.

[0053] Please refer to FIG. 2 , which is a control diagram of a braking device for a rail transit vehicle provided in an embodiment of the present application.

[0054] In some embodiments, the braking device further comprises:

[0055] The housing 7 has the full-disk friction pair 3 and at least a part of the brake shaft 4 arranged inside;

[0056] A driving mechanism 8 is provided in the housing 7 and is used to drive the moving plate 2 and the stationary plate 1 to perform friction braking;

[0057] A water cooling system 9, which is in communication with the water cooling chamber 5, and is used to adjust the flow and temperature of the water cooling medium;

[0058] The control system 10 is connected to the driving mechanism 8 and the water cooling system 9. The control system 10 is used to control the water cooling system 9 to drive the water cooling medium to enter the water cooling chamber 5 and circulate when the driving mechanism 8 drives the moving disc 2 and the stationary disc 1 to perform friction braking.

[0059] In this embodiment, the design of the brake device includes several key components, each of which plays a vital role to ensure the effective operation of the brake device.

[0060] The housing 7 is the main structure of the braking device, and has at least part of the structure of the full-disc friction pair 3 and the brake shaft 4 arranged therein. That is to say, the full-disc friction pair 3 is entirely located inside the housing 7, and the full-disc friction pair 3 is protected by the housing 7. The brake shaft 4 has a part located inside the housing 7 and a part located outside the housing 7. The part of the brake shaft 4 located inside the housing 7 is coupled with the moving disc 2 in the full-disc friction pair 3, and the part of the brake shaft 4 located outside the housing 7 is connected to other structures, such as wheels and other structures.

[0061] The full-disc friction pair 3 is composed of a moving disc 2 and a stationary disc 1, which are the main components that generate friction during braking. The brake shaft 4 is a key part that connects the moving disc 2 and transmits the braking force to the rail transit vehicle.

[0062] The driving mechanism 8 is another important component. The location of the driving mechanism 8 is not limited here. It can be set inside the housing 7 or outside the housing 7, as long as it can drive the moving disc 2 and the static disc 1 to generate friction during the braking process, thereby achieving braking. The driving object of the driving mechanism 8 can be the moving disc 2 or the static disc 1, as long as it can achieve the friction generated by the moving disc 2 and the static disc 1 through contact after the change of the moving distance. Of course, because the moving disc 2 is a structure that applies a braking torque to the brake shaft 4, the driving object of the driving mechanism 8 is preferably the static disc 1, and the static disc 1 actively contacts the moving disc 2 after movement to achieve braking of the moving disc 2 and the brake shaft 4. The driving mechanism 8 can take a variety of different forms, such as hydraulic, pneumatic or electric motors, etc., depending on the design requirements and application scenarios of the braking device.

[0063] The water cooling system 9 is connected to the water cooling chamber 5, and its main function is to adjust the flow and temperature of the water cooling medium to maintain the effective dissipation of the heat generated during the braking process. The dynamic disc 2 and the static disc 1 are regarded as brake discs. The water cooling system 9 controls the circulation of the water cooling medium to help the brake disc cool quickly and prevent the temperature from being too high due to long-term braking, thereby ensuring the stability of the braking effect and the long-term durability of the brake device.

[0064] The control system 10 is the brain of the entire braking device, which connects and controls the drive mechanism 8 and the water cooling system 9. The control system 10 is responsible for controlling the drive mechanism 8 to drive the moving disc 2 and the static disc 1 to produce friction braking when braking is required, and at the same time controlling the water cooling system 9 to ensure that the water cooling medium can enter the water cooling chamber 5 in time for circulation and help heat dissipation.

[0065] The braking device in this embodiment not only achieves efficient braking performance through the coordinated work of these key components, but also ensures the reliability and durability of the braking device under various environmental conditions through the heat dissipation mechanism of the water cooling system 9.

[0066] Please refer to FIG. 5 , which is a rendering of a braking device for a rail transit vehicle provided in an embodiment of the present application.

[0067] In some embodiments, the configuration of the water cooling system 9 is further refined, including a control valve 901, a water storage tank 902 and a cooling tank 903. The control valve 901, the water storage tank 902 and the cooling tank 903 are arranged on a path that forms a circulation loop with the inlet and outlet of the water cooling chamber 5. These components work together to achieve efficient thermal management.

[0068] The control valve 901 is a key component in the water cooling system 9, which is responsible for controlling the flow path of the water cooling medium in the system. The control valve 901 can automatically adjust the opening according to the thermal state of the brake device and the braking demand to control the flow and direction of the coolant. When the brake device starts to work and generates a lot of heat, the control valve 901 will open to allow the cooling medium to flow from the water storage tank 902 into the water cooling chamber 5 to absorb the heat generated by friction.

[0069] The function of the water storage tank 902 is to store cooling medium, which is equivalent to the "water reservoir" of the water cooling system, providing a continuous cooling source for the system. A sufficient amount of cooling medium is installed in the water storage tank 902 for continuous circulation during the braking process.

[0070] The cooling tank 903 is another important part of the water cooling system 9, and its function is to cool the high-temperature cooling medium flowing out of the water cooling chamber 5. After the water cooling medium absorbs the heat generated during the braking process, it will flow into the cooling tank 903 for heat exchange, release the heat to the environment, reduce the medium temperature, and then circulate back to the water storage tank 902 again to prepare for the next round of cooling work.

[0071] The water cooling system 9 can achieve efficient heat dissipation of the brake device through the coordinated work of the control valve 901, the water storage tank 902 and the cooling tank 903. The control valve 901 ensures that the cooling medium reaches the braking area in time when needed, the water storage tank 902 provides a continuous cooling source, and the cooling tank 903 ensures that the cooling medium can effectively release heat, thereby maintaining the brake device working within a suitable temperature range, improving the braking performance and extending the service life.

[0072] Please refer to Figures 3 and 4. Figure 3 is a structural diagram of the static disk provided in an embodiment of the present application, and Figure 4 is a structural diagram of the disk body provided in an embodiment of the present application.

[0073] In some embodiments, a heat dissipation structure 6 is provided in the water-cooling cavity 5 . The heat dissipation structure 6 is immersed in a water-cooling medium. The heat dissipation structure 6 is used to increase the thermal conductivity of the water-cooling cavity 5 .

[0074] In this embodiment, a heat dissipation structure 6 is specially designed in the water cooling chamber 5, and this structure is designed to be immersed in the water cooling medium. The main purpose of the heat dissipation structure 6 is to improve the thermal conductivity of the water cooling chamber 5, that is, to improve the efficiency of heat transfer.

[0075] The heat dissipation structure 6 increases the contact area with the water-cooling medium, so that heat can be transferred from the brake disc to the water-cooling medium more quickly and evenly. This design utilizes the principle of heat conduction, that is, heat is always transferred from a high-temperature area to a low-temperature area, and the heat dissipation structure 6 provides more contact points, which accelerates this process.

[0076] Due to the addition of the heat dissipation structure 6, the water cooling medium can more effectively absorb the heat generated during braking, thereby improving the cooling efficiency of the entire braking system. This design is particularly suitable for rail transit vehicles that brake frequently or work under high load conditions, because it helps prevent the performance degradation or damage of the brake disc due to excessive heating.

[0077] It should be noted that this embodiment does not specifically limit the structural form of the heat dissipation structure 6, which means that it can take various forms to adapt to different design requirements and functional objectives. The heat dissipation structure 6 can be objects of various shapes and sizes, such as heat sinks, heat dissipation columns, heat dissipation nets, or any other structure that can increase the contact area and improve the heat conduction efficiency.

[0078] This flexibility allows engineers to tailor the heat sink 6 to the specific application and performance requirements of the brake. For example, if the brake needs to operate under extreme temperature conditions, engineers may choose to design a heat sink 6 with a larger surface area to transfer heat more efficiently. Conversely, if space is limited, a compact but efficient heat sink 6 design may be chosen.

[0079] In addition, there is no specific restriction on the material selection of the heat dissipation structure 6, and the material can be selected according to factors such as thermal conductivity, cost, durability, compatibility, etc. Metals, alloys, ceramics or any other materials with good thermal conductivity can be used.

[0080] In some embodiments, the heat dissipation structure 6 is a heat dissipation column. In the circumferential direction of the water-cooling cavity 5 , the heat dissipation columns are evenly distributed, and in the radial direction of the water-cooling cavity 5 , the heat dissipation columns are radially distributed.

[0081] In this embodiment, the heat dissipation structure 6 is in the form of heat dissipation columns, which is designed to maximize the heat exchange efficiency. The heat dissipation columns are evenly distributed in the circumferential direction of the water cooling chamber 5. Such a layout ensures that the water cooling medium can contact more heat dissipation columns during the flow process, thereby improving the heat transfer efficiency. The uniform distribution of heat dissipation columns also helps to maintain the uniformity of the flow rate of the water cooling medium and avoid local overheating, which is crucial to the performance of the brake device under continuous or high-intensity braking conditions.

[0082] The heat dissipation columns are radially distributed in the radial direction of the water-cooling chamber 5. This layout not only increases the contact area with the water-cooling medium, but also breaks the boundary layer of the water-cooling medium by forming turbulence, reduces thermal resistance, and makes heat transfer faster. This radial distribution design also helps to improve the fluid dynamics performance inside the water-cooling chamber 5 and further enhance the heat exchange effect.

[0083] In addition, the design of the heat dissipation column not only focuses on heat exchange efficiency and fluid dynamics, but also takes into account structural strength. The circumferential and radial distribution of the heat dissipation column in the water cooling chamber 5 actually constitutes an internal support structure, which helps to enhance the mechanical strength of the entire brake disc. This design is particularly important for brake discs that are subject to high loads and high stresses.

[0084] The even distribution of heat dissipation columns helps to disperse the torque and pressure generated during braking, reduce the local stress concentration of the brake disc, and thus reduce the risk of deformation or cracks caused by excessive thermal or mechanical stress. In addition, the radial layout of the heat dissipation columns also helps to improve the overall rigidity of the brake disc, so that it can maintain stable performance under high load working conditions.

[0085] As shown in FIG4 , a plurality of circular rings are formed by radial arrangement. These circular rings are nested in sequence in the radial direction, with appropriate spacing between each other. Such a design not only ensures the compactness of the structure, but also avoids the concentration of overheating areas, thereby ensuring uniform cooling of the entire brake disc. The heat dissipation columns in each circular ring are distributed in the circumferential direction, with spacing between each other. This layout allows the water-cooling medium to more fully contact the heat dissipation columns when flowing through the heat dissipation columns, thereby increasing the surface area for heat exchange and improving the heat conduction efficiency. At the same time, this distribution method also helps the water-cooling medium to form a good flow path in the water-cooling chamber 5, promotes the turbulence of the fluid, and further enhances the heat exchange effect.

[0086] In some embodiments, the driving mechanism 8 is a pressure airbag, one side of the pressure airbag is arranged close to the housing 7, and the other side of the pressure airbag is arranged close to the static plate 1;

[0087] The stator plate 1 is disposed on the housing 7 .

[0088] In this embodiment, the driving mechanism 8 adopts a pressure airbag design, which provides an effective and controllable braking power source for the braking device. One side of the pressure airbag is close to the housing 7, and the other side is close to the static disc 1. This layout allows the pressure airbag to expand when inflated, thereby pushing the static disc 1 toward the dynamic disc 2, achieving contact and friction braking between the two.

[0089] The design of the pressure airbag has several advantages. First, compared with mechanical drive mechanisms, the pressure airbag can provide a smoother and more controllable force, which helps reduce shock and vibration during braking and improves passenger comfort. Second, the pressure airbag has a fast response speed and can quickly provide braking force when needed, thereby improving the agility of braking response.

[0090] In addition, the layout of the pressure airbag makes the overall structure of the brake device more compact, because the airbag can be folded and unfolded as needed, which makes it easier to integrate the brake device into the limited space of rail transit vehicles. At the same time, the maintenance of the pressure airbag is relatively simple, because it has no complex mechanical parts, reducing the risk of wear and failure.

[0091] The static disc 1 is arranged in the housing 7 and is attached to one side of the pressure airbag, forming the core part of the braking device. The arrangement of the static disc 1 ensures its stability during the braking process. At the same time, the contact area and pressure between the static disc 1 and the dynamic disc 2 can be adjusted by the air pressure of the pressure airbag, thereby achieving precise control of the braking force.

[0092] In some cases, the housing 7 is provided with an air inlet 701, and the air inlet 701 of the housing 7 is designed to ensure that the pressure airbag can receive sufficient compressed air to achieve its function of driving the brake. The position and design of the air inlet 701 are crucial to the performance of the entire braking system, because it allows compressed air to flow quickly into the pressure airbag during the braking operation, causing the airbag to expand rapidly, thereby pushing the static disc 1 to contact the dynamic disc 2 and generating the required braking force.

[0093] The design of the air inlet 701 also takes into account the need for dust and water resistance to ensure that the brake system can operate normally even under adverse environmental conditions. It may include a filter or other type of protection device to prevent dust and other impurities from entering the interior of the housing and affecting the performance of the airbag. In addition, the design of the air inlet 701 may also include the convenience of inspection and maintenance, so as to facilitate regular inspection and necessary maintenance work to ensure the long-term stable operation of the brake device.

[0094] In some cases, the shell 7 is provided with a shell water inlet 702 and a shell water outlet 703. The shell water inlet 702 is on the inlet path of the circulation circuit of the water-cooling chamber 5, and the shell water outlet 703 is on the outlet path of the circulation circuit of the water-cooling chamber 5. Along the flow direction of the water-cooling medium, the circulation circuit is sequentially provided with the shell water outlet 703, the cooling bin 903, the water storage bin 902, the control valve 901, the shell water inlet 702 and the water-cooling chamber 5.

[0095] The flow sequence of the water-cooling medium is that it first flows out from the shell water outlet 703, passes through the cooling chamber 903 for heat exchange, and is then stored in the water storage chamber 902. Subsequently, the medium flows to the control valve 901, where the flow rate is adjusted according to the temperature of the brake disc and the braking demand. Then, the cooled medium re-enters the water cooling chamber 5 through the shell water inlet 702 to absorb the heat generated by braking. Such a circulation path not only improves the heat dissipation efficiency, but also ensures that the brake device can maintain a suitable temperature under various operating conditions.

[0096] In some embodiments, the housing 7 is provided with a guide post 11, the guide post 11 is arranged parallel to the brake shaft 4, and the guide post 11 is distributed along the circumference of the housing 7;

[0097] The stator plate 1 is assembled on the guide pillars 11 .

[0098] In this embodiment, guide posts 11 are integrated in the housing 7, and these guide posts are designed to support and guide the movement of the static disk 1. The guide posts 11 are parallel to the brake shaft 4 and are evenly distributed along the circumference of the housing 7, providing a stable support point and precise movement guide for the static disk 1.

[0099] The static disc 1 is assembled through the guide column 11 so that it can freely translate in the axial direction of the brake shaft 4. This design allows the static disc 1 to effectively contact or separate with the moving disc 2 under the action of the driving mechanism 8. The driving mechanism 8 may be a pressure airbag or other form of driving device, which applies pressure to the static disc 1, causing the static disc 1 to move along the guide column 11 and come into contact with the moving disc 2 to generate braking force.

[0100] When the driving mechanism 8 is activated, such as when the pressure airbag is inflated, it pushes the static plate 1 to move along the guide column 11 toward the moving plate 2, achieving contact and friction between the two contact surfaces of the full-plate friction pair 3, thereby generating a braking force. After the braking is completed, the driving mechanism 8 is released, and the static plate 1 returns to its initial position along the guide column 11 under the action of the reset force (such as the spring force), and is separated from the moving plate 2.

[0101] The design of the guide post 11 not only ensures the precise movement of the stator 1, but also helps to reduce vibration and noise during braking, improving the stability and reliability of the braking performance. In addition, the guide post 11 can also serve as a wear compensation mechanism for the stator 1, allowing a certain amount of adjustment to accommodate wear during long-term use.

[0102] In some embodiments, a spring 12 is provided on the guide column 11 and distributed between the static disk 1 and the dynamic disk 2. The spring 12 is used to drive the dynamic disk 2 to separate from the static disk 1 and maintain a distance therebetween when the driving mechanism 8 is released.

[0103] In this embodiment, the guide pillars 11 not only provide guidance and support for the static plate 1, but are also equipped with springs 12, which are distributed between the static plate 1 and the dynamic plate 2. The function of the springs 12 is to provide the necessary elastic force to separate the dynamic plate 2 from the static plate 1 and maintain a certain distance when the driving mechanism 8 is released.

[0104] The design of the spring 12 helps the brake device to respond quickly and reset smoothly. When the driving mechanism 8, such as a pressure airbag, stops applying pressure, the spring 12 will quickly push the static plate 1 and the dynamic plate 2 to separate, reduce the contact between them, and end the braking process. At the same time, the spring 12 can also maintain an appropriate gap between the dynamic plate 2 and the static plate 1 in the non-braking state to prevent unnecessary friction and wear caused by vehicle vibration or other dynamic loads.

[0105] In addition, the spring 12 can also absorb the impact and vibration that may be generated during braking, thereby reducing the noise of the braking system and improving ride comfort. The setting of the spring 12 also helps to reduce the thermal deformation of the brake disc, because it allows the brake disc to maintain a certain degree of freedom when there is no braking request, thereby reducing the accumulation of heat.

[0106] In some embodiments, the guide column 11 includes a first portion located inside the housing 7 and assembled with the guide column 11 , and a second portion located outside the housing 7 , and the second portion is used to implement the installation of the braking device.

[0107] In this embodiment, the design of the guide post 11 is further refined, and it consists of two parts: one part is located inside the housing 7, and the other part is located outside the housing 7. This split design not only provides necessary guidance and support for the static disc 1, but also facilitates the installation and fixation of the brake device.

[0108] The inner part of the guide column 11 is mainly responsible for supporting the static disc 1 during the braking process and ensuring that it moves smoothly in the predetermined direction. The outer part extends out of the housing 7 and serves as a structure for connecting the braking device with other parts of the rail transit vehicle. This design allows the braking device to be easily installed on the vehicle through the outer part of the guide column 11, simplifying the installation process.

[0109] The second part of the guide column 11, i.e., the part located outside the housing 7, can be provided with threads, holes or other types of interfaces to facilitate the use of bolts, pins or other fasteners to fix the brake device to the corresponding position of the vehicle. Such a design not only improves the flexibility of installation, but also allows the brake device to be quickly disassembled for maintenance or replacement when necessary.

[0110] In some embodiments, the water cooling chamber 5 is provided on the static plate 1;

[0111] Static disk 1 includes:

[0112] The disc body 101 is provided with a groove 102, and the groove 102 has a closed side and an open side.

[0113] The friction disc 103 is sealed and connected to the disc body 101 , and covers the open side of the groove 102 to form a closed water cooling chamber 5 .

[0114] In this embodiment, the water cooling chamber 5 is cleverly designed in the stator disc 1. This design integrates the heat dissipation structure with the brake disc function, thereby improving the integration and space utilization of the brake device. The stator disc 1 adopts a split design, consisting of a disc body 101 and a friction disc 103. This design not only facilitates manufacturing and maintenance, but also provides convenience for the setting of the water cooling chamber 5.

[0115] The disc body 101 is provided with a groove 102, which has a closed side and an open side. This structural design provides space for the construction of the water cooling chamber 5. The friction disc 103 is sealed and connected to the disc body 101, and covers the open side of the groove 102, thereby forming a closed water cooling chamber 5. This design ensures that the water cooling medium can flow between the friction disc 103 and the disc body 101, effectively taking away the heat generated during the braking process.

[0116] Another advantage of the split design is that the replacement of the friction disc 103 becomes simple and quick. When the friction disc 103 is worn out due to long-term use and needs to be replaced, the old friction disc 103 can be easily removed and a new friction disc can be installed without replacing the entire stator disc 1. This greatly reduces maintenance costs and workload.

[0117] In addition, the water cooling chamber 5 is arranged inside the static disc 1, making the heat dissipation of the brake device more efficient. The water cooling medium is in direct contact with the friction disc 103, quickly absorbing and transferring heat, and reducing the risk of thermal decay of the brake disc due to high temperature. At the same time, the design of the water cooling chamber 5 also helps to reduce the total volume and weight of the brake device, which means better performance and higher energy efficiency for rail transit vehicles.

[0118] As shown in FIG3 , a sealing ring 104 is provided at the contact position between the disc body 101 and the friction disc 103 , for example, sealing rings 104 are provided at both the inner ring and the outer ring of the disc body 101 and the friction disc 103 , and a fastener component 105 locks and fixes the disc body 101 and the friction disc 103 .

[0119] Specifically, the friction disc 103 is provided with a disc back 106 , which is sealedly connected to the disc body 101 and forms a water-cooling chamber 5 , while the friction disc 103 is a structure in direct contact with the moving disc 2 .

[0120] In some cases, the disk body 101 is provided with a disk water inlet 107 and a disk water outlet 108. The disk water inlet 107 is equivalent to the inlet of the water-cooling chamber 5, and the disk water outlet 108 is equivalent to the outlet of the water-cooling chamber 5. Along the flow direction of the water-cooling medium, the circulation circuit is sequentially the disk water outlet 108, the shell water outlet 703, the cooling bin 903, the water storage bin 902, the control valve 901, the shell water inlet 702, the disk water inlet 107 and the water-cooling chamber 5.

[0121] As for the flow sequence of the water-cooling medium, it first flows out from the disc outlet 108, leaves the water-cooling chamber 5, and then passes through the shell outlet 703, and continues to flow along the circulation loop. Next, the medium enters the cooling chamber 903 for heat exchange, releasing the heat absorbed during the braking process. Subsequently, the medium flows into the water storage tank 902, where it can be adjusted and replenished as necessary. After that, the medium flows to the control valve 901, where the flow rate and pressure are adjusted according to the temperature of the brake disc and the braking demand. The regulated cooling medium re-enters the water-cooling chamber 5 through the shell inlet 702, providing coolant to the disc inlet 107 to absorb the heat generated by braking.

[0122] Optionally, a hose may be used to connect the tray water outlet 108 and the shell water outlet 703 , and the shell water inlet 702 and the tray water inlet 107 .

[0123] In some cases, the disc body 101 is provided with a column mounting hole 109 and a bolt hole 1010, the column mounting hole 109 cooperates with the guide column 11, and the bolt hole 1010 cooperates with the fastener component 105. In particular, the disc body 101 is a circular structure, the heat dissipation structure 6 is arranged along the circumference in the first circular area near the center of the disc body 101, the column mounting hole 109 is arranged along the circumference in the first annular area near the edge of the disc body 101, and the water inlets such as the disc water inlet 107 and the disc water outlet 108 are arranged along the circumference in the second annular area between the first circular area and the first annular area of ​​the disc body 101, and the sealing position of the disc body 101 and the friction disc 103 is located in the second annular area and between the water inlet and the first circular area.

[0124] In some cases, a through hole is provided at the center of both the static disk 1 and the dynamic disk 2, and the brake shaft 4 passes through the center of the static disk 1 and the dynamic disk 2 through the through hole. The cross-sections of the static disk 1, the dynamic disk 2 and the shell 7 are all circular, and the brake shaft 4 is located at the center of the circle, thereby achieving symmetry and balance in the structure of the braking device.

[0125] This circular cross-section design, combined with the central position of the brake shaft 4, helps to evenly distribute the braking torque and reduce the local stress caused by torque concentration, thereby improving the durability and reliability of the brake device. At the same time, the circular design also helps to reduce the imbalance of the device when rotating at high speeds, which is crucial for reducing vibration and noise and improving the stability of the entire brake system and ride comfort.

[0126] In some embodiments, the water cooling chamber 5 is covered with a waterproof material layer.

[0127] In this embodiment, taking the water-cooling chamber 5 set in the stator plate 1 as an example, the surface of the water-cooling chamber 5 formed by the plate body 101 and the friction plate 103 is covered with a waterproof material layer. The main purpose of this design is to prevent the water-cooling medium from leaking to other parts of the braking device, and it also helps to reduce the corrosion and wear of the inner wall of the water-cooling chamber 5, thereby extending the service life of the braking device.

[0128] In some embodiments, the static disc 1 and the dynamic disc 2 are alternately arranged on the brake shaft 4 .

[0129] Taking FIG. 1 as an example, in the housing 7, along the axial direction of the brake shaft 4, the following are arranged in sequence: the first static disc 1, the first dynamic disc 2, the second static disc 1, the second dynamic disc 2, and the third static disc 1, and the three static discs 1 and the two dynamic discs 2 are arranged alternately. In particular, the driving mechanism 8 is located between the third static disc 1 and the right wall of the housing 7, so the air inlet 701 is located on the right wall of the housing 7, and the housing water inlet 702 is preferably arranged on the upper wall of the housing 7, and the housing water outlet 703 is preferably arranged on the lower wall of the housing 7.

[0130] Optionally, a friction disc 103 is provided on the side of the first static disc 1 facing the first moving disc 2, a friction disc 103 is provided on the side of the third static disc 1 facing the second moving disc 2, and friction discs 103 are provided on both the side of the second static disc 1 facing the first moving disc 2 and the side facing the second moving disc 2, that is, the second static disc 1, i.e., the static disc 1 in the middle position, is provided with friction discs 103 on both sides. Correspondingly, a water cooling cavity 5 is provided on the static disc 1, and the number and position of the water cooling cavity 5 correspond to the friction disc 103, that is, the first static disc 1 and the third static disc 1 are each provided with a water cooling cavity 5, and water cooling cavities 5 are provided on both sides of the second static disc 1.

[0131] In some embodiments, the movable disc 2 is connected to the brake shaft 4 via a spline, and the movable disc 2 can translate along the axial direction of the brake shaft 4 .

[0132] In this embodiment, through the spline connection, the moving disc 2 can withstand high torque during braking while allowing axial displacement caused by wear of the brake material or other factors, thereby ensuring continuous contact and effective braking between the brake disc and the brake shoe. This connection method also helps to reduce additional stress caused by manufacturing errors or installation errors.

[0133] In addition, the ability of the moving disc 2 to translate along the axial direction of the brake shaft 4 also helps to evenly distribute heat and wear during braking, thereby extending the service life of the brake disc. The spline connection design also provides a convenient maintenance and replacement method, because a severely worn moving disc 2 can be relatively easily removed and replaced without replacing the entire brake shaft 4.

[0134] In a specific embodiment, the brake device integrates an advanced sensor system for monitoring the temperature distribution of the brake disc. Specifically, the brake device is equipped with a plurality of temperature sensors, which are respectively mounted on the housing and are used to monitor specific areas of the static disc 1 and the dynamic disc 2, so as to obtain the temperature of key parts.

[0135] These sensors use non-contact detection technology, such as infrared temperature sensors, to accurately measure the surface temperature of the brake disc. The sensor's detection method is based on periodic measurement, continuously collecting temperature data and sending it to the control system 10.

[0136] The control system 10 first analyzes the temperature signals of each sensor to determine whether the local temperature of the brake disc is within the normal range. Then, the system conducts a comprehensive analysis of these local temperature signals to obtain the overall temperature condition of the brake disc. If an abnormal increase in local temperature is detected, the control system 10 will activate the water cooling system 9 to increase the flow of water cooling medium to the area to achieve targeted cooling.

[0137] In addition, the control system 10 also realizes the association between the water cooling control logic and the braking control logic. For example, when the braking command is issued, the water cooling system 9 will also start at the same time to prepare in advance for the heat generated during the braking process. At the same time, the control system 10 can adjust the working efficiency of the water cooling system according to the magnitude of the braking force to ensure that there is a positive correlation between the braking force and the water cooling effect. If the braking force increases, it may cause more friction heat to be generated. At this time, the control system 10 will increase the flow rate of the water cooling medium in the water cooling system to maintain the temperature balance of the brake disc.

[0138] Through this intelligent control strategy, the brake device can more accurately manage the temperature of the brake disc, ensuring good braking performance and heat dissipation efficiency under various operating conditions. This design of integrated sensors and intelligent control improves the safety and reliability of the brake system, while also optimizing the service life and maintenance cycle of the brake disc.

[0139] The present application also provides a rail transit vehicle, comprising the above-mentioned braking device.

[0140] The rail transit vehicle should have all the beneficial technical effects of the above-mentioned braking device, which will not be described one by one here.

[0141] It should be noted that many of the components mentioned in this application are universal standard parts or components known to those skilled in the art, and their structures and principles can be learned by those skilled in the art through technical manuals or through conventional experimental methods.

[0142] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0143] The above is a detailed introduction to the braking device and rail transit vehicle provided by the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and core idea of ​​the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

Claims

1. A braking device for a rail transit vehicle, characterized in that: include: A static plate and a dynamic plate constituting a full-plate friction pair, wherein the dynamic plate is arranged on a brake shaft, and at least one of the static plate and the dynamic plate is provided with a water cooling cavity, wherein the water cooling cavity is used to store a water cooling medium; When the moving disc and the stationary disc are frictionally braked, the moving disc transmits braking torque to the brake shaft, and the water-cooling medium in the water-cooling cavity and the full-disc friction pair realize heat dissipation through heat exchange.

2. The braking device according to claim 1, characterized in that: A heat dissipation structure is provided in the water-cooling cavity. The heat dissipation structure is immersed in a water-cooling medium and is used to increase the thermal conductivity of the water-cooling cavity.

3. The braking device according to claim 2, characterized in that: The heat dissipation structure is a heat dissipation column. In the circumferential direction of the water cooling cavity, the heat dissipation columns are evenly distributed, and in the radial direction of the water cooling cavity, the heat dissipation columns are radially distributed.

4. The braking device according to claim 1, characterized in that: Also includes: A housing, inside which the full-disk friction pair and at least a part of the structure of the brake shaft are arranged; A driving mechanism, disposed on the housing, and used for driving the moving disc and the stationary disc for friction braking; A water cooling system, which is in communication with the water cooling chamber and is used to adjust the flow and temperature of the water cooling medium; A control system is connected to the driving mechanism and the water cooling system. The control system is used to control the water cooling system to drive the water cooling medium to enter the water cooling cavity and circulate when the driving mechanism drives the moving disc and the static disc to perform friction braking.

5. The braking device according to claim 4, characterized in that: The driving mechanism is a pressure airbag, one side of the pressure airbag is arranged close to the shell, and the other side of the pressure airbag is arranged close to the static plate; The static disk is arranged on the shell.

6. The braking device according to claim 5, characterized in that: The housing is provided with guide pillars, the guide pillars are arranged parallel to the brake shaft, and the guide pillars are distributed along the circumference of the housing; The static disk is assembled on the guide post.

7. The braking device according to claim 6, characterized in that: The guide column is provided with a spring, the spring is distributed between the static plate and the dynamic plate, and the spring is used to drive the dynamic plate to separate from the static plate and maintain a distance when the driving mechanism is released; and / or, The guide column comprises a first part located inside the housing and assembled with the guide column, and a second part located outside the housing, wherein the second part is used to realize the installation of the braking device.

8. The braking device according to claim 1, characterized in that: The water cooling chamber is arranged on the static plate; The static disk comprises: A disc body is provided with a groove, wherein the groove has a closed side and an open side, A friction disc is sealed and connected to the disc body, and the friction disc covers the open side of the groove to enclose and form the water cooling cavity.

9. The braking device according to claim 1, characterized in that: The water cooling cavity is covered with a waterproof material layer; and / or, The static disc and the dynamic disc are alternately arranged on the brake shaft; and / or, The movable disc is connected to the brake shaft via a spline, and the movable disc can translate along the axial direction of the brake shaft.

10. A rail transit vehicle, characterized in that: Comprising a braking device as claimed in any one of claims 1 to 9.

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