High-speed train braking system capable of achieving efficient sudden stop

Abstract

The invention discloses a high-speed train braking system capable of achieving efficient sudden stop. The high-speed train braking system comprises a brake disc structure, a clamp structure and a brake pad structure. The brake disc structure comprises a countersunk head table, an upper disc body and a lower disc body, the upper disc body and the lower disc body are oppositely arranged on the countersunk head table, heat dissipation ribs are arranged between the upper disc body and the lower disc body, an air flow groove is formed in an outer disc face, an annular air flow groove, an arc-shaped air flow groove and a communicating groove are formed in an inner disc face, and an air flow opening is formed in the outer wall of the upper disc body; the brake pad structure comprises an annular brake pad stress plate, a fixing bolt and an annular brake pad clamping plate, a brake pad is arranged on the annular brake pad clamping plate, and the annular brake pad stress plate is fixedly installed on the outer side face of the annular brake pad clamping plate through the fixing bolt. The brake system is improved and designed from the three aspects of a brake disc body structure, a brake pad structure, a clamp structure and the like, and the problem that braking needs to be achieved within the shortest distance or time under the emergency situation is solved.

Description

Technical Field

[0001] The invention relates to a high-speed train braking system capable of realizing efficient emergency stop, and belongs to the technical field of friction braking. Background Art

[0002] With the rapid development of global rail transit technology, high-speed trains, as an important part of modern transportation, have greatly improved transportation efficiency. However, under the complex geographical and climatic conditions in my country, the safe operation of high-speed trains faces many challenges. my country has a vast territory and diverse terrain, especially in the southwest region. Mountainous and hilly areas are widely distributed, and most of the lines are viaducts and tunnel bridges. There are many lines along cliffs and rivers. This complex geographical environment brings unique challenges to the planning, construction and operation of rail transit. In addition, frequent extreme weather such as ice and snow, wind and sand further increase the risk of train operation. At the same time, unlike Western developed countries, my country's rail transit, especially high-speed trains, mostly travel on viaduct lines, which increases the uncertainty and potential risks in the operation of trains. Especially in the southwest region, natural disasters such as mudslides and falling rocks occur frequently, and emergencies such as earthquakes and heavy rains are difficult to predict in real time. These natural disasters will not only damage the line itself and cause traffic interruptions, but may also pose a direct threat to high-speed trains. However, the current early warning system is unable to achieve real-time monitoring and timely alarm when facing these emergencies, which makes it difficult for train drivers to take effective measures in time when facing emergencies.

[0003] High-speed trains and subways have great inertia during driving, especially under extremely demanding super braking conditions such as higher initial braking speed and shorter braking distance. The kinetic energy of the vehicle is huge. Once an accident occurs, the existing braking system is difficult to complete the parking within the driver's line of sight. The traditional braking system relies on a combination of electric braking and air braking, in which electric braking converts kinetic energy into electrical energy and feeds it back to the power grid through regenerative braking, while air braking relies on the friction between the brake pads and the brake disc. However, the friction of the existing braking system is often insufficient to deal with emergencies during high-speed driving, resulting in a long braking distance and difficulty in braking quickly, which in turn causes major accidents such as train rear-end collisions and derailments, resulting in serious consequences of vehicle destruction and loss of life. Summary of the invention

[0004] In order to overcome the defects in the prior art, the present invention aims to provide a high-speed train braking system that can achieve efficient emergency stop; it is specifically designed for the complex terrain and frequent extreme weather and emergencies of my country's rail transit. The system significantly increases the friction contact area through the innovative design of the annular brake pad, thereby greatly improving the braking force. Unlike traditional brake pads, the design of the annular brake pad provides a more uniform force distribution and greater friction during the braking process, effectively solving the problem of insufficient friction in the existing braking system at high speeds. At the same time, the design of the system fully considers the heat dissipation requirements of the train during high-speed driving. By optimizing the structural design of the air flow groove and the heat dissipation ribs, it ensures that the heat of the brake disc can be quickly dissipated when working with high friction, avoiding the attenuation of the braking performance due to overheating. This braking system design effectively solves the problems of insufficient braking force and long emergency braking distance faced by high-speed trains during braking, providing a more reliable guarantee for the safe operation of high-speed trains, and has a positive role in promoting the development of rail transit technology.

[0005] The technical solution provided by the present invention to solve the above technical problems is: a high-speed train braking system that can achieve efficient emergency stop, including a brake disc structure, a clamp structure and two brake pad structures coaxially arranged on both sides of the brake disc structure, and the two brake pad structures are both connected to the clamp structure.

[0006] A further technical solution is that the brake disc structure includes a countersunk platform and an upper disc body and a lower disc body relatively arranged on the countersunk platform; and a plurality of petal-shaped edges are provided on the outer walls of the upper disc body and the lower disc body of the brake disc structure.

[0007] A further technical solution is that the clamp structure includes four clamp arms, two clamp middle arms, two clamp large support arms, a clamp small support arm, and two hinge bolts; the two clamp large support arms are respectively vertically arranged between the two clamp arms arranged up and down; the left and right ends of the two clamp middle arms are respectively fixedly connected to the two clamp arms arranged up and down by two hinge bolts, and the clamp small support arm is vertically arranged between the two clamp middle arms.

[0008] A further technical solution is that the gate pad structure includes an annular gate pad force plate, a plurality of fixing bolts and two annular gate pad clamping plates assembled in half, a plurality of gate pads are provided on the inner side surface of the annular gate pad clamping plate, and the annular gate pad force plate is fixed on the outer side surface of the annular gate pad clamping plate by fixing bolts.

[0009] A further technical solution is that a number of heat dissipation ribs are provided between the upper disc body and the lower disc body of the brake disc structure; a number of air flow grooves are provided on the outer disc surface of the upper disc body, and an annular air flow groove and a number of arc-shaped air flow grooves and connecting grooves are provided on the inner disc surface, the arc-shaped air flow grooves are connected with the annular air flow grooves through the connecting grooves, and the cross-sectional shape of the inner disc surface is wavy; a number of air flow openings are provided on the outer wall of the upper disc body, and the air flow openings are respectively connected with the air flow grooves and the arc-shaped air flow grooves; the distribution positions of the number of heat dissipation ribs are consistent with the path of the arc-shaped air flow grooves; the number of the air flow grooves, arc-shaped air flow grooves and petal-shaped edges remains consistent.

[0010] A further technical solution is that a plurality of brake pads are installed at intervals on the inner side of the annular brake pad mounting plate.

[0011] A further technical solution is that the gate piece is an annular gate piece, and its central angle ranges from 10° to 20°; there is a certain gap between adjacent gate pieces; and the central angle range of the annular gate piece mounting plate is from 100° to 115°.

[0012] A further technical solution is that both ends of the clamp arm are respectively provided with a brake pad connecting bolt connected to the annular brake pad mounting plate and a clamp force bolt hole; and a brake pad connecting nut is provided on the brake pad connecting bolt.

[0013] The system adopts the following execution mode: when the train needs to brake immediately while moving or about to enter a station, the train driver activates the pneumatic device to apply braking force to the clamp structure according to the actual situation. The clamp structure is forced to push the brake pad structure and the brake disc to brake by friction. In normal situations such as deceleration when entering the station, a weak braking force mode is used to achieve normal deceleration or parking needs. In emergency situations such as sudden system failures or natural disasters, a forced power mode is used to achieve rapid emergency stops.

[0014] The present invention has the following beneficial effects: the present invention improves the design of the braking system from three aspects: brake disc structure (increasing the contact area between the brake disc and the air and increasing heat dissipation), brake pad structure (increasing the friction area and half-assembly), and clamp structure (bidirectional annular loading). Under the present invention, stronger friction can be provided to trains running at high speeds, thereby realizing the function of rapid stopping of the train in emergency braking conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A three-dimensional schematic diagram of a high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0016] Figure 2 A top view of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0017] Figure 3A three-dimensional schematic diagram of a brake disc body of a high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0018] Figure 4 This is a schematic diagram of the internal structure of the brake disc body of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0019] Figure 5 A side view of a brake disc body of a high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0020] Figure 6 This is a cross-sectional view of the brake disc of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0021] Figure 7 This is a schematic diagram of the back of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0022] Figure 8 This is a front schematic diagram of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0023] Fig. 9 A side view of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0024] Fig.10 This is a cross-sectional view of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0025] Fig.11 A three-dimensional schematic diagram of a clamp structure in a high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0026] Fig.12 A top view of the clamp structure in the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0027] Fig.13 This is a front view of the clamp structure in the high-speed train braking system capable of achieving efficient emergency stop according to the present invention.

[0028] As shown in the figure: 1-brake disc structure, 101-outer disc surface, 102-air flow groove, 103-petal-shaped edge, 104-air flow port, 105-countersunk head, 106-bolt hole, 107-inner disc surface, 108-heat dissipation rib, 109-arc-shaped air flow groove, 110-annular air flow groove, 111-upper disc body, 112-lower disc body, 2-brake pad structure, 201-brake pad force plate, 202-brake pad clamping plate, 203-fixing bolt, 204-brake pad, 205-connecting hole, 3-clamp structure, 301-brake pad connecting bolt, 302-brake pad connecting nut, 303-clamp arm, 304-clamp large support arm, 305-clamp hinge bolt, 306-clamp force bolt hole, 307-clamp middle arm, 308-clamp small support arm. DETAILED DESCRIPTION

[0029] Example 1

[0030] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] like Figure 1-Figure 2 As shown, a high-speed train braking system capable of realizing efficient emergency stop of the present invention comprises a brake disc structure 1, a clamp structure 3 and two brake pad structures 2 coaxially arranged on both sides of the brake disc structure 1, and the two brake pad structures 2 are connected to the clamp structure 3;

[0032] like Figure 3-6 As shown, the brake disc structure 1 includes a countersunk platform 105 and an upper disc body 111 and a lower disc body 112 which are relatively arranged on the countersunk platform 105, and bolt holes 106 for connecting with the axle are arranged at both ends of the countersunk platform 105; a heat dissipation rib 108 is arranged between the upper disc body 111 and the lower disc body 112, and an air flow groove 102 is opened on the outer disc surface 101 of the upper disc body 111, and an annular air flow groove 110, an arcuate air flow groove 109, and a connecting groove are opened on the inner disc surface 107 of the upper disc body 111, and the arcuate air flow groove 109 is connected with the annular air flow groove 110 through the connecting groove, and an air flow port 104 is arranged on the outer wall of the upper disc body 111, and the air flow port 104 is respectively connected with the air flow groove 102 and the arcuate air flow groove 109, which can improve the fluidity of the air flow on the outer disc surface 101 and the inner disc surface 107, and improve the heat dissipation performance;

[0033] The number of the airflow slots 102 and the number of the airflow ports 104 correspond to each other. This structure can guide the gas to flow between the outer disk surface 101 and the inner disk surface 107. The number of the airflow slots can be increased or decreased according to the actual situation.

[0034] The thickness of the upper disc body 111 and the lower disc body 112 are both 20mm, the width of the airflow groove 102 is 6mm, and the depth is 4mm. The brake disc structure 1 has a total of 7 disc bodies, and the upper and lower disc bodies are completely consistent; the airflow port 104 is semi-elliptical, with a major semi-axis length of 11mm and a minor semi-axis length of 3mm. The width and depth of the arc-shaped airflow groove 109 and the annular airflow groove 110 are both 3mm. The bolt hole 106 on the countersunk platform 105 has a diameter of 18mm, and the diameter of the heat dissipation rib 108 is 20mm, which is distributed along the arc-shaped airflow groove path 109. The structure is cast integrally with the disc body and can separate the air inside and outside the airflow groove to a certain extent; 9 heat dissipation ribs 108 are provided on each arc, and 2mm chamfers are provided on the edge areas;

[0035] like Figure 7-10 As shown, the brake pad structure 2 includes an annular brake pad force plate 201, a plurality of fixing bolts 203 and two annular brake pad clamping plates 202 assembled in half, a plurality of brake pads 204 are arranged on the inner side of the annular brake pad clamping plate 202, and the annular brake pad force plate 201 is fixed on the outer side of the annular brake pad clamping plate 202 by fixing bolts 203. This design makes the normal load borne by the brake pad 204 more uniform; a connecting hole 205 connected to the clamp structure 3 is opened on the annular brake pad clamping plate 202; the annular brake pad clamping plate 202 is connected to the clamp structure 3 through the connecting hole 205, and this structure can realize an annular loading mode;

[0036] The brake pad 204 is an annular structure and contacts the brake disc structure 1 in half. The shape of the brake pad 204 can also be any other shape. This structure can significantly increase the contact area between the brake pad 204 and the brake outer disc surface 101, thereby increasing the friction force of the brake interface.

[0037] The thickness of the contact area of ​​the gate 204 is 20mm, the central angle of the fan-shaped area is 20°, the central angle of the adjacent interval area is 5°, the thickness of the annular gate clamping plate 202 is 10mm, the central angle of the annular area is 115°, each clamping plate has 5 bolt holes, the diameter of the bolt hole is 20mm, the diameter of the connecting hole 205 is 30mm, and the edge area is provided with a 2mm fillet to meet the process requirements;

[0038] like Figure 11-13As shown, the clamp structure 3 includes four clamp arms 303, two clamp middle arms 307, two clamp large support arms 304, a clamp small support arm 308, and two hinge bolts 305; the two clamp large support arms 304 are respectively vertically arranged between the two clamp arms 303 arranged up and down; the left and right ends of the two clamp middle arms 307 are respectively fixedly connected to the two clamp arms 303 arranged up and down by two hinge bolts 305, the clamp large support arm 308 is vertically arranged between the two clamp middle arms 307, and the two ends of the clamp arm 303 are respectively provided with a gate connecting bolt 301 connected to the annular gate plate mounting plate 202 and a clamp force bolt hole 306; the gate connecting bolt 301 is provided with a gate connecting nut 302, and this structure can ensure that the gate plate 204 is subjected to the same normal load.

[0039] All the bolt holes in the clamp structure 3 are 30mm, the thickness of the clamp arm 303 is 40mm and the length is about 550mm, the thickness of the clamp middle arm 307 is also 40mm and the length is 320mm, the diameter of the clamp large support arm 304 is 25mm and the length is 310mm, and the diameter of the clamp small support arm 308 is 25mm and the length is 300mm.

[0040] like Figure 3 As shown, the outer walls of the upper disc body 111 and the lower disc body 112 are both provided with a plurality of petal-shaped edges 103, and the rounded angle of the petal-shaped edges 103 is 51.4°. This structure increases the contact area between the brake disc and the air to a certain extent, and improves its heat dissipation performance. The shape of the edge can also be other geometric shapes with a longer length.

[0041] like Figure 6 As shown, the cross-sectional shape of the inner disk surface 107 is wavy, and the central angle of each arc in the wavy inner disk surface 107 is 10°. This structure increases the contact area between the inner disk surface and the air to a certain extent, and can promote the heat dissipation of the disk surface. The cross-sectional shape can also be other geometric shapes.

[0042] The train driver can use the braking system of the present invention for emergency braking. During the braking process, the clamp structure 3 pushes the brake pad structure 2 to contact and rub with the brake disc body 1 through the lever principle, wherein the various structures of the clamp structure 3 are connected by bolts, and have high rigidity to ensure stability during braking; the brake pad structure 2, the brake pad 204 is distributed in an annular shape, and can be in full contact with the entire brake disc surface to provide greater friction, and it has the function of disassembling and assembling in half, which is convenient for maintenance and replacement. There is a gap on the surface of the annular brake pad, and the gap can effectively increase the gas fluidity and facilitate the flow and discharge of wear debris in the friction section; the brake disc body 1, the airflow groove, the airflow port, the wavy cross-section, the petal-shaped edge and other structures can increase the fluidity of the brake disc gas during the contact friction braking process, and can dissipate the friction heat of the disc surface more quickly to ensure the braking performance of the train.

[0043] During the running of a high-speed train, there may be a variety of situations where emergency braking is required. Some application scenarios of the present invention are described below:

[0044] Scenario 1: When the train is moving normally or about to enter a station, the driver can start braking according to the actual operating conditions. The brake pads of the present invention have a larger friction contact area than traditional brake pads. Therefore, a smaller braking force or a shorter braking time (fast continuous intermittent braking) can be used for deceleration braking compared to the original system, effectively reducing the heat accumulation on the brake disc surface and ensuring that the train can stop smoothly and accurately at the designated position.

[0045] Scenario 2: If a train encounters an emergency during its journey, including but not limited to a serious system failure causing power outage, a large obstacle that suddenly appears on the track and cannot be cleared in time, or the train driver determines that there is a safety hazard ahead and needs to stop the train urgently, the risk of rear-end or collision of the train due to signal system failure or human operation error, and natural disasters such as landslides and mudslides or track breaks. In response to these emergencies, the train driver can apply a larger braking force to make the brake pads fit tightly with the brake disc to provide stronger friction, ensure that the train can stop safely in the shortest possible distance, effectively avoid safety accidents, and significantly improve the safety and emergency response capabilities of high-speed trains.

[0046] The above description is not intended to impose any form of limitation on the present invention. Although the present invention has been disclosed through the above embodiments, it is not intended to limit the present invention. Any technician familiar with the profession can make some changes or modifications to equivalent embodiments of equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are within the scope of the technical solution of the present invention.

Claims

1. A high-speed train braking system capable of achieving efficient emergency stop, characterized in that: It comprises a brake disc structure (1), a clamp structure (3) and two brake pad structures (2) coaxially arranged on both sides of the brake disc structure (1); the two brake pad structures (2) are both connected to the clamp structure (3).

2. A high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that: The brake disc structure (1) comprises a countersunk platform (105) and an upper disc body (111) and a lower disc body (112) arranged relatively on the countersunk platform (105); the outer walls of the upper disc body (111) and the lower disc body (112) of the brake disc structure (1) are both provided with a plurality of petal-shaped edges (103).

3. A high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that: The clamp structure (3) comprises four clamp arms (303), two clamp middle arms (307), two clamp large support arms (304), a clamp small support arm (308), and two hinge bolts (305); the two clamp large support arms (304) are respectively vertically arranged between two clamp arms (303) arranged vertically; the left and right ends of the two clamp middle arms (307) are respectively fixedly connected to the two clamp arms (303) arranged vertically by two hinge bolts (305), and the clamp small support arm (308) is vertically arranged between the two clamp middle arms (307).

4. A high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that: The brake pad structure (2) comprises an annular brake pad force plate (201), a plurality of fixing bolts (203) and two annular brake pad clamping plates (202) assembled in half, a plurality of brake pads (204) are arranged on the inner side surface of the annular brake pad clamping plate (202), and the annular brake pad force plate (201) is fixed to the outer side surface of the annular brake pad clamping plate (202) by means of fixing bolts (203).

5. A high-speed train braking system capable of achieving efficient emergency stop according to claim 2, characterized in that: A plurality of heat dissipation ribs (108) are arranged between the upper disc body (111) and the lower disc body (112) of the brake disc structure (1); a plurality of airflow grooves (102) are provided on the outer disc surface (101) of the upper disc body (111); an annular airflow groove (110), a plurality of arcuate airflow grooves (109) and a connecting groove are provided on the inner disc surface (107); the arcuate airflow groove (109) is connected to the annular airflow groove (110) through the connecting groove; the cross-sectional shape of the inner disc surface (107) is wavy; a plurality of airflow openings (104) are arranged on the outer wall of the upper disc body (111); the airflow openings (104) are connected to the airflow groove (102) and the arcuate airflow groove (109) respectively; the distribution positions of the plurality of heat dissipation ribs (108) are consistent with the paths of the arcuate airflow grooves (109); the numbers of the airflow grooves (102), the arcuate airflow grooves (109) and the petal-shaped edges (103) are consistent.

6. A high-speed train braking system capable of achieving efficient emergency stop according to claim 4, characterized in that: A plurality of gate pieces (204) are installed at intervals on the inner side of the annular gate piece mounting plate (202).

7. A high-speed train braking system capable of achieving efficient emergency stop according to claim 5, characterized in that: The gate piece (204) is an annular gate piece, and its center angle ranges from 10° to 20°; there is a certain gap between adjacent gate pieces (204); and the center angle range of the annular gate piece clamping plate (202) is from 100° to 115°.

8. A high-speed train braking system capable of achieving efficient emergency stop according to claim 3, characterized in that: The two ends of the clamp arm (303) are respectively provided with a brake pad connecting bolt (301) connected to the annular brake pad mounting plate (202) and a clamp force bolt hole (306); the brake pad connecting bolt (301) is provided with a brake pad connecting nut (302).

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