Railway locomotive brake clamp with cooling structure

Abstract

The invention relates to the technical field of railway locomotives, in particular to a railway locomotive brake clamp with a cooling structure. The cooling part comprises injection pipes symmetrically arranged on the two sides of each group of restraining blocks and refrigerating machines symmetrically arranged at the bottom of the mounting frame, air pumps are arranged in the refrigerating machines so as to form high-flow-speed cold air in a matched mode to cool the wheel pair, air inlet channels used for air inlet are formed in the refrigerating machines, and air outlets are formed in the sides, facing the injection pipes, of the refrigerating machines; a connecting cylinder is connected to the air outlet, and an air conveying pipe is arranged between the connecting cylinder and the two injection pipes on the same side. The high-temperature cooling requirement generated in the braking process is met by adopting an air cooling mode, compared with a traditional water cooling mode, thermal stress caused by sudden temperature change is reduced, deformation or cracking of a braking component is effectively prevented, the common impurity attachment problem in a water cooling system is avoided, the cooling efficiency is improved, and meanwhile the service life of the braking component is prolonged. And the braking performance is further optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of railway locomotives, and in particular to a railway locomotive brake caliper with a cooling structure. Background Art

[0002] The railway locomotive brake caliper is an important part of the train braking system, mainly used to transmit the braking force to the brake disc to slow down or stop the train. The brake caliper usually works with the brake disc and is very common on modern high-speed trains and subway vehicles.

[0003] According to a railway locomotive brake caliper with patent publication number CN116538214A, it includes: a mounting assembly, a clamping plate, a brake disc, a brake pad, a valve body A and a cleaning assembly, the clamping plate is symmetrically slidably arranged inside the mounting assembly, and the clamping plate is symmetrically arranged on both sides of the brake disc; the brake pad, the brake pad is fixedly arranged on the side of the clamping plate close to the brake disc, and the side of the brake pad close to the clamping plate is provided with a heat dissipation groove B; the valve body A, one end of the valve body A is fixedly arranged on the side of the clamping plate away from the brake pad, and the valve body A inputs water into the interior of the heat dissipation groove B during braking.

[0004] The above device controls the water flow through the valve body A, and enters the heat dissipation groove B and the inside of the water supply pipe during braking to dissipate the heat of the brake pads and brake discs to achieve a cooling effect. However, the cooling water will evaporate when it comes into contact with the brake pads that are hot due to friction. This process requires the absorption of a large amount of heat, which may cause damage to the brake pads. In addition, rapid changes in temperature may cause thermal stress in the brake pads or brake drums, increasing the risk of deformation or cracks. At the same time, after continuous evaporation of the cooling water, a lubricating film may be formed between the brake disc and the wheel hub, which will reduce the braking effect. In addition, when the temperature drops, the cooling water may carry dust and sand particles encountered by the vehicle when driving on the track. These particles adhere to the brake disc and may further affect the braking performance.

[0005] Therefore, in view of the above problems, it is urgent to provide a railway locomotive brake caliper with a cooling structure. Summary of the invention

[0006] In order to overcome the disadvantages of water cooling that may cause rapid temperature changes and strong thermal stress, thereby causing unnecessary deformation or cracks, the present invention provides a railway locomotive brake caliper with a cooling structure, aiming to solve the shortcomings of the water cooling method.

[0007] In order to solve the above technical problems, the present invention provides a railway locomotive brake caliper with a cooling structure, comprising:

[0008] There are two side frames, and two pairs of wheels are symmetrically installed between the two side frames;

[0009] A mounting frame symmetrically disposed between the tops of the two side frames;

[0010] The brake part is symmetrically arranged on the mounting frame, wherein the brake part includes check blocks, the number of groups of check blocks is adapted to the number of wheels of the wheelset, and each group of check blocks is respectively in contact with the wheels on the wheelset on the corresponding side to achieve braking;

[0011] The cooling part includes injection pipes symmetrically arranged on both sides of each group of restraining blocks, and a refrigerator symmetrically arranged at the bottom of the mounting frame. The refrigerator contains an air pump to form high-flow cold air to cool the wheelset. The refrigerator is provided with an air inlet for air intake, and the side of the refrigerator facing the injection pipe is an air outlet. The air outlet is connected with a connecting tube, and an air supply pipe is provided between the connecting tube and the two injection pipes on the same side.

[0012] Preferably, a plurality of nozzles are arranged on the injection pipe, and the nozzles are close to the restraining blocks on the corresponding sides and are inclined, and side air holes are provided on the side of the nozzles adjacent to the restraining blocks to cool the gap between the restraining blocks and the wheels on the wheelset.

[0013] Preferably, the braking part also includes a connecting shaft symmetrically arranged between the two side frames, and moving shafts are symmetrically slidably arranged between the two side frames and are located on the side of the connecting shaft away from each other, and the two ends of the moving shaft are respectively connected to the two restraining blocks on the same side, and the two ends of the moving shaft are also symmetrically slidably arranged with two groups of pull plates respectively located on both sides of the restraining blocks on the same side, and the facing ends of the pull plates on both sides are rotatably connected to the connecting shafts on the corresponding sides, and a push plate is arranged between the back ends of the pull plates on both sides, and hydraulic cylinders whose telescopic ends are connected to the push plates on the same side are symmetrically hingedly installed on the two mounting frames.

[0014] Preferably, a conversion mechanism is provided between the push plate and the connecting cylinder on the same side, and the conversion mechanism includes special-shaped rods symmetrically arranged at both ends of the push plate, and the ends of the two special-shaped rods on the same side are penetrated by sliding rods, and the bottom ends of the sliding rods are provided with connecting rods, and the connecting rods are provided with piston plates facing the refrigerator on the same side, and the connecting rods pass through the connecting cylinder on the same side, so that the piston plate is placed inside the connecting cylinder and the two cooperate to form a sliding operation, an elastic member I is provided between the side of the piston plate close to the gas pipe and the connecting cylinder, and clamping plates engaged with the piston plates are provided on the two side walls of the connecting cylinder, and an overflow valve is provided at the top of the connecting cylinder close to the refrigerator.

[0015] Preferably, both sides of the piston plate are provided with notches that match the clamping plates on the same side, so as to cooperate with the sliding operation of the piston plate and the clamping plates on both sides to form a snap-fit ​​closure, so that the high-flow cold air is blocked and discharged by the overflow valve.

[0016] Preferably, a damping rod is further included, and a damping rod for limiting the moving speed is arranged between the piston plate and the connecting cylinder on the same side.

[0017] Preferably, the spray pipe is provided with a cleaning mechanism that contacts and cooperates with the corresponding wheel pair. The cleaning mechanism includes mounting rods symmetrically arranged on the spray pipe, and a cleaning brush is slidably arranged between the two mounting rods on the same side. The cleaning brushes on both sides are respectively facing the corresponding restraining blocks, and an elastic part II is arranged between the cleaning brush and the mounting rod on the same side.

[0018] Preferably, it also includes an air cylinder arranged on the air inlet duct, a filter plate is arranged on the air cylinder, an impeller is installed inside the air cylinder, a drive shaft at the end of the impeller passes through the filter plate and is connected to a scraper, the scraper rotates synchronously with the impeller and fits the filter plate to form scraping.

[0019] The present invention overcomes the shortcomings of the prior art and can achieve the following beneficial effects:

[0020] 1. The present invention adopts air cooling to solve the high-temperature cooling demand generated during braking. Compared with the traditional water cooling method, air as a cooling medium can absorb and take away heat more evenly, thereby reducing the thermal stress caused by temperature mutation, effectively preventing the deformation or cracking of the brake components, and avoiding the common problem of debris adhesion in the water cooling system. While improving the cooling efficiency, the braking performance is further optimized.

[0021] 2. The present invention drives the restraining block to contact the wheelset through the drive of the hydraulic cylinder to achieve the braking function. During this process, the connecting shaft and the moving shaft act on the pull plate together to form a continuous power transmission mechanism, making the entire braking process smoother. Compared with the traditional clamping method, this solution can provide greater braking force, thereby achieving a faster braking effect.

[0022] 3. The present invention utilizes a special-shaped rod to promote the cooperation between the piston plate and the clamping plate, ensuring that the cold air will not circulate unnecessarily in the non-braking state. This means that the cooling unit will not be started during the normal operation of the train, and will only be turned on when needed, thereby achieving better energy saving and cooperation effects.

[0023] 4. The present invention is provided with a cleaning mechanism. During cooling, the cleaning brush can remove impurities on the wheel surface, which not only improves the cooling efficiency, but also maintains the cleanliness of the wheel surface, further ensuring the efficiency of the cooling unit operation.

[0024] 5. The present invention can filter and purify the airflow before it enters the refrigerator through the coordinated work of the impeller and the scraper, thus ensuring that the cold air output by the refrigerator is purer, thereby improving the quality of the cooling effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0026] Figure 2 It is a three-dimensional structural schematic diagram of some parts of the brake part of the present invention.

[0027] Figure 3 It is a three-dimensional structural schematic diagram of various components of the brake part of the present invention.

[0028] Figure 4 It is a three-dimensional structural cross-sectional view of components such as the pull plate, the containment block and the injection pipe of the present invention.

[0029] Figure 5 It is a three-dimensional structural schematic diagram of various components of the cooling part of the present invention.

[0030] Figure 6 It is a three-dimensional structural schematic diagram of some components of the conversion mechanism of the present invention.

[0031] Figure 7 It is a three-dimensional structural cross-sectional view of each component of the conversion mechanism of the present invention.

[0032] Figure 8 It is a three-dimensional structural cross-sectional view of components such as the piston plate, the clamping plate and the overflow valve of the present invention.

[0033] Fig. 9 It is a three-dimensional structural schematic diagram of various parts of the cleaning mechanism of the present invention.

[0034] Fig.10 It is a three-dimensional structural schematic diagram of the refrigerator, air inlet, air cylinder and filter plate of the present invention.

[0035] Fig.11 It is a three-dimensional structural cross-sectional view of the filter plate, impeller, scraper and other components of the present invention.

[0036] The marks in the accompanying drawings provided by the present invention are: 1-side frame, 11-mounting frame, 2-wheel pair, 3-braking part, 31-connecting shaft, 32-moving shaft, 33-pull plate, 34-check block, 35-push plate, 36-hydraulic cylinder, 4-cooling part, 41-injection pipe, 42-refrigeration machine, 43-connecting cylinder, 44-air pipe, 45-air inlet, 451-air cylinder, 452-filter plate, 453-impeller, 454-scraper, 5-conversion mechanism, 51-special-shaped rod, 52-sliding rod, 53-connecting rod, 54-piston plate, 541-clamping plate, 55-elastic part I, 56-overflow valve, 57-damping rod, 6-cleaning mechanism, 61-mounting rod, 62-cleaning brush, 63-elastic part II. DETAILED DESCRIPTION

[0037] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0038] In addition, the terms "first", "second" and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. It should be noted that the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0039] Embodiment: A railway locomotive brake caliper with a cooling structure, such as Figure 1-Figure 6 As shown, including:

[0040] There are two side frames 1, and two pairs of wheels 2 are symmetrically installed between the two side frames 1;

[0041] The mounting frame 11 is symmetrically arranged between the tops of the two side frames 1 and serves as a mounting carrier for various components;

[0042] The brake part 3 is symmetrically arranged on the top of the two mounting frames 11, and can achieve a braking effect on the wheelset 2, wherein the brake part 3 includes a check block 34, and the number of groups of the check blocks 34 is adapted to the number of wheels of the wheelset 2, and each group of check blocks 34 is respectively in contact with the wheels on the wheelset 2 on the corresponding side to achieve a braking function, and the contact surface between the check blocks 34 and the wheels is concave, and the wheels can be embedded in the check blocks 34, so that the two are more closely fitted, thereby achieving a more effective braking effect;

[0043] The cooling unit 4 includes injection pipes 41 symmetrically arranged on the front and rear sides of each group of check blocks 34. Eight nozzles are arranged on each injection pipe 41, and the nozzles are close to the check blocks 34 on the corresponding sides and form an inclination. Side air holes are opened on the side of the nozzle adjacent to the check block 34, so as to cool the gap between the check block 34 and the wheel on the wheelset 2. Because the bottom end of the nozzle itself has an injection hole, in this way, through the large-scale coverage cooling of the injection hole and the injection of the side air hole at a special angle, a more comprehensive injection effect of the wheel is ensured, thereby obtaining a more effective cooling effect. In addition, a refrigerator 42 is symmetrically arranged on the front and rear sides of the bottom of the mounting frame 11. The refrigerator 42 contains an air pump, which can assist the refrigerator 42. The air intake operates, and the two cooperate to form high-flow cold air to cool the wheelset 2. The refrigerator 42 is provided with an air intake duct 45 for air intake, and the side of the refrigerator 42 facing the injection pipe 41 is an air outlet, and the air outlet is connected to a connecting tube 43. An air delivery pipe 44 is provided between the connecting tube 43 and the two injection pipes 41 on the same side, so that the high-flow cold air after cooling can be transported to the injection pipe 41, so that the corresponding wheelset 2 can be cooled. Compared with the water cooling method, the air cooling method has significant mildness and can achieve a more uniform and extensive cooling effect. In addition, the water cooling method depends on the phase change process of liquid water, which is often accompanied by a high energy exchange rate, which may lead to severe thermal stress, thereby causing greater loss to the wheelset 2. On the contrary, the air cooling method uses air as a medium, and uses air flow to gradually absorb and take away heat, so that the cooling process is uniform and slow, effectively avoiding the formation of local high-temperature areas, thereby reducing the generation of thermal stress. Therefore, using air cooling to perform temperature reduction treatment can more effectively protect the wheelset 2 and reduce the loss caused by thermal stress.

[0044] like Figure 1-Figure 4 As shown, the brake part 3 also includes a connecting shaft 31 symmetrically arranged between the two side frames 1, and a moving shaft 32 is symmetrically slidably arranged between the two side frames 1 and located on the side away from each other of the connecting shaft 31. The inner side surface of the side frame 1 provides an inclined sliding groove for the sliding operation of the connecting shaft 31. For details, please refer to Figure 4The two ends of the movable shaft 32 can be embedded in the slide groove to form a more stable sliding operation, and can provide a more suitable motion trajectory while stabilizing the movement of the movable shaft 32, so as to ensure the smoothness and continuity of the operation of the rear side, and the front and rear ends of the movable shaft 32 are respectively connected to the two check blocks 34 on the same side, so that the movement of the check blocks 34 will be guided by the movable shaft 32, and the front and rear ends of the movable shaft 32 are also symmetrically slidably provided with two groups of pull plates 33 located on both sides of the check blocks 34 on the same side, and the state of the pull plate 33 is L-shaped, and the middle part thereof forms an inclined sliding trajectory adapted to the corresponding movable shaft 32, so as to limit the sliding trajectory of the pull plate 33, and the opposite ends of the pull plates 33 on both sides are rotatably connected to the connecting shaft 31 on the corresponding side, and a push plate 35 is arranged between the back ends of the pull plates 33 on both sides, and on the two mounting frames 11, the hydraulic cylinders 36 are symmetrically hingedly installed and connected to the push plates 35 on the same side. The hydraulic cylinder 36 serves as the main driving force. When the push plate 35 is pushed, it will drive the relevant components to work together to achieve precise control of the check block 34, so that the contact or separation distance between the check block 34 and the wheelset 2 can be accurately defined. Under this power transmission, the pull plate 33 serves as a key connecting element and plays a lever role, thereby enhancing the stability of the check block 34 and ensuring a more reliable braking effect.

[0045] like Figure 6-Figure 8 As shown, a conversion mechanism 5 is provided between the push plate 35 and the connecting tube 43 on the same side. The conversion mechanism 5 includes special-shaped rods 51 symmetrically arranged at the front and rear ends of the push plate 35. The ends of the two special-shaped rods 51 on the same side are penetrated by sliding rods 52, and the bottom ends of the sliding rods 52 are provided with connecting rods 53. The connecting rods 53 are provided with piston plates 54 facing the refrigerator 42 on the same side, and the connecting rods 53 penetrate the connecting tube 43 on the same side, so that the piston plate 54 is placed inside the connecting tube 43 and the two cooperate to form a sliding operation. An elastic member I55 is provided between the side of the piston plate 54 close to the gas pipe 44 and the connecting tube 43. In this embodiment, the elastic member I55 is a spring. , which can provide the required force for the reset operation of the piston plate 54. A clamping plate 541 engaged with the piston plate 54 is provided on the front and rear side walls of the connecting cylinder 43. Notches that match the clamping plates 541 on the same side are symmetrically opened on the front and rear sides of the piston plate 54, so as to cooperate with the sliding operation of the piston plate 54 and form a clamping closure with the clamping plates 541 on both sides. An overflow valve 56 is provided at the top of the connecting cylinder 43 near the refrigerator 42, so that the blocked high-flow cold air will be discharged outward by the overflow valve 56. The function of this setting is to limit the delivery of cold air when the locomotive is running normally, so as to ensure that the required cooling effect is achieved at the appropriate time.

[0046] like Figure 8As shown, a damping rod 57 is also included. A damping rod 57 for limiting the moving speed is provided between the piston plate 54 and the connecting tube 43 on the same side, which helps to control the movement of the piston plate 54, slow down or stop it, thereby achieving smooth operation.

[0047] like Figure 1 and Fig. 9 As shown, the spray pipes 41 are each provided with a cleaning mechanism 6 that contacts and cooperates with the corresponding wheel pair 2. The cleaning mechanism 6 includes a mounting rod 61 symmetrically arranged on the spray pipe 41. A cleaning brush 62 is slidably arranged between the two mounting rods 61 on the same side. The cleaning brushes 62 on both sides are respectively directed toward the corresponding restraining blocks 34, and an elastic member II 63 is arranged between the cleaning brush 62 and the mounting rod 61 on the same side. In the present embodiment, the elastic member II 63 is a spring, which can utilize the elastic force of the elastic member II 63 (spring) when the cleaning brush 62 contacts the wheel to keep the cleaning brush 62 in close contact, thereby achieving a more fitted cleaning effect.

[0048] like Fig.10 and Fig.11 As shown, it also includes an air cylinder 451 arranged on the air inlet 45, and a filter plate 452 is arranged on the air cylinder 451. An impeller 453 is installed inside the air cylinder 451. The operation of the impeller 453 can promote the flow of air. The end transmission shaft of the impeller 453 passes through the filter plate 452 and is connected to a scraper 454. The scraper 454 rotates synchronously with the impeller 453 and fits the filter plate 452 to form a scraping motion. In this way, the scraper 454 scrapes the surface of the filter plate 452 to remove impurities attached to the filter plate 452, thereby ensuring that the inflowing air is purer, improving the refrigeration effect and the overall cooling effect.

[0049] When braking is required, the hydraulic cylinder 36 is started, and the hydraulic cylinder 36 drives its telescopic end to extend, thereby pushing the connected push plate 35 to move, and then driving the pull plates 33 on both sides to move synchronously, so that they rotate on the connecting shaft 31 and tilt forward, thereby driving the moving shaft 32 to move synchronously, so that the moving shaft 32 is pushed by the pull plate 33, slides forward, and pushes the two connected groups of check blocks 34 downward to get closer to the wheels on the corresponding wheelset 2. After the hydraulic cylinder 36 is driven to a certain length, the check blocks 34 will eventually come into contact with the wheels on the wheelset 2, and the braking effect is achieved by contacting and limiting the rotation of the wheels;

[0050] During this process, the refrigerator 42 operates synchronously and cooperates with the internal air pump to pump air inwardly, and the impeller 453 also rotates and operates. The airflow first enters the air cylinder 451 through the filter plate 452, and the filter plate 452 blocks the impurities in the airflow. Then, the scraper 454 is driven by the impeller 453 to rotate and fits against the filter plate 452 to scrape off the impurities on its surface. Then, the filtered airflow passes through the impeller 453 and then enters the air cylinder 451, and then enters the refrigerator 42 through the air inlet 45. The airflow is cooled by the refrigerator 42, and then the cooled airflow flows from the air outlet to the connecting tube 43. At this time, the bogie is still in a braked state as a whole, so that the piston plate 54 and the clamping plate 541 are in a staggered state, and the airflow can directly flow to the air pipe 44 through the connecting tube 43, and finally discharged outward through the nozzle on the injection pipe 41. Now the restraining block 34 is in close contact with the wheel, so that the injection pipe 41 is driven and close to the wheel, and the high-flow cold air is sprayed from the nozzle to the braked and high-temperature wheel. The injection of cold air cools the wheel. Compared with the traditional water cooling method, the air is used as a medium to absorb and take away the heat, so that the cooling process is relatively gentle, which can better reduce the thermal stress of the wheel caused by cooling, achieve the required uniform cooling effect, and will not produce extra rings to cause impurities to adhere to the wheel. At the same time, the movement of the injection pipe 41 will drive the cleaning brushes 62 on both sides to approach the corresponding wheels synchronously, and then the cleaning brushes 62 contact the wheels and scrape both sides of them, and the elastic member II 63 connected thereto is stressed, so that the cleaning brushes 62 maintain contact with the wheels on the wheelset 2, thereby further brushing away impurities on the wheel surface;

[0051] When the locomotive needs to travel, the hydraulic cylinder 36 is started to reset, so that its telescopic end is shortened, and then the upper component is reset, so that the check block 34 is out of contact with the wheel on the wheelset 2. In this process, the push plate 35 is driven by the hydraulic cylinder 36 to move backward and reset, and then the special-shaped rod 51 on it is pulled backward toward the corresponding sliding rod 52, so that the sliding rod 52 is pushed by the special-shaped rod 51 to slide. When the sliding rod 52 moves to the end of the track borne by the special-shaped rod 51, it will be pushed and push the connected connecting rod 53 and the piston plate 54 to move backward, so that the piston plate 54 slides toward the clamping plate 541 in the corresponding connecting tube 43. As the elastic member Ⅰ55 is deformed, the damping rod 57 is extended accordingly. When the piston plate 54 moves to coincide with the corresponding clamping plates 541 on both sides, the two form a closed barrier in the connecting tube 43, blocking the incoming airflow in the rear half of the connecting tube 43 close to the refrigerator 42. The airflow will then push open the overflow valve 56 and be discharged therefrom, while the air supply pipe 44 will not allow airflow to flow in, so that the injection pipe 41 will not inject cold air, thereby ensuring the normal operation of the entire bogie; when braking is still required, the above reverse operation will be performed to disengage the piston plate 54 from the clamping plate 541, thereby realizing the injection of cold air to achieve the cooling effect on the high-temperature wheels.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit the scope of protection of the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the essence and scope of the technical solution of the present invention.

Claims

1. A railway locomotive brake caliper with a cooling structure, characterized in that: include: There are two side frames (1), and two pairs of wheels (2) are symmetrically mounted between the two side frames (1); A mounting frame (11) symmetrically arranged between the tops of the two side frames (1); A braking part (3) is symmetrically arranged on the mounting frame (11), wherein the braking part (3) comprises a restraining block (34), the number of groups of the restraining blocks (34) being adapted to the number of wheels of the wheelset (2), and each group of the restraining blocks (34) respectively contacts a wheel on the wheelset (2) on a corresponding side to achieve braking; A cooling unit (4), the cooling unit (4) comprising injection pipes (41) symmetrically arranged on both sides of each group of the restraining blocks (34), and a refrigerator (42) symmetrically arranged at the bottom of the mounting frame (11), the refrigerator (42) containing an air pump to form high-flow cold air to cool the wheelset (2), the refrigerator (42) being provided with an air intake duct (45) for air intake, and the side of the refrigerator (42) facing the injection pipe (41) being an air outlet, the air outlet being connected to a connecting tube (43), and an air supply pipe (44) being provided between the connecting tube (43) and the two injection pipes (41) on the same side.

2. The railway locomotive brake caliper with a cooling structure according to claim 1, characterized in that: The injection pipe (41) is provided with a plurality of nozzles, and the nozzles are respectively close to the restraining blocks (34) on the corresponding sides and are inclined. Side air holes are provided on the sides of the nozzles adjacent to the restraining blocks (34) so ​​as to cool the gap between the restraining blocks (34) and the wheels on the wheelset (2).

3. The railway locomotive brake caliper with a cooling structure according to claim 2, characterized in that: The braking part (3) also includes a connecting shaft (31) symmetrically arranged between the two side frames (1), and a movable shaft (32) is symmetrically slidably arranged between the two side frames (1) and is located on the side away from each other of the connecting shaft (31), and the two ends of the movable shaft (32) are respectively connected to the two restraining blocks (34) on the same side, and the two ends of the movable shaft (32) are also symmetrically slidably arranged with two groups of pull plates (33) respectively located on both sides of the restraining blocks (34) on the same side, and the opposite ends of the pull plates (33) on both sides are rotatably connected to the connecting shaft (31) on the corresponding side, and a push plate (35) is arranged between the back ends of the pull plates (33) on both sides, and hydraulic cylinders (36) whose telescopic ends are connected to the push plates (35) on the same side are symmetrically hingedly installed on the two mounting frames (11).

4. The railway locomotive brake caliper with a cooling structure according to claim 3, characterized in that: A conversion mechanism (5) is provided between the push plate (35) and the connecting tube (43) on the same side. The conversion mechanism (5) includes special-shaped rods (51) symmetrically arranged at both ends of the push plate (35). The ends of the two special-shaped rods (51) on the same side are penetrated by sliding rods (52). The bottom ends of the sliding rods (52) are provided with connecting rods (53). The connecting rods (53) are provided with piston plates (54) facing the refrigerator (42) on the same side. The connecting rods (53) penetrate the refrigerator (42) on the same side. The connecting cylinder (43) is configured such that the piston plate (54) is placed inside the connecting cylinder (43) and the two cooperate to form a sliding operation, an elastic member I (55) is provided between the side of the piston plate (54) close to the gas pipe (44) and the connecting cylinder (43), a clamping plate (541) engaged with the piston plate (54) is provided on both side walls of the connecting cylinder (43), and an overflow valve (56) is provided at a position of the top of the connecting cylinder (43) close to the refrigerator (42).

5. The railway locomotive brake caliper with a cooling structure according to claim 4, characterized in that: Both sides of the piston plate (54) are provided with notches that match the clamping plate (541) on the same side, so as to cooperate with the sliding operation of the piston plate (54) and the clamping plates (541) on both sides to form a clamping closure, so that the high-flow cold air is blocked and discharged by the overflow valve (56).

6. The railway locomotive brake caliper with a cooling structure according to claim 5, characterized in that: It also includes a damping rod (57) which is arranged between the piston plate (54) and the connecting cylinder (43) on the same side and is used to limit the moving speed.

7. The railway locomotive brake caliper with a cooling structure according to claim 6, characterized in that: The jet pipes (41) are each provided with a cleaning mechanism (6) that contacts and cooperates with the corresponding wheel pair (2). The cleaning mechanism (6) comprises a mounting rod (61) symmetrically arranged on the jet pipe (41), a cleaning brush (62) is slidably arranged between the two mounting rods (61) on the same side, the cleaning brushes (62) on both sides are respectively directed toward the corresponding restraining blocks (34), and an elastic member II (63) is arranged between the cleaning brush (62) and the mounting rod (61) on the same side.

8. The railway locomotive brake caliper with a cooling structure according to claim 7, characterized in that: It also includes an air cylinder (451) arranged on the air inlet duct (45), a filter plate (452) being arranged on the air cylinder (451), an impeller (453) being installed inside the air cylinder (451), a transmission shaft at the end of the impeller (453) passing through the filter plate (452) and being connected to a scraper (454), the scraper (454) rotating synchronously with the impeller (453) and abutting against the filter plate (452) to form a scraping motion.

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