Disc brake device, bogie and rail vehicle

Abstract

The invention relates to the technical field of railway vehicle braking devices, in particular to a disc type braking device which comprises a transmission shaft and a pair of shaft sleeves arranged on the transmission shaft in a sleeving mode. The movable disc, the fixed disc and the actuator are located in the shell, and the movable disc and the fixed disc are arranged in the shell at intervals in the axial direction of the shell. The movable disc is movably connected to the transmission shaft, the fixed disc is movably connected to the shell, and the movable disc and the fixed disc are suitable for acting in the axial direction of the shell. The actuators are evenly distributed in the shell in the circumferential direction of the shell and generate axial thrust on the movable discs and the fixed discs in the axial direction of the shell so that the adjacent movable discs and fixed discs can be close to each other and attached to each other and generate circumferential friction when the transmission shaft rotates. The invention further provides a bogie and a railway vehicle. The problems that in the prior art, a traditional rail vehicle braking device is large in mass, and wheel rail impact is likely to happen in the braking process are solved, the lightweight design of the axle is achieved, and the braking efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle braking devices, and in particular to a disc brake device, a bogie and a rail vehicle. Background Art

[0002] With the development of technology, the demand for reducing energy consumption of rail vehicles and lightweighting of bogies is increasing.

[0003] However, traditional rail vehicle braking devices generally use pneumatic clamps matched with brake wheel discs or brake shaft discs. The mass of a single pneumatic clamp can reach more than 50 kilograms, and a bogie often needs to be equipped with more than 4 pneumatic clamps. Therefore, the presence of the pneumatic clamp makes the overall mass of the braking device larger, which brings higher energy consumption and larger inter-spring mass to the rail vehicle, making it easy for wheel-rail impact to occur during braking.

[0004] Moreover, during the braking process, the axle has to withstand both the circumferential torque between the brake discs and the unidirectional load in the vertical direction from the clamp, that is, the axle needs to withstand an additional large braking bending moment, so that the mass of the axle needs to be designed to be larger, further increasing the energy consumption and inter-sprung mass of the rail vehicle. Summary of the invention

[0005] The present invention provides a disc brake device, a bogie and a rail vehicle, which are used to solve the defects of the conventional rail vehicle brake device in the prior art that the mass is large and the wheel-rail impact is easy to occur during braking, realize the lightweight design of the axle, and improve the braking efficiency.

[0006] The present invention provides a disc brake device, comprising: a transmission shaft and a pair of shaft sleeves sleeved on the transmission shaft, the transmission shaft rotates axially relative to the shaft sleeves; a housing and a movable disc, a fixed disc and an actuator located in the housing, the housing is coaxially arranged around the transmission shaft, and the housing is tightly connected between the pair of shaft sleeves; the transmission shaft passes through the movable disc and the fixed disc, and the movable disc and the fixed disc are arranged in the housing with spacing from each other along the axial direction of the housing; the movable disc is movably connected to the transmission shaft, the fixed disc is movably connected to the housing, and both the movable disc and the fixed disc are suitable for axial movement along the housing; the actuator is uniformly distributed in the housing along the circumference of the housing, and the actuator generates axial thrust to the movable disc and the fixed disc along the axial direction of the housing, so that the adjacent movable disc and the fixed disc are close to each other and generate circumferential friction when the transmission shaft rotates.

[0007] According to a disc brake device provided by the present invention, a disc hoop is sleeved on the transmission shaft, and the disc hoop has a plurality of first grooves spaced and evenly distributed along the outer circumference, and any of the first grooves extends along the axial direction of the disc hoop; any of the movable discs is provided with a plurality of first protrusions along the inner circumference corresponding to the plurality of first grooves, and any of the first protrusions is embedded in and movably connected to the corresponding first grooves.

[0008] According to a disc brake device provided by the present invention, the disc hoops include two, and the two disc hoops are symmetrically arranged in the middle of the space between the transmission shaft and the housing and the pair of sleeves.

[0009] According to a disc brake device provided by the present invention, the shell is provided with a plurality of second grooves spaced and evenly distributed along the inner circumference, and any of the second grooves extends along the axial direction of the shell; any of the fixed plates is provided with a plurality of second protrusions along the outer circumference corresponding to the plurality of second grooves, and any of the second protrusions is embedded in and movably connected to the corresponding second grooves.

[0010] According to a disc brake device provided by the present invention, the shell is provided with a plurality of heat dissipation holes spaced and evenly spaced along the outer circumference, any of the heat dissipation holes extends along the axial direction of the shell, and any of the heat dissipation holes penetrates the shell along the radial direction of the shell.

[0011] A disc brake device provided according to the present invention further includes a pair of end covers, any of the end covers abuts against and seals between any of the shaft sleeves and the housing, and any of the shaft sleeves and the corresponding end cover are fixedly connected to the housing via a bolt assembly.

[0012] According to a disc brake device provided by the present invention, the actuators include two groups, each group of the actuators surrounds and is fixedly connected to the corresponding end cover, and the thrust directions of the two groups of the actuators are arranged oppositely.

[0013] According to a disc brake device provided by the present invention, the end surface of the shell is provided with a plurality of notches spaced and evenly distributed along the circumferential direction, and the length direction of any of the notches is along the axial direction of the shell; the shell is provided with a plurality of counterweight blocks along the edge of the outer circumference corresponding to the plurality of notches, and the thickness direction of any of the counterweight blocks is along the radial direction of the shell.

[0014] According to a disc brake device provided by the present invention, a pair of mounting seats are arranged in the middle of the outer circumference of the shell, and the pair of mounting seats are arranged at intervals along the axial direction of the shell. The area of ​​the cross section of any mounting seat decreases along the extension direction of the thickness of the mounting seat.

[0015] The present invention also provides a bogie, comprising the disc brake device, wherein the transmission shaft is connected to the wheels via a steering transmission member.

[0016] The present invention also provides a rail vehicle, comprising the disc brake device or the bogie.

[0017] The disc brake device, bogie and rail vehicle provided by the present invention use an actuator with smaller volume and mass to generate a larger axial thrust on the brake disc, and the brake discs are subjected to the axial thrust and are close to each other to generate a circumferential braking torque. In addition, the number of brake discs can be changed to meet the needs of actual conditions. This solves the various defects of the traditional rail vehicle brake device, such as the use of pneumatic clamps, which makes the overall mass of the brake device larger, brings higher energy consumption and larger spring mass to the rail vehicle, easily causes wheel-rail impact during braking, and the axle has a larger mass due to the need to additionally bear a larger braking bending moment. This realizes the lightweight design of the axle and improves the braking efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 is an axonometric view of the overall structure of a disc brake device provided by an embodiment of the present invention;

[0020] Figure 2 is an exploded view of the overall structure of a disc brake device provided by an embodiment of the present invention;

[0021] Figure 3 is an exploded view of a portion of a disc brake device provided by an embodiment of the present invention;

[0022] Figure 4 yes Figure 3 A partially enlarged schematic diagram of

[0023] Figure 5 is an exploded view of another part of the disc brake device provided by an embodiment of the present invention;

[0024] Figure 6 It is an exploded view of another part of the disc brake device provided by an embodiment of the present invention;.

[0025] Reference numerals:

[0026] 1. Drive shaft; 2. Bushing; 3. Shell; 30. Second groove; 31. Heat dissipation hole; 310. First heat dissipation hole; 311. Second heat dissipation hole; 32. Notch; 33. Counterweight; 34. Mounting seat; 4. Moving plate; 40. First protrusion; 5. Fixed plate; 50. Second protrusion; 6. Actuator; 7. Disc hoop; 70. First groove; 8. Annular partition plate; 9. End cover; 10. Traction rod; 100. Circular end; 101. Rotating connector. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are 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.

[0028] Combine the following Figure 1-Figure 6 The disc brake device of the present invention is described. The disc brake device of the present invention is applicable to various types of rail vehicles, such as motor vehicles, high-speed railways, trains, light rail trains, etc.

[0029] See also Figure 1 and Figure 2 An embodiment of the present invention provides a disc brake device, including a transmission shaft 1, a pair of shaft sleeves 2, a housing 3, a moving disc 4, a fixed disc 5 and an actuator 6.

[0030] Specifically, a pair of sleeves 2 are both sleeved on the transmission shaft 1, and the transmission shaft 1 rotates axially relative to the sleeve 2 inside the sleeve 2; the housing 3 is coaxially arranged around the outer periphery of the transmission shaft 1, and the housing 3 is tightly connected between the pair of sleeves 2, and the moving plate 4, the fixed plate 5 and the actuator 6 are all arranged in the housing 3.

[0031] See also Figure 2 The transmission shaft 1 is provided with a moving plate 4 and a fixed plate 5, and the moving plate 4 and the fixed plate 5 are arranged in the housing 3 along the axial direction of the housing 3 and spaced from each other. The moving plate 4 is movably connected to the transmission shaft 1, and the fixed plate 5 is movably connected to the housing 3, and the moving plate 4 and the fixed plate 5 are both suitable for axial movement along the housing 3. It can be understood that the distance that the fixed plate 5 and the moving plate 4 can move in the housing 3 does not exceed the axial length of the housing 3.

[0032] In some specific embodiments, the number of the moving disc 4 and the fixed disc 5 can be set to one or more respectively; in this embodiment, the number of the moving disc 4 and the fixed disc 5 are both multiple, and the circumferential torque generated between any adjacent moving discs 4 and fixed discs 5 is the same. In this way, the number of friction pairs can be changed by increasing or decreasing the number of discs according to different conditions such as the total number of carriages, the weight of a unit carriage, and the weight of goods transported by a unit carriage, thereby proportionally changing the braking capacity of the device to meet actual needs.

[0033] See also Figure 2 The actuators 6 are evenly distributed in the shell 3 along the circumference of the shell 3, and the actuators 6 generate axial thrust on the movable plate 4 and the fixed plate 5 along the axial direction of the shell 3, so that the adjacent movable plates 4 and fixed plates 5 are close to each other and produce circumferential friction when the transmission shaft 1 rotates, thereby applying a braking torque on the transmission shaft 1 in the opposite direction to the motion torque, thereby braking the rail vehicle.

[0034] It is understandable that in order to make the fixed plate 5 and the movable plate 4 fit closely, the number of actuators 6 is generally set to be multiple. In some specific embodiments, the actuator 6 can be an electric actuator, a pneumatic actuator or a hydraulic actuator; in this embodiment, the actuator 6 is a hydraulic actuator, which achieves a large axial thrust through a small volume and mass, which helps to improve the braking efficiency.

[0035] In actual application, the disc brake device of the embodiment of the present invention is provided with a plurality of movable discs 4 and fixed discs 5 which penetrate the transmission shaft 1 and are arranged at intervals from each other in the housing 3, and a plurality of actuators 6 are arranged circumferentially in the housing 3, wherein the movable disc 4 is movably connected to the transmission shaft 1, and the fixed disc 5 is movably connected to the housing 3, and an axial thrust is generated on the fixed disc 5 and the movable disc 4 by the actuator 6, so that the adjacent movable discs 4 and fixed discs 5 are close to each other and tightly fitted along the axial direction of the housing 3 when the transmission shaft 1 rotates, thereby generating circumferential friction between the movable disc 4 and the fixed disc 5, and then applying a braking torque on the transmission shaft 1 in the opposite direction to the motion torque, thereby achieving a braking effect on the rail vehicle.

[0036] The disc brake device of the embodiment of the present invention adopts an actuator 6 with a smaller volume and mass to generate an axial thrust on the brake disc, and the brake discs are subjected to the axial thrust and are close to each other to generate a circumferential braking torque. In addition, the number of brake discs can be changed to meet the needs of actual conditions. This solves the various defects of the traditional rail vehicle braking device, such as the use of pneumatic clamps, which makes the overall mass of the braking device larger, brings higher energy consumption and larger spring mass to the rail vehicle, is prone to wheel-rail impact during braking, and the axle has a larger mass due to the need to bear an additional larger braking bending moment. This realizes the lightweight design of the axle and improves the braking efficiency.

[0037] See also Figure 3The transmission shaft 1 is sleeved with a disc hoop 7, and the disc hoop 7 is provided with a plurality of first grooves 70 spaced and evenly distributed along the outer circumference, and any first groove 70 extends along the axial direction of the disc hoop 7; any movable disc 4 is provided with a plurality of first protrusions 40 corresponding to the plurality of first grooves 70 along the inner circumference, and any first protrusion 40 is embedded and movably connected to the corresponding first groove 70. In this way, the movable disc 4 forms a transition fit with the disc hoop 7 through the first protrusions 40, so that the movable disc 4 can move axially in the housing 3 along the axial direction of the disc hoop 7.

[0038] In some specific embodiments, the disc hoop 7 forms an interference fit with the transmission shaft 1, and the diameter of the connection between the transmission shaft 1 and the disc hoop 7 is larger than the diameter of other parts of the transmission shaft 1; in other words, the transmission shaft 1 can be in the form of a stepped shaft, and the disc hoop 7 is fixed to the shoulder of the transmission shaft 1. Such a configuration facilitates the axial positioning and disassembly of the disc hoop 7 on the transmission shaft 1.

[0039] See also Figure 3 , the disc hoops 7 include two, and the two disc hoops 7 are symmetrically arranged in the middle of the space between the transmission shaft 1 and the housing 3 and the pair of sleeves 2; in other words, the cross-sections of the two disc hoops 7 about the radial center of the housing 3 are symmetrical. In this arrangement, each disc hoops 7 can be mounted with a moving disc 4, which not only increases the upper limit of the number of friction pairs and further improves the braking capacity of the device, but also the symmetrically arranged disc hoops 7 can make the circumferential braking torque during the braking process evenly distributed in the axial direction of the transmission shaft 1, which helps to improve the service life of the transmission shaft 1.

[0040] In some specific embodiments, an annular partition plate 8 is coaxially arranged at the cross section of the housing 3 at the radial center, and the annular partition plate 8 divides the housing 3 into two symmetrical parts in the radial direction, and the two disc hoops 7 are respectively located on both sides of the annular partition plate 8. Such an arrangement is conducive to the disassembly and assembly of the two disc hoops 7 in the housing 3, and effectively avoids the interference of the friction pairs on both sides of the annular partition plate 8 during the braking process.

[0041] See also Figure 3 , the housing 3 is provided with a plurality of second grooves 30 spaced and evenly distributed along the inner circumference, and any second groove 30 extends along the axial direction of the housing 3; any fixed plate 5 is provided with a plurality of second protrusions 50 corresponding to the plurality of second grooves 30 along the outer circumference, and any second protrusion 50 is embedded and movably connected to the corresponding second groove 30. Specifically, the length direction of any second groove 30 is along the axial direction of the housing 3, and the length of any second groove 30 is equal to the axial length of the housing 3; in this way, the fixed plate 5 forms a transition fit with the housing 3 through the second protrusions 50, so that it can move along the axial direction of the housing 3.

[0042] It can be understood that when an annular partition plate 8 is provided in the housing 3 , any second groove 30 is symmetrically divided into two parts of equal length by the annular partition plate 8 .

[0043] See also Figure 3 The shell 3 is provided with a plurality of heat dissipation holes 31 spaced and evenly spaced along the outer circumference, and any heat dissipation hole 31 extends along the axial direction of the shell 3, and any heat dissipation hole 31 penetrates the shell 3 along the radial direction of the shell 3. With such an arrangement, the shell 3 as a whole has a cage-like structure, which can effectively release the heat generated by the circumferential friction between the moving plate 4 and the fixed plate 5 during the braking process.

[0044] In some specific embodiments, the heat dissipation holes 31 include a first heat dissipation hole 310 and a second heat dissipation hole 311, and the length directions of the first heat dissipation hole 310 and the second heat dissipation hole 311 are along the circumference of the housing 3; the lengths of the first heat dissipation hole 310 and the second heat dissipation hole 311 are the same, the width of the first heat dissipation hole 310 is greater than the width of the second heat dissipation hole 311, the first heat dissipation hole 310 is opened at the position of the housing 3 located in the second groove 30, and the first heat dissipation hole 310 and the second heat dissipation hole 311 are arranged at intervals from each other in the circumference of the housing 3. In this embodiment, the heat dissipation holes 31 are provided with two groups, and the two groups of first heat dissipation holes 310 are symmetrically arranged along the length direction with respect to the cross section of the radial center of the housing 3, and the two groups of second heat dissipation holes 311 are also symmetrically arranged along the length direction with respect to the cross section of the radial center of the housing 3.

[0045] See also Figure 4 The end surface of the housing 3 is provided with a plurality of notches 32 spaced and evenly distributed along the circumferential direction, and the length direction of any notch 32 is along the axial direction of the housing 3; the housing 3 is provided with a plurality of counterweights 33 corresponding to the notches 32 along the outer circumferential edge, and the thickness direction of any counterweight 33 is along the radial direction of the housing 3. In some specific embodiments, the notch 32 is a blind hole opened in the counterweight 33 along the axial direction of the housing 3.

[0046] In this way, opening a plurality of notches 32 on the shell 3 can reduce the overall weight of the shell 3 and help to further release the heat during the braking process; by providing a counterweight block 33 on the shell 3 that is radially thickened along the shell 3, the radial bearing strength of the shell 3 can be effectively improved.

[0047] See also Figure 5 The disc brake device of the embodiment of the present invention further includes a pair of end covers 9, any end cover 9 abuts and seals between any sleeve 2 and the housing 3, and any sleeve 2 and the corresponding end cover 9 are fixedly connected to the housing 3 by a bolt assembly. Specifically, the side of the end cover 9 close to the housing 3 is a flange structure, and the sleeve 2 and the housing 3 are fastened together by the flange structure of the end cover 9, which effectively prevents the sleeve 2 and the housing 3 from axial movement.

[0048] See also Figure 5The actuator 6 includes two groups, and each group of actuators 6 surrounds and is fixedly connected to the corresponding end cover 9, and the thrust directions of the two groups of actuators 6 are arranged oppositely; in some specific embodiments, the actuator 6 is embedded in the mounting hole opened in the axial direction of the end cover 9 through its own external thread structure. In this way, the actuators 6 on both sides are independent of each other. Even if the actuator 6 on one side fails, the actuator 6 on the other side can still work and generate axial thrust, thereby improving the overall braking ability, practicality and versatility of the braking device.

[0049] See also Figure 6 A pair of mounting seats 34 are provided in the middle of the outer periphery of the shell 3 , and the pair of mounting seats 34 are spaced apart along the axial direction of the shell 3 , and the area of ​​the cross section of any mounting seat 34 decreases along the extension direction of the thickness of the mounting seat 34 .

[0050] In some specific embodiments, the disc brake device further comprises a traction rod 10, the traction rod 10 having two annular ends 100, the axial directions of the two annular ends 100 are parallel to the axial direction of the housing 3, and each of the annular ends 100 is provided with a rotating connector 101 rotatably arranged along the axial direction. The rotating connector 101 and the tops of the two mounting seats 34 are both provided with through holes along the radial direction of the housing 3, and the through holes of the rotating connector 101 at one end of the traction rod 10 are fixed to the through holes of the two mounting seats 34 by fasteners, so that the corresponding annular end 100 of the traction rod 10 is rotatably arranged between the two mounting seats 34, and the other end of the traction rod 10 is rotatably connected to the frame of the rail vehicle.

[0051] With such arrangement, if the braking torque is too large during the braking process, the frame can drive the housing 3 and the transmission shaft 1 to rotate in the same direction through the traction rod 10, thereby offsetting and balancing a part of the braking torque; if the braking torque is not large enough during the braking process, the frame can also drive the housing 3 and the transmission shaft 1 to rotate in the opposite direction through the traction rod 10, thereby increasing the braking torque. The overall braking capacity, practicality and versatility of the braking device are improved.

[0052] In summary, by adopting the above technical scheme, a plurality of movable plates 4 and fixed plates 5 are arranged in the shell 3 through which the transmission shaft 1 is passed and which are arranged at intervals from each other, wherein the movable plate 4 is movably connected to the transmission shaft 1, and the fixed plate 5 is movably connected to the shell 3, and a plurality of actuators 6 are arranged circumferentially at both axial ends of the shell 3, and a large axial thrust is generated on the fixed plate 5 and the movable plate 4 by the actuator 6 with a small volume and mass, so that the adjacent movable plates 4 and fixed plates 5 are close to each other and tightly fitted along the axial direction of the shell 3 when the transmission shaft 1 rotates, thereby generating circumferential friction between the movable plate 4 and the fixed plate 5, thereby achieving a braking effect on the rail vehicle.

[0053] In the disc brake device of the embodiment of the present invention, the actuators 6 at both ends of the housing 3 can work independently of each other, the heat generated by the friction pair during braking can be discharged in time through the heat dissipation holes 31, the number of brake discs can be changed to meet the needs of actual conditions, and the overall practicality and versatility of the device can be further improved through the traction rod 10. The various defects such as the use of pneumatic clamps in traditional rail vehicle brake devices resulting in a large overall mass of the brake device, high energy consumption and large spring mass for rail vehicles, easy wheel-rail impact during braking, and large mass of the axle due to the need to bear additional large braking bending moments are solved, and the lightweight design of the axle is realized, and the braking efficiency is improved.

[0054] The embodiment of the present invention further provides a bogie, comprising the above-mentioned disc brake device, wherein the transmission shaft 1 is connected to the wheel through a steering transmission member, so that the disc brake device can also be used for braking when the rail vehicle turns. The bogie of the embodiment of the present invention has all the advantages of the above-mentioned disc brake device, so it will not be described in detail.

[0055] The embodiment of the present invention further provides a rail vehicle, comprising the above-mentioned disc brake device or the above-mentioned bogie, so that the disc brake device can be used for braking whether in straight-line driving or in a turning process. The rail vehicle of the embodiment of the present invention has all the advantages of the above-mentioned disc brake device and the above-mentioned bogie, so it will not be described in detail.

[0056] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A disc brake device, characterized in that: include: A transmission shaft and a pair of shaft sleeves sleeved on the transmission shaft, wherein the transmission shaft rotates relative to the shaft sleeves along the axial direction; A housing and a movable plate, a fixed plate and an actuator located in the housing, wherein the housing is coaxially arranged around the transmission shaft and is tightly connected between a pair of sleeves; the movable plate and the fixed plate are passed through the transmission shaft, and the movable plate and the fixed plate are arranged in the housing at intervals along the axial direction of the housing; The movable plate is movably connected to the transmission shaft, the fixed plate is movably connected to the housing, and both the movable plate and the fixed plate are suitable for moving along the axial direction of the housing; The actuators are evenly distributed in the shell along the circumference of the shell, and the actuators generate axial thrust on the movable plate and the fixed plate along the axial direction of the shell, so that the adjacent movable plates and fixed plates are close to each other and generate circumferential friction when the transmission shaft rotates.

2. The disc brake device according to claim 1, characterized in that: A disc hoop is sleeved on the transmission shaft, and the disc hoop has a plurality of first grooves spaced and evenly distributed along the outer circumference, and any of the first grooves extends along the axial direction of the disc hoop; any of the movable plates has a plurality of first protrusions corresponding to the plurality of first grooves along the inner circumference, and any of the first protrusions is embedded in and movably connected to the corresponding first groove.

3. The disc brake device according to claim 2, characterized in that: The disc hoops include two, and the two disc hoops are symmetrically arranged at the middle of the space between the transmission shaft and the housing and a pair of sleeves.

4. The disc brake device according to claim 1, characterized in that: The shell is provided with a plurality of second grooves spaced and evenly distributed along the inner circumference, and any of the second grooves extends along the axial direction of the shell; any of the fixed plates is provided with a plurality of second protrusions along the outer circumference corresponding to the plurality of second grooves, and any of the second protrusions is embedded in and movably connected to the corresponding second groove.

5. The disc brake device according to claim 1, characterized in that: The shell is provided with a plurality of heat dissipation holes spaced and evenly spaced along the outer circumference, any of the heat dissipation holes extends along the axial direction of the shell, and any of the heat dissipation holes penetrates the shell along the radial direction of the shell.

6. The disc brake device according to claim 1, characterized in that: It also includes a pair of end covers, any of which abuts against and seals between any of the shaft sleeves and the housing, and any of the shaft sleeves and the corresponding end cover are fixedly connected to the housing via a bolt assembly.

7. The disc brake device according to claim 6, characterized in that: The actuators include two groups, each group of the actuators surrounds and is fixedly connected to the corresponding end cover, and the thrust directions of the two groups of the actuators are arranged oppositely.

8. The disc brake device according to any one of claims 1 to 7, characterized in that: The end surface of the shell is provided with a plurality of notches spaced and evenly distributed along the circumferential direction, and the length direction of any of the notches is along the axial direction of the shell; the shell is provided with a plurality of counterweight blocks along the edge of the outer circumference corresponding to the plurality of notches, and the thickness direction of any of the counterweight blocks is along the radial direction of the shell.

9. The disc brake device according to any one of claims 1 to 7, characterized in that: A pair of mounting seats is arranged in the middle of the outer circumference of the shell, and the pair of mounting seats are arranged at intervals along the axial direction of the shell. The area of ​​the cross section of any mounting seat decreases along the extending direction of the thickness of the mounting seat.

10. A bogie, characterized in that: include: The disc brake device according to any one of claims 1 to 9, wherein the transmission shaft is connected to the wheel via a steering transmission member.

11. A rail vehicle, characterized in that: include: A disc brake device as claimed in any one of claims 1 to 9, or The bogie as claimed in claim 10.

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