Compound full-disc braking device, bogie and railway vehicle

Abstract

The invention relates to the technical field of railway vehicle braking devices, and provides a compound full-disc braking device which comprises a transmission shaft, a pair of shaft sleeves, a shell, a movable disc, a fixed disc and an actuator. The space formed by the shell and the shaft sleeve is a first braking area and a second braking area which are independent of each other, 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 arranged in the shell at intervals and suitable for acting in the axial direction of the shell. The actuators are evenly distributed in the shell and generate axial thrust on the movable disc and the fixed disc, the actuators comprise the first actuator and the second actuator, the first actuator is located in the first braking area, and the second actuator is located in the second braking area. The invention further provides a bogie and a railway vehicle. The defects that in the prior art, a traditional rail vehicle braking device is large in mass, extra loads are caused to an axle, the braking efficiency is reduced when faults occur, and potential safety hazards are caused are overcome, the reliability and universality of the braking device are improved, and the driving safety of the rail vehicle is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle braking devices, and in particular to a compound full-disc braking 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 axle 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, and generates additional unidirectional loads in the vertical direction on the axle, thereby causing higher energy consumption and larger inter-sprung mass for the rail vehicle, making wheel-rail impact prone to occur during braking.

[0004] Moreover, if one or more pneumatic clamps fail during the braking process, it will not only reduce the overall braking efficiency of the braking device, but also pose a huge safety hazard to rail vehicles. Summary of the invention

[0005] The present invention provides a compound full-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, namely, the heavy mass, the extra load on the axle, the reduced braking efficiency and the potential safety hazard when a failure occurs, thereby realizing the lightweight design of the axle, improving the reliability and versatility of the brake device and ensuring the driving safety of the rail vehicle.

[0006] The present invention provides a compound full-disc brake device, comprising a transmission shaft and a pair of shaft sleeves sleeved on the transmission shaft, the transmission shaft rotates relative to the shaft sleeves along the axial direction, a housing is fastened between the shaft sleeves, and the housing is coaxially arranged around the transmission shaft; the space between the housing and the pair of shaft sleeves surrounding the transmission shaft is a braking area, the braking area comprises a first braking area and a second braking area which are independent of each other, and the first braking area and the second braking area are symmetrically arranged with respect to the radial center cross section of the housing;

[0007] A movable plate, a fixed plate and an actuator are provided in the first braking area and the second braking area, the movable plate and the fixed plate are passed through the transmission shaft, the movable plate is movably connected to the transmission shaft, the fixed plate is movably connected to the housing, the movable plate and the fixed plate are arranged at intervals along the axial direction of the housing, and the movable plate and the fixed plate are both suitable for moving along the axial direction of the housing;

[0008] The actuators are evenly distributed in the shell along the inner circumference of the shell, and the actuators generate axial thrust on the movable disk and the fixed disk along the axial direction of the shell, so that the adjacent movable disks and fixed disks approach each other and generate circumferential friction when the transmission shaft rotates; the actuators include a first actuator and a second actuator, the first actuator is arranged in the first braking area and generates thrust on the movable disk and the fixed disk in the first braking area, and the second actuator is arranged in the second braking area and generates thrust on the movable disk and the fixed disk in the second braking area.

[0009] According to a compound full-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 the first grooves, and any of the first protrusions is embedded in and movably connected to the corresponding first groove.

[0010] According to a compound full-disc brake device provided by the present invention, the disc hoop includes a first disc hoop and a second disc hoop, the first disc hoop is located in the first braking area, the second disc hoop is located in the second braking area, and the first disc hoop and the second disc hoop are symmetrically arranged with respect to the radial center cross-section of the shell.

[0011] According to a compound full-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.

[0012] According to a compound full-disc brake device provided by the present invention, a plurality of heat dissipation grooves are evenly and spaced apart along the outer circumference of the shell, any of the heat dissipation grooves extends along the axial direction of the shell, and any of the heat dissipation grooves penetrates the shell along the radial direction of the shell.

[0013] According to a compound full-disc brake device provided by the present invention, an end cover is fixedly connected between the housing and any one of the shaft sleeves, and any one of the end covers abuts against and seals between the corresponding shaft sleeve and the housing.

[0014] According to a compound full-disc brake device provided by the present invention, a plurality of counterweights are spaced and evenly arranged along the edge of the outer periphery of the shell, and the thickness direction of any of the counterweights is along the radial direction of the shell; a plurality of notches are opened on the end surface of the shell along the circumferential direction corresponding to the plurality of counterweights one by one, and the length direction of any of the notches is along the axial direction of the shell.

[0015] According to a compound full-disc brake device provided by the present invention, a pair of mounting seats are arranged on the outer periphery of the housing, the mounting seats are arranged at intervals along the axial direction of the housing, and the mounting seats are symmetrical about the radial center cross section of the housing.

[0016] The present invention also provides a bogie, comprising the compound full-disc brake device, wherein the transmission shaft is connected to the wheels through a steering transmission member.

[0017] The present invention also provides a rail vehicle, comprising the compound full-disc brake device or the bogie.

[0018] The compound full-disc brake device, bogie and rail vehicle provided by the present invention use an actuator 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 first actuator and the second actuator can operate independently of each other, thereby solving the defects of using pneumatic clamps in traditional rail vehicle brake devices, which makes the overall mass of the brake device larger, causes additional load on the axle, reduces the braking efficiency and causes safety hazards when a fault occurs, realizes the lightweight design of the axle, improves the reliability and versatility of the brake device, and ensures the driving safety of the rail vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] 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.

[0020] Figure 1 is an axonometric view of the overall structure of the compound full-disc brake device of the present invention;

[0021] Figure 2 is an exploded view of the overall structure of the compound full-disc brake device of the present invention;

[0022] Figure 3 is an exploded view of a portion of the compound full-disc brake device of the present invention;

[0023] Figure 4 It is a schematic diagram of the structure of the coil hoop of the present invention;

[0024] Figure 5 It is a structural schematic diagram of the housing of the present invention;

[0025] Figure 6 is an exploded view of another part of the compound full-disc brake device of the present invention;

[0026] Figure 7It is an exploded view of another part of the compound full-disc brake device of the present invention.

[0027] Reference numerals:

[0028] 1. Drive shaft; 2. Bushing; 3. Shell; 30. Second groove; 31. Heat dissipation groove; 310. First heat dissipation groove; 311. Second heat dissipation groove; 32. Counterweight; 33. Notch; 34. Mounting seat; 4. Moving plate; 40. First protrusion; 5. Fixed plate; 50. Second protrusion; 6. Actuator; 61. First actuator; 62. Second actuator; 7. Braking zone; 71. First braking zone; 72. Second braking zone; 8. Disc hoop; 80. First groove; 81. First disc hoop; 82. Second disc hoop; 9. Annular partition plate; 10. End cover; 11. Traction rod; 110. Circular end; 111. Rotating connector. DETAILED DESCRIPTION

[0029] 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.

[0030] Combine the following Figure 1-Figure 7 The compound full-disc brake device of the present invention is described. The compound full-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.

[0031] See also Figure 1 and Figure 2 An embodiment of the present invention provides a compound full-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.

[0032] Specifically, a pair of sleeves 2 are sleeved on the transmission shaft 1, and the transmission shaft 1 rotates axially relative to the sleeve 2 in the sleeve 2, and the housing 3 is fastened between the pair of sleeves 2 and coaxially surrounded by the outer periphery of the transmission shaft 1. The space of the transmission shaft 1 surrounded by the housing 3 and the pair of sleeves 2 is a braking area 7, and the braking area 7 includes a first braking area 71 and a second braking area 72 that are independent of each other, and the first braking area 71 and the second braking area 72 are symmetrically arranged with respect to the radial center cross section of the housing.

[0033] See also Figure 2, the movable plate 4, the fixed plate 5 and the actuator 6 are all arranged in the first braking area 71 and the second braking area 72 of the housing 3. The transmission shaft 1 passes through the movable plate 4 and the fixed plate 5, the movable plate 4 is movably connected to the transmission shaft 1, and the fixed plate 5 is movably connected to the housing 3. The movable plate 4 and the fixed plate 5 are arranged at intervals from each other along the axial direction of the housing 3, and the movable 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 movable plate 4 can move in the housing 3 does not exceed the axial length of the first braking area 71 and the second braking area 72.

[0034] 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 moving discs 4 and fixed discs 5 according to different conditions such as the length, number of sections, and weight of the carriage, thereby proportionally changing the braking capacity of the device to meet actual needs.

[0035] See also Figure 2 The actuators 6 are evenly distributed in the shell 3 along the inner 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.

[0036] Specifically, the actuator 6 includes a first actuator 61 and a second actuator 62. The first actuator 61 is arranged in the first braking area 71 and generates thrust on the movable disc 4 and the fixed disc 5 in the first braking area 71. The second actuator 62 is arranged in the second braking area 72 and generates thrust on the movable disc 4 and the fixed disc 5 in the second braking area 72. In this way, the actuator 6 is arranged in two independent braking areas 7. Even if the actuator 6 in the braking area 7 on one side fails, the actuator 6 in the braking area 7 on the other side will not be affected and can still generate axial thrust on the movable disc 4 and the fixed disc 5 in the braking area 7 on the other side, which greatly improves the reliability of the braking device and ensures the driving safety of the rail vehicle.

[0037] 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.

[0038] In practical applications, the compound full-disc brake device of the embodiment of the present invention is provided with a mutually independent first braking zone 71 and a second braking zone 72 in the housing 3, and a plurality of movable discs 4 and fixed discs 5 arranged at intervals from each other are provided in the first braking zone 71 and the second braking zone 72, 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 a plurality of first actuators 61 are arranged circumferentially in the first braking zone 71, and a plurality of second actuators 62 are arranged circumferentially in the second braking zone 72, and the first actuator 61 and the second actuator 62 can respectively generate axial thrust to the fixed disc 5 and the movable disc 4 in their respective braking zones 7, 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 opposite to the direction of the motion torque to the transmission shaft 1, thereby achieving a braking effect on the rail vehicle.

[0039] The compound full-disc brake device of the embodiment of the present invention uses 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 first actuator 61 and the second actuator 62 can operate independently of each other. This solves the defects of using pneumatic clamps in traditional rail vehicle brake devices, which makes the overall mass of the brake device larger, causes additional load on the axle, reduces the braking efficiency and causes safety hazards when a fault occurs, realizes the lightweight design of the axle, improves the reliability and versatility of the brake device, and ensures the driving safety of rail vehicles.

[0040] See also Figure 3 and Figure 4 , a disc hoop 8 is sleeved on the transmission shaft 1, and a plurality of first grooves 80 are spaced and evenly distributed along the outer circumference of the disc hoop 8, and any first groove 80 extends along the axial direction of the disc hoop 8; any movable disc 4 is provided with a plurality of first protrusions 40 corresponding to the plurality of first grooves 80 along the inner circumference, and any first protrusion 40 is embedded and movably connected to the corresponding first groove 80. In this way, the movable disc 4 forms a transition fit with the disc hoop 8 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 8.

[0041] In some specific embodiments, the coil hoop 8 forms an interference fit with the transmission shaft 1, and the diameter of the connection between the transmission shaft 1 and the coil hoop 8 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 coil hoop 8 is fixed to the shoulder of the transmission shaft 1. Such a configuration facilitates the axial positioning and disassembly of the coil hoop 8 on the transmission shaft 1.

[0042] See also Figure 3The disc hoop 8 includes a first disc hoop 81 located in the first braking area 71 and a second disc hoop 82 located in the second braking area 72, and the first disc hoop 81 and the second disc hoop 82 are symmetrical in cross section with respect to the radial center of the housing 3. In this way, a plurality of moving discs 4 can be installed in the first braking area 71 and the second braking area 72, 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 first disc hoop 81 and the second disc hoop 82 can make the circumferential braking torque evenly distributed in the axial direction of the transmission shaft 1, which helps to improve the service life of the transmission shaft 1.

[0043] See also Figure 5 In some specific embodiments, an annular partition plate 9 is coaxially arranged at the cross section of the housing 3 at the radial center, and the first braking area 71 and the second braking area 72 are respectively located on the axial sides of the annular partition plate 9. In this way, the annular partition plate 9, which serves as the boundary between the first braking area 71 and the second braking area 72, is conducive to the disassembly and assembly of the first disc hoop 81 and the second disc hoop 82 in the housing 3, and effectively avoids the interference of the friction pairs in the first braking area 71 and the second braking area 72 during the braking process.

[0044] See also Figure 3 and Figure 5 , 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.

[0045] It can be understood that when an annular partition plate 9 is provided in the housing 3 , any second groove 30 is symmetrically divided into two parts of equal length by the annular partition plate 9 .

[0046] See also Figure 3 and Figure 5 The shell 3 is provided with a plurality of heat dissipation grooves 31 spaced and evenly spaced along the outer circumference, and any heat dissipation groove 31 extends along the axial direction of the shell 3, and any heat dissipation groove 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.

[0047] In some specific embodiments, the heat dissipation slot 31 includes a first heat dissipation slot 310 and a second heat dissipation slot 311. The first heat dissipation slot 310 and the second heat dissipation slot 311 have the same length, and the length direction is along the circumference of the housing 3. The width of the first heat dissipation slot 310 is greater than the width of the second heat dissipation slot 311. The first heat dissipation slot 310 is opened at the position of the housing 3 located at the second groove 30, and the first heat dissipation slot 310 and the second heat dissipation slot 311 are arranged in the circumference of the housing 3 at intervals.

[0048] In this embodiment, two groups of first heat dissipation grooves 310 and second heat dissipation grooves 311 are provided. The two groups of first heat dissipation grooves 310 are respectively connected to the first braking area 71 and the second braking area 72, and the two groups of second heat dissipation grooves 311 are also respectively connected to the first braking area 71 and the second braking area 72.

[0049] See also Figure 3 and Figure 5 , a plurality of counterweights 32 are evenly arranged at intervals along the outer circumferential edge of the housing 3, and the thickness direction of any counterweight 32 is arranged along the radial direction of the housing 3; a plurality of notches 33 are opened along the circumferential direction on the end surface of the housing 3 corresponding to the counterweights 32, and the length direction of any notch 33 is along the axial direction of the housing 3. In some specific embodiments, the notch 33 is a blind hole opened in the counterweight 32 along the axial direction of the housing 3.

[0050] In this way, by providing a counterweight block 32 that is radially thickened on the shell 3, the radial bearing strength of the shell 3 can be effectively improved; opening a plurality of notches 33 on the shell 3 can reduce the overall weight of the shell 3 and help to further release the heat during the braking process.

[0051] See also Figure 6 The compound full-disc brake device of the embodiment of the present invention further includes a pair of end covers 10, any end cover 10 abuts and seals between any sleeve 2 and the housing 3, and any sleeve 2 and the corresponding end cover 10 are fixedly connected to the housing 3 by a bolt assembly. Specifically, the side of the end cover 10 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 10, which effectively prevents the sleeve 2 and the housing 3 from axial movement.

[0052] See also Figure 6 In some specific embodiments, the first actuator 61 and the second actuator 62 are both surrounded and fixedly connected to the corresponding end cover 10, and the first actuator 61 and the second actuator 62 are both embedded in the mounting hole opened in the axial direction of the end cover 10 through their own external thread structures.

[0053] See also Figure 7A pair of mounting seats 34 are provided at the middle of the outer periphery of the housing 3, and the pair of mounting seats 34 are arranged at intervals along the axial direction of the housing 3, and the mounting seats 34 are symmetrical about the radial center cross section of the housing 3. In some specific embodiments, the compound full-disk brake device of the present invention further includes a traction rod 11, and the traction rod 11 has two annular ends 110, and the axial directions of the two annular ends 110 are parallel to the axial direction of the housing 3, and any of the annular ends 110 is provided with a rotating connection member 111 rotatably arranged along the axial direction. The rotating connection member 111 and the top 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 connection member 111 at one end of the traction rod 11 are fixed to the through holes of the two mounting seats 34 by fasteners, so that the corresponding annular end 110 of the traction rod 11 can be rotatably arranged between the two mounting seats 34, and the other end of the traction rod 11 is rotatably connected to the frame of the rail vehicle.

[0054] 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 11, 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 11, thereby increasing the braking torque. The overall braking capacity, practicality and versatility of the braking device are improved.

[0055] In summary, by adopting the above technical scheme, a first braking zone 71 and a second braking zone 72 are independently arranged in the housing 3, and a plurality of movable discs 4 and fixed discs 5 arranged at intervals from each other are arranged in the first braking zone 71 and the second braking zone 72, 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 a plurality of first actuators 61 are arranged circumferentially in the first braking zone 71, and a plurality of second actuators 62 are arranged circumferentially in the second braking zone 72, and the first actuators 61 and the second actuators 62 can respectively generate axial thrusts on the fixed discs 5 and the movable discs 4 in their respective braking zones 7, and a larger axial thrust is generated on the fixed discs 5 and the movable discs 4 through the actuators 6 with smaller volume and mass, 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 discs 4 and the fixed discs 5, thereby achieving a braking effect on the rail vehicle.

[0056] In the compound full-disc brake device of the embodiment of the present invention, the first actuator 61 and the second actuator 62 can operate independently of each other, the heat generated by the friction pair during braking is discharged through the heat dissipation groove 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 11. The defects of using pneumatic clamps in traditional rail vehicle brake devices, which makes the overall mass of the brake device larger, causes additional load on the axle, reduces the braking efficiency when a fault occurs, and causes safety hazards, are solved, the lightweight design of the axle is realized, the reliability and versatility of the brake device are improved, and the driving safety of rail vehicles is guaranteed.

[0057] The embodiment of the present invention further provides a bogie, comprising the above-mentioned compound full-disc brake device, wherein the transmission shaft 1 is connected to the wheel through a steering transmission member, so that the compound full-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 compound full-disc brake device, so it will not be described in detail.

[0058] The embodiment of the present invention further provides a rail vehicle, comprising the compound full-disc brake device or the bogie, so that the compound full-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 compound full-disc brake device and the bogie, so no further elaboration is given.

[0059] 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 compound full-disc brake device, comprising a transmission shaft and a pair of sleeves sleeved on the transmission shaft, wherein the transmission shaft rotates axially relative to the sleeves, and is characterized in that: A housing is fastened between the shaft sleeves, and the housing is coaxially arranged around the transmission shaft; The space between the housing and the pair of sleeves surrounding the transmission shaft is a braking area, and the braking area includes a first braking area and a second braking area that are independent of each other, and the first braking area and the second braking area are symmetrically arranged with respect to the radial center cross section of the housing; A movable plate, a fixed plate and an actuator are provided in the first braking area and the second braking area, the movable plate and the fixed plate are passed through the transmission shaft, the movable plate is movably connected to the transmission shaft, the fixed plate is movably connected to the housing, the movable plate and the fixed plate are arranged at intervals along the axial direction of the housing, and the movable plate and the fixed plate are both suitable for moving along the axial direction of the housing; The actuators are evenly distributed in the housing along the inner circumference of the housing, and the actuators generate axial thrust on the movable plate and the fixed plate along the axial direction of the housing, so that the adjacent movable plates and the fixed plates are close to each other and generate circumferential friction when the transmission shaft rotates; The actuator includes a first actuator and a second actuator. The first actuator is arranged in the first braking area and generates thrust to the movable disk and the fixed disk in the first braking area. The second actuator is arranged in the second braking area and generates thrust to the movable disk and the fixed disk in the second braking area.

2. The compound full-disc brake device according to claim 1, characterized in that: The transmission shaft is sleeved with a disc hoop, 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 is provided with a plurality of first protrusions along the inner circumference corresponding to the plurality of the first grooves, and any of the first protrusions is embedded in and movably connected to the corresponding first groove.

3. The compound full-disc brake device according to claim 2, characterized in that: The disc hoop includes a first disc hoop and a second disc hoop, the first disc hoop is located in the first braking area, the second disc hoop is located in the second braking area, and the first disc hoop and the second disc hoop are symmetrically arranged with respect to the radial center cross section of the shell.

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

6. The compound full-disc brake device according to claim 1, characterized in that: An end cover is fixedly connected between the shell and any one of the shaft sleeves, and any one of the end covers abuts against and seals between the corresponding shaft sleeve and the shell.

7. The compound full-disc brake device according to any one of claims 1 to 6, characterized in that: The shell is provided with a plurality of counterweight blocks spaced and evenly arranged along the outer periphery edge, and the thickness direction of any of the counterweight blocks is along the radial direction of the shell; The end surface of the shell is provided with a plurality of notches corresponding to the plurality of counterweight blocks along the circumferential direction, and the length direction of any of the notches is along the axial direction of the shell.

8. The compound full-disc brake device according to any one of claims 1 to 6, characterized in that: A pair of mounting seats are arranged on the outer periphery of the shell, the mounting seats are arranged at intervals along the axial direction of the shell, and the mounting seats are symmetrical with respect to the radial center cross section of the shell.

9. A bogie, characterized in that: It comprises the compound full-disc brake device as claimed in any one of claims 1 to 8, wherein the transmission shaft is connected to the wheels through a steering transmission member.

10. A rail vehicle, characterized in that: A compound full-disc brake device comprising any one of claims 1 to 8, or The bogie as claimed in claim 9.

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