Braking device for rail transit

Abstract

The invention discloses a brake device for rail transit. The brake device comprises a movable disc seat, a movable disc, a static disc, a bearing, a shell and a cylinder cover. The movable disc seat is pressed on the axle in an interference mode, the bearings are installed on the two sides of the movable disc seat, and the movable disc and the movable disc seat are installed in a matched mode and rotate circumferentially along with the axle. The static discs are arranged on the two sides of the movable disc, the static discs and the shell are installed in a matched mode, meanwhile, the shell is installed on one bearing, and the outer side of the shell is connected to a bogie swing arm to restrain circumferential rotation. The cylinder cover is mounted on the other bearing, and an oil cylinder brake shoe stack adjuster and an oil way are mounted on the cylinder cover; the edge of the shell and the edge of the cylinder cover are connected in the circumferential direction to package the movable disc and the static disc. When a vehicle is braked, pressure is applied to the oil cylinder through the oil way on the cylinder cover, the oil cylinder pushes the static disc to press the movable disc, and the movable disc and the static disc enable axle wheels to decelerate until the axle wheels are static through pressure friction torque. The braking device has the axial floating adaptation characteristic, meanwhile, the friction area is increased, and the braking heat bearing capacity is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit braking, and specifically to a braking device for rail transit. Background Art

[0002] The braking device is a device that generates braking force. Its function is to slow down or stop a moving vehicle, or to keep a stopped vehicle stationary. Since the structure and performance of the braking device are directly related to the safety of the vehicle and personnel, it is considered an important safety part of the vehicle and is widely valued.

[0003] The basic brake device of railway passenger cars and EMUs generally adopts a disc brake device, which is mainly composed of a moving disc, a brake caliper and a brake pad. Among them, the moving disc is installed on the axle, the brake caliper is hoisted on the frame of the railway passenger car and EMU bogie, and the brake pad is installed on the brake caliper. The brake caliper is passed through hydraulic medium or compressed air to produce a clamping action to make the brake pad press the moving disc, thereby generating a braking torque on the moving disc and the axle to achieve the braking effect.

[0004] The existing dynamic disc and brake clamp are generally made of carbon steel, and the brake pads are mainly made of powder metallurgy. The weight of a basic full-disc brake device is about 200kg. In order to ensure the braking capacity of railway passenger cars or EMUs, each bogie is generally equipped with 2 to 3 sets of basic brake devices. In order to achieve weight reduction and drag reduction of railway passenger cars or EMUs, the overall structure of the brake device is required to be more compact and lighter. The traditional basic brake device is heavy and it is difficult to achieve significant innovative breakthroughs in terms of lightweight and compact structure.

[0005] The existing patent CN105485225A discloses a braking device for a high-speed train, which consists of a moving plate, a friction wheel, a transmission shaft, a bearing, a fixing ring, a universal coupling, a gear box, a cylinder, a roller, a caliper and a driving mechanism; when the train issues a braking command, the transmission shaft falls and is clamped by the caliper, and the friction wheel at its bottom contacts and gradually squeezes the conical surface of the moving plate, and the torque of the transmission shaft is transmitted to the roller through the universal coupling and the gear box through friction, and the roller with blades welded on the surface rotates at high speed in the cylinder filled with high-viscosity damping oil to perform work, converting mechanical energy into the internal energy of the damping oil, thereby achieving the purpose of braking; after the braking is completed, the friction wheel is detached from the moving plate, the caliper is released, and the transmission shaft returns to its original position.

[0006] The existing patent CN112460170A discloses a shaft-mounted moving disc connection device, in which the disc body and the disc hub are both provided with the same number of equally circumferentially distributed connection parts, and the connection parts are both provided with mounting holes, and the pressure plate connection part has equally circumferentially distributed pressure plate mounting holes that are consistent with the mounting holes on the disc body and the disc hub connection part; the mounting holes of the disc body and the disc hub connection part correspond to each other, the hollow pin connection part is inserted into the mounting hole, the pressure plate connection part is attached to the outside of the connecting part disc body, and the pressure plate mounting hole of the hollow pin connection part is sleeved on the end columnar structure of the hollow pin connection part, and the disc body connection part is fixed to the disc hub connection part by the locking nut connection part. The present invention ensures that the disc body, the pressure plate and the disc hub will not rotate or misalign during the use of the moving disc by adding a hollow pin with a special structure.

[0007] In summary, the above two existing patents have not achieved significant innovative breakthroughs in terms of lightweight, compact structure, etc. of the braking device. Summary of the invention

[0008] Based on the above technical problems, the present invention proposes a braking device for rail transit, which solves the problem that traditional basic braking devices in the prior art are heavy and difficult to achieve significant innovative breakthroughs in terms of lightweight and compact structure.

[0009] To achieve the above object, the present invention proposes a braking device for rail transit. The technical solution is as follows:

[0010] A braking device for rail transit, comprising a moving disc seat, a moving disc, a static disc, a bearing, a housing, a cylinder head and a cylinder brake regulator, wherein the moving disc seat is mounted on an axle, the bearings are mounted on both sides of the moving disc seat, the moving disc is mounted on the moving disc seat, the static disc is arranged on both sides of the moving disc, the static disc is mounted on the housing, the cylinder brake regulator is mounted on the cylinder head, the housing and the cylinder head are respectively mounted on the bearings, and the housing and the cylinder head are connected to encapsulate the moving disc and the static disc inside.

[0011] Furthermore, the static disk and the shell are connected by a key.

[0012] Furthermore, the stator plate is a circular plate with a through hole at the center, and the diameter of the through hole of the stator plate is larger than the diameter of the axle.

[0013] Furthermore, the outer circumference of the stator disk is provided with a plurality of key grooves, and the key grooves are evenly distributed along the outer circumference of the stator disk.

[0014] Furthermore, a plurality of radially elongated chip removal grooves are arranged on the disc body of the stator disc.

[0015] Furthermore, the shell includes a first cylindrical side wall, a second cylindrical side wall and an annular plate, and the first cylindrical side wall and the second cylindrical side wall are connected through the annular plate to form a stepped cylindrical side wall.

[0016] Furthermore, the first cylindrical side wall is sleeved on the bearing, the second cylindrical side wall is covered on the circumferential outer side of the moving plate and the static plate, and a plurality of sliding keys are installed on the second cylindrical side wall, and the sliding keys are evenly distributed along the circumference of the second cylindrical side wall.

[0017] Furthermore, a connecting portion is provided on the outer side of the second cylindrical side wall, and the connecting portion is connected to the bogie swing arm of the vehicle.

[0018] Furthermore, the cylinder head comprises an annular cover body and a cylindrical side wall in the middle, the cylindrical side wall is sleeved on the bearing, and the annular cover body is sealed and connected to the shell.

[0019] Furthermore, the oil cylinder brake regulator is installed on the annular cover body, and a plurality of oil circuits are also arranged on the annular cover body, and the oil circuits are correspondingly connected to the oil cylinder brake regulator for supplying oil to the oil cylinder brake regulator.

[0020] Furthermore, the movable disc seat is an annular component, and a plurality of sliding keys are arranged on the outer side of the annular component, and the sliding keys are evenly distributed along the outer circumference of the annular component.

[0021] Furthermore, the movable disc seat is interference fit onto the axle.

[0022] Furthermore, the movable disk is a disk with a through hole at the center, and a plurality of key grooves are arranged on the inner circumference of the disk, and the key grooves are evenly distributed along the inner circumference of the movable disk.

[0023] Furthermore, the keyway is a rectangular keyway.

[0024] Based on the above technical solution, compared with the prior art, the present invention has at least the following beneficial effects:

[0025] 1. The braking device for rail transit proposed in the present invention is different from the traditional disc friction brake. It adopts a full-disc static disc, which increases the friction area, enhances the braking effect, and improves the safety of the vehicle. At the same time, the friction pair is in full-annular contact, which increases the overall heat capacity and uniform heat dissipation effect, thereby improving the braking heat bearing capacity.

[0026] 2. The present invention proposes a braking device for rail transit, which does not require a brake caliper and a brake pad, uses lightweight and high-temperature resistant materials, and fully utilizes the bogie axle space, thereby achieving a significant effect of improving the overall structure of the braking device to be compact and lightweight.

[0027] 3. The present invention proposes a braking device for rail transit, in which the housing of the braking device is supported by a wheel hub bearing and installed on the axle, and the outer end of the housing is connected to the bogie swing arm to limit the overall circumferential rotation. The overall suspended mounting structure of the braking device can adapt to a wider range of bogie axle installation positions.

[0028] 4. The present invention proposes a braking device for rail transit, which has a detachable sliding key design to limit the movement of the disc and enhance the bearing capacity of the shell. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0030] Figure 1 This is an overall schematic diagram of a braking device for rail transit proposed by the present invention;

[0031] Figure 2 A vertical cross-sectional schematic diagram of a braking device for rail transit proposed by the present invention;

[0032] Figure 3 A schematic diagram of the partial structure of a braking device for rail transit proposed by the present invention;

[0033] Figure 4 A schematic diagram of the partial structure of a braking device for rail transit proposed by the present invention;

[0034] Figure 5 A schematic diagram of the partial structure of a braking device for rail transit proposed by the present invention;

[0035] Figure 6 A schematic diagram of the partial structure of a braking device for rail transit proposed by the present invention;

[0036] Figure 7 This is a schematic diagram of the partial structure of a braking device for rail transit proposed by the present invention.

[0037] Figure numerals: 10-moving disc seat, 20-moving disc, 30-static disc, 40-bearing, 50-housing, 51-first cylindrical side wall, 52-second circular side wall, 53-annular plate, 54-connecting part, 60-cylinder head, 61-annular cover body, 62-cylinder side wall; 70-cylinder brake regulator, 80-oil circuit. DETAILED DESCRIPTION

[0038] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0039] The present invention is further described in detail below in conjunction with specific embodiments. These embodiments should not be construed as limiting the scope of protection claimed by the present invention.

[0040] Example

[0041] In order to solve the problem that the traditional basic full-disc brake device in the prior art is heavy and difficult to achieve significant innovative breakthroughs in terms of light weight and compact structure, the present invention proposes a brake device for rail transit.

[0042] To achieve the above objectives, the present invention proposes a braking device for rail transit, which makes fuller use of the contact area of ​​the friction pair and the space of the bogie axle, and is equipped with high-temperature resistant friction pair materials, so as to achieve the significant effect of improving the overall structure of the full-disc braking device to be compact and lightweight.

[0043] See also Figure 1-Figure 6 As shown, a specific embodiment of a braking device for rail transportation proposed by the present invention is illustrated. Figure 1 The figure shows the external structure of the brake device, which is a full disc brake device installed on the axle on the side of the wheel and is used to brake the vehicle.

[0044] See also Figure 2 The figure is a schematic diagram of a vertical section of the brake device, which includes a movable disc seat 10, a movable disc 20, a static disc 30, a bearing 40, a housing 50, a cylinder head 60 and a cylinder brake regulator 70. The movable disc seat 10 is mounted on the axle, two bearings 40 are installed on both sides of the movable disc seat 10, and the movable disc 20 is mounted on the movable disc seat 10. The movable disc seat 10 and the movable disc 20 can rotate circumferentially with the axle. Two static discs 30 are arranged on both sides of the movable disc 20, with a gap between them and the movable disc 20. The two static discs 30 are fixed on the housing 50, and the outer end of the housing 50 is connected to the bogie swing arm of the vehicle to constrain the circumferential rotation of the housing 50 and the static disc 30. At the same time, the housing 50 is sealed and connected with the cylinder head 60, and the movable disc 20 and the static disc 30 are sealed inside. The cylinder head 60 is also equipped with a cylinder brake regulator 70.

[0045] As a specific implementation of the moving disc seat 10, refer to Figure 3 As shown, the movable disc seat 10 is an annular component with a sliding key on the outside, and its cross section is annular and multiple sliding keys are arranged on the outer circumference. The multiple sliding keys are evenly distributed along the outer circumference of the annular component to ensure the precise matching of the movable disc seat 10 and the movable disc 20, so as to achieve circumferential positioning and torque transmission. The movable disc seat 10 is press-fitted on the axle and rotates circumferentially with the axle.

[0046] Optionally, the sliding key is a flat-head rectangular key, and a groove is provided at the upper end of the sliding key.

[0047] As a specific implementation of the moving disk 20, refer to Figure 4 As shown, the movable disk 20 is a circular movable disk with a large hole in the central area. The thickness of the movable disk 20 is less than the thickness of the movable disk seat 10. A plurality of key grooves are provided on the inner circumference of the movable disk 20. The key grooves vertically penetrate the disk body of the movable disk 20. The plurality of key grooves are evenly distributed along the circumference of the inner circumference and can be precisely installed in cooperation with the sliding keys of the movable disk seat 10. The movable disk 20 rotates circumferentially with the movable disk seat 10.

[0048] Optionally, the keyway is a rectangular keyway.

[0049] Optionally, the moving plate 20 can be made of carbon fiber, carbon ceramic, high-strength aluminum alloy, powder metallurgy and other materials, which are lightweight and high temperature resistant, and have a stable friction coefficient to ensure sufficient strength and wear resistance.

[0050] As a specific implementation of the static disk 30, refer to Figure 5 As shown, the static disk 30 is a disc-type static disk, and a large hole is set in the central area thereof. The diameter of the hole is larger than the diameter of the axle. A plurality of key slots are set on the outer circumference of the static disk 30, and the plurality of key slots are evenly distributed along the circumference of the outer circumference. A static disk 30 is set on each side of the moving disk 20, and there is a gap between the moving disk 20 and the static disks 30 on both sides. The static disk 30 is fixed to the housing 50 by key connection. A plurality of long strip chip removal grooves are set radially on the disk body of the static disk 30, and the chip removal grooves facilitate the discharge of particle dust generated by friction, avoid scratches on the disk surface, and improve the stability of the friction coefficient.

[0051] Optionally, the static plate 30 can be made of carbon fiber, carbon ceramic, high-strength aluminum alloy, powder metallurgy and other materials, which can meet the mechanical properties and thermal stability required by the static plate in operation. Preferably, the static plate 30 and the moving plate 20 can be made of the same material to ensure good friction matching performance.

[0052] As a specific embodiment of the housing 50, see Figure 2 As shown, the housing 50 includes a first cylindrical side wall 51, a second cylindrical side wall 52 and an annular plate 53. The first cylindrical side wall 51 and the second cylindrical side wall 52 are connected together by the annular plate 53 to form a stepped cylindrical wall assembly. The diameter of the first cylindrical side wall 51 is smaller than the diameter of the second cylindrical side wall 52. The first cylindrical side wall 51 is fixedly mounted on the outer side of one of the bearings 40, and the entire housing 50 is supported by the bearing 40. The second cylindrical side wall 52 is mounted on the outer circumferential side of the moving plate 20 and the static plate 30. A plurality of sliding keys are arranged on the side wall of the second cylindrical side wall 52. The plurality of sliding keys are evenly distributed along the circumference of the second cylindrical side wall 52. The sliding keys can be precisely installed in cooperation with the key slots of the static plate 30. A connecting portion 54 is also arranged on the second cylindrical side wall 52. The connecting portion 54 is connected to the bogie swing arm of the vehicle to restrict the circumferential rotation of the brake housing 50 and the static plate 30.

[0053] Optional, reference Figure 6 As shown, the sliding key is in the shape of a rectangular parallelepiped, with grooves and bolt mounting holes formed at opposite sides at both ends, and is fixed to the housing 50 by bolts.

[0054] Optionally, the connecting portion 54 is provided with a bolt hole, and is fastened to the bogie swing arm by bolts.

[0055] As a specific embodiment of the cylinder head 60 and the oil cylinder brake regulator 70, refer to Figure 2 As shown, the cylinder head 60 includes an annular plate cover body 61 and a cylindrical side wall 62 in the middle. The cylindrical side wall of the cylinder head is fixedly sleeved on the outer side of another bearing 40. Figure 7 As shown, multiple cylinder brake regulators 70 and multiple oil circuits 80 are installed on the annular plate cover. The cylinder brake regulator 70 includes an oil cylinder and an automatic clearance adjustment mechanism. When braking, oil pressure is provided to the cylinder brake regulator 70 through the oil circuit 80, so that the oil cylinder pushes the static plate 30 to press the dynamic plate 20 to generate braking force by friction. After the dynamic plate 20 and the static plate 30 are worn, the automatic clearance adjustment mechanism works to ensure that the clearance between the dynamic plate 20 and the static plate 30 is within the design requirement range when the brake device is relieved. The cylinder head 60 is fixedly connected to the second cylindrical side wall of the housing 50 by bolts to encapsulate the dynamic plate 2 and the static plate 3.

[0056] When a rail transit vehicle is braking, the present invention proposes a braking device for rail transit, which applies pressure to the oil cylinder of the oil cylinder brake regulator 70 through the oil circuit on the cylinder head 60, and the oil cylinder pushes the static disc 30 to press the dynamic disc 20 to produce friction braking. The automatic clearance adjustment mechanism of the oil cylinder brake regulator 70 can compensate for the wear of the dynamic disc 20 and the static disc 30, and keep the clearance between the dynamic disc 20 and the static disc 30 stable. The braking device has an axial floating adaptability characteristic, which is different from the traditional disc friction brake, increases the friction area, improves the braking heat bearing capacity, and has a more compact space size.

[0057] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0058] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0059] It should be noted that, in the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

Claims

1. A braking device for rail transit, characterized in that: The invention comprises a movable disc seat (10), a movable disc (20), a stationary disc (30), a bearing (40), a housing (50), a cylinder head (60) and a cylinder brake regulator (70), wherein the movable disc seat (10) is mounted on an axle, the bearing (40) is mounted on both sides of the movable disc seat (10), the movable disc (20) is mounted on the movable disc seat (10), the stationary disc (30) is arranged on both sides of the movable disc (20), the stationary disc (30) is mounted on the housing (50), the cylinder brake regulator (70) is mounted on the cylinder head (60), the housing (50) and the cylinder head (60) are respectively mounted on the bearing (40), and the housing (50) and the cylinder head (60) are connected to encapsulate the movable disc (20) and the stationary disc (30) inside.

2. The braking device for rail transit according to claim 1, characterized in that: The static disk (30) and the housing (50) are connected by a key.

3. The braking device for rail transit according to claim 2, characterized in that: The static disk (30) is a circular disk with a through hole at the center, and the diameter of the through hole of the static disk (30) is larger than the diameter of the axle.

4. The braking device for rail transit according to claim 3, characterized in that: The outer circumference of the stator disc (30) is provided with a plurality of key grooves, and the key grooves are evenly distributed along the outer circumference of the stator disc (30).

5. The braking device for rail transit according to claim 4, characterized in that: The disc body of the static disc (30) is provided with a plurality of radially elongated chip removal grooves.

6. The braking device for rail transit according to claim 2, characterized in that: The shell (50) comprises a first cylindrical side wall (51), a second cylindrical side wall (52) and an annular plate (53); the first cylindrical side wall (51) and the second cylindrical side wall (52) are connected via the annular plate (53) to form a stepped cylindrical side wall.

7. The braking device for rail transit according to claim 6, characterized in that: The first cylindrical side wall (51) is sleeved on the bearing (40), and the second cylindrical side wall (52) is covered on the circumferential outer side of the moving plate (20) and the stationary plate (30). A plurality of sliding keys are installed on the second cylindrical side wall (52), and the sliding keys are evenly distributed along the circumference of the second cylindrical side wall (52).

8. The braking device for rail transit according to claim 7, characterized in that: A connecting portion (54) is provided on the outer side of the second cylindrical side wall (52), and the connecting portion (54) is connected to a bogie swing arm of a vehicle.

9. The braking device for rail transit according to claim 1, characterized in that: The cylinder head (60) comprises an annular cover body (61) and a cylindrical side wall (62) in the middle. The cylindrical side wall (62) is sleeved on the bearing (40). The annular cover body (61) is sealed and connected to the housing (50).

10. The braking device for rail transit according to claim 9, characterized in that: The oil cylinder brake regulator (70) is mounted on the annular cover body (61). The annular cover body (61) is also provided with a plurality of oil circuits (80). The oil circuits (80) are correspondingly connected to the oil cylinder brake regulator (70) and are used to supply oil to the oil cylinder brake regulator (70).

11. The braking device for rail transit according to claim 1, characterized in that: The movable disc seat (10) is an annular component, and a plurality of sliding keys are arranged on the outer side of the annular component. The sliding keys are evenly distributed along the outer circumference of the annular component.

12. The braking device for rail transit according to claim 11, characterized in that: The movable disc seat (10) is press-fitted onto the axle by interference fit.

13. The braking device for rail transit according to claim 11, characterized in that: The movable disk (20) is a circular disk with a through hole at the center, and a plurality of key grooves are arranged on the inner circumference of the circular disk. The key grooves are evenly distributed along the inner circumference of the movable disk (30).

14. The braking device for rail transit according to claim 13, characterized in that: The keyway is a rectangular keyway.

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