Brake noise reduction mechanism and vehicle speed reducer

Abstract

The invention discloses a brake noise reduction mechanism and a vehicle speed reducer. The brake noise reduction mechanism comprises a brake beam, a noise reduction clamping plate, a first end clamping plate, a second end clamping plate, a vibration reduction clamping plate and a vibration reduction cushion plate. A first end clamping plate and a second end clamping plate are arranged at the front and rear ends of the left side of the brake beam; a plurality of noise reduction clamping plates are arranged at the position, between the first end clamping plate and the second end clamping plate, of the left side of the brake beam. The brake beam is connected with the tops of the left ends of a plurality of original brake calipers of the vehicle speed reducer; a damping base plate is arranged between the brake beam and the top of the left end of each brake caliper; the top of the brake caliper is provided with a brake beam contact part on the right side of the caliper arm; a damping clamping plate is arranged between the right side of the brake beam and the brake beam contact part; the brake beam comprises a left brake part, a middle section connecting part and a right brake caliper contact part. The brake noise reduction device is scientific in design, can effectively reduce the brake noise of the railway marshalling station vehicle speed reducer, and avoids serious noise pollution.

Description

Technical Field

[0001] The present invention relates to the technical field of railway equipment, and in particular to a braking noise reduction mechanism and a vehicle reducer. Background Art

[0002] The hump vehicle reducer is the most important speed regulating equipment in railway freight marshaling yards. It controls the speed of the vehicle by performing friction braking on the shunting freight vehicles and realizes automatic and safe coupling of the vehicles.

[0003] At present, most vehicle reducers use brake rails to rub against wheels to achieve the effect of deceleration and braking. The brake rails are made of standard steel rails through mechanical processing, with high strength and good wear resistance.

[0004] However, the friction between the brake rail and the wheel produces a lot of noise, with the maximum noise level exceeding 130dB(A), resulting in serious noise pollution.

[0005] Therefore, there is an urgent need to develop a technology that can effectively reduce the braking noise of vehicle reducers in railway marshalling yards and avoid serious noise pollution. Summary of the invention

[0006] The purpose of the present invention is to provide a brake noise reduction mechanism and a vehicle reducer to address the technical defects of the prior art.

[0007] To this end, the present invention provides a brake noise reduction mechanism, characterized in that it includes a brake beam, a noise reduction clamping plate, a first end clamping plate, a second end clamping plate, a vibration reduction clamping plate and a vibration reduction pad;

[0008] Wherein, the left front and rear ends of the brake beam are respectively provided with a first end clamping plate and a second end clamping plate;

[0009] A plurality of noise reduction clamping plates are provided on the left side of the brake beam at a position between the first end clamping plate and the second end clamping plate;

[0010] The brake beam is connected to the top of the left end of the multiple brake calipers of the vehicle reducer located outside;

[0011] A vibration-damping pad is provided between the brake beam and the top of the left end of each brake caliper;

[0012] Wherein, a brake beam contact portion is arranged at the top of the brake caliper on the right side of the caliper arm;

[0013] A vibration-damping card plate is provided between the right side of the brake beam and the contact portion of the brake beam;

[0014] A brake beam, comprising a left brake portion, a middle section connecting portion and a right brake caliper contact portion;

[0015] The left brake part and the right brake caliper contact part are respectively located on the left and right sides of the middle section connecting part.

[0016] In addition, the present invention also provides a vehicle reducer, which includes the braking noise reduction mechanism as described above.

[0017] It can be seen from the technical solution provided by the present invention that, compared with the prior art, the present invention provides a braking noise reduction mechanism and a vehicle reducer, which are scientifically designed, can effectively reduce the braking noise of the vehicle reducer in the railway marshalling yard, avoid serious noise pollution, and have great practical significance. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1a A schematic diagram of the installation state of a noise reduction clamp, a brake beam and a brake caliper in a brake noise reduction mechanism provided by the present invention;

[0019] Figure 1b A three-dimensional structural schematic diagram of the installation state of a brake noise reduction mechanism provided by the present invention, a first end clamping plate, a second end clamping plate, a noise reduction clamping plate, a brake beam and a brake caliper in one embodiment;

[0020] Figure 2a A side view of the assembly of a brake beam, a noise reduction clamping plate, a first end clamping plate, and a second end clamping plate in a brake noise reduction mechanism provided by the present invention;

[0021] Figure 2b A top view of the assembly of a brake beam, a noise reduction clamping plate, a first end clamping plate, and a second end clamping plate in a brake noise reduction mechanism provided by the present invention;

[0022] Figure 3a A cross-sectional view of an assembly between a noise reduction clamp and a brake beam in a brake noise reduction mechanism provided by the present invention, the cross-sectional view is taken along Figure 2b A cross-sectional view of line AA shown;

[0023] Figure 3b A cross-sectional view of the assembly between the first end clamping plate and the brake beam in a brake noise reduction mechanism provided by the present invention (the cross-sectional shape and structure of the assembly between the second end clamping plate and the brake beam are the same as this view);

[0024] Figure 4 This is an enlarged schematic diagram of the bottom of a portion of a brake beam in a brake noise reduction mechanism provided by the present invention;

[0025] Figure 5a A schematic diagram of the installation state of a brake noise reduction mechanism and a brake caliper provided by the present invention;

[0026] Figure 5b for Figure 5a An enlarged schematic diagram of a local area around the vibration damping card plate;

[0027] Figure 5c is a schematic diagram of a three-dimensional structure of a brake caliper;

[0028] Figure 6 A top view of the assembly of a brake beam, a first end clamping plate, and a second end clamping plate in a brake noise reduction mechanism provided by the present invention;

[0029] Figure 7a A schematic structural diagram of a noise reduction clamping plate in a braking noise reduction mechanism provided by the present invention;

[0030] Figure 7b A three-dimensional exploded schematic diagram of a noise reduction clamping plate in a brake noise reduction mechanism provided by the present invention;

[0031] Figure 8 A schematic structural diagram of a vibration-damping card plate in a braking noise reduction mechanism provided by the present invention;

[0032] Fig. 9 A schematic structural diagram of an adjustment gasket in a brake noise reduction mechanism provided by the present invention;

[0033] Fig.10a A cross-sectional view of a noise reduction clamping plate with a threaded anti-loosening structure in a brake noise reduction mechanism provided by the present invention;

[0034] Fig.10b A schematic diagram of the three-dimensional structure of a first end clamping plate in a braking noise reduction mechanism provided by the present invention (the second end clamping plate and the first end clamping plate are symmetrically distributed front to back). DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0037] In the description of this patent, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "set" should be understood in a broad sense, for example, it can be fixedly connected or set, or it can be detachably connected or set, or connected or set in one piece. For ordinary technicians in this field, the specific meanings of the above terms in this patent can be understood according to specific circumstances.

[0038] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0039] See also Figure 1a to Figure 1b , Figure 2a to Figure 2b , Figure 3a to Figure 3b , Figure 4 , Figure 5a to Figure 5c , Figure 6 , Figure 7a to Figure 7b , Figures 8 to 9 , Figure 10a to Figure 10b The present invention provides a brake noise reduction mechanism, comprising: a brake beam 1, a noise reduction clamping plate 2, a first end clamping plate 3, a second end clamping plate 4, a vibration reduction clamping plate 7 and a vibration reduction pad 8;

[0040] The left front and rear ends of the brake beam 1 are respectively provided with a first end clamping plate 3 and a second end clamping plate 4;

[0041] A plurality of noise reduction clamping plates 2 are arranged on the left side of the brake beam 1 between the first end clamping plate 3 and the second end clamping plate 4 ; that is, the plurality of noise reduction clamping plates 2 are located in the middle area of ​​the brake beam 1 .

[0042] The brake beam 1 is connected to the top of the left end of the multiple brake calipers 9 of the vehicle reducer located outside;

[0043] A vibration-damping pad 8 is provided between the brake beam 1 and the top of the left end of each brake caliper 9;

[0044] Among them, the top of the brake caliper 9 is on the right side of the caliper arm 901, and the brake beam contact part 903 is arranged at intervals;

[0045] A vibration-damping clip 7 is provided between the right side of the brake beam 1 and the brake beam contact portion 903 .

[0046] In the present invention, the brake beam 1 includes a left brake portion 1001, a middle section connecting portion 1002 and a right brake caliper contact portion 1003;

[0047] The left braking portion 1001 and the right brake caliper contact portion 1003 are respectively located on the left and right sides of the middle section connecting portion 1002 .

[0048] In the present invention, the brake beam 1 is a brake beam of uniform cross-section, and the shape and size of the regular cross-section from front to back are the same.

[0049] In specific implementation, the brake beam 1 is made of a standard steel rail with an asymmetric cross-section, and can also be rolled separately by a steel mill to reduce the processing workload.

[0050] It should be noted that, in the present invention, the brake beam adopts a uniform cross-section structure, does not require welding, can be processed using an asymmetric standard rail, and can also be rolled.

[0051] In the present invention, the first end plate 3 and the second end plate 4 are made of wear-resistant alloy structural steel (such as 40Cr steel). ) Production.

[0052] In the present invention, the first end clamping plate 3 and the second end clamping plate 4 are fixedly connected to the brake beam 1 via first bolts 51 , respectively.

[0053] In a specific implementation, the first end clamping plate 3 and the second end clamping plate 4 are fixedly connected to the left braking part 1001 of the brake beam 1 through three first bolts 51 respectively.

[0054] Furthermore, three end clamping plate threaded through holes are respectively provided on the first end clamping plate 3 and the second end clamping plate 4;

[0055] The left brake portion 1001 of the brake beam 1 protrudes upward from the top surface of the middle section connecting portion 1002, and a first brake beam threaded through hole is respectively provided at a position corresponding to each end clamping plate threaded through hole;

[0056] After passing through the threaded through hole of the first brake beam, the first bolt 51 is threadedly fixedly connected with the threaded through hole of the end clamping plate on the left brake part 1001 of the brake beam 1 at a corresponding position.

[0057] It should be noted that the first bolt 51 is threadedly connected to the threaded through hole of the first brake beam.

[0058] Furthermore, an annular washer 6 is sleeved on the outer side of the screw rod of the first bolt 51;

[0059] The washer 6 is located between the nut of the first bolt 51 and the left brake portion 1001 of the brake beam 1;

[0060] Both sides of the washer 6 abut against (ie, are in tight contact with) the nut of the first bolt 51 and the side opposite to the left braking portion 1001 of the brake beam 1 .

[0061] In the present invention, the specific implementation is as follows: Figure 3a , Fig.10a As shown, each noise reduction clamp plate 2 is provided with three noise reduction clamp plate threaded holes 202;

[0062] Each noise reduction clamp plate threaded hole 202 is provided with a spiral spring 205 at one end close to the brake beam 1;

[0063] In a specific implementation, one end of the spring 205 is fixed in the threaded hole 202 of the noise reduction clamping plate, and the other end extends upward through a through hole reserved on the noise reduction clamping plate 2 .

[0064] It should be noted that a spring 205 matching the thread profile of the thread is installed in the threaded hole 202 of the noise reduction clamping plate. One end of the spring 205 is fixed, and the other end extends from the upper plane of the noise reduction clamping plate 2.

[0065] In a specific implementation, the noise reduction clamping plate 2 is fixedly connected to the left braking part 1001 of the brake beam 1 through three second bolts 52 .

[0066] Further, the portion of the left brake portion 1001 of the brake beam 1 that protrudes upward from the top surface of the middle section connecting portion 1002 is provided with a second brake beam threaded through hole at a position corresponding to each noise reduction clamping plate threaded hole 202;

[0067] After passing through the threaded through hole of the second brake beam, the second bolt 521 is threadedly fixedly connected with the threaded hole 202 of the noise reduction clamping plate on the left brake part 1001 of the brake beam 1 at a corresponding position.

[0068] Furthermore, the second bolt 521 is connected to the inner side of the spring 205 disposed in the threaded hole 202 of the noise reduction clamping plate (threadedly connected to the inner thread of the spring).

[0069] It should be noted that the second bolt 52 is threadedly connected to the second brake beam threaded through hole.

[0070] Furthermore, an annular washer 6 is sleeved on the outer side of the screw rod of the second bolt 52;

[0071] The washer 6 is located between the nut of the second bolt 52 and the left brake portion 1001 of the brake beam 1;

[0072] Both sides of the washer 6 abut against (ie, are in tight contact with) the nut of the second bolt 52 and the side opposite to the left braking portion 1001 of the brake beam 1 .

[0073] It should be noted that the second bolt 52 passes through the washer 6 and the mounting hole of the brake beam 1 (i.e., the second brake beam threaded through hole), and is tightened on the noise reduction clamp 2. The external thread of the second bolt 52 is in close contact with the internal thread of the spring 205 and the internal thread on the noise reduction clamp 2 (i.e., the noise reduction clamp threaded hole 202).

[0074] By applying the present invention, when the wheels of a train pass by, under the condition of external vibration, the second bolt 52 tends to loosen, which will positively tension the spring 205, so that the spring 205 is tightly wrapped around the external thread of the second bolt 52, increasing the contact area of ​​the thread and effectively preventing the second bolt 52 from loosening.

[0075] When the noise reduction clamping plate 2 needs to be replaced, the protruding end of the spring 205 is moved to reversely expand the spring 205 , so that the bolt 5 can be easily screwed off from the noise reduction clamping plate 2 .

[0076] In the present invention, a caliper arm 901 is provided at the left end of each brake caliper 9;

[0077] The caliper arm 901 at the left end of each brake caliper 9 is fixedly connected to the brake beam 1 through two third bolts 10 (for example, M30 bolts).

[0078] Furthermore, the bottom of the brake beam 1 is provided with a plurality of downwardly opening, longitudinally arranged and evenly spaced clamp arm accommodating grooves 101;

[0079] Each caliper arm receiving groove 101 is used to receive the top of a caliper arm 901 at the left end of a brake caliper 9;

[0080] A vibration-damping pad 8 is provided between the top of the clamp arm 901 and the top surface of each clamp arm accommodating groove 101 .

[0081] Furthermore, a brake caliper through hole is vertically provided at the front and rear ends of the caliper arm 901 at the left end of each brake caliper 9;

[0082] The brake beam 1 (specifically the middle connecting portion 1002) is provided with a second brake beam through hole at a position corresponding to each brake caliper through hole;

[0083] The third bolt 10 passes through the second brake beam through hole on the brake beam 1 and the brake caliper through hole on the brake caliper 9 in sequence from top to bottom, and is then threadedly fixedly connected with a fastening nut 902 .

[0084] It should be noted that 5 to 9 rectangular grooves with a depth of 10 mm to 15 mm (i.e., caliper arm accommodating grooves 101) are processed on the waist of the short side of the brake beam 1, the bottom of the caliper arm accommodating groove 104 is buckled on the top of the caliper arm 901 of the brake caliper 9, and a 2 mm to 3 mm thick vibration-damping pad 8 is placed between the caliper arm accommodating groove 101 and the top of the caliper arm 901.

[0085] It should be noted that, for the present invention, processing multiple grooves with a depth of 10 mm to 15 mm (i.e., the caliper arm accommodating grooves 101) on one side of the waist of the brake beam 1 as a uniform cross-section beam is beneficial to reducing the height of the brake beam and providing space for installing the vibration-damping pad 8.

[0086] In specific implementation, the thickness of the vibration-damping pad 8 is 2 mm to 3 mm;

[0087] In specific implementation, the vibration-damping pad 8 is made of a damping alloy material, which can convert vibration energy into heat energy and decay rapidly.

[0088] In a specific implementation, the cross-section shape of the vibration-damping pad 8 is a rectangle.

[0089] In the present invention, a first end clamping plate 3 and a second end clamping plate 4, as well as a plurality of noise reduction clamping plates 2 are provided on the left side of the left brake portion 1001 of the brake beam 1;

[0090] The left side wall of the noise reduction clamping plate 2 is not on the same vertical plane as the left side walls of the first end clamping plate 3 and the second end clamping plate 4 .

[0091] It should be noted that, in a specific implementation, the left side wall of the noise reduction clamping plate 2 is the surface facing the wheels of the train and in contact with the wheels;

[0092] In the present invention, in a specific implementation, the left front and rear ends of the left side of the left brake part 1001 of the brake beam 1 are respectively provided with a short inclined surface 102 and a long inclined surface 103;

[0093] The two short inclined surfaces 102 are symmetrically distributed front and back;

[0094] The two long inclined surfaces 103 are symmetrically distributed front and back;

[0095] Two long inclined surfaces 103 are located between the two short inclined surfaces 102;

[0096] The two long inclined surfaces 103 are used for mounting the first end clamping plate 3 and the second end clamping plate 4 .

[0097] In a specific implementation, each short inclined surface 102 together with the adjacent long inclined surface 103 forms an end guide inclined surface to allow the wheels of the train to be smoothly guided in.

[0098] It should be noted that two sections of inclined surfaces are processed at both ends of the brake beam 1, namely, a short inclined surface 102 and a long inclined surface 103. The short inclined surface 102 is located at both ends of the brake beam 1, and has a length of about 50 mm to 100 mm. The coverage range of each long inclined surface 103 is: the area between the tail of the short inclined surface 102 on the same side (i.e., the end facing the caliper arm 901 of the brake caliper 9) on the left side surface of the left brake part 1001 of the brake beam 1 and the vertical plane where the center point of the caliper arm 901 of the brake caliper 9 adjacent to the short inclined surface 102 and the nearest distance is located, and the vertical plane where the center point of the caliper arm 901 is located is perpendicular to the longitudinal center axis of the brake beam 1.

[0099] It should be noted that no clamp is installed on the short inclined surface 102 of the brake beam 1 (that is, the first end clamp 3 and the second end clamp 4 are not installed, and the noise reduction clamp 2 is not installed), and the first end clamp 3 and the second end clamp 4 are installed on the two long inclined surfaces 103 respectively, and multiple noise reduction clamps 2 are installed between the first end clamp 3 and the second end clamp 4.

[0100] It should be noted that the two short inclined surfaces 102 of the brake beam 1 are respectively combined with the first end clamping plate 3 and the second end clamping plate 4 on the two long inclined surfaces 103 to form two longer end guide inclined surfaces for smoothly guiding the wheels of the train when the vehicle reducer brakes.

[0101] It should be noted that the end guide slope of the brake beam 1 is machined, and the length of the short slope at the end is 50mm to 100mm. No clamp is installed within this length range, and the end clamp is installed on the large slope (i.e., the long slope 103), which avoids the complicated process of bending the end of the brake beam 1 and also avoids the wheel wearing the base of the brake beam.

[0102] In the present invention, in specific implementation, each noise reduction splint 2 includes a base 201;

[0103] A plurality of base mounting holes 203 are provided on the base 201;

[0104] A cast iron rod 204 is disposed in each base mounting hole 203 .

[0105] It should be noted that the base mounting hole 203 is a cylindrical hole, a countersunk hole, used for press-fitting the cast iron block (ie, cast iron rod), and the shape of the cast iron rod 204 is cylindrical.

[0106] It should be noted that the base 201 of the noise reduction splint 2 is made of damping alloy material, a base mounting hole is set on the base 201, and a wear-resistant cast iron rod 204, such as a ductile iron rod, is pressed into the base mounting hole, combining soft and hard to ensure the noise reduction effect and service life of the noise reduction splint 2.

[0107] It should be noted that the base 201 made of the damping alloy material is used for vibration reduction and friction noise reduction, and the cast iron rod 204 is wear-resistant, which is conducive to ensuring the overall service life of the noise reduction splint 2.

[0108] In the present invention, in a specific implementation, the top of the brake caliper 9 is on the right side of the caliper arm 901, and a brake beam contact portion 903 is provided at intervals;

[0109] The left side of the brake beam contact portion 903 is the brake beam contact elevation;

[0110] The left side and the front and rear sides of the brake beam contact portion 903 are provided with a vibration-damping card plate 7;

[0111] The vibration-damping clip 7 is located between the right side surface of the brake beam 1 (specifically, the right side surface of the right brake caliper contact portion 1003 ) and the brake beam contact portion 903 .

[0112] In specific implementation, the shape of the vibration-damping card plate 7 is U-shaped. The vibration-damping card plate 7 wraps the left side and the front and rear sides of the brake beam contact portion 903.

[0113] In a specific implementation, an adjustment gasket 11 is further provided between the vibration-damping clamping plate 7 and the left side of the brake beam contact portion 903 .

[0114] It should be noted that the left side surface of the brake beam 1 (i.e. the left side surface of the left brake part 1001) is the side surface of the brake beam 1 away from the brake beam contact part 903. It is the surface used for frictional contact with the wheel of the wheel to achieve the deceleration braking effect, and is the braking contact surface.

[0115] It should be noted that, for the present invention, after the noise reduction clamp 2, the first end clamp 3 and the second end clamp 4 are worn, an adjustment gasket 11 can be added with a copper tube to ensure the opening size of the two brake beams to meet the requirements of the friction braking of the train wheels.

[0116] It should be noted that, in a specific implementation, a plurality of pairs of braking noise reduction mechanisms are provided corresponding to the rails (such as basic rails) used for the wheels of the running train, each pair of braking noise reduction mechanisms includes two braking noise reduction mechanisms of the present invention, and the two braking noise reduction mechanisms are symmetrically distributed on the left and right sides of the rails (i.e., on both sides of the wheels of the train running on the rails).

[0117] It should be noted that, in the present invention, the U-shaped vibration-damping card plate 7 is made of a damping alloy material, which can further reduce the excitation effect of the brake beam on the wheel and control the noise from the vibration source.

[0118] Furthermore, for the vibration-damping card plate 7, a longitudinally distributed limiting portion 701 is protrudingly welded on the lower left end of the vibration-damping card plate 7;

[0119] The bottom surface of the right brake caliper contact portion 1003 of the brake beam 1 abuts against (ie, is in close contact with) the top surface of the limiting portion 701 .

[0120] Furthermore, the limiting portion 701 is in a cylindrical or rectangular shape, that is, it can be a round rod or a square rod.

[0121] Furthermore, the diameter of the limiting portion 701 ranges from 2 mm to 5 mm.

[0122] It should be noted that a round rod or square rod with a diameter of 2mm to 5mm is welded to the lower left end of the vibration-damping card 7. When installed on the brake caliper 9, the raised limiting portion 701 (such as a round rod or a square rod) can hook the bottom of the brake beam 1 to prevent the U-shaped vibration-damping card 7 from jumping out upward.

[0123] It should be noted that, in the present invention, a vibration-damping pad is provided, and both the vibration-damping pad and the U-shaped vibration-damping clamping plate are made of damping alloy material to reduce vibration and noise.

[0124] Furthermore, the shape of the adjustment gasket 11 is a "convex" shape.

[0125] Furthermore, the transverse thickness of the gasket 11 is adjusted to be 1 mm to 5 mm.

[0126] Furthermore, the lower parts of the front and rear sides of the adjusting gasket 11 are protrudingly provided with step parts 1101;

[0127] The two step portions 1101 are symmetrically distributed front to back;

[0128] The tops of the two step portions 1101 respectively abut against (ie, are in tight contact with) the side edge portions 70 provided on the front and rear sides of the vibration-damping clamping plate 7 .

[0129] It should be noted that the two step portions 1101 are rectangular in shape;

[0130] It should be noted that after the adjusting gasket 11 is installed, the front and rear side portions 70 of the U-shaped vibration-damping clamping plate 7 are pressed against the protruding step surface of the adjusting gasket 11 to prevent the adjusting gasket 11 from jumping out upward.

[0131] Based on the braking noise reduction mechanism provided by the present invention, the present invention further provides a vehicle speed reducer, which includes the braking noise reduction mechanism as described above;

[0132] In the present invention, in a specific implementation, the vehicle reducer includes a plurality of pairs of braking noise reduction mechanisms;

[0133] Each pair of braking noise reduction mechanisms includes two braking noise reduction mechanisms (specifically through structures such as a brake beam 1 and a noise reduction clamping plate 2), which are used to decelerate and brake the train wheels between the two.

[0134] It should be noted that each pair of brake noise reduction mechanisms includes two brake noise reduction mechanisms symmetrically distributed on both sides of the rail (i.e., the left and right sides of the train wheels running on the rail). The noise reduction clamps 2 in the two brake noise reduction mechanisms are arranged opposite to each other and are located on the side close to the wheel.

[0135] Compared with the prior art, the braking noise reduction mechanism and vehicle reducer provided by the present invention have the following beneficial effects:

[0136] 1. The solution of the present invention is a noise reduction solution for a vehicle reducer, which can replace the original ordinary brake rail.

[0137] 2. In the present invention, the noise reduction clamping plate 2, the U-shaped vibration reduction card plate 7 and the vibration reduction pad 8 are all made of damping alloy materials, and have a vibration reduction function. The vibration energy generated by the friction between the noise reduction clamping plate 2 and the wheel can be converted into heat energy and decayed quickly, thereby reducing the braking noise from the vibration source.

[0138] 3. The brake beam 1 of the present invention is a beam of uniform cross-section and adopts an integrated structure, thereby overcoming the problem of insufficient fatigue strength caused by the existing welded structure.

[0139] 4. The noise reduction clamping plate 2 of the present invention adopts an elastic anti-loosening structure to solve the problem of the clamping plate bolts loosening under vibration conditions. An anti-loosening spring is installed in the threaded hole of the noise reduction clamping plate to effectively prevent the bolts on the noise reduction clamping plate from loosening.

[0140] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A braking noise reduction mechanism, characterized in that: It comprises a brake beam (1), a noise reduction clamping plate (2), a first end clamping plate (3), a second end clamping plate (4), a vibration reduction clamping plate (7) and a vibration reduction pad (8); Wherein, the left front and rear ends of the brake beam (1) are respectively provided with a first end clamping plate (3) and a second end clamping plate (4); A plurality of noise reduction clamping plates (2) are arranged on the left side of the brake beam (1) between the first end clamping plate (3) and the second end clamping plate (4); The brake beam (1) is connected to the top of the left end of a plurality of brake calipers (9) originally provided on the vehicle reducer located outside; A vibration-damping pad (8) is provided between the brake beam (1) and the top of the left end of each brake caliper (9); Wherein, a brake beam contact portion (903) is provided at the top of the brake caliper (9) on the right side of the caliper arm (901); A vibration-damping clamping plate (7) is provided between the right side of the brake beam (1) and the brake beam contact portion (903); A brake beam (1) comprising a left brake portion (1001), a middle section connecting portion (1002) and a right brake caliper contact portion (1003); The left brake portion (1001) and the right brake caliper contact portion (1003) are respectively located on the left and right sides of the middle section connecting portion (1002).

2. The brake noise reduction mechanism according to claim 1, characterized in that: The first end clamping plate (3) and the second end clamping plate (4) are respectively fixedly connected to the left brake part (1001) of the brake beam (1) through three first bolts (51); The first end clamping plate (3) and the second end clamping plate (4) are respectively provided with three end clamping plate threaded through holes; The portion of the left brake portion (1001) of the brake beam (1) protruding upward from the top surface of the middle section connecting portion (1002) is provided with a first brake beam threaded through hole at a position corresponding to each end clamping plate threaded through hole; After passing through the first brake beam threaded through hole, the first bolt (51) is threadedly fixedly connected with the end clamping plate threaded through hole on the left brake part (1001) of the brake beam (1) at a corresponding position.

3. The brake noise reduction mechanism according to claim 2, characterized in that: An annular washer (6) is sleeved on the outer side of the screw rod of the first bolt (51); The washer (6) is located between the nut of the first bolt (51) and the left brake part (1001) of the brake beam (1); Both sides of the washer (6) abut against the nut of the first bolt (51) and the side opposite to the left brake part (1001) of the brake beam (1).

4. The brake noise reduction mechanism according to claim 1, characterized in that: Three noise reduction clamping plate threaded holes (202) are respectively arranged on each noise reduction clamping plate (2); Each noise reduction clamping plate threaded hole (202) is provided with a spiral spring (205) at one end close to the brake beam (1); The noise reduction clamping plate (2) is fixedly connected to the left brake part (1001) of the brake beam (1) via three second bolts (52); The portion of the left brake portion (1001) of the brake beam (1) protruding upward from the top surface of the middle section connecting portion (1002) is provided with a second brake beam threaded through hole at a position corresponding to each noise reduction clamping plate threaded hole (202); After passing through the threaded through hole of the second brake beam, the second bolt (521) is threadedly fixedly connected with the threaded hole (202) of the noise reduction clamping plate on the left brake part (1001) of the brake beam (1) at a corresponding position.

5. The brake noise reduction mechanism according to claim 1, characterized in that: A caliper arm (901) is provided at the left end of each brake caliper (9); The caliper arm (901) at the left end of each brake caliper (9) is fixedly connected to the brake beam (1) via two third bolts (10); The bottom of the brake beam (1) is provided with a plurality of clamp arm accommodating grooves (101) which are open downward, arranged longitudinally and distributed at equal intervals; Each caliper arm receiving groove (101) is used to receive the top of a caliper arm (901) at the left end of a brake caliper (9); A vibration-damping pad (8) is provided between the top of the clamp arm (901) and the top surface of each clamp arm accommodating groove (101); A brake caliper through hole is vertically provided at the front and rear ends of the caliper arm (901) at the left end of each brake caliper (9); The brake beam (1) is provided with a second brake beam through hole at a position corresponding to each brake caliper through hole; The third bolt (10) passes through the second brake beam through hole on the brake beam (1) and the brake caliper through hole on the brake caliper (9) in sequence from top to bottom, and is then threadedly fixedly connected with a fastening nut (902).

6. The brake noise reduction mechanism according to claim 1, characterized in that: A short inclined surface (102) and a long inclined surface (103) are respectively provided at the front and rear ends of the left side of the left braking part (1001) of the braking beam (1); Two short inclined surfaces (102) are symmetrically distributed front and back; The two long inclined surfaces (103) are symmetrically distributed front and back; Two long inclined surfaces (103) are located between the two short inclined surfaces (102); The two long inclined surfaces (103) are used for mounting the first end clamping plate (3) and the second end clamping plate (4).

7. The brake noise reduction mechanism according to claim 1, characterized in that: Each noise reduction splint (2) comprises a base (201); A plurality of base mounting holes (203) are provided on the base (201); A cast iron rod (204) is arranged in each base mounting hole (203).

8. The brake noise reduction mechanism according to any one of claims 1 to 7, characterized in that: The top of the brake caliper (9) is on the right side of the caliper arm (901), and brake beam contact parts (903) are arranged at intervals; The left side of the brake beam contact portion (903) is a brake beam contact elevation; A vibration-damping clamping plate (7) is provided on the left side and the front and rear sides of the brake beam contact portion (903); The vibration-damping clamping plate (7) is located between the right side surface of the brake beam (1) and the brake beam contact portion (903).

9. The brake noise reduction mechanism according to claim 8, characterized in that: The shape of the vibration-damping clamping plate (7) is U-shaped; and / or, The left side wall of the noise reduction clamping plate (2) is not on the same vertical plane as the left side walls of the first end clamping plate (3) and the second end clamping plate (4); And / or, an adjustment gasket (11) is further provided between the vibration-damping card plate (7) and the left side of the brake beam contact portion (903); The lower parts of the front and rear sides of the adjusting gasket (11) are protrudingly provided with step parts (1101); The two step portions (1101) are symmetrically distributed front and back; The tops of the two step portions (1101) respectively abut against the side edge portions (70) provided on the front and rear sides of the vibration-damping clamping plate (7); and / or, For the vibration-damping card plate (7), a longitudinally distributed limiting portion (701) is protrudingly welded to the lower left end of the vibration-damping card plate (7); The bottom surface of the right brake caliper contact portion (1003) of the brake beam (1) abuts against the top surface of the limiting portion (701).

10. A vehicle reducer, characterized in that: The invention comprises a brake noise reduction mechanism as claimed in any one of claims 1 to 9.

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