Dual-connection heat dissipation type steel back for high-speed rail braking

Abstract

The invention discloses a dual-connection heat dissipation type steel backing for high-speed rail braking, and relates to the technical field of high-speed rail braking steel backing, the dual-connection heat dissipation type steel backing comprises a heat dissipation steel backing and a heat dissipation assembly, and the heat dissipation assembly is arranged at the top end of the outer wall of the heat dissipation steel backing; the heat dissipation assembly comprises seven heat dissipation blocks, and six heat dissipation channels are formed between every two adjacent heat dissipation blocks. By installing the heat dissipation assembly, efficient dredging of heat generated by friction in the braking process and high-temperature protection of a bolt connecting part are achieved, instant high temperature transmitted by a friction material is rapidly diffused through the heat dissipation block and the heat dissipation channel, meanwhile, the working temperature of a bolt is controlled to be 150 DEG C or below, and connection failure caused by high-temperature deformation is avoided.

Description

Technical Field

[0001] The invention relates to the technical field of high-speed rail brake steel backs, in particular to a double-connected heat-dissipating steel back for high-speed rail braking. Background Art

[0002] As a core component for the safe operation of trains, the reliability of the high-speed rail braking system directly affects driving safety and riding experience. The steel back, as the key carrier connecting the braking friction and mechanical structure, needs to simultaneously undertake multiple functions such as braking force transmission, friction heat dissipation, and noise and vibration control. The heat dissipation structure of the traditional steel back mostly adopts a single steel back design, which is difficult to cope with the instantaneous high heat during high-frequency and high-intensity braking; the connecting bolts between the friction material and the steel back are directly exposed to a high-temperature environment, and are prone to deformation or thread failure, leading to the risk of friction material falling off; the concentrated heat flow cannot spread quickly, often causing local overheating and deformation of the steel back, affecting the braking surface fitting accuracy, and thus reducing braking efficiency.

[0003] Patent CN109469695B discloses a high-strength high-speed rail brake pad. The above patent realizes the contact between the wing plate and the friction body, improves the thermal conductivity of the friction block, reduces the probability of forming local hot spots, and increases the service life of the brake pad.

[0004] The above patent reduces the probability of forming local hot spots and increases the service life of brake pads, but there is still room for improvement in the rapid diffusion of concentrated heat flow generated instantaneously during high-speed rail braking.

[0005] To this end, the present application proposes a double-connected heat dissipation steel back that can quickly diffuse the instantaneous heat generated by high-speed rail braking. Summary of the Invention

[0006] The purpose of the present invention is to provide a double-connected heat-dissipating steel back for high-speed rail braking, so as to solve the technical problem raised in the above-mentioned background technology that the concentrated heat flow of the traditional steel back cannot be diffused quickly, often causing local overheating and deformation of the steel back, affecting the braking surface fitting accuracy, and thus reducing the braking efficiency.

[0007] To achieve the above object, the present invention provides the following technical solution: a double-connected heat dissipation steel back for high-speed rail braking, comprising a heat dissipation steel back and a heat dissipation component, wherein the heat dissipation steel back outer wall top is provided with a heat dissipation component; The heat dissipation assembly includes: a first heat dissipation block, a second heat dissipation block, a third heat dissipation block, a fourth heat dissipation block, a fifth heat dissipation block, a sixth heat dissipation block and a seventh heat dissipation block; The fourth heat dissipation block is arranged in the middle of the outer wall of the heat dissipation steel back. The two sides of the fourth heat dissipation block are arc-shaped to guide the airflow to effectively dissipate heat. Three parallel streamlined heat dissipation blocks are arranged on the left side of the fourth heat dissipation block, namely the first heat dissipation block, the second heat dissipation block and the third heat dissipation block. Three parallel streamlined heat dissipation blocks are arranged on the right side of the fourth heat dissipation block, namely the fifth heat dissipation block, the sixth heat dissipation block and the seventh heat dissipation block. The parallel heat dissipation blocks increase the surface area through the streamlined curved surface, and at the same time guide the airflow to generate periodic disturbances, thereby enhancing convective heat exchange.

[0008] Preferably, a heat dissipation assembly is provided at the top of the outer wall of the heat dissipation steel back, and the top of the outer wall of the heat dissipation block is connected to the main steel back, a first heat channel is provided between the right side of the outer wall of the first heat block and the left side of the outer wall of the second heat block, a second heat channel is provided between the right side of the outer wall of the second heat block and the left side of the outer wall of the third heat block, a third heat channel is provided between the right side of the outer wall of the third heat block and the left side of the outer wall of the fourth heat block, a fourth heat channel is provided between the right side of the outer wall of the fourth heat block and the left side of the outer wall of the fifth heat block, a fifth heat channel is provided between the right side of the outer wall of the fifth heat block and the left side of the outer wall of the sixth heat block, and a sixth heat channel is provided between the right side of the outer wall of the sixth heat block and the left side of the outer wall of the seventh heat block. The six heat channels guide external cold air to flow through high-temperature components and use forced convection to accelerate heat exchange to avoid overheating of components.

[0009] Preferably, the left and right ends of the main steel back are provided with a first mortise and tenon hole and a second mortise and tenon hole, the top of the outer wall of the main steel back is provided with seventeen friction material holes, and screw holes are provided inside the friction material holes. The seventeen friction material holes are arranged in three rows, the first row has four friction material holes, which are arranged in a fan-shaped arc shape, the second row has six friction material holes, which are arranged in a fan-shaped arc shape above the first row, and the third row has seven friction material holes, which are arranged in a fan-shaped arc shape above the second row.

[0010] Preferably, mortise and tenon components are provided in the first mortise and tenon holes and the second mortise and tenon holes; The mortise and tenon assembly includes: an upper tenon cap, an upper column, a tenon hole, a tenon head, a lower column, a lower tenon cap, a mortise eye and a mortise hole; An upper column is provided inside the first mortise and tenon hole and the second mortise and tenon hole, the top end of the outer wall of the upper column is connected to the upper mortise cap, the bottom end of the outer wall of the upper column is connected to the tenon, and a mortise hole is provided on the side of the outer wall of the tenon, and the mortise hole passes through both sides of the tenon, the tenon and the mortise fit together, and the mortise is provided inside the lower column, and a mortise hole is provided inside the lower column, and the mortise hole passes through both sides of the lower column.

[0011] Preferably, the mortise and tenon assembly connects and fixes the main steel back, the heat dissipating steel back and the noise reduction steel back, the upper tenon cap is arranged on the outer wall of the main steel back, the tenon on the upper column passes through the mortise and tenon hole of the main steel back and the heat dissipating mortise and tenon hole of the heat dissipating steel back, the lower tenon cap is arranged at the bottom end of the outer wall of the noise reduction steel back, the top end of the outer wall of the lower tenon cap is connected to the lower column, the mortise inside the lower column passes through the noise reduction mortise and tenon hole of the noise reduction steel back and fits with the tenon, the second bolt passes through the mortise hole on the side of the outer wall of the lower column and the mortise hole on the tenon, and passes through the side mortise hole on the other side of the outer wall of the lower column, the nut is placed on the second bolt that passes through to fix the second bolt to prevent it from falling off.

[0012] Preferably, a shock-absorbing layer is provided inside the heat dissipation steel back, and the shock-absorbing layer is composed of metal rubber. The metal rubber is an elastomer formed by ultra-fine metal wires. The metal wires are randomly wound to form a three-dimensional grid with a porosity of up to 50%, giving the material high elasticity and compressibility. Adjacent metal wire contact points are sintered to form micron-level solid-phase connections, and the contact surface also has nano-level rough surfaces, which generate sliding friction during deformation. From the micron-level bending deformation of a single metal wire, to the millimeter-level bending collapse of the wire bundle, to the centimeter-level compression and rebound of the overall structure, a multi-level energy absorption mechanism is formed with a highly efficient shock-absorbing effect.

[0013] Preferably, a screw hole is provided inside the friction material hole, the friction material hole and the friction material match each other, the bottom ends of the seventeen outer walls of the friction material are placed on the top end of the outer wall of the friction material hole, an inner screw hole is provided inside the friction material, a first bolt is placed in the inner screw hole, the first bolt passes through the inner screw hole and the screw hole inside the friction material hole, and passes out from the bottom end of the outer wall of the heat dissipation steel back, a nut is placed on the passed-out first bolt to fix the first bolt and prevent it from falling off.

[0014] Preferably, a first noise reduction mortise and tenon hole and a second noise reduction mortise and tenon hole are provided at both ends of the noise reduction steel back, a noise reduction layer is provided inside the noise reduction steel back, a sound absorption hole is provided at the top of the outer wall of the noise reduction layer, and the inner wall of the sound absorption hole is a fiber sound-absorbing material basalt fiber. The fiber material constructs a pore grid inside, causing multiple reflections and refractions of sound waves, thereby reducing noise.

[0015] Preferably, the top end of the outer wall of the heat dissipation block in the heat dissipation assembly is connected to the bottom end of the outer wall of the main steel back, the bottom end of the outer wall of the heat dissipation block is connected to the top end of the outer wall of the heat dissipation steel back, and the inside of the heat dissipation block wraps the first bolt to protect the bolt from falling off due to high temperature deformation. The first heat dissipation block wraps one first bolt, the second heat dissipation block wraps two first bolts, the third heat dissipation block wraps three first bolts, the fourth heat dissipation block wraps five first bolts, the fifth heat dissipation block wraps three first bolts, the sixth heat dissipation block wraps two first bolts, and the seventh heat dissipation block wraps one first bolt.

[0016] Preferably, a first heat dissipation mortise and tenon hole and a second heat dissipation mortise and tenon hole are provided at both ends of the heat dissipation steel back, a first mortise and tenon body is placed on the inner wall of the first heat dissipation mortise and tenon hole, and a second mortise and tenon body is placed on the inner wall of the second heat dissipation mortise and tenon hole, so as to connect and fix the main steel back, the heat dissipation steel back and the noise reduction steel back.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention incorporates a heat dissipation assembly to efficiently channel frictional heat generated during braking and protect bolted connections from high temperatures. The instantaneous high temperature transmitted by the friction material is rapidly dissipated through the heat dissipation block and heat dissipation channels, keeping the bolt operating temperature below 150°C and preventing connection failure due to high-temperature deformation. 2. This invention achieves dual mechanical connection and load distribution of the steel back by installing mortise and tenon assemblies and bolts. The main steel back is rigidly connected to the heat dissipation steel back and the noise reduction steel back through the mortise and tenon assemblies and bolts. The dual fixing method significantly improves the impact resistance and structural stability. 3. The present invention achieves multi-level attenuation of braking vibration energy by installing a shock-absorbing layer and metal rubber, preventing bolt loosening caused by vibration and cracking of the heat dissipation structure due to fatigue vibration, thereby improving the durability of the steel back under high-speed and high-frequency braking conditions of high-speed railways. 4. The present invention achieves efficient absorption and dissipation of braking noise by installing a noise-reducing steel back, a noise-reducing layer, and sound-absorbing holes. The fiber material multiple-reflects and viscoelastically dissipates high-frequency friction noise, eliminating brake squeal and significantly improving the noise environment around the track, which is in line with the technological development trend of green high-speed rail. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention; Figure 2 It is a schematic diagram of the top view of the structure of the present invention; Figure 3 This is a schematic diagram of the upper mortise and tenon structure of the present invention; Figure 4 This is a schematic diagram of the lower mortise and tenon structure of the present invention; Figure 5 This is a schematic diagram of the mortise and tenon structure of the present invention; Figure 6 This is a schematic diagram of the main steel back structure of the present invention; Figure 7 This is a schematic diagram of the heat dissipation steel back structure of the present invention; Figure 8 This is a schematic diagram of the noise reduction steel back structure of the present invention.

[0019] In the figure: 1. Main steel back; 2. Friction material hole; 3. Screw hole; 4. First mortise and tenon hole; 5. Second mortise and tenon hole; 6. Friction material; 7. Internal screw hole; 8. First bolt; 9. First mortise and tenon body; 10. Second mortise and tenon body; 11. Heat dissipation steel back; 12. First heat dissipation mortise and tenon hole; 13. Second heat dissipation mortise and tenon hole; 14. First heat dissipation block; 15. Second heat dissipation block; 16. Third heat dissipation block; 17. Fourth heat dissipation block; 18. Fifth heat dissipation block; 19. Sixth heat dissipation block; 20. Seventh heat dissipation block; 21. 1. Heat dissipation channel; 22. Second heat dissipation channel; 23. Third heat dissipation channel; 24. Fourth heat dissipation channel; 25. Fifth heat dissipation channel; 26. Sixth heat dissipation channel; 27. Noise reduction steel back; 28. First noise reduction mortise and tenon hole; 29. Second noise reduction mortise and tenon hole; 30. Upper tenon cap; 31. Upper column; 32. Second bolt; 33. Nut; 34. Lower tenon cap; 35. Lower column; 36. Shock absorption layer; 37. Noise reduction layer; 38. Mortise hole; 39. Tenon; 40. Mortise; 41. Mortise hole; 42. Sound absorption hole. DETAILED DESCRIPTION

[0020] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts are within the scope of protection of the present invention.

[0021] In the description of the present invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," "the other end," and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0022] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "provided with," "connected," etc., should be understood in a broad sense. For example, "connected" may refer to a fixed connection, a detachable connection, or an integral connection; it may refer to a mechanical connection or an electrical connection; it may refer to a direct connection or an indirect connection through an intermediate medium; it may refer to internal communication between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0023] See also Figure 1 、 Figure 2、 Figure 6 and Figure 7 The present invention provides an embodiment of a double-connected heat dissipation steel back for high-speed rail braking, comprising a heat dissipation steel back 11 and a heat dissipation component, wherein the heat dissipation steel back 11 is provided with a heat dissipation component at the top of the outer wall; The heat dissipation assembly includes: a first heat dissipation block 14, a second heat dissipation block 15, a third heat dissipation block 16, a fourth heat dissipation block 17, a fifth heat dissipation block 18, a sixth heat dissipation block 19 and a seventh heat dissipation block 20; The fourth heat sink 17 is arranged in the middle of the top of the outer wall of the heat sink steel back 11. The two sides of the fourth heat sink 17 are arc-shaped to guide the airflow for effective heat dissipation. Three parallel streamlined heat sinks are arranged on the left side of the fourth heat sink 17, namely the first heat sink 14, the second heat sink 15 and the third heat sink 16. Three parallel streamlined heat sinks are arranged on the right side of the fourth heat sink 17, namely the fifth heat sink 18, the sixth heat sink 19 and the seventh heat sink 20. The parallel heat sinks increase the surface area through the streamlined curved surface, and at the same time guide the airflow to generate periodic disturbances, thereby enhancing convective heat exchange. A heat dissipation component is provided at the top of the outer wall of the heat dissipation steel back 11, and the top of the outer wall of the heat dissipation block is connected to the main steel back 1. A first heat dissipation channel 21 is provided between the right side of the outer wall of the first heat dissipation block 14 and the left side of the outer wall of the second heat dissipation block 15, a second heat dissipation channel 22 is provided between the right side of the outer wall of the second heat dissipation block 15 and the left side of the outer wall of the third heat dissipation block 16, a third heat dissipation channel 23 is provided between the right side of the outer wall of the third heat dissipation block 16 and the left side of the outer wall of the fourth heat dissipation block 17, a fourth heat dissipation channel 24 is provided between the right side of the outer wall of the fourth heat dissipation block 17 and the left side of the outer wall of the fifth heat dissipation block 18, a fifth heat dissipation channel 25 is provided between the right side of the outer wall of the fifth heat dissipation block 18 and the left side of the outer wall of the sixth heat dissipation block 19, and a sixth heat dissipation channel 26 is provided between the right side of the outer wall of the sixth heat dissipation block 19 and the left side of the outer wall of the seventh heat dissipation block 20. The six heat dissipation channels guide external cold air to flow through high-temperature components and use forced convection to accelerate heat exchange to prevent overheating of components; Furthermore, the top of the outer wall of the heat dissipation steel back 11 provides an installation position for a heat dissipation component. The heat dissipation component consists of a first heat dissipation block 14 to a seventh heat dissipation block 20. The seven heat dissipation blocks are arranged in an orderly manner at the top of the outer wall of the heat dissipation steel back 11. The fourth heat dissipation block 17 is located in the middle of the top of the outer wall of the heat dissipation steel back 11. The four heat dissipation blocks 17 are arc-shaped on both sides. When the high-speed train starts braking, the friction material 6 contacts the brake disc, and the main steel back 1 generates a large amount of heat, which is dissipated through the heat dissipation blocks and the heat dissipation channels at the bottom of the outer wall. At this time, when the high-speed airflow flows through both sides of the fourth heat dissipation block 17, the arc-shaped structure can effectively guide the airflow, reduce air resistance, and make the airflow flow more smoothly through the surface of the fourth heat dissipation block 17. The arc-shaped surface of the fourth heat dissipation block 17 reduces the possibility of airflow separation, avoids the formation of vortexes, and allows the airflow to more efficiently take away the heat from the surface of the heat dissipation block. On the left side of the fourth heat sink 17, the first heat sink 14, the second heat sink 15 and the third heat sink 16 are arranged in parallel, and on the right side are the fifth heat sink 18, the sixth heat sink 19 and the seventh heat sink 20 arranged in parallel. The six heat sinks all adopt a streamlined design. The streamlined curve increases the surface area of the heat sink. The increase in surface area allows more heat to be transferred to the surrounding air through convection. According to Fourier's law, the increase in heat dissipation area is proportional to the amount of heat dissipated, so the larger the heat dissipation surface area, the more heat is dissipated. The design of the streamlined curve fundamentally improves the heat dissipation capacity. At the same time, when the high-speed rail brakes, the streamlined curve of the heat sink guides the airflow to produce periodic disturbances. When the airflow flows through these surfaces, its speed and direction will change regularly to form turbulence. Turbulence can enhance the mixing and momentum exchange between air molecules and the surface of the heat sink. At this time, the heat transfer coefficient between the air and the surface of the heat sink is higher than that in the laminar state, which strengthens the convective heat transfer process. The periodic disturbance also allows the air around the heat sink to be continuously updated, avoiding the problem of decreased heat dissipation efficiency due to air stagnation. In the heat dissipation assembly at the top of the outer wall of the heat dissipation steel back 11, six heat dissipation channels are formed between adjacent heat dissipation blocks. The six heat dissipation channels are the first heat dissipation channel 21 to the sixth heat dissipation channel 26. These six heat dissipation channels are important paths for guiding external cold air to flow through high-temperature components. The first heat dissipation channel 21 is arranged between the right side of the outer wall of the first heat dissipation block 14 and the left side of the outer wall of the second heat dissipation block 15. When the high-speed train brakes, the heat generated by the friction during braking is transferred to the heat dissipation steel back 11, causing the temperature of the heat dissipation steel back 11 to rise rapidly. At the same time, the relatively low-temperature air from the outside enters the six heat dissipation channels under the action of the high-speed airflow formed during the operation of the high-speed train. The heat dissipation channels provide a clear flow path for the incoming cold air, guiding the cold air to flow directly through the high-temperature heat dissipation steel back 11, thereby reducing the temperature of the heat dissipation steel back 11. During the heat exchange process, the six heat dissipation channels are evenly distributed between the heat dissipation blocks, forming a symmetrical airflow channel network, so that the cold air can evenly cover the entire surface of the heat dissipation steel back 11, avoiding the occurrence of local overheating; The heat sink and the heat dissipation channel can work synergistically. The streamlined design of the heat sink increases the heat dissipation area and also acts as a pre-guiding force for the airflow entering the heat dissipation channel, allowing the air to enter the channel more smoothly and form a stable flow. The heat dissipation channel provides a continuous cold source for heat exchange on the surface of the heat sink, and continuously removes the heat absorbed by the heat sink through forced convection, thus forming an efficient heat dissipation cycle.

[0024] See also Figure 1 、 Figure 3 、 Figure 4 and Figure 5The present invention provides an embodiment of a double-connected heat-dissipating steel back for high-speed rail braking, wherein the first mortise and tenon hole 4 and the second mortise and tenon hole 5 are provided with a mortise and tenon assembly, and the mortise and tenon assembly includes: an upper tenon cap 30, an upper column 31, a tenon hole 38, a tenon 39, a lower column 35, a lower tenon cap 34, a mortise 40 and a mortise hole 41; An upper column 31 is provided inside the first mortise and tenon hole 4 and the second mortise and tenon hole 5. The upper tenon cap 30 is connected to the top of the outer wall of the upper column 31. The bottom of the outer wall of the upper column 31 is connected to the tenon 39. The outer wall side of the tenon 39 is provided with a tenon hole 38. The tenon hole 38 passes through both sides of the tenon 39. The tenon 39 and the mortise 40 match each other. The mortise 40 is provided inside the lower column 35. The lower column 35 is provided with a mortise hole 41. The mortise hole 41 passes through both sides of the lower column 35. The mortise and tenon assembly connects and fixes the main steel back 1, the heat dissipation steel back 11 and the noise reduction steel back 27. The upper mortise and tenon cap 30 is arranged on the outer wall of the main steel back 1. The tenon 39 on the upper column 31 passes through the mortise and tenon hole of the main steel back 1 and the heat dissipation mortise and tenon hole of the heat dissipation steel back 11. The lower mortise and tenon cap 34 is arranged at the bottom end of the outer wall of the noise reduction steel back 27. The top end of the outer wall of the lower mortise and tenon cap 34 is connected to the lower column 35. The mortise 40 inside the lower column 35 passes through the noise reduction mortise and tenon hole of the noise reduction steel back 27 and fits with the tenon 39. The second bolt 32 passes through the mortise hole 41 on the side of the outer wall of the lower column 35 and the mortise hole 38 on the tenon 39, and passes through the side mortise hole 41 on the other side of the outer wall of the lower column 35. The nut 33 is placed on the second bolt 32 that passes through to fix the second bolt 32 to prevent it from falling off. Furthermore, the first mortise and tenon holes 4 and the second mortise and tenon holes 5 provide installation positions for the first mortise and tenon bodies 9 and the second mortise and tenon bodies 10. The upper tenon cap 30 serves as the top anchoring point. By fitting with the surface of the main steel back 1, the external load is evenly transferred to the upper column 31. The cylindrical diameter of the upper column 31 matches the mortise and tenon hole of the main steel back 1, so that the upper column 31 is embedded therein. The diameter of the upper tenon cap 30 is slightly larger than the mortise and tenon hole of the main steel back 1, forming a brim-type limiting structure to prevent axial separation. A tenon 39 is installed at the bottom of the outer wall of the upper column 31. The tenon 39 extending from the bottom end of the upper column 31 has a square cross-section. The tenons 39 of the two tenon bodies pass through the first heat dissipation mortise and tenon hole 12 and the second heat dissipation mortise and tenon hole 13 of the heat dissipation steel back 11 respectively. The tenons 38 passing through both sides of the tenon 39 provide a mechanical interface for horizontal connection. The combined design of the tenon 39 and the tenon hole 38 further enhances the stability of the transverse connection. The tenon holes 38 on both sides of the tenon 39 and the mortise holes 41 at the bottom of the mortise hole 40 in the lower column 35 form a through channel, providing precise positioning for the installation of the second bolt 32. At the same time, the nut 33 is placed on the second bolt 32 that passes through to fix the second bolt 32 to prevent it from falling off. The combined transverse connection design of the mortise hole 41 and the tenon hole 38 not only shares some of the shear force, but also forms friction resistance on the tenon-tenon contact surface through the pre-tightening force of the second bolt 32, effectively preventing relative displacement of the tenon-tenon assembly under vibration. The lower column 35 of the lower half is mirror-symmetrical to the upper column 31. The lower tenon cap 34 is fixed to the bottom end of the outer wall of the noise-reducing steel back 27. The mortise 40 provided inside the lower column 35 is a square groove that matches the square profile of the tenon 39. The mortise holes 41 on both sides of the mortise 40 are coaxially aligned with the tenon hole 38. When the second bolt 32 passes through the two, a three-dimensional locking structure is formed from the tenon 39 to the mortise 40 to the second bolt 32. This design enables the three steel backs to form a rigid connection in the vertical direction. The mortise and tenon assembly can be quickly disassembled and assembled by the second bolt 32 and the nut 33. When the noise-reducing steel back 27 needs to be replaced, only the second bolt 32 needs to be removed to separate the main steel back 1 and the noise-reducing steel back 27. The maintenance time is greatly shortened compared to the traditional structure. The connection structure of the mortise and tenon components achieves a stable connection between the main steel back 1, the heat dissipation steel back 11 and the noise reduction steel back 27. The connection of the mortise and tenon components is an engineering innovation of the wisdom of traditional Chinese wooden structures. It transforms the core concept of the traditional mortise and tenon, which is the harmony of yin and yang and the combination of rigidity and flexibility, into geometric constraints in modern mechanical design. It retains the high reliability of the traditional connection method and adapts it to the extreme working conditions of the high-speed rail braking system through material upgrades.

[0025] See also Figure 1 、 Figure 2 and Figure 6 The present invention provides an embodiment of a double-connected heat-dissipating steel back for high-speed rail braking, wherein the left and right ends of the main steel back 1 are provided with first mortise and tenon holes 4 and second mortise and tenon holes 5, the top of the outer wall of the main steel back 1 is provided with seventeen friction material holes 2, and screw holes 3 are provided inside the friction material holes 2. The seventeen friction material holes 2 are arranged in three rows, the first row has four friction material holes 2, which are arranged in a fan-shaped circular arc, the second row has six friction material holes 2, which are arranged in a fan-shaped circular arc above the first row, and the third row has seven friction material holes 2, which are arranged in a fan-shaped circular arc above the second row; The friction material hole 2 is provided with a screw hole 3, and the friction material hole 2 and the friction material 6 are matched with each other. The bottom ends of the outer walls of the seventeen friction materials 6 are placed on the top ends of the outer walls of the friction material hole 2. The friction material 6 is provided with an inner screw hole 7, and a first bolt 8 is placed in the inner screw hole 7. The first bolt 8 passes through the inner screw hole 7 and the screw hole 3 inside the friction material hole 2 and passes out from the bottom end of the outer wall of the heat dissipation steel back 11. The nut 33 is placed on the first bolt 8 to fix the first bolt 8 and prevent it from falling off. The top of the outer wall of the heat dissipation block in the heat dissipation assembly is connected to the bottom end of the outer wall of the main steel back 1, and the bottom end of the outer wall of the heat dissipation block is connected to the top of the outer wall of the heat dissipation steel back 11. The inside of the heat dissipation block wraps the first bolt 8 to protect the bolt from falling off due to high temperature deformation. The first heat dissipation block 14 wraps one first bolt 8, the second heat dissipation block 15 wraps two first bolts 8, the third heat dissipation block 16 wraps three first bolts 8, the fourth heat dissipation block 17 wraps five first bolts 8, the fifth heat dissipation block 18 wraps three first bolts 8, the sixth heat dissipation block 19 wraps two first bolts 8, and the seventh heat dissipation block 20 wraps one first bolt 8; Furthermore, the seventeen friction material holes 2 at the top of the main steel back 1 are arranged in three rows of fan-shaped arcs. The four holes in the first row are distributed in a 120-degree fan-shaped pattern, covering the stress concentration area at the edge of the brake contact area; the six holes in the second row extend upward in a 120-degree arc, corresponding to the high friction heat generation area in the middle of the brake pad; and the seven holes in the third row are arranged along a 120-degree arc, covering the dynamic load transition zone of the brake pad. This asymmetric fan-shaped layout greatly improves the contact stress uniformity of the friction material 6 and reduces local stress concentration. Align the seventeen pieces of friction material 6 with the corresponding friction material holes 2, so that the bottom end of the outer wall of the friction material 6 is completely aligned with the top end of the outer wall of the friction material hole 2 of the main steel back 1, forming a preliminary positioning. Then, the inner screw hole 7 inside the friction material 6 is coaxially aligned with the screw hole 3 inside the friction material hole 2. The first bolt 8 is inserted from the inner screw hole 7 of the friction material 6 from top to bottom, and then passes through the screw hole 3 of the friction material hole 2 in sequence, and finally passes through the bottom end of the outer wall of the heat dissipation steel back 11 below the main steel back 1. The exit end is tightened with a nut 33. The torque control ensures that the friction material 6 is tightly connected to the main steel back 1 to prevent loosening due to vibration during braking; When the high-speed rail brakes, the seven heat dissipation blocks of the heat dissipation assembly wrap and protect the first bolt 8 to prevent the first bolt 8 from deforming due to high temperature. The first heat dissipation block 14 wraps one first bolt 8 and is located in the low-load area at the edge. The second heat dissipation block 15 and the sixth heat dissipation block 19 each wrap two first bolts 8 and are distributed on both sides of the middle. The third heat dissipation block 16 and the fifth heat dissipation block 18 each wrap three first bolts 8 and are close to the central area with higher heat load. The fourth heat dissipation block 17 wraps five first bolts 8, which is the central main force area and requires concentrated heat dissipation. The seventh heat dissipation block 20 wraps one first bolt 8 and is located at the edge of the other side. The heat dissipation block wraps the corresponding first bolt 8 to form a physical protective shell for the bolt to avoid the high temperature generated during braking directly acting on the first bolt 8 and prevent the first bolt 8 from deformation and breakage.

[0026] See also Figure 1 、 Figure 2 and Figure 7The present invention provides an embodiment of a double-connected heat-dissipating steel back for high-speed rail braking. The heat-dissipating steel back 11 is internally provided with a shock-absorbing layer 36. The shock-absorbing layer 36 is composed of metal rubber. The metal rubber is an elastomer formed by ultrafine metal wires. The metal wires are randomly wound to form a three-dimensional grid with a porosity of up to 50%, giving the material high elasticity and compressibility. Adjacent metal wire contact points are sintered to form micron-level solid-phase connections. The contact surfaces also have nano-level roughness, which generates sliding friction during deformation. From micron-level bending deformation of a single metal wire, to millimeter-level bending collapse of the wire bundle, to centimeter-level compression and rebound of the entire structure, a multi-level energy absorption mechanism is formed, which has a highly efficient shock-absorbing effect. Furthermore, the heat dissipation steel back 11 provides an installation location for the shock-absorbing layer 36. The shock-absorbing layer 36 inside the heat dissipation steel back 11 is made of metal rubber material. The physical structure of the metal rubber and its multi-stage deformation mechanism jointly achieve a highly efficient shock absorption effect. The ultra-fine metal wires within the metal rubber material can be randomly wound to form a three-dimensional grid structure. The high porosity of 50% gives the material significant elasticity and compressibility. When the high-speed train begins to brake, external vibrations are transmitted to the heat dissipation steel back 11. The metal rubber layer first produces macroscopic deformation through the overall compression of the grid structure, converting the vibration energy into the elastic potential energy of the material. At the microscopic level, the micron-scale solid-phase connection and nano-scale surface roughness formed by sintering at the contact points of the metal wires produce two key energy-consuming effects during deformation. The first is sliding friction between the metal wires. When local stress causes relative displacement of the wire bundle, the frictional resistance of the rough contact surface converts part of the mechanical energy into heat energy. The second is the bending deformation of a single metal wire. Metal wires with a diameter of only microns undergo elastic bending under stress, absorbing energy through the material's own plastic deformation. The micron-scale bending of a single metal wire dissipates high-frequency, small-amplitude vibration energy through microscopic slippage of the material's crystal lattice. As the vibration amplitude increases, the wire bundle unit undergoes millimeter-scale bending and collapse, and the local instability of the three-dimensional grid structure further absorbs mid-frequency energy. When the overall structure reaches centimeter-scale compression and rebound, the compressibility brought by the porosity enables the entire shock-absorbing layer 36 to form a macro-buffer, effectively responding to low-frequency, large-amplitude vibrations. The shock-absorbing layer 36 converts the vibration energy generated during the braking process into heat energy and material deformation energy step by step through the shock-absorbing mechanism of micro-friction energy consumption and macro-elastic buffering, effectively reducing the transmission of vibration to the main steel back 1 and other components of the braking system, and providing long-lasting and reliable vibration protection for the high-speed rail braking system.

[0027] See also Figure 1 Figure 2 and Figure 8The present invention provides an embodiment of a double-connected heat-dissipating steel back for high-speed rail braking. The noise-reducing steel back 27 has first and second noise-reducing mortise and tenon holes 28 and 29 at both ends. A noise-reducing layer 37 is provided inside the noise-reducing steel back 27. Sound-absorbing holes 42 are provided at the top of the outer wall of the noise-reducing layer 37. The inner wall of the sound-absorbing hole 42 is made of basalt fiber, a fiber sound-absorbing material. The fiber material forms a pore grid inside, causing multiple reflections and refractions of sound waves, thereby reducing noise. Furthermore, when the high-speed train brakes, the noise generated by the braking is transmitted to the noise-reducing steel back 27. The noise enters the interior through the sound-absorbing holes 42. The aperture resonates with the main noise frequency, guiding the sound waves deep into the pore grid. Due to the irregular arrangement of the fiber pores, the sound waves are scattered in the first direction at the hole opening, and part of the energy is converted into mechanical energy of slight vibration of the fiber. The sound waves entering the pores are repeatedly reflected and refracted in the tortuous channels formed by the fibers. Each time they come into contact with the fiber surface, the vibration of the air particles in the sound waves forces the fibers to produce micro-deformations. Through the viscoelastic internal friction of the fiber material, especially the friction between the silicate molecular chains of the basalt fiber, the sound energy is converted into heat energy and dissipated. At the same time, the air column in the pore rubs against the fiber surface during the vibration process, further consuming energy, forming a multi-stage conversion from sound energy to mechanical energy and then to heat energy.

[0028] Working principle: First, when the high-speed train needs to slow down, the braking system uses a clamp to press the friction material 6 on the top of the outer wall of the main steel back 1 to the brake disc. The friction material 6 contacts the wheel and generates friction, converting the train's kinetic energy into heat energy; The heat transferred to the heat dissipation steel back 11 is then rapidly dissipated through the unique structure and characteristics of the heat dissipation components and heat dissipation channels, thereby reducing the temperature of the heat dissipation steel back 11. At the same time, the double connection formed by the mortise and tenon structure connection and the first bolt 8 connection ensures the overall stability of the steel back; Finally, the shock-absorbing layer 36 and the noise-reducing layer 37 reduce the vibration and noise during high-speed rail braking through the characteristics of their materials and structures, providing a quieter and more stable technical guarantee for high-speed rail operation.

[0029] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. A double-connected heat-dissipating steel back for high-speed rail braking, comprising a heat-dissipating steel back (11) and a heat-dissipating assembly, characterized in that: A heat dissipation component is provided at the top end of the outer wall of the heat dissipation steel back (11); The heat dissipation assembly comprises: a first heat dissipation block (14), a second heat dissipation block (15), a third heat dissipation block (16), a fourth heat dissipation block (17), a fifth heat dissipation block (18), a sixth heat dissipation block (19) and a seventh heat dissipation block (20); The fourth heat dissipation block (17) is arranged in the middle of the outer wall of the heat dissipation steel back (11). Both sides of the fourth heat dissipation block (17) are arc-shaped, guiding the airflow to effectively dissipate heat. Three parallel streamlined heat dissipation blocks are arranged on the left side of the fourth heat dissipation block (17), namely the first heat dissipation block (14), the second heat dissipation block (15) and the third heat dissipation block (16). Three parallel streamlined heat dissipation blocks are arranged on the right side of the fourth heat dissipation block (17), namely the fifth heat dissipation block (18), the sixth heat dissipation block (19) and the seventh heat dissipation block (20). The parallel heat dissipation blocks increase the surface area through the streamlined curved surface, and at the same time guide the airflow to generate periodic disturbances, thereby enhancing convective heat exchange.

2. The double-connected heat dissipation steel back for high-speed rail braking according to claim 1 is characterized in that: A heat dissipation assembly is provided at the top of the outer wall of the heat dissipation steel back (11), and the top of the outer wall of the heat dissipation block is connected to the main steel back (1). A first heat dissipation channel (21) is provided between the right side of the outer wall of the first heat dissipation block (14) and the left side of the outer wall of the second heat dissipation block (15), a second heat dissipation channel (22) is provided between the right side of the outer wall of the second heat dissipation block (15) and the left side of the outer wall of the third heat dissipation block (16), a third heat dissipation channel (23) is provided between the right side of the outer wall of the third heat dissipation block (16) and the left side of the outer wall of the fourth heat dissipation block (17), a fourth heat dissipation channel (24) is provided between the right side of the outer wall of the fourth heat dissipation block (17) and the left side of the outer wall of the fifth heat dissipation block (18), a fifth heat dissipation channel (25) is provided between the right side of the outer wall of the fifth heat dissipation block (18) and the left side of the outer wall of the sixth heat dissipation block (19), and a sixth heat dissipation channel (26) is provided between the right side of the outer wall of the sixth heat dissipation block (19) and the left side of the outer wall of the seventh heat dissipation block (20). The six heat dissipation channels guide the external cold air to flow through the high-temperature components and accelerate heat exchange by forced convection to avoid overheating of the components.

3. The double-connected heat dissipation steel back for high-speed rail braking according to claim 2, characterized in that: The left and right ends of the main steel back (1) are provided with a first mortise and tenon hole (4) and a second mortise and tenon hole (5), the top of the outer wall of the main steel back (1) is provided with seventeen friction material holes (2), screw holes (3) are provided inside the friction material holes (2), and the seventeen friction material holes (2) are arranged in three rows, the first row has four friction material holes (2) arranged in a fan-shaped circular arc, the second row has six friction material holes (2) arranged in a fan-shaped circular arc above the first row, and the third row has seven friction material holes (2) arranged in a fan-shaped circular arc above the second row.

4. The double-connected heat dissipation steel back for high-speed rail braking according to claim 3, characterized in that: Mortise and tenon components are provided in the first mortise and tenon hole (4) and the second mortise and tenon hole (5); The mortise and tenon assembly comprises an upper tenon cap (30), an upper column (31), a tenon hole (38), a tenon head (39), a lower column (35), a lower tenon cap (34), a mortise eye (40) and a mortise hole (41); An upper column (31) is provided inside the first mortise and tenon hole (4) and the second mortise and tenon hole (5), an upper tenon cap (30) is connected to the top of the outer wall of the upper column (31), a tenon (39) is connected to the bottom of the outer wall of the upper column (31), a tenon hole (38) is provided on the side of the outer wall of the tenon (39), the tenon hole (38) passes through both sides of the tenon (39), the tenon (39) and the mortise (40) fit together, the mortise (40) is provided inside the lower column (35), a mortise hole (41) is provided inside the lower column (35), and the mortise hole (41) passes through both sides of the lower column (35).

5. The double-connected heat dissipation steel back for high-speed rail braking according to claim 4, characterized in that: The mortise and tenon assembly connects and fixes the main steel back (1), the heat dissipation steel back (11) and the noise reduction steel back (27); the upper mortise cap (30) is arranged on the outer wall of the main steel back (1); the tenon (39) on the upper column (31) passes through the mortise and tenon hole of the main steel back (1) and the heat dissipation mortise and tenon hole of the heat dissipation steel back (11); the lower mortise cap (34) is arranged at the bottom end of the outer wall of the noise reduction steel back (27); the top end of the outer wall of the lower mortise cap (34) is connected to the lower column (35); the lower The mortise (40) inside the column (35) passes through the noise reduction mortise and tenon hole of the noise reduction steel back (27) and fits with the tenon (39). The second bolt (32) passes through the mortise hole (41) on the side of the outer wall of the lower column (35) and the tenon hole (38) on the tenon (39), and passes out from the side mortise hole (41) on the other side of the outer wall of the lower column (35). The nut (33) is placed on the second bolt (32) that passes through to fix the second bolt (32) to prevent it from falling off.

6. The double-connected heat dissipation steel back for high-speed rail braking according to claim 2, characterized in that: A shock-absorbing layer (36) is provided inside the heat dissipation steel back (11). The shock-absorbing layer (36) is composed of metal rubber. The metal rubber is an elastomer formed by ultra-fine metal wires. The metal wires are randomly wound to form a three-dimensional grid with a porosity of up to 50%, giving the material high elasticity and compressibility. Adjacent metal wire contact points are sintered to form micron-level solid-phase connections. The contact surface also has a nano-level rough surface, which generates sliding friction during deformation. From the micron-level bending deformation of a single metal wire, to the millimeter-level bending collapse of the wire bundle, to the centimeter-level compression and rebound of the overall structure, a multi-level energy absorption mechanism is formed, which has a highly efficient shock-absorbing effect.

7. The double-connected heat dissipation steel back for high-speed rail braking according to claim 3, characterized in that: The friction material hole (2) is provided with a screw hole (3) inside. The friction material hole (2) and the friction material (6) are matched with each other. The bottom ends of the outer walls of the seventeen friction materials (6) are placed on the top ends of the outer walls of the friction material hole (2). An inner screw hole (7) is provided inside the friction material (6). A first bolt (8) is placed in the inner screw hole (7). The first bolt (8) passes through the inner screw hole (7) and the screw hole (3) inside the friction material hole (2) and comes out from the bottom end of the outer wall of the heat dissipation steel back (11). A nut (33) is placed on the first bolt (8) that has passed through to fix the first bolt (8) and prevent it from falling off.

8. The double-connected heat dissipation steel back for high-speed rail braking according to claim 5, characterized in that: The two ends of the noise reduction steel back (27) are provided with a first noise reduction mortise and tenon hole (28) and a second noise reduction mortise and tenon hole (29). A noise reduction layer (37) is provided inside the noise reduction steel back (27). The top of the outer wall of the noise reduction layer (37) is provided with a sound absorption hole (42). The inner wall of the sound absorption hole (42) is made of a fiber sound absorption material basalt fiber. The fiber material constructs a pore grid inside, causing multiple reflections and refractions of sound waves, thereby reducing noise.

9. The double-connected heat dissipation steel back for high-speed rail braking according to claim 1, characterized in that: The top end of the outer wall of the heat dissipation block in the heat dissipation assembly is connected to the bottom end of the outer wall of the main steel back (1), and the bottom end of the outer wall of the heat dissipation block is connected to the top end of the outer wall of the heat dissipation steel back (11). The inside of the heat dissipation block wraps the first bolt (8) to protect the bolt from falling off due to high temperature deformation. The first heat dissipation block (14) wraps one first bolt (8), the second heat dissipation block (15) wraps two first bolts (8), the third heat dissipation block (16) wraps three first bolts (8), the fourth heat dissipation block (17) wraps five first bolts (8), the fifth heat dissipation block (18) wraps three first bolts (8), the sixth heat dissipation block (19) wraps two first bolts (8), and the seventh heat dissipation block (20) wraps one first bolt (8).

10. The double-connected heat dissipation steel back for high-speed rail braking according to claim 1, characterized in that: The heat dissipation steel back (11) is provided with a first heat dissipation mortise and tenon hole (12) and a second heat dissipation mortise and tenon hole (13) at both ends. A first mortise and tenon body (9) is placed on the inner wall of the first heat dissipation mortise and tenon hole (12), and a second mortise and tenon body (10) is placed on the inner wall of the second heat dissipation mortise and tenon hole (13), thereby connecting and fixing the main steel back (1), the heat dissipation steel back (11) and the noise reduction steel back (27).

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