Steel rail braking device based on metal rubber composite structure and working method of steel rail braking device

Abstract

The invention relates to a steel rail braking device based on a metal rubber composite structure and a working method thereof.The steel rail braking device comprises a limiting ring coaxially connected to a wheel axle, the wheel axle is sleeved with and rotationally connected with a lantern ring, the lantern ring is coaxially and rotationally connected with an inner meshing gear, and the limiting ring is fixedly provided with an outer gear used for being meshed with the inner meshing gear; an L-shaped rod extending outwards in the radial direction is fixedly arranged on the outer side of the inner meshing gear, a hook groove is formed in the end of the L-shaped rod, a storage bin filled with a friction increasing material is arranged outside the limiting ring, the end of the friction increasing material is connected with a positioning hook, and the positioning hook extends out of the storage bin so that the hook groove and the positioning hook can be hooked and linked through axial movement of the inner meshing gear. And a driving piece for driving the lantern ring to slide on the wheel axle is arranged outside the lantern ring, so that the problem that accidents are caused as a traditional device has potential safety hazards and cannot be quickly braked can be effectively solved. According to the device, emergency rapid braking which is safer, more stable and capable of coping with severe environments is achieved.

Description

Technical Field

[0001] This invention relates to the field of high-speed rail braking devices, and in particular to a rail braking device based on a metal-rubber composite structure and its working method. Background Technology

[0002] The braking system of high-speed trains is a core guarantee for ensuring the safe and efficient operation of trains. Through the coordinated action of electric braking and mechanical braking, it achieves precise deceleration and emergency stopping, preventing accidents such as speeding and rear-end collisions. At the same time, electric braking can also recover energy to improve efficiency, while the staged braking design can reduce mechanical wear and extend equipment life. Without a reliable braking system, the high-speed, high-density operation of high-speed trains would not be possible, and passenger safety and operational efficiency would be out of the question.

[0003] To address the technical challenge of unstable friction coefficients in high-speed train braking systems under harsh environments, this study innovatively proposes a novel friction-enhancing device for high-speed rail braking based on a metal-rubber composite structure. Traditional composite particle braking methods have significant technical limitations under high-speed conditions: firstly, strong winds, rain, and snow can lead to uneven particle distribution; secondly, insufficient contact between the particles and the rail surface results in a utilization rate of less than 30%, severely restricting braking efficiency and posing safety hazards. Based on the high-speed rail super braking method, this study proposes using metal wire to wrap the particles and then covering the high-speed train wheels, increasing particle utilization while achieving emergency braking of the high-speed train.

[0004] Therefore, a friction-enhancing device for high-speed rail braking based on a metal-rubber composite structure was designed to address this new braking method. Traditional braking devices use sand spreading, but due to harsh external environmental conditions, the particles cannot be spread evenly on the rail surface, resulting in reduced braking effectiveness and increased safety hazards. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the technical problem to be solved by the present invention is to provide a rail braking device and its working method based on a metal-rubber composite structure, so as to solve the problems of reduced braking efficiency and insufficient response speed of existing braking devices under harsh environmental conditions. By cooperating with a hydraulically driven rotary engagement mechanism and a material release mechanism, the friction-enhancing material is released rapidly and stably, thereby improving the wheel-rail interface friction performance and enhancing safety and reliability under emergency braking conditions. Furthermore, by using a metal-rubber composite material as the friction-enhancing medium, the excellent porous metal skeleton structure and the friction-enhancing effect of the particulate material are utilized to improve the stability, safety, and efficiency of the braking process.

[0006] To solve the above-mentioned technical problems, the technical solution of the present invention is: a rail braking device based on a metal-rubber composite structure, including a limiting ring coaxially connected to a wheel axle, a collar sleeved and rotatably connected to the wheel axle, an internal meshing gear coaxially rotatably connected to the collar, an external gear fixed on the limiting ring for meshing with and being linked to the toothed side of the internal meshing gear, an L-shaped rod extending radially outward fixed on the outer side of the internal meshing gear and having a hook groove at its end, a storage chamber filled with friction-enhancing material provided outside the limiting ring, a positioning hook connected to the end of the friction-enhancing material and extending out of the storage chamber so as to hook and link the hook groove with the positioning hook through axial movement of the internal meshing gear, and a driving component provided outside the collar for driving it to slide on the wheel axle.

[0007] Furthermore, the driving component includes a lever, one end of which is connected to an internal meshing gear, and the other end is hinged to the driving end of a hydraulic cylinder. The lever has a hinge point in the middle and rotates around the hinge point.

[0008] Furthermore, a hinge shaft is vertically inserted through and rotatably connected to the middle of the lever, the top of the hinge shaft is fixed to the vehicle body, and the top of the storage compartment is also fixed to the vehicle body.

[0009] Furthermore, one end of the lever connecting the internal meshing gear is U-shaped to make way for the wheel axle, and both ends of the U-shaped lever on this side are vertically fixed with connecting blocks and fixed to the internal meshing gear through the connecting blocks. The other end of the lever is provided with a U-shaped groove, and the telescopic end of the hydraulic cylinder is inserted into the U-shaped groove and connected to the telescopic end of the hydraulic cylinder through a vertical rod passing through the lever.

[0010] Furthermore, the storage compartment has a discharge port for discharging friction-enhancing materials on its side end, and the storage compartment has a groove for the positioning hook to engage. The groove is connected to the discharge port and is wedge-shaped. The top of the positioning hook is interference-engaged in the groove and can swing out of the groove with the L-shaped rod after the positioning hook engages with the groove.

[0011] Furthermore, the friction-enhancing material is wound or stacked inside the storage compartment.

[0012] Furthermore, the friction-enhancing material is selected from metal rubber.

[0013] A working method for a rail braking device based on a metal-rubber composite structure is as follows: When emergency braking is required, the drive unit is activated, and the piston of the hydraulic cylinder performs work outward, pushing one end of the lever upward. This causes the internal meshing gear at the other end of the lever to be pressed against the limiting ring on the outer side of the wheel and to mesh with the external gear of the limiting ring. This also causes the hook groove to approach the positioning hook. As the wheel rotates, the engagement is completed, and the friction-enhancing material is pulled out of the storage bin. Under the combined action of tension and wheel inertia, the material adheres to the wheel surface. As the wheel rotates, the friction-enhancing material achieves the effect of increasing friction and rapid braking between the wheel and the rail.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. This invention achieves rapid meshing of the internal and external gears through a linkage lever mechanism driven by the driving component, and triggers the release of friction-enhancing material in the meshing state. Compared with the traditional braking method that relies on sand spraying or a single friction pair, it can work stably under harsh environmental conditions such as rain, snow, low temperature, and pollution, effectively avoiding the problem of significant decrease in braking efficiency with environmental changes, and improving the reliability under emergency braking conditions.

[0016] 2. In this invention, the rotating meshing mechanism rotates synchronously with the wheel, and the friction-enhancing material is spread to the wheel-rail contact interface under the same angular velocity as the wheel. This avoids the problems of asynchronous release, accumulation, or scattering of the friction-enhancing material in the prior art, making the wheel-rail friction state more stable, thereby reducing braking impact and improving the controllability and stability of the braking process.

[0017] 3. By modularly integrating the drive system, lever mechanism, meshing mechanism and material release mechanism, and adopting an integrated internal meshing gear-groove structure and external gear-limiting ring structure, the connection links and easily failed parts in the transmission chain are reduced. The structure is compact and the motion relationship is clear, which helps to improve the structural reliability and service life of the device under high speed and high load conditions.

[0018] 4. This invention uses metal-rubber composite material as a friction-enhancing medium. It utilizes the elastic energy dissipation characteristics of its porous metal skeleton structure and the friction enhancement effect of the granular material to enable the friction-enhancing material to provide stable friction and absorb some vibration energy during braking. Compared with traditional sand materials, it has the advantages of high temperature resistance, wear resistance and low performance degradation, which is conducive to improving the stability, safety and efficiency of the braking process.

[0019] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0020] Figure 1 This is a schematic diagram illustrating the structure of an embodiment of the present invention;

[0021] Figure 2 for Figure 1 Enlarged diagram of A in the middle;

[0022] Figure 3 Working principle diagram of an embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram of the working state of an embodiment of the present invention. Figure 1 ;

[0024] Figure 5This is a schematic diagram of the working state of an embodiment of the present invention. Figure 2 ;

[0025] Figure 6 This is a schematic diagram of the working state of an embodiment of the present invention. Figure 3 ;

[0026] Figure 7 This is a schematic diagram of the structure of the metal-rubber composite material in an embodiment of the present invention;

[0027] Figure 8 This is a schematic diagram of the tooth profiles of the internal meshing gear and the external gear in an embodiment of the present invention.

[0028] In the diagram: 1-Wheel axle, 2-Limiting ring, 3-Internal meshing gear, 4-External gear, 5-L-shaped rod, 6-Hook groove, 7-Friction-enhancing material, 8-Storage bin, 9-Positioning hook, 10-Drive component, 11-Lever, 12-Hydraulic cylinder, 13-Hinge shaft, 14-Connecting block, 15-U-shaped groove, 16-Discharge port, 17-Card slot, 18-Rail, 19-Wheel, 20-Collar, 21-Oil tank. Detailed Implementation

[0029] To make the above features and advantages of the present invention more apparent and understandable, specific embodiments are described below in conjunction with the accompanying drawings for detailed explanation.

[0030] like Figures 1-8 As shown, a rail braking device based on a metal-rubber composite structure includes a limiting ring 2 coaxially connected to a wheel axle 1. A collar 20 is sleeved and rotatably connected to the wheel axle. An internal meshing gear 3 is coaxially rotatably connected to the collar 20. An external gear 4 is fixed on the limiting ring for meshing with and being linked to the toothed side of the internal meshing gear. An L-shaped rod 5 extending radially outward is fixed on the outer side of the internal meshing gear and has a hook groove 6 at its end. A storage chamber 8 filled with friction-enhancing material 7 is provided outside the limiting ring. A positioning hook 9 is connected to the end of the friction-enhancing material and extends out of the storage chamber so that the hook groove and the positioning hook are linked and linked through the axial movement of the internal meshing gear. A driving member 10 is provided outside the collar for driving it to slide on the wheel axle.

[0031] In this embodiment of the invention, the driving component includes a lever 11, one end of which is connected to an internal meshing gear, and the other end is hinged to the driving end of a hydraulic cylinder 12. The lever has a hinge point in the middle and rotates around the hinge point. The driving component consists of a hydraulic system and a lever. The hydraulic system includes an integrated block, a power element, an actuator, a control element, and auxiliary elements. The integrated block is installed at the bottom of the hydraulic cylinder and is used to integrate multiple hydraulic valves and oil passages. The hydraulic system is a low-pressure hydraulic system, and its oil tank system includes an oil tank 21, an air filter, an air filter flange, and a level gauge. The oil tank is fixed to the vehicle body.

[0032] In this embodiment of the invention, a hinge shaft 13 is vertically inserted through and rotatably connected to the middle of the lever, the top of the hinge shaft is fixed to the vehicle body, and the top of the storage compartment is also fixed to the vehicle body.

[0033] In this embodiment of the invention, one end of the lever connecting the internal meshing gear is U-shaped to make way for the wheel axle, and both ends of the U-shaped lever on this side are vertically fixed with connecting blocks 14 and fixed to the internal meshing gear through the connecting blocks. The other end of the lever is provided with a U-shaped groove 15, and the telescopic end of the hydraulic cylinder is inserted into the U-shaped groove and connected to the telescopic end of the hydraulic cylinder through the vertical rod passing through the lever.

[0034] In this embodiment of the invention, the storage bin has a discharge port 16 for discharging friction-enhancing materials on its side end, and the storage bin has a groove 17 for the positioning hook to engage. The groove communicates with the discharge port and is wedge-shaped. The top of the positioning hook is interference-engaged in the groove and can be disengaged from the groove by swinging with the L-shaped rod after the positioning hook engages with the groove.

[0035] In this embodiment of the invention, the positioning hook is located near the edge of the wheel, that is, the middle of the wheel forms an annular groove that cooperates with the rail 18. The positioning hook is located outside the annular groove, so it will not be damaged when it rotates to the wheel 19 and the rail. However, the width of the discharge port and the friction-enhancing material is much larger than the positioning hook, that is, the friction-enhancing material can be wound in the annular groove to achieve friction-enhancing braking.

[0036] In this embodiment of the invention, the friction-enhancing material is wound or stacked inside the storage compartment.

[0037] In this embodiment of the invention, the friction-enhancing material is a composite material mainly composed of metal rubber.

[0038] In this embodiment of the invention, to ensure reliable alignment of the internal meshing gear during axial approach and engagement with the external gear, the axial movement of the internal meshing gear is constrained by a guide structure to avoid tilting and eccentricity. Simultaneously, chamfers and fillets are provided at the tooth ends of both the internal and external gears, so that when a tooth-to-tooth phase deviation occurs, the tooth end contact forms a tangential force guiding the relative rotation angle, achieving self-alignment and sliding into engagement. The hydraulic system controls the engagement thrust through pressure and force limiting methods, preventing rigid hard-hitting that could lead to tooth surface cracking or jamming when misaligned. The limit block / locking mechanism only locks after the preset stroke or pressure threshold for full tooth engagement is reached, ensuring reliable engagement and improving the durability of the mechanism.

[0039] To prevent impact and tooth breakage during internal and external gear meshing, and to extend service life and reduce stress concentration during heat treatment, the tooth profiles and tooth tips of both gears were chamfered. Figure 8 As shown in the table below.

[0040]

[0041] Note: The combinations marked in red in the table are preferred combinations.

[0042] For internal meshing gear pairs, it is also necessary to verify whether the addendum circle of the external gear and the root circle of the internal gear interfere with each other.

[0043] The external gear has a tip circle diameter of da1 = 270 mm and an internal gear has a root circle diameter of df2 = 275 mm. Since da1 < df2, there is no interference, and the condition is met.

[0044] The root circle diameter of the external gear is df1 = 225mm, and the tip circle diameter of the internal gear is da2 = 236.04mm. Since df1 < da2, there is no interference, and the condition is met.

[0045] A working method for a rail braking device based on a metal-rubber composite structure is disclosed, comprising the following steps: When emergency braking is required, the drive unit is activated, and the piston of the hydraulic cylinder performs work outward, pushing one end of the lever upward, so that the internal meshing gear at the other end of the lever is pressed against the limiting ring on the outer side of the wheel and meshes with the external gear of the limiting ring, causing the hook groove to approach the positioning hook. As the wheel rotates, the engagement is completed and the friction-enhancing material is pulled out of the storage bin. Under the combined action of tension and wheel inertia, it adheres to the wheel surface. As the wheel rotates, the friction-enhancing material achieves the effect of increasing friction and rapid braking between the wheel and the rail.

[0046] In this embodiment of the invention, the response process of the friction-enhancing material during braking is as follows:

[0047] (1) The friction-enhancing material is not released. When the friction-enhancing material is not released, the internal meshing gear and the external gear are not fully meshed. At this time, the friction-enhancing material is located in the storage compartment that is fixedly connected to the vehicle body. Due to the top inclination of the storage compartment, the friction-enhancing material is subjected to the tangential component of its own weight, which is in a self-locking state and will not detach from the storage compartment.

[0048] (2) The friction-enhancing material is in a critical release state. At this time, the internal meshing gear and the external gear are fully meshed. When the hook groove on the L-shaped rod passes over the wheel, it initially engages with the positioning hook on the friction-enhancing material, thus moving out of the storage chamber. At this time, the friction-enhancing material has not completely left the storage chamber.

[0049] (3) The friction-enhancing material is initially released. At this time, the attachment hook and the positioning hook are further combined, pulling most of the friction-enhancing material out of the storage compartment. Under the combined action of the positioning hook pull and the friction-enhancing material's own weight, the friction-enhancing material will move closer to the wheel as the attachment hook rotates. However, at this time, the friction-enhancing material has not yet adhered to the wheel.

[0050] (4) The friction-enhancing material is fully released. At this time, the attachment hook and the positioning hook are fully engaged. The friction-enhancing material has not yet reached the wheel-rail contact surface. The positioning hook pull of the friction-enhancing material ensures that it can rotate stably with the wheel until it reaches the wheel-rail contact surface. The wheel inertia ensures that it moves closer to the wheel and eventually attaches to the wheel.

[0051] (5) Before the friction-enhancing material enters the wheel-rail contact surface, the friction-enhancing material is relatively light, so the influence of gravity on it can be ignored, and it can still adhere stably to the wheel and reach the wheel-rail contact surface smoothly.

[0052] (6) After the friction-enhancing material enters the wheel-rail contact surface, it becomes the intermediate medium for wheel-rail contact, and rubs against the wheel and rail simultaneously, thus playing a friction-enhancing role and achieving rapid braking.

[0053] Preparation of metal-rubber composite friction-enhancing materials:

[0054] A) Preparation of metal rubber: Select a wire diameter of 0.3 mm, and prepare the material by winding a spiral coil, stretching with a fixed pitch, weaving a blank, stamping, and post-processing.

[0055] B) Preparation of PDMS reagent: Weigh PDMS and curing agent in a ratio of 10:1, mix thoroughly and stir evenly. Place the prepared PDMS reagent into a vacuum degassing machine to remove air bubbles and ensure that the coating is uniform and free of pores.

[0056] C) Bonding method: Select the appropriate method from direct coating, premixed coating, and local bonding according to different usage conditions for pre-bonding.

[0057] D) Curing: Apply the uniformly mixed PDMS reagent and granules onto the metal rubber, allow it to pre-cure at room temperature (30 minutes to 1 hour), and then cure at 60-100℃ for 1-2 hours. The specific pre-curing time and curing time should be adjusted according to the ratio of PDMS reagent and granules.

[0058] E) Post-treatment: Ensure that the PDMS reagent is completely cured and remove excess PDMS reagent to ensure a smooth surface. Depending on the working conditions, a hardener or protective coating can be sprayed onto the coating.

[0059] Braking process of metal-rubber composite materials:

[0060] During braking, the hydraulic system, driven by a control signal, outputs thrust through the hydraulic cylinder, which is transmitted via a lever mechanism. This causes the internal meshing gear to move inward and mesh synchronously with the external gear. As the internal meshing gear rotates at the same angular velocity as the wheel, the groove on the internal meshing gear precisely engages with the positioning hook in the material release mechanism during rotation, thereby hooking out the metal-rubber composite friction-enhancing material stored in the storage compartment along a preset guide path. The extracted metal-rubber composite material adheres to the outer surface of the wheel under the combined action of the groove traction and the wheel's rotational inertia, and rotates synchronously with the wheel into the wheel-rail contact area. This allows the metal-rubber composite material to stably adhere to the rail surface, forming a continuous high-friction, high-energy-dissipation contact layer at the wheel-rail interface, significantly increasing the friction coefficient between the wheel and rail, and achieving a fast and stable braking effect.

[0061] This invention is not limited to the preferred embodiment described above. Anyone inspired by this invention can derive various other forms of rail braking devices and their operating methods based on metal-rubber composite structures. All equivalent variations and modifications made within the scope of the claims of this invention should be considered within the scope of this invention.

Claims

1. A rail braking device based on a metal-rubber composite structure, characterized in that: The device includes a limiting ring coaxially connected to a wheel axle. A collar is sleeved and rotatably connected to the wheel axle. An internal meshing gear is coaxially rotatably connected to the collar. An external gear for meshing with the internal meshing gear is fixed on the limiting ring. An L-shaped rod extending radially outward is fixed on the outer side of the internal meshing gear and has a hook groove at its end. A storage chamber filled with friction-enhancing material is provided outside the limiting ring. A positioning hook is connected to the end of the friction-enhancing material and extends out of the storage chamber so that the hook groove and the positioning hook can be hooked and linked through the axial movement of the internal meshing gear. A driving component is provided outside the collar to drive it to slide on the wheel axle.

2. The rail braking device based on a metal-rubber composite structure according to claim 1, characterized in that: The driving component includes a lever, one end of which is connected to an internal meshing gear, and the other end is hinged to the driving end of a hydraulic cylinder. The lever has a hinge point in the middle and rotates around the hinge point.

3. A rail braking device based on a metal-rubber composite structure according to claim 2, characterized in that: A hinge shaft is vertically inserted through the middle of the lever and rotatably connected to it. The top of the hinge shaft is fixed to the vehicle body, and the top of the storage compartment is also fixed to the vehicle body.

4. A rail braking device based on a metal-rubber composite structure according to claim 2, characterized in that: The lever connects to the internal meshing gear at one end in a U-shape to make way for the wheel axle, and both ends of the U-shaped lever on this side are vertically fixed to connecting blocks and are fixed to the internal meshing gear through the connecting blocks.

5. A rail braking device based on a metal-rubber composite structure according to claim 1, characterized in that: The storage chamber has a discharge port on its side for discharging friction-enhancing materials, and the storage chamber has a groove for the positioning hook to engage, which communicates with the discharge port.

6. A rail braking device based on a metal-rubber composite structure according to claim 1, characterized in that: The friction-enhancing material is wound or stacked inside the storage compartment.

7. A rail braking device based on a metal-rubber composite structure according to claim 1, characterized in that: The friction-enhancing material is metal rubber.

8. A method for operating a rail braking device based on a metal-rubber composite structure, characterized in that, The rail braking device based on a metal-rubber composite structure as described in any one of claims 1-7 is adopted and the following steps are performed: When emergency braking is required, the drive component is activated, the piston of the hydraulic cylinder performs work outward, pushing one end of the lever upward, so that the internal meshing gear at the other end of the lever is pressed against the limiting ring on the outside of the wheel and meshes with the external gear of the limiting ring, and the hook groove is brought close to the positioning hook. As the wheel rotates, the connection is completed and the friction-enhancing material is pulled out of the storage bin. Under the combined action of tension and wheel inertia, it adheres to the wheel surface. As the wheel rotates, the friction-enhancing material achieves the effect of increasing friction and rapid braking between the wheel and the rail.

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