Foundation braking device for digital track train

Abstract

The invention relates to the technical field of railway vehicle braking, and discloses a basic braking device for a digital rail train, which comprises a bracket, a brake disc, a support frame and a pushing assembly, the bracket is provided with a limiting groove for circumferentially limiting the brake assembly, circumferential friction force is directly transmitted to a train body, and the support frame is prevented from being over-positioned due to bending moment deflection; the supporting frame and the bracket are in sliding connection through the guide pin and the guide cylinder, two-stage sliding of the brake assembly and the brake disc is achieved, the brake assembly can symmetrically clamp the brake disc and counteract axial thrust step by step, and the brake stability is improved. Meanwhile, the guide cylinder is provided with the oil injection nozzle and the detachable cylinder cover, the brake assembly can be rapidly disassembled and assembled without disassembling parts such as wheels, lubricating grease is conveniently replaced, and the maintenance process is simplified.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle braking technology, specifically to a basic braking device for multi-track trains. Background Technology

[0002] As a new type of rail transit equipment, multi-track trains mostly use disc brakes in their running braking system. This brake system mainly includes core components such as brake discs, brake calipers, brake pads, support frames, and jumper bolts. The brake pads are mounted on the support frame via jumper bolts, with a clearance fit between the jumper bolts and the support frame. Furthermore, the jumper bolts cannot extend beyond the brake disc in the diameter direction. To meet the braking requirements of multi-track trains, the support frame must not only withstand the axial braking clamping force during braking but also the circumferential dynamic friction force generated by wheel rotation. Meanwhile, existing disc brake systems for multi-track trains present numerous inconveniences in daily maintenance. Replacing brake pads requires sequentially disassembling the wheel, brake pad baffle, brake pad support rod, and return spring, relying on specialized disassembly tools and being constrained by the limited working space under the train, making the overall disassembly and assembly operation extremely difficult. Regular replacement of the internal grease also requires disassembling the brake calipers, further increasing the complexity of maintenance.

[0003] Based on the existing structure, due to the clearance fit design between the support frame and the two bridging screws, the bending moment generated by friction during each braking process will directly act on the support frame. Under the influence of the clearance, the support frame and the bridging screws are prone to relative deflection. When the braking force reaches the critical value, this abnormal deflection will cause the support frame to over-position, which will lead to faults such as brake pad slippage, brake failure, dragging, and abnormal temperature rise, seriously affecting braking safety and service life. In addition, the existing braking device also has the disadvantages of cumbersome maintenance and disassembly procedures, limited working space, the need for special auxiliary tools, and inconvenience in grease replacement. This directly leads to low efficiency and high operation difficulty in brake pad and grease replacement and maintenance, greatly reducing the convenience of equipment maintenance and the economy of use. Summary of the Invention

[0004] The present invention aims to provide a basic braking device for digital rail trains to solve the safety problems of existing digital rail train disc brakes, such as brake jamming and brake failure caused by the clearance fit between the support frame and the bridging screw, as well as the problems of low operation and maintenance efficiency, such as cumbersome maintenance and disassembly and inconvenient grease replacement.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a basic braking device for a multi-track train, comprising a bracket mounted on the vehicle body, a brake disc rotatably mounted on the bracket, and a support frame slidably connected to the bracket. A braking assembly is mounted above the brake disc. The support frame is provided with a pushing component for driving the braking assembly to abut against the brake disc. The pushing component is used to drive the braking assembly to move axially and the support frame to slide relative to the bracket. The top of the bracket is provided with limiting grooves on both sides of the brake disc for embedding the braking assembly. The limiting grooves are used to limit the braking assembly along the circumference of the brake disc. A guide pin is horizontally provided on the bracket. The support frame has a guide cylinder for embedding and sliding the guide pin. A cap is detachably connected to the end of the guide cylinder away from the bracket. An oil injection nozzle is provided on the guide cylinder.

[0006] The beneficial effects of this solution are as follows: By setting a bracket with a limiting groove, the brake assembly can be embedded in the limiting groove. When the brake assembly abuts against the brake disc, the circumferential friction force is transmitted to the bracket through the limiting groove. The bracket is installed on the vehicle body. Compared with the prior art, this eliminates the bending moment deflection problem caused by the circumferential friction force and avoids over-positioning of the support frame. In addition, the support frame is slidably set on the bracket, and the brake assembly and the brake disc can achieve two-stage sliding. On the one hand, the two-stage sliding allows the brake disc to slide relative to the brake assembly to the middle position, so that the parts of the brake assembly symmetrical to both sides of the brake disc abut against the brake disc. The simultaneous clamping of both sides of the brake disc ensures the stability of the brake disc. On the other hand, the two-stage sliding allows the axial thrust generated when the brake assembly abuts against the brake disc to be gradually canceled out through the two-stage sliding, ensuring that the brake assembly only bears the friction force between itself and the brake disc.

[0007] Furthermore, the support frame and bracket are slidably connected by guide pins and guide cylinders, allowing for quick disassembly and assembly of the brake components without disassembling the wheels, hangers, or other parts, ensuring ample operating space for the disassembly and assembly of the brake components. In addition, grease can be added and replaced directly at the guide cylinder via the grease nipple and cylinder cap, simplifying the maintenance process and reducing the use of special tools.

[0008] Preferably, as an improvement, the inner ring of the guide cylinder is fitted with a bushing, and the bushing has a lubrication channel for oil flow. The lubrication channel connects the inner ring and the outer ring of the bushing, and the bushing is interference-fitted with the guide cylinder.

[0009] Preferably, as an improvement, the guide pin is covered with a dust cover near the end of the bracket.

[0010] Preferably, as an improvement, the braking assembly includes a pressure plate disposed at the top of the support frame and brake pads disposed at the bottom of the pressure plate. The pressure plate spans the support frame along the axial direction of the brake disc, and the brake pads are configured in two sets and symmetrically disposed at both ends of the pressure plate.

[0011] The beneficial effect is that the pressure plate spans the support frame along the axial direction of the brake disc, which can realize the synchronous linkage of the brake pads on both sides and ensure the consistency of the clamping force on both sides of the brake disc.

[0012] Preferably, as an improvement, a push plate is provided on the support frame, the push plate abuts against the brake pad, and the pushing component is used to drive the brake pad to abut against the brake disc through the push plate.

[0013] The beneficial effects are: by setting a push plate, the contact surface between the pushing component and the braking component can be increased, thus avoiding stress concentration and ensuring the stability of the structure.

[0014] Preferably, as an improvement, a temperature sensor is provided at the bottom of the pressure plate, and a temperature measuring hole is provided on the push plate for the temperature measuring rod of the temperature sensor to slide.

[0015] The beneficial effects are as follows: the push plate moves axially under the push of the push component and slides relative to the temperature measuring rod. The temperature sensor monitors the temperature of the push plate in real time and feeds the temperature value back to the vehicle ECU to set the temperature limit. If the limit is exceeded, an alarm signal is sent to the vehicle to prevent serious situations caused by brake failure.

[0016] Preferably, as an improvement, the top of the bracket is symmetrically provided with lugs on both sides along the circumference of the brake disc, and a limiting groove is formed between the lugs and the bracket.

[0017] Preferably, as an improvement, the pushing assembly includes a movable cylinder assembly axially slidably disposed within a support frame, a rotating cylinder axially engaged within the movable cylinder assembly, and a thrust rod threadedly connected to the inner ring of the rotating cylinder. A hydraulic oil chamber is provided between the end of the movable cylinder assembly near the bracket and the support frame, and a large disc spring is provided between the end of the movable cylinder assembly away from the bracket and the support frame. The end face of the rotating cylinder is provided with end face teeth that can mesh with the inner end face of the movable cylinder assembly. The thrust rod is axially slidably disposed within the support frame. A guide cylinder is fixed within the support frame between the thrust rod and the movable cylinder assembly. The component includes a rectangular spring with an interference fit on the outer ring of the thrust rod, and small disc springs between the guide cylinder assembly and both ends of the rotating cylinder. The static friction between the rectangular spring and the thrust rod is greater than the elastic force generated when the small disc springs are compressed. The support frame has a first gap for axial sliding of the movable cylinder assembly, and a second gap is formed between the support frame and the end of the guide cylinder assembly away from the small disc springs. The second gap allows the thrust rod to slide axially, and the rectangular spring is located within the second gap. The thrust rod abuts against the push plate. A third gap is formed between the brake pads on both sides of the brake disc and the brake disc.

[0018] Preferably, as an improvement, the axial length of the first gap is greater than the axial lengths of the second gap and the third gap, respectively.

[0019] The beneficial effects are as follows: When the brake pad wears down over a long period, causing a reduction in thickness, the large butterfly spring in the braking process pushes the movable cylinder assembly towards the brake pad. The brake pad eventually needs to contact the brake disc. When the rectangular spring contacts the left end of the second gap, the brake pad has not yet contacted the brake disc. At this point, the large butterfly spring continues to push the movable cylinder assembly, and under the thrust, the rectangular spring slides to the right relative to the thrust rod, ultimately causing the brake pad to contact the brake disc. During the brake release phase, hydraulic oil is injected into the hydraulic oil chamber. The hydraulic oil pushes the movable cylinder assembly to slide away from the push plate. Simultaneously, the movable cylinder assembly drives the rotating cylinder to move together. However, because the first gap is larger than the axial length of the second gap, when the rectangular spring contacts the guide cylinder assembly, the movable cylinder assembly has not yet contacted the first gap. When the inner end faces of the first gap abut against each other, the static friction between the rectangular spring and the push rod is greater than the elastic force generated when the small disc spring is compressed, so the push rod stops moving and the movable cylinder assembly continues to move. The end face teeth of the rotating cylinder end face disengage from the inner end face of the movable cylinder. The rotating cylinder needs to rotate and elongate relative to the push rod to compensate for the axial displacement until the movable cylinder assembly abuts against the inner end face of the first gap. At this time, the end face teeth of the rotating cylinder re-engage with the inner end face of the movable cylinder assembly. When the braking phase is entered again, the push rod has already pushed the brake pads to abut against the brake disc when the rectangular spring is not abutting against the left end face of the second gap or just abutting against the left end face of the second gap. This structurally compensates for the problem of axial length reduction caused by brake pad wear. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention; Figure 2 This is a cross-sectional view of the overall structure of the present invention located at the pushing component in an embodiment of the invention; Figure 3 This is a schematic cross-sectional view of the overall structure of the present invention located at the guide cylinder in an embodiment of the invention; Figure 4 This is a schematic diagram of the bracket structure according to an embodiment of the present invention; Figure 5 This is an exploded structural diagram of the bracket and braking assembly according to an embodiment of the present invention. Detailed Implementation

[0021] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings include: bracket 1, brake disc 11, lug 12, limiting groove 121, support frame 2, guide cylinder 21, cylinder cover 211, oil nozzle 212, bushing 213, lubrication channel 214, push plate 22, brake assembly 3, pressure plate 31, temperature sensor 311, brake pad 32, push assembly 4, movable cylinder assembly 41, rotating cylinder 42, thrust rod 43, hydraulic oil chamber 44, large butterfly spring 45, small butterfly spring 46, rectangular spring 47, first gap 5, second gap 6.

[0022] Example like Figure 1 , Figure 4 , Figure 5 The illustrated basic braking device for a multi-track train includes a bracket 1 for mounting on the axle. A brake disc 11 is rotatably mounted on the bracket 1. Lugs 12 are symmetrically arranged on both sides of the top of the bracket 1 in the circumferential direction, forming a limit groove 121 between the lugs 12 on both sides of the circumferential direction. Limit grooves 121 are also provided on both sides of the bracket 1 in the axial direction and are symmetrical to each other. A support frame 2 is axially slidably connected to the bracket 1. A braking assembly 3 is provided at the top of the bracket 1. The braking assembly 3 includes a pressure plate 31 disposed at the top of the support frame 2 and brake pads 32 disposed at the bottom of the pressure plate 31. The pressure plate 31 spans the support frame 2 in the axial direction of the brake disc 11. Two brake pads 32 are provided and are symmetrically arranged. At both ends of the pressure plate 31, mounting holes are symmetrically opened on both sides of the top of the bracket 1 in the axial direction. The two ends of the pressure plate 31 are respectively installed on the top of the bracket 1 by bolts. Spring strips are symmetrically installed at the bottom of the pressure plate 31 in the axial direction. The spring strips are arched. The brake pad 32 is snapped under the spring strip and parallel to the brake disc 11. There is a gap between the brake disc 11 and the brake pads 32 on both sides, namely the third gap. The axial length of the third gap is 2mm. The brake pad 32 is embedded in the limiting groove 121. The brake pad 32 and the limiting groove 121 are in clearance fit. The limiting groove 121 is used to limit the circumferential movement of the brake pad 32. The brake pad 32 can be quickly replaced by only disassembling the wheel and the pressure plate 31.

[0023] like Figure 2 As shown, the support frame 2 is equipped with a pushing assembly 4 for driving the brake pad 32 to abut against the brake disc 11. The pushing assembly 4 is used to drive the brake pad 32 to move axially and the support frame 2 to slide relative to the bracket 1. A push plate 22 is provided on the support frame 2, and the push plate 22 abuts against the brake pad 32. The pushing assembly 4 is used to drive the brake pad 32 to abut against the brake disc 11 through the push plate 22. A temperature sensor 311 is provided at the bottom end of the pressure plate 31. A temperature measuring hole is provided on the push plate 22 for the temperature measuring rod of the temperature sensor 311 to slide. A guide pin is horizontally provided on the bracket 1. A guide cylinder 21 is provided on the support frame 2 for the guide pin to be inserted and slid. The guide cylinder 21 is away from the bracket 1. One end is detachably connected to a cylinder cover 211, and the guide cylinder 21 has an oil injection nozzle 212. The inner ring of the guide cylinder 21 is fitted with a bushing 213, and the bushing 213 has a lubrication channel 214 for oil flow. The lubrication channel 214 is composed of several oil grooves opened in the inner ring of the bushing 213. The oil grooves are spirally opened in the inner ring of the bushing 213. When the guide pin slides axially in the bushing 213, the spiral oil grooves can lubricate the guide pin over a larger area. When the cylinder cover 211 is removed, oil is injected into the oil injection nozzle 212. The newly injected grease will discharge the old oil along the oil grooves in the bushing 213, thereby quickly replacing the grease.

[0024] As shown in Figure 3, the pushing assembly 4 includes a movable cylinder assembly 41 axially slidably disposed within the support frame 2, a rotating cylinder 42 axially engaged within the movable cylinder assembly 41, and a thrust rod 43 threadedly connected to the inner ring of the rotating cylinder 42. A hydraulic oil chamber 44 is provided between the end of the movable cylinder assembly 41 near the bracket 1 and the support frame 2, and a large butterfly spring 45 is provided between the end of the movable cylinder assembly 41 away from the bracket 1 and the support frame 2. The end face of the rotating cylinder 42 is provided with end face teeth that can mesh with the inner end face of the movable cylinder assembly 41. The thrust rod 43 is axially slidably disposed within the support frame 2. A guide cylinder 21 assembly is fixed within the support frame 2 between the thrust rod 43 and the movable cylinder assembly 41. A rectangular spring 47 is interference-fitted onto the outer ring of the thrust rod 43. Small butterfly springs are provided between the guide cylinder 21 assembly and both ends of the rotating cylinder 42. The static friction between spring 46 and rectangular spring 47 and push rod 43 is greater than the elastic force generated by the small disc spring when compressed, but less than the elastic force of large disc spring 45. Among them, the small disc spring is made of 60Si2MnA material, with an outer diameter of 66mm, an inner diameter of 50mm, a thickness of 1mm, a height of 2.3mm, a total pre-compression of 0.42mm, and a compression elastic force of 270N; the large disc spring is made of 60Si2MnA material, with an outer diameter of 112mm, an inner diameter of 57mm, a thickness of 6.0mm, a height of 8.5mm, a total pre-compression of 6.3mm, and an elastic force of 18350N; the rectangular spring is made of 55CrSiA material, with a wire diameter of 3.5mm, an interference fit with the push rod of 1.925~1.987mm, and a static friction between it and the push rod of 650N.

[0025] The support frame 2 has a first gap 5 axially provided for the axial sliding of the movable cylinder assembly 41. The axial length of the first gap 5 is 5mm. A second gap 6 is axially provided between the support frame 2 and the end of the guide cylinder 21 assembly away from the small butterfly spring 46. The second gap 6 provides for the axial sliding of the push rod 43. The rectangular spring 47 is located within the second gap 6. The axial width difference between the second gap 6 and the rectangular spring 47 is 2mm. The push rod 43 abuts against the push plate 22. The specific structure of the push assembly 4 is as described in the invention patent with authorization announcement number CN107869535B, a basic braking device for freight hoisting rails. The movable cylinder assembly 41 includes an adjusting rod and a double-headed ball seat. The double-headed ball seat in the prior art is equivalent to the rotating cylinder 42 in this solution. The spline sleeve in the prior art is equivalent to the guide cylinder 21 assembly in this solution. Their working principle and process are the same and will not be described again here.

[0026] The specific implementation process is as follows: During braking, the brake pad 32 wears and becomes thinner, and the large butterfly spring 45 pushes the movable cylinder assembly 41 to move toward the brake pad 32. If the brake pad 32 is still not in contact with the brake disc 11 when the rectangular spring 47 abuts against the left end of the second gap 6, the large butterfly spring 45, due to its greater elastic force than the static friction of the rectangular spring 47, will continue to push the movable cylinder assembly 41, causing the rectangular spring 47 to slide to the right relative to the thrust rod 43 until the brake pad 32 abuts against the brake disc 11. After the right brake pad 32 abuts against the brake disc 11, the large butterfly spring 45 continues to extend. At this time, the thrust is transmitted in the reverse direction through the brake disc 11 to the support frame 2. Under the action of the thrust, the support frame 2 moves in the reverse direction along the axial direction. At the same time, the right brake pad 32 does not disengage from the brake disc 11 until the left movable disc also abuts against the brake disc 11. The non-friction working areas on both sides of the brake disc 11 are provided with radial slopes, the angle of which is controlled between 0.5° and 3°. When the brake is released, the rotation generates an axial component force, which directly hits the back plate of the brake pad 32, causing the brake pad 32 to... Pushed away from the surface of the brake disc 11, the hydraulic oil drives the movable cylinder assembly 41 to slide away from the push plate 22 and drive the rotating cylinder 42 to move. Since the length of the first gap 5 is greater than that of the second gap 6, when the rectangular spring 47 abuts against the guide cylinder 21 assembly, the movable cylinder assembly 41 has not yet contacted the inner end face of the first gap 5. Also, since the static friction between the rectangular spring 47 and the push rod 43 is greater than the spring force of the small disc spring, the push rod 43 stops moving, and the movable cylinder assembly 41 continues to move. The end face teeth of the rotating cylinder 42 disengage from the movable cylinder, and the rotating cylinder 42 rotates and extends relative to the push rod 43 to compensate for the axial displacement until the movable cylinder assembly 41 abuts against the inner end face of the first gap 5, and the end face teeth re-mesh. When braking again, the rectangular spring 47 does not abut or just abuts against the left end of the second gap 6, and the push rod 43 can make the brake pad 32 fit against the brake disc 11, realizing the axial length compensation for the wear of the brake pad 32.

[0027] The above descriptions are merely embodiments of the present invention, and common knowledge such as specific technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solutions of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A basic braking device for a multi-track train, characterized in that: It includes a bracket mounted on the vehicle body, a brake disc rotatably mounted on the bracket, and a support frame slidably connected to the bracket. A brake assembly is provided at the top of the bracket and straddles the brake disc. The support frame is provided with a push assembly for driving the brake assembly to abut against the brake disc. The push assembly is used to drive the brake assembly to move axially and the support frame to slide relative to the bracket. The top of the bracket is provided with limiting grooves on both sides of the brake disc for the brake components to be embedded. The limiting grooves are used to limit the brake components along the circumference of the brake disc. The bracket is horizontally equipped with guide pins, and the support frame has a guide cylinder for the guide pins to be inserted and slid. The end of the guide cylinder away from the bracket is detachably connected to a cylinder cap, and the guide cylinder has an oil injection nozzle.

2. The braking device according to claim 1, characterized in that: The guide cylinder has a bushing fitted inside the inner ring. The bushing has a lubrication channel for oil flow, which connects the inner and outer rings of the bushing. The bushing and the guide cylinder are interference-fitted.

3. The braking device according to claim 2, characterized in that: The guide pin is covered with a dust cover near the end of the bracket.

4. The braking device according to claim 1, characterized in that: The braking assembly includes a pressure plate disposed at the top of the support frame and brake pads disposed at the bottom of the pressure plate. The pressure plate spans the support frame along the axial direction of the brake disc, and the brake pads are configured in two sets and symmetrically disposed at both ends of the pressure plate.

5. The braking device according to claim 4, characterized in that: A push plate is provided on the support frame, which abuts against the brake pad. The pushing component is used to drive the brake pad to abut against the brake disc through the push plate.

6. The braking device according to claim 4, characterized in that: A temperature sensor is installed at the bottom of the pressure plate, and a temperature measuring hole is opened on the push plate for the temperature measuring rod of the temperature sensor to slide.

7. The braking device according to claim 1, characterized in that: The top of the bracket has symmetrical lugs on both sides along the circumference of the brake disc, and a limiting groove is formed between the lugs and the bracket.

8. The braking device according to claim 1, characterized in that: The pushing assembly includes a movable cylinder assembly that is axially slidably disposed in the support frame, a rotating cylinder that is axially engaged in the movable cylinder assembly, and a thrust rod that is threadedly connected to the inner ring of the rotating cylinder. A hydraulic oil chamber is provided between the end of the movable cylinder assembly near the bracket and the support frame, and a large butterfly spring is provided between the end of the movable cylinder assembly away from the bracket and the support frame. The end face of the rotating cylinder is provided with end face teeth that can mesh with the inner end face of the movable cylinder assembly, and the thrust rod is axially slidably disposed in the support frame; Inside the support frame, between the thrust rod and the movable cylinder assembly, there is a guide cylinder assembly. The outer ring of the thrust rod is fitted with a rectangular spring, and small butterfly springs are provided between the guide cylinder assembly and both ends of the rotating cylinder. The static friction between the rectangular spring and the push rod is greater than the elastic force generated when the small disc spring is compressed. The support frame has a first gap for the axial sliding of the movable cylinder assembly. A second gap is axially opened between the support frame and the end of the guide cylinder assembly away from the small butterfly spring. The second gap allows the push rod to slide axially. The rectangular spring is located within the second gap, and the push rod abuts against the push plate. A third gap is formed between the brake pads on both sides of the brake disc and the brake disc.

9. The braking device according to claim 1, characterized in that: The axial length of the first gap is greater than the axial length of the second and third gaps, respectively.

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