Large-area single shoe for rail vehicle and design method

Abstract

This invention discloses a large-area single brake shoe for rail vehicles and its design method, relating to the field of braking technology for rail transit equipment. The design of this invention employs a relatively long single brake shoe, resulting in the most uniform contact pressure and optimal structural reliability, while simultaneously considering performance improvement and engineering feasibility. Specifically: Significantly increased contact area: The friction surface area reaches 312.48 cm², a 30.2% increase compared to the existing LH2 brake shoe, providing a core structural foundation for long service life; Synergistic structural benefits: The U-shaped groove simultaneously improves chip removal, heat dissipation, and wheelset fit, further enhancing braking stability; The 6mm slit disperses localized stress generated during braking, reducing the probability of fatigue cracks on the brake shoe back and improving structural reliability. Combined with the chip removal and heat dissipation functions of the U-shaped groove, it forms an auxiliary channel for chip flow, while also providing space for slight elastic deformation of the friction body, further enhancing the fit between the brake shoe and the wheel.

Description

Technical Field

[0001] This invention relates to the field of braking technology for rail transit equipment, specifically to a single brake shoe for large-area rail vehicles and its design method. Background Technology

[0002] With the country's continued promotion of the "road-to-rail" and "railway priority for long-distance bulk cargo transportation" policies, railway freight turnover has increased by more than 5% annually. Train formations on major lines such as Daqin and Shuohuang have expanded from 10,000-ton to 20,000-ton levels, and axle loads have generally increased from 21 tons to 25 tons, with some pilot lines exploring axle loads of up to 30 tons. Train density has also increased accordingly, with the average number of daily trains increasing from 50 pairs to approximately 80 pairs, and the frequency of brake shoe usage has significantly increased.

[0003] With the continuous increase in train axle load and operating density, traditional long brake shoes are prone to failures such as uneven wear, hot spots, metal inlays, and fatigue fractures on the back of the shoe due to their high braking energy per unit area and uneven contact pressure distribution. Furthermore, existing improvement methods mainly focus on adjusting the friction material formula or slightly modifying the curvature of the back of the shoe, failing to simultaneously expand the effective friction area and reduce the stress on the back of the shoe. They also fail to systematically solve the contradiction of "large contact area, low stress, uniform contact, and long service life" from the synergistic level of the entire "structure-materials-process" chain.

[0004] Therefore, there is an urgent need to propose a new brake shoe solution that can be engineered and implemented, taking into account both manufacturing continuity and performance improvement. Summary of the Invention

[0005] The purpose of this invention is to provide a single brake shoe for a large-area rail vehicle and a design method therefor, in order to solve the technical problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a single brake shoe for a large-area rail vehicle, wherein the total length of the single brake shoe is greater than 352mm, the radius of the arc of the single brake shoe is matched with the wheel, the diameter of the wheel is at least 915mm, and the shoe includes a back 1 and a friction body, wherein the friction body is provided at the bottom end of the back 1.

[0007] The inner side of the friction body is provided with multiple U-shaped grooves, which are used to simultaneously improve chip removal, heat dissipation capacity and wheel set fit, thereby further enhancing braking stability.

[0008] Both ends of one side of the friction body are machined with wear line markings, which are used to indicate the wear condition of the friction body. The position of the wear line markings is adjusted according to the visibility of the bogie structure.

[0009] The friction surface of the friction body is provided with intersecting vertical and horizontal grooves to accelerate the break-in process during use.

[0010] Furthermore, the friction body is made of a high-friction synthetic polymer material, the backing material is high-strength steel with a yield strength ≥420MPa and a tensile strength of 480-620MPa, the thickness of the backing is not less than 4mm, and in this invention, the thickness of the backing is preferably 5mm, and the material is preferably QStE420TM cold-formed hot-rolled automotive structural steel plate.

[0011] Furthermore, the width of the U-shaped groove is not less than 3mm, and the groove depth is 50%-70% of the thickness of the friction body. In this invention, the preferred width of the U-shaped groove is 10mm, and the preferred depth of the U-shaped groove is 60%.

[0012] Furthermore, a cut is provided at the middle position of the pad back and the friction body after they are assembled. The width of the cut is not less than 3mm. In this invention, the preferred width of the cut is 6mm. The cut can disperse the local stress generated during braking, reduce the probability of fatigue cracks in the pad back, and improve structural reliability. The cut, together with the U-shaped groove, forms an auxiliary channel for guiding debris.

[0013] Furthermore, it also includes a first assembled heat dissipation component, which is mounted on both ends of the back of the tile. The first assembled heat dissipation component is used to assist the back of the tile in heat dissipation, and the bottom of the first assembled heat dissipation component is higher than the wear line mark.

[0014] Furthermore, the first assembled heat dissipation component includes an upper mounting clamping block, a positioning guide block, mounting screws, a clamping nut, a lower mounting clamping block, a finned heat dissipation plate, and a central locking plate. Positioning guide blocks are fixedly connected to both sides of the upper mounting clamping block near the back of the heat sink. The back of the heat sink has guide grooves at the corresponding positions of the positioning guide blocks for convenient positioning before installing the upper mounting clamping block. The upper mounting clamping block is fixedly connected to the back of the heat sink by screws. Mounting screws are fixedly connected to the bottom ends of both sides of the upper mounting clamping block. The lower mounting clamping block is slidably connected to the outer side of the mounting screws. The clamping nut is threadedly connected to the mounting screws. The clamping nut rotates on the mounting screws and, guided by the threads, moves to press and push the lower mounting clamping block to fit against the upper mounting clamping block, thus completing the limiting and fixing of the finned heat dissipation plate. A finned heat sink is fitted between the upper and lower clamping blocks. One end of the finned heat sink is completely flush with the back of the tile. The finned heat sink is made of copper and is used to conduct heat from the back of the tile. The top and bottom of the finned heat sink are provided with first mounting slots. The upper clamping block and the lower clamping block are provided with second mounting slots corresponding to the first mounting slots. The center locking plate is clearance-fitted with the first and second mounting slots. The center locking plate is inserted into the first and second mounting slots to complete the reassembly of the upper clamping block, the lower clamping block, and the finned heat sink. The center locking plate is also fixed to the upper and lower clamping blocks by screws.

[0015] A design method for a single brake shoe on a large-area rail vehicle includes at least the following steps:

[0016] S1: Reference inheritance, using the existing 352mm brake shoe nose, liner, and mounting hole position as the reference, keeping the interface parameters unchanged;

[0017] S2: Length gradient simulation. Establish at least three three-dimensional models of brake shoes with different lengths. Each model has a U-shaped groove in the friction body. Combined with an Ø915mm wheel, perform static calculations under two thrusts of 5kN and 25kN respectively, with and without braking torque, to obtain the radial deformation of the back of the brake shoe, the radial deformation of the friction body, the stress on the back of the brake shoe, the maximum value of the contact pressure, the minimum value of the end contact pressure, and the range of contact pressure.

[0018] S3: Multi-objective optimization, using the criteria of effective frictional contact length ratio ≥70%, minimum back stress of brake shoe, and contact pressure difference ≤0.45MPa to screen the optimal brake shoe length scheme;

[0019] S4: Process verification. Small-batch trial production of the optimized scheme is carried out, and the wear amount, hot spots and back cracks of the bearing are verified by testing on a 1:1 braking power test bench.

[0020] Compared with the prior art, the beneficial effects of the present invention are:

[0021] 1. The design of this invention uses a relatively long single brake shoe, which makes the contact pressure of the single brake shoe most uniform and the structural reliability optimal, while taking into account both performance improvement and engineering feasibility, as detailed below:

[0022] The contact area is significantly increased. Due to the increase in length, the friction surface area of ​​the friction body is increased, providing a core structural basis for long service life.

[0023] Synergistic Structural Enhancement: The U-shaped groove design can simultaneously improve chip removal, heat dissipation, and wheelset fit, further enhancing braking stability. The 6mm slit can disperse local stress generated during braking, reduce the probability of fatigue cracks on the brake shoe back, and improve structural reliability. Combined with the chip removal and heat dissipation functions of the U-shaped groove, it forms an auxiliary channel for chip flow and provides space for slight elastic deformation of the friction body, further enhancing the fit between the brake shoe and the wheel.

[0024] Meanwhile, due to the brake shoe length design of this invention, the large contact area and long service life of the brake shoe mean that it will wear out slowly. However, the brake shoe needs to be broken in to fit the wheelset. By opening intersecting vertical and horizontal grooves on the friction surface of the friction body, the break-in of the friction body during use can be accelerated, thus achieving better practicality.

[0025] 2. The present invention, through the design of the first assembled heat dissipation component, facilitates the convenient assembly and addition of the two ends of the back of the tile according to the needs of use, and facilitates the convenient replacement of the central fin heat dissipation plate of the first assembled heat dissipation component when it is damaged. The first assembled heat dissipation component not only improves the additional heat dissipation capacity, but also ensures the convenience of use. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a front view of Embodiment 1 of the present invention;

[0028] Figure 2 This is a schematic diagram illustrating the separation process in Embodiment 1 of the present invention;

[0029] Figure 3 This is a schematic diagram of Embodiment 2 of the present invention;

[0030] Figure 4This is a schematic diagram of the second assembled heat dissipation component of the present invention;

[0031] Figure 5 An exploded view of the second assembled heat dissipation assembly of the present invention;

[0032] Figure 6 This is a schematic diagram of the contact and boundary analysis of the present invention.

[0033] In the diagram: 1. Back of the bearing; 2. Friction body; 3. Wear line marker; 4. U-shaped groove; 5. Vertical groove; 6. Horizontal groove; 7. Cutout; 8. Upper mounting clamping block; 9. Positioning guide block; 10. Mounting screw; 11. Clamping nut; 12. Lower mounting clamping block; 13. Fin-shaped heat sink; 14. Center locking insert plate; 15. First mounting slot; 16. Second mounting slot; 17. First assembled heat dissipation component. Detailed Implementation

[0034] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0035] This invention addresses the extreme operating conditions of heavy-duty freight transport by proposing a single brake shoe structure with a large contact area of ​​390mm and a long service life, along with its integrated design method encompassing structure, materials, and processes. It covers key aspects such as progressive contact expansion multi-objective optimization, friction body contact matching, U-shaped chip removal groove design, and high-strength steel backing selection. This solution addresses bottleneck issues in traditional brake shoes, such as uneven wear, hot spots, metal inlay, and fatigue fracture of the backing, enabling high reliability, low maintenance, and long service life operation of the braking system.

[0036] Specifically as follows:

[0037] Example 1:

[0038] Please see Figure 1 and Figure 2 A single brake shoe for a large-area rail vehicle, the total length of the single brake shoe for the large-area rail vehicle is greater than 352mm, the arc radius of the single brake shoe for the large-area rail vehicle is matched with the wheel, the diameter of the wheel is at least 915mm, including a back of the shoe 1 and a friction body 2, the bottom end of the back of the shoe 1 is provided with the friction body 2.

[0039] Multiple U-shaped grooves 4 are provided on the inner side of the friction body 2. The U-shaped grooves 4 are used to simultaneously improve chip removal, heat dissipation and wheel pair fit, and further enhance braking stability.

[0040] Both ends of one side of the friction body 2 are machined with wear line marks 3. The wear line marks 3 are used to indicate the wear condition of the friction body 2. The position of the wear line marks 3 is adjusted according to the visibility of the bogie structure.

[0041] The friction surface of the friction body 2 is provided with intersecting vertical grooves 5 and horizontal grooves 6 to accelerate the break-in process of the friction body 2 during use.

[0042] The friction body 2 is made of a high-friction synthetic polymer material, and the backing material 1 is made of high-strength steel with a yield strength ≥420MPa and a tensile strength of 480-620MPa. The thickness of the backing material 1 is not less than 4mm. In this embodiment, the thickness of the backing material 1 is preferably 5mm, and the material is preferably QStE420TM cold-formed hot-rolled automotive structural steel plate.

[0043] After shot blasting, the bottom of the backing 1 is coated with an adhesive. The material of the friction body 2 is mixed and dried. Then, the backing 1 and the treated friction body 2 are placed into the mold cavity. After hot pressing and secondary curing, a single brake shoe for the vehicle is formed.

[0044] The width of the U-shaped groove 4 is not less than 3mm, and the groove depth of the U-shaped groove 4 is 50%-70% of the thickness of the friction body. In this embodiment, the preferred width of the U-shaped groove 4 is 10mm, and the preferred depth of the U-shaped groove 4 is 60%.

[0045] In different embodiments, the U-shaped groove 4 can also be a V-shaped groove. The shape of the groove can be designed according to the usage requirements in different embodiments.

[0046] A notch 7 is provided in the middle position after the bearing back 1 and the friction body 2 are assembled. The width of the notch 7 is not less than 3mm. In this embodiment, the preferred width of the notch 7 is 6mm. The notch 7 can disperse the local stress generated during braking, reduce the probability of fatigue cracks in the bearing back, and improve the structural reliability. The notch 7, together with the U-shaped groove 4, forms an auxiliary guide channel for debris.

[0047] Braking contact and pressure equalization principle: The total length of the brake shoe is greater than 352mm, preferably 390mm, and the arc radius is precisely matched with the wheel diameter of ≥915mm. During braking, the friction body 2 forms a large-area contact with the wheel; the back of the shoe 1 is made of high-strength steel with a yield strength of ≥420MPa, and with a ≥3mm cut 7 in the middle position, it can disperse the local stress of braking, reduce the contact pressure fluctuation by 18%, avoid the pressure unevenness caused by the "contact at both ends" of the traditional brake shoe, and ensure braking stability.

[0048] Friction braking and break-in chip removal principle: The friction body 2 is made of high-friction synthetic polymer material and is firmly connected to the backing 1 of the bearing through hot pressing. During braking, the friction resistance between the friction body and the wheel is used to achieve deceleration. The vertical grooves 5 and the transverse grooves 6 of the friction surface of the friction body accelerate the initial break-in. Multiple U-shaped grooves 4 on the inner side with a width of ≥3mm and a depth of 50%-70% of the friction body thickness play a role at the same time. They not only improve the fit between the friction surface and the wheelset, but also quickly remove the chips generated by braking, while assisting in heat dissipation and reducing hot spots and metal embedding failures.

[0049] The width of the brake shoe installation position is greater than 30±1mm, which is used to distinguish it from the existing brake shoe structure. This ensures that the large-area single brake shoe of the rail vehicle disclosed in this embodiment cannot be directly installed on the existing brake shoe with mismatched size during the assembly process, thereby preventing misinstallation.

[0050] Example 2:

[0051] See Figures 3-5 This embodiment specifically proposes a large-area single brake shoe for rail vehicles with an additional heat dissipation component design, based on the above embodiments.

[0052] It includes a first assembled heat dissipation component 17, which is mounted on both ends of the back of the tile 1. The first assembled heat dissipation component 17 is used to assist the back of the tile 1 in heat dissipation, and the bottom of the first assembled heat dissipation component 17 is higher than the wear line mark 3.

[0053] The first assembled heat dissipation component 17 includes an upper mounting clamping block 8, a positioning guide block 9, a mounting screw 10, a clamping nut 11, a lower mounting clamping block 12, a finned heat dissipation plate 13, and a central locking insert plate 14. Positioning guide blocks 9 are fixedly connected to both sides of the upper mounting clamping block 8 near the back of the tile 1. The back of the tile 1 has guide grooves at the corresponding positions of the positioning guide blocks 9 for convenient positioning before installing the upper mounting clamping block 8. The upper mounting clamping block 8 and the back of the tile 1 are positioned close together. The upper mounting clamping block 8 is fixedly connected to the bottom ends of both sides by screws. A lower mounting clamping block 12 is slidably connected to the outer side of the mounting screw 10. A clamping nut 11 is threadedly connected to the mounting screw 10. The clamping nut 11 is used to move on the mounting screw 10, thereby pressing and pushing the lower mounting clamping block 12 to fit against the upper mounting clamping block 8, thus completing the limiting and fixing of the finned heat sink 13. A finned heat sink 13 is fitted between the clamping blocks 12. One end of the finned heat sink 13 is completely attached to the back of the tile 1. The finned heat sink 13 is made of copper and is used to guide the heat at the back of the tile 1. The top and bottom of the finned heat sink 13 are provided with first mounting slots 15. The upper mounting clamping block 8 and the lower mounting clamping block 12 are provided with second mounting slots 16 corresponding to the first mounting slots 15. The center locking plate 14 is clearance-fitted with the first mounting slot 15 and the center locking plate 14 is clearance-fitted with the second mounting slot 16. The center locking plate 14 is inserted into the first mounting slot 15 and the second mounting slot 16 to complete the re-fitting between the upper mounting clamping block 8, the lower mounting clamping block 12 and the finned heat sink 13. The center locking plate 14 is also fixed with the upper mounting clamping block 8 and the lower mounting clamping block 12 by screws.

[0054] The finned heat sink 13 is made of high thermal conductivity copper, and one end is completely attached to the back of the tile 1. When braking, the heat generated by the back of the tile 1 is quickly transferred to the finned heat sink 13 through heat conduction, and the excellent thermal conductivity of copper is used to achieve rapid heat dissipation.

[0055] After precise positioning is achieved by the positioning guide block 9 cooperating with the back guide groove, the upper clamping block 8 is fixed to the back 1 with screws; the mounting screw 10 and clamping nut 11 cooperate to press the lower clamping block 12, realizing the initial positioning of the finned heat sink 13; the center locking plate 14 is inserted into the corresponding slot and fixed with screws to form a double fixing structure, ensuring that the heat sink and the back 13 are continuously and tightly attached, avoiding the impact of vibration on the heat dissipation efficiency due to contact gaps.

[0056] The finned structure of the finned heat sink 13 increases the contact area with the air, and the heat dissipated is quickly exchanged with the surrounding air through the finned surface, so as to achieve efficient heat dissipation at both ends of the brake shoe back 1 and reduce the impact of high braking temperature on the brake shoe structure.

[0057] Example 3:

[0058] This embodiment, based on the above embodiments, specifically proposes a design method for a single brake shoe of a large-area rail vehicle, which includes at least the following steps:

[0059] S1: Implementation of Baseline Inheritance

[0060] Based on the existing 352mm brake shoe nose structure, liner specifications, and mounting hole parameters, the design of the new large-area brake shoe maintains complete consistency with the above interface parameters, ensuring that the new brake shoe can be directly adapted to the existing braking system installation structure of rail vehicles without adjusting the installation standards.

[0061] S2: Length Gradient Simulation Implementation

[0062] Three-dimensional models of brake shoes with different lengths of 352mm, 390mm, 400mm and 420mm were established. For all models, the friction body 2 was machined with a U-shaped groove 4 that was 10mm wide and 60% of the friction body thickness according to the optimized parameters.

[0063] Using a wheel model with a diameter of 915mm, two thrust conditions of 5kN and 25kN were set in the simulation software, and static calculations were performed for the conditions with and without braking torque.

[0064] During the simulation, key parameters such as radial deformation of the back of the tile 1, radial deformation of the friction body 2, stress of the back of the tile 1, maximum contact pressure, minimum end contact pressure, and contact pressure range are collected to form a complete simulation data report.

[0065] S3: Multi-objective optimization implementation

[0066] Three screening criteria were set: effective friction contact length ratio ≥ 70%, minimum stress on the back of the brake shoe, and contact pressure difference ≤ 0.45 MPa. Simulation data from the three length models were compared and analyzed, and the 390 mm length scheme was ultimately selected as the optimal brake shoe length. This scheme meets the requirements for the effective friction contact length ratio, has the minimum stress on the back of the brake shoe, and the contact pressure difference meets the specified standards, resulting in the best overall performance.

[0067] S4: Process Validation Implementation

[0068] A small-batch trial production was conducted using the optimal 390mm length design, producing 10-20 sets of sample brake shoes to ensure that the trial production process strictly adhered to the aforementioned component selection, processing, and assembly requirements.

[0069] The prototype samples were subjected to a proportional bench braking test to simulate the actual braking conditions of rail vehicles. Key indicators such as wear, hot spot formation, and whether cracks appeared on the back of the bearing were continuously monitored and recorded.

[0070] The structural reliability and performance stability of the brake shoe are verified based on the experimental results. If problems are found, the design parameters or process schemes are adjusted accordingly. If all indicators meet the requirements, the design scheme is determined as the final implementation scheme.

[0071] See Figure 6 To further verify this, the present invention also proposes contact and boundary analysis:

[0072] Contact settings: The Vatto and Vatback 1 have been upgraded from the traditional "two-end contact" to "full contact", reducing contact pressure fluctuation by 18%; in full contact mode, the contact pressure distribution fluctuation is smaller, the fit is better, and it can effectively improve braking stability and structural durability.

[0073] Friction settings: Friction body 2 is in frictional contact with the wheel, with a friction coefficient of φ=0.4 when the brake shoe pressure K=5kN or φ=0.3 when the brake shoe pressure K=25kN; the brake shoe support is in frictional contact with the brake shoe back 1 and the brake shoe support is in frictional contact with the friction body 2, with φ=0.3; the brake shoe back 1 and the friction body 2 are in a bonded, close contact. The contact conditions are consistent under both no-torque and torque-loaded conditions, simulating "high wear under light load and stable wear under heavy load".

[0074] In summary:

[0075] This invention employs a progressive optimization approach, balancing innovation and stability. It makes targeted improvements to the traditional brake shoe structure without requiring radical adjustments to existing production processes or installation standards. It increases the total friction area of ​​the brake shoe, reduces the maximum stress on the back of the shoe, and minimizes contact pressure differences. This progressive, expanded-touch, high-reliability single brake shoe design and its integrated structure-material-process optimization method reduce the risks of technological innovation while enabling rapid integration with existing production systems, achieving steady performance improvements.

[0076] 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 implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A single brake shoe for a large-area rail vehicle, wherein the total length of the single brake shoe is greater than 352 mm, the radius of the arc of the single brake shoe matches the wheel, and the diameter of the wheel is at least 915 mm, characterized in that: It includes a backing plate (1) and a friction body (2), wherein the bottom end of the backing plate (1) is provided with the friction body (2). The friction body (2) has multiple U-shaped grooves (4) on its inner side. The U-shaped grooves (4) are used to simultaneously improve chip removal, heat dissipation and wheel fit, and further enhance braking stability. Both ends of one side of the friction body (2) are machined with wear line marks (3). The wear line marks (3) are used to indicate the wear condition of the friction body (2). The position of the wear line marks (3) is adjusted according to the visibility of the bogie structure. The friction surface of the friction body (2) is provided with intersecting vertical grooves (5) and horizontal grooves (6) to accelerate the break-in of the friction body (2) during use.

2. The single brake shoe for a large-area rail vehicle according to claim 1, characterized in that: The friction body (2) is made of a high-friction synthetic polymer material, and the material of the backing (1) includes at least high-strength steel, and the thickness of the backing (1) is not less than 4 mm.

3. The single brake shoe for a large-area rail vehicle according to claim 1, characterized in that: The width of the U-shaped groove (4) is not less than 3mm, and the groove depth of the U-shaped groove (4) is 50%-70% of the thickness of the friction body.

4. A single brake shoe for a large-area rail vehicle according to claim 1, characterized in that: A cut (7) is provided in the middle position after the backing (1) and the friction body (2) are assembled. The width of the cut (7) is not less than 3mm. The cut (7) can disperse the local stress generated during braking, reduce the probability of fatigue cracks in the backing, and improve the structural reliability. The cut (7) and the U-shaped groove (4) form an auxiliary guide channel for debris.

5. A single brake shoe for a large-area rail vehicle according to claim 1, characterized in that: It also includes a first assembled heat dissipation component (17), which is mounted on both ends of the back of the tile (1). The first assembled heat dissipation component (17) is used to assist the back of the tile (1) in heat dissipation. The bottom of the first assembled heat dissipation component (17) is higher than the wear line mark (3).

6. A single brake shoe for a large-area rail vehicle according to claim 5, characterized in that: The first assembled heat dissipation component (17) includes an upper mounting clamping block (8), a positioning guide block (9), a mounting screw (10), a clamping nut (11), a lower mounting clamping block (12), a finned heat dissipation plate (13), and a central locking insert plate (14). The upper mounting clamping block (8) has positioning guide blocks (9) fixedly connected to both sides near the back of the tile (1). The back of the tile (1) has guide grooves at the positions corresponding to the positioning guide blocks (9) for convenient positioning before installing the upper mounting clamping block (8). The upper mounting clamping block (8) and the back of the tile (1) are connected. The upper mounting clamping block (8) is fixedly connected to the lower mounting clamping block (12) by screws. The lower mounting clamping block (12) is slidably connected to the outer side of the mounting screw (10). The clamping nut (11) is threadedly connected to the mounting screw (10). The clamping nut (11) is used to rotate on the mounting screw (10) and then move under the guidance of the thread to squeeze and push the lower mounting clamping block (12) to fit with the upper mounting clamping block (8), thus completing the limiting and fixing of the finned heat sink (13). A finned heat sink (13) is fitted between the block (8) and the lower mounting clamping block (12). One end of the finned heat sink (13) is completely attached to the back of the tile (1). The finned heat sink (13) is made of copper and is used to guide the heat at the back of the tile (1). The top and bottom ends of the finned heat sink (13) are provided with first mounting slots (15). The upper mounting clamping block (18) and the lower mounting clamping block (12) are both provided with second mounting slots (16) corresponding to the first mounting slots (15). The central locking plate (14) and the first mounting slot (15) and the central locking plate (14) and the second mounting slot (16) are all clearance fit. The central locking plate (14) is inserted into the first mounting slot (15) and the second mounting slot (16) to complete the re-fitting between the upper mounting clamping block (8), the lower mounting clamping block (12) and the finned heat sink (13). The central locking plate (14) and the upper mounting clamping block (8) and the central locking plate (14) and the lower mounting clamping block (12) are also fixed by screws.

7. A design method for a single brake shoe of a large-area rail vehicle, used to design a single brake shoe of a large-area rail vehicle as described in any one of claims 1-4, characterized in that: At least the following steps are included: S1: Reference inheritance, using the existing 352mm brake shoe nose, liner, and mounting hole position as the reference, keeping the interface parameters unchanged; S2: Length gradient simulation, establish at least three different lengths of brake shoe three-dimensional models, each model has a U-shaped groove (4) in the friction body (2), combined with Ø915mm wheel, perform static calculations with and without braking torque under two thrusts of 5kN and 25kN respectively, and obtain the radial deformation of the back of the shoe (1), the radial deformation of the friction body (2), the stress of the back of the shoe (1), the maximum value of the contact pressure, the minimum value of the end contact pressure and the contact pressure range parameters; S3: Multi-objective optimization, with the criteria of effective friction contact length ratio ≥70%, minimum stress on the back of the brake shoe (1), and contact pressure difference ≤0.45MPa, to screen the optimal brake shoe length scheme; S4: Process verification, small-batch trial production of the preferred scheme, and the wear amount, hot spots and tile back (1) crack conditions.

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