Braking device and railway vehicle

Abstract

This invention discloses a braking device and a rail vehicle. The braking device includes: a pneumatic drive mechanism with an air inlet for generating braking force; a brake bracket disposed opposite to the pneumatic drive mechanism; a push rod adjuster connecting the pneumatic drive mechanism and the brake bracket for transmitting the braking force of the pneumatic drive mechanism to the brake bracket; and multiple braking actuators, including a first pair of braking actuators and a second pair of braking actuators disposed opposite to each other. The first pair of braking actuators is located at both ends of the pneumatic drive mechanism, and the center line connecting the first pair of braking actuators is higher than the pneumatic drive mechanism. The second pair of braking actuators is located at both ends of the brake bracket, and the center line connecting the second pair of braking actuators is higher than the brake bracket. The overall layout of the braking device is relatively low, reserving more layout space for the bogie above.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more particularly to a braking device and a rail vehicle. Background Technology

[0002] In the field of railway freight car basic braking, the tread braking unit is an integrated assembly comprising a brake cylinder, brake beam, brake shoe clearance adjuster, and brake shoe support. The tread braking unit is a core actuator that ensures the safe operation of trains. Traditional freight car bogie center plate (i.e., the rotational load-bearing center of the car body and bogie) usually has a large vertical space between its height and the rail surface.

[0003] Therefore, the tread braking unit mostly adopts a high-level flat or vertically stacked structure layout. Specifically, the main functional modules such as the brake cylinder, brake beam and brake shoe clearance adjuster are concentrated above the side beam of the bogie frame or in a horizontal area at the same height as the center plate.

[0004] In recent years, with the rapid development of railway freight towards high speed, heavy load, and high stability, some new freight car bogies have adopted a low-floor layout structure with a significantly reduced center of gravity and lateral sway inertial force to lower the overall center of gravity of the vehicle. While the low-floor structure improves the running stability of the vehicle, it imposes radial and vertical installation restrictions on the basic braking devices suspended on both sides of the bogie. Summary of the Invention

[0005] One of the objectives of this invention is to provide a braking device that at least solves the technical problem in the prior art where the bogie center plate of a rail vehicle is low to the track surface, resulting in limited installation of the braking device.

[0006] One of the objectives of this invention is to provide a rail vehicle.

[0007] To achieve one of the above-mentioned objectives, one embodiment of the present invention provides a braking device, comprising: a pneumatic drive mechanism having an air inlet for generating braking force;

[0008] A brake bracket is disposed opposite to the pneumatic drive mechanism; A push rod adjuster, connected to the pneumatic drive mechanism and the brake bracket, is used to transmit the braking force of the pneumatic drive mechanism to the brake bracket; Multiple braking actuators, including a first pair of braking actuators and a second pair of braking actuators arranged opposite to each other. The first pair of braking actuators is located at both ends of the pneumatic drive mechanism, and the center line connecting the first pair of braking actuators is higher than the pneumatic drive mechanism. The second pair of braking actuators is located at both ends of the brake bracket, and the center line connecting the second pair of braking actuators is higher than the brake bracket.

[0009] As a further improvement of one embodiment of the present invention, the push rod adjuster is at least a pair, the pneumatic drive mechanism and the brake bracket extend along a first direction and are spaced apart along a second direction, the first direction and the second direction are horizontal and perpendicular to each other; the pneumatic drive mechanism, the brake bracket and the pair of push rod adjusters form a frame structure; the center line connecting the first pair of brake actuators and the center line connecting the second pair of brake actuators are located on the same center plane; the frame structure is lower than the center plane.

[0010] As a further improvement of one embodiment of the present invention, each of the braking actuators includes a suspension structure and a brake shoe support, the suspension structure and the brake shoe support being rotatably connected, the suspension structure including a boom and a lug, the lug being disposed at the top of the boom and used to connect to the bogie.

[0011] As a further improvement of one embodiment of the present invention, the lifting lug has a rotation axis; the pneumatic drive mechanism has a first connecting part at both ends, the first connecting part is connected to the brake actuator, the first connecting part has a first connecting axis, the rotation axis is parallel to the first connecting axis, and a preset first lever arm distance is formed between the rotation axis and the first connecting axis, the first lever arm distance being greater than half the height of the brake shoe holder; The brake bracket has a second connecting part at both ends, the second connecting part is connected to the brake actuator, the second connecting part has a second connecting axis, the rotation axis is parallel to the second connecting axis, and a preset second lever arm distance is formed between the rotation axis and the second connecting axis. The second lever arm distance is greater than half the height of the brake shoe holder; the first lever arm distance and the second lever arm distance are equal.

[0012] As a further improvement of one embodiment of the present invention, the brake shoe support includes a pair of side walls and a connecting wall arranged opposite to each other, the connecting wall connecting the pair of side walls, the connecting wall being used to install brake shoes, the brake shoes being used to mate with the wheel tread; the hanger includes a pair of vertical rods arranged opposite to each other, the vertical rods being substantially perpendicular to the side walls, and at least a portion of the vertical rods extending within the side walls.

[0013] As a further improvement of one embodiment of the present invention, the brake shoe includes a friction element and a damping element. The damping element is arranged along a first direction, and two friction elements are disposed at both ends of the damping element. The friction element and the damping element are clamped together between a pair of sidewalls along the first direction and between a pair of vertical rods along a second direction. The first direction and the second direction are horizontal and perpendicular to each other.

[0014] As a further improvement of one embodiment of the present invention, the pneumatic drive mechanism includes a housing and two sets of drive components. The air inlet is located at the middle position of the housing along a first direction. The drive components are located inside the housing. The two sets of drive components are symmetrically arranged on both sides of the air inlet to connect to the two push rod adjusters respectively.

[0015] As a further improvement of one embodiment of the present invention, the housing includes an air intake chamber, the air inlet communicates with the air intake chamber, each of the drive components includes a piston, a first elastic element, a first connecting rod and a transmission rod, the piston is exposed in the air intake chamber, one end of the first elastic element is connected to the piston, and the other end is fixed relative to the housing, the first connecting rod connects the piston and the transmission rod, the transmission rod and the first connecting rod are rotatably connected, the transmission rod is provided with a first transmission part and a second transmission part, the first transmission part is connected to the push rod adjuster, and the second transmission part is connected to the housing.

[0016] As a further improvement of one embodiment of the present invention, the push rod adjuster includes a first push rod, a second elastic element, and a second push rod. The two ends of the second elastic element are respectively connected to the first push rod and the second push rod. The end of the first push rod away from the second elastic element is connected to the pneumatic drive mechanism, and the end of the second push rod away from the second elastic element is connected to the brake bracket. The second elastic element is used to adaptively adjust the distance between the pneumatic drive mechanism and the brake bracket.

[0017] To achieve one of the above-mentioned objectives, one embodiment of the present invention provides a rail vehicle, including a braking device and a bogie as described in any of the above technical solutions, wherein the braking device is disposed on the side of the bogie opposite to the body of the rail vehicle.

[0018] Compared with the prior art, the present invention provides a braking device in which the center line between the first pair of braking actuators is higher than the pneumatic drive mechanism, and the center line between the second pair of braking actuators is higher than the brake bracket. The pneumatic drive mechanism and the brake bracket are arranged at a lower position, which leaves more layout space for the bogie above. It is suitable for scenarios where the bogie center plate of a rail vehicle is low to the rail surface. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of a braking device according to an embodiment of the present invention.

[0020] Figure 2 This is a side view of a braking device according to an embodiment of the present invention.

[0021] Figure 3 yes Figure 2 A cross-sectional view along the AA direction.

[0022] Figure 4 This is a schematic diagram of the pneumatic drive mechanism in one embodiment of the present invention. Detailed Implementation

[0023] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0024] It should be noted that the term "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Furthermore, the terms "first," "second," "third," "fourth," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0025] The terms “connection,” “connected to,” or any other variations are intended to encompass various relative positions where a connection exists, including both direct and indirect connections. A direct connection can be formed through a pneumatic conduit, while an indirect connection can be formed through devices such as valves or sensors, through pneumatic components such as brake control units, or through any other medium such as air.

[0026] Please see Figure 1 This is a schematic diagram of the structure of a braking device 100 provided in an embodiment of the present invention. The braking device 100 is applied to a rail vehicle, which includes a bogie. The braking device 100 is configured to be suspended as a whole under the bogie of the rail vehicle.

[0027] Braking device 100 includes: The pneumatic drive mechanism 10 has an air inlet 101 for generating braking force; Brake bracket 20 is disposed opposite to pneumatic drive mechanism 10; The push rod adjuster 30 is connected to the pneumatic drive mechanism 10 and the brake bracket 20, and is used to transmit the braking force of the pneumatic drive mechanism 10 to the brake bracket 20. Multiple braking actuators 40 include a first pair of braking actuators 40a and a second pair of braking actuators 40b arranged opposite to each other. The first pair of braking actuators 40a are located at both ends of the pneumatic drive mechanism 10, and the center line L1 between the first pair of braking actuators 40a is higher than the pneumatic drive mechanism 10. The second pair of braking actuators 40b are located at both ends of the brake bracket 20, and the center line L2 between the second pair of braking actuators 40b is higher than the brake bracket 20. The pneumatic drive mechanism 10 and the brake bracket 20 are arranged at a low position to reserve more layout space for the bogie above, which is suitable for scenarios where the bogie center plate of a rail vehicle is low to the rail surface.

[0028] In one specific embodiment, the braking device 100 is suitable for a compact tread braking unit for freight railway freight cars. As railway freight develops towards higher speeds and lower centers of gravity, some new freight car bogies adopt a center plate, i.e., the rotational load-bearing center of the car body and the bogie, and a low-floor design with a reduced height from the track surface. This results in the compression of the vertical space between the bogie and the wheelset. This application provides a braking device 100 with an overall lower layout, which reserves more space for arrangement and installation above, and is suitable for new low-floor rail vehicles.

[0029] There is at least one pair of push rod adjusters 30. The pneumatic drive mechanism 10 and the brake bracket 20 extend along a first direction and are spaced apart along a second direction. The first and second directions are horizontal and perpendicular to each other. The pneumatic drive mechanism 10, the brake bracket 20 and the pair of push rod adjusters 30 form a frame structure. The center line L1 between the first pair of brake actuators 40a and the center line L2 between the second pair of brake actuators are located on the same center plane. The frame structure is lower than the center plane P, making full use of the space between the multiple actuators 40. The structure is compact and provides sufficient installation and layout space for the upper bogie.

[0030] Combination Figure 2 As shown, a pair of push rod adjusters 30 extend along the second direction, with their two ends connected to the pneumatic drive mechanism 10 and the brake bracket 20, respectively, forming a rectangular structure. Four brake actuators 40 are located at the four corners of the rectangular structure and are used to perform friction braking with the wheel tread.

[0031] Specifically, each brake actuator 40 has a centerline extending along a first direction and located at half the height of the brake actuator 40. It can be understood that the centerline L1 connecting the centers of the first pair of brake actuators 40a coincides with their own centerlines, and the centerline L2 connecting the centers of the second pair of brake actuators 40b coincides with their own centerlines.

[0032] In practice, the multiple braking actuators 40 are arranged at the same height. The center line L1 between the first pair of braking actuators 40a and the center line L2 between the second pair of braking actuators 40b are located on the same horizontal plane. That is, the center lines of the multiple braking actuators 40 are located on the same horizontal plane, which is the center plane P. The pneumatic drive mechanism 10, the brake bracket 20, and the push rod adjuster 30 are all located below the center plane P. In other words, the pneumatic drive mechanism 10, the brake bracket 20, and the push rod adjuster 30 are all below half the height of the braking actuators 40.

[0033] Each brake actuator 40 includes a suspension structure 41 and a brake shoe support 43. The suspension structure 41 and the brake shoe support 43 are rotatably connected. The suspension structure 41 includes a boom 413 and a lug 411. The lug 411 is located at the top of the boom 413 and is used to connect to the bogie.

[0034] The suspension structure 41 serves as the mechanical transmission and displacement compensation node between the brake actuator 40 and the bogie. The lifting lug 411 is hinged to a pre-set mounting seat on the lower part of the bogie side beam, thereby suspending the entire brake device 100 in the space below the bogie frame. The suspension structure 41 and the brake shoe support 43 are rotatably connected to allow the brake shoe support 43 to deflect within a certain range, accommodating the positional shift of the bogie relative to the wheels during operation.

[0035] The lifting lug 411 has a rotation axis; the pneumatic drive mechanism 10 has a first connecting part 51 at both ends, the first connecting part 51 is connected to the brake actuator 40, the first connecting part 51 has a first connecting axis L3, the rotation axis is parallel to the first connecting axis L3, and a preset first lever arm distance is formed between the rotation axis and the first connecting axis L3, the first lever arm distance is greater than half the height of the brake shoe support 43; The brake bracket 20 has a second connecting part 52 at both ends. The second connecting part 52 is connected to the brake actuator 40. The second connecting part 52 has a second connecting axis L4. The rotation axis is parallel to the second connecting axis L4. A preset second lever arm distance is formed between the rotation axis and the second connecting axis L4. The second lever arm distance is greater than half the height of the brake shoe. The first lever arm distance and the second lever arm distance are equal.

[0036] The pneumatic drive mechanism 10 amplifies the braking force applied to the brake shoe support 43 of the first pair of brake actuators 40a through the first lever arm distance, and the brake bracket 20 amplifies the braking force applied to the brake shoe support 43 of the second pair of brake actuators 40b through the second lever arm distance. When the first lever arm distance and the second lever arm distance increase, the braking force on the brake shoe support 43 of the first pair of brake actuators 40a and the brake shoe support 43 of the second pair of brake actuators 40b will increase accordingly. In this way, the braking force acting on the wheel also has an amplification effect.

[0037] Combination Figure 1 As shown, the first connecting part 51 is located at the end of the pneumatic drive mechanism 10. The first connecting part 51 has a first pin 510, which connects the brake shoe support 43 and the pneumatic drive mechanism 10. The first connecting part 51 is connected to the brake shoe support 43 through the first pin 510, and the axis of the first pin 510 is the first connecting axis L3. The braking force generated by the pneumatic drive mechanism 10 is transmitted to the first pair of brake actuators 40a through the first connecting part 51, thereby causing the first pair of brake actuators 40a to move in the second direction. Therefore, the first connecting axis L3 can be understood as the position where the brake shoe support 43 of the first pair of brake actuators 40a is subjected to force.

[0038] Similarly, the second connecting part 52 is located at the end of the brake bracket 20. The second connecting part 52 has a second pin 520, which connects the brake shoe support 43 and the brake bracket 20. The second connecting part 52 is connected to the brake shoe support 43 through the second pin 520, and the axis of the second pin 520 is the second connecting axis L4. When the brake bracket 20 is displaced in the second direction, it causes the second connecting part 52 to be displaced in the second direction, thereby causing the second pair of brake actuators 40b to be displaced in the second direction. Therefore, the second connecting axis L4 can be understood as the position where the brake bracket 20 applies force to the brake shoe support 43.

[0039] In this application, with the position of the hoisting connection point between the lifting lug 411 and the bogie remaining unchanged, the pneumatic drive mechanism 10, the brake bracket 20, and the push rod adjuster 30 are arranged at a lower position, which makes the first connecting part 51 and the second connecting part 52 also lower. In other words, the first vertical distance h1 between the first connecting axis L3 and the rotation axis of the lifting lug 411 along the vertical direction increases, and the second vertical distance h2 between the second connecting axis L4 and the rotation axis of the lifting lug 411 along the vertical direction increases.

[0040] Combination Figure 2 As shown, the first lever arm distance is the straight-line distance between the first connecting axis L3 and the rotation axis of the lifting lug 411. The first lever arm distance is greater than or equal to the first vertical distance h1. An increase in the first vertical distance means an increase in the first lever arm distance, thereby amplifying the braking force. The second lever arm distance is the straight-line distance between the second connecting axis L4 and the rotation axis of the lifting lug 411. The second lever arm distance is greater than or equal to the second vertical distance h2. An increase in the second vertical distance h2 means an increase in the second lever arm distance, thereby amplifying the braking force.

[0041] The lifting lug 411 is higher than the brake shoe support 43, and the first connecting axis L3 is lower than the center line of the brake actuator 40. Since the center line of the brake actuator 40 is located at half the height of the brake shoe support, the first vertical distance h1 is greater than half the height of the brake shoe support 43. Similarly, the second connecting axis L4 is lower than half the height of the brake shoe support 43, the second vertical distance h2 is greater than half the height of the brake shoe support 43, and the first vertical distance h1 is equal to the second vertical distance h2.

[0042] From the above, it can be reasonably deduced that the distance of the first lever arm is greater than half the height of the brake shoe 43, and the distance of the second lever arm is greater than half the height of the brake shoe 43. The distance of the first lever arm is equal to the distance of the second lever arm, ensuring that each brake actuator 40 obtains the same amplified braking effect.

[0043] In one specific embodiment, combined with Figure 2 As shown, with the bottom surface of the brake shoe support 43 as a reference, the height of the first pin 510 and the second pin 520 is approximately one-quarter of the total height of the brake shoe support 43. That is, the first connecting axis L3 and the second connecting axis L4 are offset downwards relative to the center line of the brake shoe support 43 by approximately one-quarter of the total height. In other words, the first vertical distance h1 and the second vertical distance h2 are approximately equal to three-quarters of the total height of the brake shoe support 43, while the first lever arm distance and the second lever arm distance are greater than three-quarters of the total height of the brake shoe support 43.

[0044] The brake shoe support 43 includes a pair of oppositely arranged side walls 431 and a connecting wall 432. The connecting wall 432 connects the pair of side walls 431. The connecting wall 431 is used to install the brake shoe 60, which is used to mate with the wheel tread. The hanger 413 includes a pair of oppositely arranged vertical rods 414. The vertical rods 414 are substantially perpendicular to the side walls 431, and at least a portion of the vertical rods 414 extend within the side walls 431.

[0045] Combination Figure 1 , Figure 3 As shown, the lug 411 is higher than the brake shoe 43 and is used to hinge with the bogie. The side wall 431 and the connecting wall 432 form an open space for the vertical rod 414 to extend inside and to be deflected into the side wall 431.

[0046] The brake shoe support 43 includes a friction element 44 and a damping element 45. The damping element 45 is arranged along a first direction, and two friction elements 44 are located at both ends of the damping element 45. The friction element 44 and the damping element 45 are clamped together between a pair of side walls 431 along the first direction and between a pair of vertical rods 414 along the second direction. The first direction and the second direction are horizontal and perpendicular to each other, which facilitates the brake shoe support 43 to adaptively adjust its position relative to the wheel tread.

[0047] Combination Figure 3As shown, there is a gap between the vertical rod 414 and the side wall 431 along the first direction, and the vertical rod 414 clamps the friction member 44 and the damping member 45 along the second direction. The two friction members 44 respectively abut against the two side walls 431, and the damping member 45 is disposed between the two friction members 44.

[0048] It is understood that in the area between the vertical rod 414 and the side wall 431, the vertical rod 414 and the side wall 431 can be hinged together by a through pin or bearing component to allow the brake shoe support 43 as a whole to pitch and swing relative to the boom 413 about the first connecting axis L3 or the second connecting axis L4.

[0049] Meanwhile, since there is a gap, or floating margin, between the vertical rod 414 and the side wall 431 in the first direction, the gap allows the brake shoe support 43 to float slightly in the first direction relative to the vertical rod 414. Thus, the brake shoe support 43 has at least pitch and rotational degrees of freedom about the first connecting axis L3 or the second connecting axis L4 and lateral translational degrees of freedom in the first direction relative to the suspension structure 41, thereby providing the brake shoe 60 with adaptive adjustment capability when it contacts the wheel tread.

[0050] To achieve flexible adjustment of the brake shoe support 43, the brake shoe support 43 further includes a damping element 45 and two friction elements 44. It is understood that the clamping configuration in this application is not rigidly locked, but rather refers to being constrained in the corresponding direction while still retaining a preset floating gap.

[0051] When the brake shoe support 43 is subjected to asymmetrical loads due to bogie serpentine movement or local unevenness of the wheel tread, the brake shoe support 43 deflects in the first direction. The side wall 431 of the brake shoe support 43 applies force to the friction element 44, which further transmits the force to the damping element 45. The damping element 45 undergoes controllable elastic deformation under the compression of the friction element 44. The elastic deformation of the damping element 45 can absorb floating energy along the first direction and provide restoring force after the compression force is relieved. The damping element 45 is a spring with pre-compression, and the friction element 44 is a rubber element.

[0052] The pneumatic drive mechanism 10 includes a housing 11 and two sets of drive components 13. The air inlet 101 is located at the middle position of the housing 11 along the first direction. The drive components 13 are located inside the housing 11. The two sets of drive components 13 are symmetrically arranged on both sides of the air inlet 101 to connect to two push rod adjusters 30 respectively. The pneumatic drive mechanism 10 is symmetrically arranged to provide braking force for multiple braking actuators.

[0053] It is understandable that the structures of the multiple braking actuators 40 are the same, only the installation positions are different. The two pairs of braking actuators 40 are set back from each other. In the braking state, the two pairs of braking actuators 40 need to move back from each other along the second direction. In other words, the pneumatic drive mechanism 10 is configured to drive the first pair of braking actuators 40a and the second pair of braking actuators 40b to move away from each other in the second direction when braking is applied.

[0054] In one specific embodiment, the housing 11 includes an air intake chamber 110, and an air inlet 101 communicates with the air intake chamber 110. Each drive assembly 13 includes a piston 131, a first elastic element 132, a first connecting rod 133, and a transmission rod 134. The piston 131 is exposed in the air intake chamber 110. One end of the first elastic element 132 is connected to the piston 131, and the other end is fixed relative to the housing 11. The first connecting rod 133 connects the piston 131 and the transmission rod 134. The transmission rod 134 and the first connecting rod 133 are rotatably connected. The transmission rod 134 is provided with a first transmission part 135 and a second transmission part 136. The first transmission part 135 is connected to the push rod adjuster 30, and the second transmission part 136 is connected to the housing 11, which is used to provide braking forces in opposite directions to two pairs of brake actuators 40.

[0055] Combination Figure 4 As shown, when braking is applied, compressed air enters the intake chamber 110 from the intake port 101, pushing the piston 131 to move in the first direction. The first connecting rod 131 moves outward in the first direction, driving the transmission rod 134 to rotate. It can be understood that in this application, when the transmission rod 134 rotates, the first transmission part 135 and the second transmission part 136 have opposite movement trends in the second direction. The first transmission part 135 pushes the push rod adjuster 30 to move in the second direction, while the second transmission part 136 transmits the reaction force to the housing 11. The reaction force drives the pneumatic drive mechanism 10 as a whole to move in the second direction in the opposite direction to the push rod adjuster 30.

[0056] It is understood that in other embodiments, the pneumatic drive mechanism 10 may also be configured with other drive methods, as long as it can provide braking force to multiple braking actuators 40, or more specifically, provide braking force in opposite directions to two pairs of braking actuators 40.

[0057] The push rod adjuster 30 includes a first push rod 31, a second elastic element 32, and a second push rod 33. The two ends of the second elastic element 32 are respectively connected to the first push rod 31 and the second push rod 33. The end of the first push rod 31 facing away from the second elastic element 32 is connected to the pneumatic drive mechanism 10, and the end of the second push rod 33 facing away from the second elastic element 32 is connected to the brake bracket 20. The second elastic element 32 is used to adaptively adjust the distance between the pneumatic drive mechanism 10 and the brake bracket 20.

[0058] The push rod adjuster 30 is used not only to transmit the braking force of the pneumatic drive mechanism 10 to the brake bracket 20, but also to adjust the distance between the pneumatic drive mechanism 10 and the brake bracket 20. Understandably, after the pneumatic drive mechanism 10 generates braking force, the brake bracket 20 and the pneumatic drive mechanism 10 move in opposite directions, increasing the distance between them. The second elastic element 32 is stretched adaptively. After the braking force is released, the restoring force of the second elastic element 32 pulls the brake bracket 20 and the pneumatic drive mechanism 10 to move towards each other, decreasing the distance between them, and the two pairs of brake actuators 40 return to their original positions.

[0059] The push rod adjuster 30 can compensate for the gap caused by brake shoe wear. When the thickness of the brake shoe 60 decreases due to friction and wear, the relative extension between the first push rod 31 and the second push rod 33 increases. The second elastic element 32 pushes the first push rod 31 or the second push rod 33 to extend through elastic restoring force to compensate for the increase in gap between the brake shoe 60 and the wheel tread.

[0060] This application also protects a rail vehicle, including the braking device 100 and bogie in any of the above technical solutions. The braking device 100 is located on the side of the bogie away from the car body of the rail vehicle and is located below the bogie. The layout of the braking device 100 is relatively low, leaving sufficient layout space for the bogie.

[0061] The beneficial effects of the present invention are as follows: the center line L1 between the first pair of braking actuators 40a is higher than the pneumatic drive mechanism 10, and the center line L2 between the second pair of braking actuators 40b is higher than the brake bracket 20. The pneumatic drive mechanism 10 and the brake bracket 20 are arranged relatively low, which leaves more layout space for the upper bogie and is suitable for scenarios where the bogie center plate of a rail vehicle is low from the rail surface. The pneumatic drive mechanism 10, the brake bracket 20 and a pair of push rod adjusters 30 form a frame structure. The frame structure is lower than the center plane P, making full use of the space between multiple actuators 40, resulting in a compact structure. As the distance of the first lever arm increases, the braking force applied to the brake shoe support 43 of the first pair of brake actuators 40a is amplified. As the distance of the second lever arm increases, the braking force applied to the brake shoe support 43 of the second pair of brake actuators 40b is amplified. Thus, the braking force acting on the wheel also has an amplifying effect. The brake shoe support 43 is provided with a friction element 44 and a damping element 45. The brake shoe support 43 has pitch and rotational degrees of freedom about the first connecting axis L3 or the second connecting axis L4 and lateral translational degrees of freedom along the first direction, providing the brake shoe 60 with adaptive adjustment capability when it contacts the wheel tread.

[0062] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0063] The detailed descriptions listed above are merely specific descriptions of feasible embodiments of the present invention, and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A braking device, characterized in that, include: A pneumatic drive mechanism with an air inlet is used to generate braking force; A brake bracket is disposed opposite to the pneumatic drive mechanism; A push rod adjuster, connected to the pneumatic drive mechanism and the brake bracket, is used to transmit the braking force generated by the pneumatic drive mechanism to the brake bracket; Multiple braking actuators, including a first pair of braking actuators and a second pair of braking actuators arranged opposite to each other. The first pair of braking actuators is located at both ends of the pneumatic drive mechanism, and the center line connecting the first pair of braking actuators is higher than the pneumatic drive mechanism. The second pair of braking actuators is located at both ends of the brake bracket, and the center line connecting the second pair of braking actuators is higher than the brake bracket.

2. The braking device according to claim 1, characterized in that, The push rod adjuster is at least one pair; the pneumatic drive mechanism and the brake bracket extend along a first direction and are spaced apart along a second direction, the first direction and the second direction being horizontal and perpendicular to each other; the pneumatic drive mechanism, the brake bracket, and the pair of push rod adjusters form a frame structure; the center line connecting the first pair of brake actuators and the center line connecting the second pair of brake actuators are located on the same center plane; the frame structure is lower than the center plane.

3. The braking device according to claim 1, characterized in that, Each of the aforementioned braking actuators includes a suspension structure and a brake shoe support, the suspension structure and the brake shoe support being rotatably connected, the suspension structure including a boom and a lug, the lug being located at the top of the boom and used for connection to the bogie.

4. The braking device according to claim 3, characterized in that, The lifting lug has a rotation axis; the pneumatic drive mechanism has a first connecting part at both ends, the first connecting part is connected to the brake actuator, the first connecting part has a first connecting axis, the rotation axis is parallel to the first connecting axis, and a preset first lever arm distance is formed between the rotation axis and the first connecting axis, the first lever arm distance is greater than half the height of the brake shoe holder; The brake bracket has a second connecting part at both ends, the second connecting part is connected to the brake actuator, the second connecting part has a second connecting axis, the rotation axis is parallel to the second connecting axis, and a preset second lever arm distance is formed between the rotation axis and the second connecting axis. The second lever arm distance is greater than half the height of the brake shoe holder; the first lever arm distance and the second lever arm distance are equal.

5. The braking device according to claim 3, characterized in that, The brake shoe support includes a pair of oppositely arranged side walls and a connecting wall, the connecting wall connecting the pair of side walls, the connecting wall being used to install brake shoes, the brake shoes being used to mate with the wheel tread; the hanger includes a pair of oppositely arranged vertical rods, the vertical rods being substantially perpendicular to the side walls, at least a portion of the vertical rods extending within the side walls.

6. The braking device according to claim 5, characterized in that, The brake shoe support includes a friction element and a damping element. The damping element is arranged along a first direction, and two friction elements are disposed at both ends of the damping element. The friction element and the damping element are clamped together between a pair of sidewalls along the first direction and between a pair of vertical rods along a second direction. The first direction and the second direction are horizontal and perpendicular to each other.

7. The braking device according to claim 1, characterized in that, The pneumatic drive mechanism includes a housing and two sets of drive components. The air inlet is located at the middle position of the housing along a first direction. The drive components are located inside the housing. The two sets of drive components are symmetrically arranged on both sides of the air inlet to connect to the two push rod adjusters respectively.

8. The braking device according to claim 7, characterized in that, The housing includes an air intake chamber, and the air intake port communicates with the air intake chamber. Each drive assembly includes a piston, a first elastic element, a first connecting rod, and a transmission rod. The piston is exposed in the air intake chamber. One end of the first elastic element is connected to the piston, and the other end is fixed relative to the housing. The first connecting rod connects the piston and the transmission rod. The transmission rod and the first connecting rod are rotatably connected. The transmission rod has a first transmission part and a second transmission part. The first transmission part is connected to the push rod adjuster, and the second transmission part is connected to the housing.

9. The braking device according to claim 1, characterized in that, The push rod adjuster includes a first push rod, a second elastic element, and a second push rod. The two ends of the second elastic element are respectively connected to the first push rod and the second push rod. The end of the first push rod facing away from the second elastic element is connected to the pneumatic drive mechanism, and the end of the second push rod facing away from the second elastic element is connected to the brake bracket. The second elastic element is used to adaptively adjust the distance between the pneumatic drive mechanism and the brake bracket.

10. A rail vehicle, characterized in that, Includes a braking device and a bogie according to any one of claims 1-9, wherein the braking device is located on the side of the bogie opposite to the body of the rail vehicle.

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