A high-speed rail integrated braking system

Abstract

The utility model discloses a high-speed rail integrated braking system, comprising an axle, a coil mechanism sleeved on the axle body, a commutator in the coil mechanism rotatably connected to a brush in a suspension assembly, a coil of the coil mechanism matched with an electromagnet built in a brake block, the brush and the electromagnet electrically connected to a high-speed rail power grid, brake blocks on both sides of the axle are contracted by a two-way cylinder at the bottom of a carriage, and the brake shoes built in the contracted brake blocks are fitted with brake discs arranged on the axle body of the axle; the system brakes the high-speed rail by means of mechanical and electromagnetic composite braking, the electromagnetic braking method in the system can convert the kinetic energy lost during braking into electrical energy and store it in the power grid, and the braking effect can be controlled according to the energization of the electromagnet, so that the driver can accurately grasp the braking speed, and the system has the characteristics of energy saving, controllability, safety and high efficiency.

Description

Technical Field

[0001] The utility model relates to the technical field of high-speed rail braking equipment, and in particular to a high-speed rail integrated braking system. Background Art

[0002] High-speed rail braking systems usually use mechanical braking methods for braking, that is, the train converts the internal energy of the high-pressure gas stored in the cylinder into mechanical energy, applies it to the braking device of the entire vehicle, and generates braking force. Its key components are the brake motor and brake disc. The brake motor converts the kinetic energy of the train into heat energy by applying friction, and the brake disc helps the brake motor to achieve a better braking effect by generating resistance. In the above process, most of the kinetic energy of the high-speed rail is converted into heat energy and acts on the brake disc and brake shoe, causing them to withstand excessively high temperatures, greatly affecting the service life of the brake components and posing safety hazards; at the same time, the heat energy converted from kinetic energy is dissipated into the air without being reused; in addition, mechanical braking methods are also difficult to achieve precise control. In summary, a new type of braking system is needed to solve the above problems. Utility Model Content

[0003] In order to solve the above problems, the utility model proposes a high-speed rail integrated braking system, including a shaft rod, a coil mechanism is sleeved on the shaft rod body, a commutator in the coil mechanism is rotatably connected to a brush in a suspension assembly, the coil of the coil mechanism is matched with the position of the built-in electromagnet of the brake block, the brush and the electromagnet are electrically connected to the high-speed rail power grid, the brake blocks on both sides of the shaft rod are retracted by the two-way cylinder at the bottom of the car, and the built-in brake shoes of the brake blocks after retraction are in contact with the brake disc set on the shaft rod body.

[0004] Furthermore, the coil mechanism includes a sleeve seat, the outer spline of the shaft rod is inserted into the inner spline through hole of the sleeve seat, a plurality of coil frames are evenly arranged around the sleeve seat body, the coil frame support rod is wound with the coil, the coil wire end is electrically connected to the commutator, and the commutator is installed at the end of the sleeve seat.

[0005] Furthermore, the suspension assembly includes a shock absorber seat, which is installed at the bottom of the car body. A bearing is built into one side of the through slot at the lower end of the shock absorber seat. The bearing is rotatably connected to the shaft rod body. A brush is installed on the other side of the through slot. The commutator extends into the through slot and cooperates with the brush.

[0006] Furthermore, an installation groove is opened on the inner arc section of the brake block facing the coil mechanism, and electromagnets with opposite polarities are symmetrically distributed in the installation grooves on both sides. A brake groove is opened on the inner arc section of the brake block facing the brake disc, and a brake shoe is arranged in one brake groove. A connecting rod is arranged between the two ear seats on the back side of the brake block, and the connecting rod is connected to one end of the driving arm, and the other end of the driving arm is connected to the output end of the two-way cylinder.

[0007] Furthermore, the back side of the brake disc is connected to a speed measuring disc, and the two disc plates of the speed measuring disc are connected by a number of pillars evenly arranged in a circle. A speed meter is provided above the speed measuring disc, and the speed meter probe is aligned with the pillars of the speed measuring disc.

[0008] The beneficial effects of the utility model are as follows: the utility model brakes the high-speed rail through a mechanical and electromagnetic composite braking method. The electromagnetic braking method in the system can convert the kinetic energy lost during the braking process into electrical energy and store it in the power grid. The braking effect can be controlled according to the power supply of the electromagnet, so that the driver can accurately control the braking speed, making the system energy-saving, controllable, safe and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 This is a front view structural schematic diagram of the utility model;

[0010] Figure 2 It is a schematic diagram of the top view structure of the utility model;

[0011] Figure 3 It is a side structural schematic diagram of the utility model.

[0012] The reference numerals in the accompanying drawings are as follows: 1. shaft; 2. commutator; 3. brush; 4. brake block; 401. mounting groove; 402. brake groove; 403. connecting rod; 5. electromagnet; 6. bidirectional cylinder; 7. brake shoe; 8. brake disc; 9. sleeve seat; 901. coil frame; 10. coil; 11. shock absorber seat; 12. bearing; 13. drive arm; 14. speed disc; 15. speedometer. DETAILED DESCRIPTION

[0013] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0014] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0015] The utility model is further described below in conjunction with the accompanying drawings:

[0016] like Figures 1 to 3 As shown, a high-speed rail integrated braking system includes an axle rod 1, the axle body of the axle rod 1 is provided with a brake disc 8, the back side of the brake disc 8 is connected to a speed measuring disc 14, two discs of the speed measuring disc 14 are connected by a number of pillars evenly arranged in a ring, a speed meter 15 is provided above the speed measuring disc 14, a probe of the speed meter 15 is aimed at the pillar of the speed measuring disc 14, and a built-in photoresistor in the speed meter 15 can sense the time interval between the rotations of two adjacent pillars, thereby obtaining the rotation speed of the wheel.

[0017] In this embodiment, the shaft 1 is sleeved with a coil mechanism, which includes a sleeve seat 9. The outer spline of the shaft 1 is inserted into the inner spline through hole of the sleeve seat 9. The sleeve seat 9 is evenly surrounded by a plurality of coil frames 901. The coil frame 901 supports a coil 10, and the coil 10 wire end is electrically connected to the commutator 2. The commutator 2 is installed at the end of the sleeve seat 9. The commutator 2 is rotatably connected to the suspension assembly. The suspension assembly includes a shock absorber seat 11. The shock absorber seat 11 is installed at the bottom of the car. A bearing 12 is built-in on one side of the through groove at the lower end of the shock absorber seat 11. The bearing 12 is rotatably connected to the shaft 1. A brush 3 is installed on the other side of the through groove. The commutator 2 extends into the through groove and cooperates with the brush 3.

[0018] In this embodiment, the coil 10 is matched with the built-in electromagnet 5 of the brake shoe 4, and the brake shoe 4 is provided with an installation groove 401 on the inner arc section facing the coil mechanism, and the electromagnets 5 with opposite polarities are symmetrically distributed in the installation grooves 401 on both sides, and the brush 3 and the electromagnet 5 are electrically connected to the high-speed railway power grid, and the brake shoe 4 is provided with a brake groove 402 on the inner arc section facing the brake disc 8, and a brake shoe 7 is arranged in the brake groove 402 on one side, and a connecting rod 403 is provided between the two ear seats on the back side of the brake shoe 4, and the connecting rod 403 is connected to one end of the driving arm 13, and the other end of the driving arm 13 is connected to the output end of the two-way cylinder 6 at the bottom of the car. When the two-way cylinder 6 drives the brake shoes 4 on both sides of the shaft rod 1 to contract, the brake shoes 7 fit with the brake disc 8 for mechanical braking.

[0019] The working principle of the utility model is as follows:

[0020] When the high-speed train needs to brake, the bidirectional cylinder 6 is started to contract the driving arms 13 on both sides. The driving arms 13 drive the brake blocks 4 to gather toward the coil mechanism. The high-speed train grid energizes the electromagnet 5 to generate a magnetic field. The coil 10 rotates with the shaft 1 to cut the magnetic field line. The generated induced current is input into the high-speed train grid through the end line of the brush 3 for storage. In this process, the kinetic energy of the high-speed train is converted into reusable electrical energy, and the shaft 1 is braked under the action of the magnetic field force. The magnetic field strength can be adjusted according to the size of the power supply. The driver controls the braking speed and realizes the precise operation of step-by-step deceleration and braking. When rapid braking is required, the bidirectional cylinder 6 is contracted until the brake shoe 7 fits the brake disc 8, and a high current is passed through the electromagnet 5 at the same time. The high-speed train achieves rapid braking under mechanical and electromagnetic dual braking.

[0021] The utility model brakes the high-speed railway by means of mechanical and electromagnetic composite braking. The electromagnetic braking method in the system can convert the kinetic energy lost during braking into electrical energy and store it in the power grid. The braking effect can be controlled according to the power supply of the electromagnet 5, so that the driver can accurately control the braking speed, making the system energy-saving, controllable, safe and efficient.

[0022] The above shows and describes the basic principle, main features and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments, and the above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, and these changes and improvements fall within the scope of the utility model to be protected.

Claims

1. A high-speed rail integrated brake system, comprising a shaft rod (1), characterized in that: The shaft (1) is sleeved with a coil mechanism, the commutator (2) in the coil mechanism is rotatably connected to the brush (3) in the suspension assembly, the coil (10) of the coil mechanism is matched with the electromagnet (5) built into the brake block (4), the brush (3) and the electromagnet (5) are electrically connected to the high-speed rail power grid, the brake blocks (4) on both sides of the shaft (1) are retracted by a two-way cylinder (6) at the bottom of the carriage, and the brake shoes (7) built into the brake blocks (4) after retraction are in contact with the brake disc (8) arranged on the shaft body of the shaft (1).

2. A high-speed rail integrated braking system according to claim 1, characterized in that: The coil mechanism comprises a sleeve seat (9), the outer spline of the shaft (1) is inserted into the inner spline through hole of the sleeve seat (9), a plurality of coil frames (901) are evenly arranged around the sleeve seat (9), the support rods of the coil frame (901) are wound with coils (10), the ends of the coils (10) are electrically connected to the commutator (2), and the commutator (2) is mounted at the end of the sleeve seat (9).

3. A high-speed rail integrated braking system according to claim 1, characterized in that: The suspension assembly comprises a shock absorbing seat (11), the shock absorbing seat (11) being mounted on the bottom of the vehicle body, a bearing (12) being built into one side of a through slot at the lower end of the shock absorbing seat (11), the bearing (12) being rotatably connected to the shaft of the shaft rod (1), a brush (3) being mounted on the other side of the through slot, and a commutator (2) extending into the through slot and cooperating with the brush (3).

4. A high-speed rail integrated braking system according to claim 1, characterized in that: The brake block (4) is provided with a mounting groove (401) at an inner arc section facing the coil mechanism, and electromagnets (5) with opposite polarities are symmetrically distributed in the mounting grooves (401) on both sides. The brake block (4) is provided with a brake groove (402) at an inner arc section facing the brake disc (8), and a brake shoe (7) is arranged in the brake groove (402) on one side. A connecting rod (403) is arranged between two ear seats on the back side of the brake block (4), and the connecting rod (403) is connected to one end of a driving arm (13), and the other end of the driving arm (13) is connected to the output end of the bidirectional cylinder (6).

5. The high-speed rail integrated braking system according to claim 1, characterized in that: The back side of the brake disc (8) is connected to a speed measuring disc (14), and two disc plates of the speed measuring disc (14) are connected by a plurality of pillars evenly arranged in a circle. A speed measuring device (15) is provided above the speed measuring disc (14), and a probe of the speed measuring device (15) is aligned with the pillars of the speed measuring disc (14).

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