Brake pad

Abstract

The utility model discloses a brake pad, relates to the technical field of brake pad manufacturing, and aims to solve the problem that the brake effect is affected due to the fact that a friction body is subjected to torsion in the brake process. The brake pad comprises a steel backing, a plurality of frameworks, a plurality of clamping springs and a plurality of brake blocks. The steel backing is provided with a plurality of positioning holes and counter bores concentric with the positioning holes, and the counter bores are located on one side of the steel backing. The framework comprises polygonal connecting pieces and locking pins which are connected, the side wall faces of part of the polygonal connecting pieces are mutually limited in the circumferential direction, the locking pins penetrate through the positioning holes to fix the polygonal connecting pieces to the side, opposite to the counter bored hole, of the steel backing, and annular clamping grooves are formed in the ends, located in the counter bored hole, of the locking pins. The clamping spring is located in the counter bore and clamped in the annular clamping groove so as to fasten the locking pin. The brake block is fixedly connected to the side, away from the steel backing, of the framework. The brake pad is used for resisting the influence of torsion on the friction body in the braking process, and the braking effect is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of brake pad manufacturing, in particular to a brake pad. Background Art

[0002] In the prior art, the friction brake structure of the train converts kinetic energy into heat energy through friction and dissipates it into the air. At present, disc brake systems are used in trains with higher speeds. Disc brakes are divided into wheel disc brakes and axle disc brakes. Wheel disc brakes directly use the outside of the wheel as a brake disc, and axle disc brakes install the brake disc on the axle. Both of the above-mentioned disc brake structures use brake pads distributed on both sides of the brake disc. When the train is running, the brake disc is connected to the wheel disc or axle disc of the vehicle as a whole. As the wheel axle rotates at high speed, the brake pad is relatively stationary. When the train needs to brake, the pneumatic air cylinder transmits pressure to the pad, thereby pressing the brake disc to generate braking torque to achieve braking.

[0003] At present, train brake pads are mainly divided into two categories: integral type and split type. The integral type is to connect the friction body with the steel back to form an integral brake pad; while the split type is to sinter the brake block and the skeleton into a friction body, and then connect it with the steel back through structures such as retaining springs, springs, and riveting to form a split brake pad. The integral brake pad has the characteristics of simple structure and process, while the split brake pad has the characteristics of easy disassembly, assembly, use and maintenance. At the same time, the split brake pad can also be properly designed to have the function of adjusting the gap, so that the surface of the brake pad friction body and the surface of the brake disc are better engaged during braking, thereby improving the braking efficiency.

[0004] In the prior art, the friction bodies of multiple split brake pads are distributed on the steel back in a staggered manner. During the braking process of the train, the friction bodies of the brake pads are easily rotated by themselves due to the torque, resulting in poor braking effect of the friction bodies during the operation of the EMU, which will bring hidden dangers to the operation safety of the EMU. Utility Model Content

[0005] The utility model aims to provide a brake pad, which is used to reduce the influence of torque on the brake pad and prevent the brake pad from rotating when the brake pad of the brake pad is frictionally braked, thereby improving the braking effect of the brake pad.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A brake pad, comprising:

[0008] A steel back, wherein the steel back is provided with a plurality of positioning holes and a countersunk hole concentric with the positioning holes, and the countersunk hole is located on one side of the steel back;

[0009] A plurality of frames, the frames comprising connected polygonal connecting pieces and locking pins, the side walls of some polygonal connecting pieces are circumferentially limited to each other, the locking pins pass through the positioning holes to fix the polygonal connecting pieces on the side of the steel back opposite to the countersunk hole, and the end of the locking pin located in the countersunk hole is provided with an annular groove;

[0010] A plurality of retaining rings are located in the sink hole and are clamped in the annular clamping groove to tighten the locking pin;

[0011] A plurality of brake blocks are fixedly connected to a side of the frame away from the steel back.

[0012] Compared with the prior art, the brake pad provided by the utility model connects the friction body made of sintered brake blocks and a skeleton to the steel back, the skeleton includes a polygonal connecting piece and a locking pin, and the side walls of the polygonal connecting pieces of some skeletons are circumferentially limited to each other, thereby avoiding the situation where the friction body rotates and becomes unstable during the operation of the train, and ensuring that the friction body can operate normally. Compared with the existing multiple friction bodies distributed in a staggered manner on the steel back plate, the utility model limits the rotation of the friction body through the mutual circumferential limitation of the polygonal connecting pieces, improves the braking effect, and is beneficial to the safe operation of the EMU.

[0013] Optionally, in the above-mentioned brake pad, the multiple skeletons are divided into multiple groups, each group includes at least two skeletons, and the side wall surfaces of the multiple polygonal connecting pieces of each group of skeletons are in contact with each other.

[0014] Optionally, in the above-mentioned brake pad, a gap is provided between the polygonal connecting pieces of two adjacent groups of skeletons.

[0015] Optionally, in the above-mentioned brake pad, the width of the gap is 7 mm to 12 mm.

[0016] Optionally, in the above-mentioned brake pad, the brake block is a cylindrical brake block.

[0017] Optionally, in the above-mentioned brake pad, there is a gap between the cylindrical surface of the cylindrical brake block and the side wall surface of the polygonal connecting piece.

[0018] Optionally, in the above-mentioned brake pad, a through hole is opened at the center of the polygonal connecting piece, and the locking pin passes through the through hole and is fixedly connected to the polygonal connecting piece.

[0019] Optionally, in the above-mentioned brake pad, the polygonal connecting piece is further provided with a positioning groove which is concentric with the through hole, and one end of the brake block is positioned in cooperation with the positioning groove.

[0020] Optionally, in the above-mentioned brake pad, a receiving groove is provided on one side of the steel back connected to the frame, a disc-shaped spring piece is arranged in the receiving groove, and the disc-shaped spring piece is in contact with the polygonal connecting piece and the steel back.

[0021] Optionally, in the above-mentioned brake pad, the receiving groove is concentric with the countersunk hole, and the disc-shaped spring piece is sleeved on the locking pin. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0023] Figure 1 A schematic diagram of the overall structure of a brake pad provided by an embodiment of the utility model from one side;

[0024] Figure 2 A schematic diagram of the other side of the overall structure of a brake pad provided by an embodiment of the utility model;

[0025] Figure 3 A top view of one side of a brake pad provided in an embodiment of the utility model;

[0026] Figure 4 A cross-sectional view of the B-B surface of a brake pad provided in an embodiment of the utility model;

[0027] Figure 5 A partial enlarged view of a framework of a brake pad provided in an embodiment of the utility model;

[0028] Figure 6 A cross-sectional view of the B-B surface of a brake pad skeleton provided by an embodiment of the utility model;

[0029] Figure 7 A cross-sectional view of the steel back of a brake pad provided in an embodiment of the utility model.

[0030] Figure numerals: 1 is a steel back, 12 is a countersunk hole, 2 is a frame, 21 is a polygonal connecting piece, 22 is a locking pin, 221 is an annular groove, 3 is a retaining spring, 4 is a brake block, 5 is a disc-shaped spring, and 6 is a receiving groove. DETAILED DESCRIPTION

[0031] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0032] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined. The meaning of "several" is one or more, unless otherwise clearly and specifically defined.

[0034] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying 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 direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0035] In the description of the present utility model, 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 an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0036] See also Figure 1 The utility model embodiment provides a brake pad, which includes: a steel back 1, a plurality of skeletons 2, a plurality of retaining springs 3 and a plurality of brake blocks 4; wherein, the steel back 1 is provided with a plurality of positioning holes and a countersunk hole 12 concentric with the positioning holes, and the countersunk hole 12 is located on one side of the steel back 1; the skeleton 2 includes a connected polygonal connecting piece 21 and a locking pin 22, and the side walls of some polygonal connecting pieces 21 are circumferentially limited to each other, and the locking pin 22 passes through the positioning hole to fix the polygonal connecting piece 21 on the side of the steel back 1 opposite to the countersunk hole 12, and an annular groove 221 is provided at the end of the locking pin 22 located in the countersunk hole 12; the retaining spring 3 is located in the countersunk hole 12, and the retaining spring 3 is clamped in the annular groove 221 to tighten the locking pin 22; the brake block 4 is fixedly connected to the side of the skeleton 2 away from the steel back 1.

[0037] The working principle of the brake pad provided by the utility model is as follows: a friction body made by sintering a brake block 4 and a skeleton 2 is connected to a steel back 1, and the skeleton 2 includes a polygonal connecting piece 21 and a locking pin 22. The side wall surface spacing of the polygonal connecting piece 21 of some skeletons 2 is relatively small, which is 0.2mm-0.6mm. Such a setting can reduce the amount of rotation of the friction body, and at the same time has a certain effect of preventing thermal expansion and contraction, and plays a circumferential limiting role on the polygonal connecting piece 21, thereby avoiding the situation where the friction body rotates and becomes unstable during the operation of the train, and ensuring that the friction body can operate normally. Compared with the existing multiple friction bodies distributed in a staggered manner on the steel back plate, the utility model limits the rotation of the friction body through the contact of the polygonal connecting piece 21, improves the braking effect, and is beneficial to the safe operation of the EMU.

[0038] As a possible implementation, the multiple skeletons 2 are divided into multiple groups, each group includes at least two skeletons 2, and the side walls of the multiple polygonal connecting pieces 21 of each group of skeletons 2 are circumferentially limited to each other. That is, there are multiple skeletons 2 arranged on the steel back 1, and the steel back 1 is an irregular pentagonal plate structure fixedly connected with an inverted trapezoidal dovetail, which is an integrated metal machined part of the dovetail with an anti-corrosion treatment on the surface and the steel back 1. N positioning holes are provided on this steel back 1, and the corresponding N skeletons 2 are fixed on the steel back 1 through these N positioning holes. The skeleton 2 is composed of connected polygonal connecting pieces 21 and locking pins 22. The N skeletons 2 are divided into multiple groups, that is, four groups, five groups or six groups, etc. Each group of skeletons 2 includes at least two skeletons 2, that is, each group of skeletons 2 can include two, three, four or more skeletons 2, and the skeletons 2 in each group are circumferentially limited to each other by the side wall surfaces of the polygonal connecting pieces 21, that is, the gaps between the polygonal connecting pieces 21 are small. When the friction body is subjected to torque, the polygonal connecting pieces 21 with smaller gaps will restrict each other from rotating, thereby achieving the effect of reducing the amount of rotation, and at the same time having a certain effect on preventing thermal expansion and contraction. The beneficial effect of such arrangement is: a small gap is set between the rectangular faces of the polygonal connecting pieces 21 of each skeleton 2 fixed to the steel back 1, and each relatively isolated skeleton 2 individual is transformed into a relatively aggregated whole. In each group, i.e., each skeleton 2 whole, each skeleton 2 will mutually restrict rotation when subjected to torsion through the rectangular faces of the polygonal connecting pieces 21. Since the contact surface is a rectangular surface, each contacting polygonal connecting piece 21 restricts its own circumferential rotation through the edges of the rectangular faces. The brake block 4 is fixedly connected to the skeleton 2. Specifically, the brake block 4 and the skeleton 2 are sintered into a friction body to play a role of friction braking. If the circumferential limit is achieved by setting a small gap between the polygonal connecting pieces 21, the skeleton 2 composed of the polygonal connecting pieces 21 achieves circumferential limit, and the friction body formed by sintering each skeleton 2 and the brake block 4 does not rotate, and the stability of each friction body is guaranteed.

[0039] It should be noted that in this embodiment, the polygonal connecting piece 21 is a regular pentagonal prism connecting piece structure. In other embodiments, the polygonal connecting piece 21 can be a quadrangular prism, hexagonal prism or other structures, as long as it has a rectangular surface to play the function of anti-rotation.

[0040] As a possible implementation, a gap is provided between the polygonal connecting pieces 21 of two adjacent groups of skeletons 2. A gap is provided between the polygonal connecting pieces 21 of each group of skeletons 2. The purpose of such a setting is that a large amount of heat is generated when the brake pad and the brake disc are rubbed and braked. Part of the heat in the braking process is dissipated in the air, and the other part forms the heat load of the brake disc and the brake pad, causing the temperature of the brake structure to rise. Therefore, the heat dissipation structure of the brake pad needs to be considered. In this embodiment, the heat dissipation performance is enhanced by providing a gap between adjacent groups of skeletons 2 to avoid structural failure caused by heat affecting the performance of the brake pad.

[0041] Furthermore, the width of the gap is 7mm-12mm. That is, the width of the gap between the polygonal connecting pieces 21 of two adjacent groups of skeletons 2 is 7mm-12mm. Setting the width of the gap in this way is beneficial to heat dissipation during the braking process. When the width of the gap is smaller than the gap interval set in this embodiment, the heat dissipation effect is not obvious, which is easy to cause heat accumulation, resulting in excessive local temperature and thus easily causing the failure of the brake structure. On the other hand, since the brake pad will be worn out due to friction between the brake pad and the brake disc during long-term use, setting the spacing in this way is also conducive to discharging the worn debris and avoiding the accumulation of debris that is difficult to remove. If the width of the gap is set too large, the number of friction bodies that can be accommodated on the steel back 1 of the same size will be reduced, resulting in a reduction in the effective friction area, thereby causing the braking effect to deteriorate. At the same time, setting the width of the gap to this range reduces the number of friction bodies that can be accommodated on the steel back 1 without affecting the braking effect to a more balanced level, reducing production costs and improving economic benefits.

[0042] As a possible implementation, the brake block 4 is a cylindrical brake block. The purpose of such a setting is that the spacing between the friction bodies should not be too small, which will reduce the heat dissipation performance of the brake pad; at the same time, considering the chip removal effect of the brake pad, the spacing between the friction bodies should not be too small. Setting the brake block 4 as a cylindrical brake block 4 can increase the gap between the friction bodies, which is beneficial to chip removal and heat dissipation.

[0043] Furthermore, there is a spacing between the cylindrical surface of the cylindrical brake block and the side wall surface of the polygonal connecting piece 21. That is, there is a certain spacing between each adjacent cylindrical brake block of the skeleton 2 of the same group. On the premise of ensuring that the brake block 4 has a certain effective contact friction area with the brake disc, the contact surface of the brake block 4 with the polygonal connecting piece 21 is set to not be inscribed with the rectangular surface of the polygonal connecting piece 21, so as to ensure the spacing between groups and provide good structural support for heat dissipation and chip removal between groups.

[0044] As a possible implementation, a through hole is provided at the center of the polygonal connecting piece 21, and the locking pin 22 passes through the through hole and is fixedly connected to the polygonal connecting piece 21. The through hole provided at the center of the polygonal connecting piece 21 is used to pass through and fix the locking pin 22, and the locking pin 22 passes through the through hole and the positioning hole provided on the steel back 1. The annular groove 221 on the locking pin 22 is fastened to the steel back 1 by the retaining spring 3, and the locking pin 22 passes through the through hole provided at the center of the polygonal connecting piece 21 and is fixedly connected to the polygonal connecting piece 21, thereby ensuring the stability of the connection between the two.

[0045] As a possible implementation method, the polygonal connecting piece 21 is further provided with a positioning groove concentric with the through hole, and one end of the cylindrical brake block is positioned in cooperation with the positioning groove. That is, a positioning groove is provided at the center of the polygonal connecting piece 21, and correspondingly, a positioning column cooperating therewith is provided at the center of one end of the brake block 4, and the positioning column and the positioning groove cooperate to achieve positioning, and the brake block 4 is tightly connected to the frame 2 through sintering, thereby ensuring the accuracy of positioning.

[0046] In specific implementation, a receiving groove 6 is opened on one side of the steel back 1 connected to the frame 2, and a disc-shaped spring piece 5 is arranged in the receiving groove 6. The disc-shaped spring piece 5 contacts the polygonal connecting piece 21 and the steel back 1 respectively. The beneficial effect of such arrangement is that during the use of the brake pad in the present embodiment during train braking, the polygonal connecting piece 21 in the frame 2 contacts the steel back 1 through the deformable disc-shaped spring piece 5, so that when the brake pad and the brake disc are pressed tightly during braking, an elastic floating structure formed by the disc-shaped spring piece 5 can realize elastic deformation to absorb the impact vibration energy during braking, reduce the impact of rigid force, and increase the service life of the brake pad; and has the following beneficial effects: when the friction body performs friction braking, if there is a friction body with a different height compared to other friction bodies, the higher friction body will contact the brake disc before other friction bodies. Due to the existence of this elastic structure of the disc-shaped spring piece 5, it is ensured that during braking, the friction surfaces of multiple friction bodies are in the same plane, so that they can be fitted with the largest area, which is conducive to ensuring the friction area and improving the braking efficiency. At the same time, it has a significant effect on reducing the eccentric wear of the friction body.

[0047] It is worth mentioning that the friction body composed of the skeleton 2 and the brake block 4 distributed on the brake pad is relatively evenly distributed. Specifically, it can be symmetrically distributed around a certain point on the steel back 1 or distributed in an orderly manner in a certain arrangement. In this way, there can be an evenly distributed effective friction surface between the brake pad and the brake disc to avoid excessive local temperature.

[0048] It should be noted that, since the brake pad and the brake disc have a sufficiently large effective friction surface, the local temperature of the brake pad can be prevented from being too high, structural failure can be avoided, and the service life of the brake pad can be increased.

[0049] As a possible implementation, the accommodating groove 6 is concentric with the countersunk hole 12, and the disc-shaped spring piece 5 is sleeved on the locking pin 22. The accommodating groove 6 is used as a structure for placing the disc-shaped spring piece 5, and the countersunk hole 12 is located on the side of the steel back 1 opposite to the accommodating groove 6, and is used to place the retaining spring 3. The retaining spring 3 is located in the countersunk hole 12 to fix the locking pin 22 on the steel back 1. The accommodating groove 6 and the countersunk hole 12 are arranged concentrically to ensure uniform contact between the brake block 4 and the brake disc, and reduce the amount of eccentric wear.

[0050] It is worth mentioning that, in the present embodiment, the disc-shaped spring piece 5 is sleeved on the locking pin 22 , and in some other embodiments, there are two or more disc-shaped spring pieces 5 , which are evenly distributed around the locking pin 22 .

[0051] In the description of the above embodiments, specific features, structures, materials or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0052] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A brake pad, characterized in that: include: A steel back, wherein the steel back is provided with a plurality of positioning holes and a countersunk hole concentric with the positioning holes, and the countersunk hole is located on one side of the steel back; A plurality of skeletons, the skeletons comprising connected polygonal connecting pieces and locking pins, the side walls of some of the polygonal connecting pieces are circumferentially limited to each other, the locking pins pass through the positioning holes to fix the polygonal connecting pieces on the side of the steel back opposite to the countersunk hole, and the end of the locking pin located in the countersunk hole is provided with an annular groove; A plurality of retaining springs, the retaining springs being located in the countersunk hole and being clamped in the annular clamping groove to fasten the locking pin; A plurality of brake blocks are fixedly connected to a side of the frame away from the steel back.

2. The brake pad according to claim 1, characterized in that: The multiple skeletons are divided into multiple groups, each group includes at least two skeletons, and the side wall surfaces of the multiple polygonal connecting pieces of each group of skeletons are circumferentially limited to each other.

3. The brake pad according to claim 1, characterized in that: A gap is provided between the polygonal connecting pieces of two adjacent groups of skeletons.

4. The brake pad according to claim 3, characterized in that: The width of the gap is 7 mm to 12 mm.

5. The brake pad according to claim 1, characterized in that: The brake block is a cylindrical brake block.

6. The brake pad according to claim 5, characterized in that: There is a distance between the cylindrical surface of the cylindrical brake block and the side wall surface of the polygonal connecting piece.

7. The brake pad according to claim 1, characterized in that: A through hole is provided at the center of the polygonal connecting piece, and the locking pin passes through the through hole and is fixedly connected to the polygonal connecting piece.

8. The brake pad according to claim 7, characterized in that: The polygonal connecting piece is also provided with a positioning groove which is concentric with the through hole, and one end of the brake block is positioned in cooperation with the positioning groove.

9. The brake pad according to claim 1, characterized in that: A receiving groove is provided on one side of the steel back connected to the frame. A disc-shaped spring piece is arranged in the receiving groove. The disc-shaped spring piece is in contact with the polygonal connecting piece and the steel back.

10. The brake pad according to claim 9, characterized in that: The accommodating groove is concentric with the countersunk hole, and the disc-shaped spring piece is sleeved on the locking pin.

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