Low-noise brake pad and brake device
By setting through holes and sound insulation pads on the dovetail steel back, the problem of high noise in the brake pad is solved, and the low-noise braking effect and braking effect are improved.
Patent Information
- Application Number
- CN202422143445.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-02
- Publication Date
- 2025-07-04
- Estimated Expiration
- 2034-09-02
AI Technical Summary
The existing brake pads produce a lot of noise in urban subway trains, which affects human living and travel environments, and requires reducing braking noise.
A number of through holes are provided on the dovetail steel back, and disc shrapnel and spring are placed in the grooves at both ends of the through holes. A sound insulation pad is set between the connecting pad and the disc shrapnel. The buffering effect of the sound insulation pad avoids direct pressure friction between the disc shrapnel and the skeleton, thereby reducing noise.
It effectively reduces braking noise, improves braking effect, reduces noise pollution, and extends the service life of the brake pad.
Smart Images
Figure CN223062983U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of braking systems, and particularly relates to a low-noise brake pad and a braking device. Background Art
[0002] At present, the suburban trains between cities and the subway trains in cities are becoming increasingly mature. Compared with the suburban trains between interstellar cities, most of the subway train lines in cities are located underground and in a relatively enclosed space. The noise generated by train braking is relatively large, seriously affecting the human living and travel environment. Therefore, for vehicles that use powder metallurgy brake pads for braking with relatively high operating speeds, the braking noise must be strictly controlled. The brake pads of high-speed rails and subways make relatively loud noises during continuous emergency braking at high speeds and high pressures of the train, as well as during normal parking and parking braking, resulting in noise pollution problems. Content of the Utility Model
[0003] The purpose of the utility model is to provide a low-noise brake pad for reducing the noise generated during the operation of the brake pad.
[0004] In order to achieve the above purpose, the utility model provides the following technical solutions:
[0005] In a first aspect, the utility model provides a low-noise brake pad, comprising:
[0006] A dovetail-shaped steel back, the dovetail-shaped steel back having opposite first and second surfaces, the dovetail-shaped steel back being provided with a plurality of through holes, and first and second grooves being respectively provided at both ends of each through hole, the first groove being located on the first surface of the dovetail-shaped steel back, and the second groove being located on the second surface of the dovetail-shaped steel back;
[0007] A plurality of connecting components, each connecting component including friction particles, a sound insulation pad, a disc spring, and a snap ring. The concave surface of the disc spring faces the bottom surface of the first groove and is embedded therein. The friction particles include a skeleton and a friction body. The skeleton includes a connecting piece and a locking pin. One end of the locking pin is integrally connected to the connecting piece. The covering area of the connecting piece is larger than the bottom surface area of the first groove, and a sound insulation pad is correspondingly arranged between the connecting piece and the disc spring. The other end of the locking pin sequentially passes through the sound insulation pad, the disc spring, and the through hole and protrudes out of the bottom surface of the second groove. The snap ring is placed in the second groove and is clamped with the locking pin. The friction body is sintered and welded to the connecting piece of the skeleton.
[0008] Optionally, in the above low-noise brake pad, the cross-sectional shape of the sound insulation pad includes a capital "J" shape;
[0009] And / or, the cross-sectional shape of the connecting piece includes a polygon or a circle.
[0010] Optionally, in the above-mentioned low-noise brake pads, a stop block is further included, which is arranged on the first surface of the dovetail-shaped steel back, and the stop block is used to limit the friction particles.
[0011] Optionally, in the above-mentioned low-noise brake pads, the stop block and the dovetail-shaped steel back are of an integrally formed structure;
[0012] Alternatively, the stop block is welded to the dovetail-shaped steel back.
[0013] Optionally, in the above-mentioned low-noise brake pads, the sound insulation pad is made of spring steel;
[0014] And / or, the material of the disc spring includes superalloy or semi-austenitic precipitation hardening stainless steel.
[0015] Optionally, in the above-mentioned low-noise brake pads, multiple friction particles are arranged in multiple groups of arrays on the first surface of the dovetail-shaped steel back.
[0016] Optionally, in the above-mentioned low-noise brake pads, the assembly gap between adjacent two groups of friction particles along the array arrangement direction is 7 mm to 12 mm.
[0017] Optionally, in the above-mentioned low-noise brake pads, the connecting piece is provided with a fitting hole, and the fitting hole is used to position the friction body.
[0018] In a second aspect, the present invention further provides a braking device, including brake pads, a brake disc and calipers. The calipers are respectively arranged on both sides of the brake disc. One end of the caliper facing the brake disc is provided with brake pads. The caliper is used to drive the friction body of the brake pad to approach and contact the brake disc for braking, and the brake pad is the low-noise brake pad according to any one of the above.
[0019] Optionally, in the above-mentioned braking device, two low-noise brake pads are provided at one end of each caliper facing the brake disc, and the two low-noise brake pads are symmetrically arranged.
[0020] Compared with the prior art, when adopting the above technical solution, a disc spring is placed in the first groove on the first surface of the dovetail-shaped steel back, a circlip is placed in the second groove on the second surface of the dovetail-shaped steel back, a sound insulation pad is arranged between the connecting piece and the disc spring, and the locking pin on each connecting component passes through the sound insulation pad, the disc spring and the through hole in sequence and is clamped and fixed with the circlip. The other end of the locking pin is integrally connected with the connecting piece to form a framework, and then the friction body is sintered and welded with the connecting piece of the framework to form friction particles. Compared with the traditional method of arranging multiple friction blocks on one steel back and connecting the friction assembly and the steel back by welding or circlip, in this application, by adding a sound insulation pad between the connecting piece and the disc spring, when the friction body contacts the surface of the brake disc during braking, the disc spring is extruded along the axial direction of the through hole, and the buffer effect of the sound insulation pad can avoid the direct contact and friction between the disc spring and the connecting piece of the framework, reducing the noise and improving the braking effect. Description of the Drawings
[0021] The drawings described herein are provided to further understand the present utility model and form a part of the present utility model. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:
[0022] Figure 1 is a structural cross-sectional view of a low-noise brake pad provided in an embodiment of the present utility model;
[0023] Figure 2 is a partial cross-sectional view of a connecting component of a low-noise brake pad provided in an embodiment of the present utility model;
[0024] Figure 3 is Figure 2 a top view of;
[0025] Figure 4 is a front view of the second side of the dovetail-shaped steel back of a low-noise brake pad provided in an embodiment of the present utility model;
[0026] Figure 5 is a front view of the first side of the dovetail-shaped steel back of a low-noise brake pad provided in an embodiment of the present utility model;
[0027] Figure 6 is a structural schematic diagram of a sound insulation pad of a low-noise brake pad provided in an embodiment of the present utility model;
[0028] Figure 7 is a partial structural schematic diagram of a braking device provided in an embodiment of the present utility model.
[0029] Reference Numerals:
[0030] 1 - Dovetail-shaped steel back; 11 - Through hole; 12 - First groove; 13 - Second groove; 2 - Connecting component; 21 - Connecting piece; 22 - Locking pin; 221 - Annular groove; 23 - Disc spring; 24 - Snap ring; 25 - Sound insulation pad; 26 - Friction body; 3 - Stopper; 4 - Fitting hole; 5 - Brake disc; 6 - Caliper. Detailed Embodiments
[0031] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer, the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.
[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 only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of these features. In the description of the present utility model, the meaning of "a plurality of" is two or more, unless otherwise specifically defined. The meaning of "several" is one or more, unless otherwise specifically defined.
[0034] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation on the present utility model.
[0035] In the description of the present utility model, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "coupled" 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 directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.
[0036] As Figures 1-7 shown, a low-noise brake pad provided by an embodiment of the present utility model includes: a dovetail-shaped steel back 1 and a plurality of connecting members 2.
[0037] Among them, the dovetail-shaped steel back 1 has opposite first and second surfaces. The dovetail-shaped steel back 1 is provided with a plurality of through holes 11. At both ends of each through hole 11, a first groove 12 and a second groove 13 are respectively provided. The first groove 12 is located on the first surface of the dovetail-shaped steel back 1, and the second groove 13 is located on the second surface of the dovetail-shaped steel back 1; each connecting component 2 includes friction particles, a sound insulation pad 25, a locking pin 22, a disc spring 23 and a snap ring 24. The concave surface of the disc spring 23 faces the bottom surface of the first groove 12 and is embedded therein. The friction particles include a skeleton and a friction body 26. The skeleton includes a connecting piece 21 and a locking pin 22. One end of the locking pin 22 is integrally connected to the connecting piece 21. The covering area of the connecting piece 21 is larger than the bottom surface area of the first groove 12. A sound insulation pad 25 is correspondingly arranged between the connecting piece 21 and the disc spring 23. The other end of the locking pin 22 sequentially passes through the sound insulation pad 25, the disc spring 23 and the through hole 11 and protrudes from the bottom surface of the second groove 13. The snap ring 24 is placed in the second groove 13, and the snap ring 24 is clamped with the locking pin 22. The friction body 26 is sintered and welded to the connecting piece 21 of the skeleton.
[0038] During specific implementation, as Figure 1 shown, a disc spring 23 is placed in the first groove 12 on the first surface of the dovetail-shaped steel back 1, a snap ring 24 is placed in the second groove 13 on the second surface of the dovetail-shaped steel back 1, a sound insulation pad 25 is arranged between the connecting piece 21 and the disc spring 23. The locking pins 22 on each connecting component 2 are correspondingly passed through the sound insulation pad 25, the disc spring 23 and the through hole 11 and then clamped and fixed with the snap ring 24. The other end of the locking pin 22 is integrally connected to the connecting piece 21. Then, the friction body 26 is sintered and welded to the connecting piece 21 of the skeleton to form friction particles. Compared with the traditional method of arranging multiple friction blocks on one steel back and using a welding connection method between the friction assembly and the steel back, in this application, by adding the sound insulation pad 25 between the connecting piece 21 and the disc spring 23, during the braking process when the friction body 26 contacts the surface of the brake disc 5, the disc spring 23 is extruded along the axial direction of the through hole 11, and the buffer effect of the sound insulation pad 25 can avoid the direct pressing contact and friction between the disc spring 23 and the connecting piece 21 of the skeleton, reducing noise and improving the braking effect.
[0039] As Figure 1 and Figure 2 shown, specifically, in this embodiment, the locking pin 22 is provided with an annular groove 221 for clamping and cooperating with the snap ring 24. Among them, the snap ring 24 can be a C-type snap ring, an E-type snap ring, a V-type snap ring or a snap ring 24 with other shapes. The structure of the snap ring 24 is not specifically limited here, as long as the snap ring 24 satisfies the clamping and cooperating fixation with the locking pin 22. During installation, the operator clamps and embeds the inner ring edge of the snap ring 24 into the annular groove 221 of the locking pin 22 to complete the fixed connection of the connecting component 2.
[0040] As Figure 1 and Figure 6 shown, specifically, in this embodiment, the cross-sectional shape of the sound insulation pad 25 includes a capital "J" shape. The contact area between the capital "J" shape structure and the disc spring 23 is small, while there is a large edge at the bottom of the capital "J" shape, which can increase the contact area between the sound insulation pad 25 and the connecting piece 21, so that the disc spring 23 reduces the pressure on the connecting piece 21 through the sound insulation pad 25, thereby preventing the noise generated by the direct pressing and friction between the disc spring 23 and the connecting piece 21. Of course, the sound insulation pad 25 can also have other cross-sectional shapes, which are not specifically limited herein.
[0041] As Figure 3 and Figure 5 shown, specifically, in this embodiment, the cross-sectional shape of the connecting piece 21 includes a polygon or a circle. Exemplarily, the cross-sectional shape of the connecting piece 21 can be a hexagon, a rectangle, a circle or other shapes, which are not specifically limited herein, as long as it is ensured that the connecting piece 21 can cover the first groove 12.
[0042] As Figure 5 shown, specifically, in this embodiment, the low-noise brake pad further includes a stopper 3, and the stopper 3 is arranged on the first surface of the dovetail-shaped steel back 1. The stopper 3 is used for limiting the friction particles. The circumferential rotation of the connecting component 2 is limited by the contact between the stopper 3 on the dovetail-shaped steel back 1 and the side wall surface of the friction particles. Exemplarily, the number of stoppers 3 can be 1, 2, 5, 8, etc. The number of settings and the arrangement positions of the stoppers 3 are not specifically limited herein, as long as the stopper 3 can realize the limiting and fixing of the connecting component 2.
[0043] In some embodiments, the side wall contour of the stopper 3 includes a plane or a curved surface. Of course, the side wall contour of the stopper 3 can also be other shapes, which are not specifically limited herein, as long as it is ensured that the stopper 3 can contact and limit the side wall surface of the friction particles.
[0044] Specifically, in this embodiment, the stopper 3 and the dovetail-shaped steel back 1 are of an integrally formed structure, which reduces the installation process between the stopper 3 and the dovetail-shaped steel back 1 and facilitates the processing and manufacturing of the low-noise brake pad.
[0045] In some other embodiments, the stopper 3 is welded to the dovetail-shaped steel back 1. After the operator adjusts the setting position of the stopper 3 according to the installation requirements, the stopper 3 and the dovetail-shaped steel back 1 can be welded together, which facilitates the flexible adjustment of the position of the joint structure and is convenient for processing.
[0046] Specifically, in this embodiment, the material of the sound insulation pad 25 includes spring steel. Spring steel has high strength, good elasticity, durability and processing performance, and can provide good support and buffering effects for the disc spring 23 during braking, reducing the noise of the low-noise brake pad.
[0047] Specifically, in this embodiment, the material of the disc spring 23 includes superalloy or semi-austenitic precipitation hardening stainless steel. Superalloy has good high-temperature resistance, oxidation resistance and relatively high strength, and can withstand large stresses in a high-temperature environment, enabling the heat generated by friction during braking to be transferred to the disc spring 23. The disc spring 23 can still work normally, extending the service life of the low-noise brake pad. Of course, the disc spring 23 can also be made of other materials such as semi-austenitic precipitation hardening stainless steel, which is not specifically limited herein.
[0048] As Figure 5 shown, specifically, in this embodiment, multiple friction particles are arranged in multiple groups of arrays on the first surface of the dovetail-shaped steel back 1. Exemplarily, the multiple friction particles on the first surface of the dovetail-shaped steel back 1 can be arranged in a strip array, a rectangular array, a circular array or other array arrangements, which are not specifically limited herein, as long as the multiple friction particles are evenly distributed on the first surface of the dovetail-shaped steel back 1.
[0049] As Figure 5 shown, it should be noted that when the connecting pieces 21 of the multiple friction particles are arranged in a strip array on the first surface of the dovetail-shaped steel back 1, the distance a between the side wall surfaces of two adjacent connecting pieces 21 in each group of connecting pieces 21 is 0.2 mm to 0.4 mm. Among them, the distance a between the side wall surfaces of two adjacent connecting pieces 21 can be 0.2 mm, 0.3 mm, 0.4 mm, etc. Herein, the distance a between the side wall surfaces of two adjacent connecting pieces 21 in each group of connecting pieces 21 is not specifically limited, as long as the placement positions of two adjacent connecting pieces 21 in each group are convenient for installation.
[0050] As Figure 5 shown, specifically, in this embodiment, the assembly gap between two adjacent groups of connecting pieces 21 in the array arrangement direction is 7 mm to 12 mm. Exemplarily, the assembly gap b between two adjacent groups of connecting pieces 21 in the array arrangement direction can be 7 mm, 9 mm, 10 mm, 11.5 mm, 12 mm, etc. Herein, the assembly gap b between two adjacent groups of connecting pieces 21 in the array arrangement direction is not specifically limited.
[0051] As Figure 2As shown, specifically, in this embodiment, the connecting piece 21 is provided with a fitting hole 4 for positioning the friction body 26. Among them, there can be 1 fitting hole 4, or 2, 3, 5, etc. fitting holes 4 are arranged at intervals in the circumferential direction, which is not specifically limited here. When the friction body 26 and the connecting piece 21 are sintered and welded, since the material of the friction body 26 is powder metallurgy material, the friction body 26 and the connecting piece 21 are pressure-sintered. During sintering, the high-temperature powder metallurgy material of the friction body 26 is bonded to the connecting piece 21 as a whole. At the same time, the friction body 26 near the fitting hole 4 is embedded in the fitting hole 4 under the extrusion force during the pressing process, improving the stability and reliability of the connection structure between the friction body 26 and the connecting piece 21.
[0052] At the same time, the present utility model also provides a braking device, including a brake pad, a brake disc 5 and a caliper 6. The calipers 6 are respectively arranged on both sides of the brake disc 5. One end of the caliper 6 facing the brake disc 5 is provided with a brake pad. The caliper 6 is used to drive the friction body 26 of the brake pad to approach and contact the brake disc 5. The brake pad is the low-noise brake pad of any one of the above.
[0053] During operation, the brake disc 5 is coaxially arranged with the wheel. When braking is required, the caliper 6 applies a clamping force to the brake disc 5 from both sides of the brake disc 5. At this time, the caliper 6 drives the friction body 26 of the brake pad to approach and gradually contact the brake disc 5. The frictional force generated between the friction body 26 and the surface of the brake disc 5 reduces the rotational speed of the brake disc 5 to complete braking. Since the brake disc 5 rotates synchronously with the wheel, when the braking of the brake disc 5 is completed, the wheel also stops rotating. When the brake pad wears to the limit, the operator only needs to remove the snap ring 24, remove the worn friction particles and the sound insulation pad 25, replace them with new friction particles and the sound insulation pad 25, and snap the snap ring 24 onto the locking pin 22 again for fixation. After installation, continue the above braking work. Compared with the traditional method of directly connecting a steel back and multiple friction particles through the connecting piece 21, in this application, through the sound insulation pad 25 between the connecting piece 21 and the disc spring 23, when the friction body 26 contacts the surface of the brake disc during braking, the disc spring 23 is extruded along the axial direction of the through hole 11. The buffer effect of the sound insulation pad 25 can prevent the disc spring 23 from directly pressing and rubbing against the surrounding structures, that is, the overall low-noise brake pad is clamped on the caliper 6, reducing noise and improving the braking effect.
[0054] Specifically, in this embodiment, two low-noise brake pads are provided at one end of the caliper facing the brake disc, and the two low-noise brake pads are symmetrically arranged.
[0055] During operation, by bringing two low-noise brake pads into contact with one side of the brake disc for braking, and symmetrically arranging two low-noise brake pads on the other side of the brake disc for contact braking at the same time, the contact area during the friction process between the friction body 26 of the low-noise brake pads and the brake disc is increased, improving the braking effect.
[0056] In the description of the above embodiments, the specific features, structures, materials or characteristics can be combined in a suitable manner in any one or more embodiments or examples.
[0057] The above is only the specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.
Claims
1. A low-noise brake pad, characterized in that, Comprising: A dovetail-shaped steel back, the dovetail-shaped steel back having opposite first and second faces, the dovetail-shaped steel back being provided with a plurality of through holes, and first and second grooves being respectively formed at both ends of each through hole, the first groove being located on the first face of the dovetail-shaped steel back, and the second groove being located on the second face of the dovetail-shaped steel back; A plurality of connecting components, each connecting component including friction particles, a sound insulation pad, a disc spring, and a snap ring, the concave surface of the disc spring being embedded towards the bottom surface of the first groove, the friction particles including a skeleton and a friction body, the skeleton including a connecting piece and a locking pin, one end of the locking pin being integrally connected to the connecting piece, the covering area of the connecting piece being larger than the bottom surface area of the first groove, and the sound insulation pad being correspondingly arranged between the connecting piece and the disc spring, the other end of the locking pin sequentially passing through the sound insulation pad, the disc spring, and the through hole and protruding out of the bottom surface of the second groove, the snap ring being placed in the second groove, and the snap ring being clamped with the locking pin, and the friction body being sintered and welded to the connecting piece of the skeleton.
2. The low-noise brake pad according to claim 1, wherein The cross-sectional shape of the sound insulation pad includes a U-shape; And / or, the cross-sectional shape of the connecting piece includes a polygon or a circle.
3. The low-noise brake pad according to claim 1, wherein, Further comprising a stop block, the stop block being arranged on the first face of the dovetail-shaped steel back, and the stop block being used for limiting the friction particles.
4. The low-noise brake pad according to claim 3, characterized in that, The stop block and the dovetail-shaped steel back are of an integrally formed structure; Or, the stop block is welded to the dovetail-shaped steel back.
5. The low-noise brake pad according to claim 1, wherein, The material of the sound insulation pad includes spring steel; And / or, the material of the disc spring includes superalloy or semi-austenitic precipitation hardening stainless steel.
6. The low-noise brake pad according to claim 1, wherein, The plurality of friction particles are arranged in multiple groups of arrays on the first face of the dovetail-shaped steel back.
7. The low-noise brake pad according to claim 6, wherein, The assembly gap between adjacent two groups of the friction particles in the array arrangement direction is 7 mm to 12 mm.
8. The low-noise brake pad according to claim 1, characterized in that, The connecting piece is provided with a fitting hole, and the fitting hole is used for positioning the friction body.
9. A braking device, characterized in that, Including a brake pad, a brake disc, and a caliper, the calipers being respectively arranged on both faces of the brake disc, the caliper being provided with the brake pad at one end facing the brake disc, the caliper being used for driving the friction body of the brake pad to approach and contact the brake disc for braking, and the brake pad being the low-noise brake pad according to any one of claims 1-8.
10. The braking device according to claim 9, characterized in that, Both ends of the caliper facing the brake disc are provided with two of the low-noise brake pads, and the two low-noise brake pads are symmetrically arranged.