High-speed train braking system capable of achieving efficient sudden stop

Abstract

The utility model discloses a high-speed train braking system capable of achieving efficient sudden stop. The high-speed train braking system comprises a brake disc structure, a clamp structure and a brake pad structure. The brake disc structure comprises a countersunk head table, an upper disc body and a lower disc body, the upper disc body and the lower disc body are oppositely arranged on the countersunk head table, heat dissipation ribs are arranged between the upper disc body and the lower disc body, an air flow groove is formed in an outer disc face, an annular air flow groove, an arc-shaped air flow groove and a communicating groove are formed in an inner disc face, and an air flow opening is formed in the outer wall of the upper disc body; the brake pad structure comprises an annular brake pad stress plate, a fixing bolt and an annular brake pad clamping plate, a brake pad is arranged on the annular brake pad clamping plate, and the annular brake pad stress plate is fixedly installed on the outer side face of the annular brake pad clamping plate through the fixing bolt. The brake system is improved and designed from the three aspects of a brake disc body structure, a brake pad structure, a clamp structure and the like, and the problem that braking needs to be achieved within the shortest distance or time under the emergency situation is solved.

Description

Technical Field

[0001] The present invention relates to a high-speed train braking system capable of achieving efficient emergency stopping, belonging to the technical field of friction braking. Background Art

[0002] With the rapid development of global rail transit technology, high-speed trains, as an important part of modern transportation, have greatly improved transportation efficiency. However, under the complex geographical and climatic conditions in China, the safe operation of high-speed trains faces many challenges. China has a vast territory and diverse terrains, especially in the southwest region, where mountainous and hilly areas are widely distributed, and the lines are mostly viaducts and tunnel bridges, with many lines along cliffs and rivers. This complex geographical environment brings unique problems to the planning, construction and operation of rail transit. In addition, frequent extreme weather such as ice and snow, sand and dust further exacerbates the risks of train operation. At the same time, different from Western developed countries, most of China's rail transit, especially high-speed trains, run on viaduct lines, increasing the uncertainty and potential risks during train operation. Especially in the southwest region, natural disasters such as debris flows and falling rocks occur frequently, and sudden situations such as earthquakes and heavy rainfall are difficult to predict in real time. These natural disasters not only damage the line itself, resulting in traffic interruptions, but also pose a direct threat to high-speed trains. At present, the early warning system is unable to achieve real-time monitoring and timely alarm in the face of these emergencies, making it difficult for train drivers to take effective measures in a timely manner when facing emergencies.

[0003] High-speed trains and subways have great inertia during driving. Especially under extremely harsh super-braking conditions such as higher initial braking speed and shorter braking distance, the kinetic energy of the vehicle is huge. Once an accident occurs, the existing braking system is difficult to complete stopping within the driver's line of sight. The traditional braking system relies on the combination of electric braking and air braking. Among them, electric braking converts kinetic energy into electrical energy and feeds it back to the power grid through regenerative braking, while air braking relies on the friction between brake pads and brake discs. However, the friction of the existing braking system is often insufficient in dealing with emergencies during high-speed driving, resulting in too long braking distance and difficult to brake quickly, thus triggering major accidents such as train rear-end collisions and derailments, causing serious consequences of vehicle destruction and human casualties. Summary of the Invention

[0004] To overcome the defects existing in the prior art, the present invention aims to provide a high-speed train braking system that can achieve efficient emergency stopping, specifically targeting the complex terrain, frequent extreme weather and emergencies in China's rail transit. By innovatively designing an annular brake pad, the friction contact area is significantly increased, thereby greatly improving the braking force. Different from traditional brake pads, the design of the annular brake pad provides a more uniform force distribution and greater friction during the braking process, effectively solving the problem of insufficient friction of the existing braking system at high speeds. At the same time, the design of this system fully considers the heat dissipation requirements of the train during high-speed operation. By optimizing the structural design of the air flow channels and heat dissipation ribs, it ensures that the heat of the brake disc can be quickly dissipated during high-friction operation, avoiding the attenuation of braking performance due to overheating. This braking system design effectively solves problems such as insufficient braking force and too long emergency braking distance faced by high-speed trains during braking, provides a more reliable guarantee for the safe operation of high-speed trains, and plays a positive role in promoting the development of rail transit technology.

[0005] The technical solution provided by the present invention to solve the above technical problems is: a high-speed train braking system that can achieve efficient emergency stopping, including a brake disc structure, a caliper structure, and two brake pad structures arranged coaxially and oppositely on both sides of the brake disc structure, and both of the two brake pad structures are connected to the caliper structure.

[0006] A further technical solution is that the brake disc structure includes a countersunk head platform and an upper disc body and a lower disc body oppositely arranged on the countersunk head platform; a plurality of petal-shaped edges are provided on the outer walls of the upper disc body and the lower disc body of the brake disc structure.

[0007] A further technical solution is that the caliper structure includes four caliper arms, two caliper middle arms, two caliper large support arms, a caliper small support arm, and two hinge bolts; the two caliper large support arms are respectively vertically arranged between the two caliper arms arranged up and down; the left and right ends of the two caliper middle arms are respectively fixedly connected to the two caliper arms arranged up and down through the two hinge bolts, and the caliper small support arm is vertically arranged between the two caliper middle arms.

[0008] A further technical solution is that the brake pad structure includes an annular brake pad force-bearing plate, a plurality of fixing bolts, and two annular brake pad mounting plates assembled in half. A plurality of brake pads are provided on the inner side surface of the annular brake pad mounting plate, and the annular brake pad force-bearing plate is installed and fixed on the outer side surface of the annular brake pad mounting plate through the fixing bolts.

[0009] A further technical solution is that several heat dissipation ribs are provided between the upper disc body and the lower disc body of the brake disc structure; several air flow grooves are formed on the outer disc surface of the upper disc body, and an annular air flow groove, several arc-shaped air flow grooves and communication grooves are formed on the inner disc surface. The arc-shaped air flow grooves are communicated with the annular air flow groove through the communication grooves, and the cross-sectional shape of the inner disc surface is wavy; several air flow ports are provided on the outer wall of the upper disc body, and the air flow ports are respectively communicated with the air flow grooves and the arc-shaped air flow grooves; the distribution positions of the several heat dissipation ribs are consistent with the path of the arc-shaped air flow grooves; the numbers of the air flow grooves, the arc-shaped air flow grooves and the petal-shaped edges are the same.

[0010] A further technical solution is that several brake pads are installed at intervals on the inner side of the annular brake pad mounting plate.

[0011] A further technical solution is that the brake pad is an annular brake pad, and its central angle ranges from 10° to 20°; there is a certain gap between adjacent brake pads; the central angle range of the annular brake pad mounting plate is 100° to 115°.

[0012] A further technical solution is that brake pad connecting bolts and caliper force receiving bolt holes connected to the annular brake pad mounting plate are respectively provided at both ends of the caliper arm; a brake pad connecting nut is provided on the brake pad connecting bolt.

[0013] This system adopts the following execution mode: When the train is in motion or about to enter a station and needs to brake immediately, the train driver starts the pneumatic device according to the actual situation to apply a braking force to the caliper structure. The caliper structure is forced to push the brake pad structure to fit and friction with the brake disc for braking; in normal situations such as decelerating when entering the station, a weak braking force mode is adopted to meet the normal deceleration or parking requirements, and in emergency situations such as sudden system failures or natural disasters, a strong braking force mode is adopted to achieve a quick emergency stop.

[0014] The present invention has the following beneficial effects: The present invention improves and designs the braking system from three aspects: the brake disc body structure (increasing the contact area between the brake disc and air and enhancing heat dissipation), the brake pad structure (increasing the friction area and semi-assembling), and the caliper structure (bidirectional annular loading). In the case of the present invention, it can provide a stronger frictional force for a train running at a high speed state, and realize the function of quickly stopping the train in an emergency braking situation. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a three-dimensional schematic diagram of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0016] Figure 2 It is a top view of the high-speed train braking system capable of achieving efficient emergency stop according to the present invention;

[0017] Figure 3Three-dimensional schematic diagram of the brake disc body of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0018] Figure 4 Internal structure schematic diagram of the brake disc body of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0019] Figure 5 Side view of the brake disc body of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0020] Figure 6 Cross-sectional view of the brake disc body of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0021] Figure 7 Back schematic diagram of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0022] Figure 8 Front schematic diagram of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0023] Figure 9 Side view of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0024] Figure 10 Cross-sectional view of the brake pad structure of the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0025] Figure 11 Three-dimensional schematic diagram of the caliper structure in the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0026] Figure 12 Top view of the caliper structure in the high-speed train braking system capable of achieving efficient emergency braking according to the present invention;

[0027] Figure 13 Front view of the caliper structure in the high-speed train braking system capable of achieving efficient emergency braking according to the present invention.

[0028] As shown in the figure: 1-brake disc structure, 101-outer disc surface, 102-air flow groove, 103-petal-shaped edge, 104-air flow port, 105-countersunk head, 106-bolt hole, 107-inner disc surface, 108-heat dissipation rib, 109-arc-shaped air flow groove, 110-annular air flow groove, 111-upper disc body, 112-lower disc body, 2-brake pad structure, 201-brake pad force plate, 202-brake pad clamping plate, 203-fixing bolt, 204-brake pad, 205-connecting hole, 3-clamp structure, 301-brake pad connecting bolt, 302-brake pad connecting nut, 303-clamp arm, 304-clamp large support arm, 305-clamp hinge bolt, 306-clamp force bolt hole, 307-clamp middle arm, 308-clamp small support arm. DETAILED DESCRIPTION

[0029] Example 1

[0030] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] like Figures 1-2 As shown, a high-speed train braking system capable of realizing efficient emergency stop of the present invention comprises a brake disc structure 1, a clamp structure 3 and two brake pad structures 2 coaxially arranged on both sides of the brake disc structure 1, and the two brake pad structures 2 are connected to the clamp structure 3;

[0032] like Figures 3-6 As shown, the brake disc structure 1 includes a countersunk platform 105 and an upper disc body 111 and a lower disc body 112 which are relatively arranged on the countersunk platform 105, and bolt holes 106 for connecting with the axle are arranged at both ends of the countersunk platform 105; a heat dissipation rib 108 is arranged between the upper disc body 111 and the lower disc body 112, and an air flow groove 102 is opened on the outer disc surface 101 of the upper disc body 111, and an annular air flow groove 110, an arcuate air flow groove 109, and a connecting groove are opened on the inner disc surface 107 of the upper disc body 111, and the arcuate air flow groove 109 is connected with the annular air flow groove 110 through the connecting groove, and an air flow port 104 is arranged on the outer wall of the upper disc body 111, and the air flow port 104 is respectively connected with the air flow groove 102 and the arcuate air flow groove 109, which can improve the fluidity of the air flow on the outer disc surface 101 and the inner disc surface 107, and improve the heat dissipation performance;

[0033] The number of the airflow slots 102 and the number of the airflow ports 104 correspond to each other. This structure can guide the gas to flow between the outer disk surface 101 and the inner disk surface 107. The number of the airflow slots can be increased or decreased according to the actual situation.

[0034] The thickness of the upper disc body 111 and the lower disc body 112 is 20 mm, the width of the air flow groove 102 is 6 mm, and the depth is 4 mm. The brake disc structure 1 has a total of 7 disc bodies, and the upper and lower disc bodies are exactly the same; the air inlet 104 is semi-elliptical, with a major axis length of 11 mm and a minor axis length of 3 mm. The widths and depths of the arc-shaped air flow groove 109 and the annular air flow groove 110 are both 3 mm. The diameter of the bolt hole 106 on the counterbore 105 is 18 mm, and the diameter of the heat dissipation rib 108 is 20 mm, which is distributed along the path of the arc-shaped air flow groove 109. This structure is integrally cast with the disc body and can, to a certain extent, separate the air inside and outside the air flow groove; there are 9 heat dissipation ribs 108 on each arc, and chamfers of 2 mm are provided in the edge area;

[0035] As Figures 7-10 As shown, the brake pad structure 2 includes an annular brake pad force-bearing plate 201, a number of fixing bolts 203, and two annular brake pad mounting plates 202 assembled in half. A number of brake pads 204 are provided on the inner side surface of the annular brake pad mounting plate 202. The annular brake pad force-bearing plate 201 is installed and fixed on the outer side surface of the annular brake pad mounting plate 202 through the fixing bolts 203. This design makes the normal load borne by the brake pads 204 more uniform; connection holes 205 connected to the clamp structure 3 are provided on the annular brake pad mounting plate 202; the annular brake pad mounting plate 202 is connected to the clamp structure 3 through the connection holes 205, and this structure can achieve an annular loading method;

[0036] The brake pad 204 is of an annular structure and is in half-contact with the brake disc structure 1. The shape of the brake pad 204 can also be any other shape. This structure can significantly increase the contact area between the brake pad 204 and the outer brake disc surface 101, thereby increasing the friction force at the braking interface.

[0037] The thickness of the contact area of the brake pad 204 is 20 mm, the central angle of the fan-shaped area is 20°, the central angle of the adjacent interval area is 5°, the thickness of the annular brake pad mounting plate 202 is 10 mm, the central angle of the annular area is 115°, there are 5 bolt holes on each mounting plate, the diameter of the bolt holes is 20 mm, the diameter of the connection holes 205 is 30 mm, and chamfers of 2 mm are provided in the edge area to meet the process requirements;

[0038] As Figures 11-13As shown, the clamp structure 3 includes four clamp arms 303, two clamp middle arms 307, two large clamp support arms 304, a small clamp support arm 308, and two hinge bolts 305; the two large clamp support arms 304 are respectively vertically arranged between the two clamp arms 303 arranged up and down; the left and right ends of the two clamp middle arms 307 are respectively fixedly connected to the two clamp arms 303 arranged up and down through the two hinge bolts 305, and the large clamp support arm 308 is vertically arranged between the two clamp middle arms 307. Both ends of the clamp arm 303 are respectively provided with a brake pad connection bolt 301 and a clamp force receiving bolt hole 306 connected to the brake pad mounting plate 202 of the annular brake pad; a brake pad connection nut 302 is provided on the brake pad connection bolt 301. This structure can ensure that the brake pads 204 receive the same normal load.

[0039] All the bolt holes in the clamp structure 3 are 30 mm. The thickness of the clamp arm 303 is 40 mm, the length is about 550 mm, the thickness of the clamp middle arm 307 is also 40 mm, the length is 320 mm, the diameter of the large clamp support arm 304 is 25 mm, the length is 310 mm, and the diameter of the small clamp support arm 308 is 25 mm, and the length is 300 mm.

[0040] As Figure 3 shown, a plurality of petal-shaped edges 103 are provided on the outer walls of the upper disc body 111 and the lower disc body 112, and the circular angle of the petal-shaped edge 103 is 51.4°. This structure increases the contact area between the brake disc and the air to a certain extent and improves its heat dissipation performance. The shape of this edge can also be other geometric shapes with longer lengths.

[0041] As Figure 6 shown, the cross-sectional shape of the inner disc surface 107 is wavy, and the central angle of each arc in the wavy inner disc surface 107 is 10°. This structure increases the contact area between the inner disc surface and the air to a certain extent and can promote the dissipation of heat on the disc surface. The shape of this cross-section can also be other geometric shapes.

[0042] The train driver can use the braking system of the present invention for emergency braking. During braking, the clamp structure 3 pushes the brake pad structure 2 to contact and friction with the brake disc body 1 through the lever principle. Among them, the structures of the clamp structure 3 are connected by bolts, and have high stiffness to ensure stability during braking; for the brake pad structure 2, the brake pads 204 are annularly distributed and can be in full contact with the entire brake disc surface to provide greater friction. Moreover, it has the function of being disassembled and assembled in half, which is convenient for maintenance and replacement. There are gaps on the surface of the annular brake pads, and these gaps can effectively increase the gas fluidity, facilitating the flow and discharge of the debris on the friction cross-section; for the brake disc body 1, structures such as air flow grooves, air inlets, wavy cross-sections, and petal-shaped edges can increase the gas fluidity of the brake disc during the contact friction braking process, and can dissipate the frictional heat of the disc surface faster, ensuring the braking performance of the train.

[0043] During the running of high-speed trains, various situations may require emergency braking. Some application scenarios of the present invention will be described below:

[0044] Scenario 1: When the train is running normally or about to enter a station, the driver can start braking according to the actual operating conditions. The brake pads of the present invention have a larger friction contact area compared with traditional brake pads. Therefore, a smaller braking force or a shorter braking time (rapid continuous intermittent braking) can be used relative to the original system for deceleration braking, effectively reducing the heat accumulation on the brake disc surface and ensuring that the train can stop steadily and accurately at the designated position.

[0045] Scenario 2: When the train encounters sudden emergencies during running, including but not limited to severe system failures resulting in power interruption, suddenly appearing large obstacles on the track that cannot be cleared in time, or the train driver judges that there are safety hazards ahead and needs to stop urgently, the risk of train rear-end collision or collision caused by signal system failures or human operation errors, as well as natural disasters such as landslides, mudslides or sudden situations such as track fractures. In response to these emergencies, the train driver can apply a large braking force to make the brake pads fit tightly with the brake disc body to provide stronger friction, ensuring that the train can stop safely within the shortest possible distance, effectively avoiding safety accidents, and thus significantly improving the safety and emergency response ability of high-speed trains.

[0046] As mentioned above, it is not any form of limitation to the present invention. Although the present invention has been disclosed through the above embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some changes or modifications into equivalent embodiments with equivalent changes by using the disclosed technical content within the scope of the technical solution of the present invention. However, as long as it does not depart from the content of the technical solution of the present invention, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention shall fall within the scope of the technical solution of the present invention.

Claims

1. A high-speed train braking system capable of achieving efficient emergency stop, characterized in that, It includes a brake disc structure (1), a caliper structure (3), and two brake pad structures (2) arranged coaxially and oppositely on both sides of the brake disc structure (1), and both of the two brake pad structures (2) are connected to the caliper structure (3); The brake disc structure (1) includes a countersunk head (105), an upper disc body (111) and a lower disc body (112) oppositely arranged on the countersunk head (105); a plurality of petal-shaped edges (103) are provided on the outer walls of the upper disc body (111) and the lower disc body (112) of the brake disc structure (1); The caliper structure (3) includes four caliper arms (303), two caliper middle arms (307), two caliper large support arms (304), a caliper small support arm (308), and two hinge bolts (305); the two caliper large support arms (304) are respectively vertically arranged between the two caliper arms (303) arranged up and down; the left and right ends of the two caliper middle arms (307) are respectively fixedly connected to the two caliper arms (303) arranged up and down through the two hinge bolts (305), and the caliper small support arm (308) is vertically arranged between the two caliper middle arms (307); The brake pad structure (2) includes an annular brake pad stress plate (201), a plurality of fixing bolts (203), and two annular brake pad mounting plates (202) assembled in half. A plurality of brake pads (204) are provided on the inner side surface of the annular brake pad mounting plate (202), and the annular brake pad stress plate (201) is installed and fixed on the outer side surface of the annular brake pad mounting plate (202) through the fixing bolts (203).

2. The high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that, A plurality of heat dissipation ribs (108) are provided between the upper disc body (111) and the lower disc body (112) of the brake disc structure (1); a plurality of air flow grooves (102) are formed on the outer disc surface (101) of the upper disc body (111), an annular air flow groove (110), a plurality of arc-shaped air flow grooves (109), and communication grooves are formed on the inner disc surface (107). The arc-shaped air flow grooves (109) are communicated with the annular air flow groove (110) through the communication grooves, and the cross-sectional shape of the inner disc surface (107) is wavy; a plurality of air vents (104) are provided on the outer wall of the upper disc body (111), and the air vents (104) are respectively communicated with the air flow grooves (102) and the arc-shaped air flow grooves (109); the distribution positions of the plurality of heat dissipation ribs (108) are consistent with the paths of the arc-shaped air flow grooves (109); the numbers of the air flow grooves (102), the arc-shaped air flow grooves (109), and the petal-shaped edges (103) are the same.

3. A high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that, A plurality of brake pads (204) are installed at intervals on the inner side of the annular brake pad mounting plate (202).

4. A high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that The brake pad (204) is an annular brake pad, and the range of its central angle is 10° to 20°; there is a certain gap between adjacent brake pads (204); the range of the central angle of the annular brake pad mounting plate (202) is 100° to 115°.

5. A high-speed train braking system capable of achieving efficient emergency stop according to claim 1, characterized in that, Both ends of the clamp arm (303) are respectively provided with a brake pad connecting bolt (301) and a clamp force receiving bolt hole (306) which are connected to the annular brake pad mounting plate (202); a brake pad connecting nut (302) is provided on the brake pad connecting bolt (301).

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