Intercity train hydraulic brake clamp with multi-sealing structure

Abstract

The utility model relates to the technical field of train hydraulic brake clamps, and discloses an intercity train hydraulic brake clamp with a multi-sealing structure, which comprises a mounting seat, the left side of the mounting seat is fixedly connected with a hydraulic rod body, and an inner cavity of the hydraulic rod body is movably connected with a piston rod. A second placing cavity is formed in the top of the left side of the inner surface of the mounting seat. According to the inter-city train hydraulic braking clamp with the multi-sealing structure, a reset spring recovers deformation when losing the influence of force, extends upwards and drives a movable rod to move upwards, the movable rod drives a first pressing rod to move upwards to press a first sealing gasket, meanwhile, a threaded rod drives a threaded sleeve to move downwards under the action of threads in the rotating process, and the first sealing gasket is tightly pressed; the thread sleeve drives the second pressing rod to move downwards through the connecting plate to press the second sealing gasket, the first sealing gasket and the second sealing gasket are positioned through the different limiting assemblies on the two sides, loosening is avoided, and the overall sealing effect is effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of train hydraulic brake caliper technology, specifically a hydraulic brake caliper for intercity trains with a multi-sealing structure. Background Technology

[0002] Hydraulic brake calipers for intercity trains are the core actuators of the train braking system. They use hydraulic drive to press the brake pads against the brake disc, achieving deceleration or stopping. Their structure typically employs a floating design, consisting of a hydraulic cylinder, caliper body, brake pad bracket, and automatic gap adjustment mechanism. They feature rapid response (action time < 0.3 seconds) and stable braking force output (pressure range 0-6 MPa), meeting the high-density operation requirements of intercity trains.

[0003] During long-term use, the seal between the piston rod and the housing of the hydraulic brake caliper on intercity trains is prone to loosening. This can lead to hydraulic oil leakage, reducing the pressure stability of the braking system and affecting braking response speed and braking force output accuracy. Loosening also exacerbates friction and wear between the seal and the piston rod, generating metal debris that contaminates the hydraulic oil and accelerates damage to hydraulic components. Simultaneously, external dust and moisture can enter the hydraulic system, causing internal corrosion or aging of seals, further shortening the lifespan of the seals. Furthermore, poor sealing can cause pressure fluctuations within the hydraulic cylinder during braking, producing abnormal noise and vibration, affecting passenger comfort, and in severe cases, even leading to brake failure and threatening driving safety.

[0004] To address the aforementioned issues, we have made improvements by proposing a hydraulic brake caliper for intercity trains with a multi-sealing structure. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides the following technical solution: a hydraulic brake caliper for intercity trains with a multi-sealing structure, including a mounting base. A hydraulic rod body is fixedly connected to the left side of the mounting base. A piston rod is movably connected to the inner cavity of the hydraulic rod body. A second placement cavity is formed at the top of the left side of the inner surface of the mounting base, and a first placement cavity is formed at the bottom of the left side of the inner surface of the mounting base. A movable rod is passed through the inner cavity of the first placement cavity. A return spring is sleeved on the surface of the movable rod. A first pressure rod is fixedly connected to the top of the movable rod. A first sealing gasket is fixedly connected to the top of the first pressure rod. A screw is movably connected to the inner cavity of the second placement cavity through a bearing. A threaded sleeve is threadedly connected to the surface of the screw. Connecting plates are fixedly connected to both sides of the threaded sleeve. A second pressure rod is fixedly connected to the bottom of the connecting plate. A second sealing gasket is fixedly connected to the bottom of the second pressure rod.

[0006] Preferably, the material of the first sealing gasket is the same as that of the second sealing gasket, and both the first and second sealing gaskets have a semi-circular structure.

[0007] Preferably, the bottom of the movable rod penetrates the inner surface of the mounting base and extends to the bottom of the mounting base, a pull plate is fixedly connected to the bottom of the movable rod, and a handwheel is fixedly connected to the top of the screw.

[0008] Preferably, the inner surface of the mounting base is provided with sliding grooves on both the left and right sides of the second placement cavity, and the outer side of the connecting plate is slidably connected to the inner cavity of the sliding groove.

[0009] Preferably, the first sealing gasket includes a carbon fiber reinforced polyetheretherketone layer, a hydrogenated nitrile rubber layer, a stainless steel wire braided reinforced fluororubber layer, a diamond-like carbon coating, and a polytetrafluoroethylene coating.

[0010] Preferably, the hydrogenated nitrile rubber layer is located outside the carbon fiber reinforced polyether ether ketone layer, the stainless steel wire braided reinforced fluororubber layer is located outside the hydrogenated nitrile rubber layer, the diamond-like carbon coating is located outside the stainless steel wire braided reinforced fluororubber layer, and the polytetrafluoroethylene coating is located outside the diamond-like carbon coating.

[0011] Compared with the prior art, this utility model provides a hydraulic brake caliper for intercity trains with a multi-sealing structure, which has the following advantages:

[0012] 1. The intercity train hydraulic brake caliper with a multi-seal structure extends upwards when the return spring loses its force, causing the movable rod to move upwards. The movable rod causes the first pressure rod to move upwards, pressing the first sealing gasket. At the same time, the screw, during rotation, uses the thread to drive the screw sleeve downwards. The screw sleeve, through the connecting plate, causes the second pressure rod to move downwards, pressing the second sealing gasket. The first and second sealing gaskets are positioned by different limiting components on both sides to prevent them from loosening, effectively improving the overall sealing effect.

[0013] 2. This intercity train hydraulic brake caliper, featuring a multi-seal structure, effectively improves the stability of the connecting plate and threaded sleeve during vertical movement by incorporating sliding grooves. It employs a first sealing gasket comprising a carbon fiber reinforced polyetheretherketone (PEEK) layer, a hydrogenated nitrile rubber (NBR) layer, a stainless steel wire braided reinforced fluororubber layer, a diamond-like carbon coating, and a polytetrafluoroethylene (PTFE) coating. The PEEK layer possesses extremely high mechanical strength and temperature resistance, enabling it to withstand high pressure and high temperature environments without deformation. Its self-lubricating properties reduce piston rod friction and wear, making it particularly suitable for high-speed reciprocating motion and ensuring long-term stable contact of the sealing surface. The NBR layer exhibits excellent oil resistance and heat resistance, maintaining elasticity even in harsh hydraulic oil environments. Its high resilience effectively compensates for minor vibrations of the piston rod, preventing leakage caused by dynamic pressure fluctuations and ensuring sealing reliability. The stainless steel wire braided reinforced fluororubber layer resists additives and acidic media in hydraulic oil, extending the service life of the first gasket in harsh environments. The diamond-like carbon coating has an extremely low coefficient of friction, significantly reducing frictional resistance between the first gasket and the piston rod, avoiding the "stick-slip" phenomenon during startup. Simultaneously, its ultra-hard surface effectively blocks hydraulic oil penetration, prevents material swelling, and improves the durability of the first gasket. The PTFE coating reduces oil film adhesion and prevents creep leakage; its chemical inertness further enhances the outer layer's corrosion resistance, making it particularly suitable for hydraulic oil environments containing moisture or contaminating particles, ensuring long-term sealing performance. Through the combination of these structures, the service life of the first gasket can be effectively improved, further enhancing the overall sealing effect. Attached Figure Description

[0014] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0015] Figure 1 This is a schematic diagram of the structure of this utility model;

[0016] Figure 2 This is a partial cross-sectional structural diagram of the present invention;

[0017] Figure 3 This is a side view of the first and second sealing gaskets of this utility model.

[0018] Figure 4 This is a cross-sectional structural diagram of the first and second sealing gaskets of this utility model.

[0019] The components are as follows: 1. Mounting base; 2. Hydraulic rod body; 3. Piston rod; 4. First placement cavity; 5. Movable rod; 6. Return spring; 7. Pull plate; 8. First pressure rod; 9. First sealing gasket; 901. Carbon fiber reinforced polyetheretherketone layer; 902. Hydrogenated nitrile rubber layer; 903. Stainless steel wire braided reinforced fluororubber layer; 904. Diamond-like carbon coating; 905. Polytetrafluoroethylene coating; 10. Second sealing gasket; 11. Second placement cavity; 12. Screw; 13. Screw sleeve; 14. Connecting plate; 15. Second pressure rod; 16. Slide groove; 17. Handwheel. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] Please see Figure 1-4 A hydraulic brake caliper for intercity trains with a multi-sealing structure includes a mounting base 1. A hydraulic rod body 2 is fixedly connected to the left side of the mounting base 1. A piston rod 3 is movably connected to the inner cavity of the hydraulic rod body 2. A second placement cavity 11 is formed at the top of the left side of the inner surface of the mounting base 1, and a first placement cavity 4 is formed at the bottom of the left side of the inner surface of the mounting base 1. A movable rod 5 is passed through the inner cavity of the first placement cavity 4. A return spring 6 is sleeved on the surface of the movable rod 5. A first pressure rod 8 is fixedly connected to the top of the movable rod 5, and a first sealing gasket 9 is fixedly connected to the top of the first pressure rod 8. The inner cavity of the second placement cavity 11 is movably connected via a bearing. A screw 12 is connected to the surface of the screw 12, and a screw sleeve 13 is threadedly connected to the surface of the screw 12. A connecting plate 14 is fixedly connected to both the left and right sides of the screw sleeve 13. A second pressure rod 15 is fixedly connected to the bottom of the connecting plate 14. A second sealing gasket 10 is fixedly connected to the bottom of the second pressure rod 15. The bottom of the movable rod 5 penetrates the inner surface of the mounting base 1 and extends to the bottom of the mounting base 1. A pull plate 7 is fixedly connected to the bottom of the movable rod 5. A handwheel 17 is fixedly connected to the top of the screw 12. A sliding groove 16 is opened on the inner surface of the mounting base 1 and on both the left and right sides of the second placement cavity 11. The outer side of the connecting plate 14 is slidably connected to the inner cavity of the sliding groove 16.

[0022] Through the above technical solution, when the return spring 6 loses its force, it recovers its deformation and extends upward, driving the movable rod 5 to move upward. The movable rod 5 drives the first pressure rod 8 to move upward, pressing the first sealing gasket 9. At the same time, during the rotation of the screw 12, the screw thread drives the screw sleeve 13 to move downward. The screw sleeve 13 drives the second pressure rod 15 to move downward through the connecting plate 14, pressing the second sealing gasket 10. The first sealing gasket 9 and the second sealing gasket 10 are positioned by different limiting components on both sides to prevent them from loosening, effectively improving the overall sealing effect. By setting the sliding groove 16, the stability of the connecting plate 14 and the screw sleeve 13 during the up and down movement can be effectively improved.

[0023] Specifically, the material of the first sealing gasket 9 is the same as that of the second sealing gasket 10. Both the first sealing gasket 9 and the second sealing gasket 10 have a semi-circular structure. The first sealing gasket 9 includes a carbon fiber reinforced polyetheretherketone layer 901, a hydrogenated nitrile rubber layer 902, a stainless steel wire braided reinforced fluororubber layer 903, a diamond-like carbon coating 904, and a polytetrafluoroethylene coating 905. The hydrogenated nitrile rubber layer 902 is located outside the carbon fiber reinforced polyetheretherketone layer 901, the stainless steel wire braided reinforced fluororubber layer 903 is located outside the hydrogenated nitrile rubber layer 902, the diamond-like carbon coating 904 is located outside the stainless steel wire braided reinforced fluororubber layer 903, and the polytetrafluoroethylene coating 905 is located outside the diamond-like carbon coating 904.

[0024] Through the above technical solutions, the carbon fiber reinforced polyetheretherketone layer 901 possesses extremely high mechanical strength and temperature resistance, enabling it to withstand high pressure and high temperature environments without deformation. Its self-lubricating properties reduce piston rod friction and wear, making it particularly suitable for high-speed reciprocating motion and ensuring long-term stable contact of the sealing surface. The hydrogenated nitrile rubber layer 902 exhibits excellent oil resistance and heat resistance, maintaining elasticity for extended periods in harsh hydraulic oil environments. Its high resilience effectively compensates for minor piston rod vibrations, preventing leakage caused by dynamic pressure fluctuations and ensuring sealing reliability. The stainless steel wire braided reinforced fluororubber layer 903 resists additives and acidic media in hydraulic oil, extending the service life of the first sealing gasket 9 in harsh environments. The diamond-like carbon coating 904 has an extremely low coefficient of friction, significantly reducing the frictional resistance between the first sealing gasket 9 and the piston rod, avoiding the "stick-slip" phenomenon during startup. Meanwhile, its ultra-hard surface can effectively block hydraulic oil penetration, prevent material swelling, and improve the durability of the first sealing gasket 9. The polytetrafluoroethylene coating 905 can reduce oil film adhesion and prevent creep leakage. Its chemical inertness further enhances the corrosion resistance of the outer layer, making it especially suitable for hydraulic oil environments containing moisture or contaminant particles, ensuring long-term sealing performance. Through the combination of the above structures, the service life of the first sealing gasket 9 can be effectively improved, further enhancing the overall sealing effect.

[0025] In use, the return spring 6, upon losing its force, extends upward to restore its deformation and drives the movable rod 5 to move upward. The movable rod 5 drives the first pressure rod 8 to move upward, pressing the first sealing gasket 9. Simultaneously, during rotation, the screw 12 uses its thread to drive the screw sleeve 13 to move downward. The screw sleeve 13, through the connecting plate 14, drives the second pressure rod 15 to move downward, pressing the second sealing gasket 10. The first sealing gasket 9 and the second sealing gasket 10 are positioned by different limiting components on both sides to prevent them from loosening, effectively improving the overall sealing effect. (The above is the working process of the entire device. Contents not described in detail in this specification belong to the prior art known to those skilled in the art.)

[0026] In the description of this utility model, it should be noted that the terms "vertical", "up", "down", "horizontal", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances. Finally, it should be noted that the above description is only a preferred embodiment of this utility model and is not intended to limit this utility model. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A hydraulic brake caliper for intercity trains with a multi-seal structure, comprising a mounting base (1), characterized in that: A hydraulic rod body (2) is fixedly connected to the left side of the mounting base (1). A piston rod (3) is movably connected to the inner cavity of the hydraulic rod body (2). A second placement cavity (11) is opened at the top of the left side of the inner surface of the mounting base (1). A first placement cavity (4) is opened at the bottom of the left side of the inner surface of the mounting base (1). A movable rod (5) is provided through the inner cavity of the first placement cavity (4). A return spring (6) is sleeved on the surface of the movable rod (5). A first pressure rod (8) is fixedly connected to the top of the movable rod (5). A first sealing gasket (9) is fixedly connected to the top of the first pressure rod (8). A screw rod (12) is movably connected to the inner cavity of the second placement cavity (11) through a bearing. A screw sleeve (13) is threadedly connected to the surface of the screw rod (12). A connecting plate (14) is fixedly connected to both the left and right sides of the screw sleeve (13). A second pressure rod (15) is fixedly connected to the bottom of the connecting plate (14). A second sealing gasket (10) is fixedly connected to the bottom of the second pressure rod (15).

2. The intercity train hydraulic brake caliper with a multi-sealing structure according to claim 1, characterized in that: The material of the first sealing gasket (9) is the same as that of the second sealing gasket (10), and both the first sealing gasket (9) and the second sealing gasket (10) are semi-circular structures.

3. The intercity train hydraulic brake caliper with a multi-sealing structure according to claim 1, characterized in that: The bottom of the movable rod (5) penetrates the inner surface of the mounting base (1) and extends to the bottom of the mounting base (1). A pull plate (7) is fixedly connected to the bottom of the movable rod (5), and a handwheel (17) is fixedly connected to the top of the screw (12).

4. A hydraulic brake caliper for intercity trains with a multi-sealing structure according to claim 1, characterized in that: The inner surface of the mounting base (1) and the left and right sides of the second placement cavity (11) are provided with sliding grooves (16), and the outer side of the connecting plate (14) is slidably connected to the inner cavity of the sliding groove (16).

5. A hydraulic brake caliper for intercity trains with a multi-sealing structure according to claim 1, characterized in that: The first sealing gasket (9) includes a carbon fiber reinforced polyether ether ketone layer (901), a hydrogenated nitrile rubber layer (902), a stainless steel wire braided reinforced fluororubber layer (903), a diamond-like carbon coating (904), and a polytetrafluoroethylene coating (905).

6. A hydraulic brake caliper for intercity trains with a multi-sealing structure according to claim 5, characterized in that: The hydrogenated nitrile rubber layer (902) is located outside the carbon fiber reinforced polyether ether ketone layer (901), the stainless steel wire braided reinforced fluororubber layer (903) is located outside the hydrogenated nitrile rubber layer (902), the diamond-like carbon coating (904) is located outside the stainless steel wire braided reinforced fluororubber layer (903), and the polytetrafluoroethylene coating (905) is located outside the diamond-like carbon coating (904).

Images