Brake noise reduction mechanism and vehicle speed reducer

Abstract

The utility model discloses a brake noise reduction mechanism and a vehicle speed reducer. The brake noise reduction mechanism comprises a brake beam, a noise reduction clamping plate, a first end clamping plate, a second end clamping plate, a vibration reduction clamping plate and a vibration reduction cushion plate. A first end clamping plate and a second end clamping plate are arranged at the front and rear ends of the left side of the brake beam; a plurality of noise reduction clamping plates are arranged at the position, between the first end clamping plate and the second end clamping plate, of the left side of the brake beam. The brake beam is connected with the tops of the left ends of a plurality of original brake calipers of the vehicle speed reducer; a damping base plate is arranged between the brake beam and the top of the left end of each brake caliper; the top of the brake caliper is provided with a brake beam contact part on the right side of the caliper arm; a damping clamping plate is arranged between the right side of the brake beam and the brake beam contact part; the brake beam comprises a left brake part, a middle section connecting part and a right brake caliper contact part. The brake noise reduction device is scientific in design and can effectively reduce the brake noise of the vehicle speed reducer of the railway marshalling station.

Description

Technical Field

[0001] This utility model relates to the field of railway equipment technology, and in particular to a braking noise reduction mechanism and a vehicle speed reducer. Background Technology

[0002] The hump car speed reducer is the most important speed control equipment in railway freight marshalling yards. It controls the speed of the shunting freight cars by applying friction braking, thereby achieving automatic and safe coupling of the cars.

[0003] Currently, most vehicle speed reducers achieve deceleration and braking by using brake rails to rub against the wheels. Brake rails are made from standard steel rails through machining, resulting in high strength and good wear resistance.

[0004] However, the friction between the brake rail and the wheel generates a lot of noise, with the maximum noise level exceeding 130 dB(A).

[0005] Therefore, there is an urgent need to develop a technology that can effectively reduce braking noise from vehicle decelerators in railway marshalling yards. Utility Model Content

[0006] The purpose of this utility model is to address the technical deficiencies of the existing technology by providing a braking noise reduction mechanism and a vehicle speed reducer.

[0007] Therefore, this utility model provides a braking noise reduction mechanism, characterized in that it includes a braking beam, a noise reduction clamping plate, a first end clamping plate, a second end clamping plate, a vibration damping plate, and a vibration damping pad.

[0008] The brake beam has a first end clamp and a second end clamp at its left front and rear ends, respectively.

[0009] On the left side of the brake beam, between the first end clamp and the second end clamp, multiple noise reduction clamps are provided;

[0010] The brake beam is connected to the top left end of the original multiple brake calipers of the vehicle's external reducer.

[0011] A damping pad is provided between the brake beam and the top left end of each brake caliper;

[0012] The brake caliper has a brake beam contact part on the right side of the caliper arm at the top.

[0013] A vibration damping plate is installed between the right side of the brake beam and the contact part of the brake beam;

[0014] The brake beam includes a left brake section, a middle connecting section, and a right brake caliper contact section;

[0015] The left brake caliper and the right brake caliper contact points are located on the left and right sides of the middle section connection, respectively.

[0016] In addition, this utility model also provides a vehicle speed reducer, which includes the braking noise reduction mechanism as described above.

[0017] As can be seen from the technical solution provided by this utility model above, compared with the prior art, this utility model provides a braking noise reduction mechanism and a vehicle reducer, which is scientifically designed and can effectively reduce the braking noise of the vehicle reducer in railway marshalling yards, and has significant practical significance. Attached Figure Description

[0018] Figure 1a A schematic diagram showing the installation state of a noise reduction clamp, a brake beam, and a brake caliper in a braking noise reduction mechanism provided by this utility model;

[0019] Figure 1b A three-dimensional structural diagram of the installation state of a braking noise reduction mechanism provided by this utility model, comprising a first end clamp, a second end clamp, a noise reduction clamp, a braking beam, and a braking caliper, in one embodiment;

[0020] Figure 2a A side view of the assembly of the brake beam with the noise reduction clamp, the first end clamp, and the second end clamp in a braking noise reduction mechanism provided by this utility model;

[0021] Figure 2b A top view of the assembly of the brake beam with the noise reduction clamp, the first end clamp, and the second end clamp in a braking noise reduction mechanism provided by this utility model;

[0022] Figure 3a This utility model provides a cross-sectional view of the assembly between a noise-reducing clamp and a brake beam in a braking noise reduction mechanism. The view is along... Figure 2b A cross-sectional view of line AA shown;

[0023] Figure 3b A cross-sectional view of the assembly between the first end clamping plate and the brake beam in a braking noise reduction mechanism provided by this utility model (the cross-sectional shape of the assembly between the second end clamping plate and the brake beam is the same as this view).

[0024] Figure 4 An enlarged schematic diagram of the bottom of a portion of the brake beam in a braking noise reduction mechanism provided by this utility model;

[0025] Figure 5a A schematic diagram of the installation state of a braking noise reduction mechanism and a brake caliper provided by this utility model;

[0026] Figure 5b for Figure 5aEnlarged schematic diagram of a local area surrounding the vibration damping plate;

[0027] Figure 5c A three-dimensional structural diagram of a brake caliper;

[0028] Figure 6 A top view of the assembly of the brake beam with the first end clamp and the second end clamp in a braking noise reduction mechanism provided by this utility model;

[0029] Figure 7a A schematic diagram of the structure of a noise reduction clamp in a braking noise reduction mechanism provided by this utility model;

[0030] Figure 7b A three-dimensional exploded disassembly diagram of a noise reduction clamp in a braking noise reduction mechanism provided by this utility model;

[0031] Figure 8 A schematic diagram of the structure of a vibration damping plate in a braking noise reduction mechanism provided by this utility model;

[0032] Figure 9 A schematic diagram of the structure of an adjusting shim in a braking noise reduction mechanism provided by this utility model;

[0033] Figure 10a A cross-sectional view of a noise-reducing clamp with a threaded anti-loosening structure in a braking noise reduction mechanism provided by this utility model;

[0034] Figure 10b A three-dimensional structural diagram of the first end clamp in a braking noise reduction mechanism provided by this utility model (the second end clamp and the first end clamp are symmetrically distributed front and back). Detailed Implementation

[0035] 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.

[0036] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0037] In the description of this patent, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this patent according to the specific circumstances.

[0038] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0039] See Figures 1a to 1b , Figures 2a to 2b , Figures 3a to 3b , Figure 4 , Figures 5a to 5c , Figure 6 , Figures 7a to 7b , Figures 8 to 9 , Figures 10a to 10b This utility model provides a braking noise reduction mechanism, including: a braking beam 1, a noise reduction clamping plate 2, a first end clamping plate 3, a second end clamping plate 4, a vibration damping plate 7, and a vibration damping pad 8.

[0040] The brake beam 1 has a first end clamp 3 and a second end clamp 4 respectively installed at the front and rear ends on the left side.

[0041] On the left side of the brake beam 1, between the first end clamping plate 3 and the second end clamping plate 4, there are multiple noise reduction clamping plates 2; that is, the multiple noise reduction clamping plates 2 are located in the middle area of ​​the brake beam 1.

[0042] Among them, the brake beam 1 is connected to the top left end of the original multiple brake calipers 9 of the vehicle reducer located on the outside;

[0043] A damping pad 8 is provided between the brake beam 1 and the top left end of each brake caliper 9;

[0044] Among them, the top of the brake caliper 9 is provided with brake beam contact parts 903 at intervals on the right side of the caliper arm 901;

[0045] A vibration damping plate 7 is provided between the right side of the brake beam 1 and the contact part 903 of the brake beam.

[0046] In this utility model, the brake beam 1 includes a left brake part 1001, a middle connecting part 1002, and a right brake caliper contact part 1003;

[0047] The left brake part 1001 and the right brake caliper contact part 1003 are located on the left and right sides of the middle section connecting part 1002, respectively.

[0048] In this utility model, the brake beam 1 is a brake beam with a uniform cross-section, and its cross-section has the same shape and size from front to back.

[0049] In practice, the brake beam 1 is made from a standard steel rail with an asymmetrical cross section, or it can be rolled separately by the steel mill to reduce the amount of processing.

[0050] It should be noted that, for this utility model, the brake beam adopts a uniform cross-section structure, does not require welding, and can be processed using asymmetrical standard steel rails or rolled.

[0051] In this utility model, specifically, the first end clamp 3 and the second end clamp 4 are made of wear-resistant alloy structural steel (such as 40Cr steel).

[0052] In this utility model, the first end clamping plate 3 and the second end clamping plate 4 are respectively fixedly connected to the brake beam 1 by the first bolt 51.

[0053] In practice, the first end clamping plate 3 and the second end clamping plate 4 are respectively fixedly connected to the left braking part 1001 of the brake beam 1 by three first bolts 51.

[0054] Furthermore, the first end plate 3 and the second end plate 4 are respectively provided with three threaded through holes for the end plates;

[0055] The left braking part 1001 of the brake beam 1 protrudes upward from the top surface of the middle connecting part 1002, and a first brake beam threaded through hole is provided at the position corresponding to the threaded through hole of each end clamp plate.

[0056] After passing through the threaded through hole of the first brake beam, the first bolt 51 is threadedly fixed to the threaded through hole of the end clamp plate on the left brake part 1001 of the brake beam 1, which corresponds to the position.

[0057] It should be noted that the first bolt 51 is threadedly connected to the threaded through hole of the first brake beam.

[0058] Furthermore, an annular washer 6 is fitted on the outside of the thread of the first bolt 51;

[0059] Washer 6 is located between the nut of the first bolt 51 and the left brake part 1001 of the brake beam 1;

[0060] The two sides of the washer 6 abut against (i.e., in tight contact) the side opposite to the nut of the first bolt 51 and the left brake part 1001 of the brake beam 1.

[0061] In this utility model, for specific implementation, see [link to relevant documentation]. Figure 3a , Figure 10a As shown, each noise reduction clamp 2 is provided with three noise reduction clamp threaded holes 202;

[0062] Each noise reduction clamp threaded hole 202 is provided with a helical spring 205 at one end near the brake beam 1;

[0063] In practice, one end of the spring 205 is fixed in the threaded hole 202 of the noise reduction clamp, and the other end extends upward through the through hole reserved on the noise reduction clamp 2.

[0064] It should be noted that a spring 205 that matches the thread profile is installed inside the threaded hole 202 of the noise reduction clamp. One end of the spring 205 is fixed, and the other end extends from the upper surface of the noise reduction clamp 2.

[0065] In practice, the noise reduction clamp 2 is fixedly connected to the left braking part 1001 of the braking beam 1 by three second bolts 52.

[0066] Furthermore, the left braking part 1001 of the brake beam 1 protrudes upward from the top surface of the middle connecting part 1002, and a second brake beam threaded through hole is provided at a position corresponding to each noise reduction clamp threaded hole 202.

[0067] After passing through the threaded through hole of the second brake beam, the second bolt 52 is threadedly fixed to the threaded hole 202 of the noise reduction clamp plate on the left brake part 1001 of the brake beam 1, which corresponds to the position.

[0068] Furthermore, the second bolt 52 is connected to the inner side of the spring 205 installed in the threaded hole 202 of the noise reduction clamp (threaded connection with the inner thread of the spring).

[0069] It should be noted that the second bolt 52 is threadedly connected to the threaded through hole of the second brake beam.

[0070] Furthermore, an annular washer 6 is fitted on the outside of the thread of the second bolt 52;

[0071] Washer 6 is located between the nut of the second bolt 52 and the left brake part 1001 of the brake beam 1;

[0072] The two sides of the washer 6 abut against (i.e., in tight contact) the nut of the second bolt 52 and the left brake part 1001 of the brake beam 1.

[0073] It should be noted that the second bolt 52 passes through the mounting holes of the washer 6 and the brake beam 1 (i.e., the threaded through hole of the second brake beam) and is tightened onto the noise reduction clamp 2. The external thread of the second bolt 52 is in close contact with the internal thread of the spring 205 and the internal thread on the noise reduction clamp 2 (i.e., the threaded hole 202 of the noise reduction clamp 2).

[0074] By applying this utility model, when the train wheels pass by, under the condition of external vibration, the second bolt 52 tends to loosen, which will pull the spring 205 in the positive direction, so that the spring 205 tightly wraps around the external thread of the second bolt 52, increasing the contact area of ​​the thread and effectively preventing the second bolt 52 from loosening.

[0075] When the noise reduction clamp 2 needs to be replaced, simply move the extended end of the spring 205 to open the spring 205 in the opposite direction, and you can easily unscrew the bolt 5 from the noise reduction clamp 2.

[0076] In this utility model, each brake caliper 9 is provided with a caliper arm 901 at its left end;

[0077] The caliper arm 901 at the left end of each brake caliper 9 is fixedly connected to the brake beam 1 by two third bolts 10 (e.g., M30 bolts).

[0078] Furthermore, at the bottom of the brake beam 1, there are multiple downward-facing, longitudinally arranged and equally spaced clamp arm receiving grooves 101;

[0079] Each caliper arm receives a recess 101, which is used to receive the top of the caliper arm 901 at the left end of a brake caliper 9;

[0080] A vibration damping pad 8 is provided between the top of the clamp arm 901 and the top surface of each clamp arm receiving groove 101.

[0081] Furthermore, each brake caliper 9 has a brake caliper through hole vertically through both the front and rear ends of the caliper arm 901 on the left side.

[0082] The brake beam 1 (specifically the middle connecting part 1002) is provided with a second brake beam through hole at a position corresponding to each brake caliper through hole;

[0083] The third bolt 10 passes through the second brake beam through hole on the brake beam 1 and the brake caliper through hole on the brake caliper 9 from top to bottom, and is then threadedly fixed to a fastening nut 902.

[0084] It should be noted that 5 to 9 rectangular grooves (i.e., caliper arm receiving grooves 101) with a depth of 10 mm to 15 mm are machined on the waist of the short side of the brake beam 1. The bottom of the caliper arm receiving groove 104 is attached to the top of the caliper arm 901 of the brake caliper 9. A 2 mm to 3 mm thick damping pad 8 is placed between the caliper arm receiving groove 101 and the top of the caliper arm 901.

[0085] It should be noted that, for this utility model, processing multiple 10mm to 15mm deep grooves (i.e., clamp arm receiving grooves 101) on one side of the waist of the brake beam 1, which is a beam with a uniform cross section, is beneficial to reduce the height of the brake beam and provide space for installing the vibration damping pad 8.

[0086] In practice, the thickness of the vibration damping pad 8 is 2mm to 3mm;

[0087] In practice, the vibration damping pad 8 is a pad made of damping alloy material, which can convert vibration energy into heat energy and attenuate it rapidly.

[0088] In practice, the cross-sectional shape of the vibration damping pad 8 is rectangular.

[0089] In this utility model, on the left side of the left braking part 1001 of the brake beam 1, there is a first end clamping plate 3 and a second end clamping plate 4, as well as a plurality of noise reduction clamping plates 2.

[0090] The left side wall of the noise reduction clamp 2 is not on the same vertical plane as the left side wall of the first end clamp 3 and the second end clamp 4.

[0091] It should be noted that, in practice, the left side wall of the noise reduction plate 2 is the surface facing the train wheel and in contact with the wheel.

[0092] In this utility model, specifically, a short inclined surface 102 and a long inclined surface 103 are respectively provided at the front and rear ends of the left braking part 1001 of the brake beam 1.

[0093] The two short inclined planes 102 are symmetrically distributed front and back;

[0094] Two long inclined planes, 103, are symmetrically distributed front and back.

[0095] Two long inclined planes 103 are located between two short inclined planes 102;

[0096] Two long inclined surfaces 103 are used to install the first end clamp 3 and the second end clamp 4.

[0097] In practice, each short inclined plane 102 together with the adjacent long inclined plane 103 forms an end guide inclined plane to allow the train wheels to be smoothly guided.

[0098] It should be noted that two inclined surfaces are machined at each end of the brake beam 1, namely a short inclined surface 102 and a long inclined surface 103. The short inclined surface 102 is located at both ends of the brake beam 1, with a length of approximately 50mm to 100mm. The coverage area of ​​each long inclined surface 103 is the area on the left side surface of the left brake part 1001 of the brake beam 1, between the tail of the short inclined surface 102 on the same side (i.e., the end facing the caliper arm 901 of the brake caliper 9) and the vertical plane containing the center point of the caliper arm 901 of the brake caliper 9 that is adjacent to the short inclined surface 102 and is closest to it. The vertical plane containing the center point of the caliper arm 901 intersects perpendicularly with the longitudinal central axis of the brake beam 1.

[0099] It should be noted that no clamping plates are installed on the short inclined surface 102 of the brake beam 1 (i.e., no first end clamping plate 3 and second end clamping plate 4 are installed, nor is noise reduction clamping plate 2 installed). The first end clamping plate 3 and second end clamping plate 4 are installed on the two long inclined surfaces 103 respectively, and multiple noise reduction clamping plates 2 are installed between the first end clamping plate 3 and the second end clamping plate 4.

[0100] It should be noted that the two short inclined surfaces 102 of the brake beam 1 are combined with the first end clamping plate 3 and the second end clamping plate 4 on the two long inclined surfaces 103 to form two relatively long end guide inclined surfaces, which allow the train wheels to smoothly guide when the vehicle decelerator brakes.

[0101] It should be noted that the end guide slope of the brake beam 1 is machined. The length of the short slope at the end is 50mm to 100mm. No clamping plate is installed within this length range. The end clamping plate is installed on the large slope (i.e., the long slope 103). This avoids the complicated process of bending the end of the brake beam 1 and also avoids wheel wear on the base of the brake beam.

[0102] In this utility model, each noise reduction clamp 2 includes a base 201;

[0103] The substrate 201 is provided with multiple substrate mounting holes 203;

[0104] Each base mounting hole 203 contains a cast iron rod 204.

[0105] It should be noted that the base mounting hole 203 is a cylindrical hole, a countersunk hole, used for press-fitting cast iron blocks (i.e. cast iron rods), and the cast iron rod 204 is cylindrical in shape.

[0106] It should be noted that the base 201 of the noise reduction clamp 2 is made of damping alloy material. The base 201 is provided with base mounting holes, and wear-resistant cast iron rods 204, such as ductile iron rods, are press-fitted into the base mounting holes. The combination of soft and hard materials ensures the noise reduction effect and service life of the noise reduction clamp 2.

[0107] It should be noted that the base 201, made of damping alloy material, is used for vibration reduction and friction noise reduction, while the cast iron rod 204 is wear-resistant, which helps to ensure the overall service life of the noise reduction clamp 2.

[0108] In this utility model, specifically, the top of the brake caliper 9 is provided with brake beam contact portions 903 at intervals on the right side of the caliper arm 901;

[0109] The left side of the brake beam contact portion 903 is the brake beam contact surface;

[0110] Vibration damping plates 7 are provided on the left side and the front and rear sides of the brake beam contact part 903;

[0111] The vibration damping plate 7 is located between the right side of the brake beam 1 (specifically, the right side of the right brake caliper contact part 1003) and the brake beam contact part 903.

[0112] In practice, the vibration damping plate 7 is U-shaped. The vibration damping plate 7 covers the left side and the front and rear sides of the brake beam contact portion 903.

[0113] In practice, an adjustment shim 11 is also provided between the left side of the contact portion 903 between the vibration damping plate 7 and the brake beam.

[0114] It should be noted that the left side of the brake beam 1 (i.e. the left side of the left brake part 1001) is the side of the brake beam 1 that is away from the brake beam contact part 903. It is the surface used to make frictional contact with the wheel to achieve the deceleration and braking effect. It is the brake contact surface.

[0115] It should be noted that, for this utility model, after the noise reduction clamp 2, the first end clamp 3 and the second end clamp 4 are worn, an adjustment shim 11 can be added with copper pipe to ensure the opening size of the two brake beams and meet the requirements of friction braking of the train wheels.

[0116] It should be noted that, in specific implementation, the rails (e.g., the main track) used for the wheels of the train are provided with multiple pairs of braking noise reduction mechanisms. Each pair of braking noise reduction mechanisms includes two braking noise reduction mechanisms of this utility model, and the two braking noise reduction mechanisms are symmetrically distributed on the left and right sides of the rails (i.e., on both sides of the train wheels running on the rails).

[0117] It should be noted that in this utility model, the U-shaped damping plate 7 is made of damping alloy material, which can further reduce the excitation effect of the brake beam on the wheel and control noise from the vibration source.

[0118] Furthermore, for the vibration damping plate 7, a longitudinally distributed limiting part 701 is welded to the lower left side of the vibration damping plate 7.

[0119] The bottom surface of the right brake caliper contact part 1003 of the brake beam 1 abuts against (i.e., is in close contact with) the top surface of the limiting part 701.

[0120] Furthermore, the shape of the limiting part 701 is cylindrical or cuboid, that is, it can be a round bar or a square bar.

[0121] Furthermore, the diameter range of the limiting part 701 is 2 mm to 5 mm.

[0122] It should be noted that a round bar or a square bar with a diameter of 2 mm to 5 mm is welded to the lower left end of the damping clamping plate 7. When installed on the brake caliper 9, the protruding limiting part 701 (such as a round bar or a square bar) can hook the bottom of the brake beam 1 to prevent the U-shaped damping clamping plate 7 from moving upwards.

[0123] It should be noted that for the present utility model, a damping cushion plate is provided. Both the damping cushion plate and the U-shaped damping clamping plate are made of damping alloy materials to reduce vibration and noise.

[0124] Further, the shape of the adjusting gasket 11 is "convex".

[0125] Further, the transverse thickness of the adjusting gasket 11 is 1 mm to 5 mm.

[0126] Further, the lower parts of the front and rear sides of the adjusting gasket 11 are prominently provided with step parts 1101;

[0127] The two step parts 1101 are symmetrically distributed front and rear;

[0128] The tops of the two step parts 1101 respectively abut against (i.e., are in tight contact with) the side parts 70 on the front and rear sides of the damping clamping plate 7.

[0129] It should be noted that the shape of the two step parts 1101 is rectangular;

[0130] It should be noted that after installing the adjusting gasket 11, the front and rear two side parts 70 of the U-shaped damping clamping plate 7 press on the protruding step surfaces of the adjusting gasket 11 to prevent the adjusting gasket 11 from moving upwards. <关于上述本实用新型提供的制动降噪机构,本实用新型还提供了一种车辆减速器,其包括如前所述的制动降噪机构; Based on the above-mentioned brake noise reduction mechanism provided by the present utility model, the present utility model also provides a vehicle retarder, which includes the brake noise reduction mechanism as described above;

[0132] In the present utility model, specifically, the vehicle retarder includes multiple pairs of brake noise reduction mechanisms;

[0133] Each pair of brake noise reduction mechanisms includes two brake noise reduction mechanisms (specifically through structures such as the brake beam 1 and the noise reduction clamping plate 2) for decelerating and braking the train wheels between them. It should be noted that there is an error in the original text for item . The Chinese text is incomplete. I have translated it as best as possible based on the available context. If there are any further corrections or clarifications needed, please let me know.

[0134] It should be noted that each pair of braking noise reduction mechanisms includes two braking noise reduction mechanisms, which are symmetrically distributed on both sides of the rail (i.e., the left and right sides of the train wheels traveling on the rail). Among them, the noise reduction clamps 2 in the two braking noise reduction mechanisms are arranged opposite each other and are located on the side closer to the wheels.

[0135] Compared with the prior art, the braking noise reduction mechanism and vehicle reducer provided by this utility model have the following beneficial effects:

[0136] 1. The present invention provides a noise reduction solution for a vehicle speed reducer, which can replace the original ordinary brake rail.

[0137] 2. In this utility model, the noise reduction clamp 2, the U-shaped vibration damping plate 7 and the vibration damping pad 8 are all made of damping alloy material, which has the function of vibration reduction. They can convert the vibration energy generated by the friction between the noise reduction clamp 2 and the wheel into heat energy and quickly attenuate it, thereby reducing braking noise from the source of vibration.

[0138] 3. The braking beam 1 of this utility model is a beam with a uniform cross section and adopts an integral structure, which overcomes the problem of insufficient fatigue strength caused by the existing welded structure.

[0139] 4. The noise-reducing clamp 2 of this utility model adopts an elastic anti-loosening structure, which solves the problem of bolts loosening under vibration conditions. Anti-loosening springs are installed in the threaded holes of the noise-reducing clamp, effectively preventing the bolts on the noise-reducing clamp from loosening.

[0140] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A brake noise reduction mechanism characterized by comprising: The brake beam (1), the noise reduction clamp plate (2), the first end clamp plate (3), the second end clamp plate (4), the damping card plate (7) and the damping pad plate (8) are included. The first end clamp plate (3) and the second end clamp plate (4) are respectively arranged at the left front and rear ends of the brake beam (1). The brake beam (1) is connected with the left end top of the original brake caliper (9) of the vehicle speed reducer. The damping pad plate (8) is arranged between the brake beam (1) and the left end top of each brake caliper (9). The brake beam (1) includes the left brake part (1001), the middle segment connecting part (1002) and the right brake caliper contact part (1003). The left brake part (1001) and the right brake caliper contact part (1003) are respectively arranged at the left and right sides of the middle segment connecting part (1002). The first end clamp plate (3) and the second end clamp plate (4) are respectively fixedly connected with the left brake part (1001) of the brake beam (1) through three first bolts (51). The first end clamp plate (3) and the second end clamp plate (4) are respectively provided with three end clamp plate threaded holes. The left brake part (1001) of the brake beam (1) protrudes upward from the top surface of the middle segment connecting part (1002), and is provided with a first brake beam threaded hole corresponding to each end clamp plate threaded hole.

2. The brake noise reduction mechanism of claim 1, wherein The first bolt (51) is threadedly fixedly connected with the end clamp plate threaded hole on the left brake part (1001) of the brake beam (1) corresponding in position after passing through the first brake beam threaded hole. The outer side of the screw rod of the first bolt (51) is sleeved with a ring-shaped washer (6). The washer (6) is located between the nut of the first bolt (51) and the left brake part (1001) of the brake beam (1). The two sides of the washer (6) are in abutment with the nut of the first bolt (51) and the side opposite to the left brake part (1001) of the brake beam (1).

3. The brake noise reduction mechanism of claim 2, wherein Each noise reduction clamp plate (2) is respectively provided with three noise reduction clamp plate threaded holes (202). Each noise reduction clamp plate threaded hole (202) is provided with a spiral spring (205) at one end close to the brake beam (1). The noise reduction clamp plate (2) is fixedly connected with the left brake part (1001) of the brake beam (1) through three second bolts (52).

4. The brake noise reduction mechanism of claim 1, wherein The left brake part (1001) of the brake beam (1) protrudes upward from the top surface of the middle segment connecting part (1002), and is provided with a second brake beam threaded hole corresponding to each noise reduction clamp plate threaded hole (202). The second bolt (52) is threadedly fixedly connected with the noise reduction clamp plate threaded hole (202) on the left brake part (1001) of the brake beam (1) corresponding in position after passing through the second brake beam threaded hole. ​ ​ ​ 5. The brake noise reduction mechanism of claim 1, wherein The left end of each brake caliper (9) is provided with a caliper arm (901); The caliper arm (901) at the left end of each brake caliper (9) is fixedly connected to the brake beam (1) by two third bolts (10) respectively; The bottom of the brake beam (1) is provided with a plurality of downwardly open, longitudinally arranged and equally spaced caliper arm accommodating grooves (101); Each caliper arm accommodating groove (101) is used for accommodating the top of the caliper arm (901) at the left end of a brake caliper (9); Between the top of the caliper arm (901) and the top surface of each caliper arm accommodating groove (101), a damping pad (8) is arranged; The front and rear ends of the caliper arm (901) at the left end of each brake caliper (9) are respectively provided with a brake caliper through hole vertically penetrating through; The brake beam (1) is provided with a second brake beam through hole at a position corresponding to each brake caliper through hole; The third bolt (10) passes through the second brake beam through hole on the brake beam (1) and the brake caliper through hole on the brake caliper (9) from top to bottom, and is threadedly fixedly connected with a fastening nut (902).

6. The brake noise reduction mechanism of claim 1, wherein The left brake portion (1001) of the brake beam (1) is provided with a short inclined surface (102) and a long inclined surface (103) on the left side of the left brake portion (1001) respectively; The two short inclined surfaces (102) are symmetrically distributed front and back; The two long inclined surfaces (103) are symmetrically distributed front and back; The two long inclined surfaces (103) are located between the two short inclined surfaces (102); The two long inclined surfaces (103) are used for mounting the first end clamping plate (3) and the second end clamping plate (4).

7. The brake noise reduction mechanism of claim 1, wherein Each noise reduction clamping plate (2) comprises a base body (201); The base body (201) is provided with a plurality of base body mounting holes (203); Each base body mounting hole (203) is provided with a cast iron rod (204).

8. The brake noise reduction mechanism of any one of claims 1 to 7, wherein, The top of the brake caliper (9) is provided with a brake beam contact portion (903) on the right side of the caliper arm (901) at intervals; The left side of the brake beam contact portion (903) is a brake beam contact vertical surface; The left side and the front and back of the brake beam contact portion (903) are provided with a damping clamping plate (7); The damping clamping plate (7) is located between the right side of the brake beam (1) and the brake beam contact portion (903).

9. The brake noise reduction mechanism of claim 8, wherein, The damping clamping plate (7) is in the shape of a U letter; And / or, The left side wall of the noise reduction clamping plate (2) is not in the same vertical plane as the left side wall of the first end clamping plate (3) and the second end clamping plate (4); And / or, between the left side of the damping clamping plate (7) and the brake beam contact portion (903), an adjusting gasket (11) is further arranged; The front and back of the adjusting gasket (11) are provided with a stepped portion (1101) protruding downward; The two stepped portions (1101) are symmetrically distributed front and back; The top of the two stepped portions (1101) is respectively abutted with the side edge portion (70) on the front and back of the damping clamping plate (7); And / or, For the damping clamping plate (7), a longitudinal limiting portion (701) is protrudingly welded to the left lower end of the damping clamping plate (7); The bottom surface of the right brake caliper contact portion (1003) of the brake beam (1) is abutted with the top surface of the limiting portion (701).

10. A vehicle retarder, characterised in that The brake noise reduction mechanism according to any one of claims 1 to 9. The brake noise reduction mechanism according to any one of claims 1 to 9.

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