Disc brake device for railway vehicle

Abstract

The disc-disc brake device for the railway vehicle comprises a brake shell, a motor driver and a spline shaft suitable for being connected with a traction motor, a static disc and a movable disc which can slide in the axial direction are alternately arranged in the brake shell, the static disc and the brake shell are locked in the rotating direction, the movable disc is connected with the spline shaft through a key, and the motor driver is connected with the spline shaft. And the motor driver drives a pressure output head which applies axial pressure to the outermost static disc to enable the static disc and the movable disc to be mutually pressed so as to generate friction force. The static discs and the movable discs are arranged in the brake shell in a staggered mode, axial thrust is applied to the static discs through the motor driver, the static discs and the movable discs which are distributed in a staggered mode abut against each other, and braking force is output through friction force generated by relative rotation of the static discs and the movable discs. Therefore, the braking torque is transmitted to the bogie through the traction motor connected with the brake housing. When relieving is needed, only the motor driver needs to be rotated reversely.

Description

Technical Field

[0001] This utility model belongs to the technical field of rail vehicle braking systems, specifically relating to a disc brake device that is compact, lightweight, simple and reliable, and is installed on a bogie in conjunction with a traction motor. Background Technology

[0002] Existing rail transit vehicle braking systems, especially disc brakes, are prone to thermal fade during frequent or high-intensity braking due to prolonged high-temperature operation, resulting in reduced braking force. This phenomenon is particularly noticeable in high-speed trains or on long downhill sections (such as mountain railways). Furthermore, in long train formations, it is difficult to ensure uniform braking force distribution across all vehicles. In air braking systems, factors such as air pressure variations can delay the braking effect, leading to uneven braking force and impacting train stability and safety.

[0003] In recent years, electromechanical braking devices have gradually matured in the field of rail transit. Compared with traditional air braking or hydraulic braking systems, electromechanical braking systems have the characteristics of precise control, high energy efficiency, long maintenance and life, and strong environmental adaptability. Therefore, electromechanical products with simple and reliable structures are receiving more and more attention in the field of rail transit.

[0004] Multi-disc brake systems are commonly used in heavy vehicles, racing cars, aircraft, and other similar equipment. Compared to single-disc brake systems, they can provide a larger friction area and braking force under the same braking pressure, which is crucial for vehicles requiring rapid deceleration and high-speed applications. Furthermore, by distributing the heat load among multiple discs, overheating of a single disc is avoided, thus significantly improving the sustained performance of the braking system during frequent braking.

[0005] However, to date, multi-disc braking devices have not been successfully applied in the rail transit sector. Utility Model Content

[0006] The technical problem to be solved by this utility model is to overcome the above-mentioned shortcomings of the prior art and provide a disc brake device for rail vehicles, which has the advantages of compact structure, high braking efficiency and not easily affected by the environment.

[0007] To solve the above technical problems, the present invention provides a disc brake device for rail vehicles, comprising: a brake housing, a motor driver, and a splined shaft suitable for connection with a traction motor. The brake housing is provided with alternating stationary discs and moving discs that can slide in the axial direction. The number of stationary discs is one more than the number of moving discs. The stationary discs are locked to the brake housing in the direction of rotation. The moving discs are connected to the splined shaft by a key. The motor driver drives a pressure output head to apply axial pressure to the outermost stationary disc, so that the stationary disc and the moving disc press against each other to generate friction.

[0008] Furthermore, the brake housing has a barrel-shaped structure, and the inner wall of the brake housing is provided with guide rails parallel to the axial direction at circumferential intervals. The outer edge of the stationary disc is provided with a groove that mates with the guide rail. The stationary disc achieves axial sliding and rotation direction locking through the cooperation between the groove and the guide rail.

[0009] Furthermore, the disc brake device for rail vehicles also has a brake seat fixed to the rear end of the brake housing, and the motor driver is fixed to the brake seat.

[0010] Furthermore, the end of the guide rail has a threaded hole, and the fixing bolt passes through the brake seat and is screwed into the threaded hole to fix the brake seat and the brake housing.

[0011] Furthermore, the front end of the brake housing has a flange for fixing to the vehicle, the first bearing is fixed to the brake seat or a bearing seat on one side of the brake seat, the second bearing is fixed to the flange, and the spline shaft is supported at the shaft position by the first bearing and the second bearing.

[0012] Furthermore, the stationary disc is provided with an elastic element facing the moving disc to create a gap between the stationary disc and the moving disc in non-braking conditions.

[0013] This invention arranges several stationary and moving discs alternately inside the brake housing. An axial thrust is applied to the stationary discs by a motor driver, causing the staggered stationary and moving discs to abut against each other. The friction generated by their relative rotation achieves braking force output. Since the moving discs are connected to the traction motor via splines, the braking torque is transmitted to the bogie through the traction motor connected to the brake housing. When relief is needed, simply reverse the rotation of the motor driver. This braking device has a compact structure, and the multiple brake discs can achieve high braking force, thus resulting in high braking efficiency. Attached Figure Description

[0014] Figure 1 This is an exploded view of the disc brake device for rail vehicles according to this utility model.

[0015] Figure 2 This is a perspective view of the brake housing of the disc brake device for rail vehicles according to this utility model.

[0016] The labels in the diagram are as follows:

[0017] 11-First motor driver; 12-Second motor driver; 21-Fixing bolt; 22-Brake seat; 23-Bearing seat; 31-First stationary disc; 32-First moving disc; 33-Second stationary disc; 34-Second moving disc; 35-Third stationary disc; 4-Brake housing; 41-Guide rail; 42-Heat dissipation hole; 43-Flange; 51-First bearing; 52-Second bearing; 53-Splined shaft. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.

[0019] like Figure 1 , Figure 2 As shown, the disc brake device for rail vehicles in this embodiment includes: a brake housing 4, a brake seat 22, a first motor driver 11, a second motor driver 12, a splined shaft 53 suitable for connection with a traction motor, and a first stationary disc 31, a first moving disc 32, a second stationary disc 33, a second moving disc 34, and a third stationary disc 35 alternately arranged within the brake housing and capable of sliding in the axial direction. The first stationary disc 31, the first moving disc 32, the second stationary disc 33, the second moving disc 34, and the third stationary disc 35 constitute a brake disc assembly. The number of stationary and moving discs can be adjusted according to the actual project, but it is necessary to ensure that the number of stationary discs is one more than the number of moving discs. The first stationary disc 31, the second stationary disc 33, and the third stationary disc 35 are locked to the brake housing 4 in the direction of rotation. The first moving disc 32 and the second moving disc 34 are connected to the splined shaft 53 by a key, and the rotation direction between them is also locked, preventing relative rotation. In other words, both the moving and stationary discs can be axially displaced. The stationary disc is floatingly mounted on the guide rail 41 inside the brake housing 4 (described in detail below) and can move along the guide rail. The moving disc is mounted on the splined shaft 53 and can move along the splined shaft. The first motor driver 11 and the second motor driver 12 have pressure output heads, which are used to apply axial pressure to the outermost stationary disc (which can be the first stationary disc 31 or the third stationary disc 35) to press the stationary disc and the moving disc together to generate friction. The stationary disc is provided with an elastic element facing the moving disc to create a gap between the stationary disc and the moving disc in non-braking conditions. When the first motor driver 11 and the second motor driver 12 are not outputting pressure, the moving disc and the stationary disc are separated by the elastic element with a certain gap, reducing unnecessary losses and facilitating heat exchange between the disc surface and the air.

[0020] like Figure 1 , Figure 2 As shown, in this embodiment, the brake housing 4 is a key structural component that ensures the braking device generates and transmits braking force. It has a barrel-shaped structure, and the brake seat 22 is fixed to the rear end of the brake housing 4 by fixing bolts 21. The inner wall of the brake housing 4 is provided with guide rails 41 spaced circumferentially and parallel to the axial direction. The ends of the guide rails 41 have threaded holes. The fixing bolts 21 pass through the brake seat 22 and are screwed into the threaded holes to fix the brake seat 22 to the brake housing 4. Figure 1As shown, the outer edges of the first stationary plate 31, the second stationary plate 33, and the third stationary plate 35 are provided with grooves that cooperate with the guide rail 41. The first stationary plate 31, the second stationary plate 33, and the third stationary plate 35 achieve axial sliding and rotation direction locking through the cooperation between the grooves and the guide rail 41.

[0021] In the brake disc assembly, the stationary disc moves and presses against the moving disc via guide rail 41 to generate braking force. The brake housing 4 is provided with heat dissipation holes 42 to ensure that the heat generated by the brake disc during braking of the rail vehicle can be exchanged with the external airflow to achieve heat dissipation. The front end of the brake housing 4 has a flange 43 that is fixed to the side of the vehicle's traction motor. The brake housing 4 is installed to the side of the traction motor via this flange 43. Specifically, it is fixed with 12 M12 bolts with a strength grade of 10.9 and equipped with two shear pins to ensure that the brake housing and the traction motor housing can withstand the shear force generated by the braking torque.

[0022] like Figure 1 As shown, the outer end of the spline shaft 53 (right side in the figure) has an external spline suitable for insertion into the internal spline of the traction motor, and is supported on the brake housing 4 by the first bearing 51 and the second bearing 52. The external spline on the right side is inserted into the internal spline of the traction motor, and the spline shaft 53 rotates simultaneously with the motor shaft when the motor is traction. In the brake disc assembly, the moving disc is inserted into the left spline and rotates with the spline. Another feasible solution is that the spline shaft 53 is not supported by bearings and is in a cantilever form. Since its outer end is connected to the traction motor, it is also feasible not to use bearings to support the spline shaft 53. After the first motor driver 11 and the second motor driver 12 output positive pressure, the friction between the stationary disc and the moving disc generates braking torque, locking the spline shaft, and the motor shaft is locked at the same time, producing a braking effect. The first motor driver 11 and the second motor driver push the ball screw to press against the stationary disc. The stationary disc moves with the guide rail 41 to press against the moving disc, and the third stationary disc 35 is supported by the brake housing 4 and absorbs the thrust. In this embodiment, the friction pair of the brake disc assembly is made of carbon ceramic material, which is lighter, more resistant to high temperatures, more wear-resistant, and has resistance to thermal fading compared to traditional cast steel brake discs.

[0023] like Figure 1 As shown, the first motor driver 11 and the second motor driver 12 are fixed to the brake seat 22 by bolts. The first motor driver 11 and the second motor driver 12 output positive pressure to the brake disc assembly (first stationary disc 31) through a gear reduction mechanism and a ball screw. The design of two motor drivers on the brake ensures that the output force is a planar force, preventing abnormal deformation of the brake seat. Of course, a scheme with three or four motor drivers can also be used, but they need to be arranged in a centrally symmetrical manner with respect to the axis.

[0024] In this embodiment, the first bearing 51 is fixed to the bearing seat 23 on one side of the brake seat 22, and the second bearing 52 is fixed to the flange 43. The spline shaft 53 is supported at the shaft position by the first bearing 51 and the second bearing 52. In this embodiment, the fixing bolt 21 fixes the brake seat 22 and the bearing seat 23 to the brake housing 4. As can be seen from the figure, the bearing seat 23 is clamped and fixed between the brake seat 22 and the brake housing 4. Since the first motor driver 11 and the second motor driver 12 are prone to small deformation after the ball screw presses against the brake disc assembly, in order to prevent the bearing from being stressed, the motor driver part between the bearing seat 23 and the brake seat 22 needs to have sufficient clearance. Figure 1 In the embodiment shown, the brake seat 22 and the bearing seat 23 are provided with through holes through which the pressure output heads of the first motor driver 11 and the second motor driver 12 pass.

[0025] The disc brake device in this embodiment has the following three functions: braking, releasing, and stopping.

[0026] When the rail vehicle issues a braking command, the disc brake device uses a first motor driver 11 and a second motor driver 12 to drive a ball screw through a reduction mechanism to push the first stationary disc 31 along the guide rail 41 of the brake housing 4 against the first moving disc 32 that rotates with the motor shaft. This causes the discs in the brake disc assembly to come into contact with each other, and friction is generated between adjacent brake discs, which locks the motor shaft. The braking torque is then transmitted to the bogie through a traction motor connected to the brake housing 4.

[0027] When the rail vehicle issues a brake release command, the disc brake device reverses the first motor driver 11 and the second motor driver 12, and the ball screw retracts to the release position. At this time, the elastic element on the stationary disc pushes the moving disc away from the stationary disc, ensuring that wear occurs during the operation of the rail vehicle, and also ensuring that the disc surface temperature can exchange heat with the air during multiple braking intervals, thereby reducing the disc surface temperature.

[0028] When the rail vehicle issues a parking brake command, the disc brake device drives the first motor driver 11 and the second motor driver 12 to drive the reduction mechanism to push out the ball screw. After the motor shaft locks, the power-off electromagnetic brakes at the rear ends of the first motor driver 11 and the second motor driver 12 are de-energized, locking the motors of the first motor driver 11 and the second motor driver 12, thus achieving parking brake.

[0029] In this embodiment, the disc brake device is installed on the side of the traction motor. It has a compact structure. Since the bogie gearbox has a certain speed-increasing and torque-reducing effect, the maximum push force of a single motor driver of the disc brake device located on the motor shaft can reach 18,000 N. One disc brake device can cover the clamping force required for the operation of rail vehicles and leave a margin, reducing motor power and achieving the effect of weight reduction.

[0030] The disc brake device of this utility model is installed on the side of the traction motor. When the disc brake device needs to be inspected, it can be removed by disassembling the brake housing 4 for maintenance. When the brake disc assembly needs to be replaced, it can be replaced by removing the brake seat 22.

[0031] In addition to the embodiments described above, this utility model may have other implementation methods. All technical solutions formed by equivalent substitution or equivalent transformation fall within the protection scope claimed by this utility model.

Claims

1. A disc disc brake device for a railway vehicle, comprising: Brake housing (4), motor driver (11, 12), and spline shaft (53) suitable for coupling with traction motor, alternately arranged in the brake housing are static disc (31, 33, 35) and dynamic disc (32, 34) which can slide in axial direction, the number of static disc (31, 33, 35) is more than the number of dynamic disc (32, 34) by one, the static disc (31, 33, 35) is locked with the brake housing (4) in the rotating direction, the dynamic disc (32, 34) is connected with the spline shaft (53) through the key, the motor driver (11, 12) drives the pressure output head to apply axial pressure to the outermost static disc (31, 35) to press the static disc (31, 33, 35) and the dynamic disc (32, 34) to generate friction force.

2. The disc disc brake device for a railway vehicle according to claim 1, characterized by: The outer end of the spline shaft (53) has an outer spline suitable for inserting into the spline of the traction motor.

3. The disc disc brake device for a railway vehicle according to claim 1, characterized by: The brake housing (4) has a barrel structure, the inner wall of the brake housing (4) is arranged with guide rails (41) parallel to the axial direction at intervals in the circumferential direction, the outer edge of the static disc (31, 33, 35) is provided with a groove matched with the guide rail (41), the static disc (31, 33, 35) realizes axial sliding and locking in the rotating direction through the cooperation between the groove and the guide rail (41).

4. The disc disc brake device for a railway vehicle according to claim 3, characterized by: The brake housing (4) is provided with a plurality of heat dissipation holes (42).

5. The disc disc brake device for a railway vehicle according to claim 3, characterized by: There is also a brake seat (22) fixed to the rear end of the brake housing (4), and the motor driver (11, 12) is fixed to the brake seat (22).

6. The disc disc brake device for a railway vehicle according to claim 5, characterized by: The end of the guide rail (41) has a threaded hole, and the fixing bolt (21) is screwed into the threaded hole through the brake seat (22) to realize the fixation of the brake seat (22) and the brake housing (4).

7. The disc disc brake device for a railway vehicle according to claim 5, characterized by: The front end of the brake housing (4) has a flange plate (43) fixed to the vehicle, the first bearing (51) is fixed to the brake seat (22) or the bearing seat (23) on one side of the brake seat (22), the second bearing (52) is fixed to the flange plate (43), and the spline shaft (53) is supported at the shaft position through the first bearing (51) and the second bearing (52).

8. The disc disc brake device for a railway vehicle according to claim 7, characterized by: The brake seat (22) and the bearing seat (23) are provided with through holes through which the pressure output head of the motor driver (11, 12) passes.

9. The disc brake apparatus for a railway vehicle according to claim 1, characterized by: The pressure output head is a ball screw, and the motor driver (11, 12) drives the ball screw to push the outermost static disc (31, 35) through a speed reduction mechanism.

10. The disc brake apparatus for a railway vehicle according to claim 1, characterized by: The static disc (31, 33, 35) is provided with an elastic element facing the dynamic disc (32, 34) for generating a gap between the static disc (31, 33, 35) and the dynamic disc (32, 34) in the non-braking working condition.

Images