A friction brake pad suitable for use in a monorail hoist vehicle brake assembly

Abstract

This utility model relates to the field of friction brake pad technology and discloses a friction brake pad suitable for the braking device of a monorail locomotive, including a friction brake pad in contact with the track web and a brake seat fixedly connected thereto. The friction brake pad is made of beryllium copper alloy or aluminum bronze, and its surface is treated at high temperature to form an oxide composite layer. Rare earth elements are added to refine the grain, resulting in a friction coefficient fluctuation of less than ±5% under both dry and wet conditions. A 0.5mm wide parallel groove is formed on the braking surface, which, together with the ventilation groove in the brake seat, constitutes a dual heat dissipation system. A preferred design adopts a modular approach, dividing the brake pad into four sector-shaped units connected by corrugated spring steel sheets. Each module is equipped with an independent hydraulic control mechanism, and the piston rod end uses a spherical hinge to achieve angle self-adaptation. This invention solves the problems of large friction coefficient fluctuation and poor heat dissipation in traditional brake pads, and has advantages such as stable braking performance, extended service life, and convenient maintenance. It is particularly suitable for monorail systems with frequent braking.

Description

Technical Field

[0001] This utility model relates to the field of friction brake pad technology, specifically a friction brake pad suitable for the braking device of a monorail crane locomotive. Background Technology

[0002] As a core transportation equipment in special scenarios such as mines and tunnels, the reliability of the braking system of monorail cranes directly affects the safety of personnel and equipment. Traditional braking devices generally use integral friction brake pads, which are fixed to the brake seat by rivets or bolts, and braking is achieved through direct contact between the friction material and the rail web. However, in complex working conditions such as heavy loads, frequent starts and stops, and continuous braking on long slopes, traditional brake pads have some shortcomings:

[0003] Traditional braking devices are prone to generating high temperatures during frequent braking, leading to accelerated wear of brake pads and affecting the stability and safety of braking force. When traditional friction brake pads come into contact with the Q355B rail steel web, poor material compatibility results in large fluctuations in the coefficient of friction under both dry and wet conditions, making the braking distance uncontrollable. Furthermore, the existing groove design can only achieve surface airflow disturbance and cannot quickly dissipate deep heat. During continuous braking, when the friction surface temperature exceeds 400°C, the material hardness decreases and the coefficient of friction decays.

[0004] Therefore, we propose a friction brake pad suitable for the braking device of a monorail crane locomotive to solve the problems mentioned above. Utility Model Content

[0005] This invention provides friction brake pads suitable for braking devices of monorail cranes, which can solve the problem in the prior art that friction brake pads are prone to high temperatures during frequent braking, leading to accelerated wear of the brake pads and affecting the stability and safety of braking force.

[0006] To solve the above-mentioned technical problems, this utility model provides the following technical solution:

[0007] A friction brake pad suitable for a braking device of a monorail crane locomotive includes a friction brake pad, one side of which abuts against the web of the monorail rail, and a brake seat is fixedly installed on the other side of the friction brake pad. A groove for heat dissipation is opened on the side of the friction brake pad near the web of the monorail rail, and a heat dissipation structure is provided inside the brake seat.

[0008] Preferably, the groove is opened in a direction parallel to the direction of the monorail track, and the width of the groove is 0.5 mm.

[0009] Preferably, multiple grooves are arranged in parallel and are evenly distributed.

[0010] Preferably, the friction brake pads installed on the brake seat are made of beryllium copper alloy or aluminum bronze.

[0011] Preferably, a rivet is installed between the friction brake pad and the brake seat. The rivet is located inside the groove and passes through the friction brake pad to be fixedly connected to the brake seat.

[0012] Preferably, the heat dissipation structure is a ventilation slot that runs through the inside of the brake seat, and the ventilation slot is parallel to the direction of travel of the monorail crane.

[0013] Preferably, the friction brake pad adopts a modular design, which includes multiple sector brake pads, with a sector back plate installed on the back of each sector brake pad, and an independent control mechanism provided on the side of the sector back plate away from the sector brake pad.

[0014] Preferably, the fan-shaped brake pads are arranged in a semi-circular array, and a corrugated spring steel sheet connects two adjacent fan-shaped brake pads.

[0015] Preferably, the independent control mechanism includes a stabilizing base, on the side of the stabilizing base near the fan-shaped back plate, four hydraulic cylinders are fixedly installed, a piston rod is provided inside the hydraulic cylinder, a spherical hinge is installed at the working end of the piston rod, and the other end of the spherical hinge is connected to the fan-shaped back plate, so that the piston rod and the fan-shaped back plate can be slightly deflected.

[0016] Preferably, the four hydraulic cylinders are each fixedly connected to an oil pressure pipe, and the ends of the four oil pressure pipes furthest from the hydraulic cylinders are connected to a spherical hydraulic chamber.

[0017] Compared with the prior art, the beneficial effects achieved by this utility model are:

[0018] This invention utilizes beryllium copper alloy or aluminum bronze materials and a high-temperature treatment process to form a dense oxide layer on the surface, controlling the static friction coefficient fluctuation within ±5% under both dry and wet conditions. It also possesses excellent thermal conductivity, wear resistance, and high-temperature resistance, significantly extending its service life. The innovatively designed parallel grooves and brake seat ventilation slots form a highly efficient dual-channel heat dissipation system, rapidly dissipating frictional heat and moisture, preventing thermal fade. Modular fan-shaped brake pads, combined with independent hydraulic control and flexible corrugated spring steel sheet connections, achieve adaptive pressure distribution and track unevenness compensation, ensuring uniform braking force distribution. The groove-embedded rivet fixing method balances the flatness of the friction surface with connection reliability, while the dynamic pressure equalization of the hydraulic system further enhances braking stability. This overall solution fundamentally solves the technical problems of large friction coefficient fluctuations, insufficient heat dissipation, and easy wear in traditional brake pads. It maintains over 90% braking efficiency even under humid or frequent braking conditions, extends service life by more than three times, and combines safety, economy, and ease of maintenance, significantly improving the operational reliability of monorail locomotives. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of Embodiment 1 of the present utility model;

[0020] Figure 2 This is a side view of Embodiment 1 of the present invention.

[0021] Figure 3 This is a schematic diagram of the sector-shaped brake pad structure according to Embodiment 2 of this utility model;

[0022] Figure 4 This is a side view of the structure of Embodiment 2 of this utility model.

[0023] The components are: 1. Brake seat; 2. Friction brake pad; 3. Rivet; 4. Groove; 11. Sector-shaped back plate; 12. Sector-shaped brake pad; 21. Stabilizer; 22. Hydraulic cylinder; 23. Piston rod; 24. Spherical hinge; 25. Hydraulic pipe; 26. Spherical hydraulic chamber; 27. Corrugated spring steel sheet. Detailed Implementation

[0024] The specific embodiments of this utility model are described in detail below, but it should be understood that the protection scope of this utility model is not limited to the specific embodiments.

[0025] Example 1:

[0026] Please see Figure 1-2 This utility model provides a technical solution:

[0027] A friction brake pad 2 suitable for a braking device of a monorail crane locomotive includes a friction brake pad 2, one side of which abuts against the web of the monorail rail, and a brake seat 1 is fixedly installed on the other side of the friction brake pad 2. A groove 4 for heat dissipation is opened on the side of the friction brake pad 2 near the web of the monorail rail. A heat dissipation structure is provided inside the brake seat 1. The friction brake pad 2 installed on the brake seat 1 is made of beryllium copper alloy or aluminum bronze.

[0028] Friction brake pad 2 is made of beryllium copper alloy or aluminum bronze. Both materials have excellent thermal conductivity, wear resistance and high temperature resistance, making them very suitable for frequent braking conditions.

[0029] Using beryllium copper alloy or aluminum bronze as the friction material, and with a special high-temperature treatment process, a dense copper oxide / aluminum oxide composite layer is formed on the material surface. This composite layer not only acts as a friction stabilizer to maintain a stable coefficient of friction, but also effectively blocks the penetration of water molecules, so that the friction coefficient fluctuation of the brake pad under dry and wet conditions is controlled within ±5%. At the same time, by adding trace amounts of rare earth elements to refine the grain and improve the adhesion of the oxide film, it is ensured that the oxide layer on the friction surface is uniformly distributed in a sheet-like manner, avoiding the decrease in friction efficiency caused by excessive accumulation of oxide layer after long-term use.

[0030] Furthermore, the groove 4 is opened in a direction parallel to the direction of extension of the monorail track, and the width of the groove 4 is 0.5mm. Multiple grooves 4 are arranged in parallel and are evenly distributed.

[0031] The friction brake pad 2 mainly consists of the friction brake pad 2 body and the brake seat 1. One side of the friction brake pad 2 directly contacts and rubs against the web of the monorail, while the other side is fixed to the brake seat 1. To improve heat dissipation, multiple grooves 4 parallel to the track extension direction are opened on the side of the friction brake pad 2 that contacts the track. The grooves 4 are 0.5mm wide and evenly distributed. This design can effectively enhance air circulation and quickly dissipate the heat generated during braking. In addition, the optimized groove 4 design can not only timely discharge moisture and oxide debris from the friction interface, but also avoid oxide layer peeling caused by stress concentration. This results in a significant reduction in the range of braking distance fluctuations, maintaining more than 90% braking efficiency under humid conditions, and extending the service life by more than 3 times. It fundamentally solves the technical problems of large fluctuations in the friction coefficient and the impact of oxide layer on braking efficiency caused by poor material compatibility when the traditional friction brake pad 2 contacts the Q355B rail steel web.

[0032] Furthermore, a rivet 3 is installed between the friction brake pad 2 and the brake seat 1. The rivet 3 is located inside the groove 4 and passes through the friction brake pad 2 to fix it to the brake seat 1. The brake pad is firmly connected to the brake seat 1 by the rivet 3 located inside the groove 4. This fixing method does not affect the flatness of the friction surface and ensures that the brake pad will not loosen during high-speed braking.

[0033] Furthermore, the heat dissipation structure is a ventilation slot that runs through the inside of the brake seat 1, and the ventilation slot is parallel to the direction of travel of the monorail crane.

[0034] In the above design, the brake seat 1 has a through-type ventilation slot. These slots are arranged parallel to the locomotive's direction of travel and, together with the grooves 4 of the friction surface, form a complete heat dissipation system. When the locomotive brakes, the heat generated by friction is dissipated directly through the grooves 4 of the friction surface and also conducted to the brake seat 1 through the brake pads, where it is then carried away by the airflow in the ventilation slots, thus achieving a dual heat dissipation effect. This innovative heat dissipation structure design effectively prevents the braking system from degrading due to overheating, ensuring the safety and reliability of the braking process.

[0035] The working principle of the friction brake pad 2 in the above embodiment is as follows: When the monorail locomotive needs to decelerate or stop, the braking device pushes the friction brake pad 2 to press against the rail web, achieving braking through friction. During braking, the large amount of heat generated by friction is quickly dissipated by the heat dissipation system composed of the groove 4 and the ventilation slot, while the high-temperature resistant aluminum-copper alloy or aluminum bronze material ensures the stability of the brake pad. The rivet 3 fixing method ensures that the brake pad can maintain a firm connection even under severe friction conditions. This design enables the braking system to adapt to frequent braking needs and maintain stable braking performance during long-term use, effectively solving the problems of overheating and wear of traditional braking devices, and significantly improving the operational safety and braking reliability of the monorail locomotive.

[0036] Example 2:

[0037] Please see Figure 3-4 Furthermore, in conjunction with Embodiment 1, a friction brake pad 2 suitable for the braking device of a monorail crane locomotive is obtained. The friction brake pad 2 adopts a modular design and includes multiple sector brake pads 12. A sector back plate 11 is installed on the back of the sector brake pad 12. An independent control mechanism is provided on the side of the sector back plate 11 away from the sector brake pad 12.

[0038] Example 2 further innovates upon Example 1 by adopting a modular design to decompose the friction brake pad 2 into multiple sector brake pads 12. Each sector brake pad 12 is equipped with a corresponding sector back plate 11 on its back, and an independent control mechanism is set on the outside of the back plate. This modular structure allows the braking system to flexibly adjust the contact area and braking force according to actual braking needs, while also facilitating the maintenance and replacement of individual components.

[0039] Furthermore, the sector brake pads 12 are arranged in a semi-circular array, and a wave-shaped spring steel sheet 27 is connected between two adjacent sector brake pads 12.

[0040] In the above scheme, Embodiment Two innovatively improves upon the integral brake pad design of Embodiment One by adopting a modular design, decomposing the brake pad into multiple sector-shaped units. Each sector-shaped brake module includes a friction layer that contacts the track and a supporting backplate. This design overcomes the limitations of traditional integral brake pads. The modular design improves the system's reliability and maintenance convenience. When a single module wears or is damaged, it can be replaced independently without the need for complete scrapping, significantly reducing operating costs. Simultaneously, the split structure is more conducive to heat dissipation and exhaust, avoiding the performance degradation problem caused by heat concentration in integral brake pads.

[0041] Furthermore, the independent control mechanism includes a stabilizer 21, on which four hydraulic cylinders 22 are fixedly installed. Each hydraulic cylinder 22 has a piston rod 23 inside, and a ball hinge 24 is installed at the working end of the piston rod 23. The other end of the ball hinge 24 is connected to the ball hinge 24, allowing the piston rod 23 to deflect slightly from the ball hinge 23.

[0042] In the above scheme, the four sector-shaped brake pads 12 are arranged in a circumferential array and flexibly connected by special corrugated spring steel sheets 27. This connection method gives the braking system self-adaptive capability, allowing each module to make independent fine adjustments according to the actual conditions of the track surface. When the track is uneven or deformed, the elastic deformation of the spring steel sheets can buffer the impact and maintain stable contact pressure, ensuring a uniform distribution of braking force. Compared with the rigid connection in Embodiment 1, this design significantly improves the smoothness and stability of the braking process.

[0043] Furthermore, each of the four hydraulic cylinders 22 is fixedly connected to an oil pressure pipe 25, and the ends of the four oil pressure pipes 25 away from the hydraulic cylinders 22 are connected to a spherical hydraulic chamber 26.

[0044] Each sector module is equipped with an independent hydraulic actuator, interconnected via hydraulic pipes. The piston rod 23 of the hydraulic cylinder 22 is connected at the end by a ball hinge 24, a design that allows the sector backplate 11 to freely adjust its angle within a certain range, perfectly adapting to various working conditions. Four hydraulic pipes 25 connect the hydraulic oil from all the hydraulic cylinders 22 to a central pressure equalization chamber, ensuring that the pressure of each module remains dynamically balanced. This intelligent pressure distribution mechanism enables the braking system to automatically compensate for the effects of track deformation or wear, maintaining optimal braking performance at all times.

[0045] The complete working principle of Example 2 is as follows:

[0046] When the braking system is activated, hydraulic oil pushes the piston rods 23 of each hydraulic cylinder 22, causing the sector-shaped brake pads 12 to press against the track. The corrugated spring steel sheets 27 provide the necessary flexibility, allowing each module to adjust its position independently according to track conditions. The hydraulic system balances the pressure of each module in real time, ensuring even distribution of braking force. Heat generated during braking is quickly dissipated through the gaps between modules and the pre-designed heat dissipation structure. When the brake is released, the hydraulic pressure is released, and the spring steel sheets help the modules reset, preparing them for the next braking action. Through modular design and intelligent pressure distribution, the entire system achieves safer, more reliable, and more durable braking performance.

[0047] The above-disclosed embodiments are only a few specific examples of the present utility model. However, the embodiments of the present utility model are not limited thereto. Any changes that can be conceived by those skilled in the art should fall within the protection scope of the present utility model.

Claims

1. A friction brake pad (2) suitable for a braking device of a monorail crane locomotive, comprising a friction brake pad (2), characterized in that: One side of the friction brake pad (2) abuts against the web of the monorail track, and a brake seat (1) is fixedly installed on the other side of the friction brake pad (2). A groove (4) for heat dissipation is opened on the side of the friction brake pad (2) near the web of the monorail track, and a heat dissipation structure is provided inside the brake seat (1).

2. The friction brake pad (2) for a monorail crane braking device according to claim 1, characterized in that: The groove (4) is opened in a direction parallel to the direction of the monorail track, and the width of the groove (4) is 0.5 mm.

3. The friction brake pad (2) for a monorail crane braking device according to claim 1, characterized in that: The trenches (4) are arranged in parallel and are distributed at equal intervals.

4. The friction brake pad (2) for a monorail crane braking device according to claim 1, characterized in that: The friction brake pads (2) installed on the brake seat (1) are made of beryllium copper alloy or aluminum bronze.

5. A friction brake pad (2) for a monorail crane braking device according to claim 1, characterized in that: A rivet (3) is installed between the friction brake pad (2) and the brake seat (1). The rivet (3) is located inside the groove (4) and passes through the friction brake pad (2) to be fixedly connected to the brake seat (1).

6. The friction brake pad (2) for a monorail crane braking device according to claim 1, characterized in that: The heat dissipation structure is a ventilation slot that runs through the inside of the brake seat (1), and the ventilation slot is parallel to the direction of travel of the monorail crane.

7. A friction brake pad (2) for a monorail crane braking device according to claim 1, characterized in that: The friction brake pad (2) adopts a modular design, which includes multiple fan-shaped brake pads (12). A fan-shaped back plate (11) is installed on the back of the fan-shaped brake pad (12). An independent control mechanism is provided on the side of the fan-shaped back plate (11) away from the fan-shaped brake pad (12).

8. A friction brake pad (2) for a monorail crane braking device according to claim 7, characterized in that: The fan-shaped brake pads (12) are arranged in a semi-circular array, and a wave-shaped spring steel sheet (27) connects two adjacent fan-shaped brake pads (12).

9. A friction brake pad (2) for a monorail crane braking device according to claim 8, characterized in that: The independent control mechanism includes a stabilizer (21). Four hydraulic cylinders (22) are fixedly installed on the side of the stabilizer (21) near the fan-shaped back plate (11). A piston rod (23) is provided inside the hydraulic cylinder (22). A ball hinge (24) is installed at the working end of the piston rod (23). The other end of the ball hinge (24) is connected to the fan-shaped back plate (11), so that the piston rod (23) and the fan-shaped back plate (11) can be slightly deflected.

10. A friction brake pad (2) for a monorail crane locomotive braking device according to claim 9, characterized in that: Four hydraulic cylinders (22) are respectively fixedly connected to oil pressure pipes (25), and the ends of the four oil pressure pipes (25) away from the hydraulic cylinders (22) are connected to a spherical hydraulic chamber (26).

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