Railway vehicle brake fixing mechanism and caliper device

What is AI technical title?
AI technical title is built by Patsnap AI team. It summarizes the technical point description of the patent document.
By adopting a floating groove and asymmetric floating ring design in the braking system of rail vehicles, the problem of concentrated brake pad wear caused by a fixed contact area of the friction pair is solved, and uniform wear of the brake pads and improved braking performance stability are achieved.

CN224491078UActive Publication Date: 2026-07-14CRRC DALIAN CO LTD

Patent Information

Authority / Receiving Office: CN · China
Patent Type: Utility models(China)
Current Assignee / Owner: CRRC DALIAN CO LTD
Filing Date: 2025-09-30
Publication Date: 2026-07-14

AI Technical Summary

Technical Problem

The friction pair contact area of traditional caliper disc brakes on rail vehicles remains unchanged, leading to concentrated wear of the brake pad material, shortening service life, increasing maintenance costs, and potentially causing uneven thermal stress distribution, material thermal decay, and cracking.

Method used

The design employs a floating groove and an axisymmetric floating ring, which causes the contact area between the brake pad and the brake disc to change continuously. The deflection motion of the floating ring within the floating groove achieves uniform wear distribution. Combined with the use of flexible pads and friction-increasing pads, the braking effect is enhanced.

Benefits of technology

It extends the service life of the brake pads, reduces wear, improves braking reliability and smoothness, and reduces maintenance frequency and cost.

✦ Generated by Eureka AI based on patent content.

Smart Images

Figure CN224491078U_ABST

Patent Text Reader

Abstract

The utility model discloses a kind of rail vehicle brake fixing mechanism and clamp device, it is related to rail vehicle technical field, including frame body, further include: fixed component, the fixed component is set to the drive end of frame body;Wherein, fixed component includes the propulsion plate set to the drive end of frame body.The utility model has beneficial effect for: when rail vehicle is stopped operating, by the frame body of clamp device control two propulsion plate drive brake shoe mutually close and contact with the friction wheel on vehicle wheel shaft, first, using chute cooperation movable ring, brake shoe can be made with friction wheel contact when generating autorotation, while autorotation, floating ring follows movable ring and rotates in floating groove, using the one end of relatively thick floating ring intermittently with the inner wall of floating groove friction, extrusion, the rotating force of vehicle wheel shaft can be gradually reduced, thus, on the one hand, the abrasion of brake shoe can be reduced, on the other hand, the deceleration effect of brake shoe can be enhanced.

Need to check novelty before this filing date? Find Prior Art

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and in particular to a rail vehicle braking and fixing mechanism and clamping device. Background Technology

[0002] As railway transportation evolves towards higher speeds, larger loads, and longer distances, the reliability, economy, and ease of maintenance of the vehicle's core subsystem, the braking system, have become key factors restricting operational efficiency and technological upgrades. Among these, the caliper disc brake, as the core of friction braking, directly affects driving safety and operating costs due to its performance stability.

[0003] Currently, traditional brake pads generally adopt a rigid, fixed, surface-area contact braking mode. During braking, the friction surface of the brake pad is continuously pushed against the high-speed rotating brake disc, and braking force is generated through constant friction on the fixed contact area. This classic mode has an inherent technical pain point: the contact area of the friction pair remains unchanged, which leads to a high concentration of wear on the brake pad material in the same area. This localized concentrated wear not only significantly shortens the service life of the brake pad and increases the cost and frequency of material replacement, but may also lead to uneven distribution of thermal stress on the surface of the brake pad, causing thermal degradation, cracking, and even peeling of the material. Utility Model Content

[0004] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the present invention.

[0005] To solve the above-mentioned technical problems, this utility model provides the following technical solution:

[0006] A rail vehicle braking and fixing mechanism includes a frame and further includes:

[0007] A fixing component, wherein the fixing component is disposed at the drive end of the frame;

[0008] The fixed component includes a push plate disposed at the drive end of the frame, a brake plate disposed inside the push plate, a floating groove disposed inside the push plate, a floating ring disposed inside the floating groove, and the side of the floating ring near the brake plate being fixedly connected to the brake plate.

[0009] As a preferred embodiment of the rail vehicle braking and fixing mechanism of this utility model, the fixing component further includes a groove formed on the surface of the push plate, a slidable movable ring is embedded in the groove, and the brake pad is located on the side of the movable ring away from the push plate.

[0010] As a preferred embodiment of the rail vehicle braking and fixing mechanism of this utility model, the surface of the movable ring is provided with a compensation groove, and the brake pad is located in the compensation groove.

[0011] In a preferred embodiment of the rail vehicle braking and fixing mechanism of this utility model, a flexible pad is provided in the compensation groove, and the surface of the flexible pad is fixedly connected to the brake pad.

[0012] In a preferred embodiment of the rail vehicle braking and fixing mechanism of this utility model, the floating ring is non-axisymmetrically arranged.

[0013] In a preferred embodiment of the rail vehicle braking and fixing mechanism of this utility model, the inner diameter thickness of the floating groove is half the thickness of the floating ring.

[0014] As a preferred embodiment of the rail vehicle braking and fixing mechanism of this utility model, a plurality of resistance-increasing pads are arranged in a ring array on the side of the floating ring near the floating groove with the axis of the floating ring as the reference, and the resistance-increasing pads are in contact with the inner wall of the floating groove.

[0015] This utility model also provides a clamping device, including a cylinder body disposed below a rail vehicle and located at the wheel. A diaphragm is disposed inside the cylinder body. Rods with ends extending to the outside of the cylinder body are fixedly connected to both sides of the diaphragm. Connectors are fixedly connected to opposite ends of the two rods. The surface of the connector is movably connected to the frame body through a rotating shaft.

[0016] In a preferred embodiment of the clamping device of this utility model, bellows are fixedly connected to both sides of the cylinder, and the outer end of the rod is located in the bellows.

[0017] In a preferred embodiment of the clamping device of this utility model, a spring is provided inside the cylinder, and the two ends of the spring are fixedly connected to the inner wall of the cylinder and the diaphragm, respectively.

[0018] The beneficial effects of this utility model are as follows: When a rail vehicle is braking, the frame of the clamping device controls two push plates to drive the brake pads to approach each other and contact the friction wheel on the vehicle wheel axle. First, the sliding groove and the movable ring are used to make the brake pads rotate when they contact the friction wheel. At the same time as the brake pads rotate, the floating ring follows the movable ring and rotates in the floating groove. By intermittently rubbing and squeezing the inner wall of the floating groove with the thicker end of the floating ring, the rotational force of the wheel axle can be gradually reduced. Thus, on the one hand, the wear of the brake pads can be reduced, and on the other hand, the deceleration effect of the brake pads can be enhanced. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Among them:

[0020] Figure 1 This is an overall structural diagram of the braking and fixing mechanism and clamping device for rail vehicles.

[0021] Figure 2 This is a diagram showing the internal structure of the cylinder of the braking and clamping mechanism for rail vehicles.

[0022] Figure 3 This is a partial structural breakdown diagram of the braking and clamping mechanism and clamping device for rail vehicles.

[0023] Figure 4 This is a structural breakdown diagram of the movable and floating rings of the braking and clamping mechanism and clamping device for rail vehicles.

[0024] Figure 5 A top view of the floating ring and floating groove of the braking and clamping mechanism and clamping device for rail vehicles;

[0025] Figure 6 Braking and clamping mechanisms for rail vehicles Figure 5 A magnified schematic diagram of the structure at point A in the middle.

[0026] The following numbers are labeled in the diagram: 100, frame; 200, fixed component; 210, push plate; 211, slide groove; 212, movable ring; 213, compensation groove; 214, flexible pad; 215, floating ring; 216, resistance-increasing pad; 217, floating groove; 220, brake pad; 300, cylinder; 310, spring; 320, connector; 330, rod. Detailed Implementation

[0027] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0028] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0029] Secondly, the term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that excludes other embodiments.

[0030] Example 1:

[0031] Reference Figures 1-6 This is the first embodiment of the present invention, which provides a rail vehicle braking and fixing mechanism, including a frame 100, and further comprising:

[0032] Fixing component 200 is disposed at the drive end of frame 100;

[0033] The fixed component 200 includes a push plate 210 disposed at the drive end of the frame 100. A brake plate 220 is disposed inside the push plate 210. A floating groove 217 is opened inside the push plate 210. A floating ring 215 is disposed inside the floating groove 217. The side of the floating ring 215 near the brake plate 220 is fixedly connected to the brake plate 220.

[0034] When braking begins, the push plate 210 is pushed towards the brake disc under the action of driving force. Since the floating ring 215 is not axisymmetric and there is a gap between it and the floating groove 217, it will generate an uneven torque when it contacts the brake disc and is subjected to friction. This torque will force the floating ring 215 together with the brake pad 220 to continuously and slightly deflect and float in the floating groove 217. This dynamic deflection movement makes the actual contact area between the friction surface of the brake pad 220 and the rotating brake disc constantly change, thereby avoiding stress concentration at a few fixed points, realizing uniform wear distribution, and effectively extending the service life of the brake pad 220.

[0035] Example 2:

[0036] Reference Figures 4-6 This is the second embodiment of the present invention, which is based on the previous embodiment.

[0037] Specifically, the fixing component 200 also includes a groove 211 formed on the surface of the push plate 210, and a slidable movable ring 212 is embedded in the groove 211, with the brake plate 220 located on the side of the movable ring 212 away from the push plate 210.

[0038] The fixed assembly 200 adds a precision-machined groove 211 to the surface of the push plate 210. The groove 211 adopts a trapezoidal or dovetail-shaped structure, and a movable ring 212 that fits precisely with it is embedded inside. The movable ring 212 can slide precisely axially within the groove 211, and the fit clearance between it and the groove 211 is strictly controlled to ensure both the flexibility of movement and to avoid unnecessary shaking.

[0039] Specifically, the surface of the movable ring 212 is provided with a compensation groove 213, and the brake pad 220 is located in the compensation groove 213.

[0040] The surface of the movable ring 212 is provided with a compensation groove 213 specifically for accommodating the brake pad 220. The dimensions of the groove are precisely calculated to form a transition fit with the back plate of the brake pad 220, which not only ensures the firmness of the connection, but also reserves a certain amount of movable space for the brake pad 220 when the frame 100 rotates around the axis.

[0041] Specifically, a flexible pad 214 is provided in the compensation groove 213, and the surface of the flexible pad 214 is fixedly connected to the brake plate 220.

[0042] During the initial braking phase, when the brake pad 220 contacts the brake disc, the elastic properties of the flexible pad 214 allow the brake pad 220 to make slight adaptive deflections and displacements, ensuring that its friction surface can achieve the best contact with the surface of the brake disc, effectively compensating for the centering error caused by installation tolerances or brake disc runout, and fundamentally avoiding edge contact and uneven wear.

[0043] Specifically, the floating ring 215 is non-axisymmetric.

[0044] Specifically, the inner diameter thickness of the floating groove 217 is half the thickness of the floating ring 215.

[0045] The above design not only ensures that the floating ring 215 has enough room to move to generate effective deflection and floating, thereby achieving uniform wear, but also strictly limits its maximum range of motion, avoiding abnormal shaking of the brake pad 220 in the non-braking state due to excessive gap, or affecting braking performance due to delayed response during emergency braking.

[0046] Specifically, on the side of the floating ring 215 near the floating groove 217, multiple resistance pads 216 are arranged in a ring array with the axis of the floating ring 215 as the reference, and the resistance pads 216 are in contact with the inner wall of the floating groove 217.

[0047] The aforementioned friction-enhancing pad 216 is made of a wear-resistant material with a high coefficient of friction. It is fixed to the surface of the floating ring 215 by interference fit or special adhesive. It can not only provide the necessary motion damping for the floating motion of the floating ring 215, but also suppress the uncontrolled violent oscillation or resonance phenomenon that may be generated by the floating ring 215 by utilizing the damping effect, so as to ensure the smoothness and controllability of the braking process.

[0048] Example 3:

[0049] Reference Figures 1-2 This is the third embodiment of the present invention, which is based on the previous embodiment.

[0050] This embodiment provides a clamping device, which also includes a cylinder 300 disposed below the rail vehicle and located at the wheel. A diaphragm is disposed inside the cylinder 300. A rod 330 with its end extending to the outside of the cylinder 300 is fixedly connected to both sides of the diaphragm. A connector 320 is fixedly connected to the opposite ends of the two rods 330. The surface of the connector 320 is movably connected to the frame 100 through a rotating shaft.

[0051] The aforementioned cylinder 300, as a braking force generating device, is made of high-strength cast iron or cast steel. When the rail vehicle is braking, the gas tank under the vehicle first supplies gas to the cylinder 300. After the pressure on one side of the cylinder 300 increases, it pushes the diaphragm. At this time, the diaphragm is pushed to the other side, and the cylinder 300, the rods 330 on its surface, and the rods 330 of the diaphragm will all move away from each other. At this time, the rear end of the frame 100 is expanded by the connecting head 320 at the opposite end of the two rods 330 through the rotating shaft. The front end of the frame 100 will drive the aforementioned push plate 210 and brake pad 220 to move closer to each other and contact the friction wheel to achieve the braking effect by using friction.

[0052] Specifically, bellows are fixedly connected to both sides of the cylinder block 300, and the outer end of the rod 330 is located in the bellows.

[0053] To protect the rod 330 and maintain system cleanliness, bellows are fixedly connected to both outlets of the cylinder 300. The bellows are made of oil-resistant, weather-resistant, and aging-resistant rubber or special elastomer materials. One end of the bellows is sealed to the cylinder 300, and the other end is sealed to the rod 330 or connector 320. The bellows deform synchronously with the extension and retraction of the rod 330, effectively preventing dust, mud, and other contaminants from entering the cylinder 300, significantly improving the system's reliability and service life in harsh environments.

[0054] Specifically, a spring 310 is installed inside the cylinder 300, and the two ends of the spring 310 are fixedly connected to the inner wall of the cylinder 300 and the diaphragm, respectively.

[0055] The two ends of the spring 310 are fixedly connected to the inner wall of the cylinder 300 and the back of the diaphragm or piston, respectively. When the brake is released and the system pressure is released, the elastic potential energy stored in the spring 310 will push the diaphragm and rod 330 back to the initial position, ensuring that the brake pad 220 quickly and reliably disengages from the brake disc and eliminates residual drag torque.

[0056] When the train needs to brake, the control system fills the brake cylinder 300 with compressed air or hydraulic oil. The pressure is quickly applied to the diaphragm inside the cylinder 300, pushing the rods 330 on both sides to extend outwards simultaneously. At this time, the thrust is transmitted to the frame 100 through the connector 320. The front end of the frame 100 will drive the push plate 210 and the brake pad 220 to move closer to the brake disc. When the brake pad 220 contacts the brake disc, because the floating ring 215 is designed as a non-axisymmetric structure, when the brake pad 220 rotates through the movable ring 212, the floating ring 215 behind the movable ring 212 will generate a continuous, slight deflection and axial floating in the floating groove 217. This causes the contact point between the friction surface of the entire brake pad 220 and the brake disc to continuously shift and change, thus intelligently distributing the wear across the entire working surface of the brake pad 220, achieving a fundamental uniform wear effect.

[0057] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A braking and fixing mechanism for rail vehicles, comprising a frame (100), characterized in that: Also includes: A fixing component (200) is disposed at the drive end of the frame (100); The fixed component (200) includes a push plate (210) disposed at the drive end of the frame (100). A brake plate (220) is disposed inside the push plate (210). A floating groove (217) is opened inside the push plate (210). A floating ring (215) is disposed inside the floating groove (217). The side of the floating ring (215) near the brake plate (220) is fixedly connected to the brake plate (220).

2. The rail vehicle braking and fixing mechanism as described in claim 1, characterized in that: The fixing component (200) also includes a groove (211) formed on the surface of the push plate (210), the groove (211) is embedded with a slidable movable ring (212), and the brake plate (220) is located on the side of the movable ring (212) away from the push plate (210).

3. The rail vehicle braking and fixing mechanism as described in claim 2, characterized in that: The surface of the movable ring (212) is provided with a compensation groove (213), and the brake plate (220) is located in the compensation groove (213).

4. The rail vehicle braking and fixing mechanism as described in claim 3, characterized in that: A flexible pad (214) is provided in the compensation groove (213), and the surface of the flexible pad (214) is fixedly connected to the brake plate (220).

5. The rail vehicle braking and fixing mechanism as described in claim 1, characterized in that: The floating ring (215) is non-axisymmetric.

6. The rail vehicle braking and fixing mechanism as described in claim 1, characterized in that: The inner diameter thickness of the floating groove (217) is half the thickness of the floating ring (215).

7. The rail vehicle braking and fixing mechanism as described in claim 1, characterized in that: On the side of the floating ring (215) near the floating groove (217), a plurality of resistance pads (216) are arranged in a ring array with the axis of the floating ring (215) as the reference. The resistance pads (216) are in contact with the inner wall of the floating groove (217).

8. A clamping device, characterized in that: The rail vehicle braking and fixing mechanism according to any one of claims 1-7 further includes: a cylinder (300) disposed below the rail vehicle and located at the wheel, wherein a diaphragm is disposed inside the cylinder (300), and rods (330) with ends extending to the outside of the cylinder (300) are fixedly connected to both sides of the diaphragm, and connectors (320) are fixedly connected to opposite ends of the two rods (330), and the surface of the connectors (320) is movably connected to the frame (100) through a rotating shaft.

9. A clamping device as described in claim 8, characterized in that: Both sides of the cylinder (300) are fixedly connected to bellows, and the outer end of the rod (330) is located in the bellows.

10. A clamping device as described in claim 9, characterized in that: A spring (310) is provided inside the cylinder (300), and the two ends of the spring (310) are fixedly connected to the inner wall of the cylinder (300) and the diaphragm, respectively.