A device for detecting a brake fault of a motor train unit

Abstract

This utility model provides a braking fault detection device for high-speed trains, including a brake cylinder and a brake disc. Two rotating arms are hinged to the two output ends of the brake cylinder. A pin is rotatably connected to the middle of each rotating arm, and the two pins are fixed together by a fixing beam. A connecting shaft is fixedly installed at the end of the rotating arm away from the brake cylinder, and a guide frame is slidably connected to the connecting shaft. Brake pads are fixedly installed at opposite ends of the two guide frames, and the two brake pads are respectively attached to the left and right sides of the brake disc. A pressure sensor is fixedly installed on the inner wall of the guide frame near the brake disc. This utility model has the advantages of simple structure, easy maintenance, and stable and reliable detection results.

Description

Technical Field

[0001] This utility model relates to the field of high-speed train braking, and in particular to a high-speed train braking fault detection device. Background Technology

[0002] Air braking is the core braking method for railway locomotives and rolling stock. Its technical principle is to drive the brake cylinder piston with compressed air, which pushes the brake shoes or brake pads to contact the wheels / brake discs to generate frictional braking force. The system consists of components such as an air compressor, brake pipe, three-way valve, and auxiliary air cylinder, and can realize the interlocking protection of the entire train's braking system.

[0003] Chinese patent application date: April 3, 2019, publication number: CN209719569U, discloses an online detection system for railway vehicle braking faults, including a data acquisition unit, a data collection unit, and a detection device. This utility model detects the basic braking pressure online by installing pressure sensors on the basic braking device of railway vehicles, and powers the data acquisition unit through vibration power generation and / or radio frequency. It communicates with the ground data collection unit via radio frequency. When the detection device receives the pressure data, it determines whether the vehicle has faults such as poor braking, inadequate release, or handbrake chain not loosened, based on the pressure of the basic braking devices of all vehicles on the same train.

[0004] In this technical solution, the pressure during train braking is monitored by a pin-shaft sensor, and the vehicle is checked for braking failure based on the pressure. However, after prolonged use, the braking structure will rub against the pin-shaft sensor, causing wear on the pin-shaft sensor and the rotating arm, which affects the reliability of the detection results. Therefore, further improvements are needed. Summary of the Invention

[0005] In order to solve the problems existing in the background art, this utility model proposes a high-speed train braking fault detection device.

[0006] A braking fault detection device for high-speed trains includes a brake cylinder and a brake disc. Two output ends of the brake cylinder are hinged to rotating arms. A pin is rotatably connected to the middle of each rotating arm, and the two pins are fixed together by a fixing beam. A connecting shaft is fixedly installed at the end of the rotating arm away from the brake cylinder. A guide frame is slidably connected to the connecting shaft. Brake pads are fixedly installed at opposite ends of the two guide frames. The two brake pads are respectively attached to the left and right sides of the brake disc. A pressure sensor is fixedly installed on the inner wall of the guide frame near the brake disc.

[0007] Based on the above, a slide block is slidably connected inside the guide frame, the connecting shaft is fixed through the center of the slide block, the slide block is attached to the surface of the pressure sensor, and a spring is provided between the end of the slide block away from the pressure sensor and the inner wall of the guide frame.

[0008] Based on the above, inserts are fixedly installed at both ends of the spring, a pressure plate is provided inside the end of the guide frame away from the brake pad, and a U-shaped socket is fixedly installed on the opposite side of the slide and the pressure plate. The inserts are inserted into the U-shaped sockets, and a threaded rod is threadedly connected to the center of the end of the guide frame away from the brake pad. The threaded rod is rotatably connected to the pressure plate.

[0009] Based on the above, a slider is fixedly installed at one end of the threaded rod outside the guide frame, and a covering cylinder is sleeved on the outside of the slider. The covering cylinder is rotatably connected to the end of the guide frame, and the slider has a regular hexagonal cross-section and is slidably connected inside the covering cylinder.

[0010] Based on the above, the top and bottom of the guide frame are slidably connected with sealing covers, and the connecting shaft is fixedly installed together with the sealing covers.

[0011] Based on the above, the sealing cover includes two cover plates, and a mating plate is fixedly installed on the opposite side of each of the two cover plates. The two mating plates are attached to each other and fixed together by bolts. An arc-shaped part is provided on the mating plate and the arc-shaped part is attached to the surface of the connecting shaft. A clamping strip is fixedly installed on the opposite side of each of the two cover plates and the clamping strip is attached to the side of the guide frame.

[0012] This utility model has substantial features and progress compared to the prior art. Specifically, this utility model uses a sliding block to connect inside the guide frame, and the elasticity of the spring makes the sliding block fit against the surface of the pressure sensor. Even after repeated braking and wear of the sliding block, it can still be stably fitted with the pressure sensor, making the detection results stable and reliable. It has the advantages of simple structure, easy maintenance, and stable and reliable detection results. Attached Figure Description

[0013] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0014] Figure 2 This is a three-dimensional structural diagram of the guide frame and sealing cover of this utility model in a separated state.

[0015] Figure 3 This is a three-dimensional structural diagram of the threaded rod and the covering cylinder of this utility model in a separated state.

[0016] Figure 4 This is a three-dimensional structural diagram of the present invention with the spring and pressure plate separated.

[0017] Explanation of reference numerals in the attached drawings: 100, brake cylinder; 200, brake disc; 300, swing arm; 400, pin; 500, fixed beam; 600, connecting shaft; 700, guide frame; 800, brake pad; 900, pressure sensor; 701, slide block; 702, spring; 703, insert; 704, pressure plate; 705, U-shaped socket; 706, threaded rod; 707, slider; 708, covering cylinder; 709, cover plate; 710, mating plate; 711, arc-shaped part; 712, clamping bar. Detailed Implementation

[0018] 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.

[0019] like Figures 1-4 As shown, a high-speed train brake fault detection device includes a brake cylinder 100 and a brake disc 200. The brake cylinder 100 is connected to an air compressor via a pipeline. The air compressor supplies high-pressure air into the brake cylinder 100, causing both output ends of the brake cylinder 100 to extend simultaneously. Each output end of the brake cylinder 100 is hinged to a rotating arm 300. A pin 400 is rotatably connected to the middle of the rotating arm 300. The two pins 400 are fixed together by a fixing beam 500, so that when the output ends of the brake cylinder 100 extend, both rotating arms 300 rotate around the pins 400.

[0020] A connecting shaft 600 is fixedly installed at the end of the swing arm 300 away from the brake cylinder 100. A guide frame 700 is slidably connected to the connecting shaft 600. Brake pads 800 are fixedly installed at opposite ends of the two guide frames 700, and the two brake pads 800 are respectively attached to the left and right sides of the brake disc 200. A pressure sensor 900 is fixedly installed on the inner wall of the end of the guide frame 700 closest to the brake disc 200. The pressure sensor 900 is connected to the computer equipment inside the train. During braking, the pressure sensor 900 monitors the compressive force applied by the connecting shaft 600 to the guide frame 700, and then monitors the compressive force between the brake pads 800 and the brake disc 200. The pressure signal is sent to the computer equipment, which analyzes whether the pressure meets the preset value, thereby determining whether the brake has failed.

[0021] In use, a slide block 701 is slidably connected inside the guide frame 700, and a connecting shaft 600 is fixed through and at the center of the slide block 701. The slide block 701 is in contact with the surface of the pressure sensor 900, and a spring 702 is provided between the end of the slide block 701 away from the pressure sensor 900 and the inner wall of the guide frame 700. Through the elasticity of the spring 702, the slide block 701 is kept in contact with the surface of the pressure sensor 900. Thus, during braking, the slide block 701 presses against the surface of the pressure sensor 900, and the pressure sensor 900 transmits the thrust to the guide frame 700, causing the brake pad 800 to press against the side of the brake disc 200 for braking.

[0022] In practice, inserts 703 are fixedly installed at both ends of the spring 702. A pressure plate 704 is provided inside the end of the guide frame 700 away from the brake pad 800. U-shaped sockets 705 are fixedly installed on opposite sides of the slide 701 and the pressure plate 704. The inserts 703 are inserted into the U-shaped sockets 705, which facilitates the replacement of the spring 702 and makes maintenance easier. A threaded rod 706 is threadedly connected to the center of the end of the guide frame 700 away from the brake pad 800. A threaded hole is opened at the end of the guide frame 700 corresponding to the threaded rod 706. The threaded rod 706 is rotatably connected to the pressure plate 704. By turning the threaded rod 706, the initial compression of the spring 702 is adjusted, and the initial pressure values ​​of the two pressure sensors 900 are adjusted.

[0023] Specifically, a slider 707 is fixedly installed at one end of the threaded rod 706 on the outside of the guide frame 700. A covering cylinder 708 is sleeved on the outside of the slider 707. The covering cylinder 708 is rotatably connected to the end of the guide frame 700. The slider 707 has a regular hexagonal cross-section and is slidably connected inside the covering cylinder 708. Thus, the covering cylinder 708 covers the threaded rod 706 from the outside, preventing the threaded rod 706 from colliding and being damaged by other structures. When the covering cylinder 708 is rotated, it causes the slider 707 and the threaded rod 706 to rotate synchronously. During this process, the slider 707 can slide relative to the covering cylinder 708.

[0024] In practice, the top and bottom of the guide frame 700 are slidably connected to sealing covers, and the connecting shaft 600 is fixedly installed with the sealing covers. The sealing covers include two cover plates 709, each with a mating plate 710 fixedly installed on its opposite side. The two mating plates 710 are fitted together and secured with bolts. Each mating plate 710 has an arc-shaped portion 711 that fits against the surface of the connecting shaft 600. Clamping strips 712 are fixedly installed on the opposite sides of each cover plate 709, fitting against the side of the guide frame 700. Thus, when the connecting shaft 600 slides relative to the guide frame 700, the cover plates 709 simultaneously slide relative to the guide frame 700, maintaining a seal on the opening of the guide frame 700 and preventing foreign objects from entering the guide frame 700.

[0025] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A braking fault detection device for high-speed trains, characterized in that: The device includes a brake cylinder (100) and a brake disc (200). Both output ends of the brake cylinder (100) are hinged with rotating arms (300). A pin (400) is rotatably connected to the middle of the rotating arm (300). The two pins (400) are fixed together by a fixing beam (500). A connecting shaft (600) is fixedly installed at the end of the rotating arm (300) away from the brake cylinder (100). A guide frame (700) is slidably connected on the connecting shaft (600). Brake pads (800) are fixedly installed at opposite ends of the two guide frames (700). The two brake pads (800) are respectively attached to the left and right sides of the brake disc (200). A pressure sensor (900) is fixedly installed on the inner wall of the end of the guide frame (700) near the brake disc (200).

2. The EMU braking fault detection device according to claim 1, characterized in that: The guide frame (700) is slidably connected to a slide block (701), and the connecting shaft (600) is fixed through and at the center of the slide block (701). The slide block (701) is attached to the surface of the pressure sensor (900), and a spring (702) is provided between the end of the slide block (701) away from the pressure sensor (900) and the inner wall of the guide frame (700).

3. The EMU braking fault detection device according to claim 2, characterized in that: Both ends of the spring (702) are fixedly installed with inserts (703). The guide frame (700) has a pressure plate (704) inside the end away from the brake pad (800). The slide (701) and the pressure plate (704) are fixedly installed with U-shaped sockets (705) on opposite sides. The inserts (703) are inserted into the U-shaped sockets (705). The center of the guide frame (700) away from the brake pad (800) is threaded with a threaded rod (706). The threaded rod (706) is rotatably connected to the pressure plate (704).

4. The EMU braking fault detection device according to claim 3, characterized in that: The threaded rod (706) is fixedly installed with a slider (707) at one end outside the guide frame (700). A covering cylinder (708) is sleeved on the outside of the slider (707). The covering cylinder (708) is rotatably connected to the end of the guide frame (700). The slider (707) has a regular hexagonal cross section and is slidably connected inside the covering cylinder (708).

5. The EMU braking fault detection device according to claim 1, characterized in that: The top and bottom of the guide frame (700) are slidably connected with sealing covers, and the connecting shaft (600) is fixedly installed together with the sealing covers.

6. The EMU braking fault detection device according to claim 5, characterized in that: The sealing cover includes two cover plates (709), and a mating plate (710) is fixedly installed on the opposite side of each of the two cover plates (709). The two mating plates (710) are attached to each other and fixed together by bolts. An arc-shaped part (711) is provided on the mating plate (710), and the arc-shaped part (711) is attached to the surface of the connecting shaft (600). A clamping strip (712) is fixedly installed on the opposite side of each of the two cover plates (709), and the clamping strip (712) is attached to the side of the guide frame (700).

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