CN110905940A

CN110905940A - Composite brake shoe for locomotive

Info

Publication number: CN110905940A
Application number: CN201911134553.5A
Authority: CN
Inventors: 黄科诚; 年鹏
Original assignee: LIAONING HONGDE ELECTRIC CARBON PRODUCT Co Ltd
Current assignee: LIAONING HONGDE ELECTRIC CARBON PRODUCT Co Ltd
Priority date: 2019-11-19
Filing date: 2019-11-19
Publication date: 2020-03-24

Abstract

The invention discloses a composite brake shoe for a locomotive, which comprises a brake and wheels, wherein the brake and the wheels are both connected with a locomotive body, the brake is positioned on the right side of the wheels and is pneumatically connected with the locomotive body, the output end of the brake is provided with a fixing plate, the fixing plate is T-shaped and is in bolted connection with the output end of the brake, and the fixing plate is provided with two adjusting holes. This composite brake shoe for locomotive, it is vice through the friction, cooperation between stopper and the fixed plate, under the effect of brake shoe body, adopt fixed plate and stopper to be connected, and carry out the switching through vice and the brake head support of friction, make the vice fixed plate that passes through of friction carry out the switching, make the vice two regulation holes that can be on the fixed plate of friction carry out the distance between adjust, and then adjust the stopper, the distance between brake shoe body and the brake head support, avoid the clearance undersize, and the use cost of fixed plate is low, regulating effect is good, and is suitable for being generalized to use.

Description

Composite brake shoe for locomotive

Technical Field

The invention relates to the technical field of composite brake shoes for locomotives, in particular to a composite brake shoe for a locomotive.

Background

In the beginning of the 20 th century, diesel locomotives were tried to be explored abroad. In 1924, the Soviet union made an electric transmission diesel locomotive and delivered to railways. In the same year, Germany uses diesel engine and air compressor to match, and utilizes the exhaust afterheat of diesel engine to heat compressed air to replace steam, so as to change the steam locomotive into air-driven diesel locomotive. In 1925, a 220 kW electric transmission diesel locomotive is put into operation in the United states to carry out shunting operation. In the 30 s, the diesel locomotives enter a trial stage, and in the later period of the 30 s, trunk passenger diesel locomotives with a plurality of sections of single locomotives with the power of 900-1000 kW are connected in series. After world war II, because the performance and manufacturing technology of diesel engines are rapidly improved, the diesel locomotive is mostly equipped with an exhaust gas turbocharging system, the power is improved by about 50% compared with that before war, the development of the diesel locomotive equipped with a direct current electric transmission device and a hydraulic transmission device is accelerated, and the quantity of the diesel locomotive is increased rapidly after the 20 th century and 50 th era. In the 60 s, a high-power silicon rectifier is successfully developed and applied to locomotive manufacture, and a 2940kw diesel locomotive with alternating-direct current power transmission appears. In the 70 s, the power of diesel-only locomotives reached 4410 kW. With the development of electronic technology, 1840kW of alternating-direct-alternating-current power transmission diesel locomotives are tried in 1971 by Federal Germany, so that a new way is provided for the technical development of the diesel locomotives and the electric locomotives. The subsequent development of diesel locomotives represents a continuous new development in improving the reliability, durability and economy of the locomotives, as well as preventing pollution, reducing noise, etc.

China manufactured diesel locomotives from 1958, and 3 models of locomotives such as east wind type locomotives were put into mass production at the earliest. 15 new types such as Dongfeng 4 and the like are produced in batches after 1969, and compared with a first-generation diesel locomotive, the power, the structure, the thermal efficiency of a diesel engine and the efficiency of a transmission device are obviously improved; the functions of resistance braking or hydraulic braking and hydraulic reversing, protection of each system of the locomotive, fault diagnosis display and microcomputer control are respectively added; a series of new technologies such as a bearing type vehicle body and hydrostatic drive are adopted; the reliability and the service life of the locomotive are greatly improved. The speed of the east wind 11 passenger locomotive reaches 160 km/h. While producing diesel locomotives, China has imported different numbers of diesel locomotives from countries such as Romania, France, the United states, Germany, and along with the acceleration of the process of high speed and heavy load of railways, the diesel locomotives suitable for the production are further researched, designed and developed;

the brake shoe is used as a main part for providing friction force and performing energy conversion when the diesel locomotive brakes, and is required to have higher mechanical strength, good heat resistance and heat conductivity, stable friction performance, lower abrasion and reduction of abrasion and heat damage to wheels;

the commonly used brake shoe materials can be roughly divided into three types of cast iron brake shoes, composite brake shoes and powder metallurgy brake shoes, the composite brake shoes are main components of diesel locomotives, current transmission locomotives and electric locomotives, during braking, a brake shoe which generates braking action is tightly pressed on a wheel tread, the traditional composite brake shoes are formed by hot pressing mainly resin, block rubber, sepiolite fiber, graphite, iron powder and the like, but the lines of the diesel locomotives, the current transmission locomotives and the electric locomotives are continuously encrypted in cities, the running interval time is continuously shortened, the full load rate of each train is continuously increased even the overload condition is frequently generated during the peak time of commuting and the peak time of commuting, the requirements on the composite brake shoes for the diesel locomotives, the current transmission locomotives and the electric locomotives are higher and higher, and the requirements are as follows: the synthetic brake shoe applied to diesel locomotives, current transmission locomotives and electric locomotives at present has continuous noise, sometimes generates sparks, odor and unstable parking distance when braking, and generates transverse cracks on the surface of the brake shoe to easily cause the brake shoe to fall off and simultaneously generate metal inlays on the surface of the brake shoe to cause the thermal damage of the wheel tread, which is caused by the undersize gap of the brake shoe and the non-uniform and low release of a braking device.

Disclosure of Invention

The present invention is directed to a composite brake shoe for a locomotive, which solves the above problems of the prior art.

In order to achieve the purpose, the invention provides the following technical scheme: a composite brake shoe for locomotive comprises a brake and wheels, wherein the brake and the wheels are both connected with a vehicle body, the brake is positioned on the right side of the wheels and is pneumatically connected with the vehicle body, the output end of the brake is provided with a fixed plate which is T-shaped and is in bolted connection with the output end of the brake, the fixed plate is provided with two adjusting holes, the left end of the fixed plate is provided with a support rod, the two support rods and the fixed plate are integrally arranged, the outer part of the support rod is provided with a brake head, the brake head is movably spliced with the support rod, the brake head is provided with a fixed hole, the fixed hole and the brake head are integrally arranged, the inner part of the fixed hole is provided with a friction pair, the friction pair and the brake head are connected through the fixed hole, the brake head is connected with the friction pair through the adjusting hole, the brake head is connected with the fixed plate through the friction pair, the brake head is provided with a brake shoe body, and the brake shoe body comprises steel backing, tile nose, adhesive linkage and frictional layer, and the tile nose is located the middle part of steel backing, and tile nose and steel backing set up as an organic whole, and the steel backing is "arc", and the frictional layer passes through the adhesive linkage and links to each other with the steel backing, and the frictional layer links to each other with the wheel overlap joint.

Preferably, the upper side and the lower side of the tile nose are both provided with positioning blocks, the positioning blocks and the steel back are integrally arranged, and the positioning blocks are used for preventing the brake shoe body from moving up and down to cause the brake to be incapable of being uniformly released.

Preferably, the upper side and the lower side of the brake head holder are both provided with a limiting groove, the limiting grooves and the brake head holder are arranged integrally, and the limiting grooves are used for accommodating positioning blocks.

Preferably, the brake head support is provided with heat dissipation holes, and the two heat dissipation holes are integrally formed with the brake head support.

Preferably, the middle part of the friction layer is provided with an ash discharge groove, and the ash discharge groove and the friction layer are arranged integrally.

Compared with the prior art, the invention has the beneficial effects that: the composite brake shoe for the locomotive is characterized in that the fixed plate is connected with the brake under the action of the brake shoe body through the friction pair, the brake and the fixed plate are matched, the friction pair is switched with the brake shoe holder through the friction pair, the friction pair is switched through the fixed plate, the distance between two adjusting holes on the fixed plate can be adjusted through the friction pair, the distance between the brake and the brake shoe body and the brake shoe holder is further adjusted, the gap is prevented from being too small, the use cost of the fixed plate is low, the adjusting effect is good, the friction layer is an aramid fiber rubber friction powder friction layer, the traditional sepiolite fiber, block rubber and resin matrix are replaced, the compression strength of a friction material is high, the elastic modulus is low, transverse cracks and metal inlays are not generated on the surface of the brake shoe in the braking process, the wheel tread is not damaged, no odor is generated during braking, the environment is not polluted, and the problem that the gap of the, the shortcoming that the stopper can not release evenly, overcome current for the locomotive synthetic brake shoe clearance can not be adjusted, practical function single shortcoming, the work efficiency and the life of this for the locomotive synthetic brake shoe have been improved, the noise that has avoided current synthetic brake shoe to last when braking, produce the spark sometimes, the smell, stopping distance is unstable, produce the transverse crack on the brake shoe surface and easily cause the brake shoe to fall the piece and produce the shortcoming that metal inlay will lead to wheel tread heat damage on the brake shoe surface simultaneously, still let current for the locomotive synthetic brake shoe can obtain more recognition on market, the product quality of this for the locomotive synthetic brake shoe is improved, user's purchasing cost has been saved, the wasting of resources of having avoided the locomotive with synthetic brake shoe, and is suitable for being generalized to use.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is a view showing the connection of the fixing plate, the adjusting holes and the support rods according to the present invention;

FIG. 3 is a view showing the connection of the brake shoe body and the binding head of the present invention;

FIG. 4 is a first perspective view of the brake shoe body of the present invention;

FIG. 5 is a second perspective view of the brake shoe body of the present invention;

FIG. 6 is a third perspective view of the brake shoe body of the present invention;

FIG. 7 is a connection diagram of the steel back, the tile nose and the positioning block of the present invention;

FIG. 8 is a cross-sectional view taken at A of FIG. 3;

fig. 9 is a sectional view at B of fig. 3.

In the figure: 1. the brake comprises a brake, 2, a friction pair, 3, a fixing plate, 4, an adjusting hole, 5, a brake head, 6, a limiting groove, 7, a heat dissipation hole, 8, a brake shoe body, 9, a steel back, 10, a positioning block, 11, a brake shoe nose, 12, a bonding layer, 13, a friction layer, 14, an ash discharge groove, 15, a support rod, 16, a fixing hole, 17 and a wheel.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1-9, the present invention provides a technical solution: a composite brake shoe for a locomotive comprises a brake 1 and a wheel 17, wherein the brake 1 is used for connecting a brake head 5 and pushing the brake head 5 and a brake shoe body 8 to move towards the wheel 17, so that the wheel 17 rubs with a friction layer 13 and the wheel 17 stops, the brake 1 and the wheel 17 are both connected with a vehicle body, the brake 1 is positioned on the right side of the wheel 17, the brake 1 is pneumatically connected with the vehicle body, the output end of the brake 1 is provided with a fixing plate 3, the fixing plate 3 is used for fixing a friction pair 2, a gap between the brake shoe body 8, the brake head 5 and the brake 1 is adjusted through the friction pair 2, the brake 1 can be uniformly released, the braking efficiency is improved, the fixing plate 3 is T-shaped, the fixing plate 3 is in bolted connection with the output end of the brake 1, the fixing plate 3 is provided with two adjusting holes 4, and the brake 1, the brake can be actuated through, The gap between the brake head 5 and the brake shoe body 8 is adjusted, a supporting rod 15 is arranged at the left end of the fixing plate 3, the supporting rod 15 is used for connecting the brake head 5, the two supporting rods 15 and the fixing plate 3 are arranged integrally, the brake head 5 is arranged outside the supporting rod 15, the brake head 5 is used for fixing the brake shoe body 8, the brake head 5 is movably inserted with the supporting rod 15, a radiating hole 7 is arranged on the brake head 5, the two radiating holes 7 and the brake head 5 are arranged integrally, the upper side and the lower side of the brake head 5 are both provided with limiting grooves 6, the two limiting grooves 6 and the brake head 5 are arranged integrally, the limiting grooves 6 are used for accommodating a positioning block 10, a fixing hole 16 is arranged on the brake head 5, the fixing hole 16 and the brake head 5 are arranged integrally, a friction pair 2 is arranged inside the fixing hole 16, the friction pair 2 is connected in a V shape, the opening and closing angle of the V shape is adjusted by bolts, so that the friction pair 2 can be arranged on the adjusting hole 4, the friction clearance is adjusted, the braking efficiency is improved, the friction pair 2 is connected with the brake head support 5 through the fixing hole 16, the brake head support 5 is connected with the friction pair 2 through the adjusting hole 4, the brake head support 5 is connected with the fixing plate 3 through the friction pair 2, the brake shoe body 8 is arranged inside the brake head support 5, the brake shoe body 8 consists of a steel back 9, a shoe nose 11, an adhesive layer 12 and a friction layer 13, the shoe nose 11 is positioned in the middle of the steel back 9, the shoe nose 11 is used for connecting the brake head support 5, the shoe nose 11 and the steel back 9 are arranged integrally, the steel back 9 is in an arc shape, the arc surface junction of the steel back 9 adopts arc transition, the arc transition structure is adopted, the arc transition is fully utilized to eliminate stress concentration, the stress of the steel back 9 in the using process is eliminated, the deformation and the crack of the steel back 9 can be avoided, compared with the brake shoe with the conventional structure, the service life efficiency is greatly improved, the friction layer 13 is connected with the steel back 9 through the bonding layer 12, the friction layer 13 is connected with the wheel 17 in an overlapping way, the friction layer 13 is an aramid fiber rubber friction powder friction layer, the traditional sepiolite fiber, block rubber and resin matrix are replaced, so that the friction material has high compression strength and low elastic modulus, no transverse cracks and metal inserts are generated on the surface of the brake shoe in the braking process, the wheel tread is not damaged, no odor is generated during braking, the environment is not polluted, the friction layer 13 has environmental protection performance because the sepiolite fiber, namely the carcinogenic asbestos fiber component, does not exist in the friction layer 13, the upper side and the lower side of the tile nose 11 are respectively provided with the positioning blocks 10, the two positioning blocks 10 and the steel back 9 are integrally arranged, the positioning blocks 10 are used for preventing the brake shoe body 8 from moving up and down to cause that the brake cannot be uniformly released, the middle part of the friction layer 13 is provided with the ash discharge groove 14, and the friction layer 13, the width of the ash discharge groove 14 is 3mm-5mm, the thickness of the bonding layer 12 is 0.4mm-1.0mm, and the bonding layer with a certain thickness is ensured to ensure the bonding strength, and meanwhile, the bonding layer with the thickness not more than 1 mm ensures the stable bonding strength of the friction material and the steel backing of the brake shoe body 8.

A composite brake shoe for a locomotive is composed of a brake 1, a friction pair 2, a fixing plate 3, an adjusting hole 4, a brake head 5, a limiting groove 6, a heat dissipation hole 7, a brake shoe body 8, a steel back 9, a positioning block 10, a shoe nose 11, an adhesive layer 12, a friction layer 13, an ash discharge groove 14, a support rod 15, a fixing hole 16 and other parts, wherein the main matching size, particularly the interference matching size and the related precision of the parts are rechecked before assembly, when the same part is fastened by a plurality of screws (bolts), the screws (bolts) need to be crossed, symmetrical, gradual and uniformly screwed, when in installation, the brake shoe body 8 is installed and fixed on the brake head 5 through the shoe nose 11 on the steel back 9, the traditional connection mode is that the brake 1 is directly connected and fixed with the brake head 5, and the distance between the brake shoe body 8, the brake head 5 and wheels 17 cannot be adjusted, the gap between the brake shoe body 8 and the brake 1 and the wheel 17 is too small, the fixed plate 3 is connected with the brake 1 and is connected with the brake head 5 through the friction pair 2, the friction pair 2 is connected through the fixed plate 3, the friction pair 2 can adjust the distance between the two adjusting holes 4 on the fixed plate 3, the distance between the brake 1, the brake shoe body 8 and the brake head 5 is further adjusted, the gap is prevented from being too small, the use cost of the fixed plate 3 is low, the adjusting effect is good, and the installation and debugging work of the composite brake shoe for the locomotive is completed.

The brake shoe body 8 is composed of a steel back 9, a friction layer 13, a tile nose 11, an ash discharge groove 14 and a positioning block 10, the arc transition is adopted at the arc surface junction of the steel back 9, the arc transition structure is adopted, the arc transition is fully utilized to eliminate stress concentration, stress of the steel back 9 in the using process is eliminated, deformation and crack generation of the steel back 9 can be avoided, compared with a brake shoe with a conventional structure, the service life efficiency is greatly improved, the friction layer 13 is an aramid fiber rubber friction powder friction layer, the traditional sepiolite fiber, block rubber and resin matrix are replaced, the friction material is high in compression strength and low in elastic modulus, transverse cracks and metal inlays are not generated on the surface of the brake shoe in the braking process, the wheel tread is not damaged, no odor is generated in the braking process, the environment is not polluted, and the friction layer 13 is environment-friendly because sepiolite fiber, namely carcinogenic asbestos fiber component, the width of the ash discharging groove 14 is between 3mm and 5mm, the thickness of the bonding layer 12 is between 0.4mm and 1.0mm, the bonding layer with a certain thickness ensures the bonding strength, the bonding strength of the bonding layer which is not more than 1 mm ensures the stable bonding strength of the friction material and the steel back of the brake shoe body 8, the steel back 9 sprayed with the bonding layer 12 and the aramid fiber rubber friction powder friction material are placed into a six-cavity die cavity of a six-cavity die cavity for continuous six-cavity die-arrangement automatic hot-press molding, and then the curing treatment is carried out, so that the consistency of the compression performance of the brake shoe body 8 and the stability of the bonding strength are improved, the static friction coefficient reaches between 0.36 and 0.40, the dynamic friction coefficient reaches between 0.28 and 0.32, the friction layer 13 adopts friction powder to replace iron powder, quartz powder and the like used by the traditional brake shoe as friction components, and the friction powder also has the function of high-temperature lubricity, no noise and stable parking distance.

In the description of the present invention, it is to be understood that the terms "coaxial", "bottom", "one end", "top", "middle", "other end", "upper", "one side", "top", "inner", "front", "center", "both ends", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.

In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "disposed," "connected," "secured," "screwed" and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; the terms may be directly connected or indirectly connected through an intermediate, and may be communication between two elements or interaction relationship between two elements, unless otherwise specifically limited, and the specific meaning of the terms in the present invention will be understood by those skilled in the art according to specific situations.

Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims

1. Composite brake shoe for locomotives, comprising a brake (1) and a wheel (17), characterized in that: the brake (1) and the wheel (17) are both connected with the vehicle body, the brake (1) is positioned on the right side of the wheel (17), the brake (1) is pneumatically connected with the vehicle body, the output end of the brake (1) is provided with a fixing plate (3), the fixing plate (3) is T-shaped, the fixing plate (3) is in bolted connection with the output end of the brake (1), two adjusting holes (4) are formed in the fixing plate (3), the left end of the fixing plate (3) is provided with a support rod (15), the two support rods (15) and the fixing plate (3) are arranged integrally, a brake shoe support (5) is arranged outside the support rod (15), the brake shoe support (5) is movably inserted into the support rod (15), a fixing hole (16) is formed in the brake shoe support (5), the fixing hole (16) and the brake shoe support (5) are arranged integrally, and a friction pair (2) is arranged inside the fixing hole (16), and vice (2) link to each other through fixed orifices (16) with brake head (5) of friction, and brake head (5) link to each other with vice (2) of friction through regulation hole (4), and brake head (5) link to each other with fixed plate (3) through vice (2) of friction, the inside of brake head (5) is equipped with brake shoe body (8), and brake shoe body (8) comprise steel backing (9), tile nose (11), adhesive linkage (12) and frictional layer (13), and tile nose (11) are located the middle part of steel backing (9), and tile nose (11) and steel backing (9) set up as an organic whole, and steel backing (9) are "arc", and frictional layer (13) link to each other with steel backing (9) through adhesive linkage (12), and frictional layer (13) and wheel (17) overlap joint link to each other.

2. A composite brake shoe for a locomotive according to claim 1, wherein: the upper side and the lower side of the tile nose (11) are respectively provided with a positioning block (10), the positioning blocks (10) and the steel back (9) are integrally arranged, and the positioning blocks (10) are used for preventing the brake shoe body (8) from moving up and down, so that the brake cannot be uniformly released.

3. A composite brake shoe for a locomotive according to claim 2, wherein: the upper side and the lower side of the brake head holder (5) are provided with limiting grooves (6), the limiting grooves (6) and the brake head holder (5) are arranged integrally, and the limiting grooves (6) are used for containing positioning blocks (10).

4. A composite brake shoe for a locomotive according to claim 1, wherein: the brake head holder (5) is provided with heat dissipation holes (7), and the two heat dissipation holes (7) are integrally arranged with the brake head holder (5).

5. A composite brake shoe for a locomotive according to claim 1, wherein: the middle part of the friction layer (13) is provided with an ash discharge groove (14), and the ash discharge groove (14) and the friction layer (13) are arranged integrally.