CN216768173U

CN216768173U - Powder metallurgy brake pad for compound-number series high-speed motor train unit

Info

Publication number: CN216768173U
Application number: CN202220130286.5U
Authority: CN
Inventors: 田胜; 滕明涛; 熊安楠
Original assignee: Jiucheng High Tech Xiamen Group Co ltd
Current assignee: Jiucheng High Tech Xiamen Group Co ltd
Priority date: 2022-01-18
Filing date: 2022-01-18
Publication date: 2022-06-17
Anticipated expiration: 2032-01-18

Abstract

The utility model discloses a powder metallurgy brake pad for a renaming number series high-speed motor train unit, which comprises a pair of dovetail steel backs symmetrically arranged on a brake disc, wherein friction units are arranged on the surface of one side, close to the brake disc, of each dovetail steel back, a plurality of first mounting grooves are formed in the surface of one end, close to the brake disc, of each dovetail steel back, a plurality of second mounting grooves concentric with the first mounting grooves are formed in the surface of one side, far away from the brake disc, of each dovetail steel back, and the first mounting grooves are communicated with the second mounting grooves through pin holes; the friction unit comprises nine friction bodies in an arc triangular prism shape, the friction bodies are detachably arranged on the dovetail steel back through disc springs, clamp springs and pins respectively, the disc springs are detachably arranged in the first mounting groove, and the clamp springs are detachably arranged in the second mounting groove; the ratio of the number of friction bodies distributed on the inner ring, the middle ring and the outer ring of the dovetail steel backing is 2.5: 3.5: 3. the shape and the arrangement mode of the friction bodies are changed, the influence of eccentric wear is reduced, and the service life of the brake disc is prolonged.

Description

Powder metallurgy brake pad for compound-number series high-speed motor train unit

Technical Field

The utility model relates to the technical field of bullet train brake accessories, in particular to a powder metallurgy brake pad for a compound-number series high-speed motor train unit.

Background

The powder metallurgy brake pad for the high-speed motor train unit is generally formed by symmetrically splicing two dovetail steel backs with a plurality of friction bodies, a brake disc is arranged on an axle or on the inner side and the outer side of a wheel, the brake pad is tightly pressed on the brake disc during braking, and kinetic energy of a train is converted into heat energy through friction between the brake pad and the brake disc.

When the disk type brake is used, in order to facilitate force analysis and area calculation, the dovetail steel back is generally divided into an inner ring, a middle ring and an outer ring from inside to outside by using the brake disk. Wherein, the inner ring is stressed with larger pressure and smaller friction area, so the phenomenon of eccentric wear of the inner ring is inevitably generated. Along with the extension of working time, the abrasion of the inner ring is larger, and the deflection of the brake lining is more serious in the braking process, so that the eccentric abrasion of the inner ring is aggravated.

The renaming series is the motor train unit with the fastest running speed at present, so the temperature is highest under the condition of emergency braking, and the problems of serious heat fading and the like exist. Therefore, the problems of stress distribution and braking stability of the brake pad should be considered in structural design. At present, the arrangement of octagonal friction bodies, regular hexagon friction bodies and oblique hexagon friction bodies is common. After the structure is applied by engineering, the following problems exist:

1. the shape of the friction body is usually irregular, so the utilization rate of the steel backing is low, and a larger friction area cannot be ensured;

2. the number ratio of the friction bodies on the traditional brake pad from the inner ring, the middle ring to the outer ring is basically 2: 3: 4, the friction area of the inner ring is small, and the friction body is stressed unevenly in the braking process, so that large eccentric wear is caused, the service life of the brake pad is influenced, and the stable operation of the train is influenced;

3. the friction bodies are unreasonable in arrangement mode and relatively close in fit, and the brake pad braking performance and the service life of the brake disc are affected by the friction performance decline and adhesion among the friction bodies caused by high local temperature in the braking process.

SUMMERY OF THE UTILITY MODEL

In order to solve the problems, the utility model provides a powder metallurgy brake pad for a compound-number series high-speed motor train unit, which is realized by the following steps:

a powder metallurgy brake pad for a renaturation-number series high-speed motor train unit comprises a pair of dovetail steel backs symmetrically arranged on a brake disc, wherein friction units are arranged on the surface of one side, close to the brake disc, of each dovetail steel back in an arrayed mode, a plurality of first mounting grooves are formed in the surface of one end, close to the brake disc, of each dovetail steel back, a plurality of second mounting grooves concentric with the first mounting grooves are formed in the surface of one side, far away from the brake disc, of each dovetail steel back, and the first mounting grooves are communicated with the second mounting grooves through pin holes;

the friction unit comprises nine friction bodies in arc triangular prisms, the friction bodies are detachably arranged on the dovetail steel back through disc springs, clamp springs and pins respectively, the disc springs are detachably arranged in the first mounting groove, and the clamp springs are detachably arranged in the second mounting groove;

the number ratio of friction bodies distributed on the inner ring, the middle ring and the outer ring of the dovetail steel back is 2.5: 3.5: 3.

as a further improvement, the friction unit is defined to sequentially include a first friction group, a second friction group and a third friction group from left to right, each friction group includes a central friction body disposed at a middle ring position of the dovetail steel back, and two auxiliary friction bodies respectively disposed at two sides of the central friction body near an outer ring of the dovetail steel back or an inner ring of the dovetail steel back.

As a further improvement, the friction body specifically comprises a substrate, the substrate is in an arc triangular prism shape, that is, the edges of the substrate are arc edges and the side surfaces of the substrate are arc surfaces, and rectangular mounting surfaces are symmetrically cut on any two of the arc surfaces of the substrate respectively.

Preferably, when the central angle of the arc edge of the friction body is defined as α and the radius is defined as r, the width of the mounting surface is 2rs i n (α/2).

As a further improvement, the first friction group comprises a first central friction body and two first auxiliary friction bodies, two mounting surfaces of the first central friction body face to the left, one of the mounting surfaces of the two first auxiliary friction bodies faces to the first central friction body, and the two first auxiliary friction bodies face to the left away from the mounting surface of the first central friction body;

the second friction group comprises a second central friction body and two second auxiliary friction bodies, two mounting surfaces of the second central friction body face to the left side, one mounting surface of the two second auxiliary friction bodies faces to the second central friction body, and the two second auxiliary friction bodies face to the left side away from the mounting surface of the second central friction body;

the third friction group comprises a third central friction body and two third auxiliary friction bodies, two mounting surfaces of the third central friction body face to the left side, one mounting surface of the two third auxiliary friction bodies faces to the third central friction body, and the mounting surface of the two third auxiliary friction bodies, which is far away from the third central friction body, faces to the right side.

As a further improvement, the dovetail steel backing anti-rotation device further comprises an anti-rotation unit integrally formed with the dovetail steel backing, wherein the anti-rotation unit comprises a first anti-rotation unit, a second anti-rotation unit and a third anti-rotation unit;

the first anti-rotation units are abutted against the two mounting surfaces of the first central friction body, and the first anti-rotation units are respectively abutted against the mounting surfaces of the two first auxiliary friction bodies on one side far away from the first central friction body;

the second rotation preventing units are abutted against the two mounting surfaces of the second central friction body, and the second rotation preventing units are respectively abutted against the mounting surfaces of the two second auxiliary friction bodies on one side close to the second central friction body;

and the third rotation prevention units are respectively abutted against the mounting surfaces of the two third auxiliary friction bodies on the side far away from the third central friction body.

As a further improvement, the dovetail steel back is subjected to material removal processing on one side close to the third friction group, and an arc-shaped surface of the third central friction body, which is not provided with a mounting surface, is at least partially overlapped with the outer contour of the dovetail steel back.

The utility model has the beneficial effects that:

1. the friction units comprising nine friction bodies in arc-shaped triangular prism shapes are arranged on the dovetail steel back, and the number ratio of the friction units to the inner ring, the middle ring and the outer ring of the dovetail steel back is 2.5: 3.5: 3, compare the friction area ratio 2 of traditional brake lining inner circle, well circle and outer lane: 3: 4, the friction area of the inner ring is increased, the influence of eccentric wear is reduced, and the service life of the brake disc is prolonged.

2. Because the linear velocity of outer lane is bigger, consequently the temperature of outer lane frictional body is higher in braking process, is 2.5 through the quantity ratio that sets up the frictional body in the inner circle of forked tail steel back, well circle and outer lane: 3.5: 3, the friction bodies are distributed more uniformly, enough gaps are reserved between the friction bodies, the friction bodies can be effectively prevented from being adhered, and the turntable is enabled to have a better limiting effect.

Drawings

Fig. 1 is a schematic front view of the present invention.

Fig. 2 is a schematic diagram of a three-dimensional explosive structure according to the present invention.

Fig. 3 is a schematic front perspective view of the dovetail steel back of the present invention.

Fig. 4 is a schematic back perspective view of the dovetail steel backing of the present invention.

Fig. 5 is a schematic view showing the overall state of the inner ring, the middle ring and the outer ring when the brake pad of the present invention is attached to a brake disc.

FIG. 6 is a schematic structural diagram of a first friction set according to the present invention.

FIG. 7 is a schematic structural diagram of a second friction pack of the present invention.

FIG. 8 is a schematic structural diagram of a third friction set according to the present invention.

FIG. 9 is a schematic view of the overall structure of the friction body of the present invention.

Fig. 10 is a comparison of the outer profile of the dovetail steel backing of the present invention when stacked with a conventional dovetail steel backing.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive efforts based on the embodiments of the present invention, are within the scope of protection of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model.

In the description of the present invention, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to imply that the number of technical features indicated is significant. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. The descriptions of "upper", "lower", "left", "right" or "inner", "outer" directions herein should not be construed as orientations at the time of actual use, but rather should be construed in conjunction with the accompanying drawings or the corresponding coordinate systems in the drawings.

Referring to fig. 1 to 4, the utility model provides a powder metallurgy brake pad for a renaming series high-speed motor train unit, which is mainly applied to a disc type brake device of a renaming series CR400 high-speed motor train unit. During braking, the brake pad compresses the brake disc, the brake disc is arranged on an axle of the wheel pair or on the inner side and the outer side of the wheel, the brake pad specifically comprises a pair of symmetrically arranged dovetail steel backs 2, and a plurality of friction units 1 with the same structure are arranged on the surface, close to one side of the brake disc, of each dovetail steel back 2 in an upward arrangement mode. The forked tail steel backing 2 is close to a plurality of first mounting grooves 21 are formed in the surface of one end of the brake disc, the forked tail steel backing 2 is far away from a side surface of the brake disc, a plurality of second mounting grooves 22 concentric with the first mounting grooves 21 are formed in the surface of one side of the brake disc, and the first mounting grooves 21 are communicated with the second mounting grooves 22 through pin holes.

In order to avoid that the friction body 11 rotates during braking to cause thermal adhesion with other friction bodies 11 or brake failure due to rotation, as a further improvement, an anti-rotation unit integrally formed with the dovetail steel backing 2 is further included.

Referring to fig. 1-4, the friction surface of the friction body 11 of the bullet train brake pad is selected, the triangular friction body has better heat dissipation capability, and the friction bodies 11 have enough clearance, so that smooth chip removal is ensured, overheating and adhesion of the friction body 11 are avoided, and the maximum braking temperature of the friction surface can be effectively reduced; the braking contact arc grows and therefore has a lower braking temperature. Therefore, as further improvement, friction unit 1 includes nine friction pieces 11 that are arc triangular prism, friction pieces 11 can dismantle through belleville spring 12, jump ring 14 and pin 13 respectively set up in on the forked tail steel back 2, belleville spring 12 can dismantle set up in first mounting groove 21, jump ring 14 can dismantle set up in second mounting groove 22.

Referring to fig. 1, 2 and 9, since the friction body 11 of the present invention is in the shape of an arc-shaped triangular prism, in order to avoid slipping, the anti-slip table and the friction body 11 need to have a shape in which partial side surfaces thereof are overlapped with each other, which makes the processing difficult. Meanwhile, the arc surfaces of the two friction bodies 11 are opposite to each other, which results in a smaller space, and high-temperature adhesion or reduced chip removal capability is likely to occur. Therefore, as a further improvement, the friction body 11 specifically includes a substrate, the substrate is in an arc-shaped triangular prism shape, that is, the edge of the substrate is an arc edge and the side surface of the substrate is an arc surface, and any two of the arc surfaces of the substrate are respectively symmetrically cut with a rectangular mounting surface 114.

Referring to fig. 1, 2 and 9, as a further improvement, the edges of the substrate are rounded. The edge of the acute angle is converted into the round corner surface, so that edge breakage and block falling caused by stress concentration can be relieved, and the service life of the brake pad is further prolonged.

Referring to fig. 5, the dovetail steel back 2 is equally divided into an inner ring 31, a middle ring 32 and an outer ring 33 from inside to outside in sequence according to the brake disc. Among them, in the conventional brake disc:

when a triangular prism friction body with a regular triangular friction surface is selected, the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of disk braking is 1.97, and the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of shaft disk braking is 1.63; when a hexagonal prism friction body with a regular hexagonal friction surface is selected, the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of disk braking is 1.29, and the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of shaft disk braking is 1.23; when a hexahedral friction body with a square friction surface is selected, the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of disk braking is 1.35, and the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of axle disk braking is 1.27. If the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 is too large, the friction body 11 of the inner ring 31 on the brake disc is seriously worn, and the corresponding eccentric wear phenomenon is also more serious, if the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 is too small, the outer ring 33 will be more severely worn because the linear velocity is higher, and if the number of the friction bodies 11 is increased, the friction bodies 11 are directly and high-temperature adhered, so that the brake pad performance is further reduced.

Therefore, it is generally preferable that the pressure ratio of the inner ring 33 to the outer ring 33 is 1.2 to 1.3 for both the disc brake and the axle disc brake. Although the brake pad with the hexagonal prism friction surface satisfying the requirement of the range, the friction bodies 11 are closely arranged, and the friction bodies 11 are easily adhered to each other at high temperature. Therefore, as a further improvement, the number ratio of the friction bodies 11 distributed on the inner ring 31, the middle ring 32 and the outer ring 33 of the dovetail steel backing 2 is 2.5: 3.5: 3. the friction surface of the friction body 11 provided by the utility model is in an arc equilateral triangle shape, the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of disk braking is 1.27 through tests, and the ratio of the pressure of the inner ring 31 to the pressure of the outer ring 33 under the condition of disk braking is 1.23.

Due to different arrangement modes, the friction area of the friction body 11 on the single dovetail steel back 2 of the traditional bullet train brake pad is about 285cm2, and the friction area of the friction body 11 is about 320-340 cm2, so that the brake effect is better, and the service life of the brake pad can be effectively prolonged.

As a further improvement, referring to fig. 6-8, the friction unit 1 is defined to sequentially include a first friction group 111, a second friction group 112 and a third friction group 113 from left to right, and each of the friction groups includes a central friction body disposed at the position of the middle ring 32 of the dovetail steel back 2, and two secondary friction bodies disposed at two sides of the central friction body near the outer ring 33 of the dovetail steel back 2 or near the inner ring 31 of the dovetail steel back 2.

If the mounting surface 114 is too wide, the area of the friction surface is reduced, contrary to the original design, and if the mounting surface 114 is too narrow, the rotation prevention effect is poor. Therefore, it is preferable that the width of the mounting surface 114 is 2rs i n (α/2) when the central angle of the arc edge defining the friction body 11 is α and the radius is r.

As a further modification, referring to fig. 6 to 8, the first friction group 111 includes a first central friction body 11A and two first auxiliary friction bodies 11A, two of the mounting surfaces 114 of the first central friction body 11A face to the left, one of the mounting surfaces 114 of the two first auxiliary friction bodies 11A faces to the first central friction body 11A, and two of the first auxiliary friction bodies 11A faces to the left away from the mounting surface 114 of the first central friction body 11A. Namely, the rounded corner included by the two mounting surfaces 114 of the first central friction body 11A points to the left and has an upward deflection angle of-5 ° to 5 °.

The second friction group 112 includes a second center friction body 11B and two second auxiliary friction bodies 11B, two of the second center friction body 11B have the mounting surface 114 facing the left side, one of the two second auxiliary friction bodies 11B has the mounting surface 114 facing the second center friction body 11B, and two of the second auxiliary friction bodies 11B are away from the mounting surface 114 facing the left side of the second center friction body 11B. Namely, the rounded edge sandwiched between the two mounting surfaces 114 of the second central friction body 11B points to the left and has an upward deflection angle of 15 to 25 °

The third friction group 113 includes a third central friction body 11C and two third auxiliary friction bodies 11C, two of the mounting surfaces 114 of the third central friction body 11C face to the left, one of the mounting surfaces 114 of the two third auxiliary friction bodies 11C faces to the third central friction body 11C, and two of the third auxiliary friction bodies 11C faces to the right away from the mounting surface 114 of the third central friction body 11C. Namely, the rounded edge sandwiched by the two mounting surfaces 114 of the third central body points to the left and the upward deflection angle is 45-55 degrees.

With reference to fig. 6-8, as a further modification, the rotation-prevention unit includes a first rotation-prevention unit 231, a second rotation-prevention unit 232, and a third rotation-prevention unit 233;

the first rotation preventing units 231 abut against the two mounting surfaces 114 of the first central friction body 11A, and the first rotation preventing units 231 abut against the mounting surfaces 114 of the two first auxiliary friction bodies 11A on the side away from the first central friction body 11A;

the second rotation preventing units 232 abut against the two mounting surfaces 114 of the second central friction body 11B, and the second rotation preventing units 232 abut against the mounting surfaces 114 of the two second auxiliary friction bodies 11B on the side close to the second central friction body 11B;

the third rotation prevention units 233 respectively abut against the mounting surfaces 114 of the two third sub friction bodies 11C on the side away from the third center friction body 11C. The friction body 11 is subjected to 1-to-1 limiting treatment, so that the friction body 11 can not generate large deflection in the brake pad braking process to influence the friction coefficient and can not be bonded together, and the chip removal capacity of the brake pad is improved.

Referring to fig. 1 and 10, as a further improvement, the dovetail steel back 2 is subjected to material removing processing on a side close to the third friction group 113, and an arc-shaped surface of the third central friction body 11C, on which the mounting surface 114 is not formed, at least partially coincides with an outer contour of the dovetail steel back 2. The invalid space on the dovetail steel backing 2 is removed, the whole weight of the brake pad is reduced, and the economical efficiency of raw material production is improved.

Referring to fig. 10, further, a material removing process is performed on the outer ring 33 side of the dovetail steel backing 2, and an arc-shaped surface, which is not provided with the mounting surface 114, of the first auxiliary friction body 11a close to the outer ring 33 side at least partially coincides with the outer contour of the dovetail steel backing 2. Further reduce the invalid space on the forked tail steel backing 2, reduced the holistic weight of brake lining, improved the economic nature of raw and other materials production. In fig. 10, the dotted line part is the outer contour structure of the dovetail steel back 2 in the conventional brake pad, and the solid line part is the outer contour structure of the dovetail steel back 2 of the present invention.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A powder metallurgy brake pad for a renaming series high-speed motor train unit comprises a pair of dovetail steel backs symmetrically arranged on a brake disc, wherein friction units are arranged on the surface of one side, close to the brake disc, of each dovetail steel back in an upward arrangement manner,

the surface of one end, close to the brake disc, of the dovetail steel back is provided with a plurality of first mounting grooves, the surface of one side, far away from the brake disc, of the dovetail steel back is provided with a plurality of second mounting grooves concentric with the first mounting grooves, and the first mounting grooves are communicated with the second mounting grooves through pin holes;

the friction unit comprises nine friction bodies in an arc triangular prism shape, the friction bodies are detachably arranged on the dovetail steel back through disc springs, clamp springs and pins respectively, the disc springs are detachably arranged in the first mounting groove, and the clamp springs are detachably arranged in the second mounting groove;

2. the powder metallurgy brake lining for multiplex high-speed motor train units according to claim 1,

defining the friction unit comprises a first friction group, a second friction group and a third friction group from left to right in sequence, wherein each friction group comprises a central friction body arranged at the middle ring position of the dovetail steel back and two auxiliary friction bodies respectively arranged at the two sides of the outer ring of the central friction body close to the dovetail steel back or the inner ring of the central friction body close to the dovetail steel back.

3. The powder metallurgy brake lining for the renaming series high-speed motor train unit as claimed in claim 2, wherein the friction body specifically comprises a base body, the base body is arc-shaped triangular prism, namely, edges of the base body are arc edges and side surfaces of the base body are arc surfaces, and rectangular mounting surfaces are symmetrically cut on any two of the arc surfaces of the base body respectively.

4. The powder metallurgy brake lining for multiplex high-speed motor train units according to claim 3,

and defining the central angle of the arc edge of the friction body as alpha, and the radius as r, so that the width of the mounting surface is 2rsin (alpha/2).

5. The powder metallurgy brake lining for multiplex high-speed motor train units according to claim 3,

the first friction group comprises a first central friction body and two first auxiliary friction bodies, two mounting surfaces of the first central friction body face to the left, one mounting surface of the two first auxiliary friction bodies faces to the first central friction body, and the two first auxiliary friction bodies face to the left away from the mounting surface of the first central friction body;

6. The powder metallurgy brake lining for the renaming series high-speed motor train unit as claimed in claim 5, further comprising an anti-rotation unit integrally formed with the dovetail steel backing, wherein the anti-rotation unit comprises a first anti-rotation unit, a second anti-rotation unit and a third anti-rotation unit;

7. The powder metallurgy brake lining for the multiplex number series high-speed motor train unit as claimed in claim 6, wherein an arc-shaped surface of the third central friction body without the installation surface is at least partially overlapped with the outer contour of the dovetail steel backing.