CN110053592B - Comfortable rail transit vehicle braking system - Google Patents
Comfortable rail transit vehicle braking system Download PDFInfo
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- CN110053592B CN110053592B CN201910328926.6A CN201910328926A CN110053592B CN 110053592 B CN110053592 B CN 110053592B CN 201910328926 A CN201910328926 A CN 201910328926A CN 110053592 B CN110053592 B CN 110053592B
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- friction
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Braking Arrangements (AREA)
Abstract
The invention relates to a brake, in particular to a comfortable rail transit vehicle braking system, which comprises a brake pedal, a brake disc and a brake hydraulic cylinder, wherein the brake pedal is connected with a piston rod of the brake hydraulic cylinder, the position of the brake disc close to the outer edge is provided with a plurality of friction plate groups, each friction plate group comprises a friction plate matched with the brake disc, the friction plates move along the direction close to and far from the brake disc, a brake piston cylinder is fixed on a vehicle body of a vehicle, a brake piston in the brake piston cylinder is fixedly connected with the friction plate, a hydraulic cavity of the brake piston cylinder is hermetically communicated with a hydraulic cavity of the brake hydraulic cylinder through a pressure regulating mechanism, the friction plate groups are uniformly distributed along the circumferential direction of the outer edge of the brake disc, the invention utilizes a motor to control the compression elasticity of a compression spring in each brake pressure control valve, and controls the, the friction plates are evenly worn, the service life of each friction plate is prolonged, and the maintenance frequency and the cost are reduced.
Description
Technical Field
The invention relates to a brake, in particular to a comfortable rail transit vehicle brake system.
Background
The existing braking system of the rail transit vehicle generally adopts two braking modes, when the speed of the vehicle is greater than or equal to a set value, such as 50km/h, a regenerative braking device is utilized to convert braking energy into electric energy to be transmitted to a power grid, so that energy consumption is saved; when the vehicle speed is less than the set value, the regenerative braking force is too small to stop the vehicle, so that the vehicle is stopped stably by adopting a mechanical braking mode. The mechanical braking system is a brake in which a friction pad is pressed against a brake disk by a brake caliper to generate a braking friction force.
The size of the brake pad is adapted to the brake and to the maximum braking friction required for braking. Therefore, the size of the brake friction plate on the existing rail transit vehicle is generally larger. When a driver brakes a vehicle, the brake system is controlled by the brake handle or the pedal to generate pressing force on friction force, although theoretically, the brake handle or the pedal can control the brake friction force to gradually increase from zero, because the control of people is not accurate enough and resistance such as friction force exists in an operating mechanism of the brake system, the pressure of the brake system needs to reach a certain lower limit value to drive the brake to generate the pressing force on the friction plate. Therefore, in actual operation, when a driver brakes the vehicle, the braking force generated by the braking system is not gradually increased from zero, and the braking force generated in the braking system by slightly moving the handle or the pedal by the driver still exceeds the required braking force, so that when the vehicle enters a braking state, obvious impact is generated, and the comfort of passengers is influenced. Particularly, for a vehicle with a large passenger capacity, the size of the brake pad is larger, when the vehicle enters a braking state, the impact generated at the moment of braking is larger due to larger inertia of the vehicle, and the influence on the comfort of passengers is larger.
Disclosure of Invention
In order to overcome the defects of large braking impact force and poor comfort of a single-piece large-size brake plate in the prior art, the invention provides a comfortable rail transit vehicle braking system which improves the comfort and prolongs the service life of a friction plate.
The technical scheme adopted by the invention for solving the technical problems is as follows:
the utility model provides a comfortable type rail transit vehicle braking system, includes brake pedal, brake disc and brake hydraulic cylinder, brake pedal be connected with brake hydraulic cylinder's piston rod, the brake disc be close to the outer fringe position and be equipped with a plurality of friction disc group, friction disc group is including the symmetry setting a pair of friction disc in the brake disc both sides, friction disc group including with brake disc complex friction disc, the friction disc along being close to and keeping away from the direction motion of brake disc, be fixed with the brake piston jar on rail vehicle's the automobile body, the brake piston in the brake piston jar and friction disc fixed connection, the hydraulic pressure chamber of brake piston jar pass through pressure adjustment mechanism and brake hydraulic cylinder's hydraulic pressure chamber and seal the intercommunication, friction disc group along brake disc outer fringe circumference equipartition.
Furthermore, the pressure regulating mechanism comprises a brake pressure control valve, the brake pressure control valve corresponds to the friction plate sets one by one, a control piston is arranged in the brake pressure control valve in a sliding mode, one side of the control piston is a pressure cavity, the other side of the control piston is a control cavity, the pressure cavity is communicated with a hydraulic cavity of the brake hydraulic cylinder in a sealing mode, a sliding block is arranged in the control cavity, an elastic element is arranged between the sliding block and the control piston, a driving mechanism for driving the sliding block to slide is arranged on the sliding block, an oil outlet is formed in the side edge of the brake pressure control valve, and the oil outlet is communicated with the hydraulic cavity of the brake piston rod in a sealing mode.
Furthermore, a baffle ring is further arranged in the inner wall of the brake pressure control valve, the control piston is pressed against the baffle ring under the action of an elastic element, and the oil outlet is arranged between the baffle ring and the sliding block. The elastic element is a compression spring.
Furthermore, the driving mechanism comprises a motor, a screw rod is fixed at the output end of the motor, and the screw rod is in threaded connection with the sliding block.
Furthermore, a rod cavity of the brake piston cylinder is provided with a vent hole for resetting the friction plate, and the vent hole is externally connected with a pressure air source.
Furthermore, a fixed block is fixed on the vehicle chassis, and the friction plate is arranged on the fixed block in a sliding mode.
Furthermore, the fixed block is provided with a guide groove, and the friction plate is provided with a guide lug matched with the guide groove.
Furthermore, the fixed block is also provided with a limiting bracket for limiting the reset position of the friction plate.
Has the advantages that:
(1) the invention miniaturizes the existing friction plate, changes the single-piece friction plate on the same side of the previous brake disc into a plurality of friction plates with smaller contact friction area, each group of friction plates is independently controlled by an independent brake piston and a brake pressure control valve, and when the vehicle brakes, each friction plate is sequentially intervened to generate braking force, thereby reducing the braking force in the initial braking stage, reducing the impact on the vehicle and improving the comfort of passengers.
(2) More friction plates are in contact with the surface of the brake disc, so that the surface of the brake disc is fully utilized, and when the peak oil pressure in the brake piston cylinder is the same, all the friction plates work together, so that larger braking force can be generated, and larger peak braking force is provided for a vehicle; if the peak braking force required by the vehicle is kept unchanged, the peak oil pressure required in each brake piston cylinder is smaller due to the increase of the number of the friction plates, the requirement on the sealing strength of each oil seal of the brake system is lowered, and the cost is lowered;
(3) the size of the friction disc of brake disc homonymy can be different, when the vehicle is in braking initial stage and middle section, intervenes by the friction disc that the size is littleer, makes braking initial stage and middle section braking force change more gently, and the braking impact is littleer, and when the vehicle was in the braking back end, required braking force was great, lets bigger size friction disc intervene, realizes that faster braking force jumps and stronger braking force output. In the process of parking and braking of the vehicle, the use frequency of the initial brake section and the middle brake section is higher, so that the brake comfort is improved, and the brake safety under the extreme condition that the vehicle needs larger brake force can be ensured;
(4) the motor is used for controlling the compression elasticity of the compression spring in each brake pressure control valve, and different friction plates are controlled to intervene or different intervention sequences are controlled during each braking, so that the friction plates are uniformly worn, the service life of each friction plate is prolonged, and the maintenance times and cost are reduced.
(5) The motor is used for controlling the compression elasticity of the compression spring in each brake pressure control valve, the time interval of sequential intervention is changed by adjusting the difference of initial pressure when each friction plate intervenes, and finally the change process of the braking force output on the brake disc is adjusted, so that the braking force is gradually increased step by step, and the change rule of the braking force required in the actual braking process of the vehicle is more approximate.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
FIG. 1 is an overall block diagram of a brake system of a comfort rail transit vehicle according to the present invention;
FIG. 2 is an enlarged view of a portion of FIG. 1 at D;
FIG. 3 is an enlarged view of a portion E of FIG. 1;
FIG. 4 is a three-dimensional structure diagram of a brake disc, a friction plate set and a fixed block.
FIG. 5 is a fixed three-dimensional block diagram;
FIG. 6 is a three-dimensional structure view of a spacing bracket;
FIG. 7 is a first perspective three-dimensional structure view of friction pads on both sides of a brake disc;
FIG. 8 is a second perspective three-dimensional structure of friction plates on two sides of the brake disc.
The brake system comprises a brake pedal 1, a brake pedal 2, a brake hydraulic cylinder 21, a piston rod 3, a brake disc 4, friction plates 41, a guide lug, 5, a brake piston cylinder 51, a brake piston 52, a vent hole 6, a brake pressure control valve 61, a control piston 62, a pressure cavity 63, a control cavity 64, an oil outlet 65, a baffle ring 66, a slide block 67, a compression spring 7, a motor 8, a screw rod 9, a fixed block 91, a guide groove 10, a limiting support 11, a primary pipeline 12 and a secondary pipeline.
Detailed Description
As shown in fig. 1-8, a comfortable rail transit vehicle braking system comprises a brake pedal 1, a brake disc 3 and a brake cylinder 2, wherein the brake pedal 1 is connected with a piston rod 21 of the brake cylinder 2, and a plurality of friction plate sets are arranged on the brake disc 3 near the outer edge.
Each friction plate group comprises a pair of friction plates 4 which are symmetrically arranged on two sides of the brake disc 3 and matched with the brake disc 3, the friction plates 4 are suitable for moving along the direction vertical to the friction surfaces on two sides of the brake disc 3, a plurality of brake piston cylinders 5 are fixedly arranged on the body of the railway vehicle, one side of each friction plate 4 is provided with one brake piston cylinder 5, a brake piston 51 in each brake piston cylinder is in contact fit with the friction plate 4 and is suitable for pressing the friction plate 4 onto the brake disc 3, and a hydraulic cavity of each brake piston cylinder 5 is communicated with a hydraulic cavity of the brake hydraulic cylinder 2 in a sealing mode through a secondary pipeline 12, a pressure adjusting mechanism and a. The end wall of the brake piston cylinder 5 adjacent to the friction plate 4 is provided with vent holes 52 communicated with the outside atmosphere, and the friction plate groups are uniformly distributed along the circumferential direction of the outer edge of the brake disc 3.
The pressure regulating mechanism comprises brake pressure control valves 6 fixed on the vehicle, the brake pressure control valves 6 correspond to the friction plate sets one by one and are suitable for being in sealing connection with two brake piston cylinders 5 on the friction plate sets through secondary pipelines 12 to control the friction plate sets. An annular block 65 is fixedly arranged on the inner wall of the brake pressure control valve 6, as shown in fig. 3, the inner cavity of the brake pressure control valve 6 at the front side of the block 65 is a pressure cavity 62, the inner cavity of the brake pressure control valve 6 at the rear side of the block 65 is a control cavity 63, a control piston 61 is axially and slidably matched in the control cavity 63, the control piston 61 is in sliding and sealing fit with the inner wall of the control cavity 63, the pressure cavity 62 is in sealing communication with the hydraulic cavity of the brake hydraulic cylinder 2 through a primary pipeline 11, and in the control cavity 63, a slide block 66 which is suitable for moving along the axial direction is arranged at the rear side of the control piston 61, a compression spring 67 is connected between the slide block 66 and the control piston 61, a driving mechanism for driving the slide block 66 to slide is arranged on the slide block 66, an oil outlet 64 is arranged on the side wall of the control cavity 63 adjacent to the stop block 65, and the oil outlet 64 is communicated with the control cavity 63 and the corresponding hydraulic cavity of the brake piston cylinder 5 in a sealing way through a secondary pipeline 12.
The driving mechanism comprises a motor 7 fixedly arranged on the outer side of the rear end of the brake pressure control valve 6, a screw 8 is fixedly arranged at the output end of the motor 7, and the screw 8 penetrates through the end wall of the brake pressure control valve 6 to be in threaded connection with the sliding block 66. Specifically, a screw hole is formed in the sliding block 66 and is in threaded connection with the screw rod 8.
Under the action of the compression spring 67, the initial position of the control piston 61 of the present invention directly abuts against the stopper 65, and at this time, the control piston 61 just blocks the oil outlet 64. When oil enters the pressure chamber 62, a backward pressure is generated to the control piston 61, and when the pressure is enough to overcome the elastic force of the compression spring 67, the control piston 61 moves backward, so that the pressure chamber 62 communicates with the oil outlet 64, and then the oil flows out from the oil outlet 64. The motor 7 controls the positive rotation, the negative rotation and the rotation angle of the rotor, and drives the sliding block 66 to axially slide back and forth through a screw rod mechanism formed by the screw rod 8 and a screw hole in the sliding block 66, so that the compression amount and the elasticity of the compression spring 67 are changed, namely the pressure required by oil in the pressure cavity 62 can be changed and controlled by the driving of the piston 61 to move and open the oil outlet 64.
As shown in fig. 2 to 8, a plurality of fixing blocks 9 are disposed on one side of the brake disc 3, and all the fixing blocks 9 are connected into a whole by a limiting bracket 10 and fixedly connected with the vehicle by the limiting bracket 10. The friction plate 4 is arranged on the inner sides of the fixing block 9 and the limiting bracket 10 in a sliding mode. Specifically, the inner side wall of each fixing block 9 is provided with a guide groove 91 perpendicular to the friction surface of the brake disc 3, the side walls of the two ends of each friction plate 4 are respectively provided with a guide projection 41, and each guide projection 41 is in sliding fit with the corresponding guide groove 91 along the direction perpendicular to the friction surface of the brake disc 3.
The working principle is as follows:
as shown in fig. 4, the friction plate set forms a circular ring shape to cover the circumference of the whole brake disc 3, more friction plates 4 are in contact with the surface of the brake disc 3, so that the surface of the brake disc 3 is fully utilized, and when the peak oil pressure in the brake piston cylinder 5 is the same, all the friction plates 4 work together, so that a larger braking force can be generated, and a larger peak braking force is provided for a vehicle; if the peak braking force required by the vehicle is kept unchanged, the peak oil pressure required in each brake piston cylinder 5 is smaller due to the increase of the number of the friction plates 4 participating in braking, the requirement on the sealing strength of oil seals at each position of a braking system is lowered, and the cost is lowered.
When more friction plates 4 participate, the size of each friction plate 4 can be smaller; the existing friction plate is miniaturized, and a single-plate friction plate on the same side of the brake disc is changed into a multi-plate friction plate. In the multi-piece friction plate, the contact friction area of each friction plate is smaller than that of the traditional single-piece friction plate. When the braking is started, the braking impact generated by the intervention of the 1 st friction plate 4 is smaller; when the friction plates 4 are sequentially inserted, the jump amount of the braking force is smaller, and the braking impact is reduced; preferably, because the number of the friction plates 4 is larger, the size of the friction plates 4 can be different, when the vehicle is in the initial braking section and the middle braking section, the friction plates with smaller sizes are used for intervention, so that the braking force of the initial braking section and the middle braking section is changed more smoothly, the braking impact is smaller, when the vehicle is in the rear braking section, the required braking force is larger, the friction plates 4 with larger sizes can be used for intervention, and the faster jump of the braking force and the stronger output of the braking force are realized. In the running process of the vehicle, the use frequency of the initial brake section and the middle brake section is higher, so that the brake comfort can be improved, and the brake safety under the extreme condition that the vehicle needs larger brake force can be ensured.
When the friction plates 4 with the same size are uniformly distributed on the surface of the brake disc, the motor 7 is utilized to control the compression elasticity of the compression spring 67 in each brake pressure control valve 6, and during each braking, different friction plates 4 are controlled to intervene or the intervention sequence of each friction plate 4 is different, so that each friction plate 4 is uniformly worn, the service life of each friction plate 4 is prolonged, and the maintenance times and cost are reduced.
Preferably, each motor 7 is electrically connected to a controller (not shown), and the controller controls the operation of each motor 7 according to a set program.
In the invention, each group of friction plates 4 is independently controlled by the independent brake piston 51 and the brake pressure control valve 6, and when a vehicle brakes, each friction plate 4 is sequentially inserted to generate braking force, so that the braking force at the initial braking stage is reduced, the impact on the vehicle is reduced, and the comfort of passengers is improved.
In addition, each brake pressure control valve 6 can respectively adjust the initial pressure of intervention of the corresponding friction plate 4, so as to change the intervention sequence of each friction plate 4, and also can change the pressure difference of each friction plate 4 during intervention, thereby changing the intervention time interval. Finally, the change process of the braking force output by the brake disc 3 is adjusted, so that the braking force is gradually increased step by step, and the change rule of the braking force required in the actual braking process of the vehicle is closer.
Specifically, the oil outlet 64 of each brake pressure control valve 6 is respectively communicated with the brake piston cylinders 5 symmetrically distributed on both sides of the corresponding brake disc 3 through a secondary pipeline, when oil with certain pressure enters the brake piston cylinders 5, the friction plates 4 are pressed on the brake disc 3 through the brake piston 51, and the pressing force depends on the oil pressure in the brake piston cylinders 5, namely the hydraulic pressure in the brake hydraulic cylinders 2. Because of the incompressible property of the brake fluid in the pipeline, the transmission speed of the brake pressure is high, when the vehicle is stopped, the driver releases the brake pedal 1, the pressure in the primary pipeline and the secondary pipeline disappears synchronously and instantly, then the control piston 61 in each brake pressure control valve 6 is reset to close the corresponding oil outlet 64 under the action of each compression spring 67, and the pressure in the primary pipeline and the secondary pipeline is reduced to zero before the control piston 61 is reset because of the delay of the rebound of the compression spring 67 and the friction force between the control piston 61 and the cylinder wall when moving.
At this point there is no hydraulic pressure on each brake piston 51, but each brake piston 51 remains in contact with the friction plate. When the friction plate is worn and thinned, the brake piston 51 drives the friction plate to move towards the brake disc under the action of hydraulic pressure in each braking process, so that the friction plate is kept in a contact state with the brake disc, and a gap between the friction plate and the brake disc is eliminated.
It should be understood that the above-described specific embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Obvious variations or modifications which are within the spirit of the invention are possible within the scope of the invention.
Claims (7)
1. A comfortable rail transit vehicle braking system characterized in that: comprises a brake pedal (1), a brake disc (3) and a brake hydraulic cylinder (2), the brake pedal (1) is connected with a piston rod (21) of the brake hydraulic cylinder (2), a plurality of friction plate groups are arranged on the brake disc (3) near the outer edge, each friction plate group comprises a pair of friction plates (4) symmetrically arranged on two sides of the brake disc (3), the friction plate (4) moves along the direction close to and far away from the brake disc (3), a brake piston cylinder (5) is fixed on the body of the rail vehicle, a brake piston (51) in the brake piston cylinder (5) is fixedly connected with the friction plate (4), the hydraulic cavity of the brake piston cylinder (5) is hermetically communicated with the hydraulic cavity of the brake hydraulic cylinder (2) through a pressure adjusting mechanism, and the friction plate groups are uniformly distributed along the circumferential direction of the outer edge of the brake disc (3);
the pressure adjusting mechanism comprises a brake pressure control valve (6), the brake pressure control valve (6) corresponds to friction plate sets one by one, a control piston (61) is arranged in the brake pressure control valve (6) in a sliding mode, a pressure cavity (62) is formed in one side of the control piston (61), a control cavity (63) is formed in the other side of the control piston (61), the pressure cavity (62) is communicated with a hydraulic cavity of the brake hydraulic cylinder (2) in a sealing mode, a sliding block (66) is arranged in the control cavity (63), an elastic element is arranged between the sliding block (66) and the control piston (61), a driving mechanism for driving the sliding block (66) to slide is arranged on the sliding block, an oil outlet (64) is formed in the side edge of the brake pressure control valve (6), and the oil outlet (64) is communicated with a rodless cavity of the brake piston cylinder (5) in a sealing mode.
2. A comfortable rail transit vehicle brake system according to claim 1, wherein a baffle ring (65) is further arranged in the inner wall of the brake pressure control valve (6), the control piston (61) is pressed against the baffle ring (65) under the action of an elastic element, and the oil outlet (64) is arranged between the baffle ring (65) and the sliding block (66).
3. The comfortable rail transit vehicle braking system as claimed in claim 1, wherein the driving mechanism comprises a motor (7), a screw (8) is fixed at the output end of the motor (7), and the screw (8) is in threaded connection with a sliding block (66).
4. The comfortable rail transit vehicle brake system according to claim 1, wherein a rod cavity of the brake piston cylinder (5) is provided with a vent hole (52) for resetting the friction plate (4), and the vent hole (52) is externally connected with a pressure air source.
5. A comfortable rail transit vehicle braking system according to claim 1, characterized in that a fixed block (9) is fixed on the vehicle chassis, and the friction plates (4) are slidably arranged on the fixed block (9).
6. A comfortable rail transit vehicle braking system according to claim 5, characterized in that the fixing block (9) is provided with a guide groove (91), and the friction plate (4) is provided with a guide lug (41) matched with the guide groove (91).
7. A comfortable rail transit vehicle braking system according to claim 5, characterized in that the fixing block (9) is further provided with a limit bracket (10) for limiting the reset position of the friction plate (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910328926.6A CN110053592B (en) | 2019-04-23 | 2019-04-23 | Comfortable rail transit vehicle braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910328926.6A CN110053592B (en) | 2019-04-23 | 2019-04-23 | Comfortable rail transit vehicle braking system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110053592A CN110053592A (en) | 2019-07-26 |
| CN110053592B true CN110053592B (en) | 2021-06-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910328926.6A Active CN110053592B (en) | 2019-04-23 | 2019-04-23 | Comfortable rail transit vehicle braking system |
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| CN (1) | CN110053592B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2101142U (en) * | 1991-01-16 | 1992-04-08 | 上海第二工业大学 | Digital proportion pressure valve |
| CN101427044A (en) * | 2006-04-20 | 2009-05-06 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Disk brake |
| JP2012225513A (en) * | 2012-08-06 | 2012-11-15 | Toshiba Corp | Braking system |
| CN203176230U (en) * | 2012-11-23 | 2013-09-04 | 常州南车铁马科技实业有限公司 | Hydraulic brake clamp for rail transit |
| CN204041785U (en) * | 2014-08-15 | 2014-12-24 | 蚌埠金黄山凹版印刷有限公司 | Air clutch band-type brake device |
| CN204942331U (en) * | 2015-08-21 | 2016-01-06 | 湖南交通职业技术学院 | A kind of automobile double caliper disc brake |
| CN107002789A (en) * | 2015-01-13 | 2017-08-01 | 株式会社日立制作所 | Brake apparatus and elevator device |
-
2019
- 2019-04-23 CN CN201910328926.6A patent/CN110053592B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2101142U (en) * | 1991-01-16 | 1992-04-08 | 上海第二工业大学 | Digital proportion pressure valve |
| CN101427044A (en) * | 2006-04-20 | 2009-05-06 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Disk brake |
| JP2012225513A (en) * | 2012-08-06 | 2012-11-15 | Toshiba Corp | Braking system |
| CN203176230U (en) * | 2012-11-23 | 2013-09-04 | 常州南车铁马科技实业有限公司 | Hydraulic brake clamp for rail transit |
| CN204041785U (en) * | 2014-08-15 | 2014-12-24 | 蚌埠金黄山凹版印刷有限公司 | Air clutch band-type brake device |
| CN107002789A (en) * | 2015-01-13 | 2017-08-01 | 株式会社日立制作所 | Brake apparatus and elevator device |
| CN204942331U (en) * | 2015-08-21 | 2016-01-06 | 湖南交通职业技术学院 | A kind of automobile double caliper disc brake |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110053592A (en) | 2019-07-26 |
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