JPH042131Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an automatic brake shoe clearance adjuster (hereinafter referred to as an adjuster) in a bogie brake suitable for railway vehicles, particularly electric locomotives and electric trains.

[Conventional technology]

Various types of brake devices are used in vehicles, but a typical bogie brake device, as shown in Fig. 4, transmits the stroke generated in the brake cylinder device 1 to one brake lever _2A . , the displacement presses one brake shoe _3A against one side of the wheel 4, and the brake rod 5
There is a type in which the other brake lever _2B is displaced through the brake lever _2B , and a braking stroke necessary to press the brake shoe 3B against the other side of the wheel 4 is transmitted.
When the brake shoes 3 _A and 3 _B wear out, in order to keep the braking stroke constant, the length of the brake rod 5 connected to both brake levers 2 _A and 2 _B is shortened and the brake shoe The gap between _A , _3B and the wheel 4 (brake brake gap) is adjusted.
In the past, adjusting the brake shoe clearance was done exclusively by hand, but in order to save time, the length of the brake rod 5 was automatically shortened depending on the degree of brake shoe wear. A regulator was developed to keep the brake stroke constant. FIG. 4 shows an example of a truck brake system for diesel cars. The brake rod is equipped with an adjustment mechanism.

This adjustment consists of a threaded cylinder screwed onto the brake rod, an adjustment mechanism that automatically adjusts the brake shoe clearance by rotating the threaded cylinder in one direction when the brake stroke increases beyond a certain level, and a screw cylinder that rotates the screw cylinder in one direction when the brake stroke increases beyond a certain level. It consists of a friction mechanism that provides frictional restraining force and a mechanism that restores the shortened length of the brake rod by being screwed into the threaded cylinder, and adding an adjuster to the brake rod inevitably increases its size. Conventionally, as shown in FIG. 4, the brake rod 5 equipped with an adjuster is placed inside the wheel, that is, on the brake burr 6 on the underside of the truck.
It was installed between _A and _6B .

[Problem that the invention attempts to solve]

Incidentally, in vehicles such as passenger cars and freight cars, which have plenty of space under the bogie, there is no particular problem in assembling the regulator, but in vehicles such as electric locomotives, which have many equipment parts on the underside of the bogie, space is limited. Therefore, the brake rod itself cannot be installed between the brake beams on the underside of the truck as shown in Figure 4. Therefore, in such vehicles, brake rods were placed on the outside of the wheels to connect the pair of brake levers, but conventionally it was difficult to incorporate a regulator into the brake rods due to vehicle limitations. It was thought that there was.

For these reasons, electric locomotives have brakes used more frequently than other vehicles, and although there is a high need for regulators to be installed, brake rod adjustments are still performed manually. was.

However, recently, as train operating conditions for electric locomotives have changed, the need for regulators has come into focus.

The purpose of this invention is to provide an automatic brake shoe clearance adjuster suitable for the brake mechanism of an electric locomotive, and in particular, to provide an automatic brake shoe clearance adjuster that can be installed without any modification to the conventional manual adjustment brake rod mounting structure. It is in.

[Means for solving problems]

In order to achieve the above object, in a conventional automatic brake shoe clearance adjuster, one end is held in an outer cylinder having a pin hole connected to one brake lever of a brake device of a railway vehicle, and the other end has a circumferential surface. An automatic brake brake clearance adjuster having a brake rod having a threaded tube connected to the other brake lever, wherein a one-way rotating clutch is constructed on the end surface of each cylindrical body on the circumference of the brake rod. A driving clutch body and a driven clutch body are coated with serrated teeth, and the clutch body is connected to a rough lead helical protrusion formed on the circumference of the brake rod where the self-sustaining condition of the thread does not hold. A return spring installed on the brake rod is biased toward the active clutch body in a direction that brings the serrated teeth of both clutch bodies into abutment, and the condition for self-supporting of the screw attached to the outer periphery of the active clutch body is established. A feed screw tube is screwed onto the screw with a rough lead, and the feed screw tube is connected to a brake shoe suspension that moves angularly in conjunction with the brake lever. , is equipped with a friction mechanism that applies a friction restraining force to the brake rod against rotation.

〔Example〕

Embodiments of the present invention will be described below using figures.

In FIGS. 1A to 1C and FIGS. 2A and 2B, the brake rod 11 to which the adjuster of the present invention is applied has an outer cylinder 12 having a pin hole at one end, and a threaded cylinder 14 is screwed into the threaded part 13 at the other end. The point of alignment is the same as with conventional manually adjusted brake rods. However, in contrast to the conventional brake rod, in which the outer cylinder is constructed integrally with the brake rod, the present invention differs in that the brake rod 11 is rotatably supported by the outer cylinder 12, as will be described later. The brake rod 11 is connected to the wheel 1 as before.
A pair of brake levers 16 _A , 16 _B in the outer position of 5
connected between. In other words, the brake lever _16A placed on one side of the wheel 15 is connected to the wheel 15.
The outer cylinder 12 is pinned at an outer position, and the threaded cylinder 14 is rotatably fitted and held in a filler 17 supported by the other brake lever _16B . This threaded cylinder 14 has a square head 18 for restoring operation at its end, and is normally prevented from rotating by locking a bifurcated part 19 pivotally supported by a filler 17.

The point that the brake rod 11 acts as a brake pull rod when the brake is applied is also exactly the same as in the conventional case. That is, the brake stroke generated in the brake cylinder device 20 is transmitted to one brake lever _16A through a series of link mechanisms 21, and in accordance with the rotational displacement, the brake shoe 22A presses against the wheel 15, and the brake lever _22A presses against the wheel 15. Pull the rod 11, pull the other brake lever _16B in the same direction, and move the brake shoe _22B supported by the brake lever _16B to the wheel 15.
It is brought into pressure contact with the circumferential surface of the

In FIGS. 2A and 2B, the adjuster of the present invention incorporates an adjustment mechanism A, its drive mechanism B, and a friction mechanism C in the brake rod 11. Note that the restoring operation mechanism is also an important mechanism that forms the main part of the regulator, but in this case, as mentioned above, the square head 18 for adjusting and restoring the brake rod by conventional manual operation is used as is. It is mechanically completely unrelated to the adjustment mechanism A.

(1) Adjustment action mechanism A Adjustment action mechanism A rotates the brake rod 11 in one direction and screws it into the threaded cylinder 14, and adjusts the brake lever _16A when the brake stroke exceeds a certain range due to wear of the brake shoes. , _16B is a mechanism that shortens the distance between the pins and compensates for stroke fluctuations. In FIG. 3, the adjustment mechanism A includes a driving clutch body 23 rotatably mounted on the circumference of the brake rod 11, and a driven clutch body 24 mounted on the circumference of the brake rod 11 so as to be slidable in the axial direction. It is made up of Both clutch bodies 23, 24 are cylindrical and have serrated teeth 2 on opposite end faces forming a one-way rotating clutch.
3 _A and 24 _A , respectively. Driven clutch body 2
4 is connected to a rough lead spiral protrusion 25 formed on the circumference of the brake rod 11 where the self-sustaining condition of the screw does not hold, and is biased toward the driving clutch body 23 by applying the pressing force of the return spring 26. Note that the serrated teeth 23 _A and 24 _A of both clutch bodies 23 and 24 are always maintained in a state in which the peaks of the teeth are butted against each other, so that the rotation angle of the active clutch body 23 is equal to one of the serrated teeth. Within the range of pitch, even if the driving clutch body 23 reverses in the forward or reverse direction when the brake is tightened or released, it will only slip between the teeth and no rotational force will be transmitted to the driven clutch body 24.
When the rotation angle exceeds one pitch of the serrated teeth, the teeth of the driving clutch body 23 fall into the valleys of the next tooth of the driven clutch body 24 and rotate together when the next brake is tightened, and this rotational force is applied to the brake rod. 11.

When tightening the brakes, the following actions necessary for electric locomotives that require effective braking force are performed.

That is, the serrated teeth _24A of the driven clutch body 24, which are screwed into the spiral protrusion 25 of the rough lead in which the self-sustaining condition of the screw formed on the circumference of the brake rod 11 is not satisfied, prevent the driving clutch body 23 from tightening when the brake is tightened.
When pressed against the serrated teeth 23 _A , the spiral protrusion 25 receives the rotational force and transmits it to the brake rod 11. However, when the full braking force is applied, the driven clutch body 24 is Since the self-sustaining condition for the screw of the spiral protrusion 25 that connects this is not satisfied, the return spring 26 is displaced in the direction of compression, and as a result, the contact between the serrated teeth 23 _A and 24 _A of both clutch bodies 23 and 24 is broken. I was forced to die.
The driven clutch body 24 moves back along the spiral protrusion 25 while compressing the return spring 26, and the teeth are disengaged. Thereby, the adjustment mechanism A is separated from the brake cylinder device 20, and the loss of braking force is reduced.

The adjustment mechanism A is driven by a drive mechanism B described below.

(2) Drive Mechanism B Drive mechanism B is a mechanism that transmits rotational displacement proportional to the magnitude of the brake stroke to the active clutch body 23. A screw 27 with a rough lead that does not satisfy the self-sustaining condition of the screw is attached to the outer peripheral surface of the cylindrical part of the active clutch body 23, and the feed screw tube 2 is attached along this screw 27.
8 are screwed together, and a connecting plate 29 protruding from the feed screw cylinder 28 is connected with a pin to an extended end of a brake shoe suspension 30 as shown in FIG. 1A. The brake shoe suspension 30 moves angularly together with the brake lever _16A in response to the driving force of the brake cylinder device 20 when the brake is tightened or released, and in conjunction with the displacement, the feed screw cylinder 28 pivots on the circumference of the drive clutch body 23. It moves forward and backward in the direction, and transmits a rotational angular displacement proportional to the brake stroke to the driving clutch body 23 through a coarse lead screw 27.

(3) Friction Mechanism C The friction mechanism C is a mechanism that applies a friction restraining force to the brake rod 11 and prevents it from rotating freely due to vibrations while the vehicle is running. Brake rod 1 shown in Figure 3
The friction clutch plate 32 _A connected to the spline 31 at the tip of the outer cylinder 1 as shown in FIG.
At least one pair of friction clutch plates 32 _B similarly spline-coupled to the inner surface of the clutch spring 3 are stacked alternately in the axial direction, and this combination is used as the clutch spring 3.
3 and pressed against each other. When adjusting the brake shoe clearance, the brake rod 11
rotates by overcoming the friction restraining force generated between the contact surfaces of the friction clutch plates _32A and _32B .

In the embodiment, when the brake shoe wears out due to the operation of the brake, the brake rod 11 is automatically rotated by the one-way rotational feed of the adjustment action mechanism A in connection with the tightening or loosening operation of the brake depending on the degree of wear. , are screwed into the threaded cylinder 14 to compensate for variations in brake stroke while gradually shortening the distance between the pins of both brake levers 16 _A and 16 _B. When the brake shoe reaches its wear limit and you want to replace it with a new brake shoe, remove the forked part 19 from the square head 18 of the threaded tube 14 and fit a spanner into the square head 18 as shown in FIG. 1A. The screw cylinder 14 is rotated by the rotating operation, and the brake rod 11 is extended to increase the distance between the pins of the brake levers 16 _A and 16 _B.
Since the brake shoes 22 _A and 22 _B can be replaced while being sufficiently separated from the wheels, there is no difference in handling from the conventional method.

[Effect of idea]

As described above, according to the present invention, the adjustment mechanism, drive mechanism, and friction mechanism are assembled around the circumference of the brake rod, and the restoring mechanism uses the square head of the threaded tube provided on the conventional manual adjustment brake rod. Since the adjuster is constructed, the outer diameter only increases slightly when the adjuster is assembled, which is well within the vehicle limits, and it can be installed between a pair of brake levers instead of a conventional brake rod. In addition, when installing to an existing brake device, it is only necessary to replace the brake shoe suspension, and the angular movement of the brake shoe suspension in the front and rear direction is replaced with the linear motion of the feed screw tube, and the main drive installed concentrically with the brake rod. The driving force of the adjusting mechanism can be generated by converting the rotational movement of the clutch body into a rotational movement of the clutch body. In addition, in the case of electric locomotive brakes that require efficient braking force, the drive mechanism and adjustment mechanism are disconnected during full braking, so there is no loss of braking force even if this invention is used, and power transmission is improved. It is possible. In addition, since the brake shoe clearance is adjusted while rotating the brake rod by effectively utilizing the conventional manual adjustment brake rod configuration, the adjustment mechanism and restoring operation mechanism are mechanically unrelated, and the restoring operation In this case, the brake shoes can be easily replaced by rotating the square head in the same way as in the conventional handling.

As described above, according to the present invention, the adjuster can be installed without making any major changes to the structure of the vehicle's brake mechanism, and the effect is that it can be applied to the brake mechanism of electric locomotives in particular to automate brake shoe gap adjustment. is big.

[Brief explanation of drawings]

Figure 1A is a side view of the main parts of a bogie brake system equipped with the proposed regulator, B is a plan view of the same, C is a front view of the same, and Figure 2 shows an embodiment of the proposed regulator; Figure 3 is an exploded perspective view of the proposed adjuster, and Figure 4 is a perspective view of essential parts showing an example of a bogie brake device equipped with a conventional adjuster. be. 11...brake rod, 12...outer cylinder, 14...
Threaded cylinder, 16 _A , 16 _B ...Brake lever, 23...
...Driver clutch body, 24...Driver clutch body, 2
3 _A , 24 _A ... Serrated teeth, 27 ... Rough lead screw, 28 ... Lead screw tube, 30 ... Bracelet suspension, 31 ... Spline, 32 _A , 32 _B ... Friction clutch plate, 33 ...clutch spring, A...adjustment mechanism, B...drive mechanism, C...friction mechanism.

Claims (1)

[Scope of Claim for Utility Model Registration] One end is held in an outer cylinder having a pin hole to be connected to one brake lever of a brake device of a railway vehicle, and a threaded cylinder connected to the other brake lever is attached to the peripheral surface of the other end. An automatic brake clearance adjuster having brake rods screwed together, wherein on the circumference of the brake rods there is provided a driving clutch body each having serrations forming a one-way rotating clutch on the end surface of a cylindrical body. and a driven clutch body, which is connected to a rough lead helical protrusion formed on the circumference of the brake rod where the self-sustaining condition of the screw does not hold, and is connected to a return ring interposed on the brake rod. A spring biases the serrated teeth of both clutch bodies toward the active clutch body in a direction that abuts each other. A threaded cylinder is screwed together, and the feed screw cylinder is connected to a brake lever suspension that moves angularly in conjunction with a brake lever. Furthermore, a brake rod is connected between the outer cylinder and the brake rod to apply frictional restraint against rotation. An automatic brake shoe clearance adjuster, characterized in that it is equipped with a friction mechanism that applies friction to the brake pad.