CN111361543A - Vehicle brake device - Google Patents

Abstract

The invention provides a vehicle brake device capable of easily visually confirming the working state of a parking brake mechanism. The brake device (1) is provided with a 2 nd piston (35) and a display device (10). The 2 nd piston (35) is a parking spring braking piston provided for generating a braking force when the railway vehicle is parked. The display device (10) is provided for displaying the position of the 2 nd piston (35). The display device (10) includes a measurement member (71). The measurement member (71) is disposed so as to be movable relative to the 2 nd piston (35) and the distal end portion (70a) of the dust boot (70).

Description

Vehicle brake device

The present application is a divisional application having an application number of 201410107032.1, an application date of 2014-3-21, and an invention title of a vehicle brake device.

Technical Field

The present invention relates to a vehicle brake device provided in a vehicle such as a railway vehicle.

Background

For example, as a brake device provided in a railway vehicle, a brake device having a parking spring brake mechanism is known (for example, see patent document 1). The parking spring brake mechanism is used when the railway vehicle is parked. Further, the parking spring brake mechanism is configured to: the parking piston is operated by being moved in a predetermined brake operation direction by the pressurizing force of the parking spring.

The brake device disclosed in patent document 1 is provided with a structure that allows an operator to visually confirm whether or not the parking spring brake mechanism is operating. Specifically, the brake device disclosed in patent document 1 is provided with a cover portion (31) for allowing an operator to visually confirm whether or not the parking spring brake mechanism is operating. The cover portion (31) is formed in a cylindrical shape and is provided so as to move together with the 2 nd piston (27) as a parking piston. The cover (31) is configured to: passes through a hole part which is arranged on the inner side of a 2 nd spring (26) as a parking spring and penetrates through the end part of the cylinder main body (13), and protrudes to the outer part of the cylinder main body (31).

Patent document 1: japanese patent laid-open No. 2008-101766

With the configuration disclosed in patent document 1, whether or not the parking spring brake mechanism is operating can be confirmed visually by the operator by confirming the cover portion (31). However, in the structure described in patent document 1, the cover portion (31) protrudes only from the cylinder main body (13). Therefore, when the cylinder body (13) is arranged at a position inward from the side surface of the railway vehicle, the floor device becomes an obstacle when the operator views the cover part (31), and the operator cannot easily view the position of the cover part (31). Therefore, even if the cover part (13) is coated with bright color, the position of the cover part (13) is difficult to be visually confirmed, and whether the parking spring brake mechanism is working or not is difficult to be confirmed. In addition, in the case of rainy weather, dusk, or the like, light is less likely to enter the periphery of the cover section (13), and it is more difficult for the operator to visually confirm the position of the cover section (13).

Disclosure of Invention

In view of the above circumstances, an object of the present invention is to provide a vehicle brake device that allows the operating state of a parking brake mechanism to be easily visually confirmed.

(1) One aspect of the present invention for achieving the above object provides a vehicle brake device including: a parking brake piston provided to generate a braking force when the vehicle is parked; and a display device for displaying a position of the parking brake piston. The display device includes a measurement member disposed to be relatively movable with respect to a movable portion including at least one of a portion that is displaced in conjunction with the parking brake piston and the parking brake piston.

With this configuration, the operator can visually confirm the position of the parking brake piston using the measuring means. Therefore, when the parking brake piston is displaced in order to apply a braking force to a wheel of the vehicle or the like, the operator can visually confirm the displacement using the measuring means. That is, the operator can easily visually confirm whether the parking brake piston is located at a position in the parking brake operating state or at a position when the parking brake is released, for example, using the measuring means. Therefore, the operator can easily visually confirm the operating state of the parking brake mechanism.

(2) Preferably, the measuring member is disposed so as to form a gap with the movable portion.

With this configuration, the operator can visually check the space on the side opposite to the side where the operator visually checks the measurement member through the gap. That is, the gap portion is a bright portion when viewed by the operator. Therefore, the operator can easily confirm the operating state of the parking brake piston by using the measuring means by visually confirming the width of the gap. As a result, for example, even when the parking brake piston is disposed at a position inward from the side surface of the railway vehicle, the operator can easily visually confirm the operating state of the parking brake piston.

(3) More preferably, the measuring member and the movable portion face each other in a direction parallel to a direction in which the parking brake piston is displaced.

With this structure, the length of the gap linearly changes with the displacement of the parking brake piston. That is, the length of the gap is changed in a simple manner. In this way, the operator can easily visually confirm the operating state of the parking brake piston by using a change that is easy for the operator to visually confirm, such as a change in the length of the gap in a simple manner.

(4) Preferably, the measuring member has a plate-like portion extending perpendicularly to a direction in which the parking brake piston is displaced, and the movable portion has a protrusion portion disposed adjacent to the plate-like portion in a direction perpendicular to a thickness direction of the plate member.

With this configuration, the protrusion is disposed adjacent to the measurement member. Then, the projection is displaced in a direction in which it penetrates the plate-like portion of the measuring member in accordance with the displacement of the parking brake piston. With this configuration, the operator can easily visually confirm the position of the movable portion with respect to the measurement member.

(5) Preferably, the vehicle braking device further includes a 2 nd projecting portion projecting from an outer peripheral portion of the projecting portion toward the plate-like portion.

With this structure, the 2 nd projecting portion is disposed closer to the plate-like portion. This allows the operator to easily visually confirm the position of the movable part with respect to the measurement member.

(6) Preferably, the display device includes a position sensor for detecting a position of the parking brake piston.

With this configuration, the position of the parking brake piston, that is, the operating state of the parking brake piston can be detected based on the output of the position sensor. With this configuration, both the operation state of the parking brake piston can be visually checked by the operator using the measuring means and the operation state of the parking brake piston can be visually checked using the position sensor.

(7) More preferably, the position sensor is configured to generate different outputs when the parking brake piston is located at an operating position for generating the braking force and when the parking brake piston is located at a position other than the operating position.

With this configuration, the position sensor can be realized with a simple configuration such as a switch.

(8) Preferably, the position sensor is supported by the measuring member.

With this configuration, the measurement member can also be used as a carriage for the position sensor. Thus, the vehicle brake device can be configured more simply by reducing the number of components. In addition, the space occupied by the measuring member and the position sensor as a whole can be made smaller. As a result, the vehicle brake device can be made more compact.

(9) Preferably, the display device includes: a displacement transmission member that is displaced in conjunction with displacement of the parking brake piston; and a display member for displaying a relationship between a position of the displacement transmission member and an operation state of the parking brake piston.

With this configuration, the displacement transmission member can transmit the displacement information of the parking brake piston to a position away from the measurement member. The operator can visually confirm the displacement information by referring to the display member and the displacement transmission member. Therefore, the operator can visually confirm the operating state of the parking brake piston at a position away from the measuring member, such as the periphery of the side surface of the vehicle. This allows the operator to easily visually confirm the operating state of the parking brake piston.

(10) More preferably, the displacement transmission member includes a flexible cable.

With this configuration, the degree of freedom in the arrangement of the displacement transmission member can be further improved. As a result, the degree of freedom of the layout of the display device can be further improved.

(11) Preferably, the displacement transmission member is supported by the measurement member.

With this configuration, the measuring member can be used as a carriage for the displacement transmission member. Thus, the vehicle brake device can be configured more simply by reducing the number of components. In addition, the space occupied by the measuring member and the displacement transmission member as a whole can be made smaller. As a result, the vehicle brake device can be made more compact.

(12) Preferably, the braking device further includes: a housing member for housing the parking brake piston; and a lever that protrudes from the housing member and is displaceable by operation of the parking brake piston, wherein a direction in which the parking brake piston protrudes from the housing member is different from a direction in which the lever protrudes from the housing member, and the measuring member is disposed adjacent to the parking brake piston.

With this configuration, the operator can visually confirm the measurement member while suppressing interference of members such as shoes disposed around the rod. This can further improve the visibility of the measurement member by the operator.

The present invention can provide a vehicle brake device that can easily visually confirm the operating state of a parking brake mechanism.

Drawings

Fig. 1 is a view including a partial section of a brake device of embodiment 1 of the present invention.

Fig. 2 is an enlarged view of a part of the brake device shown in fig. 1, and is a view showing a brake cylinder device provided in the brake device.

Fig. 3 is an enlarged view of a part of the brake cylinder device shown in fig. 2.

Fig. 4 is a diagram showing a parking spring brake operation state.

Fig. 5 is a view of essential parts for explaining a temporary released state of the parking spring brake.

Fig. 6 is a sectional view showing a main part of a brake apparatus according to embodiment 2 of the present invention, which shows a service braking state.

Fig. 7 is a sectional view showing a main part of a brake apparatus according to embodiment 2 of the present invention, which shows an operating state of a parking spring brake.

Fig. 8 is a sectional view showing a main part of a brake device according to embodiment 2 of the present invention, and shows a temporarily released state of a parking spring brake.

Fig. 9 is a side view showing a main part of a brake apparatus according to embodiment 3 of the present invention, showing a part in section and showing a service braking state.

Fig. 10 is a side view showing a main part of a brake apparatus according to embodiment 3 of the present invention, partially in section and showing an operating state of a parking spring brake.

Fig. 11 is a side view showing a main part of a brake device according to embodiment 3 of the present invention, partially in section and showing a temporarily released state of a parking spring brake.

Fig. 12 is a diagram showing a modification of the braking device according to embodiment 3 of the present invention.

Fig. 13A is a side view showing a main part of a brake apparatus according to embodiment 4 of the present invention, showing a part in section and showing a service braking state.

Fig. 13B shows a front view of a part of the remote display device in a service braking state as the state shown in fig. 13A.

Fig. 14A is a side view showing a main part of a brake apparatus according to embodiment 4 of the present invention, partially in section and showing an operating state of a parking spring brake.

Fig. 14B shows a front view of a part of the remote display device in an operating state of the parking spring brake as the state shown in fig. 14A.

Fig. 15A is a side view showing a main part of a brake device according to embodiment 4 of the present invention, partially in cross section and showing a temporarily released state of a parking spring brake.

Fig. 15B shows a front view of a part of the remote display device in a temporary released state of the parking spring brake as the state shown in fig. 15A.

Fig. 16 is a diagram showing a modification of the brake device according to embodiment 4 of the present invention.

Fig. 17 is a diagram of a brake device according to a modification (1) of the present invention.

Detailed Description

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The present invention is not limited to the following embodiments, and can be widely applied to a brake device having a parking spring brake mechanism used when a vehicle is parked.

The brake device according to the present embodiment will be described by taking as an example a case where the brake device is used for a railway vehicle. In the present embodiment, a description is given of an example in which the brake device is configured as a tread brake device, but this need not be the case. That is, the present invention can be applied to a brake device other than the tread brake device. For example, the present invention can be applied to a brake device configured as a disc brake device.

Embodiment 1

Brake device

Fig. 1 is a view including a partial section of a brake device 1 according to embodiment 1 of the present invention. Fig. 2 is an enlarged view of a part of the brake device 1 shown in fig. 1, and is a view showing the brake cylinder device 2 provided in the brake device 1. The brake device 1 shown in fig. 1 and 2 is provided in a railway vehicle, not shown. Fig. 1 is a view of the brake device 1 as viewed from the axle direction of a wheel 100 of a railway vehicle in a state where the brake device 1 is installed in the railway vehicle.

The brake device 1 is configured as a tread brake device. The brake device 1 includes a brake cylinder device 2, a brake output unit 11, a rod 12, a rod support mechanism 13, a rod driving unit 14, and the like.

The brake device 1 is configured to output a braking force by actuating the brake cylinder device 2 to drive the brake output unit 11, which is supported so as to be movable relative to the brake cylinder device 2, via the rod driving unit 14 and the rod 12.

The lever 12 is provided so as to extend in a direction orthogonal to the axle direction of the wheel 100. On the other hand, the brake cylinder device 2 is provided such that the axial direction of the cylinder body 23 and the cover 60 extends in a direction substantially orthogonal to the extending direction of the rod 12. In the present embodiment, the brake cylinder device 2 is provided such that the axial direction of the cylinder body 23 and the cover 60 extends in the vertical direction of the railway vehicle on which the wheel 100 is provided.

The cylinder main body 23 and the cover 60 form an accommodating member 61. The accommodating member 61 accommodates a 2 nd piston 35 described later therein, and the rod 12 protrudes from the cylinder main body 23 of the accommodating member 61. As described later, the rod 12 is configured to be displaceable by operation of the 2 nd piston 35. The axial directions of the cylinder main body 23 and the cover 60 are not particularly limited. For example, the axial direction of the cylinder body 23 and the cover 60 may be a horizontal direction or a direction inclined with respect to the horizontal direction.

The brake output unit 11 is provided as a brake shoe, and the brake output unit 11 is provided to be driven in conjunction with the lever 12 to output a braking force.

The brake output portion 11 is configured to include a lining 15, a lining holding portion 16, and the like.

The lining 15 is provided with a braking surface 15a that can contact the tread surface 100a of the wheel 100. By driving the brake output unit 11 by the lever 12, the braking surface 15a of the lining 15 is brought into contact with the tread surface 100a of the wheel 100 and pressed against the tread surface 100 a. The rotation of the wheel 100 is braked by friction generated by pressing the braking surface 15a against the tread surface 100 a. That is, a braking force is applied to the wheel 100.

The patch holding portion 16 is provided as a member for holding the patch 15. The lining holding portion 16 is connected to the tip end side end of the lever 12 so as to be swingable. The lining holding portion 16 is connected to the suspension member 17 so as to be able to swing, and the suspension member 17 is connected to the cylinder main body 23 so as to be able to swing with respect to the cylinder main body 23.

The lever 12 is provided as a shaft member that is driven in accordance with operation of the brake cylinder device 2 and transmits an output from the brake cylinder device 2 to the brake output portion 11. The rod 12 moves in a direction (a direction indicated by an arrow a in fig. 2) protruding from the cylinder body 23 in accordance with an operation when the brake cylinder device 2 outputs a braking force. As a result, the lever 12 presses the lining 15 against the wheel 100 to generate a braking force. The rod 12 moves in a direction (a direction indicated by an arrow B in fig. 2) retreating from the cylinder main body 23 in accordance with the operation when the brake cylinder device 2 releases the braking force. Thereby, the lever 12 separates the lining 15 from the wheel 100 to release the application of the braking force.

The rod 12 is moved in the direction of arrow a in fig. 2 by the operation of a fluid brake mechanism 24 or a parking spring brake mechanism 25, which will be described later, in the brake cylinder device 2. Once the parking spring brake mechanism 25 is operated, the lever 12 can be maintained in a state pressurized by the pressurizing force from the parking spring brake mechanism 25 regardless of the state of operation of the fluid brake mechanism 24.

The rod support mechanism 13 is provided inside the cylinder main body 23. The rod support mechanism 13 is provided as a mechanism that supports the rod 12 in such a manner that the rod 12 can swing and displace with respect to the cylinder main body 23.

The lever support mechanism 13 includes an outer case 18, an inner case 19, a fixed roller 20, a movable roller 21, a return spring 22, and the like.

The outer shell 18 is configured to have a cylindrical portion, and in the present embodiment, the outer shell 18 is configured by combining two cylindrical members in series. The inner case portion 19 and an end portion of the rod 12 on the side opposite to the front end side connected to the brake output portion 11, and the like, are housed inside the outer case portion 18. The outer shell 18 is supported by the cylinder body 23 so as to be slidable in a direction parallel to the axial direction of the rod 12 with respect to the cylinder body 23. The rod 12 is disposed so that the axial direction thereof extends in a direction substantially orthogonal to the axle direction of the wheel 100.

The inner shell portion 19 is housed inside the outer shell portion 18. The inner shell portion 19 is provided with a screw hole 19a having a screw groove formed in an inner periphery thereof for screw engagement with an outer peripheral screw portion 12a provided on an outer periphery of an end portion of the rod 12 on a side opposite to the tip end side. Further, the lever support mechanism 13 is provided with a position adjustment mechanism. The position adjustment mechanism is for changing the relative position between the rod 12 and the inner shell portion 19 with a change in the threaded engagement position of the outer peripheral threaded portion 12a with respect to the threaded hole 19 a.

Further, a spherical outer peripheral curved surface 19b that forms a part of a spherical surface is provided on the outer periphery of the inner shell portion 19. The outer shell portion 18 is provided with an inner peripheral curved surface 18a that is slidable relative to an outer peripheral curved surface 19b of the inner shell portion 19. The inner peripheral curved surface 18a is formed as a concave spherical curved surface that forms a part of a spherical surface and is configured as a curved surface having a curvature corresponding to the curvature of the outer peripheral curved surface 19 b. In the inner and outer shell portions 19 and 18, a spherical bearing is formed by the outer and inner curved surfaces 19b and 18a that slide. By this spherical bearing, the inner case portion 19 is supported by the outer case portion 18 so as to be swingable relative to the outer case portion 18, and the rod 12 is supported by the cylinder body 23 so as to be swingable relative to the cylinder body 23.

The fixed roller 20 is fixed in position with respect to the cylinder main body 23, and the fixed roller 20 is configured as a cylindrical roller rotatably supported by the cylinder main body 23. For example, a pair of fixing rollers 20 are provided on both sides of the outer case portion 18 in a direction parallel to the axial direction of the rod 12, i.e., in a direction orthogonal to the axial direction of the outer case portion 18.

The movable roller 21 is configured as a cylindrical roller supported by the wall of the outer case 18 so as to be rotatable outward relative to the wall of the outer case 18. For example, a pair of movable rollers 21 are provided on both sides of the outer case portion 18 in a direction orthogonal to the axial direction of the outer case portion 18. The movable rollers 21 are disposed at positions on the outer periphery thereof facing the fixed rollers 20 so as to be separated from the fixed rollers 20.

The movable roller 21 is supported by the cylinder main body 23 so as to be relatively displaceable with respect to the cylinder main body 23 in a rolling manner by rotation. The cylinder body 23 is provided with a guide portion (not shown) for rolling the movable roller 21 in a direction substantially parallel to the axial direction of the rod 12.

The return spring 22 is provided as a coil spring having one end side in contact with the inner stepped portion of the cylinder main body 23 and the other end side in contact with the inner stepped portion of the outer shell 18. And, the return spring 22 is set in a compressed state.

The return spring 22 is provided as described above, and is configured to pressurize the outer case 18 in a direction (direction of arrow B in fig. 2) away from the wheel 100 in a direction substantially parallel to the axial direction of the rod 12. The return spring 22 presses the outer shell 18 in a direction away from the wheel 100, thereby pressing the inner shell 19 and the rod 12 screwed to the inner shell 19 in a direction away from the wheel 100. Due to the pressurizing force of the return spring 22, a displacement of the rod driving portion 14 described later is generated in accordance with the operation when the brake cylinder device 2 releases the braking force, and the rod 12 moves in the direction of retreating from the wheel 100.

The rod driving portion 14 is provided as a member that drives the rod 12 via the rod support mechanism 13 in accordance with the operation of the brake cylinder device 2. The rod driving portion 14 is housed inside the cylinder main body 23. The lever driving part 14 is provided as a wedge body having a wedge-shaped portion 14a formed in a wedge shape. Further, the base end portion 14b of the rod driving portion 14 is fixed to a 1 st piston 31 of the brake cylinder device 2, which will be described later.

The wedge portion 14a is provided so as to protrude from the base end portion 14b toward the lever support mechanism 13. The wedge portion 14a is formed in a tapered wedge shape from the proximal end portion 14b toward the rod support portion 13. The distal end side portion of the wedge portion 14a is disposed in a state of being inserted between the fixed roller 20 and the movable roller 21. In addition, a tip end side portion of the wedge portion 14a inserted between the fixed roller 20 and the movable roller 21 is arranged to be in contact with an outer periphery of the fixed roller 20 and an outer periphery of the movable roller 21.

The 1 st piston 31 moves toward the rod support mechanism 1 in accordance with the operation of the brake cylinder device 2 when the braking force is output, and at this time, the rod driving portion 14 also moves toward the rod support mechanism 13. Then, the fixed roller 20, which is in contact with the wedge portion 14a, rotates at the same position with respect to the cylinder main body 23 with the movement of the rod driving portion 14. On the other hand, at this time, the movable roller 21 in contact with the wedge portion 14a is pressed toward the wheel 100 side (in the direction of arrow a in fig. 2) in accordance with the displacement of the wedge portion 14 a.

With the above arrangement, the movable roller 21 moves in the arrow a direction while rotating. That is, the movable roller 21 is driven by the wedge portion 14a so that the interval between the fixed roller 20 and the movable roller 21 becomes larger as the lever driving portion 14 moves. The outer shell 18, the inner shell 19, and the lever 12 are moved toward the wheel 100 together with the movable roller 21. Thereby, the lining 15 of the brake output portion 11, which moves together with the lever 12, is brought into contact with the tread surface 100a of the wheel 100.

Brake cylinder device

Next, the brake cylinder device 2 will be described in detail. Fig. 3 is an enlarged view of a part of the brake cylinder device 2 shown in fig. 2.

Referring to fig. 1 and 3, the brake cylinder device 2 includes a cylinder body 23, a fluid brake mechanism 24, a parking spring brake mechanism 25, a shaft portion 26, a transmission mechanism 27, a lock mechanism 28, a display device 10 according to embodiment 1 of the present invention, and the like. The various mechanisms and the like described above in the brake cylinder device 2 are formed by using, as main constituent elements, constituent elements that are made of a metal material such as an iron-based material.

In the present embodiment, the brake cylinder device 2 is configured to be operated by compressed air as a pressure fluid. That is, the fluid brake mechanism 24 and the parking spring brake mechanism 25 are configured to be operated by supplying and discharging compressed air as a pressure fluid. The fluid brake mechanism 24 is provided to apply a braking force to the wheel 100 during running of the railway vehicle. The parking spring brake mechanism 25 is provided to apply a braking force to the wheel 100 when the railway vehicle is parked. A specific structure of the brake cylinder device 2 is described below.

The cylinder main body 23 of the brake cylinder device 2 has a cylindrical portion, and houses a fluid brake mechanism 24, the rod support mechanism 13, the rod driving portion 14, and the like inside. The cylinder main body 23 is provided with a lock mechanism 28, the brake output unit 11, the rod 12, and the like. Further, a cover 60 is fixed to the cylinder main body 23. Further, a parking spring brake mechanism 25, a shaft portion 26, a transmission mechanism 27, and the like are housed inside the cover 60.

Further, the cylinder main body 23 is fixed to, for example, a car (japanese vehicle) of a railway vehicle. The axial directions of the cylinder body 23 and the cover 60, the axial direction of the 1 st piston 31 of the fluid brake mechanism 24 described later, the axial direction of the 2 nd piston 35 of the parking spring brake mechanism 25 described later, and the axial direction of the main shaft 38 of the shaft portion 26 described later are aligned or parallel to each other.

Further, the cylinder main body 23 is provided with a 1 st port 37a and a 2 nd port 37 b. The 1 st port 37a is connected to a 1 st compressed air supply source (not shown) as a pressure fluid supply source. The 2 nd port 37b is connected to a 2 nd compressed air supply source (not shown) as a pressure fluid supply source.

The 1 st port 37a is supplied with compressed air (pressure fluid) supplied from the 1 st compressed air supply source by a brake control device (not shown) that operates in response to a command from a host controller (not shown). The compressed air supplied into the cylinder main body 23 from the 1 st port 37a is discharged through the brake control device based on a command from the controller. The compressed air (pressure fluid) supplied from the 2 nd compressed air supply source is supplied to the 2 nd port 37b via a parking spring brake control solenoid valve (not shown) that operates based on a command from the controller. Then, the compressed air supplied from the 2 nd port 37b into the cylinder main body 23 is discharged via the parking spring brake control solenoid valve based on a command from the controller.

The fluid brake mechanism 24 operates by supplying and discharging compressed air as a pressure fluid. As described above, the fluid brake mechanism 24 is provided as a service brake mechanism for braking operation during operation of the railway vehicle.

The fluid brake mechanism 24 includes a 1 st pressure chamber 29, a 1 st spring 30, a 1 st piston 31, and the like.

The 1 st pressure chamber 29 is defined by the 1 st piston 31 in the cylinder main body 23. The 1 st pressure chamber 29 communicates with the 1 st port 37a and is supplied with compressed air from the 1 st compressed air supply source. Further, the compressed air supplied into the 1 st pressure chamber 29 is discharged from the 1 st port 37 a.

The 1 st spring 30 is disposed in a region defined by the 1 st piston 31 in the cylinder main body 23 so as to face the 1 st pressure chamber 29 with the 1 st piston 31 interposed therebetween. In the present embodiment, the 1 st spring 30 is provided as a coil spring that is disposed in a compressed state in the cylinder main body 23 and pressurizes the 1 st piston 31. Further, the end portion on one end side of the 1 st spring 30 is arranged to contact the 1 st piston 31 to pressurize the 1 st piston 31. The other end of the 1 st spring 30 is supported by a spring support plate 32 fixed to the inner wall of the cylinder main body 23.

The 1 st piston 31 is disposed in the cylinder main body 23 so as to be capable of reciprocating in parallel with the axis direction thereof, and is disposed so as to be capable of sliding with respect to the inner wall of the cylinder main body 23. The 1 st piston 31 is configured such that the 1 st piston 31 moves against the elastic restoring force of the compressed 1 st spring 30 by supplying compressed air to the 1 st pressure chamber 29 from the 1 st port 37 a. Thereby, the 1 st piston 31 is configured to move in a predetermined brake actuation direction (the direction indicated by the arrow C in fig. 3).

Further, a base end portion 14b of the rod driving portion 14 is fixed to the 1 st piston 31 on the side opposite to the 1 st pressure chamber 29 side. Thus, when the 1 st piston 31 moves in the brake actuation direction C, the rod driving portion 14 also moves in the brake actuation direction C. Then, the rod driving unit 14 is moved in the brake actuation direction C together with the 1 st piston 31, thereby driving the rod 12 via the rod support mechanism 13. Thereby, the braking force is output from the brake output unit 11 driven by the lever 12 to the wheel 100.

As described above, the parking spring brake mechanism 25 is provided as a brake mechanism for parking for maintaining a braking state when the railway vehicle is parked.

The parking spring brake mechanism 25 includes a 2 nd pressure chamber 33, a 2 nd spring 34, a 2 nd piston 35, and the like.

The 2 nd piston 35 partitions the inside of the cap 60 to form a 2 nd pressure chamber 33. The 2 nd pressure chamber 33 communicates with the 2 nd port 37b, and is supplied with compressed air from the 2 nd compressed air supply source. The compressed air supplied into the 2 nd pressure chamber 33 is discharged from the 2 nd port 37 b.

The 2 nd spring 34 is disposed in a region defined by the 2 nd piston 35 in the cover 60, and is disposed so as to face the 2 nd pressure chamber 33 with the 2 nd piston 35 interposed therebetween. In the present embodiment, the 2 nd spring 34 is provided as a coil spring that is disposed in the cover 60 and pressurizes the 2 nd piston 35. The end portion on one end side of the 2 nd spring 34 is supported by the lid portion 60a at the end portion of the cover 60. Further, the end portion on the other end side of the 2 nd spring 34 is disposed so as to be able to pressurize the 2 nd piston 35. In the present embodiment, the 2 nd spring 34 is provided in plural (two). The plurality of 2 nd springs 34 are arranged concentrically.

The 2 nd piston 35 is provided to apply a braking force when the railway vehicle is stopped. The 2 nd piston 35 is an example of the "parking brake piston" of the present invention. The 2 nd piston 35 is an example of the "movable portion" of the present invention. The 2 nd piston 35 is disposed in the cover 60 so as to be capable of reciprocating in parallel with the axis direction thereof, and is disposed so as to be capable of sliding with respect to the inner wall of the cover 60. The direction D in which the 2 nd piston 35 protrudes from the cap 60 of the accommodating member 61 and the direction a in which the rod 12 protrudes from the accommodating member 61 are different directions. In the present embodiment, the direction a and the direction D are directions orthogonal to each other. The 2 nd piston 35 is provided so as to be movable in the same direction as the 1 st piston 31.

The 2 nd piston 35 is configured to move in the brake release direction D opposite to the brake actuation direction C against the elastic restoring force of the compressed 2 nd spring 34 by supplying compressed air to the 2 nd pressure chamber 33 from the 2 nd port 37 b.

On the other hand, the compressed air supplied into the 2 nd pressure chamber 33 is discharged through the 2 nd port 37b, whereby the 2 nd piston 35 is moved in the brake actuation direction C by the pressurizing force of the 2 nd spring 34.

As described above, the 2 nd piston 35 is configured to cause the 2 nd pressure chamber 33 and the 2 nd spring 34 to act oppositely. In the parking spring brake mechanism 25, the 2 nd piston 35 pressurized by the 2 nd spring 34 is moved in the brake actuation direction C by discharging the compressed air from the 2 nd pressure chamber 33.

In addition, an end portion of the 2 nd piston 35 opposite to the 2 nd pressure chamber 33 is formed as an annular end portion extending in the circumferential direction of the cover 60. Further, in the cylinder main body 23, an inner cylindrical portion 36 formed in a cylindrical shape is provided inside the annular end portion of the 2 nd piston 35. The annular end portion of the 2 nd piston 35 is arranged to slide on the inner wall of the cover 60 and also on the outer periphery of the inner cylindrical portion 36.

The shaft 26 is provided with a main shaft 38, a bearing 39, and the like. The shaft 26 is connected to the 1 st piston 31 at the end of the main shaft 38 and is displaced together with the 1 st piston 31.

The spindle 38 is disposed to project from the 1 st piston 31 in the brake release direction D. The main shaft 38 is provided as a shaft-like member formed independently of the 1 st piston 31. The main shaft 38 is configured to transmit the pressurizing force from the parking spring brake mechanism 25 to the 1 st piston 31 together with a transmission mechanism 27 described later.

The main shaft 38 has a convex step portion 38a extending in the circumferential direction along the outer periphery at the end portion on the side connected to the 1 st piston 31. A recessed portion is provided in a radially central portion of the 1 st piston 31, and a spindle holding portion 31a formed in a rim shape coupled to the stepped portion 38a is provided on an inner periphery of the recessed portion. When the 1 st piston 31 moves in the brake actuation direction C, the spindle holding portion 31a engages with the stepped portion 38a at the end of the spindle 38, and pressurizes the spindle 38 in the brake actuation direction C.

The bearing 39 is provided as a member, for example, in the form of a ball, and is configured as a bearing for receiving a thrust load acting on the main shaft 38 due to the pressurizing force from the parking spring brake mechanism 25. The bearing 39 is disposed in the recessed portion provided in the center portion of the 1 st piston 31 and between the end of the main shaft 38 and the 1 st piston 31. The pressurizing force from the parking spring brake mechanism 25 is transmitted to the 1 st piston 31 via a transmission mechanism 27, a main shaft 38, and a bearing 39, which will be described later.

The transmission mechanism 27 is provided as a mechanism that transmits the pressing force of the 2 nd piston 35 in the parking spring brake mechanism 25 in the brake operation direction C to the 1 st piston 31 via the shaft portion 26. The transmission mechanism 27 is configured as a mechanism including a meshing clutch mechanism.

The transmission mechanism 27 is disposed radially inside the 2 nd piston 35. The 2 nd piston 35 is provided with an inner cylindrical portion 35 a. On the radially inner side of the 2 nd piston 35, the inner cylindrical portion 35a defines a cylindrical region in which a portion thereof opposite to the fluid brake mechanism 24 side is sealed from the outside. A part of the transmission mechanism 27 is disposed in a region inside the inner cylindrical portion 35 a.

The transmission mechanism 27 includes a screw portion 40, a clutch wheel 41, a clutch sleeve 42, a clutch case 43, and the like.

The threaded portion 40 is provided as an external threaded portion formed on the main shaft 38. The clutch wheel 41 is provided as a cylindrical nut member screwed to the screw portion 40, and is disposed concentrically with the main shaft 38. The clutch wheel 41 is rotatably supported by a clutch case 43 formed in a cylindrical shape via a pair of bearings 44 inside the clutch case 43. Thus, the clutch wheel 41 is configured to be able to rotate relative to the spindle 38 and to be relatively displaced in the axial direction while changing the position of the threaded engagement between the clutch wheel 41 and the threaded portion 40 in accordance with the relative movement between the spindle 38 and the clutch case 43.

The clutch sleeve 42 is formed in a tubular shape, and is supported by the clutch case 43 so as to be slidable relative to the clutch case 43 in a direction parallel to the axial direction of the main shaft 38 inside the clutch case 43. An end portion of the clutch sleeve 42 in the brake operation direction C (end portion on the 1 st piston 31 side) is disposed so as to face an end portion of the clutch wheel 41 in the brake release direction D (end portion on the opposite side to the 1 st piston 31 side).

An end portion of the clutch sleeve 42 in the brake release direction C is supported by the inner cylindrical portion 35a of the 2 nd piston 35 via a bearing 45 provided as a thrust bearing.

The clutch wheel 41 and the clutch sleeve 42 are provided with a rotation stopper mechanism 46 including concave-convex teeth 46a and concave-convex teeth 46 b. Concave- convex teeth 46a, 46b are formed on mutually opposing ends of the clutch wheel 41 and the clutch sleeve 42. The concave-convex teeth 46a and the concave-convex teeth 46b are formed as teeth in a shape in which the concave-convex teeth 46a and the concave-convex teeth 46b are engaged with each other by bringing the clutch wheel 41 and the clutch sleeve 42 into contact.

When the 2 nd piston 35 moves in the brake actuation direction C and moves relative to the main shaft 38, the clutch sleeve 42 also moves relative to the main shaft 38. Then, the clutch sleeve 42 is brought into contact with the clutch wheel 41 screwed to the main shaft 38 to mesh the concave-convex teeth 46a and the concave-convex teeth 46 b. The clutch sleeve 42 can only be displaced in the axial direction relative to the clutch case 43 and is restricted from being displaced in the rotational direction. Therefore, when the concave-convex teeth 46a and the concave-convex teeth 46b are engaged, the relative rotation of the clutch wheel 41 with respect to the clutch case 43 is restricted.

The clutch case 43 is a cylindrical member surrounding the screw portion 40, the clutch wheel 41, and the clutch sleeve 42. The clutch case 43 is supported on the inner periphery of the inner cylindrical portion 36 and the inner periphery of the inner cylindrical portion 35a so as to be slidable in a direction parallel to the axial direction of the main shaft 38 with respect to the inner periphery of the inner cylindrical portion 36 and the inner periphery of the inner cylindrical portion 35 a. The clutch case 43 is supported by the inner periphery of the inner cylindrical portion 36 and the inner periphery of the inner cylindrical portion 35a so as to be rotationally displaced with respect to the inner periphery of the inner cylindrical portion 36 and the inner periphery of the inner cylindrical portion 35a in a state where it is not engaged with a lock member (ラッチ member) 49 of a lock mechanism 28 described later.

The clutch case 43 is provided with a stepped portion 43a extending along the inner periphery on the inner side, and the clutch wheel 41 is rotatably held by a pair of bearings 44 attached to the stepped portion 43 a. The clutch case 43 supports the clutch sleeve 42 on the inner side so that the clutch sleeve 42 is slidable in a direction parallel to the axial direction of the main shaft 38.

Further, an end of a projecting portion 43b projecting inward from the inner periphery of the clutch case 43 is slidably fitted into a groove formed in the outer periphery of the clutch sleeve 42, and guides the sliding direction in which the clutch sleeve 42 slides with respect to the clutch case 43. The relative position of the clutch case 43 with respect to the cylinder main body 23 and the 2 nd piston 35 is adjusted by position adjustment springs (47a, 47b) that press the clutch case 43 in mutually opposite directions. Further, a separation spring 48 for pressurizing the concave-convex teeth 46a and the concave-convex teeth 46b in a direction of separating from each other is provided between the step portion 43a of the clutch case 43 and the end portion of the clutch sleeve 42.

The lock mechanism 28 has a lock member 49, and one end of the lock member 49 protrudes outward from the cylinder main body 23. The lock mechanism 28 is configured as follows: by engaging the other end portion of the lock member 49 with the clutch case 43 of the transmission mechanism 27, the parking spring brake mechanism 25 is operated while restricting the relative displacement of the shaft portion 26 with respect to the 2 nd piston 35 at the time of the operation of the parking spring brake mechanism 25. The lock member 49 is provided with an engaging blade 49a that engages with a lock blade 43c provided along the outer periphery of the end portion of the clutch case 43. By engaging the engaging blade 49a with the lock blade 43c, the rotation of the clutch case 43 can be restricted.

Further, the lock mechanism 28 is provided with a lock pressurizing spring 50, and the lock pressurizing spring 50 pressurizes the lock member 49 toward the clutch case 43 so that the engaging blade 49a engages with the lock blade 43 c. The lock member 49 is provided with a pull ring 51 (see fig. 1) for manually releasing the operation of the parking spring brake mechanism 25. The operator pulls the pull ring 51 outward, whereby the lock member 49 is pulled outward against the pressing force of the lock pressing spring 50. This allows the engagement between the engaging blade 49a and the lock blade 43c to be released.

The transmission mechanism 27 and the lock mechanism 28 are configured as described above. Thereby, the state of supplying the compressed air to the 2 nd pressure chamber 33 is shifted to the state of discharging the compressed air from the 2 nd pressure chamber 33, and the parking spring brake mechanism 25 is operated. Thereby, the clutch sleeve 42 moves together with the 2 nd piston 35 subjected to the pressing force of the 2 nd spring 34 with respect to the main shaft 38, and the concave-convex teeth 46b and the concave-convex teeth 46a mesh with each other. Then, the rotation of the clutch wheel 41 is stopped, and the main shaft 38 and the 2 nd piston 35 are connected.

Further, the operation of the parking spring brake mechanism 25 is started in a state where the fluid brake mechanism 24 is operated. That is, in a state where the compressed air is supplied to the 1 st pressure chamber 29 and the fluid brake mechanism 24 is operated, the compressed air is discharged from the 2 nd pressure chamber 33 and the parking spring brake mechanism 25 is operated.

In addition, in the above state, the locked state of the parking spring brake mechanism 25 is maintained by the lock mechanism 28. That is, the rotation of the clutch case 43 is restricted by the engagement between the engaging blade 49a and the locking blade 43c, and the rotation of the clutch sleeve 42 is restricted. Further, the rotation of the clutch wheel 41 is restricted by the engagement between the concave-convex teeth 46b and the concave-convex teeth 46a, and the rotation of the main shaft 38 with respect to the clutch wheel 41 is also restricted.

For example, there may be a case where it is desired to slightly move the parking position of the railway vehicle by the tractor without supplying compressed air to the 2 nd pressure chamber 33 and releasing the operation of the parking spring brake mechanism 25. In this case, the operator performs a pulling operation of the pull ring 51 to release the braking state by the parking spring brake mechanism 25 by a manual operation.

On the other hand, in a state where the parking spring brake mechanism 25 is released from operation, that is, in a state where compressed air is supplied to the 2 nd pressure chamber 33, the transmission mechanism 27 releases the connection between the main shaft 38 and the 2 nd piston 35. In the state where the compressed air is supplied to the 2 nd pressure chamber 33, the concave-convex teeth 46b and the concave-convex teeth 46a are separated without meshing. Therefore, the clutch wheel 41 is in a state of being rotatable with respect to the clutch case 43, and the connection between the main shaft 38 and the 2 nd piston 35 is released.

The braking device 1 also has a display device 10. The display device 10 is provided to visually recognize the position of the 2 nd piston 35 from the side of the brake device 1. The operator can confirm the operating state of the parking spring brake mechanism 25 by visually checking the position of the 2 nd piston 35 using the display device 10.

The display device 10 is mounted to the cover 60. Before describing the display device 10, the structure of the cover 60 will be described in further detail.

The cover 60 is formed in a cylindrical shape as a whole. A base end portion (one end portion) of the cover 60 is fixed to one end portion of the cylinder main body 23. The cover 60 houses a 2 nd spring 34 as a parking spring and a 2 nd piston 35 as a parking piston.

A lid portion 60a is formed at the distal end portion of the cover 60. The lid portion 60a is a disc-shaped portion extending radially inward of the cover 60. The lid 60a has a hole 60 b. The hole 60b allows the 2 nd piston 35 to pass therethrough, and exposes the 2 nd piston 35 to the outside of the cover 60. Further, a flange portion 60c is formed at the peripheral edge portion of the hole portion 60b of the lid portion 60 a. The flange portion 60c is formed in an annular shape protruding outward of the cover 60.

A dust boot 70 is attached between the flange portion 60c and the one end portion 35b of the 2 nd piston 35. The dust cover 70 is provided to prevent foreign matter such as dust from entering the inside of the cover 60, and in the present embodiment, the dust cover 70 is formed in a corrugated shape. The dust boot 70 is formed of, for example, a rubber sheet.

In the present embodiment, the dust boot 70 has two ridges. The diameter of the distal end portion 70a of the boot 70 is smaller than the diameter of the proximal end portion 70b of the boot 70. The base end portion 70b of the dust boot 70 is fixed to the 1 st annular groove formed in the flange portion 60c of the cover 60. The tip end 70a of the dust boot 70 is fixed to the 2 nd annular groove formed on the outer periphery of the one end 35b of the 2 nd piston 35. The display device 10 is disposed adjacent to the dust cover 70.

The display device 10 is provided to display the operating state of the parking spring brake mechanism 25 (2 nd piston 35). In the present embodiment, the operating state of the parking spring brake mechanism 25 is defined as a service brake state, a parking spring brake operating state, and a parking spring brake temporarily released state.

The service braking state is a state in which the railway vehicle is running, and is a state in which the 2 nd piston 35 of the parking spring brake mechanism 25 is not operating to brake the wheel 100.

The parking spring brake operating state is a state in which a braking force is applied to the wheel 100 by the operation of the 2 nd piston 35 of the parking spring brake mechanism 25.

The parking spring brake temporarily released state is a state in which the lock member 49 is pulled out from the cylinder main body 23, and is a state in which the braking force applied to the wheel 100 by the operation of the 2 nd piston 35 is temporarily released.

The display device 10 is disposed outside the cover 60 adjacent to the 2 nd piston 35. The display device 10 includes the dust cover 70 and the measuring member 71.

The measuring member 71 is provided as a measuring member for the operator to visually confirm the position of the 2 nd piston 35. The measuring member 71 is disposed adjacent to the 2 nd piston 35. In the present embodiment, the measurement member 71 is formed by bending a metal plate. The measurement member 71 is disposed at a part of the cover 60 in the circumferential direction. That is, in the present embodiment, the measurement member 71 is not formed in a ring shape. As described above, in the present embodiment, the measurement member 71 is formed with a simple structure. Therefore, the measuring member 71 is formed with less time and effort. The material of the measurement member 71 is not particularly limited, and the measurement member 71 may be formed using a material other than metal.

In the present embodiment, the measurement member 71 is formed in an L-shape in side view. The measurement member 71 has a base 72 and a measurement body 73.

The base 72 is provided as a part fixed to the cover 60. Most of the base portion 72 is formed in a flat plate shape extending parallel to the axial direction S1 of the 2 nd piston 35. One end portion of the base 72 is fixed to the lid portion 60a of the cover 60 using a fixing member 74 such as a screw member. The base portion 72 extends from the fixing member 74 in a direction parallel to the axial direction S1 in a direction away from the cover 60. The other end of the base 72 is formed in an L shape and continuous with the measurement body 73.

The measurement body 73 is disposed movably relative to the 2 nd piston 35 and the distal end portion 70a of the dust boot 70. The 2 nd piston 35 and the tip end portion 70a of the dust boot 70 are examples of the "movable portion" of the present invention, and the tip end portion 70a of the dust boot 70 is an example of the "portion that moves in conjunction with the parking brake piston". The measurement body 73 extends in a direction orthogonal to the axial direction S1 of the 2 nd piston 35, and in the present embodiment, the measurement body 73 extends substantially horizontally. The axial direction S1 of the 2 nd piston 35 is an example of the "direction of displacement of the parking brake piston" in the present invention.

The measurement body 73 faces the 2 nd piston 35 in the axial direction S1, and faces the distal end portion 70a of the dust boot 70 in the axial direction S1. That is, the measurement body 73 and the 2 nd piston 35 are opposed to each other in a direction parallel to the direction in which the 2 nd piston 35 is displaced. Similarly, the measurement body 73 and the tip end portion 70a of the dust boot 70 face each other in a direction parallel to the direction in which the 2 nd piston 35 is displaced.

In the present embodiment, in the service braking state shown in fig. 1 and 3, the one side surface 73a of the measurement body 73 is in contact with the end surface of the one end portion 35b of the 2 nd piston 35. The one side surface 73a and the distal end 70a of the dust boot 70 face each other with a gap W1(W12) in the axial direction S1. In the present embodiment, when the state is other than the service braking state, a gap is formed between the measuring body 73 and the 2 nd piston 35. With the above configuration, the measurement body 73 is disposed so as to form a gap W1 with the 2 nd piston 35. The measurement body 73 is disposed so as to form a gap W1 with the distal end 70a of the dust boot 70.

Operation of the device

Next, the operation of the brake device 1 will be described. Fig. 1, 2, and 3 show the brake device 1 in a normal braking state in which the fluid brake mechanism 24 is not operated and is in a slack state.

Operation without braking action in service braking mode

For example, when the braking operation is not performed during the operation of the railway vehicle, the state is as shown in fig. 1 to 3. In this state, the brake control device (not shown) performs control so that compressed air is not supplied to the 1 st pressure chamber 29. Then, the compressed air in the 1 st pressure chamber 29 is naturally discharged through the brake control device and the 1 st port 37 a. Therefore, in the cylinder main body 23, the 1 st piston 31 and the rod driving portion 14 are pressurized in the brake release direction D by the 1 st spring 30, and the rod 12 is not pressurized in the arrow a direction.

On the other hand, in the state shown in fig. 1 to 3, as described above, the compressed air is supplied to the 2 nd pressure chamber 33. Therefore, the 2 nd piston 35 is in a state of being moved in the brake release direction D against the elastic repulsive force of the 2 nd spring 34. In this state, the concave-convex teeth 46a of the clutch wheel 41 and the concave-convex teeth 46b of the clutch sleeve 42 are not engaged.

Operation in which braking force is applied to wheels in service braking state

On the other hand, the fluid brake mechanism 24 is operated by supplying compressed air to the 1 st pressure chamber 29. At this time, the 1 st piston 31 is moved in the brake actuating direction C against the elastic repulsive force of the 1 st spring 30 by the pressure of the compressed air supplied to the 1 st pressure chamber 29. Thereby, the rod driving portion 14 is also moved in the brake actuation direction together with the 1 st piston 31. Thereby, the movable roller 21 is pressed toward the wheel 100 side while the movable roller 21 is separated from the fixed roller 20 by the wedge portion 14a of the lever driving portion 14. Then, the outer shell portion 18, the inner shell portion 19, and the lever 12 are moved toward the wheel 100 together with the movable roller 21. As a result, the lining 15 of the brake output unit 11 comes into contact with the tread surface 100a of the wheel 100 to apply a braking force to the wheel 100.

In addition, when the fluid brake mechanism 24 is operated, the spindle 38 is also moved in the brake operation direction C together with the 1 st piston 31. At this time, the threaded portion 40 of the main shaft 38 is threadedly engaged with the clutch wheel 41. However, when the main shaft 38 moves in the brake actuation direction together with the 1 st piston 31, the clutch wheel 41 is rotatably supported by the clutch case 43 via the bearing 44. Therefore, the clutch wheel 41 rotates about the main shaft 38 in accordance with the movement of the main shaft 38 in the brake actuation direction C. Thereby, only the main shaft 38 of the main shaft 38 and the clutch wheel 41 moves in the brake actuation direction C.

As described above, in the service braking state, the measurement member 71 is aligned with the one end portion 35b of the 2 nd piston 35 of the parking spring brake mechanism 25 without a gap in the axial direction S1. In this case, a gap W is formed between the measurement body 73 of the measurement member 71 and the distal end portion 70a of the dust boot 70 in the axial direction S1 (W12).

Operating in parking spring brake operating condition

Fig. 4 is a diagram showing a parking spring brake operation state. Next, the operation of the parking spring brake mechanism 25 will be described with reference to fig. 4. The parking spring brake mechanism 25 is operated in a state where the fluid brake mechanism 24 is operated to completely stop the railway vehicle. The parking spring brake mechanism 25 starts to operate in a state where the 1 st piston 31 is pressurized in the brake operation direction C by supplying compressed air to the 1 st pressure chamber 29.

When the parking brake 25 starts operating, the compressed air is discharged from the 2 nd pressure chamber 33. Thereby, the 2 nd piston 35 moves in the brake actuation direction C by the elastic restoring force of the 2 nd spring 34.

When the 2 nd piston 35 moves in the brake application direction C, the clutch sleeve 42 also moves in the brake application direction C along with the 2 nd piston 35. As a result, the clutch sleeve 42 comes into contact with the clutch wheel 41, and the concave-convex teeth 46a of the clutch wheel 41 and the concave-convex teeth 46b of the clutch sleeve 42 mesh with each other.

At this time, the rotation of the clutch case 43 is restricted by the engagement between the engaging blades 49a of the lock member 49 and the locking blades 43c of the clutch case 43. Relative rotation between the clutch case 43 and the clutch sleeve 42 is restricted. Therefore, when the concave-convex teeth 46a are engaged with the concave-convex teeth 46b, the rotation of the clutch wheel 41 with respect to the cylinder main body 23 is restricted.

Thereby, the main shaft 38 and the 2 nd piston 35 are coupled. The force of the 2 nd piston 35 is transmitted to the main shaft 38 via the transmission mechanism 27, and further transmitted to the 1 st piston 31 and the rod driving section 14. Thereby, the lever 12 and the like are displaced toward the wheel 100 side, and the lining 15 is brought into contact with the wheel 100. A braking force acts on the wheel 100 by a frictional resistance generated by the contact. In addition, in a state where the parking spring brake mechanism 25 is once operated, the compressed air is not supplied to the 1 st pressure chamber 29 but is gradually discharged from the 1 st pressure chamber 29.

As described above, when the braking force is applied to the wheel 100 by the parking spring brake mechanism 25, the gap W1(W13) is formed in the axial direction S1 between the measurement body 73 of the measurement member 71 and the one end portion 35b of the 2 nd piston 35 of the parking spring brake mechanism 25. In this case, a gap W1(W14) is formed between the measurement body 73 of the measurement member 71 and the distal end portion 70a of the dust boot 70 along the axial direction S1.

Operation in a state where spring brake is temporarily released for parking

As described above, when the pull ring 51 is pulled, the locked state is released, and the parking spring brake mechanism 25 can be manually released.

Thereby, the pulling ring 51 is pulled up from the cylinder main body 23, and the lock blade 49a is disengaged from the lock blade 43c of the clutch case 43. As a result, the clutch wheel 41 and the clutch sleeve 42 can rotate while maintaining the meshing state with each other, and the entire transmission mechanism 27 can be idly rotated. Thereby, the 1 st piston 31 is displaced in the brake release direction D by the elastic restoring force of the 1 st spring 30. On the other hand, the 2 nd piston 35 is displaced in the brake actuating direction C by the elastic restoring force of the 2 nd spring 34. Thereby, the lever driving portion 14 is displaced in the brake release direction D and the lining 15 is separated from the wheel 100. Thus, the braking force applied to the wheel 100 is released. In this way, the operator can move the railway vehicle while manually releasing the braking force applied to the wheel 100 by the parking spring brake mechanism 25 by operating the pull ring 51.

Fig. 5 is a diagram for explaining a main part of a parking spring brake temporarily released state. Referring to fig. 5, as described above, in the parking spring brake temporarily released state, a gap W1(W15) in the axial direction S1 is formed between the measurement body 73 of the measurement member 71 and the one end portion 35b of the 2 nd piston 35. In this case, a gap W1(W16) in the axial direction S1 is formed between the measurement body 73 and the distal end portion 70a of the dust boot 70.

Referring to fig. 3 to 5, when the railway vehicle travels, no gap is formed between the measurement body 73 and the one end portion 35b of the 2 nd piston 35. In addition, gap W13< gap W15. In addition, gap W12< gap W14< gap W16. In this way, in the service braking state shown in fig. 3, the parking spring brake operation state shown in fig. 4, and the parking spring brake temporary release state shown in fig. 5, the clearances W13, W15 between the measurement body 73 and the 2 nd piston 35, and the clearances W12, W14, W16 between the measurement body 73 and the distal end portion 70a of the dust boot 70 change, respectively.

As described above, according to the braking device 1 of embodiment 1 of the present invention, the measurement member 71 is disposed so as to be movable relative to the 2 nd piston 35 as the movable portion and the distal end portion 70a of the dust boot 70 as the movable portion. With this configuration, the operator can visually confirm the position of the 2 nd piston 35 using the measuring member 71. Therefore, when the 2 nd piston 35 is displaced in the brake actuation direction C in order to apply a braking force to the wheel 100 of the railway vehicle, the operator can visually confirm the displacement using the measuring means 71. That is, the operator can easily visually confirm whether the 2 nd piston 35 is located at the position in the service brake state, the position in the parking spring brake operation state, or the position in the parking spring brake temporarily released state, using the measuring member 71. Therefore, the operator can easily visually confirm the operating state of the parking spring brake mechanism 25.

The measurement body 73 is disposed so as to form a gap W1(W13, W15) with the 2 nd piston 35. The measurement body 73 is disposed so as to form a gap W1(W12, W14, W16) with the distal end 70a of the dust boot 70. With this configuration, the operator can visually check the space on the side opposite to the side where the operator visually checks the measurement member 71 through the gap W1. That is, the portion of the gap W1 is a bright portion when viewed by the operator. Therefore, the operator can visually confirm the width (length in the axial direction S1) of the gap W1, and thus can easily confirm the operating state of the 2 nd piston 35 using the measuring member 71. As a result, for example, even when the 2 nd piston 35 is disposed at a position inward from the side surface of the railway vehicle, the operator can easily visually confirm the operating state of the 2 nd piston 35.

The measurement body 73 of the measurement member 71 and the one end 35b of the 2 nd piston 35 face each other in a direction parallel to the axial direction S1 in which the 2 nd piston 35 is displaced. The measurement body 73 and the distal end portion 70a of the dust boot 70 face each other in a direction parallel to the axial direction S1 in which the 2 nd piston 35 is displaced. With this structure, the length of the gap W1 changes linearly with the displacement of the 2 nd piston 35. That is, the length of the gap W1 changes in a simple manner. In this way, the operator can easily visually confirm the operating state of the 2 nd piston 35 by a change that is easily visually confirmed by the operator, such as a change in the length of the gap W1 in a simple manner.

Further, the one end portion 35b of the 2 nd piston 35 and the tip end portion 70a of the dust boot 70 are arranged in a direction different from the direction in which the rod 12 protrudes from the housing member 61. This allows the operator to visually confirm the measurement member 71 while suppressing interference with the members such as the suspension member 17 disposed around the rod 12. This can further improve the visibility of the measurement member 71 by the operator.

Embodiment 2

Next, embodiment 2 of the present invention will be explained. In the following, differences from embodiment 1 will be mainly described, and the same or similar reference numerals are given to the same or similar components as embodiment 1, and the description thereof will be omitted.

Fig. 6 to 8 are sectional views showing a main part of a brake device 1A according to embodiment 2 of the present invention. Fig. 6 shows a service braking state, fig. 7 shows a parking spring brake operating state, and fig. 8 shows a parking spring brake temporarily released state.

Referring to fig. 6, the display device 10A includes a measurement member 71A, a 1 st projection 75, and a 2 nd projection 76.

The measurement member 71A has a base 72 and a measurement body 73A.

The distal end portion of the measurement body 73A and the end surface of the one end portion 35b of the 2 nd piston 35 face each other in the axial direction S1. In the present embodiment, in the service braking state, the one side surface 73a of the measuring body 73 is in contact with the end surface of the one end portion 35b of the 2 nd piston 35. A hole 73c extending in the axial direction S1 is formed in the distal end portion of the measurement member 71A. The hole 73c is formed in a shape through which the 1 st projection 75 can pass.

The 1 st projection 75 and the 2 nd projection 76 are provided to show the position of the 2 nd piston 35 with respect to the measurement member 71.

The 1 st projection 75 is provided as a portion projecting from an end surface of the one end portion 35b of the 2 nd piston 35. In the present embodiment, the 1 st protruding portion 75 is formed integrally with the 2 nd piston 35. The 1 st projection 75 may be formed using a member different from the 2 nd piston 35. In this case, the 1 st projection 75 is fixed to the one end 35b of the 2 nd piston 35.

The 1 st projection 75 is formed in a cylindrical shape, for example, and is arranged coaxially with the one end 35 b. The 1 st protruding portion 75 is configured to be able to pass through the hole 73 c. In the service braking state, the 1 st projecting portion 75 penetrates the hole portion 73 c. In the service braking state, the 1 st projecting portion 75 is adjacent to the measurement main body 73 in a direction orthogonal to the thickness direction of the measurement main body 73. The thickness direction of the measurement body 73 is parallel to the axial direction S1. The 2 nd projection 76 projects from the 1 st projection 75.

The 2 nd projecting portion 76 is provided as a portion projecting toward the measurement body 73 from the outer peripheral portion of the 1 st projecting portion 75. The 2 nd projection 76 is disposed at, for example, the tip of the 1 st projection 75. In the present embodiment, the 2 nd projecting portion 76 is formed in a disc shape projecting from the 1 st projecting portion 75 in the direction orthogonal to the axial direction S1. The 2 nd projecting portion 76 is formed to have a size capable of passing through the hole 73 c.

Operation of brake device in embodiment 2

Next, the operation of the braking device 1A in embodiment 2 will be described.

Operation under service braking in embodiment 2

As shown in fig. 6, the amount of projection of the 2 nd piston 35 from the cylinder main body (not shown) is the largest in the service braking state. In this case, the 1 st projecting portion 75 penetrates the hole 73c of the measurement main body 73. The 2 nd projecting portion 76 is located on the other side surface 73b side of the measurement main body 73, and in the present embodiment, the 2 nd projecting portion 76 is located above the measurement main body 73. In this case, a gap W1A (W17A) is formed between the measurement main body 73 and the 2 nd projecting portion 76. Further, a gap W1A (W12A) is formed between the measurement body 73A and the distal end portion 70a of the dust boot 70.

Operation in parking spring brake operation state in embodiment 2

Referring to fig. 7, when the parking spring brake mechanism 25 applies a braking force to the wheel, the position of the 2 nd piston 35 is displaced toward the brake actuation direction C side from the position of the 2 nd piston 35 in the service braking state. Thus, the distal end of the 1 st projection 75 and the 2 nd projection 76 are positioned in the hole 73 c. That is, when the display device 10A is viewed from the side of the railway vehicle, the 2 nd projecting portion 76 is hidden by the measurement subject 73. In this case, a gap W1A (W13A) is formed between the measurement body 73 and the one end portion 35b of the 2 nd piston 35. In this case, a gap W1A (W14A) is formed between the measurement body 73 and the distal end portion 70a of the dust boot 70.

Parking spring brake temporarily released state in embodiment 2Work by

Referring to fig. 8, when the pull ring 51 (not shown in fig. 8) is pulled as described above, the locked state is released, and the operation of the parking spring brake mechanism 25 can be manually released. Thereby, the 2 nd piston 35 is displaced in the brake actuation direction C. As a result, the fitting between the 1 st and 2 nd protrusions 75, 76 and the hole 73c of the measurement main body 73 is released, and the amount of separation between the 1 st and 2 nd protrusions 75, 76 and the measurement main body 73 is increased. In this case, a gap W1A (W19A) is formed between the measurement main body 73 and the 2 nd projecting portion 76. Further, a gap W1A (W15A) is formed between the measurement body 73 and the one end 35 b. Further, a gap W1A (W16A) is formed between the measurement body 73A and the distal end portion 70a of the dust boot 70.

Referring to fig. 6 to 8, in the service braking state shown in fig. 6, gaps W12A and W17A are formed. On the other hand, in the parking spring brake operation state shown in fig. 7, no gap in the axial direction S1 is formed between the 2 nd protrusion 76 and the measurement body 73, and gaps W13A and W14A are formed. In the parking spring brake temporarily released state shown in fig. 8, gaps W15A, W16A, and W19A are formed. In this way, the display mode of the display device 10A changes in the service brake state, the parking spring brake operating state, and the parking spring brake temporarily released state.

As described above, according to the braking device 1A of embodiment 2 of the present invention, the 1 st projecting portion 75 is disposed adjacent to the measurement body 73 in the direction orthogonal to the thickness direction of the measurement body 73. With this configuration, the 1 st projecting portion 75 is displaced in a direction (axial direction S1) penetrating the measurement body 73 in accordance with the displacement of the 2 nd piston 35. With this configuration, the operator can easily visually confirm the position of the 2 nd piston 35 and the like with respect to the measurement main body 73.

The 2 nd projecting portion 76 projects from the outer peripheral portion of the 1 st projecting portion 75 toward the measurement body 73. With this structure, the 2 nd projection 76 is disposed closer to the measurement main body 73. This allows the operator to easily visually confirm the position of the 2 nd piston 35 with respect to the measuring member 71.

Example 3Mode for carrying out the invention

Next, embodiment 3 of the present invention will be explained. Fig. 9 to 11 are side views showing a main part of a brake device 1B according to embodiment 3 of the present invention, and partially show the side views in cross section. Fig. 9 shows a service braking state, fig. 10 shows a parking spring brake operating state, and fig. 11 shows a parking spring brake temporarily released state.

Referring to fig. 9, the display device 10B has the 1 st projection 75B and a position sensor 77.

The 1 st projection 75B is provided to indicate the relative position between the measuring member 71 and the 2 nd piston 35. The 1 st projection 75B is provided to contact the position sensor 77.

The 1 st projection 75B projects from an end surface of the one end 35B of the 2 nd piston 35. The 1 st projection 75B is formed in a cylindrical shape, for example. In the service braking state, the 1 st projecting portion 75B is adjacent to the measurement body 73 in a direction orthogonal to the thickness direction of the measurement body 73. The thickness direction of the measurement body 73 is parallel to the axial direction S1. The 1 st projection 75B is disposed coaxially with the 2 nd piston 35. A slope 78 is formed at the tip end of the 1 st projection 75B.

The inclined portion 78 is formed so as to be distant from the center axis of the 1 st protruding portion 75B as going toward the base end portion of the 1 st protruding portion 75. In the present embodiment, the inclined portion 78 is formed in a truncated cone shape with a thin tip. A position sensor 77 is provided at a position in contact with the inclined portion 78 having the above-described structure.

The position sensor 77 is provided to detect the position of the 2 nd piston 35. The position sensor 77 is, for example, a limit switch. The position sensor 77 is configured to be able to generate different outputs when the 2 nd piston 35 is located at a position in the operating state of the parking spring brake device 25 and when the 2 nd piston 35 is located at a position other than the position in the operating state of the parking spring brake device 25.

The position sensor 77 has a housing 79, a plunger 80, and a roller 81.

The case 79 is formed in a hollow box shape and is provided on the other side surface 73b of the measurement body 73. The case 79 is fixed to the measurement body 73 using a fixing member 82 such as a screw member. A portion of plunger 80 protrudes from housing 79.

The plunger 80 is formed in a rod shape. The plunger 80 is supported by the case 79 so as to be displaceable in a direction orthogonal to the axial direction S1. The tip end portion of the plunger 80 and the 1 st projecting portion 75B face in the direction orthogonal to the axial direction S1. The output of position sensor 77 varies depending on the position of plunger 80 relative to housing 79. The output of the position sensor 77 is an electric signal, which is transmitted to the upper controller via the electric cable 83 as a detection signal for detecting the operation of the parking spring brake mechanism 25.

A spring member, not shown, is mounted between plunger 80 and case 79, and applies a spring force to plunger 80 in a direction protruding from case 79. A roller 81 is attached to the distal end of the plunger 80.

The roller 81 is rotatably supported by the plunger 80 and is rotatable in accordance with displacement of the 1 st projecting portion 75B in the axial direction S1. In the service braking state, the roller 81 is in contact with the inclined portion 78 of the 1 st projecting portion 75B.

In the braking device 1B having the above-described configuration, the output of the position sensor 77 is transmitted to a not-shown transfer table. The transport table displays the output of the position sensor 77 in accordance with the output. More specifically, the brake device 1B includes a pressure detection switch provided in the control pipe of the 2 nd port 37B. The output result of the pressure detection switch and the output result of the position sensor 77 are combined, and as a result, the display lamp of the transport table displays the operating state of the brake device 1B.

Operation of brake device in embodiment 3

Next, the operation of the braking device 1B in embodiment 3 will be described.

Operation in service braking condition in embodiment 3

As shown in fig. 9, the amount of projection of the 2 nd piston 35 from the cylinder main body (not shown) is the largest in the service braking state. In this case, the roller 81 of the plunger 80 of the position sensor 77 contacts the middle portion (round shaft portion) of the 1 st projecting portion 75B.

Embodiment 2In the parking spring brake operating state

Referring to fig. 10, when the parking spring brake mechanism 25 applies a braking force to the wheel, the position of the 2 nd piston 35 is displaced toward the brake actuation direction C side from the position of the 2 nd piston 35 in the service braking state. Thereby, the inclined portion 78 of the 1 st projection 75B and the roller 81 of the plunger 80 come into contact. Therefore, the position of the plunger 80 is changed from the position of the plunger 80 in the service braking state. As a result, the output of the position sensor 77 changes from the output of the position sensor 77 in the service braking state.

Operation in parking spring brake temporarily released state in embodiment 2

Referring to fig. 11, when the pull ring 51 (not shown in fig. 11) is pulled, the locked state is released, and the parking spring brake mechanism 25 can be manually released. Thereby, the 2 nd piston 35 is displaced in the brake actuation direction C. As a result, the 1 st projecting portion 75B is separated from the measurement main body 73 by a large amount. As a result, the contact between roller 81 of plunger 80 and 1 st projection 75B is released, and the amount of projection of plunger 80 from case 79 becomes maximum. As a result, the output of the position sensor 77 changes from the output of the position sensor 77 in the parking spring brake operation state.

As described above, the inclined portion 78 is formed in the 1 st projecting portion 75B. Therefore, when the 2 nd piston 35 is displaced from the position in the parking spring brake operation temporarily released state to the parking spring brake operation position, the roller 81 can smoothly contact the 1 st projecting portion 75B.

As described above, the brake device 1B according to embodiment 3 of the present invention is provided with the position sensor 77 for detecting the position of the 2 nd piston 35. With this configuration, the position of the 2 nd piston 35, that is, the operating state of the parking spring brake mechanism 25 can be detected based on the output of the position sensor 77. With such a configuration, both the operation state of the 2 nd piston 35 can be visually checked by the operator using the measuring member 71 and the operation state of the 2 nd piston 35 can be visually checked using the position sensor 77.

The position sensor 77 is configured to generate different outputs when the 2 nd piston 35 is located at a position in the parking spring brake operating state and when the 2 nd piston 35 is located at a position other than the parking spring brake operating state. With this configuration, the position sensor 77 can be realized with a simple configuration such as a switch.

Further, the position sensor 77 is supported by the measurement member 71. With such a configuration, the measurement member 71 can also be used as a bracket for the position sensor 77. This can simplify the structure of the brake device 1 by reducing the number of components. In addition, the space occupied by the measuring member 71 and the position sensor 77 as a whole can be made smaller. As a result, the brake device 1 can be made more compact.

As shown in fig. 12, the 1 st projection 75B may be provided with a 2 nd projection 76B, and a measurement body 73A may be used instead of the measurement body 73. In this case, the 2 nd projecting portion 76B is disposed at the intermediate portion of the 1 st projecting portion 75B. With this configuration, the operator can easily visually confirm the position of the 2 nd piston 35 by using the 2 nd projecting portion 76B.

Embodiment 4

Fig. 13A is a side view showing a main part of a brake apparatus 1C according to embodiment 4 of the present invention, partially in section and showing a service braking state. Fig. 13B shows a front view of a part of the remote display device 84 in a service braking state as the state shown in fig. 13A.

Fig. 14A is a side view showing a main part of a brake device 1C according to embodiment 4 of the present invention, partially in section and showing a parking spring brake operation state. Fig. 14B shows a front view of a part of the remote display device 84 in the parking spring brake operating state as the state shown in fig. 14A.

Fig. 15A is a side view showing a main part of a brake device 1C according to embodiment 4 of the present invention, and shows a parking spring brake temporarily released state with a part thereof shown in section. Fig. 15B shows a front view of a part of the remote display device 84 in a parking spring brake temporarily released state as the state shown in fig. 15A.

Referring to fig. 13A to 13B, the display device 10C includes the measurement member 71 and the remote display device 84.

The remote display device 84 is provided to visually check the operating state of the 2 nd piston 35 at a position different from the position where the measuring member 71 is provided.

The remote display device 84 has the 1 st projection 75, a link plate 85, a cable 86, a plurality of supports (japanese: ステー)87, 88, a link mechanism 89, a pointer member 90, and a measurement plate (japanese: ゲージプレート) 91.

The tip end of the 1 st projection 75 is fixed to one end of the connecting plate 85. The coupling plate 85 is provided to transmit the displacement of the 1 st projection 75 to the core wire 86a of the cable 86. In the present embodiment, the connecting plate 85 is disposed parallel to the measurement body 73, and is aligned with the measurement body 73 in the axial direction S1. One end of the connecting plate 85 is fixed to the 1 st projecting portion 75 using a fixing member 92 such as a lock nut. The other end portion of the link plate 85 is fixed to one end portion of the core wire 86a of the cable 86 using a fixing member 93 such as a lock nut.

The cable 86 has a core wire 86a and a tube 86b covering most of the core wire 86 a.

The core wire 86a is an example of the "displacement transmission member" of the present invention, and is displaced in conjunction with the displacement of the 2 nd piston 35. The core wire 86a is a push-pull type cable (japanese: プッシュ · プルケーブル) formed using a flexible member such as a wire. One end of the core wire 86a is disposed adjacent to the measurement member 71. The other end of the core wire 86a is disposed at a position apart from the 2 nd piston 35. The length of the core wire 86a can be set as appropriate depending on the location where the pointer member 90 is disposed. That is, the pointer member 90 can be arranged at any position of the railway vehicle by changing the length of the core wire 86 a.

As described above, one end of the core wire 86a is fixed to the other end of the link plate 85 using the fixing member 93. Thereby, one end of the core wire 86a can be displaced in the axial direction S1 integrally with the linking plate 85 and the 2 nd piston 35. A portion of the core wire 86a other than one end portion and the other end portion of the core wire 86a is covered with a tube 86 b.

The tube 86b is a flexible cylindrical member formed using synthetic resin or the like. One end of the tube 86b is fixed to the base 72 of the measurement member 71 via a support 87 including a metal plate or the like. That is, the core wire 86a is supported by the measurement member 71 via the tube 86b and the support 87. The other end of the tube 86b is fixed to, for example, the back surface of the measurement plate 91 via a support 88 made of a metal plate or the like. The other end portion of the core wire 86a is exposed from the tube 86b, and the other end portion is connected to the link mechanism 89.

The link mechanism 89 is provided as a motion conversion mechanism that converts the linear motion of the other end portion of the cable 86 into the rotational motion of the pointer member 90. The link mechanism 89 has a 1 st link member 89a, a pin member 89b, a 2 nd link member 89c, and a shaft member 89 d.

The 1 st link member 89a is formed in a small piece shape and is fixed to the other end portion of the cable 86. The 1 st link member 89a is disposed adjacent to the rear surface of the measurement plate 91. The 1 st link member 89a is connected to the 2 nd link member 89c via a pin member 89b so as to be rotatable with respect to the 2 nd link member 89 c.

The 2 nd link member 89c is formed in a small piece shape, and is fixed to a shaft member 89d extending in parallel with the pin member 89 b. The shaft member 89d is inserted through the measurement plate 91 and is supported swingably on the measurement plate 91. A pointer member 90 is fixed to the shaft member 89 d.

The indicating needle member 90 is provided to display the operating state of the 2 nd piston 35 at a position separated from the 2 nd piston 35 by operating in conjunction with the 2 nd piston 35. The pointer member 90 is formed in, for example, an elongated pointed shape. The pointer member 90 is disposed on the front surface side of the measurement plate 91. A base end portion of the pointer member 90 is fixed to the shaft member 89 d. The distal end portion of the pointer member 90 is formed to have a thin shape. The position of the pointer member 90 rotating about the shaft member 89d changes in conjunction with the position of the 2 nd piston 35. The meaning indicated by the position of the pointer member 90 can be clearly understood with reference to the measurement plate 91.

The measurement plate 91 is an example of the "display member" of the present invention, and is provided to show the relationship between the position of the core wire 86a of the cable 86 and the position of the 2 nd piston 35. The measurement plate 91 is formed using, for example, a metal plate. One edge portion of the measurement plate 91 is bent and fixed to a chassis or the like of a railway vehicle, not shown. A display portion 95 is formed on the surface of the measurement plate 91.

In the present embodiment, the display unit 95 is formed by applying a marking process to the surface of the measurement plate 91. The display unit 95 displays the position of the pointer member 90 rotating around the shaft member 89d in accordance with the position. Specifically, the display portion 95 is formed with a display of "relief" (japanese: ユルメ), a display of "parking brake", and a display of "release" along the circumferential direction of the shaft member 89 d.

Operation of brake device in embodiment 4

Next, the operation of the brake device 1C according to embodiment 4 will be described.

Operation in service braking state in embodiment 4

As shown in fig. 13A and 13B, the amount of projection of the 2 nd piston 35 from the cylinder main body (not shown) is the largest in the service brake state. In this case, the position of the connecting plate 85 is located at the farthest position from the measuring body 73 in the movable range of the connecting plate 85. At this time, the pointer member 90 is configured to show the "released" position of the display portion 95.

Operation in parking spring brake operation state in embodiment 4

As shown in fig. 14A and 14B, when the parking spring brake mechanism 25 applies a braking force to the wheel, the position of the 2 nd piston 35 is displaced toward the brake actuation direction C side from the position of the 2 nd piston 35 in the service brake state. This displacement is transmitted to the core wire 86a via the linking plate 85 to displace the core wire 86 a. The displacement of the core wire 86a is transmitted to the pointer member 90 via the link mechanism 89, thereby displacing the pointer member 90 about the shaft member 89 d. Thus, the pointer member 90 is arranged to show the "parking brake" position of the display portion 95.

Operation in parking spring brake temporarily released state in embodiment 4

As shown in fig. 15A and 15B, when the pull ring 51 (not shown in fig. 15A) is pulled as described above, the locked state is released, and the operation of the parking spring brake mechanism 25 can be manually released. Thereby, the 2 nd piston 35 is displaced in the brake actuation direction C. As a result, the 1 st projection 75 comes closer to the measurement main body 73. This displacement is transmitted to the core wire 86a via the linking plate 85 to displace the core wire 86 a. The displacement of the core wire 86a is transmitted to the pointer member 90 via the link mechanism 89, and the pointer member 90 is displaced around the shaft member 89 d. Thus, the pointer member 90 is configured to show the "released" position of the display portion 95.

As described above, according to the braking device 1C of embodiment 4 of the present invention, the core wire 86a of the cable 86 can transmit the displacement information of the 2 nd piston 35 to the position apart from the measuring member 71. The operator can visually confirm the displacement information by referring to the pointer member 90 and the measurement plate 91. Therefore, the operator can visually confirm the operating state of the 2 nd piston 35 at a position away from the measuring member 71, such as the side periphery of the railway vehicle. This allows the operator to visually confirm the operation state of the 2 nd piston 35 more easily.

In addition, the cable 86 has flexibility. With such a configuration, the degree of freedom of arrangement of the cable 86 can be further improved. As a result, the degree of freedom of layout of the display device 10C can be further improved.

Further, the cable 86 is supported by the measurement member 71. With such a configuration, the measurement member 71 can be used as a bracket for the cable 86. This can simplify the structure of the brake device 1 by reducing the number of components. In addition, the space occupied by the measurement member 71 and the cable 86 as a whole can be made smaller. As a result, the brake device 1C can be made more compact.

As shown in fig. 16, a 2 nd projection 76 may be provided on the 1 st projection 75, and a measurement body 73A may be used instead of the measurement body 73. In this case, the 2 nd projection 76 is disposed at the intermediate portion of the 1 st projection 75. With this configuration, the operator can easily visually confirm the position of the 2 nd piston 35 by using the 2 nd projecting portion 76.

Modification example

The embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiments, and various modifications can be made within the scope of the claims to implement the present invention. For example, the following modifications can be implemented.

(1) For example, in addition to the configuration of embodiment 1, as shown in fig. 17, a movable plate 96 and a fixed plate 97 may be provided. The movable plate 96 is formed using a metal plate or the like, and is disposed parallel to the axial direction S1. The movable plate 96 is fixed to the 2 nd piston 35, is displaceable integrally with the 2 nd piston 35, and is displaceable relative to the fixed plate 97. Fixed plate 97 is disposed so as to overlap movable plate 96.

The fixed plate 97 is formed using a metal plate or the like, and is disposed parallel to the movable plate 96. The fixing plate 97 is fixed to the measurement main body 73 of the measurement member 71, for example. The fixing plate 97 is fixed to the other side surface 73b of the measurement body 73. Fixed plate 97 is disposed forward of movable plate 96 when viewed from the side of the railway vehicle. The fixed plate 97 is formed with a display portion 95D. The display unit 95D is provided to display the operating state of the 2 nd piston 35. Display unit 95D has 3 holes 98a, 98b, and 98 c.

Holes 98a, 98b, and 98c are, for example, through holes formed in fixing plate 97, and in the present embodiment, are formed in elongated slit shapes. Holes 98a, 98b, and 98c are arranged in parallel with axial direction S1 with a gap therebetween.

In the above configuration, when the service brake state is established, the movable plate 96 is disposed so as not to overlap the hole 98a but to overlap the holes 98b and 98 c. Thus, in the display portion 95D, light passes through only the hole portion 98a of the hole portions 98a, 98b, and 98 c. Thus, the operator who visually observes the display unit 95D can visually confirm that the 2 nd piston 35 is in the service brake state.

As shown in fig. 17, when the parking spring brake is in the operating state, the movable plate 96 that is displaced together with the 2 nd piston 35 is disposed so as to overlap the hole portion 98c without overlapping the hole portions 98a and 98 b. Thus, in the display portion 95D, light passes through the holes 98a, 98b of the holes 98a, 98b, 98 c. Thus, the operator who visually recognizes the display unit 95D can visually confirm that the 2 nd piston 35 is in the parking spring brake operation state.

In the case where the parking spring brake is temporarily released, the movable plate 96 that is displaced together with the 2 nd piston 35 is disposed so as not to overlap any of the hole portions 98a, 98b, and 98 c. Thus, in the display portion 95D, light passes through all the holes 98a, 98b, and 98 c. Thus, the operator who visually recognizes the display unit 95D can visually confirm that the 2 nd piston 35 is in the parking spring brake temporarily released state.

In modification (1), the hole portions 98a, 98b, and 98c are illustrated as slits. However, this may not be the case. For example, the holes 98a, 98b, and 98c may have a character shape. In this case, the hole portion 98a is formed in a character shape such as "relief". Further, the hole 98b is formed in a character shape of "parking brake". Further, the hole portion 98c is formed in a character shape of "release". With such a configuration, the operator can easily visually confirm the operating state of the parking spring brake mechanism 25.

In another embodiment, a structure using the movable plate and the fixed plate of modification (1) may be adopted.

(2) In the above embodiments and modifications, the "movable portion" of the present invention is described as an example of the tip portion of the dust boot and the 2 nd piston. However, this may not be the case. For example, the "movable portion" of the present invention may be only one of the distal end portion of the dust boot and the 2 nd piston, or may be a portion other than the distal end portion of the dust boot and the 2 nd piston.

(3) In the above embodiments and modifications, the embodiment in which the brake device is configured to brake by a tread surface has been described as an example. However, this may not be the case. The present invention can be applied to brake devices other than the tread brake device. For example, the present invention can be applied to a brake device configured as a disc brake device.

(4) In the above embodiments and modifications, the brake device in the form of providing both the parking spring brake mechanism and the fluid brake mechanism is described as an example. However, this may not be the case. A brake device in a form not provided with a fluid brake mechanism may be implemented.

(5) In the above embodiments and modifications, the compressed air is used as the pressure fluid used in the fluid brake mechanism and the parking spring brake mechanism, but this may not be the case. A pressure fluid other than compressed air may be used in the fluid brake mechanism and the parking spring brake mechanism. For example, pressure oil may be used as the pressure fluid in the fluid brake mechanism and the parking spring brake mechanism.

(6) In the above embodiments and modifications, the parking spring brake mechanism is described as having various components. However, the present invention is not limited to any particular configuration as long as the present invention includes at least the parking spring braking piston and the measuring member.

Industrial applicability

The present invention can be applied to a vehicle brake device.

Description of the reference numerals

1. A braking device; 10. a display device; 35. 2 nd piston (piston for parking brake, movable part); 70a, a tip end portion of the dust boot (a portion that moves in conjunction with the parking brake piston, a movable portion); 71. and a measuring member.

Claims (12)

1. A vehicle brake device is characterized in that,

the vehicle brake device includes:

a parking brake piston provided to generate a braking force when the vehicle is parked; and

a display device for displaying the position of the parking brake piston,

the above-mentioned display device comprises a measuring means,

the measuring member is disposed so as to be opposed to a movable portion that is a part of the parking brake piston and to be movable relative to the movable portion,

the above-mentioned measuring means is configured such that,

in a service braking state, the measuring member and the movable portion are in contact with each other,

in a state other than the service braking state, a gap is formed between the measurement member and the movable portion which face each other.

2. The vehicular brake device according to claim 1,

the vehicle brake device includes a service brake piston connected to the parking brake piston via a clutch sleeve, a clutch wheel, and a main shaft,

the parking brake piston has a surface connected to the service brake piston and a surface not connected to the service brake piston,

the measuring member may be in contact with the surface of the parking brake piston on the side not coupled to the service brake piston.

3. The vehicular brake device according to claim 1,

the measuring member and the movable portion are opposed to each other in a direction parallel to a direction in which the parking brake piston is displaced.

4. The vehicular brake device according to claim 1,

the measuring member has a plate-like portion extending so as to be orthogonal to a direction in which the parking brake piston is displaced,

the movable portion has a 1 st protruding portion disposed adjacent to the plate-shaped portion in a direction orthogonal to a thickness direction of the plate-shaped portion.

5. The vehicular brake device according to claim 4,

the vehicle brake device further includes a 2 nd projecting portion projecting from an outer peripheral portion of the 1 st projecting portion toward the plate-like portion.

6. The vehicular brake device according to any one of claims 1 to 5,

the display device includes a position sensor for detecting a position of the parking brake piston.

7. The vehicular brake device according to claim 6,

the position sensor is configured to generate different outputs when the parking brake piston is located at an operating position for generating the braking force and when the parking brake piston is located at a position other than the operating position.

8. The vehicular brake device according to claim 6,

the position sensor is supported by the measuring member.

9. The vehicular brake device according to claim 1,

the display device includes:

a displacement transmission member that is displaced in conjunction with displacement of the parking brake piston; and

and a display member for displaying a relationship between a position of the displacement transmission member and an operation state of the parking brake piston.

10. The vehicular brake device according to claim 9,

the displacement transmission member includes a flexible cable.

11. The vehicular brake device according to claim 9,

the displacement transmission member is supported by the measurement member.

12. The vehicular brake device according to claim 1,

the vehicle brake device further includes:

a housing member for housing the parking brake piston; and

a rod protruding from the housing member and displaceable by operation of the parking brake piston,

the direction in which the parking brake piston projects from the accommodating member is different from the direction in which the lever projects from the accommodating member,

the measuring member is disposed adjacent to the parking brake piston.

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