CN111845837A

CN111845837A - Braking clamp device, variable-track-pitch bogie and railway vehicle

Info

Publication number: CN111845837A
Application number: CN201910354245.7A
Authority: CN
Inventors: 鲍春光; 王睿文; 雷国伟; 朱君华; 韩红文; 王永胜; 曾梁彬
Original assignee: CRRC Qishuyan Institute Co Ltd; CRRC Changzhou Tech Mark Industrial Co Ltd
Current assignee: CRRC Qishuyan Institute Co Ltd; CRRC Changzhou Tech Mark Industrial Co Ltd
Priority date: 2019-04-29
Filing date: 2019-04-29
Publication date: 2020-10-30

Abstract

The invention provides a braking clamp device, a track-pitch-variable bogie and a railway vehicle, and belongs to the technical field of railway vehicle braking. The brake clamp device comprises a clamp body, a first clamp arm and a second clamp arm, wherein the clamp body can be fixedly arranged on a track-variable bogie through a mounting seat, and the clamp body can move along with wheels of a track-variable wheel pair in the left-right direction in the track-variable process relative to the mounting seat; wherein the first jawarm is fixedly mounted on the jawset body and serves as a stationary lever member, and the second jawarm is hingedly mounted on the jawset body at a mid-section thereof and serves as a rotary lever member. The braking clamp device provided by the invention can be suitable for variable-gauge wheel sets, and is stable and reliable in braking.

Description

Braking clamp device, variable-track-pitch bogie and railway vehicle

Technical Field

The invention belongs to the technical field of rail vehicle braking, and relates to a braking clamp device suitable for a variable-gauge wheel pair, a variable-gauge bogie using the braking clamp device, and a rail vehicle.

Background

The brake caliper device is a key component for providing braking to a railway vehicle, and is widely applied to the railway vehicle, and the basic working principle of the brake caliper device is that an output shaft of a brake cylinder outputs braking force to act on the rear end of a lever member (such as a caliper arm), so that the rear end of the lever member rotates towards the wheel of a wheel pair and generates braking through a brake pad.

Meanwhile, there are track-variable type rail vehicles capable of self-adapting to different track gauges, which use a track-variable bogie and a track-variable wheel pair. In a track-variable wheel pair, the wheels on both sides of the rail vehicle can be provided with a structure for sliding and changing the distance, so that the brake clamping device of the wheel can be axially displaced along with the following wheel on the premise of keeping the basic function of reliable braking so as to adapt to different track gauges.

The Chinese patent application with the application number of 201721119518.2 discloses a braking device applied to a variable-gauge bogie, which comprises a braking hanging seat and a braking clamp mounting seat; the brake spider includes a sliding engagement portion and the brake caliper mount includes a sliding connection portion; the sliding joint part and the sliding connection part form an axial moving pair. The braking device can move along with the movement of a wheel disc braking disc on a wheel, so that the wheel disc braking of the variable-gauge bogie is realized.

However, the prior art brake caliper device has problems such as the following when applied to a variable-gauge wheel set: because the brake clamps or the clamp arms on the two sides have the freedom degree of doing lever motion around the middle fulcrum, in the rail changing process, when the wheel of the variable-gauge wheel pair axially shifts, the axial side thrust F of the wheel cannot be effectively transmitted to the sliding component for realizing axial movement, so that the wheel of the variable-gauge wheel pair cannot be effectively axially moved along with the wheel; and the thrust F can generate torque deflection, the movable lever structure easily generates a quadrilateral deformation effect under the deflection torque, and the braking performance after the track change is unstable.

Disclosure of Invention

To effectively solve or at least alleviate one or more of the above problems and other problems in the prior art, the present invention provides the following technical solutions.

According to a first aspect of the present invention there is provided a brake calliper arrangement comprising:

a clamp body;

a first caliper arm installed at one of left and right sides of the caliper body;

a second caliper arm installed at the other of the left and right sides of the caliper body;

the clamp body can be fixedly arranged on a track-variable bogie through a mounting seat, and can move along with wheels of a track-variable wheel pair in the left-right direction relative to the mounting seat in the track-variable process;

The first forceps arm is fixedly installed on the forceps body and serves as a fixed lever member, and the second forceps arm is installed on the forceps body at the middle section position thereof in an articulated manner and serves as a rotary lever member.

According to an embodiment of the invention, the brake caliper device further comprises:

a brake pad module mounted on the front ends of the first and second caliper arms so as to face the wheel; and

the brake driving cylinder is used for outputting braking force to act on the rear ends of the first clamp arms and/or the second clamp arms;

the second clamp arm rotates relative to the clamp body under the action of the braking force.

The brake caliper apparatus according to a further embodiment or any of the above embodiments, wherein the brake pad module includes a brake pad holder, wherein the brake pad holder is hinged to a front end of the first caliper arm or the second caliper arm.

According to the brake caliper device of the other embodiment or any one of the above embodiments, a hinge mounting fulcrum is correspondingly arranged on the other side of the caliper body, and a first pin hole is formed in the hinge mounting fulcrum;

and a second pin hole is correspondingly formed in the middle section of the second clamp arm, and a hinge shaft passes through the first pin hole and the second pin hole to form a hinge joint between the clamp body and a hinge joint mounting pivot of the second clamp arm.

In accordance with still another embodiment of the present invention or any one of the above embodiments, the brake caliper apparatus further includes a brake actuating cylinder having a cylinder side fixed to a rear end of the first caliper arm and a piston rod side engaged with a rear end of the second caliper arm.

According to the brake caliper device of the other embodiment or any one of the above embodiments, a fixed mounting fulcrum is correspondingly arranged on one side of the caliper body, and a positioning hole is formed in the fixed mounting fulcrum;

the second clamp arm is fixedly arranged on a fixed mounting fulcrum of the clamp body at the middle section of the second clamp arm in a threaded connection mode.

According to the brake caliper device of the further embodiment or any one of the above embodiments, a fixed mounting fulcrum is correspondingly arranged on one side of the caliper body, and a first positioning hole with a non-circular section is arranged on the fixed mounting fulcrum;

and the second clamp arm is fixedly arranged on the clamp body by embedding a positioning block with a non-circular section into the first positioning hole and a second positioning hole with a non-circular section on the middle section of the second clamp arm.

The brake caliper device according to the present invention further comprises a brake caliper body having a lifting end convexly provided upward, the lifting end having a first connection sleeve and a second connection sleeve arranged in a front-rear direction;

The mounting seat is provided with a first supporting pin and a second supporting pin which are used for hoisting the clamp body, wherein the first supporting shaft penetrates through the first connecting sleeve and is used for forming a spherical hinge bearing connecting structure together with the first connecting sleeve, and the second supporting shaft penetrates through the second connecting sleeve and is used for forming a sliding bearing connecting structure together with the second connecting sleeve.

In accordance with a further embodiment of the present invention or any one of the above embodiments, the brake caliper device further includes a second connecting sleeve that is disposed between the first connecting sleeve and the second connecting sleeve.

The brake caliper apparatus according to a further embodiment or any one of the above embodiments of the present invention, wherein the spherical hinge bearing connection structure further includes a spherical bearing, a bearing seat, and a pair of limit sleeves provided between the first support shaft and the first coupling sleeve;

the spherical bearing and the first connecting sleeve are positioned through the bearing seat, and the two limiting sleeves of the limiting sleeve pair are respectively arranged on the left side and the right side of the bearing seat.

In accordance with a further embodiment or any one of the above embodiments of the present invention, the brake caliper apparatus further includes a pair of limiting sleeves, each limiting sleeve of the pair of limiting sleeves being a rubber ring that is an interference fit with the first support shaft.

According to a further embodiment of the invention or any of the above embodiments, the slide bearing connection further comprises, arranged between the second support shaft and the second connection sleeve:

a bush slidably fitted over the second support shaft, an

And the damping sleeve is fixedly sleeved on the bushing.

In accordance with yet another embodiment or any one of the above embodiments of the present invention, the first pair of ears is located in a horizontal bore of a downwardly disposed first pair of ears of the mounting block, and the second pair of ears is located in a horizontal bore of a downwardly disposed second pair of ears of the mounting block.

According to the brake caliper device of the present invention, a first bellows is disposed between the first connecting sleeve and each lifting lug of the first lifting lug pair, and a second bellows is disposed between the second connecting sleeve and each lifting lug of the second lifting lug pair.

The brake caliper assembly according to the present invention may further comprise a second caliper arm, wherein the second caliper arm is mounted on the outside of each wheel of the pair of gauge wheels.

According to a second aspect of the present invention, there is provided a variable gauge bogie comprising a brake calliper according to any of the above, wherein the brake calliper is fixedly mounted on the variable gauge bogie in correspondence with a variable gauge wheel pair.

According to a third aspect of the present invention there is provided a railway vehicle comprising a vehicle body and a pitch bogie of the second aspect of the invention.

The above features and operation of the present invention will become more apparent from the following description and the accompanying drawings.

Drawings

The above and other objects and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like or similar elements are designated by like reference numerals.

Fig. 1 is a perspective view of a brake caliper apparatus according to an embodiment of the present invention, in which a first caliper arm is shown in a state before being fixedly mounted to a caliper body.

Fig. 2 is a perspective view illustrating an installation of a brake caliper assembly corresponding to a wheel according to an embodiment of the present invention, in which a partially exploded perspective view is shown.

Fig. 3 is a perspective view of a caliper body of the brake caliper apparatus according to an embodiment of the present invention.

FIG. 4 is a side view of a brake caliper assembly in accordance with an embodiment of the present invention.

FIG. 5 is a top view of a brake caliper assembly in accordance with an embodiment of the present invention.

Fig. 6 is a sectional view a-a of fig. 4, which shows a ball-and-socket joint structure of an embodiment.

Fig. 7 is a sectional view B-B in fig. 4, which shows a slide bearing connecting structure of an embodiment.

Fig. 8 is a schematic perspective exploded view of a brake pad module of the brake caliper apparatus of the embodiment shown in fig. 1.

FIG. 9 is a schematic view of the brake caliper assembly of the embodiment of FIG. 1 in a non-derailed condition.

FIG. 10 is a schematic view of the brake caliper assembly of the embodiment of FIG. 1 in a derailed condition.

Fig. 11 is a perspective view of a brake caliper apparatus according to yet another embodiment of the present invention, wherein the first caliper arm is shown in a state before being fixedly mounted to the caliper body.

FIG. 12 is a schematic diagram of a brake caliper assembly according to an embodiment of the present invention.

Detailed Description

The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. This invention may, however, be embodied in different forms and should not be construed as limited to the embodiments set forth herein. The embodiments described above are intended to be illustrative of the full and complete disclosure of this invention, and thus, to provide a more complete and accurate understanding of the scope of the invention.

Terms such as "comprising" and "comprises" mean that, in addition to having components which are directly and explicitly stated in the description and claims, the solution of the invention does not exclude other components which are not directly or explicitly stated.

Terms such as "first" and "second" do not denote an order of the elements or components in time, space, size, etc., but rather are used to distinguish one element or component from another.

For convenience of description, the x, y and z directions are defined in the drawings, wherein the high direction of the brake caliper is defined as the z direction and the axial direction of the wheel is defined as the y direction, the x direction being perpendicular to the y and z directions and generally in the direction of the track on which the wheel is traveling, the positive direction of the x direction being directed toward the wheel. Also, in the following, azimuthal terms such as "front" and "rear" are defined with respect to the x-direction, azimuthal terms such as "front" and "rear" are defined with respect to the y-direction, and azimuthal terms such as "upper" and "lower" are defined with respect to the z-direction. It is to be understood that these directional definitions are for descriptive and clarity purposes and may vary accordingly depending on the change in orientation and/or shape of the brake caliper assembly.

The

brake caliper assembly

10 or 20 of the following embodiments of the present invention is positioned to be mounted on a variable gauge truck for braking operation of the variable gauge wheel set. A brake caliper apparatus 10 according to an embodiment of the present invention and a brake caliper apparatus 20 according to a further embodiment are illustrated in conjunction with fig. 1 to 12.

As shown in fig. 1 to 10 and 12, the brake caliper assembly 10 includes a caliper body 110, a first caliper arm 140 and a second caliper arm 120, and may further include a mounting seat 190 for integrally positioning and mounting the brake caliper assembly 10 on a bogie, and a brake actuating cylinder 130 for outputting a braking force, for example, the brake caliper assembly 10 is a cylinder type brake caliper, and the brake actuating cylinder 130 has a cylinder side and a piston rod side, and the braking force is outputted from the piston rod end of the piston rod side.

The first and

second jawarms

140, 120 are mounted on the jawset body 110; in a particular embodiment, the first jawarm 140 can be mounted to the left side of the caliper body 110 and the second jawarm 120 can be mounted to the right side of the caliper body 110. The first caliper arm 140 is fixedly installed on the caliper body 110 and serves as a fixed lever member, and the second caliper arm 120 is installed on the caliper body 110 at a middle position thereof in an articulated manner and serves as a rotating lever member, so that the braking force applied to the rear ends of the first caliper arm 140 and the second caliper arm 120, which is output from the brake driving cylinder 130, can be transmitted to the front ends of the first caliper arm 140 and the second caliper arm 120 through the lever function of the lever member, thereby generating braking on the wheel 90. In one embodiment, the cylinder side of the brake actuating cylinder 130 is fixed to the rear end of the first caliper arm 140, and the piston rod side (piston rod for outputting braking force) of the brake actuating cylinder 130 is engaged with the rear end of the second caliper arm 120, so that during braking, the cylinder of the brake actuating cylinder 130 is stationary with respect to the fixed first caliper arm 140, and interference between them is not easily generated, and interference between the piston rod of the brake actuating cylinder 130 and the movable second caliper arm 120 engaged therewith is not easily generated.

It should be noted that in yet another alternative embodiment, the first forceps arm 140 may be mounted to the right side of the forceps body 110 and the second forceps arm 120 may be mounted to the left side of the forceps body 110. The installation orientation of the first and second clamp

arms

140 and 120 with respect to the clamp body 110 is not limited, and may be determined according to which wheel (for example, a left wheel or a right wheel, etc.) of the corresponding track-changing wheel pair, the installation space, etc.; in a preferred embodiment, considering that the first caliper arm 140 is fixed with respect to the brake driving cylinder 130, which requires a small moving space during a braking operation or the like, and the second caliper arm 120 requires a large moving space, the second caliper arm 120 may be installed at one side of the caliper body 110 having a large space; illustratively, the first clamp arm 140 is mounted inboard of each wheel of the variable gauge pair and the second clamp arm 120 is mounted outboard of each wheel of the variable gauge pair.

It will be appreciated that the first and/or

second jawarms

140, 120 serve as a jawset, which may be integrally formed, and that the particular shape and size thereof is not limiting. The brake driving body of the brake caliper device 10 for outputting the braking force is not limited to the brake driving cylinder 130 of the above embodiment.

Correspondingly, a hinge mounting fulcrum 112 is correspondingly provided, for example, on the right side of the caliper body 110, and a first pin hole 1121 is provided on the hinge mounting fulcrum 112; and, the second caliper arm 120 is provided at a middle position thereof with a second pin hole 125, respectively; the hinge shaft 122 passes through the first pin hole 1121 and the second pin hole 125 to form a hinge between the caliper body 110 and the hinge mounting fulcrum 112 of the second caliper arm 120, so that the second caliper arm 120 is hinged on the hinge mounting fulcrum 112 of the caliper body 110 by the hinge shaft 122 disposed in the substantially z-direction, so that the second caliper arm 120 can pivot about the caliper body 110 when, for example, the rear end of the second caliper arm 120 is subjected to a braking force output.

Meanwhile, a fixed mounting fulcrum 114 is correspondingly provided, for example, on the left side of the clamp body 110, and a plurality of positioning holes 1141 are provided on the fixed mounting fulcrum 114; the fixed mounting fulcrum 114 may be integrally connected to the hinge mounting fulcrum 112 through the connecting arm 111, and the hinge mounting fulcrum 112 and the fixed mounting fulcrum 114 are disposed at two ends of the connecting arm 111. Furthermore, the first caliper arm 140 may have a plurality of bolt mounting holes corresponding to the plurality of positioning holes 1141 at the middle position thereof, and each bolt or screw passes through one positioning hole 1141 and one bolt mounting hole to realize a screw fastening connection, so that the first caliper arm 140 is fixedly mounted on the fixed mounting pivot 114 of the caliper body 110 by a screw connection manner. It is particularly preferred that there be one or more bushings associated with each bolt or screw, which bushings are mounted in the alignment holes 1141 and the bolt mounting holes of the second jawarm 120, which prevents the bolts or screws from being subjected to shear forces.

It will be appreciated that the fixed mounting of the first jawarm 140 is not limited to the above threaded connection, and that other fixed mounting may be employed, or even they may be integrally formed. In the following, with respect to a brake caliper device of a further embodiment shown in fig. 11, other fixing means will be exemplified.

With continued reference to fig. 2, 3, 6 and 7, in this embodiment, the caliper body 110 has a lifting end 115 disposed convexly upward, the lifting end 115 has a first connecting sleeve 116 and a second connecting sleeve 118 aligned in a front-rear direction, the first connecting sleeve 116 and the second connecting sleeve 118 may be integrally disposed, and their central axes are both disposed in the y-direction and they are substantially parallel.

Correspondingly, the mounting seat 190 has a first supporting pin 171 and a second supporting pin 172 for hoisting the clamp body 110, and the first supporting pin 171 and the second supporting pin 172 are detachable relative to the mounting seat 190; when lifting the clamp body 110, the first support shaft 171 passes through the first connecting sleeve 116 and is used together with it to form the spherical hinge bearing connection 150, for example, as shown in fig. 6, and the second support shaft 172 passes through the second connecting sleeve 118 and is used together with it to form the sliding bearing connection 160, for example, as shown in fig. 7. The spherical hinge bearing connection structure 150 can slide a certain distance left and right in the y direction relative to the first support shaft 171, and also has a certain universal degree of freedom; the sliding bearing connection structure 160 can slide a distance left and right in the y-direction relative to the second support shaft 172.

It will be appreciated that the above bearing connection arrangement enables the caliper body 110 and the caliper arms etc mounted thereon to be movable in the y direction relative to a mounting 190 fixedly mounted on a variable gauge bogie, and is particularly suitable for use in a variable gauge railway vehicle. For example, during the track changing process, when the first caliper arm 140 is fixedly connected to the caliper body 110, the rear ends of the first caliper arm 140 and the second caliper arm 120 are both fixed by the brake driving cylinder 130 (when the brake driving cylinder 130 is not operated or when no braking force is output, both ends of the brake driving cylinder 130 are respectively fixed and positioned with respect to the rear ends of the first caliper arm 140 and the second caliper arm 120), the lever structure becomes stable (when both the opposite caliper arms are movable lever members), when any one of the first caliper arm 140 and the second caliper arm 120 receives the lateral force transmitted from the wheel, the stable lever structure can be transmitted to the caliper body 110, and the lever structure formed by the first caliper arm 140 and the second caliper arm 120 is not deformed, so that the overall caliper body 110 and the like can be pushed to move or slide in the y direction along with the wheel under the condition of easily overcoming a certain initial sliding damping, furthermore, the clamp body 110 and other components such as the clamp arm and the like mounted on the clamp body can be integrally suitable for the braking requirement of the wheel set with a new track gauge, and the braking performance is stable after the track change. Meanwhile, the spherical hinge bearing connection structure 150 can provide a certain degree of universal freedom, which is beneficial to eliminating or reducing the clamping stagnation phenomenon generated in the moving or sliding process.

In one embodiment, the ball-and-socket bearing coupling 150 is shown in fig. 6, and further comprises a spherical bearing 151, a bearing seat 152 and a stop sleeve pair, which are disposed between the first support shaft 171 and the first coupling sleeve 116. The spherical bearing 151 can slide along the first support shaft 171 through the inner bushing, the spherical bearing 151 and the first connecting sleeve 116 are positioned through the bearing seat 152, and the bearing seat 152 can be fixed in the first connecting sleeve 116; the outer surface of the spherical bearing 151 is spherical, the corresponding concave spherical surfaces are arranged on the bearing seat 152, and the spherical bearing 151 can also play a role in guiding and supporting. The pair of restraining sleeves includes restraining

sleeves

153a and 153b, which are respectively disposed on the left and right sides of the bearing housing 152 and restrained to be positioned inside the first connecting sleeve 116 by, for example, retaining rings, and are also fixed to the first support shaft 171 by, for example, an interference fit; during the track change, the

position limiting sleeves

153a and 153b may move or slide with the first connecting sleeve 116 in the y direction, however, the

position limiting sleeves

153a and 153b may also provide a certain amount of initial damping (e.g., the amount of initial damping is related to the interference of the interference fit), and the initial damping may be used to reduce unnecessary free play in the y direction caused by rail vehicle vibration and the like, for example, free play after the track change. In particular, each restraining

sleeve

153a or 153b of a restraining sleeve pair may be selected to be a rubber block, such as a hard rubber block, which may deform to some extent under the action of an external force. In the process of rail transfer, the hard rubber block is slightly deformed by the side thrust from the transfer process of a clamp arm and the like, and the spherical hinge bearing connecting structure 150 can provide a certain universal degree of freedom, can play a role in deviation correction and compensation in the moving or sliding process, further can reduce the occurrence of the clamping stagnation phenomenon of follow-up displacement in the y direction, and is favorable for ensuring the safety of rail transfer.

In one embodiment, the slide bearing connecting structure 160 is specifically shown in fig. 7, and further includes a bushing 161 and a damping sleeve 162, which are disposed between the second supporting shaft 172 and the second connecting sleeve 118, wherein the bushing 161 is slidably sleeved on the second supporting shaft 172 and forms a moving pair therewith, and the damping sleeve 162 is fixedly sleeved on the bushing 161; when sliding or moving, the damper sleeve 162, the bushing 161, and the second connection sleeve 118 slide together in the y direction with respect to the second support shaft 172. Wherein the bushing 161 is optionally a metal skeleton, and the damping sleeve 162 is optionally made of a material with certain elasticity, for example, a hard rubber ring. In the braking process, the damping sleeve 162 and the limiting

sleeves

153a and 153b with hard rubber characteristics can slightly deform under the braking reaction force from the transmission process of the caliper arms and the like, so that the braking impact can be relieved, and particularly the deformation of the brake pads and the like at the front ends of the

caliper arms

120 or 140 in the braking process can be reduced.

As further shown in fig. 6 and 7, in particular, both ends of the first support pin 171 are positioned in horizontal holes of a first pair of ears 191 disposed downward of the mount 190, and both ends of the second support pin 172 are positioned in horizontal holes of a second pair of ears 192 disposed downward of the mount. Further, a first bellows 154 is disposed between the first connection sleeve 116 and each of the first pair of ears 191, and a second bellows 164 is disposed between the second connection sleeve 118 and each of the second pair of ears 192, so that the influence of the harsh environment on the spherical-hinge bearing connection structure 150 and the sliding bearing connection structure 160 can be prevented; meanwhile, the perforated middle section of the bushing 161 can be provided with an oil storage tank for lubrication, so that reasonable oil storage can be provided, and the spherical hinge bearing connection structure 150 and the sliding bearing connection structure 160 can keep good sliding performance for a long time in severe environments such as humid, low-temperature and sand blown by wind in cooperation with the use of the corrugated pipe.

As further shown in fig. 1 and 8, the brake calliper assembly 10 further comprises a brake pad module mounted at the front end of the first and

second calliper arms

140, 120 opposite the wheel 90. In one embodiment, the brake pad module corresponding to the second caliper arm 120 includes a brake pad holder 121 and a brake pad 123, the brake pad holder 121 is hinged to the front end of the second caliper arm 120; the brake pad module corresponding to the first caliper arm 140 includes a brake pad holder 141 and a brake pad 143, and the brake pad holder 141 is hinged to the front end of the first caliper arm 140. Fig. 8 illustrates an example of a hinged mounting manner of one of the brake pad holders 141, wherein the brake pad holder 141 may be provided with a pair of third pin holes 1411 at the top and bottom, a fourth pin hole 1412 corresponding to the front end of the first caliper arm 140 is provided, and a pin 1413 is vertically inserted into the third pin hole 1411 and the fourth pin hole 1412, so that a brake pad module may be modularly hinged mounted on the front end of the caliper arm, and the brake pad module is movably engaged with the corresponding first caliper arm 140 or the second caliper arm 120, which not only can accommodate the relative deflection between the caliper body 110 and the wheel 90, but also has good diversity adaptability.

Fig. 9 shows the braking operation of the brake caliper 10 in a non-derailment state (i.e. normal state), during the travel of the wheel 90 on a track with the same track gauge, for example, the output end of the brake driving cylinder 130 is controlled to extend, and the rotatable second caliper body 120 can be driven to generate a involution action relative to the first caliper body 140, so that the

brake pads

123 and 143 clamp the end face of the wheel and brake it.

Fig. 10 shows the working condition of the brake caliper device 10 in a non-rail-changing state (i.e. a normal state), when the rail distance changes, the wheel 90 "floats" due to the wheel bearing force, and the wheel 90 still constrained by the rail distance slides along the wheel shaft (i.e. slides in the y direction), so that the brake pad on one side is subjected to the thrust force F of the wheel end face to drive the brake caliper device 10 of the embodiment to follow integrally; even if the wheel 90 is deflected during the track change as shown in fig. 10, for example, the axial direction of the wheel 90 is relatively inclined by 2 °, the thrust F is also inclined by 2 ° (relatively perpendicular to the first support pin 171 and the second support pin 172), so as to cause the deflection torque N, which does not cause the unstable braking of the brake caliper device, because only one side of the two-sided caliper arms is the movable lever component, a stable lever structure is easy to form, and the "quadrilateral deformation" effect caused by the deflection torque when both the two-sided caliper arms are the movable lever structure is not generated. Therefore, the braking of the switched brake caliper device 10 is stable and reliable.

Fig. 11 illustrates yet another embodiment brake calliper assembly 20, having a calliper body 210, a first calliper arm 240 and a second calliper arm 220. Wherein the first jawarm 240 is fixed to the jawset body 110 by yet another alternative fixed mounting means and serves as a fixed lever member and the second jawarm 220 is hingedly mounted at its mid-section position to the jawset body 210 and serves as a rotatable lever member. A fixed mounting fulcrum 214 is correspondingly arranged on one side of the clamp body 210, and a first positioning hole 2141 with a non-circular section (for example, a triangular section) is arranged on the fixed mounting fulcrum 114; and, a second positioning hole 244 with a non-circular cross section is correspondingly disposed on the middle section of the second clamp arm 220. The second clamp arm 220 is fixedly mounted on the clamp body 210 by inserting a positioning block 2142 having a non-circular cross section (e.g., a triangular cross section) into the first positioning hole 2141 and the second positioning hole 244 and then fastening them by a screw. The fixed connection of first jawarm 240 to clamp body 210 is simple and reliable by the fixed connection illustrated in fig. 11.

It will be appreciated that the other components and operating principles of the brake caliper assembly 20 are substantially the same as the brake caliper assembly 10 and have substantially the same or similar effects, and that no further description of each component of the brake caliper assembly 20 and its operating principles will be provided herein.

The invention also provides an embodiment of the variable-gauge bogie, which comprises the

brake caliper device

10 or 20, wherein the

brake caliper device

10 or 20 is fixedly installed on the variable-gauge bogie corresponding to the variable-gauge wheel pair through the installation seat 190, and the fixed installation mode is not limited.

The invention also provides a railway vehicle of an embodiment, which uses the track-variable bogie.

The above examples mainly describe the brake caliper device of the present invention and the variable-pitch bogie and the railway vehicle using the same. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims

1. A brake caliper device (10, 20) comprising:

a clamp body (110, 210);

a first caliper arm (140, 240) mounted on one of left and right sides of the caliper body (110, 210);

a second caliper arm (120, 220) installed at the other of the left and right sides of the caliper body (110, 210);

wherein the caliper body (110, 210) is fixedly mountable on a track-changing bogie via a mounting seat (190), and wherein the caliper body (110, 210) is movable relative to the mounting seat (190) in a substantially left-right direction following a wheel (90) of a track-changing wheel set during a track-changing process; it is characterized in that the preparation method is characterized in that,

the first forceps arm (140, 240) is fixedly mounted on the forceps body (110, 210) and serves as a stationary lever member, and the second forceps arm (120, 220) is hingedly mounted on the forceps body (110, 210) at a middle position thereof and serves as a rotary lever member.

2. The brake caliper apparatus (10, 20) of claim 1, further comprising:

a brake pad module mounted on front ends of the first and second caliper arms (140, 240, 120, 220) opposite to the wheel (90); and

A brake driving cylinder (130) for outputting a braking force to act on a rear end of the first and/or second caliper arms (140, 240, 120, 220);

the second clamp arm (120, 220) rotates relative to the clamp body (110, 210) under the action of the braking force, and when the braking force is not output by the braking driving cylinder (130), the left end and the right end of the braking driving cylinder (130) are fixedly positioned relative to the rear ends of the first clamp arm (140) and the second clamp arm (120) respectively.

3. The brake calliper assembly (10, 20) of claim 2, wherein the brake pad module includes a brake pad holder (121, 141), wherein the brake pad holder (121, 141) is hingedly connected to a front end of the first or second calliper arm (140, 240, 120, 220).

4. The brake calliper assembly (10, 20) of claim 2, wherein the brake actuating cylinder (130) has a cylinder side secured to the rear end of the first caliper arm (140), and a piston rod side of the brake actuating cylinder (130) engages the rear end of the second caliper arm (120).

5. The brake caliper apparatus (10, 20) according to claim 1, wherein a hinge mounting fulcrum (112) is provided on the other side of the caliper body (110, 210), and a first pin hole (1121) is provided on the hinge mounting fulcrum (112);

A second pin hole (121) is correspondingly arranged at the middle position of the second clamp arm (120, 220), and a hinge shaft (122) passes through the first pin hole (1121) and the second pin hole (121) to form a hinge joint between the clamp body (110, 210) and a hinge mounting fulcrum (112) of the second clamp arm (120, 220).

6. The brake caliper apparatus (10, 20) of claim 1 wherein the caliper body (110, 210) has a fixed mounting pivot (114) disposed on one side thereof, and a locating hole (1141) disposed in the fixed mounting pivot (114);

the second clamp arm (120, 220) is fixedly arranged on a fixed mounting fulcrum (114) of the clamp body (110, 210) at the middle position thereof in a threaded connection mode.

7. The brake caliper apparatus (10, 20) of claim 1 wherein the caliper body (110, 210) is correspondingly provided with a fixed mounting pivot (114) on one side thereof and a first locating hole (2141) of non-circular cross-section is provided in the fixed mounting pivot (214);

wherein the second jawarm (120, 220) is fixedly mounted to the jawarm body (110, 210) by inserting a non-circular cross-section positioning block (2142) into the first positioning hole (2141) and a non-circular cross-section second positioning hole (244) on the middle section of the second jawarm (120, 220).

8. The brake caliper apparatus (10, 20) of claim 1, wherein the caliper body (110, 210) has a lifting end (115, 215) convexly disposed upwardly, the lifting end (115, 215) having a first connecting sleeve (116, 216) and a second connecting sleeve (118, 218) aligned in a front-to-rear direction;

the mounting (190) has a first supporting pin (171) and a second supporting pin (172) for lifting the clamp body (110, 210), wherein the first supporting shaft (171) passes through the first connecting sleeve (116, 216) and together therewith serves to form a ball-and-socket bearing connection (150), and the second supporting shaft (172) passes through the second connecting sleeve (118, 218) and together therewith serves to form a plain bearing connection (160).

9. The brake caliper apparatus (10, 20) of claim 8 wherein the first (116, 216) and second (118, 218) connection sleeves are each disposed in a side-to-side direction and are substantially parallel.

10. The brake caliper apparatus (10, 20) of claim 8 wherein said spherical-hinge bearing connection (150) further comprises a pair of spherical bearings (151), bearing seats (152) and stop sleeves disposed between said first support shaft (171) and said first coupling sleeve (116, 216);

Wherein the spherical bearing (151) and the first connecting sleeve (116, 216) are positioned by the bearing seat (152), and two limiting sleeves (153 a, 153 b) of the limiting sleeve pair are respectively arranged at the left side and the right side of the bearing seat (152).

11. The brake caliper apparatus (10, 20) of claim 10 wherein each of the restraining sleeves (153 a, 153 b) of the restraining sleeve pair is a rubber ring that has an interference fit with the first support shaft (171).

12. The brake caliper apparatus (10, 20) of claim 7 or 10 wherein the slide bearing connection (160) further includes, disposed between the second support shaft (172) and the second connection sleeve (118, 218):

a bushing (161) slidably fitted on the second support shaft (172),

a shock-absorbing sleeve (162) fixedly sleeved on the bushing (161).

13. The brake caliper apparatus (10, 20) of claim 8, wherein both ends of the first support pin (171) are positioned in horizontal bores of a first downwardly disposed pair of ears (191) of the mounting block (190), and both ends of the second support pin (172) are positioned in horizontal bores of a second downwardly disposed pair of ears (192) of the mounting block.

14. The brake caliper apparatus (10, 20) of claim 13, wherein a first bellows (154) is disposed between the first connecting sleeve (116) and each of the first pair of ears (191), and a second bellows (164) is disposed between the second connecting sleeve (118) and each of the second pair of ears (192).

15. The brake calliper assembly (10, 20) of claim 11, wherein the first calliper arm (140) is mounted inboard of each wheel (90) of the variable gauge pair, and the second calliper arm (120) is mounted outboard of each wheel (90) of the variable gauge pair.

16. A track-variable bogie, characterized by comprising a brake caliper arrangement (10, 20) according to any one of claims 1 to 15, wherein the brake caliper arrangement (10, 20) is fixedly mounted on the track-variable bogie in correspondence of a track-variable wheel pair.

17. A railway vehicle comprising a vehicle body and a pitch bogie according to claim 16.