CN115823154A

CN115823154A - Brake cylinder and brake clamp for rail transit vehicle

Info

Publication number: CN115823154A
Application number: CN202211573357.XA
Authority: CN
Inventors: 鲍春光; 吕斐; 曾梁彬; 韩红文; 王贤龙; 兴百宪
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: 2022-12-08
Filing date: 2022-12-08
Publication date: 2023-03-21
Also published as: CN221683456U; CN117780831A

Abstract

The application discloses rail transit is brake cylinder for vehicle, including pushing component and piston. Wherein the piston drives the pushing component to brake the rail transit vehicle. In addition, the brake cylinder further comprises a push rod driven by the piston, and the pushing component comprises a thrust fulcrum. And, the thrust fulcrum is in slidable contact with the push rod to transmit the braking force. The brake cylinder for the rail transit vehicle of the embodiment of the application realizes effective amplification of the braking force required by the brake cylinder, reduces waste of the braking force in the idle stroke, improves the overall braking effect, and ensures the stability and the safety of the braking process of the rail transit vehicle. Meanwhile, the brake cylinder can further reduce the space required by the brake device and reduce the weight of the brake device. When the requirement of braking force is met, the number of parts of the braking device is reduced, so that the braking device is easier to mount and dismount, and the overall working efficiency is improved.

Description

Brake cylinder and brake clamp for rail transit vehicle

Technical Field

The application relates to the technical field of rail transit, especially, relate to brake cylinder for rail transit vehicle.

Background

The rail transit vehicle brake device has the advantages that the rail transit passenger capacity is large, the urban transit transportation pressure can be effectively relieved, and the brake device of the rail transit vehicle is required to be made to ensure the running stability and safety of the rail transit vehicle during running. The rail transit braking device is a set of system for braking rail vehicles, and mainly has the main functions of controlling the running speed of the rail vehicles, so that the running rail vehicles can be quickly decelerated and stopped, or run at a limited speed on a downhill, and the overspeed of a train caused by the gravity action of the vehicles when the train runs downhill is prevented; even a stationary train needs to be braked to prevent the parked train from slipping due to gravity or wind blowing. Therefore, rail transit braking is an important link for guaranteeing rail transit transportation safety. At present, with the increase of the running speed of trains in rail transit, the braking force provided by a braking device is required to be larger and larger, and the brake cylinder is the power source of the braking force of the trains.

The currently used brake device is a spring energy storage type parking brake cylinder, and the brake of the railway vehicle is realized by pressing a brake pad to a friction surface of a brake disc. Patent CN106499752 discloses a vehicle foundation brake device, which weakens the problem that the clearance between a brake pad and a brake disc is increased due to abrasion in the braking process by automatically adjusting the clearance between the brake pad and the brake disc, and avoids weakening of the original braking force of the brake device. However, this brake device does not have a brake force amplification mechanism, and cannot enhance the brake force, and there is a safety risk and a risk that effective braking cannot be achieved due to insufficient brake force. Meanwhile, the braking device is large in size and heavy in weight, and the requirement for light weight of a train cannot be met more and more. In addition, major braking companies have begun to develop brake cylinders that incorporate amplification mechanisms. However, most of the amplification mechanisms in the prior patent are tapered wedges and multi-link structures, and the overall structure is complex, so that the size of a brake clamp unit is still huge. Patent CN112855809 discloses a pneumatic brake cylinder and brake clamp unit, increase braking force through fixed lead screw, but the lead screw is for satisfying the brake amplification effect among the device, and lever structure mainly sets up the magnification through the mutual distance length of three fulcrum, and a lever can only design a magnification usually, will guarantee that each fulcrum spare part is connected and not interfere lever length and can be partially long, if the product of different magnifications will be newly developed, need to change lever length and two outer end fulcrum cooperation part contact cooperation size.

Disclosure of Invention

The object of the present application is to solve the above technical problems.

In order to achieve the above purpose, the application provides, in a first aspect, a brake cylinder for a rail transit vehicle, including a pushing component and a piston, where the piston drives the pushing component to perform braking of the rail transit vehicle, and is characterized in that the brake cylinder further includes a push rod capable of being driven by the piston, and the pushing component includes a thrust fulcrum, and the thrust fulcrum is in slidable contact with the push rod to transmit braking force.

Further, the push rod comprises a thrust surface, the thrust surface is in contact with the thrust fulcrum to transmit braking force, and the thrust surface is a non-plane surface, so that relative motion of the thrust fulcrum on the thrust surface is non-linear motion.

Further, the thrust surface at least comprises a first thrust surface and a second thrust surface, the first thrust surface and the second thrust surface are both planes, and an included angle smaller than 180 degrees is formed between the first thrust surface and the second thrust surface.

Further, the included angle between the first thrust surface and the second thrust surface is greater than 90 degrees.

Further, the included angle between the first thrust surface and the second thrust surface is 100-150 degrees.

Further, the opening direction of the included angle faces to one side of the movement direction of the piston in the braking process.

Further, at least a portion of the thrust surface is curved.

Further, the push rod includes a sliding slot, the thrust surface is a portion of an inner surface of the sliding slot, and the sliding slot is not a straight slot.

Further, the push rod is a bent rod, and the bending direction of the push rod faces to the opposite side of the movement direction of the piston in the braking process, so that the shape of the push rod is matched with that of the thrust surface.

Further, the surface of the piston adjacent the push rod has a groove in which at least a portion of the push rod is located at the end of the braking process.

Furthermore, the thrust fulcrum is a pin shaft, the pushing component comprises a thrust seat, and the pin shaft is fixed on the side surface of the thrust seat.

Furthermore, the brake cylinder comprises a cylinder body and a cylinder cover which are detachably connected, the cylinder cover comprises a fixed fulcrum, and the push rod is connected to the fixed fulcrum and rotates around the fixed fulcrum.

Furthermore, the push rod comprises a stressed fulcrum, the stressed fulcrum is located at one end of the push rod, opposite to the fixed fulcrum, and the piston is in contact with the stressed fulcrum to transmit braking force.

Further, the force-receiving fulcrum includes a bearing, and the piston is in contact with the bearing to transmit the braking force.

Further, the brake cylinder includes a spring pin stop that connects the cylinder block and the cylinder head.

Further, the brake cylinder comprises an energy storage spring which directly or indirectly transmits the braking force to the piston.

In order to achieve the purpose, the second aspect of the application provides a brake clamp for a rail transit vehicle, which comprises a brake cylinder.

By applying the technical scheme of the invention, at least the following technical effects are realized:

1. the brake cylinder realizes effective amplification of braking force required by the brake cylinder through the structural design of the push rod part, reduces waste of the braking force in an idle stroke, improves the overall braking effect, and ensures the stability and the safety of the braking process of the rail vehicle.

2. The cylinder body of the brake cylinder and the cylinder cover are connected and locked, so that the parking cylinder is more convenient to mount and more reliable in connection, and potential safety hazards are avoided.

3. The brake cylinder has a more compact structure, can further reduce the space required by the brake device, and reduces the weight of the brake device. When the requirement of braking force is met, the number of parts of the braking device is reduced, so that the braking device is easier to mount and dismount, and the overall working efficiency is improved.

4. The invention can set different magnifications by adjusting the shape of the thrust surface. Specifically, in the embodiment of the invention, the adopted chute push rod mainly designs the shape of the middle chute to set the magnification, can be designed into a variable magnification structure according to the idle stroke and the stroke requirement during braking, the middle groove can also simplify the matching of parts, the whole size is smaller, and the development of products with different magnifications only needs to redesign the shape of the chute without changing other matched parts, thereby being easier to realize the series development.

Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a block diagram illustrating a brake cylinder in an operating state according to one embodiment;

FIG. 2 is a schematic diagram illustrating a thrust surface in mating relation with a thrust fulcrum in one embodiment;

FIG. 3 is a cross-sectional view of a brake cylinder in an operating condition according to one embodiment;

FIG. 4 is a block diagram illustrating a brake cylinder in a braking state according to one embodiment;

FIG. 5 is a cross-sectional view of the brake cylinder in a braking condition according to one embodiment;

FIG. 6 illustrates a perspective view of a brake caliper in one embodiment.

Reference numerals: 1. a pushing member; 2. a piston; 21. a common piston; 22. parking the piston; 3. a push rod; 4. a thrust fulcrum; 5. a thrust surface; 51. a first thrust surface; 52. a second thrust surface; 6. an included angle; 7. a chute; 8. a groove; 9. a pin shaft; 10. a thrust seat; 11. a cylinder block; 12. a cylinder head; 13. fixing a fulcrum; 14. a stressed fulcrum; 15. a bearing; 16. an elastic pin stop structure; 17. an energy storage spring.

Detailed Description

It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

The present invention is described in further detail below with reference to specific examples, which are not to be construed as limiting the scope of the invention as claimed.

According to one aspect of the present invention, a brake cylinder for a rail transit vehicle is proposed, as shown in fig. 1, comprising a pushing member 1 and a piston 2. The piston 2 performs braking of the rail transit vehicle by driving the pushing member 1.

In the present embodiment, as shown in fig. 1, the piston 2 includes a normal piston 21 and a parking piston 22.

The brake cylinder also includes a push rod 3 which can be driven by a service piston 21. Specifically, the pushing member 1 includes a pushing fulcrum 4. Therefore, the braking force can be transmitted through the slidable contact of the thrust fulcrum 4 and the push rod 3, the amplification of the braking force is realized, and the braking effect is further enhanced. Meanwhile, the structure is simple and compact, the brake cylinder can be flexibly installed, the occupation of the inner space of the brake cylinder is effectively reduced, and the light-weight requirement of the train is met.

Specifically, as shown in fig. 1 and 2, the pushrod 3 includes a thrust surface 5. The transmission of the braking force can be achieved by the contact of the thrust surface 5 with the thrust fulcrum 4.

In this embodiment, the thrust surface 5 is non-planar, so that the relative movement of the thrust fulcrum 4 on the thrust surface 5 is non-linear movement. Specifically, as shown in fig. 2, the thrust surface 5 includes at least a first thrust surface 51 and a second thrust surface 52. Wherein the first thrust surface 51 and the second thrust surface 52 are both planar, but the first thrust surface 51 and the second thrust surface 52 form an included angle 6 of less than 180 degrees. The opening direction of the included angle 6 faces to one side of the movement direction of the service piston 21 during braking, and as shown in fig. 2, the included angle 6 formed by the first thrust surface 51 and the second thrust surface 52 is formed. In a particular embodiment, the included angle 6 between the first thrust surface 51 and the second thrust surface 52 is 100-150 degrees. Therefore, in the braking process, the thrust fulcrum 4 can generate a significantly larger braking force in the latter half of the braking process, and the magnification of the variable-rate braking force is realized, so that the braking cylinder can quickly realize a stronger braking effect after the idle stroke is finished.

Furthermore, in another embodiment, the thrust surface 5 may be planar. In the braking process, the thrust fulcrum 4 can also play a certain degree of braking force variable magnification effect in the movement process.

Further, in the present embodiment, as shown in fig. 1, the push rod 3 includes a chute 7, the push rod 3 is a chute push rod, and the thrust surface 5 is a part of the inner surface of the chute 7.

In another embodiment, the sliding groove 7 is a curved groove, and correspondingly, the thrust surface 5 is a curved surface, so that the effect of gradually increasing the braking force and multiplying the braking force can be also realized during the braking process.

In the present embodiment, the push rod 3 is a bent rod. Meanwhile, the bending direction of the push rod 3, i.e., the projecting direction of the push rod 3, is toward the opposite side of the moving direction of the service piston 21 during braking. The surface of the common piston 21 adjacent to the push rod 3 has a groove 8. On one hand, the design enables the shape of the push rod 3 to be matched with the shape of the thrust surface 5, and ensures the structural strength of the push rod; on the other hand, a part of the push rod 3 can be accommodated in the groove 8 of the piston 21, so that the occupation of the internal space of the brake cylinder can be reduced, and the requirements of miniaturization and light weight of train parts are met.

In addition, in other embodiments, the push rod 3 may also be a straight rod, which can reduce the occupation of the inner space of the brake cylinder to a certain extent and achieve a more effective brake amplification effect compared with a brake amplification mechanism in the prior art.

Further, as shown in fig. 1 and 3, the thrust fulcrum 4 is a pin shaft 9, the pushing component 1 includes a thrust seat 10, and the pin shaft 9 is fixed on a side surface of the thrust seat 10, so that the push rod 3 can transmit a braking force to the thrust seat 10 through the pin shaft 9 based on the thrust fulcrum 4, and the thrust seat 10 can axially move along the braking cylinder, thereby realizing braking of the rail vehicle.

Further, as shown in fig. 1, the brake cylinder includes a cylinder block 11 and a cylinder head 12 which are detachably attached. The cylinder cover 12 comprises a fixed fulcrum 13, the push rod 3 is connected to the fixed fulcrum 13 and moves around the fixed fulcrum 13, so that one end of the push rod 3 can be fixed, and the movement of the thrust fulcrum 4 can be realized in the subsequent braking process through the lever principle, so that the braking effect of the railway vehicle is enhanced.

Further, as shown in fig. 1, the push rod 3 includes a force receiving fulcrum 14. Wherein, the stressed fulcrum 14 is positioned at one end of the push rod 3 opposite to the fixed fulcrum 13. Meanwhile, the service piston 21 is in contact with the stressed fulcrum 14 to realize the transmission of the braking force. Further, as shown in fig. 3, the force receiving fulcrum 14 includes a bearing 15, and the normal piston 21 is in contact with the bearing 15 to transmit the braking force. This enables the push rod 3 to be driven by the normal piston 21.

Further, as shown in fig. 3, the brake cylinder includes an energy storage spring 17. The energy storage spring 17 directly or indirectly transmits braking force to the common piston 21, so that the common piston 21 is driven, the subsequent push rod 3 is driven to move, and the rail vehicle is braked.

Further, as shown in fig. 3, the brake cylinder includes a spring pin stop 16. Wherein the spring pin stop 16 connects the cylinder block 11 and the cylinder head 12. Thus, the spring pin stop 16 further prevents the cylinder head 12 from being removed from the cylinder block 11 due to loosening of the bolt fastener under the force of the internal parts during braking of the rail vehicle.

In one specific embodiment, the process of jointly completing vehicle braking by all functional components of the brake cylinder for the rail transit vehicle is as follows:

as shown in figures 1 and 3, when the railway vehicle runs normally, the brake cylinder is charged with air, the parking piston 22 compresses the energy storage spring 17 to abut against the cylinder cover 12, and meanwhile, the steel balls in the inner hole groove of the parking piston 22 lock the parking piston 22 to move axially.

As shown in fig. 4 and 5, when the rail vehicle is braked, in order to keep the vehicle in a stationary state, the compressed air in the brake cylinder needs to be discharged. Then, the energy storage spring 17 is opened to drive the parking piston 22 to move, then the service piston 21 is pushed to move, further the push rod 3 is pushed to rotate around the fixed pivot 13, then the push rod 3 drives the thrust seat 10 to move axially along the brake cylinder through the pin shaft 9 on the thrust seat 10, and finally the braking of the railway vehicle is realized.

Fig. 6 is a perspective view of a brake caliper for a rail transit vehicle according to an embodiment of the present application.

Specifically, the brake clamp for the rail transit vehicle comprises the brake cylinder.

1. the brake cylinder realizes effective amplification of braking force required by the brake cylinder through the structural design of the push rod part, reduces waste of braking force in an idle stroke, improves the overall braking effect, and ensures the stability and safety of the braking process of the railway vehicle.

3. The brake cylinder has a more compact structure, and can further reduce the space required by the brake device and reduce the weight of the brake device. When the requirement of braking force is met, the number of parts of the braking device is reduced, so that the braking device is easier to mount and dismount, and the overall working efficiency is improved.

4. The invention can set different magnifications by adjusting the shape of the thrust surface. Specifically, in the embodiment of the invention, the adopted chute push rod mainly sets the magnification by designing the shape of the middle chute, the variable magnification structure can be designed according to the idle stroke and the stroke requirement during braking, the middle groove can also simplify the matching of parts, the whole size is smaller, products with different magnifications only need to be redesigned, other matched parts do not need to be changed, and the series development is easier to realize.

The above description is only for the purpose of illustrating the present invention, and the scope of the present invention is not limited thereto, and any person skilled in the art can substitute or change the technical solution of the present invention and the inventive concept within the technical scope of the present invention.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.

It should be noted that in the description of the present specification, reference to the description of the term "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Claims

1. A brake cylinder for a rail transit vehicle comprises a pushing component (1) and a piston (2), wherein the piston (2) drives the pushing component (1) to brake the rail transit vehicle, and the brake cylinder is characterized by further comprising a push rod (3) driven by the piston (2), the pushing component (1) comprises a thrust fulcrum (4), and the thrust fulcrum (4) is in slidable contact with the push rod (3) to transmit braking force.

2. A brake cylinder according to claim 1, characterized in that the push rod (3) comprises a thrust surface (5), the thrust surface (5) being in contact with the thrust fulcrum (4) to transfer the braking force, the thrust surface (5) being non-planar such that the relative movement of the thrust fulcrum (4) on the thrust surface (5) is a non-linear movement.

3. Brake cylinder according to claim 2, characterized in that the thrust surfaces (5) comprise at least a first (51) and a second (52) thrust surface, the first (51) and second (52) thrust surfaces being planar, but the first (51) and second (52) thrust surfaces forming an angle smaller than 180 degrees.

4. A brake cylinder according to claim 3, characterized in that the angle (6) between the first (51) and second (52) thrust surfaces is greater than 90 degrees.

5. Brake cylinder according to claim 4, characterized in that the angle (6) between the first (51) and second (52) thrust surfaces is 100-150 degrees.

6. A brake cylinder according to claim 5, characterized in that the opening direction of the angle (6) is directed to one side of the direction of movement of the piston (2) during braking.

7. A brake cylinder according to claim 2, characterized in that at least a part of the thrust surface (5) is curved.

8. A brake cylinder according to any one of claims 2 to 7, characterized in that the push rod (3) comprises a slide groove (7), the thrust surface (5) being part of the inner surface of the slide groove (7), the slide groove (7) not being a straight groove.

9. A brake cylinder according to any one of claims 2-7, characterized in that the push rod (3) is a bent rod, the bending direction of the push rod (3) being directed towards the opposite side of the direction of movement of the piston (2) during braking, so that the shape of the push rod (3) matches the shape of the thrust surface (5).

10. A brake cylinder according to claim 9, characterized in that the surface of the piston (2) close to the push rod (3) has a groove (8), in which groove (8) at least a part of the push rod (3) is located at the end of the braking process.

11. A brake cylinder according to any one of claims 2 to 7, characterized in that the thrust point (4) is a pin (9), the thrust member (1) comprises a thrust block (10), and the pin (9) is fixed to a side surface of the thrust block (10).

12. A brake cylinder according to claim 11, characterized in that it comprises a cylinder block (11) and a cylinder head (12) removably connected, said cylinder head (12) comprising a fixed fulcrum (13), said push rod (3) being connected to said fixed fulcrum (13) and rotating about said fixed fulcrum (13).

13. A brake cylinder according to claim 12, characterized in that the push rod (3) comprises a force fulcrum (14), the force fulcrum (14) being located at the end of the push rod (3) opposite to the fixed fulcrum (13), the piston (2) being in contact with the force fulcrum (14) to transmit the braking force.

14. A brake cylinder according to claim 13, characterized in that the force-bearing fulcrum (14) comprises a bearing (15), the piston (2) being in contact with the bearing (15) to transmit the braking force.

15. A brake cylinder according to claim 14, characterized in that it comprises a spring pin stop (16), said spring pin stop (16) connecting the cylinder block (11) and the cylinder head (12).

16. A brake cylinder according to any one of claims 1-7, characterized in that the brake cylinder comprises an energy charging spring (17), which energy charging spring (17) transmits the braking force directly or indirectly to the piston (2).

17. Brake calliper for rail vehicles, characterised in that it comprises a brake cylinder according to one of claims 1-16.