CN117780831A - Brake cylinder and brake clamp for rail transit vehicle - Google Patents

Abstract

The application discloses a brake cylinder for a rail transit vehicle, comprising a pushing component and a piston. Wherein the piston drives the pushing member to perform braking of the rail transit vehicle. In addition, the brake cylinder also comprises a push rod which can be driven by the piston, and the pushing component comprises a pushing fulcrum. And, the thrust fulcrum is in slidable contact with the push rod to transmit the braking force. According to the brake cylinder for the rail transit vehicle, the effective amplification of the braking force required by the brake cylinder is realized, meanwhile, the waste of the braking force in the idle stroke is reduced, the integral braking effect is improved, and the stability and the safety of the braking process of the rail transit vehicle are ensured. Meanwhile, the space required by the braking device can be further reduced by the braking cylinder, and the weight of the braking device is reduced. The braking force requirement is met, and meanwhile, the number of parts of the braking device is reduced, so that the braking device is easier to install and detach, 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, in particular to a brake cylinder for a rail transit vehicle.

Background

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

The conventional braking device is a spring energy storage type parking brake cylinder, and the brake pad is pressed against the friction surface of the brake disc to realize the braking of the railway vehicle. Patent CN106499752 discloses a basic braking device for a vehicle, which reduces the problem of increasing the gap between a brake pad and a brake disc due to abrasion in the braking process by automatically adjusting the gap between the brake pad and the brake disc, and avoids the reduction of the original braking force of the braking device. However, this brake device does not have a brake force amplifying mechanism therein, and cannot enhance the brake force, and there is a safety risk that effective braking cannot be achieved due to insufficient brake force. Meanwhile, the brake device is large in size and heavy in mass, and cannot meet the requirement of train light weight. In addition, major braking enterprises have been working to develop brake cylinders that integrate amplification mechanisms. However, most of amplifying mechanisms in the prior art have wedge and multi-connecting rod structures, and the whole structure is complex, so that the brake clamp unit is still huge in volume. Patent CN112855809 discloses a pneumatic brake cylinder and a brake clamp unit, wherein the braking force is increased by a fixed screw rod, but in the device, the screw rod mainly sets the amplification rate by the mutual distance length of three supporting points in the lever structure, usually, one kind of lever can only be designed with one rate, the connection of parts of each supporting point is ensured not to interfere with the length of the lever, the length of the lever can be prolonged, and if products with different rates are newly developed, the length of the lever and the contact matching size of two supporting point matching parts at the outer end need to be changed.

Disclosure of Invention

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

To achieve the above object, a first aspect of the present application proposes a brake cylinder for a rail transit vehicle, comprising a pushing member and a piston, the piston driving the pushing member to brake the rail transit vehicle, characterized in that the brake cylinder further comprises a push rod drivable by the piston, the pushing member comprising a thrust fulcrum, the thrust fulcrum being in slidable contact with the push rod to transmit a braking force.

Further, the push rod comprises a thrust surface, the thrust surface is contacted with the thrust fulcrum to transmit braking force, and the thrust surface is non-planar, so that the relative movement of the thrust fulcrum on the thrust surface is non-linear.

Further, the thrust surface comprises at least a first thrust surface and a second thrust surface, both of which are planar, but the first thrust surface and the second thrust surface form an included angle of less than 180 degrees.

Further, the first thrust surface and the second thrust surface have an included angle 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 piston movement direction during braking.

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

Further, the push rod comprises a sliding groove, the thrust surface is a part of the inner surface of the sliding groove, and the sliding groove is not a straight groove.

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 the shape of the thrust surface.

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

Further, 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.

Further, the brake cylinder includes a detachably connected cylinder block and a cylinder head, the cylinder head including a fixed fulcrum, and the pushrod is connected to and rotates about the fixed fulcrum.

Further, the push rod comprises a stress fulcrum, the stress fulcrum is positioned at one end of the push rod opposite to the fixed fulcrum, and the piston is contacted with the stress fulcrum to transmit braking force.

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

Further, the brake cylinder includes an elastic pin stopper structure that connects the cylinder block and the cylinder head.

Further, the brake cylinder includes a charge spring that directly or indirectly transmits a braking force to the piston.

Further, the push rod includes first connecting portion, and first connecting portion is with atress fulcrum and push rod detachably connection, and first connecting portion includes two lugs, and two lugs are towards one side of the piston direction of motion in the braking process, and the both ends of atress fulcrum are connected to two lugs, and the space between two lugs holds the bearing, and the bearing is antifriction bearing.

Further, the push rod includes a second connecting portion detachably connecting the fixed fulcrum and the push rod.

Further, the piston is a conventional piston, and the push rod is driven by the conventional piston.

Further, the pistons include a conventional piston and a parking piston, and the push rod is driven by the conventional piston.

To achieve the above object, a second aspect of the present application proposes a brake caliper for a rail transit vehicle, including a brake cylinder.

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

1. according to the braking cylinder, through the structural design of the push rod part, the effective amplification of the braking force required by the braking cylinder is realized, meanwhile, the waste of the braking force in the idle stroke is reduced, the integral braking effect is improved, and the stability and the safety of the railway vehicle in the braking process are ensured.

2. The cylinder body and the cylinder cover of the brake cylinder are connected and locked through the structural design, so that the parking cylinder is more convenient to install and more reliable to connect, and potential safety hazards are avoided.

3. The brake cylinder structure is more compact, the space required by the brake device can be further reduced, and the weight of the brake device is reduced. The braking force requirement is met, and meanwhile, the number of parts of the braking device is reduced, so that the braking device is easier to install and detach, and the overall working efficiency is improved.

4. The invention can set different magnification 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 magnification structure can be designed according to the idle stroke and the stroke requirement during braking, the middle slotting can simplify the matching of parts, the whole size is smaller, the chute shape is only required to be redesigned when different magnification products are developed, other matched parts are not required to be changed, and the serial development is easier to realize.

Additional aspects and advantages of the 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 application.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

FIG. 1 illustrates a block diagram of a brake cylinder in an operating condition in one embodiment;

FIG. 2 illustrates a schematic view of the thrust face in mating relationship with a thrust fulcrum in one embodiment;

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

FIG. 4 shows a block diagram of a brake cylinder in a braked state in one embodiment;

FIG. 5 shows a cross-sectional view of a brake cylinder in a braked state in one embodiment;

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

FIG. 7 illustrates an angled perspective view of a pushrod in one embodiment;

FIG. 8 illustrates another angular perspective view of the pushrod in one embodiment;

FIG. 9 shows a top view of a pushrod in one embodiment;

FIG. 10 shows a cross-sectional view of a pushrod 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. thrust supporting points; 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. a fixed fulcrum; 14. a force bearing fulcrum; 15. a bearing; 16. an elastic pin stop structure; 17. an energy storage spring; 18. a first connection portion; 19. a lug; 20. and a second connecting part.

Detailed Description

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

The invention is described in further detail below in connection with 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 is operated by driving the pushing member 1 to brake the rail transit vehicle.

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

Meanwhile, the brake cylinder further includes a push rod 3 that can be driven by the service piston 21, that is, the push rod 3 is driven by the service piston 21. Specifically, the urging member 1 includes the urging fulcrum 4. Thus, the braking force can be transmitted through the slidable contact between the thrust fulcrum 4 and the push rod 3, and the braking force is amplified, so that the braking effect is further enhanced. Meanwhile, the structure is simple and compact, flexible installation can be realized, occupation of the internal space of the brake cylinder is effectively reduced, and the light weight requirement of the train is met.

In particular, as shown in fig. 1 and 2, the push rod 3 includes a thrust surface 5. The transmission of 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 such that the relative movement of the thrust fulcrum 4 on the thrust surface 5 is non-linear. 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 is towards one side of the movement direction of the piston 21 in the braking process, and the included angle 6 formed by the first thrust surface 51 and the second thrust surface 52 is shown in fig. 2. In a specific 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 obviously larger braking force in the latter half of the braking process, and the variable-magnification braking force amplification is realized, so that the braking cylinder can quickly realize 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 role in amplifying the braking force variable magnification to a certain extent in the moving 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 portion of an inner surface of the chute 7.

In another embodiment, the chute 7 is a curved chute, and correspondingly, the thrust surface 5 is a curved surface, so that the effect of gradually increasing the magnification of the braking force can be achieved during braking.

In this embodiment, the push rod 3 is a bent rod. Meanwhile, the bending direction of the push rod 3, i.e., the protruding direction of the push rod 3, is directed to the opposite side of the movement direction of the conventional piston 21 during braking. The surface of the piston 21, which is usually close to the push rod 3, is provided with a recess 8. On the one hand, the design ensures that the shape of the push rod 3 is 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 internal space of the brake cylinder to a certain extent and realize more effective brake amplifying effect compared with the brake amplifying mechanism in the prior art.

Further, as shown in fig. 1 and 3, the thrust fulcrum 4 is a pin 9, the pushing component 1 includes a thrust seat 10, and the pin 9 is fixed on a side surface of the thrust seat 10, so that the push rod 3 can transmit braking force to the thrust seat 10 through the pin 9 based on the thrust fulcrum 4, so that the thrust seat 10 can move along an axial direction of the brake cylinder, and further, braking of the railway vehicle is realized.

Further, as shown in fig. 1, the brake cylinder includes a cylinder block 11 and a cylinder head 12 that are detachably connected. 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, 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 bearing fulcrum 14. Wherein the force bearing fulcrum 14 is located at the end of the push rod 3 opposite the fixed fulcrum 13. At the same time, the conventional piston 21 is in contact with the force bearing fulcrum 14 to achieve transmission of braking force. Further, as shown in fig. 3, the force receiving fulcrum 14 includes a bearing 15, and the conventional piston 21 is in contact with the bearing 15 to be able to transmit braking force. This allows the plunger 3 to be driven by the conventional piston 21. In one embodiment, the piston 2 is a conventional piston 21 and the push rod 3 is driven by the conventional piston 21.

Further, as shown in fig. 3, the brake cylinder includes an accumulator 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, and further the follow-up push rod 3 is driven to move, and the rail vehicle is braked. In one embodiment, the piston 2 is a conventional piston 21, and the push rod 3 is driven by the conventional piston.

Further, as shown in fig. 3, the brake cylinder includes a spring pin stop 16. Wherein the elastic pin stopper structure 16 connects the cylinder block 11 and the cylinder head 12. Thus, the elastic pin stopper 16 can further prevent the cylinder head 12 from being separated from the cylinder block 11 due to the loosening of the bolt fastener under the force of the internal parts at the time of braking of the railway vehicle.

Further, as shown in fig. 1 and fig. 7 to 10, the push rod 3 includes a first connection portion 18, and the first connection portion 18 detachably connects the force receiving fulcrum 14 and the push rod 3, so that the push rod 3 can be driven by the first connection portion 18 after the braking force is transmitted to the force receiving fulcrum 14 by the conventional piston 21. Furthermore, the first connection 18 comprises two lugs 19. Two lugs 19 are provided on the side of the piston 2 which faces in the direction of movement during braking, the two lugs 19 being connected to the ends of the load bearing fulcrum 14, thereby connecting the ends of the load bearing fulcrum 14 to the push rod 3. And, the space between the two lugs 19 accommodates the bearing 15. In one particular embodiment, the bearing 15 is a rolling bearing. In another embodiment, the piston 2 is a conventional piston 21, and the push rod 3 is driven by the conventional piston 21.

Further, as shown in fig. 1 and 7 to 10, the push rod 3 includes a second connection portion 20, and the second connection portion 20 detachably connects the fixing fulcrum 13 and the push rod 3, so that one end of the push rod 3 can be fixed to the brake cylinder through the second connection portion 20.

In one embodiment, the process of combining the functional components of the brake cylinder for the rail transit vehicle to complete the braking of the vehicle is as follows:

as shown in fig. 1 and 3, the railway vehicle runs normally, the brake cylinder is inflated, the parking piston 22 compresses the energy storage spring 17 against the cylinder cover 12, and meanwhile, steel balls in grooves in the inner holes of the parking piston 22 lock the axial movement of the parking piston 22.

As shown in fig. 4 and 5, in order to keep the vehicle stationary during braking of the railway vehicle, 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 common piston 21 is pushed to move, then the push rod 3 is pushed to rotate around the fixed pivot 13, then the push rod 3 drives the push rod 10 to axially move along the brake cylinder through the pin shaft 9 on the push rod 10, and finally the brake 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 caliper for the rail transit vehicle comprises the brake cylinder.

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

1. according to the braking cylinder, through the structural design of the push rod part, the effective amplification of the braking force required by the braking cylinder is realized, meanwhile, the waste of the braking force in the idle stroke is reduced, the integral braking effect is improved, and the stability and the safety of the railway vehicle in the braking process are ensured.

2. The cylinder body and the cylinder cover of the brake cylinder are connected and locked through the structural design, so that the parking cylinder is more convenient to install and more reliable to connect, and potential safety hazards are avoided.

3. The brake cylinder structure is more compact, the space required by the brake device can be further reduced, and the weight of the brake device is reduced. The braking force requirement is met, and meanwhile, the number of parts of the braking device is reduced, so that the braking device is easier to install and detach, and the overall working efficiency is improved.

4. The invention can set different magnification 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 magnification structure can be designed according to the idle stroke and the stroke requirement during braking, the middle slotting can simplify the matching of parts, the whole size is smaller, the chute shape is only required to be redesigned when different magnification products are developed, other matched parts are not required to be changed, and the serial development is easier to realize.

The above embodiments are merely illustrative embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be able to apply to the present invention, and all equivalents and modifications according to the technical scheme and the inventive concept thereof are intended to be included in the scope of the present invention.

It is noted that relational terms such as first and second, and the like are 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. Moreover, 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 one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.

It should be noted that in the description of the present specification, descriptions of terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., mean 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, schematic representations of the above terms are not necessarily directed 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, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Claims (21)

1. Brake cylinder for rail transit vehicles, comprising a pushing member (1) and a piston (2), said piston (2) driving said pushing member (1) for braking of the rail transit vehicle, characterized in that said brake cylinder further comprises a push rod (3) drivable by said piston (2), said pushing member (1) comprising a thrust fulcrum (4), said thrust fulcrum (4) being in slidable contact with said push rod (3) for transmitting a 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) for transmitting a 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 non-linear.

3. Brake cylinder according to claim 2, characterized in that the thrust surface (5) comprises at least a first thrust surface (51) and a second thrust surface (52), the first thrust surface (51) and the second thrust surface (52) being planar, but the first thrust surface (51) and the second thrust surface (52) forming an included angle (6) of less than 180 degrees.

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

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

6. 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. Brake cylinder according to claim 2, characterized in that at least a portion of the thrust surface (5) is curved.

8. Brake cylinder according to any of claims 2-7, characterized in that the push rod (3) comprises a runner (7), the thrust surface (5) being part of the inner surface of the runner (7), the runner (7) not being a straight runner.

9. Brake cylinder according to any 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. Brake cylinder according to claim 9, characterized in that the surface of the piston (2) adjacent to the push rod (3) has a recess (8), at the end of the braking process at least a part of the push rod (3) being located in the recess (8).

11. Brake cylinder according to any one of claims 2-7, characterized in that the thrust fulcrum (4) is a pin (9), the thrust member (1) comprising a thrust seat (10), the pin (9) being fixed to a side of the thrust seat (10).

12. A brake cylinder according to claim 11, characterized in that the brake cylinder comprises a detachably connected cylinder block (11) and cylinder head (12), the cylinder head (12) comprising a fixed fulcrum (13), the pushrod (3) being connected to the fixed fulcrum (13) and rotating around the fixed fulcrum (13).

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

14. 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) for transmitting a braking force.

15. Brake cylinder according to claim 14, characterized in that it comprises a resilient pin stop structure (16), said resilient pin stop structure (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 a charge spring (17), which charge spring (17) directly or indirectly transmits a braking force to the piston (2).

17. Brake cylinder according to claim 14, characterized in that the push rod (3) comprises a first connection part (18), the first connection part (18) detachably connects the force bearing point (14) and the push rod (3), the first connection part (18) comprises two lugs (19), the two lugs (19) face one side of the piston (2) in the movement direction during braking, the two lugs (19) are connected with the two ends of the force bearing point (14), the space between the two lugs (19) accommodates the bearing (15), and the bearing (15) is a rolling bearing.

18. Brake cylinder according to claim 12, characterized in that the push rod (3) comprises a second connection (20), the second connection (20) detachably connecting the fixed fulcrum (13) and the push rod (3).

19. Brake cylinder according to claim 1, characterized in that the piston (2) is a conventional piston (21), the push rod (3) being driven by the conventional piston (21).

20. Brake cylinder according to claim 1, characterized in that the piston (2) comprises a service piston (21) and a parking piston (22), the push rod (3) being driven by the service piston (21).

21. A brake caliper for a rail transit vehicle, characterized in that it comprises a brake cylinder according to any one of claims 1 to 20.