JP2000097259A - Caliper brake for railroad - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate nonconformity due to extension and contraction of a back plate by reducing work to prostrate a piston due to thermal expansion of the back plate to the utmost, preventing galling by the piston and liquid spill from a corner seal and preventing collisional hammering sound of a cantilever pin and a cutout groove. SOLUTION: A lining 2 is supported by engaging a cantilever pin 5 fixed to a torque receiving part 1 and by providing U shaped cutout grooves 3a at two points on an outer periphery and an inner periphery at a roughly central position of a back plate of the lining 2 against the radial direction of a disc rotor in a caliper brake of a type to generate braking force to the disc rotor through a pair of the linings 2 by hydraulic pressure to be supplied to a hydraulic cylinder part 1b by arranging a pair of the linings 2 on both ends of the disc rotor and providing the hydraulic cylinder part 1b on a caliper straddling on this disc rotor.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a lining support structure for a caliper brake for a railway.

[0002]

2. Description of the Related Art The lining of a caliper brake for a railway vehicle has a sliding area of a friction material several times as large as that of an automobile, and the backing of the lining is inevitably formed in a horizontally long rectangle. It is common to provide torque receivers at both ends. FIG. 5 shows a typical lining support structure.

FIG. 5 is a side view showing a state in which a caliper brake 100 for a railway is mounted on a bogie frame A.
The railway caliper brake 100 includes a bridge portion 100a straddling a disk rotor (not shown) fixed to both side surfaces of the iron wheel D, a hydraulic cylinder portion 100b for pressing the lining 101 against the disk rotor, and a lining 101. And receives a braking torque. The lining 101 has U
The U-shaped cutout groove 101a is supported by being engaged with a cantilever pin 103 integrated with the torque member 104.

The torque member 104 is connected to the torque receiving portion 10.
The mounting bolt 105 fixed to 0c is prevented from being loosened by a tangled wire or a tongue washer penetrating the head in order to prevent loosening during running. When replacing the lining 101, the vehicle is transferred to the pit of the maintenance base, the locking bolt 105 on the “ground side” is released from being loosened, and the mounting bolt 105 is watched while paying attention to the lining 101 that falls by its own weight. And remove the lining 101 on the “ground side”.

When the kinetic energy during the running of the vehicle is converted into thermal energy by braking and absorbed by the disk rotor, the back plate of the lining 101 also receives radiant heat and thermally expands. Since the span L of the cantilever pins 103 at both ends of the caliper brake for a railway is longer than that for an automobile, the dimensional change of the back plate provided with the U-shaped cutout groove 101a is also large. As shown in FIG. 5, it is necessary to provide a gap between the cantilever pin 103 and the cutout groove 101a in advance so as not to interfere with the cantilever pins 103 at both ends even when the back plate is thermally expanded.

However, if this gap exists, the cantilever pin 103 and the notch groove 101a collide with each braking, and
The portion is crushed with the occurrence of a hitting sound, which causes a problem that the gap gradually widens. To solve this problem, Japanese Unexamined Patent Publication No.
In Japanese Patent Application Laid-Open No. 115467/1993, as shown in FIG.
A back hole 201 is provided with a through hole 202 in one side, a cantilever pin 103a is inserted, and a cutout groove 101a is provided in the other side. This embodiment has a structure in which the other cantilever pin 103b receives only a couple without receiving a braking torque, and therefore the other cutout groove 1 due to expansion and contraction of the back plate 200 due to thermal expansion.
The problem caused by the collision of the cantilever pin 103a with the cantilever pin 103b is eliminated.

However, if the shape of the back plate is as shown in FIG.
It is necessary to prepare the left and right hands for the linings 200 arranged on both sides of the disk rotor. JP-A-8-326798
Japanese Patent Application Laid-Open Publication No. H11-163873 proposes a support structure using a lining 300 that does not require left and right hand as shown in FIG. The form in which the through-hole 302 is provided on one side of the back plate 301 of the lining 300 and the cantilever pin 103a is inserted is the same as that of FIG. 6, but the other through-hole 302 is not used, and The couple receiving portions 303a and 303b are slidably contacted with each other to receive only a couple without receiving a braking torque, thereby eliminating a problem due to expansion and contraction of the back plate 301. M is an expansion / contraction allowance.

For reference, the span L between the through holes 302 is 300 mm, and the material is a hot-rolled steel plate (S
APH), the back plate 300 having a thickness of 6 mm is used, and the temperature reached by the back plate 301 during braking is set to 800 ° C.
Has been measured to be at least 2.6 mm.
Most of the towing vehicles of recent railway vehicles are electric vehicles, and braking is performed in two systems: regenerative braking in a high-speed region and mechanical braking in a low-speed region. The above-mentioned situation is a temperature that can be easily reached if the regenerative brake expires and an emergency stop is performed only by the mechanical brake from a high speed of 200 km / h or more.

[0009]

The prior art is configured as shown in FIG. 6 to eliminate the hitting sound of the cantilever pin and the notch groove and that the portion is crushed, and is configured as shown in FIG. However, even if the problem caused by the expansion and contraction of the back plate is eliminated, it is not possible to prevent the tip of the piston from falling due to the back plate extending during braking, as described later.

FIG. 8 shows a typical sectional view of the hydraulic cylinder portion 100b including the piston 401 in contact with the lining 300. A piston 401 is slidably housed in the cylinder chamber 402, and the hydraulic pressure supplied from a separately provided hydraulic pressure source is sealed by a square seal 403. At the open end of the piston 401, a recess 405 for storing the steel ball 404 is provided, and a ball retainer 406 holding the steel ball 404 is inserted. Depression 4 of Ball Retina 406
06a is press-fitted with a heat insulator 407 made of a phenol resin or the like that blocks radiant heat from the back plate 301.

Reference numeral 408 denotes a piston 401 and a steel ball 404.
These boots are made of heat-resistant rubber to protect the surrounding area from dust. A gap is provided between the inner peripheral surface of the recess 405 and the outer peripheral surface of the ball retainer 406 so that the ball retainer 406 swings along the spherical surface of the steel ball 404. And 409
Is an O-ring that fills the gap, and it is preferable that the recess 405 is filled with a lubricant such as grease.

As described above, even if the center of the piston 401 and the abutment position of the back plate 301 are slightly displaced at the initial stage of braking, the ball retainer 406 swings, thereby absorbing the force for tilting the piston 401. However, in case of emergency braking, it may exceed the allowable value. The present invention minimizes the inclination of the piston 401 to prevent nicks caused by the piston 401 in the cylinder chamber 402 and leakage of liquid from the square seal 403, and the impact sound of the cantilever pin and the notch groove and crushing of the part can be prevented. We propose a lining support structure for caliper brakes for railways that solves the problems caused by the expansion and contraction of the back plate.

[0013]

A pair of linings are disposed on both sides of a disk rotor, a hydraulic cylinder is provided on a caliper across the disk rotor, and a pair of linings are provided by hydraulic pressure supplied to the hydraulic cylinder. In the caliper brake of the type that generates a braking force on the disk rotor through the U-shaped notch grooves are provided at two locations on the outer periphery and the inner periphery of the back plate of the lining in the radial direction of the disk rotor at two positions, The lining is supported by engaging a cantilever pin fixed to the torque receiving portion of the caliper.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a side view of a state in which a caliper brake 1 for a railway is mounted on a bogie frame A. Rail caliper brake 1
A bridge portion 1a straddling a disk rotor (not shown) fixed to both side surfaces of the iron wheel D;
And a torque receiving portion 1c that supports the lining 2 and receives a braking torque.

The braking force F generated by the hydraulic pressure supplied to the two hydraulic cylinder portions 1b is calculated by assuming that the iron wheel D is rotating counterclockwise as indicated by the arrow R, and A tangential force f for moving the lining 2 in the tangential direction
1 and a couple f2 that is to be moved in the radial direction. This braking force is received by engaging the cantilever pin 5 by providing a U-shaped cutout groove 3a at two locations on the outer periphery and the inner periphery substantially at the center of the back plate 3. The tangential force f1 is ultimately mainly due to the step 1c 'of the torque receiving portion 1c and the couple f
2 is received by the tension of the fixing bolt 10. The cantilever pin 5 is fixed to the torque receiving portion 1c by a fixing bolt 10 which is integrated with the cantilever pin base 5a and is provided with a slack stop by a tangling wire 9.

FIG. 2 is a drawing of a single piece of the lining 2, (a) is a front view seen from the iron wheel D side, and (b) is a side view. The notch groove 3a provided in the back plate 3 of the lining 2 is reinforced because it receives a tangential force and a couple force during braking, and is engaged with the cantilever pin 5 even if the friction material segment 4 is worn. The thickness is set to be maintained, and is thicker than the portion where the friction material segment 4 is fixed by bonding or riveting. The thick portion of the back plate 3 may be formed integrally, or a separately prepared member may be reinforced by welding or riveting.

FIG. 3 shows a three-dimensional view of the cantilever pin 5. Cantilever pin 5 made of carbon steel whose surface hardness has been increased by heat treatment
Is press-fitted into a cantilevered pin base 5a and integrated therewith. The side surface 5b of the cantilever pin base 5a mainly receives a tangential force, and thus the step 1c 'of the torque receiving portion 1c.
Abut.

When replacing the lining 2, one cantilever pin 5 is removed toward the space of the window 1d of the bridge portion 1a as shown in FIG. 4, and then the lining 2 is indicated by a dashed line. And move it down to the side of the ground.

The span L of the cantilever pins 103 at both ends in FIG. 5 showing a conventional lining support structure is set to 300 mm.
FIG. 2 is a plan view of the lining 2 of the present invention.
(A) The delivery dimension B of the cutout groove 3a can be about 50 mm. The expansion and contraction allowance of the back plate 3 that thermally expands under an emergency brake is 1 if the linear expansion coefficient is the same.
/ 6 to about 0.45 mm.

Further, the interval N between the two hydraulic cylinders 1b is set to 200 mm, and the extension of the back plate 3 due to thermal expansion is divided into two portions from the support at the center position of the two cantilever pins 5 and extends to both ends. Assuming that the displacement x between the center of the piston 401 and the abutment position of the back plate 301 at the time of emergency braking shown in FIG. 8 at the time of emergency braking is: N; the interval between two hydraulic cylinders 1b; FIG. 5 shows the extension of the back plate 3 at the time.
X = (N × M / L) × 1/2 = (200 × 2.6 / 300) × 1/2 = 0.87 mm. Such a displacement of the contact position can be absorbed by the structure of the hydraulic cylinder portion 1b shown in FIG.

[0021]

The lining according to the prior art is provided with U-shaped notches at both ends of a horizontally long backing plate and supported by engaging a cantilever pin in this portion. When the heat energy is absorbed into the back plate, it is necessary to provide a gap in the engaging portion in advance because the back plate thermally expands. According to the present invention, the engaging portion is formed by the outer periphery and the inner periphery of a substantially central position of the back plate of the lining in the radial direction of the disk rotor.
By providing it at the location, the expansion allowance due to the thermal expansion of the back plate is minimized, the impact sound of the cantilever pin and the notch groove and the portion are prevented from being crushed, and the extension of the back plate at the piston abutting portion reduces the piston. The effect of trying to overthrow was reduced by about half.

[Brief description of the drawings]

FIG. 1 is a side view of a state in which a railway caliper brake 1 of the present invention is mounted on a vehicle bogie frame.

FIG. 2 is a drawing of a single piece of the lining 2 of the present invention,
(A) is a front view seen from the iron wheel D side, (b) is a side view.

FIG. 3 is a perspective view of the cantilever pin of the present invention.

FIG. 4 is an explanatory view showing a lining replacement method of the present invention.

FIG. 5 is a side view of a state in which a conventional caliper brake 1 for a railway is mounted on a bogie frame.

FIG. 6 is an embodiment showing a lining support that requires left and right hand of the prior art.

FIG. 7 is an embodiment showing a lining support that does not require left and right hand of the prior art.

FIG. 8 is a representative cross-sectional view of a prior art hydraulic cylinder.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1; Railway caliper brake 1a; Bridge part 1b; Hydraulic cylinder part 1c; Torque receiving part 1c '; Step 1d; Window part 2; Pin base 9; Tie wire 10; Fixing bolt

Claims (1)

[Claims] 1. A pair of linings are arranged on both sides of a disk rotor, a hydraulic cylinder is provided on a caliper straddling the disk rotor, and the pair of linings is formed by hydraulic pressure supplied to the hydraulic cylinder. A caliper brake of a type in which a braking force is generated on the disk rotor via a U-shaped notch groove at two positions, that is, an outer periphery and an inner periphery at a substantially central position of a back plate of the lining in a radial direction of the disk rotor. A caliper brake for a railway, wherein the lining is supported by engaging a cantilever pin fixed to a torque receiving portion of the caliper.