JP2009150432A - 3-train roller wedge mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a 3-train roller wedge mechanism which can securely hold a reversing force generated in a booster mechanism through a wedge by a thrust of actuator, and protect the wedge from a variation of brake arm by external cause. <P>SOLUTION: A pair of links 12, 12 rocked through main rollers 6, 6 by a wedge 5 which axially moves with an air chamber 4 and has an inclined plane, and a pair of sub rollers 7, 7 which connect intermediate sections of these links and a base end of a brake arm 3 through a gap adjusting mechanism 14, and coaxially roll on guide rails at both sides of the main roller 6 are arranged. Therefore, a brake mechanism can be compacted by a double booster mechanism constructed by a cam mechanism formed by the wedge 5 and a lever mechanism formed by the link 12, and the reversing force generated in the booster mechanism by a thrust of the air chamber 4 can be shifted on the guide rail and scattered through the sub roller 7, moreover boosting efficiency can be improved because a burden load of each component part of the booster mechanism is small, and sliding resistance is less. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention includes a wedge rod that is axially moved by an actuator and arranged orthogonal to a wheel shaft, a wedge that is attached to the rod and has an inclined surface facing the rod, and a pair of main rollers that roll on the inclined surface. A pair of links that swing according to the movement, and the intermediate part of these links and the base end of the brake arm are connected via a gap adjusting mechanism, and the base end of the brake arm is doubled according to the movement of the main roller. The present invention relates to a triple roller wedge mechanism of a disc brake device that presses and spreads a force pad by pressing a brake pad disposed at a rocking end thereof.

In a disc brake device used in a vehicle, particularly in a disc brake for a railway vehicle, since a relative movement between a sprung to which the brake is attached and an unsprung to which a disc rotor is attached is large, there is a mechanism that can cope with this. A lever-type brake is known that is required and generally linked to a link that can be easily adapted to a large relative movement (see, for example, Patent Document 1 below).
JP 2006-315422 A (refer to the gazette abstract)

  The disk brake device for railway vehicles disclosed in Patent Document 1 will be described with reference to FIG. 9. Two caliper levers to which brake heads 107 and 107 to which brake pads for clamping the disk D are attached are respectively attached. 106 and 106, and an actuator 114 including a movable rod 115 driven in at least one of the advancing direction and the retracting direction. Further, the disc brake device 101 has a rotation transmission pivotally connected to the movable rod 115. An arm 116 and a telescopic shaft 110 that engages with the rotation transmission arm 116 are provided. The screw body 113 is pushed outward by the screw mechanism due to the push-out rotation of the rotation transmission arm 116 as the actuator 114 advances, and the caliper levers 106 and 106 are swung around the support pin 105, so that the brake head 107, 107 clamps the disk D and a braking operation is performed. When the brake pads are worn, the end of the notch portion of the cam plate 119 comes into contact with the gap adjusting rod 121 fixed to the base body due to the excessive stroke of the rotation transmission arm 116, the worm gear 117 rotates, and the gap adjusting gear 118 is moved. Rotating and automatic gap adjustment is made.

  With these configurations, in the conventional example, the advance operation of the movable rod 115 is converted into the extension operation of the telescopic shaft 110 via the rotation transmission arm 116, and the force is increased to cause the caliper levers 106, 106 to move. It was transmitted to. Moreover, since the rotation transmission arm 116 constituting the boost conversion mechanism is provided with a gap adjusting mechanism including a cam plate 119, a notch, a worm gear 117, a gap adjusting gear 118, etc., the gap between the disk D and the brake pad is reduced. A compact configuration of the high-performance disc brake device 101 that can be automatically adjusted can be provided. However, in the conventional air brake, since the normal air pressure is 700 to 900 kPa or less, in order to obtain a large braking force suitable for a railway vehicle, the cross-sectional area of the air chamber is increased or the link of the brake arm portion is used. It was necessary to take measures such as taking a large ratio, and the brake device itself was still enlarged, increasing the space required, and the cart could not be designed compactly.

  Further, in the disk brake device for railway vehicles of the cited document 1, as shown in the embodiment of FIG. 9 (D), an example in which a so-called wedge mechanism using an inclined cam mechanism having a simple structure as a boost mechanism is used. However, in the case of a brake for a railway vehicle, since the wheel installed on the bogie of the vehicle shows a behavior of swinging with a degree of freedom in all directions, the brake device, i.e., following the behavior of the wheel, The brake arm is also displaced frequently. Therefore, also in the example of FIG. 9D, the caliper levers 106 and 106 corresponding to the brake arms are frequently displaced due to the displacement from the wheels, that is, the disk D during braking. These displacements generate a twisting force for swinging the rod member 129, or are directly transmitted to the wedge 131 constituting the booster mechanism via the rod member 129. These displacement forces may adversely affect the wedge 131, the movable rod 115, and the actuator 114. In addition, the operating force from the actuator 114 causes the rod member 129 to move in a large swinging direction via the wedge 131, which places a heavy burden on the casing that supports the rod member 129 at one point.

  Therefore, the present invention solves the problems of the conventional disc brake device, and reliably holds the backward force generated in the booster mechanism via the wedge by the pressing force from the actuator, and the brake arm is frequently used due to an external cause. An object of the present invention is to provide a triple roller wedge mechanism that does not adversely affect the wedge part that constitutes the booster mechanism even if it is displaced to the right.

  Therefore, the present invention provides a wedge rod that is axially moved by an actuator and arranged perpendicular to the wheel shaft, a wedge having an inclined surface that is mounted on the rod and opposed to the rod, and a pair of main rollers that roll on the inclined surface. A pair of links that swing according to the movement of the roller, and an intermediate part of these links and the base end of the brake arm are connected via a gap adjusting mechanism, and the base end of the brake arm according to the movement of the main roller In a roller wedge mechanism of a disc brake device that presses and spreads the brake pad and presses a brake pad disposed at the swing end thereof, a pair that rolls on the guide rail coaxially on both sides of the main roller This sub-roller is provided. Further, the present invention is characterized in that a base end portion of the pair of links is pivotally supported on both end portions of the strut, and a trapezoidal quadrilateral link is constituted by the wedge, the main roller, the link, and the strut. Further, the present invention is characterized in that both end portions of the gap adjusting mechanism are coupled to the base end portions of the link and the brake arm through spherical bearings. Further, the present invention is characterized in that an R step portion for restricting movement of the sub roller in the axial direction is formed on a guide rail surface on which the pair of sub rollers roll. According to the present invention, the inclined surface of the wedge is formed at at least two different surface angles. Further, the present invention is characterized in that the gap adjustment mechanism is an automatic gap adjustment mechanism that is adjusted so as to increase the interval between the link and the base end of the brake arm due to an excessive stroke of the main roller. To do. Further, the present invention is characterized in that a double torsion spring for restoring the trapezoidal quadrilateral link to its original shape is disposed on the shaft support portion between the base end portion of the pair of links and both end portions of the strut, These are the means for solving the problem.

  According to the present invention, a wedge rod that is axially moved by an actuator and arranged orthogonally to the wheel shaft, a wedge having an inclined surface that is mounted on the rod and opposed thereto, and a pair of mains that roll on the inclined surface A pair of links that swing according to the movement of the roller, and an intermediate part of these links and the base end of the brake arm are connected via a gap adjusting mechanism, and the base end of the brake arm according to the movement of the main roller In a roller wedge mechanism of a disc brake device that presses and spreads the brake pad and presses a brake pad disposed at the swing end thereof, a pair that rolls on the guide rail coaxially on both sides of the main roller The sub-roller can be used to make the brake mechanism compact by using a double booster mechanism consisting of a wedge cam mechanism and a link lever mechanism. However, the retracting force generated in the booster mechanism via the wedge by the pressing force from the actuator can be reliably transferred to the guide rail via the pair of sub-rollers arranged coaxially on both sides of the main roller. In addition, each component constituting the booster mechanism itself is not adversely affected such as being deformed by bearing a load, and the boosting efficiency can be increased with less sliding resistance of the booster mechanism. Moreover, due to the rotation difference in which the sub-roller rolls on the guide rail in the direction opposite to the direction in which the main roller is pushed and spread, there is little slip and the rolling resistance occupies most, and the boosting mechanism has less sliding resistance. Can be realized.

  Further, when the base end portions of the pair of links are pivotally supported on both end portions of the strut, and the trapezoidal quadrilateral link is constituted by the wedge, the main roller, the link, and the strut, the brake arm is hit and external factors such as impact are generated. Even if it is displaced frequently, it is absorbed by swinging the strut and the link pivotally supported by the strut, and it is possible to suppress the external force from being applied to the wedge and the main roller. It is possible to prevent the wedge portion from being adversely affected. Further, when both end portions of the clearance adjustment mechanism are connected to the link and the base end portion of the brake arm via the spherical bearing, the clearance adjustment mechanism is used for displacement in all directions between the brake arm and the link. This can be absorbed and dealt with appropriately.

  Furthermore, when an R step portion that restricts the axial movement of the sub-roller is formed on the guide rail surface on which the pair of sub-rollers rolls, the sub-roller itself can be prevented from falling off, and a booster mechanism is configured. The sub-roller snake behavior when the link swings is effectively restricted, and smooth link swing is not promoted to reduce the boost efficiency in the boost mechanism. Furthermore, it is possible to prevent an uneven load on the main roller. Further, when the inclined surface of the wedge is formed at at least two different surface angles, the pad clearance at the initial stage of braking is quickly packed with a small wedge Stoke, and a reliable braking force is obtained in the second half of braking. It is also possible to obtain a high boosting ratio, and it is possible to realize a brake mechanism that has a good response and a reliable boosting power.

  Further, when the gap adjusting mechanism is an automatic gap adjusting mechanism that adjusts the gap between the link and the base end of the brake arm by an excessive stroke of the main roller, the brake pad wears out. When the main roller generates an excessive stroke, the distance between the link and the base end of the brake arm is automatically adjusted appropriately. The excessive stroke of the wedge is suppressed and adjusted. Furthermore, when a double torsion spring for restoring the trapezoidal four-sided link to the original shape is provided on the shaft support portion between the base end portion of the pair of links and both end portions of the strut, each of the brake arms is asymmetric The trapezoidal four-sided link can be easily restored to the original shape even if it is frequently struck by external factors such as impact, and as a result, the right and left pad clearances can be generated appropriately (evenly). enable.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments for implementing a triple roller wedge mechanism according to the invention will be described with reference to the drawings. FIG. 1 is a view showing a triple roller wedge mechanism according to the present invention. FIG. 1 (A) is a cross-sectional plan view of an essential part, and FIG. 1 (B) is a cross section taken along line BB in FIG. FIG. 2 is a side view of the entire brake device using the triple roller wedge mechanism of the present invention. FIG. 3 is a diagram showing the relationship between the triple roller wedge mechanism, a trapezoidal four-side link mechanism, and a brake arm. 4A is a cross-sectional view taken along the line CC of FIG. 3, FIG. 4B is a perspective view of a booster mechanism including a triple roller wedge mechanism and a trapezoidal four-side link mechanism, and FIG. 6 is an exploded perspective view of the guide rail and the link assembly, FIG. 7A is a perspective view of the link, and FIG. 7B is a perspective view of the adjuster lever. Fig. 8 (A) shows the brake pad from the brake pad in the initial stage of braking. Cross-sectional plan view of a beaten state impact is applied, and FIG. 8 (B) is a sectional plan view of a state tapped impact from the brake pad is applied at the time of full braking at the time of brake pad wear.

  As shown in FIG. 1, the basic configuration of the triple roller wedge mechanism according to the present invention includes a wedge rod 20 that is axially moved by an air chamber 4 as an actuator and arranged orthogonal to the wheel shaft, and the rod 20 , A wedge 5 having inclined surfaces opposed to each other, a pair of links 12 and 12 that swing according to the movement of the pair of main rollers 6 and 6 that roll on the inclined surfaces, and the links 12 and 12. The intermediate portion and the base end portions of the brake arms 3 and 3 are connected via the gap adjusting mechanisms 14 and 14, and the base end portions of the brake arms 3 and 3 are boosted and pressed according to the movement of the main rollers 6 and 6. In the roller wedge mechanism of the disc brake device that opens and presses the brake pads 24 and 24 disposed at the swing end portions thereof, guide rails (11 on the same axis on both sides of the main roller 6). Characterized by being provided with a pair of sub-rollers 7 and 7 which roll on.

  As shown in FIG. 2, the brake device main body provided with the triple roller wedge mechanism according to the present invention has an upper mounting support 1 attached to a carriage or the like (the right side is the upper in FIG. 2) and a bolt or the like attached to the support 1. The lower caliper body 2 is fixed. A brake air chamber 4 is accommodated in the caliper body 2, and the main roller 6 and the axially opposite sides of the main roller 6 are interposed via a tapered cam-shaped wedge 5 by the axial movement of the air chamber 4 (vertical direction in FIG. 2). A triple roller composed of the sub-rollers 7 and 7 supported by the shaft is pushed and spread. As a result, as shown in FIG. 1 (A), a pair of links 12, 12 having a triple roller pivotally supported at the upper end and pivotally supported at both ends of the strut 15 swings outward. The base end portion of the brake arm 3 is moved outward through a pair of adjusters 14 that are gap adjusting mechanisms. As a result, as shown in FIG. 2, the brake arm 3 swings around the swing shaft 21 at the intermediate portion, and a swing pad is pivotally supported by the holder shaft 22 at the swing end portion and a brake pad is mounted. The brake operation is performed by pressing the pad holder 23 against the side surface of the disk rotor (not shown) (to the paper back side in FIG. 2).

  As shown in FIG. 1A, which is a plan sectional view of the main part of the triple roller wedge mechanism, the air chamber 4 accommodated in the caliper body 2 is preferably fluid pressure such as air pressure (positive pressure or negative pressure). Can be used as a power source. The brake chamber 4 is biased in the brake release direction by a restoring force of a coil spring or the like disposed inside. These coil springs are configured to perform a braking operation by compressing them with a positive pressure disposed on the opposite side through a diaphragm or by introducing a negative pressure on the coil spring side to compress the coil springs. The At the time of braking, the wedge-shaped wedge fixed to the wedge rod 20 with the advancement against the restoring force of the return spring 16 of the wedge rod 20 connected to the air chamber 4 (downward in FIG. 1A). 5 spreads a pair of main rollers 6 and 6 outward by the inclined surface. The inclined surface of the wedge 5 has at least two different surface angles (a steeply inclined surface 5B having a large angle on the tip side and a gently inclined surface 5A having a small angle on the base side), as clearly shown in FIG. Is formed. With such a configuration, the pad clearance at the initial stage of braking can be quickly packed with a small wedge stalk, and a reliable braking force can be obtained by the wedge action in the second half of the braking, so that a responsive and reliable boost can be obtained. A brake mechanism can be realized.

  As shown in FIG. 1B, sub-rollers 7 and 7 as guide rollers are pivotally supported on both sides in the axial direction of the roller shaft bolt 9 on which the pair of main rollers 6 are pivotally supported. These sub-rollers 7 and 7 are disposed outside the bifurcated upper end of the link 12 (see FIG. 5). Accordingly, the main roller 6 is disposed inside the bifurcated upper end of the link 12. Reference numeral 10 denotes a nut for tightening the end of the roller shaft bolt 9 that supports the main roller 6 and the sub rollers 7 and 7. 1B, since the wedge 5 is located in the bifurcated upper end of the link 12, even if the wedge 5 receives a rotational force on the main roller 6, the link Therefore, the wedge 5 is prevented from coming off the sliding contact with the main roller 6 and falling off.

  FIG. 3 is a plan view of an essential part showing the relationship between a brake mechanism and a booster mechanism composed of a triple roller wedge mechanism and a trapezoidal four-side link mechanism. In the present invention, in addition to the boosting mechanism based on the wedge action of the wedge 5 having the tapered cam-shaped inclined surface and the main roller 6, a boosting mechanism based on the lever action by the swing of the link 12 in the trapezoidal four-sided link mechanism is also provided. Is. The combination of these two boost mechanisms provides a large braking force even with a compact and space-saving brake device. That is, in addition to the boosting action by the wedge action of the wedge 5 and the main roller 6, the adjuster 14 pivotally supported by the intermediate part of the link 12 when the link 12 swings around the bearing shaft bolt 19. The output to the brake arm 3 is accompanied by a boosting action by lever action. On the other hand, the base ends of the pair of links 12 and 12 are pivotally supported by the strut 15, and the link 12 is moved to the side of the main roller 6 when displaced by an impact from a wheel, that is, a disk rotor, due to an external cause through the brake arms 3 and 3. The strut 15 side is displaced about the center (see FIG. 8). As a result, even if the brake arm 3 is struck and frequently displaced due to an external factor such as an impact, the link 12 pivotally supported by the strut 15 is absorbed by the swing, and the wedge 5 and the main roller 6 exert a force due to the external factor. Therefore, it is possible to prevent the wedge part constituting the boost mechanism from being adversely affected.

  4A is a cross-sectional view taken along the line CC in FIG. 3, and FIG. 4B is a perspective view of a booster mechanism including a triple roller wedge mechanism and a trapezoidal four-side link mechanism. The related configuration is well understood. 4A is a cross-sectional view taken along the line CC of FIG. 3, that is, a cross-sectional view of the bearing shaft bolt 19 of the links 12 and 12 that are pivotally supported at both ends of the strut 15. A pair of struts 15 and 15 are wedge rods. 20 is understood to be in a free state. Double torsion springs 17 and 17 are fitted between the base end portion of the link 12 and the strut 15 on the bearing shaft bolt 19 that supports the base end portion of the link 12 at the intermediate portion and the struts 15 and 15 at both ends. Inserted. As shown in FIG. 4B, one end of the double torsion spring 17 is locked to the link 12 and the other end is locked to the strut 15 (in the illustrated example, the middle portion of one spring is connected to the link 12 and both ends. The portion is locked to each of the pair of struts 15, but two springs may be arranged for each bearing shaft bolt 19). Thus, as described above, after the brake arm 3 is struck and frequently displaced due to an external factor such as an impact and the link 12 pivotally supported by the strut 15 swings, the double-torsion spring 17 quickly turns the trapezoidal four sides. The link mechanism can be restored to the original position (shape).

  FIG. 5 is an exploded perspective view of a triple roller wedge mechanism and a trapezoidal four-sided link mechanism. The base end portions of the pair of links 12 and 12 are pivotally supported by the bearing shaft bolts 19 via the double torsion springs 17 and 17 at both ends of the pair of struts 15 and 15, respectively. The main roller 6 and the sub-rollers 7 and 7 are axially controlled by roller shaft bolts 9 inside and outside the bifurcated upper end portion of 12. The structure of the link 12 is clearly shown in FIG. 7A. An upper bolt hole 12A through which the roller shaft bolt 9 is inserted is accommodated in the bifurcated upper end portion, and an inner spherical bearing 13B is accommodated in the intermediate portion. A spherical shaft hole 12C is formed at the lower end portion, and a lower bolt hole 12B through which the bearing shaft bolt 19 is inserted is formed. Each sub-roller 7, 7, 7, 7 is configured to roll on a rolling surface 11 </ b> C disposed opposite to the upper surface of the guide rail 11. An R step portion 11D that restricts the movement of the sub-roller 7 in the axial direction (outside in the illustrated example) is formed on the rolling surface 11C. The R stepped portion 11D can prevent the sub-roller 7 itself from falling off, and also effectively regulates the serpentine behavior of the sub-roller 7 when the link 12 constituting the booster mechanism swings to promote smooth link swinging. Thus, the boost efficiency in the boost mechanism is not reduced. Furthermore, due to the rotational difference in which the sub roller 7 rolls on the rolling surface 11C of the guide rail 11 in the direction opposite to the direction in which the main roller 6 is pushed and spread by the wedge 5, the rolling resistance is largely reduced due to the difference in rotation. Therefore, a booster mechanism with less sliding resistance can be realized.

  Further, FIG. 5 clearly shows the configuration of an adjuster 14 interposed between the link 12 and the brake arm 3 at the intermediate portion of the link 12. The intermediate portion of the link 12 containing the inner spherical bearing 13B is screwed into an adjuster nut 14B having ratchet teeth 14C installed on the intermediate outer peripheral portion and a female screw carved in the cylindrical portion of the adjuster nut 14B. An adjuster 14 composed of an adjust task screw 14A provided with a male screw part is mounted. Reference numeral 14D denotes an adjuster lever. A fixed base end portion 14G at one end is screwed to an end surface of one guide rail 11, and a taper portion 14E with which the main roller 6 abuts at an excessive stroke is provided at the upper portion, and the other lower end portion at the lower side. Are respectively formed with claw portions 14F for rotating the ratchet teeth 14C of the adjuster nut 14B only in one direction. The adjuster lever 14D is made of a spring material having a restoring force. FIG. 7B is a perspective view showing only the adjuster lever 14D.

  FIG. 6 is an exploded perspective view of the guide rail and the link assembly. Here, the axial support state of the link 12 and the strut 15 via the double torsion spring 17 is well understood. Preferably it is pivotally supported via a needle bearing 18. Further, here, a connection support portion 11B for connecting a pair of opposing rail portions 11A in the guide rail 11 is clearly shown, and a bush or the like is provided in a shaft hole 11E drilled in the central portion of the connection support portion 11B. It is clearly understood that the wedge rod 20 is inserted through the. (In FIG. 6, the wedge rod 20 is not shown.) This makes it easy to reveal the perpendicularity between the rolling surface 11C of the guide rail 11 and the wedge rod 20 mechanically.

  FIG. 8 illustrates a state before and after adjustment of the automatic gap adjustment mechanism (adjuster) 14. FIG. 8 (A) is a plan sectional view of a struck state in which an impact from the brake pad is applied at the beginning of braking of a new brake pad. FIG. 8B is a cross-sectional plan view of a struck state in which an impact from the brake pad is applied during full braking when the brake pad is worn. When the brake pad (reference numeral 24 in FIG. 1A) is worn, as shown in FIG. 8B, the swing of the brake arm 3 increases and the swing of the link 12 via the automatic gap adjustment mechanism 14 also increases. Become. Therefore, the stroke of the wedge rod 20 provided with the wedge 5 is also excessively large. As a result, the outward movement of the main roller 6 also increases, and the tapered portion 14E of the adjuster lever 14D is pushed down to the adjuster nut 14B side. Referring to the exploded perspective view of FIG. 5, the adjuster lever 14D is bent about the fixed base end portion 14G at one end, and the claw portion 14F at the other end is slidably contacted (not rotated) with the ratchet teeth 14C of the adjuster nut 14B. When the adjuster lever 14D returns to its original position by its own restoring force when the brake operation is released, the claw portion 14F meshes with the ratchet teeth 14C and rotates the adjuster nut 14B only in one direction. Let As a result, the axial clearance between the adjuster screw 14A screwed into the adjuster nut 14B is increased and automatic clearance adjustment is performed, and excessive swinging of the brake arm 3 due to brake pad wear can be suppressed.

  As described above, the embodiments of the present invention have been described. However, within the scope of the present invention, in the case of an actuator type and an air chamber (both positive pressure type and negative pressure type can be adopted), the shape and type (Diaphragm type, piston type, etc.), connection form of air chamber and wedge rod, attachment form of wedge to wedge rod, formation form of inclined surface in wedge (selection of at least two different face angles, main roller The inclined surface is formed only on the two surfaces that come into contact with each other. For example, the main roller can be configured to have a concave conical groove that fits the wedge conical surface and the main roller can be configured to suppress shaking. Link shape, type, strut shape, type, axial support of the link to the strut, return to the original position of the link in the strut The shape and type of the double torsion spring and its location, the shaft support form of the main roller and sub-roller in the link, the form of the clearance adjustment mechanism to the base end of the link and brake arm (installation via a spherical bearing) In addition, an appropriate universal joint may be used), the shape and type of the gap adjusting mechanism (in addition to screwing between the adjuster nut and the adjuster screw, a turn buckle-like adjusting mechanism is also employed as appropriate. An automatic clearance adjustment mechanism that is adjusted so as to increase the distance between the link and the base end of the brake arm due to excessive stroke is preferred, but manual adjustment is also within the scope of the present invention), automatic clearance Shape and type of adjustment mechanism (can be configured so that the adjuster lever swings by the sub roller), shape and type of guide rail Rolling form of the sub-roller on the guide rail surface, the shape of the R stepped portion (preferably formed along the rolling surface outside the sub-roller, but the sub-roller is formed as a double ring and a groove between them is formed on the guide rail surface The shape, type, and the like of the trapezoidal four-sided link formed by the wedge, the main roller, the link, and the strut can be selected as appropriate. The specifications described in the examples are merely examples in all respects and should not be interpreted in a limited manner.

FIGS. 1A and 1B are cross-sectional views of main parts of the triple roller wedge mechanism according to the present invention, and FIG. 1B is a cross-sectional view taken along line BB in FIG. . 1 is an overall side view of a brake device using a triple roller wedge mechanism of the present invention. FIG. It is a principal part top view which shows the relationship between the booster mechanism which consists of a triple roller wedge mechanism, and a trapezoidal four-sided link mechanism, and a brake arm. 4A is a cross-sectional view taken along the line CC of FIG. 3, and FIG. 4B is a perspective view of a booster mechanism including a triple roller wedge mechanism and a trapezoidal four-side link mechanism. FIG. 3 is an exploded perspective view of the triple roller wedge mechanism and a trapezoidal four-sided link mechanism. FIG. 3 is an exploded perspective view of the guide rail and the link assembly. 7A is a perspective view of the link, and FIG. 7B is a perspective view of the adjuster lever. Fig. 8 (A) is a cross-sectional plan view of a struck state where a shock is applied from the brake pad at the beginning of braking of a new brake pad, and Fig. 8 (B) is a struck where the impact from the brake pad is applied during full braking when the brake pad is worn. FIG. It is explanatory drawing of the disc brake apparatus for rail vehicles which shows a prior art example.

Explanation of symbols

1 Support 2 Caliper Body 3 Brake Arm 4 Air Chamber 5 Wedge 6 Main Roller 7 Guide Roller (Sub Roller)
8 Collar 9 Roller shaft bolt 10 Nut 12 Link 14 Adjuster (Gap adjustment mechanism)
16 Return spring 20 Wedge rod 24 Brake pad

Claims (7)

In accordance with the movement of a wedge rod that is axially moved by an actuator and arranged orthogonally to the wheel axis, a wedge that is attached to the rod and has an inclined surface facing the rod, and a pair of main rollers that roll on the inclined surface A pair of swinging links and the intermediate part of these links and the base end part of the brake arm are connected via a gap adjusting mechanism, and the base end part of the brake arm is boosted and expanded in accordance with the movement of the main roller. In the roller wedge mechanism of the disc brake device that presses and operates the brake pad disposed at the swing end portion, a pair of sub rollers that roll coaxially on the guide rail are disposed on both sides of the main roller. A triple roller wedge mechanism. 2. The triple roller according to claim 1, wherein a base end portion of the pair of links is pivotally supported at both end portions of the strut, and a trapezoidal four-sided link is configured by the wedge, the main roller, the link, and the strut. Wedge mechanism. 3. The triple roller wedge mechanism according to claim 1, wherein both ends of the gap adjusting mechanism are connected to a base end portion of a link and a brake arm via a spherical bearing. The triple roller wedge mechanism according to any one of claims 1 to 3, wherein an R step portion for restricting movement of the sub roller in the axial direction is formed on a guide rail surface on which the pair of sub rollers roll. The triple roller wedge mechanism according to any one of claims 1 to 4, wherein the inclined surface of the wedge is formed at at least two different surface angles. 2. The automatic gap adjusting mechanism, wherein the gap adjusting mechanism is an automatic gap adjusting mechanism that is adjusted so as to increase a gap between the link and a base end portion of a brake arm by an excessive stroke of the main roller. The triple roller wedge mechanism according to any one of 5. 7. A double torsion spring for restoring the trapezoidal quadrilateral link to its original shape is disposed at a shaft support portion between the base end portion of the pair of links and both end portions of the struts. A triple roller wedge mechanism according to claim 1.

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