JP2009190614A - Manual type wheel-braking element clearance adjustment unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an adjustment nut from being freely rotated by an influence of vibration in traveling of a vehicle. <P>SOLUTION: A friction clutch mechanism is provided in a combination of a brake rod 5 and the adjustment nut 7 thread-engaged with the brake rod. The friction clutch mechanism restrains the adjustment nut 7 or the brake rod 5 from being freely rotated by giving friction restriction force to the adjustment nut 7 or the brake rod 5, and is installed to a box body 9. The box body 9 is held by a brake beam 6 provided on a vehicle body or a truck of the vehicle while supporting the brake rod 5 and the adjustment nut 7 thread-engaged with the brake rod. The adjustment nut 7 has a hexagonal head part 7a for rotation operation on a part of a screw cylinder 7b thread-engaged with the brake rod 5, and the hexagonal head part 7a is arranged so as to be exposed to the outside of the box body 9. The friction clutch mechanism gives friction restriction force between the box body 9 and the adjustment nut 7 or the brake rod 5. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a manual control wheel clearance adjuster in a railway vehicle brake device.

  As shown in FIG. 3, the brake device in the vehicle transmits a change in the piston stroke generated in the brake cylinder device 1 to one brake lever 2 a, and presses the one restrainer 3 a against one side surface of the wheel 4 by the displacement. At the same time, it is transmitted to the other brake lever 2b via the brake rod 5, and the braking stroke necessary for bringing the other side of the wheel 4 into pressure contact is transmitted to the control wheel 3b. When the control members 3a and 3b are worn, the length of the brake rod 5 associated with both brake levers 2a and 2b is shortened to keep the braking stroke constant, and the control members 3a and 3b and the wheels are reduced. 4 is adjusted.

  The brake device shown in FIG. 3 adjusts the clearance gap by manual operation. As shown in FIG. 2, an adjusting nut 7 is provided in a hole opened in a part of the brake beam 6 provided in the vehicle body or carriage of the vehicle. By inserting the brake rod 5 into the adjusting nut 7 and adjusting the screwing amount of the adjusting nut 7 with respect to the brake rod 5, the effective length of the brake rod 5 associated with both brake levers 2a and 2b (the control 3a 3b), the distance between pins 3b) is changed. This adjuster is provided with a latch 8 as an anti-rotation of the nut so that the adjustment nut 7 does not loosen due to the influence of vibration or the like received during traveling of the vehicle.

  As shown in FIG. 2 (a), the anti-rotation of the control device for adjusting the clearance gap shown in FIG. 3 is pivotally supported by the brake beam 6 so that the upper edge is connected by a top plate 8a. A latch 8 having 8b, 8b, and when adjusting the length of the brake rod 5, both holding edges 8b, 8b of the latch 8 are opened upward as shown in FIG. The head 7a is opened and rotated, and after the adjustment, both restraining edges 8a and 8b are pushed down, the head 7a of the adjusting nut 7 is straddled and both sides thereof are restrained, as shown in FIG. Further, the upper surface of the head 7a is supported by the top plate 8a to prevent the adjustment nut 7 from freely rotating.

  However, since the detent is a latch-type metal fitting, when it is affected by a strong vertical acceleration during traveling of the vehicle, both restraining edges 8b, 8b of the latch metal 8 are bounced up and the adjustment nut 7 The head 7a may come off. If the latch 8 is disengaged from the head 7a of the adjustment nut 7, the adjustment nut 7 is idled due to the vibration of the vehicle, and not only is the adjustment of the clearance gap not effective, but in an extreme case, the adjustment nut 7 Will come off the screw of the brake rod 5 and fall off, resulting in a serious situation in which the brake levers 2a and 2b lose their support and the brakes do not work.

Therefore, in the past, the situation is that the latch metal fitting 8 is tied with a wire to prevent such a situation from being detached from the brake rod 5 in fear of such a situation. As an adjuster that adjusts the clearance of the brake wheel by manual operation, there are other examples in which the brake rod is constituted by a so-called turnbuckle, but in any case, as long as an adjustment nut is used, any countermeasure must be taken as a detent. Similar problems arise.
Japanese Examined Patent Publication No. 53-42169

  The problem to be solved is that when adjusting the length of the brake rod by rotating the adjustment nut, after adjustment, the adjustment nut will loosen due to vibration during vehicle travel unless the adjustment nut is locked with a latch. This causes a problem in safe driving of the vehicle.

  The present invention eliminates the use of the latch metal 8 that prevents the free rotation by holding the head for rotation of the adjustment nut as a rotation stop of the adjustment nut, and always causes the friction restraining force of the friction clutch to act on the adjustment nut. The maximum feature is that the control nut clearance is adjusted by rotating the adjustment nut by overcoming the frictional restraint force by the conical clutch when the adjustment nut is prevented from free rotation.

  According to the friction clutch of the present invention, the adjustment nut does not always rotate freely under the frictional restraining force of the conical clutch, and therefore, the adjustment nut does not loosen due to vibration during traveling of the vehicle. The gap can be kept at the time of adjustment. In addition, when adjusting the control gap, it is not necessary to remove the latch from the adjustment nut as in the past, and a tool such as a wrench is applied to the hexagonal head of the adjustment nut desired from the outside of the housing and rotated as it is. The adjustment nut receives the frictional resistance due to the pressing force of the clutch spring, but does not interfere with the operation of rotating the adjustment nut by overcoming the frictional resistance due to the pressing force of the clutch spring.

  The purpose of preventing the adjustment nut from freely rotating due to the influence of vibration during vehicle travel, etc., was realized by using a friction clutch that gives friction resistance to the adjustment nut or brake rod.

  Below, the Example of the friction clutch by this invention is described. In FIG. 1, the brake rod 5 is inserted into the insertion hole 6 a opened in the brake beam 6, the adjustment nut 7 is screwed from the protruding end thereof, and the adjustment nut 7 is inserted into the insertion hole of the brake beam 6. A conventional structure for adjusting the effective length of the brake rod 5, that is, the clearance gap, is adjusted by supporting the hexagonal head portion 7 a of the brake beam 6 on the outer peripheral surface of the brake beam 6 and adjusting the screwing amount of the adjusting nut 7 by manual operation. Is exactly the same. The anti-rotation of the brake clearance clearance adjuster according to the present invention is a housing with a built-in friction clutch mechanism, and is attached to the brake beam 6 instead of the latch metal 8 shown in FIG.

  In other words, the anti-rotation of the brake clearance clearance adjuster according to the present invention includes a friction clutch mechanism in the combination of the brake rod 5 and the adjustment nut 7 screwed into the brake rod 5. The friction clutch mechanism applies a frictional restraining force to the adjustment nut 7 (or the brake rod 5) to prevent the adjustment nut 7 (or the brake rod 5) from rotating freely. Therefore, the hexagonal head 7a for rotating the adjusting nut 7 does not need to be restrained by a latch as in the prior art, and can be arbitrarily rotated while being exposed to the outside so that the adjuster clearance can be adjusted. it can.

  The detent according to the present invention has a friction clutch mechanism incorporated in the housing 9. The housing 9 is a combination of an outer cylinder 9a and a tail cylinder 9b, and the outer cylinder 9a is assembled to one brake beam 6 that supports the brake lever 2a (see FIG. 2), and the brake rod 5 is inserted through the brake rod 5. The head 7a of the adjusting nut 7 screwed into the rod 5 is supported at a fixed position, and has an insertion hole 10 for the brake beam 6 across the shaft hole of the outer cylinder 9a. The brake beam 6 is inserted into the insertion hole 10, and the brake rod 5 is inserted into the shaft hole from one end opening of the outer cylinder 9a, passes through the outer cylinder 9a, and extends from the other end opening to the outside of the outer cylinder 9a. It is pulled out and supports the other brake lever 2b (see FIG. 3).

  The adjusting nut 7 has the hexagonal head 7a in a part of the screw cylinder 7b. The screw cylinder 7b is screwed into the brake rod 5 and inserted into the shaft hole from one end opening of the outer cylinder 9a. One end opening edge of the shaft hole is a seating surface of the head 7 a of the adjustment nut 7. On the other hand, a part of the shaft hole is enlarged in diameter to form a clutch chamber 11 in the outer cylinder 9a, and the rear end opening of the clutch chamber 11 is closed by a tail cylinder 9b attached to the outer cylinder 9a. A friction clutch mechanism is incorporated in the clutch chamber 11. The friction clutch mechanism gives a frictional resistance to the housing 9 and the adjusting nut 7, and is constituted by a combination of a conical clutch 12, a conical friction surface 13, and a clutch spring 14.

  A conical clutch 12 is coupled to the periphery of the screw cylinder 7 b of the adjusting nut via a key 15 so as to be slidable in the axial direction, and the conical clutch 12 and the tail cylinder 9 b that closes the opening of the clutch chamber 11. A clutch spring 14 is interposed therebetween, the spring force of the clutch spring 14 is applied to the conical clutch 12, and the conical clutch 12 is pressed against a conical friction surface 13 formed on the inner wall surface of the outer cylinder 9a.

  The tail cylinder 9b is supported by a shield washer 16 fixed to the screw cylinder 7b of the adjustment nut 7. The tail cylinder 9b is integrally coupled to the outer cylinder 9a, and the adjustment nut 7 is pressed against the outer cylinder 9a. To keep.

  In the embodiment, the adjustment of the brake gap is performed by rotating the head 7a of the adjustment nut 7 using a hand tool such as a spanner. In the present invention, since the head 7a of the adjustment nut 7 is exposed outside the outer cylinder 9a, it is not necessary to remove the latch metal from the head 7a of the adjustment nut 7 as in the prior art. The adjusting nut 7 receives the frictional resistance between the conical friction surface 13 of the outer cylinder 9a and the conical clutch 12, and does not rotate freely. When adjusting the clearance of the control wheel, the head 7a of the adjusting nut 7 is turned over the friction resistance.

  That is, when the adjusting nut 7 is turned against the frictional restraining force of the friction clutch mechanism, the brake rod 5 screwed into the adjusting nut is drawn into the outer cylinder 9a (or pushed out of the outer cylinder 9a), and the brake member As the wheel approaches (or moves away from) the wheel side, adjustment of the control wheel clearance is performed.

  After the adjustment of the clearance gap, the conical clutch 12 receives the pressure of the clutch spring 14 and is brought into pressure contact with the conical friction surface 13 of the outer cylinder 9a. The adjusting nut 7 is constrained by the resistance, so that the effective length of the brake rod 5 is kept constant, and the brake is kept in the position at the time of adjustment. The clearance between the control elements increases mainly due to wear of the control elements. When the restrictor gap becomes larger than a predetermined regular gap, the hexagonal head 7a of the adjusting nut 7 is rotated again as described above to adjust the restrictor gap.

  Note that even if vibration during vehicle travel, particularly vertical vibration acceleration, acts or the ballast or ice / snow collides with the outer cylinder or adjustment nut of the clearance adjuster, the conical friction surface and the conical clutch As long as the force surpassing the frictional resistance does not act, the adjusting nut does not rotate freely, and the adjusting nut can be kept stably at the position adjusted in advance. Moreover, at the time of adjustment, there is no need to open and close like a conventional latch metal called a nut locker, and there is no risk of causing a major accident by opening the latch metal during traveling due to an unexpected situation.

  In the above embodiment, the example in which the adjusting nut is adjusted with respect to the brake rod by rotating the adjusting nut has been described as an example, but the present invention rotates the brake rod with respect to the adjusting nut. Thus, the present invention can be applied in the same manner to an adjuster that adjusts the clearance of the restrictor. Moreover, although the Example demonstrated the example which used the conical friction clutch for the friction clutch mechanism, not only this but a disk-type friction clutch can also be applied.

  The manual type control wheel clearance adjuster according to the present invention can be applied to a brake device of a vehicle in place of a conventional manual type control wheel clearance adjuster that uses an opening / closing type latch for rotation prevention.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows an embodiment of the present invention, in which (a) is a front view of a manual type control wheel clearance adjuster, (b) is a sectional side view, and (c) is a partial sectional plan view. Fig. 2 shows a conventional manual control wheel gap adjuster. (A) Adjusts the adjustment nut by pressing down both holding edges of the latch and straddling the hexagonal head of the adjustment nut. (B) is a figure which shows the state which open | released both the control edges of the latch metal upward, and open | released the head of an adjustment nut. It is a partial cross section front view of the vehicle equipped with the brake device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake cylinder apparatus 2a, 2b Brake lever 3a, 3b Control wheel 4 Wheel 5 Brake rod 6 Brake beam 6a Insertion hole 7 Adjustment nut 7a Head 7b Screw cylinder 8 Latch 8a Top plate 8b Holding edge 9 Case 9a Outside Cylinder 9b transition piece 10 insertion hole 11 clutch chamber 12 conical clutch 13 conical friction surface 14 clutch spring 15 key 16 shield washer

Claims (4)

A manual type control wheel gap adjuster that includes a friction clutch mechanism in a combination of a brake rod and an adjustment nut screwed into the brake rod, and adjusts the wheel gap by adjusting the screwing amount of the adjustment nut with respect to the brake rod,
The friction clutch mechanism is a manual type controller for adjusting the clearance of the control wheel, characterized in that the adjusting nut or the brake rod is given a frictional restraining force to prevent the adjusting nut or the brake rod from rotating freely. The friction clutch mechanism is built into the housing,
The housing is held by a brake beam provided on a vehicle body or a carriage of a vehicle by supporting a brake rod and an adjusting nut screwed into the brake rod.
The adjustment nut has a square head for rotation operation in a part of the screw cylinder screwed into the brake rod,
The head for rotation operation is arranged to be exposed to the outside of the housing,
The manual type brake clearance gap adjuster according to claim 1, wherein the friction clutch mechanism provides a frictional restraining force between the casing and the adjusting nut or the brake rod. The friction clutch mechanism has a combination of a conical clutch, a conical friction surface, and a clutch spring.
The conical clutch is externally slidable in the axial direction on the outer periphery of the screw cylinder of the adjusting nut in the housing,
The conical friction surface is a surface that presses the conical clutch and is formed on the inner surface of the housing.
3. The manual type control wheel clearance adjuster according to claim 2, wherein the clutch spring presses the conical clutch against the conical friction surface to apply a frictional restraining force to the adjustment nut. The housing is a combination of an outer cylinder and a tail cylinder,
The outer cylinder supports the brake beam through the brake rod, and supports the head of the adjustment nut screwed into the brake rod in place. The brake beam is inserted into the insertion hole,
The brake rod is inserted into the shaft hole from one end opening of the outer cylinder, passes through the insertion hole opened in the brake beam, passes through the outer cylinder, and is drawn out of the outer cylinder from the other end opening,
The adjustment nut is screwed into the brake rod and inserted into the shaft hole from the other end opening of the outer cylinder. The other end opening edge of the shaft hole serves as a seating surface of the head of the adjustment nut, and is one of the shaft holes of the outer cylinder. The part is expanded in diameter to form a clutch chamber in the outer cylinder,
The tail cylinder is attached to the outer cylinder and closes the opening of the clutch chamber. It is supported by a shield washer fixed to the screw cylinder of the adjustment nut and is integrally coupled to the outer cylinder, and the adjustment nut is pressed against the outer cylinder. Hold
A conical clutch is coupled to the periphery of the screw cylinder of the adjusting nut inserted into the clutch chamber through a key so as to be slidable in the axial direction.
4. The manual type control wheel clearance adjuster according to claim 3, wherein the clutch spring is interposed between the conical clutch and the tail cylinder that closes the opening of the clutch chamber.

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