JP2011000967A - Braking device for road railer - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking device for a road railer, which develops braking forces differed between a front iron wheel and a rear iron wheel in a relatively simple structure.SOLUTION: The device includes hydraulic circuits 48f and r for braking the front iron wheel and rear iron wheel respectively, and master cylinders 12f and r provided on both the circuits are fixed to a bracket 14 with the protruding ends of respective piston rods 13f and r being turned in the same direction. The piston rod 13f is rotatably connected to a first connecting point 33 of an oscillating plate 31, and the piston rod 13r is rotatably connected to a second connecting point 34 of the oscillating plate. One end 32a of a connecting rod 32 which moves the oscillating plate in approaching and separating directions relative to the master cylinders is rotatably connected to an intermediate connecting point 35 on the oscillating plate between the first and second connecting points. The intermediate connecting point is provided in a position where the ratio of the distance Lf between the first connecting point and the intermediate connecting point to the distance Lr between the second connecting point and the intermediate connecting point becomes a ratio which produces a preset difference of the braking forces between the front and rear iron wheels 50f and r.

Description

  The present invention relates to a brake device for a track-and-rail vehicle, and more specifically, in a track-and-ground vehicle including a road surface traveling means for traveling on a road surface such as a public road and an iron wheel for track traveling for traveling on a railroad track. The present invention relates to a braking device that brakes an iron wheel for running on a track.

  Track-and-rail vehicles based on vehicles such as trucks and backhoes, and equipped with rail wheels for railway tracks in addition to road surface traveling means such as tires and endless tracks are used for track maintenance work and the like.

  In such a track-and-rail vehicle, when traveling on a road surface such as a public road, the steel wheel is housed in the ascending position and traveled by a tire, an endless track, or the like. It is configured to be able to run on a track by placing an iron wheel on top of it and making contact with it.

  When the iron wheel is lowered, the tire is brought into contact with the rail together with the iron wheel, and by driving this tire, the railway wheel can be run as a mere driven wheel. There has also been proposed a track-and-rail vehicle configured such that the road surface traveling means is separated above the track, and the iron wheel is directly driven in this state so as to perform the track traveling.

  As described above, in a track-and-rail vehicle that runs on the track by directly driving the iron wheel with the tire separated from the track, braking during the track run cannot be performed by the braking device provided in the base vehicle. It is necessary to separately provide a braking device for performing the above.

  FIG. 7 shows an example of a braking device for braking the iron wheel provided for track running in this way.

  As shown in FIG. 7, brake wheels 451f and 451r that rotate together with the iron wheels 450f and 450r are provided on the iron wheels 450f and 450r provided on the rail vehicle, and the brake disks 451f and 451r are connected to the brake caliper 411f. , 411r is used to generate a braking torque for the steel wheels 450f and 450r.

  In order to introduce brake fluid to the brake calipers 411f and 411r, a hydraulic circuit 448 is formed by communicating a hydraulic pressure generating source such as the master cylinder 412 with the brake calipers 411f and 411r via the brake hose. In response to operation of a brake pedal provided in the driver's seat, the hydraulic pressure generating source (master cylinder 412) is operated to control the operating pressure introduced into the brake caliper so that braking can be performed. ing.

  FIG. 8 shows a configuration example of a braking device including an operation mechanism that operates the brake release cylinder 460 corresponding to the operation of the brake pedal and moves the piston rod 413 of the master cylinder 412 forward and backward.

  In this brake device, when the brake pedal provided in the driver's seat is not operated, the brake release cylinder 460 is contracted, the brake is released, and traveling is possible. By stepping on, the brake release cylinder 460 extends and the iron wheel 450 is braked.

  The master cylinder 412 and the brake caliper 411 are communicated with each other by a brake hose 448 ′ so that the brake fluid can be supplied to and discharged from the brake caliper 411 by the forward / backward movement of the piston rod 413 provided on the master cylinder 412. It is configured.

  The brake device shown in FIG. 8 is pivotally supported by a pin 462 so as to prevent the rail vehicle from running without a crew member on a sloped track, for example, when the engine is stopped. A link 461 is provided, and the upper end side of the link 461 is connected to the piston rod 413 of the master cylinder 412. At the lower end of the link 461, the piston rod 413 is pushed into the master cylinder 412 by the compression spring 466. The upper end of the link 461 is connected to a hydraulic brake release cylinder 460. When the engine is stopped, the brake release cylinder 460 extends and the biasing force of the compression spring 466 is applied. To rotate the link 461 in the clockwise direction in the figure. Thereby, push the piston rod 413 of the master cylinder 412, (see FIGS. 6 and "0005" - "0007" column of Patent Document 1) that is generating the braking force applied to the iron wheels 450.

JP 2008-195358 A

  In track-and-rail vehicles, compared to road surface traveling by contact between the road surface means such as tires and the road surface, in track traveling that travels by contact between the track and the iron wheel, the friction resistance between the track and the iron wheel is small. It becomes.

  In addition, the load applied to the front and rear iron wheels in a track-and-rail vehicle is not constant. For example, in a track-and-rail vehicle based on a truck with an engine or the like disposed in front, the load on the front iron wheel provided on the front side is not. Large and the load applied to the rear wheel is small compared to this.

  Therefore, when braking the front iron wheel and the rear iron wheel with the same braking force, the low load side iron wheel is locked due to the small frictional resistance between the raceway and the iron wheel. Therefore, the braking force applied to the front and rear wheels is optimized according to the distribution of the load on the front wheel and the load on the rear wheel. It is desirable to improve.

  Thus, if the generation of braking force different between the front iron wheel 450f and the rear iron wheel 450r is performed by a single hydraulic circuit 448 having a single master cylinder 412 as shown in FIG. Therefore, the brake caliper 411f provided on the rear iron wheel 450r and the brake caliper 411r provided on the rear wheel 450r are provided with different capacities, and the braking force is changed based on the difference in capability.

  However, when using brake calipers with different performance on the front and rear wheel sides, the brake caliper mounting structure on the front and rear wheel sides may be different depending on the design, Workability in design, assembly, adjustment, etc. deteriorates, for example, the brake caliper assembly and adjustment work differs between the rear wheel and the work cannot be performed uniformly.

  In addition, when a single hydraulic circuit 448 having a single hydraulic pressure source is used to brake both the front and rear iron wheels as shown in FIG. Since both the front iron wheel 450f and the rear iron wheel 450r may not be braked, the hydraulic circuit is configured such that even if one of the front and rear iron wheels cannot be braked, the other iron wheel is braked. In order to be able to do so, it is preferable that the front iron wheel side and the rear iron wheel side are respectively independent hydraulic circuits.

  As described above, when independent hydraulic circuits are employed on the front and rear wheel sides, a master cylinder as a hydraulic pressure generation source is also provided for each circuit.

  However, it is necessary for the crew to operate the brakes, for example, by operating a single brake pedal provided in the driver's seat. Separate master cylinders are used for braking the front and rear wheels. However, if two master cylinders are operated with the same amount of movement according to the amount of movement of a single brake pedal, the brake caliper and master cylinder used in the hydraulic circuit for the front wheel are used. Unless the design differs between the hydraulic circuits for the front and rear wheels, such as the difference in performance between the brake caliper and the master cylinder used in the hydraulic circuit for the rear wheels, It is impossible to make a difference in braking force, and workability such as design, assembly, and adjustment work is poor.

  Therefore, the hydraulic circuits used for braking the front iron wheel and the rear iron wheel are independent from each other, and the hydraulic circuit used for braking the front iron wheel and the hydraulic circuit used for braking the rear iron wheel are also used. Even if the same design is adopted, if the braking force of the front and rear wheels can be made different, the braking performance will be improved and the convenience in each work such as design, assembly and adjustment will be improved. Can be obtained at the same time.

  In addition, in the brake device described above, if bubbles are mixed into the brake fluid of the hydraulic circuit, bubbles that are easier to compress than the brake fluid, which is liquid, are crushed, so that the force of the master cylinder is not transmitted to the brake caliper, and the brake Will not work.

  Therefore, when introducing the brake fluid in the hydraulic circuit or replacing the brake fluid in the hydraulic circuit, air is not left in the brake fluid in the hydraulic circuit, and bubbles are generated in the brake fluid. In some cases, so-called “bleeding” work is required to remove this.

  In the air venting operation, first, the upper lid of the reservoir tank provided in the master cylinder is opened, and the bleed valve provided in the brake caliper 411 is opened to discharge the brake fluid in the hydraulic circuit through the bleed valve. Next, in this state, while adding brake fluid to the reservoir tank of the master cylinder, repeat the forward and backward movement of the piston rod of the master cylinder, send the brake fluid to the brake caliper side, and discharge the brake fluid from the bleed valve. When air bubbles cannot be confirmed in the brake fluid discharged from the bleed valve, the bleed valve is closed and the top cover of the master cylinder is closed. Air bleeding It can be a state.

  Thus, when releasing air from the hydraulic circuit, it is necessary to repeatedly move the piston rod of the master cylinder back and forth.

  On the other hand, if the reservoir tank is emptied due to the brake fluid being sent out by the forward / backward movement of the piston rod, the master cylinder sends the air in the reservoir tank into the hydraulic circuit, and the air venting operation must be repeated from the beginning. Therefore, the brake fluid must be added appropriately so that the brake fluid in the reservoir tank does not become insufficient, and the addition of the brake fluid to the reservoir tank and the operation of moving the piston rod forward and backward must be performed in cooperation. There is.

  However, in the configuration of the braking device described with reference to FIG. 8, if the piston rod 413 of the master cylinder 412 is repeatedly moved forward and backward, the brake pedal provided in the driver's seat is depressed or released. Work in the seat is necessary.

  On the other hand, since the master cylinder 412 is usually provided at a position away from the driver's seat (for example, the rear side of the vehicle body), one operator operates the brake pedal and adds brake fluid to the reservoir tank 412a. Cannot be performed at the same time. For example, a worker in the driver's seat and a worker in the vicinity of the master cylinder 412 need to work in a coordinated manner.

  If such air bleeding operation is to be performed independently, for example, the piston rod 413 of the master cylinder 412 is removed from the link 461 so that the piston rod 413 can be directly operated without using the brake pedal or the release cylinder 460. It is also possible.

  However, since the above-described link 461 and other parts exist around the piston rod 413, it is difficult to work by directly gripping this with the hand.

  In order to solve this problem, it is conceivable to perform work by, for example, connecting a jig or the like to the piston rod 413 removed from the link 461. However, every time the air bleeding operation is performed, the piston rod 413 with respect to the link 461 is used. It is cumbersome to attach and detach the jig and the jig, and the workability is poor.

  In particular, when the braking of the front iron wheel and the braking of the rear iron wheel are to be performed by separate hydraulic circuits, the air venting operation must be performed for each circuit. The attachment / detachment work and the attachment / detachment work of the jig to / from the piston rod need to be performed for each master cylinder provided in each hydraulic circuit, and the complexity and workability are further remarkable.

  Therefore, the present invention has been made to solve the above-described drawbacks of the prior art, and both the hydraulic circuit and the rear iron wheel are braked by independent hydraulic circuits. It is an object of the present invention to provide a brake device for a track-and-rail vehicle that can exhibit different braking forces between a front iron wheel and a rear iron wheel even when the same structure is adopted.

  Another object of the present invention is to provide a brake device for a railcar that allows a single operator to release air in the brake fluid relatively easily.

  Hereinafter, means for solving the problem will be described together with reference numerals used in the embodiment for carrying out the invention. This symbol is intended to clarify the correspondence between the description of the claims and the description of the mode for carrying out the invention. Needless to say, it is used for the interpretation of the technical scope of the claims of the present invention. It is not used restrictively.

In order to achieve the above object, the braking device 10 for a track-rail vehicle according to the present invention includes the road running means 60 such as tires and the iron wheels 50f and 50r for track running so that the road running by the road running means 60 and the iron wheel can be performed. In the braking device 10 that brakes the iron wheel of the track-and-rail vehicle 1 that enables track travel by 50f and 50r,
Brake caliper 11f that brakes front iron wheel 50f of the iron wheel and front iron wheel braking hydraulic circuit 48f formed by connecting pipe master cylinder 12f that supplies brake fluid to brake caliper 11f. And a brake caliper 11r for braking the rear iron wheel 50r and a rear iron wheel hydraulic circuit 48r formed by connecting a pipe between the rear iron wheel master cylinder 12r for supplying brake fluid to the brake caliper 11r. Provided,
The two master cylinders 12f and 12r are fixed to the bracket 14 so that the protruding ends of the piston rods 13f and 13r face the same direction,
The projecting end of the piston rod 13f of the front iron wheel master cylinder 12f is rotatably connected to a first connection point 33 provided on the one end 31a side of the swing plate 31,
The projecting end of the piston rod 13r of the rear iron wheel master cylinder 12r is rotatably connected to a second connection point 34 provided on the other end 31b side of the swing plate 31,
The intermediate connection point 35 provided on the swing plate 31 between the first connection point 33 and the second connection point 34 moves forward and backward in parallel with the piston rods 13f and 13r of the two master cylinders 12f and 12r. And one end 32a of a connecting rod 32 for moving the swing plate 31 is rotatably connected,
The ratio of the distance Lf between the first connection point 33 and the intermediate connection point 35 and the distance Lr between the second connection point 34 and the intermediate connection point 35 is set to a predetermined value between the front iron ring 50f and the rear iron ring 50r. The intermediate connection point 35 is provided at a position where a ratio for generating a difference in braking force is established (claim 1).

  In the braking device 10 configured as described above, an angle θ formed by a line X connecting the first connection point 33 and the second connection point 34 with respect to the longitudinal center line of the connection rod 32 is within a predetermined angle range. A restricting means 36 for restricting the swing range of the swing plate 31 can be provided.

Further, a handle bar 15 having a grip portion on one end 15a side is pivotally supported on the bracket 14 at, for example, the other end 15b of the handle bar 15 so that the handle bar 15 can swing in plane parallel to the swing plate 31. ,
A position on the handlebar 15 that is a predetermined distance away from the pivot position relative to the bracket 14, for example, an intermediate position in the longitudinal direction of the handlebar 15, and the position between the first connection point 33 and the second connection point 34. It is good also as a structure which pivotally supported the position on the rocking | fluctuation board 31 so that mutual rotation was possible (Claim 3).

  The connecting rod 32 may be configured as a braking device provided with an urging means 234 for urging the two master cylinders 12f and 12r.

  According to the configuration of the present invention described above, according to the braking apparatus 10 for a railroad vehicle of the present invention, the separate hydraulic circuits 48f and 48r are configured for the front iron wheel braking and the rear iron wheel braking. Even if a malfunction occurs, braking on at least one of the front iron wheel 50f and the rear iron wheel 50r can be performed by the other hydraulic circuit. As a result, a highly reliable braking device could be provided.

  Moreover, while the hydraulic circuits 48r and 48f are made independent for the front iron wheel braking and the rear iron wheel braking in this manner, the hydraulic circuit 48r and 48f are separated between the first connection point 33 and the intermediate connection point 35 of the swing plate 31. The intermediate connection point 35 is set such that the distance Lf and the distance Lr between the second connection point 34 and the intermediate connection point 35 are a predetermined ratio corresponding to the difference in braking force generated between the front iron wheel 50f and the rear iron wheel 50r. With the relatively simple configuration of setting the position of the front wheel, the hydraulic circuit for braking the front iron wheel and the hydraulic circuit for braking the rear iron wheel, including the equipment used (brake caliper, master cylinder, etc.) are completely the same design. Even in this case, the braking force for the front iron wheel 50f and the braking force for the rear iron wheel 50r can be made different, and the braking performance can be improved.

  As described above, since the configuration of the hydraulic circuit 48f for braking the front iron wheel and the hydraulic circuit 48r for braking the rear iron wheel can be made common, the design of these hydraulic circuits is easy, and assembly and assembly are possible. Subsequent adjustment work can be completed by performing common work on the front and rear wheel sides, improving braking performance and improving workability at the same time.

  In the configuration in which the above-described restricting means 36 is provided on the swing plate 31, even if a malfunction occurs in either the hydraulic circuit 48f or 48r on the front iron wheel 50f or the rear iron wheel 50r side, The circuit could be used to reliably brake the other iron wheel.

  Further, in the configuration provided with the handle bar 15 described above, one end or the other end of the connecting rod 32 is removed to release the connection between the swing plate 31 and the operation generating portion 230 of the operating mechanism 20, and the handle bar By gripping the 15 gripping part and swinging it, the master is provided in the hydraulic circuit provided with the brake caliper with the bleed valve opened, that is, in the hydraulic circuit on the side where the brake fluid is replaced and the air is released. The piston rod of the cylinder could be easily moved forward and backward.

  In the configuration in which the biasing means 234 for biasing the connecting rod 32 toward the two master cylinders 12f and 12r is provided, the railroad vehicle starts running without a crew member on a sloped track or the like. It was possible to prevent the occurrence of accidents.

Explanatory drawing which shows the whole structure of the braking device of this invention. The front view of a master cylinder and a motion generation part part. The side view of a master cylinder and a motion generation part part. The top view of a master cylinder and a motion generation part part. Operation explanatory diagram of the handlebar and the swinging plate at the time of air bleeding (at the time of air bleeding of the rear wheel side hydraulic circuit). The operation explanatory view of the handlebar and the swinging plate at the time of air bleeding (at the time of air bleeding of the front wheel side hydraulic circuit). The block diagram of the brake device by a single hydraulic circuit (conventional). Explanatory drawing of the braking device which used the master cylinder as the hydraulic pressure generation source (conventional; corresponding to FIG. 6 of patent document 1).

  Next, the brake system 10 for a track-and-rail vehicle according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 shows the overall configuration of the control device 10 of the present embodiment.

  The track-and-rail vehicle provided with the braking device 10 is described above in that it is provided with road running means 60 such as tires (front wheels are omitted in FIG. 1) and rail wheels (front iron wheels 50f and rear iron wheels 50r). It is the same as the structure of a known railroad vehicle.

  The track traveling iron wheels 50f and 50r are provided with brake discs 51f and 51r that rotate together with the iron wheels 50f and 50r, respectively, and a brake caliper including a brake pad that holds the brake discs 51f and 51r. The point that 11f and 11r are provided for each iron wheel is the same as the conventional braking device described with reference to FIG.

  However, in the braking device 10 of the present invention, the hydraulic circuit 48f for the front iron wheel that supplies brake fluid to the brake caliper 11f provided for braking the front iron wheel 50f, and the brake provided for braking the rear iron wheel 50r. The rear iron wheel hydraulic circuit 48r for supplying the brake fluid to the caliper 11r is formed as an independent hydraulic circuit, and the master cylinder for the front iron wheel is used as a hydraulic pressure generating source for generating the operating pressure of the brake caliper 11f for braking the front iron wheel. 12f, and a master cylinder 12r for the rear iron wheel is separately provided as a hydraulic pressure source for generating the operating pressure of the brake caliper 11r of the rear iron wheel 50r. The rear iron wheel 50r is configured to be able to generate a braking torque.

  For example, in order to move the piston rods 13f and 13r of the master cylinders 12f and 12r forward and backward in response to an operation of a brake pedal provided in the driver's seat of the track and land vehicle 1, a rocking plate 31 described later is used. An operating mechanism 20 is provided for moving the connecting rod 32 connected to the piston rods 13f and 13r forward and backward.

  The above-mentioned operation mechanism may have any configuration as long as it can move the connecting rod 32 described later in response to the operation of the brake pedal provided in the driver's seat. For example, referring to FIG. Like the conventional braking device described above, the operation of the brake pedal may be configured to be transmitted to the connecting rod 32 via a hydraulic cylinder for releasing the brake and a link urged by a compression spring. However, in the braking device 10 of the present embodiment, an operating device indicated by reference numeral 20 in FIG.

  The actuating device 20 includes an “operation input unit 210” for inputting an operation to be performed by the crew member on the braking device 10, and the piston rods 13f and 13r of the master cylinders 12f and 12r according to the operation input to the operation input unit 210. An “operation generating unit 230” that generates an operation transmitted to the piston rods 13f and 13r to move forward and backward, and a “power unit 220” that operates the operation generation unit 230 are provided.

  Among these, the above-described motion generating unit 230 includes a base 231 on which each member constituting the motion generating unit 230 is placed, and a hydraulic cylinder 232 mounted on the base 231, and is swung by the hydraulic cylinder 232. A crank arm 233 to be operated is provided.

  The crank arm 233 is configured such that one end side in the horizontal direction is pivotally supported by the base 231 and can swing in the vertical direction in the figure, and the one end side protrudes upward as a whole. It is formed in a horizontal L shape.

  The rod of the hydraulic cylinder 232 is connected to the other end side of the crank arm 233 at a position slightly closer to the center with respect to the end portion on the other end side. By introducing and discharging hydraulic oil to the hydraulic cylinder 232, The crank arm 233 can be swung. The crank arm 233 has an upper end on one end side of the crank arm 233, and piston rods 13f and 13r of the master cylinders 12f and 12r via a swing plate 31 described later. The other end 32b of the coupling rod 32 to be coupled is pivotably coupled.

  The other end of the crank arm 233 is attached with an upper end of an extension spring 234 having a lower end fixed to the base 231. The crank arm 233 is swung counterclockwise in FIG. An urging force is generated, and thereby the connecting rod 32 is urged in a direction in which the piston rods 13f and 13r are pushed into the master cylinders 12f and 12r through the swing plate 31, and thus the iron wheel is always braked. It is a braking device.

  The hydraulic oil is supplied to and discharged from the hydraulic cylinder 232 provided in the operation generator 230 by the power unit 220.

  The power unit 220 is provided with an oil tank 221, and one end of an oil supply circuit 223 provided with a motor-equipped pump 222 that pumps up the hydraulic oil in the oil tank 221 is open in the oil tank 221.

  The oil supply circuit 223 is provided with a check valve 224 on the secondary side of the pump 222, and is joined to a recovery circuit 226 provided with an electromagnetic valve 225 on the secondary side of the check valve 224. It communicates with a supply / drain oil circuit 227 that communicates with the working pressure chamber of the hydraulic cylinder 232 provided.

  Accordingly, when the pump 222 is driven by the motor while the recovery circuit 226 is closed by the electromagnetic valve 225, the hydraulic oil in the oil tank 221 is supplied to the hydraulic cylinder 232 of the operation generator 230, and the hydraulic cylinder 232 is extended by the extension spring 234. When the crank arm 233 is swung in the clockwise direction in the figure against the urging force of the valve, the supply of hydraulic oil by the pump 222 is stopped, and the recovery circuit 226 is opened by the electromagnetic valve 225 provided in the recovery circuit 226. The hydraulic oil in the hydraulic pressure chamber of the hydraulic cylinder 232 is recovered in the oil tank 221 via the recovery circuit 226, and the crank arm 233 swings counterclockwise in FIG.

  In the figure, reference numeral 228 denotes a pressure switch that controls the start and stop of the pump 222 in order to keep the pressure of the hydraulic oil supplied to the hydraulic cylinder 232 constant.

  Supply and discharge of the hydraulic fluid to / from the hydraulic cylinder 232 by the power unit 220 described above is performed by the crew operating the operation input unit 210. In the present embodiment, the operation input unit 210 is provided with a brake pedal 211 and an indwelling brake switch 212, and the crew member operates them so that the power unit 220 operates the hydraulic oil for the hydraulic cylinder 232 according to the operation content. To supply and discharge.

  Among them, the brake pedal 211 is provided on the floor of the driver's seat of the railway vehicle 1, and when the brake pedal 211 is released by the crew member depressing or releasing the brake pedal 211 with his / her foot, the brake pedal 211 is described above. The electromagnetic valve 225 of the power unit 220 closes the recovery circuit 226, the pump 222 of the oil supply circuit 223 is driven to supply hydraulic oil to the hydraulic cylinder 232, and when the brake pedal 211 is depressed, the hydraulic oil is stopped by stopping the pump 222. The solenoid valve 225 opens the recovery circuit 226 and recovers the hydraulic oil in the hydraulic cylinder 232 into the oil tank 221.

  The indwelling brake switch 212 is provided to release the brake of the braking device 10 of the present embodiment. When the indwelling brake switch 212 is turned off, the electromagnetic valve 225 closes the recovery circuit 226, and The pump 222 of the oil supply circuit 223 is driven to supply hydraulic oil to the hydraulic cylinder 232. When the in-place brake switch 212 is turned on, the pump 222 is stopped and the supply of hydraulic oil is stopped, and the solenoid valve 225 is recovered. The circuit 226 is opened, and the hydraulic oil in the hydraulic cylinder 232 is configured to be collected in the oil tank 221.

  Piston rods 13f and 13r of two master cylinders 12f and 12r for front wheel braking and rear wheel braking are connected to the upper end of the crank arm 233 of the motion generating unit 230 through a swing plate 31 and a connecting rod 32. As the crank arm 233 swings, the piston rods 13f and 13r of the master cylinders 12f and 12r both move forward and backward.

  The two master cylinders 12f and 12r for front wheel braking and rear wheel braking are the same with the protruding ends of the piston rods 13f and 13r oriented in the same direction (right side of the page) as shown in FIG. It is attached to the bracket 14 so as to be oriented.

  The example shown in FIG. 1 shows an example in which two master cylinders 12f and 12r are arranged side by side in the direction perpendicular to the paper surface, but each master cylinder 12f and 12r may be arranged side by side in the horizontal direction (FIG. 2, FIG. The arrangement is not limited to the illustrated example.

  The piston rods 13f and 13r of the two master cylinders 12f and 12r arranged in this way are connected via the swinging plate 31 at the protruding end.

  In the example shown in FIG. 1, the oscillating plate 31 is configured as a band plate, but the shape of the oscillating plate 31 is not limited to the example shown in FIG. Can do.

  The swing plate 31 and the piston rods 13f and 13r of the master cylinders 12f and 12r are connected to the first connecting point 33 provided on the one end 31a side of the swing plate 31 with respect to the master cylinder 12f for front wheel braking. The end of the piston rod 13f is pivotally connected by pinning or the like, and the master cylinder 12r for braking the rear wheel is connected to the second connection point 34 provided on the other end 31b side of the swing plate 31. The end of the piston rod 13r is pivotally connected by pinning or the like.

  One end of a connecting rod 32 having the other end 32b connected to the upper surface of the crank arm 233 of the motion generating unit 230 on the swing plate 31 between the first connecting point 33 and the second connecting point 34. An intermediate connection point 35 is provided to which 32a is swingably connected.

  In the example shown in FIG. 1, the intermediate connection point 35 is arranged side by side on the same line as the first connection point 33 and the second connection point 34. The arrangement of the intermediate connection point 35 is shown in FIGS. As shown in FIG. 5, it is not always necessary to arrange the first connection point 33 and the second connection point 34 on the same line.

  In the illustrated example, the connection rod 32 is connected to the intermediate connection point 35 via a ball joint provided at one end 32a of the connection rod 32, whereby the swing plate 31 and the connection rod 32 are mutually connected. It is connected so that it can swing.

  A similar ball joint is provided at the other end 32b of the connecting rod 32, and the other end 32b of the connecting rod 32 is connected to the upper end of the crank arm 233 via the ball joint so as to be swingable. When the crank arm 233 swings, the swinging plate 31 is moved via the connecting rod 32, whereby the piston rods 13f and 13r provided in the two master cylinders 12f and 12r move forward and backward. Yes.

  The distance Lf between the first connecting point 33 and the intermediate connecting point 35 of the swing plate 31 and the second connecting point so that a predetermined braking force can be applied to the front iron wheel 50f and the rear iron wheel 50r, respectively. The position of the intermediate connection point 35 is determined so that the distance Lr between the intermediate connection point 34 and the intermediate connection point 35 has a predetermined ratio.

  Here, for example, when a larger braking force is generated in the front iron wheel 50f than in the rear iron wheel 50r, the distance Lf between the first connection point 33 and the intermediate connection point 35, the second connection point 34, and the intermediate The distance Lr ratio (Lf / Lr) between the connection points 35 is configured to be less than 1. As this ratio becomes smaller, the braking force for the front iron wheel 50f becomes larger than that for the rear iron wheel 50r.

  On the contrary, when the ratio (Lf / Lr) of the distance Lf between the first connection point 33 and the intermediate connection point 35 and the distance Lr between the second connection point 34 and the intermediate connection point 35 exceeds 1, The braking force on the rear iron wheel 50r becomes larger than the braking force on the front iron wheel 50f, and the braking force on the rear iron wheel 50r becomes larger than that on the front iron wheel 50f as the numerical value of the ratio increases. It becomes.

  That is, when the connecting rod 32 moves to the left side of the page and the piston rods 13f and 13r are pushed into the master cylinders 12f and 12r via the swing plate 31, the first connecting point 33 and the second connecting point 34 are As indicated by arrows Ff and Fr in FIG. 1, the piston rods 13f and 13r apply a force to push back the swing plate 31, respectively.

  Here, the force with which the piston rods 13f and 13r try to push back the swing plate 31 increases as the pressure of the brake fluid in the master cylinders 12f and 12r increases, and the pressure of the brake fluid is increased by the master cylinder 12f. , 12r rises as the pushing amount of the piston rods 13f, 13r increases.

  On the other hand, the rocking plate 31 is pivotally supported by the connecting rod 32 at the intermediate connecting point 35 so that it can be a lever with the intermediate connecting point 35 as a fulcrum. As a result, for example, when the distance Lf between the first connection point 33 and the intermediate connection point 35 is shorter than the distance Lr between the second connection point 34 and the intermediate connection point 35 (Lf <Lr). , Corresponding to the ratio of the two lengths, the forces from the piston rods 13f and 13r are balanced when Ff> Fr.

  Therefore, when the distance Lf between the first connection point 33 and the intermediate connection point 35 is shorter than the distance Lr between the second connection point 34 and the intermediate connection point 35 (Lf <Lr), The pushing force of the piston rod 13f with respect to the master cylinder 12f for iron wheel control is large, while the pushing force of the piston rod 13r with respect to the master cylinder 12r for driving the rear iron wheel is balanced at a small position, and the braking force applied to the rear iron wheel 50r. On the other hand, the braking force applied to the front iron wheel 50f can be increased.

  The swing plate 31 is added to the front iron wheel 50f and the rear iron wheel 50r by making the ratio of the above-mentioned Lf and Lr changeable by changing the position of the intermediate connection point 35, for example. The braking force may be variable.

  In the embodiment shown in FIG. 4, the swing of the swing plate 31 attached to the projecting ends of the piston rods 13 f and 13 r of the master cylinders 12 f and 12 r is the same as the first connection with respect to the center line of the connection rod 32. The swinging range is restricted by the restricting means 36 so that the angle θ formed by the line X connecting the point 33 and the second connecting point 34 falls within a predetermined angle range.

  As the restricting means 36, a part of the swing plate 31 is extended to form a protruding portion that protrudes substantially parallel to the connecting rod on the second connecting point 34 side of the connecting rod 32, and the tip of the protruding portion Is bent upward to form a bent portion 36a, and an angle θ formed by a straight line X connecting the first connecting point 33 and the second connecting point 34 with respect to the longitudinal center line of the connecting rod 32 is less than a predetermined angle. In this case, the bent portion 36a is configured to interfere with the connecting rod 32 and restrict the swing of the swing plate 31.

  In the example shown in the figure, this restricting means 36 is provided substantially parallel to the second connecting point 34 side of the connecting rod 32, but this restricting means 36 is opposite to the example shown in FIG. It may be provided on the first connecting point 33 side, or may be provided on both sides of the connecting rod 32 on both the first and second connecting points 33 and 34 side, and the angle θ is predetermined. As long as the bent portion 36a comes into contact with the connecting rod 32 and regulates the swing of the swing plate 31, the angle may be any configuration.

  Here, for example, when the brake fluid is heated by frictional heat during braking, bubbles are generated in the brake fluid and the brake does not work, so-called "vapor lock phenomenon" occurs on either the front or rear iron wheel As a result, the master cylinder on the hydraulic circuit side that contains air bubbles that are more likely to be crushed than the brake fluid, which is liquid, can easily push the piston rod into the master cylinder on the hydraulic circuit side in a normal state. Will be able to.

  As an example, when such a vapor lock phenomenon occurs in the hydraulic circuit 48f on the front wheel side, if the swing plate 31 is moved to the master cylinders 12f, 12r side by the connecting rod 32, the front wheel side on which bubbles are generated is moved. As a result of increasing the pushing amount of the piston rod 13f of the master cylinder 12f provided in the hydraulic circuit 48f, the swing plate 31 swings and tilts counterclockwise in FIG. 4, and the connecting rod 32 is moved to the master cylinders 12f and 12r. Braking force applied to the rear iron wheel 50r without being able to push the piston rod 13r into the master cylinder 12r for the rear iron wheel provided in the hydraulic circuit where no abnormality has occurred even if it is moved forward so as to approach the rear wheel. Decrease.

  However, when the restricting means 36 described above is provided and the angle θ is reduced to a predetermined angle by the rotation of the swinging plate 31, the bent portion 36a of the restricting means 36 comes into contact with the connecting rod 32, and the swinging plate 32 is more than this. By restricting the tilt to a large degree, the pushing amount of the piston rod 13r with respect to the master cylinder 12r provided in the normal hydraulic circuit on the rear iron wheel 50r side is secured, and the iron wheel (rear iron wheel) can be braked. The reliability of the apparatus can be improved.

  In this embodiment, the front iron wheel 50f is configured as a drive wheel, and as a result, even if a problem occurs in the hydraulic circuit 48f for braking the front iron wheel, the driving of the front iron wheel 50f is stopped. As a result, a braking force equivalent to an engine brake in an automobile is applied to the front iron wheel 50f.

  Therefore, in the example shown in FIG. 4, the restricting means 36 is provided on the side of the second connecting point 34 that is the connecting point of the connecting rod 32 and the piston rod 13 r of the master cylinder 12 r for rear iron wheel braking. The moving plate 31 is configured to restrict excessive swinging in the counterclockwise direction in FIG. 4 so as to secure at least braking on the rear iron wheel side. Such a restricting means 36 is preferably provided on each side of 32.

  The restricting means 36 is not limited to the illustrated example as long as it can restrict the swing range of the swing plate 31 to a predetermined angle. For example, the restricting means 36 may have any protrusion on the upper surface of the swing plate 31. Provided, and when the rocking plate 31 rocks beyond a predetermined rocking angle, the protrusion may come into contact with the connecting rod 32 to restrict rocking or An arc-shaped slit is formed on the plate 31 with the intermediate connection point 35 as the center, and a protrusion provided on the connecting rod 32 is inserted into the slit so that the swing plate 31 cannot swing more than the slit formation length. It may be formed.

  Furthermore, a handle bar 15 can be attached to the aforementioned swing plate 31 as shown in FIGS.

  The handle bar 15 is a grip portion that is operated by an operator gripping one end 15 a side, and any position of the handle bar 15 is attached to the bracket 14 to which the master cylinders 12 f and 12 r are attached by the support shaft 16. It is pivotally supported so as to be able to swing in parallel to the above-described swing plate 31.

  A position on the handlebar 15 that is a predetermined distance away from the pivot support position of the support shaft 16 with respect to the bracket 14, and the rocking plate 31 between the first connection point 33 and the second connection point 34. These predetermined positions are pivotally supported by a boss 17 so as to be rotatable relative to each other.

  In the embodiment shown in FIGS. 4, 5, and 6, the other end 15 b of the handlebar 15 is pivotally supported on the bracket 14 by the support shaft 16, and the handlebar 15 is moved to an intermediate position in the longitudinal direction by the boss 17. Although the swinging plate 31 is rotatably supported, the shaft support positions of the handle bar 15 and the bracket 14 and the shaft support positions of the handle bar 15 and the swing plate 31 are not limited to the illustrated example. A gripping portion provided on the one end 15a side of the handle bar 15 is supported such that an intermediate position in the longitudinal direction of the handle bar 15 is pivotally supported by the bracket 14 and the other end 15b of the handle bar 15 is pivotally supported by the swing plate 31. When the shaft support position (support shaft 16) with respect to the bracket 14 is swung around, the shaft support position (boss 17) between the handle bar 15 and the swing plate 31 is relative to the master cylinders 12f and 12r. As long as it can be swung in the direction against and away from that position it is not limited to the illustrated example.

  Preferably, the handle bar 15 and the bracket 14 from the pivot support position (support shaft 16) to the one end 15a of the handle bar 15 to the one end 15a of the handle bar 15 and the bracket 14 from the pivot support position (support shaft 16) to the handle bar. It is preferable that the distance between the shaft 15 and the pivot plate 31 (the boss 17) is made short so that the handlebar 15 can be operated with a relatively small force.

  As described above, in the configuration provided with the handle bar 15, the piston rod of the master cylinder 12f or 12r is used when the brake fluid in the hydraulic circuits 48f and 48r for front wheel braking or rear wheel braking is replaced or vented. 13f or 13r can be easily moved forward and backward.

  When the piston rod 13f or 13r moves forward and backward, first, the connection between the one end 32a of the connecting rod 32 and the swing plate 31 or the connection between the other end 32b of the connecting rod 32 and the upper surface of the crank arm 233 is released. To do.

  Then, the brake caliper provided on the brake caliper 11f or 11r on either the front iron wheel 50f or the rear iron wheel 50r for exchanging the brake fluid is opened, and the hydraulic pressure common to the brake caliper with the bleed valve opened is used. The upper lid of the reservoir tank 12a of the master cylinder 12f or 12r provided in the circuit is opened.

  In this way, when the bleed valve of the brake caliper 11f or 11r on either the front iron wheel 50f or the rear iron wheel 50r is opened, the brake fluid in the hydraulic circuit having the brake caliper with the bleed valve open is When the piston rod 13f or 13r of the master cylinder 12f or 12r provided in the circuit is pushed in, it is discharged out of the circuit through the bleed valve.

  Therefore, in a hydraulic circuit having a brake caliper with the bleed valve opened, the pressure of the brake fluid does not increase, and as a result, the piston rod of the master cylinder can be pushed in with a relatively small force.

  On the other hand, in a hydraulic circuit with a brake caliper with the bleed valve closed, the pressure of the brake fluid in the hydraulic circuit increases as the piston rod of the master cylinder is pushed in. Will be added.

  As a result, even if the handlebar 15 is swung, the piston rod hardly moves back and forth in the hydraulic cylinder side master cylinder having the brake caliper with the bleed valve closed, and the first or second connecting point is not moved. Either one of the positions is hardly changed, and only the piston rod of the master cylinder of the hydraulic circuit having the brake caliper with the bleed valve opened can be easily moved forward and backward by swinging the handle bar 15. It has become.

  As an example, if the bleed valve of the brake caliper 11f provided on the front iron wheel 50f is kept closed and the handlebar 15 is swung with the bleed valve of the brake caliper 11r provided on the rear iron wheel 50r open, As shown in FIG. 5, the first connection point 33 hardly moves on the plate 31, and the second connection point 34 swings with the first connection point 33 as a fulcrum as shown by an arrow in the drawing, so that the rear iron wheel The piston rod 13r of the master cylinder 12r for use moves forward and backward.

  On the other hand, the handle bar 15 is swung while the bleed valve of the brake caliper 11r provided on the rear iron wheel 50r is kept closed and the bleed valve of the brake caliper 11f provided on the front iron wheel 50f is opened. As a result, the second connecting point 34 hardly moves as shown in FIG. 6, and the first connecting point 33 swings with the second connecting point 34 as a fulcrum. As a result, the piston rod 13f of the master cylinder 12f for the front iron wheel moves forward and backward, thereby making it possible to easily replace the brake fluid in the hydraulic circuit and remove the air.

10 Brake device 11f Brake caliper (for front wheel)
11r Brake caliper (for rear wheel)
12 Master cylinder 12f Master cylinder (for front wheel)
12r Master cylinder (for rear wheel)
12a Reservoir tank 13f Piston rod (front master wheel master cylinder)
13r Piston rod (for master cylinder for rear wheel)
14 Bracket 15 Handlebar 15a One end (of handlebar)
15b The other end (of the handlebar)
16 Support shaft 17 Boss 20 Actuating mechanism 210 Operation input section 211 Brake pedal 212 Indwelling brake switch 220 Power unit 221 Oil tank 222 Pump 223 Oil supply circuit 224 Check valve 225 Electromagnetic valve 226 Recovery circuit 227 Supply / exhaust circuit 228 Pressure switch 230 Operation Generator 231 Base 232 Hydraulic cylinder 233 Crank arm 234 Extension spring (biasing means)
31 Oscillating plate 31a One end (of the oscillating plate)
31b The other end (of the swing plate)
32 Connecting rod 32a One end (of connecting rod)
32b The other end (of connecting rod)
33 1st connection point 34 2nd connection point 35 Intermediate connection point 36 Control means 36a Bending part 48f Hydraulic circuit (for front wheel braking)
48r hydraulic circuit (for rear wheel braking)
50f Front wheel 50r Rear wheel 51f Brake disc (front wheel)
51r Brake disc (rear wheel)
60 Road surface travel means (tires)
411, 411f, 411r Brake caliper 412 Master cylinder 412a Reservoir tank 413 Piston rod 448 Hydraulic circuit 448 'Brake hose 450 Iron wheel 450f Front iron wheel 450r Rear iron wheel 451f, 451r Brake disk 460 Brake release cylinder 461 Link 462 Pin 466 Compression spring

Claims (4)

In the braking device for braking the iron wheel of the track-and-rail vehicle, which comprises a road surface traveling means and an iron wheel for track traveling so that the road surface traveling by the road surface traveling means and the track traveling by the iron wheel are possible.
A brake circuit for braking the front iron wheel, a hydraulic circuit for braking the front iron wheel formed by connecting between a brake caliper for braking the front iron wheel and a master cylinder for the front iron wheel for supplying brake fluid to the brake caliper, and a rear iron wheel A brake caliper to be braked and a hydraulic circuit for the rear iron wheel formed by connecting the master cylinder for the rear iron wheel for supplying brake fluid to the brake caliper are separately provided.
Fix the two master cylinders to the bracket so that the protruding end of each piston rod faces the same direction,
The projecting end of the piston rod of the master cylinder for the front iron wheel is rotatably connected to a first connection point provided on one end of the swing plate;
The projecting end of the piston rod of the master cylinder for the rear iron wheel is rotatably connected to a second connection point provided on the other end side of the swing plate,
A connecting rod that moves forward and backward in parallel with the piston rods of the two master cylinders to an intermediate connection point provided on the swing plate between the first connection point and the second connection point. One end of the
The ratio between the distance between the first connection point and the intermediate connection point and the distance between the second connection point and the intermediate connection point is a ratio that generates a difference in braking force between a preset front iron wheel and a rear iron wheel. A brake device for a rail vehicle, wherein the intermediate connection point is provided at a position where   A restriction for restricting the swing range of the swing plate so that an angle formed by a line connecting the first connection point and the second connection point with respect to the longitudinal center line of the connection rod is within a predetermined angle range. The brake device for a rail vehicle according to claim 1, further comprising means. A handle bar with one end as a gripping part is pivotally supported by the bracket so that it can swing parallel to the swing plate.
A position on the handlebar that is a predetermined distance away from the pivot support position relative to the bracket and a position on the swing plate between the first connection point and the second connection point are pivotally supported. The brake device for a rail vehicle according to claim 1 or 2, wherein   The brake device for a rail vehicle according to any one of claims 1 to 3, further comprising urging means for urging the connecting rod toward the two master cylinders.

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