JP2745284B2 - Multi disc brake device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-disc disc brake device, and more particularly to an improved technique for improving a rotation transmission path from a rotary drive shaft such as a driving source for a vehicle to a rotor member of the multi-disc disc brake device. The present invention also relates to a technique for controlling a fluid pressure passage from the primary side of the brake cylinder to the brake driving means of the disc brake device, and a technique for improving specific components added in accordance with the improvement of the rotation transmission path.

[0002]

2. Description of the Related Art In recent years, practical use of a multi-disc disc brake device has been attempted as a brake device provided in a railway vehicle or the like in order to meet a demand for higher speed. As a specific example of this type of brake device, Japanese Utility Model Laid-open No. 4-23
According to Japanese Patent No. 834, a rotating shaft of a brake device is connected via a joint to a driving shaft of an electric motor which is a driving source for rotating an axle of a railway vehicle, and a plurality of rotating shafts are rotated in conjunction with the rotating shaft. A non-rotatable stator member is disposed between the two rotor members, and the rotor member and the stator member are brought into close contact with each other by the action of a pressing member (piston) of braking drive means that operates in accordance with supply and discharge of fluid pressure. A basic configuration for obtaining a braking force is disclosed.

[0003]

However, the multi-disc disc brake device described above requires a braking action because the rotating shaft that rotates together with the rotor member is connected to the drive shaft of the electric motor via a joint. During normal running, the rotor member is always rotating together with the rotating shaft, and the gap between the rotor member and the stator member is set to be extremely small. Even if there is an inclination or the bogie swings from side to side, the constantly rotating rotor member comes into contact with the stator member, and frictional heat is generated between them,
There is a problem that both are worn. This type of problem becomes even more important with the loss of driving force and the shortened bearing life, given the current situation in which the rotor members are required to rotate at high speed with the increase in speed of railway vehicles.

[0004] In addition to this type of multi-disc disc brake device, in addition to the generation of frictional heat during the normal running,
At the time of the braking action, a large amount of frictional heat is generated and stored, so that simply preventing heat radiation or flowing cooling air as in the above-described cooling means can provide a sufficient cooling effect. It can not be obtained and various adverse effects due to heat, such as early deterioration of the piston for pressing the rotor member and the stator member and the packing for maintaining the airtightness, or evaporation of lubricating oil to the bearing of the rotating shaft with which the rotor member is engaged, etc. This will lead to adverse effects.

In order to cope with such a problem, the applicant of the present invention disclosed in a previous patent application (Japanese Patent Application No. 4-359924) a rotation transmission path from a rotary drive shaft (drive shaft of an electric motor) to a rotor member. It has been proposed to provide a clutch means for switching the rotation transmission path between a connected state and a disconnected (disconnected) state.

[0006] However, when the clutch means is provided in this manner, it is necessary to optimally control the timing of the transition from the disengaged state of the clutch means to the connected state and the timing of applying the brake. In particular, when the brake is applied before the clutch means shifts to the connected state and the rotor member and the stator member come into close contact with each other, substantially no braking force is transmitted from the rotor member to the rotary drive shaft. Even if the braking action is not performed and the clutch means is connected in a state where the braking force is applied, since the driving gear and the driven gear are not synchronized, the respective gears constituting the clutch means are not synchronized.
It has the problem of non-engagement order.

[0007] A fork is used as the switching drive means of the clutch means. Usually, only the upper part of the fork is fixedly connected to the moving body, and the lower end thereof is engaged with the switching gear. Since it is slidably fitted into the concave portion, a large deformation stress acts on the connecting portion during the movement, and at the same time, a bending moment acts on the fork itself, so that the fork is inclined and displaced, and the fork is switched with the lower end of the fork. Problems such as the occurrence of large sliding resistance at the engagement position with the gear are caused, and the movement is not performed smoothly, or the movement operation force is lost.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and by eliminating frictional heat generated in a multiple disc brake device during normal running of a vehicle, the total amount of heat stored in the brake device can be greatly increased. The main object of the present invention is to prevent early wear of the rotor member and the stator member, thereby avoiding various adverse effects due to heat and deterioration of durability, and providing clutch means for achieving this object. Optimum control of the timing of the transition of the clutch means to the connection state and the timing of the brake operation in the above-described method, the lightening of the operation of the fork when the fork is used as the switching drive means of the clutch means, and the relationship between the fork and the switching body. It is a technical object of the present invention to reduce the sliding resistance at the joint portion, and to speed up the operation and reduce the loss.

[0009]

SUMMARY OF THE INVENTION A multi-disc brake apparatus according to the present invention is characterized in that it is configured as described below to achieve the above technical object. That is, the first
Means for rotating the rotor member and the non-rotatable stator member in conjunction with the rotary drive shaft of the vehicle, and braking the rotor member and the stator member to be in close contact with each other by supplying and discharging fluid pressure. A multi-disc disc brake device having a driving means, wherein a clutch means for switching the rotation transmission path between a connected state and a disengaged state by the operation of a switching drive means in the middle of a rotation transmission path from the rotary drive shaft to the rotor member. A valve means is provided for opening and closing the fluid pressure passage from the primary side of the brake cylinder to the braking drive means in accordance with the operation of the switching drive means, and the valve means is provided by the operation of the switching drive means. The fluid pressure passage is opened when the clutch means connects the rotation transmission path.

The second means is a multi-disc disc brake device similar to the above, wherein the clutch means rotates in conjunction with the rotary drive shaft and has a first meshing tooth; Rotate in conjunction with the member and the second
A switching gear having a meshing tooth; and a switching gear having a third meshing tooth that is always meshed with the second meshing tooth and can mesh with the second meshing tooth and the first meshing tooth. Has a fork that selectively meshes the third meshing tooth from the second meshing tooth with the first meshing tooth by reciprocating the switching gear, and the fork rotates via a support shaft at an intermediate portion thereof. A rolling element which is made possible and which comes into contact with the engaging portion of the switching gear is provided at the end thereof.

[0011]

According to the first means, the rotor member, which is a component of the multi-disc disc brake device, can rotate in conjunction with the rotary drive shaft of the vehicle, but the rotation transmission from the rotary drive shaft to the rotor member is performed. A clutch means is interposed in the middle of the path, and the clutch means disconnects the rotation transmission path during normal running of the vehicle by the operation of the switching drive means to prevent rotation transmission to the rotor member. , Relative rotation between the rotor member and the stator member is prevented.

On the other hand, when the braking operation is performed, the operation of the switching drive means causes the clutch means to shift the rotation transmission path from the disconnected state to the connected state. At this time, the braking drive means is moved from the primary side of the brake cylinder. Valve means provided in the fluid pressure passage leading to the opening of the fluid pressure passage in accordance with the operation of the switching drive means. As a result, the fluid pressure is supplied from the primary side of the brake cylinder to the brake driving means under the condition that the rotation is reliably transmitted from the rotary drive shaft to the rotor member, and the rotor member and the stator member are connected to each other. Are in close contact.

According to the second means, the fork for selectively meshing the third meshing tooth of the switching gear from the first meshing tooth of the driving gear to the second meshing tooth of the driven gear is provided at an intermediate portion thereof. In this case, the rotation can be performed via the support shaft, so that the switching driving means rotates the fork, the switching gear engaged with the leading end thereof moves, and the meshing state of each meshing tooth changes, Accordingly, the rotation transmission path from the rotary drive shaft to the rotor member is switched between the connected state and the disconnected state. Therefore, the fork is connected and supported at two positions, that is, the connection portion with the switching drive means at one end thereof and the connection portion with the support shaft at the intermediate portion thereof. In comparison with the case where the fork is connected in a state, the deformation stress and bending moment acting on the connection and the fork are drastically reduced, and the posture of the fork is deviated due to the deformation stress of the connection. And the fork moves smoothly.

When the switching gear moves with the rotation of the fork, the leading end of the fork is engaged with the switching gear via the rolling element, so that when the fork moves, the rolling element engages with the switching gear. Rolling occurs in contact with the joint, so that sliding friction or sliding resistance does not occur between the two.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a multiple disc brake device according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic plan view showing an example of an installation state of a multiple disc brake device 1 according to the present invention. Two driving motors are symmetrically provided below a bogie frame 2 of a vehicle (railroad vehicle). At the end of each of these motors 3, 3, a multi-disc disc brake device 1, 1 is connected in series, and the main body 1a, 1a of each of these brake devices 1, 1 is connected to the motor. Clutch means 4, 4 are interposed between 3, 3 and 3, respectively. The output shafts (rotary drive shafts) 5, 5 of the electric motors 3, 3 are connected to axles 7, 7, and thus wheels 8,... 8 via gear transmission mechanisms 6a, 6a in gear cases 6, 6, respectively.

FIG. 2 shows the internal structure of each multi-disc disc brake device 1. The left portion thereof constitutes a main body 1a for performing a braking action, and the right portion thereof constitutes clutch means 4. I have.

The main body 1a in this embodiment is divided into two parts on the left and right sides in order to enhance the cooling effect.
A plurality of key portions 10a... 10a protruding at equal angular intervals around the outer periphery of the hollow shaft 10 having
An annular rotor member 12, 12 whose inner peripheral portion is engaged with the hollow shaft 10 and rotates together with the hollow shaft 10, and a main body case portion disposed at equal angular intervals on the outer peripheral side of the rotor member 12, 12 with a gap therebetween. 13. A plurality of key members 13 ... 13 fixed to 1x, non-rotatable annular stator members 14 ... 14 having outer peripheral portions engaged with these key members 13 ... 13, the rotor member 12 and the stator. A hydraulically operated (hydraulic or pneumatically operated) piston 15 for bringing the members 14 into close contact with each other. This piston 15 constitutes a braking drive means. still,
In this embodiment, the rotor members 12, 12 and the stator member 14 are made of a carbon-based composite material.

As shown in FIG. 3, a plurality of (four in the illustrated example) pistons 15 are equiangularly spaced at the left end wall 1y of the main body case portion 1x (the same applies to the center partition wall 1z). , And the fluid pressure introduced from the working fluid supply port 15A is applied to each of the pistons 15 through the communication passages 15B... 15B.
This is a configuration that works on the 15th. In addition, the code | symbol P shown in the figure is a plug for air release.

As shown in FIGS. 2 and 4, in this embodiment, in order to enhance the cooling effect, a brake device main body is provided.
Air inlets 50, 50 for forcibly introducing cooling air are formed at two positions 1a. In this air inlet 50,
An air blower tube 52 for feeding cooling air forcedly fed by an existing fan (not shown) provided on the floor of the vehicle body is connected. The cooling air guided from the air inlet 50 is supplied to the thin cylinder 53 and the main body case 1x arranged on the outer peripheral side of the rotor member 12 and the stator member 14 shown in FIG.
At the same time as it flows around the clutch means 4 and then goes out through the outlets 54, 54 to the outside.

As shown in FIGS. 5 and 7, the detailed structure of the clutch means 4 is such that a rotary drive shaft 20 (connected to the output shaft 5) is fitted and fixed to the inner peripheral side and a first drive shaft is provided on the outer peripheral surface. A driving gear 21 having a meshing tooth 21a formed thereon and a driving clutch ring 21c having two friction rings 21x and 21y having a large diameter and a small diameter fixed on an outer peripheral portion, and the hollow shaft 10 fitted on an inner peripheral side. A driven gear that is fixed and has second meshing teeth 22a formed on the outer peripheral surface
22, and third meshing teeth 23a meshable from the second meshing teeth 22a to the first meshing teeth 21a are formed on the inner peripheral surface, and an engaging concave ring body 23x is fixed on the outer peripheral surface; And a switching gear 23 provided with a driven clutch ring 23c having a single friction ring 23x on the outer peripheral portion.

FIG. 8 shows a configuration of the switching gear 23 alone, and FIG. 9 shows a state where the driven gear 22 is meshed with the inner peripheral side of the switching gear 23.
Numeral 10 indicates the structure of a single unit of the driven clutch ring 23c disposed on the outer peripheral side of the switching gear 23. On the outer peripheral surface of the switching gear 23, a plurality (three in the illustrated example) of engagement recesses 23b are formed, and these engagement recesses 23b are formed.
The same number of engaging projections 23cx... 23cx formed on the inner peripheral surface of the driven clutch ring 23c are engaged with a specific state on 23b (details will be described later). It is regulated in a predetermined form.

As shown in FIGS. 5 and 7, the switching gear
23 is movable in the axial direction with respect to the driven gear 22, but the axial movement between the two is appropriately regulated by a plurality (three in the example in the figure) of first latch mechanisms 24... 24 shown in FIG. The switching gear 23 is also axially movable relative to the driven clutch ring 23c, but the number of axial movements between the two is also plural (three in the example in the figure). It is appropriately regulated by the two latch mechanisms 25.

As shown in FIG. 6, the first latch mechanism 24
Is a latch cylinder 24 embedded and fixed to the outer peripheral portion of the driven gear 22.
b, a latch body 24a is held via a spring means 24c so as to be able to protrude and retreat. The tip of the latch body 24a fits into a V groove 23va formed on the inner peripheral surface of the switching gear 23. The switching gear 23 is maintained at the initial position by the urging force of the spring means 24c during the fitting. Further, the second latch mechanism 25 includes a driven clutch ring body.
The latch body 25a is held by a fitting hole 23z formed on the side surface of the inner peripheral portion of the inner peripheral part 23c so as to protrude and retreat via a spring means 25c. 23 is fitted into a V-groove 23vb formed on the outer peripheral surface of the spring 23.
The switching gear 23 and the driven clutch ring 23c can move in the axial direction in conjunction with each other due to the urging force. An auxiliary ring 23ca is fixed to one side surface of the driven clutch ring 23c.

As shown in FIG. 11, the switching drive means 27 for reciprocating the switching gear 23 in the axial direction has a fork 26, and the fork 26 has an H shape.
Fluid pressure (hydraulic or pneumatic) at both ends
, And rolling elements (rollers) 28, 28 at the lower ends on both sides thereof are connected to a switching gear 23.
The engaging concave portions of the engaging concave annular body 23x are engaged with each other, and intermediate portions in the vertical direction on both sides thereof are rotatable via support shafts 29, 29.

More specifically, as shown in FIGS. 12 and 13,
The switching drive means 27 has a drive cylinder 30 attached to the clutch case 1c (see FIG. 2), and a moving block 31 fixed to the tip of a piston rod 30a of the driving cylinder 30. The upper ends of both sides of the fork 26 are connected to both side ends of the fork 26 via a link member 32 having pivot points 32w, 32w. Also, the fork
A support shaft 29 serving as a rotation center at a vertical intermediate portion of 26,
The bracket 33 is attached to a bracket 33 fixed to the clutch case portion 1c, and the bracket 33 passes through an insertion hole 26a (see FIG. 11) formed in the fork 26. Further, the rolling element 28 at the lower end of the fork 26
a and is in rolling contact with the inner surface of the engagement concave annular body 23x.

Therefore, as shown in FIG.
When the piston rod 30a is reversing, the switching gear 23 meshes only with the driven gear 22, and the state shown in FIG. 5, that is, the clutch means 4 is in the disengaged state. Hollow shaft 10 and thus rotor member 12 ... 12
When the piston rod 30a protrudes as shown in FIG. 13, the switching gear 23 is driven by the driven gear 22.
And the drive gear 21 meshes with each other, so that the state shown in FIG.
Is transmitted to the hollow shaft 10 and the rotor members 12.

Switching between the disengaged state and the connected state of the clutch means 4 and the rotor member 12 and the stator member 14
Control of the pressure contact and separation of the piston 15 with respect to
This is performed as follows.

That is, as shown in FIGS. 14 and 16, a valve means 36 is provided at a central portion of a mounting body 35 fixed to the clutch case 1c. 35, a push rod 39 which is removably fitted into an inner hole 38 of the cylinder member 37 and whose tip is fixed to the moving block 31, a push rod 39 and the inner hole 38 And a cylindrical valve element 40 that can move axially relative to the push rod 39, and a valve return spring 41 that biases the valve element 40 in the retreating direction (rightward). 15).
The driving cylinders 30, 30 described above are disposed on both sides of the valve means 36. Between the mounting body 35 and the moving block 31, both of the driving cylinders 30, 30 are biased in the separating direction. Main return springs 42 are provided.

The cylinder member 37 in the valve means 36
One end of the mounting body 35 has an opening in the peripheral surface of the inner hole 38 and the other end has a primary side passage 43 communicating with a primary side of a brake cylinder (not shown), that is, a fluid pressure supply side. A secondary side passage 44 is formed at one end face and opens at the other end to the piston 15 (specifically, the supply port 15A shown in FIG. 3) of the braking drive means. One end of each of the cylinder walls 30b, 30b and the mounting body 35 of the drive cylinders 30, 30 has a pressure chamber 45, 45.
A control passage 46 is formed at the other end and communicates with a control fluid pressure supply source (not shown).

When the control fluid is supplied from the control passage 46 to the pressure chambers 45, 45, the piston rods 30a, 30a of the drive cylinders 30, 30 and the push rod 39 of the valve means 36 are returned to the main return springs 42,. By retracting against the spring force of
As shown in FIG. 14, the moving block 31 approaches the mounting body 35, and the valve body 40 of the valve means 36 retreats by the spring force of the valve return spring 41, thereby opening the primary passage 43 to the inner hole 38. The portion is closed by the valve body 40, and the working fluid is not supplied to the piston 15 from the fluid pressure supply side of the brake cylinder. That is, when the clutch means 4 is in the disengaged state as shown in FIG. 5, the piston 15 of the braking drive means cannot come into close contact with the rotor member 12 and the stator member 14.

On the other hand, when the control fluid is withdrawn from the pressure chambers 45, 45 into the control passage 46, the piston rod
30a and 30a and the push rod 39 protrude and move by the spring force of the main return springs 42... 42, and the moving block 31 separates from the mounting body 35 to the state shown in FIG. 39a causes the valve element 40 to protrude against the spring force of the valve return spring 41. As a result, the primary side passage 43 is formed in the large diameter portion of the valve body 40.
The working fluid is supplied from the fluid pressure supply side of the brake cylinder to the piston 15 side of the brake driving means from the fluid pressure supply side of the brake cylinder, and communicates with the inner hole 38 and the secondary side passage 44 through the slit 39x formed in the 39a. The rotor member 12 and the stator member 14 come into close contact with each other, and a braking action is performed.

In this case, the primary side passage 43 and the secondary side passage
The connection with 44 occurs when the large-diameter portion 39a of the push rod 39 presses the valve element 40, that is, the push rod 39 is almost completely extended, and the clutch means 4 is securely connected as shown in FIG. When the clutch means 4 is in the disengaged state or the incompletely connected state, the piston 15 does not press the rotor member 12 and the stator member 14 against each other. Also, during normal traveling, the control block 46 is supplied with the control fluid from the control passage 46 to the pressure chambers 45, 45, so that the moving block 31 comes close to the mounting body 35 as shown in FIG. The disconnection state shown in Fig. 7 is assumed.
The main return spring 42 ...
Since the clutch means 4 maintains the connected state by the operation of 42, the braking operation is not disabled.

Next, the clutch means 4 in this embodiment will be described.
The operation of will be described. FIG. 17 used in the following description
20 to 20 omit parallel diagonal lines (hatching) for convenience. First, when the clutch means 4 is in a state of interrupting the rotation transmission, as shown in FIG. 5, the tapered surfaces 48, 48 formed on the two friction rings 21x, 21y of the drive clutch ring 21c, respectively, The tapered surfaces 49, 49 formed on both sides of the single friction ring 23x of the clutch ring 23c are separated from each other, and as shown in FIG.
Are engaged only with the driven gear 22, so that the rotation of the rotary drive shaft 24 of the electric motor 3 is transmitted only to the drive gear 21. At this point, the driven gear 22 and the driven clutch ring 23
c is maintained at the initial position by the first latch mechanism 24 and the second latch mechanism 25, respectively, and the engagement protrusion 23cx on the inner periphery of the driven clutch ring 23c (including the auxiliary ring 23ca) and the switching gear 23
At the same time as the engagement concave portion 23b on the outer periphery of the engagement convex portion 23b takes an axial relative position as shown in FIG. 17, as shown in FIG.
A predetermined gap S is provided between the cx and the engaging recess 23b in the circumferential direction.

From such a state, the fork shown in FIG.
26 moves slightly to the right, and the switching gear 23 moves through the second latch mechanism 25 to the friction ring 23x of the driven clutch ring 23c.
To the right, the tapered surfaces 49, 49 of the friction ring 23x lightly contact the tapered surfaces 48, 48 of the friction rings 21x, 21y of the drive clutch ring 21c, and accordingly, the driven clutch ring 23c Rotate by the gap S. As a result, FIG.
As shown in FIG. 7, the inclined surface 62 formed on the side edge of the engaging concave portion 23b comes into contact with the inclined surface 63 of the engaging convex portion 23cx.

Thereafter, when the switching gear 23 further moves rightward, the contact force between the two inclined surfaces 62, 63 increases, and at the same time, the friction force between the tapered surfaces 48, 49 of the friction rings 21x, 21y, 23x. Increases, and the rotational torque (a) and the reaction force of the friction ring (b) antagonize to prevent the clutch ring 23ca from being inserted into the recess 23b. Due to the driven gear 22 and drive gear 21
Therefore , it rotates in synchronization with acceleration . And sync
Then, the rotational torque (a) and the reaction force (b) disappear, and 23ca
23b, and then, as shown in FIG. 20, while the switching gear 23 is further moved to the right, the engaging projection 23cx moves relatively through the state shown by the solid line to the state shown by the chain line. First, as shown in FIG. 22, the third meshing teeth 23a of the switching gear 23
Enters the valley of the first meshing tooth 21a of the driving gear 21, and then the switching gear 23 is driven by the driven gear 22 and the driving gear 21 as shown in FIG.
And the state is completely engaged. As a result, the rotation of the rotary drive shaft 20 of the electric motor 3 is transmitted to the hollow shaft 10 and thus the rotor members 12, 12 via the clutch means 4.

In the above embodiment, the present invention is applied to a multi-disc disc brake device of a type divided and arranged at two positions. However, a multi-disc disc brake device of a type not divided and arranged as described above. The present invention can be similarly applied to Further, in the above embodiment, the present invention is applied to a multi-disc disc brake device of a type in which the key members 13... 13 are fixed to the fixed main body case portion 1x and the stator members 14 are engaged therewith. , Besides this,
For example, the present invention can be similarly applied to a multiple disc brake device of a type in which a portion corresponding to the main body case portion 1x rotates and the rotor member 12 is engaged therewith.

[0037]

The multi-disc disc brake device according to the present invention is constructed as described above, and has the following effects. That is, according to the first aspect of the present invention, the operation of the switching drive means causes the clutch means to switch the rotation transmission path from the rotary drive shaft of the vehicle to the rotor member between the connected state and the disconnected state. No relative rotation occurs between the rotor member and the stator member during normal traveling of the vehicle, and the generation of frictional heat and drive loss are reduced,
By the opening and closing operation of the valve means accompanying the operation of the switching drive means, the fluid pressure passage from the primary side of the brake cylinder to the brake drive means for bringing the rotor member and the stator member into close contact with each other is provided when the clutch means is securely connected. Because the rotor is opened, fluid pressure is supplied from the primary side of the brake cylinder to the brake driving means under the condition that rotation is reliably transmitted from the rotary drive shaft to the rotor member, so that the rotor member and the stator member come into close contact with each other. Thus, the timing of the switching operation of the clutch means and the timing of the braking action are optimally controlled, and the inability to brake and the inability to engage the clutch means due to the deviation of the timing are avoided.

According to the second aspect of the present invention, a fork that selectively meshes the third meshing tooth of the switching gear from the second meshing tooth of the driven gear to the first meshing tooth of the driving gear is provided. Since the fork is rotatable via the support shaft at the intermediate portion, the fork is connected and supported at two places, the connection portion with the switching drive means at one end portion and the connection portion with the support shaft at the intermediate portion, The deformation stress and bending moment acting on the connecting portion and the fork are drastically reduced, the fork moves smoothly, the loss during the movement is reduced, and the tip of the fork is engaged with the switching gear via rolling elements. When the fork is moved, the rolling element comes into contact with the engaging portion of the switching gear and rolls, so that no sliding friction or sliding resistance is generated between the two, and the switching operation is performed lightly. It becomes Rukoto.

[Brief description of the drawings]

FIG. 1 is a schematic plan view showing an arrangement state of a multiple disc brake device according to the present invention.

FIG. 2 is a semi-longitudinal front view showing the internal structure of the multiple disc brake device.

FIG. 3 is a left side view of the multiple disc brake device.

FIG. 4 is a longitudinal sectional side view of the multi-disc disc brake device.

FIG. 5 is an enlarged longitudinal sectional front view of a main part showing a clutch means which is a component of the multi-disc disc brake device.

FIG. 6 is an enlarged vertical sectional front view of a main part showing a first latch mechanism and a second latch mechanism of the clutch means.

FIG. 7 is an enlarged longitudinal sectional front view of a main part showing the clutch means.

FIG. 8 is a single side view showing a switching gear of the clutch means.

FIG. 9 is a longitudinal sectional side view showing a meshing state of a switching gear and a driven gear of the clutch means.

FIG. 10 is a single side view showing a driven clutch ring of the clutch means.

FIG. 11 is a front view of a main part showing a fork of the clutch means and its periphery.

FIG. 12 is a front view of a main part showing a fork of the clutch means and its periphery.

FIG. 13 is a front view of a main part showing a fork of the clutch means and its periphery.

FIG. 14 is a cross-sectional plan view showing switching drive means and valve means of the clutch means.

FIG. 15 is an enlarged vertical sectional front view cut along the line AA of FIG. 14;

FIG. 16 is a cross-sectional plan view showing switching drive means and valve means of the clutch means.

FIG. 17 is a schematic front view of an essential part showing the operation of the clutch means.

FIG. 18 is a schematic plan view showing the operation of the clutch means, taken along line BB of FIG. 17;

FIG. 19 is a schematic plan view of a main part showing an operation of the clutch means.

FIG. 20 is a schematic plan view of an essential part showing an operation of the clutch means.

FIG. 21 is a schematic plan view of a main part showing a meshing state of each gear of the clutch means.

FIG. 22 is a main part schematic plan view showing the meshing state of each gear of the clutch means.

FIG. 23 is a schematic plan view of a main part showing a meshing state of each gear of the clutch means.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Multi disc brake device 4 Clutch means 12 Rotor member 14 Stator member 15 Brake drive means (piston) 20 Rotation drive shaft 21 Drive gear 21a First meshing tooth 22 Follower gear 22a Second meshing tooth 23 Switching gear 23a Third meshing tooth 23x engaging portion (engaging concave ring) 26 fork 27 switching drive means 28 rolling element 36 valve means 43 fluid pressure passage (primary passage) 44 fluid pressure passage (secondary passage)

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Hideo Tamamori 3-10-15 Suzurandaiminamicho, Kita-ku, Kobe-shi (56) References JP-A-6-200968 (JP, A)

Claims (2)

(57) [Claims] 1. A rotor member and a non-rotatable stator member that can rotate in conjunction with a rotation drive shaft of a vehicle, and the rotor member and the stator member are brought into close contact and non-contact with each other by supplying and discharging fluid pressure. A multi-disc disc brake device having a braking drive means, a clutch means for switching the rotation transmission path between a connected state and a disengaged state by an operation of a switching drive means during a rotation transmission path from the rotary drive shaft to the rotor member. And a valve means for opening and closing a fluid pressure passage from the primary side of the brake cylinder to the braking drive means in accordance with the operation of the switching drive means.
The multi-disc disc brake device is configured to open the fluid pressure passage when the clutch means is in a connected state of the rotation transmission path by the operation of the switching drive means. 2. The clutch device according to claim 1, wherein the clutch means rotates in association with the rotary drive shaft and has a first meshing tooth; a driven gear rotates in conjunction with a rotor member and has second meshing teeth;
The second meshing tooth always meshes with the second meshing tooth and the first meshing tooth.
A switching gear having third meshing teeth that can mesh with the meshing teeth, and the switching driving means reciprocates the switching gear to change the third meshing teeth from the second meshing teeth to the first meshing teeth. The fork has a rolling element rotatable through a support shaft at an intermediate portion thereof, and a rolling element contacting an engaging portion of the switching gear at a tip end thereof. The multi-disc disc brake device according to claim 1, wherein: