JP4728279B2 - Caliper brake device for railway vehicles - Google Patents

Description

  The present invention relates to an improvement in a caliper brake device for a railway vehicle that applies a frictional force across a disc rotor formed on a side portion of a wheel.

  In recent years, in order to reduce or eliminate the hydraulic pressure source mounted on a railway vehicle, there is a tendency to change a brake device for braking a wheel from a hydraulic brake to a pneumatic brake.

The railcar brake device disclosed in Patent Document 1 includes a link mechanism that doubles the driving force of a hydraulic brake actuator and transmits the driving force to the brake wheel according to the lever principle.
Japanese Patent Laid-Open No. 50-13777

  However, in such a conventional railway vehicle brake device, when the brake actuator is operated by air pressure, the brake device is enlarged and provided in a limited space between the wheel and the carriage (vehicle). There was a problem that it was difficult.

  The present invention has been made in view of the above problems, and an object thereof is to provide a caliper brake device for a railway vehicle that can be operated by air pressure.

The present invention is a caliper brake device for a railway vehicle comprising a disc rotor formed on a side portion of a wheel and left and right brake members for applying a frictional force across the disc rotor. a caliper body for supporting, said caliper body, and the slide pin slidably supported by both ends of the link rotation Domoto end and the link pivot tip is provided for the support frame which is fixed to the vehicle, and links the middle is rotatably supported relative to the caliper body, rotates the said link, and a brake actuator for pressing the brake shoe in the disc rotor by the link pivot tip, The brake actuator is provided in the caliper body, and is arranged on the same axis as the slide pin, and slides on the cylinder tube. Fitted in Noh, characterized in that it comprises a piston defining a pressure chamber, a force point pin coupling the links once Domoto end to the piston, a between the cylinder tube.

  According to the present invention, the drive force of the brake actuator is boosted by the lever principle and transmitted to the control device, so that the drive force required for the brake actuator can be reduced and the brake actuator can be operated by air pressure. It becomes.

  The caliper brake device is made compact by the structure in which the link is pivotally supported by the caliper body that is slidably supported on the support frame on the cart (vehicle) side via the slide pin. Can be provided in a limited space between the wheel and the carriage (vehicle).

  By using a pneumatic brake actuator, it becomes possible to reduce or eliminate the hydraulic power source mounted on the railway vehicle, and to reduce the weight of the vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1A is a plan view of a caliper brake device 1 for a railway vehicle, FIG. 2 is a side view, and FIG. 3A is a front view. Here, three axes of X, Y, and Z orthogonal to each other are set, the X axis extends in the horizontal horizontal direction, the Y axis extends in the vertical direction, and the Z axis extends in the horizontal front-rear direction, and the configuration of the caliper brake device 1 is described. To do.

  The caliper brake device 1 sandwiches the disk rotor 6 of the wheel 5 between a pair of brake members 70 to brake the wheel 5. A brake drive mechanism 100 that presses one of the brake members 70 against the disk rotor 6 is provided. Prepare.

  The caliper brake device 1 includes a support frame 20 fixed on a carriage (not shown) of the vehicle, and a caliper body 10 supported via upper and lower slide pins 30 and 32 provided on the support frame 20.

  The caliper body 10 includes first and second caliper arm portions 12 and 14 that extend so as to straddle the disk rotor 6 of the wheel 5, and a yoke portion 29 that connects the first and second caliper arm portions 12 and 14. . A brake drive mechanism 100 that presses the brake member 70 is provided only on the first caliper arm portion 12 side, and this brake drive mechanism 100 is not provided on the second caliper arm portion 14. Therefore, the caliper body 10 is floatingly supported by the upper and lower slide pins 30 and 32 so as to be slidable in the X-axis direction.

  As shown in FIG. 3A, the caliper body 10 has bracket portions 15, 16, 17, 18, and both end portions of the upper slide pin 30 are supported by the bracket portions 15, 16. , 18 support both ends of the lower slide pin 32. The bracket portions 15, 16, 17, and 18 extend from the yoke portion 29 in the direction opposite to the first and second caliper arm portions 12 and 14.

  A rubber boot 9 is interposed between the bracket portions 15, 16, 17, 18 and the support frame 20, and the exposed portions of the upper and lower slide pins 30, 32 are protected from dust by the boot 9.

  A spherical bearing (not shown) is interposed between the upper slide pin 30 and the support frame 20, and supports the caliper body 10 so as to be slidable in the X-axis direction with respect to the support frame 20. The caliper body 10 is supported so as to be swingable around the Z axis. As a result, the caliper body 10 follows the swing of the wheel 5 with respect to the carriage, and each control element 70 faces the disk rotor 6 of the wheel 5 in parallel.

  Anchor blocks 60 are fastened to the upper and lower ends of the second caliper arm portion 14 via anchor bolts 62, and both end portions of the restrictor 70 are supported via anchor pins protruding from the anchor block 60.

  The adjusters 65 are fastened to the upper and lower ends of the first caliper arm portion 12 via anchor bolts 62, and both ends of the restrictor 70 are supported via the anchor pins 64 protruding from the adjuster 65.

  As shown in FIG. 4, the adjuster 65 includes a return spring 66 that urges the restrictor 70 away from the disk rotor 6, and a gap adjusting mechanism 67 that adjusts the gap between the restrictor 70 and the disk rotor 6 to be substantially constant. . When the brake is released, the brake member 70 is separated from the disk rotor 6 by the urging force of the return spring 66, and the gap with the disk rotor 6 is adjusted to be substantially constant by the gap adjusting mechanism 67.

  The caliper brake device 1 includes a brake drive mechanism 100 that presses one of the brake members 70 against the disc rotor 6 according to the lever principle.

  FIG. 1B is a cross-sectional view taken along the line AA in FIG. 2, and as shown, the brake drive mechanism 100 is rotatably supported by the first caliper arm portion 12. And three brake actuators 120 that rotate the link 111 and press the brake member 70 against the disc rotor 6.

  The number of links 111 and brake actuators 120 is not limited to this, and may be increased or decreased according to the required braking force or the like.

  Each brake actuator 120 includes a cylindrical cylinder tube 150, a piston 123 slidably fitted inside the cylinder tube 150, and a pressure chamber 124 defined between the cylinder tube 150 and the piston 123. Prepare. When pressurized air is introduced into the pressure chamber 124, the piston 123 moves in the direction protruding from the cylinder tube 150 about the X axis (rightward in FIG. 3).

  As shown in FIGS. 6A and 6C, the cylinder tube 150 has a cylindrical cylinder portion 155 into which the piston 123 is slidably fitted. As shown in FIG. 6B, a seal ring 128 is attached to the outer periphery of the piston 123. The seal ring 128 is in sliding contact with the cylinder portion 155 to seal the pressure chamber 124.

  The cylinder tube 150 has a base end portion 151, and the base end portion 151 is fixed by being fitted to the caliper main body 10. The columnar base end portion 151 is formed coaxially with the cylinder portion 155.

  As shown in FIG. 3B, the caliper body 10 is formed with three support holes 41, 42, 43, and the base end portions 151 of the cylinder tubes 150 are fitted into the support holes 41, 42, 43, respectively. Thus, each cylinder tube 150 is fixed to the caliper body 10.

  A passage (annular pneumatic passage) 140 that guides pressurized air to the brake actuator 120 is formed between the outer periphery of the base end portion 151 and the support holes 41, 42, 43.

  As shown in FIGS. 6A and 6C, two seal rings 152 and 153 are interposed on the outer periphery of the base end portion 151 of the cylinder tube 150, and around the base end portion 151 of the cylinder tube 150. An annular air passage (passage 140) is defined by the seal rings 152, 153 and the support holes 41, 42, 43.

  As shown in FIG. 1B, the cylinder tube 150 is formed with a through hole 154 that communicates the pressure chamber 124 and the passage 140. The through hole 154 communicates with an annular pneumatic passage (passage 140) defined between the seal rings 152 and 153.

  As shown in FIG. 3 (b), the caliper body 10 has through holes 145, 146 connecting the support holes 41, 42, 43, and communicates with the support holes 43 at the lower end of the bracket portion 17. An inlet 141 that opens is formed, and a pipe 144 is connected to the inlet 141. The through holes 145 and 146 and the inlet 141 are arranged coaxially and are formed by machining.

  In FIG. 3B, reference numeral 143 denotes an air pressure source. Pressurized air from the air pressure source 143 is supplied to the brake actuator 120 via the switching valve 142 and suspended from the vehicle via a control valve (not shown). Supplied to the air spring. In response to a command from a controller (not shown), the switching valve 142 guides the pressurized air from the air pressure source 143 to each brake actuator 120 via the passage 140 during braking, and converts the atmospheric pressure to each brake via the passage 140 during non-braking. Lead to actuator 120.

  The caliper body 10 is formed with a beam portion 19 that connects the upper and lower bracket portions 15 and 17, and a middle support hole 42 is formed in the beam portion 19 (see FIG. 3A). A beam portion is not formed between the other upper and lower bracket portions 16 and 18.

  The upper and lower support holes 41, 43 are formed in the upper and lower bracket portions 15, 17 of the caliper body 10, and are arranged coaxially with the upper and lower slide pins 30, 32. With the piston 123 removed when the upper and lower slide pins 30 and 32 are assembled, the upper and lower slide pins 30 and 32 are inserted into the support holes of the upper and lower bracket portions 15 and 17 from the support holes 41 and 43, respectively.

  As shown in FIG. 6 (b), the piston 123 has a pair of bracket portions 125 protruding from the cylinder tube 150, and each force point pin 126 is inserted into each bracket portion 125, and the link pivots on the force point pin 126. The proximal end 112 is engaged.

  As shown in FIG. 1A, a link rotation base end portion 112 connected to the piston 123 of the brake actuator 120 via a force pin 126, and a link rotatably supported via a fulcrum pin 114. It has a support hole 115 and a link turning tip 116 that extends behind the restrictor 70.

  As shown in FIG. 1B, each link 111 has a fulcrum pin 114 as its fulcrum, and an action point pin 134 at its link rotation distal end portion 116 as its action point, and its link rotation base end portion 112. The force point pin 126 which is a connection point between the brake actuator 120 and the brake actuator 120 is the force point.

  A long hole 113 is formed in the link rotation base end portion 112, and a power point pin 126 is slidably inserted into the long hole 113.

  A link support hole 115 is formed in the middle of each link 111, and a common fulcrum pin 114 is slidably inserted into each link support hole 115. The fulcrum pin 114 is connected to the first caliper arm portion 12 of the caliper body 10 through a pair of brackets 117. Each bracket 117 is fastened to the first caliper arm portion 12 via a plurality of bolts 118.

  A mounting seat 33 for each bracket 117 is formed in the first caliper arm portion 12 so as to be recessed, and each link 111 is provided so as to extend in the Z-axis direction along the first caliper arm portion 12. It acts as a strength member that receives the reaction force of the brake wheel 70 during braking.

  A brake actuator 120 is provided coaxially with the upper and lower slide pins 30 and 32. As a result, as shown in FIG. 1B, the length of the force point (power point pin 126) and the fulcrum (fulcrum pin 114) of the link 111 is ensured to the maximum, and the link 111 doubles the force of the brake actuator 120. The force that drives the brake control 70 is increased.

  The first caliper arm portion 12 has a thickness in the X-axis direction around the bracket portions 15 and 17 larger than the thickness in the X-axis direction around the bracket portions 16 and 18 (see FIG. 1 (a)). The amount of deformation of the portions 15 and 17 is suppressed.

  A reinforcing rib 34 extending in the Z-axis direction is formed on the second caliper arm portion 14, and this reinforcing rib 34 functions as a reinforcing member that suppresses the amount of deformation that the second caliper arm portion 14 bends during braking.

  Each brake actuator 120 includes three slide rods 130 that are slidably supported by the first caliper arm portion 12, and each slide rod 130 is interposed between each link rotation tip portion 116 and the control wheel 70. Be dressed. When each link turning tip 116 is turned in the direction approaching the restrictor 70 by the operation of the brake actuator 120, each sliding rod 130 moves in the X-axis direction and presses the restrictor 70 against the disc rotor 6.

  As shown in FIGS. 4 and 5, a support hole 31 extending in the X-axis direction is formed in the first caliper arm portion 12, and a slide rod 130 is slidably fitted into the support hole 31.

  The sliding rod 130 is formed in a columnar shape, and a disc-shaped flange 131 is connected to the tip portion thereof. The flange 131 is in contact with the back surface of the support rail 71. The restrictor 70 is inserted into the support rail 71 from below (Y-axis direction), and both ends thereof are supported via anchor pins 64.

  A receiving surface 132 is formed in a flat shape perpendicular to the X axis at the base end of the sliding rod 130, and a slider 133 that is slidably abutted on the receiving surface 132 is provided. Via the link pivoting tip 116 so as to be pivotable. A pair of support holes 135 into which the action point pins 134 are fitted are formed in the slider 133.

  When each link turning tip 116 is turned in the direction approaching the restrictor 70 by the operation of the brake actuator 120, the slider 133 slides in the Z-axis direction with respect to the receiving surface 132 of the slide rod 130 in the X-axis direction. Then, the restrictor 70 is pressed against the disc rotor 6 through the sliding rod 130.

  Next, the operation of the embodiment of the present invention configured as described above will be described.

  FIG. 7A shows the caliper brake device 1 when the brake is released. At the time of releasing the brake, atmospheric pressure is introduced to each brake actuator 120 via the pipe 144 (see FIG. 3B), and the brake 70 is released from the disc rotor 6 by the urging force of the return spring 66 (see FIG. 4). Leave. As a result, the sliding rod 130 protrudes from the support hole 31 (see FIG. 4) of the first caliper arm portion 12, rotates the link 111 via the slider 133, and the link 111 pushes the piston 123 into the cylinder tube 150. Yes.

  FIG. 7B shows the caliper brake device 1 during braking. The piston 123 of each brake actuator 120 protrudes from the cylinder tube 150 by the air pressure guided through the piping 144 (see FIG. 3B) during braking, and each link 111 is a fulcrum pin 114 (FIG. 1A). 1) (see FIG. 1A), and the link turning tip 116 (see FIG. 1A) presses the restrictor 70 against the disk rotor 6 via the slider 133 and the sliding rod 130. A frictional force is applied to the disk rotor 6 to brake the wheel 5.

  In the present embodiment, in the caliper brake device 1 for a railway vehicle including the disc rotor 6 formed on the side of the wheel 5 and the left and right brake members 70 that apply frictional force across the disc rotor 6, The caliper body 10 that supports the control member 70, the upper and lower slide pins 30 and 32 that slidably support the caliper body 10 with respect to the support frame 20 on the carriage (vehicle) side, and the caliper body 10 Since the link 111 is supported so that the middle is pivotable, and the brake actuator 120 that rotates the link 111 and presses the brake member 70 against the disc rotor 6 is provided. The driving force required for the brake actuator 120 is reduced by boosting and transmitting to the control wheel 70 by the principle of The rake actuator 120 can be actuated pneumatically. A structure in which the link 111 is rotatably supported by the caliper body 10 that is slidably supported by the support frame 20 on the cart (vehicle) side via the upper and lower slide pins 30 and 32 (see FIG. 3A). Thus, the device can be made compact and can be provided in a limited space between the wheel 5 and the carriage (vehicle). By using the pneumatic brake actuator 120, it is possible to reduce or eliminate the hydraulic pressure source mounted on the railway vehicle, thereby reducing the weight of the vehicle.

  In the present embodiment, the caliper body 10 includes first and second caliper arm portions 12 and 14 that extend so as to straddle the disc rotor 6 of the wheel 5, and the link 111 extends along the first caliper arm portion 12. Since the fulcrum pin 114 (see FIG. 1A) that pivotably supports the middle of the link 111 is provided in the middle of the first caliper arm portion 12, the link 111 is opposite to the control 70 during braking. It functions as a strength member that receives force, and deformation of the first caliper arm portion 12 is suppressed.

  In the present embodiment, a slide rod 130 that is slidably supported by the caliper body 10 is provided, and the slide rod 130 is driven by the rotating tip of the link 111 to press the brake 70 from behind. The slide rod 130 slides in the axial direction following the movement of the link turning tip 116, and the control member 70 is translated and pressed against the disk rotor 6. Thereby, the restrictor 70 does not tilt with the link 111, and the uneven wear of the restrictor 70 can be prevented. In addition, the angle at which the sliding rod 130 controller 70 is pressed can be arbitrarily set by changing the mounting angle of the sliding rod 130 with respect to the caliper body 10 (the inclination angle of the support hole 31 with respect to the X axis).

  In the present embodiment, a receiving surface 132 is formed at the base end of the sliding rod 130, and a slider 133 that is slidably in contact with the receiving surface 132 is provided. Since the action point pin 134 that can be connected is provided, the slider 133 is pressed while sliding on the receiving surface 132 of the sliding rod 130 following the movement of the link rotating tip portion 116, whereby the sliding rod 130 is pressed. It slides in the axial direction and smoothly presses the restrictor 70 against the disk rotor 6.

  In the present embodiment, the brake actuator 120 is defined between a cylinder tube 150 provided in the caliper body 10, a piston 123 slidably fitted to the cylinder tube 150, and the cylinder tube 150 and the piston 123. The pressure chamber 124 and the force point pin 126 that connects the link rotation base end portion 112 to the piston 123 are provided, so that the piston 123 moves from the cylinder tube 150 by the air pressure (fluid pressure) guided to the pressure chamber 124. Following this, the link 111 rotates and the driving force of the piston 123 is boosted by the lever principle and transmitted to the brake 70 by the lever principle, so that the piston 123 can be operated by air pressure.

  In the present embodiment, the brake actuator 120 has the cylinder tube 150 arranged coaxially with the slide pins 30 and 32, so that the lever ratio at which the link 111 boosts the force of the brake actuator 120 can be increased.

  In the present embodiment, the brake actuator 120 includes a passage 140 (fluid pressure passage) that guides air pressure (fluid pressure) to the pressure chamber 124. Since the passage 140 is formed in the caliper body 10, the brake actuator 120 is operated with air pressure (fluid pressure). ) To apply a driving force to the link 111.

  Next, another embodiment shown in FIG. 8 will be described. This basically has the same configuration as that of the embodiment of FIGS. 1 to 7, and only different portions will be described. In addition, the same code | symbol is attached | subjected to the same structure part as the said embodiment.

  The caliper brake device 1 for a railway vehicle is provided with left and right brake drive mechanisms 100 that press the control member 70 against both the first and second caliper arm portions 12 and 14. The left and right brake drive mechanisms 100 and the caliper body 10 are formed symmetrically, and the links 111 of the left and right brake drive mechanisms 100 are provided along the first and second caliper arm portions 12 and 14.

  In this case, the piston 123 of the left and right brake actuators 120 protrudes from the cylinder tube 150 due to air pressure during braking during vehicle operation, and the left and right links 111 rotate about the fulcrum pin 114 as a fulcrum. Presses the left and right brake members 70 against the disk rotor 6 via the slider 133 and the sliding rod 130, and the left and right brake members 70 apply friction to the disk rotor 6 to brake the wheels 5.

  In the present embodiment, the caliper body 10 includes first and second caliper arm portions 12 and 14 that extend so as to straddle the disc rotor 6 of the wheel 5, and the pair of links 111 are connected to the first and second caliper arms. Since the fulcrum pin 114 is provided along the portions 12 and 14 and rotatably supports the middle of the link 111 in the middle of the first and second caliper arm portions 12 and 14, each link 111 is controlled during braking. It acts as a strength member that receives the reaction force of the wheel 70, and the deformation of the first and second caliper arm portions 12, 14 is suppressed.

  As another embodiment, the brake actuator 120 may be configured by a hydraulic cylinder or an electric actuator.

  The present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

The top view of the caliper brake device for rail vehicles which shows embodiment of this invention. Similarly side view. Similarly front view. Sectional drawing which follows the CC line of FIG. The exploded view of a brake drive mechanism. The exploded view of a brake drive mechanism. The top view which similarly shows an operation state. The top view of the caliper brake device for rail vehicles which shows other embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Caliper brake device 5 for rail vehicles 5 Wheel 6 Disc rotor 10 Caliper main body 12 First caliper arm part 14 Second caliper arm parts 15, 16, 17, 18 Bracket part 20 Support frame 30 Upper slide pin 32 Lower slide pin 70 DESCRIPTION OF SYMBOLS 100 Brake drive mechanism 111 Link 112 Link rotation base end part 113 Long hole 114 Supporting pin 115 Link support hole 116 Link rotation front end part 120 Brake actuator 123 Piston 124 Pressure chamber 126 Force point pin 133 Slider 134 Action point pin 140 Passage 150 Cylinder Tube 151 Base end 155 Cylinder

Claims (6)

A caliper brake device for a railway vehicle comprising a disk rotor formed on a side portion of a wheel and left and right brake members for applying frictional force across the disk rotor,
A caliper body that supports the left and right control members;
Said caliper body, and a slide pin slidably supported relative to the support frame which is fixed to the vehicle,
Both ends of the link rotation base end portion and the link rotation distal end portion are provided, and a link whose middle is rotatably supported with respect to the caliper main body,
Rotates the link, and a brake actuator for pressing the brake shoe in the disc rotor by the link pivot tip,
The brake actuator is
A cylinder tube provided on the caliper body and disposed coaxially with the slide pin;
A piston slidably fitted to the cylinder tube and defining a pressure chamber with the cylinder tube;
A caliper brake device for a railway vehicle , comprising: a power point pin that connects the link rotation base end to the piston . 2. The caliper brake device for a railway vehicle according to claim 1, wherein the brake actuator includes a fluid pressure passage formed in the caliper body to guide fluid pressure to the pressure chamber . Wherein is slidably supported by the caliper body, according to claim 1 or 2, wherein by being driven by the rotation of the link by the brake actuator and further comprising a sliding rod for pressing from behind the brake shoe Caliper brake equipment for railway vehicles. Forming a receiving surface at the base end of the sliding rod;
A slider that slidably contacts the receiving surface ;
The caliper brake system for a railway vehicle according to claim 3, characterized in that the point of action pins, Ru further comprising a connecting rotatably against the slider to the link pivot tip. The caliper body includes first and second caliper arm portions extending so as to straddle the disk rotor of the wheel,
The link is provided along the first caliper arm portion,
The caliper brake device for a railway vehicle according to claim 1 , further comprising a fulcrum pin that rotatably supports the middle of the link in the middle of the first caliper arm . The caliper body is
First and second caliper arm portions each provided along a pair of the links and extending so as to straddle the disk rotor of the wheel;
Wherein the first, the caliper brake device for a railway vehicle according to claim 1, characterized in that it comprises a support pin for supporting the middle of the link in the middle of the second caliper arm rotatably, the.