JP5313324B2 - Automatic clearance adjustment mechanism for wedge cam brakes - Google Patents

Description

  The present invention relates to a wedge cam type brake in which a base end portion of a brake arm is expanded and oscillated by the cam action of the wedge cam by the axial movement of the cam shaft on which the wedge cam is formed. The present invention also relates to an automatic clearance adjustment mechanism for a wedge cam type brake configured to fill a swinging clearance of the brake arm.

  2. Description of the Related Art Conventionally, in a disc brake for a vehicle equipped with a brake, particularly a railway vehicle, the base end portions of a pair of brake arms are expanded and pad assemblies provided at the open end portions thereof are arranged on both sides of the brake rotor (disc rotor). There is known an insulator-type caliper brake that performs a brake operation by pinching from the outside. In these lever-type caliper brakes, when the pad assembly is worn, the time when the brake starts to work is delayed and the braking distance becomes long. Therefore, an adjuster mechanism, which is a clearance adjustment mechanism, is usually disposed between the actuator and the base end portion of the brake arm so that an excessive stroke does not occur in the brake arm. As such an adjuster mechanism, for example, there is a brake cylinder described in Patent Document 1 below.

JP 2008-164159 A (refer to the gazette abstract)

  As shown in FIG. 12, the brake cylinder disclosed in Patent Document 1 is attached to the piston 103 that moves relative to the cylinder body 102, the shaft rod 104 that moves together with the piston 103, and the shaft rod 104. A push rod 105 and a projection length adjusting means 106 for adjusting a projection length of the push rod 105 from the cylinder main body 102 when the brake is operated. The push rod 105 is parallel to the moving direction of the piston 103. And a female screw 151 is screwed into at least a part of the inner surface of the shaft hole, and the shaft rod 104 is screwed with the female screw 151 into at least a part of the outer surface. A mating male screw 141 is screwed and inserted into the shaft hole, and the engaging portion 14 is engageable with a rotational force applying means for applying a rotational force around the shaft from the outside. And it has a.

  In the brake cylinder 101 having such a protrusion length adjusting means 106, the piston 103 is connected via the shaft rods 104 and 105 as shown in FIG. 12 (B) by supplying the pressure into the pressure chamber 102b. The member 107 is moved in the expanding direction with respect to the first casing 121 in the cylinder body 102. As a result, a brake arm (not shown) connected to each of the connecting member 107 and the first casing 121 is swung to perform a braking operation. When wear occurs in the pad assembly, the cover 108 is removed, and a socket such as a handle wrench is externally engaged with the engaging portion 142 of the shaft rod 104 to rotate the female screw 151 of the push rod 105. By moving the male screw 141 of the shaft rod 104 into engagement with the shaft rod 104 to increase the axial distance between the shaft rod 104 and the push rod 105, it is possible to adjust the gap to suppress the excessive stroke of the brake arm.

  Further, when the braking surface of the brake pad is worn, the required stroke of the push rod 105 for operating the brake is increased, and the stroke of the guide member 161 through the uneven surface 152 is increased, resulting in an excessive stroke. When the restricting body 165 comes into contact with the stopper 166, a large return force acts on the guide member 161, so that the push rod 105 is displaced in the protruding direction over the uneven surface 152. In this way, automatic clearance adjustment that suppresses excessive stroke of the brake arm is performed.

  However, in such a conventional adjuster mechanism, adjustment work is manually performed using a handle wrench or the like from the outside, and the work is troublesome. This is likely to occur, and manual adjustment work using a handle wrench or the like from the outside is performed between the push rod 105 and the shaft rod 104, so that an excessively large portion is engaged in the threaded portion between the female screw 151 and the male screw 141. When force was applied and the screwed part was damaged, there was a risk of no brake. Further, in the case of the automatic clearance adjustment that suppresses the excessive stroke of the brake arm, although it is made by the progress of the push rod 105 side over the uneven surface 152 between the push rod 105 and the guide member 161, the regulating body 165 or An extra member such as the stopper 166 is required to form a complicated structure, and there is a high possibility that the gap adjusting function is lost due to damage of these components.

  Therefore, the present invention solves the problems in the conventional adjuster mechanism, protects components that require high accuracy with a simple structure with excellent assemblability, can stably adjust the gap, and may cause no brake. It is another object of the present invention to provide an automatic clearance adjustment mechanism for a wedge cam type brake that can easily add an operating means such as a hydraulic cylinder as an emergency brake.

Therefore, the problem solving means adopted by the present invention is:
An automatic gap adjustment mechanism for a wedge cam type brake that performs a brake operation by expanding and swinging a base end portion of a brake arm by a cam action of the wedge cam by an axial movement of a camshaft forming a wedge cam, The gap adjusting mechanism is disposed on the shaft tip side of the camshaft 11, and the automatic gap adjusting mechanism is a reversible provided at the tip of the camshaft 11 in the sleeve member 20 into which the camshaft 11 is fitted. A nut member 22 that is screwed into the screw portion, and a cone clutch that is slidably fitted to the nut member 22 and is configured to elastically contact a conical surface formed on the inner peripheral surface of the sleeve member 20,
When an excessive stroke occurs in the camshaft when the brake is operated, the cone clutch 25 is separated from the conical surface and released from the sleeve member 20 by the excessive stroke of the camshaft 11 so as to fill the swinging clearance of the brake arm, and the nut member. The wedge cam type brake automatic gap adjusting mechanism is characterized by adjusting and changing the initial position of the camshaft 11 by rotating the camshaft 11 .
An automatic clearance adjustment mechanism for a wedge cam brake, wherein the nut member and the cone clutch have a sub-assembly structure in a sleeve member.
In addition, by pulling the cone clutch from the outside through a release plug, the cone clutch is released from the conical surface of the sleeve member, so that the nut member that is screwed into the reversible screw portion of the camshaft rotates in the axial direction. An automatic clearance adjustment mechanism for a wedge cam type brake, wherein the original position is reset.
Also, the normal braking to operate the cam shaft of the wedge cam by air cylinder, and a hydraulic Cylinders of emergency braking by connecting the hydraulic piston in the sleeve member of the front end portion of the air cylinder facing the camshaft This is an automatic clearance adjustment mechanism for a wedge cam type brake.
Also, an accumulator for actuating the hydraulic cylinder da is an automatic gap adjusting mechanism of the wedge cam brake, characterized in that it is configured to be accumulated by an air chamber upon actuation of the normal braking.
The wedge cam type brake automatic gap adjusting mechanism is characterized in that the pressure fluid introduced when the emergency brake is operated is returned to the reservoir by an orifice.

  According to the present invention, there is provided a wedge cam type brake which is a constituent element of claim 1 and which swings the base end portion of the brake arm by the cam action of the wedge cam by the axial movement of the cam shaft forming the wedge cam. The wedge cam type brake automatic gap adjustment mechanism configured to fill the swinging gap of the brake arm when an excessive stroke occurs in the camshaft, the tip of the camshaft when the excessive stroke occurs By adjusting the axial relative position by rotation with the nut member screwed to the reversible screw portion provided on the camshaft, the initial position in the axial direction of the camshaft is changed. Since the clearance can be adjusted during excessive stroke with force applied, stable clearance adjustment can be performed over a wide range with a single adjustment mechanism. It is possible.

Further, the cone clutch, which is a constituent element of claim 2 and is fitted only slidably with the nut member and is elastically contacted with the conical surface formed on the inner peripheral surface of the sleeve member, is provided with an excessive stroke of the camshaft. When the initial position of the camshaft is adjusted by changing the nut member by releasing the member and rotating the nut member, a cone clutch that enables rotation adjustment of the nut member screwed into the reversible screw portion of the camshaft is provided. Since the clutch portion is configured with a conical surface with respect to the sleeve member, the clutch member does not rotate due to vibration or the like before adjustment, and the stability is high. In addition, since a sufficient stroke can be secured in the axial direction of the wedge cam and camshaft, the clearance adjustment mechanism provided on the camshaft tip side can adjust the clearance from new brake lining to total wear. In the unlikely event that the gap increases, the brakes will not stop working and safety is high.
Furthermore, when the nut member and the cone clutch, which are the constituent elements of claim 3, have a sub-assembly structure in the sleeve member, it is possible to easily protect the components requiring accuracy and to improve the assemblability. .

Furthermore, the cone clutch, which is a constituent element of claim 4, is pulled from the outside through the release plug, so that the cone clutch is released from the conical surface of the sleeve member, so that the reversible screw portion of the camshaft is screwed. When it is configured to reset the original position in the axial direction by rotation with respect to the mating nut member, the sleeve member is only used when pulling the cone clutch from the outside via the release plug when replacing the pad. Since the camshaft can be reset to its original position in the axial direction by releasing the conical surface of the nut and rotating the nut member, there is no change even if the release plug is pushed inward, and there is a risk of malfunction Very low and safe.
In addition, the wedge cam camshaft is a normal brake that is operated by an air cylinder, and a hydraulic piston or the like is connected to a sleeve member on the distal end side of the camshaft facing the air cylinder. In the case of an emergency brake hydraulic cylinder, etc., the structure of the clearance adjustment mechanism is used as it is, and the sleeve member, which is a component, is connected to the hydraulic piston in the emergency brake hydraulic cylinder, etc. In some cases, it is possible to compensate for a delay in operation due to air pressure in a normal brake, and to enable quick braking operation by hydraulic pressure, thereby improving safety.

Furthermore, the accumulator that operates the hydraulic cylinder or the like, which is a constituent element of claim 6, does not require an operating source other than air pressure when it is configured to accumulate pressure by an air chamber during normal braking operation. , The system can be simplified.
Furthermore, when the pressure fluid introduced at the time of operating the emergency brake is configured to return to the reservoir by the orifice, the pressure fluid introduced at the time of operating the emergency brake is: After a while, it returns to the reservoir of the master cylinder and the pressing force by the hydraulic piston is automatically released.

It is a principal part plane sectional view of the 1st example provided with the automatic gap adjustment mechanism of the wedge cam type brake of the present invention. FIG. 3 is an exploded perspective view of the components of the automatic gap adjustment mechanism. It is a principal part top sectional view showing an initial state of an automatic gap adjustment mechanism same as the above. It is a principal part top sectional view which shows the non-operation (normal stroke) state of an automatic clearance adjustment mechanism equally. It is a principal part plane sectional view which shows the action | operation (excess stroke) state of an automatic clearance gap adjustment mechanism. It is a principal part top sectional view which shows the return state after the action | operation of an automatic clearance gap adjustment mechanism. It is a principal part plane sectional view of the 2nd example provided with the automatic gap adjustment mechanism of the wedge cam type brake of the present invention. FIG. 5 is a plan sectional view of a main part showing an emergency brake non-actuated state of the automatic clearance adjustment mechanism and the emergency brake mechanism. FIG. 6 is a plan sectional view of a main part showing an emergency brake operation state of the automatic clearance adjustment mechanism and the emergency brake mechanism. FIG. 2 is an overall perspective view of an automatic gap adjusting mechanism and an emergency brake mechanism. FIG. 3 is an operation system circuit diagram of the automatic clearance adjustment mechanism and the emergency brake mechanism. It is explanatory drawing of the brake cylinder provided with the conventional clearance gap adjustment mechanism.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments for implementing an automatic clearance adjustment mechanism for a wedge cam brake according to the invention will be described with reference to the drawings. As shown in FIG. 1, the automatic clearance adjustment mechanism of the wedge cam type brake according to the present invention is based on the cam action of the wedge cam 10 by the axial movement of the cam shaft 11 forming the wedge cam 10, and the base ends of the brake arms 4, 4 Wedge cam type brake that swings and expands a portion of the wedge cam type brake automatic gap adjustment mechanism configured to fill the rocking gap of the brake arms 4 and 4 when an excessive stroke occurs in the camshaft 11 When the excessive stroke occurs, the axial relative position of the camshaft 11 by adjusting the rotation with the nut member 22 screwed into the reversible screw portion 11B provided at the tip of the camshaft 11 is adjusted. The initial position in the axial direction is changed.

  Hereinafter, a first embodiment of the automatic clearance adjustment mechanism of the wedge cam type brake of the present invention will be described. As shown in FIG. 10 (also provided with a hydraulic cylinder 3 of a second embodiment to be described later), the body 1 is fixed to the vehicle body stationary part through an appropriate support, and a pair of brake arms are provided on both sides of the lower part of the body 1. The intermediate portions of 4 and 4 are supported by the brake arm shafts 5 and 5. Pad assemblies 6 and 6 are attached to the open ends of the brake arms 4 and 4 via brake holders. A link rod that forms an output shaft connected to and supported by a spherical bush 14 on a roller arm 13 of a link type booster as shown in FIG. The outer end of 15 is supported by the spherical bush 16.

  As shown in FIG. 1, an air cylinder 2 that introduces air from a supply port 7 and operates an air piston 8 against the restoring force of a chamber spring 9 on the other side in the axial direction (left side in the drawing) On the side (right side of the drawing). Along with the movement of the camshaft 11 toward the other side in the axial direction, cam rollers 12, 12 that ride on the inclined surface of the wedge cam 10 formed by being attached to the camshaft 11 are disposed. For example, the cam rollers 12 and 12 constitute a link type booster. The cam rollers 12 and 12 are respectively connected to one end of a pair of roller arms 13 and 13 that are supported by bearings 18 and 18 at both ends of the strut 19. It is supported. When the cam rollers 12 and 12 are lifted onto the inclined surface of the wedge cam 10, the roller arms 13 and 13 swing in the expanding direction, and are connected and supported by a spherical bush 14 at a substantially intermediate portion of the roller arms 13 and 13. The link rods 15 and 15 are boosted by the lever principle and axially moved outward (up and down in the drawing). As a result, the base ends of the brake arms 4 and 4 are swung in the expanding direction, and the pad assemblies 6 and 6 (FIG. 10) disposed at the open ends of the brake arms 4 and 4 are moved to the brake rotor. The brake operation is performed with the pressure between them.

  One automatic clearance adjustment mechanism is disposed on the tip end side of the camshaft 11, which is on the opposite side of the air cylinder 2 in the axial direction. The automatic gap adjusting mechanism includes a sleeve member 20 having a large diameter portion supported by the body 1 via a guide 17, a nut member 22 sub-assembled inside the large diameter portion, and the nut member 22. The cone clutch 25 is slidably fitted by a pin 24, springs 23 and 27, a relief plug 29, and the like. When only the air cylinder 2 is installed, the sleeve member 20 is restricted from moving in the axial direction by a bracket 32 attached and fixed to the other side of the body 1.

  FIG. 2 is an exploded perspective view of components of the automatic gap adjustment mechanism of the present invention, FIG. 2 (A) is an exploded perspective view, FIG. 2 (B) is a longitudinal sectional view in an assembled state, and FIG. It is a cross-sectional view before the bolt attachment seen from the bracket 32 side. A case 21 having a nut member 22 into which a tip end portion of the camshaft 11 is screwed is fitted in a sleeve member 20 having a small-diameter portion to which a camshaft 11 (not shown) is fitted. The cone clutch 25 is biased so that the conical surface 25A is in contact with the conical surface of the inner peripheral surface of the sleeve member 20 by the spring 27 via the spring seat 33 and the bearing 26 on the outer side of the sleeve member 20 and the inner side of the sleeve member 20. Is disposed. The cone clutch 25 accommodates a relief plug 29 that is biased to the opposite side of the nut member 22 by a spring 23 via a bearing 34 interposed between the cone member 25 and the nut member 22. In addition, what was shown by the code | symbol 31 arrange | positioned in the bracket 32 is a boot which prevents that dust etc. penetrate | invade in an automatic clearance gap adjustment mechanism.

  The automatic gap adjustment mechanism configured as described above will be described in detail with reference to FIGS. 1 and 2 together with a part of the operation. In the small diameter portion of the sleeve member 20 supported by the guide 17 of the automatic gap adjustment mechanism. A camshaft 11 is slidably disposed, and a nut member 22 that is screwed into a reversible screw portion 11B provided at the tip of the camshaft 11 is housed in a case 21 housed in a sleeve member 20. The pin 24 inserted into the pin hole 21 </ b> A of the case 21 is received in the outer circumferential axial groove 22 </ b> A of the nut member 22. The pin 24 is also inserted into a pin hole 25C of a hollow cone clutch 25 that is axially moved in the sleeve member 20 at the same time. Between the end surface of the cone clutch 25 and the inner peripheral surface of the sleeve member 20, a clutch portion that is connected and disconnected by the conical surface 25A (FIG. 5) is formed. The cone clutch 25 is urged by a spring 27 disposed on the inner peripheral surface of the sleeve member 20 in a direction in which the clutch portion which is the conical surface 25A is connected.

  Further, the cone clutch 25 can be pulled from the outside by a release plug 29 provided at a substantially central portion of a bracket 32 attached and fixed to the other side of the body 1. The large-diameter step portion 30 at one end of the release plug 29 is in contact with the small-diameter step portion 25B at the other end of the cone clutch 25 via a bearing 28, and resists the restoring force of the spring 27 by the release plug 29. Only the clutch 25 can be pulled outward. When the release plug 29 is pressed inward, the cone clutch 25 is not affected at all, and malfunction can be prevented. When a new one such as a pad assembly is replaced, the cone clutch 25 is separated from the clutch portion of the conical surface 25 </ b> A on the inner peripheral surface of the sleeve member 20 by pulling the cone clutch 25 outward by the release plug 29. At that time, along with the axial movement of the cone clutch 25, the case 21 is also axially moved through the pin 24, and the nut member 22 is also moved outward. As a result, the cone clutch 25 and the nut member 22 that have become freely rotatable are adjusted in the axial relative position with respect to the reversible screw portion 11B at the distal end portion of the camshaft 11 that can be easily restored by the chamber spring 9. The initial position in the axial direction can be changed and easily reset to the original position in the axial direction.

  FIG. 3 is a view similar to FIG. 1 and shows an initial state of a brake in which the automatic gap adjustment mechanism is not operated, and the brake arm 4 and the like are omitted. A spring 23 is disposed between the release plug 29 and the tip of the camshaft 11 and contributes to the outward biasing of the release plug 29 and the restoration of the camshaft 11. FIG. 4 is a principal cross-sectional view showing a state in which the automatic gap adjusting mechanism is not in operation (normal stroke). Although the tip of the camshaft 11 compresses the spring 23, the stroke of the camshaft 11 is within the normal range. Thus, the spring 23 does not affect the release plug 29. Therefore, the nut member 22 does not rotate with respect to the distal end portion of the camshaft 11 and simply moves together with the distal end portion of the camshaft 11 in the axial direction.

  FIG. 5 is a plan cross-sectional view of the main part showing the operation (excessive stroke) state of the automatic gap adjusting mechanism. When the pad or the like is worn, the swing stroke of the brake arm 4 (not shown) increases, and as a result, the camshaft 11 The stroke deviates from the normal range and moves to the other side in the axial direction with an excessive stroke. As a result, the spring 23 disposed between the release plug 29 and the release plug 29 is compressed, and the nut member 22 comes into contact with the release plug 29 to slightly push the release plug 29 outward. Then, the cone clutch 25 is separated from the clutch portion constituted by the conical surface 25 </ b> A and can be rotated together with the pin 24, the case 21, and the nut member 22. Therefore, as the camshaft 11 further advances, the nut member 22 urged via the cone clutch 25 and the pin 24 by the restoring force of the spring 27 rotates while maintaining its position, and the camshaft 11 advances. On the other hand, it is screwed to one side (air cylinder 2 side) and relatively moved, and the distance between the camshaft 11 and the wedge cam 10 is adjusted to be small. That is, the automatic clearance adjustment is completed by filling the swinging clearance of the roller arm 13 via the cam roller 12 by the wedge cam 10.

  FIG. 6 is a plan cross-sectional view of the main part showing the return state after the automatic gap adjustment mechanism is operated. When the automatic gap adjustment is completed, the camshaft 11 returns to the initial position by the restoring force of the spring 23 and the chamber spring 9. When the pressing of the camshaft 11 against the spring 23 is released, the cone clutch 25 is brought into contact with the clutch portion constituted by the conical surface 25A by the spring 27. The nut member 22 via the cone clutch 25 and the pin 24 becomes non-rotatable, and the position of the nut member 22 adjusted for the gap with respect to the camshaft 11 is maintained in an adjusted relationship.

  FIG. 7 is a plan cross-sectional view of a main part of a second embodiment provided with an automatic clearance adjustment mechanism for a wedge cam type brake according to the present invention. In this embodiment, the wedge cam 10 side which is one side is a normal brake by the air cylinder 2 which operates by introducing air, and the sleeve member on the tip side which is the other side of the camshaft 11 facing the air cylinder 2 is used. The hydraulic cylinder 35 side formed by connecting a hydraulic piston 36 to 20 is configured as an emergency brake that is an emergency brake. Preferably, a member having a long axial dimension is prepared instead of the sleeve member 20 in FIG. 1, and a hydraulic cylinder 35 is disposed and fixed on the other side of the body 1 instead of the bracket 32. A hydraulic chamber 36A is formed between the hydraulic piston 36 housed in the hydraulic cylinder 35 and the cylinder inner wall. A chamber spring 37 for restoring the hydraulic piston 36 is disposed outside the piston 36.

  Thus, the structure of the automatic gap adjusting mechanism of the first embodiment described above is used as it is, and the sleeve member 20 as a component is simply connected to the hydraulic piston 36 in the hydraulic cylinder 35 of the emergency brake. An emergency brake using less hydraulic pressure can be easily installed by retrofitting, and when the emergency brake is activated, it is possible to compensate for the delay in operation due to air pressure in the normal brake, enabling quick braking operation by hydraulic pressure, and safety Will improve.

  FIG. 8 is a plan cross-sectional view of the main part showing an emergency brake non-actuated state although an automatic gap adjusting mechanism and an emergency brake mechanism are provided, and the brake arm 4 and the like are omitted. As can be understood from the drawing, during normal braking operation by the air piston 8 in the air cylinder 2, the sleeve member on the emergency brake side is caused by the axial movement of the camshaft 11 configured to be slidable with respect to the sleeve member 20. 20 has no effect. As shown in FIG. 9, in order to operate the emergency brake in an emergency, the hydraulic piston 36 is moved to the other side against the restoring force of the chamber spring 37 by supplying pressure oil to the hydraulic chamber 36A in the hydraulic cylinder 35. Move the axis. Thus, the sleeve member 20 connected to the hydraulic piston 36 is pulled, and the camshaft 11 is axially moved in the brake operation direction without rotating the nut member 22 while the cone clutch 25 is connected. Brake operation is performed. FIG. 10 is an overall perspective view of the automatic gap adjusting mechanism described above and including an air cylinder 2 by air as a normal brake and a hydraulic cylinder 3 by hydraulic pressure as an emergency brake.

  FIG. 11 is an operation system circuit diagram of an automatic gap adjusting mechanism and an emergency brake mechanism. A hybrid caliper operating system is provided with a normal brake mechanism by air and an emergency emergency brake by hydraulic pressure, and the air supply port 7 (FIG. 1) of the air cylinder 2 on one side of the body 1 has a chamber in the air chamber 39. The air from 39A is configured to be supplied, and the hydraulic cylinder 3 on the other side of the body 1 is configured to be supplied with the hydraulic pressure from the chamber 42A of the accumulator 42. In order to operate the emergency brake in an emergency, the electromagnetic valve 43 disposed in the middle of the pipe line from the accumulator 42 is operated by an emergency brake operation signal, and the chamber 42A of the accumulator 42 and the hydraulic chamber 36A of the hydraulic cylinder 3 (FIG. 9), and by quickly supplying pressure oil to the hydraulic chamber 36A of the hydraulic cylinder 3, the operation delay of the air cylinder 2 using the air pressure in the normal brake is eliminated, and the emergency brake is quickly applied. It can be activated.

  At the same time when air is supplied to the chamber 39A in the air chamber 39 when the brake is operated, the oil from the reservoir 41 is accumulated in the chamber 42A of the accumulator 42 from the chamber 40A of the master cylinder 40 by the movement of the air piston in the air chamber 39. Keep it. The chamber 42A is pressurized to a predetermined pressure by a pressure spring 42B. When this predetermined pressure is exceeded, the pressure oil is returned to the reservoir 41 via the check valve 44. After the operation of the emergency brake, the electromagnetic valve 43 is closed, and the pressure oil from the hydraulic chamber 36A is gradually returned to the reservoir 41 through the orifice 45. Therefore, the only medium supplied from the outside is air.

  As described above, the embodiments of the present invention have been described. However, within the scope of the present invention, the shape of the wedge cam, its mounting form on the camshaft, and the related configuration of the wedge cam and the brake arm base end (cam A link rod having a link rod interposed between a pair of link type boosters as in the embodiment arranged on both sides of the shaft, or a link rod in which a wedge cam pivotally supports a cam roller without using a link type booster. Or, further, the wedge cam can be configured to directly expand the brake arm base end), the boost ratio in the link booster, and the structure of the automatic clearance adjustment mechanism ( The relative rotation prevention mode between the sleeve member and the nut member is not only the fitting of the pin inserted into the pin hole of the sleeve member and the axial groove of the nut member of the embodiment, but also the spline fitting etc. Relative rotation prevention mode may be used), and the shape of the clutch part in which the cone clutch is elastically contacted with the conical surface formed on the inner peripheral surface of the sleeve member (radial unevenness is formed on the conical surface to suppress rotational turbulence) However, the type, the shape of the release plug, the type and its connection form with the cone clutch, the accumulator pressure accumulation form for operating the hydraulic cylinder, etc., the electromagnetic valve type, the orifice shape, the type, etc. can be selected as appropriate. In addition, the specifications described in the examples are merely examples in all respects and should not be interpreted in a limited manner.

  The automatic clearance adjustment mechanism for a wedge cam type brake according to the present invention is preferably applied to a caliper type disc brake of a railway vehicle, but can also be applied to a vehicle such as an automobile, an industrial disc brake, and the like.

2 Air cylinder 4 Brake arm 10 Wedge cam 11 Cam shaft 11B Reversible screw part 20 Sleeve member 22 Nut member 25 Cone clutch 29 Release plug

Claims (6)

An automatic gap adjustment mechanism for a wedge cam type brake that performs a brake operation by expanding and swinging a base end portion of a brake arm by a cam action of the wedge cam by an axial movement of a camshaft forming a wedge cam, The gap adjusting mechanism is disposed on the shaft tip side of the camshaft 11, and the automatic gap adjusting mechanism is a reversible provided at the tip of the camshaft 11 in the sleeve member 20 into which the camshaft 11 is fitted. A nut member 22 that is screwed into the screw portion, and a cone clutch that is slidably fitted to the nut member 22 and is configured to elastically contact a conical surface formed on the inner peripheral surface of the sleeve member 20,
When an excessive stroke occurs in the camshaft when the brake is operated, the cone clutch 25 is separated from the conical surface and released from the sleeve member 20 by the excessive stroke of the camshaft 11 so as to fill the swinging clearance of the brake arm, and the nut member. An automatic clearance adjustment mechanism for a wedge cam type brake, wherein the initial position of the camshaft 11 is adjusted and changed by rotating the camshaft 11. 2. The automatic clearance adjustment mechanism for a wedge cam brake according to claim 1 , wherein the nut member and the cone clutch have a sub-assembly structure in the sleeve member. By pulling the cone clutch from the outside through a release plug, the cone clutch is released from the conical surface of the sleeve member, and thereby the original position in the axial direction by rotation with respect to the nut member screwed into the reversible screw portion of the camshaft. The automatic clearance adjustment mechanism for a wedge cam type brake according to claim 1 , wherein the automatic clearance adjustment mechanism is configured to reset the value. Said wedge cam of the camshaft and the normal brake actuated by an air cylinder and a hydraulic Cylinders of the air cylinder facing the emergency braking by connecting the hydraulic piston in the sleeve member of the front end portion of the camshaft The automatic clearance adjustment mechanism for a wedge cam type brake according to any one of claims 1 to 3. The hydraulic accumulator for operating the cylinder da, the automatic clearance adjusting mechanism of the wedge cam brake according to claim 4, characterized in that it is configured to be accumulated by an air chamber upon actuation of the normal braking. 6. The automatic clearance adjustment mechanism for a wedge cam brake according to claim 5 , wherein the pressure fluid introduced when the emergency brake is operated is returned to the reservoir by an orifice.

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