JP5622561B2 - Caliper brake device - Google Patents

Description

  The present invention relates to a caliper brake device that applies a frictional force across a disk that rotates with a wheel.

  In general, a brake device for a railway vehicle includes a caliper type (direct acting type) in which a piston directly presses the brake (lining), and a lever in which the piston presses the brake via a link mechanism. There is a formula.

  As a caliper brake device, for example, Patent Documents 1 and 2 disclose a hydraulic device in which a piston directly presses a brake member by hydraulic pressure.

  This hydraulic caliper brake device is equipped with an air-oil converter that converts air pressure supplied from an air pressure source into oil pressure, and operates the piston by the oil pressure supplied from the air-oil converter via the hydraulic piping. It has become.

  In recent years, it has been desired to install a pneumatic caliper brake device that is operated by a pneumatic pressure supplied from a pneumatic pressure source on a railway vehicle, and to eliminate the above-described air-oil converter and hydraulic piping.

The pneumatic caliper brake device disclosed in Patent Document 3 includes an elastic membrane that defines a drive pressure chamber, and a piston that is interposed between the elastic membrane and the brake, and is guided to the drive pressure chamber during braking. The elastic film swells due to the applied air pressure, and the piston presses the brake against the disc.
JP-A-8-226469 JP-A-8-226471 JP 2009-162245 A

  In the lever type brake device, since the piston is separated from the restrictor, the frictional heat generated in the restrictor is not easily transmitted to the piston, and it is easy to ensure the heat resistance of the piston and the like.

  On the other hand, in the hydraulic and pneumatic caliper brake devices described above, the piston presses the back surface of the restrictor, so that frictional heat generated in the restrictor is transmitted from the restrictor to the piston. There was a problem that it was difficult to ensure heat resistance.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a caliper brake device that can ensure heat resistance of a piston or the like.

The present invention relates to a caliper brake device for a vehicle that applies a frictional force across a disk that rotates with a wheel, a caliper body that is supported by a vehicle body, a brake member that slidably contacts the disk and applies a frictional force, A piston that presses the brake against the disc by fluid pressure, and the brake includes a lining back plate that is pressed by the piston, a lining that is in sliding contact with the disc, and a spring that is interposed between the lining back plate and the lining. And a lining mounting plate to which the lining is coupled, and a support member that movably supports the lining mounting plate with respect to the lining back plate , the lining being separated from the lining back plate via a spring , The lining mounting plate is connected to the disc-shaped lining joint where the lining is joined, and the lining back plate via a support member. A disc-shaped central mounting portion and a projection protruding toward the lining back plate, the central mounting portion is formed with a through hole that is slidably fitted to the support member, and the lining mounting plate is a spring. The gap is defined between the central mounting portion and the lining back plate by being separated from the lining back plate via the lining, and the rotation that locks the lining mounting plate from rotating with respect to the lining back plate. A detent mechanism is provided, and the detent mechanism is provided with a protrusion and a locking groove formed on the lining back plate to engage the protrusion .

  According to the present invention, when the lining is pressed against the disc while compressing the spring at the time of braking, the lining is separated from the lining back plate via the spring, so that the frictional heat generated in the sliding contact portion with the disc is generated. Transmission to the piston via the is suppressed. As a result, uneven wear of the lining and the disk can be prevented, and the heat resistance of the piston and the like is sufficiently ensured.

The top view of the caliper brake device which shows embodiment of this invention. Similarly, a longitudinal sectional view of a caliper brake device. The side view of a caliper brake device. Similarly, (a) is a side view of the piston, and (b) is a cross-sectional view taken along line CC. Similarly, a side view of the control wheel. Sectional drawing which follows the DD line of FIG. The graph which similarly shows an experimental result. The longitudinal section of the caliper brake device showing another embodiment of the present invention.

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

1-3 is a three-view drawing of the caliper brake device 1 showing an embodiment of the present invention. FIG. 3 is a side view of the caliper brake device 1 as viewed from the right side of the vehicle. 1 is a plan view seen from the direction of arrow B in FIG. FIG. 2 is a longitudinal sectional view taken along line AA of FIG. Here, when three axes X, Y, and Z that are orthogonal to each other are set, the X-axis extends in the horizontal lateral 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.

  As shown in FIG. 1, the caliper brake device 1 mounted on a railway vehicle sandwiches the disk 6 of the wheel 5 between the left and right control members 7 and brakes the rotation of the wheel 5.

  In FIG. 2, O is the rotation center axis of the wheel 5, and H is the center line of the wheel 5 orthogonal to the rotation center axis O. In FIGS. 1 and 3, reference numeral 20 denotes a support frame fixed on a carriage (vehicle body) (not shown) of the railway vehicle, and reference numeral 10 denotes a caliper body supported by the support frame 20.

  As shown in FIG. 2, the brake 7 includes a lining 9 divided into a plurality of pieces as a friction material in sliding contact with the disk 6, a metal lining back plate 19 to which these linings 9 are attached, and the lining back plate. 19 is provided with a connecting plate 18 attached through a dish-shaped rivet 17 behind 19.

  The guide plate 8 is formed with a dovetail groove 8c (see FIG. 1) extending in the Y-axis direction, and an edge portion 18a (see FIG. 1) of the connecting plate 18 of the restrictor 7 is inserted into the dovetail groove 8c. As a result, the connecting plate 18 of the control wheel 7 is supported by the caliper arm 12 via the guide plate 8.

  The upper and lower anchor pins 43 are respectively formed with annular step portions 43b. An engagement hole 8 a that engages with the annular step 43 b is formed at the upper end of the guide plate 8. An engaging recess 8b that engages with the annular step 43b is formed at the lower end of the guide plate 8 (see FIG. 2).

  The upper and lower ends of the guide plate 8 are supported so as to be able to advance and retreat with respect to the disk 6 by engaging the upper and lower ends of the guide plate 8 with the annular stepped portions 43b of the anchor pins 43, and the upper and lower ends of the lining back plate 19 are supported with the anchor pins. By engaging with 43, the braking reaction force is supported.

  The adjuster 41 is provided with a rubber boot 46 that covers the exposed portion of the anchor pin 43, and is protected from dust by the boot 46.

  When replacing the restrictor 7, first, the lower adjuster 41 is removed from the caliper arm 12, and the anchor pin 43 is disengaged from the lining back plate 19 of the restrictor 7. Next, the restrictor 7 is extracted downward along the dovetail groove 8 c of the guide plate 8. Next, a new restrictor 7 is inserted into the dovetail groove 8 c of the guide plate 8. Next, the lower adjuster 41 is attached to the caliper arm 12, the guide plate 8 is engaged with and supported by the anchor pin 43, and the lining back plate 19 is engaged with the anchor pin 43 to prevent the restrictor 7 from coming off. Is done. In this way, the work for attaching and detaching the control 7 is performed via the guide plate 8.

  The adjuster 41 is provided with a return spring 44 that urges the restrictor 7 away from the disk 6 via the anchor pin 43, and a gap adjusting mechanism 45 that adjusts the gap between the restrictor 7 and the disk 6 to be substantially constant when the brake is released. When the brake is released, the brake 7 is separated from the disk 6 by the urging force of the return spring 44, and the gap W with the disk 6 is adjusted to be substantially constant by the gap adjusting mechanism 45.

  The right caliper arm 12 is provided with an actuator 60 that presses the brake 7 against the disk 6 via the guide plate 8. The actuator 60 is disposed between the adjusters 41.

  In the actuator 60, the elastic membrane 50 presses the brake 7 through the piston 65 by the air pressure (fluid pressure) supplied to the driving pressure chamber 63 from an air pressure source mounted on the railway vehicle.

  The actuator 60 includes a storage wall 12b formed on the caliper arm 12, an elastic film 50 attached to the storage wall 12b, a cover 61 fastened to the storage wall 12b, a storage wall 12b, the elastic film 50, and the cover. And a drive pressure chamber 63 defined between 61 and a piston 65 interposed between the elastic membrane 50 and the brake 7.

  The caliper arm 12 has an annular mounting seat 12a that extends around the opening edge of the receiving wall 12b. A plurality of screw holes are formed in the mounting seat 12a with a predetermined interval, and the cover 61 is fastened via bolts 62 that are screwed into the screw holes. A peripheral edge 50 a of the elastic film 50 is sandwiched between the mounting seat 12 a and the cover 61.

  The cover 61 is formed in a dish shape in which a portion defining the driving pressure chamber 63 is recessed in a concave shape.

  The elastic film 50 is formed of a resin elastic material. The elastic film 50 is not limited to a resin elastic material, and a bellows may be formed using a composite of reinforcing materials such as carbon fiber and Kevlar fiber. The elastic film may be formed by using a bellows made of a thin metal plate, a rubber tube, or a diaphragm.

  The elastic film 50 includes a peripheral edge part 50 a sandwiched between the mounting seat 12 a and the cover 61, a bellows part 50 b that expands and contracts along the housing wall 12 b, and a pressing film part 50 c that faces the control ring 7.

  A piston 65 is interposed between the pressing film portion 50 c of the elastic film 50 and the brake 7. The elastic film 50 presses the control member 7 in the X-axis direction via the piston 65 by the air pressure guided to the drive pressure chamber 63, and presses the control member 7 against the disk 6.

  The piston 65 is formed by injection molding a resin. As shown in FIG. 3, the cross-sectional shapes of the piston 65 and the driving pressure chamber 63 are substantially oval. The housing wall 12 b is formed in a long cylindrical surface shape that penetrates the caliper arm 12. The mounting seat 12a shown in FIG. 2 has a substantially oval inner shape and outer shape. The cover 61 has a substantially oval outer shape similar to the mounting seat 12a.

  Since the elastic film 50 is stretched along the substantially oval piston 65 and the housing wall 12b, the elastic film 50 does not have a bent portion, so that sufficient durability is ensured.

  However, the present invention is not limited to this, and the cross-sectional shapes of the piston 65 and the accommodating wall 12b may be configured to be elliptical or other shapes.

  The piston 65 is connected to the guide plate 8 and is displaced in the X-axis direction together with the guide plate 8 guided through the upper and lower anchor pins 43, and transmits the movement of the elastic film 50 to the brake 7.

  As a coupling means for coupling the piston 65 to the guide plate 8, the piston 65 is fastened to the guide plate 8 via a plurality of bolts (not shown).

  The coupling means is not limited to this, and the piston 65 may be coupled to the guide plate 8 via a coupling member such as a key or other means.

  The caliper body 10 is floatingly supported on the support frame 20 by upper and lower slide pins 31 and 32 so as to be slidable in the X-axis direction.

  The caliper body 10 includes left and right caliper arms 12 that extend so as to straddle the disc 6 of the wheel 5, and a yoke portion 13 that connects the left and right caliper arms 12.

  Anchor blocks 48 are fastened to the upper and lower ends of the left caliper arm 12 via bolts 42 (see FIG. 1). A support rail (not shown) is integrally formed with the left caliper arm 12. A dovetail groove is formed in the support rail, and a lining back plate (not shown) of the left restrictor 7 is inserted into the dovetail groove. The restrictor 7 is inserted into the support rail, and its upper and lower ends are prevented from coming off by engaging with an anchor pin 43 provided on the anchor block 48 and fixed to the left caliper arm 12 (see FIG. 1).

  Adjusters 41 are fastened to the upper and lower ends of the right caliper arm 12 via bolts 42, respectively. The upper and lower adjusters 41 include anchor pins 43 that protrude in the X-axis direction. Both ends of the restrictor 7 and its guide plate 8 are supported via the upper and lower anchor pins 43.

  4A is a side view of the piston 65 viewed from the disk 6 side, and FIG. 4B is a cross-sectional view taken along line CC of FIG. 4A.

  The piston 65 is formed into a block shape having a substantially oval cross section by injection molding of resin. The piston 65 has a piston pressing surface 65a that contacts the guide plate 8, a piston back surface 65b that contacts the pressing film portion 50c of the elastic film 50, and a piston side surface 65c that faces the housing wall 12b.

  The piston 65 has a piston back surface 65b formed in a substantially oval shape, and a piston side surface 65c formed in a substantially cylindrical shape.

  FIG. 5 is a side view of the control device 7 viewed from the disk 6 side. The restrictor 7 includes 14 disk-shaped linings 9 as friction materials, and the linings 9 are arranged in two rows along the circumferential direction of the disk 6. The number and arrangement of the linings 9 are not limited to this, and can be arbitrarily set according to required conditions.

  FIG. 6 is a cross-sectional view of the restrictor 7 along the line DD in FIG. The control 7 includes a lining mounting plate 22 to which the lining 9 is coupled, a lining back plate 19 to which the lining mounting plate 22 is coupled through a rivet (support member) 16, and the lining mounting plate 22 and the lining back plate 19. And a spring 23 interposed therebetween.

  The back surface 9 a of the lining 9 made of a friction material is coupled to a metal lining mounting plate 22.

  The lining mounting plate 22 includes a disk-shaped lining coupling portion 22 c to which the lining 9 is coupled, and a disk-shaped central mounting portion 22 d coupled to the lining back plate 19 through the rivet 16. A through hole 22e is formed in the central mounting portion 22d, and the rivet 16 is slidably inserted into the through hole 22e.

  The rivet 16 has a bowl-shaped head portion 16a seated on the central mounting portion 22d, a columnar support column portion 16b inserted into the through hole 22e, and a columnar fastening inserted into the hole 19a of the lining back plate 19. It has the pillar part 16c and the crimping part 16d engaged with the opening edge part of the hole 19a. The rivet 16 is caulked and fixed to the lining back plate 19.

  The lining mounting plate 22 is supported so as to be slidable in the axial direction (X-axis direction) of the rivet 16. The support column portion 16 b of the rivet 16 is slidably inserted into the through hole 22 e of the lining mounting plate 22. The rivet 16 constitutes a support member that supports the lining mounting plate 22 so as to be movable with respect to the lining back plate 19.

  The lining mounting plate 22 is formed with a recess 22 f that engages with the spring 23. The concave portion 22f is defined between a C-shaped outer peripheral convex portion 22b protruding from the outer peripheral end portion of the lining mounting plate 22 and a conical tapered portion 22h.

  The lining mounting plate 22 has a cross-sectional shape in which the taper portion 22h bends the lining coupling portion 22c and the central mounting portion 22d, and the central mounting portion 22d has a shape separated from the lining back plate 19 from the lining coupling portion 22c.

  The lining back plate 19 is formed with an annular recess 19 b that engages with the spring 23. The recess 19 b faces the recess 22 f of the lining mounting plate 22.

  The spring 23 is a so-called disc spring formed in a conical shape. The spring 23 is accommodated between the recess 19b and the recess 22f and compressed between them.

  The spring 23 is not limited to this, and a spring having another shape may be interposed.

  The lining mounting plate 22 and the lining back plate 19 are separated from each other by the elastic restoring force of the spring 23, and a gap 28 is provided between the central mounting portion 22 d of the lining mounting plate 22 and the lining back plate 19 around the rivet 16. Defined.

  A protrusion 22a of the lining mounting plate 22 is formed as a detent mechanism 24 that locks the lining mounting plate 22 from rotating with respect to the lining back plate 19. On the other hand, the protrusion 22a is engaged with the lining back plate 19. A locking groove 19c is formed.

  As shown in FIG. 3, the caliper arm 12 is provided with an inlet portion 14, and the inlet portion 14 is connected to a pneumatic pipe communicating with a pneumatic source (not shown). A switching valve operated by a controller (not shown) is provided between the air pressure source and the driving pressure chamber 63. The switching valve is held at a position for guiding atmospheric pressure to the driving pressure chamber 63 when braking is released, and is held at a position for guiding pressurized air from the air pressure source to the driving pressure chamber 63 during braking.

  Next, the operation of the caliper brake device 1 will be described.

  When the pressure guided from the inlet portion 14 to the driving pressure chamber 63 is reduced when the brake is released, the air in the driving pressure chamber 63 is discharged from the inlet portion 14, the bellows portion 50 b contracts, and the control 7 is returned to the return spring 44. It is separated from the disk 6 by the biasing force. At this time, the gap W with the disk 6 is adjusted to be substantially constant by the gap adjusting mechanism 45.

  When the air pressure guided to the driving pressure chamber 63 during braking is increased, the elastic film 50 expands, and the elastic film 50 presses the brake 7 against the disk 6 via the piston 65. As a result, the braking device 7 applies a frictional force to the disk 6 and brakes the rotation of the wheels.

  Since the piston 65 presses a wide range of the lining back plate 19 via the guide plate 8, the elastic deformation of the lining back plate 19 is suppressed, and the mechanical efficiency for transmitting the movement of the elastic film 50 to the lining 9 is not impaired. . Furthermore, the surface pressure with respect to the disk 6 of the control 7 is made uniform.

  The restrictor 7 is supported so that the upper and lower ends of the guide plate 8 are engaged with anchor pins 43 protruding from the adjusters 41 so as to be able to advance and retreat relative to the disk 6, and the braking reaction force of the restrictor 7 is supported. Is done.

  The piston 65 is fastened to the guide plate 8 by a plurality of bolts (not shown), and is supported by the guide plate 8 so as to be able to advance and retreat, so that the piston side surface 65c of the piston 65 is slidably contacted with the caliper body 10. There is no need to provide a guide that supports the support. As a result, the piston 65 can efficiently transmit the air pressure guided to the drive pressure chamber 63 to the guide plate 8 without causing sliding resistance with respect to the guide (caliper body 10). Even if the amount by which the piston 65 is pushed out by the caliper arm 12 changes as the lining 9 wears, sufficient mechanical efficiency can be obtained.

  During braking, the lining mounting plate 22 slides against the rivet 16 while compressing the spring 23 to transmit the pressing force of the piston 65 to the lining 9, and the lining 9 applies a frictional force to the disk 6.

  Corresponding to the thermal deformation of the disk 6, the lining 9 follows the sliding contact portion of the disk 6 while compressing the spring 23, and the surface pressure of the brake 7 against the disk 6 is made uniform.

  In this way, the surface pressure with respect to the disc 6 of the control device 7 is made uniform, so that the friction coefficient of the control device 7 is kept high, the original braking force of the control device 7 is exhibited, and the control device 7 and the disc 6 are provided. By suppressing the local temperature rise, it is possible to prevent uneven wear of the brake 7 and the disk 6.

  During braking, frictional heat generated in the sliding contact portion between the disk 6 and the lining 9 is transmitted from the brake 7 to the guide plate 8, the piston 65, and the elastic film 50. However, the lining 9 is separated from the lining back plate 19 via the spring 23. As a result, the heat of the brake 7 is suppressed from being transmitted to the piston 65 and the elastic film 50.

  More specifically, during braking, the lining mounting plate 22 slides against the rivet 16 while compressing the spring 23, the central mounting portion 22d abuts against the lining back plate 19, and the disc 6 and the lining 9 The frictional heat generated at the sliding contact portion is directly transmitted to the lining back plate 19 via the lining mounting plate 22, but the area where the lining mounting plate 22 contacts the lining back plate 19 is the center mounting portion 22 d and the lining back plate 19. Therefore, it is possible to suppress the heat of the brake 7 from being transferred to the piston 65 and the elastic film 50.

  If the force with which the piston 65 presses the guide plate 8 is reduced at the time of slow braking or release of braking, the central mounting portion 22d is separated from the lining back plate 19 by the urging force of the spring 23 as shown in FIG. Arise. Due to the gap 28, the heat of the disk 6 is not directly transmitted from the lining mounting plate 22 to the lining back plate 19, but the heat of the brake 7 is suppressed from being transmitted to the piston 65 and the elastic film 50.

  Thus, the resin elastic film 50 and the piston 65 are sufficiently heat resistant.

  FIG. 7 shows the result of measuring the temperature distribution of the control 7 by experiment, (a) is the caliper brake device 1 of the present invention, and (b) is the current shape without the spring behind the lining. The caliper brake device (conventional device) using the lining. This graph shows the result of measuring the peak temperatures of the lining 9 and the guide plate 8 by changing the initial speed at which braking of the vehicle is started under a predetermined condition. From this graph, in the caliper brake device 1 of the present invention, the peak temperature of the lining 9 is reduced to 1/3 or less compared to the peak temperature of the guide plate 8. On the other hand, in the conventional apparatus, the peak temperature of the lining 9 is ½ or more than the peak temperature of the guide plate 8. That is, it can be seen that the caliper brake device 1 of the present invention has a significantly lower peak temperature of the guide plate 8 than the conventional device.

  Since the actuator 60 is operated by air pressure, an air-oil converter (hydraulic power source) and hydraulic piping mounted on the railway vehicle become unnecessary, and the railway vehicle can be reduced in weight.

  However, the present invention is not limited thereto, and a hydraulic piston that guides the oil pressure (fluid pressure) to the drive pressure chamber may be provided as an actuator of the elastic membrane caliper brake device. In this case, the pressure receiving area of the actuator is expanded compared to the conventional hydraulic piston type caliper brake device, so that the required pressing force can be secured with a low oil pressure, and no pressure increase by the air oil converter is required. The size of the vessel will be reduced.

  As described above, in the present embodiment, a caliper brake device for a vehicle that applies a frictional force across the disk 6 that rotates with the wheel 5, the caliper body 10 supported by the vehicle body (cart), and the disk 6. And a piston 65 that presses against the disc 6 with fluid pressure, and the brake 7 has a lining back plate 19 that is pressed by the piston 65; A lining 9 that is in sliding contact with the disk 6 and a spring 23 interposed between the lining back plate 19 and the lining 9 are provided, and the lining 9 is separated from the lining back plate 19 via the spring 23.

  Based on the above configuration, the lining 9 is pressed against the disk 6 while compressing the spring 23 during braking, so that the surface pressure of the lining 9 against the disk 6 is equalized corresponding to the thermal deformation of the disk 6 and the lining 9 By being separated from the lining back plate 19 via the spring 23, it is possible to suppress the frictional heat generated at the sliding contact portion with the disk 6 from being transmitted to the piston 65 via the lining back plate 19. Thereby, uneven wear of the lining 9 and the disk 6 can be prevented, and the heat resistance of the resin elastic film 50 and the piston 65 is sufficiently ensured.

  In the present embodiment, the brake 7 includes a lining mounting plate 22 to which the lining 9 is coupled, and a support member (rivet 16) that supports the lining mounting plate 22 so as to be movable with respect to the lining back plate 19. The lining mounting plate 22 has a disk-shaped lining coupling portion 22c to which the lining 9 is coupled, and a disk-shaped central mounting portion 22d coupled to the lining back plate 19 via a support member (rivet 16). The central mounting portion 22d is formed with a through hole 22e that is slidably fitted to the support member (rivet 16), and the lining mounting plate 22 is separated from the lining back plate 19 via the spring 23 to be centrally mounted. A gap 28 is defined between the portion 22 d and the lining back plate 19.

  Based on the above configuration, the lining mounting plate 22 is moved away from the lining back plate 19 by the urging force of the spring 23, and a gap 28 is generated between the central mounting portion 22 d and the lining back plate 19. The heat transmitted from the brake 7 is prevented from being transmitted to the piston 65 and the elastic film 50 without being directly transmitted from the lining mounting plate 22 to the lining back plate 19, and the heat insulation of the lining 9 with respect to the piston 65 is sufficiently ensured.

  In this embodiment, the lining mounting plate 22 is provided with a rotation prevention mechanism 24 that locks the lining mounting plate 22 from rotating with respect to the lining back plate 19.

  Based on the above configuration, the rotation of the lining mounting plate 22 is stopped, so that the wear of the lining mounting plate 22 and the like is suppressed, the posture of the lining mounting plate 22 is kept constant during braking, and the lining 9 with respect to the piston 65 is maintained. Thermal insulation is maintained.

  In the present embodiment, the elastic film 50 attached to the caliper body 10, the drive pressure chamber 63 defined by the elastic film 50 and supplied with fluid pressure (gas pressure) during braking, the elastic film 50 and the control 7 And a piston 65 interposed therebetween, and the elastic film 50 is expanded by the fluid pressure (gas pressure) guided to the drive pressure chamber 63 during braking so that the piston 65 presses the brake 7 against the disk 6. .

  Based on the above configuration, the fluid pressure guided to the drive pressure chamber 63 during braking is increased, whereby the elastic film 50 swells, and the elastic film 50 presses the brake 7 against the disk 6 via the piston 65. As a result, the piston 65 presses a wide range of the lining back plate 19, so that the surface pressure of the brake 7 against the disk 6 is made uniform and the braking force is increased.

  Next, another embodiment shown in FIG. 8 will be described. The actuator 60 includes a piston 35 that is actuated by oil pressure. The actuator 60 basically has the same configuration as that of the embodiment shown in FIGS. In addition, the same code | symbol is attached | subjected to the same structure part as the said embodiment.

  The right caliper arm 12 is provided with two adjusters 41 at the center thereof, two pistons 35 are provided so as to sandwich the adjuster 41, and upper and lower anchor pins 43 are provided at both ends thereof.

  When the upper and lower end portions of the guide plate 8 are engaged with the anchor pins 43, the restrictor 7 is supported so as to be able to advance and retreat relative to the disk 6, and the braking reaction force of the restrictor 7 is supported.

  A cylinder portion 34 is formed in the caliper body 10, and a piston 35 is slidably accommodated in the cylinder portion 34, and a drive pressure chamber 33 is defined between the cylinder portion 34 and the piston 35. A seal ring 36 is interposed in the cylinder portion 34, and the drive pressure chamber 33 is sealed by the seal ring 36 being in sliding contact with the piston 35.

  In the actuator 60, the piston 35 presses the brake 7 by the hydraulic pressure (fluid pressure) supplied to the drive pressure chamber 33 from a hydraulic pressure source mounted on the railway vehicle.

  During braking, the lining mounting plate 22 slides against the rivet 16 while compressing the spring 23 to transmit the pressing force of the piston 65 to the lining 9, and the lining 9 applies a frictional force to the disk 6.

  At the time of braking, frictional heat generated at the sliding contact portion between the disk 6 and the lining 9 is transmitted from the control 7 to the guide plate 8 and the piston 35. However, since the lining 9 is separated from the lining back plate 19 via the spring 23, It is suppressed that the heat of the restrictor 7 is transmitted to the piston 35, and heat resistance of the seal ring 36 and the like that are in sliding contact with the piston 35 is ensured.

  In the present embodiment, a cylinder portion 34 provided in the caliper body 10, a piston 35 slidably accommodated in the cylinder portion 34, and a driving pressure chamber 33 defined between the cylinder portion 34 and the piston 35, , And the piston 35 presses the brake 7 against the disk 6 by the fluid pressure (hydraulic pressure) guided to the drive pressure chamber 33 during braking.

  Based on the above configuration, the fluid pressure guided to the drive pressure chamber 33 during braking increases, and the piston 35 moves to press the brake 7 against the disk 6.

  Also in this case, the lining 9 is pressed against the disk 6 while compressing the spring 23 during braking, so that the surface pressure of the lining 9 against the disk 6 is equalized corresponding to the thermal deformation of the disk 6 and the lining 9 is By being separated from the lining back plate 19 via the spring 23, it is possible to suppress the frictional heat generated at the sliding contact portion with the disk 6 from being transmitted to the piston 35 via the lining back plate 19. Thereby, uneven wear of the lining 9 and the disk 6 can be prevented, and the heat resistance of the piston 35 is sufficiently ensured.

  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.

DESCRIPTION OF SYMBOLS 1 Caliper brake device 5 Wheel 6 Disc 7 Control device 8 Guide plate 9 Lining 10 Caliper main body 12 Caliper arm 19 Lining back plate 16 Rivet (supporting member)
19 Lining back plate 22 Lining mounting plate 22d Central mounting portion 23 Spring 24 Non-rotating mechanism 28 Gap 50 Elastic film 60 Actuator 63 Drive pressure chamber 65 Piston 33 Drive pressure chamber 34 Cylinder portion 35 Piston

Claims (4)

A caliper brake device for a vehicle that applies frictional force across a disk that rotates with a wheel,
A caliper body supported by the vehicle body;
A control device that slidably contacts the disk and imparts frictional force;
A piston that presses the restrictor against the disc by fluid pressure, and
The controller is
A lining back plate pressed by the piston;
A lining in sliding contact with the disc;
A spring interposed between the lining back plate and the lining ;
A lining mounting plate to which the lining is coupled;
A support member that movably supports the lining mounting plate with respect to the lining back plate ,
The lining is configured to be separated from the lining back plate via the spring ,
The lining mounting plate is
A disc-shaped lining coupling portion to which the lining is coupled;
A disc-shaped central mounting portion coupled to the lining back plate via the support member;
A projection protruding toward the lining back plate,
A through hole that is slidably fitted to the support member is formed in the central mounting portion,
The lining mounting plate is separated from the lining back plate via the spring, whereby a gap is defined between the central mounting portion and the lining back plate,
A detent mechanism for locking the lining mounting plate from rotating relative to the lining back plate;
The caliper brake device is characterized in that the anti- rotation mechanism includes the protrusion and a locking groove formed on the lining back plate to engage the protrusion . The caliper brake device according to claim 1, wherein the lining back plate is formed with a concave portion that engages with the spring and the locking groove side by side . An elastic membrane attached to the caliper body;
A driving pressure chamber defined by the elastic membrane and supplied with fluid pressure during braking;
A piston interposed between the elastic membrane and the control device,
3. The caliper brake device according to claim 1, wherein the elastic film is swelled by a fluid pressure guided to the driving pressure chamber during braking and the piston presses the brake member against the disk . 4. A cylinder provided in the caliper body;
A piston slidably accommodated in the cylinder part;
A drive pressure chamber defined between the cylinder part and the piston,
3. The caliper brake device according to claim 1, wherein the piston presses the brake against the disc by a fluid pressure guided to the drive pressure chamber during braking . 4.

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