JPH0349779B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to a brake system for a brake system consisting of a brake air section for regulating the brake pressure in relation to the load and a mechanical control section for operating this brake air section. A power regulator is mounted on the undercarriage, and the vertical movement of a part vertically displaceable in relation to the undercarriage in relation to the undercarriage is controlled via a control lever connected at one end to this displaceable part to control the braking force regulator. is converted into a rotational motion of a control shaft connected to the other end of the control lever in the mechanical control section of the
Loads of compressed air-operated braking devices of trailer and trailer vehicles, in which the rotational movement of a control shaft is converted via a cam attached to this control shaft into an axial movement of an operating member located in the braking air section. This invention relates to a braking force regulator related to.

[Conventional technology]

For the design of commercial vehicle braking systems, there are provisions regarding the consistency of braking between the front and rear axles and between the towing and trailer vehicles. In other words, the corresponding band (also called design band) is the range in which the braking pressure values of the front axle and rear axle or the braking pressure values of the towing vehicle and the accompanying vehicle may vary between the no-load state and the loaded state. is shown in a graph.

A braking force regulator of the first type mentioned is known from US Pat. It is also necessary to install such a braking force regulator on the accompanying vehicle.

Due to special construction and conditions of use, vehicles with significantly different axle loads, for example semi-trailers where the trailer has to support almost the entire load on the rear axle, while the tractor carries only the load of the trailer, or tractors with low self-weight It is difficult to comply with the above-mentioned regulations in a train with one trailer and trailer vehicle, in which a trailer vehicle has to pull a fully loaded trailer vehicle.

The injection Even maintaining narrow manufacturing tolerances for molded parts, it is difficult to meet the above requirements without costly additional processing of these parts.

[Problem to be solved by the invention]

Therefore, it is an object of the present invention to configure the mechanical control section of the braking force regulator so that the braking pressure adjustment range is within the corresponding band without requiring costly additional processing of the parts. be.

[Means to solve the problem]

In order to solve this problem, according to the present invention, the control shaft consists of a cam holding shaft portion having a cam, and a separate control lever holding shaft portion coaxial with the cam holding shaft portion having a control lever. a first coupling means for fixing the control lever holding shaft part and the control lever holding shaft part so as to be able to adjust a relative rotation angle; and second coupling means for securing.

〔Effect of the invention〕

According to the present invention, the cam holding shaft portion of the control shaft and the control lever holding shaft portion are separated and fixed by the first coupling means so that the relative rotation angle can be adjusted. The relative rotation angles of the two shaft parts and thus the angular errors caused by manufacturing and assembly tolerances of the components of the braking force regulator are compensated for, increasing the adjustment precision and eliminating the need for additional machining of the components. However, this requires longitudinal adjustment of the control lever. That is, the projected horizontal distance between the control shaft of the braking force regulator fixed to the vehicle chassis and a portion vertically displaceable with respect to the chassis, such as a control lever connection point on the axle shaft side, is constant. Therefore, if the relative rotation angle of the two parts of the control shaft, and thus the angular position of the control lever with respect to the horizontal plane passing through the control shaft, changes, the connection between the fixed point of the control lever on the control shaft side and the control lever on the axle side changes depending on this angular position. You have to adjust the distance to the spot. According to the invention,
When adjusting the angular position of the control lever, a longitudinal adjustment of the control lever can be easily carried out by loosening the second coupling means. Moreover, both adjustments can be made independently of each other by simply loosening both coupling members, with the entire braking force regulator being assembled into the vehicle.

〔Example〕

The invention will be explained in more detail below with reference to the embodiments shown in the drawings.

The lower end 4 of the push rod 1 is connected to the cam 5 of the control shaft 6 as an operating member that performs a load-related adjustment connection between the mechanical control section 2 and the brake air section 3 that adjusts the braking pressure in the braking force regulator. slide on top. A control lever 8, which is guided through a through-bore 7 in the control shaft 6 at right angles to this control axis, is pivoted to a connection (not shown), which in turn connects to a fixing point or a spring body provided on the axle (not shown). has been done. The control shaft 6 is a hollow control lever holding shaft with a cam holding part 9, a through hole 7 through which the control lever 8 loosely passes, and a vertical slit 10 in the area of its end projecting from the body of the braking force regulator. Part 11
It is divided into. Control lever holding shaft portion 11
The end of the cam retaining shaft part 9 entering the inside 12 of the control lever retaining shaft part 11 is connected to the control lever retaining shaft part 11 by means of a tightening clamp 13 as a coupling means which reduces the axial slit 10 cut in the control lever retaining shaft part 11. They are connected in such a way that they cannot rotate relative to each other, and by loosening the tightening clamp 13 relative rotation of the two shaft parts 9 and 11 is possible. The cam retaining shaft part 9 is knurled in the tightening area for better rotational torque transmission.

A cap 15, which is fastened by a screw 14 as a further coupling means to the end face of the control lever retaining shaft part 11 of the control shaft 6, engages the control lever with an arcuate recess in its edge by tightening the screw 14, and this The control lever is fixed in the through hole 7.

The braking force regulator is attached to the vehicle chassis, and the other end of the control lever 8 coupled to the control shaft 6 is coupled to the axle as described above.

When a load is applied to the vehicle, the control lever 8 swings while rotating the control shaft 6 in accordance with the magnitude of the load and the vertical displacement of the axle relative to the chassis. At this time, the cam 5 changes the position of the push rod 1 to change the opening/closing timing of the valve 16 of the brake air section 3, so that the brake pressure is supplied from the inflow connection port 17 to the brake cylinder via the outflow connection port 18. Make adjustments related to the load.

In order to adapt the characteristic curve of the braking force regulator to the corresponding band, the necessary corrections regarding the tolerance of the angular position of the control lever 8 can be made at the factory by adjusting the angular position of the control lever 8 after loosening the tightening clamp 13. , can be done. In this case, as shown graphically in FIG. 3, the actual control lever swing angle (α)-braking pressure (Paus) characteristic curve can be translated in parallel to the range of the desired eye characteristic curve. At this time, the screw 14 is loosened and the control lever is also adjusted in its length direction.

The end of the radial surface of the clamping clamp 13 is rounded and a scale 19 is provided on this end so that the angular position of the control lever 8 can be read by means of an arrow 20 formed integrally on the housing of the brake force regulator. I can do it.

[Brief explanation of drawings]

FIG. 1 is a vertical sectional view of a braking force regulator according to the present invention, FIG. 2 is a front view of this braking force regulator, and FIG. 3 is a graph showing its characteristic curve. DESCRIPTION OF SYMBOLS 1... Operating member (push rod), 2... Mechanical control part, 3... Braking air part, 5... Cam, 6... Control shaft, 8... Control lever, 9... Cam holding shaft part,
11... Control lever holding shaft portion, 13... First coupling means (tightening clamp), 14, 15... Second coupling means (screw, cap).

Claims (1)

[Claims] 1. A brake air section 3 that adjusts the braking pressure in relation to the load and a mechanical control section 2 that operates this brake air section.
A braking force regulator for a brake system is mounted on the undercarriage, and the vertical movement of a part vertically displaceable relative to the undercarriage in relation to the load is controlled by a control lever 8 connected at one end to this displaceable part. via a control lever 8 in the mechanical control section 2 of the braking force regulator.
The rotational movement of the control shaft 6 is converted into a rotational movement of a control shaft 6 connected to the other end, and the rotational movement of the control shaft 6 is converted into an axial movement of the operating member 1 in the brake air section 3 via a cam 5 attached to this control shaft. in which the control shaft 6 is a cam holding shaft portion 9 having a cam 5.
and a separate control lever holding shaft part 11 which is coaxial with the control lever 8 and which fixes the cam holding shaft part 9 and the control lever holding shaft part 11 so that the relative rotation angle can be adjusted. coupling means 13
and second coupling means 1 for longitudinally adjustable fixing of the control lever 8 passing through the control lever holding shaft part 11 at right angles to the control lever holding shaft part 11.
4, 15 are provided,
A braking force regulator related to the load of the compressed air operated braking system of the towing vehicle and accompanying vehicle. 2. The control lever retaining shaft portion 11 is formed hollow to fit over the corresponding end of the cam retaining shaft portion 9 and is cut with an axial slit 10 such that the cam retaining shaft portion 9 is notched in the area of the end. The braking force regulator according to claim 1, characterized in that the braking force regulator is provided with: 3 Cam holding shaft portion 9 and control lever holding shaft portion 1
1 are fixedly connected to each other by a tightening clamp 13 as a first connecting means provided in the area of the slit 10,
A braking force regulator according to claim 2. 4. According to claim 1, the control lever holding shaft part 11 has a through hole 7 perpendicular to its axis, in which the control lever 8 is loosely fitted. Braking force regulator as described. 5 The second coupling means is a cap 15 which is attached by means of a screw 14 to the end face of the control lever retaining shaft part 11, which cap 15 engages in a part of the contour of the control lever 8 and which controls the control lever 8. A braking force regulator according to claim 1, characterized in that the lever (8) is fixed to a control lever holding shaft portion (11). 6. Claim No. 6, characterized in that the tightening clamp 13 has a scale 19 on its radial surface, and its rotational angular position can be read by a pointer 20 formed on the housing of the braking force regulator. The braking force regulator according to item 3.