JPH04108065A - Brake device for rolling stock - Google Patents

Abstract

PURPOSE:To remarkably increase braking force by arranging a brake shoe, having a lower surface profiling a shape of a rail head part, above a rail so as to press the brake shoe to the rail from an inner side upper diagonal direction through an actuator at braking time. CONSTITUTION:When pressure fluid is introduced into a cylinder of an actuator 6 to drive it at brake applying time, a piston rod 6a is extended against a return spring 8. Then, a brake shoe 10 is energized so as to separate from a holding link 14 by a compression spring 16, so that the brake shoe 10 is turned in one body with the holding link 14 about a holding link supporting pin 13 and started to lower down by exceeding a vehicle limit. When the brake shoe 10 is brought into contact with a rail 9, the brake shoe 10, made impossible to turn about the pin 13, tends to rotate with a supporting shaft 15 serving as the center while compressing the compression spring 16, and force F diagonal from the above is applied. In this way, substantial increase of braking force is contrived by effectively applying lateral force while preventing excessive decrease of wheel weight.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a brake device for a railway vehicle, and more particularly to a brake device for a railway vehicle that obtains braking force by pressing brake shoes directly from the vehicle against the rail. .

[Conventional technology]

BACKGROUND ART Conventionally, brake devices for railway vehicles that generally employ an adhesive method have been widely used. This type of braking device has a long history and many types, but in any case, it has a structure that applies reverse torque to the wheels and ultimately obtains braking force from the frictional force generated between the wheels and the rail. be. For this reason, if this reverse torque is increased too much, a sliding phenomenon occurs in which the wheels slide on the rails while stopping rotation, resulting in longer braking distances and uneven wear of the wheels.

Here, the maximum operating speed of a railway vehicle is regulated by brake performance, so speed cannot be increased unless brake performance improves.Nowadays, as speeds are increasing year by year, the performance required of brakes is increasing. It's becoming very difficult.

For this reason, the brakes employing the above-mentioned adhesive system have already reached their limits, and the current situation is that they have no choice but to rely on other brakes employing the non-adhesive system to compensate for the lack of braking force.

In order to meet this demand, we have developed a product that uses an electromagnetic adsorption method (
For example, Japanese Unexamined Patent Publication No. 64-90864, Utility Model Application No. 55-
48526, etc.), and those employing a rail crimping method in which the brake shoe is pressed against the upper or inner surface of the rail (for example, see Japanese Patent Laid-Open No. 64-28067, Japanese Utility Model Publication No. 6329650, etc.) etc. have been developed.

[Problem to be solved by the invention]

However, brakes that use the electromagnetic adsorption method require a powerful electromagnet, which not only increases their weight, but also requires a large amount of electric power when operating the brakes, making them suitable for use in vehicles other than electric vehicles, such as diesel cars, etc. It is not suitable for vehicles that do not use electric power. Moreover, if used frequently, there is a risk that the iron rails may become magnetized, causing other problems.

In addition, the former adopts the rail crimping method (Japanese Unexamined Patent Publication No. 64-9
In No. 0864), when the brake shoe is pressed against the upper surface of the rail, the force acts vertically downward;
This reaction force causes the vehicle body to receive a force in the direction of floating, and the weight of the wheels (wheel load) decreases by that amount.

As a result, if too much pressure is applied, not only is the stability of the vehicle running unfavorable, but in order to make the brake more effective, it is desirable to use it in conjunction with a conventional adhesive brake. However, as the wheel weight decreases, skidding becomes more likely to occur, and the total braking force increases only by the increase in the friction coefficient of the brake shoes, not a significant increase in braking force.

In addition, in the latter (Utility Model Publication No. 63-29650),
Due to the strength of the rail to fall sideways, pressing the side of the rail requires a force (
There are certain restrictions when applying lateral force (lateral force) alone,
It is not possible to apply a very large force, and as a result, it is not possible to significantly increase the braking force. That is, there is a problem in that the lateral force on the rail can only be effectively applied by a force from above, such as a wheel load.

In view of the above, the present invention employs a rail crimping method that can be used in vehicles that do not use electricity, such as diesel cars, and prevents an excessive reduction in wheel load, and also allows lateral force to act more effectively. , the purpose is to provide a brake that significantly increases braking force.

[Means to solve the problem]

In order to achieve the above object, a brake device for a railway vehicle according to the present invention includes a brake shoe having a lower surface that follows the shape of the rail head, which is disposed above the rail, and the brake shoe is positioned above the inside of the rail. The brake shoe is rotatably supported by a support shaft installed parallel to the rail, and the brake shoe is further rotated in the direction of the rail about the support shaft, so that the lower surface of the brake shoe is moved from the upper side of the inside of the rail head to the upper surface. The actuator is provided with an actuator that is brought into contact with the inside of the cylinder.

[For production]

According to the present invention configured as described above, when the brake is applied, the brake shoe is pressed against the rail from an upper diagonal direction on the inner surface via the actuator, and the force in the diagonal direction is
Since it has a vertical component force and a horizontal component force, by appropriately selecting the operating angle, the pressing force from the top of the rail can be made to an appropriate level so that the phenomenon of wheel load does not become excessive.
By making full use of the lateral force on the side of the rail, it is possible to maximize the effectiveness of the brake using the rail crimping method.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 3, the side beams 3 of the truck 2 equipped with the wheels 1 are formed in a shape in which the center portion protrudes downward in a substantially U-shape. As shown in FIGS. 4 and 5, a cylindrical cross beam 4 is provided.

As shown in FIG. 4, a gate-shaped bracket 5 is fixed to the outer surface of the cross beam 3, and an actuator (cylinder) 6 for driving the brake is disposed within the bracket 5. The base end of the actuator 6 is rotatably pin-coupled to the bracket 5 via an actuator support pin 7, and there is a return spring inside for storing the brake device within the limits of the vehicle during normal driving. Further, the piston rod 6a extends inward of the truck 2 through a through hole 3a formed in the side beam 3.

On the other hand, as shown in FIGS. 1 and 2, the upper part of the rail 9 has a lower surface 10a that follows the shape of the head 9a,
Brake shoes 10 are arranged to obtain braking force by pressing against the rail 9, and
The upper end of this brake shoe 10 and the tip of the piston rod 6a are rotatably pin-coupled via a connecting pin 11.

Furthermore, a rectangular holding body 12 is provided at the inner lower part of the side beam 3.
A holding link 14 is fixed to this holding body 12 via a holding link support pin 13 extending parallel to the rail 9.
is rotatably supported, and a support shaft 15 that extends parallel to the rail 9 and is located above the inside of the rail 9 is fixed to the support shaft 15. An intermediate portion of the shoe 10 is rotatably supported.

As a result, the retaining link 14 rotates around the retaining link support pin 13, and the support shaft 15 also changes position along with this rotation, while the brake shoe 10 rotates around the support shaft 15. Moreover, since the support shaft 15 is disposed above the inside of the rail 9 as described above, the lower surface of the brake shoe 10 comes into contact with the head 9a of the rail 9 from above inside the head 9a to inside the upper surface. It's been like that.

Further, a compression spring 16 set to an appropriate strength is disposed above the support shaft 15 and between the brake shoe 10 and the holding link 14. 14 is biased in the direction of separation.

Next, the operating state of the brake in the above embodiment will be explained.

First, when a pressure fluid such as air pressure or oil pressure is introduced into the cylinder of the actuator 6 to drive it when the brake is applied, the piston rod 6a expands against the elastic force of the return spring 8 in the actuator 6.

When the piston rod 6a extends in this way, the brake shoe 10 is urged to separate from the holding link 14 by the elastic force of the compression spring 16, so that the holding link 14 is urged away from the holding link 14.
4 and rotates around the holding link support pin 13, and begins to descend beyond the vehicle limit. When the brake shoe 10 comes into contact with the rail 9, it cannot rotate around the holding link support pin 13, but when the piston rod 6a further extends, it starts compressing the compression spring 16, and the brake shoe 10 It attempts to rotate around the support shaft 15, and comes into contact with the head 9a of the rail 9 from above the inside to the inside of the top surface, thereby causing an oblique force F to act from above.

Here, the diagonal force F is the vertical component F and the horizontal component F
H, so by appropriately selecting the operating angle θ, the pressing force from the top surface of the rail 9 can be reduced by a force (vertical component F)
is moderate to the extent that excessive wheel load phenomenon does not occur, and this pressing makes maximum use of the lateral force (horizontal component FH) on the side of the rail 9 in conjunction with the force (vertical component F). By doing so, it is possible to maximize the effectiveness of the brake that uses the rail crimping method.

In other words, the pressing from the top surface of the rail 9 is a force (vertical component force F)
To prevent the phenomenon in which the vehicle body is lifted up due to the reaction force caused by excessive force, and to make maximum use of the lateral force while preventing the rail 9 from falling sideways by applying force in the vertical direction. I can do it.

Note that the operating angle θ of this acting force F can be set to an appropriate value depending on the position of the support shaft 15 and the strength of the compression spring 16.

〔Effect of the invention〕

Since the present invention has the above-mentioned configuration, it adopts a rail crimping method that can be used even in vehicles that do not use electricity such as diesel cars, and also prevents an excessive reduction in wheel load and prevents vertical pressing. By applying the force, the lateral force can be applied more effectively and the braking force can be significantly increased.

Furthermore, since it can be constructed relatively easily and extremely compactly, it has the effect of being able to be attached to carts with little available space, such as pendulum carts.

Holding bottle, 9...Rail, 9a...Same head, 10...
- Brake shoe, 10a... Lower surface, 12... Holder, 13... Support bin for holding link, 14... Holding link, 15... Support shaft, 16... Compression spring.

Claims (1)

[Claims] A brake shoe having a lower surface that follows the shape of the rail head is arranged above the rail, and this brake shoe is rotatably supported by a support shaft installed above the inside of the rail and parallel to the rail, and further A railway vehicle comprising an actuator that rotates the brake shoe in the direction of the rail about the support shaft so that the lower surface of the brake shoe comes into contact with the inside of the rail head from above to the inside of the upper surface. brake equipment.