JPS5810687Y2 - Brake mechanism support device for railway vehicles - Google Patents

Description

[Detailed description of the invention] The present invention is a brake mechanism in which the slit clearance adjuster built into the transmission mechanism of the brake device operates without any trouble even when the body of the railway vehicle runs on a curved section of the rail. The present invention relates to a supporting device.

Brake brake clearance adjusters for railway vehicle brake systems are usually installed on bogies, but for vehicles that run in areas with heavy snowfall, brake brake cylinder devices and brake brake clearance adjusters are installed on vehicles that run in areas with heavy snowfall to facilitate inspection and repair during snowfall. The clearance adjuster is mounted on the vehicle body, and the first
As shown in the figure, each wheel 5 of a bogie 4 is driven by a cylinder device 2 installed on a vehicle body 1 and
5. ..., brake shoes 6, 6. A device is used that performs braking by pressing on each of the...

By the way, the brake transmission mechanism 3 is arranged astride the vehicle body 1 and the bogie 4, and a brake shoe clearance adjuster 7 (hereinafter referred to as an adjuster) incorporated in a part of the transmission mechanism 3 is installed between the vehicle body 1 and the bogie 4. Since it is supported by the lever 8, the following problem occurs while the vehicle is running.

In other words, when the vehicle is traveling on the straight section of the rail 9 in Figure 2 A, since the vehicle body 1 and the bogie 4 are kept in the same direction as shown in Figure 2 A, the adjuster However, when the vehicle enters the curved section of the rail 9 from the straight section, the bogie 4 is moved against the vehicle body 1 as shown in the opening in Figure 2.
Since the direction of the intermediate lever 8 changes, the intermediate lever 8 receives a lateral force.

FIG. 3A shows a conventional support structure for the intermediate lever 8.

That is, in FIG. 3A, a pin 11 is attached to the bearing part 10 of the vehicle body 1.
An intermediate lever 8 is supported so as to be able to swing back and forth through the intermediate lever 8, and an adjuster T is attached to the two prongs of the intermediate lever 8 via a pin 12.

With this structure, since the intermediate lever 8 cannot be displaced from side to side, the pin 11 becomes strained when the direction of the truck 4 changes.

Further, the opening in FIG. 3 supports an intermediate lever 8 via a pin 11' so as to be movable left and right within a certain range along the bearing part 10, and is adjusted via a pin 12 on the two prongs of the intermediate lever 8. With this structure, the intermediate lever 8 can be displaced left and right, but the pin 12 that supports the adjuster T becomes strained, making it difficult for the adjuster T to follow the direction of the trolley 4. It was not possible to displace it sufficiently.

Adjuster I automatically shortens or expands its total length depending on the degree of wear of the brake shoes, and compensates for fluctuations in the brake clearance due to wear of the brake shoes to keep it constant. , when the intermediate lever 8 supporting the adjuster T is supported by the vehicle body 1 by the above structure, the intermediate lever 8 receives bending force and torsional force when the vehicle runs on the 90-curve rail, and this state There was a problem in that when the brakes were applied, there was a loss in braking force, which impeded the braking function.

This proposal solves the above-mentioned problems by supporting the adjuster built into the series of transmission mechanisms on the vehicle body so that it can swing back and forth as well as in the left and right directions, and in particular supports the intermediate lever using both lever mechanisms. This feature allows the adjuster to follow the rotating direction of the truck without difficulty, and allows the brake to be applied without any problem even when the vehicle is on a curved rail.

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

4 and 5 show a part of the vehicle body 1 equipped with the device of the present invention.

A horizontal lever 14 is connected to an air cylinder device 20 rod 13 fixed to the vehicle body 1, and an adjuster T is connected to a brake rod 15 attached to the arm end of the horizontal lever 14 via a two-pronged screw 15A. ing.

This regulator γ extends in the direction of the carriage 4.

On the other hand, as shown in FIG. 1, the truck 4 is provided with a plurality of brake levers 6a that correspond to each wheel 5 and are equipped with brake shoes 6 that are brought into pressure contact with a part of the circumferential surface of the wheel.

6b... are arranged.

Each brake lever 6a. 6b... is one in which adjacent brake levers are connected by a brake rod, and the first brake lever 6a (located at the right end in FIG. 1) is swingably suspended from the bottom surface of the truck 4. be.

Among the brake levers 6a, 6b..., the final brake lever 6d (located at the left end in FIG. 1) is connected to the end of the regulator 1, but in FIGS. The illustration is omitted.

Note that the terms "first brake lever" and "last brake lever" refer to the position relative to the direction of the regulator 1, and do not mean the front or rear of the truck.

Further, the adjuster I is supported by the vehicle body 1 by an intermediate lever 8.

Its support structure is shown in Figures 6A, 6A and 8B.

In addition, 16 in the figure is a device that adjusts the position of the adjuster T according to the manufacturing tolerance of the bogie 4 with respect to the car body 1 and attaches it to the car body 1.

In Fig. 6 A, 6, and C, a pair of swing links 1γA are installed on the vehicle body 1 on both sides of the axis of the adjuster γ.

17B is attached so as to be rotatable in the horizontal direction via pins 18A and 18B, and both links 17A and 17B are connected to the horizontal lever 14.
4), both links 17A, 17B
A hanging link 20 is connected to the arm end of the arm via pins 19A and 19B, thereby forming a double lever mechanism with a four-bar link.

Note that swing links 1γA and 17B have the same length, and double swing link 17A.

The distance A between the pins 18A and 18B that support the suspension link 20 is set to be smaller than the distance B between the pins 19A and 19B at both ends of the suspension link 20, that is, A>B.

An intermediate lever 8 is suspended from the center of the suspension link 20 by a pin 21 so as to be swingable in the front-rear direction, and an adjuster I is supported by a pin 22 at the forked portion at the lower end of the intermediate lever 8.

A schematic diagram is shown in FIG. In the embodiment, when the vehicle approaches a curved portion of the rail 9, the bogie 4 is
When the direction changes, the adjuster I is displaced to follow the direction of the truck 4 due to the back and forth movement of the intermediate lever 8 and the left and right swings of the double swing links 17A and 17B.

In particular, since the distance A between the pins of the double-swing links 1γA and 17B is longer than the distance B between the pins of the suspension link 20, the suspension link 2
0 is always kept approximately perpendicular to the axis of the adjuster γ, and no bending or twisting force is applied to the upper and lower pins 21 and 22 of the intermediate lever 8 that supports the adjuster 1, so that the curved portion of the rail 9 is Even if the brakes are applied while the vehicle is running, there is no loss in braking force.

Therefore, according to the present invention, when a vehicle runs on a curved part of the rail, the adjuster supported by the vehicle body via the intermediate lever can be made to follow the direction of the bogie without difficulty, and the brake can be applied on the curved part of the rail. Even when the vehicle is overloaded, sufficient braking force can be transmitted to each brake shoe to brake each wheel without any trouble, and the cylinder device and regulator can be easily installed on the underside of the vehicle body at a higher position than the bogie to prevent snowfall. This has the effect that inspection and repair can be easily carried out at the time of inspection.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of a railway vehicle re-braking system, Figure 2 A is a bottom view of a vehicle running on a straight section of rail, and Figure 2 A is a bottom view of a vehicle running on a straight section of rail. Fig. 3A is a bottom view of the vehicle in which the conventional support structure is shown with the opening in the middle; Fig. 4 is a bottom view of the vehicle showing the main parts of the proposed device; Figure 6A is an enlarged bottom view showing the support structure for the intermediate lever, the opening is a sectional view taken along the Arp line of Figure 6, C is a front view of the same, and Figure 7 is a roadside view of the support structure for the intermediate lever. 1... Vehicle body, 2... Air cylinder device, 3... Transmission mechanism, 4... Self-vehicle, 5...
...Wheel, 6...Bracelet, γ...
Bracelet clearance adjuster, 8...Valve lever, 17A, 1
7B...Furi link, i8. , A, 18B...
...Bin, 19A, I9B...Bin...
...20...hanging link, 21,22...
··bottle.

Claims (1)

[Scope of utility model registration request] A brake actuating air cylinder device and a horizontal lever connected to the rond of the cylinder device and rotated on the water surface by the forward and backward movement of the rond are installed on the vehicle body, and a brake rod pivotally supported at the arm end of the horizontal lever, One end of the brake shoe clearance adjuster is connected to one end of the brake shoe clearance adjuster, which automatically shortens the total length depending on the degree of wear on the brake shoe, and compensates for fluctuations in the brake clearance due to wear on the brake shoe and keeps it constant. The first brake lever of two or more brake levers, each of which is provided with a brake lever that is brought into pressure contact with a part of the surface of each wheel provided on the truck, and which are interlocked with each other, is extended toward the truck. In a railway vehicle brake mechanism in which the brake shoe clearance adjuster is suspended from the lower surface and the other end of the brake shoe clearance adjuster is connected to the final brake lever, the lower surface of the vehicle body on both sides of the brake shoe clearance adjuster is sandwiched between the axis of the brake shoe clearance adjuster. A pair of swings are fixed in a bin so that they can rotate in the horizontal direction, and a suspension link is connected with a pin between the arm ends of the swing links extending toward the horizontal lever side, and the distance between the pins of the swing links is is set to the distance between the pins at both ends of the suspension link to form a double-lever mechanism with a four-bar link, and the intermediate lever is placed in the center of the suspension link and can be swung back and forth along the axis of the brake brake clearance adjuster. A support device for a brake mechanism in a railway vehicle, characterized in that the brake shoe clearance adjuster is pivotally supported at the lower end of the brake mechanism.