JPS59192665A - Brake unit - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a brake unit for applying brakes to a railway vehicle, and particularly to a brake unit having a manual clearance adjustment mechanism.

As a conventional brake unit of this type,
A brake unit disclosed in Japanese Patent No. 129'871 is known. This conventional brake unit has the following configuration. That is, in FIGS. 1 to 3, there is a main body 2 having a pressure fluid supply/discharge port 1, and a main body 2 which is provided in the main body z so as to be movable up and down, and which is vertically movable in the brake release direction (upward in FIG. 1). 3, and a first support shaft 5 provided in the main body 2 so as to be movable back and forth and protruding left and right, respectively, and a first support shaft 5 that is biased in the brake release direction (rightward in FIG. 1). 6, a 10th roller 8 rotatably provided on each of the first support shaft 5 of the adjusting body 7 via a first roller 8a, and
A second support shaft 9 fixed to the rear main body portion of the zero-ra 8 is rotatably provided via a second roller 10a, and a 20th-ra 10 facing the 10th-ra 8, and these 1
Its lower part is inserted between the 0-ra 8 and the 20th-ra 10, and its upper part is fixed to the piston 4.
- A tapered fork-shaped (brake 11) having a reaction surface 11a in the vertical direction that comes into contact with the 10th-ra 10, and an action surface 11b that is inclined with respect to the reaction surface 11a and comes into contact with the 10th-ra 8;
A sleeve 12 is provided rotatably and penetrating the adjustment body 7 in the front-rear direction, and is screwed into the sleeve 12 so as to be relatively movable back and forth, protruding forward of the main body 2 and having one end supported by the main body 2. A push rod 18 is rotatably provided at the rear main body portion of the sleeve 12 and has a front end connected to a brake shoe 17, which is rotatably supported by a pin 1G at the other end of a hanger 15 which is pivotally supported by a pin 14 on the arm 13. , engages the sleeve 12 and the sleeve 1
2 and a rotating body 19 for manual clearance adjustment.

The front end of the push rod 18 and the other end of the hanging tool 15 are pivoted by the pin 16 by fitting the pin 16 into a vertically elongated space 21 formed on a fixture 20 fixed to the front end of the push rod 18. being done.

To explain the operation of a conventional brake unit with such a configuration, first, when applying the brakes, pressure fluid is supplied from a pressure supply source to the supply/discharge port 1 based on a command from a driver's cab (not shown). Then, the piston 4 descends against the urging force of the spring 3, and along with this, the wedge 11
also descends.

Then, the reaction surface 11a descends directly downward while contacting the 20th roller 10, so that the action surface 11b, which is inclined with respect to the reaction surface 11a, moves the first roller 8 of the adjustment body 7 forward (brake shoe 17 direction).

Therefore, since the adjusting body 7 moves forward against the biasing force of the spring 6, a sleeve 12 is provided in the front-rear direction passing through the adjusting body 7, and a push rod 18 is screwed into the sleeve 12. moves forward and presses the brake shoe 17, which is pivotally supported by the front end of the push rod 18, against the wheel tread of a vehicle (not shown) to apply the brakes. At this time, the brake shoe 17 moves up and down somewhat due to rotation around the pin 14 at one end of the hanging tool 15;
This is the elongated hole 21 of the fixture 20 fixed to the front end of the push rod 18.
absorbed by.

Next, when the brake is released, when the pressure fluid is discharged from the supply/discharge port 1 according to a command from the driver's cab, the piston 4 rises due to the biasing force of the spring 3, and the wedge 1
1 will also rise. Then, the tenth roller 8 that is in contact with the working surface 11b moves rearward. This means that the adjustment body 7 is the spring 6
This is because the sleeve 12 and the push rod 18 also move rearward as the adjustment body 7 moves rearward, so the brake shoe 17 pivoted on the front end of the push rod 18 also moves rearward. They move and separate from the vehicle's wheel treads, loosening the brakes.

As described above, the brake unit repeats brake operation and release operation. When the brake shoe 17 wears out and the gap between it and the wheel becomes larger than the set value, an automatic gap adjuster (not shown) operates to rotate the sleeve 12, and the push rod 18 screwed into the sleeve 12 is rotated. Since its front end is connected to the suspender 15 and cannot rotate, it moves forward relative to the sleeve 12, and the gap between the brake shoe 17 and the wheel is adjusted to a set value.

Furthermore, when the brake shoe 17 reaches its usable limit due to wear, the brake shoe 17 must be replaced, but at this time, the push rod 18 along with the brake shoe 17 moves toward the wheel (forward) due to the automatic gap unpacking described above. Since they protrude considerably, the brake shoes 17 cannot be replaced unless they are moved back. Therefore, when replacing the brake shoe 17, the sleeve 12 is reversely rotated by rotating the rotating body 19 for manual clearance adjustment, the push rod 18 screwed into the sleeve 12 is moved backward, and the front stage of the push rod 18 and the wheel A space for replacing the brake shoes 17 is secured between the two. Once the brake shoe 17 has been replaced, the gap between the wheel and the brake shoe 17 is adjusted to the set value, but during this initial gap adjustment,
The sleeve 12 is rotated by rotating the rotating body 19 in the opposite direction to that used when replacing the brake shoe 17, and the sleeve 1
The push rod 18, which is screwed into the inside of 2, is advanced.

That is, in the conventional flake unit, when replacing the brake shoe 17 and adjusting the initial gap, the rotating body 19 for manual adjustment provided on the main body portion behind the sleeve 12 is rotated from the rear of the main body.

However, providing the rotary body 19 for manual clearance adjustment in the main body portion behind the sleeve 12 is most advantageous in terms of stress when considering the force received by the brake unit; It has the disadvantage of being difficult to work with.

That is, in a normal vehicle, since the underframe of the vehicle is located in the main body portion behind the sleeve 12, there is a drawback that it becomes difficult to use an appropriate tool for rotating the rotating body 19. One way to solve this problem is to increase the distance between the main body at the rear of the sleeve 12 and the underframe of the vehicle to make it easier to manually adjust the gap. The disadvantage is that the disadvantages of Another possible solution is to drill a hole in the underframe and use a box wrench to rotate the rotating body 19 through the hole, but in this case, it is difficult to operate the box wrench and it is inconvenient.

In view of the above-mentioned circumstances, the present invention aims to correct the drawbacks of the conventional flake knits 1 to 1 while making full use of the advantages of the conventional flake knits. Second
The second support shafts 9 passing through the 0-ra 10 are made to protrude outward in the left-right direction of the main body 2 and are rotatable, and the second support shafts 9 and the rotating body 19 are connected via an interlocking mechanism. .

An embodiment of the present invention will be described below with reference to FIGS. 4 to 6.

It should be noted that components common to the conventional brake unit described above are marked with interstices, and explanations of their constructions and operations will be omitted.

A third support shaft 22 extends further outward in the left and right direction of the first support shaft 5 provided in the left and right direction of the adjustment body 7, and a third support shaft 22 is connected to each third support shaft 22 via a third roller 23a. A 30th ring 23 is rotatably attached. In the main body 2 below the 30th-ra 23, the 30th-ra 23
A guide 24 is provided for guiding the front and back direction. Furthermore, an opening 26 is formed in the front wall 25 of the main body 2 so that the front end of the push rod 18 can be loosely fitted therein.
A bellows 27 is provided to prevent dirt and the like from entering the main body 2 through the gap between the push rod 18 and the outer periphery of the push rod 18. Further, at the rear end of the sleeve 12, as shown in FIG.
Two grooves 28 are formed. Both ends of a convex portion 31 formed on the bottom 3° of the adjusting nut 29 are fitted into two of these four grooves 28 that face each other. The adjusting nut 29 has a cylindrical shape with a bottom having an outer diameter smaller than the inner diameter of the sleeve 12, and the bottom part 30 faces forward, so that a convex part 31 fits inside the groove 28. In some cases, the bottom part 30 is housed within the sleeve 12. Two pins 32 are provided on opposing outer peripheries on the rear opening side of the adjustment nut 29 so as to protrude outward.

These two bins 32 are connected to each other in a center hole 37 of a rotating body 36 made of a bevel gear whose rear is rotatably supported by a lid member 35 fitted into an opening 34 formed in a wall 33 and 1 jft of the main body 2. They are housed in two long grooves 38 formed on the inner circumferential surfaces facing each other. Since the two long grooves 38 are formed to be long in the axial direction of the sleeve 12, the adjustment nut 29 can be moved rearward against the urging force of a spring 39 housed therein. together with the rotating body 36
It is also rotatable. Also, the outer circumferential diameter of the adjusting nut 29 is α in FIG.
Since the adjustment body 7 and the sleeve 12 rotate in the vertical direction around the third support shaft 22, the vertical movement is absorbed. ing.

A NAND 4o is provided on the protrusion from the main body 2 of the second support shaft 9 that rotatably supports the second support shaft 5, and the tip inside the main body 2 of the second support shaft 5 is provided with the A bevel gear 41 that meshes with a rotating body 36 made of a bevel gear is fixed.

Further, the lower inclined portion 42 of the adjusting body 7 is brought into contact with a pressing rod 45 that rotates together with a manual brake flake lever 44 rotatably attached to the main body 2 with a pin 43.

Incidentally, a hanger 15 and a brake shoe 17 are rotatably connected to the front end of the push rod 18 by a pin 16.

Next, the operation of this embodiment will be explained.

When manually adjusting the gap between the brake shoe 17 and the wheel, either one of the two nano 1-40 provided on the protrusion of the second support shaft 9 from the main body 2 Rotate in either direction. Then, the rotational force is sequentially interlocked from the nut 4o to the second support shaft 9, the bevel gear 41, and the rotating body 36.

Since the pin 32 of the adjusting nut 29 is fitted into the long groove 38 formed in the inner circumferential surface of the center hole 37 of the rotating body 36, the adjusting nut 29 also rotates together with the rotating body 36. Convex portion 3 on bottom 30 of adjustment nut 29]
The sleeve 12 having a groove 28 fitted with the rotating body 3
Rotates with 6. On the other hand, since the push rod 18 screwed into the sleeve 12 is connected to the hanger 15 by the pin 16 and does not rotate, the push rod 18 moves back and forth relative to the sleeve 12, and its front end The gap between the brake shoe 17 and the brake pad can be adjusted.

The distance that the sleeve 12 moves forward when the brake is applied is the gap distance between the brake shoe 7 and the wheel, but if this gap distance is greater than the depth 1i128 of the rear end of the sleeve 12, The convex portion 31 of the adjusting nut 29 comes out of this groove 28. This is pin 3 of adjustment nut 29.
This is because the sleeve 12 is caught in the long groove 38 of the center hole 37 of the rotating body 36 and cannot move forward. However, when the brake is loosened in this state, if the gap is less than the set value, the sleeve 12 moves rearward without rotating, so the convex portion 31 is housed inside the original groove 28. However, if the gap is greater than the set value, an automatic gap adjuster (not shown) rotates the sleeve 12 and pushes the push rod 18 forward to reduce the gap to the set value.
As a result, the protrusion 31 is unable to return to the groove 28 and moves rearward against the rear end of the sleeve 12 against the force of the spring 39. At this time, since the pin 32 of the adjusting nut 29 moves rearward within the long groove 38 of the center hole 37 of the rotary body 36, no load is applied to the rotary body 36 and the bevel gear 41, so that an accurate gap can be maintained. Adjustment is possible. In this state, when the Nand 40 is rotated to manually adjust the gap again and the second support shaft 9, bevel gear 41, and rotating body 36 are rotated, the rotating body 36
The adjusting nut 29, in which the pin 32 is fitted into the long groove 38 of the central hole 37, also rotates together with the rotating body 36.

At this time, since the adjustment nut 29 is urged toward the sleeve 12 by the spring 39, the convex portion 31
After the sleeve 12 rotates idly while pressing the rear end until it fits into the groove 28 at the rear end of the sleeve 12, the sleeve 12 fits into the groove 28 and engages with the biasing force of the spring 39, and the sleeve 12 becomes rotatable.

The flake lever 44 is used when applying the brake manually, and when the brake lever 44 is rotated counterclockwise in the figure, the pressure rod 45 moves around the pin 43.
rotates counterclockwise and hits the inclined part 42 of the adjustment body 7 6
The brake is applied because it is pushed forward against the urging force of.

When the brake lever 44 is released, the adjusting body 7 is automatically moved rearward by the biasing force of the spring 6, and the flake is loosened.

As is clear from the above description, according to the brake unit of the present invention, the rotating body 36 for manual clearance adjustment is provided in the rear main body portion of the sleeve 12 in the same manner as in the conventional brake unit, and the flake unit is received. By rotating the NAND 40 fixed to the second support shaft 9 protruding to the left and right sides of the main body part, the NAND 40 was fixed to the inner end of the second support shaft 9 while the force was in the most desirable state in terms of stress. The rotating body 36 is rotated via a bevel gear 41. Therefore, it is possible to manually adjust the gap from the side of the vehicle, which greatly improves work efficiency, and also reduces the distance between the brake unit and the vehicle underframe, which is an advantage in refinement. It is also possible to obtain. In history, since the second support shaft 9 of No. 20-La 10 was used, there was no need to newly install a new mechanism on the main body part.The advantage is that the brake unit of the present invention can be manufactured by just slightly improving the conventional brake unit. There is.

[Brief explanation of the drawing]

Figures 1 to 3 show a conventional brake unit. Figure 1 is a longitudinal cross-sectional view, Figure 2 is a cross-sectional side view partially omitted along the line ■-■ in Figure 1, and Figure 3 is a cross-sectional view of Figure 2. 4 to 6 show examples of flake knits of the present invention, FIG. 4 is a vertical sectional view, N5 is a partially sectional plan view, and FIG. 1 and 2 respectively show perspective views of the rear end of the sleeve. 1- supply/discharge port, 2- main body, 3- spring, 4- piston, 5-
1st support shaft, 6-spring, 7-adjustment body, 8-10th-ra,
9=-second support shaft, 10-20th-ra, l 1---<
Rust, 11a-reaction surface, 11b-action surface, 12-sleeve, 15-hanger, 17-brake shoe, 18-push bar, 1
9.36-Rotating body. Patent applicant Nippon Air Flake Co., Ltd. Agent Patent attorney Mihiko Watanabe Figure 1 Procedural amendment (spontaneous) April 5, 1980 Commissioner of the Japan Patent Office Kazuo Wakasugi Suit 1, Indication of case 1988 Patent Application No. 067982 2 , Name of the invention Brake Uni, T3, Relationship with the case of the person making the amendment Patent applicant address 1-46 Wakihama Kaigan-dori, Chuo-ku, Kobe Name (40
1> Nippon Air Brake Co., Ltd. Representative Ken Saig Shibe 4, Agent 530 Telephone Osaka 06 (361) 3B
31 Address: 2-21 Taiyuji-cho, Kita-ku, Osaka-shi N (-C--21--16 Contents of amendment +1.1 Detailed explanation of the invention in the specification ■ Description No. 6N, line 14 Correct ``Zuniwake'' to [Suruwakej ni child IN ■ Correct ``first stage'' on page 7, line 2 of the specification to ``front edge.'' ■ Correct ``second support'' on page 11, line 5 of the specification. Correct the axis 5 to the second support axis 9J. (2) As shown in Figure 4 of the drawing.

Claims (1)

[Scope of Claims] 1. A main body having a pressure fluid supply/discharge port, a piston provided within the main body so as to be movable up and down and biased by a spring in the direction of releasing the brake, and a piston movable back and forth within the main body. an adjusting body having a first support shaft protruding left and right, and further biased by a spring in the direction of releasing the brake; -ra and these 10th -ra on the body part behind these 10th -ra
A 20th-ra is rotatably provided opposite to the 10th-ra via a second support shaft, and its lower part is inserted between the 10th-r and the 20th-r, and its upper part is inserted between the 10th-r and the 20th-r. a tapered fork-shaped wedge fixed to the piston and having a vertical reaction surface that abuts the 20th la, and an action surface that is inclined with respect to the reaction surface and abuts the 10th la; A sleeve is rotatably provided and penetrates in the front-rear direction, and a brake shoe is connected to the front end which is screwed into the sleeve so as to be relatively movable back and forth, projects forward to the front of the main body, and is pivotally supported by a hanging device. A flake unit comprising a push rod and a rotating body for manual gap adjustment that is rotatably provided on the main body portion behind the sleeve and engages with the sleeve to rotate the sleeve, the flake unit passing through the 20th-ra. A brake unit in which the second support shafts are respectively protruded outward in the left-right direction of the main body and are rotatable, and the second support shafts and the rotating body are connected by an interlocking mechanism.