JPS59231228A - Electric control actuator - 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 an actuator that is used as a brake actuator for railway vehicles, although it is not intended to be used as a brake actuator.

Electrically controlled actuators are often required to produce an output at some portion that engages and disengages an output member that is movable through the output member. It is sometimes required that such momentum be kept at approximately one foot. What is this situation?

It is common, for example, to use such actuators for braking purposes. In this connection, it is necessary that the distance between the braking element and the part to be braked should be kept constant regardless of wear of the braking parts.

Therefore, the present invention provides an electrically controlled actuator in which the movement of the output member is held constant regardless of the position of the output member, and the output member can generate an output within a range of such possible positions. We aim to provide the following.

The invention therefore comprises an output member movable from a first change position to a second change position, an electric motor operable to control a spring system to produce an output at the output member when the output member is in the first position; slack adjustment means having a second member supported by the output member and engageable with a stop, wherein a first position of the output member in relation to the stop is in a first position and a first position; and an electrically controlled actuator determined to maintain a substantially constant distance between the two.

The output member is threadedly engaged with the second member, and the predetermined rate of mutual rotation of these members determines the distance between the first and second positions of the output member when the second member is engaged with the stop. is convenient. In this case, the first member is elastically supported on its side remote from the stop and thus when moving from its first position to the first position.

The output member freely rotates the second member on its elastic support for the threaded connection of the λ members. The second member may engage the stop via a rotational bearing. a first electric motor is provided;
This makes it possible to achieve a relative rotation of the two members to a predetermined ratio. The output member has one portion, one of which is non-rotatably coupled to the other portion with respect to the other, the two portions having limited relative movement;
The two parts are urged by a spring to the further end of their relative limited axial movement, the damping of which is an indication that the output member is in its second position. Return of the spring may initiate return of the output member from its second position to its first position. The output member may be the final output member, and thus there is an additional output member to which a power is applied, said additional output member having a clutch surface engageable with a complementary clutch surface of the second member, and wherein said additional output member has a clutch surface engageable with a complementary clutch surface of the second member. This prevents relative rotation between the final output member and the second member, and through which power is transmitted from the additional output member through the second member to the final output member.

The output member may be resiliently loaded in a direction that urges it from a first position to a second position.

Alternatively, the second member may be frictionally slidable on the output member, the second member being supported with the output member and restricted to movement between two stops, and the second member being able to move between the two stops. If the second position of the output member exceeds the position of engaging position, the second member slides frictionally along the output member, and the stop is caused by engagement of the other of these two stops. Building 2
and the second member in the direction of movement of the output member towards the second member, preventing further return of the output member and thus determining the first position of the output member.

Either - a ten-thousand spring system may comprise a single spring deflection, in the length of which an electric motor determines the output, or said spring system may comprise a power spring and a control spring, the output being generated by the The force is deenergized from the force applied by the power spring, determining the remaining force produced by the power spring, this remaining force is the output, and the electric motor is actuated to change the length of the control spring, thus Vary the force generated by the control spring.

Embodiments of the invention will now be described in more detail by way of example with reference to the drawings, in which: FIG.

The following embodiments of the invention are all described with respect to railway brake actuators. However, the ideas contained in the embodiments described below can be applied to other shapes of vehicle brake actuators as well. In fact, the invention illustrated in the embodiments described below can be applied to brake actuators for rotary machines of other shapes, or to actuators for generating forces for purposes other than braking.

The force-generating actuator shown in FIG. 1 includes a power spring/an intermediate wall of the actuator housing 3 and an output member! The flange jig is provided at the end of the flange. A cylindrical extension part t extends in the axial direction from the flange l and is provided coaxially with the power spring, and a second flange part 7 is provided at the end of the extension part on the side far from the flange l and projects radially inward. It is being

A control spring 10 is interposed between the second flange 7 and a radially outwardly projecting flange r on the nut. The nut is screwed into the Zeel screw /, /, and consists of a sleeve that penetrates the intermediate wall of the jig 3. A gear is provided at the end of the Zee-Ru screw sleeve l/ on the opposite side of the nut lO across the intermediate wall 2, and the pinion/3 meshing with this gear is driven by a stepping motor lI. It is configured.

Next, the operation of the above-mentioned actuator will be explained.

In FIG. 1, the actuator is shown in the "released" position. In this position, the control spring 10 is sufficiently compressed to exert a force on the flange 7 that is generally sufficient to balance the force applied by the power spring. This prevents a force from being generated on the output member j by the power spring l. From the position shown in FIG. 1, the stepping motor III can be operated to rotate the pinion 13, which in turn rotates the Zeel screw sleeve /l via the gearwheel /2 and moves the nut to the left ( (in Figure 1)
Move to. The control spring 10 is controlled by the movement of this nut.
is stretched, thereby reducing the force exerted by the control spring on the power spring l. This reduction reduces the action of the control spring 10 in reducing the force of the power spring l, so that the total force that the power spring l can exert and the reducing force that the control spring 10 exerts in the opposite direction on the power spring l are reduced. Power spring uses the difference in force/
is the output part! Add to. By controlling the operation of the five-step electric motor/4I, it is clear that the nut can be positioned so as to fall @ the force exerted by the control spring 10, thereby causing the power spring/4 to actuate the output member j. The applied force can be controlled.

One characteristic that is sometimes required in railway braking systems is that the maximum braking force that can be applied is dependent on the carrying load of the railway vehicle. In order to easily meet such requirements, the actuator shown in FIG. 1 is provided with the following parts.

force, Zeru screw sleeve l/shaft, 20
This shaft passes through the shaft and is provided with a tip-shaped flange 22 at its left end in FIG. 1, and a screw 22 at its right end. A second nut 23 is screwed into the threaded part 2, and a pinion 2 is meshed with a gear 2'l provided integrally with this nut, and this pinion is driven by a stepping motor of the mine, 2J. It is configured to be driven. The stepping motor 2t is connected to a suitable electric circuit so that the actuator is operated according to the load of the vehicle in which it is used. The stepping motor, 2nd one, is operated in various ways depending on the load, and the second one is operated in various ways according to the load. , the position of the flange j/ is changed in the axial direction via the gear, 2μ, and the second conut 23. When the flange 2/ is positioned within the axial travel path of the nut, the flange 2/ acts as an adjustable variable stopper to limit the maximum travel of the nut, so that the control spring /θ Controls the minimum value that can be reduced from the force applied by l. In this way, the maximum force that the power spring I can apply to the output member (and thus the maximum braking force that it can apply) is controlled by the vehicle load.

At least in certain types of railway braking systems, this actuator suffers from significant disadvantages due to the above-mentioned limitations. In the example described above, since the spring is not configured to take up slack before it begins to act to apply an output force to the output member, the spring must be allowed to stretch to take up such slack. The actuator according to the embodiment described below is configured to allow the spring to take up slack before it begins to act to apply an output.

Output parts! A clutch surface 30 is formed on the left end surface of the nut 3 and is configured to engage with a supplementary shaped clutch surface 31 on the nuts 3. A gear 33 is provided on the outer periphery of the nut 32, and the pinion 3 that meshes with the gear 33 is the third electric motor 3! It is configured to be driven by. gear 33
3t bearings are placed on 3 nuts at the outer peripheral part where
is provided, and this bearing allows the nut 3 to come into rotatable contact with a wall 37 of the housing 3 that projects radially inward.

The nut 3.2 is pressed to the right by a spring 3t inserted between the nut 3.2 and the thrust bearing 3 on the housing 3.

The 3 nuts are screwed together with the outer circumferential thread of the tubular member po by a reversible screw, and the spring 4t/ is coaxially extended to the left end surface 12 of the tip-shaped flange 2/ on the axis 2θ. and a flange 4t3 that protrudes inward in the radial direction of the tubular member aO.

A pin gp projects from the tubular member 4tO, and this pin projects into a slot aS extending in the axial direction of the tubular final output member 4tJ.

The left end of the final output member p+ is closed with an end wall guar, and another thrust bearing at is attached to the inner surface of the end wall guar.
A spring 10 is interposed between the flanges and the seventh flange 4t3 of the tubular member go so that the seventh flange 1 is elastically engaged with this thrust bearing by a spring jO. The flange is an actuator, especially a shaft that passes through a tubular shaft, 20! It is formed at the shaft end of l. A screw part J-, 2 is provided at the left end of the shaft j/, and this screw part is screwed into the inner periphery of the flange 413 of the tubular member O. A rectangular cross section j3 is provided at the right end of the shaft, t/, making it a supplementary shaped rectangular cross section tube! It is slidably engaged with 4t.

tube! The control arm is on the right end of the screen! ! is attached, and this operating arm controls the mechanical clutch of the stepping motor lII! l
The controller is configured to control the operation of the controller.

A pair of electrical contacts j7 are provided to be engaged by an operating arm jj.

The overall operation of the actuator described above will now be described.

As mentioned above, this actuator is shown in the "brake released" condition in FIG. In this state, clutch! B prevents rotation of the stepping motor /g, so that the control spring io is held equally compressed to keep the power spring /g in compression. Therefore, by the combination of these springs,
As described above, no output is applied to the output member j. Similarly, the integral clutch in electric motor 3j is energized, thereby causing nut 32. The tubular member po, final output member &J and shaft J-/ are all held in their respective positions as shown in FIG.

To apply the brakes, electric motor 3! de-energizes the integral clutch at and thereby releases it.

Due to the release of this clutch, the spring / is expanded, and together with this, the tubular member po (rotating the nut 3.2 on the bearing 3z through the threaded engagement between the tubular member <10 and the nuts 3),
Final output member 4/l (through spring 30. flan-) 4t and thrust bearing lIr) and shaft! /(spring j
O and thrust bearing 4t! (by means of a flange lI inserted between the r and l). Movement of all these parts continues until the brake is applied. When the brake is applied, the final output member 16 cannot move further. If the final output member lIt cannot move further, the stronger spring lI/ compresses the spring jO.

For this reason, how many threads on shaft sl! Since the flange 3 is screwed onto the shaft bearing 2, the shaft shaft l is rotated onto the thrust bearing t. It takes a spring! Upon compression of 0, the tubular member I
10 is a bottle and slot engagement (atl.

4t! ) can be moved axially relative to the final output member +J.

The resulting rotation of the axis zi causes the rectangular tube j/ to be rotated as well. By rotating this square tube, first,
clutch! t is released, which allows the stain motive/g to operate freely, and secondly, the contact point! When 7 is closed, the stain motive is energized. In the manner described above for the embodiment of FIG. 1, the electric motor /lI is actuated to reduce the force being applied by the control spring io, thereby reducing the force that the spring io removes from the force applied by the force spring /. decrease. Thus the power spring/force and control spring l
The force difference between the reduction force due to θ is the output member! In addition, this output member moves first and clutches! Multiply by 0, 3/,
Next, the output parts! The force applied to is Natsu 32. How many threads are on the flange 4'j and shaft jl of the tubular member Os? Ko, axis! The braking force determined by the degree of operation of the stepping motor/4t is transmitted to the end wall 41 (7) of the final output member lI4 through the flange l and the thrust bearing getter. is applied to the member t and the previously applied brake.

Later, to release the brake, first actuate the stepping motor 14t to recompress the control spring /θ. This recompression causes the output member 3 to
Clutch J(1),
Remove J/. At this time, the nut 32 is the thrust bearing 3t.
and the wall 37 of the housing 3 return to the position where they engage again.
At the same time, the tubular member lIO and the final output member 4tt are returned when the previous tensioned state of the brake member is restored due to the slackening of the previously applied braking force. When all of the braking force is finally removed by the action described above, spring IA is free to re-extend. By re-stretching this spring 13, the axis! / is rotated in the opposite direction to the direction in which it rotates when applying the brake, and contacts via the square section pipe j4t and the operating arm j! Open 7 and clutch!
Engage B again.

Further operation of the electric motor/4t is therefore prevented and the parts of the actuator controlled by the motor/4t are each locked in the brake release state. contact!
By opening 7, the electric motor 3! The planned amount is activated. This action rotates the nut 32, which moves the tubular member aO to the right a predetermined distance in the axial direction.

Along with this movement of the tubular member aO, the pin and slot engage (4te).

<zt) to create the desired brake clearance. The axial movement of member 110 and 4tt during such setting of the brake clearance recompresses spring 4t/.

In this state, all parts of the actuator are returned to the "brake released" state and a predetermined amount of brake clearance is provided. Therefore, the left side portion of the actuator also effectively functions as a slack adjuster that can always adjust the brake clearance to a predetermined value during the brake release operation, regardless of the wear wrinkles on the brake due to use of the brake.

The system is configured to automatically apply the brakes in the event of a power grid failure. That is, when the clutch integrated with the electric motor 3j is deenergized, the spring lI/ applies the brake. Next, the clutch is compressed by spring 0. As soon as O is released, clutch 30, 3/
are engaged (both in the manner previously described), which causes the spring/
The output of the combined action of and IO is the final output member 1.11
is transmitted to apply braking force.

In FIG. 2, the actuator has an electric motor 10/, whose output shaft/θ has a pinion 10 fixed thereto.
3 to reach the electrically actuated clutch l04t.

The pinion 103 is a gear 10. fixed to the l end of the dial threaded pipe 10t. t, this threaded tube 10t is rotatably mounted in a bearing 107 in the intermediate wall 10r of the actuator housing 10.

The nut I10, which is screwed into the Seel threaded tube 10t, has a leftwardly extending tubular extension ///, the left hand end of which is provided with a radially inwardly projecting flange/saw. From the inner periphery of flange//2, Seel threaded pipe 1
01. A tube //3 located coaxially with the line extends to the right.

A second flange //II projects radially outward from the end of the nut IIO remote from the tubular extension ///. flange llI/l is in contact with the l end of spring //j;
The other end of this contacts the end wall //1 of the spring how ring //7 which constitutes the output member of the actuator. Howe
The ring //7 has an inwardly projecting flange //r at its end remote from the end wall //A. As can be seen from Figure 7, the spring //! is captured in the housing //7 by the flange /lμ of the nut /10, and the flange //ri is the spring //! and the flange /l♂ of the spring housing //7. The nut/10 flange//, the shaft extending from the 2/2.

Opening provided in the end wall of the spring housing //7 //1/
Transducer 1.2 mounted on the end wall lit through λO
/ reached. The transducer 1.2/ has a spring /l!, as will be explained later. We measure the force exerted by this spring by measuring the degree of compression of .

The end wall //1 of the spring housing //7 is provided with two axially projecting tubular extensions //.

The tubular extension 1.2 supports the pin /2J, which is the tubular extension l-2! of the final output member /-26! extends into the slot provided in /, 2≠. Therefore, the bins 1-23 and slots 7.2≠ have λ tubular extensions/here and 1.2
Bin/slot connection in the evening room lλ3. /2≠, this connection prevents relative rotation between these λ tubular extensions but allows axial movement.

The friction ring 1-27 surrounding the final output member /-26 frictionally engages the member /2B, but can slide in both directions of the axis of the final output member /JA when subjected to sufficient force. The friction ring/27 is attached to the end wall 147 of the actuator housing 10 and the actuator housing 1.
7 of the end of the tubular projection 12 which projects inwardly from the bottom.
It is stored between the lunge/21r. Therefore, the degree of movement of the friction ring /27 is between the end wall /27A and the 7 langes /, 2
1. Suppose the final output member 1.26 is moved through this limited movement, a distance.

This causes the friction ring /27 to engage the end wall /27A or the flange /21 and, depending on the circumstances, cause it to frictionally slide along the final output member /26. Seven pairs of electrical contacts i3o are mounted on the 7 flange 12♂, which are arranged so that they are closed by the friction ring /-27 when it comes into contact with the flange l.

Tubular extension m / 22 and l in axis / J / l
The ends protrude coaxially. The shaft /J/ has a flange /3-2 at the end of this / end, and between this and the inner surface /33 of the final output member /-26 there is a thrust bearing /34A. Furthermore, a spring 13j extends from the flange 13 on the opposite side of the bearing/3, the L end of this contacts the 7 flange/32, and the other end contacts the inner end surface of the end wall of the spring housing//7. Contact /36. This spring/3! By, axis/J
/ is pushed to the left so that its 7 flange 13-2 engages the thrust bearing 734'.

The shaft 131 passes through the end wall //1 of the spring housing //7, where it is connected to the end wall //1 by a threaded portion /37 of the shaft /J/.
l Screw into B.

The shaft /3/ passes coaxially through the tube //3 of the nut I10 and its end portion /31 remote from the flange) /3-2.
It has a square cross-sectional shape. End part of shaft /J//3
The male is accommodated in an aperture 13 of similar cross-sectional shape provided in the clutch actuating part/110. This portion 14'O receives the square cross-section spring/Hiroko tail/41/, which is connected to the end wall/41/ of the actuator housing lO.
A tubular sess l≠≠ extends inwardly from Ill and passes through a nine-round slot l≠3. The spring l≠-2 is wound around the clutch part l, and the spring /4t2 and the part /4
'6 is /directional rotation clutch/≠2. /≠6, according to which the clutch-actuated part /≠O is clutch-actuated to rotate with the clutch part lμ6 in the / direction, but free with respect to the clutch part /≠6 in the opposite direction. It can be rotated to

The clutch part/4Ltd is in the form of an internally splined sleeve, the splines of which interengage with corresponding splines provided on the hub/7 of the No. 4Alr. Thus, the clutch part/4'iG.

Although it can move in the axial direction relative to the nut/≠t.

It is engaged so that it does not rotate together with this.

The nut l≠t is threadedly engaged with the threaded end portion /442 of the tube iis. Natsuto l≠♂ is Natsuto/≠r's 7 lunge/j
2 and the second intermediate wall between the actuator housing 10/!
The first thrust bearing located between the / side of 0 /! r/
Vc, Natsuto/4tlC) No. 27 Uyji/! 4 to togene/j! @Colast bearing placed between the tonneau/! By EI/C.

is supported for rotation within the intermediate wall/J'0 and is supported by a spring i
The l end of ra is the λth bearing/! 3 and the other side of the intermediate wall ljO of the housing/Q.

Spring! ≠ is surrounded by a threaded stop /jj, which projects from the intermediate wall /10 and has an adjustable stop /jt
to be screwed together. The outer wall surface of the stopper /J' engages with a toothed pinion /j7 arranged to be driven by the first electric motor izr. Stop by activating the electric motor/J'l/! It is clear that t is adjusted axially along des 1zrVc. Stop/j6 is Natsutto l≠t 7 lunge/! It should be located within the path of ≠A, so that it can contact this flange/J'.

In Fig. 3 showing an electric circuit for controlling the actuator shown in Fig. 1 used as a railway brake actuator, the final output member of the actuator /2
1. is connected to the single wheel of the railway vehicle via the link mechanism /60.
It is coupled to a brake shoe l which can be engaged with l-2.

A brake controller 1tJ is provided to control the brake block (brake shoe) It/.

Its handle /j4( generates a signal on line /6J' indicating the degree of braking required. This signal is fed to the electric motor 101. From the converter /l/ in the brake controller ttS The signal fed back via comparator /4j to line /17 indicates the force exerted by spring l/! (FIG. 2).

7 pairs of contacts/30 are the electric clutch 1017 circuit it
It's in r.

A signal applied to the first motor ljt via line 16 indicates the load on the railway vehicle.

The actuator shown in FIG. 2, controlled by an electrical circuit such as that shown in FIG. 3, operates in a first order manner.

The actuator is illustrated in FIG. 1 in its "brake released" state.

In this state, the electric motor 101 is deenergized and energized by engaging the clutch 1oaB and the friction ring/27 to "engage" the pair of contacts 130.

The first motor ISR is to the extent that it indicates the load of the railway vehicle,
It is energized via the line/6.

Electric motor! Due to the force applied by t, the oak) /,! 1
6 is threaded until positioned to follow the vehicle load/! ! is rotated axially along the

In this state of the actuating device, the brake block iti
is spaced from wheel IA2 by the required amount of regular clearance.

Brake □ Application To achieve core brake application, the brake controller handle/A4t is actuated to an extent indicating the degree of braking required. Such actuation generates an electrical signal on line its which first deenergizes clutch 10≠ via line /70 and energizes second VC motor ioi.

Due to the deactivation of Clara Chi 10≠, electric motor 10/i11
．． When it is energized, it rotates freely, and due to this natural rotation, the pole threaded pipe /θ6 rotates via the pinion 103. By rotating the pole threaded pipe 106, the nut/l
O is sent to the left (as viewed in FIG. 2), entrained by the spring housing (i.e. the output member) //7, while [, although there is a small resistance to the movement of the housing, the spring l/j The force of causes the housing //7 to move in the axial direction together with the nut llO. The final output member /, 26 and the shaft 131 are connected to the spring housing by the spring 13jt.
7, the housing l/7 also entrains them. The movement of the final output member /-26 causes the brake +2t block /1/ to move through the link tamltO until it engages the wheel 16-2.

During this movement of the housing //7, the threaded portion l≠ of the tube //3 is pulled through the nut /4t♂, so that
The nut /≠rB is rotated on its bearings /j/ and (J/, tJ, which is held in its axial position as shown in FIG. 2 by springs lj).

When brake block 16/ engages wheel/6-2,
From then on Vi, the resistance to further movement by all already included parts increases rapidly, since this attachment resists further movement of the final output member /2t. When the final output member/26 is about to stop, the 2-in i
The nut 11O continues to move due to the continuous operation of the electric motor 101 under the influence of the signal sent via ts. Since the final output member/roller is temporarily stopped during its movement, the natural continuous movement of the spring housing //7 causes the spring /3! collapses, and at that time, the 12 tubular extensions of housing //7 and the tubular extensions 1 of member /26! Pin with
The slot connection lcoj, /241vc allows the housing /17 to continue its movement relative to the final output member /-2A.

When the spring /31 collapses, the shaft /3/ is restrained from further axial movement by the restraint of the final output member 1-26, and along the threaded part /37 of the shaft /J/ the housing /7 are threadedly engaged, so the shaft/31 is forcibly rotated.

When the shaft /J/ rotates, the square cross-sectional portion 13r of the shaft /3/ engaged with the opening /3 of the clutch actuating portion /4'0
The clutch actuating part /≠Q rotates via the clutch actuating part /≠Q (which previously only moved axially with respect to the clutch actuating part lhiO).

Due to the overturning rotation, clutch l≠1. /442゜l≠
t suppresses the rotation of nut/≠j.

The initial braking force applied to the wheel 163 by the brake block /1/ thus increases as the electric motor 10/ continues to be activated. Due to the continuous rotation of the electric motor 101, the nut llO continues to be "screwed" to the left and the spring/l
! compresses the spring housing, which increases the output
In addition to 7, the final output member /-2 via the cover spring 133
Add to B.

With this increasing power, the spring 13! When further compressed, the nut /≠r (which is now held down by the clutches /'I/, /!λ, /μt from rotating) is axially displaced by the tube //J. This can be achieved freely since the clutch part /4Aj is splined to the hub 7 of the nut /≠l.

Due to the movement of lμg of nuts, the 727211
41 people are moved towards Stop/It.

Transducer 1-21 records this increasing output, and
A signal indicating the value of this force is fed back to the comparator ltt of the brake controller/43. When this feedback signal from the transducer is recognized by the comparator as indicative of the desired braking force as indicated by the degree of actuation of the brake controller handle 16≠, the comparator returns line /6! Terminates the nine signals previously added through. This termination causes the 1st iC to energize the clutch IO≠ to "lock in" the applied braking force, and firstly the IS machine 101 to de-energize to prevent the braking force from increasing further. Ru.

Obviously, the applied braking force is transferred from this "braked" state of the actuator to the handle 1 of the brake controller.
It can be increased or decreased by appropriate subsequent activation of 6Il-. Any such subsequent operation to increase the braking force will deenergize the clutch /θ and reenergize the electric motor 10/ until a new higher braking force is applied. In the subsequent actuation described above to reduce the braking force, the clutch io≠ is simply deenergized until the braking force (as detected by the transducer /2/) reaches a new lower value. The electric motor 101 is energized in the opposite direction to allow the - to re-expand, and the clutch IO≠ is then re-energized.

In the operation described above, it was assumed that the braking force required by controller operation does not exceed that appropriate for the vehicle load. If this is not the case, the flange 1zp of the third nut 1zp will be removed before the required degree of damping is achieved.
A stops/61. will become involved. Due to this securing, the nut l≠Ir is restrained at the maximum level of braking force allowed, and the nut l≠Ir is restrained at the maximum level of braking force allowed, and the nut 1. The subsequent motion of /10 therefore the spring ll! Any further compression of is prevented. Therefore, the final output member 1-26 by spring //7
The maximum power that can be applied to is limited.

From the "brake applied" state of the actuator, the brake is released by appropriate actuation of the handle/J4A of the brake controller/63. As a result of this operation, firstly, clutch IO≠ is again deenergized.

First, at this time the electric motor 10/ is energized so that it is operated in the opposite direction to that in which it was operated when the brake was applied. Such reverse action of the electric motor 10/ causes the nut/10 to "rewind" to the right, thus initially
The spring //j can recover until it is reaccommodated by the spring housing 117 when the already applied braking force is completely withdrawn. In the process of such recovery,
Furthermore, the spring 13j causes the shaft /J/ to rotate in the opposite direction to its previous rotation and return completely, thereby
Lunge/j≠ returns to the position initially left from stop lyo6.

When the braking force is completely removed, the rigging springs normally incorporated in the lever system/60 move the brake block ltl to the normal clearance from the wheel 162.
Grant the return of. This happens because the continuous rightward movement of the nut 11O as the Zeel screw tube 101 continues to rotate by the electric motor 101 causes the housing /17 to return to the right under the action of the currently housed spring //J'. When it is moved like this, the gin-slot connection /, 2J, /, 2
4k when the final output member l roller returns to its original position. During this continued movement, the axis /31
Also return to the right. However, once the braking force is completely removed and the spring /31 is fully recovered, there will be no relative movement between the spring housing //7 and the shaft /J/, so that the above-mentioned movement of the shaft /31 The motion will be purely axial. Such pure axial movement of the shaft /3/ causes the square cross-section end portion /3Ir of the shaft /3/ to slide through the opening /3 provided in the clutch actuating portion /4'0. Therefore, at this stage of recovery, no further rotation of the clutch actuating part 1H and therefore no further axial movement of the second nut/lit occurs. By the axial movement of nut/10 with respect to the second nut/≠t, the nut llO
When the pipe //J is forced to pass through the first nut /≠t,
The second nut /≠t rotates on its bearings izi and ll3.

All of the "brake release" movements described above continue until the friction ring/core is moved back by the movement of the final output member 1-26 to "re-enter" the contact/30 pair. When this occurs, clutch 104A is re-energized to "lock" the actuator in the "brake released" condition and electric motor 10/ is de-energized to cease its operation.

Relaxation Adjustment In the operation described above, it has been assumed that the original gap between the brake block It, I and the wheel/wheel is the required one, as mentioned above.

In practice, if this gap exceeds what is required, the following will occur.

During "brake application", the friction ring 27 will engage the end wall 27A of the housing 10 before the brake is fully applied, since the gap is larger than required. In that case, if the friction ring /27 is then restrained from moving to the left by this engagement, then the continued movement of the final output member 126 will force this member /26 into the gap. passes through the ring 1-27 by an amount indicating the excess.Thus, during the ``brake release'' operation, the contact point is closed by engagement with the friction ring /27 at the end of the ``brake release'' operation. This operation is terminated by "re-engaging" the pair 130 of brake block /1,1 and vehicle /4.
2 gap is restored to the required one.

Therefore, friction ring 7.27 and actuator housing 1
It is clear that the clearance to the end wall 27A is a measure of the required safe travel of the actuator VC.

[Brief explanation of the drawing]

FIG. 1 is an overall half-sectional view of the first embodiment of the present invention.
The figure is a sectional view similar to Figure 1 of the first embodiment, and Figure 3 is a cross-sectional view of the second embodiment with an actuator incorporated in the railway brake system.
FIG. 3 is a diagram illustrating an electrical circuit for the actuator shown in the figure; /...Power spring, λ...Intermediate wall, 3...Actuator housing,! ...Output member, Ri...Nut, IO...Control spring, ll...Seal screw sleeve. l≠...Stepping motor, /Q/...Electric motor, 106.
...Third member, ll7... Output member, lko/... Detection means. Procedural amendment (method) June 12, 1980 Mr. Commissioner of the Japan Patent Office 1, Indication of the case 1982 Patent Application No. 93914 2, Name of the invention Electric control actuator 3, Person making the amendment Relationship to the case Patent Applicant Address: Chikbenham, Willodgere, United Kingdom. View Hill (no address or other information) Name: Westinghouse Break & Signal Cambunny Limited 4, Agent

Claims (1)

[Claims] t: an output member movable from a first change position to a second change position, the output member being actuated to control a spring system to generate an output to the output member when the output member is in the first position; electric motor,
slack adjustment means having a second member supported by the output member and engageable with a stop, wherein the seventh position of the output member in relation to the stop is different from the first position; an electrically controlled actuator determined to maintain a substantially constant distance between the electrically controlled actuators; 2. the output member is threadedly engaged with the second member, and the predetermined rate of relative rotation of the second member is such that the predetermined rate of relative rotation of the second member occurs between the first and second positions of the output member when the second member is engaged with the stop; 2. An actuator according to claim 1, which determines the distance between the . 3. The second member is elastically supported on the side remote from the stop, and when the second member moves from its first position to its first position, the output member is lK2 based on the threaded engagement of the two members. 3. An actuator as claimed in claim 2, in which the member is free to rotate on its elastic support. An actuator according to claim 1, 2 or 3, wherein the second member engages with the stop via a rotary bearing. ! An actuator as claimed in any one of claims 2 to 5, wherein a first electric motor is provided, thereby achieving relative rotation of the two members at a predetermined rate. 6. The output member has two parts, one part being rotationally coupled to the other part. In this connection, the two parts have limited relative axial movement, and the two parts are urged by a spring to one end of relative limited axial movement, the damping of which causes the output member to have limited relative axial movement. 2. The actuator according to any one of the preceding claims. 2. The actuator according to claim 2, wherein the return of the spring initiates a return movement of the output member from its second position to its first position. ? The output member is the final output member, an additional output member to which an output is applied is provided, and said additional output member is f\
r, has a clutch surface engageable with the complementary clutch surfaces of the two members, the engagement of which prevents relative rotation of the final output member and the second member, and through which the output is coupled to the second member; An actuator according to any one of claims 2 to 7, wherein the actuator is transmitted from an additional output member to a final output member via two members. The actuator according to any one of the preceding claims, wherein the output member is elastically loaded in a direction that presses the output member from its first position to its second position. 10. the second member is capable of frictionally sliding along the output member;
a second member supported with the output member and restricted for movement between the two stops, when the first position of the output member exceeds a position in which the second member engages the positions of the two stops; slides frictionally on the output member, the stop restricting movement of the second member with the output member in the direction of its movement towards the first position and the second member by engagement of the other of the stops; 2. An actuator as claimed in claim 1, which prevents further return movement of the output member and thus determines the position of the whistle of the output member. /l An actuator according to any of the preceding claims, wherein the spring system has a single spring variable, the length of which determines the output by the electric motor. 7.2 Where the spring system comprises a power spring and a control spring, the force generated by it is subtracted from the force generated by the power spring, and the remaining force is the output of the residual force generated by the power spring. An actuator according to any one of claims 1 to 1O, wherein the actuator determines a force and the electric motor is operated to vary the length of a control spring, thereby varying the force generated by the control spring. .