KR20180018924A - Electromechanical braking actuator for railway vehicle - Google Patents

Abstract

The present invention relates to an electromechanical braking actuator for a railway vehicle having a control efficiency improvement function and a manual braking function, comprising: a power unit for generating a rotational force by driving an electric motor under a control of a motor controller; a rotary screw drum unit for transmitting a rotational force of the power unit to a rotary screw drum; and a straight threaded drum unit provided with a straight threaded drum for converting a rotational motion of the rotary screw drum into a rectilinear motion. The electromechanical braking actuator for a railway vehicle according to the present invention can remarkably shorten an idle running time by driving a braking apparatus with an electric signal. In addition, it is possible to construct a braking system having the high response speed and high reliability, which can generate a reproducible braking force constantly regardless of changes in the external temperature.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an electromechanical braking actuator for a railway vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electromechanical braking actuator for a railway vehicle having a control efficiency improvement function and a passive stabilization function, and more particularly to an electromechanical braking system using an electric motor, The present invention relates to an electromechanical braking actuator for a railway vehicle which is capable of shortening a prime time by utilizing a reaction speed and a high response reproducibility and performing manual braking by performing a reliable braking action while forcing a motor to rotate in a reverse direction when braking is incomplete.

Generally, the braking devices of railway vehicles and general vehicles convert the kinetic energy of the vehicle into thermal energy to reduce the speed of the vehicle and operate it safely. In the case of disk braking in which a separate disk is installed on the axle or the wheel, The device consists of a disk, a pad (friction material) that generates friction in contact with it, a caliper that amplifies the braking force using the lever ratio, and a braking actuator such as a pneumatic cylinder or hydraulic cylinder that applies a force at the caliper end.

Examples of the braking device using the pneumatic cylinder or the hydraulic cylinder have been proposed in Patent Documents 10-0345240 (Reference 1) and Registration No. 10-0754798 (Reference 2).

The braking device using the pneumatic cylinder or the hydraulic cylinder generates the braking force by using the pressure generated by the increase of the air pressure of the pneumatic cylinder or the increase of the hydraulic pressure of the hydraulic cylinder and is amplified by the lever ratio of the caliper, Thereby generating a braking force.

First, pneumatic brake cylinders are used in most railway vehicles in Korea and abroad, but they have disadvantages such as low efficiency, slow response characteristics, and increased maintenance cost due to additional equipment (compressor, dehumidifier, dust remover, idle converter, etc.).

The hydraulic type is a method of generating a braking force by contacting a friction material to a disk by using a hydraulic pressure instead of a pneumatic pressure, and the oil-pneumatic type is a combination of the advantages of a hydraulic type and a pneumatic type. It uses a cylinder.

Such hydraulic or pneumatic type has been applied to lightweight electric trains such as urban magnetic levitation, tram, rubber wheel, etc., which require miniaturization and weight reduction. However, Generation and diffusion of oil, maintenance of cleanliness of operating oil, and increase of initial facility cost.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view showing an example of a conventional internal structure of a conventional pneumatic brake cylinder. According to this, the pneumatic braking cylinder includes a brake head 1 for transmitting braking force, a cylinder 2 for transmitting air pressure, a slack adjuster 3 for maintaining a constant gap, And a retractor 4 for rotating the bolt to adjust the interval.

At this time, the stroke range of the braking cylinder is set in consideration of wear of the pad, abrasion of the disk, caliper lever ratio, and safety factor. Particularly, the braking head part 1 should be able to withstand a vibration or an external shock as a part to be assembled with a caliper, and the main internal parts of the automatic gap adjusting part 3 are protected by bellows of rubber material .

On the other hand, the pneumatic braking system of a railway vehicle has a braking incompleteness phenomenon that can not be solved in a situation where the braking should be corrected. The braking deficiency is detected when the pressure acting on the braking cylinder in the braking action unit (BOU) is detected by the pressure gauge and the pressure acting on the braking cylinder exceeds the set range for more than a specified time in the braked state.

In this case, when the braking incompleteness occurs, there is a risk of damage to the wheel, excessive wear of the friction material, derailment or the like due to unreasonable driving in the braking operation. Therefore, when braking incompleteness is detected, To prevent accidents. In this case, the forced energizing switch installed on the steering wheel is operated to actuate the forced energizing solenoid valve to exhaust the compressed air acting on the braking cylinder, thereby relieving the braking. However, if it is not possible to perform the control by the forced switch, the air coke in the lower part of the vehicle is manually operated to exhaust the compressed air acting on the braking cylinder.

If the braking deficiency of the pneumatic braking system is caused by a mechanical failure of the basic braking system or the braking cylinder instead of the failure of the pneumatic system, it is impossible to solve the problem by the above method. Therefore, Manual opening).

Reference 1: Registration No. 10-0345240 Reference 2: Registration No. 10-0754798

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide an electric motor braking system using a pneumatic, hydraulic or pneumatic braking system, High responsiveness and high reliability. As air or hydraulic related devices are removed, the braking device can be made smaller and lighter, and the position of the caliper connecting bolt fastener and the same braking stroke range can be applied. And an object of the present invention is to provide an electromechanical brake actuator for a railway vehicle having a control efficiency improvement function and a manual brake assist function.

Particularly, in order to improve the control efficiency, a separate roller screw is provided between the rotary screw drum and the linear screw drum of the electromechanical braking actuator to minimize the contact surface and to have a constant contact surface, thereby improving the control efficiency of the braking actuator The present invention relates to an electromechanical brake actuator for a railway vehicle.

In addition, the present invention provides a railway vehicle having a manual anti-lock function capable of forcibly locking the motor by forcibly rotating the motor in the event of braking incompleteness that does not allow braking to be completed even after the braking operation is completed by the braking command. An object of the present invention is to provide an electromechanical brake actuator for a vehicle.

In order to solve such a technical problem,

A rotary screw drum portion for transmitting the rotational force of the power portion to the rotary screw drum; and a linear motor for converting the rotary motion of the rotary screw drum into a linear motion, The present invention provides an electromechanical braking actuator for a railway vehicle having a control screw mechanism and a manual screw adjustment function.

Here, the power unit may include an electric motor that generates power for braking operation under the control of a motor controller, an electric motor rotating shaft that transmits power of the electric motor, and a control unit that is connected to the electric motor rotating shaft, A decelerator, and a forcing bolt secured to the electric motor for braking force balancing.

Further, the forcible bolt is provided with a detachable bolt cap at the time of braking force forcing.

In addition, the rotary screw drum unit includes a rotary screw drum housing having a first caliper bolt hole connected to the caliper on the outer side of the body, and a guide space for guiding the linear screw drum to the front of the body, A rotating screw drum connected to the decelerator and rotating on the surface of the cylinder with a screw thread, and a decelerator connecting bolt connecting the decelerator to the rotating screw drum.

The linear screw drum includes a linear screw drum which surrounds the rotary screw drum and receives a rotational force of the rotary screw drum to linearly move the rotary screw drum along the rotary screw drum. The linear screw drum surrounds the linear screw drum, A linear screw drum housing having a second caliper bolt hole connected to the caliper on the outer side thereof, a roller screw engaged between the rotary screw drum and the linear screw drum to transmit the rotational force of the rotary screw drum to the linear screw drum, A linear screw drum fixing plate for fixing the front end of the linear screw drum housing so as to close the front end of the linear screw drum and a roller shaft fixed to the rear end of the linear screw drum housing and both ends of the linear screw drum fixing plate, And a roller screw shaft fixed by a screw shaft bushing It shall be.

In this case, the linear screw drum fixing plate is provided with a stopper capable of contacting the front end of the rotary screw drum to adjust the stroke of the braking actuator.

A first caliper bolt hole is formed in the rotary screw part and a second caliper bolt hole is formed in the linear screw part for connection with a conventional caliper.

Further, an enforcer device may be provided between the electric motor and the speed reducer to secure a fastening device fastening area, The mandrel solver includes a motor shaft ring gear coupled to an electric motor rotary shaft located in a fastening and unwinding device fastening region, a gear train engaged with the motor shaft ring gear, and a manual rotation bolt engaged with the gear train .

And a forced tightening device secured to a fastening member fastening area at a rear end of the rotary screw drum; The mandrel wrist has a mandrel wing ring gear coupled to a rear end of a rotary screw drum located in the mandrel wrist assembly engaging section, a gear train engaged with the mandrel wing ring gear, and a manual rotation bolt .

The electromechanical braking actuator for a railway vehicle according to the present invention can remarkably shorten the prime time by driving the braking device with an electric signal and can quickly generate a reproducible braking force regardless of changes in the external temperature And a braking system with high reliability can be constructed.

Further, the present invention can reduce the weight of the railway vehicle and the size of the braking system by removing the pneumatic pipe and the pneumatic-related device or the hydraulic pipe and the hydraulic-related device, thereby making it possible to secure a part loading space, It can be used for various railway vehicles such as two-story train.

In addition, the present invention can easily replace the pads by incorporating a retracting function by controlling the electric motor for replacing the pads, and it is possible to manually perform the retraction function by the mechanical method when the power is turned off.

In addition, the present invention can easily change the stroke of the braking actuator through the stopper, process the anti-skid control function by the braking actuator unit (or disk unit), and apply various anti-skid algorithms. It is possible to control quickly.

In addition, the present invention is easy to perform precise control by maintaining a constant efficiency in all stroke ranges, and a plurality of roller screws are disposed in the circumferential direction and the longitudinal direction to provide excellent resistance to external force, It is also possible to manually force forced maneuver in the field when a harm situation occurs.

1 is a view showing an example of a conventional pneumatic brake cylinder internal structure.
FIG. 2 is an overall configuration diagram of an electromechanical braking actuator for a railway vehicle having a control efficiency improvement and a manual braking function according to the present invention.
3 is a detailed structural diagram of an electromechanical braking actuator having a control efficiency improving function and a manual braking function according to the present invention.
4 is a view for explaining an operation mode of an electromechanical braking actuator having a control efficiency improving function and a manual braking function according to the present invention.
5 is an enlarged view of a contact portion structure of a rotary screw drum and a linear screw drum according to the present invention.
6 is a view for explaining a stroke range of an electromechanical braking actuator having a control efficiency improving function and a manual braking function according to the present invention.
FIG. 7 is a structural view of an eccentric wing by a forcing bolt of an electromechanical braking actuator according to the present invention.
Fig. 8 is a structural view of a damping mechanism by a motor axial ring gear as another example of the electromechanical braking actuator according to the present invention.
FIG. 9 is a structural view of a damping wedge by a mandrel ring ring gear as another example of the electromechanical braking actuator according to the present invention.
10 is a front and rear perspective view showing the outline of the electromechanical braking actuator according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, which show an electromechanical brake actuator for a railway vehicle having a control efficiency improvement and a passive stabilization function.

Prior to this, terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary terms, and the inventor should appropriately interpret the concepts of the terms appropriately It should be interpreted in accordance with the meaning and concept consistent with the technical idea of the present invention based on the principle that it can be defined.

Therefore, the embodiments described in the present specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention, and not all of the technical ideas of the present invention are described. Therefore, It should be understood that various equivalents and modifications may be present.

2 and 3, the electromechanical braking actuator 1 for a railway vehicle having the control efficiency improving function and the manual braking function according to the present invention is configured such that the braking command of the braking ECU of the railway vehicle is transmitted to the motor controller 10 A power unit 100 that operates when the power unit 100 is operated and generates a rotational force by driving the electric motor 110 under the control of the motor controller 10; And a linear screw drum unit 300 having a linear screw drum 310 for converting the rotational motion of the rotary screw drum 210 into a linear motion.

Hereinafter, the constitution of each part of the present invention will be described in detail.

The power unit 100 includes an electric motor 110 for generating power for braking operation under the control of the motor controller 10 and an electric motor rotating shaft 120 for transmitting the power of the electric motor 110. [ A decelerator 130 connected to the electric motor rotary shaft 120 for amplifying the torque according to the reduction gear ratio and a forcing bolt 140 fixed to the electric motor 110 for braking force balancing.

At this time, the forcible bolt 140 has a structure that covers the head of the bolt 140, and the bolt cap 150 is detachable at the time of the braking force.

The rotary screw drum 200 has a first caliper bolt hole 222 formed on the outer side of the body 221 and connected to a caliper and a linear screw drum 310 is guided to the front of the body 221 A rotary screw drum housing 220 in which a guide space 223 is formed and a rotary screw 230 which is provided in the guide space 223 and is connected to the speed reducer 130 and rotates with a male thread 212 on the surface of the cylinder, A drum 210 and a decelerator connecting bolt 230 connecting the decelerator 130 and the rotary screw drum 210.

The linear screw drum 300 surrounds the rotary screw drum 210 and receives a rotational force of the rotary screw drum 210 to receive the rotary screw drum 210 and linearly move along the rotary screw drum 210, A linear screw drum housing 320 which surrounds the linear screw drum 310 and has a second caliper bolt hole 322 connected to the caliper on the outer side of the body 321, A roller screw 330 interposed between the rotary screw drum 210 and the linear screw drum 310 to transmit the rotational force of the rotary screw drum 210 to the linear screw drum 310, A linear screw drum fixing plate 340 for finishing the front end of the linear screw drum housing 320 so as to close the front end of the linear screw drum housing 320 and a rear screw 340 fixed to the rear end of the linear screw drum housing 320, Both ends of the linear screw drum fixing plate 340 are rotatable Consists of a roller screw shaft 350 is fixed by the roller screw shaft bushing 352.

At this time, the linear screw drum 310 has an internal thread 312 which is engaged with the roller screw 330 along the inner circumferential surface thereof to convert the rotary motion of the rotary screw drum 210 and the roller screw 330 into linear motion Thereby causing the linear screw drum housing 320 constituting the body of the braking actuator 1 to move forward and backward.

The linear screw drum fixing plate 340 is coupled to the linear screw drum housing 320 by a fixing plate connecting bolt 344 and a stopper for adjusting the stroke of the braking actuator 1 345 may be provided to allow the front end of the rotary screw drum 210 to be in contact with each other.

The roller screws 330 are arranged at regular intervals on the same circumference in the radial direction at the center of the longitudinal direction of the braking actuator 1. The roller screws 330 are disposed at vertexes of a regular polygon, It is preferable that the number is three or more.

A first caliper bolt hole 222 is formed in the rotary screw drum housing 220 for connection with a conventional caliper and a second caliper bolt hole 322 is formed in two places in the linear screw drum housing 320. [ To be compatible with existing pneumatic cylinders.

Between the rotary screw drum housing 220 and the linear screw drum housing 320 is wrapped with a rubber bellows (not shown) to prevent evaporation of the lubricant applied to the outer peripheral surface of the rotary screw drum 210, It is desirable to protect them.

The electromechanical braking actuator 1 according to the present invention has three positions as shown in FIG. 4, namely, a braking engagement, a manual adjustment and a pad replacement mode. During the braking operation, the rotational force of the electric motor 110 is transmitted to the reducer 130 through the electric motor rotary shaft 120 and amplified to rotate the rotary screw drum 210.

5, the rotary screw drum 210 is screwed with the roller screw 330 rotating in place, and the roller screw 330 is screwed to the linear screw drum 310, When the rotary screw drum 210 rotates, the roller screw 330 also rotates to induce linear motion of the linear screw drum 310. Accordingly, when the electric motor 110 rotates in one direction, the rotary screw drum 210 and the linear screw drum 310 act as a pushing side, and when the linear screw drum 310 advances, the brake is engaged.

At this time, the rotary screw drum 210, the roller screw 330, and the straight screw drum 310 have a square threaded line to make the feed force excellent, and the amplification ratio of the stroke speed and the braking force Can be adjusted.

In the braking actuator 1 of the present invention having the above structure, unlike the conventional electromechanical braking actuator, contact friction is generated not only at the contact point with the roller screw 330 but at the contact point with the roller screw 330, It is easy to control the braking force so as to achieve the target braking force accurately.

In this case, the contact points between the roller screw 330, the rotary screw drum 210 and the linear screw drum 310 are arranged at two positions in the longitudinal direction per one roller screw shaft 350, regardless of the stroke of the brake actuator 1 Always maintain a constant distance.

In addition, during the dynamic compensation mode and the pad replacement mode, the electric motor 110 is rotated in the other direction, and the rotary screw drum 210 and the linear screw drum 310 are brought close to each other through the same process.

6, the limit range in which the braking actuator 1 can operate normally during the braking and fastening operation is until the front end of the rotary screw drum 210 comes to the rear end of the linear screw drum 310, The braking pad is brought into contact with the disk to complete the braking operation.

The linear threaded drums 310 are moved backward by a predetermined distance set from the body-clamping position during the actuation of the eccentric arms, and the rotary screw drums 210 are moved forward as far as the linear threaded drums 310 The front end portion of the rotary screw drum 210 is brought into contact with the stopper 345.

The braking actuator 1 of the present invention is designed to realize the stroke length (for example, 160 mm) of the braking actuator 1 identical to the pneumatic braking cylinder as shown in Fig. 6, and the position of the stopper 345 Adjusting the length of the rotary screw drum 210 has an advantage that the stroke length of the braking actuator 1 can be easily increased or decreased.

The stopper 345 is provided for adjusting the pad replacement position so as to stop rotation of the rotary screw drum 210 or linear movement of the linear screw drum 310 when a gap for replacement of the friction material The screw 310 is installed on the straight screw drum fixing plate 340 so as to be positioned inside the drum 310 and the damage of the electric motor 110 and the reducer 130 due to the required stroke movement distance and excessive stroke reduction in the pad replacement mode .

The stopper 345 is manufactured and installed together with the rotary screw drum 210 so that the stopper 345 can be applied to discs or pads having various thicknesses as the position of the stopper 345 is moved.

That is, the position of the stopper can be moved in a manner that the stopper 345 is rotated and fixed within the linear screw drum 310, so that the limit of the stroke can be adjusted.

FIG. 7 is a block diagram illustrating the manual enforcement of the electromechanical braking actuator according to the present invention. The bolt cap 150 is peeled and separated by a person, and then the polygonal mandrel bolt 140 is rotated using a tool to rotate freely the electric motor rotating shaft 120, Function. This configuration has the advantage of being able to perform manual compulsive solutions using general tools.

8 and 9 are views showing other embodiments for compulsory solving of the electromechanical braking actuator according to the present invention.

8, an electromechanical braking actuator according to the present invention includes a mandrel attachment device 401 secured between an electric motor 110 and a speed reducer 130, and a dedicated mandrel attachment device 400 You can do manual compulsory solutions.

The mandrel solver 400 includes a motor shaft ring gear 410 coupled to the electric motor shaft 120 located in the forcing solenoid fastening region 401 secured between the electric motor 110 and the speed reducer 130, A gear train 420 engaged with the motor shaft ring gear 410 and a manual rotation bolt 430 engaged with the gear train 420. When the manual rotation bolt 430 is rotated in one direction, the motor rotation gear 410 is rotated through the gear train 420 to rotate the electric motor rotation shaft 120, And performs the function of the right wing.

In this case, the manual rotation bolt 430 may be rotated using a tool such as an electric drill in addition to the method of rotating the manual rotation bolt 430 by a force. The rotational force is transmitted through the gear train 420, And the electric motor rotation shaft 120 is rotated together to rotate the rotary screw drum 210. This configuration is advantageous in that the reduction gear 130 is doubly wound and the torque is strong.

9, the electromechanical braking actuator according to the present invention secures the clamping device fastening section 402 at the rear end of the rotary screw drum 1 and uses a dedicated forced clamping device 400 to manually clamp .

The mandrel solver 400 includes a mandrel ring ring gear 440 coupled to the rear end of the rotary screw drum 210 located in the mandrel wrist assembly engaging section 402 and the mandrel ring ring gear 440, And a manual revolving bolt 430 engaged with the gear train 420. The gear train 420 is engaged with the gear train 420 and the manual revolving bolt 430 is engaged with the gear train 420. [ When the manual rotation bolt 430 is rotated in one direction in the manual mandrel solver, the ring gear 420 is transmitted to the forcing ring gear 440 through the gear train 420 to rotate the rotary screw drum 210 and the speed reducer 130 And rotates the electric motor rotation shaft 120 to perform the anti-wobble function.

In this case, the manual rotation bolt 430 may be rotated by a tool such as an electric drill in addition to the manual rotation method as in the example of FIG. Particularly, in the above method, the force of the manual rotation bolt 430 is transmitted through the gear train 420 having a high reduction ratio, and is engaged with the forcing ring ring gear 440 provided in the constraining apparatus fastening section 402, This structure is advantageous in that even if the speed reducer 130 is broken and the power transmission ability is lost, the drum 210 is rotatable.

The electric motor type braking actuator according to the present invention has an outer shape as shown in FIG. The braking actuator 1 according to the present invention can control the gap between the disk and the pad without any additional device like the pneumatic braking cylinder by controlling the electric motor 110 in the forward or reverse rotation, The anti-slip function can be processed by the braking actuator unit (or disk unit) by the characteristics (reaction speed, repetition rate, etc.), and various anti-slip algorithms can be applied.

Hereinafter, the operation of the electric motor type braking actuator according to the present invention will be described with reference to FIGS. 2 to 10. FIG.

The motor controller 10 can be operated in the pad replacement mode, the brake release mode, the commercial brake mode, and the emergency brake mode. At this time, the motor controller 10 operates the braking actuator 1 in response to a braking command through direct communication with the braking ECU of the railway vehicle.

First, the pad replacement mode is operated by pressing a switch provided separately to the motor controller 10, thereby minimizing the stroke of the electric motor type brake actuator 1.

That is, the motor controller 10 moves the electric motor 110 after moving until the stopper 345, which is located inside the linear screw drum 310 and is provided for adjusting the pad replacement position, comes into contact with the front end of the rotary screw drum 210, .

On the other hand, in the braking release mode, the braking torque applied to the surface of the disk is removed, and the interval between the pad and the disk is set to be 1 to 2 mm, which is a predetermined interval, so that the braking is quickly fastened when the brake is re-fastened.

In the commercial braking mode, the braking ECU receives the commercial brake command (Examples 1 to 28) of the signal device in the cabin of the cabin (Examples 1 to 7) or the ATO operation, And the motor controller 10 controls the electric motor 110 so that the braking actuator 1 generates the demand braking force in accordance with the following braking command for each step.

At this time, if the command of the full service braking (FSB) is issued, the electric motor 110 is controlled so as to apply a predetermined braking force in accordance with the required deceleration of the FSB.

In the emergency braking mode, an emergency braking command is issued from the braking ECU to the motor controller 10 of the braking actuator 1 at the time of a mascone switch (emergency) of the cab or an ATP operation. And controls the electric motor 110 to apply a predetermined braking force in accordance with the deceleration.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. The scope of protection of the present invention should be construed under the following claims, and all technical ideas within the scope of equivalents thereof should be construed as being included in the scope of the present invention.

1: Braking actuator 10: Motor controller
100: power unit 110: electric motor
120: Electric motor rotation axis 130: Reduction gear
140: Kang Wan Wang Bolt 150: Bolt Cap
200: rotary screw drum part 210: rotary screw drum
220: rotating screw drum housing 230: reducer connecting bolt
300: Straight threaded drum part 310: Straight threaded drum
320: Straight thread Drum housing 330: Roller screw
340: Straight screw Drum fixing plate 345: Stopper
350: roller screw shaft 400: coercive device
410: motor shaft ring gear 420: gear train
430: Manual rotation bolt 440: Kang Wan Ha ring gear

Claims (9)

A rotary screw drum portion for transmitting the rotational force of the power portion to the rotary screw drum; and a linear motor for converting the rotary motion of the rotary screw drum into a linear motion, And a linear threaded drum portion provided with a threaded drum. The electromechanical braking actuator for railway vehicles according to claim 1,
The method according to claim 1,
The power unit includes an electric motor that generates power for braking operation under the control of a motor controller, an electric motor rotation shaft that transmits power of the electric motor, a speed reducer that is connected to the electric motor rotation shaft and amplifies the torque in accordance with the reduction ratio, And an enforcer bolt secured to the electric motor for braking force balancing. The electromechanical braking actuator for a railway car according to claim 1,
The method according to claim 1,
Characterized in that the forcing bolt is provided with a detachable bolt cap at the time of braking forcing and braking, and has an improved control efficiency and a manual braking function.
The method according to claim 1,
The rotary screw drum unit includes a rotary screw drum housing having a first caliper bolt hole formed on an outer side of the body for forming a caliper bolt hole and a guide space for guiding a linear screw drum forward of the body, And a decelerator connecting bolt connecting the decelerator and the rotary screw drum. The apparatus according to claim 1, wherein the rotating screw drum has a plurality of teeth Electromechanical braking actuator for railway vehicles.
The method according to claim 1,
Wherein the linear threaded drum portion surrounds the rotary screw drum and receives a rotational force of the rotary screw drum to linearly move the rotary screw drum along the rotary screw drum. The linear screw drum surrounds the outer periphery of the linear screw drum, A linear screw drum housing having a second caliper bolt hole connected to the caliper; a roller screw engaged between the rotary screw drum and the linear screw drum to transmit the rotational force of the rotary screw drum to the linear screw drum; A linear screw drum fixed plate for closing the front end of the linear screw drum housing so as to close the front end of the drum and a roller screw shaft fixed to the rear end of the linear screw drum housing and both ends of the linear screw drum fixing plate, And a roller screw shaft fixed by a bushing Is an electromechanical braking actuator for a railway vehicle having a control efficiency improvement function and a manual braking function.
6. The method of claim 5,
Wherein the linear screw drum fixing plate is provided with a stopper capable of contacting the front end of the rotary screw drum for adjusting the stroke of the brake actuator.
The method according to claim 1,
Characterized in that a first caliper bolt hole is formed in the rotary screw part and a second caliper bolt hole is formed in the linear screw part for connection with a conventional caliper. An electro-mechanical braking actuator for rail vehicles.
3. The method of claim 2,
And an enforcer device is provided between the electric motor and the speed reducer to secure a fastening device fastening area,
Wherein the forcent solenoid device comprises a motor shaft ring gear coupled to an electric motor rotary shaft located in the forcible fixing device engagement region, a gear train engaged with the motor shaft ring gear, and a manual rotation bolt engaged with the gear train And an electro-mechanical braking actuator for a railway car having a control efficiency improvement and a manual braking function.
The method of claim 3,
A mandrel fixing device secured to a rear end of the rotary screw drum to provide a mandrel fixing device;
The mandrel wrist has a mandrel wing ring gear coupled to a rear end of a rotary screw drum located in the mandrel wrist assembly engaging section, a gear train engaged with the mandrel wing ring gear, and a manual rotation bolt Wherein the braking force of the braking actuator is set to a predetermined value.

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