KR940002739Y1 - Slack adjuster for rail vehicle brake - Google Patents

Abstract

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Description

Brake Relaxation Control Device for Railway Vehicles

1 is a side cross-sectional view of a brake unit for a railway vehicle with a relaxation adjusting device according to the present invention.

FIG. 2 is a cross-sectional view corresponding to part of FIG. 1 showing a modification of the present invention in which the relaxation adjusting device is double-acting instead of single-acting. FIG.

* Explanation of symbols for main parts of the drawings

1: housing 3: piston

4 sealing member 5 inlet

6: return spring 7: tubular piston rod

8: tubular spindle 9: tool grip

10: clutch 11: ear

12: spiral compression spring 13: spring ring

14 screw 15 flexible bellows

16 cap 17 piston rod sleeve

18 ball bearing 19 spring washer

20: locking sleeve 21: spiral locking spring

22: distance control sleeve 23: inner guide ring

24: outer guide ridge 25: locking ring

26: adjusting nut 27: main clutch

28: control clutch 29: barrel spring

30,31: mounting sleeve

[Technical Field]

The present invention relates to a clearance-sensing slack adjuster for a rail vehicle brake rigging, in particular to a brake unit, in which a force for introducing force in the braking direction is introduced. A rotary axially movable tubular force introduction, for example a brake unit, is disposed coaxially with the piston rod attached to the piston in a fixed housing of the unit and inside the force introduction. A non-rotatable threaded spindle that transmits the braking force from the relaxation adjustment device and the bearing of the force inlet in the braking direction in-non-self-locking engagement with the spindle. And a barrel spring, which is in contact with the adjusting net and which is stronger than the piston return spring and acts in the braking direction between the force introduction section and the spindle, The adjustment nut relates to a gap sensing type relaxation adjustment device for a railway vehicle brake device, in particular mounted on a brake unit, which is clutchable with a main clutch and capable of transmitting a clutch braking force.

[Design background]

It is well known in the art that various adjustments to the loosening adjustment device of a railway vehicle are endowed with a compact structure, accurate compensation, and possible short compensation.

In general, these requirements imply that the brake unit is for use in wheels or discs of so-called axial type or brakes, in which the loosening device is used as an independent cylindrical member with a loosening adjustment function in a railway vehicle brake device. The same applies whether or not the brake cylinder is combined.

However, in the case of the loosening adjustment device to which the present invention is concerned, these requirements for the brake unit are very important because they are mainly designed for use in the brake unit.

However, the present invention is also applicable to the adjusting device in the form of an axial direction and no limitation to the brake unit adjusting device is intended.

The invention relates to a so-called single-nut adjusting device, ie its structure and function are based solely on the use of a single nut in engagement with the spindle. At present, this type of adjustment device tends to be used more frequently because such a configuration can be simpler, cheaper and more compact than a two-nut configuration. Various examples of this general form are known in the art.

The requirement for this type of adjustment device is that it must have high mechanical efficiency and high precision with regard to relaxation commonly used under different operating conditions. In addition, the structure must be robust and easy to protect against influences from poor environmental conditions. It should also be easily repairable if necessary. Finally, although not a minimum requirement, the structure should be easy to adopt with different dimensions and working lengths using a minimum number of different parts.

Summary of the proposal

The foregoing and other requirements, if only in accordance with the present invention, are movable in the axial direction of the braking direction only by a distance corresponding to the control distance set under the action of the locking spring, supported by the force introduction portion, and coaxial with the force introduction portion. A non-rotating locking sleeve arranged in the form of the above is satisfied by the above-described loosening adjustment device which can be clutched to engage the adjustment nut with a control clutch.

In this configuration, when the control distance set during the control operation is extinguished, the control clutch is opened (the load on the force of the locking spring is removed) so that the main clutch does not close under the influence of the spindle reaction force. The nut is arranged to rotate freely on the spindle in contact with the bearing.

The structural principle underlying the construction according to the invention is that the control clutch is not loaded from the force of the barrel spring, in other words, it has a separate locking sleeve with a locking spring. This principle is already presented in a completely different and much more complicated configuration described in French patent 1 461 497 or later in US Pat. No. 3 610 376.

In order to ensure clear and fast engagement of the main clutch, a spring washer is arranged between the bearing and the force introduction at the rear of the bearing in the braking direction. This spring washer engages the force introduction section (piston rod) by pushing the adjustment nut.

In most cases, it is desirable to have a single-acting relaxation adjustment device that reduces any excessive relaxation. In this example, a control clutch is formed directly on the adjustment nut.

However, it is also possible to use a double acting relaxation adjustment device. In this example, the adjusting nut extends forwardly in the braking direction past the bearing and is provided with a flange which cooperates with it, in particular with a clearance. Further, on the one hand, a clutch ring is arranged between the bearing and the locking sleeve, and on the other hand between the adjustment nut and the locking sleeve, and at the same time a control clutch is formed between the locking sleeve and the clutch ring, the clutch The ring forms a nut clutch with the adjusting nut.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

[Description of Preferred Embodiment]

1 shows a railway vehicle brake unit incorporating a gap sensing type single acting relaxation adjusting device according to the present invention. As is well known in the art, this kind of unit is installed in the vicinity of the brake wheel or disc to be braked and may also be used equally for tread brakig for disc brakes.

The housing 1, shown in simplified form, is provided with an attachment 2 for installing it in the proper part of the vehicle.

The piston 3 with the sealing member 4 is axially movable in the housing 1 by the brake fluid introduced through the inlet 5, for example pressurized air in the case shown.

A feedback spring 6 is disposed between the housing 1 and the piston 3.

The piston 3 is attached with a tubular piston rod 7 and extends to the left side of the housing 1 in the figures, so that the terms "forwardly" and "backwardly" as used throughout this specification refer to " It will be understood that it has the meaning "to the left" and "to the right". Inside the piston rod 7 a tubular spindle 8 with an outer thread is arranged over most of its length. At the front end of the spindle 8, as will be described later, a tool grip 9 is provided for the purpose of allowing the spindle 8 to be rotated by hand.

The spindle 8 is provided with teeth towards its front end to form the clutch 10 with the corresponding teeth on the ears inserted in the seapins. The clutch 10 is usually connected to a helical compression spring 12 between the spindle 8 and the spring ring 13 held on the ear 11 by a flange of a screw 14 in the end of the ear 11. Retained by engagement. Although the ear 11 is rotatably mounted to a part of the brake device (not shown) in the mounting state of the brake unit by installing a spring-loaded clutch 10, the spindle 8 Can be rotated by hand.

For the purpose of preventing the ingress of moisture, dust and dirt into the relaxation adjuster mechanism, the fusible bellows 15 is directly inside the tool grip 9 on one side to the housing 1 and on the other hand to the spindle 8. Is attached to the cap 16.

On the outside of the piston rod 7 a piston rod sleeve 17 is mounted coaxially and integrally therewith, and on the inside the axial ball bearing 18 is supported by a spring washer 19. The connection between the piston rod 7 and the sleeve 17 is broken at circumferentially spaced points to allow the locking sleeve 20 with the projection to move in the axial direction.

This locking sleeve 20 is deflected forward by a helical compression locking spring 21 acting on the flange 20 'and supported by an edge (described below) on the piston rod 7.

However, the forward movement of the locking sleeve 20 is limited by the distance control sleeve 22, which is coupled into the housing 1 with the sleeve flange 20 ′ defining the control distance A, which is controlled by the distance control. It can be adjusted easily by rotating the sleeve 22.

The housing 1 is provided with an inner guide ring 23 which makes a splined engagement with the outer guide ridge 24 on the piston rod 7, the piston rod 7 being only axially within the housing 1. Will move. The spindle 8 is also guided by the piston rod 7 as well as the piston rod 7. A locking ring 25 is arranged on the spindle 8 in front of the sleeve 17. The spindle 8 is provided with a portion that is not threaded to the right in the figure, thereby preventing accidental escape from engagement with the nut 26 and exiting the unit.

An adjusting nut 26 in contact with the bearing 18 and threaded inside is disposed in a non-automatic-small engagement with the spindle 8.

The adjusting nut 26 is provided with two clutch teeth rigns, each interacting with the corresponding clutch teeth at the end of the locking sleeve 20 and the piston rod 7 and with each of them the main clutch 27. And control clutch 28.

A helical compression type barrel spring 29 acts between the piston 3 and the spindle 8. The springs 29 are arranged in the end flange yarns of each of the two mounting sleeves 30, 31, which sleeves are only axially movable relative to one another by means of a pin and groove arrangement. Initial installation is possible by installing a bayonet type joint at the front end of the inner sleeve 30. Sub-assembly consisting of two mounting sleeves and barrel springs makes the final mounting of the unit significantly easier.

The inner sleeve 30 contacts the piston 3, with the end flange of the sleeve having a ridge which cooperates with the corresponding groove in the piston 3. The opposite end of the other sleeve 31 is shaped corresponding to the hexagonal screw 14 and has a socket through the screw. In this way, before mounting the unit, the length of the unit is rotated by rotating the ear 11, in other words, the position of the spindle 8 relative to the nut 26, thus the ear 11, the spindle 8, the sleeve ( 30,31 and the position of the entire subassembly which consists of main components, such as the barrel spring 29 which acts on a spindle on the locking ring 32, can be adjusted.

Under the assumption that the relaxation is excessive, i.e. assuming that the relaxation or spacing between the wheel or disc braked by the brake unit together with the brake device and the brake block or brake pad is greater than that corresponding to the set control distance A, Unit functions as follows.

When pressurized brake fluid flows through the inlet 5, the piston 3 with the piston rod 7 moves forward (left in the figure). At the same time, the locking sleeve 20, the adjusting nut 26 (the control clutch 28 is engaged by the spring 21), the spindle 8, and the ear 11 are also (always a force on the spindle 8). The barrel spring 29 that applies the force is, of course, moved forward by the force from the spring 21. When the locking spring flange 20 'impinges on the distance control sleeve 22, the control clutch 28 opens to make the adjustment nut 26 freely rotatable on the spindle 8.

Now, the braking force application stroke continues under the action of the barrel spring 29 force until the brake block or pad strikes the wheel or disc to be braked and the end of the force application stroke continues the spindle 8 and then the 11 You can continue to move forward together. During this rapid braking force application stroke that dissipates excessive relaxation, the adjustment nut 26 rotates on the spindle 8 against the bearing 18.

When the piston 3 with the piston rod 7 continues to move axially forward, the main clutch 27 is brought into engagement with the aid of the spring washer 19 so that further rotation of the nut 26 occurs. To prevent.

After the screw action between the adjusting nut 26 and the spindle 8 is extinguished, the elasticity in the brake unit and the brake device to which it is connected is absorbed, so that the braking force corresponding to the brake fluid pressure on the piston 3 is reduced. It is delivered via a piston rod (7), an adjustment nut (26), a spindle (8), and an ear (11).

When the fluid pressure against the piston 3 subsequently decreases, the brake release movement is started under the action of the feedback spring 6.

When the return stroke starts, the adjustment nut 26 is held against rotation by the main clutch 27 which is closed, while the control clutch 28 is opened (the piston during the elastic and braking process of a part of the braking force application stroke). Due to the fact that the rod 7, the nut 26 and the spindle 8 are integrally moved forward a certain distance, while the locking sleeve 20 has stopped because it engages with the distance control sleeve 22).

This state continues until the reaction force from the brake block or pad decreases, in other words, until the block or pad has just left the wheel or disk and the main clutch 27 opens. If any excessive relaxation occurs, the control clutch 28 remains open, so that the adjustment nut 26 is free to rotate until the relaxation corresponding to the control distance A is restored and the control clutch 28 is closed. (Supported by a spring washer 19).

At the end of the release stroke, the various parts of the brake unit are in the state shown in the figures.

The relaxation adjustment device of the unit shown in FIG. 1 is single-acting and eliminates excessive relaxation in one braking operation. In addition, the adjusting device is a gap sensing type. Although extremely common, if excessive relaxation occurs during braking operation as a result of wear, adjustment of the relaxation occurs during the release stroke.

In the braking operation by correct relaxation, the adjusting nut 26 does not rotate during the force application stroke or during the release stroke.

For example, after replacement of worn brake blocks or pads, the spindle 8 is rotated with the tool grip 9 in any direction by overcoming the clutch 10 that is normally engaged and supported by the force of the spring 12. Can be adjusted by hand.

In some cases, it may be desirable to have a double-acting adjustment device in the unit, that is, an adjustment device that eliminates not only too large relaxation but also too small relaxation. On the basis of the single-acting configuration shown in FIG. 1, only relatively few deformations are required to reach the double-acting deformation conveyance as shown in FIG. 2, where parts common to the description of FIG. A was added. Thus, the following parts which are only slightly different from those of FIG. 1 can be found in the configuration of FIG. Piston rod 7A with piston rod sleeve 17A, spindle 8A with tool grip 9A, clutch 10A, ear 11A, bearing 18A, spring washer 19A, locking sleeve ( 20A), locking ring 25A, adjustment nut 26A, and main clutch 27A between piston rod 7A and nut 26A, in this case a separate clutch ring 33A on bearing 18A. Is placed. The ring with two sets of clutch teeth forms the control clutch 28A with the locking sleeve 20A and the nut clutch 34A with the adjustment nut 26A.

If the relaxation is too small, the adjustment is made during the braking force application stroke so that the clutch 28A is closed and the main clutch 27A is open, until the flange 20 'hits the distance control sleeve 22, the nut 26A. ) Allow it to move away from the engagement with the nut clutch 34A and rotate on its front flange (FIG. 1).

It should be noted that, despite the compact configuration and relatively limited length-due to the relaxation adjustment device of the present invention-the brake unit has a very long operating stroke. In addition, only a few modifications are required to adapt the unit to various actuation forces and strokes. Another notable advantage is that in many cases the necessary mechanical parking brakes can be easily fitted without modifying the mechanism described above. The parking brake mechanism can be attached to the cap 16 and thus act in the braking application direction on the tool grip 9 of the spindle 8.

Various modifications are possible within the scope of the appended claims. In particular, the configuration of the above-mentioned relaxation adjustment device is described as being for a pushin type embedded into the brake unit, but as is well known to those skilled in the art, it is a push or more general pull. It is to be noted that a prying type axial rod type adjusting device can be easily changed.

Claims (7)

A tubular piston rod (7) attached to the piston (3) in the fixed housing (1) of the railway vehicle brake unit and movable in the axial direction, a non-rotating piston rod sleeve (17) for introducing force in the braking direction; A non-rotating threaded spindle 8 coaxially disposed inside the piston rod to transmit a braking force and an in-non-self-locking engagement with the spindle, An adjustment nut 26 in contact with the bearing 18 on the piston rod in the braking direction, clutched to the piston rod via the main clutch 27 to transmit a braking force, and stronger than the piston return spring 6 and the piston The barrel spring 29 acting in the braking direction between the rod and the spindle, and the braking room only by a distance corresponding to the control distance A set under the action of the locking spring 21, supported by the piston rod. To a gap-sensing type relaxation adjusting device for a railway vehicle brake device having a non-rotating locking sleeve 20 capable of axially moving and clutching the adjusting nut to the adjusting nut via a control clutch 28. The diameters of these elements are gradually increased in the order of the barrel spring 29, the spindle 8, the piston rod 7 and the locking sleeve 20 in combination with the locking spring 21. A gap sensing type relaxation adjusting device for a railway vehicle brake device, characterized in that they are arranged coaxially from inside to outside in order. 2. The adjusting nut (26) according to claim 1, characterized in that the adjusting nut (26) is provided with two coaxial clutch surfaces which form a main clutch (27) and a control clutch (28) on the surface opposite to the bearing (18). A gap-sensing type relaxation adjustment device for a railway vehicle brake system. 3. A spring washer (19) according to any one of the preceding claims, wherein a spring washer (19) is arranged between the bearing (18) and the piston rod sleeve (17) behind the bearing in the braking direction to assist the engagement of the main clutch (27). A gap sensing type relaxation adjusting device for a railway vehicle brake device, characterized by the above-mentioned. 3. A control according to claim 1 or 2, characterized in that the control distance (A) is defined between the flange (20 ') on the locking sleeve (20) and the adjustable distance control sleeve (22) in the cylindrical portion of the housing (1). Gap-sensing type loosening adjustment device for railway vehicle brake system. 5. The clearance sensing type relaxation adjustment device according to claim 4, characterized in that the locking spring (21) is arranged between the locking flange (20 ') and the edge (24) of the piston rod (7). 3. A gap sensing type for a railway vehicle brake device according to claim 1 or 2, characterized in that the control clutch 28 is formed directly on the adjustment nut 26 to operate as a single-acting adjustment device (FIG. 1). Relaxation adjustment device. 2. A flange according to claim 1, wherein the adjusting nut 26A extends forwardly through the bearing 18A in the braking direction, and has a flange which interacts with the bearing with a predetermined margin, wherein the bearing and the adjusting nut and the A clutch ring 33A is disposed between the locking sleeve, a control clutch 28A is formed between the locking sleeve and the clutch ring, and the clutch ring also forms the adjustment nut and the nut clutch 34A to double actuate relaxation. A gap sensing type relaxation adjusting device for a railway vehicle brake device, characterized by operating as an adjusting device (FIG. 2).