RU2510343C1 - Rolling stock unit brake cylinder - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway transport, particular to brake cylinders with mechanisms for adjustment of clearances between brake shoes and rolling stock wheel rolling surfaces. Cylinder with automatic regulator of clearances comprises case, covers defining the pressure chamber accommodating spring-loaded piston and barometric chamber with rod. Rod extends through pressure chamber cover bore to behind the piston in barometric chamber and is composed by thrust screw of automatic regulator leverage. Spring-loaded nuts are fitted on regulator leverage screw as well as ear to transfer piston force to leverage. Rod end extending from cylinder rear cover has means to secure said cylinder to parking brake.

EFFECT: decreased number of levers in said leverage.

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Description

The invention relates to railway transport and relates to a brake cylinder with a mechanism for regulating the gaps between the brake pads and the rolling surfaces of the wheelsets of a unit of rolling stock.

Pneumatic cylinders are piston actuators and control a regulating mechanism, such as valves, or a brake mechanism.

By the nature of the transmission of force, the brake cylinders are usually divided into cylinders of direct action when the rod extends from the cylinder body, exerting a pushing effect on a given mechanism, and indirect or reverse action when the rod is pulled into the body, exerting a pulling effect. The latter are used as single-acting pneumatic cylinders with the return of the piston to its original position both by external forces and by means of a spring return. The industry supplies, for example, pneumatic balancers, which are single-acting pneumatic piston drives (URL: http://tau-rus.com/uravnoveshivateli, accessed: 04/28/2012). The use of external forces to return to their original state is referred to in the literature as double-acting piston drives (V.P. Dmitriev, V.G. Gradetsky. Fundamentals of pneumatic automation. M: Mechanical Engineering, 1973, 311).

A traction drive for a vehicle brake can move the rod when the pressure in the over-piston chamber decreases due to the force of the return spring, which in this case creates a working force (AS No. 869550, B60T 13/38 from 0810.74). The disadvantage of such a cylinder is the inability to use the brake pads under wear conditions and the need to control the increased in this case, the gap between the pad and the wheel surface.

In the brake equipment of rolling stock, as a rule, a cylinder of direct or pushing action is used, which may have a built-in self-regulator of the gap between the brake pads and the wheel surface. Such solutions include the brake cylinder (US Pat. RU No. 2175925, B61H 15/00, B60T 17 08 from 2000.04.03), which includes sub-piston and over-piston chambers and an autoregulator of the clearance between the brake pads and the wheel surface on the brake cylinder rod. The design of the built-in autoregulator is described earlier (US Pat. RU No. 1527052, B60T 17/08, B61H 15/00 from 08/03/1987).

The disadvantage of the brake cylinder is that it is not intended to be used in that part of the linkage where pulling forces on the levers arise. To use the pushing action of such a cylinder, a number of intermediate levers are required. And this leads to a decrease in efficiency lever transmission. A known design of the brake cylinder with a built-in self-adjusting clearance and a spring parking brake (US Pat. No. 6253886, F18D 65/24 of 12/17/1996). Like the previous one, this device belongs to traditional cylinders and can be used in a conventional brake system. And the combination with the parking brake leads to a complex design and a difficult pattern of use during operation.

At the same time, it is proposed to use a brake cylinder (see US Pat. RU No. 2402443, B60T 13/26, B61H 13/20, B60T 17/08, B61H 11/02 from 07/30/2009), which includes several pistons, decreasing in diameter and installed on a single stock with indirect action. The return spring compresses the piston of a larger diameter, and pressure is supplied to the piston cavity. Such a cylinder is designed to work with auto mode described in the patent design. When pressure is applied simultaneously to all cylinder cavities, the braking forces for a loaded wagon are proportionally increased, and for an empty wagon, pressure is applied to the corresponding cavity, which provides the necessary forces for such a wagon. And this contributes to a more effective braking of the composition.

The disadvantage of this solution is that it does not describe the use of the autoregulator of the gap between the brake pads and the wheel surface. To remove such a gap, the specified number of pistons in the cylinder shown here is not enough.

Close to the claimed solution is also a pneumatic actuator in the form of a piston cylinder, the rod of which acts on the object in the form of a valve. At the same time, to open the specified valve, pressure is supplied to the sub-piston or supra-stem cavity, and a return spring is installed on the piston side in the cavity in communication with the atmosphere (running meter No. 53748, F16K 31/36 of 10/19/2005). The piston drive used here refers to typical cylinders with a pulling rod action. However, its direct use as a brake cylinder is difficult due to the lack of a linkage design existing in the brake cylinder with a pushing rod action in the design of the built-in auto-regulator.

Closest to the claimed solution is the brake cylinder of a railway rolling stock containing a built-in auto-regulator (US Pat. RU No. 592644, B60T 17/08 from 08.071974), and therefore it is taken as a prototype. The disadvantage of this solution is similar to the previous one: it is intended for direct action.

Therefore, there is a need for its adaptation for use in the place of the lever transmission, where pulling forces and corresponding modernization are observed to compensate for the gaps between the rolling surface of the wheels and the pads.

The objective of the proposed technical solution is to create a design of a pulling type brake cylinder with a built-in brake lever automatic regulator.

The technical result is the construction of a pulling type cylinder with a built-in automatic control of the brake linkage for a unit of rolling stock used in the specified transmission with fewer levers and without loss of braking performance. In addition, the use of the proposed cylinder as a parking brake is provided, which leads to an additional effect.

The task is achieved in that the brake cylinder with an autoregulator is equipped with a piston, the rod of which or its guide, during the operation of the cylinder, is freely drawn into the hole in the front wall of the pressure chamber without friction and continues in the atmosphere where the specified autoregulator with a return spring is located, and in the back cover a recess is located in the cylinder, in which the elongated part of the rod is placed, to the end of which the parking brake actuation mechanism is attached.

Comparative analysis with other technical solutions in this technical field showed the conformity of the claimed technical solution to the criterion of "novelty." A comparison of the features of the proposed solutions with the prototype allows us to conclude that the criterion of "inventive step".

The drawing shows a brake cylinder unit rolling stock pulling type. The brake cylinder consists of a housing 1, a piston 2, a piston return spring 3, a piston slide sleeve 4 (defines the working diameter of the piston), a traction cup 5, a hollow rod 6, a sleeve 4, a thrust screw 7 with a non-self-locking thread, on which nuts are installed - traction 8 and regulating 9 (auxiliary). A spring 18, a bearing 19 and a circlip 22 are installed on the nut of the traction 8 under the traction cup 5, a spring ring 22 is installed on the nut of the regulating 9, spring 17, a bearing 21 and a circlip 20 are placed on the regulating nut 9 of the traction cup 5 (left in the drawing) . A guide nut 12 is screwed into the stepped cup 11 by the thread. The thrust screw 7 is connected to the spring-loaded sleeve 14, on the end surface (on the right) of which there are friction surfaces and a stop (on the left) 10, which can be moved in the slot of the stepped cup 11. The end of the screw 7 on the left according to the drawing, it is made in the form of an eyelet 15 for connecting to a linkage (not shown), and the end 23 on the right is intended to connect the rod (not shown) of the parking brake. These friction surfaces of the corresponding part of the sleeve 14 and the surface on the end face of the adjusting nut 9 are connected by the force of the holding spring 16 and are made in the form of protruding projections, teeth, or in other ways, providing a communication function. At the end of the hollow rod 6 there is an internal protrusion 13.

With normal clearances between the pads and bandages of the wheelsets during braking and tempering, the piston 2 moves along the sleeve 4. The outer stop of the traction cup 5, right in the drawing, is grasped by the inner stop 13 on the hollow stem 6. The clutch in the cone of the traction nut 8 is removed and the stop screw 7 connected by an eyelet 15 to a linkage (not shown) acts on the brake pads. The stop 10 of the nut 14 does not touch the internal stops (left in the drawing) of the sleeve 4 when moving by a stroke amount not exceeding size “A”, therefore, the gap adjusting unit is not included in the operation. The distance between the ring 20 and the ring stop of the traction cup does not disconnect the friction connection between the sleeve 14 and the regulating 9 (auxiliary) nut, if the spring 16 is active. This distance determines the maximum stroke of the regulating 9 (auxiliary) nut and the reduction of the regulator in one cycle when touching the stop (not shown) of the housing in the area of the end 23.

If the gap exceeds a predetermined one, then during the reverse stroke of the piston 2 under the force of a compressed return spring 3, the process of sampling the gaps of the autoregulator is started during the holiday. This occurs due to the movement of the 7 nuts installed on it: the traction 8 and the regulating 9. The piston 2 along the sleeve 4 with the traction cup 5 and the hollow rod 6 will increase with increased bearings between the blocks and the wheel pair braces. The stop 10 will select the distance "A" and abut against the corresponding left inner stop of the sleeve 4 and there will be a gap in the engagement of the friction surfaces. As a result, the nut 9, under the action of a compressed spring through the bearing 21, acts on the retaining ring 22, which will turn on the screw, which is resistant by an amount equal to the difference between the piston stroke and size "A".

Under the action of the compressed spring 18 through the bearing 19, the circlip 20, the traction nut 8 is screwed onto the screw 7 until the surface of the traction cup 5 and the friction surface of the traction nut 8 come in contact. The screw extends from the cylinder. This will lead to the establishment of a new position.

The position of the parking brake in operation is realized by extending to the right the end 23 by means of an external mechanism for actuating the parking brake of a unit of rolling stock (not shown). In addition to this possibility, the design of the cylinder can be made without the parking brake.

Note that the direct impact of the cylinder rod on the linkage provides for a constant gear ratio of one.

Estimates show that a ratio of unity corresponds to the currently used compositional pads.

Design options have been prepared for device variants with and without a parking brake with an autoregulator, prototypes have been made, and standard tests have been performed.

Claims (1)

A cylinder with a gap autoregulator, comprising a housing, caps defining a pressure chamber with a spring-loaded piston and an atmospheric chamber with a rod, characterized in that the rod extends into the opening of the pressure chamber cap and extends beyond the piston in the atmospheric cavity in the form of a thrust screw for the linkage autoregulator, on which spring-loaded nuts are installed, an eyelet for transmitting force from the piston to the lever gear, while at the end of the part of the stem emerging from the rear cover of the cylinder, it is mounted to the parking brake oz.