RU2650337C1 - Automatic brake control regulator for railway vehicles - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to the elements of pneumatic systems of brake equipment of rolling stock of rail transport. Automatic regulator of brake lever transmission of a railway rolling stock contains a regulating screw mounted in the body with regulating and traction nuts mounted on it. Control and traction nuts consist of spring-loaded segments and are configured to unilaterally move sequentially along the axis of the adjusting screw under the action of a braking force and a return spring. Spring-loaded segments are in constant engagement with the adjusting screw, forming with it a screw pair. Adjusting screw has a permanent self-locking thread, its profile angle is more than 45°.

EFFECT: efficiency of the automatic regulator of the brake linkage is achieved.

14 cl, 6 dwg

Description

Technical field

The invention relates to elements of pneumatic systems of brake equipment of a rolling stock of rail vehicles, in particular to devices for one-way control of linkages of a brake system, and can be used, for example, to maintain the output value of the rod of the brake cylinder within predetermined limits during operation of the car’s brake system.

State of the art

Known automatic brake linkage regulator, comprising a housing in which there is a control screw with a non-self-locking thread, on which a control nut and a traction nut are spring-loaded with support springs. The adjusting and traction nuts are made to rotate on thrust bearings under the action of the return and supporting springs. At the same time, a ring is fixed on the adjusting nut, fixed from axial movement by means of a thread and a threaded pin, a stop element is installed in the housing, which is fixed from axial movement by means of a thread and a threaded pin, while the stop element is mated to the ring by means of an end splined connection (Patent for invention No. RU 2174478, IPC 6 B61H 15/00, 1999 (analogue)).

A disadvantage of the known automatic controller is the presence in its design of frictional interactions, which when exposed to the regulator of vibrodynamic loads during the movement of a railway vehicle lead to its uncontrolled dissolution. In addition, the actuation of an automatic controller requires a significant effort created by the rod of the brake cylinder and spent on overcoming the efforts of a rigid return spring.

Closest to the technical nature of the claimed device is an automatic brake linkage regulator comprising a control screw mounted in the housing, on which are mounted a spring-loaded control nut and a traction nut with a friction coupling of the regulating nut with the housing, a return spring, a traction cup and a traction cup associated with it kernel. The traction cup covers the adjusting and traction nuts, in contact with their friction surfaces. The adjusting and traction nuts rotate on the thrust bearings under the action of the return and supporting springs. The case of the autoregulator interacts with the lever of the linkage, which, when tightened, moves the body with the adjusting nut along the screw, and when released, the traction nut is pulled by the action of the return spring to the regulating nut, reducing the total length of the autoregulator (Patent for invention No. RU 351742, IPC 6 В61Н 15 / 00, 1970 (prototype)).

To prevent loosening during movement (vibration), frictional connections are used: between the traction cup and the traction rod, between the cup and nuts, between the nuts themselves, and also between the adjusting nut and the housing. The indicated connections are ensured by pressing the contacting surfaces with the help of supporting springs, therefore, to actuate the automatic regulator in order to eliminate the gap between the pads and the wheelset, a significant effort is required, created by the brake cylinder rod and spent on overcoming the force of the rigid return spring.

Disclosure of the invention

When creating the invention, the problem was solved of developing the design of an automatic regulator of the brake linkage of a railway vehicle, with improved operational characteristics achieved by improving the relative position of the auto-regulator elements and changing the structural form of the parts in order to apply a different principle of operation.

The technical result consists in increasing the efficiency of an automatic brake linkage regulator by reducing the force of its return spring, necessary to tighten the linkage.

The indicated technical result is achieved in that the automatic lever brake transmission regulator of a railway vehicle, comprising an adjusting screw mounted in the housing with an adjusting and traction nut mounted on it, which according to the invention consist of spring-loaded segments that are constantly engaged with the adjusting screw, forming with it screw pair, and made with the possibility of one-sided sequential movement along the axis of the adjusting screw under the action of force braking and return spring, while the adjusting screw has a self-locking thrust thread, the profile angle of which is more than 45 °.

Moreover, according to the invention, the angle of inclination of the thrust surface of each protrusion, perceiving axial tensile load, is selected in the range from 0 to 3 ° relative to the perpendicular to the axis of the adjusting screw.

Moreover, according to the invention, the protrusions are in the form of a non-equilateral triangle.

Moreover, according to the invention, the protrusions are in the form of an isosceles trapezoid.

Moreover, according to the invention, the segments of the traction and control nuts are spring-loaded using bracelet springs.

Moreover, according to the invention, the housing is made of a pipe closed at one end by an adjusting sleeve, and from the other end by a thrust cover made with central through holes for the passage of the adjusting screw.

Moreover, according to the invention, the adjusting nut is placed in the adjusting clutch housing and is closed by a cover rigidly connected to the clutch housing by screws located in the grooves between the segments of the adjusting nut.

Moreover, according to the invention, a protective casing with a tip fixed in the axial direction by a thrust ring is fixed in the central hole of the housing of the control sleeve.

Moreover, according to the invention, the traction nut is placed in the cavity of the traction cup and is closed by a locking sleeve, to which the control sleeve is adjacent.

Moreover, according to the invention, the inner surface of the locking sleeve is made conical, tapering in the direction from the traction cup, while the surface of the traction nut from the side of the locking sleeve is also made conical, mating with the inner conical surface of the locking sleeve.

Moreover, according to the invention, in the grooves between the segments of the traction nut, pins are mounted, fixed in the shell of the traction cup.

Moreover, according to the invention, the traction cup is rigidly connected with the traction rod in the axial direction, while the traction rod is configured to allow axial rotation relative to the traction cup.

Moreover, according to the invention, the return spring is installed inside the housing coaxially with the pull rod with emphasis on the one hand in the bottom of the pull cup, and on the other hand, in the stop cover.

Moreover, according to the invention, the control screw has a single thread.

The force of pressing the brake pads is due to the pressure of the compressed air on the piston in the brake cylinder, which transfers it to the brake pads through a system of intermediate levers (lever transmission). The effectiveness of the transmission of the force generated by the cylinder rod depends on the number of intermediate links between the cylinder and the wheel, as well as the operation of the automatic brake lever controller, which maintains a constant, adjusted clearance between the block and the wheels. Lever transmission is characterized by its efficiency, which is understood as the ratio of the force of the actual pressing of the brake pads to the calculated one (with minimization of transmission losses). For a shoe brake, the pressing force differs from the calculated one by the amount of the compression force of the return spring of the automatic controller and the losses in the joints of the lever gears. Therefore, a way to increase the efficiency of the automatic controller and the brake linkage as a whole is to reduce the force of the preliminary preload of its return spring, necessary to tighten its linkage.

In the prevailing design of the automatic controller today, frictional interactions of the contact surfaces of the mating parts are used. Friction bonds are provided by preloading the contacting surfaces with the help of supporting springs. At the same time, their force is slightly greater than necessary in order to avoid dependence on the roughness (waviness) of its elements, the flexibility of the structure in the direction of application of force and is estimated based on the presence of metal-to-metal contact in the presence of lubricant. Since the efforts of the springs to move the nuts are small, the main force from the side of the springs is used to tighten the friction surfaces. In this case, the force of the return spring should be greater than the force of the supporting springs in the aggregate to ensure the operation of the autoregulator when the brake pads are worn.

In contrast to the known analogues, the proposed design of the automatic regulator uses an adjusting screw with an original thread profile, which has the property of self-braking and can withstand shock loads (jerks) during operation. At the same time, the regulating and traction nuts are made integral in the form of spring-loaded segments fixed by bracelet springs. The inner surface of the segments follows the profile of the adjusting screw.

When choosing the angle of the thread profile, the thread pitch is taken into account, which is calculated taking into account the thread diameter and maintaining the self-braking property. Depending on the angle, the linear resistance of the spring is calculated. As the angle of the thread profile decreases, the return spring force required for the axial movement of the adjusting screw with the same force holding the segments of the traction and control nuts of the bracelet springs increases significantly.

Thus, in the claimed design of the automatic regulator, stepwise adjustment of the gap between the pads and the wheelset is carried out, eliminating frictional interactions that require rigid supporting springs in the design of the automatic regulator. Moreover, the original profile of the control screw allows you to reduce the force of the return spring, affecting the efficiency of the automatic controller, more than two times in comparison with the prototype.

A new design of the automatic regulator of the brake linkage of a railway vehicle has been created, which provides a solution to many problems that arise during operation. When using the proposed solution, the indicated technical result is achieved, which consists in increasing the efficiency of the automatic controller and the brake linkage as a whole.

Thanks to the automatic adjustment of the gap between the block and the wheelset, the compressed air is more economically consumed during braking, the braking process runs more smoothly throughout the train and the braking efficiency is eliminated.

Brief Description of the Drawings

The invention is illustrated by a description of a specific example of its implementation and the accompanying graphic materials, where

- FIG. 1 shows a General view of the automatic regulator of the brake linkage of a railway vehicle (sectional view);

- FIG. 2 is a section AA of FIG. 1 (segments of the adjusting nut engaged with the adjusting screw);

- FIG. 3 is a section BB of FIG. 1 (traction nut segments meshed with the adjusting screw);

- FIG. 4 - callout In FIG. 1 (adjusting screw in longitudinal section);

- FIG. 5 - automatic controller at the time of braking with a normal gap between the brake pads and the wheel (hard traction);

- FIG. 6 - automatic regulator in case of increased clearance between the brake pads and the wheel (length adjustment).

The implementation of the invention

Automatic regulator brake linkage of a railway vehicle has a tubular body 1 (Fig. 1), made, for example, of steel. An adjusting screw 2 with a threaded thread of the original profile is mounted in the housing 1 of the auto-regulator, on which are installed one-sided axial movement along the axis of the adjusting screw 2, the adjusting nut 3 and the traction nut 4.

On one side of the housing 1, a control sleeve 5 is screwed, on the outer surface of which a turnkey hexagon 6 is made. The sleeve 5 consists of a hollow body 7 and a cover 8, the body 7 of the sleeve 5 and the cover 8 have a central through hole for the passage of the adjusting screw 2. In the central hole 9 of the housing 7 of the control sleeve 5, a protective casing 10 is fixed with a tip 11 fixed in the axial direction thrust ring 12. The protective casing 10 is made, for example, of steel. At the tip 11 there is a wiper 13 that protects the control screw 2 from contamination and damage.

In the housing 7 of the adjusting clutch 5 is placed the adjusting nut 3, consisting of several spring-loaded segments, in our example there are four of them, and which is in constant engagement with the adjusting screw 2 (Fig. 1, 2) under the influence, for example, of bracelet springs 14. The adjusting nut 3 is closed by a cover 8. Between themselves, the housing 7 and the cover 8 of the control sleeve 5 are rigidly connected, for example, by screws 15. The screws 15 are located in the grooves 16 between the segments of the control nut 3 and are designed to protect the segments from closing together, as well as for their centers Nia relative to the adjusting screw 2. The body 7 and the lid 8 regulating sleeve 5 can be made for example from cast iron.

On the other side of the body 1 of the autoregulator fixed thrust cover 17 (Fig. 1). The fastening of the stop cover 17 can be carried out, for example, by rolling, or, as shown in our example, the stop cover 17 is fixed using a snap ring 18.

Inside the housing 1 of the autoregulator there is a traction cup 19, in the cavity of which a traction nut is placed 4. The traction nut 4, as well as the adjusting nut 3, consists of spring-loaded segments (Figs. 1, 3), which are constantly engaged with the adjusting screw 2 under the action , for example, bracelet springs 20. From locking together, the segments of the traction nut 4 are held by pins 21, fastened, for example, by means of a metric thread in the ring 22 of the traction cup 19 and located in the grooves 23 between the segments of the traction nut 4.

The traction cup 19 is closed by a locking sleeve 24 screwed into it (Fig. 1) with a central through hole for the passage of the adjusting screw 2. On the left (as shown), the adjusting sleeve 5 is adjacent to the locking sleeve 24. The inner surface 25 of the locking sleeve 24 is made conical, tapering in the direction from the traction cup 19. In this case, the end surface 26 of the traction nut 19 from the side of the locking sleeve 24 is also made conical, mating with the inner conical surface 25 of the locking sleeve 24. The bottom 27 of the glass 19 is made with hole 28, in which the traction rod 29 is installed. The traction rod 29 is rigidly connected with the cup 19 in the axial direction and is thus provided with the possibility of axial rotation relative to the traction cup 19. As shown in our example, the traction rod 29 is located with a stop in the bottom 27 of the traction cup 19 with an annular collar 30 made at its end and fixed in the longitudinal direction by a washer 31 and a thrust ring 32. On the other hand, an eye 33 is screwed into the traction rod 29 with a sleeve 34 made of composite mat pressed into it rial.

A return spring 35 is mounted coaxially with the pull rod 29 inside the autoregulator body 1. The return spring 35 is installed with an emphasis on the one hand in the bottom 27 of the pull cup 19, on the other hand, in the stop cover 17. An open annular groove 36 is made on the outside of the stop cover 17. adjacent to the pull rod 29 to accommodate the wiper 37, which protects the inner cavity of the housing 1 of the autoregulator from dirt and moisture.

The adjusting screw 2 has a persistent, for example, single-thread, having the property of self-braking and withstand shock during operation (jerking). The persistent thread of the adjusting screw 2 has a profile that is formed of asymmetrical protrusions 38 and coincides with the profile of the grooves made on the inner surface of the segments of the traction 4 and the adjusting nuts 3, forming a screw pair with them. The thread pitch of the adjusting screw 2 is selected depending on the diameter of the thread, the required accuracy of adjustment and while maintaining the self-braking property. In our case, the pitch is 5 mm.

In order to exclude the possibility of chipping the crest of the helical groove and increase the reliability of the autoregulator, the slope angle α of the thrust surface 39 of each protrusion 38, which receives the axial tensile load, is selected in the range from 0 to 3 ° relative to the perpendicular to the axis of the adjusting screw 2.

To minimize the resistance to the longitudinal movement of the adjusting screw while maintaining the self-locking property of the thread, the angle of the thread profile β of the control screw is selected to be more than 45 ° (Fig. 4). The resistance to the longitudinal movement of the adjusting screw can be described by the formula for calculating the forces in the wedge mechanism.

In our case: Q = 2P * tg (90-β),

where Q is the longitudinal force on the screw,

P - radial forces acting on the screw,

β is the angle of the helical groove.

When β is equal to 45 °, the tangent of the angle in the formula is equal to unity, which means that the resistance to the longitudinal movement of the screw at such angles increases significantly.

In this case, the protrusions 38 can be made in the form of an equilateral triangle or, as shown in our example, in the form of an isosceles trapezoid.

At the right end of the adjusting screw 2, after the helical groove, a safety pin 40 is installed, made with the possibility of restricting the movement of the screw 2 to the left when the autoregulator is dissolved (Fig. 1). The end face of the eye 33 is made with the possibility of restricting the movement of the adjusting screw 2 to the right when pulling the brake linkage of the car.

When assembling the autoregulator, the thrust cover 17; fixed in the housing 1 of the autoregulator in the axial direction with the thrust ring 18. The traction rod 29 is inserted into the traction cup 19, put the washer 31 in the cup 19 and fix it with the thrust ring 32. The segments of the traction nut 4 assembled by means of bracelet springs 20 are inserted into the traction the glass 19 until it stops in the washer 31 and screw into the segments passed through the holes in the shell 22 of the traction glass 19 mounting screws (not shown), spreading the segments of the traction nut 4 from the center. In the shell 22 of the traction cup 19, pins 21 are screwed separating the segments of the traction nut 4, placing them in the grooves between the segments of the traction nut 4, and the adjusting screw 2 is inserted into the traction cup 19. Then, the mounting screws are unscrewed from the traction cup 4 and the traction nut 4 is closed locking sleeve 24.

The segments of the adjusting nut 3 assembled by means of bracelet springs 14 are inserted into the housing 7 of the adjusting clutch 5 and the segments of the adjusting nut 3 are fixed with mounting screws (not shown), separating the segments of the nut 3 from the center. The cover 8 of the control sleeve 5 is mounted on its housing 7 and fastened with screws 15, placing them between the grooves of the segments of the control nut 3. The control sleeve 5 thus assembled with the control nut 3 is put on the control screw 2 until it contacts the locking sleeve 24. Then the mounting screws get out. A return spring 35 is put on the traction rod 29, the assembled structure is installed in the housing 1, the traction rod 29 is inserted into the hole of the stop cover 17, and the adjusting sleeve 5 is screwed into the autoregulator case 1, after compressing the return spring 35. The tip 11 is mounted on the adjusting screw 2 wiper 13. A lug 33 is screwed onto the traction rod 29, by means of which the autoregulator is mounted in the brake linkage of the freight car with the outer part of the traction rod 29 being placed in the stop slot 41. On the other hand torons the autoregulator is installed in the brake linkage with a threaded end and fixed with a square washer 42 and a cotter pin 43.

The auto-regulator transfers the pulling force from the lever, which is driven by the brake cylinder, to the linkage and during operation it moves to the right and back. With a normal gap between the wagon wheel and the brake shoe, the autoregulator, when a pulling force is applied, starts to move to the right (according to the drawing) and does not reach the stop 41 (Fig. 5), or only touches it when the brake pads are already in contact with the wheels. Further, it works as a rigid traction, transmitting braking force. The force from the eye 33 is transmitted to the traction rod 29, then to the traction cup 19 and the locking sleeve 24. The locking sleeve 24 with its inner conical surface 25 comes into contact with the conical surface 26 of the traction nut 4 and transfers the braking force to the adjusting screw 2, while simultaneously pressing the segments traction nut 4 to it. This eliminates the possibility of disengaging the screw 2 and the traction nut 4 during braking. From the screw 2, the braking force is transmitted to the linkage of the car. Under these conditions, the control sleeve 5 and the control nut 3 installed in its housing 7 remain stationary relative to the control screw 2.

When the brake pads wear at the time of braking, the autoregulator with its stop cover 17 touches the stop 41 and continues its movement (Fig. 6). The housing 1 of the autoregulator with the cover 17 and the adjusting sleeve 5 are moved to the left (according to the drawing), compressing the return spring 35. The segments of the adjusting nut 3 slide along the inclined surface of the helical groove and begin to diverge in the radial direction. The braking force is transmitted in the same manner as described above (with normal clearances). If the movement of the housing 1 with the clutch 5 is less than 5 mm, then when the brakes are released under the action of the return spring 35, they occupy the previous position relative to the adjusting screw 2.

If the movement of the housing 1 with the adjusting sleeve 5 is 5 mm or more, the segments of the adjusting nut 3 will cover the entire inclined surface of the helical groove and under the action of the bracelet springs 14 will take a new position relative to the adjusting screw 2. A gap is formed between the adjusting clutch 5 and the locking sleeve 24. When the brakes are released under the action of the return spring 35, the housing 1 will pull the adjusting clutch 5 along with the segments of the adjusting nut 3 and push the adjusting screw 2 through the spring-loaded segments of the traction nut 4. Thus, the total length of the autoregulator will be reduced by a multiple of, for example, 5 mm. The gaps between the brake pads and the wheels of the car will return to normal. At the next braking, the autoregulator will again work as a rigid draft.

In order to dissolve the autoregulator manually, there is no need to disconnect it from the linkage. It is necessary to rotate the body 1 of the autoregulator counterclockwise when viewed from the brake cylinder. Rotation through the adjusting sleeve 5, the thrust cover 17, the return spring 35 and the traction cup 19 is transmitted to the regulating 3 and traction 4 nuts. They will start screwing themselves onto the adjusting screw 2 along the helical groove and pushing it outward, increasing the total length of the autoregulator. When the safety pin 40 is near the segments of the traction nut 4, with a further rotation of the housing, it will jam in the groove between them and further rotation (dissolution or retraction of the autoregulator) will become impossible.

To bring the autoregulator into operation after this, it is necessary to use the lever to move the housing 1 with the regulating clutch 5 to the left by 1 ... 2 steps of the screw groove. After the lever is removed, the adjusting clutch 5 under the action of the return spring 35 will advance the adjusting screw 2 to the right, removing the safety pin 40 from the groove between the segments of the traction nut 4. The autoregulator will be restored. This operation can be performed without dismantling the auto-regulator from the lever transmission of the car.

Thus, in the implementation of the present invention, step-by-step adjustment is realized, due to which frictional bonds, which ensure the connection of contact parts due to friction forces, are excluded. Moreover, the original profile of the adjusting screw allows you to reduce the force of the return spring, thereby achieving a technical result - increasing the efficiency of the automatic regulator of the brake linkage of a railway vehicle.

In addition, the exclusion of power friction pairs allowed to increase the overhaul life of the proposed automatic controller, which is confirmed by life tests. The proposed design of an automatic regulator is more reliable than its counterparts due to the low sensitivity of the brake linkage regulator to vibrodynamic loads during the movement of a railway vehicle.

Claims (14)

1. Automatic regulator of the brake linkage of railway rolling stock, comprising an adjusting screw mounted in the housing with an adjusting and traction nut mounted on it, characterized in that the adjusting and traction nuts consist of spring-loaded segments that are constantly engaged with the adjusting screw, forming with it screw pair, and made with the possibility of one-sided sequential movement along the axis of the adjusting screw under the action of braking forces and return spring, p and that the adjusting screw has a self-locking abutment thread profile angle of which more than 45 °. 2. The automatic controller according to claim 1, characterized in that the angle of inclination of the thrust surface of each protrusion, perceiving axial tensile load, is selected in the range from 0 to 3 ° relative to the perpendicular to the axis of the adjusting screw. 3. The automatic controller according to claim 1, characterized in that the protrusions are in the form of a non-equilateral triangle. 4. The automatic controller according to claim 1, characterized in that the protrusions are in the form of an isosceles trapezoid. 5. The automatic regulator according to claim 1, characterized in that the segments of the traction and control nuts are spring loaded with bracelet springs. 6. The automatic regulator according to claim 1, characterized in that the housing is made of a pipe closed at one end by a regulating sleeve, and on the other end - by a stop cover made with central through holes. 7. The automatic controller according to claim 5, characterized in that the control nut is located in the housing of the control sleeve and is closed by a cover rigidly connected to the body of the sleeve with screws located in the grooves between the segments of the control nut. 8. The automatic controller according to claim 5, characterized in that a protective casing with a tip is fixed in the axial direction by a thrust ring in the central hole of the housing of the control sleeve. 9. The automatic controller according to claim 5, characterized in that the traction nut is located in the cavity of the traction cup and is closed by a locking sleeve, to which the control sleeve is adjacent. 10. The automatic controller of claim 8, characterized in that the inner surface of the locking sleeve is conical, tapering in the direction from the traction cup, while the surface of the traction nut on the side of the locking sleeve is also made conical, mating with the inner conical surface of the locking sleeve. 11. The automatic regulator of claim 8, characterized in that in the grooves between the segments of the traction nut there are pins fixed in the shell of the traction cup. 12. The automatic controller of claim 8, characterized in that the traction cup is rigidly connected with the traction rod in the axial direction, while the traction rod is made to allow axial rotation relative to the traction cup. 13. The automatic regulator of claim 8, characterized in that the return spring is installed inside the housing coaxially with the pull rod with emphasis on the one hand in the bottom of the pull cup, and on the other hand, in the stop cover. 14. The automatic controller according to claim 1, characterized in that the control screw has a single thread.

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