TW201947132A - Brake cylinder device characterized by preventing the releasing reset of brake force of the spring brake, caused by the fluid supplied for the fluid brake after releasing the brake force of the spring brake - Google Patents

Abstract

The present invention provides a brake cylinder device which can prevent the releasing reset of brake force of the spring brake, caused by the fluid supplied for the fluid brake after releasing the brake force of the spring brake. A brake cylinder device 50 is equipped with a fluid brake 60, a spring brake 70 and a brake releasing mechanism 90. When the fluid brake 60 is in action, the brake cylinder device 50 supplies compressed air for the spring brake 70 in a manner of reducing the brake force of the spring brake 70. After the brake force of the spring brake 70 is released by operating the brake releasing mechanism 90, the brake cylinder device 50 sets the area S1 of the pressure receiving surface 55a that receives the compressed air supplied for the spring brake 70 in a manner of not switching to a state in which the brake force of the spring brake 70 is generated by the compressed air supplied for the spring brake 70.

Description

Brake cylinder device

The invention relates to a brake cylinder device capable of operating two different brakes of a fluid brake and a spring brake.

For example, among brake devices for railway vehicles, a brake cylinder device is known, which is used for fluid brakes driven by compressed air during normal driving, and when used for a long time to stop, etc. Both spring brakes (parking brakes) actuated by elastic force can be actuated (see, for example, Patent Documents 1 and 2).

The conventional brake cylinder device 150 shown in FIG. 8 has a first pressure chamber 164, a first piston 161, a first spring 166, and a fluid brake 160 including an output member 151 (mandrel) such as a rod or a mandrel. . The fluid brake 160 generates a fluid braking force by supplying compressed air from the first air source 104 to the first pressure chamber 164. The brake cylinder device 150 also includes a spring brake 170 including a second pressure chamber 174, a second piston 171, and a second spring 176. As the spring brake 170 discharges the compressed air in the second pressure chamber 174, the second spring 176 presses the second piston 171 and the output member 151 to generate a braking force (parking braking force). Incidentally, FIG. 8 shows a state where the spring brake 170 is in operation. The spring brake 170 is also known to suppress the operation of the spring brake 270 by supplying compressed air to the second pressure chamber 174 from a second air source 106 different from the first air source 104. A double check valve is provided in the supply path of the compressed air (patent document 2 second figure). When compressed air is not supplied to the supply path from the second air source 106, compressed air from the first air source 104 is supplied to the first pressure chamber 164, and is also supplied to the second pressure chamber 174 via the double check valve 108. . Therefore, the problem of excessive braking force when the spring brake 170 is simultaneously activated when the fluid brake 160 is activated is prevented.
[Prior technical literature]
[Patent Literature]

[Patent Document 1] Japanese Patent No. 5654129
[Patent Document 2] Japanese Patent Laid-Open No. 63-125834

[Problems to be solved by the invention]

However, most of the previous brake cylinder devices 150 illustrated in FIG. 8 are equipped with a brake release mechanism 190 that releases the spring brake 170 (parking brake) during operation, and allows the fluid brake 160 to release the spring brake 170. Braking power. The brake release mechanism 190 includes a clutch mechanism 180 described below.

First, the clutch mechanism 180 is a mechanism that connects or disconnects the output member 151 and the second piston 171, and switches the transmission or cutoff of the force of the spring brake 170. The clutch mechanism 180 is provided with a nut member 181 which rotatably supports the second piston 171 and is screwed with the output member 151. In addition, the state in which compressed air is supplied to the second pressure chamber 174 is shifted to the state in which compressed air is discharged, and the clutch 184 that is engaged with the nut member 181 is engaged with the second piston 171 by the force of the second spring 176 When the output member 151 moves, the output member 151 and the second piston 171 are connected to each other. On the other hand, in a state where the compressed air is supplied to the second pressure chamber 174, the clutch mechanism 180 is in an uncoupled state in which the connection between the output member 151 and the second piston 171 is released. In the brake cylinder device 150, the clutch mechanism 180 shifts to the above-mentioned connected state, and the concave-convex teeth of the nut member 181 and the clutch 184 mesh with each other to maintain the braking force of the spring brake 170.

The brake release mechanism 190 includes a lock lever 191 that restricts / releases the rotation of the clutch case 182 of the nut member 181 of the clutch mechanism 180 rotatably. The end portion 191a of the lock lever 191 is engaged with the latch teeth 182c provided in the clutch case 182 to restrict the rotation of the clutch case 182. The lock lever 191 can be manually released. If the lock lever 191 is pulled upward in the figure to release the engagement between the above-mentioned end portion 191a and the latch teeth 182c of the clutch box 182, it may be possible to keep the nut member 181 and the clutch 184 engaged. Rotating in a state causes the entire clutch mechanism 180 to idle. In other words, the output member 151 and the second piston 171 may be relatively displaced. Thereby, as shown in FIG. 8, the first piston 161 and the second piston 171 move to the end of the stroke by the force of the first spring 166 and the second spring 176, and the first piston 161 and the output member 151 do not act toward the braking force. Move in the direction to release the braking force of the spring brake 170.

For example, during the return operation, after the braking force of the spring brake 170 is released, the compressed air is not supplied to the second pressure chamber 174. As shown in FIG. 9, if the first air source 104 is passed through the double check valve When 108 supplies compressed air to the second pressure chamber 174, the area S3 of the second piston 171 that receives the reaction force is large, so it is pressed in the anti-braking direction, and the rotation restriction of the lock lever 191 to the clutch 184 is restored, that is, The engagement of the end portion 191a and the latch teeth 182c is restored, and the clutch mechanism 180 is in an unconnected state. After that, as shown in FIG. 10, when the supply of compressed air from the first air source 104 is stopped and the compressed air in the second pressure chamber 174 is reduced, the second spring 176 is extended and the clutch mechanism 180 is moved to the connection. In this state, the operation of the spring brake 170 caused by the second spring 176 is restored.

However, in this case, the supply of compressed air from the first air source 104 is intended to use the fluid brake 160, and the spring brake 170 is reset, and after the compressed air of the fluid brake 160 is discharged, it becomes the spring brake 170. State of effect.

In the above example, for the sake of easy understanding, the structure and operation of the clutch mechanism 180 will be described on the premise that the clutch mechanism 180 is present. However, if it is provided with a restriction portion (latch 182c) that restricts the relative displacement of the output member 151 and the second piston 171 These problems also occur in the configuration of the release section (lock lever 191) that releases the restriction of the restriction section. That is, the existence of the clutch mechanism 180 is not necessary.

The present invention has been made in view of such a practical situation, and an object thereof is to provide a brake cylinder device that can prevent the resetting of the braking force of the spring brake caused by the fluid supplied to the fluid brake after the braking force of the spring brake is released. .
[Technical means to solve the problem]

A brake cylinder device that solves the above problems includes a fluid brake that generates a braking force by supplying a fluid, a spring brake that generates a braking force by discharging the fluid independently of the fluid brake, and a release portion that releases the spring brake. Brake force; when the fluid brake is applied, the fluid is supplied to the spring brake in such a manner that the braking force of the spring brake is reduced, and the brake force of the spring brake is released by operating the release portion so as not to switch. The pressure-receiving area for receiving the fluid supplied to the spring brake is set in such a manner that the braking force of the spring brake is generated by the pressure of the fluid supplied to the spring brake.

According to the above configuration, the pressure-receiving area receiving the fluid supplied to the spring brake is set so as not to switch to a state in which the braking force of the spring brake is generated. Therefore, it is possible to prevent the resetting of the brake force of the spring brake caused by the fluid supplied to the fluid brake after the brake force of the spring brake is released by the release portion.

The brake cylinder device preferably includes a first pressure chamber that presses a first piston that generates a braking force of the fluid brake by supplying the fluid, and a second pressure chamber that generates the spring by supplying the fluid. The second piston is pressed against the elastic force of the braking force of the brake; and the third pressure chamber is provided independently of the second pressure chamber, and supplies the fluid that generates the braking force of the fluid brake and the above-mentioned spring brake. The elastic force opposes the second piston, and the pressure receiving area is a pressure receiving area of the fluid in the third pressure chamber on the second piston.

According to the above configuration, the third pressure chamber for supplying the fluid supplied to the fluid brake is provided, and the pressure-receiving area of the third pressure chamber is set to an area for maintaining a state in which the braking force of the spring brake is released. When fluid is supplied to the second pressure chamber, the pressure of the fluid on the pressure-receiving surface (area) of the third pressure chamber acts on the second piston.

In the brake cylinder device, it is preferable that the third pressure chamber communicates with the first pressure chamber, and the fluid that causes the fluid to brake is supplied through the first pressure chamber.

According to the above configuration, by supplying the fluid to the first pressure chamber and the fluid to the third pressure chamber, the pressure of the fluid supplied to the fluid brake can be applied to the second piston.
[Effect of the invention]

According to the present invention, the release of the braking force of the spring brake caused by the fluid supplied to the fluid brake after the braking force of the spring brake is released can be prevented from being reset.

(First Embodiment)
Hereinafter, a first embodiment in which the brake cylinder device is embodied as a unit brake will be described with reference to FIGS. 1 to 4.

<Overall structure of unit brake 100>
The unit brake 100 shown in FIG. 1 is configured as a brake device for a railway vehicle. The unit brake 100 brakes the rotation of the wheel W by bringing the brake block 31 into contact with the wheel W of the vehicle. The unit brake 100 is provided with: a brake cylinder device 50 having a driving lever 51; a brake operating lever 20 which can be swung by axial movement of the lever 51; and a brake block seat 30 which can be swung by the brake lever 20 While moving forward and backward, the brake block 31 is installed. The unit brake 100 includes a housing 40, which is formed in a hollow shape, and the inside thereof is configured to communicate with the atmosphere. The case 40 is fixed to a trolley or the like of the vehicle.

＜ Brake lever 20 ＞
A brake lever 20 is housed in the case 40. The brake lever 20 is rotatably supported by a support shaft 21 mounted in the casing 40. The brake lever 20 is provided in a state of being extended up and down. The support shaft 21 is provided at a middle portion of the brake lever 20. The upper end portion 22 of the brake lever 20 is rotatably supported by the lever 51. A bearing hole 24 is provided at the lower end of the brake lever 20. A spherical bearing 26 is embedded in the bearing hole 24. A sheath 28 is fixed to the inner wheel of the spherical bearing 26. The sheath 28 is formed in a cylindrical shape. An internal thread is formed on the inner surface of the sheath 28. The support shaft 29 is screwed into the internal thread of the sheath 28. Thereby, the amount of protrusion of the support shaft 29 with respect to the sheath 28 can be adjusted.

＜ Shell 40 ＞
The casing 40 is formed with an upper first opening 41, an upper second opening 42, and a lower opening 43. The upper first opening portion 41 is formed above the wheel-side side wall 44 (the left side wall in FIG. 1) of the case 40. The brake cylinder device 50 is attached to the case 40 so as to cover the first opening 41 on the upper side of the case 40. A supply path for supplying compressed air is inserted into the upper second opening portion 42.

The lower opening portion 43 is formed below the wheel-side sidewall 44. The support shaft 29 projects to the wheel side through the lower opening portion 43. A brake block seat 30 is provided at the front end of the support shaft 29.

＜ Brake cylinder device 50 ＞
The brake cylinder device 50 includes a lever 51 provided with a plurality of screws on an outer peripheral surface thereof, and the brake lever 20 is caused to swing by moving the lever 51 in the axial direction.

The brake cylinder device 50 includes a fluid brake 60 that is used to decelerate or stop a traveling vehicle; a spring brake 70 that is used when the vehicle is stopped; the clutch mechanism 80; and a brake release mechanism 90. The fluid brake 60 and the spring brake 70 are configured to operate the same lever 51. The brake release mechanism 90 corresponds to a release portion.

＜ Fluid brake 60 ＞
The fluid brake 60 is operated by compressed air as a fluid. The fluid brake 60 includes a first piston 61 connected to a lever 51. The first pressure chamber 64 and the first spring 66 act on the first piston 61 in opposition. The fluid brake 60 opposes the biasing force of the first spring 66 by supplying compressed air to the first pressure chamber 64, and the first piston 61 moves in a braking direction (arrow X1 direction), which is a direction in which the lever 51 generates braking force. The fluid brake 60 includes a bottomed cylindrical first cylinder block 62 in which a first piston 61 is slidably accommodated.

The first cylinder block 62 is provided with a first port 63 for discharging compressed air. A first pressure chamber 64 communicating with the first port 63 is formed in the first cylinder block 62. The first pressure chamber 64 is formed by the first piston 61 and the first cylinder 62. In accordance with a specific braking operation, compressed air is supplied or discharged to the first pressure chamber 64. The first pressure chamber 64 is divided in a reverse braking direction by a clutch box 82 described later.

＜ Spring brake 70 ＞
The spring brake 70 includes a second piston 71 that is penetrated by the lever 51 and is movably disposed in the axial direction of the lever 51. The second pressure chamber 74 and the second spring 76 act on the second piston 71 in opposition. The spring brake 70 moves from a state where compressed air is supplied to the second pressure chamber 74 to a state where compressed air is discharged, and a force of the second spring 76 moves the second piston 71 in the braking direction (arrow X1). Direction). The spring brake 70 includes a second cylinder block 72 that slidably houses a second piston 71.

The second cylinder block 72 includes a cylinder portion 75 disposed on the outer peripheral side of the cylinder portion 65 of the first cylinder block 62. The second piston 71 is configured to be in contact with an end portion of the barrel portion 65 of the first cylinder 62. The second cylinder block 72 is fixed to the case 40. A second pressure chamber 74 is formed between the second piston 71 and the wheel-side sidewall 44 of the casing 40 to supply and discharge compressed air through a second port 73. The second pressure chamber 74 is formed by the second piston 71, the housing 40, and the second cylinder 72. The second pressure chamber 74 and the first pressure chamber 64 are opposed to each other and have a circular shape. The second pressure chamber 74 is divided outside the clutch case 82 described later.

The second piston 71 is provided with a second spring 76 on the side opposite to the second pressure chamber 74. The second spring 76 is disposed between the barrel portion 65 of the first cylinder block 62 disposed on the inside and the barrel portion 75 of the second cylinder block 72 disposed on the outside, and is disposed in the first pressure chamber 64. The outer side is arranged on a concentric circle. When compressed air is received in the second pressure chamber 74, the second spring 76 is compressed. Normal compressed air is introduced into the second pressure chamber 74, and the second spring 76 is compressed. However, by performing a specific braking operation such as parking, the compressed air in the second pressure chamber 74 is discharged, and the elastic force of the second spring 76 causes The lever 51 moves in the braking direction (direction of arrow X1).

As shown in an enlarged cross-section in FIG. 2, the second piston 71 has a clutch housing portion 71 a whose central portion is convex on the first piston 61 side. A clutch mechanism 80 is housed inside the clutch housing portion 71a. At the end portion on the rod 51 side of the second piston 71, a side wall 71 b extending in the axial direction of the rod 51 is formed. A thrust bearing 85 described later is held on the side wall 71b.

The first spring 66 is disposed between the first piston 61 and the second piston 71. The first spring 66 is a person who presses the first piston 61 in the reverse braking direction (arrow X2 direction) in which the first pressure chamber 64 contracts, and if compressed air is supplied to the first pressure chamber 64, the first spring 66 is compressed by the compression. The air is compressed. Since compressed air is not normally supplied to the first pressure chamber 64, the lever 51 is moved in the reverse braking direction (arrow X2 direction) by the elastic force of the first spring 66. The first pressure chamber 64 is supplied with compressed air by a specific braking operation, and the lever 51 is moved in the braking direction (arrow X1 direction). When the compressed air in the first pressure chamber 64 is discharged by a specific brake release operation, the lever 51 returns to the initial state by the elastic force of the first spring 66.

As shown in FIG. 1, the brake cylinder device 50 is provided with a pressure chamber separated from the second pressure chamber 74, that is, by acting as a second spring 76 by supplying compressed air supplied to the first pressure chamber 64. The third pressure chamber 55 moves the second piston 71 in the anti-braking direction (X2 direction) against the force.

The second pressure chamber 74 is disposed near the rod 51, and the third pressure chamber 55 is disposed farther from the rod 51 than the second pressure chamber 74. That is, the third pressure chamber 55 is provided closer to the outer periphery of the brake cylinder device 50 than the second pressure chamber 74 and is a circular space. The third pressure chamber 55 supplies compressed air supplied to the first pressure chamber 64 through the communication path 56. The communication path 56 is formed along the edge of the brake cylinder device 50.

The area S1 of the pressure-receiving surface 55a of the third pressure chamber 55 is set to a released state where the relative displacement of the lever 51 and the second piston 71 is allowed by the operation of the lock lever 91, and the released state is maintained even if the fluid brake 60 is actuated. Within the range of the area, in other words, it is set to an area where the braking force of the spring brake 70 is not reached. That is, the area S1 of the pressure receiving surface 55a receiving the compressed air supplied to the spring brake 70 is set to a state in which the braking force of the spring brake 70 is not switched.

＜ Clutch mechanism 80 ＞
The clutch mechanism 80 allows rotation of the nut member 81 with respect to the lever 51 when driving the fluid brake 60, and restricts rotation of the nut member 81 with respect to the lever 51 when driving the spring brake 70. The clutch mechanism 80 is disposed in a region that does not interfere with the first pressure chamber 64 and the second pressure chamber 74. That is, the clutch mechanism 80 is in a state where the connecting rod 51 and the second piston 71 are connected by the second piston 71 moving in the braking direction, and the second pressure chamber 74 is supplied with compressed air that opposes the force of the second spring 76. In the state, the unconnected state where the connection between the lever 51 and the second piston 71 is released is set.

The clutch mechanism 80 includes a nut member 81, a clutch box 82 that stores the nut member 81 inside, a bearing 83 that rotatably supports the nut member 81 to the clutch box 82, and a clutch 84 that is disposed to face the nut member 81 . The clutch mechanism 80 includes a thrust bearing 85 that rotatably supports the clutch case 82 to the second piston 71, a clutch case compression spring 86, and a clutch spring 87. The clutch mechanism 80 is normally non-rotatably locked by the lock lever 91.

The nut member 81 is rotatably engaged with the rod 51. The nut member 81 rotatably supports the clutch case 82 via a bearing 83. Thereby, the nut member 81 is rotated by the relative movement of the lever 51 and the clutch case 82. In addition, the nut member 81 is supported so as to be movable with the clutch case 82 in the reverse braking direction (direction of arrow X2). Further, a portion of the nut member 81 facing the clutch 84 is formed with external teeth 81 a that mesh with the external teeth 84 a of the clutch 84.

When the outer teeth 81a of the nut member 81 and the outer teeth 84a of the clutch 84 are engaged, the clutch box 82 is allowed to move in the braking direction (arrow X1 direction) and the anti-braking direction (arrow X2 direction), but is restricted from moving around the lever. The rotation direction of the 51 axis is shifted.

The clutch box 82 is formed as a cylindrical member in which the nut member 81 and the clutch 84 are arranged on the inside. The clutch 84 restricts the clutch box 82 from sliding in a rotational direction centered on the axis direction of the lever 51 and slides parallel to the axis direction. That is, the clutch case 82 is supported by the clutch 84 so as to be slidable in the moving direction of the second piston 71.

The clutch case 82 is provided with a clutch release spring 82 b that biases the clutch 84 in a direction away from the nut member 81. The clutch release spring 82 b is provided inside the clutch case 82 (on the lever 51 side) and outside the nut member 81 and the clutch 84. A clutch case compression spring 86 is provided between the clutch case 82 and the second piston 71.

The clutch 84 is a cylindrical member and is provided so as to face the nut member 81 around the lever 51. The clutch 84 is rotatably supported by the second piston 71 via a thrust bearing 85 at an end portion in the reverse braking direction (direction of arrow X2). As a result, when the second piston 71 moves in the braking direction (arrow X1 direction) with respect to the lever 51 by the urging force of the second spring 76, the clutch 84 also passes through the second piston 71 and the thrust bearing 85 together with the second piston 71. The lever 51 is moved in the braking direction (arrow X1 direction).

The above-mentioned clutch mechanism 80 is disposed inside the second pressure chamber 74. The clutch mechanism 80 moves from the state in which compressed air is supplied to the second pressure chamber 74 to the state in which compressed air is discharged, and the biasing force of the clutch 84 and the second piston 71 together with the second piston 71 is applied to the brake 51 by the force of the second spring 76. It moves in the direction (direction of arrow X1), and meshes with the nut member 81 (the outer teeth 81a of the nut member 81 and the outer teeth 84a of the clutch 84), and sets the connection state between the connecting rod 51 and the second piston 71.

On the other hand, in a state where compressed air is supplied to the second pressure chamber 74, the clutch 84 is separated from the nut member 81 (the outer teeth 81a and the outer teeth 84a are not meshed), and the nut member 81 is in a freely rotatable state. Therefore, in a state where the compressed air is supplied to the second pressure chamber 74, the clutch mechanism 80 is set to a non-connected state in which the connection between the lever 51 and the second piston 71 is released.

＜ Brake release mechanism 90 ＞
The brake release mechanism 90 has a lock lever 91 serving as a latch tooth 82c and a latch of the clutch box 82 as a restriction portion that restricts the relative displacement of the lever 51 and the second piston 71 when the clutch mechanism 80 is in the connected state. The restriction of the tooth 82c is manually released. The brake release mechanism 90 releases the restriction of the latch teeth 82c by operating the lock lever 91, and allows the relative displacement of the lever 51 and the second piston 71 to release the braking force of the spring brake 70. In addition, the brake release mechanism 90 resumes the restriction of the relative displacement of the lever 51 and the second piston 71 by the latch teeth 82c by supplying compressed air to the second pressure chamber 74 until the restriction of the latch teeth 82c is restored.

The latch teeth 82c are provided on the outer peripheral surface of the end portion of the clutch box 82 in the braking direction (direction of arrow X1). The base end of the lock lever 91 is provided with a lock tooth 91a configured to be fastened to the latch tooth 82c. The lock lever 91 is urged by the biasing member 92 in the direction in which the lock teeth 91a are engaged with the latch teeth 82c, and the lock lever 91 is pulled up to release the engagement of the latch teeth 82c and the lock teeth 91a. The clutch box 82 Become rotatable. The reason why the lock state of the clutch box 82 can be released is when the compressed air of the second pressure chamber 74 is exhausted for indwelling, and the second spring 76 of the spring brake 70 is extended (the spring brake 70 is activated). , The spring brake 70 can be manually released.

＜ Stand 51 ＞
The lever 51 is inserted into the upper first opening portion 41. The upper end portion 22 of the brake lever 20 is a portion that receives a force from the lever 51 as the lever 51 is driven, and is inserted between the wall portions of the lever 51.

The guide rod 52 is inserted inside the rod 51. As shown in FIG. 1, the base end portion of the guide rod 52 is fixed to the side wall 45 of the casing 40 on the side opposite to the wheel, and is arranged coaxially with the lever 51.

<Supply path of compressed air>
As shown in FIG. 1, the brake cylinder device 50 includes a first supply path 1 for supplying compressed air to the first pressure chamber 64 and a second supply path 2 for supplying compressed air to the second pressure chamber 74.

The first supply path 1 supplies compressed air from the first air source 4, and the supply and discharge of compressed air to the first pressure chamber 64 is controlled by the fluid brake control device 5. The first supply path 1 is connected to the first port 63. The fluid brake control device 5 changes the braking amount by changing the supply amount of compressed air in accordance with the braking operation of the vehicle.

The second supply path 2 supplies compressed air from a second air source 6 different from the first air source 4 and controls the supply of compressed air to the second pressure chamber 74 based on the control of the spring brake control solenoid valve 7. The second supply path 2 is connected to the second port 73. The spring brake control solenoid valve 7 releases the brake of the second spring 76 by supplying compressed air when the parking brake of the non-operating vehicle is being braked. On the other hand, when the parking brake of the vehicle is operated, the spring brake control solenoid valve 7 discharges the compressed air through the spring brake control solenoid valve 7 and causes the brake to act by the second spring 76.

(action)
Next, the operation of the unit brake 100 will be described.
First, a state in which the vehicle is not braked will be described with reference to FIG. 1. In the state shown in FIG. 1, the unit brake 100 is controlled such that compressed air is supplied from the first air source 4 to the first pressure chamber 64 through the first port 63 without using the fluid brake control device 5. Then, the compressed air in the first pressure chamber 64 is discharged from the fluid brake control device 5 through the first port 63. Therefore, the first piston 61 is urged by the first spring 66 in the anti-braking direction (the direction of the arrow X2), and the first piston 61 is brought into contact with the bottom of the first cylinder 62.

On the other hand, in the state shown in FIG. 1, the unit brake 100 is supplied with compressed air from the first air source 4 to the second pressure chamber 74 through the second port 73 based on the control of the spring brake control solenoid valve 7. Therefore, the second piston 71 opposes the urging force of the second spring 76 by the compressed air supplied to the second pressure chamber 74 and moves in the anti-braking direction (the direction of the arrow X2). In this state, as shown in FIG. 2, the outer teeth 81 a of the nut member 81 and the outer teeth 84 a of the clutch 84 do not mesh with each other, and a gap is formed.

Next, a state in which the vehicle is braked by the spring brake 70 will be described with reference to FIG. 3.
When the spring brake 70 is actuated, for example, the fluid brake 60 is actuated, and the spring brake 70 as a parking brake or the like is actuated in a state where the railway vehicle is completely stopped. The spring brake 70 is operated by discharging the compressed air from the second pressure chamber 74 under the control of the spring brake control solenoid valve 7.

When the compressed air supplied into the second pressure chamber 74 is discharged, the second piston 71 starts to move in the braking direction (the direction of the arrow X1) by the urging force of the second spring 76. At this time, the clutch 84 starts to move in the braking direction with respect to the lever 51 together with the second piston 71 with the thrust bearing 85 supported by the second piston 71 rotatably. At this time, the clutch 84 moves in the braking direction with respect to the clutch case 82. When the second piston 71 starts to move with respect to the lever 51 together with the clutch 84 in this way, the clutch 84 comes into contact with the nut member 81. That is, the outer teeth 81a of the nut member 81 shown in FIG. 2 mesh with the outer teeth 84a of the clutch 84, and the rotation of the nut member 81 is stopped.

As described above, the clutch member 80 is engaged with the clutch 84 by the nut member 81, and the clutch mechanism 80 moves from the non-connected state to the connected state. In this connected state, since the rotation of the nut member 81 is stopped, the second piston 71 is moved in the braking direction (arrow X1 direction) by the force of the second spring 76 through the clutch 84 and the nut member 81 When the lever 51 is biased, the first piston 61 and the lever 51 are maintained in a state of moving in the braking direction. That is, the state in which the spring brake 70 is operated and the spring braking force is maintained is maintained.

Next, referring to FIG. 3, a description will be given of a case where the brake is manually released from the state where the brake is applied to the vehicle by the spring brake 70.
As shown in FIG. 3, if the brake lever 91 is used to manually release the brake from the spring brake 70 to the vehicle, it can be rotated while the nut member 81 and the clutch 84 are engaged, and the clutch mechanism 80 as a whole can be rotated. Idling. Thereby, the first piston 61 is moved to the end of the stroke by the force of the first spring 66, the second piston 71 is moved to the end of the stroke by the force of the second spring 76, and the first piston 61 and the lever 51 are moved in the anti-braking direction (X2 Direction) to release the braking force of the spring brake 70.

Next, as shown in FIG. 4, thereafter, even if, for example, air leakage occurs in the second supply path 2, the fluid brake control device 5 supplies compression to the first pressure chamber 64 from the first air source 4 in accordance with the braking operation of the vehicle. The air and the compressed air supplied to the first pressure chamber 64 are also supplied to the third pressure chamber 55 through the communication path 56. The area S1 of the pressure-receiving surface 55a of the third pressure chamber 55 is set within a range that maintains the released state even when the fluid brake 60 is actuated. In other words, it is set to an area that does not reach the braking force of the spring brake 70. The release of the fluid brake 60 is also maintained. Thereby, the double check valve can be omitted, and the braking force of the spring brake 70 can be prevented from being added to the braking force of the fluid brake 60 after the spring brake 70 is manually released. In addition, when the fluid brake 60 is actuated, the force of the second piston 71 and the second spring 76 can be opposed to each other, and the force can be maintained while moving in the anti-braking direction (X2 direction), which can prevent the fluid brake 60 and the spring brake 70 at the same time. Acting, the excessive braking force acts on both the fluid braking force and the spring braking force.

As described above, according to this embodiment, the following effects can be exhibited.
(1) The area S1 of the pressure receiving surface 55a that receives the compressed air supplied to the spring brake 70 is set to a state in which the braking force of the spring brake 70 is not switched. Therefore, the release of the braking force of the spring brake 70 caused by the compressed air supplied to the fluid brake 60 after the braking force of the spring brake 70 is released by the brake release mechanism 90 can be prevented.

(2) A third pressure chamber 55 for supplying the compressed air supplied to the fluid brake 60 is provided. The area S1 of the pressure-receiving surface 55a of the third pressure chamber 55 is set to an area that maintains the state in which the braking force of the spring brake 70 is released. When compressed air is not supplied to the second pressure chamber 74, the pressure of the compressed air on the pressure-receiving surface (area) of the third pressure chamber 55 acts on the second piston 71.

(3) By supplying compressed air to the first pressure chamber 64 and also supplying compressed air to the third pressure chamber 55, the pressure of the compressed air supplied to the fluid brake 60 can be applied to the second piston 71.

(Second Embodiment)
Hereinafter, a second embodiment in which the brake cylinder device is embodied as a unit brake will be described with reference to FIGS. 5 to 7. The brake cylinder device of this embodiment is different from the first embodiment described above in that the third pressure chamber is arranged inside. The following description focuses on differences from the first embodiment.

As shown in FIG. 5, the brake cylinder device 50 includes a pressure chamber that is separated from the second pressure chamber 74 and is divided, that is, the second piston 71 and the second piston 71 are supplied by supplying compressed air to the first pressure chamber 64. The third pressure chamber 57 is opposed to the biasing force of the spring 76 and moves in the anti-braking direction (X2 direction). The third pressure chamber 57 functions as a counter-brake pressure applying unit. The third pressure chamber 57 communicates with the equalization chamber 59 from a central passage 58 of the second piston 71.

The third pressure chamber 57 is arranged inside the lever 51, and the second pressure chamber 74 is arranged farther away from the lever 51 than the third pressure chamber 57. That is, the second pressure chamber 74 is provided closer to the outer periphery of the brake cylinder device 50 than the third pressure chamber 57, and is an annular space. The third pressure chamber 57 supplies compressed air supplied to the first pressure chamber 64. The first pressure chamber 64 and the third pressure chamber 57 are directly connected and formed.

The area S2 minus the equalization chamber 59 from the pressure-receiving surface 57a of the third pressure chamber 57 is set to a released state that allows the relative displacement of the lever 51 and the second piston 71 by the operation of the lock lever 91, even if the fluid brakes The 60 operation also maintains the area within the released state.

(action)
Next, the operation of the unit brake 100 will be described with reference to FIGS. 6 and 7.
As shown in FIG. 6, if the brake is manually released from the state where the brake is applied to the vehicle by the spring brake 70, the brake mechanism 80 may rotate while the nut member 81 and the clutch 84 are engaged, and the entire clutch mechanism 80 may idle. As a result, the second piston 71 is moved to the end of the stroke by the force of the first spring 66, and the second piston 71 is moved to the end of the stroke by the force of the second spring 76. Direction) to release the braking force of the spring brake 70.

Next, as shown in FIG. 7, thereafter, even if air leakage or the like occurs in the second supply path 2, the fluid brake control device 5 supplies compression to the first pressure chamber 64 from the first air source 4 in accordance with the braking operation of the vehicle. The compressed air supplied to the first pressure chamber 64 is also supplied to the third pressure chamber 57. Since the area S2 of the equalization chamber 59 minus the pressure-receiving surface 57a of the third pressure chamber 57 is set within an area that maintains the released state even when the fluid brake 60 is actuated, the fluid brake 60 is maintained at the released state even if the fluid brake 60 is actuated. status. This makes it possible to omit the double check valve and prevent the brake force of the spring brake 70 from being manually released, and then add the brake force of the spring brake 70 to the brake force of the fluid brake 60. In addition, when the fluid brake 60 is actuated, the force of the second piston 71 and the second spring 76 can be opposed to each other, and the force can be maintained while moving in the anti-braking direction (direction X2). Acting, the excessive braking force acts on both the fluid braking force and the spring braking force.

As described above, according to this embodiment, the same effects as those of (1) and (2) of the first embodiment can be exhibited.
In addition, each of the above-mentioned embodiments can be implemented in the following modes, which are appropriately changed.

-In the above embodiment, the release of the braking force of the spring brake 70 may be performed manually or mechanically.
・ In each of the above-mentioned embodiments, the nut member and the latch may be mounted in reverse.

In each of the above embodiments, the unit 51 of the brake cylinder device 50 is driven by the unit brake 100 that applies the braking force to the brake block 31 via the brake lever 20. However, the first piston of the brake cylinder device 50 may be driven by a unit brake that applies braking force to the brake block 31 via a wedge.

・ In each of the above embodiments, compressed air is used as the fluid, but oil may be used instead of compressed air.

It should be clear to a person skilled in the art that the invention may be embodied in other specific forms without departing from the scope of its technical idea. For example, one of the parts or features described in the embodiment (or one or more aspects thereof) may be omitted. The scope of the present invention should be determined with reference to the scope of the additional patent application, and all the scope of the equivalents granted by the scope of the patent application.

1‧‧‧The first supply route

2‧‧‧ 2nd supply route

4‧‧‧ the first air source

5‧‧‧ Fluid brake control device

6‧‧‧Second air source

7‧‧‧Spring Brake Control Solenoid Valve

20‧‧‧Brake lever

21‧‧‧ support shaft

22‧‧‧ upper end

24‧‧‧bearing hole

26‧‧‧ Spherical Bearing

28‧‧‧ sheath

29‧‧‧ fulcrum

30‧‧‧Brake Block Seat

31‧‧‧Brake block

40‧‧‧shell

41‧‧‧ Upper opening 1

42‧‧‧ Upper second opening

43‧‧‧ bottom opening

44‧‧‧ Wheel side wall

45‧‧‧ sidewall

50‧‧‧Brake cylinder device

51‧‧‧par

52‧‧‧Guide Stick

55‧‧‧The third pressure chamber

55a‧‧‧Pressed surface

56‧‧‧Connected path

57‧‧‧The third pressure chamber

57a‧‧‧Pressed surface

58‧‧‧ Central access

59‧‧‧Equalization Room

60‧‧‧ fluid brake

61‧‧‧The first piston

62‧‧‧The first cylinder

63‧‧‧Port 1

64‧‧‧The first pressure chamber

65‧‧‧ tube body

66‧‧‧The first spring

70‧‧‧ spring brake

71‧‧‧ 2nd piston

71a‧‧‧Clutch storage section

71b‧‧‧ sidewall

72‧‧‧ 2nd cylinder

73‧‧‧Port 2

74‧‧‧Second pressure chamber

75‧‧‧ tube body

76‧‧‧ 2nd spring

80‧‧‧clutch mechanism

81‧‧‧nut member

81a‧‧‧External teeth

82‧‧‧clutch box

82b‧‧‧ clutch release spring

82c‧‧‧Latch teeth

83‧‧‧bearing

84‧‧‧Clutch

84a‧‧‧outer teeth

85‧‧‧thrust bearing

86‧‧‧ clutch box pressure spring

87‧‧‧ clutch spring

90‧‧‧Brake release mechanism

91‧‧‧ lock lever

91a‧‧‧Locking teeth

92‧‧‧Force member

100‧‧‧unit brake

104‧‧‧The first air source

106‧‧‧Second air source

108‧‧‧ Duplex check valve

150‧‧‧Brake cylinder device

151‧‧‧Output component

160‧‧‧ fluid brake

161‧‧‧Piston 1

164‧‧‧The first pressure chamber

166‧‧‧The first spring

170‧‧‧ spring brake

171‧‧‧The second piston

174‧‧‧Pressure chamber 2

176‧‧‧Second spring

180‧‧‧clutch mechanism

181‧‧‧nut member

182‧‧‧clutch box

182C‧‧‧Latch teeth

184‧‧‧Clutch

190‧‧‧Brake release mechanism

191‧‧‧Locking lever

191a‧‧‧end

S1, S2, S3‧‧‧ Area

W‧‧‧ Wheel

FIG. 1 is a diagram showing the structure of a unit brake having a brake cylinder device in a first embodiment of the brake cylinder device.

FIG. 2 is a partial cross-sectional view showing an enlarged structure of the brake cylinder device according to this embodiment.

FIG. 3 is a diagram showing a state in which the braking force of the spring brake of the brake cylinder device of the embodiment has been released.

FIG. 4 is a diagram showing the fluid brake operation state in the brake cylinder device of the embodiment.

Fig. 5 is a diagram showing the structure of a unit brake having a brake cylinder device in a second embodiment of the brake cylinder device.

FIG. 6 is a diagram showing a state in which the braking force of the spring brake of the brake cylinder device of the embodiment has been released.

FIG. 7 is a diagram showing a fluid brake operation state in the brake cylinder device of the embodiment.

FIG. 8 is a diagram showing the configuration of a unit brake having a prior brake cylinder device.

FIG. 9 is a diagram showing a state in which a braking force is imparted to a spring brake by a conventional brake cylinder device.

FIG. 10 is a diagram showing a state in which the braking force of the spring brake is released by the conventional brake cylinder device.

Claims (3)

A brake cylinder device includes: Fluid brake, which generates braking force by supplying fluid; A spring brake that discharges the fluid independently of the fluid brake to generate a braking force; and A release portion that releases the braking force of the spring brake, When the fluid brake acts, the fluid is supplied to the spring brake in such a manner that the braking force of the spring brake is reduced, and After the braking force of the spring brake is released by operating the release portion, the spring braking force is set to be accepted by the spring brake so as not to switch to a state where the braking force of the spring brake is generated by the pressure of the fluid supplied to the spring brake The pressure area of the above fluid. If the brake cylinder device of claim 1 is provided, it has: A first pressure chamber that presses a first piston that generates a braking force of the fluid brake by supplying the fluid; A second pressure chamber that presses the second piston against an elastic force that generates the braking force of the spring brake by supplying the fluid; and A third pressure chamber is provided independently of the second pressure chamber, presses the second piston by supplying the fluid that generates the braking force of the fluid brake, and opposing the elastic force of the spring brake, and The pressure-receiving area is a pressure-receiving area of the fluid in the third pressure chamber on the second piston. As requested in the brake cylinder device of item 2, wherein The third pressure chamber is in communication with the first pressure chamber, and the fluid that causes the fluid to brake is supplied through the first pressure chamber.