WO2002096735A1 - Unite de frein a sabot - Google Patents

Unite de frein a sabot Download PDF

Info

Publication number
WO2002096735A1
WO2002096735A1 PCT/KR2001/000939 KR0100939W WO02096735A1 WO 2002096735 A1 WO2002096735 A1 WO 2002096735A1 KR 0100939 W KR0100939 W KR 0100939W WO 02096735 A1 WO02096735 A1 WO 02096735A1
Authority
WO
WIPO (PCT)
Prior art keywords
self
brake
brake shoe
tread
adjusting device
Prior art date
Application number
PCT/KR2001/000939
Other languages
English (en)
Inventor
Jae Young Lee
Seong Woong Kang
Original Assignee
Jae Young Lee
Seong Woong Kang
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jae Young Lee, Seong Woong Kang filed Critical Jae Young Lee
Priority to PCT/KR2001/000939 priority Critical patent/WO2002096735A1/fr
Publication of WO2002096735A1 publication Critical patent/WO2002096735A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/04—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting directly on tread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/04—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting mechanically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
    • B61H1/003—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like with an actuator directly acting on a brake head
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H15/00—Wear-compensating mechanisms, e.g. slack adjusters
    • B61H15/0007—Wear-compensating mechanisms, e.g. slack adjusters mechanical and self-acting in one direction
    • B61H15/0014—Wear-compensating mechanisms, e.g. slack adjusters mechanical and self-acting in one direction by means of linear adjustment
    • B61H15/0028—Wear-compensating mechanisms, e.g. slack adjusters mechanical and self-acting in one direction by means of linear adjustment with screw-thread and nut

Definitions

  • the present invention relates, in general, to tread brake units and, more particularly, to a tread brake unit, with a resetting means provided in a part of the brake unit so as to cooperate with a self-adjusting device during operation of the self- adjusting device, thus allowing easy adjustment of the clearance between the brake shoe of a shoe assembly and the wheel tread, and an easy replacement of the brake shoe when necessary.
  • a tread brake unit is a pneumatic brake system which has been typically used in railway vehicles to brake a wheel of the vehicle by a frictional braking action produced by a brake shoe that presses against a wheel tread when the brake unit is activated.
  • FIGS. 1 to 3 are views showing the construction of a conventional tread brake unit.
  • the conventional tread brake unit is pneumatically operated, and includes a brake casing 10, a self-adjusting device 20, and a brake shoe assembly 30.
  • the brake casing 10 has a piston 14 with a wedge surface 13.
  • the piston 14 is installed in a cylinder chamber 12 that is defined in the upper portion of a housing 11. When compressed air is introduced into the chamber 12 through an air inlet 16 of the cylinder control socket 15, the piston 14 is moved downward in the chamber 12. When the piston 14 is released from the compressed air, the piston 14 is elastically moved upward to its original position by a restoring force of a piston spring 17.
  • the self-adjusting device 20 is installed in the housing 11 such that the self- adjusting device 20 is nearly perpendicular to the piston 14.
  • the self-adjusting device 20 includes a yoke 21 with a yoke bearing 22.
  • the yoke bearing 22 of the self-adjusting device 20 comes into contact with the wedge surface 13 of the piston 14, thus pushing a push sleeve 23, an adjusting nut 24 and an adjusting screw 25 of the self-adjusting device 20 in one direction.
  • the self-adjusting device 20 thus automatically compensates for an excessive clearance between the brake shoe of the shoe assembly 30 and the wheel tread caused by frictional abrasion of the brake shoe, and maintains a desired clearance between the brake shoe and the wheel tread.
  • the brake shoe assembly 30 is placed in the brake unit such that the assembly 30 is brought at its rear end into close contact with the front end of the adjusting screw 25, and presses its brake shoe against a wheel tread, thus coming into frictional contact with the wheel tread to produce a braking action.
  • Such conventional tread brake units may be designed such that they selectively use pistons 14 with wedge surfaces 13 having various wedge angles capable of producing various braking forces.
  • the reference numerals 26 and 26a denote a rear bearing and a bearing pin, respectively, which are arranged in parallel to the yoke bearing 22 around the wedge surface 13 of the piston 14;
  • the reference numeral 27 denotes a spring sleeve;
  • 28 and 29 denote a control socket and a leader nut, respectively;
  • 31 and 32 denote a clutch spring and a lock washer, respectively;
  • 33 and 34 denote a compression ring and a rear guide bushing, respectively;
  • 36 denotes a return spring.
  • the self-adjusting device 20 automatically adjusts the excessive clearance.
  • the automatic clearance adjusting operation of the self-adjusting device 20 will be described herein below with reference to FIGS. 5A and 5B. That is, during a braking operation, the push sleeve 23 is moved forward by a distance corresponding to a normal clearance "A" determined to allow a disengagement of a clutch of the brake unit during a braking or releasing operation of the brake unit, as shown in FIG. 5B. h such a case, the control socket 28 stops a flange 27a of the spring sleeve 27.
  • the projected push sleeve 23 moves backward by a distance determined by a restoring force of the compressed spring, h such a case, the leader nut 29 is continuously kept locked to the lock washer 32, and there is no rotation in the elements of the self-adjusting device 20.
  • the spring sleeve 27 moves backward to the control socket 28 by a distance corresponding to the clearance "A", thus returning to its original position.
  • the leader nut 29 stops the movement of the adjusting screw 25, so that the adjusting screw 25 is not further moved backward. Therefore, the adjusting nut 24 is forcibly rotated during the releasing operation of the brake unit.
  • the return spring 36 provides a precise returning force to the push sleeve 23, thus always precisely returning the push sleeve 23 to its original position during such a releasing operation.
  • the above-mentioned tread brake unit is problematic, as follows.
  • the brake shoe of the shoe assembly is frictionally abraded due to repeated operation of the brake unit, so that it is necessary to periodically check the brake shoe so as to adjust the clearance between the brake shoe and the wheel tread or change the existing shoe with a new one when the shoe is excessively abraded.
  • the brake shoe To replace the existing brake shoe of the shoe assembly, the brake shoe must be forcibly spaced apart from the wheel tread using a separate tool to create a substantial space between the brake shoe and the wheel, prior to changing the brake shoe with a new one. Therefore, the conventional tread brake unit is inconvenient to the worker replacing the existing shoe.
  • the conventional tread brake unit is problematic in that it is very difficult to change an existing brake shoe with a new one.
  • an object of the present invention is to provide a tread brake unit, which is provided with a resetting means in a self-adjusting device so as to move a brake shoe assembly backward from a wheel tread to a desired position capable of forming a substantial space between the brake shoe of the shoe assembly and the wheel tread, and thus allowing a worker to easily manipulate an adjusting screw during a process of changing the abraded brake shoe with a new one, and which thus simplifies the brake shoe changing process and is convenient to the worker during the brake shoe changing process.
  • the present invention provides a tread brake unit pneumatically operated to press a brake shoe thereof against a wheel tread to produce a braking action, comprising a brake casing having a piston with a wedge surface, the piston being installed in a cylinder chamber defined in an upper portion of a housing of the brake casing, such that the piston is moved downward in the cylinder chamber in response to compressed air introduced into the chamber through an air inlet, and being elastically moved upward in the chamber to return to an original position thereof by a restoring force of a piston spring when the compressed air is released from the piston; a self-adjusting device installed in the housing of the brake casing such that the self-adjusting device is nearly perpendicular to the piston, the self-adjusting device consisting of a yoke, a push sleeve, an adjusting nut and an adjusting screw, and coming at a yoke bearing of the yoke into contact with the wedge surface of the piston in response to a downward movement of the piston in the cylinder chamber,
  • the resetting means comprises a control socket used for limiting a movement of a flange of the spring sleeve in a direction; a cam-type reset member rotatably supported by the control socket; and a reset ring brought into indirect contact with the cam-type reset member through a bearing, so that the reset ring is moved along with the reset member to come into selective contact with the leader nut of the self-adjusting device, thus selectively moving the leader nut.
  • the resetting means also comprises: a reset shaft provided at an end of a cam-type reset member; a reset plunger moved in response to a movement of the reset shaft; a reset ring brought into indirect contact with the reset plunger through a bearing, so that the reset ring is moved along with the reset plunger to come into selective contact with the leader nut of the self-adjusting device, thus selectively moving the leader nut; and a reset spring installed between a rear flange of the reset ring and the self-adjusting device so as to allow the reset ring to return to an original position thereof in response to a returning action of the cam-type reset member.
  • FIG. 1 is a sectional view of a conventional tread brake unit
  • FIG. 2 is a partially sectioned view showing the construction of the conventional tread brake unit
  • FIG. 3 is a left-side view of the conventional tread brake unit, showing the construction of a brake shoe assembly included in the brake unit, with a portion of the shoe assembly being partially sectioned along the line 11-11 of FIG. 2;
  • FIG. 4 is a partially sectioned perspective view showing the construction of a self-adjusting device included in the conventional tread brake unit of FIG. 1;
  • FIG. 5A is a partially sectioned view of the self-adjusting device included in the conventional tread brake, when the brake unit is in a released position;
  • FIG. 5B is a partially sectioned view of the self-adjusting device included in the conventional tread brake unit, when the brake unit is in a braking operation;
  • FIG. 6 is a sectional view of a tread brake unit in accordance with a primary embodiment of the present invention, which is a ⁇ anged around a wheel of a vehicle;
  • FIG. 7 is a perspective view of the tread brake unit of FIG. 6;
  • FIG. 8 is a partially sectioned view taken along the line II-II of FIG. 6, showing a self-adjusting device included in the tread brake unit of the present invention, when the self-adjusting device is in operation adjusting for an excessive clearance;
  • FIG. 9 is a view corresponding to FIG. 8, but showing an operation of the self- adjusting device during a releasing operation of the tread brake unit according to the present invention
  • FIG. 10 is a view corresponding to FIG. 9, but showing an operation of a self- adjusting device in accordance with a second embodiment of the present invention.
  • FIG. 6 is a sectional view of a tread brake unit in accordance with a primary embodiment of the present invention, which is arranged around a wheel of a vehicle.
  • FIG. 7 is a perspective view of the tread brake unit of FIG. 6.
  • FIG. 8 is a partially sectioned view taken along the line II-II of FIG. 6, showing a self-adjusting device included in the tread brake unit of the present invention, when the self-adjusting device is in operation adjusting for an excessive clearance.
  • FIG. 9 is a view corresponding to FIG. 8, but showing an operation of the self-adjusting device during a releasing operation of the tread brake unit according to the present invention.
  • FIG. 10 is a view corresponding to FIG. 9, but showing an operation of a self-adjusting device in accordance with a second embodiment of the present invention.
  • the tread brake unit 100 includes a brake casing 10, a self-adjusting device 20, and a brake shoe assembly 30.
  • the brake casing 10 has a piston 14 with a wedge surface 13.
  • the piston 14 is installed in a cylinder chamber 12 that is defined in the upper portion of a housing 11. When compressed air is introduced into the chamber 12 through an air inlet 16, the piston 14 is moved downward in the chamber 12. When the piston 14 is released from the compressed air, the piston 14 is elastically moved upward to its original position by a restoring force of a piston spring 17.
  • the self-adjusting device 20 is installed in the housing 11 such that the self-adjusting device 20 is nearly perpendicular to the piston 14.
  • the self-adjusting device 20 includes a push sleeve 23, an adjusting nut 24 and an adjusting screw 25.
  • the push sleeve 23, adjusting nut 24 and the adjusting screw 25 of the self-adjusting device 20 are pushed in one direction, thus automatically compensating for an excessive clearance between the brake shoe 46 of the shoe assembly 30 and the wheel tread caused by abrasion of the brake shoe due to repeated frictional contact of the brake shoe with the wheel tread.
  • the self-adjusting device 20 thus maintains a desired clearance between the brake shoe and the wheel tread.
  • the brake shoe assembly 30 is placed in the brake unit such that the assembly
  • the tread brake unit of the present invention also includes a semiautomatic resetting means 50 provided with a control socket 51 and a cam-type reset member 52.
  • the control socket 51 of the resetting means 50 is provided at the rear end of the housing 11, and cooperates with the adjusting nut 24 to axially move the adjusting nut 25.
  • the cam-type reset member 52 of the resetting means 50 is rotatable within a predetermined angular range.
  • both the push sleeve 23 and the adjusting screw 25 are further moved as shown in FIG. 8.
  • the guide bushing 34 since the guide bushing 34 is not moved, the guide bushing 34 stops the adjusting nut 24 through the lock washer 32, so that the adjusting nut 24 is not rotated. Therefore, the adjusting screw 25 is axially moved without being rotated, thus maximizing the braking force of the brake shoe while compensating for an elastic defonnation stroke "E" which is generated when the brake shoe of the shoe assembly 30 comes into contact with the wheel tread. In such a case, the stroke of the adjusting nut 25 becomes A+E.
  • the adjusting screw 25 When there occurs an excessive clearance "Z" in the brake unit due to abrasion of the brake shoe caused by repeated operation of the brake unit, the adjusting screw 25 is continuously rotated along with the leader nut 29 until the brake shoe of the shoe assembly 30 is brought into contact with the wheel tread to produce a braking force. In such a case, the moving stroke of the adjusting screw 25 becomes A+E+Z.
  • the compressed air is released from the cylinder chamber 12, so that the spring sleeve 27 is moved backward to come into close contact with an adjusting ring 39, thus allowing the guide bushing 34 to be spaced apart from the adjusting nut 24.
  • the adjusting nut 24 is rotated due to the rotating force of the adjusting screw 25. Therefore, the adjusting screw 25 moves backward in the brake casing of the brake unit 100, thus sufficiently compensating for the excessive clearance "Z".
  • the adjusting nut 24 comes into close contact with the guide bushing 34, so that the adjusting nut 24 stops its rotation.
  • the tread brake unit 100 thus maintains the initially preset clearance "A" between the brake shoe of the shoe assembly 30 and the wheel tread.
  • both the reset plunger 54 and the reset ring 56 elastically return to their original positions via a reset spring 55 which is installed between a rear flange of the reset ring 56 and the flange 27a of the spring sleeve 27 of the self-adjusting device 20.
  • the brake shoe assembly 30 also returns to its original position. Therefore, the spring sleeve 27 and the guide bushing 34 are spaced apart from the leader nut 29 and the adjusting nut 24, respectively, so that both the adjusting nut 24 and the leader nut 29 become rotatable. Therefore, the adjusting screw 25 is rotated to move backward in the brake unit 100 by a torsion spring 38 of the shoe assembly 30.
  • the shoe assembly 30 including a shoe holder 44 and the brake shoe 46, except for a shoe holder link 42 of the assembly 30, is retracted from the wheel tread, thus defining a space between the brake shoe 46 of the shoe assembly 30 and the wheel tread, and allowing a worker to easily and conveniently replace the worn brake shoe.
  • the resetting means 50 includes the control socket 51, the cam-type reset member 52, and the reset ring 56.
  • the control socket 51 limits the backward movement of the flange 27a of the spring sleeve 27, and rotatably supports the cam-type reset member 52.
  • the reset ring 56 comes into indirect contact with the cam-type reset member 52 through a needle bearing 57, so that the reset ring 56 is moved along with the reset member 52.
  • the reset ring 56 is also brought into selective contact with the leader nut 29 of the self-adjusting device 20, thus selectively moving the leader nut 29.
  • the resetting means 50 cooperates with the self- adjusting device 20 through a nut and bolt mechanism, thus automatically adjusting the clearance between the brake shoe of the shoe assembly 30 and the wheel tread so as to maintain a normal clearance.
  • the reset ring 56 is moved toward the wheel tread so as to move the adjusting screw 25 backward.
  • control socket 51 of the resetting means 50 may be assembled with the self-adjusting device 20 tlirough a screw-type engagement.
  • the cam-type reset member 52 is provided with internal or external threads so as to act as a head engaging with the self-adjusting device 20.
  • the engagement of the control socket 51 with the self-adjusting device 20 may be accomplished through another method. That is, the control socket 51 of the resetting means 50 may be assembled with the self-adjusting device 20 by using a snap ring 59 having strength higher than a predetermined level, as shown in FIG. 10.
  • the present invention provides a tread brake unit having a resetting means in its self-adjusting device.
  • the tread brake unit is designed such that the resetting means is installed in the back of the self-adjusting device so as to allow the brake shoe assembly of the brake unit to be moved in response to operation of the resetting means. Due to the resetting means, it is easy to create a substantial space between the brake shoe of the shoe assembly and the wheel tread, thus allowing a worker to easily and conveniently replace the brake shoe with improved work efficiency.
  • the tread brake unit also allows the replacement of the brake shoe to be simply accomplished without forcing the worker to forcibly space the shoe assembly apart from the wheel tread by using a separate tool, thus simplifying the process of replacing the brake shoe and reducing the time consumption during the brake shoe replacing process.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne une unité de frein à sabot destinée à des véhicules ferroviaires. Cette unité (100) comprend un dispositif à autoréglage (20) permettant de régler automatiquement la distance entre la semelle de frein d'un ensemble de semelle (30) et la table de roulement. Le dispositif à autoréglage (20) comprend une vis réglable et axialement mobile (25) venant en prise avec aussi bien un écrou réglable (24) qu'un écrou principal (29). L'écrou réglable (25) est déplacé vers la table de roulement ou à partir de celle-ci. Le dispositif à autoréglage (20) comprend également des moyens de remise à zéro (50), placés au niveau d'une position située à l'arrière du dispositif (20), ces moyens créant un espace entre la semelle de frein d'un ensemble de frein (30) et la table de roulement, de manière à permettre un remplacement facile de la semelle de frein quand cela est nécessaire.
PCT/KR2001/000939 2001-06-01 2001-06-01 Unite de frein a sabot WO2002096735A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/KR2001/000939 WO2002096735A1 (fr) 2001-06-01 2001-06-01 Unite de frein a sabot

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/KR2001/000939 WO2002096735A1 (fr) 2001-06-01 2001-06-01 Unite de frein a sabot

Publications (1)

Publication Number Publication Date
WO2002096735A1 true WO2002096735A1 (fr) 2002-12-05

Family

ID=19198395

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2001/000939 WO2002096735A1 (fr) 2001-06-01 2001-06-01 Unite de frein a sabot

Country Status (1)

Country Link
WO (1) WO2002096735A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3815993A1 (fr) * 2019-10-30 2021-05-05 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Unité de rupture de bande de roulement pour véhicule ferroviaire

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS537020A (en) * 1976-07-06 1978-01-23 Sankosha Co Ltd Automatic clearance controller for brake of railroad vehicle
KR870003214Y1 (ko) * 1985-05-31 1987-09-26 배성완 궤도 차량의 제동 자동 조정기

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS537020A (en) * 1976-07-06 1978-01-23 Sankosha Co Ltd Automatic clearance controller for brake of railroad vehicle
KR870003214Y1 (ko) * 1985-05-31 1987-09-26 배성완 궤도 차량의 제동 자동 조정기

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3815993A1 (fr) * 2019-10-30 2021-05-05 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Unité de rupture de bande de roulement pour véhicule ferroviaire

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