WO2020237775A1 - 车辆制动停放装置 - Google Patents

车辆制动停放装置 Download PDF

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Publication number
WO2020237775A1
WO2020237775A1 PCT/CN2019/094610 CN2019094610W WO2020237775A1 WO 2020237775 A1 WO2020237775 A1 WO 2020237775A1 CN 2019094610 W CN2019094610 W CN 2019094610W WO 2020237775 A1 WO2020237775 A1 WO 2020237775A1
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WO
WIPO (PCT)
Prior art keywords
locking member
piston
cylinder
piston rod
mounting hole
Prior art date
Application number
PCT/CN2019/094610
Other languages
English (en)
French (fr)
Inventor
刘毅
全琼
李果
安鸿
肖维远
杨建平
申燕飞
申检宏
王开恩
毛富英
谢磊
韦雪丽
刘萍
欧东方
时云霄
吕亮
吴吉恒
Original Assignee
眉山中车制动科技股份有限公司
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 眉山中车制动科技股份有限公司 filed Critical 眉山中车制动科技股份有限公司
Priority to AU2019448292A priority Critical patent/AU2019448292B2/en
Priority to EP19930769.5A priority patent/EP3812226B1/en
Publication of WO2020237775A1 publication Critical patent/WO2020237775A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/02—Hand or other personal actuation
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/266—Systems with both direct and indirect application, e.g. in railway vehicles
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
    • B60T13/365—Compressed-air systems direct, i.e. brakes applied directly by compressed air for railway vehicles
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/08—Brake cylinders other than ultimate actuators
    • B60T17/085—Spring loaded brake actuators
    • B60T17/086—Spring loaded brake actuators with emergency release device
    • 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
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • F16D2125/08—Seals, e.g. piston seals
    • 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
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/02—Release mechanisms
    • F16D2127/04—Release mechanisms for manual operation

Definitions

  • This application relates to the technical field of vehicle brake cylinders, and specifically to a vehicle brake parking device.
  • Brake parking is a very important part of the vehicle braking system. It is mainly used for the parking requirements of rail transit vehicles under no wind conditions, such as parking in garages at night and parking of faulty vehicle lines.
  • the current brake parking system is usually equipped with a set of brake cylinders and a set of hand brakes.
  • the brake cylinders complete service braking (normal braking, emergency braking), and the hand brakes are usually parked under the following conditions
  • When the vehicle is in operation if the vehicle needs to stay on the ramp for a long time, in order to prevent the brake cylinder from leaking, it is necessary to tighten the hand brake at this time; to prevent the slipping accident, The hand brake needs to be tightened; to prevent the vehicle from being blown away by the wind, the hand brake needs to be tightened.
  • its structure is simple, its braking force depends on the strength of the operator and is highly dependent on the operator.
  • the purpose of the present application includes providing a vehicle braking and parking device, which can use the pressure change of the train tube to realize the automation of vehicle braking and parking.
  • the vehicle brake parking device includes a cylinder block, a cylinder seat, a first piston assembly, a first relief spring, a parking mechanism, and a cylinder head.
  • the cylinder seat On the cylinder seat, the cylinder head cover is fitted to the side of the cylinder body away from the cylinder seat, the cylinder body and the cylinder head jointly form a first accommodating cavity, and the center of the cylinder head is provided with a A mounting hole
  • the parking mechanism includes a mounting seat, a locking member and a booster assembly, the mounting seat is provided on the end surface of the cylinder head away from the cylinder body, and the mounting seat corresponds to the first mounting hole
  • a second mounting hole is provided, the locking member is arranged in the second mounting hole
  • the first piston assembly includes a first piston slidably connected in the first accommodating cavity and A first piston rod fixedly connected to the piston, the first piston rod sequentially passes through the first mounting hole and the second mounting hole to extend outside the parking mechanism, and the first relief spring is sleeve
  • annular groove is provided on the outer periphery of the first piston, and a sealing ring is provided in the annular groove, and the sealing ring is locked to the ring by a cup lock ring. In the trench.
  • the first piston assembly further includes a lock ring stopper extending from the outer periphery of the first piston, and the lock ring stopper is used to block the cup lock ring from separating from the Ring groove.
  • the booster assembly and the mounting seat are arranged perpendicularly, and the booster assembly includes a booster body and an air inlet and a second body respectively provided at opposite ends of the booster body.
  • Three mounting holes, a limit cylinder is also provided at one end of the booster body where the third mounting hole is provided, and the limit cylinder is sleeved on the opening of the third mounting hole and the cylinder is The third mounting hole and the limiting cylinder are enclosed to form a second accommodating cavity, and the air inlet is communicated with the second accommodating cavity through an air passage;
  • a second piston is provided in the accommodating cavity, one end of the second piston faces the direction of the locking member, and the booster body is provided with a first through hole corresponding to the second piston, and the mounting seat corresponds to the A second via hole is opened at the first via hole, the second accommodating cavity, the first via hole, the second via hole and the second mounting hole are connected in sequence, and one end of the second piston Passing through the first via hole and the second via hole in turn and a
  • the vehicle brake parking device further includes a manual relief mechanism arranged in the second piston, and the manual relief mechanism is close to the end of the locking member and the second piston Connected, the end away from the locking member passes through the second piston and extends out of the limiting cylinder, and the manual relief mechanism is pulled in a direction away from the locking member, the manual relief mechanism The second piston is driven to retreat so that the locking member escapes from the annular groove.
  • the end of the manual relief mechanism close to the locking member extends from the first through hole of the second piston to the outside of the second piston, and is directed away from the Pull the manual relief mechanism in the direction of the locking member, and the manual relief mechanism is away from the locking member so that the locking member is separated from the annular groove and maintains the relief state; and the air inlet is filled With gas, the second piston pushes the manual relief mechanism back, which can make the manual relief mechanism move away from the locking member.
  • a filter is also provided in the airway.
  • an annular groove is provided on the first piston rod, and a locking member is provided on the mounting seat of the parking mechanism.
  • the booster assembly With power assistance, the locking member can be selectively clamped in the annular groove or detached from the restraint of the annular groove, so that the opening or closing of the brake parking can be controlled.
  • the booster assembly moves toward the locking part, and the booster assembly pushes the locking part to lock to be clamped in the annular groove
  • the first piston rod can be fixed, and the first piston rod cannot be retreated.
  • the parking brake is realized, and the parking brake force depends on the force when the braking action occurs; when it needs to be relieved, pressurized air is filled into the train tube to push the booster assembly to move, and the booster assembly moves towards Move away from the locking member to unlock the locking member, so that the annular groove on the first piston rod is released from the restraint of the locking member, and the first piston rod is retracted to the initial position under the action of the first relief spring to prevent The automatic parking action is released.
  • the vehicle braking and parking device can realize the automation of vehicle parking after the braking action occurs, and relieve the dependence of vehicle braking and parking on the operator.
  • a push rod is connected to one end of the first piston rod away from the first piston, and the push rod pushes the basic braking device to generate braking force.
  • the booster assembly when the pressure of the train tube decreases to a certain pressure value after the vehicle is braked, the booster assembly moves toward the direction of the locking member, and the locking member is pushed to be locked to Clamped in the annular groove; when the brake needs to be relieved, the train tube is filled with pressurized air to push the booster assembly to move. At this time, the booster assembly moves away from the locking part, so that the locking part is unlocked, and the second The annular groove on a piston rod is free from the restraint of the locking member, the first piston rod is retracted to the initial position under the action of the first relief spring, and the parking brake action is released.
  • the locking member is sleeved on the first piston rod, and its outer circumference is embedded in the second mounting hole.
  • the locking member is an open ring with a clamping portion and a limiting portion, the clamping portion and the limiting portion are arranged oppositely, and the clamping arc of the clamping portion can be clamped In the annular groove, the limit part is clamped in the mounting seat.
  • the mounting seat is further provided with a fourth mounting hole
  • the second mounting hole communicates with the second through hole through the fourth mounting hole
  • the fourth mounting hole is also provided with a locking member The second piston rod pushes the locking member to lock the locking member or to move away from the locking member to release the locking member.
  • the locking member is arranged in an inverted figure.
  • a diagonal wedge is also installed in the second via hole, and the side of the diagonal wedge away from the locking member is threadedly connected with the second piston rod, and the inclined surface of the diagonal wedge is opposite to the inclined surface of the locking member.
  • the second piston rod pushes the oblique wedge, and then the oblique wedge pushes the locking member to move up and contract radially so that the locking member is locked and clamped in the annular groove.
  • the manual relief mechanism is sleeved in the third accommodating cavity formed by the confinement cylinder and the second piston, and the second piston has an opening hole at one end close to the locking member.
  • One end of the manual relief mechanism passes through the opening hole and is connected with the second piston, and the other end extends out of the limit cylinder.
  • Fig. 1 is a schematic structural diagram of a vehicle brake parking device provided by an embodiment of the application
  • Figure 2 is a cross-sectional view of Figure 1;
  • Figure 3 is a schematic diagram of the structure of the parking mechanism in Figure 1;
  • FIG. 4 is a schematic diagram of the connection structure of the first piston and the first piston rod in FIG. 1;
  • Figure 5 is a partial enlarged view of A in Figure 4.
  • Figure 6 is a partial enlarged view of B in Figure 4.
  • Figure 7 is one of the structural schematic diagrams of the locking member
  • Figure 8 is the second structural diagram of the locking member
  • Figure 9 is one of the schematic diagrams of the parking mechanism in an unlocked state
  • Figure 10 is one of the schematic diagrams of the parking mechanism in a locked state
  • Figure 11 is a schematic structural diagram of a manual relief mechanism
  • Figure 12 is a schematic diagram of a state where the manual relief mechanism is tensioned
  • Figure 13 is the second schematic diagram of the parking mechanism in an unlocked state
  • Figure 14 is a partial enlarged view of C in Figure 13;
  • Figure 15 is the second schematic diagram of the parking mechanism in a locked state
  • Fig. 16 is a partial enlarged view at D in Fig. 15.
  • Icon 100-vehicle brake parking device; 10-cylinder block; 11-first housing cavity; 20-cylinder seat; 31-first relief spring; 32-first piston; 321-annular groove; 322- Seal ring; 323-cup lock ring; 324-lock ring stop; 33-first piston rod; 331-annular groove; 40-parking mechanism; 41-mounting seat; 411-second mounting hole; 412-second Through hole; 413-fourth mounting hole; 414-locking part; 415-slanted wedge; 416-second through hole; 42-locking part; 421-clamping part; 422-limiting part; 423-clamping Arc; 43- booster assembly; 431-2 boost body; 4311-air inlet; 4312-third mounting hole; 4313-first through hole; 432-limiting cylinder; 433-second accommodating cavity; 434- Airway; 435-second piston; 4351-second piston rod; 4352-second relief spring; 436-third housing cavity; 44-filter; 50-cylinder head; 51-first mounting hole
  • horizontal does not mean that the component is required to be absolutely horizontal or overhang, but may be slightly inclined.
  • horizontal only means that its direction is more horizontal than “vertical”, it does not mean that the structure must be completely horizontal, but can be slightly inclined.
  • this embodiment provides a vehicle brake parking device 100
  • the vehicle brake parking device 100 includes a cylinder 10, a cylinder seat 20, a first piston assembly, a first relief spring 31, parking
  • the mechanism 40 and the cylinder head 50 the cylinder block 10 is arranged on the cylinder base 20, the cylinder head 50 covers the side of the cylinder block 10 away from the cylinder base 20, and the cylinder block 10 and the cylinder head 50 together form the first containing cavity 11,
  • the center of the cylinder head 50 is provided with a first mounting hole.
  • the parking mechanism 40 includes a mounting seat 41, a locking member 42 and a booster assembly 43.
  • the mounting seat 41 is provided on the end surface of the cylinder head 50 away from the cylinder block 10, and the mounting seat 41 corresponds to the A second mounting hole 411 is provided at a mounting hole, and the locking member 42 is disposed in the second mounting hole 411.
  • the first piston assembly includes a first piston 32 slidably connected in the first accommodating cavity 11 and a first piston 32.
  • the first piston rod 33 is fixedly connected.
  • the first piston rod 33 passes through the first mounting hole 51 and the second mounting hole 411 in turn to extend outside the parking mechanism 40.
  • the first relief spring 31 is sleeved on the first piston rod 33 One end is connected to the first piston 32, and the other end is connected to the cylinder head 50.
  • the outer circumference of the first piston rod 33 is provided with an annular groove 331 that can be used to engage the locking member 42, the booster assembly 43 and the mounting seat
  • the 41 connection can be used to push the locking member 42 out of the annular groove 331 under the action of the gas pressure of the train pipe, so that the parking mechanism is in a relieved state.
  • the cylinder block 10, the cylinder seat 20, the piston assembly, the first relief spring 31 and the cylinder head 50 together constitute a brake cylinder.
  • a push rod is also connected to the end of the first piston rod 33 away from the first piston 32, and the push rod pushes the basic braking device to generate braking force.
  • welding is adopted between the first piston 32 and the first piston rod 33.
  • the cylinder head 50 is fitted to the end of the cylinder body 10 away from the cylinder base 20, so that the cylinder body 10 and the cylinder head 50 are enclosed to form the first accommodating cavity 11.
  • the first piston assembly and the first relief spring 31 It can be placed in the first accommodating cavity 11, and a first mounting hole is also provided in the center of the cylinder head 50, so that the first piston rod 33 can extend from the first mounting hole to the cylinder head 50
  • to promote the basic braking device to generate braking force to promote the basic braking device to generate braking force. It should be understood that, in order to enable the first piston assembly and the first relief spring 31 to selectively move left and right in the first accommodating cavity 11 under pressure.
  • the parking mechanism 40 includes a mounting seat 41, a locking member 42 and a booster assembly 43.
  • the mounting seat 41 of the parking mechanism 40 is connected to the cylinder head 50, and the connection method can be in various ways, such as welding or connecting pieces.
  • the mounting base 41 and the cylinder head 50 are connected by bolts.
  • the end surface of the mounting seat 41 is also provided with an O-shaped sealing ring to prevent rain or dust from outside from entering the device.
  • the mounting seat 41 is provided with a second mounting hole 411 at a position corresponding to the first mounting hole.
  • the locking member 42 is sleeved on the first piston rod 33, and its outer circumference is embedded in the second mounting hole 411. It should be understood that the outer circumference of the locking member 42 is embedded in the second mounting hole 411. In order to prevent the locking member 42 from freely and actively affecting the normal operation of the locking member 42 in the second mounting hole 411.
  • the method of locking the locking member 42 into the annular groove 331 can be implemented according to the structure of the locking member 42 which can be appropriately selected by those skilled in the art.
  • the first piston assembly includes a first piston 32 and a first piston rod 33.
  • the first piston 32 can move left and right along the inner wall of the cylinder 10 under force.
  • the outer surface of the first piston rod 33 is also provided with
  • the annular groove 331 can be selectively clamped with the locking member 42 under the left and right movement of the first piston rod 33. It should be noted that in order that the annular groove 331 on the first piston rod 33 can be smoothly clamped with the locking member 42, the setting position of the annular groove 331 on the first piston rod 33 should consider the brake cylinder in the empty parking space and the empty space.
  • the itinerary of the parking space can be calculated by those skilled in the art according to this, and will not be repeated here.
  • the locking of the locking member 42 needs to rely on the air pressure of the train tube to reduce to a certain pressure, and the air pressure pushes the booster assembly 43 of the parking mechanism 40 to move.
  • the booster assembly 43 pushes the locker 42 to lock.
  • the member 42 is clamped in the annular groove 331 for locking; when the pressure in the train tube rises, it moves away from the locking member 42 so that the locking member 42 is released from the restraint of the annular groove 331 for unlocking.
  • an annular groove 331 is provided on the first piston rod 33, and a locking member 42 is provided on the mounting seat 41 of the parking mechanism 40.
  • the pressure change of the tube is assisted by the booster assembly 43, and the locking member 42 can be selectively clamped in the annular groove 331 or released from the restraint of the annular groove 331, thereby controlling the opening or closing of the brake parking.
  • the booster assembly 43 moves toward the locking member 42 at this time, and the locking member 42 is pushed to lock to be clamped in the annular groove 331 In this way, the first piston rod 33 can be fixed, and the first piston rod 33 cannot retreat. Even if the air in the brake cylinder completely leaks, the first piston rod 33 can still be under the action of the locking member 42 Keep in the braking position to achieve parking braking, and the parking braking force depends on the force when the braking action occurs; when the braking needs to be relieved, the train tube is filled with pressurized air to push the booster assembly 43 to move.
  • the vehicle brake parking device 100 can use the pressure change of the train pipe to realize the automation of vehicle parking.
  • the outer periphery of the first piston 32 is provided with an annular groove 321
  • the annular groove 321 is provided with a sealing ring 322
  • the sealing ring 322 passes through the cup
  • the locking ring 323 is locked in the annular groove 321 to prevent the sealing ring 322 from being separated from the annular groove 321.
  • the first piston assembly further includes a lock ring stopper 324 extending outward from the outer circumference of the first piston 32, and the lock ring stopper 324 is used to block the skin.
  • the bowl lock ring 323 escapes from the annular groove 321.
  • a guide belt is installed on the outer edge of the first piston 32 away from the first piston rod 33.
  • the locking member 42 may be an open ring having a clamping portion 421 and a limiting portion 422, the clamping portion 421 and the limiting portion 422 are disposed oppositely, the clamping portion 421
  • the clamping arc 423 can be clamped in the annular groove 331, and the limiting portion 422 is clamped in the mounting seat 41.
  • the limiting portion 422 is used to prevent the locking member 42 from rotating in the mounting seat 41.
  • the booster assembly 43 and the mounting base 41 are vertically arranged.
  • the booster assembly 43 includes a booster body 431 and air intakes respectively provided at opposite ends of the booster body 431 Port 4311 and the third mounting hole 4312, the end of the booster body 431 where the third mounting hole 4312 is provided is also provided with a limit cylinder 432, the limit cylinder 432 is sleeved in the opening of the third mounting hole 4312 and outside of the cylinder body The radially outwards are successively arranged in a stepped shape, the third mounting hole 4312 and the limiting cylinder 432 are enclosed to form a second accommodating cavity 433, and the air inlet 4311 and the second accommodating cavity 433 are communicated through an air passage 434.
  • the second accommodating cavity 433 is provided with a second piston 435, one end of the second piston 435 is arranged in the direction of the locking member 42, and the booster body 431 is provided with a first through hole at a position corresponding to the second piston 435, and the mounting seat 41 is provided with a second via hole 412 corresponding to the first via hole.
  • the first via hole, the second via hole 412 and the second mounting hole 411 are connected in sequence.
  • One end of the second piston rod 4351 of the second piston 435 passes through the first via in turn.
  • a via hole and a second via hole 412 are in contact with the locking member 42, and the gas in the train pipe enters the air inlet 4311, the air passage 434, and the left chamber of the second accommodating cavity 433 in turn, pushing the second piston 435 back , Thereby pushing the second piston rod 4351 away from the locking member 42.
  • the locking member 42 can be restored to the initial state to be free from the restraint of the annular groove 331.
  • first and second pistons 435 also include a second relief spring 4352 sleeved on the outer circumference of the limit cylinder 432.
  • One end of the second relief spring 4352 is connected to the second piston 435, and the other end is connected to the limit cylinder 432. Connected at the steps. In this way, the gas in the train tube enters the air inlet 4311, the air passage 434, and the left chamber of the second accommodating cavity 433 in sequence, compresses the second relief spring 4352, and the second piston 435 retreats.
  • the booster assembly 43 and the mounting seat 41 are arranged perpendicularly in order to facilitate the completion of the booster assembly 43 to push the locking member 42 to lock or unlock.
  • it can also be arranged in parallel.
  • the second piston 435 can be arranged in a bent structure, and the locking member 42 can be pushed to contract radially through the bent portion of the bent structure.
  • the parallel or perpendicular here is not strictly parallel or perpendicular, and may also be approximately parallel or approximately perpendicular.
  • the third mounting hole 4312 is provided at one end of the booster body 431 away from the air inlet 4311.
  • the end of the booster body 431 where the third mounting hole 4312 is provided is also provided with a limiting cylinder 432.
  • the limiting cylinder 432 is sleeved at the opening of the third mounting hole 4312, and the outer diameter of the cylinder gradually increases outward in a step-like shape.
  • the booster body 431 is also provided with a first Via holes
  • the mounting seat 41 is provided with a second via hole 412 corresponding to the first via hole
  • the second receiving cavity 433, the first via hole, the second via hole 412, and the second mounting hole 411 are sequentially connected.
  • the mounting base 41 and the booster body 431 are integrally provided.
  • those skilled in the art can also choose a fixed connection.
  • a filter 44 may also be provided at the inlet or the outlet of the air passage 434.
  • the mounting seat 41 is further provided with a fourth mounting hole 413, the second mounting hole 411 communicates with the second through hole 412 through the fourth mounting hole 413, and the fourth mounting hole 413 is also provided with a lock that cooperates with the locking member 42
  • the second piston rod 4351 can push the locking member 414 to lock the locking member 42 or to move away from the locking member 414 to release the locking member 42.
  • the locking member 414 is arranged in an inverted figure, so that the second piston rod 4351 can push the locking member 414 to shrink the locking member 42 radially, thereby being clamped in the annular groove 331 .
  • a wedge 415 may be installed in the second through hole 412.
  • the side of the wedge 415 away from the locking member 414 is threadedly connected to the second piston rod 4351.
  • the inclined surface of the wedge 415 is inclined to the locking member 414. If the surfaces match, the second piston rod 4351 can push the wedge 415, and then the wedge 415 pushes the locking member 414 to move upward and contract radially so that the locking member 42 is locked and clamped in the annular groove 331. It should be understood that the inclined surface of the wedge 415 should be able to push the locking member 414 upward. In this embodiment, the inclined surface of the oblique wedge 415 faces upward.
  • the vehicle brake parking device 100 further includes a manual relief mechanism 60 arranged in the second piston 435, the manual relief mechanism 60 is close to the end of the locking member 42 Connected to the second piston 435, the end away from the locking member 42 passes through the second piston 435 to extend out of the limit cylinder 432, and pulls the manual relief mechanism 60 away from the locking member 42, and the manual relief mechanism 60 drives The second piston 435 retreats to disengage the locking member 42 from the annular groove 331.
  • first and second pistons 435 should have a cavity inside, and the side of the second piston 435 away from the locking member 42 should also be provided with an opening, so that the manual relief mechanism 60 can be placed in the cavity. And one end extends from the opening.
  • the manual relief mechanism 60 may also be sleeved in the third accommodating cavity 436 formed by the limiting cylinder 432 and the second piston 435, so that the second piston 435 is close to the locking member
  • One end of 42 needs to be opened with an opening hole, one end of the manual relief mechanism 60 passes through the open hole and is connected to the second piston 435, and the other end extends out of the limit cylinder 432 to facilitate manual pulling of the manual relief mechanism 60.
  • the vehicle brake parking device 100 has a compact structure and a smaller footprint.
  • the end of the manual relief mechanism 60 close to the locking member 42 extends from the first through hole of the second piston 435 to the outside of the second piston 435, and pulls the manual relief mechanism in a direction away from the locking member 42 60.
  • the manual relief mechanism 60 is far away from the locking member 42 to make the locking member 42 escape from the annular groove 331; the air inlet 4311 is filled with gas, and the second piston 435 pushes the manual relief mechanism 60 to retreat, which can make the manual relief mechanism 60 Releasing the state of remission.
  • the force can be transmitted to the reset sleeve sleeved on the end of the relief screw 64 near the locking member 42, and the reset sleeve transmits the force to the second piston rod 4351 and the second piston 435 in turn, and the second piston 435 compresses the second relief spring 4352, in this way, the manual relief mechanism 60 and the second piston 435 can mutually drive movement, and the relief can be achieved only by keeping the manual relief mechanism 60 away from the locking member.
  • the manual relief mechanism 60 drives the second piston 435 to retreat, and the end of the manual relief mechanism 60 close to the locking member 42 is far away from the locking member 42, thereby
  • the locking member 42 is restored to the initial state, the annular groove 331 on the outer circle of the first piston rod 33 is released from the restraint of the locking member 42, and the brake cylinder is relieved; when the air inlet 4311 is filled with air, the air pressure pushes the second The piston 435 retreats.
  • the second piston 435 drives the manual relief mechanism 60 to retreat.
  • the manual relief mechanism 60 is far away from the locking member 42 so that the locking member 42 returns to the initial state.
  • the annular recess on the outer circle of the first piston rod 33 The groove 331 is released from the restraint of the locking member 42, and the brake cylinder is relieved.
  • the manual relief mechanism 60 includes a relief mechanism body 61 arranged in the third accommodating cavity 436, a taper handle 62, a spherical washer 63 connected to the relief mechanism body 61 on the side close to the second piston 435, and penetrated through the A relief screw 64 in a through hole and hinged with the spherical washer 63, the relief mechanism body 61 and the spherical washer 63 are enclosed to form a fourth accommodating cavity 65, and the relief mechanism body 61 is provided with a third through hole on the side away from the spherical washer 63 ,
  • the third via hole communicates with the fourth accommodating cavity 65
  • the outer circumference of the taper handle 62 is sleeved with a third relief spring 66
  • the taper handle 62 is provided in the fourth accommodating cavity 65 and extends through the third via hole to
  • the relief mechanism body 61 is provided with a stepped fourth through hole.
  • the fourth through hole communicates with the fourth accommodating cavity 65, and the fourth through
  • the manual relief mechanism 60 includes a relief mechanism body 61, a taper handle 62, a spherical washer 63, and a relief screw 64.
  • the relief screw 64 is sleeved in the first through hole of the second piston rod 4351, and the relief mechanism
  • the main body 61 is disposed in the third accommodating cavity 436
  • the spherical washer 63 is disposed in the relief mechanism body 61
  • the taper handle 62 extends from the third through hole of the relief mechanism body 61 to the outside of the relief mechanism body 61.
  • the inner wall of the relief mechanism body 61 is also provided with a protrusion, so that the third relief spring 66 sleeved on the taper handle 62 can resist the protrusion.
  • the relief mechanism body 61 is provided with a stepped fourth through hole, the fourth through hole is in communication with the fourth accommodating cavity 65, and the fourth through hole is equipped with a limiting bayonet 67 and a limiting bayonet 67 Under the action of the taper handle 62, it can extend out of the relief mechanism body 61.
  • a bayonet spring is also provided between the limiting bayonet 67 and the fourth via hole, and the bayonet spring is sleeved on the restriction bayonet 67 so that theâ € ⁇ limiting bayonet 67 has a tendency to retract radially.
  • the length of the relief screw 64 is greater than the length of the second piston rod 4351.
  • the relief screw 64 is used to drive the locking member 42 to perform the locking action.
  • the second piston rod 4351 can also be used to drive the locking member 42 to perform the locking action.
  • a reset sleeve 45 is sleeved on the relief screw 64, the force can be transmitted through the reset sleeve 45.
  • the tapered handle 62 and the limiting latch 67 have an inclined surface respectively, and the inclined surface of the tapered handle 62 matches the inclined surface of the limiting latch 67. In this way, the limiting bayonet 67 extends or retracts under the action of the taper handle 62.
  • FIGS. 13 to 16 Please refer to FIGS. 13 to 16 in combination.
  • the working principles of the vehicle brake parking device 100 provided by this embodiment in the inflation unlocking (releasing) state, the exhaust locking (parking) state, and the manual unlocking (releasing) state are as follows :
  • Inflation unlocked (relieved) state When the train is running, the compressed air of the train pipe enters from the air inlet 4311, passes through the filter 44 and is charged into the second housing cavity 433 on the side close to the filter 44, the second piston 435 Treatment to the right, so that the second piston rod 4351 of the second piston 435 moves to the right, so that the second piston rod 4351 (or the relief screw 64) drives the wedge 415 to retreat to the right, and then the locking member 414 moves radially downward Therefore, the locking member 42 is unlocked, the parking mechanism 40 is in an unlocked state, and the brake cylinder is in an unlocked (releasing) state.
  • Exhaust lock (parking) state When the air pressure of the train pipe drops to a certain pressure, the second piston 435 moves to the left under the action of the second relief spring 4352, and the second piston 435 drives the manual relief mechanism 60 to move to the left , So that the second piston rod 4351 of the second piston 435 pushes the wedge 415 to move left, the locking member 414 moves upward in the radial direction to push the locking member 42 to contract radially, and the locking member 42 is clamped to the annular recess of the first piston rod 33 In the groove 331, the first piston rod 33 is restricted and cannot retreat. Even if the air pressure on the left side of the brake cylinder is leaked, the first piston rod 33 can be maintained in the braking position.
  • Manual unlocking (relieving) state When there is no air pressure filled into the left side of the second accommodating cavity 433, when it is necessary to unlock, the manual relieving mechanism 60 can be pulled to the right to move away from the locking member 42, and the manual relieving mechanism 60 Drive the inclined wedge 415 to move to the right, the locking member 414 moves radially downward under the action of the locking member 42, and the locking member 42 returns to the initial state, unlocking the annular groove 331 on the outer circle of the first piston rod 33, The parking mechanism 40 is in an unlocked state, and then, the first piston rod 33 is no longer restricted by the locking member 42, so that the first piston rod 33 retreats, and the brake cylinder is in an unlocked (relieved) state.
  • the limit locking pin 67 extends out of the limit cylinder 432 under the action of the tapered surface of the taper handle 62, and is stuck on the step of the limit sleeve when the taper handle is released, and cannot be retracted into the relief mechanism body 61.
  • the second piston 435 is locked, thereby keeping the parking mechanism in a relaxed state.
  • the vehicle brake parking device provided by the embodiments of the present application can control the opening or closing of the brake parking.
  • the locking piece is clamped in the annular groove, so that the first piston rod can be fixed, and the first piston rod cannot retreat, even if the air in the brake cylinder leaks completely.
  • the first piston rod can still be held in the braking position under the action of the locking member to achieve parking braking, and the parking braking force depends on the force when the braking action occurs; when it needs to be relieved, the locking is made
  • the pieces are unlocked and the brake parking action is released.
  • the vehicle braking and parking device can realize the automation of vehicle parking after the braking action occurs, and relieve the dependence of the vehicle brake parking on the operator.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Braking Systems And Boosters (AREA)
  • Braking Arrangements (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

一种车辆制动停放装置，涉及车辆制动缸技术领域，包括缸体（10）、缸座（20）、第一活塞组件、第一缓解弹簧（31）、停放机构（40）和缸盖（50），缸体（10）设于缸座（20）上，缸盖（50）盖合于缸体（10）的一侧，缸体（10）与缸盖（50）形成第一容置腔（11），缸盖（50）设有第一安装孔（51），停放机构（40）包括设于缸盖（50）上的安装座（41）、锁紧件（42）和助推组件（43），安装座（41）对应第一安装孔（51）处设有第二安装孔（411），锁紧件（42）设于第二安装孔（411）内，第一活塞组件包括第一活塞（32）和外周设有环形凹槽（331）的第一活塞杆（33），第一活塞杆（33）延伸至停放机构（40）之外，第一缓解弹簧（31）套设于第一活塞杆（33）的外周，且一端与第一活塞（32）连接、另一端与缸盖（50）连接，第一活塞杆（33）的外周设有可用于卡接锁紧件（42）的环形凹槽（331），助推组件（43）与安装座（41）连接，可在气体压力作用下推动锁紧件（42）脱离环形凹槽（331），停放机构（40）处于缓解状态。

Description

车辆制动停放装置
相关申请的交叉引用
本申请要求于2019年5月30日提交中国专利局的申请号为2019104621884、名称为“车辆制动停放装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆制动缸技术领域，具体而言，涉及一种车辆制动停放装置。
背景技术
制动停放是车辆制动系统中非常重要的组成部分。其主要用于轨道交通车辆无风条件下的停放需求，如夜间车库停车、故障车辆线路停放等。
目前的制动停放系统通常是配置一套制动缸和一套手制动机，制动缸完成行车制动(常用制动，紧急制动)，手制动机通常是在以下情况下停放时使用：车辆在运行过程中，如需在坡道停留时间较长，为防止制动缸漏泄发生自然缓解失去制动作用，此时需拧紧手制动机；坡道停车防止溜车事故，需拧紧手制动机；防止车辆被大风刮走，需拧紧手制动机。虽然其结构简单，但是其制动力的大小取决于操作者的力量，对操作者的依赖程度较高。
发明内容
本申请的目的包括提供一种车辆制动停放装置，其能够利用列车管的压力变化实现车辆制动停放的自动化。
本申请的实施例是这样实现的：
本申请实施例提供一种车辆制动停放装置，该车辆制动停放装置包括缸体、缸座、第一活塞组件、第一缓解弹簧、停放机构以及缸盖，所述缸体设于所述缸座上，所述缸盖盖合于所述缸体远离所述缸座的一侧，所述缸体与所述缸盖共同形成第一容置腔，所述缸盖的中心设有第一安装孔，所述停放机构包括安装座、锁紧件和助推组件，所述安装座设于所述缸盖远离所述缸体的端面，所述安装座对应所述第一安装孔处设有第二安装孔，所述锁紧件设于所述第二安装孔内，所述第一活塞组件包括滑动连接于所述第一容置腔内的第一活塞和与所述第一活塞固定连接的第一活塞杆，所述第一活塞杆依次穿过所述第一安装孔、所述第二安装孔延伸至所述停放机构之外，所述第一缓解弹簧套设于所述第一活塞杆的外周，且一端与所述第一活塞连接、另一端与所述缸盖连接，所述第一活塞杆的外周设有可用于卡接所述锁紧件的环形凹槽，所述助推组件与所述安装座连接，可用于在列车管的气体压力作用下推动所述锁紧件脱离所述环形凹槽，以使所述停放机构处于缓解状态。该车辆制动停放装置能够利用列车管的压力变化实现车辆制动停放的自动化。
在本申请可选的实施例中，所述第一活塞的外周设有环状沟槽，所述环状沟槽内设有 密封圈，所述密封圈通过皮碗锁圈锁固于环状沟槽内。
在本申请可选的实施例中，所述第一活塞组件还包括自所述第一活塞的外周往外延伸的锁圈挡，所述锁圈挡用于阻挡所述皮碗锁圈脱离所述环状沟槽。
在本申请可选的实施例中，所述助推组件与所述安装座呈垂直设置，所述助推组件包括助推本体以及分别设于所述助推本体相对两端的进气口和第三安装孔，在所述助推本体设置有所述第三安装孔的一端还设有限位筒，所述限位筒套设于所述第三安装孔的孔口且筒体的外径向外依次递增呈台阶状，所述第三安装孔与所述限位筒围合形成第二容置腔，所述进气口与所述第二容置腔通过气道连通；所述第二容置腔内设有第二活塞，所述第二活塞一端朝向所述锁紧件方向，且所述助推本体对应所述第二活塞开设有第一过孔，所述安装座对应所述第一过孔处开设有第二过孔，所述第二容置腔、所述第一过孔、所述第二过孔与所述第二安装孔依次连通，所述第二活塞的一端依次穿过所述第一过孔与所述第二过孔且抵接于所述锁紧件，所述列车管内的气体依次进入所述进气口、所述气道、所述第二容置腔推动所述第二活塞回退，推动所述第二活塞远离所述锁紧件。
在本申请可选的实施例中，车辆制动停放装置还包括设置于所述第二活塞内的手动缓解机构，所述手动缓解机构靠近所述锁紧件的端部与所述第二活塞连接，远离所述锁紧件的端部穿过所述第二活塞伸出至所述限位筒之外，向远离所述锁紧件的方向拉动所述手动缓解机构，所述手动缓解机构带动所述第二活塞回退使所述锁紧件脱离所述环形凹槽。
在本申请可选的实施例中，所述手动缓解机构靠近所述锁紧件的端部自所述第二活塞的第一通孔伸出至所述第二活塞之外，向远离所述锁紧件的方向拉动所述手动缓解机构，所述手动缓解机构远离所述锁紧件以使所述锁紧件脱离所述环形凹槽并保持该缓解状态；向所述进气口充入气体，所述第二活塞推动所述手动缓解机构回退，可使所述手动缓解机构远离所述锁紧件。
在本申请可选的实施例中，所述气道内还设有过滤器。
本申请实施例的有益效果包括：
本申请实施例所提供的车辆制动停放装置，通过在第一活塞杆上设置环形凹槽，在停放机构的安装座上设置锁紧件，这样，根据列车管的压力变化在助推组件的助力下，锁紧件可以选择性的卡接于环形凹槽内或者脱离环形凹槽的束缚，从而便可以控制制动停放的开启或者关闭。当车辆发生制动作用后，列车管压力降低至某一压力值时，此时助推组件朝向锁紧件的方向移动，助推组件推动锁紧件进行锁紧以卡接于环形凹槽内，这样，第一活塞杆便能被固定住，第一活塞杆不能回退，即便在制动缸中的空气完全漏泄，第一活塞杆依然能够在锁紧件的作用下保持在制动位置，实现停放制动，且该停放制动力的大小取决于制动作用发生时的作用力；当需要缓解时，则向列车管充入压力空气进而推动助推组 件移动，此时助推组件朝远离锁紧件的方向移动，使得锁紧件解锁，从而第一活塞杆上的环形凹槽脱离锁紧件的束缚，第一活塞杆在第一缓解弹簧的作用下回退至初始位置，制动停放动作解除。该车辆制动停放装置能够在制动作用发生后，实现车辆停放的自动化，解除了车辆制动停放对操作者的依赖性。
在本申请可选的实施例中，第一活塞杆远离第一活塞的一端连接有推杆，推杆推动基础制动装置产生制动力。
在本申请可选的实施例中，当车辆发生制动作用后，列车管的压力降低至某压力值时，此时助推组件朝向锁紧件的方向移动，推动锁紧件进行锁紧以卡接于环形凹槽内；当需要制动缓解时，列车管充入压力空气进而推动助推组件移动，此时助推组件朝远离锁紧件的方向移动，使得锁紧件解锁，从而第一活塞杆上的环形凹槽脱离锁紧件的束缚，第一活塞杆在第一缓解弹簧的作用下回退至初始位置，停放制动动作解除。
在本申请可选的实施例中，锁紧件套设于第一活塞杆上，且其外周内嵌于第二安装孔内。
在本申请可选的实施例中，锁紧件是具有一卡接部和一限位部的开口圆环，卡接部与限位部呈相对设置，卡接部的卡接弧可卡接于环形凹槽内，限位部限位卡接于安装座内。
在本申请可选的实施例中，安装座还设有第四安装孔，第二安装孔通过第四安装孔与第二过孔连通，第四安装孔内还设有与锁紧件相配合的锁止件，第二活塞杆推动锁止件以使锁紧件进行锁紧或者远离锁止件以使锁紧件进行释放。
在本申请可选的实施例中，所述锁止件呈倒八字设置。
在本申请可选的实施例中，第二过孔内还安装有斜楔，斜楔远离锁止件的一侧与第二活塞杆螺纹连接，斜楔的倾斜面与锁止件的倾斜面相匹配，第二活塞杆通过推动斜楔，进而斜楔推动锁止件径向上移收缩以使锁紧件进行锁紧卡接于环形凹槽内。
在本申请可选的实施例中，手动缓解机构是套设于限位筒与第二活塞围合形成的第三容置腔中的，第二活塞靠近锁紧件的一端开设有一开口孔，手动缓解机构一端穿过所述开口孔且与第二活塞连接，另一端伸出至限位筒之外。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本申请的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图。
图1为本申请实施例提供的车辆制动停放装置的结构示意图；
图2为图1的剖视图；
图3为图1中停放机构的结构示意图；
图4为图1中第一活塞和第一活塞杆的连接结构示意图；
图5为图4中A处的局部放大图；
图6为图4中B处的局部放大图；
图7为锁紧件的结构示意图之一；
图8为锁紧件的结构示意图之二；
图9为停放机构处于解锁状态的示意图之一；
图10为停放机构处于锁紧状态示意图之一；
图11为手动缓解机构的结构示意图；
图12为手动缓解机构被拉紧的状态示意图；
图13为停放机构处于解锁状态的示意图之二；
图14为图13中C处的局部放大图；
图15为停放机构处于锁紧状态的示意图之二；
图16为图15中D处的局部放大图。
图标：100-车辆制动停放装置；10-缸体；11-第一容置腔；20-缸座；31-第一缓解弹簧；32-第一活塞；321-环状沟槽；322-密封圈；323-皮碗锁圈；324-锁圈挡；33-第一活塞杆；331-环形凹槽；40-停放机构；41-安装座；411-第二安装孔；412-第二过孔；413-第四安装孔；414-锁止件；415-斜楔；416-第二过孔；42-锁紧件；421-卡接部；422-限位部；423-卡接弧；43-助推组件；431-助推本体；4311-进气口；4312-第三安装孔；4313-第一过孔；432-限位筒；433-第二容置腔；434-气道；435-第二活塞；4351-第二活塞杆；4352-第二缓解弹簧；436-第三容置腔；44-过滤器；50-缸盖；51-第一安装孔；60-手动缓解机构；61-缓解机构本体；62-锥柄；63-球面垫圈；64-缓解螺钉；65-第四容置腔；66-第三缓解弹簧；67-限位卡销。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本申请实施例的组件可以以各种不同的配置来布置和设计。
因此，以下对在附图中提供的本申请的实施例的详细描述并非旨在限制要求保护的本申请的范围，而是仅仅表示本申请的选定实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个 附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。
在本申请的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，或者是该申请产品使用时惯常摆放的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”等仅用于区分描述，而不能理解为指示或暗示相对重要性。
此外，术语“水平”、“竖直”等术语并不表示要求部件绝对水平或悬垂，而是可以稍微倾斜。如“水平”仅仅是指其方向相对“竖直”而言更加水平，并不是表示该结构一定要完全水平，而是可以稍微倾斜。
在本申请的描述中，还需要说明的是，除非另有明确的规定和限定，术语“设置”、“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
请结合参照图1至图5，本实施例提供一种车辆制动停放装置100，该车辆制动停放装置100包括缸体10、缸座20、第一活塞组件、第一缓解弹簧31、停放机构40以及缸盖50，缸体10设于缸座20上，缸盖50盖合于缸体10远离缸座20的一侧，缸体10与缸盖50共同形成第一容置腔11，缸盖50的中心设有第一安装孔，停放机构40包括安装座41、锁紧件42和助推组件43，安装座41设于缸盖50远离缸体10的端面，安装座41对应第一安装孔处设有第二安装孔411，锁紧件42设于第二安装孔411内，第一活塞组件包括滑动连接于第一容置腔11内的第一活塞32和与第一活塞32固定连接的第一活塞杆33，第一活塞杆33依次穿过第一安装孔51、第二安装孔411延伸至停放机构40之外，第一缓解弹簧31套设于第一活塞杆33的外周，且一端与第一活塞32连接、另一端与缸盖50连接，第一活塞杆33的外周设有可用于卡接锁紧件42的环形凹槽331，助推组件43与安装座41连接，可用于在列车管的气体压力作用下推动锁紧件42脱离环形凹槽331，以使停放机构处于缓解状态。
需要说明的是，第一，缸体10、缸座20、活塞组件、第一缓解弹簧31以及缸盖50共同组成制动缸。第一活塞杆33远离第一活塞32的一端还连接有推杆，推杆推动基础制动装置产生制动力。在本实施例中，第一活塞32与第一活塞杆33之间采用焊接。
第二，缸盖50盖合于缸体10远离缸座20的一端，以使缸体10与缸盖50围合形成第一容置腔11，这样，第一活塞组件及第一缓解弹簧31便能放置于第一容置腔11内，且在 缸盖50的中心部位还设有第一安装孔，以便于可使第一活塞杆33可以从第一安装孔内伸出至缸盖50之外，从而推动基础制动装置产生制动力。应理解，为了使得第一活塞组件及第一缓解弹簧31能在压力的作用下在第一容置腔11内选择性左右移动。
第三，停放机构40包括安装座41、锁紧件42以及助推组件43，其中，停放机构40的安装座41与缸盖50连接，其连接方式可有多种方式，比如焊接或者连接件连接等，在本实施例中，安装座41与缸盖50之间采用螺栓连接的方式。且安装座41的端面还设有O形密封圈，以防止外界的雨水或者灰尘进入装置内部。同时为了使得第一活塞组件可以部分延伸至整个装置的外部，安装座41对应第一安装孔的位置设有第二安装孔411。
第四，锁紧件42套设于第一活塞杆33上，且其外周内嵌于第二安装孔411内，应理解，锁紧件42的外周内嵌于第二安装孔411内，是为了防止锁紧件42在第二安装孔411内自由主动影响锁紧件42的正常工作。锁紧件42卡接至环形凹槽331内的方法，可以根据锁紧件42的结构来实现，该结构本领域技术人员可自行做合适选择。
第五，第一活塞组件包括第一活塞32和第一活塞杆33，第一活塞32可以在力的作用下沿缸体10的内壁做左右运动，第一活塞杆33的外表面还设有环形凹槽331，该环形凹槽331可以在第一活塞杆33的左右运动下选择性的与锁紧件42进行卡接。应注意，为了使得第一活塞杆33上的环形凹槽331可以与锁紧件42顺利卡接，环形凹槽331在第一活塞杆33上的设置位置应该考虑制动缸在空车位、空车位的行程，据此，本领域技术人员可根据计算所得，在此不再赘述。
第六，锁紧件42的锁紧需依靠列车管的空气压力降低至某压力时，空气压力推动停放机构40的助推组件43移动来实现，助推组件43推动锁紧件42使得锁紧件42卡接于环形凹槽331内进行锁紧；在列车管内的压力升高时远离锁紧件42使得锁紧件42脱离环形凹槽331的束缚进行解锁。
综上，本申请实施例所提供的车辆制动停放装置100，通过在第一活塞杆33上设置环形凹槽331，在停放机构40的安装座41上设置锁紧件42，这样，根据列车管的压力变化在助推组件43的助力下，锁紧件42可以选择性的卡接于环形凹槽331内或者脱离环形凹槽331的束缚，从而便可以控制制动停放的开启或者关闭。当车辆发生制动作用后，列车管的压力降低至某压力值时，此时助推组件43朝向锁紧件42的方向移动，推动锁紧件42进行锁紧以卡接于环形凹槽331内，这样，第一活塞杆33便能被固定住，第一活塞杆33不能回退，即便在制动缸中的空气完全漏泄，第一活塞杆33依然能够在锁紧件42的作用下保持在制动位置，实现停放制动，且该停放制动力的大小取决于制动作用发生时的作用力；当需要制动缓解时，列车管充入压力空气进而推动助推组件43移动，此时助推组件43朝远离锁紧件42的方向移动，使得锁紧件42解锁，从而第一活塞杆33上的环形凹槽 331脱离锁紧件42的束缚，第一活塞杆33在第一缓解弹簧31的作用下回退至初始位置，停放制动动作解除。该车辆制动停放装置100能够利用列车管的压力变化实现车辆停放的自动化。
请再结合参照图6，在本实施例中，为了营造密封环境，第一活塞32的外周设有环状沟槽321，环状沟槽321内设有密封圈322，密封圈322通过皮碗锁圈323锁固于环状沟槽321内，以防止密封圈322脱离环状沟槽321。
需要说明的是，为了进一步加强密封圈322的稳固性，在本实施例中，第一活塞组件还包括自第一活塞32的外周往外延伸的锁圈挡324，锁圈挡324用于阻挡皮碗锁圈323脱离环状沟槽321。同时，第一活塞32远离第一活塞杆33的外边缘还安装有导向带。
请再结合参照图7和图8，锁紧件42可以为具有一卡接部421和一限位部422的开口圆环，卡接部421与限位部422呈相对设置，卡接部421的卡接弧423可卡接于环形凹槽331内，限位部422限位卡接于安装座41内。限位部422用于防止锁紧件42在安装座41内转动。
请再结合参照图9与图10，在本实施例中，助推组件43与安装座41呈垂直设置，助推组件43包括助推本体431以及分别设于助推本体431相对两端的进气口4311和第三安装孔4312，在助推本体431设置有第三安装孔4312的一端还设有限位筒432，限位筒432套设于第三安装孔4312的孔口且筒体的外径向外依次递增呈台阶状设置，第三安装孔4312与限位筒432围合形成第二容置腔433，进气口4311与第二容置腔433通过气道434连通。
第二容置腔433内设有第二活塞435，第二活塞435的一端朝向锁紧件42的方向设置，且助推本体431对应第二活塞435的位置开设有第一过孔，安装座41对应第一过孔处开设有第二过孔412，第一过孔、第二过孔412与第二安装孔411依次连通，第二活塞435的第二活塞杆4351的一端依次穿过第一过孔与第二过孔412且抵接于锁紧件42，列车管内的气体依次进入进气口4311、气道434、第二容置腔433的左腔室推动第二活塞435回退，从而推动第二活塞杆4351远离锁紧件42。这样，锁紧件42便能恢复初始状态以脱离环形凹槽331的束缚。
需要说明的是，第一，第二活塞435还包括套设于限位筒432外周的第二缓解弹簧4352，第二缓解弹簧4352的一端与第二活塞435连接、另一端与限位筒432的台阶处连接。这样，列车管内的气体依次进入进气口4311、气道434、第二容置腔433的左腔室，压缩第二缓解弹簧4352，第二活塞435回退。
第二，由于锁紧件42安装于安装座41的第二安装孔411内，助推组件43与安装座41呈垂直设置为了便于完成助推组件43推动锁紧件42进行锁紧或者解锁动作。当然，在其他的实施例中，也可以呈平行设置，这样的话，可以将第二活塞435设置成弯折结构，通 过弯折结构的弯折部可以推动锁紧件42进行径向收缩。应理解，这里的平行或者垂直并非严格意义上的平行或者垂直，也可以是近似平行或者近似垂直。
第三，第三安装孔4312是设于助推本体431远离进气口4311的一端的。助推本体431设置有第三安装孔4312的一端还设有限位筒432，限位筒432套设于第三安装孔4312的孔口且筒体的外径向外依次递增呈台阶状。
第四，第二活塞435的一端朝锁紧件42的方向设置，为了便于第二活塞435推动锁紧件42进行锁紧或者脱离锁紧件42进行解锁，助推本体431还设有第一过孔，安装座41对应第一过孔设置有第二过孔412，第二容置腔433、第一过孔、第二过孔412以及第二安装孔411依次连通。
第五，为了便于加工，在本实施例中，安装座41与助推本体431上呈一体设置。当然本领域技术人员也可以选用固定连接的方式。
第六，在本实施例中，为了防止灰尘、杂质等进入第二容置腔433影响第二活塞435组件的正常工作，在气道434的入口或者出口还可以设置有过滤器44。
安装座41还设有第四安装孔413，第二安装孔411通过第四安装孔413与第二过孔412连通，第四安装孔413内还设有与锁紧件42相配合的锁止件414，第二活塞杆4351可推动锁止件414以使锁紧件42进行锁紧或者远离锁止件414以使锁紧件42进行释放。在本实施例中，锁止件414呈倒八字设置，这样，第二活塞杆4351可以通过推动该锁止件414以使锁紧件42做径向收缩，从而卡接于环形凹槽331内。
进一步地，第二过孔412内还可以安装有斜楔415，斜楔415远离锁止件414的一侧与第二活塞杆4351螺纹连接，斜楔415的倾斜面与锁止件414的倾斜面相匹配，第二活塞杆4351可通过推动斜楔415，进而斜楔415推动锁止件414径向上移收缩以使锁紧件42进行锁紧卡接于环形凹槽331内。应理解，斜楔415的倾斜面应该是可以推动锁止件414往上运动的。在本实施例中，斜楔415的倾斜面是朝向上设置的。
请再结合参照图11和图12，在本实施例中，该车辆制动停放装置100还包括设置于第二活塞435内的手动缓解机构60，手动缓解机构60靠近锁紧件42的端部与第二活塞435连接，远离锁紧件42的端部穿过第二活塞435伸出至限位筒432之外，向远离锁紧件42的方向拉动手动缓解机构60，手动缓解机构60带动第二活塞435回退使锁紧件42脱离环形凹槽331。
需要说明的是，第一，第二活塞435的内部应该具有一空腔，且第二活塞435远离锁紧件42的一侧还应该设有开孔，以使手动缓解机构60置入空腔内且一端自开孔伸出。在其他的实施例中，该手动缓解机构60也可以是套设于限位筒432与第二活塞435围合形成的第三容置腔436中的，这样，第二活塞435靠近锁紧件42的一端需开设有一开口孔，手 动缓解机构60一端穿过该开口孔且与第二活塞435连接，另一端伸出至限位筒432之外以便于人工拉动手动缓解机构60。使得车辆制动停放装置100结构紧凑，占地面积更小。
在本实施例中，手动缓解机构60靠近锁紧件42的端部自第二活塞435的第一通孔伸出至第二活塞435之外，向远离锁紧件42的方向拉动手动缓解机构60，手动缓解机构60远离锁紧件42以使锁紧件42脱离环形凹槽331；向进气口4311充入气体，第二活塞435推动手动缓解机构60回退，可使手动缓解机构60解除保持缓解状态。
需要说明的是，当手动缓解机构60靠近锁紧件42的端部伸出至第二活塞435之外时，由于手动缓解机构60靠近锁紧件42的端部同时又是内设于第二活塞杆4351内的，且由于手动缓解机构60的缓解螺钉64与斜楔415是螺纹连接的，故拉动手动缓解机构60时，缓解螺钉64可以带动斜楔415右移，此时斜楔415便能将力传递给套设于缓解螺钉64靠近锁紧件42一端的复位套，进而复位套将力依次传递给第二活塞杆4351、第二活塞435，然后第二活塞435压缩第二缓解弹簧4352，这样，手动缓解机构60便可以与第二活塞435相互带动移动，只需要手动缓解机构60远离锁紧件即能实现缓解。
示例的，当向远离锁紧件42的方向拉动手动缓解机构60时，手动缓解机构60带动第二活塞435回退，手动缓解机构60靠近锁紧件42的端部远离锁紧件42，从而使得锁紧件42恢复初始状态，第一活塞杆33外圆上的环形凹槽331脱离锁紧件42的束缚，制动缸缓解；当向进气口4311充入气体，空气压力推动第二活塞435回退，此时第二活塞435带动手动缓解机构60回退，手动缓解机构60远离锁紧件42，从而使得锁紧件42恢复初始状态，第一活塞杆33外圆上的环形凹槽331脱离锁紧件42的束缚，制动缸缓解。
进一步地，手动缓解机构60包括设于第三容置腔436内的缓解机构本体61、锥柄62和连接于缓解机构本体61靠近第二活塞435一侧的球面垫圈63、以及穿设于第一通孔内且与球面垫圈63铰接的缓解螺钉64，缓解机构本体61、球面垫圈63围合形成第四容置腔65，缓解机构本体61远离球面垫圈63的一侧设有第三过孔，第三过孔与第四容置腔65连通，锥柄62的外周套设有第三缓解弹簧66，锥柄62设于第四容置腔65内，且穿过第三过孔延伸至缓解机构本体61之外，缓解机构本体61设有呈台阶状的第四过孔，第四过孔与第四容置腔65相连通，且第四过孔内安装有限位卡销67，限位卡销67在锥柄62的作用下可伸出缓解机构本体61之外。
需要说明的是，第一，手动缓解机构60包括缓解机构本体61、锥柄62、球面垫圈63以及缓解螺钉64，缓解螺钉64套设于第二活塞杆4351的第一通孔中，缓解机构本体61设于第三容置腔436内，球面垫圈63设于缓解机构本体61中，锥柄62自缓解机构本体61的第三过孔伸出至缓解机构本体61之外。另外，需注意，缓解机构本体61的内壁还设有凸起，以使套设于锥柄62上的第三缓解弹簧66可以抵持于该凸起处。
第二，缓解机构本体61设有呈台阶状的第四过孔，第四过孔与第四容置腔65相连通，且第四过孔内安装有限位卡销67，限位卡销67在锥柄62的作用下可伸出缓解机构本体61之外。限位卡销67与第四过孔之间还设有卡销簧，卡销簧套设于限位卡销67上，以使限位卡销67具有径向回缩的趋势。
第三，缓解螺钉64的长度大于第二活塞杆4351的长度。当手动缓解机构60靠近锁紧件42的端部自第二活塞435的第一通孔伸出至第二活塞435之外时，则使用缓解螺钉64去驱动锁紧件42进行锁紧动作，当然，在其他的实施例中，也可以使用第二活塞杆4351驱动锁紧件42进行锁紧动作。当然，当在缓解螺钉64上套设有复位套45时，力可以通过复位套45来传递。
在本实施例中，锥柄62与限位卡销67分别具有一倾斜面，锥柄62的倾斜面与限位卡销67的倾斜面相匹配。以便于限位卡销67在锥柄62的作用下伸出或者缩回。
请再结合参照图13至图16，本实施例所提供的车辆制动停放装置100分别在充气解锁(缓解)状态、排气锁止(停放)状态以及手动解锁(缓解)状态的工作原理如下：
充气解锁(缓解)状态：列车在行驶的过程中，列车管的压力空气从进气口4311进入，经过过滤器44充入第二容置腔433靠近过滤器44的一侧，第二活塞435向右回退，使得第二活塞435的第二活塞杆4351向右移动，从而第二活塞杆4351(或者缓解螺钉64)带动斜楔415向右回退，进而锁止件414径向下移，从而锁紧件42解锁，停放机构40处于解锁状态，制动缸处于解锁(缓解)状态。
排气锁止(停放)状态：当列车管的空气压力降低至某一压力时，第二活塞435在第二缓解弹簧4352的作用下左移，第二活塞435带动手动缓解机构60向左移动，从而第二活塞435的第二活塞杆4351推动斜楔415左移，锁止件414径向上移动推动锁紧件42径向收缩，锁紧件42卡接于第一活塞杆33的环形凹槽331内，这样第一活塞杆33就被限制住了便不能回退。即便制动缸中左侧的空气压力泄露完，第一活塞杆33也能保持在制动位置。
手动解锁(缓解)状态：当没有空气压力充入第二容置腔433的左侧时，需要解锁时，可以向右拉动手动缓解机构60朝远离锁紧件42的方向移动，手动缓解机构60带动斜楔415右移，锁止件414在锁紧件42的作用下径向下移，锁紧件42恢复初始状态，解除对第一活塞杆33外圆上环形凹槽331的锁止，停放机构40处于解锁状态，然后，第一活塞杆33不再受锁紧件42的限制，从而第一活塞杆33回退，制动缸处于解锁(缓解)状态。此时，限位卡销67在锥柄62锥面的作用下伸出限位筒432，并在释放锥柄时卡在限位套的台阶上，不能缩回进缓解机构本体61，这样第二活塞435就被锁止，从而使停放机构保持缓解状态。
以上所述仅为本申请的可选实施例而已，并不用于限制本申请，对于本领域的技术人员来说，本申请可以有各种更改和变化。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。
工业实用性
本申请实施例所提供的车辆制动停放装置，可以控制制动停放的开启或者关闭。当车辆发生制动作用后，锁紧件卡接于环形凹槽内，这样，第一活塞杆便能被固定住，第一活塞杆不能回退，即便在制动缸中的空气完全漏泄，第一活塞杆依然能够在锁紧件的作用下保持在制动位置，实现停放制动，且该停放制动力的大小取决于制动作用发生时的作用力；当需要缓解时，使得锁紧件解锁，制动停放动作解除。该车辆制动停放装置能够在制动作用发生后，实现车辆停放的自动化，解除了车辆制动停放对操作者的依赖性。

Claims (15)

  1. 一种车辆制动停放装置，其特征在于，包括：缸体、缸座、第一活塞组件、第一缓解弹簧、停放机构以及缸盖，所述缸体设于所述缸座上，所述缸盖盖合于所述缸体远离所述缸座的一侧，所述缸体与所述缸盖共同形成第一容置腔，所述缸盖的中心设有第一安装孔，所述停放机构包括安装座、锁紧件和助推组件，所述安装座设于所述缸盖远离所述缸体的端面，所述安装座对应所述第一安装孔处设有第二安装孔，所述锁紧件设于所述第二安装孔内，所述第一活塞组件包括滑动连接于所述第一容置腔内的第一活塞和与所述第一活塞固定连接的第一活塞杆，所述第一活塞杆依次穿过所述第一安装孔、所述第二安装孔延伸至所述停放机构之外，所述第一缓解弹簧套设于所述第一活塞杆的外周，且一端与所述第一活塞连接、另一端与所述缸盖连接，所述第一活塞杆的外周设有可用于卡接所述锁紧件的环形凹槽，所述助推组件与所述安装座连接，可用于在列车管的气体压力作用下推动所述锁紧件脱离所述环形凹槽，以使所述停放机构处于缓解状态。
  2. 根据权利要求1所述的车辆制动停放装置，其特征在于，第一活塞杆远离第一活塞的一端连接有推杆，推杆推动基础制动装置产生制动力。
  3. 根据权利要求1或2所述的车辆制动停放装置，其特征在于，当车辆发生制动作用后，列车管的压力降低至某压力值时，此时助推组件朝向锁紧件的方向移动，推动锁紧件进行锁紧以卡接于环形凹槽内；当需要制动缓解时，列车管充入压力空气进而推动助推组件移动，此时助推组件朝远离锁紧件的方向移动，使得锁紧件解锁，从而第一活塞杆上的环形凹槽脱离锁紧件的束缚，第一活塞杆在第一缓解弹簧的作用下回退至初始位置，停放制动动作解除。
  4. 根据前述权利要求中的任一项所述的车辆制动停放装置，其特征在于，所述第一活塞的外周设有环状沟槽，所述环状沟槽内设有密封圈，所述密封圈通过皮碗锁圈锁固于环状沟槽内。
  5. 根据前述权利要求中的任一项所述的车辆制动停放装置，其特征在于，所述第一活塞组件还包括自所述第一活塞的外周往外延伸的锁圈挡，所述锁圈挡用于阻挡所述皮碗锁圈脱离所述环状沟槽。
  6. 根据前述权利要求中的任一项所述的车辆制动停放装置，其特征在于，锁紧件套设于第一活塞杆上，且其外周内嵌于第二安装孔内。
  7. 根据前述权利要求中的任一项所述的车辆制动停放装置，其特征在于，锁紧件是具有一卡接部和一限位部的开口圆环，卡接部与限位部呈相对设置，卡接部的卡接弧 可卡接于环形凹槽内，限位部限位卡接于安装座内。
  8. 根据前述权利要求中的任一项所述的车辆制动停放装置，其特征在于，所述助推组件与所述安装座呈垂直设置，所述助推组件包括助推本体以及分别设于所述助推本体相对两端的进气口和第三安装孔，在所述助推本体设置有所述第三安装孔的一端还设有限位筒，所述限位筒套设于所述第三安装孔的孔口且筒体的外径向外依次递增呈台阶状，所述第三安装孔与所述限位筒围合形成第二容置腔，所述进气口与所述第二容置腔通过气道连通；
    所述第二容置腔内设有第二活塞，所述第二活塞一端朝向所述锁紧件方向，且所述助推本体对应所述第二活塞开设有第一过孔，所述安装座对应所述第一过孔处开设有第二过孔，所述第二容置腔、所述第一过孔、所述第二过孔与所述第二安装孔依次连通，所述第二活塞的第二活塞杆的一端依次穿过所述第一过孔与所述第二过孔且抵接于所述锁紧件，所述列车管内的气体依次进入所述进气口、所述气道、所述第二容置腔推动所述第二活塞回退，推动所述第二活塞远离所述锁紧件。
  9. 根据权利要求8所述的车辆制动停放装置，其特征在于，还包括设置于所述第二活塞内的手动缓解机构，所述手动缓解机构靠近所述锁紧件的端部与所述第二活塞连接，远离所述锁紧件的端部穿过所述第二活塞伸出至所述限位筒之外，向远离所述锁紧件的方向拉动所述手动缓解机构，所述手动缓解机构带动所述第二活塞回退使所述锁紧件脱离所述环形凹槽。
  10. 根据权利要求8或9所述的车辆制动停放装置，其特征在于，所述手动缓解机构靠近所述锁紧件的端部自所述第二活塞的第一通孔伸出至所述第二活塞之外，向远离所述锁紧件的方向拉动所述手动缓解机构，所述手动缓解机构远离所述锁紧件以使所述锁紧件脱离所述环形凹槽；向所述进气口充入气体，所述第二活塞推动所述手动缓解机构回退，可使所述手动缓解机构远离所述锁紧件。
  11. 根据权利要求8-10中的任一项所述的车辆制动停放装置，其特征在于，所述气道内还设有过滤器。
  12. 根据权利要求8-11中的任一项所述的车辆制动停放装置，其特征在于，安装座还设有第四安装孔，第二安装孔通过第四安装孔与第二过孔连通，第四安装孔内还设有与锁紧件相配合的锁止件，第二活塞杆推动锁止件以使锁紧件进行锁紧或者远离锁止件以使锁紧件进行释放。
  13. 根据权利要求12所述的车辆制动停放装置，其特征在于，所述锁止件呈倒八字设置。
  14. 根据权利要求12或13所述的车辆制动停放装置，其特征在于，第二过孔内还安装有斜楔，斜楔远离锁止件的一侧与第二活塞杆螺纹连接，斜楔的倾斜面与锁止件的倾斜面相匹配，第二活塞杆通过推动斜楔，进而斜楔推动锁止件径向上移收缩以使锁紧件进行锁紧卡接于环形凹槽内。
  15. 根据权利要求9-14中的任一项所述的车辆制动停放装置，其特征在于，手动缓解机构是套设于限位筒与第二活塞围合形成的第三容置腔中的，第二活塞靠近锁紧件的一端开设有一开口孔，手动缓解机构一端穿过所述开口孔且与第二活塞连接，另一端伸出至限位筒之外。
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