CN201321054Y - Brake clearance adjusting device - Google Patents

Abstract

The utility model relates to a brake clearance adjusting device, belonging to mechanical braking technical field. The brake clearance adjusting device comprises a limiting sleeve fixedly connected with a machine body; a thrust nut engendering circumferential restriction is inserted in the inner hole of the limiting sleeve; the self-locking threaded end of an adjusting bolt is screwed in the threaded hole of the thrust nut, and the other end of the adjusting bolt extends into an inner hole of an adjuster and props against the bottom of the hole; the adjusting bolt is joined with the adjustor through a unidirectional clutch mechanism; non-self-locking screw threads in the opposite screwing direction with the self-locking screw threads are arranged between two ends of the adjusting bolt; an adjusting nut is screwed on the non-self-locking screw threads; an elastic piece is arranged between the other end of the adjusting bolt and the side of the adjusting nut, which is far away from the limiting sleeve; and circumferential restriction is formed between the adjustor and the machine body. The brake clearance adjusting device ingeniously realizes the automatic adjustment of the brake clearance and is simple and compact in structure. Therefore, the brake clearance adjusting device better satisfies the development requirements of railway locomotive and rolling stock.

Description

Brake clearance adjustment device

technical field

The utility model relates to a braking device for a vehicle, in particular to a braking clearance adjusting device, which belongs to the technical field of mechanical braking.

Background technique

As far as the applicant knows, in the foundation braking devices of railway locomotives, in order to compensate for manufacturing errors and wear of brake pads (or brake shoes) during operation, most of them are equipped with automatic gap adjustment devices for brake pads (or brake shoes). Some of these automatic gap adjustment devices are made into brake regulators and installed independently in the basic braking system, and some are also integrated with the brake cylinder to form a unit brake cylinder. But its role is to keep the gap between the brake pad and the brake disc (or the brake shoe and the wheel tread) constant. Most of the above-mentioned existing gap adjustment devices adopt the push-pull adjustment method of double multi-thread nuts, which has complex structure, large volume and high manufacturing cost.

The search found that the Chinese utility model patent with the application number 85107151 and the name "Railway Vehicle Clearance Adjuster" discloses an automatic clearance adjuster used in a railway vehicle brake unit. The adjuster has an axially moving push rod, a non-rotating screw shaft that can transmit braking force, an adjusting nut that engages with the screw shaft in a non-self-locking manner and rotates against the bearing, and an adjusting nut that acts on the A barrel spring between the leadscrew. The adjusting nut is clutched with the push rod at the main clutch to transmit the braking force, and there is a non-rotating locking sleeve that moves axially for a controlled distance only under the action of the locking spring, and is clutched with the adjusting nut at the control clutch . In addition, the Chinese utility model patent with the application number 200420035476.0 and titled "A Two-way Brake Shoe Gap Adjuster for Railway Locomotives and Freight Cars" discloses a two-way brake shoe gap adjuster for railway locomotives and freight cars. Assemblies, the outer circle of the adjusting nut has a ring of tooth grooves, and a slide bolt is used to insert or withdraw from the tooth grooves as required to realize the telescopic adjustment of the adjuster. Although the gap adjusters disclosed in the above patents have their own advantages, the structural characteristics of the technical solutions of the two patent applications are that the non-self-locking screw shaft does not rotate all the time during the adjustment process, and both end teeth clutches are required to control the non-self-locking The rotation of the nut, so the structure is relatively complicated and takes up a lot of space. Especially the former (Application No. 85107151) has a large axial dimension and is not suitable for the occasions where the axial dimension requires compactness, and the multi-start screw and the two toothed clutches are all very difficult to manufacture.

Utility model content

The purpose of this utility model is to propose a brake gap adjustment device that can realize automatic adjustment of the brake gap and has a simpler and more compact structure, so as to better meet the needs of the development of railway locomotives and vehicles. needs.

In order to achieve the above purpose, the brake gap adjustment device of the present invention includes a limit sleeve (C64) fixedly connected with the body (C33), and a thrust nut (C32) that forms a circumferential constraint is inserted into the inner hole of the limit sleeve. ), the self-locking threaded end of the adjusting screw (C34) is screwed into the threaded hole of the thrust nut (C32), and the other end of the adjusting screw (C34) extends into the inner hole of the regulator body (C38) and leans against the hole Bottom, the adjustment screw (C34) is connected with the regulator body through a one-way clutch mechanism, and a non-self-locking thread (T1 ), an adjusting nut (C37) is screwed on the non-self-locking thread, and an elastic member (009) is installed between the side of the adjusting nut (C37) away from the limit sleeve and the other end of the adjusting screw (C34) , a circumferential constraint is formed between the regulator body (C38) and the machine body (C33).

After installation, a brake gap S is formed between the outer end of the thrust nut and the fixed block, and a preset gap A is formed between the limit sleeve and the adjusting nut. If the brake clearance S is greater than the preset clearance A, the adjuster body moves the distance of the preset clearance A under the push of the braking force F of the actuating mechanism, and then contacts with the thrust nut to make it also move an equal distance. The clearance S is greater than the preset clearance A, so the regulator body will continue to move until the thrust nut comes into contact with the fixed stop. During this process, the elastic member is compressed, pressing the adjusting nut on the limit sleeve, which can neither move nor rotate, thus forcing the adjusting screw to rotate in the direction allowed by the one-way clutch mechanism. Due to the self-locking thread and non-self-locking thread The direction of rotation is opposite, and the thrust nut cannot rotate, so that the adjusting screw is unscrewed out of the thrust nut, and as a result, the braking clearance is reduced. When it is relieved, the regulator body resets, and the adjusting nut is out of contact with the limit sleeve. Under the action of the elastic member, the adjusting nut returns to the initial position in the regulator body. Under the restriction of the one-way clutch mechanism, the adjusting screw does not turn. , so as to ensure that the reduction value of the brake clearance remains unchanged. In this way, after several times of braking and release, the braking gap S will gradually decrease until it is equal to the preset gap A.

It can be seen that the utility model cleverly realizes the automatic adjustment of the brake gap. Compared with the prior art, the brake can be realized by rotating the adjusting screw with self-locking thread and non-self-locking thread in the opposite direction of rotation in the adjuster. The adjustment of the dynamic gap, and only one clutch structure - the contact between the adjusting nut and the limit sleeve, without the need for two end tooth clutch structures, so the structure is significantly simplified, and the processing and manufacturing of parts is relatively easy, which can better meet the needs of railways. The needs of rolling stock development.

Description of drawings

Below in conjunction with accompanying drawing, the utility model is further described.

Fig. 1 is a schematic structural diagram of a preferred embodiment of the present invention.

Detailed ways

Embodiment one

This embodiment is an adjuster for brake clearance in a railway vehicle foundation brake device, and its specific structure is shown in FIG. 1 . The body C33 not all shown in the figure may be a brake regulator body, a brake cylinder body or a clamp body, etc. The spacer sleeve C64 is fixedly connected with the body C33 through the screws 169 on its flange circumference, and a thrust nut C32 with a T-shaped section is inserted in the outer end of the inner hole. The outer circle of the thrust nut C32 is shaped with a draw-in groove, and one end of the corrugated dust-proof cover C67 is fixed by a clamp 264, and the other end of the dust-proof cover C67 is fixed on the body C33. The dust boot not only keeps dust out, but also prevents the thrust nut from turning. The self-locking threaded end of the adjusting screw C34 is screwed in the threaded hole of the thrust nut C32, and the other end of the adjusting screw C34 stretches into the inner hole of the regulator body C38, and leans against the bottom of the hole by the plane bearing 77 in contact with it. Between the adjustment screw C34 and the inner hole of the regulator body C38, a torsion spring C73 that restricts the two-way rotation of the adjustment screw C34 is installed to form a one-way clutch; The adjusting screw C34 in the inner hole of the body C38 and the torsion spring C73 installed in the inner hole of the regulator body C38 to limit the two-way rotation of the adjusting screw C34 are composed, so that the adjusting screw C34 can only rotate in one direction. A multi-head non-self-locking thread T1 opposite to the self-locking thread is formed between the two ends of the adjusting screw C34, and an adjusting nut C37 is screwed on the non-self-locking thread T1. The outer end of the adjusting nut C37 is limited by the elastic circlip C66 through the hole stuck in the inner hole of the regulator body C38, and the inner end is axially connected with the washer C65 through the plane bearing C74, and the washer is between the outer ring 1 of the adjusting screw C34 Equipped with disc spring 009. One end of the regulator body C38 adjacent to the body forms a flange end, and the flange end is provided with a guide groove (or hole), and a circumferential constraint is formed between the guide pin C31 fixed on the body and the body C33, so that the regulator body C38 Under the action of braking force, it can only move axially relative to the body C33, but cannot rotate. The end of the regulator body C38 away from the body is connected with the actuating mechanism.

After the regulator body C38 is installed, a preset gap A is formed between the regulator body C64 and the limit sleeve C64. The size of A can be adjusted by adjusting the position between the adjuster and the actuating mechanism, and the actuating mechanism produces a braking effect to make the adjuster body C38 move to the left, and its stroke is greater than A. Adjusting screw C34 is composed of outer ring 1 and screw 2 through interference a. Since the adjusting screw C34 is supported on the regulator body C38 through the bearing C77, it can bear the thrust transmitted by the C38. The adjusting screw C34 is radially connected with the adjuster body C38 through the torsion spring C73 to form a one-way clutch, so that the adjusting screw can only rotate in one direction in the adjuster body C38.

The direction of rotation of the multi-start non-self-locking thread T1 is opposite to that of the single-head common self-locking thread T2, and the direction of rotation of the torsion spring C73 acting as a one-way clutch in the one-way clutch (Couple) is opposite to that of T1. The couple in Figure 1 refers to the torsion spring one-way clutch composed of the adjusting screw (C34), regulator body (C38) and torsion spring (C73). When the rotation direction of the adjustment screw is the same as that of the torsion spring, the torsion spring transmits the rotation torque to the regulator body, and the adjustment screw cannot rotate because the rotation of the regulator body is restricted; on the contrary, when the rotation direction of the adjustment screw is the same as that of the torsion When the spring rotates in the opposite direction, the torsion spring is loosened, and the rotational torque cannot be transmitted to the regulator body, and the adjusting screw can rotate freely at this time.

The advantage of adopting the torsion spring one-way clutch is that no axial movement is required, and the idle stroke is small during clutching, so that the axial dimension of the brake clearance adjustment device can be further reduced, which is beneficial for installation and use in a space with a small axial dimension. Moreover, processing and manufacturing are also relatively convenient.

When working, there is a braking gap S between the fixed block D and the thrust nut C32. If the braking gap S is equal to the preset gap A, the adjuster C will move A to the left under the push of the braking force F of the actuator on the right, and drive the thrust nut C32 to also move A to the left. Since S=A, the thrust nut at this time C32 is just in contact with the fixed block D, and the force F is applied to D through the regulator body C38, the plane bearing C77, the adjusting screw C34, and the thrust nut C32. At this time, the regulator C is not required to adjust. If the brake clearance S is greater than the preset clearance A, when the adjuster moves leftwards for a distance A under the action of force F, the adjustment nut C37 contacts the limit sleeve C64, and the action of force F on the adjuster C continues to the left. Move, the adjusting nut C37 and the limited sleeve C64 are blocked and cannot move to the left, the disc spring 009 is compressed, the adjusting nut C37 is pressed on the limiting sleeve C64 by the disc spring 009, and can neither move nor rotate. At this time, the adjusting nut C37 will Force the adjusting screw C34 to rotate in the direction allowed by the torsion spring C73. Since T2 and T1 rotate in the opposite direction, the thrust nut C32 cannot rotate under the action of the dust cover C67, so the thrust nut C32 will be unscrewed out of the adjusting screw C34, to the left Move to reduce the braking gap S; when it is relieved, the adjuster C is reset to the right under the drive of the actuating mechanism, at this time the adjusting nut C37 is out of contact with the limit sleeve C64, and under the action of the disc spring 009, the adjusting nut C37 Rotate to the initial position in the regulator C, and because of the resistance of the torsion spring C73, the adjustment screw C34 does not turn at this time, thus ensuring that the reduced value of S remains unchanged. In this way, after many times of braking relief, S gradually decreases until it is equal to A.

In addition to the above-mentioned torsion spring clutch, the one-way clutch mechanism provided between the adjusting screw and the regulator body in this embodiment can also use other mechanisms that can limit the two-way rotation of the adjusting screw C34, such as a ratchet pawl mechanism, an overrunning clutch mechanism , Wedge block mechanism and so on.

Claims (9)

1. brake clearance adjustment apparatus, comprise the stop collar (C64) of captiveing joint with body (C33), it is characterized in that: plug-in mounting forms the thrust nut (C32) of circumferential constraint in the endoporus of described stop collar, the self-locking thread end of spinning set screw (C34) in the tapped bore of described thrust nut (C32), the other end of described set screw (C34) stretches in the endoporus of regulator body (C38) and is resisted against at the bottom of the hole, be connected by one-way clutch mechanism between described set screw (C34) and the regulator body (C38), be shaped on the non-self-locking thread (T1) opposite between the two ends of described set screw (C34) with self-locking thread (T2) rotation direction, spinning setting nut (C37) on the described non-self-locking thread, described setting nut (C37) deviates between the other end of the one side of stop collar (C32) and described set screw (C34) elastic component (009) is housed, and forms circumferentially constraint between described regulator body (C38) and the body (C33).

2. brake clearance adjustment apparatus according to claim 1 is characterized in that: described one-way clutch mechanism is torsional spring single dicrection clutch (Couple).

3. brake clearance adjustment apparatus according to claim 2, it is characterized in that: described torsional spring single dicrection clutch (Couple) is arranged in the set screw (C34) of regulator body (C38) endoporus by regulator body (C38), an end and is installed in the torsion spring (C73) that regulator body (C38) endoporus limits the two-way rotation of set screw (C34) to be formed, and the rotation direction of described torsion spring (C73) is opposite with the rotation direction of non-self-locking thread (T1).

4. according to claim 1 or 2 or 3 described brake clearance adjustment apparatus, it is characterized in that: the cylindrical of described thrust nut (C32) is connected with dust protecting cap (C67), and the other end of described dust protecting cap (C67) is fixed on the body (C33).

5. brake clearance adjustment apparatus according to claim 4, it is characterized in that: be shaped on draw-in groove on the outer circumference surface of described thrust nut (C32), by the fixing end of corrugated dust protecting cap (C67) of clip (264), the other end of described dust protecting cap (C67) is fixed on the body (C33).

6. brake clearance adjustment apparatus according to claim 5 is characterized in that: the other end of described set screw (C34) is made of whole screw (2) and outer shroud (1) interference fit.

7. brake clearance adjustment apparatus according to claim 6, it is characterized in that: the outer end of described setting nut (C37) is spacing by the circlip for bore (C66) that is stuck in regulator body (C38) endoporus, the inner surface bearing (C74) that axially passes through is connected with packing ring (C65), between the outer shroud (1) of described packing ring and set screw (C34) elastic component (009) is housed.

8. brake clearance adjustment apparatus according to claim 7 is characterized in that: described elastic component is dish spring (009).

9. brake clearance adjustment apparatus according to claim 8, it is characterized in that: an end of the contiguous body of described regulator body (C38) forms flange end, described flange end has guide groove or hole, forms circumferentially constraint between guide finger (C31) on the body and the body (C33) by being fixed on.

Images