HK1129354B - Brake-shoe installation structure - Google Patents

Description

Brake shoe mounting structure

Technical Field

The present invention relates to a brake shoe mounting structure for fixing a brake shoe to a brake head by inserting a brake shoe stud into a mounting hole provided in a mounting portion of a brake shoe having a mounting portion formed to protrude from the mounting surface, the mounting surface being an opposite side surface to a surface pressed against a tread of a wheel of a railway vehicle.

Background

As a conventional structure for attaching a brake shoe of a tread brake device for a railway vehicle to a brake head, there is known an attachment structure of patent document 1 in which, as shown in fig. 8, a projection (attachment portion) provided to project from a back surface of the brake shoe is inserted into a recess of the brake head pivotally supported by a brake lever pin (a coupling pin for coupling with a hanger and a strut), and then a brake shoe plug is fixed by penetrating the brake head and the attachment portion from above the brake head. However, in order to attach and detach the brake shoe pin having a length extending from the upper end to the lower end of the brake head, it is necessary to insert and pull the brake shoe pin from above the brake head having a small working space, which causes a problem of poor workability.

As a brake shoe attachment structure for solving the above-mentioned problems, patent document 1 describes a structure for attaching a brake shoe to a brake head without using a brake shoe pin. The brake shoe is prevented from falling out of the side surface by fitting a convex portion provided on the brake shoe into a concave portion provided on the brake head from the outside of the side surface of the wheel and then closing a side surface opening of the concave portion of the brake head from the side surface by a cover capable of closing the opening.

Patent document 1: japanese laid-open patent publication No. 9-118230

However, the brake shoe usable in the brake shoe mounting structure described in patent document 1 has a different shape of a portion to be locked with the brake head than the conventionally used brake shoe shown in fig. 1, and therefore, the existing brake shoe cannot be used, and a new brake shoe needs to be produced, which causes a problem of an increase in cost.

Disclosure of Invention

In view of the above circumstances, an object of the present invention is to provide a brake shoe attachment structure capable of facilitating the attachment and detachment work while using an existing brake shoe.

The present invention relates to a brake shoe attachment structure for fixing a brake shoe to a brake head by a brake shoe pin, and more particularly, to a brake shoe attachment structure for a railway vehicle, which is used for braking the rotation of a wheel of the railway vehicle by pressing the brake shoe against a tread of the wheel.

In order to achieve the above object, the brake shoe mounting structure of the present invention has the following features. That is, the brake shoe attachment structure of the present invention has the following features alone or in combination as appropriate.

A first aspect of the present invention for achieving the above object is a brake shoe mounting structure for a rail vehicle tread, the brake shoe having a mounting portion protruding from a mounting surface, the mounting portion being inserted into a brake head, and a brake shoe stud being inserted into a mounting hole opened in the mounting portion to fix the brake shoe to the brake head, the brake shoe mounting structure comprising: the brake head having a mounting opening through which the mounting portion is inserted, the mounting opening being configured to abut against the mounting portion to restrict displacement of the brake shoe in a wheel rotation direction of the railway vehicle; an L-shaped shoe pin having an insertion portion inserted into the mounting hole to restrict the displacement of the shoe, and a bent portion bent from the longitudinal direction of the insertion portion; and a lock mechanism for restricting a displacement of the brake shoe pin inserted into the mounting hole, wherein the brake head has an insertion opening portion formed in an elongated hole shape in an insertion direction of the brake shoe pin into the mounting hole so as to allow the brake shoe pin to be inserted into the mounting hole from a direction parallel to a rotation axis of the wheel, the brake shoe pin is formed such that a side end portion of the brake shoe pin at a bent portion protrudes from the insertion opening portion when the insertion portion is inserted into the mounting hole, the lock mechanism has a 1 st lock member having one end swingably supported on the brake head, the 1 st lock member is swingable between a locked state in which the 1 st lock member abuts against the bent portion to restrict a displacement of the brake shoe pin toward an upper edge portion side of the insertion opening portion and a non-locked state in which the 1 st lock member abuts against the bent portion, the unlocked condition does not limit the displacement of the brake shoe latch.

According to this configuration, the brake shoe can be fixed to the brake head by inserting the brake shoe pin from the side surface of the brake head (in the direction of the rotation axis of the railway wheel), and therefore, the attaching and detaching operation can be easily performed.

Further, since the brake shoe having the mounting hole formed in the mounting portion formed to protrude from the mounting surface can be mounted, the brake shoe having a shape conventionally used can be used as it is. Therefore, it is not necessary to manufacture a new brake shoe, and it is economical.

In addition, in the locked state in which the brake shoe is fixed, the brake shoe plug restricts displacement of the bent portion by the locking mechanism, so that the brake shoe plug does not come off from the mounting hole, and the brake shoe can be reliably fixed to the brake head.

In addition, a second aspect of the brake shoe attachment structure of the present invention is characterized in that the locking mechanism further includes a 1 st spring portion, the 1 st spring portion being provided on the brake head so as to bias the 1 st locking member, the 1 st locking member being biased by the 1 st spring portion in a direction of swinging to maintain the locked state in the locked state, and the 1 st locking member being biased by the 1 st spring portion so as to maintain the unlocked state in a state of swinging by a predetermined angle from the locked state.

According to this configuration, since the 1 st locking member is held in the unlocked state by the 1 st spring portion, the operator is not required to hold the 1 st locking member in the unlocked state, and therefore, the work efficiency can be improved. Further, since the 1 st locking member needs to be urged against the urging force of the 1 st spring portion in order to swing from the locked state to the unlocked state, it is possible to suppress the brake shoe from being released from the locked state due to vibration or the like during driving of the vehicle, and to more reliably fix the brake shoe to the brake head.

In addition, a third aspect of the brake shoe attachment structure of the present invention is characterized in that the lock mechanism further includes a 2 nd lock member, the 2 nd lock member being provided on the 1 st lock member and being displaceable in a direction perpendicular to a swinging surface of the 1 st lock member, and the brake shoe holder includes an engagement portion which is engageable with the 2 nd lock member in the locked state to restrict an operation of the 1 st lock member to swing to the unlocked state.

According to this configuration, since the swing of the 1 st locking member when shifting from the locked state to the unlocked state can be restricted by the engagement between the 2 nd locking member and the engagement portion, and the locked state can be maintained by the engagement, the locked state can be reliably maintained even when a larger force acts on the 1 st locking member.

In addition, a fourth aspect of the brake shoe attachment structure of the present invention is characterized in that the locking mechanism further includes a 2 nd spring portion that biases the 2 nd locking member so as to hold the 2 nd locking member at a position engaged with the engaging portion, and when the 1 st locking member is shifted from the non-locked state to the locked state, the 2 nd locking member is brought into contact with the engaging portion and biased to be displaced in a direction opposite to a biasing direction of the 2 nd spring portion, thereby being shifted to the locked state, and after the shift to the locked state, the 2 nd locking member is displaced to and held at a position engaged with the engaging portion by elastic return of the 2 nd spring portion.

According to this configuration, since the 1 st locking member is swung to the locked state during the shoe mounting operation, the 2 nd locking member and the engagement portion are automatically locked by locking, the 2 nd locking member does not need to be separately operated, and the shoe mounting operation can be efficiently performed.

Further, a fifth aspect of the brake shoe attachment structure of the present invention is that the end portion on the side of the bent portion has an edge portion larger than the short diameter of the insertion opening.

According to this configuration, the operator can be prevented from erroneously inserting the brake shoe pin into the pin insertion opening portion from the bent portion side (reverse insertion), and therefore, insufficient fixing of the brake shoe and the brake head due to the reverse insertion can be suppressed, and occurrence of rattling and the like can be suppressed.

Drawings

FIG. 1 is a side view of a rail car having a brake rigging to which a brake shoe mounting structure according to an embodiment of the present invention is applied.

Figure 2 is an enlarged view of the brake rigging of the railway vehicle shown in figure 1.

FIG. 3 is an enlarged view (side view) of the brake shoe mounting structure shown in FIG. 2.

FIG. 4 is a front view of the brake shoe mounting structure shown in FIG. 3.

Fig. 5 is an enlarged view (side view) of the lock mechanism shown in fig. 3.

Fig. 6 is an enlarged view (front view) of the lock mechanism shown in fig. 4.

FIG. 7 is a sectional view taken along line X-X of the brake shoe mounting structure shown in FIG. 3.

Description of the reference symbols

1 track

2 vehicle

4a wheel

4c tread

5 braking device

30 brake shoe

32 backboard

32a mounting surface

32b mounting part

32c mounting hole

40 brake head

40a mounting opening

41 brake shoe mounting plate

42 side panel

42c insertion opening

42e engaging part

50 brake shoe bolt

51 insertion part

52a bent part

52a edge portion

60 locking mechanism

62 st 1 locking member

63a spring (No. 1 spring part)

63b ball (1 st spring part)

71 Lock pin (2 nd locking part)

72 spring (No. 2 spring part)

100 brake shoe mounting structure

Detailed Description

The best mode for carrying out the invention is explained below with reference to the drawings. Fig. 1 is a side view of a railway vehicle equipped with a brake device for a railway vehicle to which a brake shoe attachment structure according to an embodiment of the present invention is applied. FIG. 2 is a side view of a brake rigging for a railway vehicle to which the brake shoe mounting structure of the present invention is applied.

The track 1 shown in fig. 1 is a path (route) through which the vehicle 2 travels, and is configured by a guide rail 1a or the like that supports and guides the vehicle 2. The vehicle 2 is a rail vehicle such as an electric car or an internal combustion car, and includes a vehicle body 3, a bogie 4, a brake device 5 to which a brake shoe attachment structure 100 is applied, and the like. The vehicle body 3 is a structure for loading and transporting passengers, and the carriage 4 is a device that travels while supporting the vehicle body 3. The carriage 4 includes wheels 4a in rolling contact with the guide rails 1a, a carriage frame 4b supporting the wheels 4a, and the like. The wheel 4a includes a tread surface 4c (see fig. 2) that comes into contact with the rail 1a and receives frictional resistance.

The brake device 5 shown in fig. 2 is a tread brake device, and brakes travel by pressing a shoe 30 against a tread 4c of a wheel of a traveling vehicle 2. In the brake rigging 5 utilizing the brake shoe mounting structure 100 of the present invention, the brake shoe 30 is mounted to the brake head 40 by the brake shoe pin 50. The brake device 5 includes a brake cylinder device 6, a driving force transmission mechanism 7, a brake head holder 8, and the like. During operation, compressed air is supplied from the supply port 6b into the cylinder 6a of the brake cylinder device 6, the piston 6d moves forward in the P1 direction (arrow direction in fig. 2) against the biasing force of the spring 6c to bias the coupling pin 9, and the lever 11 rotates in the P2 direction (arrow direction in fig. 2) with the fulcrum pin 10 as the rotation center. Since the spherical bearing portion 12 into which the pressing lever 15 is screwed is fitted in the spherical through hole 11a of the lever 11, when the lever 11 is rotated in the P2 direction, the brake head holder 8 is rotated in the P3 direction (arrow direction in fig. 2) with the coupling pin 13 as the center of rotation, and the pressing lever 15 advances in the P4 direction (arrow direction in fig. 2). As a result, the brake head 40, which is swingably coupled to the strut 15 and the brake head bracket 8 by the coupling pin 14, moves forward in the direction D, the friction surface 31a of the brake shoe 30 fixed to the brake head 40 is pressed against the tread 4c, and the rotation of the wheel 4a is braked by the frictional force generated between the tread 4c and the friction surface 31 a.

The brake shoe attachment structure 100 of the present embodiment is an attachment structure for attaching the brake shoe 30 to the brake head 40 by the brake shoe pin 50 in the brake device 5 described above.

Fig. 3 shows a side view of the brake shoe mounting structure 100 of the present embodiment. Further, fig. 4 shows a front view of the brake shoe mounting structure 100 in fig. 3. Fig. 5 is an enlarged view of the lock mechanism in fig. 3, and fig. 6 is an enlarged view of the lock mechanism in fig. 4.

The brake shoe 30 is a plate-like member having a substantially circular arc-like outer shape. The brake shoe 30 is composed of a brake friction material 31 having a friction surface 31a which is in frictional contact with the tread 4c, and a backing plate 32 having a surface 32a (mounting surface) which is in contact with the brake head 40 on the opposite side of the friction surface 31 a. The brake friction material 31 is generally made of cast iron, cast iron containing a predetermined amount or more of phosphorus, manganese, or the like, synthetic resin, or metal powder as a base material, and a powder component having predetermined brake shoe characteristics is added thereto and sintered to form a material. The back plate 32 is provided with a mounting portion 32b protruding from the mounting surface 32a toward the opposite side of the brake friction member 31 at the longitudinal center portion of the back plate 32. The mounting portion 32b is formed of a plate material bent in an M-shape, and a mounting hole 32c through which the shoe pin 50 can penetrate substantially in parallel to the longitudinal direction of the back plate 32 is opened at two upper and lower positions.

As shown in fig. 4, the shoe pin 50 is formed in an L-shape, and has an elongated plate-like insertion portion 51 formed to penetrate the mounting hole 32c, and a bent portion 52 extending in a direction perpendicular to the longitudinal direction of the insertion portion 51. The insertion portion 51 is a portion that is inserted into the mounting hole 32c to limit the displacement of the brake shoe 30 relative to the brake head 40. The end of the shoe pin 50 on the side of the bent portion 52 has an edge portion 52a, and the edge portion 52a is formed to extend in a direction perpendicular to the longitudinal direction of the bent portion 52. Further, the end portion of the shoe pin 50 on the insertion portion 51 side is pointed to facilitate insertion into the mounting hole 32 c.

The brake head 40 is formed by casting or sheet metal into a metal having a substantially arc-shaped outer shape, similarly to the brake shoe 30, and includes: a shoe mounting plate 41 disposed opposite to the mounting surface 32a to bias the mounting surface 32a of the shoe 30; and two side panels 42 and 43 which are formed in parallel in the direction of the rotation axis of the wheel 4a of the railway vehicle perpendicular to the brake shoe attachment plate 41.

The brake shoe attachment plate 41 is constituted by an attachment plate 41a and an attachment plate 41b disposed at a distance from the attachment portion 32b that can be inserted into the brake shoe 30. When the mounting portion 32b of the brake shoe 30 is inserted into the opening portion (mounting opening portion 40a) between the mounting plate 41a and the mounting plate 41b, the displacement of the brake shoe 30 in the rotational direction of the wheel 4a is restricted by the end of the mounting plate 41a or the mounting plate 41b abutting against the mounting portion 32 b. The mounting plates 41a and 41b are provided with latch receiving portions 41c and 41d, respectively, near end portions thereof located on the mounting opening 40a side, and the latch receiving portions 41c and 41d are formed to protrude from the surface on the opposite side of the brake shoe 30. The side plates 42 and 43 are provided with notches 42a and 43a so that the mounting portion 32b of the brake shoe 30 can be inserted into the mounting opening 40a from the side of the brake head 40. Holes 42b and 43b for inserting a connecting pin 14 are opened in the side plates 42 and 43, and the connecting pin 14 is a shaft member for fixing the presser bar 15 and the shoe holder 8 to the shoe holder 40.

The side plate 42 is positioned on the side where the worker performs the work of attaching the brake shoe 30, and the side plate 42 is formed with an insertion opening 42c, and the insertion opening 42c is a through hole for inserting the brake shoe insert pin 50 into the space between the side plate 42 and the side plate 43. The insertion opening 42c is located above the notch 42a and is formed in an elongated hole shape in the direction in which the brake shoe insert pin 50 is inserted into the mounting hole 32c of the brake shoe 30.

The side plate 42 is provided with a lock mechanism 60, and the lock mechanism 60 restricts displacement of the shoe latch 50 inserted into the mounting hole 32c in a direction to come out of the mounting hole 32c (see fig. 4). The lock mechanism 60 includes: a 1 st locking member 62 having one end swingably supported by the pin 61; and a spring portion 63 (1 st spring portion) configured to urge an end portion of the 1 st lock member 62 located on the side supported by the pin 61. The pin 61 is inserted into and held by a bearing portion formed so as to protrude from the surface of the side plate 42. The spring portion 63 includes: a spring 63a inserted and held in a groove portion 42d formed in the side panel 42; and a ball 63b which is rotatably disposed at an end of the spring 63a on the 1 st lock member 62 side and is formed of metal or the like.

The 1 st locking member 62 covers the insertion opening 42c by moving to a position (position shown in the figure, a locked state) where the tip end 62c thereof is in contact with the opening edge of the insertion opening 42c, and is in contact with the bent portion 52 of the shoe plug 50, thereby restricting displacement of the shoe plug 50 toward the upper edge side of the insertion opening 42c, and the tip end 62c is formed to be enlarged in the vertical direction of the swinging surface. Further, the tip end portion 62c can be moved to a position (position shown by B in the figure: non-locked state) in which the longitudinal direction is oriented in a direction perpendicular to the side panel 42 by swinging approximately 90 degrees in a direction (direction shown by arrow B in the figure) away from the side panel 42 from the locked state. In this unlocked state, the 1 st locking member 62 can attach and detach the shoe striker 50 without restricting the displacement of the shoe striker 50.

In the unlocked state, the end surface 62e of the 1 st locking member 62 is biased in the vertical direction by the ball 63 b. At this time, since the biasing force of the spring 63a acts as a resistance to the 1 st locking member 62 swinging in the a direction, the 1 st locking member is not swung in the direction of shifting to the locked state by its own weight, but is held at the position of the unlocked state.

As shown in fig. 6 showing an enlarged view of the lock mechanism 60 in fig. 4, when the 1 st lock member 62 swings in the arrow a direction from the unlocked state and the contact surface of the ball 63b changes from the end surface 62e to the side surface 62d, the 1 st lock member 62 receives a force rotating in the arrow a direction and automatically shifts to the locked state in which the tip end portion 62c contacts the opening edge portion. In the locked state, the side surface 62d is not perpendicular to the biasing direction of the spring 63a, but is a surface inclined downward toward the end portion on the pin 61 side, so that the 1 st locking member 62 is held in a state biased in a direction (arrow a direction in the drawing) to swing toward the locked state.

Further, by continuing the swing movement of the 1 st locking member 62 in the direction b from the unlocked state, the contact surface between the ball 63b and the 1 st locking member 62 can be changed from the end surface 62e to the back surface 62 f. In this case, the 1 st locking member 62 receives a force of the spring 63a rotating in the b direction by the biasing force of the ball 63b, and is shifted to and held in a state of being swung by substantially 180 degrees from the locked state (a state shown in C in fig. 4).

As shown in fig. 5, the 1 st lock member 62 includes through holes 62a and 62b that penetrate in parallel with the axial direction of the pin 61 serving as the swing shaft, and a lock pin 71 (2 nd lock member) formed in a U shape is slidably inserted along the through holes 62a and 62 b. Thus, the lock pin 71 can be displaced in the direction perpendicular to the swinging surface of the 1 st lock member 62. The lock pin 71 has a locking claw 71a formed in a step shape at one end on the side of the through hole 62a, and a lock head 71b having a diameter enlarged to prevent the lock pin 71 from coming out of the through hole 62b at the other end on the side of the through hole 62 b. The through hole 62b is bored from the side of the lock head 71b to a middle portion in the longitudinal direction of the through hole 62b to be formed in a step shape. A spring 72 (2 nd spring portion) is interposed between the stepped portion of the through hole 62b and the lock head portion 71b, and the lock head portion 71b is biased in a direction away from the 2 nd lock member 62, thereby biasing the lock pin 71 in a direction in which the locking claw 71a protrudes from the through hole 62 a.

As shown in fig. 7, which is an enlarged cross-sectional view taken along the X-X line in fig. 3, an engaging portion 42e protruding in a hook shape is provided on the surface of the side plate 42 of the brake head 40 so as to correspond to the position of the locking claw 71a of the locking pin 71. Without externally biasing the lock pin 71, the locking claw 71a of the lock pin 71 is held in the following position by biasing force of the spring 72(α direction in fig. 5): that is, the 1 st lock member 62 swings to a position (position shown in fig. 7 a) to engage with the engagement portion 42e when shifting from the locked state to the unlocked state. On the other hand, when the lock head portion 71b of the lock pin 71 is biased toward the 1 st lock member 62 side against the biasing force of the spring 72 (when biased in the β direction in fig. 5), the locking claw 71a is displaced in the direction of entering the through hole 62a, and moves to a position (position shown in fig. 7 b) where it does not engage with the engaging portion 42 e. In this way, by using the lock structure of the U-shaped lock pin 71 and the spring 72, the biasing direction of the spring 72 can be made to coincide with the direction in which the locking claw 71a protrudes from the through hole 62a by a simple mechanism.

The operation of securing the brake shoe 30 to the brake head 40 using the brake shoe bolt 50 will now be described.

First, to insert the shoe latch 50 through the insertion opening 42c, the 1 st lock member 62 is swung to a non-locked state (position B in fig. 4) substantially perpendicular to the side plate 42. The 1 st locking member 62 is biased by a spring 63a via a ball 63b at an end surface 62e thereof and is held in the unlocked state. This eliminates the trouble of the installation worker holding the 1 st locking member 62 in the unlocked state, and improves the work efficiency. Further, by swinging the 1 st lock member 62 to the position C in fig. 4, the 1 st lock member 62 can be fixed in a state not protruding to the worker side, and the mounting work can be performed.

Next, the mounting surface 32a of the brake shoe 30 is brought into contact with the brake shoe mounting plate 41 of the brake head 40, the mounting portion 32d of the brake shoe 30 is held in a state of being inserted into the mounting opening 41a of the brake head 40, and then the tip of the insertion portion 51 of the brake shoe plug 50 is inserted into the insertion opening 42c opened in the side plate 42 from the rotation axis direction of the wheel 4a, and the insertion portion 51 is rotated substantially 90 degrees downward in the vertical direction, thereby inserting the insertion portion 51 into the mounting hole 32 c. Since the edge 52a larger than the short diameter of the insertion opening 42c (the opening width in the direction perpendicular to the longitudinal direction of the opening 42 c) is formed at the end of the bent portion 52, the operator can be prevented from erroneously inserting the brake shoe insert pin 50 into the insertion opening 42c from the end on the bent portion 52 side, and insufficient fixation can be suppressed.

The shoe insert pin 50 inserted into the mounting hole 32a is formed in such a manner that the edge portion 52a protrudes from the insertion opening portion 42c, so that displacement in the insertion direction is restricted by the edge portion 52a coming into contact with the lower edge portion of the insertion opening portion 42 c. Further, the movement of the brake shoe 30 toward the wheel 4a relative to the brake head 40 is restricted by a three-point support structure at three points, i.e., the plug support portions 41c and 41d of the brake head 40 and the curved portion 32d of the mounting portion 32b of the brake shoe 30.

Thus, the brake shoe 30 can be fixed to the brake head 40 by inserting the brake shoe pin 50 from the side surface of the brake head 40 (the direction of the rotation axis of the railway wheel), and the attaching and detaching operation can be easily performed. Further, since the brake shoe 30 having the mounting hole 32c formed in the mounting portion 32b formed to protrude from the mounting surface 32a can be mounted, a brake shoe having a shape conventionally used can be used as it is. Therefore, it is not necessary to manufacture a new brake shoe, and it is economical.

Then, the 1 st locking member 62 is tilted toward the insertion opening portion 42c, and the urging surface of the ball 63b is changed from the end surface 62e to the side surface 62d, thereby urging the side surface 62d, and the 1 st locking member 62 is swung to be shifted to the locked state. At this time, the lock pin 71 is displaced by coming into contact with the engagement portion 42e and being biased in the direction opposite to the biasing direction of the spring 72, and the lock pin 71 is moved to the locked state by being returned by the elasticity of the spring 72 to the position where it is engaged with the engagement portion 42e and held after the shift.

In this state, the edge portion 52a abuts against the front end portion 62c to restrict the movement of the shoe pin 50 toward the upper edge portion of the insertion opening portion 42c, so that the shoe pin 50 does not fall off from the mounting hole 32 c. This enables the brake shoe 30 to be reliably fixed to the brake head 40.

Further, the swing of the 1 st lock member 62 when shifting from the locked state to the unlocked state is restricted by the engagement of the locking claw 71a of the lock pin 71 with the engagement portion 42 e. Therefore, even when the force is applied from the outside to the 1 st locking member 62 in the direction (the arrow b direction in fig. 4) of swinging to the unlocked state, the locked state can be reliably maintained, and the unlocked state can be suppressed from being released due to vibration or the like during driving of the vehicle.

Further, since the 1 st lock member 62 is swung from the unlocked state to the locked state, the locking between the locking claw 71a of the lock pin 71 and the engaging portion 43e is automatically locked, and therefore, it is not necessary to separately operate the 2 nd lock member 71, and the mounting work can be efficiently performed.

Further, in the case where the 2 nd locking member is not used to further simplify the structure of the locking mechanism, it is necessary to apply a force against the biasing force of the spring 63a in order to swing the 1 st locking member 62 from the locked state to the unlocked state, and therefore, it is possible to suppress the unlocking state due to vibration or the like at the time of driving the vehicle.

The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and various modifications can be made within the scope of the claims.

Claims (5)

1. A brake shoe mounting structure for a tread of a railway vehicle, the brake shoe having a mounting portion projecting from a mounting surface, the brake shoe being secured to a brake head by inserting the mounting portion into the brake head and inserting a brake shoe stud into a mounting hole opening in the mounting portion,

the brake shoe mounting structure includes:

the brake head has an installation opening into which the installation part is inserted, and the installation opening is abutted with the installation part to limit the displacement of the brake shoe in the wheel rotating direction of the rail vehicle;

an L-shaped shoe pin having an insertion portion inserted into the mounting hole to restrict the displacement of the shoe, and a bent portion bent from the longitudinal direction of the insertion portion; and

a locking mechanism for limiting the displacement of the brake shoe bolt inserted into the mounting hole,

the brake head has an insertion opening portion formed in a long hole shape in an insertion direction of the brake shoe pin into the mounting hole so as to allow the brake shoe pin to be inserted into the mounting hole from a direction parallel to a rotation axis of the wheel,

the brake shoe insert pin is formed such that when the insertion portion is inserted into the mounting hole, the end of the brake shoe insert pin at the bent portion protrudes from the insertion opening,

the locking mechanism includes a 1 st locking member having one end swingably supported by the brake head, and the 1 st locking member is swingable between a locked state in which displacement of the brake shoe plug toward the upper edge portion side of the insertion opening portion is restricted by the 1 st locking member abutting against the bent portion and an unlocked state in which the displacement of the brake shoe plug is not restricted.

2. Brake shoe mounting structure according to claim 1,

the locking mechanism further comprises a 1 st spring part, the 1 st spring part is arranged on the brake head in a manner of applying force to the 1 st locking component,

the 1 st locking member is biased by the 1 st spring portion in a direction to swing the 1 st locking member to maintain the locked state in the locked state, and the 1 st locking member is biased by the 1 st spring portion to maintain the unlocked state in a state of being swung by a predetermined angle from the locked state.

3. The brake shoe installation structure according to claim 1 or 2, wherein the lock mechanism further comprises a 2 nd lock member, the 2 nd lock member being provided on the 1 st lock member and being displaceable in a direction perpendicular to a swinging surface of the 1 st lock member,

the brake head has an engagement portion that is engaged with the 2 nd locking member in the locked state to restrict the movement of the 1 st locking member to swing to the unlocked state.

4. The brake shoe installation structure according to claim 3, wherein the lock mechanism further comprises a 2 nd spring portion for biasing the 2 nd lock member so as to hold the 2 nd lock member at a position where the 2 nd lock member is engaged with the engagement portion,

when the 1 st locking member is shifted from the unlocked state to the locked state, the 2 nd locking member is brought into contact with the engaging portion and is biased to be displaced in a direction opposite to the biasing direction of the 2 nd spring portion, whereby the locked state can be shifted, and after the shift to the locked state, the 2 nd locking member is displaced by the elastic return of the 2 nd spring portion and is held at a position engaged with the engaging portion.

5. The brake shoe attachment structure according to claim 1 or 2, wherein the end portion on the side of the bent portion has an edge portion having a width larger than an opening width of the insertion opening in a direction perpendicular to the longitudinal direction.