JP5009819B2 - Control device for adjusting wheel clearance of brake device for railway vehicle - Google Patents

Description

  The present invention relates to a control device for adjusting a clearance in a railcar brake device, and more particularly to a wet friction clutch mechanism incorporated in a control device for adjusting a clearance of a control wheel.

  A wet friction clutch is incorporated in the control device for adjusting the clearance gap of the brake device for a railway vehicle. Wet friction clutches are made of friction material to be used in a lubricated state, and oil bath lubrication, sprinkle lubrication, shaft center lubrication, etc. are known as lubrication methods. The wet friction clutch of the adjusting device has a concentric, radial, or spiral groove on the surface corresponding to the parts constituting the clutch as an oil reservoir, and lubricating oil (for example, grease) is placed in the groove. A system is used in which the lubricating oil in the reservoir and groove is supplied to the opposing surface.

  Of these, the groove is formed by cutting the surface of the component with the cutting edge of the cutting tool, usually by lathe processing. When the groove shape is formed as a radial groove intermittent in the rotational direction, for example, when the relative rotational angle displacement between the clutch parts is large or the displacement speed is high, the displacement of the relative rotational angle between the parts is small. Although there is no particular problem as long as it is used under the condition of straddling two adjacent grooves, the relative rotational angular displacement between parts does not reach from one groove to another adjacent groove. In some cases, the frictional resistance between the components varies, resulting in a problem that the stability cannot be obtained.

  On the other hand, when the grooves are formed in the circumferential direction like concentric circles, the grooves are continuous in the rotation direction of the clutch component, and good conditions can be secured for supplying the lubricating oil to the opposing surface. In this respect, forming concentric or spiral grooves continuous in the rotation direction as an oil reservoir has been conventionally effective in stabilizing characteristics.

However, it has been found that depending on the purpose of use of the friction clutch, a groove shape continuous in the rotational direction may not be preferred. The reason for this is that different materials with different hardness are usually used for the two parts constituting the clutch. However, when a molded body of a material having viscoelastic properties is used for one of the parts, the viscoelastic body This is because although the anti-vibration effect can be obtained due to the property of the elastic aftereffect, the surface may be scraped off by the groove formed on the surface of the counterpart component.
Japanese Utility Model Publication No. 58-9811 JP-T-2003-529724

  The problem to be solved is that when the oil sump is formed as a radial groove intermittent in the relative rotational direction between the clutch parts, the stability of characteristics may be lacking depending on the conditions. When formed into a groove shape continuous in the rotational direction, there is a problem that the surface of the friction lining may be scraped off by the groove depending on the material of the part.

  In the present invention, dimples having fine depressions are uniformly dispersed on the surface of the friction lining of one part of the clutch as an oil reservoir, and stable characteristics are obtained regardless of the relative rotational angular displacement between the clutch parts. The greatest feature is that it can be expressed.

  According to the control device for adjusting a clearance of a control wheel according to the present invention, it is possible to apply a constant pressure of a clutch spring to give a frictional restraint force as designed to a movable clutch component, and to use a viscoelastic body for a friction lining. Sometimes, there is no risk that the surface of the friction lining is scraped off.

  For the purpose of obtaining stable characteristics regardless of the magnitude of relative rotational angular displacement between the clutch parts, both friction lining surfaces are made by using a fine dimple in the dimple formed on the friction lining surface of one part of the clutch as an oil reservoir. This was realized by always supplying lubricating oil to the lining surface from the inside of the recess in a state where the surface was substantially in surface contact.

  The configuration and function of the control device for adjusting the clearance clearance of the railway vehicle brake device incorporating the wet friction clutch mechanism will be described below. FIG. 1 is a partial cross-sectional side view of a vehicle equipped with a brake device, and FIG. 2 is an enlarged cross-sectional view of a main part of the brake device. 1 and 2, a brake lever 2A is connected to a rod of the brake cylinder device 1 via a link.

  On the other hand, a control 3 </ b> A that is pressed against one side of the wheel 4 is attached to a control 6 that is pinned to the carriage, and the control 6 and the brake lever 2 </ b> A are coaxially connected by the control 7 </ b> A. Has been. The brake element 3B pressed against the opposite surface of the wheel 4 is pivotally attached to the brake lever 2B by a brake ring 7B, and brake beams 8A and 8B are attached in parallel to the lower ends of both brake levers 2A and 2B, A brake rod 5 is provided between both brake beams 8A and 8B.

  The brake rod 5 is screwed into a screw cylinder 9 supported by one brake flash 8A, and the other end is connected to the other brake flash 8B by a pin. The brake rod 5 is pulled into the screw cylinder 9 or pulled out. The clearance between the two control members 3A, 3B and the wheel 4 (referred to as a control member clearance) is adjusted. The screw cylinder 9 constitutes a part of an automatic gap adjusting device, and is automatically rotated during braking as the wear of the brake wheels 3A and 3B increases.

  Next, the brake mechanism incorporated in the automatic gap adjusting device will be described. 3 and 4, the screw cylinder 9 is rotatably held and disposed parallel to the axis of the screw cylinder 9 in the housing 10 attached to one brake beam 8A, so that the lead is not rough and does not stand by itself. The feed screw 11 to which the male screw 11A is attached is held so as to be able to move forward and backward, and the working screw 12B is screwed to the male screw 11A, and a sawtooth tooth 12A is formed on one end surface via a spline 12C on the circumference of the working screw 12B. The main drive ratchet body 12 is coupled so as to be slidable in the axial direction.

  Here, the male screw having a rough lead and not self-supporting is a screw that satisfies the condition that the main ratchet body 12 can be easily rotated with respect to the straight movement of the male screw, that is, the condition that the screw is not self-supporting (lead angle> friction angle). Say. On the circumference of the feed screw 11, a driven ratchet body 13 which is adjacent to the main ratchet body 12 and has sawtooth teeth 13A meshing with the serrated teeth 12A formed on one end surface thereof is rotatably supported. The back surface of 12 is pressed by the return spring 14 and both teeth 12A and 13A are urged in the meshing direction, but both teeth 12A and 13A are maintained at positions where the meshing is shifted.

  A conical portion 15 and a square shaft portion 16 are formed on the circumference of the driven ratchet body 13 at regular intervals. A main driving gear 17 provided is externally mounted, and a conical clutch 18 which is a movable clutch component is coupled to the square shaft portion 16, and a clutch spring 19 interposed between the main driving gear 17 and the conical clutch 18. The main gear 17 is brought into pressure contact with the conical portion 15 by applying the spring force, and the friction lining 18a of the conical clutch 18 is brought into pressure contact with the conical friction surface 20 which is a fixed side clutch component formed in the housing 10. Yes.

Note that the inclination angle theta ₁ of the conical portion 15, the relationship between the inclination angle theta ₂ of the cone clutch 18 is set to θ _{1 <θ 2.} A driven gear 22 is attached to the peripheral surface of the screw cylinder 9 supported by the housing 10 via a key 21 and meshed with the main gear 17. The screw cylinder 9 is supported by the housing 10 through an O-ring 23, one end of the screw tube 9 protrudes outward from the housing 10, a restoration operation square head 24 is provided at the protruding end, and the other end. The brake rod 5 is screwed into the screw hole.

  As shown in FIG. 2, this device has an arm provided on one brake bouncer 7A while mounting the casing 10 on one brake burr 8A and connecting the brake rod 5 to the other brake bull 8B with a pin. 25, a connecting plate 26 is pivotally attached, and its end is connected to the end of the feed screw 11 and installed between both brake beams 8A and 8B.

  In the embodiment, when the brake lever 2A is displaced around its fulcrum by driving the brake cylinder device 1 and one of the control wheels 3A is brought into pressure contact with the wheel 4, this displacement is transmitted through a series of mechanisms including the brake rod 5. Is transmitted to the other restrictor 3B, and the restrictor 3B is pressed against the wheel 4 by the displacement. In connection with the displacement of the brake lever 2A, automatic adjustment of the control wheel clearance is carried out. The operation procedure will be described below.

(1) When the control wheel clearance is regular,
When the brake is tightened, the connecting plate 26 is displaced in the same direction (in the direction of the arrow in FIG. 2) due to the displacement of the brake lever 2A, and the feed screw 11 is pulled out from the housing 10. By the linear movement of the feed screw 11, the working screw 12B screwed with the rough lead male screw 11A is rotated, and the rotational force is transmitted to the main ratchet body 12 through the spline 12C.

  When the main ratchet body 12 rotates, the teeth 12A receive the pressure of the return spring 14 and fall into the roots of the teeth 13A of the driven ratchet body 13. However, when the control wheel clearance is normal, the rotation angle of the main ratchet 12 is Therefore, the driven ratchet body 13 is not given rotational feed. When the brake is released, the connecting plate 26 returns in the opposite direction, and the feed screw 11 is pushed into the housing 10. The return of the feed screw 11 causes the working screw 12B to reversely rotate, and the main ratchet body 12 also reversely rotates against the return spring 14 to return to its original position.

(2) When the control gap increases from normal,
When the brake is worn and the gap between the brakes is increased from the normal value, the stroke required for braking increases, and the stroke of the feed screw 11 is increased by the amount that the stroke is increased from the normal value. As a result, the rotation angle of the main ratchet body 12 exceeds the normal rotation angle, the teeth 12A of the main ratchet body 12 fall into the valleys of the teeth 13A, and the driven ratchet body in proportion to the increase in the clearance of the control wheel. The 13 teeth 13A are pushed in the rotational direction to rotate together.

  Next, when the brake is released, the tooth 12A of the main ratchet body 12 returns to the original position, but the driven ratchet body 13 stays at the position rotated by being pushed by the teeth 12A of the main ratchet body 12, and the teeth 12A, 12A, Due to the relative displacement between 13A, the tooth 12A of the main ratchet body 12 falls on the back surface of the return spring 14 and falls into the tooth root of the next tooth of the driven ratchet body 13A.

When the brake is next applied in this state, the feed screw 11 advances straight and the teeth 12A of the main ratchet body 12 and the teeth 13A of the driven ratchet body 13 are engaged with each other, and both ratchet bodies 12, 13 are integrated into one tooth. Rotate. Here, since the inclination angle θ ₁ of the conical portion 15 is smaller than the inclination angle θ ₂ of the conical clutch 18 as described above, the frictional resistance between the conical portion 15 and the main driving gear 17 is the friction of the conical clutch 18. It is greater than the frictional resistance between the surface of the lining 18a and the conical friction surface 20.

  Therefore, the driven ratchet body 13 overcomes the frictional restraining force between the surface of the friction lining 18a of the conical clutch 18 and the conical friction surface 20, and rotates the main gear 17 integrally with the transmitted torque. Due to the rotation of the driven ratchet body 13, the main driving gear 17 coupled to the conical portion 15 rotates integrally, transmits the rotation to the driven gear 22, and rotates the screw cylinder 9 through the key 21 in the clockwise direction.

  Due to the rotation of the screw cylinder 9, the brake rod 5 is drawn into the screw cylinder 9 and draws the other brake beam 8B, shortens the distance between the pins of the both brake restrictors 3A, 3B, and increases the clearance caused by wear of the restrictor. Is adjusted to a regular gap. In FIG. 3, the conical clutch 18 fitted to the angular shaft portion 16 of the driven ratchet body 13 is pressurized toward the conical friction surface 20 of the housing 10 under the pressure of the clutch spring 19, and its friction resistance force However, it acts on the screw cylinder 9 through the driven ratchet body 13, the main driving gear 17, the driven gear 22, and the key 21, and the screw cylinder 9 rotates freely when the clearance is within the normal range due to the frictional restraining force thereof. It is necessary to overcome the frictional restraint force and rotate only when the clearance adjustment is performed by increasing the clearance of the brake restrictor beyond the normal range.

In other words, the frictional resistance force between the surface of the friction lining 18 a of the conical clutch 18 and the conical friction surface 20 must be kept smaller than the frictional resistance between the conical portion 15 and the main driving gear 17. In order to satisfy this condition, the inclination angle θ ₁ of the conical portion of the conical portion 15 is set smaller than the inclination angle θ ₂ of the conical clutch 8 as described above. In addition, the frictional resistance between the conical frictional surface 20 is a value as designed, and the frictional resistance must be kept uniform over the entire peripheral surface of the lining.

  In order to achieve this object, in the wet friction clutch mechanism, an oil sump is formed on the surface of the conical friction surface 20 on the fixed side, and a constant friction restraining force is maintained on the contact surface by supplying oil to the friction surface. When a radial groove is engraved as the oil reservoir, the frictional resistance between the components fluctuates and stability is not obtained, and concentric and spiral grooves continuous in the circumferential direction are formed. When engraved, as described above, depending on the material of the friction lining on the movable side, the problem arises that the surface is scraped off by a groove.

  Therefore, in the present invention, as an oil reservoir, as shown in FIG. 5, dimples having a small depression uniformly distributed over the entire surface of the conical friction surface 20 pressed against a friction lining stretched on the surface of the conical clutch 18. 27 is formed. The dimple 27 can be formed over the entire metal surface of the conical friction surface 20 by so-called blasting in addition to embossing (texturing) the conical friction surface 20 on the metal surface by pressing the conical friction surface 20. In FIG. 5, for easy understanding of the explanation, only the parts constituting the clutch parts are shown, and the rotation drive mechanism part of the control device for adjusting the clearance gap including the screw cylinder and the feed screw is omitted.

  Blasting is a method that is generally used to spray a solid metal, mineral or vegetable abrasive at a high speed on the work surface to clean the surface, improve wear resistance, or harden the surface. According to processing, it is excellent in that selection of the size, depth, number, etc. of the recesses is relatively easy. In general, the depth of the recess is preferably in the range of 10 μm to 15 μm as the depth of the oil reservoir of the friction clutch, and by storing lubricating oil (grease) at a depth of 10 μm to 15 μm, the conical surface facing from the recess It can be supplied to the surface of the friction lining 18a of the clutch 18 without interruption.

  FIG. 6 is a diagram conceptually showing a temporal change in the rotational torque (T). In FIG. 6, the curve A shows a tendency that the value of the rotational torque (T) gradually increases with the passage of time, and the curve (B) shows that the rotational torque (T) is infinitely constant with the passage of time. It shows a tendency to converge to the value. If lubricating oil is not smoothly supplied between the conical friction surface 20 and the surface of the friction lining 18a, the frictional resistance force between the conical friction surface 20 and the friction lining 18a increases with the passage of time, and the tendency of the curve (A) is followed. When the clearance adjustment is necessary, the driven ratchet cannot overcome the frictional restraining force between the surface of the friction lining 18a and the conical friction surface 20, and the clearance that is increased due to wear of the control wheel cannot be adjusted.

  In order to adjust the clearance of the control wheel, it is necessary to keep the rotational torque at a constant design value as shown by the curve (B) regardless of temporal changes. The present invention provides a fixed-side conical friction that is pressed against a friction lining stretched on the surface of a movable-side conical clutch 18 as an oil reservoir for a wet friction clutch incorporated in a control device for adjusting a clearance of a brake device for a railway vehicle. The dimples 27 having fine dents independent of each other are uniformly distributed over the entire surface 20, and the lubricating oil (grease) accumulated in the dents is supplied to the conical friction surface 20 of the opposite casing 10 without interruption. Is. However, it is advantageous for forming the mechanism to form minute recesses independent from each other over the entire surface of the fixed-side conical friction surface 20 pressed against the friction lining stretched on the surface of the movable-side conical clutch 18. On the contrary, this relationship may be formed by forming minute recesses independent of each other over the entire friction surface of the movable clutch component pressed against the friction lining stretched on the surface of the fixed clutch component. .

  According to the present invention, the frictional resistance between the clutch parts (the friction lining stretched on the surface of the conical friction surface 20 and the conical clutch 18) is reduced, for example, when a radial groove intermittent in the rotational direction is formed. Therefore, the constant pressure of the clutch spring 19 is applied, and the frictional restraint force as designed can be applied to the conical clutch 18 as shown in the curve (B) of FIG. The conical clutch 18 can be constrained by the frictional force at the inside, and the conical clutch 18 can be rotated by overcoming the frictional constraining force when the restrictor clearance exceeds the normal range.

  Further, even when a viscoelastic body is used for the friction lining, there is no possibility that the surface of the friction lining is scraped off as in the case where concentric grooves are formed in the circumferential direction.

  Also, in the embodiment, an example was described in which the present invention was applied to a control device for adjusting a control device having a control device at both ends with a control device disposed on both sides of a single wheel. The present invention can be applied in the same manner to a control device for adjusting a clearance of a control wheel provided at both ends with a control device that presses against the wheel of the control device.

It is a partial side view of a vehicle equipped with a brake device. It is a principal part expansion perspective view of a brake device. It is a disassembled perspective view of the control wheel clearance gap adjustment apparatus by this invention. It is an expanded sectional view of the control wheel gap adjustment device by the present invention. It is a principal part disassembled enlarged view of a friction clutch mechanism. It is a graph which shows notionally the time change of rotation torque.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake cylinder apparatus 2A, 2B Brake lever 3A, 3B Control wheel 4 Wheel 5 Brake stick 6 Control wheel suspension 7A, 7B Control wheel connection 8A, 8B Brake beam 9 Screw cylinder 10 Housing | casing 11 Feed screw 11A Male screw 12A Serrated tooth 12B Action screw 12C Spline 12 Drive ratchet body 13A Serrated tooth 13 Drive ratchet body 14 Return spring 15 Conical part 16 Angular shaft part 17 Drive gear 18 Conical clutch 18a Friction lining 19 Clutch spring 20 Conical friction surface 21 Key 22 Driven gear 23 O -Ring 24 Square head 25 for restoration operation Arm 26 Connecting plate 27 Dimple

Claims (1)

A control device for adjusting a clearance gap of a brake device for a railway vehicle having a wet friction clutch mechanism,
The wet friction clutch mechanism has a combination of a stationary clutch component, a movable clutch component, and a clutch spring.
The fixed-side clutch component has a conical friction surface formed on the housing of the control wheel clearance adjusting device ,
The movable side clutch component is a conical clutch that is brought into pressure contact with the conical friction surface of the housing, and has a friction lining.
The friction lining is pressed against the conical friction surface of the fixed clutch part,
The clutch spring pressurizes the conical clutch and presses it against the conical friction surface of the fixed clutch component to generate a frictional resistance force between the friction lining of the conical clutch and the conical friction surface of the fixed clutch component ,
The conical friction surface of the fixed clutch part is formed with dimples having minute depressions dispersed on the entire surface contacting the friction lining of the conical clutch as a sump of lubricating oil,
The dimple is a depression having a depth of 10 to 15 μm, and the lubricating oil is continuously applied from the inside of the depression to the lining surface of the conical clutch in a state where the fixed side clutch component is substantially in surface contact with the friction lining surface of the conical clutch. A rail vehicle that supplies oil to a friction lining surface and maintains a constant frictional restraint force by maintaining a uniform frictional resistance force between the friction lining of the conical clutch and the conical friction surface of the stationary clutch component. Brake device adjuster clearance adjustment device.

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