JPS5992253A - Automatic regulator for clearance of brake block in basic brake gear for railway rolling stock - Google Patents

Abstract

(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

【発明の詳細な説明】 本発明は前後車輪間に設置する一対の基礎ブレーキ装置
における制輪子隙間自動調整装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic brake shoe clearance adjustment device in a pair of basic brake devices installed between front and rear wheels.

鉄道車輛の高精能化に伴ない、搭載機器の数が増大しだ
ため、搭載機器の小型、軽量化が必要となり、基礎ブレ
ーキ装置も従来の台車ブレーキ装置に代えて小型のユニ
ットブレーキ装置、パックブレーキ装置が用いられるよ
うに々ってきた。パックブレーキ装置は、車輛の前後車
輪に対して設置されたそれぞれの制輪子にブレーキ七ト
を連結し、各ブレーキでこの下端を定位置に支えた状態
でそれぞれのブレーキてこをブレーキダイヤフラムで別
個に駆動し、ブレーキダイヤフラムに発生させたブレー
キ力を制輪子に伝達する形式のものである。この形式の
ブレーキ装置においても台車ブレーキ装置と同様に制輪
子の摩耗に応じて車輪と制輪子との間の隙間（以下制輪
子隙間という）の変動を補償してブレーキストロ〜りを
一定ＶＣ（，７たぜる必要がある。As railway vehicles become more sophisticated, the number of on-board devices begins to increase, making it necessary to make the on-board devices smaller and lighter.The basic brake system is also replaced by a small unit brake system, instead of the conventional bogie brake system. Pack brake devices have come into use. A pack brake system connects seven brake levers to each of the brake shoes installed on the front and rear wheels of a vehicle, and while each brake supports the lower end in a fixed position, each brake lever is separately controlled by a brake diaphragm. It is of a type that transmits the braking force generated by the brake diaphragm to the brake shoe. Similar to the bogie brake system, this type of brake system also compensates for fluctuations in the gap between the wheel and the brake shoe (hereinafter referred to as the brake shoe gap) as the brake shoe wears, and maintains the brake stroke at a constant VC ( , I need to collect 7.

パックブレーキ装置に制輪子隙間自動調整機構を適用す
る場合には各ブレーキ：Ｃとの下端と支える押棒をブレ
ーキ棒と、該ブレーキ棒に螺合させたねし筒と、該ねじ
簡に外装して前記ブレーキ士こに連結されだ外筒とで構
成し、制輪子の摩耗に応して自動的にねじ簡に回転送り
を与え、これをブレーキ棒より順次繰出して押棒の全長
を伸長させるねし筒の送り機構が組込まれるが、一対の
ブレーキ装置の動作は別個に行われるだめ、従来はそれ
ぞれのパックブレーキ装置の押棒、具体的にはブレーキ
棒を別個に車輛の台枠に支持させていた。When applying the brake pad clearance automatic adjustment mechanism to a pack brake device, each brake: The lower end of C and the supporting push rod are used as a brake rod, a screw tube screwed onto the brake rod, and a screw sleeve are covered with the push rod. It consists of an outer cylinder connected to the brake lever, and automatically gives rotational feed to the screw in response to wear of the brake shoe, and sequentially feeds it out from the brake rod to extend the entire length of the push rod. Although the cylinder feeding mechanism is incorporated, the operation of the pair of brake devices must be performed separately, so conventionally, the push rods of each pack brake device, specifically the brake rods, were supported separately on the vehicle underframe. .

このため、ブレーキ緊締時の反力がすへて台枠に加えら
れることになり、ブレーキ棒の支持に堅牢な支持構造を
必要とし、装置が大型化して重量の増加はさけることが
できなかった。As a result, the reaction force when tightening the brakes is already applied to the underframe, requiring a robust support structure to support the brake rods, making the device larger and increasing its weight. .

本発明は上記問題点を解消するもので、ブレーキタイヤ
フラムと、制輪子つりによって車体の台枠に保持された
制輪子と、ブレーキダイヤフラムに発生させた制動力を
制輪子に伝えるブレーキでとと、ブレーキてこの下端を
支える押棒と、該押棒に組例けられた制輪子隙間自動調
整機構とを備える一対の鉄道車輛用基礎ブレーキ装置を
車輛の前後車輪間に設置し、前記押棒を、ブレーキ棒と
ブレーキ棒に螺合させたねし筒と、該ねじ筒に外装して
ブレーキ：Ｃとに連結された外筒とで構成し、両押棒の
ブレーキ棒を同一軸線上に配設してこれらを一木の連結
筒内にその両端から挿入するとともに両ブレーキ棒の端
末を連結筒内で突き合せ、前記制輪子隙間自動調整機構
を外筒内でねじ簡に遊嵌させた作用ねじと、 作用ねしに連動させた主動クラッチと、１′１１ 該主動クラッチの鋸歯状歯に噛合する鋸歯状を八 備え、前記ねじ簡にスプライン結合された従動クラッチ
と、 両クラッチを噛合せ方向に伺勢する戻しばねと、前記作
用ねじの外周ＶＣ＋Ｊされた自立条件が成立しない荒い
リードのねじに契合させた送りねじと、従動クラッチを
外筒の内端に圧接するとともに送りねじを一方向に伺勢
する作用ばねと、送りねしＩＫ、植設され、外筒に開口
された長溝を通して外方に突出させた止めねじと、 該外筒の外周で止めねじを支持する作動筒と、球面佃１
受を介して止めねじに一端を支持さぜるとともに他端を
前記制輪子つりに連結した連結板とで構成したことを特
徴とするものである。以下に本発明の実施例を図によっ
て説明する。The present invention solves the above problems by using a brake tire flam, a brake shoe held on the underframe of the vehicle body by a brake shoe suspension, and a brake that transmits the braking force generated in the brake diaphragm to the brake shoe. A pair of basic brake devices for a railway vehicle is installed between the front and rear wheels of the vehicle, and includes a push rod that supports the lower end of the brake lever, and an automatic brake gap adjustment mechanism assembled to the push rod, and the push rod is used as a brake lever. It consists of a screw cylinder screwed onto the push rod and the brake rod, and an outer cylinder that is attached to the screw cylinder and connected to the brake C.The brake rods of both push rods are arranged on the same axis and these is inserted into a connecting cylinder of a piece of wood from both ends thereof, and the ends of both brake rods are butted together in the connecting cylinder, and the automatic brake gap adjustment mechanism is easily and loosely fitted in the outer cylinder; a driving clutch interlocked with a working clutch; a driven clutch having eight serrations that engage with the sawtooth teeth of the driving clutch and spline-coupled to the screw; A return spring is applied to the outer circumference of the working screw, a feed screw is engaged with a screw with a rough lead in which the self-sustaining condition of VC + J is not satisfied, and a driven clutch is pressed against the inner end of the outer cylinder, and the feed screw is moved in one direction. an action spring that biases the outer cylinder, a feed spring IK, a set screw that is implanted and projects outward through a long groove opened in the outer cylinder, an operating cylinder that supports the set screw on the outer periphery of the outer cylinder, and a spherical spring. 1
It is characterized by comprising a connecting plate, one end of which is supported by a set screw via a receiver, and the other end of which is connected to the brake shoe suspension. Embodiments of the present invention will be described below with reference to the drawings.

第１図は車輛に装備した基礎ブレーキ装置（パックブレ
ーキ装置）ＰＢを示すものである。すなわち、ブレーキ
ダイヤフラム１のロット１１にブレーキてこ２が連結さ
れ、ブレーキてこ２に、制輪子つり乙によって台車の台
枠に保持されだ制輪子４が連結されている。Ｗは車輪で
ある。まだ、ブレーキてこ２の下端は押棒６で支えられ
、この押棒６ＶＣ制輪子隙間自動調整機構（以下調整器
という）７が絹伺けられている。この調整器７はブレー
キの緊締、緩解によって生ずる制輪子つり６の回動運動
を利用して押棒６の全長を伸長させつつ制輪子の摩耗に
よる制輪子隙間の変動を自動的に補償するものである。FIG. 1 shows a basic brake device (pack brake device) PB installed in a vehicle. That is, a brake lever 2 is connected to the rod 11 of the brake diaphragm 1, and a brake shoe 4 is connected to the brake lever 2, which is held on the underframe of the truck by a brake shoe suspension. W is a wheel. The lower end of the brake lever 2 is still supported by a push rod 6, and an automatic brake brake clearance adjustment mechanism (hereinafter referred to as an adjuster) 7 is visible on the push rod 6. This adjuster 7 automatically compensates for fluctuations in the brake shoe clearance due to brake shoe wear while extending the entire length of the push rod 6 by utilizing the rotational movement of the brake shoe suspension 6 that occurs when the brake is tightened or released. be.

基礎ブレーキ装置ＰＢは、車輛の前後車輪Ｗ、Ｗに対応
してそれぞれ別個に設けられ、両ブレーキ装置ＰＢ、Ｐ
Ｂのブレーキてこ２．２を支える押棒６，６は、その端
部を向き合せて同一軸線上に配設されている。The basic brake device PB is separately provided corresponding to the front and rear wheels W, W of the vehicle, and both brake devices PB, P
The push rods 6, 6 supporting the brake lever 2.2 of B are arranged on the same axis with their ends facing each other.

本発明は両ブレーキ装置のブレーキでと２．２を支える
押棒６．乙の端末を一本の連結筒８内にその両端より挿
入し、連結筒８内で両押棒６，６の端末を突き合せるこ
とによって制動時の反力を両押棒間で吸収させるように
し、上記構成に適合するように調整器７を改良したもの
である。両基礎ブレーキ装置ＰＢ、ＰＢは同一構造であ
るため、以下一方のブレーキ装置のみについて説明し、
他方のブレーキ装置については同一構成部分に同一番号
を旬してその説明を省略する。すなわち第２図、第６図
において、押棒６はブレーキ棒９と、該ブレーキ棒９の
周面のねじに螺合させたねし筒１０と、該ねじ筒１０に
外装された外筒１１とからなっている。開［」縁を通し
て外筒１１内に挿入されたねじ筒１０の一端は外筒１１
の内端に形成された軸受部１２に支持され、外筒１１の
開口縁は、その内周面にねし結合されたねし筒受１６を
介してねじ筒１０の胴部周上に支えられている。外（：
５１１はその先端に二叉部１１ａを有し、この二叉部′
１１ａが、ピンＰを介して前記ブレーキてこ２の下端に
連結され、ブレーキ棒′９の端末を前記連結筒８内に挿
入し、該連結筒８内で他方の基硯ブレーキ装置ＰＢにお
けるブレーキ棒９の端末と突き合されるものである。そ
の詳細は後述する。The present invention uses the brakes of both brake devices and the push rod 6.2 that supports the 2.2. The terminal of B is inserted into one connecting tube 8 from both ends, and the ends of both push rods 6, 6 are butted together in the connecting tube 8, so that the reaction force during braking is absorbed between both push rods, The regulator 7 is improved to suit the above configuration. Since both basic brake devices PB and PB have the same structure, only one brake device will be explained below.
Regarding the other brake device, the same components will be designated by the same numbers and the explanation thereof will be omitted. In other words, in FIGS. 2 and 6, the push rod 6 consists of a brake rod 9, a threaded cylinder 10 screwed onto a thread on the circumferential surface of the brake rod 9, and an outer cylinder 11 sheathed around the threaded cylinder 10. It has become. One end of the threaded cylinder 10 inserted into the outer cylinder 11 through the open edge is connected to the outer cylinder 11.
The opening edge of the outer cylinder 11 is supported on the periphery of the body of the threaded cylinder 10 via a screw cylinder support 16 which is screw-coupled to the inner peripheral surface of the outer cylinder 11. ing. Outside (:
511 has a forked part 11a at its tip, and this forked part'
11a is connected to the lower end of the brake lever 2 via a pin P, the end of the brake rod '9 is inserted into the connection tube 8, and the brake rod of the other basic brake device PB is inserted into the connection tube 8. This is the one that is matched with the terminal number 9. The details will be described later.

上記押棒６に組み付けられた調整器７は次のとおりであ
る。すなわち、外筒１１内でねじ筒１０の周」二にねじ
の自立条件（摩擦角〉リード角）が成立しないリートの
荒い送りねじが付された作用ねし１４を遊嵌し、その一
端をねじ筒１０の周上に突設しだ′環状ストッパ１５て
支え、他端にスプライン状の゛つの１６゛を設け、これ
をねじ筒１０に遊合さぜた主動クラッチ１７の内径スプ
ライン部１８と係合させる。The regulator 7 assembled to the push rod 6 is as follows. That is, a working screw 14 with a rough lead screw that does not satisfy the thread self-sustaining condition (friction angle>lead angle) is loosely fitted around the circumference of the threaded cylinder 10 in the outer cylinder 11, and one end of the working screw 14 is fitted loosely around the circumference of the threaded cylinder 10. The inner diameter spline part 18 of the main drive clutch 17 is supported by an annular stopper 15 protruding from the circumference of the threaded cylinder 10, and two spline-shaped 16' are provided at the other end, which are loosely engaged with the threaded cylinder 10. engage with.

なお、前記ストッパ１５はねし筒受１５のストッパをも
兼ねているものである。Note that the stopper 15 also serves as a stopper for the spring cylinder support 15.

ねじ筒１０の周上にはスプラインによって従動クラッチ
１９か結合され、作用ねじ１４と主動クラッチ１７との
間に介装した戻しはね２０のばね圧を主動クラッチ１７
に作用させて両クラッチの端面に設けた歯型を互いに圧
接させる。A driven clutch 19 is connected to the circumference of the threaded cylinder 10 by a spline, and the spring pressure of a return spring 20 interposed between the working screw 14 and the driving clutch 17 is transferred to the driving clutch 17.
The teeth formed on the end surfaces of both clutches are brought into pressure contact with each other.

第４図にクラッチの歯型１７ａ、　１９ａの形状を示ず
。すなわち、歯型１７ａ、１９ａは鋸歯状歯からなり、
一方向（ブレーキ緊締方向）の回転に対しては空転し、
逆方向（ブレーキ緩解方向）の回転に対してブレーキ緊
締時の回転角が一歯を超えたときに一体回転をするよう
になっているものである。Figure 4 does not show the shapes of the clutch teeth 17a, 19a. That is, the tooth patterns 17a and 19a are made of serrated teeth,
When rotating in one direction (brake tightening direction), it spins idly,
It is designed to rotate integrally when the rotation angle when the brake is tightened exceeds one tooth with respect to rotation in the opposite direction (brake release/relaxation direction).

一方、作用ねじ１４には、その外周面に何されたねじと
螺合するリートの荒いねしが内径に伺された送りねじ２
１を結合し、該送りねじ２１の両側に植設した止めねじ
２２を、外筒１１の軸方向に沿ってその両側に開１コし
だ長溝２３内を通して外ｍ１１の周上に突設する。送り
ねじ２１　（ｒ１作用ねじ１４のリードの荒いねじに螺
合させただめ、送りねし２１に作用ねじ１４のｎｑｂ方
向に推力を加えると作用ねじ１４を回転させながら自由
に移動することとなる。この送りねじ２１を常時定位置
に保持するため、送りねじ２１と作用はね受２４をあて
か″つた従動クラッチ１９のフラン／との間に作用ばね
２５を介装し、そのばね力を送りねじ２１に作用させて
一方向に付勢し、これを前記ストッパ１５に圧接させる
。従動クラッチ１９は作用ばね２５の背圧をうけて外筒
１１の内端面に圧着されるが、この従動クラッチ１９の
後面に摩擦係数の大きいウレタンなどの摩擦板２６を貼
着して外筒１１の内端面と摩擦板２６との間に摩擦クラ
ッチを構成させ、この間の摩擦力によってねじ筒１０が
車輛の振動などて勝手に回るのを防止する。On the other hand, the working screw 14 has a feed screw 2 whose inner diameter has a rough thread of a leat which is screwed into the screw thread formed on the outer circumferential surface of the working screw 14.
1, and set screws 22 implanted on both sides of the feed screw 21 are provided to protrude onto the circumference of the outer cylinder 11 through long grooves 23 which are opened on both sides along the axial direction of the outer cylinder 11. . The feed screw 21 (r1 is screwed into the rough thread of the lead of the action screw 14, so when a thrust is applied to the feed screw 21 in the nqb direction of the action screw 14, it will move freely while rotating the action screw 14. In order to maintain the feed screw 21 in a fixed position at all times, an action spring 25 is interposed between the feed screw 21 and the flange of the driven clutch 19 on which the action spring receiver 24 is applied, and the spring force is applied to the feed screw 21. The feed screw 21 is biased in one direction and pressed against the stopper 15.The driven clutch 19 is pressed against the inner end surface of the outer cylinder 11 under the back pressure of the operating spring 25. A friction plate 26 made of urethane or the like having a large friction coefficient is attached to the rear surface of the clutch 19 to form a friction clutch between the inner end surface of the outer cylinder 11 and the friction plate 26, and the friction force between the friction plate 26 causes the threaded cylinder 10 to move toward the vehicle. Prevents it from rotating by itself due to vibration etc.

前記外筒１１の長溝２６より外方に突出させた一対の止
めねじ２２を、外筒１１の周上に、軸方向に沿って摺動
可能に外装された、作動筒２７に支持させ、さらに止め
ねじ２２の周上に、球面軸受２８を介して連結板２９を
支持させ、各連結板２９を押棒６の軸心と平行に延長し
てその先端二又部２９ａを制輪子つり３の下端に連結す
る。A pair of setscrews 22 projecting outward from the long grooves 26 of the outer cylinder 11 are supported by an actuating cylinder 27 that is slidably mounted on the circumference of the outer cylinder 11, and further A connecting plate 29 is supported on the circumference of the set screw 22 via a spherical bearing 28, and each connecting plate 29 is extended parallel to the axis of the push rod 6, and its forked tip 29a is connected to the lower end of the brake shoe suspension 3. Connect to.

上記調整器７を備えだ押棒６の支持構造は次のとおりで
ある。す々わちねじ筒１０の他端より突出するブレーキ
棒９の端末にブレーキ棒受６０をねし結合し、該ブレー
キ棒受３０と一体となった筒状部３０ａ内にねし筒受筒
６２を挿入してその内周面でねじ筒１０の周面一部を覆
い、筒状部３０ａの端末に復元操作用の六角部３１を設
ける。さらにねじ筒１０に外装されたねし筒受金６３を
ねじ筒受筒６２の開口縁にねじこみ、寸だ、ねじ筒受仝 ｍ６２に外装したブレーキ棒受Ａ３４を筒状部、ｓｏａ
の開口縁にねしこんでこれらを同心上に保持させる。こ
のねじ筒受筒３２μブレーキ棒９とねじ筒１０とのくし
折れ防止並びにちりよけカバーとがるものである。この
ようにブレーキ棒９に結合してねじ筒１０の一部周面に
外装したブレーキ棒受３０を前記連結筒８の一方の開口
縁より内部に挿入し、同様に他方の開口縁よりもう一方
の基礎ブレーキ装置における押棒６を挿入し、両押棒６
，６のブレーキ棒９，９の端面を連結筒８内で突き合せ
る。なお、ブレーキ棒受６０の外面と１．連結筒８の内
面との対応する個所に環状溝を設け、両環状溝間にまだ
がって多数のつなぎころ３５を装入し、連結筒８内から
のブレーキ棒受６０の脱出を阻止すると共に連結筒８内
でブレーキ棒受６０を回転可能に保持さぜる。復元操作
用六角部６１は連結筒８の開口縁に隣接して設けられ、
１その回転操作により、ブレーキ棒受６０を通じてブレ
ーキ棒９を自由に回転できる。連結ｍ８の周上には、そ
れぞれの六角部３１．＋ＩＫ対応してブラケット６６を
取付け、このブラケット６６に、第５図に示すように六
角部３１の対向辺に係止させる二叉状クランプ３７を回
動可能に枢支させ、常時はこのクランプ６７を六角部３
１に係止させて回り止めを施こす。The support structure of the push rod 6 equipped with the regulator 7 is as follows. A brake rod holder 60 is screwed to the end of the brake rod 9 protruding from the other end of the threaded tube 10, and a screw tube holder is installed in the cylindrical portion 30a integrated with the brake rod holder 30. 62 is inserted to cover a part of the circumferential surface of the threaded cylinder 10 with its inner circumferential surface, and a hexagonal part 31 for restoring operation is provided at the end of the cylindrical part 30a. Furthermore, screw the threaded cylinder holder 63 which is externally mounted on the threaded cylinder 10 into the opening edge of the threaded cylinder holder 62.
to hold them concentrically by squeezing them into the opening edges. This threaded cylinder receiver 32μ prevents the brake rod 9 and the threaded cylinder 10 from combing and breaks, and has a sharp dust cover. The brake rod holder 30 coupled to the brake rod 9 and mounted on a part of the circumferential surface of the threaded cylinder 10 is inserted into the connecting cylinder 8 from one opening edge, and similarly from the other opening edge to the other side. Insert the push rod 6 in the basic brake device, and press both push rods 6.
, 6, the end surfaces of the brake rods 9, 9 are brought into contact within the connecting cylinder 8. Note that the outer surface of the brake rod holder 60 and 1. An annular groove is provided at a location corresponding to the inner surface of the connecting cylinder 8, and a large number of connecting rollers 35 are inserted between both annular grooves to prevent the brake rod receiver 60 from escaping from the inside of the connecting cylinder 8. At the same time, the brake rod receiver 60 is rotatably held within the connecting cylinder 8. The hexagonal part 61 for restoring operation is provided adjacent to the opening edge of the connecting cylinder 8,
1. By the rotation operation, the brake rod 9 can be freely rotated through the brake rod holder 60. On the circumference of the connection m8, each hexagonal part 31. A bracket 66 is attached corresponding to the +IK, and a two-pronged clamp 37 that is fixed to the opposite side of the hexagonal part 31 is rotatably supported on this bracket 66 as shown in FIG. Hexagonal part 3
1 to prevent rotation.

連結筒８は他側の車輪に対する基礎ブレーキ装置に向け
て延びるつなきばり３８に取付けられた二叉状の支持体
３９に固定し、台枠より垂下させた止め杆４０を支持体
３９の二叉部間に嵌合させ、これによって連結筒８の軸
方向の移動を阻止し、」二下方向の振れに対して追従で
きるようにする。The connecting tube 8 is fixed to a bifurcated support 39 attached to a connecting beam 38 extending toward the basic brake device for the other wheel, and a stop rod 40 hanging from the underframe is attached to the two ends of the support 39. It is fitted between the prongs, thereby preventing movement of the connecting cylinder 8 in the axial direction, and making it possible to follow downward swinging.

実施例において、ブレーキダイヤフラム１の駆動により
、ブレーキでと２を押棒６の枢支点Ｐを中心に角変位さ
せると、制輪子４が同方向に変位して車輪Ｗを圧接し、
ブレーキがかけられる。同時にこのブレーキ七と２の運
動により制輪子つり３が同方向に変位して連結板２９を
牽引し、作動筒２７が同方向に引っ張られ、止めねじ２
２及び送りねじ２１が作用ばね２５を縮めながら同方向
へ一体動する。作用ねじ１４は送りねじ２１の直線運動
をうけて反時計方向に回転し、スプライン状の゛つの１
６゛°で連結された主動クラッチ１７も同方向に一体に
回転する。（その回転方向を第４図中実線の矢印で示す
。）ここに制輪子隙間が２のとき、作動筒２７はあのて
こ比倍Ｂ（−１１）（Ｒ：定数）だけうごき、主動クラ
ッチ１７は送りねじ２１のリードによって決定される角
度θの回転をする。制輪子隙間の許容限界を２゜とする
と、主動クラッチ１７（総画数Ｎ）の−歯（１７Ｎ　）
の回に角はΔ。のストロークによって生ずる角度θ。と
なる。したかつて制輪子４の摩耗による制輪子隙間の変
動がＷ「容範囲内のとき、すなわちノ〈フのときには、
主動クラッチ１７の回転角１は、θ〈θ０となるため、
ブレーキ緊締時には主動クラッチ１７の歯１７ａは従動
クラッチ１９の歯１９ａの傾斜面を上るのみでその一歯
を超えることがなく、ブレーキの緩解時に作用ばね２５
の背圧をうけて送りねじ２１が後退すると、歯１７２．
が逆転し、歯１９ａの傾斜面を滑り下りて復帰するのみ
で従動クラッチ１９には回転力は伝えられない。In the embodiment, when the brake diaphragm 1 is driven to angularly displace the brake lever 2 around the pivot point P of the push rod 6, the brake shoe 4 is displaced in the same direction and presses against the wheel W.
The brakes are applied. At the same time, due to the movement of the brakes 7 and 2, the brake shoe suspension 3 is displaced in the same direction and pulls the connecting plate 29, and the operating tube 27 is pulled in the same direction, causing the set screw 2
2 and the feed screw 21 move together in the same direction while compressing the action spring 25. The action screw 14 rotates counterclockwise under the linear motion of the feed screw 21, and rotates in a spline-like manner.
The main drive clutch 17 connected at 6° also rotates in the same direction. (The direction of rotation is shown by the solid arrow in Fig. 4.) When the brake shoe clearance is 2, the actuating cylinder 27 moves by that lever ratio times B (-11) (R: constant), and the driving clutch 17 moves by the lever ratio times B (-11) (R: constant). rotates by an angle θ determined by the lead of the feed screw 21. If the allowable limit for the brake shoe clearance is 2 degrees, then - teeth (17N) of the main drive clutch 17 (total number of strokes N)
The angle is Δ when . The angle θ caused by the stroke of . becomes. When the variation in the brake shoe clearance due to wear of the brake shoe 4 is within the W range, that is, when it is at
Since the rotation angle 1 of the main clutch 17 is θ<θ0,
When the brake is tightened, the teeth 17a of the main drive clutch 17 only climb the slope of the teeth 19a of the driven clutch 19, but do not go beyond one tooth, and when the brake is released, the operating spring 25
When the feed screw 21 retreats under the back pressure of the teeth 172.
The rotational force is not transmitted to the driven clutch 19 only by reversing and sliding down the inclined surface of the teeth 19a to return.

制輪子４の摩耗が増大し、ｚ＞Δ。となると、θ〉θ。The wear of the brake shoe 4 increases and z>Δ. Then, θ〉θ.

となり、ブレーキ緊締時に主動クラッチ１７の歯１７ａ
の回転角が従動クラ゛ノチ１９の一歯を超え、戻しばね
２０の背圧をうけて次の両釜に落ち込む。この状態で次
にブレーキが緩められると、作用はね２５の戻し力をう
けて送りねじ２１が戻り、作用ねじ１４を回転させる。Therefore, when the brake is tightened, the teeth 17a of the main drive clutch 17
The rotation angle exceeds one tooth of the driven crank notch 19, and it falls into the next two hooks under the back pressure of the return spring 20. When the brake is next released in this state, the feed screw 21 returns due to the returning force of the action spring 25, causing the action screw 14 to rotate.

両クラッチの歯１７ａ、１９ａは作用ねし１４の回転力
をうけて第４図中破線の矢印で示す方向に一体回転し、
この回転力はスプラインを通じてねじ筒１０に伝えられ
、ねじｍ１０は時計方向に回転する。ねじ筒１０が時開
方向に回転すると、ブレーキ棒９には回り止めが施こさ
れているだめ、ねじ筒１０がブレーキ捧９より繰出され
、外筒１１も一体に押し出されて前進し、ピンＰの位置
を車輪Ｗ側に近ずける。The teeth 17a and 19a of both clutches rotate integrally in the direction shown by the broken line arrow in FIG. 4 under the rotational force of the action gear 14.
This rotational force is transmitted to the screw cylinder 10 through the spline, and the screw m10 rotates clockwise. When the threaded cylinder 10 rotates in the opening direction, the brake rod 9 is prevented from rotating, so the threaded cylinder 10 is let out from the brake rod 9, and the outer cylinder 11 is also pushed out and moved forward, and the pin Move the position of P closer to the wheel W side.

この押棒６の伸長にともない、連結板２９も一体に移動
し、制輪子つり３を制輪子４の変位に追従させ、制輪子
隙間はス。以下に戻される。以後、制輪子が摩耗して制
輪子隙間が一定量増大するごとに制輪子隙間の調整が自
動的に実施され、ブレーキストロークは常にほぼ一定に
保たれる。従動クラッチ１９ｉｄ、常に作用ばね２５の
背圧をうけ、その背面に設けた摩擦板２６が外筒１１の
内端部に圧着されてこの間に保持クラッチを形成してお
り、ねじ筒１０は常にこの保持クラッチの摩擦拘束力を
うけて１１１輛走行中の振動などで勝手に回り出すこと
がなく、制輪子隙間の調整が実施されるときに、ねじ筒
１０がこの摩擦拘束力をしのいで回転する。As the push rod 6 expands, the connecting plate 29 also moves together, causing the brake shoe suspension 3 to follow the displacement of the brake shoe 4, thereby closing the brake shoe gap. Returned below. Thereafter, whenever the brake shoes wear and the brake shoe clearance increases by a certain amount, the brake shoe clearance is automatically adjusted, and the brake stroke is always kept almost constant. The driven clutch 19id always receives back pressure from the operating spring 25, and a friction plate 26 provided on the back side is pressed against the inner end of the outer cylinder 11 to form a holding clutch between them. Due to the frictional restraining force of the holding clutch, the threaded tube 10 rotates by overcoming this frictional restraining force when adjusting the brake shoe clearance without rotating freely due to vibrations while the car is running. .

本発明において、ブレーキ緊締時に、制輪子４に加えら
れる反力は勿論ブレーキ棒９［伝えられるが、ブレーキ
棒９は連結筒８内で他の基礎ブレーキ装置のブし／−キ
棒９と突き合されているため、両ブレーキ棒９，９の突
つばりによって反力が吸収され、台枠に伝えられること
はない。また、ブレーキの緊締時、緩解時にブレーキ：
Ｃと２と制輪子つり６とはその下端位置にややずれが生
ずるが、このずれは、球面軸受２８で吸収され、ブレー
キ：Ｃと２の円弧運動によって生ずる押棒６の上下方向
のずれは止め杆４０と支持体６９との間の隙間に吸収さ
れる。In the present invention, when tightening the brake, the reaction force applied to the brake shoe 4 is of course transmitted to the brake rod 9, but the brake rod 9 collides with the brake rod 9 of another basic brake device in the connecting tube 8. Since the brake rods 9 and 9 are aligned together, the reaction force is absorbed by the protrusion of the brake rods 9, 9, and is not transmitted to the underframe. Also, when the brake is tightened or released, the brake:
Although there is a slight deviation in the lower end positions of C and 2 and the brake shoe suspension 6, this deviation is absorbed by the spherical bearing 28, and the vertical displacement of the push rod 6 caused by the arc movement of the brake C and 2 is stopped. It is absorbed into the gap between the rod 40 and the support 69.

次に制輪子の摩耗がその限度に達して新品の制輪子と交
換するときには、六角部６１よりクランプ６７を外し、
六角部３１にスパナなどの手工具を嵌め合せ、該手工具
の操作により六角部３１をブレーキ棒９と共に時計方向
に回転し、ねじ筒１０を引き込み、押棒６の全長を短縮
させて制輪子４を車輪Ｗより十分に引き離した状態で制
輪子の交換を行なう。以上の操作は他の基礎ブレーキ装
置についても全く同じである。Next, when the wear of the brake shoes reaches its limit and you want to replace them with new brake shoes, remove the clamp 67 from the hexagonal part 61,
A hand tool such as a spanner is fitted into the hexagonal part 31, and by operating the hand tool, the hexagonal part 31 is rotated clockwise together with the brake rod 9, the threaded cylinder 10 is retracted, the overall length of the push rod 6 is shortened, and the brake shoe 4 is removed. Replace the brake shoe with the brake shoe sufficiently separated from the wheel W. The above operation is exactly the same for other basic brake devices.

本発明は以上のように各ブレーキ装置の隙間調整器にお
ける止めねじに、球面軸受を介して連結板を支持させた
ため、ブレーキの緊締、緩解時に生ずる制輪子の振れは
球面軸受で吸収されて押棒には伝えられず、しだがって
両ブレーキ装置の押棒を同一軸心上に保たせ、各押棒を
構成するブレーキ棒を一本の連結筒内にその両端より挿
入し、連結筒内で両グレーキ棒の端末を突き合せて実質
上一対の押棒を一本化することができ、押棒の支持に従
来のように強固な支持構造を必要とせず、ブレーキ装置
の支持構造を簡略化してその軽量化を図ることができる
効果を有するものである。As described above, in the present invention, the connecting plate is supported by the set screw in the clearance adjuster of each brake device via the spherical bearing, so that the vibration of the brake shoe that occurs when tightening and releasing the brake is absorbed by the spherical bearing, and the push rod is absorbed by the spherical bearing. Therefore, the push rods of both brake devices are kept on the same axis, and the brake rods that make up each push rod are inserted into one connecting cylinder from both ends. By butting the ends of the braking rods together, it is possible to essentially combine a pair of push rods into one, eliminating the need for a strong support structure like in the past to support the push rods, simplifying the support structure of the braking device, and reducing its weight. This has the effect of making it possible to improve the situation.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明装置の一実施例を示す基礎ブレーキ装置
の側面図、第２図は押棒の一部断面拡大平面図、第６図
は押棒の一部断面拡大側面図、第４図は半動クラッチと
従動クラッチとの歯型を示す展開図、第５図は第５図の
Ｖ−Ｖ線断面拡大図である。 １・・・タイヤフラム　　　２・・・ブレーキてこ４・
・・側輪、子　　　　　　６・・・押棒７・・・制輪子
隙間調整機構 ８・・・連結筒　　　　　　９・・・ブレーキ棒１００
．ねじ筒　　　　　１１・・・外筒１４−、、作用ねじ
　　　　１７・・・主動クラッチ１７ａ・・・主動クラ
゛ノチの歯型 １８・・スプライン　　　１９・・従動クラッチ１９ａ
・・・従動クラッチの歯型 ２０・戻しばね　　　　２１・・送りねじ２２・・・止
めねじ　　　　２６　長溝２５・・作用ばね　　　　２
７・作動筒２８・球面軸受　　　　２９・・・連結板Ｐ
Ｂ・・基礎ブレーキ装置 Ｗ・・車輪 代理人　弁理士　菅　野　　　中Fig. 1 is a side view of a basic brake device showing an embodiment of the device of the present invention, Fig. 2 is an enlarged partially sectional plan view of the push rod, Fig. 6 is an enlarged partially sectional side view of the push rod, and Fig. 4 is an enlarged side view of the push rod. FIG. 5 is a developed view showing the tooth shapes of the half-moving clutch and the driven clutch, and FIG. 5 is an enlarged cross-sectional view taken along the line V-V in FIG. 1... Tire flam 2... Brake lever 4.
... Side wheel, child 6 ... Push rod 7 ... Bracelet gap adjustment mechanism 8 ... Connection tube 9 ... Brake rod 100
．． Threaded cylinder 11... Outer cylinder 14-, Working screw 17... Active clutch 17a... Tooth profile of active clutch notch 18... Spline 19... Driven clutch 19a
...Tooth shape of driven clutch 20, return spring 21, feed screw 22, set screw 26, long groove 25, action spring 2
7. Operating cylinder 28. Spherical bearing 29... Connection plate P
B...Basic brake device W...Wheel agent Patent attorney Naka Kanno

Claims (1)

【特許請求の範囲】[Claims] （１）　　ブレーキダイヤフラムと、制輪子つりによっ
て車体の台枠に保持された制輪子と、ブレーキダイヤフ
ラムに発生させた制動力を制輪子に伝えるブレーキ：Ｃ
Ｌと、ブレーキ：Ｃとの下端を支える押棒と、該押棒に
組伺けられた制輪子隙間自動調整機構とを備える一対の
鉄道車輛用基礎ブレーキ装置を車輛の前後車輪間に設置
し、前記押棒を、ブレーキ棒と、ブレーキ棒に螺合させ
たねし筒と、該ねじ簡に外装してブレーキ：Ｃとに連結
されだ外筒とで構成し、両押棒のブレーキ棒を同一軸線
上に配設してこれらを一本の連結筒内にその両端から挿
入するとともに両ブレーキ棒の端末を連結筒内で突き合
ぜ、前記制輪子隙間自動調整機構を外筒内でねじ簡に遊
嵌させた作用ねじと、作用ねしに連動させた主動クラッ
チと、該主動クラッチの鋸歯状歯に噛合する鋸歯状を八 備え、前記ねし筒にスプライン結合されだ従動クラッチ
と、 両クラッチを噛合せ方向に例勢する戻しばねと、前記作
用ねじの外周に伺された自立条件が成立しない荒いリー
トのねじに螺合させた送りねじと、従動クラッチを外筒
の内端に圧接するとともに送りねじを一方向に付勢する
作用はねと、送りねじに植設され、外筒に開口されだ長
溝を通して外方に突出させた止めねじと、 該外筒の外周で止めねじを支持する作動筒と、球面軸受
を介して止めねじに一端を支持させるとともに他端を前
記制輪子つりに連結した連結板とで構成したことを特徴
とする鉄道車輛用基礎ブレーキ装置における制輪子隙間
自動調整装置。(1) A brake diaphragm, a brake shoe held on the underframe of the vehicle body by a brake shoe suspension, and a brake that transmits the braking force generated in the brake diaphragm to the brake shoe: C
A pair of basic brake devices for a railway vehicle is installed between the front and rear wheels of the vehicle, and includes a push rod that supports the lower ends of the brake L and the brake C, and an automatic brake gap adjustment mechanism assembled to the push rod. The push rod is composed of a brake rod, a screw tube screwed onto the brake rod, and an outer tube that is simply connected to the brake C, and the brake rods of both push rods are aligned on the same axis. These are inserted into one connecting cylinder from both ends, and the ends of both brake rods are butted together in the connecting cylinder, and the automatic brake plate clearance adjustment mechanism is easily screwed loosely into the outer cylinder. a driving clutch interlocked with the working screw, a driven clutch having eight serrations that engage with the sawtooth teeth of the driving clutch and splined to the threaded cylinder, and a driven clutch that engages both clutches. a return spring biased in the direction of displacement, a feed screw screwed into a rough thread that does not satisfy the self-sustaining condition set on the outer periphery of the working screw, and a driven clutch that is pressed against the inner end of the outer cylinder and fed. An action that urges the screw in one direction, a set screw that is implanted in the feed screw and projects outward through a long groove opened in the outer cylinder, and an action that supports the set screw on the outer periphery of the outer cylinder. An automatic brake shoe clearance adjustment device in a basic brake system for a railway vehicle, comprising a cylinder and a connecting plate whose one end is supported by a set screw via a spherical bearing and whose other end is connected to the brake shoe suspension. .