Pneumatic tongs with hand brake

Abstract

The utility model relates to rail transit driving brake technical field, proposed with hand brake pneumatic clamp, including brake cylinder and clamp body, the clamp body is used for transmitting and amplifying the acting force generated by brake cylinder and then implements the brake, brake cylinder includes drive assembly, transmission assembly, gap compensation assembly, manual operation subassembly and reset component, drive assembly can produce axial driving force through gas drive or manual drive mode, the utility model has common driving brake (pneumatic drive) simultaneously, hand brake parking brake (mechanical drive) and manual relief function: parking brake realizes through the rotation - axial motion conversion of hand brake pull rod, need not gas drive, adapts to the emergency or power -free scene, manual relief can be through spanner rotation reset nut quick completion, the interval of brake shoe is adjusted (such as replacing brake shoe) during the maintenance, and the operation is flexible and efficient, solve the problem of single function in the prior art.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle braking technology, specifically to a pneumatic clamp with a handbrake. Background Technology

[0002] The brake caliper unit is the actuator for implementing air (and in some cases hydraulic) braking and parking braking, and is a core component of the braking system and bogie. Brake caliper units are widely used in locomotives, EMUs, urban rail transit vehicles, and engineering vehicles in my country.

[0003] For example, CN204878469U discloses a unit brake cylinder with a handbrake device, which includes an integral diaphragm, a piston assembly, a cylinder body assembly, a cylinder head assembly, a sealing gasket, a sealing ring, a support ring, a lubrication sleeve, a release spring, a handbrake lever, a pusher, a dust cover, a one-way automatic adjustment device for brake pad gap, and a manual adjustment device for brake pad gap. The pusher is fixedly connected to the piston rod, and the handbrake lever is pinned to the handbrake seat fixed on the cylinder head. This achieves both bidirectional force during handbrake operation and avoids jamming. The one-way automatic adjustment device for brake pad gap adopts a double-nut conical clutch structure, which is simple in structure and has good parts versatility. The cylinder body adopts a convex structure and is integrally spun, which can ensure the airtightness of the cylinder body and realize the central installation of the unit brake cylinder.

[0004] Existing unit brake cylinders only have the function of unidirectional automatic adjustment of brake pad gap, and cannot simultaneously have the functions of common service brake (pneumatic drive), handbrake parking brake (mechanical drive) and manual release. In contrast, the pneumatic tread with brake adjustment and parking functions in this utility model is designed with a pneumatic clamp structure with handbrake, which can reduce the mechanical failure rate caused by complex structure. It also has an automatic gap compensation function for brake adjustment, which can automatically realize brake pad and brake disc wear compensation without manual intervention, and maintain a constant braking and release gap. It also has a handbrake parking brake function, which can activate the parking brake by pulling the lever and release the brake by releasing the lever. In addition, it also has a manual release function, which can achieve quick manual release by rotating the release nut. Utility Model Content

[0005] This utility model proposes a pneumatic caliper with a handbrake, which solves the problem that the existing technology cannot simultaneously provide the functions of a common service brake, a handbrake parking brake, and a manual release function.

[0006] The technical solution of this utility model is as follows: a pneumatic caliper with handbrake, comprising a brake cylinder and a caliper body. The caliper body is used to transmit and amplify the force generated by the brake cylinder to perform braking. The brake cylinder includes a drive assembly, a transmission assembly, a clearance compensation assembly, a manual operation assembly, and a reset assembly. The drive assembly can generate axial driving force through gas drive or manual drive. The transmission assembly is used to transmit the driving force to the caliper body. The clearance compensation assembly can automatically compensate for the clearance when the braking components are worn to keep the braking and release clearance constant. The manual operation assembly can realize manual braking and manual release operations. The reset assembly is used to drive the drive assembly, transmission assembly, clearance compensation assembly, and manual operation assembly to reset when the brake is released. The clamp body includes a lever assembly and a brake actuator connection structure. The lever assembly is connected to the transmission assembly and can amplify the driving force of the transmission assembly and transmit it to the brake actuator connection structure through the lever principle, thereby driving the brake actuator to achieve the braking action.

[0007] Preferably, the drive assembly includes a cylinder, a cylinder front cover fixed to the front end of the cylinder, and a piston capable of axially moving within the enclosed space formed by the cylinder and the cylinder front cover. The cylinder is provided with a quick-connect fitting for introducing or discharging gas, and the piston is moved by the gas pressure to generate driving braking force. The manual operating component is connected to the piston drive, and the piston can be moved by the manual operating component to generate parking braking force.

[0008] Preferably, the gap compensation assembly includes a clutch component and a limiting component that cooperate with each other; The clutch components include a guide clutch sleeve and a guide clutch nut, a second clutch spring that enables the guide clutch sleeve and the guide clutch nut to engage through end face teeth under the action of elastic force, an adjusting clutch cone sleeve and an adjusting clutch nut, and a first clutch spring that enables the adjusting clutch cone sleeve and the adjusting clutch nut to engage through a conical surface under the action of elastic force. The guide clutch nut and the adjusting clutch nut are both provided with a planar thrust bearing. The adjusting clutch cone sleeve is threaded to the front end of the piston. The limiting component includes a clutch sleeve limiting pin. The guide clutch sleeve has an outer slot. One end of the clutch sleeve limiting pin is stuck in the slot, and the other end of the clutch sleeve limiting pin is threaded to the cylinder front cover. The clutch sleeve limiting pin is used to limit the axial movement distance of the guide clutch sleeve. When the braking stroke exceeds the set threshold, the engagement relationship between the guide clutch sleeve and the guide clutch nut is released, and relative rotation occurs under the elastic force of the second clutch spring and the action of the planar thrust bearing, thereby achieving clearance compensation.

[0009] Preferably, the manual operation component includes a handbrake lever and a handbrake bracket. The handbrake lever is rotatable around the handbrake bracket at a fixed fulcrum. The handbrake lever is movably connected to the handbrake sleeve via a lever pivot pin, and a conical sleeve limiting block is provided at the connection point. The handbrake sleeve is rigidly connected to the piston via the lever pivot pin. The handbrake sleeve can convert the rotational motion of the handbrake lever into axial linear motion, thereby driving the transmission component to generate braking force. Reverse operation of the handbrake lever can release the brake.

[0010] Preferably, the reset assembly includes a relief spring that elastically connects the piston to the cylinder front cover. The relief spring is compressed and stores energy during braking and is released when the braking is released to push the transmission assembly to reset and release the braking.

[0011] Preferably, the transmission assembly includes an adjusting shaft, a clutch sleeve sleeved outside the adjusting shaft, and a cylinder fixing shaft. The front end of the adjusting shaft is fixed with a reset nut by an elastic pin. The clutch sleeve is threaded to the adjusting shaft. A wave spring in a compressed state is provided between the reset nut and the cylinder fixing shaft. Under the elastic force of the wave spring, the end face teeth of the clutch sleeve and the end face teeth of the cylinder fixing shaft mesh. During braking, the adjusting shaft transmits unidirectional braking force, and the cylinder fixed shaft will not rotate. When manual release is required, use a wrench to turn the release hexagon of the reset nut counterclockwise. The adjusting shaft and clutch sleeve can rotate relative to the cylinder fixed shaft to achieve manual release.

[0012] Preferably, the lever assembly includes two brake levers, one of which has its upper end hinged to the outer end lug of the cylinder by a bolt, and the other brake lever has its upper end hinged to the cylinder fixing shaft by another bolt. The two brake levers are connected together to the brake actuator connection structure.

[0013] Preferably, the braking actuator connection structure includes two horizontally arranged fixed brackets. The two ends of the two fixed brackets are respectively hinged to two brake levers by lever pins. The two fixed brackets are fixed to the bottom sides of the handbrake bracket. The lower ends of the two brake levers are respectively fixed with brake pads by brake pad supports.

[0014] Preferably, the connection between the piston and the cylinder front cover is sealed by a sealing cup.

[0015] Preferably, a wear-resistant ring is sandwiched between the guide clutch sleeve and the guide clutch nut.

[0016] The beneficial effects of this utility model are as follows: 1. In this utility model, the adjusting clutch cone sleeve and the adjusting clutch nut are connected by a conical surface, and the clutch spring is placed at the rear to make full use of the piston cylinder space, making the overall structure more compact, reducing mechanical wear and failure risk caused by the complex cooperation of multiple parts, and improving the reliability of the equipment. Compared with the existing complex pneumatic tread surface, this solution simplifies the transmission structure layout by integrating the brake cylinder and the clamp body into an integrated design. 2. This utility model achieves automatic clearance compensation after brake pad wear by using the end face tooth meshing structure of the guide clutch nut and the guide clutch sleeve, and the cooperation between the waist-shaped groove of the clutch sleeve and the limit pin. When the braking stroke exceeds the threshold A, the clutch component automatically separates and the compensation is completed by spring reset. It can maintain braking and release clearance constant without manual intervention. Compared with the problem of response lag that requires manual adjustment or compensation in the prior art, it significantly improves maintenance efficiency and braking stability. 3. This utility model simultaneously possesses common service brake (pneumatic drive), parking brake (mechanical drive) and manual release functions: the parking brake is achieved by the rotation-axial movement conversion of the handbrake lever, without the need for gas drive, and is suitable for emergency or powerless scenarios; manual release can be quickly completed by rotating the reset nut with a wrench, which is convenient for adjusting the brake pad spacing during maintenance (such as replacing brake pads), and the operation is flexible and efficient, solving the problem of single function in the prior art. Attached Figure Description

[0017] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0018] Figure 1 This is a front view cross-sectional structural diagram of the pneumatic clamp with hand brake proposed in this utility model; Figure 2 This is a top-view cross-sectional structural diagram of the pneumatic clamp with hand brake proposed in this utility model; Figure 3 This is a bottom-view cross-sectional view of the pneumatic clamp with hand brake proposed in this utility model; Figure 4 This is a schematic diagram of the overall structure of the pneumatic clamp with hand brake proposed in this utility model; In the diagram: 1. Cylinder; 2. Piston; 3. Cylinder front cover; 4. Handbrake lever; 5. Guide clutch sleeve; 6. Guide clutch nut; 7. Adjusting clutch nut; 8. Adjusting clutch cone sleeve; 9. Flat thrust bearing; 10. First clutch spring; 11. Wave spring; 12. Return nut; 13. Wear ring; 14. Elastic pin; 15. Adjusting shaft; 16. Clutch sleeve; 17. Cylinder fixing shaft; 18. Handbrake round sleeve; 19. Lever rotating pin; 20. Cone sleeve limiting block; 21. Sealing cup; 22. Second clutch spring; 23. Quick-connect straight-through; 24. Releasing spring; 25. Handbrake bracket; 26. Clutch sleeve limiting pin; 27. Bolt; 28. Brake lever; 29. ​​Fixed bracket; 30. Lever pin; 31. Brake pad support; 32. Brake pad. Detailed Implementation

[0019] The technical solutions of this utility model will be clearly and completely described below with reference to the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this utility model.

[0020] Please see Figures 1-4 This utility model provides a technical solution: a pneumatic caliper with a handbrake, including a brake cylinder and a caliper body. The caliper body is used to transmit and amplify the force generated by the brake cylinder to perform braking. The brake cylinder includes a drive assembly, a transmission assembly, a clearance compensation assembly, a manual operation assembly, and a reset assembly. The drive assembly can generate axial driving force through gas drive or manual drive. The transmission assembly is used to transmit the driving force to the caliper body. The clearance compensation assembly can automatically compensate for the clearance when the braking components are worn to keep the braking and release clearance constant. The manual operation assembly can realize manual braking and manual release operations. The reset assembly is used to drive the drive assembly, transmission assembly, clearance compensation assembly, and manual operation assembly to reset when the brake is released.

[0021] Furthermore, the clamp body includes a lever assembly and a brake actuator connection structure. The lever assembly is connected to the transmission assembly and can amplify the driving force of the transmission assembly and transmit it to the brake actuator connection structure through the lever principle, thereby driving the brake actuator to achieve the braking action.

[0022] In a preferred embodiment, the drive assembly of the present invention includes a cylinder 1, a cylinder front cover 3 fixed to the front end of the cylinder 1, and a piston 2 capable of axially moving within the closed space formed by the cylinder 1 and the cylinder front cover 3. The cylinder 1 is provided with a quick-connect straight passage 23 for introducing or discharging gas, and the piston 2 is pushed to move by the gas pressure to generate driving braking force. Furthermore, the manual operating component is connected to the piston 2 via a transmission, and the piston 2 can be moved by the manual operating component to generate parking braking force.

[0023] Furthermore, the clearance compensation assembly includes a clutch component and a limiting component that cooperate with each other; The clutch assembly includes a guide clutch sleeve 5 and a guide clutch nut 6, a second clutch spring 22 that enables the guide clutch sleeve 5 and the guide clutch nut 6 to engage through end face teeth under the action of elastic force, an adjusting clutch cone sleeve 8 and an adjusting clutch nut 7, and a first clutch spring 10 that enables the adjusting clutch cone sleeve 8 and the adjusting clutch nut 7 to engage through a conical surface under the action of elastic force. Both the guide clutch nut 6 and the adjusting clutch nut 7 are provided with a planar thrust bearing 9. The adjusting clutch cone sleeve 8 is threaded to the front end of the piston 2. The adjusting clutch cone sleeve 8 and the adjusting clutch nut 7 are connected by conical teeth. The first clutch spring 10 is placed at the rear, which can make full use of the space in the front section of the piston cylinder, making the structure compact. The guide clutch nut 6 and the guide clutch sleeve 5 engage through end face teeth, and this structure is easy to process.

[0024] In a preferred embodiment, the limiting component of this utility model includes a clutch sleeve limiting pin 26. A waist-shaped groove is provided on the outer side of the guide clutch sleeve 5. One end of the clutch sleeve limiting pin 26 is stuck in the waist-shaped groove, and the other end of the clutch sleeve limiting pin 26 is threaded to the cylinder front cover 3. The clutch sleeve limiting pin 26 is used to limit the axial movement distance of the guide clutch sleeve 5. When the braking stroke exceeds the set threshold, the engagement relationship between the guide clutch sleeve 5 and the guide clutch nut 6 is released, and relative rotation is generated under the elastic force of the second clutch spring 22 and the action of the planar thrust bearing 9, thereby realizing clearance compensation.

[0025] In a preferred embodiment, the manual operation component of this utility model includes a handbrake lever 4 and a handbrake bracket 25. The handbrake lever 4 can rotate around the handbrake bracket 25 with a fixed fulcrum. The handbrake lever 4 is movably connected to the handbrake sleeve 18 through a lever rotating pin 19, and a conical sleeve limiting block 20 is provided at the connection. The handbrake sleeve 18 is rigidly connected to the piston 2 through the lever rotating pin 19. The handbrake sleeve 18 can convert the rotational motion of the handbrake lever 4 into axial linear motion, thereby driving the transmission component to generate braking force. Reverse operation of the handbrake lever 4 can release the brake. The connection between the handbrake lever 4 and the conical sleeve limiting block 20 is a square closed-loop connection, which has better force distribution and is less likely to generate stress concentration points at right angle positions. The handbrake lever 4 and the handbrake sleeve 18 are connected by a lever rotating pin 19. The solid lever rotating pin 19 has better force distribution and is also easier to assemble.

[0026] In a preferred embodiment, the reset component of this invention includes a relief spring 24, which elastically connects the piston 2 to the cylinder front cover 3. The relief spring 24 is compressed and stores energy during braking and is released when the braking is released to push the transmission component to reset and release the braking.

[0027] In a preferred embodiment, the transmission assembly of this utility model includes an adjusting shaft 15, a clutch sleeve 16 sleeved outside the adjusting shaft 15, and a cylinder fixing shaft 17. The front end of the adjusting shaft 15 is fixed with a reset nut 12 by an elastic pin 14. The clutch sleeve 16 is threaded to the adjusting shaft 15. A wave spring 11 in a compressed state is provided between the reset nut 12 and the cylinder fixing shaft 17. Under the elastic force of the wave spring 11, the end face teeth of the clutch sleeve 16 and the end face teeth of the cylinder fixing shaft 17 mesh. The wave spring 11 is applied between the reset nut 12 and the cylinder fixing shaft 17, which can provide a stable elastic force without attenuation. Furthermore, during braking, the adjusting shaft 15 transmits unidirectional braking force, and the cylinder fixing shaft 17 does not rotate. When manual release is required, the release hexagon of the reset nut 12 is turned counterclockwise with a wrench, and the adjusting shaft 15 and the clutch sleeve 16 can rotate relative to the cylinder fixing shaft 17 to achieve manual release.

[0028] In a preferred embodiment, the lever assembly of the present invention includes two brake levers 28. The upper end of one brake lever 28 is hinged to the outer end lug of the cylinder 1 by a bolt 27, and the upper end of the other brake lever 28 is hinged to the cylinder fixing shaft 17 by another bolt 27. The two brake levers 28 are connected together to the brake actuator connection structure.

[0029] In a preferred embodiment, the braking actuator connection structure of the present invention includes two horizontally arranged fixed brackets 29. The two ends of the two fixed brackets 29 are respectively hinged to two brake levers 28 by lever pins 30. The two fixed brackets 29 are fixed to the bottom sides of the handbrake bracket 25. The lower ends of the two brake levers 28 are respectively fixed with brake pads 32 by brake pad supports 31.

[0030] In a preferred embodiment, the connection between the piston 2 and the cylinder front cover 3 in this invention is sealed by a sealing cup 21.

[0031] In a preferred embodiment, a wear-resistant ring 13 is sandwiched between the guide clutch sleeve 5 and the guide clutch nut 6 in this invention. The guide clutch nut 6 and the guide clutch sleeve 5 are centered by the wear-resistant ring 13 and can move axially.

[0032] This utility model mainly consists of two parts: a brake cylinder and a caliper body. The following is a detailed description of its principle and function: 1. Braking process When the brake cylinder is in braking condition, gas enters the cylinder 1 through the quick-connect pipe 23, pushing the piston 2 to compress the relief spring 24. The piston 2 moves forward, driving the transmission assembly to generate braking force.

[0033] 1.1 When the brake pads are not worn, the automatic brake adjustment mechanism clearance adjuster does not work. The normal braking force transmission path is: piston 2 → adjusting clutch cone sleeve 8 → adjusting clutch nut 7 → adjusting shaft 15 → clutch small sleeve 16 → cylinder fixing shaft 17 → brake lever 28. The force is transmitted to the brake pad support 31 through the brake lever 28, and the brake pads 32 generate braking force. The internal structure of the brake cylinder (such as...) Figure 1 (As shown).

[0034] During this process, the piston 2's front end face and the adjusting clutch cone sleeve 8 are connected by threads, forming a single unit. The adjusting clutch cone sleeve 8 and the adjusting clutch nut 7 are connected by the meshing of their inner and outer conical surfaces. When transmitting axial force, the conical surfaces are in a meshing and pressing state, preventing relative rotation. Similarly, the adjusting shaft 15 and the clutch sleeve 16 are connected by threads, forming a single unit. The teeth on the end face of the clutch sleeve 16 and the teeth on the end face of the cylinder fixing shaft 17 are in a meshing state, preventing relative rotation when transmitting axial force. In summary, both the adjusting clutch nut 7 and the adjusting shaft 15 are constrained. Although they are connected by multi-threaded threads, relative rotation does not occur, allowing for normal transmission of braking force during braking.

[0035] The guide clutch nut 6 and guide clutch sleeve 5 are engaged by end face teeth and are also centered by wear-resistant ring 13, allowing axial movement. Due to the axial pressure generated by the second clutch spring 22, the end face teeth are in a compressed state, and the guide clutch nut 6 and guide clutch sleeve 5 will not rotate relative to each other. During braking, the adjusting shaft 15 moves forward, carrying the clutch nut 6 and guide clutch sleeve 5 axially together. The outer surface of the guide clutch sleeve 5 has a waist-shaped groove. One end of the clutch sleeve limiting pin 26 is stuck in the waist-shaped groove, and the other end is connected to the cylinder front cover 3 by a thread and cannot move. The guide clutch sleeve 5 can only move axially, and the movement is limited by a distance A, which is the brake adjustment action clearance.

[0036] 1.2 When the brake pads wear down to a certain extent, the braking stroke exceeds distance A, and the clearance compensation component starts to work.

[0037] The piston 2 moves along with the adjusting shaft 15, the guide clutch nut 6 and other related parts toward the brake pad 32. The action path is as follows: adjusting shaft 15 → guide clutch nut 6 → guide clutch sleeve 5.

[0038] When the braking distance exceeds distance A, the waist-shaped groove on the outer surface of the guide clutch sleeve 5 is blocked by the clutch sleeve limiting pin 26 and cannot move. The guide clutch sleeve 5 is blocked and cannot move. The guide clutch nut 6 continues to move with the adjusting shaft 15. The end face teeth of the guide clutch nut 6 and the guide clutch sleeve 5 separate. At this time, the guide clutch nut 6 is in a free state. Under the action of the second clutch spring 22, the guide clutch nut 6 rotates backward relative to the adjusting shaft 15. The end face teeth of the guide clutch nut 6 and the guide clutch sleeve 5 re-mesh. The relative displacement between them is the wear thickness of the brake disc 32. That is, the forward movement distance of the adjusting shaft 15 relative to the guide clutch nut 6 is the wear thickness of the brake disc.

[0039] 2. Relief process When the brake cylinder is in the released state, the gas in cylinder 1 flows out through quick-connect pipe 23, and the release spring 24 pushes piston 2 to move backward, which in turn pushes related parts to move backward synchronously.

[0040] 2.1 When the brake pads are not worn, the clearance compensation component does not work, and the action path is as follows: release spring 24 → piston 2 → adjusting clutch cone sleeve 8 → adjusting clutch nut 7 → adjusting shaft 15 → guide clutch nut 6 → guide clutch sleeve 5.

[0041] When the adjusting shaft 15 moves backward, it simultaneously drives the clutch sleeve 16 and the cylinder fixing shaft 17 to move backward, retracting the brake lever 28 and relieving the braking force applied to the brake pad support 31. The guide clutch nut 6 and the guide clutch sleeve 5 also move backward together. During the backward movement of the guide clutch sleeve 5, the distance it can move freely is A.

[0042] When the brake pads 32 wear down to a certain point, the braking stroke exceeds distance A, and the clearance compensation component starts to work. When the piston 2 moves backward more than A, the left side of the waist-shaped groove on the outer surface of the guide clutch sleeve 5 is blocked by the clutch sleeve limiting pin 26, causing the guide clutch nut 6, guide clutch sleeve 5, and adjusting shaft 15 to also be blocked and unable to move axially. The adjusting clutch cone sleeve 8 continues to release and retract along with the piston 2, and the cone surfaces of the adjusting clutch nut 7 and the adjusting clutch cone sleeve 8 separate. At this time, the adjusting clutch nut 7 can rotate freely. Under the elastic force of the first clutch spring 10, the adjusting clutch nut 7 rotates backward relative to the adjusting shaft 15, and the adjusting clutch nut 7 and the adjusting clutch cone sleeve 8 re-engage. The relative displacement between them is the wear thickness of the brake pad disc, that is, the adjusting shaft 15 moves forward relative to the adjusting clutch nut 7 to complete the compensation action.

[0043] 3. Manual relief process In the routine maintenance and use of the brake caliper unit, it is sometimes necessary to adjust the distance between the brake pad supports 31, such as when replacing the brake pads. A wrench can be used to rotate the reset nut 12 to achieve the manual reset function.

[0044] like Figure 1 As shown, the reset nut 12 is connected to the adjusting shaft 15 as a whole via the elastic pin 14. The wave spring 11 is in a compressed state between the reset nut 12 and the cylinder fixing shaft 17. The one-way braking force causes the end face teeth of the clutch sleeve 16 to mesh and lock with the end face teeth of the cylinder fixing shaft 17. During braking, the one-way braking force is transmitted, and the cylinder fixing shaft 17 will not rotate. When manual release is required, the release hexagon of the reset nut 12 is turned counterclockwise with a wrench. The adjusting shaft 15 and the clutch sleeve 16 can rotate relative to the cylinder fixing shaft 17. That is, the adjusting shaft 15 can rotate counterclockwise relative to the guide clutch nut 6 and the adjusting clutch nut 7, thus completing the manual release.

[0045] 4. Parking brake and release process The handbrake parking brake achieves on-site mechanical braking without gas-driven braking. The torque applied to the handbrake lever 4 is converted into positive pressure applied to the brake pad support 31 (e.g., ...). Figure 4 (As shown), this brakes the vehicle. When manual release is required, pull the handbrake lever 4 in the opposite direction to quickly release the brake.

[0046] The handbrake lever 4 and the handbrake sleeve 18 are movably connected by the lever pivot pin 19. The handbrake lever 4 rotates around the fixed point of the handbrake bracket 25. The rotational motion is applied to the handbrake sleeve 18 and converted into axial linear motion. The handbrake sleeve 18 acts on the adjusting clutch cone sleeve 8, causing it to move axially together. Since the adjusting clutch cone sleeve 8 and the front end of the piston 2 are rigidly connected together, the piston 2 also overcomes the elastic force of the relief spring 24 and moves forward. At the same time, the adjusting clutch nut 7 and the adjusting shaft 15 also move together, thereby generating braking force, which acts on the brake pad support 31.

[0047] The working principle of the clamp body in this utility model is explained below: The cylinder fixing shaft 17 at one end of the brake cylinder is fixed to the upper left end of the brake lever 28 by bolt 27, and the cylinder mounting lug at the other end is fixed to the upper right end of the brake lever 28 by bolt 27 (see reference). Figure 4 In braking mode, gas enters the brake cylinder through the quick-connect fitting 23, pushing the piston 2 out of the cylinder. The piston 2 drives the adjusting shaft 15, the cylinder fixing shaft 17, and the brake lever 28 forward (refer to section 1.1). The brake lever 28 rotates around the lever pin 30 on the fixed bracket 29, causing the pair of brake pad supports 31 below to approach and close. The gas pressure in the brake cylinder is finally transmitted to the brake pad supports 31, generating braking force on the brake pads 32. Taking the lever pin 30 as the dividing point, the straight length of the upper edge of the brake lever 28 is n times the straight length of the lower edge, where n = L1 / L2. This means that the braking pressure transmitted to the brake pad supports 31 is amplified by the corresponding factor.

[0048] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

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