Brake riggers, brake caliper devices for rail vehicles and rail vehicles

Abstract

The application provides a brake regulator, a brake caliper device and a railway vehicle. The brake regulator comprises a first end housing and a second end housing, a transmission device, a screw rod, a screw rod sleeve, wherein the transmission device comprises an outer member and an inner member arranged coaxially, and a one-way bearing is arranged between the outer member and the inner member; wherein the brake regulator further comprises a first tooth surface rotating with the inner member and a second tooth surface fixed relative to the first end housing, the first tooth surface and the second tooth surface are engaged, and the first tooth surface and the second tooth surface are configured to allow the inner member to rotate in the first direction and prevent the inner member from rotating in the second direction opposite to the first direction. The brake regulator and the brake caliper device according to the embodiment of the application can realize more reliable and stable gap adjustment and have a compact structure, easy assembly and processing.

Description

Technical Field

[0001] This application relates to the field of braking devices for rail vehicles. More specifically, this application relates to a brake adjuster and brake caliper device for rail vehicles. Background Technology

[0002] In recent years, with the increase in the operating speed of railway mainlines, the requirements for braking capacity of rail vehicles have been increasing. The brake caliper device of a rail vehicle mainly consists of a pair of clamping arms, a pair of brake pads at one end of each clamping arm, a brake disc arranged in between, and a brake adjuster at the other end of each clamping arm. As the train continues to run and brake wear occurs, the brake disc typically becomes thinner, increasing the gap between the brake disc and the brake pads. To ensure braking stability and timeliness, it is necessary to ensure that the gap between the brake pads and the brake disc is within a predetermined range. Therefore, brake caliper devices are usually equipped with a wear adjustment device (brake adjuster) for adjusting the gap between the brake disc and the brake pads to ensure that the gap between the brake pads and the brake disc is within a predetermined range.

[0003] Existing brake adjusters are usually built-in and can be integrated into the brake cylinder. There is also a type of external brake adjuster, which is independently set outside the brake cylinder. Its typical structure is shown in patent CN104260748A. It mainly relies on the cooperation of multiple transmission components such as the threaded transmission device of the nut-screw system and the torsion spring clutch to realize the extension adjustment of the brake adjuster, thereby achieving the function of compensating for the gap between the brake pads and the brake disc on both sides.

[0004] However, practice has shown that this type of external brake adjuster still has the following shortcomings: First, due to the use of torsion spring friction clutch, the brake adjuster has a complex structure and poor assembly processability. In particular, it is difficult to obtain stable friction control of its torsion spring friction clutch in mass assembly, which becomes the biggest obstacle to stable and reliable adjustment of brake gap.

[0005] Secondly, the torsion spring friction clutch is prone to slippage and failure when subjected to large axial force, which may lead to the risk of unexpected retraction of the brake adjuster, resulting in an abnormal increase in the disc gap, affecting the braking reliability of rail vehicles and the operational safety of trains; Thirdly, the torsion spring in the torsion spring friction clutch is housed in the housing at one end of the brake adjuster and is sleeved on the outer periphery of the relevant transmission components of the threaded transmission device, resulting in a compact radial structure. Summary of the Invention

[0006] The purpose of this application is to solve or at least alleviate one or more problems existing in the prior art.

[0007] According to one aspect, a brake adjuster for a rail vehicle brake caliper device is provided, comprising:

[0008] The first end housing and the second end housing are respectively used to fix the first clamping arm and the second clamping arm of the brake caliper device.

[0009] A transmission device, wherein the transmission device is disposed in the cavity of the first end housing;

[0010] A screw, the screw comprising an input end connected to the transmission device and a screw body having external threads;

[0011] A screw sleeve, wherein the first end of the screw sleeve is disposed in the cavity of the second end housing, and the second end of the screw sleeve is threadedly engaged with the outside of the screw body;

[0012] The transmission device includes an outer component and an inner component arranged coaxially, with a one-way bearing between the outer component and the inner component. The outer component receives external input torque, and the inner component is fixedly connected to the input end of the screw. When the outer component receives the external input torque, the transmission device drives the screw to rotate relative to the screw sleeve in a first direction, thereby increasing the distance between the first end housing and the second end housing.

[0013] The brake adjuster further includes a first toothed surface that rotates together with the inner member and a second toothed surface that is fixed relative to the first end housing. The first toothed surface and the second toothed surface engage and are configured to allow the inner member to rotate in the first direction while preventing the inner member from rotating in the second direction opposite to the first direction.

[0014] Optionally, in some embodiments of the brake adjuster, one of the first tooth surface and the second tooth surface is fixedly disposed while the other is disposed on a sliding member capable of sliding axially, and the sliding member is supported by a first elastic member such that the first tooth surface and the second tooth surface remain engaged.

[0015] Optionally, in some embodiments of the brake adjuster, the second tooth surface is disposed at the end face of the sleeve that is fixedly connected to the first end housing.

[0016] Optionally, in some embodiments of the brake adjuster, the sleeve is configured to surround at least a portion of the outside of the screw sleeve, and a dust cover is provided between the sleeve and the second end housing.

[0017] Optionally, in some embodiments of the brake adjuster, the sleeve includes opposing first and second ends and a flange between the first and second ends. When the brake adjuster is assembled, the first end of the sleeve surrounds at least a portion of the outer side of the screw sleeve. The sleeve is fixed to the first end housing by the flange. The second end includes an outer ring provided with a second toothed surface and an inner constriction section that is stepped back from the outer ring and extends into the inner side of the inner member.

[0018] Optionally, in some embodiments of the brake adjuster, a bushing is provided on the inner member, the bushing and the inner member are coupled together by at least one pair of keys and slots and rotate together, and the first tooth surface is located on the end face of the bushing.

[0019] Optionally, in some embodiments of the brake adjuster, the bushing is slidable relative to the inner member in an axial direction and is supported by a first elastic member disposed between the inner member and the bushing, the first elastic member being a cylindrical helical spring or a disc spring.

[0020] Optionally, in some embodiments of the brake adjuster, the outer member includes a cylindrical body and an input portion extending from the cylindrical body. The input portion has an initial position in which a first side of the input portion engages with a plunger, and a second side of the input portion is supported by a second elastic member. When the plunger pushes the outer member toward the second side, the input portion causes the outer member to rotate in a first direction. After the plunger retracts, the second elastic member will, by means of the input portion, cause the outer member to rotate in a second direction to return to the initial position.

[0021] Optionally, in some embodiments of the brake adjuster, the first tooth surface and the second tooth surface are each composed of a plurality of end face ratchet teeth arranged in a circumferential shape. Each ratchet tooth includes a first inclined surface at an angle θ with the central axis and a second inclined surface at an angle δ with the central axis. The first and second inclined surfaces of each ratchet tooth are located on opposite sides of the central axis, where θ is in the range of 45 to 90 degrees and δ is in the range of 0 to 5 degrees. The ratchet teeth of the first tooth surface and the second tooth surface are configured such that when the outer member receives torque along the first direction, the first tooth surface and the second tooth surface slide along their respective first inclined surfaces, and when the outer member receives torque along the second direction, the respective second inclined surfaces of the first tooth surface and the second tooth surface abut against each other to suppress relative rotation.

[0022] Optionally, in some embodiments of the brake adjuster, the second inclined surface is parallel to the central axis; such that the first inclined surface and the second inclined surface of each ratchet of the first tooth surface and the second tooth surface are configured such that when the outer member rotates relative to the screw in a first direction, there is an axially separated component of the force between the first tooth surface and the second tooth surface, and when the outer member rotates relative to the screw in a second direction, there is no axially separated component of the force between the first tooth surface and the second tooth surface.

[0023] Optionally, in some embodiments of the brake adjuster, the axial depth H of the first tooth surface and the second tooth surface is between 1 mm and 3 mm.

[0024] Optionally, in some embodiments of the brake adjuster, the length of each ratchet on the first and second tooth surfaces along the circumferential direction is L and satisfies: L=πD / n, where D is the distribution diameter D of the first and second tooth surfaces, and n is the number of teeth; the distribution diameters of the first and second tooth surfaces are equal or close, and the distribution diameters of the first and second tooth surfaces are in the range of 30mm to 70mm, wherein the number of teeth n is not less than 60.

[0025] Optionally, in some embodiments of the gate adjuster, the minimum rotational angular displacement α of the outer member (131) during each automatic gap adjustment satisfies α≥2π / n=2L / D to trigger effective gap adjustment.

[0026] Optionally, in some embodiments of the brake adjuster, the torque T required for the outer member to drive the screw and the bushing to rotate satisfies the following condition: T≥nFH / 2π=FHD / 2L, where F is the elastic resistance of the first elastic member and H is the axial depth of the first tooth surface and the second tooth surface.

[0027] Optionally, in some embodiments of the brake adjuster, the distribution diameter D of the first tooth surface and the second tooth surface is 40-60 mm, and the first tooth surface and the second tooth surface include 60-120 ratchet teeth.

[0028] Optionally, in some embodiments of the brake adjuster, the distribution diameter D of the first tooth surface and the second tooth surface is 40-60 mm, the first tooth surface and the second tooth surface include 80-100 ratchet teeth, and the axial depth H of the first tooth surface and the second tooth surface is between 1.2 mm and 2 mm.

[0029] Optionally, in some embodiments of the brake adjuster, the screw sleeve and the second end housing each include end face teeth at the mating surface and engage with each other through the end face teeth. A third elastic member is provided between the screw sleeve and the second end housing to keep the screw sleeve and the second end housing in a relatively fixed engagement state at the mating surface. The end face teeth meshing pair of the screw sleeve and the second end housing is configured such that the screw sleeve is rotatable in both directions relative to the second end housing under the action of external force. The screw sleeve includes a torque input end exposed outside the second end housing. By resisting the pressing of the screw sleeve by the third elastic member, the screw sleeve and the second end housing are separated at the mating surface. When a torque is applied in the first direction or the second direction through the torque input end, the screw sleeve rotates relative to the screw in the first direction or the second direction, thereby reducing or increasing the distance between the first end housing and the second end housing.

[0030] According to another aspect, a brake caliper device is also provided, which includes a first clamping arm and a second clamping arm, and a brake adjuster according to various embodiments of the present invention connected between the first clamping arm and the second clamping arm.

[0031] According to another aspect, a rail vehicle is also provided, which includes the brake caliper device according to various embodiments.

[0032] According to embodiments of the present invention, the brake adjuster and brake caliper device, through the coupling effect of the unidirectional engagement structure of the first and second tooth surfaces and the transmission device with a unidirectional bearing, ensures the stable elongation of the brake adjuster, enabling more accurate and stable gap adjustment. It also effectively prevents the risk of unexpected retraction of existing external brake adjusters under extreme conditions, ensuring more reliable braking and better safety. Furthermore, because the first and second tooth surfaces are axially engaged on the end face, the radial structure is more compact compared to existing technologies, facilitating modular assembly and disassembly, simplifying the assembly process, and ensuring stable quality in mass production. Based on the advantages of improved gap adjustment reliability and structural compactness brought about by the structural improvements of the above embodiments, the present invention is particularly suitable for compact brake caliper units, contributing to the achievement of lightweight goals for rail vehicles. Attached Figure Description

[0033] The present application will be further described in detail below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will appreciate that these drawings are drawn for the purpose of explaining the preferred embodiments only and therefore should not be construed as limiting the scope of the present application. Furthermore, unless specifically indicated, the drawings are intended only to conceptually represent the composition or structure of the described objects and may contain exaggerated representations. The drawings are also not necessarily drawn to scale.

[0034] Figure 1 This is a perspective view of a brake caliper device according to an embodiment of the present invention;

[0035] Figure 2 This is a cross-sectional view of a gate regulator according to an embodiment of the present invention.

[0036] Figure 3 yes Figure 2 A magnified view of part D1 in the middle.

[0037] Figure 4 yes Figure 2 A cross-sectional view taken at position C1-C1 in the embodiment shown.

[0038] Figure 5 yes Figure 2 A side view of some components of the embodiment shown.

[0039] Figure 6 yes Figure 2 An exploded view of some components of the illustrated embodiment.

[0040] Figure 7 yes Figure 6 A partial magnified view of the tooth surface of the intermediate bushing.

[0041] Figure 8 yes Figure 2 A perspective view of the sleeve in the illustrated embodiment.

[0042] Figure 9 yes Figure 8 A magnified view of part D2 in the middle.

[0043] Figure 10 An exploded axial view of the sleeve and the inner component with the bushing is shown.

[0044] Figure 11 An exemplary single minimum angular displacement α of the outer member is shown.

[0045] Figure 12 The design details of the second toothed surface of the sleeve are shown.

[0046] Figure 13 The design details of a single ratchet are shown.

[0047] Parts list:

[0048] 100 gate regulator

[0049] First end housing 110

[0050] Second end housing 120

[0051] Ring 123

[0052] Outer component 131

[0053] Input section 131a

[0054] Cylindrical body 131b

[0055] One-way bearing 132

[0056] Inner component 133

[0057] Smaller diameter cylindrical portion 1331

[0058] Larger diameter cylindrical portion 1332

[0059] Key 133a

[0060] Flange or retaining ring 133b

[0061] Screw 134 input terminal 1340

[0062] Screw body 1341

[0063] Bushing 135

[0064] 135a

[0065] Screw sleeve 142

[0066] Internal thread 141

[0067] The first end of the screw sleeve is 1420.

[0068] The second end of the screw sleeve is 1421, and the torque input end is 1422.

[0069] 150 sleeve

[0070] Flange 151

[0071] 152 at the first end of the sleeve

[0072] 153 at the second end of the sleeve

[0073] Internal contraction section 154

[0074] First elastic member 162

[0075] Second elastic member 161

[0076] Third elastic component 163

[0077] Dust cover 170

[0078] First tooth surface 171

[0079] Second tooth surface 172

[0080] Joint surface 173

[0081] Ratchet 1710, 1720

[0082] First inclined planes 171b, 172b

[0083] Second inclined planes 171a, 172a

[0084] plunger 210

[0085] Dust cover 220

[0086] Drive unit 300

[0087] First clamping arm 91

[0088] First clamping arm, first end 911

[0089] The second end of the first clamping arm 912

[0090] Second clamping arm 92

[0091] The first end of the second clamping arm 921

[0092] Second clamping arm, second end 922 Detailed Implementation

[0093] Preferred embodiments of this application will now be described in detail with reference to the accompanying drawings. Those skilled in the art will appreciate that these descriptions are merely descriptive and exemplary and should not be construed as limiting the scope of protection of this application.

[0094] First, it should be noted that the directional terms such as top, bottom, upward, and downward mentioned in this article are defined relative to the directions shown in the various accompanying figures. These directions are relative concepts and will therefore vary depending on their location and state. Therefore, these or other directional terms should not be construed as restrictive. The first direction can be clockwise or counterclockwise, and the second direction is opposite to the first direction.

[0095] Furthermore, it should be noted that any single technical feature described or implied in the embodiments herein, or any single technical feature shown or implied in the accompanying drawings, can be further combined to obtain other embodiments not directly mentioned herein.

[0096] It should be noted that in different figures, the same reference numerals denote the same or substantially the same parts.

[0097] Figure 1A perspective view of a brake caliper device according to an embodiment of the present invention is shown. The brake caliper device includes a first clamping arm 91 and a second clamping arm 92, each including a first end 911, 921 and a second end 912, 922. The first ends 911, 921 of the first clamping arm 91 and the second clamping arm 92 are fixedly connected to a first end housing 110 and a second end housing 120 of a brake adjuster 100 according to an embodiment of the present invention. Brake pads are disposed at the second ends 912, 922 of the first clamping arm 91 and the second clamping arm 92, with a brake disc disposed between the two brake pads. As the brake disc and the brake pads wear due to friction, the gap between them increases. When the gap exceeds a predetermined range, the brake adjuster 100 needs to be adjusted to extend it, thereby increasing the distance between the first ends 911, 921 of the first clamping arm 91 and the second clamping arm 92, thus bringing the second ends 912, 922 of the first clamping arm 91 and the second clamping arm 92 closer together, thereby keeping the distance between the brake disc and the brake pads within a predetermined range. Additionally, the brake caliper assembly includes a drive unit 300 that provides adjusting power to the brake adjuster 100. The drive unit 300 may be, for example, a hydraulically driven device via a brake cylinder or, for example, an electrically driven device. In one embodiment, the drive unit 300 may be positioned approximately at the midpoint of a pair of clamp levers on one side of the second clamping arm 92, or at another suitable location, depending on the specific circumstances. In one embodiment, the drive unit 300 is connected via a plunger 210 (… Figure 4 (See in the image) to act on the gate regulator 100.

[0098] Continue to refer to Figures 2 to 8 The specific structure of the gate regulator 100 according to an embodiment of the present invention will be described in detail below. The gate regulator 100 includes a first end housing 110 and a second end housing 120, as shown below. Figure 1The first end housing 110 and the second end housing 120 are respectively used to fix the first clamping arm 91 and the second clamping arm 92 to the brake caliper device. Therefore, after installation, the first end housing 110 and the second end housing 120 are fixed relative to the first clamping arm 91 and the second clamping arm 92, respectively, and thus they will not rotate. However, the distance between them can be adjusted by elongation, thereby adjusting the included angle between the first clamping arm 91 and the second clamping arm 92, and thus shortening the relative distance between the second ends of the two clamping arms, achieving gap compensation. The first end housing 110 and the second end housing 120 each include a cavity. A transmission device is disposed in the cavity of the first end housing 110. This transmission device receives power from the plunger 210 of the drive device 300 and can transmit it to the screw 134. The screw 134 includes an input end 1340 connected to the transmission device and a screw body 1341 with external threads. On the other hand, the first end 1420 of the screw sleeve 142 is disposed in the cavity of the second end housing 120, and the screw sleeve 142 and the second end housing 120 are provided with end face teeth supported by the third elastic member 163 at the joint surface 173. Therefore, when the screw sleeve 142 is installed in place, it cannot rotate relative to the second end housing 120 and is in a relatively fixed state. The second end 1421 of the screw sleeve 142 is threadedly engaged with the outside of the screw body 1341, wherein the second end 1421 of the screw sleeve 142 has an internal thread 141 corresponding to the screw body 1341.

[0099] Continue to refer to Figures 3 to 7 The detailed structure of the transmission device is described below. The transmission device includes an outer component 131 and an inner component 133 coaxially arranged, with a one-way bearing 132 positioned between them. The outer component 131 receives external input torque, while the inner component 133 is fixedly connected to the input end 1340 of the screw 134. Therefore, when the outer component 131 receives external input torque, the transmission device drives the screw 134 to rotate relative to the screw sleeve 142 (which, as described above, is rotatably fixed relative to the second end housing 120) in a first direction, thereby increasing the distance between the first end housing 110 and the second end housing 120. To achieve stable and reliable stepped gap adjustment, the brake adjuster according to the embodiment further includes a first tooth surface 171 that rotates together with the inner member 133 and a second tooth surface 172 that is fixed relative to the first end housing 110. The first tooth surface 171 and the second tooth surface 172 engage with each other and are configured to allow the inner member 133 to rotate in a first direction while preventing the inner member 133 from rotating in a second direction opposite to the first direction.

[0100] The arrangement of the first tooth surface 171 and the second tooth surface 172 provides precise stepped clearance adjustment through the unidirectional engagement of the tooth surfaces and the mutual coupling of the unidirectional bearing transmission device, achieving controllability and accuracy of clearance adjustment. On the other hand, it effectively restricts the rotation (or reverse rotation) of the inner component 133 in the second direction, avoiding brake failure caused by the reduction of the clearance between the first end housing 110 and the second end housing 120 due to the large axial pressure experienced by the first end housing 110 and the second end housing 120 during braking, thereby fully ensuring the reliability of train braking and operational safety.

[0101] In some embodiments, one of the first tooth surface 171 and the second tooth surface 172 is fixedly disposed on a slider that is slidable axially, and the slider is supported by a first elastic member, such that the first tooth surface 171 and the second tooth surface 172 remain engaged.

[0102] In the illustrated embodiment, as Figure 3 , Figure 5 and Figure 6 Most clearly shown, the sliding element is a bushing 135 disposed on the inner member 133. The bushing 135 and the inner member 133 are also coupled and rotate together through at least one pair of mating keys 133a and grooves 135a (two pairs of keys 133a and grooves 135a are shown in the figure). The first tooth surface 171 is located on the end face of the bushing 135. The length of the groove 135a of the bushing 135 may be less than 80% of the length of the bushing 135, but in order to ensure that the first tooth surface 171 and the second tooth surface 172 interact (during which ratchet skipping will occur), the key 133a and the groove 135a of the bushing 135 and the inner member 133 remain engaged. The engagement length of the key 133a and the groove 135a should be at least several times the depth H of the tooth of the first tooth surface 171, for example, more than 5 times or even more than 10 times. Although in the illustrated embodiment, the groove 135a is formed on the bushing 135 and the key 133a is formed on the inner member 133, in an alternative embodiment, the key may be provided on the bushing 135 and the groove may be formed on the inner member 133. In this case, for assembly, the groove may extend axially throughout the larger diameter cylindrical portion 1332. Although two sets of keys and grooves are shown in the illustrated embodiment, any number of keys and grooves may be selected in the alternative embodiment, for example, four or more sets.

[0103] On the other hand, such as Figure 5As most clearly shown, bushing 135 is slidable in an axial direction relative to inner member 133, and a first elastic member 162 is disposed between inner member (e.g., its flange 133b) and bushing 135 to support bushing 135 such that its first tooth surface 171 engages with a second tooth surface 172 fixed relative to the first end housing 110. In some embodiments, the first elastic member 162 may be a circular helical spring or a disc spring.

[0104] On the other hand, please refer to Figure 8 The second tooth surface 172 is disposed at the end face of the sleeve 150, which is fixedly connected to the first end housing 110. For example... Figure 8 As shown, the sleeve 150 includes opposing first ends 152 and second ends 153, and a flange 151 between the first ends 152 and second ends 153. The sleeve 150 is fixedly connected to the first end housing 110 through bolt holes on the flange 151. The first end 152 of the sleeve surrounds at least a portion of the outer side of the screw sleeve 142, with an assembly gap between them. The second end 153 of the sleeve 150 near the first end housing has a necked step. Specifically, the second end 134 of the sleeve 150 includes an outer ring provided with a second toothed surface 172, and an inner constricted section 154 extending outwardly with a stepped neck relative to the outer ring. During assembly, the outer cylindrical surface of the inner constricted section 154 slides against the inner component. In addition to supporting the second tooth surface 172, the sleeve 150 is configured to surround at least a portion of the outer side of the screw sleeve 142, and a dust cover 170 is provided between the sleeve 150 and the second end housing 120 to prevent dust from entering. The dust cover 170 is retractable, for example, made of corrugated tubing. With this configuration, the sleeve 150 and the screw sleeve 142 together form a support structure between the first end housing 110 and the second end housing 120.

[0105] Although the specific arrangement of the first tooth surface 171 and the second tooth surface 172 is shown in the illustrated embodiments, it should be understood that those skilled in the art can change the arrangement positions of the first tooth surface 171 and the second tooth surface 172. For example, in alternative embodiments, the first tooth surface 171 may be fixed, while the second tooth surface 172 may be disposed on a component that is axially slidable and supported by a first elastic member. In some embodiments, the first tooth surface 171 may be disposed on the inner member 133 or on a component fixedly or movably connected to the inner member 133. In some embodiments, the second tooth surface 172 may be disposed on the first end housing 110 or on a component fixedly or movably connected to the first end housing 110. When the first tooth surface 171 is fixedly disposed on the inner member 133, the second tooth surface 172 may be disposed on a component movably connected to the first end housing 110. When the first tooth surface 171 is disposed on a component movably connected to the inner member 133, the second tooth surface 172 may be fixedly disposed on the first end housing 110.

[0106] Continue to refer to Figure 4 The specific structure of the outer member 131 is shown therein. The outer member 131 includes a cylindrical body 131b and an input portion 131a extending from the cylindrical body 131b, the input portion 131a having an initial position (e.g., Figure 4 (as shown in the figure), in the initial position, the first side of the input section 131a ( Figure 4 The left side of the input section 131a engages with the plunger 210, for example, as shown in the figure. The input section 131a has a notch on the first side to receive the head of the plunger 210. Additionally, the second side of the input section 131a (…) Figure 4 The right side of the plunger 210 is supported by a second elastic member 161, which, in the illustrated embodiment, is a conical spring abutting against the first end housing 110. Figure 4When the input portion 131a of the outer member 131 is pushed to the second side (to the right) from the initial position, the input portion 131a drives the outer member 131 to rotate in the first direction. This rotation is transmitted to the inner member 133 through the one-way bearing 132, thereby causing the inner member 133 to rotate in the first direction. The coupling between the outer member 131 and the inner member 133 makes their angular displacements consistent, thereby driving the screw 134 away from the screw sleeve 142, thereby increasing the distance between the first end housing 110 and the second end housing 120. In addition, after the plunger 210 retracts, the second elastic member 161 drives the input portion 131a and the outer member 131 to rotate in the second direction to return to the initial position. However, due to the action of the one-way bearing 132 and the restriction of the rotation of the inner member 133 in the second direction by the engagement of the second tooth surface 172 and the first tooth surface 171, the inner member 133 will not rotate with the outer member 131. Therefore, the gap between the first outer housing 110 and the second outer housing 120 can be continuously adjusted by the reciprocating motion of the plunger 210, thereby adjusting the gap between the brake disc and the brake pad to the desired range. On the other hand, for dust prevention, a dust cover 220 is provided at the port of the receiving plunger 210 of the first outer housing 110.

[0107] like Figure 5 and Figure 6 As shown, the inner member 133 includes a cylindrical portion 1331 with a smaller diameter to receive the input end 1340 of the screw 134, for example, the input end 1340 of the screw 134 is threaded to the interior of the cylindrical portion 1331 of the inner member 133. Additionally, the outer member 131 and the one-way bearing 132 are sequentially located outside the smaller diameter cylindrical portion 1331. The inner member 133 also includes a cylindrical portion 1332 with a larger diameter, on which a bushing 135, a first elastic member 162, and a flange 133b are arranged, for example, the flange 133b is formed by a retaining ring.

[0108] Continue to refer to Figure 7 and Figure 9The specific structures of the first and second tooth surfaces are described below. In the illustrated embodiment, the first tooth surface 171 and the second tooth surface 172 are composed of a plurality of ratchet teeth 1710 and 1720 surrounding a circumference. Each ratchet tooth 1710 and 1720 includes a first inclined surface 171b and 172b with a first slope angle and a second inclined surface 171a and 172a with a second slope angle. The first and second slope angles can be configured such that when the outer member 131 receives a torque along a first direction, the first inclined surfaces 171b and 172b of the first tooth surface 171 and the second tooth surface 172 slip, and when the outer member 131 receives a torque along a second direction, the second inclined surfaces 171a and 172a of the first tooth surface 171 and the second tooth surface 172 abut against each other and lock together. In some embodiments, the first tooth surface 171 and the second tooth surface 172 each include at least 60 ratchet teeth, preferably at least 80 ratchet teeth, such as 100 ratchet teeth, so that the adjustment angle per stage (i.e., passing through one ratchet tooth) is 3.6 degrees. Of course, a larger number of ratchet teeth can achieve a smaller adjustment angle per stage, but it also poses greater challenges to the manufacturing process and strength of the ratchet teeth.

[0109] More specifically, see reference Figures 10 to 13 The design of the first and second tooth surfaces is described below. To achieve unidirectional rotation of the screw 134 relative to the sleeve 150, the ratchet teeth on the end faces of the first tooth surface 171 and the second tooth surface 172 meshing with each other on the bushing 135 on the screw and the sleeve 150 can be designed with a sawtooth shape. In some embodiments, taking the second tooth surface 172 as an example, the first inclined surface 172b of each tooth can be set as an inclined tooth edge and the second inclined surface 172a can be set as a straight tooth edge. The so-called straight tooth edge means that the second inclined surface 172a can be parallel to the central axis of the sleeve 150. In this way, when the clearance adjustment action is reset, the outer component 131 rotates relative to the screw 134 in the second direction. The force between the first tooth surface 171 and the second tooth surface 172 is completely orthogonal to the straight tooth edge 172a, and no axial component force is generated to push the bushing 135 to separate from the sleeve 150. At this time, the sleeve 150 will restrict the rotation of the screw 134 and the bushing 135.

[0110] like Figure 13As shown, taking a single ratchet as an example, the first inclined surface 171b and the second inclined surface 171a of the first tooth surface 171 and the second tooth surface 172 are each located on opposite sides of the central axis a. The first inclined surface 171b is set to form an angle θ with the central axis a, wherein the angle θ is preferably between 45 and 90 degrees (excluding 90 degrees). The second inclined surface 171a is set to form an angle δ with the central axis, wherein the angle δ is in the range of 0 to 5 degrees. When the automatic clearance adjustment action occurs, the outer member 131 rotates relative to the screw 134 in the first direction. Under the action of the one-way bearing 132, there is an axially separated component of the force between the first tooth surface 171 and the second tooth surface 172, which will overcome the elastic force of the first elastic member 162 and push the screw 134 and the bushing 135 to slide along the first inclined surface 172b and rotate. In an alternative embodiment, the second inclined surface 171a may also be located on the same side of the central axis a as the first inclined surface 171b.

[0111] From the perspective of tooth profile design, too many teeth cannot guarantee tooth strength and are detrimental to manufacturing cost control; while too few teeth will affect the accuracy and sensitivity of clearance adjustment. Furthermore, the tooth depth not only affects the engagement strength and anti-rotation reliability but also the sensitivity of clearance adjustment. Therefore, to obtain stable, reliable clearance adjustment with appropriate sensitivity, all dimensional design parameters of the tooth profile must be considered comprehensively. In the specific design of the tooth profile, the following parameters can be considered: the axial depth of the first tooth surface 171 and the second tooth surface 172 is H, and the circumferential length of a single tooth is L. The tooth length L is related to the distribution diameter D of the first tooth surface 171 or the second tooth surface 172. Figure 12 As shown), the following relationship exists between the number of teeth n and the number of teeth n:

[0112] L=πD / n.

[0113] The distribution diameter D is defined as the average diameter of the tooth surface, that is, the diameter measured at the midpoint of the tooth surface in the radial direction. Normally, the distribution diameters of the first tooth surface 171 and the second tooth surface 172 are equal, but under the premise of ensuring the transmission fit between the first tooth surface 171 and the second tooth surface 172, the distribution diameters of the first tooth surface 171 and the second tooth surface 172 may also differ.

[0114] Since the first tooth surface 171 and the second tooth surface 172 are in a stepped fit, during each automatic clearance adjustment, the bushing 135 must rotate at least more than one tooth relative to the sleeve 150 for the actual clearance adjustment to occur (i.e., trigger an effective clearance adjustment). This requires the minimum rotational angular displacement α of the outer component 131 each time to be sufficient. Figure 11 (As shown) must meet the following conditions:

[0115] α≥2π / n=2L / D

[0116] Therefore, given a fixed distribution diameter D on the first tooth surface 171 or the second tooth surface 172, a larger tooth length L or a smaller number of distributed teeth n results in a larger angular displacement α of the outer component 131 each time the clearance adjustment is triggered. This leads to lower clearance adjustment accuracy, poorer clearance adjustment sensitivity, and a larger dispersion range in the clamp's clearance relief, which is detrimental to stable and precise clearance adjustment. Therefore, to improve adjustment accuracy, the number of teeth n needs to be increased, thereby reducing the tooth length L. However, due to the need to ensure tooth strength and manufacturing economy, the number of teeth cannot be set too high.

[0117] Furthermore, to ensure high unidirectional anti-rotation reliability between the first tooth surface 171 and the second tooth surface 172, the tooth depth H cannot be too small. However, the tooth depth H should not be designed too large either. On the one hand, the tooth depth H must be less than the deformation of the first elastic member 162; on the other hand, the tooth depth H will also affect the torque that needs to be overcome on the outer member 131 during clearance adjustment. According to the principle of virtual work, the torque T required for the outer member 131 to drive the screw 134 and bushing 135 to rotate must meet the following conditions:

[0118] T≥nFH / 2π=FHD / 2L (F is the elastic resistance of the first elastic member 162)

[0119] Therefore, an excessively large tooth depth H will lead to a corresponding increase in the required driving torque T, thereby reducing the sensitivity of the trigger gap adjustment action.

[0120] In summary, according to the embodiments of the present invention, the number of teeth n on the first tooth surface 171 and the second tooth surface 172 is ≥60, preferably ≥80, for example, n=100, thus ensuring that the outer member 131 only needs to rotate an angle greater than 3.6° each time to trigger an effective clearance adjustment action.

[0121] Meanwhile, in some embodiments, the tooth depth H is between 1mm and 3mm, and more preferably between 1.1mm and 2mm, for example, H = 1.2mm-1.8mm. This ensures both the reliability of anti-rotation and, while maintaining appropriate clearance adjustment sensitivity, also ensures that the torque required by the outer component 131 when triggering clearance adjustment is not too large.

[0122] In some embodiments, when the distribution diameter D of the first tooth surface 171 and the second tooth surface 172 is 40-60 mm, the first tooth surface 171 and the second tooth surface 172 include 60-120 ratchet teeth.

[0123] In some embodiments, when the distribution diameter D of the first tooth surface 171 and the second tooth surface 172 is 40-60 mm, the first tooth surface 171 and the second tooth surface 172 include 80-100 ratchet teeth.

[0124] Continue to refer to Figure 2 The mating surface 173 between the screw sleeve 142 and the second end housing 120 is configured to fix them relative to each other under elastic pressure. For example, an end face tooth meshing pair is provided between the end faces of the screw sleeve 142 and the second end housing 120, which forms the mating surface 173. A third elastic member 163 is also provided between the shoulder of the screw sleeve 142 and the second end housing 120 (the retaining ring 123 on its inner side) to keep the screw sleeve 142 and the second end housing 120 engaged at the mating surface 173, so that a rotation limit is formed between the screw sleeve 142 and the second end housing 120. The screw sleeve 142 includes a torque input end 1422 exposed outside the second end housing 120. Rotating the torque input end 1422 against the elastic force of the third elastic member 163 causes the screw sleeve 142 and the second end housing 120 to slide at the mating surface 173. When a torque in a first direction is applied to the torque input end 1422, the screw sleeve 142 rotates relative to the screw 134 in the first direction, reducing the gap between the first end housing 110 and the second end housing 120; conversely, when a torque in the first direction is applied to the torque input end 1422, the screw sleeve 142 rotates relative to the screw 134 in the first direction, reducing the gap between the first end housing 110 and the second end housing 120. This structure allows for manual adjustment of the gap between the first end housing 110 and the second end housing 120 when the brake pad needs to be replaced. The torque input end 1422 may have an outer hexagonal shape or an inner hexagonal shape, or a groove, to receive torque input.

[0125] The gate regulator of this application provides an automatic adjustment mode (unidirectional) and a manual adjustment mode (bidirectional).

[0126] In automatic adjustment mode, the drive unit 300, such as a brake cylinder, can be designed to automatically adjust when the sum of the gaps between the brake disc and the brake pads on both sides exceeds a predetermined size. For example, the predetermined size can be between 3mm and 6mm. Each stroke of the plunger of the drive unit 300 corresponds to the slippage of the corresponding number of teeth between the first tooth surface 171 and the second tooth surface 172, and the corresponding axial displacement between the first end housing 110 and the second end housing 120. In one embodiment, when the brake pads wear and cause the sum of the gaps between the disc and the two sides of the brake pads to exceed 3mm, the automatic gap adjustment function is triggered. The plunger 210 overcomes the elastic force of the second elastic member 161 to push the outer member 131 to rotate, causing the inner member 133 and the screw 134 to rotate relative to the screw sleeve 142 in the first direction, so that the brake adjuster extends and restores the normal gap between 3mm and 6mm, which is beneficial for the stable and reliable braking of the rail vehicle.

[0127] In manual adjustment mode, or when the brake pads are worn to a certain extent and the brake disc or friction pads need to be replaced, the torque input end 1422 is rotated by resisting the elastic force of the third elastic member 163 as described above, causing the screw sleeve 142 and the second end housing 120 to slide at the mating surface 173. Simultaneously, a torque in the first direction is applied to the torque input end 1422 for manual adjustment, shortening the brake adjuster. After the other end of the clamp opens, the brake pads can be replaced. Subsequently, manual adjustment can continue by applying torque in the opposite direction to bring the gap within a predetermined range. This application also provides a brake caliper device with the brake adjuster 100 described above. This application also provides a rail vehicle including the brake caliper device according to various embodiments of the present invention.

[0128] The device described in this application has the advantages of being simple, reliable, easy to implement, and convenient to use. The gate regulator has advantages such as modular design, simple structure, and convenient maintenance, reducing structural space occupation, and can prevent any movement in the opposite direction while ensuring stable extension adjustment of the gate regulator.

[0129] This specification discloses the present application with reference to the accompanying drawings, and also enables those skilled in the art to implement the application, including making and using any device or system, selecting suitable materials, and using any combination method. The scope of this application is defined by the claimed technical solution, but includes other instances that would occur to those skilled in the art. Such other instances shall be considered to fall within the scope of protection defined by the claimed technical solution, provided that they include structural elements that are not different from the literal language of the claimed technical solution, or that they include equivalent structural elements that are not substantially different from the literal language of the claimed technical solution.

Claims

1. A brake adjuster for a rail vehicle brake caliper device, characterized in that, include: The first end housing (110) and the second end housing (120) are respectively used to fix the first clamping arm (91) and the second clamping arm (92) of the brake caliper device. A transmission device is disposed in the cavity of the first end housing (110); The screw (134) includes an input end (1340) connected to the transmission device and a screw body (1341) having external threads; A screw sleeve (142), the first end (1420) of which is disposed in the cavity of the second end housing (120), and the second end (1421) of which is threadedly engaged with the outside of the screw body (1341); The transmission device includes an outer component (131) and an inner component (133) arranged coaxially. A one-way bearing (132) is provided between the outer component (131) and the inner component (133). The outer component (131) receives external input torque. The inner component (133) is fixedly connected to the input end (1340) of the screw (134). When the outer component (131) receives the external input torque, the transmission device drives the screw (134) to rotate relative to the screw sleeve (142) in a first direction, thereby increasing the distance between the first end housing (110) and the second end housing (120). The brake adjuster further includes a first toothed surface (171) that rotates together with the inner member (133) and a second toothed surface (172) that is fixed relative to the first end housing (110). The first toothed surface (171) and the second toothed surface (172) engage with each other and are respectively composed of a plurality of end face ratchet teeth (1710, 1720) arranged in a circumferential shape. One of the first toothed surface (171) and the second toothed surface (172) is fixedly disposed and the other is disposed on a sliding member that can slide axially. The sliding member is supported by a first elastic member so that the first toothed surface (171) and the second toothed surface (172) remain engaged. The first toothed surface (171) and the second toothed surface (172) are configured to allow the inner member (133) to rotate in the first direction while preventing the inner member (133) from rotating in a second direction opposite to the first direction.

2. The gate regulator according to claim 1, characterized in that, The second tooth surface (172) is disposed at the end face of the sleeve (150) which is fixedly connected to the first end housing (110).

3. The gate regulator according to claim 2, characterized in that, The sleeve (150) is configured to surround at least a portion of the outer side of the screw sleeve (142), and a dust cover (170) is provided between the sleeve (150) and the second end housing (120). The sleeve (150) includes opposing first end (152) and second end (153) and a flange (151) between the first end (152) and the second end (153). When the brake adjuster is assembled, the first end (152) of the sleeve surrounds at least a portion of the outer side of the screw sleeve (142). The sleeve (150) is fixed to the first end housing (110) by the flange (151). The second end (153) includes an outer ring provided with the second tooth surface (172) and an inner constriction section (154) that is stepped back from the outer ring and extends into the inner side of the inner member (133).

4. The gate regulator according to claim 1, characterized in that, A bushing (135) is provided on the inner component (133). The bushing (135) and the inner component (133) are coupled together by at least one pair of keys (133a) and grooves (135a) and rotate together. The first tooth surface (171) is located on the end face of the bushing.

5. The gate regulator according to claim 4, characterized in that, The bushing (135) is slidable relative to the inner member (133) in an axial direction and is supported by a first elastic member (162) disposed between the inner member and the bushing, the first elastic member (162) being a cylindrical helical spring or a disc spring.

6. The gate regulator according to claim 1, characterized in that, The outer member (131) includes a cylindrical body (131b) and an input portion (131a) extending from the cylindrical body. The input portion (131a) has an initial position in which a first side of the input portion (131a) engages with a plunger (210), and a second side of the input portion (131a) is supported by a second elastic member (161). When the plunger (210) pushes the outer member (131) to the second side, the input portion (131a) causes the outer member (131) to rotate in a first direction. After the plunger (210) retracts, the second elastic member (161) will use the input portion (131a) to cause the outer member (131) to rotate in a second direction to return to the initial position.

7. The gate regulator according to claim 1, characterized in that, Each ratchet (1710, 1720) includes a first inclined plane (171b, 172b) at an angle θ to the central axis and a second inclined plane (171a, 172a) at an angle δ to the central axis. The first inclined plane (171b, 172b) and the second inclined plane (171a, 172a) of each ratchet are located on both sides of the central axis, where θ is in the range of 45 to 90 degrees and δ is in the range of 0 to 5 degrees; the ratchet of the first tooth surface (171) and the second tooth surface (172) 1710, 1720) are configured such that when the outer member (131) receives a torque in the first direction, the first tooth surface (171) and the second tooth surface (172) slide along their respective first inclined surfaces (171b, 172b), and when the outer member (131) receives a torque in the second direction, the respective second inclined surfaces (171a, 172a) of the first tooth surface (171) and the second tooth surface (172) abut against each other to suppress relative rotation.

8. The gate regulator according to claim 7, characterized in that, The second inclined plane (171a, 172a) is parallel to the central axis; such that the first inclined plane (171b, 172b) and the second inclined plane (171a, 172a) of each ratchet (1710, 1720) of the first tooth surface (171) and the second tooth surface (172) are configured such that when the outer member (131) rotates relative to the screw (134) in a first direction, there is an axially separated component of the force between the first tooth surface (171) and the second tooth surface (172), and when the outer member (131) rotates relative to the screw (134) in a second direction, there is no axially separated component of the force between the first tooth surface (171) and the second tooth surface (172).

9. The gate regulator according to claim 8, characterized in that, The axial depth H of the first tooth surface (171) and the second tooth surface (172) is between 1 mm and 3 mm.

10. The gate regulator according to claim 8, characterized in that, Each ratchet (1710, 1720) of the first tooth surface (171) and the second tooth surface (172) has a circumferential length of L and satisfies: L=πD / n, where D is the distribution diameter D of the first tooth surface (171) and the second tooth surface (172), and n is the number of teeth; the distribution diameters of the first tooth surface (171) and the second tooth surface (172) are equal or close, and the distribution diameters of the first tooth surface (171) and the second tooth surface (172) are in the range of 30mm to 70mm, wherein the number of teeth n is not less than 60.

11. The gate regulator according to claim 10, characterized in that, Each time the gap is automatically adjusted, the minimum rotational angular displacement α of the outer component (131) satisfies α≥2π / n=2L / D, so as to trigger effective gap adjustment.

12. The gate regulator according to claim 11, characterized in that, A bushing (135) is provided on the inner component (133). The bushing (135) and the inner component (133) are coupled together by at least one pair of keys (133a) and grooves (135a) to rotate together. The torque T required by the outer component (131) to drive the screw (134) and the bushing (135) to rotate satisfies the following condition: T≥nFH / 2π=FHD / 2L, where F is the elastic resistance of the first elastic component (162) and H is the axial depth of the first tooth surface (171) and the second tooth surface (172).

13. The gate regulator according to claim 10, characterized in that, The distribution diameter D of the first tooth surface (171) and the second tooth surface (172) is 40-60 mm, and the first tooth surface (171) and the second tooth surface (172) include 60-120 ratchet teeth.

14. The gate regulator according to claim 10, characterized in that, The distribution diameter D of the first tooth surface (171) and the second tooth surface (172) is 40-60 mm, and the first tooth surface (171) and the second tooth surface (172) include 80-100 ratchet teeth; the axial depth H of the first tooth surface (171) and the second tooth surface (172) is between 1.2 mm and 2 mm.

15. The gate regulator according to claim 1, characterized in that, The screw sleeve (142) and the second end housing (120) each include end face teeth at the mating surface (173) and engage with each other through the end face teeth. A third elastic member (163) is provided between the screw sleeve (142) and the second end housing (120) to keep the screw sleeve (142) and the second end housing (120) in a relatively fixed engagement state at the mating surface (173). The end face teeth of the screw sleeve (142) and the second end housing (120) are configured such that the screw sleeve (142) can rotate bidirectionally relative to the second end housing (120) under the action of external force. The rod sleeve (142) includes a torque input end (1422) exposed outside the second end housing (120). When the screw sleeve (142) is pressed against the third elastic member (163), the screw sleeve (142) and the second end housing (120) are separated at the joint surface (173). When a torque is applied in the first or second direction through the torque input end (1422), the screw sleeve (142) rotates relative to the screw (134) in the first or second direction, thereby reducing or increasing the distance between the first end housing (110) and the second end housing (120).

16. A brake caliper device, characterized in that, It includes a first clamping arm (91) and a second clamping arm (92) and a gate regulator connected between the first clamping arm (91) and the second clamping arm (92) according to any one of claims 1-15.

17. A rail vehicle, characterized in that, The rail vehicle includes the brake caliper device as described in claim 16.

Images