Rail vehicle intensive brake cylinder

Abstract

This invention discloses a compact common brake cylinder for rail vehicles, comprising an adjusting shaft assembly and an adjusting system assembly. The adjusting system assembly includes a clamping nut and a brake adjusting part. The clamping nut is threadedly engaged with the adjusting shaft assembly, and the clamping nut is adjacent to the brake adjusting part near the top of the cylinder. The clamping nut can rotate circumferentially relative to the adjusting shaft assembly of the brake cylinder, and can also move axially relative to the brake adjusting part of the brake cylinder. A one-way bearing is provided between the clamping nut and the brake adjusting part, and the one-way bearing can engage with either the clamping nut or the brake adjusting part. The engagement of the one-way bearing with the clamping nut or the brake adjusting part suppresses the relative rotation between the clamping nut and the brake adjusting part, while allowing the relative axial movement between the clamping nut and the brake adjusting part.

Description

Technical Field

[0001] This invention relates to a brake cylinder for vehicles, and more specifically, to a compact, commonly used brake cylinder for rail vehicles. Background Technology

[0002] Currently, traditional brake cylinders often have a large number of parts, are heavy, and costly. Furthermore, their clearance adjustment mechanisms are complex and prone to various malfunctions, making them increasingly unable to meet the requirements of lightweight trains and cost reduction. From a technological development perspective, while the design of the clamp principle and structure has not changed significantly, brake cylinder design has seen simplification in some functional structures, in addition to the trends towards lightweighting and miniaturization.

[0003] The prior art CN103511516A discloses a unit brake cylinder, including a brake cylinder body, a reset mechanism, and a clearance adjustment mechanism. The brake cylinder body is provided with an air inlet, and a brake piston is installed inside the brake cylinder body. The brake piston includes a piston body that cooperates with the inner wall of the brake cylinder body and a piston tube extending from the middle of the piston body to one side. A cylinder head is fixedly connected to one end of the brake cylinder body. A relief spring is provided between the cylinder head and the piston body of the brake piston. The cylinder head has a central tube, and the outer periphery of the piston tube of the brake piston slides with the inner wall of the central tube of the cylinder head, with its end extending beyond the central tube. The reset mechanism includes a lead screw. The clearance adjustment mechanism includes a guide nut assembly and an adjusting nut assembly. The guide nut assembly includes a piston tube cap, a guide nut, a guide spring, a first bearing, and a tapered sleeve. The adjusting nut assembly includes an adjusting nut, a tapered toothed sleeve, an adjusting spring, and a second bearing.

[0004] The prior art CN106523556A discloses a vehicle unit brake cylinder, including a cylinder body, a piston assembly, and an adjustment mechanism. The adjustment mechanism includes an adjustment shaft, a guide nut assembly, and an adjustment nut assembly. An extended inner tube is provided on the front side of the tapered portion of the adjustment nut, and an extended outer tube is provided on the rear side of the tapered sleeve. A resistance adjustment assembly is provided between the tapered sleeve and the adjustment nut. The resistance adjustment assembly includes a resistance adjustment guide seat, a resistance adjustment shim, and a resistance adjustment spring. The resistance adjustment guide seat is threaded to the piston tube. The resistance adjustment shim is located between the extended outer tube of the tapered sleeve and the resistance adjustment guide seat, and is connected to the profile of the extended inner tube of the adjustment nut. The resistance adjustment spring is sleeved on the extended outer tube of the tapered sleeve, and its rear end abuts against the resistance adjustment guide seat.

[0005] Currently, traditional brake cylinder adjustment methods include front and rear adjustment, typically involving two pairs of adjusting nuts. The adjustment distance in a single operation is limited, requiring multiple adjustments to achieve the required clearance. This method involves numerous and complex parts, leading to complicated maintenance and high production and repair costs.

[0006] In view of the above technical problems, this invention is hereby introduced. Summary of the Invention

[0007] The main objective of this invention is to provide an improved conventional brake cylinder for rail vehicles, which features a simplified design for easy pre-assembly and the ability to achieve a large amount of clearance adjustment in a single operation when the total clearance value is relatively large.

[0008] To achieve the above objectives, this invention proposes a compact common brake cylinder for rail vehicles, comprising: a housing; a piston and an adjustment system assembly, wherein the piston is housed in the housing and can drive the adjustment system assembly to move as a whole under the impingement of gas; an adjustment shaft assembly, the adjustment shaft assembly including an adjustment shaft, the adjustment system assembly being sleeved on the adjustment shaft; and a brake pad wear adjustment assembly, which can adjust the wear gap to achieve braking when the brake pad wears; the adjustment system assembly has a preset gap, including a first gap D1 and a second gap D2, wherein the first gap is the gap formed between the adjustment system assembly and the housing; and the second gap D2 is the internal gap of the adjustment system assembly, wherein a one-way clutch structure is used to reset or eliminate the second gap D2.

[0009] Furthermore, the value of the first gap is adjustable, and the size of the preset gap can be adjusted by adjusting the value of the first gap D1.

[0010] Furthermore, the system components are configured with a one-way clutch structure, which can be achieved using a one-way bearing.

[0011] Furthermore, the adjustment system component also includes a clamping nut that nests with a one-way bearing to achieve a one-way clutch structure, the axial length of the nested fit between the clamping nut and the one-way bearing forming the second clearance D2.

[0012] Furthermore, the second clearance D2 is the maximum axial fit length for the clamping nut and the outer ring of the bearing to mesh and nest.

[0013] Furthermore, the second gap D2 is larger than the first gap D1.

[0014] Furthermore, the value range of the first gap D1 is 0 to 6 mm, and the value range of the second gap D2 is 3 mm to 8 mm.

[0015] Furthermore, under the push of the piston, after the clamping nut and adjusting shaft assembly move by the sum of the first clearance D1 and the second clearance D2, the brake cylinder achieves stable braking.

[0016] Furthermore, when the brake pads wear, after the clamping nut and adjusting shaft assembly have moved by the sum of the first clearance D1 and the second clearance D2, the clamping nut begins to rotate and adjust the wear clearance.

[0017] Furthermore, the adjustment system assembly also includes a piston tube assembly, which includes a piston tube, a piston tube cover, a resistance adjustment end face tooth, and a relief spring seat. The piston tube is fixedly connected to the piston tube cover and the resistance adjustment end face tooth, and the relief spring seat and the piston tube are an integral structure.

[0018] Furthermore, the clamping nut can rotate circumferentially relative to the adjusting shaft of the brake cylinder, or move axially relative to the brake adjusting part of the brake cylinder.

[0019] Furthermore, the housing includes a cylinder head and a cylinder block, and the regulating system assembly also includes a brake adjustment section, which includes a brake adjuster sleeve and a brake adjuster component. The brake adjuster component is located radially outside the brake adjuster sleeve and forms a first gap D1 with the cylinder head.

[0020] Furthermore, the one-way bearing is nested with the clamping nut, and the clamping nut abuts against the brake adjuster sleeve, so that the relative rotation between the clamping nut and the brake adjuster part along the preset rotation direction is suppressed, and the relative axial movement between the clamping nut and the brake adjuster part is allowed.

[0021] Furthermore, the gate adjuster is configured with a square key, and the outer circumferential surface of the gate adjuster sleeve is provided with a square key hole, with the square key and the square key hole being interference fit.

[0022] Furthermore, the two square keys are radially opposite each other on the gate regulator sleeve.

[0023] Furthermore, the key includes a cutout portion that can abut against and engage with the stop portion.

[0024] By applying the technical solution of this invention, at least the following beneficial effects are achieved:

[0025] 1. The brake cylinder of the present invention, by setting a one-way bearing nested with the clamping nut with a small clearance between the clamping nut and the brake adjusting part, forms a one-way clutch structure between the clamping nut and the brake adjusting part that can move axially relative to each other and engages in a preset direction without rotation. This structure is simple, has high anti-rotation reliability, and provides more stable braking control. When the clamping nut and the one-way bearing are engaged, they cannot rotate unidirectionally relative to the brake adjusting part, but can move axially relative to it. This allows the longest axial engagement length between the clamping nut and the one-way bearing to be set as the second clearance. Under the push of the piston, after the clamping nut 4 and the adjusting shaft assembly 3 move by the sum of the first and second clearances, the brake cylinder achieves stable braking.

[0026] 2. The brake cylinder of the present invention, by setting a one-way bearing consisting only of the outer ring of the bearing and the clamping nut directly serving as the inner ring of the one-way bearing, forms a one-way clutch structure that provides one-way anti-rotation and relative axial movement between the one-way bearing and the clamping nut. Compared with structures such as tooth surface meshing, this structure is easier to process and assemble, has higher reliability, and higher control precision for anti-rotation and clearance adjustment. There is no risk of "tooth skipping" and no problem of the actual effective clearance adjustment range being smaller than the preset value due to "tooth height," thus affecting the accuracy of clearance adjustment. Furthermore, the dozens of teeth corresponding to the tooth surface meshing are difficult to fully mesh during the adjustment process, which is not conducive to the stable control of braking force.

[0027] 3. The brake cylinder of the present invention is configured such that, during a single brake clearance adjustment process, the clamping nut has a first anti-rotation state, a second anti-rotation state, and a rotation state. In the first anti-rotation state, the rotation is restricted, and the nut travels through the second clearance. In the rotation state, the adjusting shaft assembly is driven to extend, thereby enabling the brake cylinder to have the ability to fully adjust the clearance in one go without the need for multiple adjustments. In the second anti-rotation state, the clamping nut can mesh with the teeth on the resistance adjustment end face, so that after the clearance is adjusted, the reaction force of the braking force is balanced with the braking air pressure, thereby enabling the brake cylinder to achieve stable braking.

[0028] 4. The brake cylinder of the present invention has a first gap between the square key and the stop part, so that the clamping nut begins the second gap stroke only after the square key has completed the first gap. It has the ability to make a complete adjustment in one go under the condition of large gap. Furthermore, the size of the first gap and the second gap can be flexibly configured by configuring the size of the cut part, so as to adapt to the requirements of various gaps. The brake cylinder of the present invention can make a complete gap adjustment of 6mm to 10mm in one go.

[0029] 5. The brake cylinder of the present invention has an interference fit between the square key and the brake adjuster sleeve, which allows the adjustment system components to be pre-assembled with the square key and the spring seat and piston tube to be manufactured as a single unit. The structure is stable, the brake transmission is reliable, and the safety is better. The adjustment system components can be installed as a whole, then placed in the cylinder body, and then the cylinder head can be directly snapped on, which is convenient and efficient.

[0030] 6. The brake cylinder of the present invention has an extremely compact overall structure with few parts, simple structure of each part, and convenient pre-assembly, which reduces design costs and later inspection and maintenance costs, making the brake cylinder more cost-effective, lighter in weight, more reliable, easier to install, and more efficient in installation. Attached Figure Description

[0031] The accompanying drawings, which form part of this specification, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0032] Figure 1 A cross-sectional view of the brake cylinder in an embodiment of the present invention is shown when the piston is in the initial position;

[0033] Figure 2 A cross-sectional view of a brake cylinder in a pneumatic braking state is shown in an embodiment of the present invention;

[0034] Figure 3 It shows Figure 1 A magnified view of a portion of the image;

[0035] Figure 4 A schematic diagram of the one-way bearing and the clamping nut in an embodiment of the present invention is shown;

[0036] Figure 5 A cross-sectional view of the regulating system components in an embodiment of the present invention is shown;

[0037] Figure 6 A schematic diagram of the brake cylinder's appearance in an embodiment of the present invention is shown;

[0038] Figure 7 A schematic diagram of the assembly of the brake cylinder and brake caliper in an embodiment of the present invention is shown;

[0039] Figure 8 A schematic diagram of the inner side of the cylinder head in an embodiment of the present invention is shown;

[0040] Figure 9 A cross-sectional view of the cylinder head in an embodiment of the present invention is shown;

[0041] Figure 10 A schematic diagram of the integrated piston tube and relief spring seat in an embodiment of the present invention is shown;

[0042] Figure 11 A schematic diagram of the gate regulator sleeve in an embodiment of the present invention is shown;

[0043] Figure 12 A schematic diagram of a clamping nut in an embodiment of the present invention is shown.

[0044] The above figures include the following reference numerals:

[0045] 1. Cylinder block; 2. Piston; 3. Adjusting shaft assembly; 4. Compression nut; 5. Brake adjuster sleeve; 6. Adjusting end face teeth; 7. Piston tube; 8. Brake adjuster spring; 9. Cylinder head; 10. Square key; 11. Piston tube cover; 12. Needle roller bearing; 13. Adjusting shaft; 14. Yoke; 15. Conical spring; 16. Dust cover bellows; 17. Relief spring seat; 18. Relief spring; 19. Cylinder head flange; 20. 21. Piston tube wear ring; 22. Adjusting spring seat; 23. Stop section; 24. Inner cylinder section; 25. One-way bearing; 26. Nut bevel teeth; 27. Brake caliper; 28. Air inlet; 29. ​​Cutout section; 30. Bearing outer ring; 31. Ball or roller; 32. Bearing compression spring; 33. Square keyhole; 34. Cylinder head square keyway; 35. Piston tube square keyway; 36. Relief spring contact point; 37. Clamp interface;

[0046] D1, first gap; D2, second gap. Detailed Implementation

[0047] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0048] The present invention will be further described in detail below with reference to specific embodiments. These embodiments should not be construed as limiting the scope of protection claimed by the present invention. The term "comprising" indicates the presence of a feature, but does not exclude the presence or addition of one or more other features. The terms "lateral," "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the purpose of description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] In this description, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0050] Example:

[0051] The main objective of this invention is to provide a compact, commonly used brake cylinder for rail vehicles, which simplifies the design of the commonly used brake cylinder, innovates the design of the adjustment system components, and enables the brake cylinder to have the ability to make a complete adjustment in one operation under conditions with a large clearance.

[0052] like Figure 1 and Figure 2 As shown, the present invention proposes a compact brake cylinder for rail vehicles, comprising: a housing; a piston 2 and an adjustment system assembly, wherein the piston is housed in the housing and can drive the adjustment system assembly to move as a whole under the push of gas; an adjustment shaft assembly 3, the adjustment shaft assembly 3 including an adjustment shaft 13, the adjustment system assembly being sleeved on the adjustment shaft 13; and a brake pad wear adjustment assembly, which can adjust the wear gap to achieve braking when the brake pad wears; the adjustment system assembly has a preset gap, including a first gap D1 and a second gap D2, wherein the first gap is the gap formed between the adjustment system assembly and the housing; and the second gap D2 is the internal gap of the adjustment system assembly, which can be reset or eliminated by a one-way clutch structure.

[0053] The regulating system components are equipped with a one-way clutch structure, which can be made using a one-way bearing 24.

[0054] The adjustment system component includes a clamping nut 4 and a brake adjustment part, with the clamping nut 4 threadedly engaged with the adjustment shaft assembly 3. Specifically, the brake cylinder also includes a yoke 14, and the adjustment shaft assembly 3 includes an adjustment shaft 13. The yoke 14 is connected to the adjustment shaft assembly 3, and the adjustment shaft 13 is threadedly engaged with the clamping nut 4.

[0055] The brake adjustment section includes a brake adjuster sleeve 5 and a brake adjuster component. The brake adjuster component is located on the radially outer side of the brake adjuster sleeve 5 and forms a first gap D1 with the cylinder head 9.

[0056] The brake cylinder has two states: air-filled braking and air-release braking. The brake cylinder includes a cylinder body 1 and a movable piston 2 located within the cylinder body 1. For example... Figure 1 As shown, the brake cylinder is in the state before the start of air-filled braking. At this time, the cylinder is not filled with air, and piston 2 is engaged with the bottom of the cylinder, meaning piston 2 is located at the far right end of the diagram. The brake cylinder is in its initial state at this point. Figure 2 As shown, when the cylinder 1 begins to fill with air from the air inlet 27, the piston 2 pushes the adjustment system assembly to move axially from the starting position toward the top of the cylinder, after which the brake cylinder enters a stable air-filled braking state. In this invention, the "starting position" of the piston and the adjustment system assembly refers to the position of the brake cylinder in its initial state.

[0057] It should be noted that, in this invention, for ease of description, the "cylinder top" direction is defined as the side of the brake cylinder axial direction closest to the yoke 14, i.e. Figure 1 and Figure 2 On the left side, the "bottom of cylinder" direction is defined as the side of the brake cylinder opposite to yoke 14 in the axial direction, that is... Figure 1 and Figure 2 On the right side.

[0058] The clamping nut 4 designed in this invention can rotate circumferentially relative to the adjusting shaft assembly 3 of the brake cylinder, and can also move axially relative to the brake adjustment part of the brake cylinder. The clamping nut 4 is adjacent to the brake adjustment part on the side near the top of the cylinder, and a one-way bearing 24 is provided between the clamping nut 4 and the brake adjustment part, so that the brake adjustment part can cooperate with the clamping nut 4 through the one-way bearing 24.

[0059] The one-way bearing 24 can engage with the clamping nut 4 or the brake adjustment part. In this embodiment, the one-way bearing 24 is fixed to the brake adjustment part, and the clamping nut 4 can engage with the one-way bearing 24. In other embodiments, the one-way bearing 24 can also be fixedly connected to the clamping nut 4, and the brake adjustment part can engage with the one-way bearing 24. In this engaged state, the relative rotation between the clamping nut 4 and the brake adjustment part is suppressed, while the relative axial movement between the clamping nut 4 and the brake adjustment part is allowed. In the disengaged state, the clamping nut 4 can rotate relative to the brake. This ensures that the clamping nut 4 has both an anti-rotation state and a rotating state throughout the entire process of braking and gap adjustment by the brake cylinder.

[0060] Specifically, the engagement between the clamping nut 4 and the one-way bearing 24 restricts the unidirectional rotation of the clamping nut 4, thereby preventing the clamping nut 4 from rotating. In the stopped state, the clamping nut 4 can move relative to the brake adjustment part in the direction from the bottom of the cylinder to the top of the cylinder. After the clamping nut 4 moves axially, it disengages from the brake adjustment part and enters the rotating state. In the rotating state, the clamping nut 4 rotates circumferentially, causing the adjusting shaft assembly 3 to move relative to the clamping nut 4 in the direction from the bottom of the cylinder to the top of the cylinder to adjust the brake cylinder clearance.

[0061] The brake cylinder of the present invention provides a one-way bearing 24 between the clamping nut 4 and the brake adjustment part, so that when the clamping nut 4 and the one-way bearing 24 are engaged, they cannot rotate unidirectionally relative to the brake adjustment part, but can move axially relative to the brake adjustment part. This makes the engagement length between the clamping nut 4 and the one-way bearing 24 set as the second gap D2. After the clamping nut 4 passes through the second gap D2 stroke, the brake gap is adjusted, and the size of the second gap D2 can be flexibly and accurately controlled by controlling the engagement length.

[0062] Combination Figure 4 As shown, preferably, the one-way bearing 24 has no inner ring structure, only an outer ring 29. The outer ring 29 is fixedly connected to the brake adjustment part, and the clamping nut 4 can engage with the outer ring 29. At this time, there is a small clearance fit between the clamping nut 4 and the outer ring 29. This design allows the one-way bearing and the clamping nut 4 to form a structure that prevents rotation in one direction while allowing relative axial movement.

[0063] In the initial state, the second clearance D2 is the maximum axial fit length for the clamping nut 4 and the bearing outer ring 29 to engage and nest. After the clamping nut 4 moves axially relative to the bearing outer ring 29 by the second clearance D2, the clamping nut 4 begins to rotate to adjust the braking clearance.

[0064] The second gap D2 is greater than the first gap D1. The value of the first gap D1 ranges from 0 to 6 mm, and the value of the second gap D2 ranges from 3 mm to 8 mm. Under the push of the piston, after the pressure nut 4 and the adjusting shaft assembly 3 move by the sum of the strokes of the first gap D1 and the second gap D2, the brake cylinder achieves stable braking.

[0065] When the brake pads wear, after the clamping nut 4 and the adjusting shaft assembly 3 have moved by the sum of the first gap D1 and the second gap D2, the clamping nut 4 begins to rotate and adjust the wear gap.

[0066] More preferably, such as Figure 3 As shown, the clamping nut 4 includes an inner cylinder portion 23, which is located on the side of the clamping nut 4 near the bottom of the cylinder. The inner cylinder portion 23 is located radially inside the outer ring 29 of the bearing, and the outer circumferential surface of the inner cylinder portion 23 is in a small clearance fit with the outer ring 29 of the bearing. The brake adjustment part includes a brake adjuster sleeve 5, and the outer ring 29 of the bearing is located on the side of the brake adjuster sleeve 5 near the top of the cylinder. The outer circumferential surface of the outer ring 29 is in an interference fit with the end of the brake adjuster sleeve 5. The second clearance D2 is the length by which the inner cylinder portion 23 and the outer ring of the bearing can engage axially in the initial state.

[0067] It should be noted that in some cases, the axial length of the one-way bearing 24 is equal to the second clearance D2. In this case, the inner cylinder 23 near the bottom of the cylinder directly abuts against the brake adjuster sleeve 5. In other cases, the second clearance D2 is less than the axial length of the one-way bearing 24. In this case, the inner cylinder 23 only engages with the one-way bearing and does not contact the brake adjuster sleeve 5.

[0068] More preferably, combined with Figure 4 As shown, the bearing outer ring 29 includes multiple circumferentially distributed ramp portions, multiple balls or rollers 30, and multiple bearing compression springs 31. The balls or rollers 30 abut against the bearing compression springs 31, the outer circumferential surface of the balls or rollers 30 mates with the inner surface of the ramp portions, and the outer circumferential surface of the balls or rollers 30 mates with the outer surface of the inner cylinder portion 23. In this way, the clamping nut 4 is restricted along... Figure 4 It can rotate clockwise, but can also rotate counterclockwise. In some other embodiments, the structure of the one-way bearing is not limited to... Figure 4 The sloping structure in the bearing can also be a wedge-shaped or other structural form of one-way bearing.

[0069] The brake cylinder of the present invention has a one-way bearing 24 between the clamping nut 4 and the brake adjuster sleeve 5, which has only the outer ring of the bearing and the clamping nut 4 directly serves as the inner ring of the one-way bearing 24, thus forming a structure in which the one-way bearing 24 and the clamping nut 4 are unidirectionally anti-rotating and can move relative to each other axially.

[0070] Compared to anti-rotation structures using tooth surface meshing or other methods, the use of a one-way bearing 24 is simpler to manufacture and assemble, lower in cost, and more reliable, while offering higher precision in anti-rotation and clearance adjustment control. It eliminates the risk of "tooth skipping" and avoids the problem of the actual effective clearance adjustment range being smaller than the preset value due to "tooth height," thus affecting the accuracy of clearance adjustment. Furthermore, the dozens of teeth corresponding to the tooth surface meshing are difficult to fully engage during adjustment, which is detrimental to stable control of the braking force. In addition, this design allows for flexible adjustment of the stroke of the second clearance D2 by setting the mating length. When the brake is released, the clamping nut 4 and the one-way bearing 24 remain locked in place, facilitating the smooth return of the clamping nut 4 to its original position.

[0071] The adjustment system assembly also includes a piston tube assembly, which includes a piston tube 7, a piston tube cover 11, a resistance adjustment end face tooth 6, and a relief spring seat 17. The piston tube is fixedly connected to the piston tube cover 11 and the resistance adjustment end face tooth 6, and the relief spring seat 17 and the piston tube are an integral structure.

[0072] like Figure 1 and Figure 2 As shown, the brake adjustment unit also includes a brake adjustment component, which is located radially outside the brake adjuster sleeve 5. The brake adjustment component and the brake adjuster sleeve 5 are either fixedly connected or manufactured as an integral structure. The cylinder body 1 includes a stop portion 22 and a cylinder head 9. The stop portion 22 is provided on one side of the cylinder body 1 at the top of the cylinder, and the brake adjustment component is located on the side of the stop portion 22 near the bottom of the cylinder. In the radial direction of the brake cylinder, at least a portion of the brake adjustment component is at the same height as the stop portion 22. In the initial state, the brake adjustment component directly abuts against the stop portion 22, or the brake adjustment component and the stop portion 22 are provided with a first gap D1 in the axial direction.

[0073] The value of the first gap is adjustable; the size of the preset gap can be adjusted by adjusting the value of the first gap D1.

[0074] As can be seen from the above, the first gap D1 can be set to 0. Combined with... Figure 3The diagram illustrates the case where the first gap D1 is not zero. When the cylinder 1 begins to fill with air, the brake adjuster, brake adjuster sleeve 5, and clamping nut 4 are all in their initial positions. The piston 2 pushes the adjustment system assembly from the initial position toward the top of the cylinder. The axial distance between the brake adjuster and the stop 22 is the first gap D1. The brake adjuster and the clamping nut 4 move together toward the top of the cylinder. After the first gap D1 travels, the brake adjuster contacts and stops with the stop 22. After the brake adjuster stops, the piston 2 pushes the adjustment system assembly to continue moving toward the top of the cylinder, causing the clamping nut 4 to move axially relative to the one-way bearing 24. The clamping nut 4 begins to rotate after traveling through the second gap D2. Preferably, when the first gap D1 is greater than zero, the axial length of the one-way bearing 24 is equal to the second gap D2.

[0075] Starting from the initial state, after the clamping nut 4 and the adjusting shaft assembly 3 have moved towards the top of the cylinder by the sum of the first clearance D1 and the second clearance D2, the clamping nut 4 begins to rotate to adjust the brake clearance. The total clearance of this brake cylinder is D1+D2.

[0076] Preferably, the gate adjusting component is the square key 10, which is interference-fitted with the gate adjusting sleeve 5. Figure 11 As shown, the brake adjuster sleeve 5 is a hollow cylindrical structure that houses the adjusting shaft at its center. A square keyhole 32 is provided on the outer circumferential surface of the brake adjuster sleeve 5, with the square key 10 and the square keyhole 32 having an interference fit. The brake adjuster sleeve 5 has a flange at one end near the top of the cylinder, and the inner surface of the flange has an interference fit with a one-way bearing. Figure 11 The display orientation of the middle gate regulator sleeve 5 and Figure 5 On the contrary, Figure 11 In the middle, a spring is installed on the left side and a one-way bearing is installed on the right side.

[0077] More preferably, the gate regulator sleeve 5 is connected to two square keys 10, which are radially opposite each other on the gate regulator sleeve 5. Additionally, in conjunction with... Figure 3 As shown, the square key 10 includes a notch 28, which mates with a stop 22. The distance between the notch 28 and the stop 22 is a first clearance D1. By providing the notch 28 on the square key 10, various sizes of square keys 10 can be provided. The lengths of the notches 28 in the axial direction differ for the various sizes of square keys 10. By quickly replacing square keys of different sizes, the stroke of the first clearance D1 can be changed, and the stroke of the second clearance D2 can also be adjusted. By reducing the length of the notch 28 in the axial direction, the stroke of the second clearance D2 can also be reduced.

[0078] The square key 10 and the brake adjuster sleeve 4 are interference fit, which allows the adjustment system components to be pre-assembled with the square key, and the square key to directly fit with the cylinder head. This not only makes the structure of the brake cylinder simpler, but also makes it easier to install, has high reliability, and is less prone to failure of bolts or other connections, or failure of clearance adjustment.

[0079] like Figure 1 As shown, the cylinder block 1 includes a cylinder head 9, combined with... Figure 8 As shown, the cylinder head 9 includes a cylinder head center hole, and the stop portion 22 is adjacent to the cylinder head center hole. Preferably, it is combined with... Figure 2 , Figure 8 and Figure 9 As shown, the cylinder head 9 includes a cylinder head flange 19, which surrounds the circumferential outer side of the cylinder head center hole and is located on both axial sides of the cylinder head 9. An adjustment system assembly passes at least partially through the cylinder head flange 19, which has a cylinder head keyway 33. The cylinder head keyway 33 is located on the cylinder head flange 19 near the bottom of the cylinder, extends axially, and the two cylinder head keyways 33 are radially opposite each other. A stop portion 22 is located at the bottom of the cylinder head keyway 33, and a square key 10 moves along the cylinder head keyway 33 and eventually abuts against the stop portion 22.

[0080] In this invention, preferably, the first gap D1 ranges from 0 to 6 mm, and the second gap D2 ranges from 3 mm to 8 mm. More preferably, the first gap D1 is 0 to 3 mm, and the second gap D2 is 3 to 6 mm. More preferably, the second gap D2 is larger than the first gap D1.

[0081] It should be noted that in this invention, when the clearance requirement is small, the first clearance D1 is generally set to 0, that is, in the initial state, the square key 10 is in contact with the stop part, and the brake cylinder only has the second clearance D2.

[0082] Preferably, when the total clearance requirement is 3-6mm, the first clearance D1 can be set to 0, and the second clearance D2 can be in the range of 3-6mm. For example, if the total clearance requirement is 6mm, the axial length of the one-way bearing 24 can be set to 6mm. Then, the inner cylinder portion 23 of the clamping nut 4 is designed with dimensions that fully mate with the one-way bearing 24 in the axial direction. Typically, the axial length of the inner cylinder portion 23 should be greater than 6mm. Furthermore, the axial end of the inner cylinder portion 23 abuts against the brake adjuster sleeve 5. At this time, D1 = 0mm, D2 = 6mm. If the total clearance requirement is less than 6mm, the length of the square key cutout portion 28 in the axial direction is reduced so that the inner cylinder portion 23 of the clamping nut 4 does not abut against the brake adjuster sleeve 5. At this time, D1 = 0mm, D2 < 6mm.

[0083] The total clearance is controlled by controlling the second clearance D2. Reducing the second clearance D2, i.e., selecting a narrower one-way bearing, can reduce the total clearance. In EMU standards, the total clearance is required to be 3-6mm, and generally not smaller than 3mm, because an excessively small total clearance may cause disc rubbing during train operation.

[0084] For example, if the total clearance requirement is 5mm, the axial length of the one-way bearing 24 can be directly set to 5mm, the inner cylinder 23 of the clamping nut 4 is fitted with the one-way bearing 24 and abuts against the brake adjuster sleeve 5, without setting the first clearance, in which case D1 = 0mm and D2 = 5mm.

[0085] Alternatively, for example, if the total clearance requirement is greater than 6mm, such as 8mm, then the axial length of the one-way bearing 24 can be set to 6mm. The inner cylinder 23 of the clamping nut 4 mates with the one-way bearing 24 and abuts against the brake adjuster sleeve 5. A first clearance D1 = 2mm is then set, in which case D2 = 6mm. The second clearance D2 is set to be greater than the first clearance D1. If the first clearance is set too large, the square key will wear more easily during axial sliding in use; therefore, it is advisable to set the first clearance as small as possible.

[0086] In this invention, there are no special requirements for the axial length of the one-way bearing 24. It is sufficient to ensure the fit length between the one-way bearing 24 and the clamping nut 4. This can be adjusted by machining the relevant dimensions of the clamping nut 4.

[0087] The brake cylinder of this invention allows for a first gap between the square key and the stop portion. This ensures that the clamping nut 4 only begins its second gap stroke after the square key has completed the first gap. This gives the brake cylinder the ability to fully adjust the gap in a single operation under large gap conditions, with a single full gap adjustment range of 6mm to 10mm. Furthermore, the size of the first and second gaps can be flexibly configured by adjusting the dimensions of the cutout portion, thus adapting to various gap requirements.

[0088] Combination Figure 1 , Figure 2 , Figure 5 As shown, the adjustment system assembly also includes a piston tube 7 and a brake adjuster spring 8. The piston 2 can push the piston tube 7 to move axially, and the piston tube 7 can move axially relative to the brake adjuster part. The brake adjuster spring 8 is located inside the piston tube 7, and the brake adjuster spring 8 is adjacent to the side of the brake adjuster sleeve 5 near the bottom of the cylinder. One end of the brake adjuster spring 8 abuts against the side of the brake adjuster sleeve 5 near the bottom of the cylinder, and the other end of the brake adjuster spring 8 abuts against the piston tube 7. The brake adjuster spring 8 is always in a compressed state, whether in the state of air braking or air release. This allows the brake adjuster part and the clamping nut 4 to move axially together and the brake adjuster part to abut against the stop part when the key makes the first clearance D1 stroke.

[0089] Combination Figure 2 , Figure 5 and Figure 10 As shown, the adjustment system assembly also includes a relief spring seat 17 and a relief spring 18. The relief spring seat 17 is located on the side of the piston tube 7 near the bottom of the cylinder, and its outer diameter is larger than that of the piston tube 7. The piston 2 mates with the side of the relief spring seat 17 near the bottom of the cylinder. The piston 2 pushes the relief spring seat 17 to move the entire adjustment system assembly. The two ends of the relief spring 18 abut against the cylinder head 9 and the relief spring seat 17, respectively, and the relief spring 18 is used to push the relief spring seat 17 to reset the piston tube 7.

[0090] Preferably, in this invention, the relief spring seat 17 and the piston tube 7 are an integral structure, which makes the structure more stable, the braking transmission reliable, stable, and safer.

[0091] Specifically, one end of the relief spring 18 abuts against the side of the relief spring seat 17 near the top of the cylinder, and the other end of the relief spring 18 abuts against the relief spring abutment 35. The relief spring abutment 35 is located on the side of the cylinder head 9 near the bottom of the cylinder and is adjacent to the circumferential outer side of the cylinder head flange 19.

[0092] Combination Figure 10 As shown, the piston tube 7 is a hollow structure, allowing the square key 10 and the brake adjuster sleeve 5 to move axially relative to the piston tube within it. A piston tube keyway 34 is provided on the piston tube 7, extending axially and accommodating the relative movement of the square key 10. During the first clearance D1 stroke of the axial movement of the square key 10, the square key and piston tube remain relatively stationary, while the square key moves along the cylinder head keyway 33 and contacts the stop. Afterward, as the piston tube continues to move, the piston tube keyway 34 moves a second clearance D2 stroke relative to the square key 10.

[0093] Combination Figure 1 , Figure 2 As shown, the adjustment system assembly also includes a resistance adjustment end face tooth 6, which is located on the side of the one-way bearing 24 near the top of the cylinder. The resistance adjustment end face tooth 6 is fixedly connected to the piston tube 7. The clamping nut 4 can move axially relative to the resistance adjustment end face tooth 6. After the brake cylinder finishes adjusting the clearance, the braking reaction force causes the adjustment shaft assembly 3 to drive the clamping nut 4 towards the bottom of the cylinder, so that the clamping nut 4 meshes with the resistance adjustment end face tooth 6, and the clamping nut 4 is in a non-rotating state. Due to the combined effect of the brake air pressure in the brake cylinder and the braking reaction force transmitted from the adjustment shaft, the clamping nut 4 and the resistance adjustment end face tooth 6 remain engaged, thereby achieving stable braking.

[0094] Specifically, combined Figure 3 and Figure 12As shown, the clamping nut 4 is ring-shaped and surrounds the adjusting shaft 13. The inner surface of the shaft has threads for threaded engagement with the adjusting shaft. The clamping nut 4 has an outer periphery located on the side of the inner cylinder 23 near the top of the cylinder, and the outer diameter of the outer periphery is larger than the outer diameter of the inner cylinder. A tapered surface is provided on the outer periphery, and a nut bevel tooth 25 is provided on the tapered surface. The nut bevel tooth 25 engages with the damping end face tooth 6, and the side of the nut bevel tooth 25 near the bottom of the cylinder is adjacent to the inner cylinder 23. The damping end face tooth 6 is ring-shaped and surrounds the clamping nut 4. The damping end face tooth 6 is located circumferentially outside the inner cylinder 23.

[0095] The adjustment system assembly also includes a piston tube cap 11, which is fixedly connected to the piston tube 7 and located on the side of the piston tube 7 near the top of the cylinder. The piston tube cap 11 is also located on the side of the clamping nut 4 near the top of the cylinder. Preferably, the damping end face teeth 6 are fixed between the piston tube cap 11 and the piston tube 7.

[0096] Preferably, a needle roller bearing 12 is provided between the piston tube cap 11 and the clamping nut 4. In the axial direction, both ends of the clamping nut 4 are limited by the needle roller bearing 12 and the resistance adjustment end face teeth 6. When the clamping nut 4 and the needle roller bearing 12 are in close contact, the clamping nut 4 and the resistance adjustment end face teeth 6 are in a disengaged state. When the clamping nut 4 and the resistance adjustment end face teeth 6 are in contact, the clamping nut 4 and the needle roller bearing 12 are in a disengaged state.

[0097] When the gap is adjusted, the adjusting shaft 13 will be pulled outward under the action of the adjusting spring, thereby driving the clamping nut 4 to rotate. If there is no needle roller bearing 12, the clamping nut 4 will be pulled by the adjusting shaft 13 to fit against the piston tube cover 11, resulting in wear, and it will not be able to rotate effectively under the action of friction.

[0098] In summary, during the first clearance adjustment process of the brake cylinder, the clamping nut 4 can have a first anti-rotation state, a rotation state, and a second anti-rotation state. In the first anti-rotation state, rotation is restricted, and the nut travels through the second clearance. In the rotation state, the adjusting shaft assembly is driven to extend, thus enabling the brake cylinder to have the ability to make a complete adjustment in one operation under large clearance conditions without the need for multiple adjustments. Furthermore, in the second anti-rotation state, the clamping nut 4 can mesh with the teeth on the resistance adjustment end face, so that after the clearance adjustment, the reaction force of the braking force is balanced with the braking air pressure, thereby enabling the brake cylinder to achieve stable braking.

[0099] Combination Figure 1 , Figure 2As shown, the adjusting spring is located between the yoke 14 and the piston tube cover 11. During the first clearance adjustment of the brake cylinder, the adjusting spring is in a compressed state. The elastic force of the adjusting spring and the threaded engagement between the adjusting shaft and the clamping nut 4 ensure that the clamping nut 4 is tightly engaged with the needle roller bearing in both the first anti-rotation state and the rotation state, and the clamping nut 4 has a tendency to rotate in one direction. Preferably, the adjusting spring is a conical spring 15, and an adjusting spring seat 21 is provided on the yoke 14. The larger diameter end of the conical spring 15 abuts against the adjusting spring seat 21, and the smaller diameter end abuts against the piston tube cover 11.

[0100] At least part of the adjusting shaft 13 is located inside the piston tube 7. Preferably, the adjusting shaft 13 passes sequentially through the piston tube cover 11, the clamping nut 4, the brake adjuster sleeve 5, and the brake adjuster spring 8 along the axial direction of the brake cylinder. In addition, a dust cover bellows 16 is provided around the adjusting spring, and the two ends of the dust cover bellows 16 are connected to the yoke 14 and the cylinder head 9, respectively.

[0101] The regulating system assembly also includes a piston tube wear ring 20, which is located between the cylinder head flange 19 and the piston tube 7, and / or between the cylinder head flange 19 and the piston tube cap 11.

[0102] The brake cylinder of the present invention has an interference fit between the square key and the brake adjuster sleeve 5, which allows the adjustment system components to be pre-assembled with the square key and the spring seat and piston tube to be manufactured as a single unit. The structure is stable, the brake transmission is reliable, and the safety is better. The adjustment system components can be installed as a whole, then placed into the cylinder body, and then the cylinder head can be directly snapped on, which is convenient and efficient.

[0103] The brake cylinder of this invention has an extremely compact overall structure with few components, simple structure of each component, and convenient pre-assembly, which reduces design costs and later inspection and maintenance costs. This makes the brake cylinder more cost-effective, lighter in weight, more reliable, easier to install, and more efficient to install.

[0104] In summary, taking the case where the first gap D1 is greater than 0 as an example, the detailed processes of the brake cylinder in this invention during air-filling braking and air-explosion release are as follows:

[0105] 1. Under normal braking conditions where the brake pads are not worn and clearance adjustment is not required, piston 2 is pushed by air pressure, causing the adjustment system assembly to move forward from the starting position. At this time, the clamping nut 4 is in the first anti-rotation state, cooperating with both the one-way bearing 24 and the needle roller bearing. When the square key 10 completes the first clearance D1, it contacts the cylinder head and stops, preventing the brake adjuster sleeve 5 from moving further. The clamping nut 4 is still constrained by the one-way bearing 24 and cannot rotate. Under the push of the piston, the piston tube continues to move forward through the clamping nut 4, carrying the adjustment shaft assembly 3, until the second clearance D2 is completed. At this time, the clamping nut 4 disengages from the one-way bearing 24. After completing the preset total clearance, the sum of D1 and D2 is reached. Figure 6 and Figure 7 As shown, the yoke extends, causing the brake caliper 26 to clamp the brake disc. The brake pad end contacts the brake disc, and braking occurs. The reaction force generated by braking is transmitted sequentially through the yoke 14 and the adjusting shaft 13 to the clamping nut 4. Under the action of the reaction force, the clamping nut 4 is displaced and engages with the teeth 6 on the resistance adjustment end face, thereby stabilizing the braking. The clamping nut does not rotate and directly enters the second anti-rotation state. Figure 6 The clamp interface 36 is shown.

[0106] 2. In braking situations where the brake pads are worn and clearance adjustment is required, the piston 2 is pushed forward by air pressure, causing the adjustment system assembly to move forward. The clamping nut 4 is in the first anti-rotation state. When the square key 10 completes the first clearance D1, it contacts the cylinder head and stops, preventing the brake adjuster sleeve 5 from moving further. The clamping nut 4 is still constrained by the one-way bearing 24 and cannot rotate. Under the push of the piston, the piston tube continues to move forward through the clamping nut 4, carrying the adjustment shaft assembly 3, until the second clearance D2 is completed. The clamping nut 4 then disengages from the one-way bearing 24 and becomes rotatable. At this point, the clamping nut 4 ends the first anti-rotation state and enters the rotation state. Under the action of the cone spring 15, the adjustment shaft assembly 3 is driven to extend, thus completing one complete clearance adjustment until the brake pad contacts the brake disc. When the clearance adjustment is completed, that is, when the brake pad contacts the brake disc, the reaction force generated by braking is transmitted sequentially through the yoke 14 and the adjustment shaft 13 to the clamping nut 4. Under the action of the reaction force, the clamping nut 4 is displaced and engages with the teeth 6 on the braking end face, thereby stabilizing the braking.

[0107] 3. During brake release, after the brake cylinder air pressure is emptied, at the instant the braking force is lost, under the action of the release spring 18, the release spring seat 17 and piston tube 7 move to the right along with the damping end face teeth 6, disengaging from the clamping nut 4. Therefore, the clamping nut 4 rotates as the release spring seat 17 and piston tube 7 move to the right until the right end of the clamping nut 4 begins to fit into the inner hole of the one-way bearing 24, and the second gap D2 begins to reset. This continues until the rightmost end of the clamping nut 4 abuts against the brake adjuster sleeve 5. At this point, the piston 2 has not yet fully reset. Under the action of the release spring 18, the final reset is completed. The brake adjuster sleeve 5 moves to the right, compressing the brake adjuster spring 8, causing the first gap D1 to reset, until the piston 2 is fully reset. During this process, the force transmission path is: release spring → release spring seat and piston tube → clamping nut → brake adjuster sleeve → key.

[0108] By applying the technical solution of this invention, at least the following beneficial effects are achieved:

[0109] 1. The brake cylinder of the present invention, by setting a one-way bearing nested with the clamping nut with a small clearance between the clamping nut and the brake adjusting part, forms a one-way clutch structure between the clamping nut and the brake adjusting part that can move axially relative to each other and engages in a preset direction without rotation. This structure is simple, has high anti-rotation reliability, and provides more stable braking control. When the clamping nut and the one-way bearing are engaged, they cannot rotate unidirectionally relative to the brake adjusting part, but can move axially relative to it. This allows the longest axial engagement length between the clamping nut and the one-way bearing to be set as the second clearance. Under the push of the piston, after the clamping nut 4 and the adjusting shaft assembly 3 move by the sum of the first and second clearances, the brake cylinder achieves stable braking.

[0110] 2. The brake cylinder of the present invention, by setting a one-way bearing consisting only of the outer ring of the bearing and the clamping nut directly serving as the inner ring of the one-way bearing, forms a one-way clutch structure that provides one-way anti-rotation and relative axial movement between the one-way bearing and the clamping nut. Compared with structures such as tooth surface meshing, this structure is easier to process and assemble, has higher reliability, and higher control precision for anti-rotation and clearance adjustment. There is no risk of "tooth skipping" and no problem of the actual effective clearance adjustment range being smaller than the preset value due to "tooth height," thus affecting the accuracy of clearance adjustment. Furthermore, the dozens of teeth corresponding to the tooth surface meshing are difficult to fully mesh during the adjustment process, which is not conducive to the stable control of braking force.

[0111] 3. The brake cylinder of the present invention is configured such that, during a single brake clearance adjustment process, the clamping nut has a first anti-rotation state, a second anti-rotation state, and a rotation state. In the first anti-rotation state, the rotation is restricted, and the nut travels through the second clearance. In the rotation state, the adjusting shaft assembly is driven to extend, thereby enabling the brake cylinder to have the ability to fully adjust the clearance in one go without the need for multiple adjustments. In the second anti-rotation state, the clamping nut can mesh with the teeth on the resistance adjustment end face, so that after the clearance is adjusted, the reaction force of the braking force is balanced with the braking air pressure, thereby enabling the brake cylinder to achieve stable braking.

[0112] 4. The brake cylinder of the present invention has a first gap between the square key and the stop part, so that the clamping nut begins the second gap stroke only after the square key has completed the first gap. It has the ability to make a complete adjustment in one go under the condition of large gap. Furthermore, the size of the first gap and the second gap can be flexibly configured by configuring the size of the cut part, so as to adapt to the requirements of various gaps. The brake cylinder of the present invention can make a complete gap adjustment of 6mm to 10mm in one go.

[0113] 5. The brake cylinder of the present invention has an interference fit between the square key and the brake adjuster sleeve, which allows the adjustment system components to be pre-assembled with the square key and the spring seat and piston tube to be manufactured as a single unit. The structure is stable, the brake transmission is reliable, and the safety is better. The adjustment system components can be installed as a whole, then placed in the cylinder body, and then the cylinder head can be directly snapped on, which is convenient and efficient.

[0114] 6. The brake cylinder of the present invention has an extremely compact overall structure with few parts, simple structure of each part, and convenient pre-assembly, which reduces design costs and later inspection and maintenance costs, making the brake cylinder more cost-effective, lighter in weight, more reliable, easier to install, and more efficient in installation.

[0115] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A centralized brake cylinder for rail vehicles, comprising: The housing includes a cylinder head (9) and a cylinder block (1); Piston (2) and regulating system assembly, wherein the piston (2) is housed in the housing and can drive the regulating system assembly to move as a whole under the push of gas; An adjusting shaft assembly (3) includes an adjusting shaft (13), and the adjusting system assembly is sleeved on the adjusting shaft (13). A brake pad wear adjustment assembly, wherein the brake pad wear adjustment assembly can adjust the wear gap to achieve braking when the brake pad wears; The adjustment system component is characterized by having a one-way clutch structure, which includes a one-way bearing (24) and a clamping nut (4) that is engaged with the one-way bearing (24) in a one-way anti-rotation manner. The clamping nut (4) is threadedly engaged with the adjustment shaft (13), and the clamping nut (4) abuts against the brake adjustment part, so that the relative rotation of the clamping nut (4) and the brake adjustment part along the preset rotation direction is suppressed, and the axial relative movement is allowed. The adjustment system assembly also includes a piston tube assembly, which includes a piston tube (7), a piston tube cover (11), a damping end face tooth (6), and a relief spring seat (17). The piston tube (7) is fixedly connected to the piston tube cover (11) and the damping end face tooth (6), and the relief spring seat (17) and the piston tube (7) are an integral structure. The two ends of the relief spring (18) abut against the cylinder head (9) and the relief spring seat (17), respectively. The brake adjustment section includes a brake adjuster sleeve (5) and a brake adjuster component. The brake adjuster component is located radially outside the brake adjuster sleeve (5). The brake adjuster component and the brake adjuster sleeve (5) are fixedly connected or integrally formed. The resistance adjustment end face tooth (6) is located on the side of the one-way bearing (24) near the top of the cylinder. The clamping nut (4) can move axially relative to the resistance adjustment end face tooth (6). After the brake cylinder clearance adjustment is completed, the braking reaction force can drive the clamping nut (4) to mesh with the resistance adjustment end face tooth (6) to achieve the clamping nut (4) stopping rotation. The piston (2) The piston tube (7) can be driven to move axially. The piston tube (7) can move axially relative to the brake adjustment part. The brake adjuster spring (8) is located inside the piston tube (7). One end of the brake adjuster spring (8) abuts against the side of the brake adjuster sleeve (5) near the bottom of the cylinder. The other end of the brake adjuster spring (8) abuts against the piston tube (7). At least part of the adjusting shaft (13) is located inside the piston tube (7). The adjusting shaft (13) passes through the piston tube cover (11), the clamping nut (4), the brake adjuster sleeve (5) and the brake adjuster spring (8) in sequence along the axial direction of the brake cylinder. The adjustment system component has a preset gap, which includes a first gap D1 and a second gap D2. The first gap is the axial gap formed between the brake adjustment component of the adjustment system component and the cylinder head (9) of the housing. The second gap D2 is the internal gap of the adjustment system component formed by the axial engagement length of the clamping nut (4) of the adjustment system component and the one-way clutch structure. The second gap D2 is reset or eliminated by the axial relative movement between the clamping nut (4) and the one-way bearing (24). When the brake pad is worn, after the clamping nut (4) and the adjustment shaft assembly (3) move by the sum of the first gap D1 and the second gap D2, the clamping nut (4) starts to rotate and performs the wear gap adjustment. In the rotating state, the adjustment shaft assembly is driven to extend.

2. The brake cylinder according to claim 1, characterized in that, The value of the first gap is adjustable, and the size of the preset gap can be adjusted by adjusting the value of the first gap D1.

3. The brake cylinder according to claim 1, characterized in that, The second gap D2 is larger than the first gap D1.

4. The brake cylinder according to claim 3, characterized in that, The first gap D1 has a value range of 0~6mm, and the second gap D2 has a value range of 3mm~8mm.

5. The brake cylinder according to claim 4, characterized in that, Under the push of the piston, after the clamping nut (4) and the adjusting shaft assembly (3) move by the sum of the first gap D1 and the second gap D2, the brake cylinder achieves stable braking.

6. The brake cylinder according to claim 1, characterized in that, The gate adjustment component is configured as a square key (10), and the outer peripheral surface of the gate adjustment sleeve (5) is provided with a square key hole (32), and the square key (10) and the square key hole (32) are interference fit.

7. The brake cylinder according to claim 6, characterized in that, The two square keys (10) are radially opposite each other on the gate regulator sleeve (5).

8. The brake cylinder according to claim 7, characterized in that, The key (10) includes a cutout (28) that can abut against the stop (22) of the cylinder head (9).

Images