A stroke-adaptive integrated brake and cylinder brake and its usage method

Abstract

This invention provides a stroke-adaptive integrated brake-cylinder brake and its usage method. The stroke-adaptive integrated brake-cylinder brake includes a brake cylinder and a brake adjuster. The brake cylinder includes a cylinder body with a piston inside. One end of the cylinder body is open and has a front cover. A stroke adjuster is threaded onto the front cover. One end of the stroke adjuster extends out of the front cover and is fitted with a stop plate. The stop plate is detachably and fixedly connected to the front cover, and the stop plate prevents the stroke adjuster from rotating. One end of the brake adjuster is inserted into the cylinder body and connected to the piston. The brake adjuster and the stroke adjuster are slidably connected. A control stop is provided at the end of the brake adjuster inserted into the cylinder body. The stroke adjuster is used to limit the axial movement of the control stop. The distance between the control stop and the stroke adjuster can be adjusted by adjusting the stroke adjuster. This invention achieves adjustment of the piston stroke of the brake cylinder.

Description

Technical Field

[0001] This invention belongs to the field of railway freight car braking technology, and particularly relates to a stroke-adaptive integrated brake cylinder and its usage method. Background Technology

[0002] The automatic brake shoe clearance adjuster (referred to as brake adjuster) is a key component in the air braking system of railway freight cars. It is mainly used to adjust the clearance between the wheel and the brake shoe, so that the piston stroke of the brake cylinder is kept within the set range, thereby preventing the braking force from fading.

[0003] Chinese utility model patent CN202251576U discloses an automatic stroke-adjustable brake cylinder for railway vehicles. This brake cylinder organically combines a conventional brake cylinder body with a bidirectional compression-type brake shoe clearance adjustment mechanism. The push sleeve on the brake cylinder piston abuts against the right end cover of the combined sleeve on one side and is connected to the pull rod via a control lever on the other, replacing the connecting head in the original brake shoe clearance adjustment mechanism. The brake shoe clearance adjustment mechanism can move with the piston. However, the piston stroke range of the brake cylinder varies for different railway vehicles. The piston stroke of this automatic stroke-adjustable brake cylinder is the distance between the control lever and the inner cavity boss of the cylinder body, and cannot be adjusted. Summary of the Invention

[0004] The purpose of this invention is to provide a stroke-adaptive integrated brake cylinder and its usage method, which realizes the adjustment of the piston stroke of the brake cylinder.

[0005] To achieve the above objectives, in a first aspect, the present invention provides a stroke-adaptive integrated brake-cylinder brake, comprising a brake cylinder and a brake adjuster. The brake cylinder includes a cylinder body, a piston disposed within the cylinder body, an opening at one end of the cylinder body and a front cover thereon, a stroke adjuster threadedly connected to the front cover, one end of the stroke adjuster extending out of the front cover and fitted with a stop plate, the stop plate being detachably and fixedly connected to the front cover, the stop plate being used to prevent the stroke adjuster from rotating, one end of the brake adjuster being inserted into the cylinder body and connected to the piston via the stroke adjuster, the brake adjuster being slidably connected to the stroke adjuster, a control stop being provided at the end of the brake adjuster inserted into the cylinder body, the stroke adjuster being used to limit the axial movement of the control stop, and the distance between the control stop and the stroke adjuster being adjustable by adjusting the stroke adjuster.

[0006] Furthermore, one end of the stroke adjuster extending from the front cover is configured as a polygonal head, and a polygonal hole is provided on the stop plate. The stop plate is fitted onto the stroke adjuster through the polygonal hole, and the polygonal head is in close contact with the hole wall of the polygonal hole, thereby preventing the stroke adjuster from rotating.

[0007] Furthermore, the brake adjuster includes a screw and a sleeve, the sleeve is sleeved outside the screw, the control stop is set on the screw, the sleeve includes a front sleeve, a middle sleeve and a rear sleeve connected in sequence, the end of the rear sleeve away from the middle sleeve is detachably fixedly connected to the piston, and the rear sleeve is slidably connected to the stroke adjuster.

[0008] Furthermore, a sealing ring and a sleeve support ring are provided between the rear sleeve and the stroke adjuster, and two sleeve support rings are provided, with the sealing ring located between the two sleeve support rings.

[0009] Furthermore, an end cap is provided at the end of the front sleeve away from the middle sleeve, a first inner conical surface is provided on the inner wall of the middle sleeve, and a left support ring and a second inner conical surface are provided on the inner wall of the rear sleeve, with the second inner conical surface arranged at the end of the rear sleeve closer to the middle sleeve.

[0010] One end of the screw passes through the end cap and has a screw head. The screw is slidably connected to the end cap. The screw head is used to connect to the brake rod. From the end with the screw head to the other end, the screw is sequentially fitted with a first retaining ring, an action spring, an adjusting nut, and a pull rod. The adjusting nut is threaded to the screw. A second retaining ring is provided on the adjusting nut. The pull rod is slidably connected to the screw. A main spring is fitted on the pull rod. A third retaining ring is provided on the pull rod. The two ends of the action spring abut against the first and second retaining rings, respectively. The two ends of the main spring abut against the left support ring and the third retaining ring, respectively. The initial elastic force of the main spring is greater than the initial elastic force of the action spring. The adjusting nut can rotate relative to the second and third retaining rings. The outer wall of the adjusting nut has a first outer conical surface and a second outer conical surface near both ends. The first outer conical surface can cooperate with the first inner conical surface, and the second outer conical surface can cooperate with the second inner conical surface, so that the adjusting nut cannot rotate relative to the screw.

[0011] Furthermore, a first bearing is fixedly installed on the pull rod, one side of the bearing abuts against the adjusting nut, and a second bearing is fixedly installed on the adjusting nut, one side of the second bearing abuts against the second retaining ring, and the second retaining ring is slidably connected to the adjusting nut.

[0012] Furthermore, a connecting cylinder is provided at the end of the rear sleeve away from the middle sleeve, and the end of the connecting cylinder away from the middle sleeve is connected to the piston. Multiple strip holes are opened in the cylinder wall along the axial direction. The control stop is fixedly sleeved on the pull rod, and the edge of the control stop extends out of the connecting cylinder through the strip holes, so that the control stop abuts against the stroke adjuster after the rear sleeve moves a certain distance away from the brake cylinder.

[0013] Furthermore, a relief spring is provided inside the cylinder, with one end of the relief spring abutting against the piston and the other end of the relief spring abutting against the front cover.

[0014] Furthermore, a gear ring is provided at the bottom of the cylinder, and a spring plate is provided on the side of the piston away from the relief spring. One end of the spring plate is tilted towards the bottom of the cylinder. The spring plate is used to cooperate with the gear ring so that the piston can rotate a certain angle when it is pressed back to the bottom of the cylinder by the relief spring, thereby achieving active lubrication.

[0015] Secondly, the present invention provides a method for using a stroke-adaptive integrated brake-cylinder brake, comprising: before installation, rotating the stroke adjuster with the piston against the bottom of the cylinder body so that the distance between the control gear and the stroke adjuster is equal to the piston stroke required for braking the vehicle to be installed, and placing the stop pressure plate on the stroke adjuster and fixing it on the front cover of the cylinder body.

[0016] Compared with the prior art, the present invention can achieve the following beneficial effects:

[0017] 1. This invention, by incorporating a stroke adjuster, enables the adjustment of the piston's stroke range, i.e. Figure 1 The A value is set in the formula to achieve the pre-set value of the brake cylinder piston stroke before leaving the factory, which helps to reduce workload and reduce the labor intensity of workers.

[0018] 2. Compared with the existing technology that requires the use of an outer sleeve and a return spring, the present invention directly connects the rear sleeve to the piston, so that after braking, the piston, under the action of the relief spring, drives the entire brake adjuster to move to the left and return to the initial state, making the structure simpler.

[0019] 3. In the prior art, the other end of the pull rod extends from the right end cover. In this invention, the edge of the control stop extends through the strip hole to the connecting cylinder, thereby abutting against the stroke adjuster. This eliminates the need for the right end cover in the prior art, and the overall structure is more integrated with fewer parts.

[0020] 4. The present invention provides a sealing ring and two sleeve support rings on the inner wall of the stroke adjuster. The sealing ring prevents dust, water and other debris from entering the brake cylinder through the rear sleeve, and the sleeve support rings are used to separate the rear sleeve and the stroke adjuster to prevent mutual wear during operation.

[0021] 5. This invention provides a spring plate on the piston. The free state of the spring plate is that one end is tilted towards the bottom of the cylinder. When the brake cylinder is fully released, the free end of the spring plate is flattened by the bottom of the cylinder. At this time, the spring plate is in an unfolded state. Since a toothed ring is provided at the bottom of the cylinder, during the brake cylinder release process, the piston gradually approaches the toothed ring. After the free end of the spring plate contacts the toothed ring, the spring plate gradually flattens out. And because its free end is restricted by the toothed ring, the other end drives the piston to rotate until the spring plate is completely flattened out, thus achieving active lubrication. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of the present invention;

[0023] Figure 2 This is a schematic diagram of the structure of the gate regulator of the present invention;

[0024] Figure 3 This is a schematic diagram of the structure of the middle part of the gate regulator of the present invention;

[0025] Figure 4 This is a schematic diagram of the right end of the gate regulator of the present invention;

[0026] Figure 5 This is a schematic diagram of the structure of the left end of the gate regulator of the present invention;

[0027] Figure 6 This is a schematic diagram of the clutch structure of the present invention;

[0028] Figure 7 This is a schematic diagram of the brake cylinder of the present invention;

[0029] Figure 8 This is a schematic diagram of the braking state when the wheel bearing clearance is within the normal range according to the present invention;

[0030] Figure 9 This is a schematic diagram of the braking state when the wheel bearing clearance is greater than the normal clearance according to the present invention;

[0031] Figure 10 This is a schematic diagram of the braking state when the wheel bearing clearance is less than the normal clearance according to the present invention.

[0032] The component numbers in the attached diagram are as follows:

[0033] Brake cylinder 1; cylinder seat 11; cylinder body 12; front cover 13; piston 14; release spring 15; gear ring 16; stroke adjuster 17; sealing ring 171; sleeve support ring 172; stop plate 18; spring plate 19;

[0034] Brake adjuster 2; screw head 21; screw 22; first retaining ring 221; end cap 23; right support ring 231; end cap sealing ring 232; front sleeve 24; middle sleeve 25; first inner conical surface 251; rear sleeve 26; second inner conical surface 261; connecting sleeve 262; strip hole 263; left support ring 264; action spring 27; adjusting nut 28; first outer conical surface 281; second outer conical surface 282; first bearing 283; second retaining ring 284; pull rod 29; main spring 291; control stop 292; second bearing 293; third retaining ring 294. Detailed Implementation

[0035] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, but these embodiments should not be construed as limiting the present invention.

[0036] like Figure 1As shown, this embodiment provides a stroke-adaptive integrated brake cylinder, including a brake cylinder 1 and a brake adjuster 2.

[0037] like Figure 2 As shown, the brake adjuster 2 includes a screw 22 and a sleeve. The right end of the screw 22 is threaded with a screw head 21, which is used to connect with the vehicle's brake lever. The left end of the screw 22 is inserted into the sleeve.

[0038] like Figure 3 As shown, the sleeve includes a front sleeve 24, a middle sleeve 25 and a rear sleeve 26 connected in sequence. The inner wall of the middle sleeve 25 is threadedly connected to the outer walls of the front sleeve 24 and the rear sleeve 26 respectively.

[0039] like Figure 4 As shown, an end cap 23 is fixedly installed at the end of the front sleeve 24 away from the middle sleeve 25. A right support ring 231 is fixedly installed on the inner wall of the end cap 23. An end cap sealing ring 232 is fitted on the inner wall of the right support ring 231. The screw 22 is slidably connected to the end cap 23 through the end cap sealing ring 232. A first retaining ring 221 is provided on the screw 22, and the right end of the first retaining ring 221 is limited by a boss on the screw 22.

[0040] like Figure 3 As shown, an adjusting nut 28 is threadedly connected to the middle of the screw 22. A first bearing 283 and a second retaining ring 284 are provided on the outer wall of the adjusting nut 28. An action spring 27 is sleeved on the screw 22. The right end of the action spring 27 abuts against the first retaining ring 221, and the left end of the action spring 27 abuts against the second retaining ring 284. The adjusting nut 28 can rotate relative to the second retaining ring 284 through the first bearing 283.

[0041] like Figure 3 As shown, a hollow pull rod 29 is also fitted onto the screw 22. The pull rod 29 is slidably connected to the screw 22. A second bearing 293 and a third retaining ring 294 are provided on the outer wall of the pull rod 29. The right end of the third retaining ring 294 is limited by a boss on the pull rod 29. Figure 5 As shown, a left support ring 264 is provided on the inner wall of the rear sleeve 26. The left end of the left support ring 264 is limited by a convex ring on the inner wall of the rear sleeve 26. A main spring 291 is sleeved on the pull rod 29, and the left end of the main spring 291 abuts against the left support ring 264. Figure 3 As shown, the right end of the main spring 291 abuts against the third retaining ring 294, causing the second bearing 293 to abut against the adjusting nut 28.

[0042] like Figure 6As shown, the adjusting nut 28 is provided with a first outer conical surface 281 and a second outer conical surface 282, the inner wall of the middle sleeve 25 is provided with a first inner conical surface 251, and the inner wall of the rear sleeve 26 is provided with a second inner conical surface 261. The first outer conical surface 281 and the first inner conical surface 251 cooperate to form a clutch B, and the second outer conical surface 282 and the second inner conical surface 261 cooperate to form a clutch C. When the first outer conical surface 281 and the first inner conical surface 251 are in close contact, or when the second outer conical surface 282 and the second inner conical surface 261 are in close contact, the adjusting nut 28 cannot be rotated.

[0043] like Figure 5 As shown, a control stop 292 is fixedly installed on the outer wall of the pull rod 29. The control stop 292 includes a control ring and multiple control arms. The inner wall of the control ring is connected to the pull rod 29, and the outer wall of the control ring is fixedly connected to one end of the control arm. A connecting sleeve 262 is integrally and coaxially installed at the end of the rear sleeve 26 away from the middle sleeve 25. Multiple strip holes 263 are opened on the cylinder wall of the connecting sleeve 262. The control arms of the control stop 292 extend out of the connecting sleeve 262 through the strip holes 263.

[0044] like Figure 7 As shown, the brake cylinder 1 includes a cylinder seat 11, on which a cylinder body 12 is fixedly mounted. The top of the cylinder body 12 (i.e., Figure 7 The right end of the front cover 13 is sealed with bolts. A stroke adjuster 17 is coaxially arranged on the front cover 13. The stroke adjuster 17 is cylindrical and its outer wall is threaded to the front cover 13. The right end of the stroke adjuster 17 extends out of the front cover 13 and is fitted with a stop plate 18. The right end of the stroke adjuster 17 is hexagonal. The stop plate 18 has a regular hexagonal hole. The right end of the stroke adjuster 17 is in close contact with the hole wall of the regular hexagonal hole of the stop plate 18. The stop plate 18 is fixedly connected to the front cover 13 by bolts, thereby restricting the rotation of the stroke adjuster 17.

[0045] A sealing ring 171 and a sleeve support ring 172 are provided on the inner wall of the stroke adjuster 17. Two sleeve support rings 172 are provided, and the two sleeve support rings 172 are respectively arranged on both sides of the sealing ring 171. The rear sleeve 26 is inserted into the cylinder 12 through the stroke adjuster 17, and the rear sleeve 26 is slidably connected to the stroke adjuster 17.

[0046] Understandably, since the control arm of the control stop 292 extends through the connecting sleeve 262 via the slot 263, when the piston 14 pushes the brake adjuster 2 to the right, the distance between the control stop 292 and the stroke adjuster 17 gradually decreases until the control stop 292 abuts against the stroke adjuster 17. At this point, the lever 29 and the control stop 292 can no longer move to the right with the rear sleeve 26. The initial distance between the control stop 292 and the stroke adjuster 17 (i.e., Figure 1 The value of A in the figure can be adjusted by rotating the stroke adjuster 17.

[0047] A piston 14 and a relief spring 15 are installed inside the cylinder body 12. In the initial state, the piston 14 is located at the bottom of the cylinder body 12 (i.e., Figure 7 The left end of the relief spring 15 rests against the piston 14, and the right end of the relief spring 15 rests against the front cover 13. The right end of the piston 14 is fixedly connected to the connecting sleeve 262 by bolts.

[0048] A gear ring 16 is fixedly welded to the bottom of the cylinder body 12, and a spring plate 19 is fixedly installed at the lower left end of the piston 14. One end of the spring plate 19 is tilted towards the bottom of the cylinder body 12, so that the piston 14 can rotate at a certain angle when it is pressed back to the bottom of the cylinder body 12 by the relief spring 15, thereby achieving active lubrication.

[0049] The working principle of this adaptive brake-cylinder integrated brake is as follows:

[0050] (1) Original state

[0051] The original state refers to the condition of the integrated brake-cylinder system after installation in the vehicle, in its normal release state. At this time, the positions of each component are as follows: Figure 1 As shown. In the released state, the integrated brake cylinder is not subjected to external force, and each component remains in its own position. The preload of the main spring 291 is greater than the preload of the action spring 27. At this time, clutch B is engaged and clutch C is disengaged.

[0052] (2) If the wheel bearing clearance is within the normal range

[0053] When the wheel bearing clearance is within the normal range, during braking, piston 14 extends to the right, causing the entire brake adjuster 2 to move to the right. When the movement distance reaches the set value A, the right end face of control stop 292 contacts the left end face of stroke adjuster 17. As piston 14 continues to move to the right, brake adjuster 2 also continues to move to the right. Since stroke adjuster 17 prevents control stop 292 from moving to the right, control stop 292 causes pull rod 29 to move to the left relative to brake adjuster 2, compressing main spring 291. Adjusting nut 28 separates from second bearing 293, causing the force on the right side of adjusting nut 28 to be greater than the force on the left side. Adjusting nut 28 moves to the left, clutch B disengages, and clutch C begins to engage. During clutch switching, since the wheel bearing clearance is within the normal range, the preload of spring 27 on screw 22 and the reaction force of brake lever on screw 22 are equal in magnitude and opposite in direction. Therefore, adjusting nut 28 does not rotate, and screw 22 does not extend or shorten (see...). Figure 8 At this point, clutch C is engaged.

[0054] After braking, the pressurized air in the cylinder is discharged. Under the action of the relief spring 15, the piston 14 drives the brake adjuster 2 to move to the left. When the control gear 292 disengages from the stroke adjuster 17, the compressed main spring 291 begins to extend, and the force on the left side of the adjusting nut 28 increases. When the force on the left side of the adjusting nut 28 is greater than the force on the right side, the adjusting nut 28 moves to the right, the clutch C disengages, the clutch B engages, and the piston 14 and the brake adjuster 2 return to their original positions.

[0055] (3) If the wheel bearing clearance is greater than the normal clearance

[0056] When the wheel bearing clearance is greater than the normal clearance, during braking, piston 14 extends to the right, driving brake adjuster 2 to move to the right as well. When the movement distance reaches the set value A, the right end face of control stop 292 contacts the left end face of stroke adjuster 17. As piston 14 continues to move to the right, brake adjuster 2 also continues to move to the right. Since stroke adjuster 17 prevents control stop 292 from moving to the right, control stop 292 drives lever 29 to move to the left relative to brake adjuster 2, compressing main spring 291. The force on the right side of adjusting nut 28 is greater than the force on the left side, and adjusting nut 28 moves to the left, clutch B disengages, and clutch C begins to engage. During clutch switching, because the wheel bearing clearance is greater than the normal clearance, the preload of spring 27 on screw 22 is greater than the reaction force of brake lever on screw 22. Adjusting nut 28 rotates, and screw 22 extends until the preload of spring 27 on screw 22 is equal to the reaction force of brake lever on screw 22. At this time, screw 22 stops extending, and clutch C engages (see...). Figure 9 ).

[0057] (4) If the wheel bearing clearance is smaller than the normal clearance

[0058] When the wheel bearing clearance is significantly smaller than the normal clearance, during braking, piston 14 extends to the right, causing brake adjuster 2 to move to the right as well. When the movement distance does not reach the set value A, the reaction force of the brake lever on the right side of adjusting nut 28 to screw 22, plus the preload of the spring 27 to adjusting nut 28, is greater than the preload of the main spring 291 to adjusting nut 28 on the left side. Adjusting nut 28 moves to the left, clutch B disengages, and clutch C begins to engage. During clutch switching, adjusting nut 28 rotates, and screw 22 shortens until the reaction force of the brake lever on the right side of adjusting nut 28 to screw 22, plus the preload of the spring 27 to adjusting nut 28, equals the preload of the main spring 291 to adjusting nut 28 on the left side. At this point, screw 22 stops shortening, and clutch C engages.

[0059] When the wheel bearing clearance is slightly smaller than the normal clearance, during braking, piston 14 extends to the right, driving brake adjuster 2 to move to the right as well. When the movement distance reaches the set value A, the right end face of control stop 292 contacts the left end face of stroke adjuster 17. As piston 14 continues to move to the right, brake adjuster 2 also continues to move to the right. Since stroke adjuster 17 prevents control stop 292 from moving to the right, control stop 292 drives lever 29 to move to the left relative to brake adjuster 2, compressing main spring 291. The force on the right side of adjusting nut 28 is greater than the force on the left side, so adjusting nut 28 moves to the left, clutch B disengages, and clutch C begins to engage. During clutch switching, because the preload of spring 27 on screw 22 is less than the reaction force of brake lever on screw 22, adjusting nut 28 rotates, and screw 22 shortens until the preload of spring 27 on screw 22 is equal to the reaction force of brake lever on screw 22. At this time, screw 22 stops shortening, and clutch C engages (see...). Figure 10 ).

[0060] The method of using the adaptive brake cylinder is as follows: Before installation, with the piston 14 against the bottom of the cylinder body 12, rotate the stroke adjuster 17 so that the distance between the control stop 292 and the stroke adjuster 17 is equal to the piston 14 stroke required for braking the vehicle to be installed. Then, put the stop plate 18 on the stroke adjuster 17 and fix it on the front cover 13 of the cylinder body 12.

[0061] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A stroke-adaptive brake cylinder-integrated brake, characterized by: The device includes a brake cylinder (1) and a brake adjuster (2). The brake cylinder (1) includes a cylinder body (12) with a piston (14) inside. One end of the cylinder body (12) is open and has a front cover (13). A stroke adjuster (17) is threaded onto the front cover (13). One end of the stroke adjuster (17) extends out of the front cover (13) and is fitted with a stop plate (18). The stop plate (18) is detachably and fixedly connected to the front cover (13). The stop plate (18) is used to prevent excessive travel. When the adjuster (17) rotates, one end of the brake adjuster (2) is inserted into the cylinder (12) through the stroke adjuster (17) and connected to the piston (14). The brake adjuster (2) and the stroke adjuster (17) are slidably connected. A control stop (292) is set at one end of the brake adjuster (2) inserted into the cylinder (12). The stroke adjuster (17) is used to limit the axial movement of the control stop (292). The distance between the control stop (292) and the stroke adjuster (17) can be adjusted by adjusting the stroke adjuster (17). The brake adjuster (2) includes a screw (22) and a sleeve. The sleeve is fitted over the screw (22). The control stop (292) is set on the screw (22). The sleeve includes a front sleeve (24), a middle sleeve (25) and a rear sleeve (26) connected in sequence. The end of the rear sleeve (26) away from the middle sleeve (25) is detachably fixedly connected to the piston (14). The rear sleeve (26) is slidably connected to the stroke adjuster (17).

2. The stroke-adaptive integrated brake-cylinder brake according to claim 1, characterized in that: The end of the stroke adjuster (17) extending out of the front cover (13) is set as a polygonal head. A polygonal hole is opened on the stop plate (18). The stop plate (18) is fitted onto the stroke adjuster (17) through the polygonal hole. The polygonal head is in close contact with the hole wall of the polygonal hole, thereby preventing the stroke adjuster (17) from rotating.

3. The stroke-adaptive integrated brake-cylinder brake according to claim 1, characterized in that: A sealing ring (171) and a sleeve support ring (172) are provided between the rear sleeve (26) and the stroke adjuster (17). Two sleeve support rings (172) are provided, and the sealing ring (171) is located between the two sleeve support rings (172).

4. The stroke-adaptive integrated brake-cylinder brake according to claim 1, characterized in that: An end cap (23) is provided at the end of the front sleeve (24) away from the middle sleeve (25). A first inner conical surface (251) is provided on the inner wall of the middle sleeve (25). A left support ring (264) and a second inner conical surface (261) are provided on the inner wall of the rear sleeve (26). The second inner conical surface (261) is arranged at the end of the rear sleeve (26) near the middle sleeve (25). One end of the screw (22) passes through the end cap (23) and is provided with a screw head (21). The screw (22) is slidably connected to the end cap (23). The screw head (21) is used to connect with the brake lever. From the end where the screw head (21) is provided, the screw (22) is sequentially fitted with a first retaining ring (221), an action spring (27), an adjusting nut (28), and a pull rod (29). The adjusting nut (28) is threadedly connected to the screw (22). A second retaining ring (284) is provided on the adjusting nut (28). The pull rod (29) is slidably connected to the screw (22). A main spring (291) is fitted on the pull rod (29). A third retaining ring (294) is provided on the pull rod (29). The two ends of the action spring (27) are respectively The main spring (291) abuts against the first retaining ring (221) and the second retaining ring (284). The two ends of the main spring (291) abut against the left support ring (264) and the third retaining ring (294) respectively. The initial elastic force of the main spring (291) is greater than the initial elastic force of the action spring (27). The adjusting nut (28) can rotate relative to the second retaining ring (284) and the third retaining ring (294). The outer wall of the adjusting nut (28) is provided with a first outer conical surface (281) and a second outer conical surface (282) near both ends. The first outer conical surface (281) can cooperate with the first inner conical surface (251), and the second outer conical surface (282) can cooperate with the second inner conical surface (261), so that the adjusting nut (28) cannot rotate relative to the screw (22).

5. The stroke-adaptive integrated brake-cylinder brake according to claim 4, characterized in that: A first bearing (283) is fixedly installed on the pull rod (29), one side of the bearing abuts against the adjusting nut (28), a second bearing (293) is fixedly installed on the adjusting nut (28), one side of the second bearing (293) abuts against the second retaining ring (284), and the second retaining ring (284) is slidably connected to the adjusting nut (28).

6. The stroke-adaptive integrated brake-cylinder brake according to claim 4, characterized in that: A connecting cylinder is provided at one end of the rear sleeve (26) away from the middle sleeve (25). The end of the connecting cylinder away from the middle sleeve (25) is connected to the piston (14). Multiple strip holes (263) are opened along the axial direction on the wall of the connecting cylinder. The control stop (292) is fixedly sleeved on the pull rod (29). The edge of the control stop (292) extends out of the connecting cylinder through the strip holes (263), so that after the rear sleeve (26) moves a certain distance away from the brake cylinder (1), the control stop (292) abuts against the stroke adjuster (17).

7. The stroke-adaptive integrated brake-cylinder brake according to claim 1, characterized in that: A relief spring (15) is provided inside the cylinder (12). One end of the relief spring (15) abuts against the piston (14), and the other end of the relief spring (15) abuts against the front cover (13).

8. The stroke-adaptive integrated brake-cylinder brake according to claim 7, characterized in that: A gear ring (16) is provided at the bottom of the cylinder (12), and a spring plate (19) is provided on the side of the piston (14) away from the relief spring (15). One end of the spring plate (19) is raised towards the bottom of the cylinder (12). The spring plate (19) is used to cooperate with the gear ring (16) so that when the piston (14) is pressed back to the bottom of the cylinder (12) by the relief spring (15), it can rotate at a certain angle to achieve active lubrication.

9. A method of using a stroke-adaptive integrated brake-cylinder brake according to any one of claims 1 to 8, characterized in that: include: Before loading, with the piston (14) against the bottom of the cylinder (12), rotate the stroke adjuster (17) so that the distance between the control position (292) and the stroke adjuster (17) is equal to the piston (14) stroke required for braking of the vehicle to be loaded. Then, put the stop plate (18) on the stroke adjuster (17) and fix it on the front cover (13) of the cylinder (12).

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