An anti-wear device for locomotive brake shoes

Abstract

This invention discloses an anti-uneven wear device for locomotive brake shoes, comprising a brake shoe bracket and a brake shoe body mounted on the right side of the brake shoe bracket via a guide mechanism. An elastic adjustment mechanism is disposed at its end away from the brake shoe bracket, fitting snugly against the left side of the brake shoe body. Automatic clearance adjustment mechanisms for adjusting the position of the brake shoe body are symmetrically installed on the front and rear sides of both the upper and lower ends of the brake shoe bracket. This anti-uneven wear device for locomotive brake shoes avoids uneven wear due to misalignment by allowing the guide block in the guide mechanism to slide within the guide groove, ensuring accurate contact between the brake shoe body and the wheel tread. Multiple sets of elastic adjustment mechanisms installed between the brake shoe bracket and the brake shoe body ensure more uniform force distribution across all parts of the brake shoe body, guaranteeing relatively even wear across different parts. This fully utilizes the entire friction surface of the brake shoe body, improving braking efficiency and extending the service life of the brake shoe.

Description

Technical Field

[0001] This invention relates to the field of brake shoe anti-wear technology, specifically to an anti-wear device for locomotive brake shoes. Background Technology

[0002] Brake shoes are key components of locomotives that use friction to slow down or stop the locomotive. However, due to various factors, such as brake shoe installation errors, uneven wheel treads, and uneven brake cylinder force, the brake shoes may experience severe localized wear, resulting in uneven wear. Uneven wear reduces the effective friction area of ​​the brake shoes, lowers braking efficiency, and affects the locomotive's braking performance and driving safety. At the same time, it also shortens the service life of the brake shoes and increases operating costs. Therefore, anti-uneven wear devices are needed to protect the brake shoes.

[0003] For example, the patent disclosed in the prior art with publication number "CN204956514U" is entitled "A Brake Shoe Support Device to Prevent Brake Shoe Wear." It discloses that in order to maintain the deflection angle after automatic adjustment of the brake shoe support and prevent uneven wear of the brake shoe, a friction bracket, a friction block, a spring, a slider, and a slider are provided. The lead screw head has an inner hole, and the friction bracket and friction block can be placed inside the inner hole. The arc surface of the friction bracket with the protruding structure and the arc surface of the friction block are kept pressed together under the action of the spring. In the vertical direction, the spring presses the slider against the friction bracket. In the horizontal direction, a spring presses the slider against the cover. The cover and brake shoe support are connected by bolts. One end of the spring is fixed to the protruding cylinder of the friction block, and the other end is fixed to the slider or the protruding cylinder of the slider. When the brake shoe support deflects to a certain extent, the cover drives the spring and friction support to deflect. Fine teeth are provided on the inner and outer arc surfaces. Because the force causing the brake shoe support to deflect during braking is a braking force and is relatively large, while the force causing the brake shoe support to return after braking is applied is relatively small, the presence of fine teeth locks the deflection angle of the brake shoe support. The presence of the spring and its components ensures the brake shoe support... The brake shoe can absorb the vibration of the locomotive and rolling stock while adapting to the movement of the wheels, preventing changes in the brake shoe deflection angle due to vibration when the braking effect is released. For example, the prior art patent with publication number "CN106347408A" entitled "A Device for Preventing Brake Shoe Wear in a Basic Braking System" discloses a stop plate welded to the lower end of the bogie, with the stop plate fixedly connected to a stop block. The stop plate is placed outside the basic brake seat of the bogie and fixedly connected to the stop block by bolts. An adjusting shim is provided between the stop plate and the stop block. A stop plate is welded to the outer side of the basic brake seat. A stop block and adjusting shims are bolted to the inner side of the stop plate. Since the stop plate is welded to the bogie frame, it effectively prevents the brake shoes of the basic brake system from wearing outwards. The installation dimensions of the basic brake system can be adjusted simply by adjusting the adjusting shims between the inner side of the stop plate and the stop block. After the locomotive returns to the depot, it is only necessary to check whether the stop block is worn, which effectively frees up labor. This anti-wear device effectively solves the problem of uneven wear of the brake shoes in the basic brake system and brings great convenience to assembly, effectively freeing up labor and saving maintenance costs.

[0004] The anti-wear device in the prior art prevents the brake shoes of the basic braking device from wearing outwards by welding the stop plate to the bogie frame. However, due to its simple structure, the anti-wear device cannot be guided or elastically adjusted. When the brake shoe encounters a large local pressure, the overall force on the brake shoe will be uneven, resulting in local wear. Therefore, we propose an anti-wear device for locomotive brake shoes to solve the problems mentioned above. Summary of the Invention

[0005] The purpose of this invention is to provide an anti-wear device for locomotive brake shoes, in order to solve the problem that the anti-wear devices currently on the market mentioned in the background art are relatively simple in structure, which makes the entire anti-wear device unable to guide or elastically adjust. When the brake shoe encounters a large local pressure, the overall force on the brake shoe is still uneven, resulting in local wear.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an anti-wear device for locomotive brake shoes, comprising a brake shoe bracket and a brake shoe body installed on the right side of the brake shoe bracket via a guide mechanism. Elastic adjustment mechanisms are installed on the right side of both the upper and lower ends of the brake shoe bracket. The end of the elastic adjustment mechanism away from the brake shoe bracket is fitted against the left side of the brake shoe body. Automatic gap adjustment mechanisms for adjusting the position of the brake shoe body are symmetrically installed on the front and rear sides of both the upper and lower ends of the brake shoe bracket.

[0007] Preferably, the brake shoe bracket is U-shaped in the middle, and the upper and lower ends of the brake shoe bracket are arc-shaped. The guide mechanism includes guide grooves symmetrically opened in the middle of the brake shoe bracket.

[0008] The above-described structure facilitates the installation of the guide mechanism inside the center of the brake shoe bracket for effective guidance.

[0009] Preferably, a connecting block is installed on the left side of the brake shoe body, and guide blocks are symmetrically installed on both the upper and lower sides of the connecting block. The outer side of the guide block is slidably connected to the guide groove, and the left side of the connecting block is connected to the inside of the brake shoe bracket through a connecting spring.

[0010] With the above structure, the stored force of the connecting spring will drive the brake shoe body to reset, so that the brake shoe body can be used next time.

[0011] Preferably, the elastic adjustment mechanism includes a connecting sleeve connected to the brake shoe bracket, and an adjusting column slidably connected to the connecting sleeve by a return spring. The outer end of the adjusting column is equipped with a ball bearing, which is in contact with the left side of the brake shoe body.

[0012] With the above structure, one end of the adjusting column can slide inside the connecting sleeve. At the same time, the ball bearings can reduce the contact area between the ball bearings and the brake shoe body, which helps to reduce the friction between the brake shoe body and the ball bearings in the later stage.

[0013] Preferably, the automatic gap adjustment mechanism includes a rotating rod installed on the front and rear sides of the upper and lower ends of the brake shoe bracket. An arc-shaped self-push plate is fixed through the outer side of the rotating rod. A spiral spring is nested on the outer side of the rotating rod near the brake shoe bracket. The other end of the spiral spring is connected to the brake shoe bracket. A first rolling column is rotatably installed inside the self-push plate away from the rotating rod. The first rolling column is in contact with the left side of the brake shoe body.

[0014] By setting the above structure, the contact area between the first rolling column and the brake shoe body can be reduced, thereby reducing the frictional force generated when the first rolling column pushes the brake shoe body.

[0015] Preferably, the brake shoe body forms a sliding structure through a self-push plate.

[0016] With the above structure, the self-push plate can apply a thrust to the brake shoe body, so that the brake shoe body can move well and make good contact with the wheel tread.

[0017] Preferably, the upper and lower sides of the central region of the brake shoe bracket are grooved and fitted with threaded rods. An adjusting frame is threadedly connected to the outer side of the threaded rod, and a second rolling column is connected to the upper end of the adjusting frame.

[0018] With the above structure, the position of the adjusting frame and the second rolling column can be adjusted, so that the second rolling column can control the self-pushing plate to rotate.

[0019] Preferably, the second rolling column is in contact with the left side of the self-pushing plate, and the self-pushing plate forms a rotating structure through the second rolling column.

[0020] By designing the above structure, the contact area between the second rolling column and the self-pushing plate can be reduced, thereby reducing the friction between the second rolling column and the self-pushing plate, which helps to protect the second rolling column and the self-pushing plate and thus improves their service life.

[0021] Preferably, the left end of the threaded rod is connected to an external motor via a coupling.

[0022] The above structure allows the motor to automatically drive the threaded rod to rotate.

[0023] Preferably, a distance sensor is installed in a slot on the right side of the brake shoe body to detect the gap between the brake shoe body and the wheel tread.

[0024] With the above-mentioned structure, the distance sensor can effectively detect the gap between the brake shoe body and the wheel tread, so as to facilitate the movement of the adjustment frame in the later stage, so that the self-push plate can automatically push the brake shoe body to automatically adjust the gap between the brake shoe body and the wheel tread.

[0025] Compared with the prior art, the beneficial effects of the present invention are: the anti-wear device for the locomotive brake shoe can avoid uneven wear caused by misalignment, ensuring that the brake shoe body can accurately contact the wheel tread in the later stage. The specific details are as follows:

[0026] (1) By sliding the guide block in the guide groove in the guide mechanism, the precise guidance can ensure that the brake shoe body moves along the correct trajectory during braking and release, avoid uneven wear due to deviation, and ensure that the brake shoe body can accurately contact the wheel tread in the later stage.

[0027] Furthermore, by installing multiple sets of elastic adjustment mechanisms between the brake shoe bracket and the brake shoe body, the return spring in the elastic adjustment mechanism can be deformed accordingly, distributing the pressure to other parts of the brake shoe body. This makes the force on each part of the brake shoe body more uniform, ensuring that the wear of each part of the brake shoe body is relatively balanced. This allows full utilization of the entire friction surface of the brake shoe body, improving braking efficiency and extending the service life of the brake shoe.

[0028] (2) During braking, when the brake shoe body wears and the gap gradually increases, the self-push plate and connecting spring in the gap automatic adjustment mechanism can always apply a thrust to the brake shoe body, so that the brake shoe body and the wheel tread maintain a suitable gap and ensure that the brake shoe body wears evenly at all positions.

[0029] Furthermore, by adjusting the frame to move the second rolling column, the second rolling column can apply a thrust to the self-push plate, thereby ensuring that the self-push plate stably applies a thrust to the brake shoe body, thus ensuring the stability of the brake shoe body after position adjustment, and maintaining a suitable gap between the brake shoe body and the wheel tread. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the left-side stereoscopic structure of the present invention;

[0031] Figure 2 This is a schematic diagram of the right-side stereoscopic structure of the present invention;

[0032] Figure 3 This is a schematic diagram of the main structure of the present invention;

[0033] Figure 4 This is a schematic diagram of the three-dimensional structure of the connecting sleeve of the present invention;

[0034] Figure 5 This is a schematic diagram of the main cross-sectional structure of the connecting sleeve of the present invention;

[0035] Figure 6 For the present invention Figure 5 Enlarged structural diagram at point A in the middle;

[0036] Figure 7 This is a schematic diagram of the three-dimensional structure of the self-pushing plate of the present invention.

[0037] In the diagram: 1. Brake shoe bracket; 2. Connecting spring; 3. Connecting block; 4. Brake shoe body; 5. Self-push plate; 51. First rolling column; 52. Rotating rod; 53. Spiral spring; 6. Adjusting frame; 7. Second rolling column; 8. Connecting sleeve; 9. Threaded rod; 10. Guide groove; 11. Guide block; 12. Adjusting column; 13. Return spring; 14. Ball bearing. Detailed Implementation

[0038] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0039] Please see Figures 1-7 The present invention provides the following technical solution:

[0040] Example 1: The anti-wear device for locomotive brake shoes in this example ensures accurate contact between the brake shoe body 4 and the wheel tread during use, resulting in uniform force distribution across all positions of the brake shoe body 4 and preventing uneven wear. See attached diagram for the specific structure. Figures 1-6 As shown, the device includes a brake shoe bracket 1 and a brake shoe body 4 mounted on the right side of the brake shoe bracket 1 via a guide mechanism. Elastic adjustment mechanisms are installed on the right sides of both the upper and lower ends of the brake shoe bracket 1. The end of the elastic adjustment mechanism furthest from the brake shoe bracket 1 is fitted against the left side of the brake shoe body 4. Automatic gap adjustment mechanisms for adjusting the position of the brake shoe body 4 are symmetrically installed on the front and rear sides of both the upper and lower ends of the brake shoe bracket 1. The middle of the brake shoe bracket 1 is U-shaped, and the upper and lower ends are arc-shaped. The guide mechanism includes symmetrically arranged components on the brake shoe... The guide groove 10 is located in the middle of the bracket 1. A connecting block 3 is installed on the left side of the brake shoe body 4. Guide blocks 11 are symmetrically installed on both the upper and lower sides of the connecting block 3. The outer side of the guide block 11 is slidably connected to the guide groove 10. The left side of the connecting block 3 is connected to the inside of the brake shoe bracket 1 through a connecting spring 2. The elastic adjustment mechanism includes a connecting sleeve 8 connected to the brake shoe bracket 1, and an adjusting column 12 slidably connected to the connecting sleeve 8 through a reset spring 13. A ball bearing 14 is installed at the outer end of the adjusting column 12. The ball bearing 14 is in contact with the left side of the brake shoe body 4.

[0041] First, connect the left side of the brake shoe bracket 1 to the electric push rod inside the locomotive brake. Then, when it is necessary to decelerate or stop the locomotive, activate the electric push rod. The electric push rod drives the brake shoe bracket 1 and the brake shoe body 4 to move to the right. When the right side of the brake shoe body 4 is in contact with the wheel tread, the brake shoe bracket 1 continues to move to the right. At this time, the guide blocks 11 on both sides of the connecting block 3 slide in the guide groove 10, and the connecting spring 2 is compressed and stored. Because the guide blocks 11 limit and guide the sliding within the guide groove 10, the brake shoe body 4 always moves along the correct trajectory during braking and release, avoiding uneven wear between the brake shoe body 4 and the wheel tread due to deviation. Therefore, it can be ensured that the brake shoe body 4 accurately contacts the wheel tread. At the same time, the adjusting column 12... The ball bearing 14 on the side is fitted to the left side of the brake shoe body 4. The other end of the adjusting column 12 enters the connecting sleeve 8 to compress and store the return spring 13, so that the brake shoe bracket 1 applies a rightward thrust to the brake shoe body 4, thereby making the brake shoe body 4 tightly fit and contact the wheel tread, causing the wheel tread to decelerate or stop. During this process, when a local part of the brake shoe body 4 is subjected to greater pressure, the deformation of the return spring 13 can distribute the pressure to other parts of the brake shoe body 4, thereby making the force on each part of the brake shoe body 4 uniform and the wear degree of each part of the brake shoe body 4 the same. Therefore, it can not only improve the service life of the brake shoe body 4, but also make full use of the entire friction surface of the brake shoe body 4 and improve braking efficiency.

[0042] When it is not necessary to slow down or stop the locomotive, the electric push rod is activated. The electric push rod drives the brake shoe bracket 1 and the brake shoe body 4 to move to the left. At this time, the brake shoe body 4 is reset by the stored force of the connecting spring 2, so that it can be used next time.

[0043] Example 2: The anti-wear device for the locomotive brake shoe in this example can always apply a thrust to the brake shoe body 4, so that the brake shoe body 4 maintains a suitable gap with the wheel tread. For the specific structure, please refer to the attached diagram. Figure 1 , Figure 5As shown, the automatic gap adjustment mechanism includes rotating rods 52 installed on the front and rear sides of the upper and lower ends of the brake shoe bracket 1. An arc-shaped self-push plate 5 is fixedly fixed to the outer side of the rotating rod 52. A spiral spring 53 is nested and connected to the outer side of the rotating rod 52 near the brake shoe bracket 1. The other end of the spiral spring 53 is connected to the brake shoe bracket 1. A first rolling column 51 is rotatably installed inside the end of the self-push plate 5 away from the rotating rod 52. The first rolling column 51 is in contact with the left side of the brake shoe body 4. The brake shoe body 4 forms a sliding structure through the self-push plate 5. Based on Embodiment 1, when the brake shoe body 4 moves to the right and contacts the wheel tread, the self-push plate 5 rotates due to the stored force of the spiral spring 53, causing... The first rolling column 51 on the outer side of the self-push plate 5 is always in contact with the left side of the brake shoe body 4. At this time, the self-push plate 5 can apply a rightward thrust to the brake shoe body 4. At the same time, the connecting spring 2 and the return spring 13 will also apply a rightward thrust to the brake shoe body 4, so that the brake shoe body 4 is stably in contact with the wheel tread. Thus, during braking, when the gap between the brake shoe body 4 and the wheel tread gradually increases due to wear between them, the connecting spring 2, the return spring 13 and the self-push plate 5 will all apply a rightward thrust to the brake shoe body 4, so that the brake shoe body 4 is stably in contact with the wheel tread, ensuring that the brake shoe body 4 wears evenly at all positions.

[0044] Example 3: The anti-wear device for the locomotive brake shoe in this example further ensures the stability of the brake shoe body 4 after movement, and facilitates the adjustment of the gap between the brake shoe body 4 and the wheel tread. See attached diagram for details. Figure 5As shown, based on Embodiment 2, the upper and lower sides of the central area of ​​the brake shoe bracket 1 are slotted and fitted with threaded rods 9. An adjusting bracket 6 is threadedly connected to the outer side of the threaded rod 9. The upper end of the adjusting bracket 6 is connected to a second rolling column 7, which is in contact with the left side of the self-push plate 5. The self-push plate 5 forms a rotating structure through the second rolling column 7. The left end of the threaded rod 9 is connected to an external motor via a coupling. A distance sensor is installed in the slot on the right side of the brake shoe body 4 to detect the gap between the brake shoe body 4 and the wheel tread. The left end of the threaded rod 9 is connected to an external motor, and a distance sensor is installed in the slot inside the brake shoe body 4. (Since this part is prior art, the distance sensor is not shown in the figure, nor is it described in detail.) When the spiral spring 53, connecting spring 2, and return spring 13 are damaged due to prolonged use, the spiral spring 53, connecting spring 2, and return spring 13 will... If the spring 13 cannot effectively apply a rightward thrust to the brake shoe body 4, the brake shoe body 4 will not be able to stably contact the wheel tread. In this case, the distance sensor installed inside the brake shoe body 4 can monitor the distance between the brake shoe body 4 and the wheel tread. When it is detected that the distance between the brake shoe body 4 and the wheel tread is gradually increasing due to wear, the motor can be started to drive the threaded rod 9 to rotate. When the threaded rod 9 rotates, it drives the outer adjusting frame 6 to move to the right. At this time, the second rolling column 7 at the right end of the adjusting frame 6 is in contact with the self-push plate 5 and applies a rightward thrust to the self-push plate 5. The self-push plate 5 then rotates around the rotating rod 52 as the center, so that the first rolling column 51 at the outer end of the self-push plate 5 applies a rightward thrust to the brake shoe body 4. Then the brake shoe body 4 moves to the right and fits tightly with the wheel tread, ensuring the stability of the brake shoe body 4 after position adjustment and maintaining a suitable distance between the brake shoe body 4 and the wheel tread.

[0045] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. 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 device for preventing uneven wear of brake shoes for locomotive brakes, comprising a brake shoe bracket (1) and a brake shoe body (4) mounted on the right side of the brake shoe bracket (1) via a guide mechanism, characterized in that: The brake shoe bracket (1) is equipped with elastic adjustment mechanisms on the right side of both the upper and lower ends. The end of the elastic adjustment mechanism away from the brake shoe bracket (1) is fitted against the left side of the brake shoe body (4). The brake shoe bracket (1) is symmetrically equipped with automatic gap adjustment mechanisms for adjusting the position of the brake shoe body (4) on both the front and rear sides of both the upper and lower ends. The elastic adjustment mechanism includes a connecting sleeve (8) connected to the brake shoe bracket (1) and an adjusting column (12) slidably connected to the connecting sleeve (8) by a return spring (13). The outer end of the adjusting column (12) is equipped with a ball bearing (14). 4) The automatic gap adjustment mechanism is in contact with the left side of the brake shoe body (4). It includes a rotating rod (52) installed on the front and rear sides of the upper and lower ends of the brake shoe bracket (1). An arc-shaped self-push plate (5) is fixed through the outer side of the rotating rod (52). A vortex spring (53) is nested on the outer side of the rotating rod (52) near the brake shoe bracket (1). The other end of the vortex spring (53) is connected to the brake shoe bracket (1). A first rolling column (51) is rotatably installed inside the self-push plate (5) away from the rotating rod (52). The first rolling column (51) is in contact with the left side of the brake shoe body (4).

2. The anti-wear device for locomotive brake shoes according to claim 1, characterized in that: The brake shoe bracket (1) is U-shaped in the middle and arc-shaped at both ends. The guide mechanism includes guide grooves (10) symmetrically opened in the middle of the brake shoe bracket (1).

3. The anti-wear device for locomotive brake shoes according to claim 2, characterized in that: A connecting block (3) is installed on the left side of the brake shoe body (4). Guide blocks (11) are symmetrically installed on both the upper and lower sides of the connecting block (3). The outer side of the guide block (11) is slidably connected to the guide groove (10). The left side of the connecting block (3) is connected to the inside of the brake shoe bracket (1) through the connecting spring (2).

4. The anti-wear device for locomotive brake shoes according to claim 1, characterized in that: The brake shoe body (4) forms a sliding structure through the self-push plate (5).

5. The anti-wear device for locomotive brake shoes according to claim 1, characterized in that: The brake shoe bracket (1) has slots on both the upper and lower sides in the middle area, and threaded rods (9) are installed. An adjusting frame (6) is threaded through the outer side of the threaded rod (9). A second rolling column (7) is connected to the upper end of the adjusting frame (6).

6. The anti-wear device for locomotive brake shoes according to claim 5, characterized in that: The second rolling column (7) is in contact with the left side of the self-push plate (5), and the self-push plate (5) forms a rotating structure through the second rolling column (7).

7. The anti-wear device for locomotive brake shoes according to claim 5, characterized in that: The left end of the threaded rod (9) is connected to an external motor via a coupling.

8. The anti-wear device for locomotive brake shoes according to claim 1, characterized in that: A distance sensor is installed in the groove on the right side of the brake shoe body (4) to detect the gap between the brake shoe body (4) and the wheel tread.

Images