Railway vehicle intensive parking brake cylinder

Abstract

The application discloses an intensive parking brake cylinder of a rail vehicle, wherein a normal cylinder and a parking cylinder are arranged on the same axis in the axial direction of the parking brake cylinder; the normal cylinder comprises an adjusting shaft assembly, an adjusting system assembly and a preset gap, the adjusting shaft assembly is arranged in the axial direction of a normal piston movement to adjust the preset gap; the normal cylinder further comprises a force amplification mechanism, one end of the force amplification mechanism is fixed on the cylinder body of the normal cylinder, and the other end is attached to the normal piston; the adjusting system assembly comprises a compression nut, the compression nut is threadedly connected with the adjusting shaft, and the compression nut and the normal thrust base are in engagement or separation; the parking piston can drive a parking thrust sleeve to transmit a braking force to the normal piston, the normal piston drives the normal thrust base through the force amplification mechanism, the compression nut is separated from the normal thrust base, and the adjusting shaft is driven to move out under the action of the adjusting shaft assembly, so that the one-time adjustment of the preset gap is completed.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle braking technology, and more specifically, to a rail vehicle integrated parking brake cylinder. Background Technology

[0002] Traditional spring-energy-storage parking brake cylinders often have many parts, are large in size and heavy in weight, and have complex structures, making them prone to various failures and increasingly unable to meet the requirements of lightweight trains. The current technological trend is to develop compact parking brake cylinders that are smaller and lighter. In addition to the trends of lightweighting and miniaturization, the design of brake cylinders is also showing characteristics of compactness and simplification.

[0003] Existing technology CN111207169A discloses a rail vehicle with a parking brake cylinder. The parking brake cylinder includes: a brake cylinder assembly, a thrust sleeve assembly and an adjusting shaft assembly dynamically coupled together, a lever assembly whose first end presses against a brake piston and whose second end presses against the thrust sleeve assembly, and a thrust support assembly connected to the thrust sleeve assembly; a parking cylinder assembly, a parking elastic element elastically connected between the parking piston and the parking cover plate, a parking transmission rod assembly connected to the parking piston and the parking amplification mechanism, and the parking amplification mechanism connected to the thrust support assembly. This technical solution has a low degree of integration in its parking brake cylinder, the lever assembly has a complex structure, occupies a large area, and is not suitable for a compact parking brake cylinder.

[0004] Existing technology CN112855809A discloses a pneumatic brake cylinder and brake caliper unit. The pneumatic brake cylinder includes: a cylinder head; a rear cover connected to the cylinder head and forming a sealed cavity with the cylinder head; a piston disposed within the sealed cavity; a pushing assembly disposed within the sealed cavity and slidably connected to the cylinder head; a lead screw sleeved within the pushing assembly; an adjusting spring, one end pressing on the piston and the other end pressing on the lead screw; a clearance adjusting mechanism disposed between the pushing assembly and the lead screw; and at least two amplification mechanisms arranged symmetrically in a circle. Each amplification mechanism includes: a bearing abutting against the piston; a lever, one end axially connected to the bearing and the other end axially connected to the cylinder head, with the middle portion of the lever axially connected to the pushing assembly. This technical solution, due to the large space occupied by the force amplification mechanism and the clearance adjusting mechanism, can only be arranged axially in a front-rear configuration, failing to meet the increasingly compact design requirements. Therefore, it cannot be integrated with a parking cylinder and is not suitable for parking brake cylinders with parking functions.

[0005] In view of the above technical problems, this invention is hereby introduced. Summary of the Invention

[0006] The main objective of this invention is to provide a compact parking brake cylinder for rail vehicles, comprising a service cylinder and a parking cylinder. The service cylinder includes a service piston for service braking, a service thrust seat, and an adjusting shaft. The parking cylinder includes a parking piston for parking braking and a parking thrust sleeve. The service cylinder and the parking cylinder are arranged adjacent to each other on the same axis along the axial direction of the parking brake cylinder. The service cylinder includes an adjusting shaft assembly, an adjusting system assembly, and a preset clearance. The adjusting shaft assembly is positioned along the axial direction of the service piston's movement to adjust the preset clearance. It also includes a force amplification mechanism, one end of which is fixed to the cylinder body of the common cylinder, and the other end is in contact with the common piston; the adjustment system component includes a clamping nut, which is threadedly engaged with the adjustment shaft, and the clamping nut and the common thrust seat have two states: engagement and disengagement; the parking piston can drive the parking thrust sleeve to transmit braking force to the common piston, and the common piston drives the common thrust seat through the force amplification mechanism, causing the clamping nut to separate from the common thrust seat, and under the action of the adjustment shaft assembly, it drives the adjustment shaft to push out, so as to complete the one-time adjustment of the preset gap.

[0007] In some embodiments, the adjusting shaft assembly includes an adjusting spring and an adjusting spring stabilizer bar, the adjusting spring stabilizer bar passing through the center of the adjusting spring.

[0008] In some embodiments, an adjusting spring hole is provided at the center of the adjusting shaft near the bottom of the cylinder, and the adjusting spring is accommodated in the adjusting spring hole; a stabilizing rod hole is also provided at the center of the adjusting shaft, the stabilizing rod hole is located at the bottom of the adjusting spring hole, and the diameter of the stabilizing rod hole is smaller than that of the adjusting spring hole, the first end of the adjusting spring stabilizing rod is accommodated in the stabilizing rod hole and is clearance-fitted with the inner wall of the stabilizing rod hole, and the second end of the adjusting spring stabilizing rod is fixedly connected to the commonly used piston.

[0009] In some embodiments, the common piston includes a central boss located at the axial position, the central boss includes a common piston central hole, the common piston central hole is coaxial with an adjusting spring stabilizer rod, and the second end of the adjusting spring stabilizer rod is interference-fitted with the common piston central hole.

[0010] In some embodiments, the outer circumferential side of the adjusting spring stabilizer has an annular protrusion that abuts against the top surface of the central boss of the conventional piston, and the two ends of the adjusting spring abut against the bottom of the adjusting spring hole and the annular protrusion, respectively.

[0011] In some embodiments, the regulating system component further includes a brake adjustment section and a resistance adjustment end face tooth, the resistance adjustment end face tooth being fixedly connected to a common thrust seat, and both the brake adjustment section and the resistance adjustment end face tooth being adjacent to the side of the clamping nut near the bottom of the cylinder; the brake adjustment section includes a brake adjuster sleeve, and the clamping nut can engage with the brake adjuster sleeve and the resistance adjustment end face tooth respectively.

[0012] In some embodiments, the clamping nut has a nut bevel tooth on the side near the bottom of the cylinder. The radially outer side of the nut bevel tooth is used to engage with the damping end face tooth, and the radially inner side of the nut bevel tooth is used to engage with one end of the brake adjuster sleeve.

[0013] In some embodiments, the brake adjustment unit further includes a square key. A stop portion is commonly provided on the cylinder head. The square key is fixedly connected to the radial outer side of the brake adjuster sleeve. The square key can cooperate with the stop portion, and there is a predetermined gap between the square key and the stop portion.

[0014] In some embodiments, when the commonly used cylinder is not filled with air, the square key is in the installation position, and a preset gap is provided between the square key and the stop. When the commonly used thrust seat pushes the adjustment system component to move towards the top of the cylinder, the square key contacts the stop after passing through the preset gap.

[0015] In some embodiments, the regulating system component further includes a brake adjuster spring located on the side of the brake adjuster sleeve near the bottom of the cylinder, with its two ends abutting against the brake adjuster sleeve and the common thrust seat, respectively, and the brake adjuster spring is always in a compressed state.

[0016] In some embodiments, the adjustment system component includes a piston tube cap and an end face bearing. The piston tube cap is directly or indirectly fixedly connected to a common thrust seat. The piston tube cap is located on the side of the clamping nut near the top of the cylinder. An end face bearing is provided between the clamping nut and the piston tube cap. When the clamping nut is engaged with the end face bearing, the clamping nut is disengaged from the resistance adjustment end face teeth. When the clamping nut is engaged with the resistance adjustment end face teeth, the clamping nut is disengaged from the end face bearing.

[0017] In some embodiments, the conventional cylinder includes a conventional cylinder head, and a relief spring is provided between the conventional thrust seat and the conventional cylinder head.

[0018] In some embodiments, the conventional cylinder includes a yoke assembly, and the end of the adjusting shaft extending out of the conventional cylinder body is sleeved with the yoke assembly. Under the drive of the adjusting shaft assembly, the yoke assembly and the adjusting shaft are extended to complete a one-time adjustment of the preset gap. Applying the technical solution of the present invention achieves at least the following beneficial effects: 1. The parking brake cylinder incorporates a compact, easily assembled, and conveniently adjustable force amplification mechanism within the service brake cylinder. This design, along with its specific structure, not only amplifies the service braking force at the cylinder end while meeting the requirements of a compact brake cylinder design, but also increases the parking brake amplification ratio during the parking piston's movement thanks to the force amplification mechanism within the service cylinder. This counteracts the attenuation of the energy storage spring force caused by the parking piston's stroke, achieving real-time compensation for the attenuation of parking braking force and ensuring more reliable and safer train parking braking. In particular, the embodiments of this application only require simple adjustment of the hinge position of the first and second rods to achieve clear adjustment of the force amplification ratio of the force amplification mechanism, reducing the likelihood of jamming and resulting in higher braking stability.

[0019] 2. By incorporating a force amplification mechanism and its specific structure within the conventional brake cylinder, the braking force at the cylinder end is amplified. Therefore, in the overall design of the brake caliper unit, a lower amplification ratio brake caliper can be used, effectively reducing the length of the brake caliper and significantly reducing the overall size and weight of the brake caliper unit. Under the same braking performance design specifications, the brake cylinder diameter can be reduced from ten inches to eight inches, the brake cylinder weight can be reduced by 10%, the total weight of the caliper unit can be reduced by 20%, and the volume can be reduced by 10%.

[0020] 3. The parking brake cylinder utilizes an adjustment spring hole at the center of the adjustment shaft, a feature typically found in conventional brake cylinders, to provide a unique position for the compact installation of the adjustment spring, further compressing the axial space. A stabilizing rod at the center of the adjustment spring further accommodates the compact axial space requirements of conventional cylinders and prevents spring bending failure, ensuring the reliability of the clearance adjustment.

[0021] 4. The parking brake cylinder integrates a compact service cylinder with a one-time full clearance adjustment capability with a laterally arranged parking cylinder. On one hand, along the axial direction of the parking brake cylinder, a hollow intermediate body with a partition in the middle is connected to the service cylinder head and parking cylinder head at both ends, respectively, forming a compact, axially adjacent, and coaxially arranged service brake cylinder chamber and parking brake cylinder chamber. On the other hand, the adjustment system component with one-time clearance adjustment function and the force amplification mechanism are simultaneously integrated into the service brake cylinder. Therefore, the parking brake cylinder of this invention has a compact and simple overall structure, meeting the lightweight and miniaturized requirements of rail vehicles for braking devices. Attached Figure Description

[0022] 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: Figure 1 A schematic diagram of a force amplification mechanism in a parking brake cylinder is shown in one embodiment; Figure 2 A cross-sectional view of the parking brake cylinder in the inflated state of the parking cylinder body is shown in one embodiment; Figure 3 A cross-sectional view of the parking brake cylinder in the venting state of the parking cylinder body is shown in one embodiment; Figure 4 A cross-sectional view of the parking brake cylinder in the normal cylinder block exhaust state is shown in one embodiment; Figure 5 It shows Figure 4 Enlarged diagram of region A in the image; Figure 6 A schematic diagram of the parking brake cylinder in one embodiment is shown.

[0023] The above figures include the following reference numerals: 1. Parking piston; 2. Common piston; 3. Common thrust seat; 4. Adjustment system components; 5. First rod; 6. Second rod; 7. Common cylinder head; 8. Adjustment shaft; 9. Adjustment spring; 10. Adjustment spring stabilizer rod; 11. Stabilizer rod hole; 12. Annular protrusion; 13. Intermediate body; 14. Parking thrust sleeve; 15. Compression nut; 16. Brake adjuster sleeve; 17. Resistance adjustment end face teeth; 18. Square key; 19. Brake adjuster spring; 20. Piston tube cap; 21. End face bearing; 22. Yoke assembly; 23. Parking energy storage spring; 24. Third position; 25. Center boss; 26. Clamp interface; D, preset gap; L1, distance between the first position and the second position; L2, distance between the third position and the second position. Detailed Implementation

[0024] 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.

[0025] 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.

[0026] 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.

[0027] Example: This invention proposes a compact parking brake cylinder for rail vehicles, combined with... Figure 1-3 As shown, the parking brake cylinder includes a service cylinder and a parking cylinder, which are continuously and adjacently arranged on the same axis along the axial direction of the parking brake cylinder. The service cylinder includes a service piston 2, a service thrust seat 3, and an adjusting shaft 8 for service braking, and the parking cylinder includes a parking piston 1 and a parking thrust sleeve 14 for parking braking.

[0028] The common cylinder includes an adjusting shaft assembly and a preset clearance D. The adjusting shaft assembly is positioned along the axial direction of the common piston 2's movement to adjust the preset clearance D. The parking cylinder also includes a force amplification mechanism, one end of which is fixed to the cylinder body of the common cylinder, and the other end is in contact with the common piston 2.

[0029] The parking piston can drive the parking thrust sleeve 14 to transmit the braking force to the service piston 2. The service piston 2 drives the service thrust seat 3 through the force amplification mechanism. Under the combined action of the adjustment shaft assembly, the adjustment shaft 8 is pushed out to complete the one-time adjustment of the preset gap D.

[0030] A standard cylinder includes a cylinder body, a force amplification mechanism located within the cylinder body, a standard piston 2, and a standard thrust seat 3. The standard thrust seat 3 is located on the side of the standard piston 2 near the top of the cylinder. For example... Figure 1The force amplification mechanism shown is a linkage mechanism. The linkage mechanism can be a two-bar linkage or a sliding push rod mechanism.

[0031] By incorporating a force amplification mechanism and its specific structure within the conventional brake cylinder, the parking brake cylinder achieves amplification of the braking force at the cylinder end. Therefore, in the overall design of the brake caliper unit, a lower amplification ratio brake caliper can be used, effectively reducing the length of the brake caliper and significantly reducing the overall size and weight of the brake caliper unit. Under the same braking performance design specifications, the brake cylinder diameter can be reduced from ten inches to eight inches, the brake cylinder weight can be reduced by 10%, the total weight of the caliper unit can be reduced by 20%, and the volume can be reduced by 10%.

[0032] The two-bar linkage includes a first force transmission component and a second force transmission component that are pivotally connected to each other. The first force transmission component is movably connected to the cylinder body of the conventional cylinder and is in cooperation with the conventional piston 2. The second force transmission component is movably connected to the first force transmission component and the conventional thrust seat 3 respectively.

[0033] The first force transmission assembly includes a first end pivotally connected to the top of the conventional cylinder, and a second end that forms an abutment fit with the side of the conventional piston 2 near the top of the cylinder. The other end of the second force transmission assembly is pivotally connected to the conventional thrust seat 3. The parking piston 1 can directly or indirectly push the conventional piston 2 to move. The first force transmission assembly transmits force to the second force transmission assembly, and the conventional piston 2 can apply an amplified force to the conventional thrust seat 3 through a force amplification mechanism.

[0034] The commonly used cylinder also includes an adjustment system assembly 4. A force amplification mechanism is located circumferentially outside the adjustment system assembly 4. The adjustment system assembly 4 is fixedly connected to a commonly used thrust seat 3. The commonly used thrust seat 3 can push the adjustment system assembly 4 to complete the brake clearance adjustment. In this invention, the force amplification mechanism, in conjunction with the adjustment system assembly 4, can complete a full adjustment of the brake clearance in one operation.

[0035] The parking brake cylinder also includes an intermediate body 13 and a parking thrust sleeve 14. The axial sides of the intermediate body 13 are the interior of the working cylinder and the parking cylinder, respectively. An intermediate body through hole is opened at the center of the intermediate body 13. The parking thrust sleeve 14 passes through the intermediate body through hole. One end of the parking thrust sleeve 14 abuts against the side of the working piston 2 near the bottom of the cylinder, and the other end is directly or indirectly connected to the parking piston 1.

[0036] When the train is running normally, the cylinder is filled with air. Figure 2The diagram shows the preparatory state of the parking brake cylinder before parking braking. At this time, the service cylinder has been vented, and the parking cylinder is in a charged state. The service piston and the parking thrust sleeve are in abutting state, and the parking thrust sleeve and the parking piston are in a mutually locked state. This causes the compression accumulator spring 23 in the parking piston to abut against the parking cylinder head, and the steel ball in the parking thrust sleeve 14 enters the inner groove of the parking piston 1, thereby locking the axial relative movement between the parking piston 1 and the parking thrust sleeve 14. The parking thrust sleeve 14 does not apply a thrust to the service piston 2.

[0037] When the vehicle stops and needs to be kept stationary, compressed air is expelled from the parking cylinder. During this process, the parking piston 1 moves towards the top of the cylinder, causing the parking thrust sleeve 14 to push the service piston 2. The service piston 2 applies force to the service thrust seat 3 via a force amplification mechanism. The service thrust seat 3 then pushes the adjustment system assembly 4 towards the top of the cylinder to complete braking and clearance adjustment. The force amplification mechanism preferably employs a two-bar linkage to achieve progressively increasing braking force amplification.

[0038] The parking brake cylinder integrates a compact service cylinder with a fully adjustable function and a laterally arranged parking cylinder. On one hand, along the axial direction of the parking brake cylinder, a hollow intermediate body with a partition in the middle is connected to the service cylinder head and parking cylinder head at both ends, forming a compact, axially adjacent, and coaxially arranged service brake cylinder chamber and parking brake cylinder chamber. On the other hand, the adjustment system component with a one-time clearance adjustment function and the force amplification mechanism are simultaneously integrated into the service brake cylinder. Therefore, the overall structure of the parking brake cylinder is compact and simple, meeting the lightweight and miniaturized requirements of rail vehicles for braking devices.

[0039] Force amplification mechanism such as Figure 1 As shown, the first force transmission assembly includes a first rod 5, and the second force transmission assembly includes a second rod 6. The length of the first rod 5 is greater than that of the second rod 6, and the first rod 5 and the second rod 6 are movably connected. The first end of the first rod 5 is hinged to the top of the conventional cylinder, and the second end of the first rod 5 abuts against the side of the conventional piston 2 near the top of the cylinder. The line connecting the second end and the first end is set at an angle to the axial direction of the conventional cylinder.

[0040] Specifically, the first end of the first rod 5 is hinged to the cylinder body of the conventional cylinder, and the second end of the first rod 5 abuts against the conventional thrust seat. The first end of the second rod 6 is hinged to the middle section of the first rod 5, and the second end of the second rod 6 is hinged to the conventional thrust seat 3.

[0041] Preferably, the conventional cylinder body includes a conventional cylinder head 7 configured as the cylinder top, a first end of a first rod 5 is hinged to the conventional cylinder head 7, and a second end of the first rod 5 is connected to a contact bearing. The contact bearing abuts against the conventional piston 2 near the cylinder top and forms a rolling or sliding fit. Preferably, the first end of the first rod 5 is connected to the conventional cylinder head 7 by a pivot pin, and the two ends of the second rod 6 are respectively connected to the middle section of the first rod 5 and the conventional thrust seat 3 by pivot pins.

[0042] Let the hinge point between the first rod 5 and the common cylinder head 7 be the first position, the connection point between the first rod 5 and the bearing be the second position, the distance between the first position and the second position be L1, the hinge point between the second rod 6 and the first rod 5 be the third position 24, and the distance between the third position 24 and the second position be L2. Preferably, L1 and L2 should satisfy the following quantitative relationship: L1 is greater than L2, and the ratio of L1 / (L1-L2) is in the range of 1.5-2.5; further, the ratio of L1 / (L1-L2) is in the range of 1.6-2.4; preferably, the ratio of L1 / (L1-L2) is in the range of 2.0-2.4.

[0043] The thrust of the commonly used piston 2 is applied to the commonly used thrust seat 3 through the pulling force of the first and second rods, thereby amplifying the braking force. The amplification factor of the force amplification mechanism is L1 / (L1-L2). This double-link structure of the force amplification mechanism is less prone to jamming and makes the adjustment of the amplification factor more convenient and clear, requiring only a simple adjustment of the hinge position of the first and second rods.

[0044] The parking brake cylinder of this invention, through the design of a force amplification mechanism and its specific structure, amplifies the braking force at the cylinder end while adapting to the compact design of the brake cylinder. During the movement of the parking piston, the amplification factor increases progressively, thereby offsetting the attenuation of the energy storage spring force caused by the piston's stroke, thus compensating for the parking braking force. Furthermore, it reduces the amplification factor of the brake caliper, effectively reducing the length of the brake caliper and lowering the overall size and weight of the brake caliper. Figure 6 A schematic diagram of the clamp interface 26 is shown.

[0045] The adjusting shaft assembly includes an adjusting shaft 8 and an adjusting spring 9, such as Figure 2 and Figure 3As shown, at least a portion of the adjusting shaft 8 passes through the adjusting system assembly 4. An adjusting spring hole is provided at the center of the adjusting shaft 8 near the bottom of the cylinder, extending axially. An adjusting spring 9 is housed within the adjusting spring hole and is always in a compressed state. The two ends of the adjusting spring 9 apply elastic forces to the adjusting shaft 8 and the conventional piston 2, respectively. The design of the adjusting spring hole provides a special position for compact installation of the adjusting spring, further compressing the axial space. The adjusting spring stabilizer 10 designed at the center of the adjusting spring 9 further accommodates the compact axial space requirements of the conventional cylinder and prevents the adjusting spring 9 from bending and failing, ensuring the reliability of the clearance adjustment.

[0046] Figure 3 When the parking brake cylinder is in the parking brake state, the parking cylinder exhausts air, and the parking spring pushes the parking piston 1, the parking thrust sleeve 14, and the common piston 2 forward together. At this time, there is usually a gap of 1-2mm between the parking piston 1 and the intermediate body.

[0047] The common cylinder includes a yoke assembly 22. One end of the adjusting shaft 8 extending out of the common cylinder body is fitted with the yoke assembly 22. Driven by the adjusting shaft assembly, the yoke assembly 22 and the adjusting shaft are pushed out to complete a one-time adjustment of the preset gap.

[0048] The commonly used cylinder also includes an adjustment system component 4, which has two states: engaged or disengaged. The outer peripheral surface of the commonly used thrust seat 3 near the commonly used piston 2 is provided with a connecting support for the connecting force amplification mechanism.

[0049] Combination Figure 4 and Figure 5 As shown, the adjustment system component 4 includes a clamping nut 15, a brake adjustment part, and a resistance adjustment end face tooth 17. The clamping nut 15 is threadedly engaged with the adjustment shaft 8, and the resistance adjustment end face tooth 17 is fixedly connected to the common thrust seat 3. Both the brake adjustment part and the resistance adjustment end face tooth 17 are adjacent to the side of the clamping nut 15 near the bottom of the cylinder. The brake adjustment part includes a brake adjuster sleeve 16, and the clamping nut 15 can mesh with the brake adjuster sleeve 16 and the resistance adjustment end face tooth 17 respectively.

[0050] Figure 4This describes the state after manual brake release following parking brake application. Pulling the manual release rope unlocks the parking brake push sleeve from the parking piston. At this point, under the action of the service cylinder release spring, the adjusting shaft, adjusting system, and service piston move backward, pushing the parking brake push sleeve back to a position roughly flush with the intermediate body. Now, without the constraint of the parking brake push sleeve, the parking piston is pushed by the parking energy storage spring to its closest point to the intermediate partition. The parking brake cylinder in this state cannot directly initiate another parking brake application. The manual release state needs to be reset by further inflating the parking cylinder, causing the parking piston to move backward and fully compress the parking energy storage spring, locking the parking brake push sleeve and parking piston together, thus fully preparing for the next parking brake action.

[0051] The common cylinder includes a common cylinder head, and a relief spring is provided between the common thrust seat and the common cylinder head. When the common cylinder is not filled with air, the elastic force of the adjusting spring 9 causes the clamping nut 15 to have a unidirectional rotation tendency. At this time, the clamping nut 15 is engaged with the brake adjuster sleeve 16 and cannot rotate. When the brake adjuster sleeve 16 and the clamping nut 15 disengage for the first time, the action of the adjusting spring 9 causes the clamping nut 15 to rotate to perform a one-time clearance adjustment of the adjusting shaft 8.

[0052] Preferably, the commonly used cylinder also includes an adjusting spring stabilizer rod 10. A stabilizer rod hole 11 is also provided at the center of the adjusting shaft 8. The stabilizer rod hole 11 is located at the bottom of the adjusting spring hole, and its diameter is smaller than that of the adjusting spring hole. The first end of the adjusting spring stabilizer rod 10 is accommodated in the stabilizer rod hole 11 and has a clearance fit with the inner wall of the stabilizer rod hole 11. The second end of the adjusting spring stabilizer rod 10 is fixedly connected to the commonly used piston 2. The adjusting spring stabilizer rod 10 is used to guide the adjusting spring and prevent abnormal conditions such as bending of the adjusting spring.

[0053] Specifically, combined Figure 5 As shown, the common piston 2 includes a central boss 25 located at the axial position. The central boss 25 includes a common piston central hole. The common piston central hole is coaxial with the adjusting spring stabilizer 10. The adjusting spring stabilizer 10 passes through the center of the adjusting spring 9. The second end of the adjusting spring stabilizer 10 is interference-fitted with the common piston central hole.

[0054] Furthermore, more preferably, the outer circumferential side of the adjusting spring stabilizer 10 has an annular protrusion 12, which abuts against the top surface of the central boss 25 of the conventional piston 2. The two ends of the adjusting spring 9 abut against the bottom of the adjusting spring hole and the annular protrusion 12, respectively. The annular protrusion 12 is used to control the depth of the interference fit between the adjusting spring stabilizer 10 and the central boss 25.

[0055] The parking brake cylinder is designed with a specific structure at the center of the adjusting shaft to accommodate the special position of the adjusting spring 9, and a stabilizing rod 10 for the adjusting spring is designed to meet the requirements of compact axial space for commonly used cylinders, and to prevent abnormal situations such as bending of the adjusting spring 9, thus ensuring the reliability of the adjusting spring 9.

[0056] Preferably, the clamping nut 15 has a nut bevel tooth on the side near the bottom of the cylinder. The radially outer side of the nut bevel tooth is used to engage with the damping end face tooth 17, and the radially inner side of the nut bevel tooth is used to engage with one end of the brake adjuster sleeve 16.

[0057] like Figure 5 As shown, the brake adjustment unit also includes a square key 18. A stop is provided on the service cylinder head 7, and the square key 18 is fixedly connected to the radial outer side of the brake adjuster sleeve 16. The square key 18 can cooperate with the stop. When the service cylinder is not filled with air, the square key 18 is in the installation position, and a relief gap D is provided between the square key and the stop. When the service thrust seat 3 pushes the adjustment system component 4 to move towards the top of the cylinder, the square key 18 contacts the stop after passing through the relief gap D.

[0058] The regulating system component 4 also includes a brake adjuster spring 19, which is located on the side of the brake adjuster sleeve 16 near the bottom of the cylinder. The two ends of the brake adjuster spring 19 abut against the brake adjuster sleeve 16 and the common thrust seat 3, respectively. The brake adjuster spring 19 is always in a compressed state.

[0059] The adjustment system component 4 includes a piston tube cap 20 and an end face bearing 21. The piston tube cap 20 is directly or indirectly fixedly connected to the common thrust seat 3. The piston tube cap 20 is located on the side of the clamping nut 15 near the top of the cylinder. The end face bearing 21 is provided between the clamping nut 15 and the piston tube cap 20. When the clamping nut 15 is engaged with the end face bearing 21, the clamping nut 15 is disengaged from the resistance adjustment end face teeth 17. The end face bearing 21 is used to prevent wear when the clamping nut rotates. When the clamping nut 15 is engaged with the resistance adjustment end face teeth 17, the clamping nut is disengaged from the end face bearing 21.

[0060] In summary, in this embodiment, the specific process of braking and clearance adjustment by the parking brake cylinder is as follows: When the cylinder is not filled with air, the brake adjuster sleeve 16 and the clamping nut 15 remain engaged under the action of the brake adjuster spring 19, while the stop end face teeth 17 and the clamping nut 15 remain loose. Therefore, the clamping nut 15 cannot rotate, and the clamping nut is in contact with the end face bearing 21. A preset gap D is maintained between the square key 18 and the stop portion of the cylinder head 7.

[0061] When the service cylinder begins to fill, the parking cylinder remains filled, and is in the parking release state. The service piston 2 pushes the service thrust seat 3 towards the top of the cylinder through the force amplification mechanism. The service thrust seat 3 pushes the brake adjuster sleeve 16 through the brake adjuster spring 19. The clamping nut 15 is also pushed forward due to its engagement with the teeth of the brake adjuster sleeve 16. Thus, the clamping nut 15 moves forward along with the adjusting shaft 8 and the yoke assembly 22 through the threaded connection. When the release clearance D of the square key 18 is completed, the square key 18 and the brake adjuster sleeve 16 stop due to the obstruction of the service cylinder head 1, and cannot move forward any further. The service thrust seat 3 continues to push, causing the clamping nut 15 and the brake adjuster sleeve 16 to separate, and the clamping nut 15 becomes rotatable. At this time, under the action of the adjusting spring 9, the adjusting shaft 8 and the yoke assembly 22 are pushed out to complete the one-time full adjustment of the clearance.

[0062] During service brake cylinder inflation adjustment, the parking brake cylinder remains in a continuously inflated and released state. When parking brake is required, the service brake cylinder is deflated, while the parking brake cylinder is vented. This causes the parking piston 1, pushed by the parking spring, to extend the parking thrust sleeve 14, which in turn pushes the service piston 2 to apply the parking brake. When parking brake release is required, air pressure is re-inflated into the parking cylinder, pushing the parking piston to reset the parking thrust sleeve 14, thus releasing the brake. Alternatively, parking brake release can be achieved manually. The state after manual release is as follows: Figure 4 As shown. After manual release, the parking cylinder needs to be inflated to move the parking piston backward, compressing the parking accumulator spring 23, thereby restoring the parking lock state and preparing for the next application of parking brake.

[0063] When the adjustment is complete, under the action of the brake air pressure, the brake pads begin to contact the brake disc. The counter-braking force generated at this time is transmitted to the yoke assembly 22 and the adjusting shaft 8 through the lever, and the force is transmitted to the clamping nut 15 through the thread. At this time, the clamping nut 15 is disengaged from the end face bearing 21, and the clamping nut 15 is engaged with the resistance adjustment end face tooth 17. Under the action of the brake air pressure, the clamping nut 15 and the resistance adjustment end face tooth 16 remain engaged, thereby achieving stable braking.

[0064] By applying the technical solution of this invention, at least the following beneficial effects are achieved: 1. The parking brake cylinder incorporates a compact, easily assembled, and conveniently adjustable force amplification mechanism within the service brake cylinder. This design, along with its specific structure, not only amplifies the service braking force at the cylinder end while meeting the requirements of a compact brake cylinder design, but also increases the parking brake amplification ratio during the parking piston's movement thanks to the force amplification mechanism within the service cylinder. This counteracts the attenuation of the energy storage spring force caused by the parking piston's stroke, achieving real-time compensation for parking brake force attenuation and ensuring more reliable and safer train parking braking. In particular, embodiments of this invention require only simple adjustments to the hinge positions of the first and second rods to achieve clear adjustment of the force amplification ratio, minimizing the likelihood of jamming and resulting in higher braking stability.

[0065] 2. By incorporating a force amplification mechanism and its specific structure within the conventional brake cylinder, the braking force at the cylinder end is amplified. Therefore, in the overall design of the brake caliper unit, a lower amplification ratio brake caliper can be used, effectively reducing the length of the brake caliper and significantly reducing the overall size and weight of the brake caliper unit. Under the same braking performance design specifications, the brake cylinder diameter can be reduced from ten inches to eight inches, the brake cylinder weight can be reduced by 10%, the total weight of the caliper unit can be reduced by 20%, and the volume can be reduced by 10%.

[0066] 3. The parking brake cylinder utilizes an adjustment spring hole at the center of the adjustment shaft, a feature typically found in conventional brake cylinders, to provide a unique position for the compact installation of the adjustment spring, further compressing the axial space. A stabilizing rod at the center of the adjustment spring further accommodates the compact axial space requirements of conventional cylinders and prevents spring bending failure, ensuring the reliability of the clearance adjustment.

[0067] 4. The parking brake cylinder integrates a compact service cylinder with one-time full clearance adjustment capability with a laterally arranged parking cylinder. On one hand, along the axial direction of the parking brake cylinder, a hollow intermediate body with a partition in the middle is connected to the service cylinder head and parking cylinder head at both ends, respectively, forming a compact, axially adjacent, and coaxially arranged service brake cylinder chamber and parking brake cylinder chamber. On the other hand, the adjustment system component with one-time clearance adjustment function and the force amplification mechanism are simultaneously integrated into the service brake cylinder. Therefore, the parking brake cylinder of this invention has a compact and simple overall structure, meeting the lightweight and miniaturized requirements of rail vehicles for braking devices. The above description is merely a preferred embodiment of the present invention and is not intended to limit the 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 compact parking brake cylinder for rail vehicles, comprising a service cylinder and a parking cylinder, wherein the service cylinder includes a service piston (2) for service braking, a service thrust seat (3) and an adjusting shaft (8), and the parking cylinder includes a parking piston (1) for parking braking and a parking thrust sleeve (14), characterized in that: The commonly used cylinder and the parking cylinder are arranged adjacent to each other on the same axis along the axial direction of the parking brake cylinder. The commonly used cylinder includes an adjusting shaft assembly, an adjusting system assembly (4), and a preset gap. The adjusting shaft assembly is arranged in the axial direction of the movement of the commonly used piston (2) to adjust the preset gap. The commonly used cylinder also includes a force amplification mechanism, one end of which is fixed to the cylinder body of the commonly used cylinder, and the other end is in contact with the commonly used piston (2); The adjustment system component (4) includes a clamping nut (15), which is threadedly engaged with the adjustment shaft (8), and the clamping nut (15) and the common thrust seat (3) are in two states: engaged or disengaged. The parking piston (1) can drive the parking thrust sleeve (14) to transmit braking force to the common piston (2). The common piston (2) drives the common thrust seat (3) through the force amplification mechanism, causing the clamping nut (15) to separate from the common thrust seat (3), and under the action of the adjustment shaft assembly, drives the adjustment shaft (8) to push out, so as to complete the one-time adjustment of the preset gap.

2. The rail vehicle intensive parking brake cylinder according to claim 1, characterized in that, The adjusting shaft assembly includes an adjusting spring (9) and an adjusting spring stabilizer (10), the adjusting spring stabilizer (10) passing through the center of the adjusting spring (9).

3. The rail vehicle intensive parking brake cylinder according to claim 2, characterized in that, An adjustment spring hole is provided at the center of the side of the adjustment shaft (8) near the bottom of the cylinder, and the adjustment spring (9) is accommodated in the adjustment spring hole; a stabilizer rod hole (11) is also provided at the center of the adjustment shaft (8), the stabilizer rod hole (11) is located at the bottom of the adjustment spring hole, and the diameter of the stabilizer rod hole (11) is smaller than that of the adjustment spring hole, the first end of the adjustment spring stabilizer rod (10) is accommodated in the stabilizer rod hole (11) and is clearance-fitted with the inner wall of the stabilizer rod hole (11), and the second end of the adjustment spring stabilizer rod (10) is fixedly connected to the common piston (2).

4. The rail vehicle intensive parking brake cylinder according to claim 3, characterized in that, The commonly used piston (2) includes a central boss (25) located at the axial center. The central boss (25) includes a commonly used piston central hole. The commonly used piston central hole is coaxial with the adjusting spring stabilizer (10). The second end of the adjusting spring stabilizer (10) is interference-fitted with the commonly used piston central hole.

5. The rail vehicle intensive parking brake cylinder according to claim 4, characterized in that, The outer circumferential side of the adjusting spring stabilizer (10) has an annular protrusion (12), which abuts against the top surface of the central boss (25) of the common piston (2), and the two ends of the adjusting spring (9) abut against the bottom of the adjusting spring hole and the annular protrusion (12), respectively.

6. The rail vehicle intensive parking brake cylinder according to claim 1, characterized in that, The adjustment system component (4) further includes a brake adjustment part and a resistance adjustment end face tooth (17). The resistance adjustment end face tooth (17) is fixedly connected to the common thrust seat (3). The brake adjustment part and the resistance adjustment end face tooth (17) are both adjacent to the side of the clamping nut (15) near the bottom of the cylinder. The brake adjustment part includes a brake adjuster sleeve (16). The clamping nut (15) can mesh with the brake adjuster sleeve (16) and the resistance adjustment end face tooth (17) respectively.

7. The rail vehicle intensive parking brake cylinder according to claim 6, characterized in that, The clamping nut (15) has a nut bevel tooth on the side near the bottom of the cylinder. The radial outer side of the nut bevel tooth is used to mesh with the damping end face tooth (17), and the radial inner side of the nut bevel tooth is used to mesh with one end of the brake adjuster sleeve (16).

8. The rail vehicle intensive parking brake cylinder according to claim 6, characterized in that, The brake adjustment unit also includes a square key (18). The common cylinder head (7) is provided with a stop. The square key (18) is fixedly connected to the radial outer side of the brake adjuster sleeve (16). The square key (18) can cooperate with the stop. There is a predetermined gap between the square key (18) and the stop.

9. The rail vehicle intensive parking brake cylinder according to claim 8, characterized in that, When the cylinder is not filled with air, the square key (18) is in the installation position. The square key (18) and the stop are provided with the preset gap. When the common thrust seat (3) pushes the adjustment system component (4) to move towards the top of the cylinder, the square key (18) contacts the stop after passing through the preset gap.

10. The rail vehicle intensive parking brake cylinder according to claim 6, characterized in that, The adjustment system component (4) also includes a brake adjuster spring (19), which is located on the side of the brake adjuster sleeve (16) near the bottom of the cylinder. The two ends of the brake adjuster spring (19) abut against the brake adjuster sleeve (16) and the common thrust seat (3) respectively. The brake adjuster spring (19) is always in a compressed state.

11. The rail vehicle intensive parking brake cylinder according to claim 6, characterized in that, The adjustment system component (4) includes a piston tube cover (20) and an end face bearing (21). The piston tube cover (20) is directly or indirectly fixedly connected to the common thrust seat (3). The piston tube cover (20) is located on the side of the clamping nut (15) near the top of the cylinder. The end face bearing (21) is provided between the clamping nut (15) and the piston tube cover (20). When the clamping nut (15) is engaged with the end face bearing (21), the clamping nut (15) is disengaged from the resistance adjustment end face tooth (17). When the clamping nut (15) is engaged with the resistance adjustment end face tooth (17), the clamping nut (15) is disengaged from the end face bearing (21).

12. The rail vehicle intensive parking brake cylinder according to claim 1, characterized in that, The commonly used cylinder includes a commonly used cylinder head (7), and a relief spring is provided between the commonly used thrust seat (3) and the commonly used cylinder head (7).

13. The rail vehicle intensive parking brake cylinder according to claim 1, characterized in that, The commonly used cylinder includes a yoke assembly (22). The end of the adjusting shaft (8) extending out of the cylinder body of the commonly used cylinder is sleeved with the yoke assembly (22). Under the drive of the adjusting shaft assembly, the yoke assembly (22) and the adjusting shaft (8) are pushed out to complete the one-time adjustment of the preset gap.

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