Eccentric wear adjusting mechanism for brake shoe of internal combustion locomotive

Abstract

The utility model relates to the technical field of internal combustion locomotives, and discloses an internal combustion locomotive brake shoe eccentric wear adjusting mechanism which comprises a brake mechanism and brake shoe assemblies installed on the two sides of the brake mechanism, an adjusting cylinder is arranged at the bottom of the brake mechanism, and the inner sides of the two ends of the adjusting cylinder are both in threaded connection with brake rods. And one ends of the two brake rods are in transmission connection with the two brake shoe assemblies correspondingly, key grooves are formed in the surfaces of the two brake rods correspondingly, and the brake rods can rotate in the adjusting cylinder to adjust and control the distance of the brake shoe assemblies by means of receding space provided for the key grooves. According to the brake shoe eccentric wear adjusting mechanism, the inertia fault of brake shoe eccentric wear of an internal combustion locomotive can be solved, consumption of materials such as a brake shoe assembly is greatly reduced, cost is saved, meanwhile, the operation intensity of frequent replacement and maintenance of trainmen is relieved, and the situation that due to the fact that the brake shoe assembly holds a wheel for a long time, a wheel rim is slow, and traveling safety is affected is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of diesel locomotives, in particular to an eccentric wear regulating mechanism for brake shoes of diesel locomotives. Background Art

[0002] At present, most diesel locomotives use a single-sided, single-brake shoe independent braking system with a brake shoe clearance adjuster. The locomotive wheel tread consists of two inclined surfaces of 1:10 and 1:20. However, due to design reasons and uneven braking force, the phenomenon of eccentric wear of the brake shoe inside and outside often occurs. Eccentric wear will reduce the contact area between the brake shoe and the wheel tread, reduce the braking force of the locomotive, and extend the braking distance.

[0003] In the prior art, the brake shoe needs to be replaced immediately after it reaches the limit. Although this ensures the normal use of the diesel locomotive, it increases the labor intensity of the crew and also leads to waste of materials and increased operating costs. Furthermore, if the brake shoe cannot be replaced during operation, long-distance operation after partial wear can easily cause the wheel tyre to slow down, seriously affecting the safety of driving. Utility Model Content

[0004] In view of the deficiencies of the prior art, the utility model provides a brake shoe eccentric wear adjustment mechanism for a diesel locomotive, which solves the problems raised by the above-mentioned background technology.

[0005] The utility model provides the following technical solution: a brake shoe eccentric wear adjustment mechanism for a diesel locomotive, comprising a brake mechanism and brake shoe assemblies installed on both sides of the brake mechanism, an adjustment cylinder is provided at the bottom of the brake mechanism, brake rods are threadedly connected to the inner sides of both ends of the adjustment cylinder, and one end of the two brake rods is respectively transmission-connected to the two brake shoe assemblies.

[0006] Preferably, the surfaces of the two brake rods are provided with key slots, and the brake rods can be rotated and adjusted inside the adjustment cylinder by utilizing the clearance space provided by the key slots to regulate the distance of the brake shoe assembly.

[0007] Preferably, the front end of the adjusting cylinder is an open structure, and a storage space is provided inside the adjusting cylinder.

[0008] Preferably, the other ends of the two brake rods are fixedly connected to a transition shaft movably sleeved inside the adjusting cylinder, one end of the transition shaft is fixedly connected to a gear, and the surface of the other end of the transition shaft is sleeved with an auxiliary bearing, and the surface of the outer ring of the auxiliary bearing is fixedly connected to two symmetrical connecting support plates, providing vertical rotation adjustment for subsequent related structures.

[0009] Preferably, metal balls are arranged on the outer side of the gear. The middle of each metal ball is fixedly sleeved with an I-shaped shaft. The two ends of the I-shaped shaft are respectively clamped with one end of two connecting support plates, thereby realizing the rotation adjustment in the horizontal direction. An arc-shaped tooth plate is clamped on the surface of the gear. An inverted L-shaped plate is fixedly connected to the surface of the metal ball. An elastic adjustment rod is arranged between the arc-shaped tooth plate and the inverted L-shaped plate.

[0010] Preferably, the elastic adjustment rod includes an adjustment rod, a spring and a damping block. One end of the adjustment rod is fixedly connected to the front end of the arc-shaped tooth plate, and the other end of the adjustment rod is clamped inside the end of the inverted L-shaped plate far from the metal ball and protrudes. The damping block is fixedly connected to the end of the other end of the adjustment rod. The elastic adjustment rod provides guiding constraints and automatic reset conditions for the reciprocating movement of the arc-shaped tooth plate.

[0011] Preferably, the inner side of the middle of the spring is clamped on the surface of the adjustment rod. During the subsequent reciprocating movement, a certain degree of friction energy dissipation can be realized. The two ends of the spring are respectively fixedly connected to the surface of the arc-shaped tooth plate and the surface of the end of the inverted L-shaped plate far from the metal ball.

[0012] Preferably, the two inverted L-shaped plates and the two elastic adjustment rods form two composite handle assemblies in a pairwise combination manner, and both of the two composite handle assemblies can be rotationally stored in the storage space of the adjustment cylinder with their corresponding metal balls and I-shaped shafts as the rotation axes, thereby avoiding structural interference and improving the overall aesthetic degree of the adjustment cylinder and the structures associated with the adjustment cylinder.

[0013] Preferably, after the two handle assemblies are stored in the storage space of the adjustment cylinder, the damping blocks in the two elastic adjustment rods are pressed against each other, thereby performing damping buffering on the vibrations suffered by the two brake rods and improving the connection stability between the two brake rods and the adjustment cylinder.

[0014] Compared with the prior art, the present utility model has the following beneficial effects:

[0015] 1. The present utility model forms a brake shoe eccentric wear adjustment mechanism by arranging an adjustment cylinder and two brake rods. During subsequent use, the two brake rods can perform screw pitch adjustment with the adjustment cylinder as the support, so that the brake shoe assembly is kept within a specified range.

[0016] 2. The brake shoe eccentric wear adjustment mechanism proposed by the present utility model can solve the inertial fault of eccentric wear of the brake shoes of diesel locomotives, greatly save the material consumption of brake shoe assemblies, etc., reduce the operation intensity of crew members for frequent replacement and maintenance while saving costs, and also avoid affecting the driving safety due to the slowdown of the wheel tyre caused by the long-term wheel holding of the brake shoe assembly.

[0017] 3. The multifunctional handle proposed by the present utility model is composed of a transition shaft, a gear, an auxiliary bearing, a metal ball, a connecting support plate, an inverted L-shaped plate, an arc-shaped tooth plate, and an elastic adjusting rod. After the two multifunctional handles are combined with the two brake rods for subsequent use, in addition to providing convenient rotation and force application conditions for the brake rods, the two multifunctional handles can also be received inside the adjusting cylinder, improving the simplicity and beauty of the overall structure while avoiding structural interference.

[0018] 4. After the two multifunctional handles proposed by the present utility model are received relatively inside the adjusting cylinder and used, during the use of the overall device, when the adjusting cylinder and the two brake rods are subjected to vibration, the two damping blocks and the two springs are synchronously compressed to perform damping buffering and elastic structure deformation buffering, improving the connection stability and connection strength between the adjusting cylinder and the two brake rods. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a front view schematic diagram of the structure of the present utility model;

[0020] Figure 2 It is an enlarged schematic diagram of the adjusting cylinder of the structure of the present utility model;

[0021] Figure 3 It is a front view schematic diagram of the inverted L-shaped plate of the structure of the present utility model;

[0022] Figure 4 It is an enlarged schematic diagram of the transition shaft of the structure of the present utility model;

[0023] Figure 5 It is a top view schematic diagram of the elastic adjusting rod of the structure of the present utility model;

[0024] Figure 6 It is the structure of the present utility model Figure 3 An enlarged schematic diagram of part A in.

[0025] In the figure: 1. Brake mechanism; 2. Brake shoe assembly; 3. Adjusting cylinder; 4. Brake rod; 5. Keyway; 6. Transition shaft; 7. Gear; 8. Auxiliary bearing; 9. Metal ball; 10. Connecting support plate; 11. Inverted L-shaped plate; 12. Arc-shaped tooth plate; 13. Elastic adjusting rod; 131. Adjusting rod; 132. Spring; 133. Damping block. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present utility model.

[0027] Embodiment 1

[0028] See also Figure 1-2 , a brake shoe eccentric wear adjustment mechanism for a diesel locomotive, comprising a brake mechanism 1, brake shoe assemblies 2 installed on both sides of the brake mechanism 1, an adjustment cylinder 3 is arranged at the bottom of the brake mechanism 1, brake rods 4 are threadedly connected to the inner sides of both ends of the adjustment cylinder 3, and one end of the two brake rods 4 is respectively connected to the two brake shoe assemblies 2 in a transmission manner;

[0029] Key slots 5 are provided on the surfaces of the two brake rods 4. The brake rods 4 can be rotated and adjusted inside the adjusting cylinder 3 by utilizing the clearance space provided for the key slots 5 to adjust the distance of the brake shoe assembly 2. The front end of the adjusting cylinder 3 is an open structure, and a storage space is provided inside the adjusting cylinder 3.

[0030] Working principle: When in use, to adjust the braking distance between the two brake shoe assemblies 2, the wrench can be assembled with the key slot 5 in the brake rod 4, and then the wrench can be turned to adjust the rotation distance of the brake rod 4 inside the adjustment cylinder 3 until the corresponding brake shoe assembly 2 is at the actually required appropriate position. Similarly, the other brake rod 4 is also adjusted according to the above steps until both brake shoe assemblies 2 are moved to the actually required appropriate positions.

[0031] Embodiment 2

[0032] See also Figure 3-6 , a brake shoe eccentric wear adjustment mechanism for a diesel locomotive, comprising a brake mechanism 1, brake shoe assemblies 2 installed on both sides of the brake mechanism 1, an adjustment cylinder 3 is arranged at the bottom of the brake mechanism 1, brake rods 4 are threadedly connected to the inner sides of both ends of the adjustment cylinder 3, and one end of the two brake rods 4 is respectively connected to the two brake shoe assemblies 2 in a transmission manner;

[0033] Key slots 5 are provided on the surfaces of the two brake rods 4. The brake rods 4 can be rotated and adjusted inside the adjusting cylinder 3 by utilizing the clearance space provided for the key slots 5 to adjust the distance of the brake shoe assembly 2. The front end of the adjusting cylinder 3 is an open structure, and a storage space is provided inside the adjusting cylinder 3.

[0034] The ends of the other ends of the two brake rods 4 are fixedly connected to a transition shaft 6 that is movably sleeved inside the adjustment cylinder 3, one end of the transition shaft 6 is fixedly connected to a gear 7, and the surface of the other end of the transition shaft 6 is sleeved with an auxiliary bearing 8, and the surface of the outer ring of the auxiliary bearing 8 is fixedly connected to two symmetrical connecting support plates 10, providing vertical rotation adjustment for the subsequent associated structure;

[0035] On the outer side of the gear 7, there is a metal ball 9. In the middle of the metal ball 9, there is an I-shaped shaft fixedly sleeved. The two ends of the I-shaped shaft are respectively clamped with one end of two connecting support plates 10, thereby realizing the rotation adjustment in the horizontal direction. An arc-shaped tooth plate 12 is clamped on the surface of the gear 7. A reverse L-shaped plate 11 is fixedly connected to the surface of the metal ball 9. An elastic adjustment rod member 13 is arranged between the arc-shaped tooth plate 12 and the reverse L-shaped plate 11;

[0036] The elastic adjustment rod member 13 includes an adjustment rod 131, a spring 132 and a damping block 133. One end of the adjustment rod 131 is fixedly connected to the front end of the arc-shaped tooth plate 12, and the other end of the adjustment rod 131 is clamped inside the end of the reverse L-shaped plate 11 far from the metal ball 9 and protrudes. The damping block 133 is fixedly connected to the end of the other end of the adjustment rod 131. The elastic adjustment rod member 13 provides guiding constraints and automatic reset conditions for the reciprocating movement of the arc-shaped tooth plate 12. The inner side of the middle of the spring 132 is clamped on the surface of the adjustment rod 131. During the subsequent reciprocating movement, a certain degree of friction energy dissipation can be achieved, and the two ends of the spring 132 are respectively fixedly connected to the surface of the arc-shaped tooth plate 12 and the surface of the end of the reverse L-shaped plate 11 far from the metal ball 9;

[0037] The two reverse L-shaped plates 11 and the two elastic adjustment rod members 13 form two composite handle assemblies in a pairwise combination manner, and both of the two composite handle assemblies can be rotated and stored in the storage space of the adjustment cylinder 3 with their corresponding metal balls 9 and I-shaped shafts as the rotation axes, thereby avoiding structural interference and improving the overall aesthetic degree of the adjustment cylinder 3 and the structures associated with the adjustment cylinder 3.

[0038] Working principle: When in use, for the adjustment of the braking distance between the two brake shoe assemblies 2, with the metal ball 9, the connecting support plate 10 and the I-shaped shaft as the rotation supports, the combined component formed by the reverse L-shaped plate 11, the arc-shaped tooth plate 12 and the elastic adjustment rod member 13 is horizontally rotated, and then moved out of the storage space of the adjustment cylinder 3 and is perpendicular to the brake rod 4;

[0039] Then, press the damping block 133 and the adjustment rod 131 inside the elastic adjustment rod member 13 to make the arc-shaped tooth plate 12 meshed and clamped with the gear 7. Then hold the reverse L-shaped plate 11 and drive the transition shaft 6, the gear 7, the elastic adjustment rod member 13 and the corresponding brake rod 4 to rotate with the arc-shaped tooth plate 12 as the rotation support, so as to realize the rotation distance adjustment of the brake rod 4 inside the adjustment cylinder 3 until the corresponding brake shoe assembly 2 reaches the actual required appropriate position. Similarly, the other brake rod 4 is also adjusted according to the above steps until both brake shoe assemblies 2 are moved to the actual required appropriate positions.

[0040] Embodiment III

[0041] Please refer to Figure 3-6, An adjusting mechanism for uneven wear of brake shoes of an internal combustion locomotive, comprising a braking mechanism 1 and brake shoe assemblies 2 installed on both sides of the braking mechanism 1. A regulating cylinder 3 is provided at the bottom of the braking mechanism 1. Threaded connections are provided on the inner sides of both ends of the regulating cylinder 3 with brake rods 4, and one end of each of the two brake rods 4 is respectively connected to the two brake shoe assemblies 2 in a transmission manner;

[0042] Key grooves 5 are provided on the surfaces of both of the two brake rods 4. By using the space provided for the key grooves 5, the brake rods 4 can be rotated and adjusted inside the regulating cylinder 3 to control the distance between the brake shoe assemblies 2. The front end of the regulating cylinder 3 is of an open structure, and a receiving space is provided inside the regulating cylinder 3.

[0043] At the ends of the other ends of the two brake rods 4, transition shafts 6 that are movably sleeved inside the regulating cylinder 3 are fixedly connected. At one end of the transition shaft 6, a gear 7 is fixedly connected, and on the surface of the other end of the transition shaft 6, an auxiliary bearing 8 is sleeved. On the surface of the outer ring of the auxiliary bearing 8, two symmetric connecting support plates 10 are fixedly connected, providing rotational adjustment in the vertical direction for subsequent associated structures;

[0044] Outside the gear 7, a metal ball 9 is provided. In the middle of the metal ball 9, a cross-shaped shaft is fixedly sleeved. The two ends of the cross-shaped shaft are respectively clamped to one end of the two connecting support plates 10, thereby realizing rotational adjustment in the horizontal direction. On the surface of the gear 7, an arc-shaped toothed plate 12 is clamped. On the surface of the metal ball 9, an inverted L-shaped plate 11 is fixedly connected. Between the arc-shaped toothed plate 12 and the inverted L-shaped plate 11, an elastic adjusting rod 13 is provided;

[0045] The elastic adjusting rod 13 includes an adjusting rod 131, a spring 132, and a damping block 133. One end of the adjusting rod 131 is fixedly connected to the front end of the arc-shaped toothed plate 12, and the other end of the adjusting rod 131 is clamped inside the end of the inverted L-shaped plate 11 away from the metal ball 9 and protrudes. The damping block 133 is fixedly connected to the end of the other end of the adjusting rod 131. The elastic adjusting rod 13 provides guiding constraints and automatic reset conditions for the reciprocating movement of the arc-shaped toothed plate 12. The middle inner side of the spring 132 is clamped on the surface of the adjusting rod 131. During subsequent reciprocating movement, a certain degree of friction energy dissipation can be achieved, and the two ends of the spring 132 are respectively fixedly connected to the surface of the arc-shaped toothed plate 12 and the surface of the end of the inverted L-shaped plate 11 away from the metal ball 9;

[0046] The two inverted L-shaped plates 11 and the two elastic adjusting rods 13 form two composite handle assemblies in a pairwise combination manner, and both of the two composite handle assemblies can be rotated and received into the receiving space of the regulating cylinder 3 with their corresponding metal balls 9 and cross-shaped shafts as the rotation axes, thereby avoiding structural interference and improving the overall aesthetics of the regulating cylinder 3 and the associated structures of the regulating cylinder 3;

[0047] After the two handle assemblies are stored in the storage space of the adjusting cylinder 3, the damping blocks 133 in the two elastic adjusting rods 13 are pressed against each other, thereby damping and buffering the vibrations suffered by the two brake rods 4, and improving the connection stability between the two brake rods 4 and the adjusting cylinder 3.

[0048] Working principle: When in use, for the adjustment of the braking distance between the two brake shoe assemblies 2, with the metal ball 9, the connecting support plate 10 and the I-shaped shaft as the rotation supports, the assembly formed by the inverted L-shaped plate 11, the arc-shaped toothed plate 12 and the elastic adjusting rod 13 is rotated horizontally, and then moves out of the storage space of the adjusting cylinder 3 and is perpendicular to the brake rod 4. Then, press the damping block 133 and the adjusting rod 131 inside the elastic adjusting rod 13 to make the arc-shaped toothed plate 12 engage and latch with the gear 7. Then, hold the inverted L-shaped plate 11 and drive the transition shaft 6, the gear 7, the elastic adjusting rod 13 and the corresponding brake rod 4 to rotate with the arc-shaped toothed plate 12 as the rotation support, so as to realize the adjustment of the rotation distance of the brake rod 4 inside the adjusting cylinder 3 until the corresponding brake shoe assembly 2 reaches the actual required appropriate position. Similarly, the other brake rod 4 is also adjusted according to the above steps until both brake shoe assemblies 2 are moved to the actual required appropriate positions;

[0049] After the adjustment of the two brake rods 4 is completed, with the metal ball 9, the connecting support plate 10 and the I-shaped shaft as the rotation supports, the assembly formed by the inverted L-shaped plate 11, the arc-shaped toothed plate 12 and the elastic adjusting rod 13 is rotated horizontally and reset, and is re-stored in the storage space of the adjusting cylinder 3. Moreover, the damping blocks 133 inside the two elastic adjusting rods 13 are attached to each other under the action of their respective corresponding springs 132. Subsequently, during the use of the overall device, for the vibrations suffered by the adjusting cylinder 3 and the two brake rods 4, the two damping blocks 133 and the two springs 132 are synchronously compressed and perform damping buffering and elastic structure deformation buffering, improving the connection stability and connection strength between the adjusting cylinder 3 and the two brake rods 4.

[0050] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. At the same time, in the drawings of the present utility model, the filling patterns are only for distinguishing layers and are not subject to any other limitations.

[0051] Although embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present utility model. The scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. An adjusting mechanism for uneven wear of brake shoes of an internal combustion locomotive, comprising a braking mechanism (1) and brake shoe assemblies (2) installed on both sides of the braking mechanism (1), characterized in that: A regulating cylinder (3) is provided at the bottom of the braking mechanism (1). Threaded connections are provided on the inner sides of both ends of the regulating cylinder (3) with braking rods (4), and one ends of the two braking rods (4) are respectively in transmission connection with the two brake shoe assemblies (2).

2. The adjusting mechanism for uneven wear of the brake shoe of an internal combustion locomotive according to claim 1, characterized in that: Key grooves (5) are provided on the surfaces of the two braking rods (4).

3. The adjusting mechanism for uneven wear of the brake shoe of an internal combustion locomotive according to claim 1, characterized in that: The front end of the regulating cylinder (3) is of an open structure, and a storage space is provided inside the regulating cylinder (3).

4. An adjustment mechanism for uneven wear of the brake shoe of an internal combustion locomotive according to claim 1, characterized in that: At the other ends of the two braking rods (4), ends of the rods are fixedly connected with transition shafts (6) movably sleeved inside the regulating cylinder (3). At one end of the transition shaft (6), a gear (7) is fixedly connected. On the surface of the other end of the transition shaft (6), an auxiliary bearing (8) is sleeved. On the surface of the outer ring of the auxiliary bearing (8), two symmetric connecting support plates (10) are fixedly connected.

5. The adjusting mechanism for uneven wear of the brake shoe of an internal combustion locomotive according to claim 4, characterized in that: Outside the gear (7), a metal ball (9) is provided. In the middle of the metal ball (9), a cross-shaped shaft is fixedly sleeved. The two ends of the cross-shaped shaft are respectively clamped with one ends of the two connecting support plates (10). On the surface of the gear (7), a curved tooth plate (12) is clamped. On the surface of the metal ball (9), an L-shaped plate (11) is fixedly connected. Between the curved tooth plate (12) and the L-shaped plate (11), an elastic adjusting rod member (13) is provided.

6. The adjusting mechanism for eccentric wear of the brake shoe of an internal combustion locomotive according to claim 5, wherein: The elastic adjusting rod member (13) includes an adjusting rod (131), a spring (132), and a damping block (133). One end of the adjusting rod (131) is fixedly connected with the front end of the curved tooth plate (12), and the other end of the adjusting rod (131) is clamped inside the inner side of the end of the L-shaped plate (11) away from the metal ball (9) and protrudes. The damping block (133) is fixedly connected with the end of the other end of the adjusting rod (131).

7. An adjusting mechanism for uneven wear of brake shoes of an internal combustion locomotive according to claim 6, characterized in that: Inside the middle of the spring (132), it is clamped on the surface of the adjusting rod (131), and the two ends of the spring (132) are respectively fixedly connected with the surface of the curved tooth plate (12) and the surface of the end of the L-shaped plate (11) away from the metal ball (9).

8. An adjusting mechanism for uneven wear of brake shoes of an internal combustion locomotive according to claim 7, characterized in that: The two L-shaped plates (11) and the two elastic adjusting rod members (13) form two composite handle assemblies in a pairwise combination manner, and both of the two composite handle assemblies can be rotated and stored in the storage space of the regulating cylinder (3) with their corresponding metal balls (9) and cross-shaped shafts as rotation base axes.

9. The adjusting mechanism for eccentric wear of the brake shoe of an internal combustion locomotive according to claim 8, characterized in that: After the two handle assemblies are stored in the storage space of the regulating cylinder (3), the damping blocks (133) in the two elastic adjusting rod members (13) are pressed against each other for connection.

Images