Rail transit two-way control brake

Abstract

The utility model discloses a rail transit two-way control brake which comprises a supporting frame, a first brake arm and a second brake arm are symmetrically arranged on the supporting frame, and the middle of the first brake arm and the middle of the second brake arm are both connected with a pin shaft of the supporting frame. The bottom end of the supporting frame is fixedly connected with a fixing frame, the fixing frame is provided with a manual control mechanism, and the manual control mechanism is connected with the outer side of the first brake arm and the outer side of the second brake arm. The manual control mechanism comprises a traction assembly and a tension assembly, and the traction assembly is connected with the first brake arm and the second brake arm through the tension assembly; normal hydraulic control of the brake can be achieved through the hydraulic control mechanism, safety of the brake can be guaranteed through the manual control mechanism, and the using effect of the brake is effectively improved through two braking modes.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of brake, especially a rail transit double -path control brake. BACKGROUND

[0002] The brake is the device that has the function such as making moving part or moving machine deceleration, stop or keeping stop state, commonly known as brake, brake. Common brake is usually driven by electric power or hydraulic pressure, and some occasions consider from safety and economy, will adopt manpower to drive brake to carry out the brake of power equipment.

[0003] The patent number ZL201520494468.0 discloses a manual brake, which can realize manual brake effect, but its braking mode is relatively single, and the use effect is poor, and the overall structure is large in size, cannot be installed and used on rail traffic tools, therefore, it is necessary to research a rail transit double -path control brake to solve the above problems. SUMMARY

[0004] The utility model aims at above -mentioned problem, provides a rail transit double -path control brake that simple structure, safe and efficient.

[0005] In order to realize the above -mentioned purpose, the technical scheme of the utility model is:

[0006] A rail transit double -path control brake, including support frame, the first brake arm, the second brake arm are symmetrically arranged on the support frame, and the middle part of the first brake arm, the second brake arm is connected with the support frame pin shaft, the fixed frame is fixedly connected at the bottom of the support frame, and the manual control mechanism is arranged on the fixed frame, and the manual control mechanism is connected with the outside of the first brake arm, the second brake arm, the manual control mechanism includes traction assembly, tension assembly, and the traction assembly is connected with the first brake arm, the second brake arm through the tension assembly, the tension assembly includes sliding frame, movable pulley, fixed pulley, tension rope, the sliding frame is located at the outside of the first brake arm, and the sliding frame is slidably connected with the fixed frame and can slide along the length direction of the fixed frame, one end of the sliding frame is connected with the traction assembly, and the movable pulley is rotatably connected on the sliding frame, the fixed pulley is located at the outside of the second brake arm and rotatably connected with the fixed frame, one end of the tension rope is connected with one end of the first brake arm, and the other end of the tension rope is sequentially wound and guided through the movable pulley, the fixed pulley and connected with one end of the second brake arm.

[0007] Further, the opposite face of one end of the first brake arm, the second brake arm is detachably connected with the gasket, and the other end of the first brake arm, the second brake arm is connected with the two ends of the tension rope respectively.

[0008] Further, the first brake arm and the second brake arm are provided with a hydraulic control mechanism; the hydraulic control mechanism comprises a hydraulic cylinder, a hydraulic station and a battery, one end of the hydraulic cylinder is connected with the inner wall of the first brake arm near the one end of the tension rope, the other end of the hydraulic cylinder is connected with the inner wall of the second brake arm near the one end of the tension rope, the hydraulic cylinder is connected with the hydraulic station through a pipeline, and the battery is connected with the hydraulic station through a circuit and supplies power for the hydraulic oil pump in the hydraulic station.

[0009] Further, the traction assembly comprises a traction housing, a traction driving wheel, a traction driven wheel and a traction chain; the fixing frame is fixedly connected with a mounting plate at the end near the sliding frame, the traction driving wheel and the traction driven wheel are rotatably connected to the mounting plate, the outer diameter of the traction driving wheel is smaller than that of the traction driven wheel and the two are meshed and connected; the traction housing is arranged outside the traction driving wheel and the traction driven wheel and is fixedly connected with the mounting plate, the traction driving wheel is provided with a driving shaft at the axial position, the driving shaft is connected with the traction driving wheel at one end and is connected with a manual piece after penetrating out of the traction housing at the other end; one end of the traction chain is wound outside the traction driven wheel, and the other end of the traction chain is connected with the end of the sliding frame away from the first brake arm after penetrating out of the mounting gap arranged on one side of the traction housing.

[0010] Further, the traction driving wheel is a ratchet structure; a ratchet tooth clamping piece is arranged in the traction housing, one end of the ratchet tooth clamping piece is rotatably connected with the mounting plate through a ratchet shaft, a torsional spring is arranged between the ratchet tooth clamping piece and the mounting plate and the ratchet tooth clamping piece is abutted on the teeth of the traction driving wheel under the elastic action of the torsional spring to clamp and limit the traction driving wheel; one end of the ratchet shaft is connected with a control knob after penetrating out of the traction housing.

[0011] Further, the first brake arm and the second brake arm are provided with a reset spring for resetting; one end of the reset spring is connected with a first hook piece fixedly connected to the first brake arm, and the other end of the reset spring is connected with a reset adjusting assembly arranged on the second brake arm.

[0012] Further, the reset adjusting assembly comprises a first positioning plate and an adjusting bolt, the first positioning plate is fixedly connected to the second brake arm, the first positioning plate is provided with a first through screw hole, the axis direction of the first through screw hole is consistent with the length direction of the reset spring, the adjusting bolt is threadedly connected with the first through screw hole, one end of the adjusting bolt is rotatably connected with a second hook piece after penetrating through the first through screw hole, and the second hook piece is connected with one end of the reset spring; the adjusting bolt is threadedly connected with a first fastening nut outside the circumference, and the first fastening nut is abutted on the end face of the first positioning plate.

[0013] Further, the first brake arm and the second brake arm are symmetrically provided with a retreat distance assembly, which is arranged on the side of the first brake arm and the second brake arm close to the tension rope; the retreat distance assembly comprises a second positioning plate, a retreat distance bolt, the second positioning plate is fixedly connected to the first brake arm or the second brake arm, the second positioning plate is provided with a second through screw hole, the retreat distance bolt is threadedly connected with the second through screw hole, and one end of the retreat distance bolt is in abutment with the side wall of the support frame after penetrating through the second through screw hole; the retreat distance bolt is threadedly connected with a second fastening nut, and the second fastening nut is in abutment with the end surface of the second positioning plate.

[0014] Further, the first brake arm and the second brake arm are symmetrically provided with a retreat distance assembly, which is arranged on the side of the first brake arm and the second brake arm close to the tension rope; the retreat distance assembly comprises a second positioning plate, a retreat distance bolt, the second positioning plate is fixedly connected to the first brake arm or the second brake arm, the second positioning plate is provided with a second through screw hole, the retreat distance bolt is threadedly connected with the second through screw hole, and one end of the retreat distance bolt is in abutment with the side wall of the support frame after penetrating through the second through screw hole; the retreat distance bolt is threadedly connected with a second fastening nut, and the second fastening nut is in abutment with the end surface of the second positioning plate.

[0015] Compared with the prior art, the utility model has the advantages and positive effects that:

[0016] When the utility model is used, the two brake arms on the support frame are controlled by the hydraulic control mechanism first, so that the gasket on the brake arm brakes the running wheel on the rail transit equipment; when the hydraulic control mechanism fails, the two brake arms on the support frame can be pulled by the manual control mechanism, so that the gasket on the brake arm brakes the running wheel on the rail transit equipment; the brake can be normally controlled by the hydraulic control mechanism, and the brake can be safely guaranteed by the manual control mechanism, so that the use effect of the brake is effectively improved by the two braking modes;

[0017] On the other hand, when the manual control mechanism brakes, the sliding frame is pulled by the traction chain in the traction assembly, so that the sliding frame moves away from the first brake arm; at the same time, the movable pulley on the sliding frame pulls the middle part of the tension rope to pull, and the two ends of the tension rope pull the two brake arms respectively, so that the two brake arms brake the running wheel; the brake structure is installed on the rail transit tool by the long strip-shaped fixing frame, and the overall volume and occupied space are small, so that the brake can be smoothly installed on the rail transit tool for use, the safe operation of the rail transit tool is effectively guaranteed, and the brake has great market prospect. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings described below only constitute some of the embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0019] Figure 1 It is a front view structural diagram of the present application;

[0020] Figure 2 It is Figure 1 a local structure enlarged view;

[0021] Figure 3 It is a top view structural diagram of the present application;

[0022] Figure 4 It is an internal structure diagram of the traction assembly;

[0023] Figure 5 It is an external structure diagram of the traction assembly. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments only constitute some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, any modification, equivalent replacement, improvement, etc. obtained by those skilled in the art without creative labor should be included in the protection scope of the present application.

[0025] As Figures 1 to 5 shown, the present embodiment discloses a rail transit double-path control brake, which comprises a support frame 14, a first brake arm 1 and a second brake arm 2 are symmetrically arranged on the support frame 14, the top end of the first brake arm 1 and the second brake arm 2 is detachably connected with a gasket 8, and the gasket 8 is used for friction braking of a rail vehicle running wheel 9 arranged between the two gaskets 8, the middle part of the first brake arm 1 and the second brake arm 2 is connected with the support frame 14 through a lever shaft 1401; the bottom end of the support frame 14 is fixedly connected with a fixed frame 3, the rear side of both ends of the fixed frame 3 is fixedly connected on a rail vehicle, a manual control mechanism is arranged on the fixed frame 3, and the manual control mechanism is connected with the outside of the bottom end of the first brake arm 1 and the second brake arm 2;

[0026] The manual control mechanism comprises a traction assembly, a tension assembly, the traction assembly is connected with the first brake arm 1 and the second brake arm 2 through the tension assembly; the tension assembly comprises a sliding frame 4, a movable pulley 5, a fixed pulley 6 and a tension rope 7; the sliding frame 4 is located at the left side of the first brake arm 1, the sliding frame 4 is slidably connected with the fixed frame 3 and can slide along the length direction of the fixed frame 3, the left end of the sliding frame 4 is connected with the traction assembly, and the movable pulley 5 is rotatably connected on the front end surface of the sliding frame 4; the fixed pulley 6 is located at the right side of the second brake arm 2 and is rotatably connected with the front end surface of the fixed frame 3; the first brake arm 1 and the second brake arm 2 are both located at the front end of the fixed frame 3 and are arranged between the movable pulley 5 and the fixed pulley 6, and the middle parts of the first brake arm 1 and the second brake arm 2 are both provided with avoiding holes for avoiding the tension rope 7; one end of the tension rope 7 is connected with the outside of the bottom end of the first brake arm 1, the other end of the tension rope 7 is guided after being wound through the movable pulley 5, sequentially passes through the avoiding hole on the first brake arm 1 and the avoiding hole on the second brake arm 2, and is connected with the outside of the bottom end of the second brake arm 2 after being guided again through the fixed pulley 6.

[0027] The traction assembly comprises a traction housing 12, a traction driving wheel 20, a traction driven wheel 21 and a traction chain 10; one end of the fixed frame 3 close to the sliding frame 4 is fixedly connected with a mounting plate 101, the traction driving wheel 20 and the traction driven wheel 21 are rotatably connected on the mounting plate 101, the outer diameter of the traction driving wheel 20 is smaller than that of the traction driven wheel 21 and the two are meshingly connected to increase the torque through the gear ratio; the traction housing 12 is arranged outside the traction driving wheel 20 and the traction driven wheel 21 and is fixedly connected with the mounting plate 101, the traction driving wheel 20 is provided with a driving shaft 2001 at the position of the shaft center, the driving shaft 2001 is connected with the traction driving wheel 20, the other end of the driving shaft 2001 passes out of the traction housing 12 and is connected with the manual piece 13; one end of the traction chain 10 is wound outside the traction driven wheel 21, the other end of the traction chain 10 passes out of the mounting gap arranged on one side of the traction housing 12, is guided through the guide wheel 11 rotatably connected on the mounting plate 101 and is connected with the left end of the sliding frame 4.

[0028] The traction driving wheel 20 is a ratchet structure; the traction housing 12 is provided with a ratchet tooth clamping piece 22, one end of the ratchet tooth clamping piece 22 is rotatably connected with the mounting plate 101 through a ratchet shaft 2201, a torsion spring is arranged between the ratchet tooth clamping piece 22 and the mounting plate 101 and the ratchet tooth clamping piece 22 is abutted on the teeth of the traction driving wheel 20 under the elastic action of the torsion spring to clamp and limit the traction driving wheel 20; one end of the ratchet shaft 2201 passes out of the traction housing 12 and is connected with the control knob 23.

[0029] When the manual brake operation is performed, the traction driving wheel is rotated by the manual member and the driving shaft, the traction driving wheel rotates the traction driven wheel, the traction chain is pulled, the traction chain pulls the sliding frame to the left side, the sliding frame slides to the left side and drives the movable pulley and the middle part of the tension rope to move to the left side, the two ends of the tension rope pull the two ends of the first brake arm and the second brake arm, and the first brake arm and the second brake arm are synchronously braked; at the same time, the rotation of the traction driving wheel can be clamped and positioned by the ratchet clamping member, so that the traction driving wheel can only rotate in the positive direction, and the reverse rotation of the traction driving wheel during the rotation braking process is avoided, so that the brake effect is not affected; when the traction driving wheel needs to be reversed, the control knob is rotated, the ratchet clamping member is separated from the traction driving wheel, and the reverse operation of the traction driving wheel can be controlled.

[0030] The hydraulic control mechanism is arranged between the bottom end of the first brake arm 1 and the bottom end of the second brake arm 2; the hydraulic control mechanism comprises a hydraulic cylinder 15, a hydraulic station and a battery, one end of the hydraulic cylinder 15 is connected with the inner wall of the bottom end of the first brake arm 1, the other end of the hydraulic cylinder 15 is connected with the inner wall of the bottom end of the second brake arm 2, the hydraulic cylinder 15 is connected with the pipeline of the hydraulic station, and the battery is connected with the line of the hydraulic station and supplies power for the hydraulic oil pump in the hydraulic station; the battery and the hydraulic station are fixedly connected with the mounting plate 101.

[0031] When the hydraulic brake is performed, the stretching action of the hydraulic cylinder can open the bottom ends of the two brake arms, so that the top ends of the two brake arms are braked; the hydraulic station supplies and returns oil for the hydraulic cylinder through the hydraulic oil pump and the hydraulic pipeline.

[0032] The first brake arm 1 bottom front side end wall and the second brake arm 2 bottom front side end wall are connected with a reset spring 16 for resetting; one end of the reset spring 16 is connected with a first hook member fixedly connected to the first brake arm 1 bottom front side end wall, and the other end of the reset spring 16 is connected with a reset adjusting assembly arranged on the second brake arm 2.

[0033] The reset adjusting assembly comprises a first positioning plate 201 and an adjusting bolt 17, the first positioning plate 201 is fixedly connected to the second brake arm 2 bottom front side end wall, the first positioning plate 201 is provided with a first through screw hole, the axis direction of the first through screw hole is consistent with the length direction of the reset spring 16, the adjusting bolt 17 is threadedly connected with the first through screw hole, one end of the adjusting bolt 17 is rotatably connected with one end of a second hook member 18 after penetrating through the first through screw hole, and the other end of the second hook member 18 is connected with one end of the reset spring 16; the adjusting bolt 17 is threadedly connected with a first fastening nut 1701, and the first fastening nut 1701 abuts against the end face of the first positioning plate 201.

[0034] After the brake is braked, the first brake arm bottom end and the second brake arm bottom end are relatively close under the action of the reset spring when the manual control mechanism and the hydraulic control mechanism are in the release state, so that the first brake arm and the second brake arm top end are released; when the elastic force of the reset spring needs to be adjusted, only the adjusting bolt needs to be rotated, and when the adjusting bolt is close to the reset spring, the tension of the reset spring is reduced; when the adjusting bolt moves away from the reset spring, the tension of the reset spring is increased; after adjustment, the first tightening nut is tightened to avoid the position of the adjusting bolt changing during use of the brake, affecting the elastic force of the reset spring.

[0035] The support frame 14 is centrally arranged, the first brake arm 1 and the second brake arm 2 are symmetrically provided with a retreat distance assembly, and the retreat distance assembly is located between the lever shaft 1401 and the reset spring 16; the retreat distance assembly on the second brake arm 2 will be described in detail below; the retreat distance assembly comprises a second positioning plate 202 and a retreat distance bolt 19, the second positioning plate 202 is fixedly connected to the front end wall of the second brake arm 2, the second positioning plate 202 is provided with a second through screw hole, the retreat distance bolt 19 is threadedly connected with the second through screw hole, and one end of the retreat distance bolt 19 is in abutment with the side wall of the support frame 14 after penetrating through the second through screw hole; the retreat distance bolt 19 is threadedly connected with a second tightening nut 1901 on the outer periphery, and the second tightening nut 1901 is in abutment with the end face of the second positioning plate 202.

[0036] In order to ensure that the first brake arm and the second brake arm have the same braking effect when braking, it is necessary to ensure that the distance between the gasket at the top end of the first brake arm and the second brake arm and the end face of the walking wheel is consistent, therefore, when the brake is released, the retreat distance bolt on the first brake arm and the second brake arm is rotated, so that the length of the end of the retreat distance bolt extending out of the second through screw hole is consistent, at this time, under the abutment action of the retreat distance bolt, the distance between the gasket at the top end of the first brake arm and the second brake arm and the end face of the walking wheel is consistent, so that the brake has the best braking effect; after adjustment of the retreat distance bolt, the second tightening nut is tightened to avoid the position of the retreat distance bolt changing during use of the brake, affecting the distance between the gasket and the end face of the walking wheel and the braking effect; the structure is simple, the operation is convenient, and the use effect of the brake is further improved.

[0037] The utility model discloses when using, preferentially through hydraulic control mechanism to the control of two brake arms on support frame, make the lining on brake arm to the braking operation of the running wheel on rail transit equipment, when the hydraulic control mechanism failure, can through the manual control mechanism to the traction action of two brake arms on support frame, make the lining on brake arm to the braking operation of the running wheel on rail transit equipment, it can realize the normal hydraulic control of brake through hydraulic control mechanism, also can through the manual control mechanism to the security guarantee of brake, through two kinds of braking mode, effectively improved the use effect of brake,

[0038] When the manual control mechanism in the utility model brakes, the sliding frame is pulled by the traction chain in the traction assembly, and the sliding frame moves away from the first brake arm. At the same time, the movable pulley on the sliding frame pulls the middle of the tension rope to perform a traction action. The two ends of the tension rope are pulled to the two brake arms, respectively, to make the two brake arms brake the running wheel. The overall brake structure is installed on the rail transit tool in the form of a long fixed frame. The overall volume and occupied space are small, and the brake can be successfully installed on the rail transit tool for use. The safe operation of the rail transit tool is effectively guaranteed, and the brake has great market prospect.

Claims

1. A rail transit double-path control brake, comprising a support frame, a first brake arm and a second brake arm are symmetrically arranged on the support frame, and the middle parts of the first brake arm and the second brake arm are connected with a pin shaft of the support frame; characterized in that: The support frame bottom end is fixedly connected with a fixed frame, a manual control mechanism is arranged on the fixed frame, and the manual control mechanism is connected with the outer sides of the first brake arm and the second brake arm.

2. The rail transit dual-path control brake according to claim 1, characterized in that: The first brake arm and the second brake arm are connected with the two ends of the tension rope respectively.

3. The rail transit dual-path control brake according to claim 1, characterized in that: The first brake arm and the second brake arm are connected with the two ends of the tension rope respectively.

4. The rail transit dual-path control brake according to claim 1, characterized in that: The first brake arm and the second brake arm are connected with the two ends of the tension rope respectively.

5. The rail transit dual-path control brake according to claim 4, characterized in that: The first brake arm and the second brake arm are connected with the two ends of the tension rope respectively.

6. The rail transit dual-path control brake according to claim 1, characterized in that: The first brake arm and the second brake arm are connected with the two ends of the tension rope respectively. The first brake arm and the second brake arm are connected with the two ends of the tension rope respectively.

7. The rail transit dual-path control brake according to claim 6, characterized in that: The reset adjusting assembly comprises a first positioning plate, an adjusting bolt, the first positioning plate is fixedly connected to the second brake arm, a first through screw hole is arranged on the first positioning plate, an axis direction of the first through screw hole is consistent with a length direction of the reset spring, the adjusting bolt is threadedly connected to the first through screw hole, one end of the adjusting bolt is rotatably connected to the second hook member after penetrating through the first through screw hole, and the second hook member is connected to one end of the reset spring; a first fastening nut is threadedly connected to an outer periphery of the adjusting bolt, and an end surface of the first positioning plate abuts against the first fastening nut.

8. The rail transit dual-path control brake according to claim 1, characterized in that: Symmetrical distance adjusting assemblies are arranged on the first brake arm and the second brake arm, and the distance adjusting assemblies are arranged on one side of the first brake arm and the second brake arm close to the tension rope; the distance adjusting assembly comprises a second positioning plate and a distance adjusting bolt, the second positioning plate is fixedly connected to the first brake arm or the second brake arm, a second through screw hole is arranged on the second positioning plate, the distance adjusting bolt is threadedly connected to the second through screw hole, and one end of the distance adjusting bolt abuts against a side wall of the support frame after penetrating through the second through screw hole; a second fastening nut is threadedly connected to an outer periphery of the distance adjusting bolt, and an end surface of the second positioning plate abuts against the second fastening nut.

9. The rail transit dual-path control brake according to claim 1, characterized in that: The first brake arm and the second brake arm are provided with avoiding holes in the middle portions, so as to avoid the tension rope between the movable pulley and the fixed pulley; one end of the tension rope is connected to the first brake arm, the other end of the tension rope is guided after being wound around the movable pulley, sequentially passes through the avoiding hole on the first brake arm, the avoiding hole on the second brake arm, and is guided again after being wound around the fixed pulley, and is connected to the second brake arm.

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