Brake sleeve structure for rail transit

Abstract

The utility model discloses a rail transit brake sleeve structure which comprises a first sleeve and a second sleeve, the first sleeve and the second sleeve are respectively matched with two ends of a connecting pipe in an inserted mode, and outer threads are respectively arranged on the peripheral walls of one ends, close to the connecting pipe, of the first sleeve and the second sleeve. Connecting pieces are arranged between the first sleeve and the connecting pipe and between the second sleeve and the connecting pipe respectively, each connecting piece comprises a first threaded sleeve in threaded connection with the first sleeve or the second sleeve, first sliding sleeves are fixedly arranged at the ends, away from the connecting pipe, of the first threaded sleeves respectively, and the outer diameter of the first sliding sleeves is smaller than that of the first threaded sleeves. The inner circumferential wall of the first sliding sleeve is in clearance fit with the outer circumferential wall of the first sleeve or the second sleeve, and a locking mechanism used for being detachably connected with the connecting pipe is arranged on the first sliding sleeve. According to the utility model, the adaptive adjustment of the overall length of the brake sleeve structure can be realized, and the overall structural strength of the brake sleeve structure can be effectively ensured.

Description

TECHNICAL FIELD

[0001] The utility model relates to rail transit braking system accessory technical field especially relates to a rail transit brake bush structure. BACKGROUND

[0002] With the rapid development of rail transit, the reliability and adaptability of train braking system are increasingly improved. As a key component in the braking system, the brake bush is mainly used for transmitting braking force or protecting the internal brake pipeline. At present, the traditional brake bush is designed with fixed length, which has the problem of insufficient adaptability in actual application. Since the layout length of the brake pipeline may be different under different working conditions of the same vehicle type or the same vehicle type, the fixed length bush is difficult to match flexibly. If the length of the bush does not match the demand, specific specifications need to be customized, which increases the inventory and replacement cost of spare parts. At the same time, the disassembly and adjustment process is complex, which prolongs the maintenance time. The brake bush structure for rail transit disclosed in CN CN202121725010.3 can increase the length of the bush body by fixing the lengthening pipe at one end of the bush body through the connecting piece. However, the setting of the connecting piece reduces the overall structural strength of the bush, and the connection between the lengthening pipe and the bush body causes the external leakage of the brake pipeline, which is difficult to protect the brake pipeline effectively. SUMMARY

[0003] The utility model aims at providing a brake bush structure for rail transit to solve the technical problems mentioned in the background.

[0004] To solve the above technical problems, the utility model adopts the following technical scheme:

[0005] The utility model relates to a brake bush structure for rail transit, which comprises a first bush and a second bush with the same specifications. The first bush and the second bush are respectively inserted and matched with both ends of a connecting pipe. External threads are respectively formed on the outer peripheral walls of the ends of the first bush and the second bush close to the connecting pipe. Connecting pieces are respectively arranged between the first bush, the second bush and the connecting pipe. Each connecting piece comprises a first threaded sleeve threadedly connected with the first bush or the second bush. A first sliding sleeve is respectively fixedly arranged at the end of the first threaded sleeve away from the connecting pipe. The outer diameter of the first sliding sleeve is smaller than that of the first threaded sleeve. The inner peripheral wall of the first sliding sleeve is gap matched with the outer peripheral wall of the first bush or the second bush. A locking mechanism for detachably connecting with the connecting pipe is arranged on the first sliding sleeve.

[0006] Further, two first rotating handles for driving the rotation of each first sliding sleeve are respectively and symmetrically fixedly arranged at the end of the first sliding sleeve away from the corresponding first threaded sleeve.

[0007] Further, each of the locking mechanisms comprises a second threaded sleeve sleeved on the outside of the first sleeve, a gap is reserved between the inner circumferential wall of the second threaded sleeve and the outer circumferential wall of the first threaded sleeve, and outer threads are formed on the outer circumferential walls of the two ends of the connecting pipe and matched with the inner threads of the second threaded sleeve.

[0008] Further, each of the second threaded sleeves is fixedly provided with a second sleeve away from one end of the connecting pipe, and the inner circumferential wall of the second sleeve is in sliding fit with the outer circumferential wall of the first sleeve.

[0009] Further, the first sleeve is fixedly provided with a limiting convex ring with an outer diameter greater than the inner diameter of the second sleeve.

[0010] Still further, two second rotating handles for driving the rotation of the second threaded sleeve are fixedly arranged on the outer circumferential wall of the second threaded sleeve in symmetry.

[0011] Compared with the prior art, the beneficial technical effects of the utility model are as follows:

[0012] In actual application, the utility model can adjust the insertion depth of the first sleeve and the second sleeve in the connecting pipe according to the pipeline layout length of the rail transit braking system, so as to realize adaptive adjustment of the overall length of the brake sleeve structure and improve the applicability of the brake sleeve structure. After the length adjustment of the sleeve structure is completed, the corresponding first sleeve or second sleeve can be fixedly connected through the first threaded sleeve on the first sleeve, and then the corresponding end of the connecting pipe can be fixedly connected through the second threaded sleeve on the second sleeve, so that the fixed connection of the first sleeve and the second sleeve of the brake sleeve structure after length adjustment can be realized quickly, the overall structural strength of the brake sleeve structure can be effectively ensured, and the protection performance of the brake sleeve structure can be ensured without causing the brake pipeline to leak. BRIEF DESCRIPTION OF DRAWINGS

[0013] The utility model will be further described below in combination with the drawings.

[0014] Fig. 1 It is the overall cross section structure schematic view of the utility model;

[0015] Fig. 2 It is the connecting piece solid structure schematic view of the utility model;

[0016] Fig. 3 It is the connecting piece cross section structure schematic view of the utility model;

[0017] Mark explanation: 1, first sleeve;2, second sleeve;3, connecting pipe;4, first threaded sleeve;5, first sleeve;6, first rotating handle;7, second threaded sleeve;8, second sleeve;9, limiting convex ring;10, second rotating handle. DETAILED DESCRIPTION

[0018] As Figs. 1-3 shown in the drawings, a brake sleeve structure for rail transit includes a first sleeve 1 and a second sleeve 2 of the same size, which are respectively inserted into both ends of a connecting pipe 3. The first sleeve 1 and the second sleeve 2 are respectively provided with external threads on the outer peripheral walls of one end close to the connecting pipe 3, and a connecting piece is respectively arranged between the first sleeve 1, the second sleeve 2 and the connecting pipe 3.

[0019] In this embodiment, each connecting piece includes a first threaded sleeve 4 threadedly connected with the first sleeve 1 or the second sleeve 2, and the first threaded sleeve 4 is respectively fixedly provided with a first sliding sleeve 5 away from one end of the connecting pipe 3, and the outer diameter of the first sliding sleeve 5 is smaller than that of the first threaded sleeve 4. The inner peripheral wall of the first sliding sleeve is respectively gap-fitted with the outer peripheral wall of the first sleeve 1 or the second sleeve 2, and each first sliding sleeve 5 is respectively fixedly provided with two first rotating handles 6 symmetrically away from one end of the corresponding first threaded sleeve 4 for driving rotation thereof.

[0020] The first sliding sleeve 5 is provided with a locking mechanism for detachable connection with the connecting pipe 3.

[0021] In this example, each locking mechanism includes a second threaded sleeve 7 slidingly sleeved on the outside of the first sliding sleeve 5, and a gap is reserved between the inner peripheral wall of the second threaded sleeve 7 and the outer peripheral wall of the first threaded sleeve 4. Specifically, each second threaded sleeve 7 is respectively fixedly provided with a second sliding sleeve 8 away from one end of the connecting pipe 3, and the inner peripheral wall of the second sliding sleeve 8 is slidingly fitted with the outer peripheral wall of the first sliding sleeve 5. In addition, the first sliding sleeve 5 is fixedly provided with a limiting convex ring 9 having an outer diameter greater than the inner diameter of the second sliding sleeve 8, so as to limit the second sliding sleeve 8 to slide in the area between the limiting convex ring 9 and the first threaded sleeve 4, so that the second sliding sleeve 8 and the second threaded sleeve 7 cannot be separated from the first sliding sleeve 5.

[0022] The outer peripheral walls of both ends of the connecting pipe 3 are respectively provided with external threads matched with the internal threads of the second threaded sleeve 7, and in addition, the outer peripheral wall of the second threaded sleeve 7 is fixedly provided with two second rotating handles 10 symmetrically for driving rotation thereof.

[0023] The utility model discloses when actual application, can adjust the first sleeve pipe and the second sleeve pipe in the insertion depth of connecting pipe according to the pipeline layout length of rail transit braking system, thereby realize the adaptive regulation of the overall length of brake sleeve pipe structure, improve the applicability of brake sleeve pipe structure. When adjusting is completed, first fixed first sleeve pipe, rotate the first sliding sleeve on first sleeve pipe through first screw handle, because with the first sliding sleeve fixed connection's first threaded sleeve is with first sleeve pipe thread connection, thereby in the first sliding sleeve rotation process first threaded sleeve still drive first sliding sleeve linear motion along the axial direction of first sleeve pipe until the end of first threaded sleeve and connect sleeve, then the second sliding sleeve on this first sliding sleeve slides to the direction close to connecting pipe, when the second threaded sleeve on second sliding sleeve contacts the outer wall of connecting pipe, rotate the second threaded sleeve through second screw handle to make the second threaded sleeve gradually with connecting sleeve thread connection, thereby realized the fixed connection of first sleeve pipe and connecting sleeve. Then fixed second sleeve pipe, the operation mode when fixed second sleeve pipe is same with when fixed first sleeve pipe, this specification does not repeat. Thus realized the structure fixation of brake sleeve pipe structure after length adjustment.

[0024] The above-described embodiments are merely preferred modes of the utility model, and do not limit the scope of the utility model, and various modifications and improvements to the technical scheme of the utility model made by those skilled in the art without departing from the design spirit of the utility model shall fall within the protection scope of the utility model.

Claims

1. A brake hose structure for rail vehicles, characterized by: The utility model provides a detachable connecting pipe, which comprises a first sleeve and a second sleeve with the same specification, the first sleeve and the second sleeve are respectively inserted into two ends of a connecting pipe, an outer thread is formed on an outer peripheral wall of one end of the connecting pipe close to the first sleeve and the second sleeve, a connecting piece is arranged between the first sleeve, the second sleeve and the connecting pipe, each connecting piece comprises a first threaded sleeve which is threadedly connected with the first sleeve or the second sleeve, a first sliding sleeve is fixedly arranged at one end of the first threaded sleeve away from the connecting pipe, and the outer diameter of the first sliding sleeve is smaller than the outer diameter of the first threaded sleeve; the inner peripheral wall of the first sliding sleeve is in clearance fit with the outer peripheral wall of the first sleeve or the second sleeve, and a locking mechanism for detachable connection with the connecting pipe is arranged on the first sliding sleeve.

2. The brake hose structure for rail vehicles according to claim 1, characterized in that: Two first rotating handles for driving the rotation of each first sliding sleeve are symmetrically fixed at one end of the first sliding sleeve away from the corresponding first threaded sleeve.

3. The brake hose structure for rail vehicles according to claim 1, characterized in that: Each locking mechanism comprises a second threaded sleeve which is sleeved on the outside of the first sliding sleeve, a gap is reserved between the inner peripheral wall of the second threaded sleeve and the outer peripheral wall of the first threaded sleeve, and an outer thread is formed on the outer peripheral wall of each end of the connecting pipe and is matched with the inner thread of the second threaded sleeve.

4. The brake bushing structure for rail vehicles according to claim 3, characterized in that: A second sliding sleeve is fixedly arranged at one end of each second threaded sleeve away from the connecting pipe, and the inner peripheral wall of the second sliding sleeve is in sliding fit with the outer peripheral wall of the first sliding sleeve.

5. The brake hose structure for rail vehicles according to claim 4, characterized in that: A limiting convex ring with an outer diameter larger than the inner diameter of the second sliding sleeve is fixedly arranged on the first sliding sleeve.

6. The brake hose structure for rail vehicles according to claim 3, characterized in that: Two second rotating handles for driving the rotation of each second threaded sleeve are symmetrically fixed on the outer peripheral wall of the second threaded sleeve.

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