Railway hand brake crank arm lock

Abstract

The utility model discloses a railway hand brake crank arm lock which comprises a brake lock sleeve and a crank arm assembly. And a brake pad is movably mounted on the inner side of the brake lock sleeve. The crank arm assembly comprises a fixing base, a pressing rod, a crank arm rod, a linkage piece and a lock catch arm. One end of the pressing rod and one end of the crank arm rod are rotationally installed on the surface of the fixing base through rotating shafts respectively. Through manual operation, the crank arm rod deflects on the surface of the fixing base, the linkage piece is synchronously driven to deflect, the pressing pin on the linkage piece slides to the pressing opening along the surface of the pressing rod, and therefore the pressing rod is pushed to deflect, and the brake piece is driven to achieve rapid braking. After braking is completed, the stop tongue abuts against the abutting groove to form a self-locking state, loosening and springback are prevented, and stability and safety of braking are guaranteed. The utility model has the advantages of high braking response speed, flexibility in operation, stability in locking, reliability in resetting and the like, and is suitable for various railway braking systems.

Description

Technical Field

[0001] This utility model relates to the field of railway brake technology, specifically a railway handbrake crank arm lock. Background Technology

[0002] In railway transportation, the train braking system is a crucial component ensuring safe train operation. Existing railway handbrake systems primarily employ mechanical structures, requiring manual operation to brake and unlock the train. However, existing technology has the following shortcomings:

[0003] Existing handbrake devices typically maintain braking after the braking operation is completed through friction or a locking mechanism. Due to mechanical wear or impact, this structure may loosen due to vibration or external forces, leading to brake failure and posing a safety hazard. In the event that the brake is not fully locked or has become loose, the train may slide or move while stationary, endangering transportation safety.

[0004] Existing handbrake systems employ complex mechanical transmission structures, leading to lags or asynchrony in the coordination of multiple components during manual operation. This results in low force transmission efficiency, causing slow braking response and insufficient operational flexibility. In emergency braking or frequent start-stop situations, this lag in response can weaken braking effectiveness, compromising train operational safety.

[0005] In view of this, we have studied and improved upon the existing problems to provide a railway handbrake crank arm lock, aiming to solve the current problems and improve the practical value through this technology. Utility Model Content

[0006] The purpose of this utility model is to provide a railway handbrake crank arm lock to solve the problems of slow braking response, inflexible operation, unstable locking and short service life in the existing technology.

[0007] To achieve the above objectives, this utility model provides a railway handbrake crank arm lock, which includes: a brake lock sleeve and a crank arm assembly: wherein a brake pad is movably installed on the inner side of the brake lock sleeve.

[0008] The crank arm assembly includes: a fixed base, a pressure rod, a crank arm rod, a connecting plate, and a locking arm.

[0009] In this invention, the fixing seat is fixed to the surface of the brake lock sleeve.

[0010] In this embodiment: one end of the pressure rod and one end of the crank arm are respectively rotatably mounted on the surface of the fixed base via a rotating shaft; the surface of the connecting plate is provided with a pivot pin that is movably connected to the crank arm and the pressure rod; a plunger rod is movably mounted on the surface of the pressure rod, and one end of the plunger rod passes through the brake lock sleeve and is fixedly connected to the surface of the brake pad.

[0011] During braking operation: When the handbrake is operated, the plunger rod slides through the brake lock sleeve, pushing the brake pads to move vertically and linearly on the surface of the brake lock sleeve, thereby achieving effective braking of the train's brake disc or wheels.

[0012] During braking operation: The crank arm is manually controlled to deflect on the surface of the fixed seat, which synchronously drives the connecting plate to deflect. The pressure pin on the connecting plate slides along the surface of the pressure rod to the pressure port, causing the pressure rod to deflect, thereby achieving synchronous control of the deflection drive of the brake pad.

[0013] After braking is completed: the linkage plate is located on the inside of the crank arm and is triangular in shape; the connecting pin and the pressure pin on the linkage plate are located at the vertices of the triangle, so that it can be effectively driven and locked during operation.

[0014] One end of the locking arm is equipped with a stop tongue that mates with a groove on the linkage plate. When braking is complete, the stop tongue abuts against the groove, forming a self-locking state to prevent the braking device from loosening or failing when it is not unlocked. A spring is installed between the locking arm and the crank arm. During braking and locking, the spring's rebound force pushes the locking arm, keeping the stop tongue abutting against the groove, thereby achieving continuous stability during locking and ensuring the reliability and stability of the braking system.

[0015] The beneficial effects achieved by this utility model are as follows:

[0016] 1. In this utility model, by setting a cooperative structure between the stop tongue and the abutment groove, a self-locking state is formed. After the braking operation is completed, the braking device remains locked to prevent braking failure due to loosening or rebound, thereby improving the stability and safety of the system.

[0017] 2. In this utility model, by setting a cooperative structure between the connecting plate and the pressure rod, the crank arm can quickly drive the connecting plate and the pressure rod to deflect synchronously during manual operation, thereby achieving a rapid response of the brake pad, shortening the braking time, and improving the flexibility of operation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of one embodiment of the present utility model;

[0019] Figure 2 This is a schematic diagram of the cross-sectional structure of a crank arm assembly according to an embodiment of the present invention;

[0020] Figure 3 This is an exploded view of the crank arm assembly according to an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of the crank arm and locking arm structure of one embodiment of the present invention.

[0022] Figure label:

[0023] 100. Brake lock sleeve; 110. Brake pad;

[0024] 200, crank arm assembly; 210, fixed seat; 220, pressure rod; 230, crank arm rod; 240, connecting plate; 250, locking arm; 221, plunger rod; 222, pressure port; 241, abutment groove; 242, pressure pin; 251, spring; 252, stop tongue. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features of the present utility model can be combined with each other.

[0026] It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of this invention.

[0027] The following is in conjunction with the appendix Figures 1-4 This invention describes a railway handbrake crank arm lock provided by some embodiments of the present invention.

[0028] See Figure 1 This utility model provides a railway handbrake crank arm lock, which includes: a brake lock sleeve 100 and a crank arm assembly 200.

[0029] Brake pads 110 are movably mounted on the inner side of the brake lock sleeve 100.

[0030] The crank arm assembly 200 includes: a fixed base 210, a pressure rod 220, a crank arm rod 230, a connecting plate 240, and a locking arm 250.

[0031] In this embodiment, the fixing seat 210 is fixed to the surface of the brake lock sleeve 100.

[0032] 1. Component installation structure

[0033] One end of the pressure rod 220 and one end of the crank arm 230 are respectively rotatably mounted on the surface of the fixed base 210 via a rotating shaft.

[0034] The surface of the linkage plate 240 is provided with a pivot pin that is movably connected to the crank arm 230 and the pressure rod 220.

[0035] A plunger rod 221 is movably mounted on the surface of the pressure rod 220, and one end of the plunger rod 221 passes through the brake lock sleeve 100 and is fixedly connected to the surface of the brake pad 110.

[0036] 2. Braking process

[0037] When the handbrake is operated, the plunger rod 221 slides through the brake lock sleeve 100, pushing the brake pad 110 to move vertically and linearly on the surface of the brake lock sleeve 100, thereby achieving effective braking of the train brake disc or wheels.

[0038] 3. Deflection drive

[0039] During the braking operation, the crank arm 230 is manually controlled to deflect on the surface of the fixed seat 210, which synchronously drives the connecting plate 240 to deflect. The pressure pin 242 on the connecting plate 240 slides along the surface of the pressure rod 220 to the pressure port 222, thereby pushing the pressure rod 220 to deflect.

[0040] 4. Reset and Lock

[0041] The linkage plate 240 is located inside the crank arm 230 and is in the shape of a triangular plate. The connecting pin and the pressing pin 242 on the linkage plate 240 are located at the vertices of the triangle, which enables effective driving and locking during operation.

[0042] One end of the locking arm 250 is provided with a stop tongue 252 that cooperates with the abutment groove 241 on the linkage plate 240. When braking is completed, the stop tongue 252 abuts against the abutment groove 241 to form a self-locking state, so as to prevent the braking device from becoming loose or failing when it is not unlocked.

[0043] A spring 251 is provided between the locking arm 250 and the crank arm 230. When the brake is engaged, the rebound force generated by the spring 251 pushes the locking arm 250 to keep the stop tongue 252 in contact with the abutment groove 241, thereby achieving continuous stability during locking and ensuring the reliability and stability of the braking system.

[0044] 5. Unlocking Operation

[0045] During the unlocking process, pressing the locking arm 250 causes the locking arm 250 to deflect the spring 251 on the surface of the crank arm 230. At the same time, the stop tongue 252 disengages from the abutment groove 241 and simultaneously pulls the crank arm 230 to deflect on the surface of the fixed seat 210, causing the pressure pin 242 to disengage from the pressure port 222, thus quickly achieving braking and unlocking.

[0046] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0047] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A railway hand brake lever lock characterized by, The utility model relates to a brake locking sleeve (100) and a crank arm assembly (200) are included: The inner side of brake locking sleeve (100) is movably installed with brake pad (110), and the crank arm assembly (200) includes fixed seat (210), pressing rod (220), crank arm rod (230), linkage piece (240) and the lock catch arm (250) rotationally installed on the surface of crank arm rod (230); One end of pressing rod (220) and one end of crank arm rod (230) are rotationally installed on the surface of fixed seat (210), and fixed seat (210) is fixed on the surface of brake locking sleeve (100), the surface of linkage piece (240) is provided with the rotation pin movably connected with the surface of crank arm rod (230) and pressing rod (220), the surface of pressing rod (220) movably installs plunger rod (221), and one end of plunger rod (221) penetrates brake locking sleeve (100) and is fixedly connected with the surface of brake pad (110), the surface of pressing rod (220) is provided with pressure port (222), the surface of linkage piece (240) is provided with pressure pin (242), and the surface of pressure port (222) is abutted to realize the deflection drive of pressing rod (220), the surface of linkage piece (240) is provided with abutting groove (241), one end of lock catch arm (250) is provided with stop tongue (252) for abutting with the surface of abutting groove (241), and spring (251) is arranged between lock catch arm (250) and crank arm rod (230) for pushing lock catch arm (250) to deflect. Plunger rod (221) slides through brake locking sleeve (100) for pushing brake pad (110) to move linearly perpendicularly to the surface of brake locking sleeve (100), and plunger rod (221) is movably connected with the surface of pressing rod (220).

2. A railway hand brake lever arm lock according to claim 1 wherein, Crank arm rod (230) is synchronously driven to deflect in the deflection movement of fixed seat (210) surface, makes pressure pin (242) slide along the surface of pressing rod (220) to pressure port (222), for pushing pressing rod (220) to deflect.

3. A railway hand brake lever arm lock according to claim 1 wherein, Linkage piece (240) is located in the inner side of crank arm rod (230), linkage piece (240) is triangular plate, and the rotation pin and pressure pin (242) movably connected with the surface of pressing rod (220) and crank arm rod (230) are respectively located at the triangular apex of linkage piece (240).

4. A railway hand brake lever arm lock according to claim 1 wherein, Plunger rod (221) is provided with elastic connecting piece at the connection with brake pad (110), and the elastic connecting piece is one of spring (251) or rubber column.

5. A railway hand brake lever arm lock according to claim 1 wherein, ​

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