Disassembling and assembling device for brake head bush of railway passenger train

Abstract

The utility model discloses a railway passenger train brake head bush dismounting device which comprises a bolt, a brake head anti-deformation mechanism and a locking matching mechanism, the brake head anti-deformation mechanism and the locking matching mechanism are assembled on the bolt, and the brake head anti-deformation mechanism is used for being installed between two bush assembling plates of a brake head. The two lining assembling plates are respectively provided with lining assembling holes which are coaxially distributed with the bolts; the bolt comprises a screw portion and a driving portion which are integrally connected, the locking matching mechanism is in threaded connection with the screw portion, a sleeve is arranged between the driving portion and the brake head anti-deformation mechanism, a sleeve is arranged between the locking matching mechanism and the brake head anti-deformation mechanism, and the sleeves are bushings matched with the bushing assembly holes or sleeve withdrawing sleeves higher than the bushings. According to the utility model, the bush assembly plate of the brake head can be effectively prevented from being extruded and deformed, so that the maintenance cost is reduced, the two bushings can be inlaid or withdrawn at the same time, and the maintenance efficiency of the brake head is improved; in addition, use and operation are easy, and the requirement for maintainers is low.

Description

A device for disassembling and assembling brake shoe bushings for railway passenger trains Technical Field

[0001] This utility model relates to the field of brake shoe repair technology, and in particular to a device for disassembling and assembling brake shoe bushings for railway passenger trains. Background Technology

[0002] Trains are one of the main modes of transportation for the public. With the ever-increasing travel demands, the number of trains in operation has grown rapidly. This has led to a continuous increase in the number and frequency of train maintenance, which in turn directly increases the number of brake shoe repairs required in the train braking system. To ensure the safety and comfort of passengers and meet their growing travel needs, while reducing maintenance costs and improving the efficiency and pass rate of brake shoe repairs, higher requirements have been placed on the following:

[0003] Currently, brake shoe towing maintenance involves directly pressing or removing the bushings using a press and sleeve. However, due to errors in the spacing between the two bushing fitting plates on the brake shoe towing and the inability to precisely control the press stroke, the bushing area of ​​the brake shoe towing is frequently deformed. Furthermore, pressing one bushing at a time on one side is relatively inefficient and places high demands on maintenance personnel's ability to operate the press, increasing the risk of quality issues at the source. Additionally, deforming the bushing fitting plates of the brake shoe towing can easily lead to its scrapping, wasting significant manpower and resources and increasing maintenance costs.

[0004] The main problems with existing press-fitting methods are as follows:

[0005] (1) Pressing or unpressing the sleeve directly with a press and sleeve is prone to deformation at the sleeve due to the error in the spacing between the two bushing fitting plates on the brake shoe and the inability to precisely control the stroke of the press, which leads to scrapping and increased maintenance costs.

[0006] (2) The press machine and sleeve can only press one bushing at a time on one side, which results in low maintenance efficiency and requires a high level of proficiency from the maintenance personnel in operating the press machine.

[0007] (3) Because the brake shoe is an irregular structure, it may tilt during the press installation, which may break the bushing and cause metal fragments to fall off or squeeze fingers, posing a safety risk.

[0008] (4) The maintenance and repair costs of press equipment are high and the equipment price is expensive. Due to the high cost of purchasing press equipment, multiple people cannot perform the bushing at the same time, resulting in low production efficiency. Summary of the Invention

[0009] The purpose of this utility model is to provide a device for disassembling and assembling brake shoe bushings for railway passenger trains, which can effectively solve the problems of easy extrusion deformation and low maintenance efficiency caused by the conventional use of a press and sleeve to directly press or unscrew the bushing as mentioned in the background art.

[0010] To achieve the above objectives, the present invention adopts the following technical solution:

[0011] A device for disassembling and assembling brake shoe bushings for railway passenger trains includes a bolt and a brake shoe anti-deformation mechanism and a locking engagement mechanism mounted on the bolt. The brake shoe anti-deformation mechanism is used to install between two bushing fitting plates of the brake shoe, and the two bushing fitting plates are respectively provided with bushing fitting holes distributed coaxially with the bolt. The bolt includes an integrally connected screw part and a driving part. The locking engagement mechanism is threadedly connected to the screw part. A sleeve is provided between the driving part and the brake shoe anti-deformation mechanism, and between the locking engagement mechanism and the brake shoe anti-deformation mechanism. The sleeve is a bushing adapted to the bushing fitting hole or a sleeve with a height higher than the bushing.

[0012] Furthermore, the brake shoe anti-deformation mechanism includes an anti-deformation base and an anti-deformation top plate. The anti-deformation base has an open top plate assembly cavity, and the side wall of the anti-deformation top plate is slidably connected to the top plate assembly cavity. The anti-deformation base is provided with a first through hole for the screw portion to pass through, and the anti-deformation top plate is provided with a second through hole for the screw portion to pass through. An adjustment mechanism for driving the anti-deformation top plate to translate along the length direction of the screw portion is provided between the anti-deformation base and the anti-deformation top plate.

[0013] Furthermore, the adjustment mechanism includes at least one column rotatably mounted in the top plate assembly cavity and a rotary drive component rotatably mounted on the side wall of the anti-deformation base. The column is perpendicular to the anti-deformation top plate. The upper part of the column is provided with a threaded drive section. The anti-deformation top plate is provided with a threaded connection hole adapted to the threaded connection of the threaded drive section. The lower part of the column is meshed and connected to the rotary drive component through a gear set.

[0014] Furthermore, the rotary drive includes a rotating shaft and a turntable connected to each other, and a plurality of levers are connected to the side wall of the turntable.

[0015] Furthermore, the number of columns is three, and the three columns are distributed in an equilateral triangle.

[0016] Furthermore, both the first through hole and the second through hole are threaded through holes adapted to the threaded connection of the screw section.

[0017] Furthermore, the locking mechanism includes a nut threadedly connected to the screw portion, a first baffle disposed at one end of the nut, a second baffle disposed at the other end of the nut, and a spring and a limiting member fitted on the nut. The spring and the limiting member are located between the first baffle and the second baffle. The limiting member has a guide hole that is slidably connected to the outer wall of the nut. The limiting member is connected to a first locking plate for abutting against the side wall of a bushing fitting plate distributed near the nut.

[0018] Furthermore, the driving part is an external hexagonal bolt head or a gear. Furthermore, a first pressure plate mechanism is provided between the driving part and the brake shoe anti-deformation mechanism, and a second pressure plate mechanism is provided between the locking mechanism and the brake shoe anti-deformation mechanism; both the first and second pressure plate mechanisms include a pressure plate cover, a pressure plate, and a bearing installed between the pressure plate cover and the pressure plate. The pressure plate has a third through hole through which the screw part passes. A positioning protrusion for pre-positioning the sleeve is provided on the side surface of the pressure plate near the bushing fitting plate, and the positioning protrusion is coaxially distributed with the third through hole.

[0019] Furthermore, the pressure plate is provided with slots distributed along the length of the screw section, and the first pressure plate mechanism also includes a second clamping plate. The second clamping plate is inserted into the slots, one end of the second clamping plate abuts against the side wall of the bushing fitting plate distributed near the drive section, and the other end of the second clamping plate is connected to a lifting plate.

[0020] Compared with the prior art, this utility model provides a device for disassembling and assembling brake shoe bushings for railway passenger trains, which has the following advantages:

[0021] (1) By using this device to insert or remove the bushing, the bushing assembly plate of the brake shoe holder can be effectively prevented from being squeezed and deformed, thereby reducing maintenance costs.

[0022] (2) By using this device to insert or remove bushings, two bushings can be inserted or removed simultaneously, which improves the maintenance efficiency of brake shoe holders.

[0023] (3) It can be used with simple installation, with low requirements for maintenance personnel. The brake shoe anti-deformation mechanism can be used separately. That is, the brake shoe anti-deformation mechanism only needs to be installed during the bushing process, while the brake shoe anti-deformation mechanism can be separated during the unsleeving process without installation. Alternatively, the brake shoe anti-deformation mechanism can be used in conjunction with the existing press to complete the bushing operation.

[0024] (4) When inserting or removing the bushing through this device, the bushing will not tilt, eliminating potential safety risks.

[0025] (5) The device is inexpensive to manufacture and has low maintenance costs. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 is an exploded view of the overall components of this utility model;

[0028] Figure 2 is a schematic diagram of the anti-deformation mechanism of the brake shoe support;

[0029] Figure 3 is a schematic diagram of the adjustment mechanism;

[0030] Figure 4 is a schematic diagram of the anti-deformation top plate;

[0031] Figure 5 is a schematic diagram of the locking mechanism;

[0032] Figure 6 is a schematic diagram of the assembly of the pressure plate cover, bearing and pressure plate;

[0033] Figure 7 is a schematic diagram of inserting the brake shoe anti-deformation mechanism between the two bushing fitting plates on the brake shoe;

[0034] Figure 8 is a schematic diagram of adjusting the position of the anti-deformation top plate by using bolts and a rotary drive component;

[0035] Figure 9 is a three-dimensional structural diagram of the bushing when it is just aligned and ready to be pressed into the bushing fitting hole during the bushing process.

[0036] Figure 10 is a half-section diagram of the bushing structure when the bushing is just aligned and ready to be pressed into the bushing fitting hole during the bushing process.

[0037] Figure 11 is a three-dimensional structural diagram of the bushing when the unsleeving sleeve just abuts the bushing during the unsleeving process.

[0038] Figure 12 is a half-section diagram of the structure when the unsleeving sleeve just abuts the bushing during the unsleeving process.

[0039] Figure 13 is a schematic diagram of a half-section structure after the bushing has been completely pushed out of the bushing fitting hole by the unsleeving sleeve during the unsleeving process.

[0040] Reference numerals: 1. Bolt; 11. Screw section; 12. Drive section; 2. Brake shoe support anti-deformation mechanism; 21. Anti-deformation base; 211. Top plate assembly cavity; 212. First through hole; 22. Anti-deformation top plate; 221. Second through hole; 222. Threaded connection hole; 23. Adjustment mechanism; 231. Column; 2311. Threaded drive section; 232. Rotary drive component; 2321. Shaft section; 2322. Turntable section; 2323. Actuating lever; 233. Gear set; 2331. First spur gear; 2332. First bevel gear; 2333. Second bevel gear; 234. Second spur gear 1. Wheel; 235. Third spur gear; 236. Fourth spur gear; 3. Locking mechanism; 31. Nut; 32. First baffle; 33. Second baffle; 34. Spring; 35. Limiting element; 351. Guide hole; 352. First clamping plate; 4. First pressure plate mechanism; 41. Pressure plate cover; 42. Pressure plate; 421. Third through hole; 422. Positioning convex ring; 423. Slot; 43. Bearing; 44. Second clamping plate; 441. Lifting plate; 45. Screw; 5. Second pressure plate mechanism; 6. Brake shoe support; 61. Bushing fitting plate; 611. Bushing fitting hole; 7. Bushing; 8. Unsleeving sleeve. Detailed Implementation

[0041] The technical solution of this utility model will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0042] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to 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 this utility model.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0044] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0045] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature and the second feature are in direct contact, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0046] The present invention will be further described in detail below through detailed embodiments and in conjunction with the accompanying drawings.

[0047] Please refer to Figures 1 to 13. This embodiment provides a brake shoe bushing disassembly and assembly device for railway passenger trains, including a bolt 1 and a brake shoe anti-deformation mechanism 2 and a locking engagement mechanism 3 assembled on the bolt 1. The brake shoe anti-deformation mechanism 2 is used to install between two bushing fitting plates 61 of the brake shoe 6. The two bushing fitting plates 61 are respectively provided with bushing fitting holes 611 coaxially distributed with the bolt 1. The bolt 1 includes an integrally connected screw part 11 and a driving part 12. The locking engagement mechanism 3 is threadedly connected to the screw part 11. A sleeve is provided between the driving part 12 and the brake shoe anti-deformation mechanism 2, and between the locking engagement mechanism 3 and the brake shoe anti-deformation mechanism 2. The sleeve is a bushing 7 adapted to the bushing fitting hole 611 or a sleeve 8 with a height higher than the bushing. By adding a brake shoe holder anti-deformation mechanism, it is ensured that the bushing mating plate is not squeezed and deformed during the bushing installation process, and the brake shoe holder anti-deformation mechanism can be removed during the bushing removal process. That is, the bushing installation process and the bushing removal process are two separate operations, and the brake shoe holder anti-deformation mechanism can be used separately. In this way, the operation is simple and safe, and the installation or removal of two bushings can be completed in one operation, which greatly improves the maintenance efficiency of the brake shoe holder.

[0048] In this example, bushing 7 has an outer diameter of φ30mm, an inner diameter of φ20mm, and a height of 12mm; the unsleeving sleeve 8 has an outer diameter of φ30mm, an inner diameter of φ20mm, and a height of 14mm. The higher unsleeving sleeve avoids contact with the brake shoe support bushing fitting plate during unsleeving, thus preventing damage to the brake shoe support. Calculations (assuming the bushing fitting hole is rigid) show that the pressing force for the bushing or unsleeving sleeve is between 58.5kN and 68.2kN. The device structure of this invention requires a torque of 131.6N·m to 153.6N·m to generate this pressing force. Considering the pressing coefficient is 3, an electric torque motor with a torque output of 461N·m is used as the power device to drive the bolt rotation. Bolt 1 is a high-strength M16 bolt of grade 10.9, with a maximum torque of 480N·m.

[0049] In some embodiments, referring to Figures 1-4 and 7-10, the brake shoe anti-deformation mechanism 2 includes an anti-deformation base 21 and an anti-deformation top plate 22. The anti-deformation base 21 has an open top plate assembly cavity 211. The sidewall of the anti-deformation top plate 22 is slidably connected to the top plate assembly cavity 211. The anti-deformation base 21 has a first through hole 212 through which the screw portion 11 passes, and the anti-deformation top plate 22 has a second through hole 221 through which the screw portion 11 passes. An adjustment mechanism 23 for driving the anti-deformation top plate 22 to translate along the length direction of the screw portion 11 is provided between the anti-deformation base 21 and the anti-deformation top plate 22. By operating the adjustment mechanism, the anti-deformation top plate can be raised or lowered along the height direction and kept in a fixed position.

[0050] In some specific embodiments, referring to Figures 2-4 and 7-10, the adjusting mechanism 23 includes at least one column 231 rotatably mounted in the top plate assembly cavity 211 and a rotary drive component 232 rotatably mounted on the side wall of the anti-deformation base 21. The column 231 is perpendicularly distributed to the anti-deformation top plate 22. The upper part of the column 231 is provided with a threaded drive section 2311. The anti-deformation top plate 22 has a threaded connection hole 222 adapted to the threaded connection of the threaded drive section 2311. The lower part of the column 231 is meshed and transmitted with the rotary drive component 232 through a gear set 233. Specifically, the rotary drive component 232 includes a rotating shaft part 2321 and a turntable part 2322 connected together. The side wall of the turntable part 2322 is connected with a plurality of actuating rods 2323 for easy rotation. In this way, by moving the lever to rotate the turntable, the column can be rotated, thereby using the threaded connection to drive the anti-deformation top plate to rise and fall smoothly and to support and maintain the anti-deformation top plate at a constant height.

[0051] As an improved implementation, as shown in Figures 2-4, both the first through hole 212 and the second through hole 221 are threaded through holes adapted to the threaded connection of the screw portion 11. Thus, after the anti-deformation top plate height adjustment is completed, the first through hole can be used for centering and positioning, ensuring that the bolt, bushing, and bushing mating hole are on the same central axis, allowing the bushing to be accurately pressed into the bushing mating hole. Furthermore, by designing the first and second through holes as threaded through holes adapted to the screw portion, the preload force of the nut in the locking mechanism can be reduced using a threaded connection.

[0052] In a preferred embodiment, to ensure the anti-deformation top plate can be subjected to balanced force and rise and fall smoothly, as shown in Figures 2-4, three columns 231 are provided, arranged in an equilateral triangle. As an example, two of the columns 231 are left-handed, and the other is right-handed; that is, the threaded drive sections 2311 on the two columns 231 closest to the rotary drive member 232 are left-handed threads, and the threaded drive section 2311 on the other column 231 is a right-handed thread. The gear set 233 includes a first spur gear 2331 and meshing first bevel gear 2332 and second bevel gear 2333. The first bevel gear 2332 is fixedly connected to the rotating shaft 2321 of the rotary drive member 232, and the second bevel gear 233... 3. The first spur gear 2331 is fixedly connected to the first spur gear 2331, which is rotatably connected to the bottom wall of the anti-deformation base 21. A second spur gear 234 is installed at the lower part of each of the two left-handed columns 231, and a third spur gear 235 is installed at the lower part of the right-handed column 231. The two second spur gears 234 mesh with the first spur gear 2331 respectively. The third spur gear 235 meshes with one of the second spur gears 234 through two fourth spur gears 236 (the number can be adjusted flexibly according to the space). The second spur gears 234 and the third spur gear 235 have the same number of teeth, ensuring that the right-handed third spur gear has the same transmission ratio as the two left-handed second spur gears, thus allowing the anti-deformation top plate to rise or fall smoothly and horizontally.

[0053] Specifically, due to manufacturing errors in the distance between the two bushing fitting plates of the brake shoe holder, the spacing ranges from 45 to 50 mm (e.g., 48 mm). Therefore, the stroke design of the anti-deformation top plate is S = 0 to 5 mm, and the position of the anti-deformation top plate can be precisely adjusted. The specific formula is: S = n × p × x × i (where n is the number of thread lines, p is the thread pitch, x is the number of rotations of the turntable, and i is the transmission ratio between the second spur gear and the first spur gear). Simultaneously, the self-locking condition is satisfied as follows: (where φ is the helix angle) f is the equivalent friction angle. v(where f is the equivalent friction coefficient of the helical pair, β is the friction coefficient, and β is the tooth angle). Calculations show that the brake shoe anti-deformation mechanism can withstand approximately 282 kN of axial pressure; therefore, the brake shoe anti-deformation mechanism meets the stroke and strength design requirements.

[0054] In some embodiments, referring to Figures 1, 5, and 8-13, the locking mechanism 3 includes a nut 31 threadedly connected to the screw portion 11, a first baffle 32 disposed at one end of the nut 31, a second baffle 33 disposed at the other end of the nut 31, and a spring 34 and a limiting member 35 fitted onto the nut 31. The spring 34 and the limiting member 35 are located between the first baffle 32 and the second baffle 33. The limiting member 35 has a guide hole 351 that is slidably connected to the outer wall of the nut 31. The limiting member 35 is connected to a first clamping plate 352 for abutting against the side wall of the bushing fitting plate 61 distributed near the nut 31. Thus, when the drive bolt rotates, the first clamping plate abuts against the side wall of the bushing fitting plate to form a limiting and anti-rotation function, thereby generating a clamping force on the nut, which in turn enables the insertion or removal of the bushing.

[0055] Specifically, as an example, nut 31 is a high-strength grade 10 M16 hexagonal nut. Spring 34 is a compression spring with an outer diameter of 29mm, a wire diameter of 1mm, and a free length of 10mm. First baffle 32 and second baffle 33 are connected to nut 31 by welding or threaded connection, respectively. First clamping plate 32 and limiting member 35 are machined from iron parts. In this way, through the limiting of the first baffle and second baffle, the limiting member connected to the first clamping plate can be assembled with the spring and nut, and the limiting member can elastically move on the nut within the axial range of 0-6mm, thereby ensuring that the first clamping plate can maintain contact with the bushing fitting plate.

[0056] In some specific embodiments, referring to Figures 1 and 8-13, the drive unit 12 is an external hexagonal bolt head. Thus, an existing electric torque converter can be used to directly drive the screw part to rotate, thereby completing the inserting and removing of the sleeve. Furthermore, in other embodiments, as an alternative driving method, the drive unit 12 can be configured as a gear structure (e.g., a bevel gear) fixedly connected to the screw part 11. In this case, a motor equipped with gears can be used as the drive device to mesh and drive the screw part to rotate, thereby completing the inserting and removing of the sleeve and achieving automation.

[0057] As an improved implementation, to further improve the accuracy of bushing insertion and removal processes and to more smoothly and steadily move the bushing or removal sleeve, referring to Figures 1, 6, and 8-13, a first pressure plate mechanism 4 is provided between the drive unit 12 and the brake shoe anti-deformation mechanism 2, and a second pressure plate mechanism 5 is provided between the locking mechanism 3 and the brake shoe anti-deformation mechanism 2. Specifically, as shown in Figure 6, both the first pressure plate mechanism 4 and the second pressure plate mechanism 5 include a pressure plate cover 41, a pressure plate 42, and a bearing 43 installed between the pressure plate cover 41 and the pressure plate 42. The pressure plate 42 has a third through hole 421 through which the screw part 11 passes. The side surface of the pressure plate 42 near the bushing fitting plate 61 is provided with a positioning protrusion ring 422 for pre-positioning the sleeve. The positioning protrusion ring 422 is coaxially distributed with the third through hole 421. In this way, the bushing or removal sleeve can be positioned and installed, thereby maintaining coaxial distribution with the bolt, thus achieving precise bushing insertion or removal operations. Specifically, the pressure plate cover is fixedly connected to the pressure plate by screws.

[0058] In some specific embodiments, as shown in FIG6, the pressure plate 42 is provided with slots 423 distributed along the length direction of the screw portion 11. As shown in FIG1 and FIG8-13, the first pressure plate mechanism 4 further includes a second locking plate 44, which is inserted into the slots 423. One end of the second locking plate 44 abuts against the side wall of the bushing fitting plate 61 distributed near the drive portion 12, and the other end of the second locking plate 44 is connected to a lifting plate 441. As an example, the material of the second locking plate is an iron plate. In use, the second locking plate can be automatically locked in the slot under the action of gravity, so that the second locking plate always remains in contact with the side wall of the bushing fitting plate of the brake shoe holder during the process of the first pressure plate mechanism being moved down by the twisting bolt.

[0059] The process of installing and removing brake shoe covers for railway passenger trains using this utility model is as follows:

[0060] I. Setting Process

[0061] Step 1: Referring to Figure 7, first place the brake shoe support anti-deformation mechanism 2 between the two bushing fitting plates 61 of the brake shoe support 6, and press the side of the anti-deformation base 21 away from the rotating drive component 232 against the brake shoe support 6. Then, align the bushing fitting hole 611 with the first through hole 212 and the second through hole 221 on the brake shoe support anti-deformation mechanism 2. Manually move the lever 2323 to rotate the turntable 2322, so that the anti-deformation top plate 22 rises and contacts the bushing fitting plate 61 (i.e., just make sure the brake shoe support anti-deformation mechanism can move slightly).

[0062] Step 2: Referring to Figure 8, first engage a bushing 7 with the positioning protrusion 422 on the first pressure plate mechanism 4, then mount the first pressure plate mechanism 4 onto the bolt 1. Tighten the bolt 1 to rotate and insert it into the second through hole 221 on the anti-deformation top plate 22 to achieve complete centering. Then, move the rotating turntable 2322 to further adjust the height of the anti-deformation top plate 22, so that the anti-deformation top plate 22 and the anti-deformation base 21 are facing opposite directions and abut against the two bushing fitting plates 61 and remain completely in contact (i.e., the brake shoe anti-deformation mechanism cannot be moved at this time). Then, continue to rotate the bolt 1 through the first through hole 212 on the anti-deformation base 21.

[0063] Step 3: Referring to Figures 8 to 10, first engage the other bushing 7 with the positioning protrusion 422 on the second pressure plate mechanism 5. Then, stack the second pressure plate mechanism 5 and the locking engagement mechanism 3 under the brake shoe support 6. Insert the second locking plate 44 into the slot 423 on the first pressure plate mechanism 4 to abut against the side wall of the upper bushing fitting plate 61. Insert the first locking plate 352 into the slot 423 on the second pressure plate mechanism 5 to abut against the side wall of the lower bushing fitting plate 61. Then, use an existing drive device such as an electric torque wrench to rotate and twist the drive part 12 of the bolt 1. The preload formed by the bolt 1 and the nut 31 in the locking engagement mechanism 3 simultaneously and accurately press the two bushings 7 into the corresponding bushing fitting holes 611.

[0064] Step 4: Remove the first pressure plate mechanism 4, the second pressure plate mechanism 5, and the locking mechanism 3 by reversing bolt 1. Rotate the rotating drive component 232 in the adjusting mechanism 23 to lower the anti-deformation top plate 22 in the brake shoe support anti-deformation mechanism 2. Remove the brake shoe support anti-deformation mechanism 2, thereby completing the installation process of the two bushings 7 using the added brake shoe support anti-deformation mechanism 2.

[0065] II. Unpacking Process

[0066] Step 1: As shown in Figures 11 and 12, firstly, engage a sleeve 8 with the positioning protrusion 422 on the first pressure plate mechanism 4, then mount the first pressure plate mechanism 4 onto the bolt 1, and then pass the bolt 1 through the two bushings 7 installed on the brake shoe support 6 in sequence, so that the sleeve 8 and the bushing 7 are aligned.

[0067] Step 2: As shown in Figures 11 and 12, first, engage the other sleeve 8 with the positioning protrusion 422 on the second pressure plate mechanism 5. Then, stack the second pressure plate mechanism 5 and the locking engagement mechanism 3 under the brake shoe support 6 in sequence. Insert the second clamping plate 44 into the slot 423 on the first pressure plate mechanism 4 to abut against the side wall of the upper bushing assembly plate 61, and insert the first clamping plate 352 into the slot 423 on the second pressure plate mechanism 5 to abut against the side wall of the lower bushing assembly plate 61. Then, as shown in Figure 13, use an electric torque wrench to rotate the drive part 12 of the bolt 1. Through the preload formed by the bolt 1 and the nut 31 in the locking engagement mechanism 3, the two sleeves 8 are precisely pressed against the corresponding bushings 7, thereby pressing the two bushings 7 out of the bushing assembly plate 61 of the brake shoe support 6 at the same time.

[0068] Step 3: Reverse bolt 1 to remove the first pressure plate mechanism 4, the second pressure plate mechanism 5, and the locking mechanism 3, so that the removal and disassembly of the two bushings 7 can be completed without installing the brake shoe anti-deformation mechanism 2.

[0069] This invention can be used for the installation and removal of brake shoe bushings. Only during installation is an anti-deformation mechanism for the brake shoe support required; during removal, this mechanism is unnecessary. Furthermore, a single operation can complete the installation and removal of two bushings on the same brake shoe support, significantly improving maintenance efficiency. Of course, considering that the installation and removal processes can be performed separately, more brake shoe support bushing removal and removal devices for railway passenger trains can be configured. This allows multiple workers to operate simultaneously or perform the installation and removal processes together, further improving maintenance efficiency.

[0070] In addition, in other application scenarios, the brake shoe anti-deformation mechanism 2 of this utility model can also be used separately. That is, on the one hand, the brake shoe anti-deformation mechanism 2 can be used in conjunction with an existing press to complete the bushing insertion process. Specifically, the brake shoe anti-deformation mechanism 2 is first fixedly installed between the two bushing fitting plates 61 of the brake shoe 6 to support the two bushing fitting plates 61. Then, the existing press is used in conjunction with a small metal pad to slowly press the bushing 7 into the bushing fitting hole 611 of the bushing fitting plate 61, thereby completing the bushing insertion process. On the other hand, the bolt 1, the first pressure plate mechanism 4, the second pressure plate mechanism 5, the locking fitting mechanism 3, and the unsleeving sleeve 8 can be used in conjunction with an electric torque machine to complete the bushing unsleeving process. For specific operations, please refer to the "Unsleeving Process" section above, so it will not be repeated here. Thus, by dividing the railway passenger train brake shoe bushing disassembly and assembly device of this utility model into two parts and using them separately in the two processes of bushing and unsleeving, the two brake shoe bushings can be bushed and unsleeved simultaneously, which greatly improves the maintenance efficiency of the brake shoe bushings.

[0071] The above embodiments are merely illustrative of the concept and technical solution of this utility model, and are not intended to limit this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

[0072] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A device for disassembling and assembling brake shoe bushings for railway passenger trains, characterized in that, The device includes a bolt and a brake shoe support anti-deformation mechanism and a locking mechanism mounted on the bolt. The brake shoe support anti-deformation mechanism is installed between two bushing fitting plates of the brake shoe support. The two bushing fitting plates are respectively provided with bushing fitting holes distributed coaxially with the bolt. The bolt includes an integrally connected threaded rod part and a driving part. The locking mechanism is threadedly connected to the threaded rod part. A sleeve is provided between the driving part and the brake shoe support anti-deformation mechanism, and between the locking mechanism and the brake shoe support anti-deformation mechanism. The sleeve is a bushing adapted to the bushing fitting hole or a release sleeve with a height higher than the bushing.

2. The railway passenger train shoe block de-mounting device of claim 1, wherein, The brake shoe anti-deformation mechanism includes an anti-deformation base and an anti-deformation top plate. The anti-deformation base has an open top plate assembly cavity. The side wall of the anti-deformation top plate is slidably connected to the top plate assembly cavity. The anti-deformation base is provided with a first through hole for the screw portion to pass through. The anti-deformation top plate is provided with a second through hole for the screw portion to pass through. An adjustment mechanism for driving the anti-deformation top plate to translate along the length direction of the screw portion is provided between the anti-deformation base and the anti-deformation top plate.

3. The railway passenger train brake shoe bushing disassembly and assembly device according to claim 2, characterized in that, The adjustment mechanism includes at least one column rotatably mounted in the top plate assembly cavity and a rotary drive component rotatably mounted on the side wall of the anti-deformation base. The column is perpendicular to the anti-deformation top plate. The upper part of the column is provided with a threaded drive section. The anti-deformation top plate is provided with a threaded connection hole adapted to the threaded connection of the threaded drive section. The lower part of the column is connected to the rotary drive component through a gear set.

4. The railway passenger train brake shoe bushing disassembly and assembly device according to claim 3, characterized in that, The rotary drive includes a shaft and a turntable connected to each other, and a number of levers are connected to the side wall of the turntable.

5. The railway passenger train shoe block de-bushing device of claim 3, wherein, The number of columns is three, and the three columns are distributed in an equilateral triangle.

6. The railway passenger train brake shoe bushing disassembly and assembly device according to claim 2, characterized in that, Both the first through hole and the second through hole are threaded through holes adapted to the threaded connection of the screw section.

7. The railway passenger train shoe block de-assembly device of claim 1, wherein, The locking mechanism includes a nut threadedly connected to the screw section, a first baffle disposed at one end of the nut, a second baffle disposed at the other end of the nut, and a spring and a limiting member fitted on the nut. The spring and the limiting member are located between the first baffle and the second baffle. The limiting member has a guide hole that is slidably connected to the outer wall of the nut. The limiting member is connected to a first locking plate for abutting against the side wall of a bushing fitting plate distributed near the nut.

8. The railway passenger train shoe block de-assembly device of claim 1, wherein, The drive unit is an external hexagonal bolt head or a gear.

9. The railway passenger train shoe block de-assembly device of claim 1, wherein, A first pressure plate mechanism is provided between the drive unit and the brake shoe anti-deformation mechanism, and a second pressure plate mechanism is provided between the locking mechanism and the brake shoe anti-deformation mechanism. Both the first pressure plate mechanism and the second pressure plate mechanism include a pressure plate cover, a pressure plate, and a bearing installed between the pressure plate cover and the pressure plate. The pressure plate has a third through hole through which the screw part passes. The side surface of the pressure plate near the bushing fitting plate is provided with a positioning protrusion ring for pre-positioning the sleeve. The positioning protrusion ring is coaxially distributed with the third through hole.

10. The railway passenger train shoe block de-assembly device of claim 9, wherein, The pressure plate is provided with slots distributed along the length of the screw section. The first pressure plate mechanism also includes a second clamping plate, which is inserted into the slots. One end of the second clamping plate abuts against the side wall of the bushing fitting plate distributed near the drive section. The other end of the second clamping plate is connected to a lifting plate.

Images