A brake shoe to belt wheel pair synchronous lateral action structure for locomotive braking

Abstract

The utility model relates to a brake shoe carrier belt wheelset pair synchronous transverse action structure for locomotive brake, is equipped with stroke brake cylinder on the locomotive, the cylinder body is equipped with rotating shaft B through extension arm, and the both ends of rotating shaft B are hinged with hanger arm piece respectively, and rotating shaft A is equipped between hanger arm piece, and brake shoe tow belt is hinged on rotating shaft A, and stroke brake cylinder has brake axle portion that can extend and retract, and the end of brake axle portion is hinged on rotating shaft A through mounting head, and brake shoe tow belt can slide along rotating shaft A axially, and brake shoe tow belt has front cam plate and rear cam plate, and mounting head is located between front cam plate and rear cam plate, and elastic mechanism I is arranged between mounting head and front cam plate and rear cam plate, the utility model reaches the beneficial effect: when braking, through the interaction of friction piece and wheelset conical tread, can let brake shoe tow belt and friction piece move along the transverse action together, guarantee the contact area of friction piece and conical tread, so that still can guarantee good brake effect when the locomotive carries out small diameter turning.

Description

Technical Field

[0001] This utility model relates to the field of locomotive component technology, and in particular to a brake shoe support structure for locomotive braking that moves laterally in sync with the wheelset. Background Technology

[0002] In the general locomotive industry (such as freight and passenger trains), a minimum turning radius is set (i.e., the turning radius. When a train turns, some wheelsets will be on the track, while others must have a lateral displacement (generally the lateral displacement is not particularly large) to make the train turn; however, there is a limit to the lateral displacement of the wheelsets, which gives the train a limit to the turning radius). In this case, it is relatively easy to brake when the wheels move laterally.

[0003] However, in certain special operating conditions, such as in mines and freight terminals, where the turning radius of the locomotives is generally very small (mainly due to limited space), the existing lateral braking systems can barely meet the requirements. But currently, as some customers demand increasingly smaller turning radii, resulting in larger lateral wheel displacements, the current wheel braking designs are becoming increasingly inadequate.

[0004] To address this, our company has improved the wheel brakes, enabling the braking unit to move laterally adaptively with the wheel, thereby ensuring good braking performance. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a brake shoe support structure for locomotive braking that moves laterally in sync with the wheelset, thus solving the problem that existing locomotives cannot brake well when making small turns.

[0006] The purpose of this utility model is achieved through the following technical solution: a brake shoe support structure for locomotive braking that moves laterally synchronously with the wheelset. A stroke brake cylinder is provided on the locomotive, and an extension arm is fixed to the side of the stroke brake cylinder. A rear rotating shaft B is mounted on the extension arm in a rotating pair, with the axis of the shaft running in the front-rear direction. A boom member is mounted in a rotating pair at the front and rear ends of the boom member. A rear rotating shaft A is mounted in a rotating pair between the lower ends of the front and rear boom members, with the axis of the shaft also running in the front-rear direction. An arc-shaped brake shoe support is also provided between the lower ends of the front and rear boom members, and the rotating shaft A passes through the brake shoe support. A friction pad is located at the inner arc position of the brake shoe support. A left-rear telescopic brake shaft is located at the lower end of the stroke brake cylinder, and the end of the brake shaft is hinged to the rotating shaft A. The brake shoe drag band between the front boom and the rear boom can slide back and forth along the axis A of the rotating shaft; The brake shoe drag band includes a front arc plate and a rear arc plate that are positioned opposite each other. The front arc plate and the rear arc plate are connected by multiple connecting plates and the three are formed as one piece. A mounting head is provided between the front arc plate and the rear arc plate, and the rotating shaft A passes through the front arc plate, the mounting head, and the rear arc plate in sequence; furthermore, an elastic mechanism I is provided between the mounting head and the left and right wall plates. An elastic mechanism I is provided between the mounting head and the front and rear arc plates. The elastic mechanism I allows the brake shoe to move along the front and rear axial direction. The wheel surface on the locomotive wheel has a conical surface that is larger at the front and smaller at the rear or smaller at the front and larger at the rear. The inner arc surface of the friction plate has a conical surface that matches the wheel surface. Under the action of the elastic mechanism I, the conical surface of the friction plate can always be in contact with the wheel surface conical surface, forming a brake structure that always maintains a large contact area.

[0007] As a preferred technical solution of this application, the mounting head has a mounting hole B, and the rotating shaft A passes through the mounting hole B; a limit sleeve is threaded on the rotating shaft A at the front and rear positions after installation, forming a structure in which the mounting head is limited front and rear.

[0008] Furthermore, the front and rear arc plates of the brake shoe drag are each provided with mounting holes A, through which the rotating shaft A passes; a first wear-resistant sleeve is inserted and fixed in the mounting hole A, the first wear-resistant sleeve on the front arc plate is sleeved on the limiting sleeve on the front side of the mounting head, and the first wear-resistant sleeve on the rear arc plate is sleeved on the limiting sleeve on the rear side of the mounting head.

[0009] Furthermore, the axial cross-section of the first wear-resistant cylinder is L-shaped. When the brake shoe drag slides back and forth along the rotating shaft A, the side of the first wear-resistant cylinder abuts against the side of the boom component, forming a limiting structure for the brake shoe drag.

[0010] As a preferred technical solution of this application, a plurality of elastic mechanisms I are provided on the front or rear side of the mounting head. Multiple elastic mechanisms I are mounted on the front side of the mounting head of the stroke brake cylinder located at the front wheel of a wheelset, and these elastic mechanisms I generate a forward elastic force—thereby abutting against the front arc plate of the corresponding brake shoe trailing band. Multiple elastic mechanisms I are mounted on the rear side of the mounting head of the stroke brake cylinder located at the rear wheel of a wheelset, and these elastic mechanisms I generate a rearward elastic force—thereby abutting against the rear arc plate of the corresponding brake shoe trailing band.

[0011] Furthermore, the elastic mechanism I includes a force-bearing cover and a compression spring. The mounting head has a blind mounting hole on its side, into which a force-bearing cover capable of axial movement is inserted. A compression spring is also placed within the blind mounting hole, with its two ends abutting against the bottom of the blind mounting hole and the cover wall of the force-bearing cover, respectively.

[0012] Furthermore, a central rod is provided at the center of the mounting blind hole of the mounting head, and a compression spring is sleeved on the central rod; when the stressed cover retracts, the central rod will abut against the cover wall of the stressed cover, forming a limiting structure to prevent excessive retraction.

[0013] This invention has the following advantages: during braking, the interaction between the friction pad and the tapered tread of the wheelset allows the brake shoe to move laterally along with the friction pad, thus ensuring a good contact area between the friction pad and the tapered tread; it also ensures good braking performance when the locomotive is making a narrow turn. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a structural schematic diagram of the present invention from another angle; Figure 3 A schematic diagram of the structure between the brake shoe drag, rotating shaft A, mounting head, and brake shaft; Figure 4 A schematic diagram of the structure between the mounting head, brake shoe drag, rotating shaft A, and elastic mechanism I; Figure 5 A schematic diagram showing the structure of the mounting head, brake shoe drag, rotating shaft A, and elastic mechanism I at another angle; Figure 6 This is a schematic diagram of the structure between the brake shoe drag and the rotating shaft A; Figure 7 A schematic diagram of the structure between the mounting head and shaft A; Figure 8 This is a schematic diagram of the mounting head structure; Figure 9 This is a structural diagram showing another angle of the mounting head; Figure 10 A schematic cross-sectional view of the mounting head, brake shoe drag, rotating shaft A, and elastic mechanism I; In the diagram: 10-stroke brake cylinder, 11-brake shaft, 12-mounting head, 13-limiting sleeve, 20-extension arm, 30-rotating shaft B, 40-lifting boom, 50-rotating shaft A, 60-brake shoe drag, 61-first wear-resistant cylinder, 62-front arc plate, 63-rear arc plate, 64-connecting plate, 71-force-bearing cover cylinder, 72-compression spring, 73-center rod. Detailed Implementation

[0015] The present invention will be further described below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited to the following description.

[0016] It should be noted that in existing related technologies, the locomotive (train) has multiple wheelsets at its bottom, each wheelset having a left wheel and a right wheel (each wheel resting on the left rail and right rail respectively). The surfaces of the left and right wheels on the train that contact the rails are called conical treads (the conical treads are designed to be conical, for example, with a slope of 1:20). When the train turns, the slight slippage (creep) in the wheel-rail contact area generates a lateral creep force, helping the wheelset dynamically adjust its position, thus causing a slight lateral offset (for example, about 10mm). Since the turning radius of a typical train is relatively large, the lateral offset is extremely small. Therefore, when braking is applied using a braking mechanism, the friction pads on the braking mechanism can still maintain a good contact area with the wheels, thereby achieving braking.

[0017] However, in some special cases, such as mines and freight terminals, customers now reduce the site area to save costs, which makes the turning radius of the train very small. This results in a large lateral offset of some wheelsets. Since the friction pads on the braking mechanism remain in place, if the lateral offset of the wheelset is large, the contact area between the friction pads and the tapered tread of the wheelset becomes smaller, making it impossible to brake effectively.

[0018] Therefore, this solution offers the following approach: the installation of the brake shoe trailing band (with friction pads fixed on it) on the braking mechanism is designed so that when the friction pads contact the conical tread surface of the wheelset, the brake shoe trailing band (together with the friction pads) can also generate lateral movement along the wheelset, thereby ensuring a large contact area between the friction pads and the conical tread surface of the wheelset. Furthermore, the lateral movement of the brake shoe trailing band (together with the friction pads) must be achieved through the braking action (without requiring other active drive).

[0019] The following detailed implementation method further illustrates the solution (it should be noted that, without conflict, the embodiments and features and technical solutions in the present utility model can be combined with each other).

[0020] It should be noted that in the following embodiments, the corresponding stroke brake cylinder 10, extension arm 20, rotating shaft B30, boom component 40, rotating shaft A50, brake shaft part 11, and other structures and connections all adopt existing technical structures (which will not be described in detail here). The improvement of this solution lies in the improvement between the mounting head and the brake shoe drag 60; the rest are existing technologies.

[0021] See Figures 1-10 This specific embodiment discloses a brake shoe support structure for locomotive braking that moves laterally with the wheelset, wherein a stroke brake cylinder 10 is provided on the locomotive; Specifically, the lower end of the extension arm 20 is fixed to the side of the cylinder body of the stroke brake cylinder 10, and the upper end of the extension arm 20 is a free end. A rear rotating shaft B30 is installed at the upper end of the extension arm 20 in a front-rear direction, forming a rotating pair structure. A boom member 40 is installed at the front end of the rotating shaft B20 in a rotating pair (the upper end of the boom member 40 is sleeved on the front end of the rotating shaft B20), and a boom member 40 is also installed at the rear end of the rotating shaft B20 in a rotating pair (the upper end of the boom member 40 is sleeved on the rear end of the rotating shaft B20). A rotating shaft A50 (forming a rotating pair structure) passes through the lower end of the front boom member 40 and the lower end of the rear boom member 40 in a front-rear direction. Furthermore, a brake shoe support belt 60 is provided between the lower end of the front boom member 40 and the lower end of the rear boom member 40, and the rotating shaft A50 passes through the brake shoe support belt 60; wherein, the left side of the brake shoe support belt 60 is an arc that bends to the left (called the inner arc), and its right side is also an arc that bends to the left (called the outer arc), and a friction plate 65 is fixed at the inner arc; Furthermore, a brake shaft portion 11 with left rearward extension is provided at the lower end of the stroke brake cylinder 10, and the end of the brake shaft portion 11 is hinged to the rotating shaft A50. Among them, the brake shoe drag 60 between the front boom member 40 and the rear boom member 40 can slide back and forth along the axis of the rotating shaft A50. The brake shoe drag 60 includes a front arc plate 62 and a rear arc plate 63 positioned opposite each other. The front arc plate 62 and the rear arc plate 63 are connected by multiple connecting plates 64 and are integrally formed. Furthermore, an installation head 12 is provided between the front arc plate 62 and the rear arc plate 63, and the rotating shaft A50 passes through the front arc plate 62, the installation head 12 and the rear arc plate 63 in sequence. Furthermore, an elastic mechanism I is provided between the mounting head 12 and the front arc plate 61 and the rear arc plate 63. The elastic mechanism I allows the brake shoe drag 60 to move along the front and rear axial direction. The wheel surface on the locomotive wheel has a conical surface that is larger at the front and smaller at the rear or smaller at the front and larger at the rear. The inner arc surface of the friction plate 65 has a conical surface that matches the wheel surface. Under the action of the elastic mechanism I, the conical surface of the friction plate 65 can always be in contact with the wheel surface conical surface, forming a brake structure that always maintains a large contact area.

[0022] During operation, when the brake shaft 11 extends, the brake shoe drag 60 can press the brake friction pad against the tapered tread surface of the wheelset. If the wheelset is in a lateral movement state, the brake shoe drag 60 can generate axial travel due to the elastic mechanism I, and thus can also be laterally fixed along the shaft A50, so that the friction pad and the tapered tread surface of the wheelset always maintain a large contact area, thereby ensuring a better braking effect.

[0023] The following section provides further details on the structure and installation between the mounting head 12 and the brake shoe drag 60.

[0024] See Figures 3-10 Mounting holes A are provided on the front arc plate 62 and rear arc plate 63 of the brake shoe drag 60, and mounting holes B are provided on the mounting head 12. The rotating shaft A50 passes through the corresponding mounting holes A and B and then passes through the front arc plate 62, mounting head 12 and rear arc plate 63 in the front-rear direction. Furthermore, a limiting sleeve 13 is threaded onto the rotating shaft A50 at the front and rear positions after installation 12, forming a structure in which the mounting head is limited front and rear; in addition, a first wear-resistant sleeve 61 is inserted and fixed into the mounting hole A. During installation, the first wear-resistant sleeve 61 on the front arc plate 62 is fitted onto the limiting sleeve 13 on the front side of the mounting head 12, and the first wear-resistant sleeve 61 on the rear arc plate 63 is fitted onto the limiting sleeve 13 on the rear side of the mounting head 12 (that is, when the rotating shaft A50 is installed with the mounting hole A, the rotating shaft A50 passes through the limiting sleeve 13, the limiting sleeve 13 passes through the first wear-resistant sleeve 61, and the first wear-resistant sleeve 61 is installed on the mounting hole A to prevent wear on the mounting hole A; a second wear-resistant sleeve is also fixed in the mounting hole B by threads to prevent the mounting hole B from being worn).

[0025] Further, see Figure 10 The first wear-resistant cylinder 61 has an L-shaped axial section. When the brake shoe drag 60 slides back and forth along the rotating shaft A, the side of the first wear-resistant cylinder 61 abuts against the side of the boom member 40, forming a limiting structure for the brake shoe drag.

[0026] The following is a further explanation of the elastic mechanism I installed on the mounting head.

[0027] See Figures 7-10 Multiple elastic mechanisms I are provided on the front or rear side of the mounting head 12; The elastic mechanism I includes a force-bearing cover cylinder 71 and a compression spring 72. The mounting head 12 has a blind mounting hole on its side, and the force-bearing cover cylinder 71, which can move axially, is inserted into the blind mounting hole. The compression spring 72 is also placed in the blind mounting hole, and the two ends of the compression spring 72 abut against the bottom of the blind mounting hole and the cover wall of the force-bearing cover cylinder 71, respectively.

[0028] Optionally, for example, a center rod 73 is provided at the center of the mounting blind hole of the mounting head 12, and a compression spring 72 is sleeved on the center rod 73; when the force-bearing cover cylinder 71 retracts, the center rod 73 abuts against the cover wall of the force-bearing cover cylinder 71, forming a limiting structure to avoid excessive retraction.

[0029] During operation: For example, when the locomotive travels in the left and right directions, the front wheel and the rear wheel of a wheelset travel with the front rail and the rear rail of the track, respectively. The tread (wheel surface) of the front wheel is conical with a larger front and a smaller rear, and the tread (wheel surface) of the rear wheel is conical with a smaller front and a larger rear. Then, the conical shape of the friction plate 65 in the stroke brake cylinder 10 at the front wheel matches the conical surface of the tread of the front wheel, and the conical shape of the friction plate 65 in the stroke brake cylinder 10 at the rear wheel matches the conical surface of the tread of the rear wheel. When the locomotive makes a small-radius turn, the wheelset at the turn will shift laterally (relative to the track) either forward or backward. As a result, the elastic mechanism I adaptably generates a forward or backward elastic force on the brake shoe support 60, causing the brake shoe support 60 to move forward or backward accordingly. This allows the friction plate 65 to move with the wheel. Compared to the traditional method where the friction plate 65 does not move in the forward or backward direction, this solution allows the friction plate 65 to maintain a large contact area with the wheel tread, thereby ensuring braking force during small-radius turns.

[0030] The above embodiments only illustrate preferred implementation methods, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model.

Claims

1. A brake shoe support with a synchronous lateral movement structure for locomotive braking, wherein a stroke brake cylinder (10) is provided on the locomotive, and an extension arm (20) is fixed on the side of the stroke brake cylinder (10). A rear shaft B (30) is mounted on the extension arm (20) in a rotating pair. The axis of the shaft is along the front-rear direction. A boom member (40) is mounted in a rotating pair at the front end and the rear end of the boom member (40) respectively. The lower end of the boom member (40) at the front end and the lower end of the boom member (40) at the rear end are in a rotating pair. After installation, the shaft A (50) is also in the front-rear direction. An arc-shaped brake shoe drag (60) is provided between the lower end of the front boom member (40) and the lower end of the rear boom member (40), and the shaft A (50) also passes through the brake shoe drag (60). There is a friction plate (65) at the inner arc position of the brake shoe drag (60). At the lower end of the stroke brake cylinder (10), there is a left-rear telescopic brake shaft (11), and the end of the brake shaft (11) is hinged to the shaft A (50). The characteristic is that: The brake shoe drag (60) between the front boom member (40) and the rear boom member (40) can slide back and forth along the axis of the rotating shaft A (50); The brake shoe drag band (60) includes a front arc plate (62) and a rear arc plate (63) positioned opposite each other. The front arc plate (62) and the rear arc plate (63) are connected by multiple connecting plates (64) and the three are integrally formed. A mounting head (12) is provided between the front arc plate (62) and the rear arc plate (63), and the rotating shaft A (50) passes through the front arc plate (62), the mounting head (12) and the rear arc plate (63) in sequence; and an elastic mechanism I is provided between the mounting head (12) and the left and right wall panels. The mounting head (12) is provided with an elastic mechanism I between the front arc plate (61) and the rear arc plate (63). The elastic mechanism I allows the brake shoe drag (60) to move along the front and rear axial direction. The wheel surface on the locomotive wheel has a conical surface that is larger in the front and smaller in the back or smaller in the front and larger in the back. The inner arc surface of the friction plate (65) has a conical surface that matches the wheel surface. Under the action of the elastic mechanism I, the conical surface of the friction plate (65) can always fit with the wheel surface conical surface, forming a brake structure that always maintains a large contact area.

2. The brake shoe support structure for locomotive braking with synchronous lateral movement following the wheelset as described in claim 1, characterized in that: The mounting head (12) has a mounting hole B, and the rotating shaft A (50) passes through the mounting hole B; A limiting sleeve (13) is threaded onto the rotating shaft A (50) at the front and rear positions after installation (12) to form a structure in which the mounting head is limited at the front and rear.

3. The brake shoe support structure for locomotive braking with synchronous lateral movement following the wheelset as described in claim 2, characterized in that: The front arc plate (62) and rear arc plate (63) of the brake shoe drag (60) are both provided with mounting holes A, and the rotating shaft A (50) passes through the mounting holes A; A first wear-resistant sleeve (61) is inserted and fixed in the mounting hole A. The first wear-resistant sleeve (61) on the front arc plate (62) is sleeved on the limiting sleeve (13) on the front side of the mounting head (12), and the first wear-resistant sleeve (61) on the rear arc plate (63) is sleeved on the limiting sleeve (13) on the rear side of the mounting head (12).

4. The brake shoe support structure for locomotive braking with synchronous lateral movement following the wheelset as described in claim 3, characterized in that: The first wear-resistant cylinder (61) has an L-shaped axial section. When the brake shoe drag (60) slides back and forth along the rotating shaft A, the side of the first wear-resistant cylinder (61) abuts against the side of the boom member (40) to form a limiting structure for the brake shoe drag.

5. The brake shoe support structure for locomotive braking with synchronous lateral movement following the wheelset, as described in any one of claims 1 to 4, is characterized in that: The mounting head (12) is provided with multiple elastic mechanisms I on its front or rear side; Multiple elastic mechanisms I are mounted on the front side of the mounting head (12) of the stroke brake cylinder (10) located at the front wheel of a wheelset. These elastic mechanisms I generate a forward elastic force, thereby abutting against the front arc plate (62) of the corresponding brake shoe trail (60). Multiple elastic mechanisms I are mounted on the rear side of the mounting head (12) of the stroke brake cylinder (10) located at the rear wheel of a wheelset. These elastic mechanisms I generate a rearward elastic force, thereby abutting against the rear arc plate (63) of the corresponding brake shoe trail (60).

6. The brake shoe support structure for locomotive braking with synchronous lateral movement following the wheelset as described in claim 5, characterized in that: The elastic mechanism I includes a force-bearing cover cylinder (71) and a compression spring (72); The mounting head (12) has a mounting blind hole on its side, and a force-bearing cover cylinder (71) that can move axially is inserted into the mounting blind hole; a compression spring (72) is also placed in the mounting blind hole, and the two ends of the compression spring (72) abut against the bottom of the mounting blind hole and the cover wall of the force-bearing cover cylinder (71), respectively.

7. The brake shoe support structure for locomotive braking with synchronous lateral movement following the wheelset as described in claim 6, characterized in that: The mounting head (12) has a center rod (73) at the center of the mounting blind hole, and a compression spring (72) is sleeved on the center rod (73); when the force-bearing cover (71) retracts, the center rod (73) abuts against the cover wall of the force-bearing cover (71), forming a limiting structure to avoid excessive retraction.

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