Automatic brake lever adjuster

Abstract

The utility model relates to components of pneumatic braking systems for rolling stock of rail transport, in particular to devices for single-sided adjustment of brake system linkages. An automatic brake linkage regulator comprising an adjusting screw mounted in a housing with an adjusting nut and a traction nut mounted thereon, each consisting of spring-loaded segments that are in constant engagement with the adjusting screw. The traction nut is located in the cavity of a traction cup rigidly connected in the axial direction to a traction rod designed to ensure the possibility of axial rotation relative to the traction cup. A cam half coupling is secured to the bottom of the traction cup, the cams of which are located between the segments of the traction nut. The technical result consists in increasing the service life. 4 clauses, 2 figs.

Description

[0001] Technical field

[0002] The utility model relates to elements of pneumatic systems of braking equipment of rolling stock of rail transport, in particular to devices for one-sided regulation of lever transmissions of the braking system, and can be used, for example, to maintain the output value of the brake cylinder rod within specified limits during operation of the braking system of the car.

[0003] Technology Level

[0004] A known automatic brake lever adjuster (Patent No. US 3900086, IPC F16D 65 / 66, published August 19, 1975) comprises a spring housed in a housing, coaxially housing an adjusting screw and an adjusting and traction nut mounted thereon. The drive lever is designed as a ring with a drive fastening element, wherein the annular portion of the lever encircles the housing of the automatic adjuster and is not secured to it; in other words, the drive lever is movable within the housing of the automatic adjuster. A disadvantage of the known automatic adjuster is the complex design and the presence of a large number of different components, which significantly impacts the reliability and service life of the device.

[0005] The closest device in technical essence to the claimed device is an automatic brake lever transmission regulator (patent No. RU 173010, IPC B61H15 / 00, 04.08.2017), comprising an adjusting screw mounted in a housing, on which are mounted an adjusting and traction nuts, a return spring, a traction cup, and an associated traction rod. The segments of the traction nut are prevented from closing with each other by pins fixed in the traction cup shell and located between the segments of the traction nut.

[0006] The disadvantage of the known automatic regulator is its insufficient reliability and service life due to the strong radial effect of torque on the side walls of the pins, as a result of which, during operation, fatigue fracture of the pins may occur.

[0007] Disclosure of Utility Model

[0008] When creating the utility model, the task was to develop a design for an automatic brake lever transmission regulator for a railway vehicle with improved performance characteristics achieved by improving the relative position of the automatic regulator elements and reducing the load.

[0009] The technical result consists in increasing the service life of the automatic brake lever transmission regulator.

[0010] The specified technical result is achieved in that the automatic brake lever transmission regulator contains an adjusting screw mounted in a housing with an adjusting and traction nut installed on it, consisting of spring-loaded segments that are in constant engagement with the adjusting screw, wherein the traction nut is located in the cavity of the traction cup, rigidly connected in the axial direction with the traction rod, made with the provision of the possibility of axial rotation relative to the traction cup, wherein according to the utility model, a cam half coupling is fixed in the bottom of the traction cup, the cams of which are located between the segments of the traction nut.

[0011] According to the utility model, the cams have a rectangular profile, the number of cams corresponds to the number of segments of the traction nut.

[0012] According to the utility model, the body is made of a pipe closed at one end by an adjusting coupling, and at the other end by a stop cover, made with central through holes for the passage of an adjusting screw and a traction rod.

[0013] At the same time, according to the utility model, the segments of the traction and adjusting nuts are spring-loaded using bracelet springs.

[0014] In the proposed design of the automatic regulator, the adjusting and traction nuts are made in the form of spring-loaded segments, fixed, for example, by bracelet springs, ensuring constant engagement on the adjusting screw, forming screw pairs with it.

[0015] With normal clearance between the brake pads and the wheelset, the automatic adjuster acts as a rigid rod. When the brake cylinder piston stroke increases beyond the permissible limit, the automatic adjuster engages the linkage stop, causing the automatic adjuster body with the adjusting nut to move along the screw, compressing the return spring. The segments of the adjusting nut, sliding along the adjusting screw, diverge radially and jump to a new position. Under the pressure of the return spring, the adjusting nut begins to push the screw through the rod nut, whose segments diverge similarly to the segments of the adjusting nut and take a new position relative to the screw, shortening the overall length of the automatic adjuster.

[0016] The traction nut segments are prevented from engaging each other by the jaws of a cam half coupling secured to the bottom of the traction cup, between the traction nut segments. The jaws center the traction nut relative to the adjusting screw, ensuring uniform load distribution across its segments.

[0017] A distinctive design feature is the coaxial arrangement of the retaining jaws relative to the traction nut segments. The tensile force exerted during automatic control operation is quite high—approximately 9 tons. The primary load falls on the traction nut. The coaxial arrangement of the retaining jaws fundamentally changes the mechanics of force transmission, creating a more uniform stress distribution across the entire lateral surface of each jaw, increasing the fatigue strength of the component.

[0018] In addition, with a coaxial arrangement, the fit of the cams between the segments is much tighter, which ensures precise positioning of the traction nut relative to the adjusting screw and avoids backlash during operation.

[0019] Thus, thanks to the above design features, the declared design of the automatic brake lever regulator ensures increased reliability and service life.

[0020] Brief description of drawings

[0021] The utility model is explained by a description of a specific example of its implementation and the attached graphic materials, where Fig. 1 shows a general view of the automatic regulator of the brake lever transmission of a railway vehicle (in section), Fig. 2 - a general view of the cam half-coupling of the automatic regulator.

[0022] Implementation of a utility model

[0023] The automatic brake lever regulator has a tubular housing 1 (Fig. 1), made, for example, of steel. Mounted within the housing 1 of the automatic regulator is an adjusting screw 2 with a self-locking stop thread, on which an adjusting nut 3 and a traction nut 4 are mounted, allowing for one-way sequential movement along the axis of the adjusting screw 2.

[0024] Adjusting nut 3 and traction nut 4 consist of spring-loaded segments that are in constant engagement with adjusting screw 2, forming a screw pair with it. Engagement of the segments of adjusting nut 3 and traction nut 4 with adjusting screw 2 is ensured, for example, by bracelet springs 5.

[0025] On one side of the housing 1, an adjusting coupling 6 is rigidly fixed, for example screwed in, closed by a cover 7 to form an internal cavity, inside which an adjusting nut 3 is placed with fixation in the axial direction.

[0026] On the other side, the body 1 of the automatic regulator is closed by a stop cover 8 with a central through hole for the passage of the traction rod 11. The fastening of the stop cover 8 can be carried out, for example, by rolling.

[0027] The traction nut 4 is located in the cavity of the traction cup 9, which is located inside the housing 1 of the automatic regulator. The traction cup 9 is closed by a locking sleeve 10 screwed into it, with a central through hole for the passage of the adjusting screw 2. The inner surface of the locking sleeve 10 is made conical, tapering in the direction from the traction cup 9. Moreover, the end surface of the traction nut 4 on the side of the locking sleeve 10 is also made conical, mating with the inner conical surface of the locking sleeve 10.

[0028] The bottom of the drawbar cup 9 is formed with an axial hole in which a drawbar rod 11 is installed. The drawbar rod 11 is rigidly connected to the drawbar cup 9 in the axial direction due to the abutment of the flange against the bottom of the drawbar cup 9 and the inserted cam half coupling 12 (Fig. 1, 2), secured using, for example, bolts. Moreover, the drawbar rod 11 is designed to ensure the possibility of axial rotation relative to the drawbar cup 9.

[0029] The drawbar nut 4, just like the adjusting nut 3, consists of spring-loaded segments that are in constant engagement with the adjusting screw 2 under the action of, for example, bracelet springs 5. The segments of the drawbar nut 4 are kept from closing together by cams 13, preferably of a rectangular profile, formed on the surface of the cam half coupling 12 on the side of the drawbar nut 4. When the drawbar nut 4 is installed in the drawbar cup 9, the cams 13 are positioned between the segments of the drawbar nut 4. The number of cams 13 corresponds to the number of segments of the drawbar nut 4; in the embodiment shown, there are three of them. This ensures a constant radial separation of the segments of the drawbar nut 4, minimizing the transmission of torque to the segments, which increases the reliability and service life of the automatic regulator. The fastening of the cam half coupling 12 to the traction cup 9 is carried out, for example, by means of a screw connection.

[0030] The device contains a clamp 15 (Fig. 1), spring-loaded by a compression spring 14, placed between the adjusting 3 and traction 4 nuts, rigidly connected in the axial direction indirectly through the adjusting coupling 6 with the adjusting nut 3 and interacting with the traction nut 4 to ensure, when a compressive force along the regulator axis occurs, the fixation of the segments of the traction nut 4 on the adjusting screw 2.

[0031] A return spring 16 is installed inside the body 1 of the automatic regulator coaxially with the traction rod 11. The return spring 16 is installed with a stop on one side in the bottom of the traction cup 9, and on the other side in the stop cover 8.

[0032] When assembling the automatic regulator, the stop cover 8 is fixed in the housing 1 of the automatic regulator in the axial direction. The traction rod 11 is inserted into the traction cup 9, the cam half coupling 12 is placed into the traction cup 9 and fixed using a threaded connection. The segments of the traction nut 4, assembled by means of bracelet springs 5, are inserted into the traction cup 9 until they stop against the cam half coupling 12, spreading the segments of the traction nut 4 from the center using a mounting conical mandrel (not shown). The adjusting screw 2 is inserted into the traction cup 9, which pushes out the mounting conical mandrel. Then, the traction nut 4 is closed with a locking sleeve 10.

[0033] The segments of the adjusting nut 3, assembled by means of bracelet springs 5, are inserted into the coupling 6, separating the segments of the nut 3 from the center with a conical mandrel, closed with a cover 7, then the spring-loaded retainer 15 is installed, securing the position of the retainer 15 with a locking ring.

[0034] The adjusting coupling 6 with the adjusting nut 3 and the retainer 15 assembled in this manner are put on the adjusting screw 2 until the retainer 15 comes into contact with the traction nut 4.

[0035] A return spring 16 is placed on the drawbar 11, the assembled structure is installed in the housing 1 by inserting the drawbar 11 into the opening of the stop cover 8, and the regulating coupling 6 is screwed into the housing 1 of the automatic regulator, having previously compressed the return spring 16. An eye 17 is screwed onto the drawbar 11, with the help of which the automatic regulator is mounted in the brake lever transmission of the freight car with the outer part of the drawbar 11 placed in the slot of the stop (not shown). On the other side, the automatic regulator is installed in the brake lever transmission with the threaded end and is secured, for example, with a square washer and a cotter pin.

[0036] The automatic regulator transmits the traction force from the lever, driven by the brake cylinder, to the linkage and moves to the right and back during operation. With normal clearances between the car wheel and the brake shoe, the automatic regulator begins to move to the right when traction force is applied (as shown in the drawing) and does not reach the stop (not shown), or only touches it when the brake shoes are already in contact with the wheels. It then functions as a rigid rod, transmitting the braking force. The force from eye 17 is transmitted to traction rod 11, then to traction cup 9 and locking sleeve 10.

[0037] The inner conical surface of locking sleeve 10 contacts the conical surface of drawbar nut 4 and transmits the braking force to adjusting screw 2, simultaneously pressing the segments of drawbar nut 4 against it. From screw 2, the braking force is transmitted to the car's linkage. Under these conditions, adjusting clutch 6 and adjusting nut 3 installed in its housing remain stationary relative to adjusting screw 2.

[0038] When the brake pads begin to wear out during braking, the stop cap 8 of the automatic brake adjuster contacts the stop and continues its movement. The housing 1 of the automatic brake adjuster, along with the stop cap 8 and the adjusting sleeve 6, moves to the left (as shown in the drawing), compressing the return spring 16. The segments of the adjusting nut 3 slide along the inclined surface of the helical groove of the adjusting screw 2 and begin to diverge radially. The braking force is transmitted according to the same scheme as described above (with normal clearances). If the movement of the housing 1 with the sleeve 6 is less than 5 mm, then when the brakes are released, under the action of the return spring 16, they assume their previous position relative to the adjusting screw 2.

[0039] If the movement of the housing 1 with the adjusting sleeve 6 is 5 mm or more, then the segments of the adjusting nut 3 will pass the entire inclined surface of the screw groove and, under the action of the bracelet springs 5, will take a new position relative to the adjusting screw 2. A gap is formed between the lock 15 and the locking sleeve 10, allowing the segments of the traction nut 4 to diverge in the radial direction. When the brakes are released, under the action of the return spring 16, the housing 1 will pull the adjusting sleeve 6 behind it, and it, with the segments of the adjusting nut 3, will push the adjusting screw 2 through the spring-loaded segments of the drawbar nut 4. As soon as the segments of the drawbar nut 4 take a new position, they will close under the action of the bracelet springs 5. The locking sleeve 10, under the action of its spring, ensures that the position of the drawbar nut 4 is fixed relative to the adjusting screw 2. Thus, the overall length of the automatic regulator will be reduced by a multiple of 5 mm.The gaps between the brake pads and the car wheels will return to normal. The next time you brake, the automatic brake controller will once again act as a rigid traction control.

[0040] As a result, the utility model proposed for protection ensures the achievement of the technical result envisaged by the applicant: an increase in the operational reliability of the automatic regulator of the brake lever transmission, thanks to the use of a cam half-coupling in the design of the automatic regulator, the impact of torque on the segments of the traction nut under dynamic loads is minimized.

Claims

1. An automatic brake lever transmission regulator comprising an adjusting screw mounted in a housing with an adjusting and traction nut installed thereon, consisting of spring-loaded segments that are in constant engagement with the adjusting screw, wherein the traction nut is located in the cavity of a traction cup rigidly connected in the axial direction to a traction rod designed to ensure the possibility of axial rotation relative to the traction cup, characterized in that a cam half coupling is secured in the bottom of the traction cup, the cams of which are located between the segments of the traction nut.

2. An automatic regulator according to item 1, characterized in that the cams have a rectangular profile.

3. An automatic regulator according to paragraph 1, characterized in that the number of cams corresponds to the number of segments of the traction nut.

4. An automatic regulator according to paragraph 1, characterized in that the body is made from a pipe closed at one end by an adjustment coupling, and at the other end by a stop cover, made with central through holes for the passage of an adjustment screw and a traction cup.

5. An automatic regulator according to paragraph 1, characterized in that the segments of the traction and adjustment nuts are spring-loaded using bracelet springs.

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