Clamp brake

FIELD: transport.

SUBSTANCE: clamp brake is mounted at vehicle comprising body and wheel with brake surface to braking force to be applied to said wheel. Clamp brake comprises brake shoe, brake shoe holder, main clamping body, two support pins and drive. Support pins hold said holder at main clamp body to allow its displacement toward brake surface and therefrom. Drive allows pressing brake shoe to wheel brake surface by aforesaid holder. Said drive comprises diaphragm, drive pressure chamber, piston and connected gear. The latter comprises screws and screw bores made in said piston to receive screws to be screwed in through holder to attach the piston thereto.

EFFECT: efficient conversion of fluid pressure into brake shoe pressing force, stable braking force.

10 cl, 5 dwg

 

The technical FIELD

The present invention relates to push the brake, which applies frictional force to the braking surface rotating with the wheel of the vehicle.

The LEVEL of TECHNOLOGY

Typically, railway car equipped with newmagicpowercoffee, which converts the pressure of compressed air supplied from a source of compressed air, the oil pressure to operate the hydraulic brake by means of oil pressure, which comes from gidropnevmoavtomatike in the pressure oil line.

In this respect, patents JPH08-226469A and JPH08-226471A, published by the Japan patent office in 1996, describes a hydraulic brake device for a railway car in which the hydraulic cylinder presses the brake pad against the friction surfaces of the rotating object, such as a brake disc in accordance with the pressure of the incoming oil.

Installing pneumatic brake, actuated by the pressure of compressed air supplied from a source of compressed air in a railway carriage, on the other hand, you can eliminate the need to use pneumohydrodrives and pressure oil line.

Relative to this possibility, known patent JP2009-162245A, published by the Japan patent office in 2009, which is written pneumatic clamping of the brake device, which used pneumatic actuator. Pneumatic clamping of the brake device uses pneumatic actuator with the purpose of pressing the brake pads against the friction surfaces of the rotating object. Compressed air is supplied to air chamber of the pneumatic actuator from a source of compressed air.

The INVENTION

In the hydraulic brake device described in the patent JPH08-A and JPH08-226471A, hydraulic cylinder presses the part of the brake pads instead of press brake pad entirely. In the reaction force opposing clamping force can cause the deviation of the brake pads and the deformation of the friction surface. In addition, you may experience a local temperature rise in the brake pad, leading to a decrease in the coefficient of friction of the brake pads, and, as a result, there is a probability that the brake pad will not be able to realize the expected braking force. Moreover, there is the possibility of local wear of the brake pads.

Pneumatic clamping the brake described in the patent application JP2009-162245A contains a guiding device that moves along the outer perimeter of the piston to move the piston along the Central axis. However, when the friction force arising between the brake surface and a brake Shoe, syvaet the tilt piston, the transport section is produced significant force between the piston and guiding device, which leads to an increase in the resistance movement of the piston relative to the guide device. The result is the probability of a decrease in the efficiency of conversion of the compressed air pressure from the drive pressure chamber in the pressing force for pressing the brake pads.

Thus, the present invention is to increase the efficiency of conversion of pressure fluid in the pressing force for pressing the brake pads and to ensure stable braking effort.

To solve this task according to the present invention is proposed clamping the brake of the vehicle, installed on the vehicle containing the vehicle body and a wheel of a vehicle, containing a brake surface for the application of braking effort to the specified wheel. The specified clamping frame includes: brake pad, made with the possibility of application of the friction force to the brake surface; a holder supporting a brake pad; a main clamping body supported by the vehicle body; the two supporting finger supporting the holder on the main clamping body can move in the direction is to the inhibitory and from it; and the actuator is arranged to compress the brake pads to the brake surface by the holder. The drive contains: diaphragm, located in the main clamping body; drive pressure chamber bounded by a membrane on the inner side of the main clamp body; a piston configured to transfer movement of the membrane holder; and a connecting mechanism containing the screws to attach the piston to the holder.

Detailed description, as well as other features and advantages of the present invention set forth in the following description and illustrated in the attached drawings.

BRIEF DESCRIPTION of DRAWINGS

Figure 1 shows the view from the side clamping brake according to the present invention.

Figure 2 shows the clamping of the brake along the section II-II, figure 1.

Figure 3 shows a top view of a piston holder according to the present invention.

Figure 4 shows a side view of the piston and the holder.

Figure 5 shows the clamping of the brake along the section V-V, Fig 1.

A BRIEF DESCRIPTION of the PREFERRED IMPLEMENTATION OPTIONS

As shown in figure 2, locking the brakes of a railroad car includes braking surface 6 formed on the respective side surfaces of the wheels of the car which are clamped between a pair of brake pads 7 for inhibiting the rotating to the forest 5 cars. The X-axis, Y-axis and Z-axis in the figure correspond to the direction of the axis of the wheel 5 of the carriage, the vertical direction and the direction of movement respectively. The dash-dotted line N in the figure denotes the Central axis of the wheel 5 of the wagon.

As shown in figure 1, the main clamping body 10 clamping the brake is supported by a supporting frame 20 attached to the body of a railroad car to move in the direction of the X axis of the figure by means of the sliding pins 31 and 32. In this example, the vehicle body includes a cart.

Floating bearing for the main clamping block 10 is a well known device described in applications WO 2009/048161 and WO 2009/060993, the content of which is included in this description by reference.

The main clamping body 10 includes two clamping lever 12 located opposite braking surfaces 6 on the respective lateral surfaces of the wheel 5, and the portion of the crossbar 13 connected to the clamping levers 12.

As shown in figure 2, the brake pad 7, the holder 8 and the diaphragm actuator 60, which moves the brake pads 7 in the direction of one of the braking surfaces 6 by means of the holder 8 mounted on the clamping levers 12. Brake pad 7 is fixed on the other clamping arm 12 in the direction of the other braking surface 6.

Yes is it described brake pad 7, the movement which is provided by diaphragm actuator 60.

Brake pad 7 includes a gasket 9, consisting of a friction material that comes into contact with the braking surface 6 of the wheel 5 of the vehicle. Gasket 9 has essentially the shape of an arc, as shown in figure 1 by the dashed line. The rear surface of the strip 9 is attached to a metal base plate 19 of the strip. The support plate 19 of the strip is connected to the holder 8 by connecting the dovetail.

As shown in figure 5, the groove under "dovetail" with 8 formed on the holder intentionally. On the rear surface of the support plate 19 of the strip shaped protrusion having a cross section identical to the cross section of the groove 8 and, therefore, included in it.

As shown in figure 4, the support plate 19 is connected to the holder 8 by inserting the tabs on the side surface in the groove under 8 "dovetail" from the top or bottom end of the figure.

As shown in figure 2, the brake pad 7 is supported clamping levers 12 by means of the holder 8 and the Adjuster 41. With this purpose, the adjusting device 41 is attached to the upper end of one of the clamping lever 12 and the lower end of the other clamping arm 12 mounting bolts 42.

The adjustment device 41 includes a return spring 44 which see the delight brake pad 7 in the direction from the braking surface 6 of the holder 8, and the adjusting mechanism 45 to adjust the gap, which regulates essentially constant clearance between the brake pad 7 and the braking surface 6, if the brake pad 7 is not valid any other power, except for the efforts of the return spring 44. When the brake is released, the brake pad 7 is separated from the braking surface 6 return spring 44 and is located opposite the braking surface 6 with a gap S, the value of which sets the adjustment mechanism 45.

The adjustment device 41 comprises a cylindrical abutment finger 43, protruding in the direction of the axis X. the End of the reference finger 43 is attached to the end of the holder 8.

As shown in figures 3 and 4, at the upper end of the holder 8 is formed in the contact hole 8A.

As shown in figure 2, section 43A having an enlarged diameter formed on the end of the reference finger 43; located on the upper end of one of the clamping levers 12. The adjustment device 41 on the upper end of one of the clamping lever 12 is designed to support the upper end of the holder 8 by inserting the supporting finger 43 in the contact hole 8A and the connection section 43A with the area of the outer edges of the contact holes 8A.

As shown in figures 3 and 4, at the lower end of the holder 8 is formed a cutout 8b.

As shown in figure 2, the annular Comtat the percentage groove formed on the end of the reference finger 43 Adjuster 41, located on the lower end of the other clamping arm 12. The adjustment device 41 attached to the lower end of the other clamping arm 12, is intended for mounting the lower end of the holder 8 by connecting the contact grooves 43b with the area of the outer edge of the recess 8b at the lower end of the holder 8.

When the brake pad 7 is attached to the clamping levers 12, the protrusion on the support plate 19 pads brake pads 7 is inserted into the groove 8C of the holder 8 from the bottom in the position in which the adjustment device 41 and the abutment finger 43 is separated from the lower end of the other clamping arm 12. When the protrusion comes to a predetermined position of the holder 8, the adjusting device 41 and the abutment finger 43 is fixed on the lower end of the other clamping arm 12 by means of the fastening bolt 42. As a result, the upper and lower end of the holder 8 fill in the contact groove 43b of the respective support fingers 43, limiting thus, the displacement of the brake pads 7 in the direction of the y axis.

The ends of the respective support fingers 43 interact plots the upper and lower ends of the support plate 19 pads brake pads 7. The end of the support fingers 43 brake support a reaction force transmitted to the brake pad 7 from the braking surface 6.

Adjusting the Pris shall sobienie 41 is a widely known mechanism, described in the patent JPH06-288417A, published by the Japan patent office in 1994, the content of which is included in this description by reference.

When using - supporting structure described above, the brake pad 7 is supported clamping levers 12 can move in the direction of the axis X parallel to the braking surface 6.

The adjustment device 41 contains a rubber case that covers the open area of the support fingers 43 to protect the support fingers 43 of dust.

As wear replacement of the strip 9 by replacing all the brake pads 7, including the support plate 19 of the strip, as follows.

Remove the mounting bolt 42 on the lower end of the other clamping arm 12, whereupon the adjusting device 41 on the lower end of the other clamping arm 12 is detached downward from the neckline 8b, while the contact groove 43b is moved from the support fingers 43 down relative to the outer edge of the recess 8b. Further, the protrusion on the support plate 19 of the strip is moved down along the groove 8C of the holder 8 with the purpose of disconnecting the brake pads 7 of the holder 8.

Further, the protrusion on the support plate 19 pads new brake pads 7 is inserted into the groove 8C of the holder 8. The holder 8 and then moved up until the upper end of the support plate 19 of the strips is not in contact with the supporting finger 43 of the adjusting device 41 on the upper end of one of the clamping levers 12. In this position, the adjusting device 41 is detached from the lower end of the other clamping arm 12, is attached to the other push-on lever 12 by means of the fastening bolt 42.

As shown in figure 2, the other two clamping lever 12 is located on the left side of the dash-dotted line N in the figure. The reference guide is formed as one unit with the data of the clamping levers 12. The support plate 19 pads brake pads 7 is inserted into the groove 8C formed on the supporting rail. An anchor block fixed to the upper and lower ends of the data of the clamping levers 12 for fixing the brake pads.

As described above, the diaphragm actuator 60 to compress the brake pads 7 to the brake surface 6 by means of the holder 8 is provided in the first pair of clamping levers 12.

As shown in figure 1, the diaphragm actuator 60 is located on the inner side of the bounding wall 12b, is formed between the upper and lower adjusting devices 41, mounted on the clamping levers 12. The bounding wall 12b is formed with an essentially elliptical cross-section, opposite a long stretch of strip 9. However, the shape of the section of the bounding wall 12b is not limited essentially elliptical shape and may be essentially arc identical to the outer shape of the strip 9.

As shown the and figure 2, diaphragm actuator 60 includes a diaphragm 76, the cover 92, the drive pressure chamber 63 and the piston 65. The annular connecting bearing 12A having a screw hole formed with predetermined intervals are formed on the perimeter of the bounding wall 12b of the clamping levers 12. The cover 92 is fixed on the clamping levers 12 by screws 84, screwed into the corresponding screw holes. The outer edge 75 of the membrane 76 is sandwiched between the connecting support 12A and the cover 92.

Drive pressure chamber 63 is limited by a bounding wall 12b, the membrane 76 and the cover 92. The piston 65 is located between the membrane 76 and the holder 8. Diaphragm actuator 60 presses the brake pad 7 connected to the holder 8, to the braking surface 6, by moving the holder 8 by means of the membrane 76 in the direction of the X axis of the figure in accordance with the pressure of compressed air flowing in the drive pressure chamber 63 from the compressed air source mounted on the railway vehicle.

The cover 92, as well as the connecting bearing 12A has an essentially elliptical shape. The cover 92 is a plate-like element protruding beyond the area located opposite the drive pressure chamber 63.

The membrane 76 is formed of a polymeric elastic material. The membrane 76 may have a corrugated shape of the floor is measured elastic material, containing a reinforcing material such as carbon fiber or Kevlar fiber®. The membrane 76 may also be formed from a corrugated tube made of a thin metal plate or a rubber tube.

The membrane 76 consists of a section of the outer edge 75, a bent section 77, which passes in the direction of the holder 8 along the bounding wall 12b of the plot of the outer edges 75 and then bent inward at an angle of approximately 180 degrees, and of section 79 of the piston, which forms a plane that is parallel to the movable brake pad 7 on the inner side of the bending section 77.

The piston 65 is located between section 79 of the piston and the holder 8 brake pads 7.

As shown in figures 3 and 4, the piston 65 is a hollow cylindrical element, comprising: an elliptical tubular section 65A, passing in the X-axis direction; a closing plate 65b, passing in the direction of the Y-axis and X-axis and closing the end of tubular elliptical section 65A; separating section 65, passing in the direction of the X axis and the Z-axis and separating the inner part of the elliptical tubular section 65A; the front edge 65d, protruding from the end of elliptic tubular section 65A; and a rear ledge e, protruding backward from the end of ellipticus the CSOs tubular section 65A. Section 65A essentially parallel to the wall 12b of the clamping levers 12. The separating section 65s increases the rigidity of the piston 65. The front edge 65d and rear projection e are designed for securing the piston 65 to the holder 8.

As shown in figure 2, between the limiting wall 12b and the side surface of the piston 65 is formed a space having a circular cross-section in the direction of the axis X. In this place there is a bent section 77 of the membrane 76. The bending section 77 is bent approximately 180 degrees within the space, and is stretched and reduced in accordance with the movement of the piston 65 in the direction of the axis X. the Bending section 77 is preferably located on the inner side of the bounding wall 12b to limit the stretching of the membrane 76 in the direction of the Y-axis and z-axis.

Section 79 of the diaphragm 76 that is designed to move the piston in contact with the entire surface of the closing plate 65b, which moves under the influence of the pressure of the compressed air in the direction of the drive pressure chamber 63. Section 79 of the piston can be attached to the closing plate 65b through bonding, fixing, etc.

Insulating panel 70 is sandwiched between the piston 65 and the holder 8. Insulating panel 70 is formed in the form of plates of insulating material and serves to contain the heat on the brake pads 7 to the piston 65 and the diaphragm 76. Using insulation panels 70 heat transfer membrane 76 can be blocked sufficiently, even when the piston 65 is made of, for example, from a metal having a high thermal conductivity.

Insulating space 72, sealed by insulating panel 70, provided on the inner side of the piston 65. Insulating the space 72 in conjunction with insulation panel 70 is intended to obstruct the transfer of heat from the brake pads 7 to the membrane 76.

As shown in figure 3, the piston 65 is attached to the holder 8 by means of screws 66 passing through the insulating panel 70. For this purpose at the corresponding sections of the outer edges of the holder 8 and the insulating panel 70 formed through holes. In addition, a screw hole 65f formed on the front ledge 65d and rear ledge a piston 65. The screws 66 are inserted in the through hole in the holder 8 and the insulating panel 70 and is connected with a screw hole 65f on the front ledge 65d and rear ledge e. In addition, similar to the screw hole 65f formed on the upper and lower ends of the elliptical tubular section 65A and in the center of the separating segment 65s piston 65, and screws passing through the holder 8 and the insulating panel 70 in the relevant provisions of, connected with these screw holes 65f. Use the tion of the piston 65 with the tabs 65d, E allows to increase the number of connection points between the piston 65 and the holder 8, and as a result, the piston 65 can be secured to the holder 8.

The screws 66, the through hole in the holder 8 and the insulating panel 70, and a screw hole 65f, formed in the piston 65, together constitute the connection means for attaching the piston 65 to the bracket 8.

As shown in figure 1, the inlet opening 18 which communicates with the drive pressure chamber 65, is provided on the clamping levers 12. The inlet opening 18 functions as an inlet/outlet for the air, through which compressed air is supplied from a compressed air source that is installed in a railway carriage in the drive pressure chamber 64, or which opens the drive pressure chamber 63 to the atmosphere.

The steps for applying air to the drive pressure chamber 63 through the inlet opening 18 and opening the drive pressure chamber 63 to the atmosphere through the inlet opening 18 is performed by a controller and a switching valve that is not shown in the figures.

During braking, the membrane 76 is stretched under the influence of compressed air in the direction of the drive pressure chamber 63, the section 79 of the membrane 76 presses the brake pad 7 to the brake surface 6 by means of the piston 65. Brake pad 7 is pressed against the brake p is the surface 6, provides braking of the rotating wheel 5 by means of applying friction to the brake surface 6. Section 79 of the membrane 76 is in contact with the entire surface of section 65b of the piston 65, and thus, the membrane 76 exerts a steady pressure on the plunger 65. As a result, brake pad 7 has a stable braking pressure to the brake surface 6 by means of the holder 8.

On the other hand, when the drive pressure chamber 63 is open to the atmosphere, the diaphragm 76 is reduced, and the brake pad 7 is separated from the braking surface 6 by the force of the return spring 44 provided in the adjusting device 41.

Thus, under the proposal, push the brake, the probability of occurrence of deflection of the brake pad 7; deformation of the friction surface of the strip 9 and increase the local temperature of the strip 9 is less than the patents JPH08-226469A and JPH08-226471A known from the prior art, and thus realized a stable braking. In addition, the probability of local wear strip 9 is very low.

Moreover, in the proposed locking brake, the piston 65 is attached to the holder 8 by means of screws 66. The holder 8 is supported by the support fingers 43, which support the upper and lower Adjuster 41, and thus, the movement of the holder 8 in the direction the attachment of the X-axis of figure 2 is controlled by the adjusting devices 41. In other words, the movement of the holder 8 in the direction of the Y-axis and Z-axis is limited by the adjusting devices 41.

Thus, the movement of the piston 65, attached to the holder 8, is limited in the direction of the X axis by several screws 66, and therefore is limited in the direction of the Y-axis and z-axis.

According to the above-described device, directing, limiting movement of the piston 65 in the direction of the Y-axis and Z-axis, the presence of which is necessary in the device according to the patent JP2009-162245A known from the prior art, is not necessary, and, therefore, eliminates the sliding resistance generated guide. As a result, compressed air pressure from the drive pressure chamber 63 after conversion can move in a pressing force for pressing the brake pads 7 with a high degree of efficiency. No guide can reduce the size of the membrane actuator 60.

The adjustment device 41 provides a constant gap S in the absence of inhibition in progressive deterioration of the gasket 9. Thus, the entire period of time ensured a constant distance of movement of the piston 65, desired to apply the brakes, and, therefore, is uniform braking.

In addition, the location of the piston 65 between the membrane 76 and the brake pad 7 can improve the NWO is an ode to the position of the piston 65.

Moreover, under the proposed push the brake diaphragm actuator 60 is activated by the pressure of the compressed air and, thus, eliminates the need to install pneumohydrodrives or oil pressure source and the pressure oil line in the railway vehicle. As a result, the weight of a rail vehicle can be reduced.

The content of the patent application Tokugan (Tokugan) 2009-194524, filed August 25, 2009 in Japan, is included in this description by reference.

The present invention is described with reference to specific embodiments, however, as described above, the embodiments do not limit the invention. For specialists obvious changes and modifications of the above scenarios implementation by making changes within the scope of the claims.

For example, in the locking brake is operated diaphragm actuator 60, which is driven by the pressure of compressed air, but the present invention can also be used to push the brake, which uses a diaphragm actuator driven by an oil pressure. Also in this case, the piston has a large area of pressure application than standard hydraulic clamping piston brakes, and, thus, the required clamping force can be is respecto in the drive, use low oil pressure. As a result, there is no need boosting pressure through pneumohydrodrives, and can be obtained improvement in rasierapparat.

In the proposed clamping brake, brake pad 7 is pressed by one piston 65. However, the piston 65 can be divided into several pistons. In this case, even when the deviation of the main clamping body or deformation of the braking surface 6 under the influence of the reaction force applied to the piston of the brake pad, the corresponding pistons can respond to deflection or deformation, and therefore, the surface pressure applied to the braking surface of the brake pad can be maintained constantly.

If necessary, the plate on which the sprayed insulating material, can be used as insulation panels 70, which may be located between the closing plate 65b and section 79 of the piston.

In addition, the insulating panel 70 may be located between the closing plate 65b of the piston 65 and section 79 of the piston diaphragm 76. In this case, the heat transfer to the membrane 76, which is a polymeric elastic material, may also be prevented.

In the locking brake diaphragm actuator 60 OEM home button Flex cable is TREN only on one pair of clamping levers 12, but the present invention can also be applied to push the brake in which the diaphragm actuator 60 is provided on both pairs of clamping levers 12.

INDUSTRIAL APPLICABILITY

As described above, when applying clamping brake according to the present invention increases the efficiency of conversion of fluid pressure in the pressing force which presses the brake pad that provides a uniform braking force. Thus, application of the present invention to the brake device for a railway vehicle allows you to reduce in size or even abandon the use of pneumohydrodrives in rail vehicle.

The embodiments of the present invention, representing objects of exclusive rights set forth in the following claims.

1. The clamping brake (1) of the vehicle, mounted on a vehicle, comprising a housing and a wheel (5), containing the braking surface (6) for the application of braking effort to the specified wheel (5), and the specified clamping brake contains:
brake pad (7), made with the possibility of application of the friction force to the braking surface (6);
holder (8), which supports the brake pad (7);
the main clamping body (10), under rively the vehicle body;
the two supporting finger (43)supporting the holder (8) on the main clamping body (10) can move toward the braking surface (6) and from it; and
the actuator (60), arranged to compress the brake pads (7) to the braking surface (6) by a holder (8)and the actuator (60) contains:
the membrane (76), located in the main clamping body (10);
the drive pressure chamber (63), bounded by a membrane (76) on the inner side of the main clamping body (10);
the piston (65), made with the possibility of transferring the movement of the membrane (76) on the holder (8); and
the connecting mechanism containing screws (66) and screw holes (65f), made in the piston (65), in which screws (66) is inserted through the holder (8) and screwed in to attach the piston (65) to the holder (8).

2. The clamping brake (1) according to claim 1, in which the main clamping body (10) provided with two supporting fingers (43) for supporting the respective ends of the holder (8)and the drive pressure chamber (63) is located between the two support fingers (43).

3. The clamping brake (1) according to claim 1 or 2, in which the membrane (76) includes a bent section (77), made with the possibility of tension and compression between the main clamping body (10) and the piston (65), and the main clamping body (10) comprises a cylindrical bounding wall (12b)located is built around the bent portion (77).

4. The clamping brake (1) according to claim 1, in which the piston (65) is a hollow cylindrical element, containing:
elliptical tubular section (65A), having an elliptical cross-section;
the closing plate (65b), made with the possibility of closing the end of the elliptical tubular section (65A); and
dividing the plot (65s), separating the inner part of the elliptical tubular section (65A).

5. The clamping brake (1) according to claim 4, in which on the inner side of the piston (65), there is an insulating space (72), which prevents heat transfer from the holder (8) to the piston (65).

6. The clamping brake (1) according to claim 4 or 5, in which the piston (65) includes a protrusion (65d, 65e), which acts in the lateral direction from the base elliptical tubular section (65A) and a screw hole (65f), in which is screwed the screws (66), passing through the holder (8).

7. The clamping brake (1) according to claims 1, 2, 4, or 5, optionally containing insulating panel (70)located between the piston (65) and a holder (8).

8. The clamping brake (1) according to claims 1, 2, 4, or 5, in which the braking surface (6) of the wheel (5) of the vehicle is located on both lateral surfaces of the wheel;
the main clamping body (10) comprises two clamping lever (12), each of which is located opposite the braking surface (6) each of the lateral surfaces;
od the n of the two clamping levers (12) contains two specified reference finger (43), brake pad (7)that are supported by the two supporting fingers (43) by a holder (8)and the actuator (60), arranged to compress the brake pads (7) to the braking surface (6) by a holder (8); and
other brake pad (7) is attached to the other push-on lever (12) by means of another holder (8).

9. The clamping brake (1) according to claim 8, further containing a sliding pin (31, 32), supporting the main clamping body (10) which can move relative to the vehicle body in the direction of the axis of the wheel (5) of the vehicle.



 

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16 cl, 12 dwg

FIELD: transport.

SUBSTANCE: proposed brake comprises housing and actuator assembly. Housing comprises pad with pad arm. Actuator assembly comprises actuator and element with brake block arranged to translate along motion axis. Said block is fitted on said element to move on support with pressure spring. Pressure spring serves to generate pressure force FR between brake block and surface of fit in housing pad. Pressure spring fit surface is located antiparallel with motion axis. Note here that angle α between fit surface and motion axis exceeds 0°.

EFFECT: better ventilation of brake blocks.

9 cl, 3 dwg

FIELD: transport.

SUBSTANCE: proposed friction element comprises circular-shape bearing plate with radial ledge. Friction material is secured on said bearing plate to come in contact with brake disk face surface. Two-turn spring element made from wire has first and second arms and is attached to said radial ledge. Bearing plate radial ledge comprises also holes to receive coiled spring element. Note here that said different-length first and second arms of said spring are located on both sides of bearing plate. Note that said spring brings about asymmetrically-oriented force in direction of friction element front or rear part.

EFFECT: reliable spring locking, reduced braking noise.

10 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed disk brake comprises caliper, holder secured to vehicle, friction appliances arranged on both sides of disk brake, detachable unit to secure friction appliances, and spring secured to friction appliance to joint first and second wings of caliper. Said caliper has extending part to embrace disk brake on both sides and is furnished with hydraulic cylinder with piston. Note here that caliper is arranged to move on the holder, while disk brake can rotate between said extending part and caliper piston. Holder represents a half passing on only one side of disk brake plane, while guide pins are arranged above disk brake perpendicular to its plane. Detachable unit is arranged partially in the first recess arranged in friction appliance one support and, partially, in second recess made in extending part of caliper and/or holder.

EFFECT: improved braking qualities of caliper and reduced weight.

19 cl, 8 dwg

Vehicle clamp brake // 2429393

FIELD: transport.

SUBSTANCE: brake clamp comprises first braking lever arranged opposite vehicle wheel first friction surface and second braking lever arranged opposite second friction surface. Moving brake shoe is mounted on first braking lever to apply brake force to first friction surface. Brake clamp houses pistons to move moving brake shoe in response to membrane extension and guide frame to guide pistons in direction perpendicular to first friction surface. Moving brake shoe applies uniform brake force to vehicle wheel together with brake shoe secured to second braking lever.

EFFECT: uniform pressure on revolving wheel surface.

13 cl, 12 dwg

FIELD: transport.

SUBSTANCE: braking clamp comprises two braking levers arranged opposite friction surfaces applied to appropriate lateral surfaces of vehicle wheels. Braking lever applies braking force to vehicle wheel by pressing braking clamp against friction surface. Pressure chamber confined by membrane is arranged in braking lever. Pistons displace braking clamp subject to membrane expansion in feeding compressed air into pressure chamber. Guide device guides pistons in direction perpendicular to friction surface.

EFFECT: uniform pressure on revolving wheel surface.

12 cl, 11 dwg

Brake disc // 2241875
The invention relates to the field of transport engineering and can be used in disc brakes of aircraft wheels

Brake disc // 2237203
The invention relates to the field of engineering, in particular to the brake disks made of composite material based on carbon

The invention relates to the field of car building

Brake disc // 2196261
The invention relates to transport machinery and can be used in heavily loaded disc brakes, for example in aircraft wheels

FIELD: transport.

SUBSTANCE: invention relates to machine building, particularly, to combine brake cylinders. Combined brake cylinder comprises cylinder of working braking mechanism, an active working brake, driven by working fluid displaced by piston and braking mechanism cylinder with spring energy accumulator, a passive parking brake. Piston of aforesaid braking mechanism cylinder with spring energy accumulator and rod of cylinder of working braking mechanism piston are aligned. In case piston stroke in aforesaid braking mechanism cylinder with spring energy accumulator increases power transfer ratio increases as well. Rail mounted vehicle disc type braking mechanism support unit incorporates said combined braking cylinder.

EFFECT: compact design, maximised force of braking.

25 cl, 15 dwg

FIELD: transport.

SUBSTANCE: invention relates to rolling stock brake systems. Disc brake comprises friction unit. Friction unit is composed of radial double-row thrust bearing with medium ring making the brake disc rigidly fitted on mounted axle while two thrust rings make linings. Said linings are pressed to medium ring by levers coupled with brake cylinder. Outer surface of medium ring and inner surfaces of thrust rings have taper grooves to accommodate the balls.

EFFECT: reduced thermal load and wear of disc brake friction pair.

4 dwg

FIELD: transport.

SUBSTANCE: proposed device comprises body, brake support, brake support levers, system of bearings and axial bearing. Levers are arranged on body outer surfaces directed in opposite directions to support eccentric shaft. Every lever may be driven by eccentric shaft crank. System of bearings is arranged between body and brake support lever. Eccentric shaft crank arranged at shaft end to extend from said body to rotate therein. Revolving eccentric shaft makes crack moving eccentrically relative to body to drive brake support lever. Axial bearing transfers axial forces from brake support lever to body. Axial bearing is located in zone of crank, between brake support lever and body, or part secured thereon. Axial force flow is directed from brake support lever directly to axial bearing and, therefrom, to body, or part secured thereon.

EFFECT: decreased friction.

6 cl, 3 dwg

FIELD: transport.

SUBSTANCE: proposed disk brake block comprises two flanges with appropriate friction linings to allow friction against disk. Said flanges are articulated on ends of two levers driven by brake force source that comprises first piston displacing along first axis A. Brake block comprises also assembly to automatically control the gap between friction linings and said disk. First piston transmits braking force to pusher arranged inside aforesaid source to increase and transmit said force via said assembly and, along second axis B perpendicular to said first axis A, to ends of said levers perpendicular to those where said flanges are articulated with.

EFFECT: higher operating performances.

12 cl, 7 dwg

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