KR102216888B1 - Manually controlled brake system for railway road - Google Patents

Abstract

A braking system for a railroad vehicle capable of manual control includes a braking unit and a power transmission unit operating the braking unit. The power transmission unit includes a shaft unit, a gear unit, a clutch unit, a guide unit, and an adjustment unit. The shaft unit rotates by receiving a driving force from the outside. The gear unit is rotatably connected to the shaft unit. The clutch unit is selectively coupled to the gear unit and selectively provides the driving force to the gear unit. The guide unit slides the clutch unit on the shaft unit. The control unit operates the guide unit.

Description

Braking system for rail vehicles with manual control {MANUALLY CONTROLLED BRAKE SYSTEM FOR RAILWAY ROAD}

The present invention relates to a braking system for a railroad vehicle, and more particularly, in performing braking or easing of braking of a railroad vehicle, it is easy to provide or block torque or driving force transmitted to the final gear stage through a relatively simple structure. It relates to a braking system for railway vehicles capable of manual control that can be performed.

Conventional braking systems applied to railway vehicles are generally pneumatic-based braking systems, and when installed for each vehicle of the train, the space occupied is increased and the response speed is slow, and thus precise control is difficult.

Accordingly, technologies for replacing the conventional pneumatic-based braking system with an electronic braking system such as a motor have been developed, and until now, a number of technologies have been developed for the electronic braking system applied to small vehicles such as automobiles, but applied to railway vehicles. Research on a possible electronic braking system is incomplete.

For example, Japanese Patent No. 597735 discloses a structure for generating braking force or easing braking force to drive wheels through a sliding structure on the shaft of a dock clutch as a braking force control device for a saddle type vehicle.

However, there is a limit to the application of the above technologies to railway vehicles, and in particular, in the case of railway vehicles, when a problem occurs in the braking system of a specific vehicle, the brake of the vehicle is relieved and the vehicle operates, but the brake is not relieved. If not, the railroad wheels will slide on the rails, resulting in safety problems such as derailment.

Furthermore, in the case of a conventional pneumatic-based braking system, there is a cumbersome problem in that the spring force must be removed in order to relieve the parking braking when the vehicle is not supplied with power when parking braking is fastened by a spring force, and the vehicle power is provided. If not, there is a problem that the parking braking power is lost due to natural air leakage.

Japanese Patent No. 597735

Accordingly, the technical problem of the present invention is conceived in this respect, and the object of the present invention is to provide or block the torque or driving force transmitted to the final gear when performing braking or braking relief of a railroad vehicle. It relates to a braking system for rail vehicles capable of manual control that can be easily performed through.

A braking system for a railway vehicle according to an embodiment for realizing the object of the present invention includes a braking unit and a power transmission unit for operating the braking unit. The power transmission unit includes a shaft unit, a gear unit, a clutch unit, a guide unit, and an adjustment unit. The shaft unit rotates by receiving a driving force from the outside. The gear unit is rotatably connected to the shaft unit. The clutch unit is selectively coupled to the gear unit and selectively provides the driving force to the gear unit. The guide unit slides the clutch unit on the shaft unit. The control unit operates the guide unit.

In one embodiment, when the clutch unit is coupled to the gear unit, the driving force is provided to the brake unit to brake the railway vehicle, and when the clutch unit is detached from the gear unit, the driving force is provided to the brake unit. Therefore, the braking of the railway vehicle may be relieved.

In one embodiment, the clutch unit may include a protrusion protruding in a direction parallel to the shaft unit, and the gear unit may have a recess coupled to the protrusion.

In one embodiment, the guide unit, a guide body connected to the adjustment unit, a guide portion extending in an inclined direction on the guide body, and sliding along the guide portion, the clutch unit sliding on the shaft unit It may include a sliding guide to let.

In one embodiment, the sliding guide may be fixed to the upper end of the shaft unit.

In one embodiment, the adjustment unit may include an adjustment shaft connected to the guide body, and an adjustment screw connected to an end of the adjustment shaft to rotate the adjustment shaft.

In one embodiment, the adjustment shaft may move forward or backward according to the rotation, and the sliding guide may move along the extension direction of the shaft unit on the guide portion according to the forward or backward movement of the adjustment shaft.

In one embodiment, the adjustment shaft may be fixed to a fixing frame protruding from an upper portion of a housing unit accommodating the shaft unit and the clutch unit into an inner space.

In one embodiment, the shaft unit, a lower drive shaft to which the gear unit is connected, a sliding drive shaft extending from the lower drive shaft, a sliding drive shaft in which a plurality of sliding grooves are formed, and extending from the sliding drive shaft, and connected to the guide unit. It may include an extended drive shaft.

In one embodiment, the clutch unit may include a body portion that slides along the sliding grooves and is selectively coupled to the gear unit.

In one embodiment, the shaft unit may include a drive shaft having an axial space formed therein and extending in one direction, and a sliding drive shaft that is slid in an axial space of the drive shaft, and an end thereof is connected to the guide unit.

In one embodiment, the clutch unit includes a body portion sliding on the drive shaft and selectively coupled to the gear unit, and the power transmission unit includes a pin portion penetrating the drive shaft and fixing the body portion to the sliding drive shaft. It may contain more.

In one embodiment, the pin portion may be moved on a pin guide formed by a predetermined distance on the outer surface of the drive shaft.

In one embodiment, the power transmission unit further comprises a drive unit that provides a driving force to the shaft unit, the drive unit, a reducer connected to an end of the shaft unit, and perpendicular to the extension direction of the shaft unit It may include a motor unit that is connected to the reducer in the phosphorus direction to provide a driving force.

According to embodiments of the present invention, it is possible to selectively couple the clutch unit to the gear unit through an adjustment unit that is manually controlled from the outside, and through this, it is possible to operate the brake unit or to relieve the brake , As the braking force can be relieved in a situation where power is not provided, the convenience of transportation and repair of railway vehicles is improved.

In this case, since the clutch unit is guided and moved on the shaft unit and can be selectively coupled with the gear unit, it is possible to easily implement the design of the power transmission unit for implementing the braking drive and releasing operation, and the ease of manufacture and The applicability to actual railway vehicles can also be improved.

On the other hand, through the combination of the adjustment unit that provides force in the horizontal direction and the guide unit that drives the clutch unit by converting it to the vertical direction, the overall size or volume of the power transmission unit is reduced, designing and implementing an optimized braking system. This is possible.

Furthermore, by arranging a motor unit generating a driving force in a driving unit and a reducer that provides the driving force to the shaft unit vertically with respect to the extending direction of the shaft unit, in particular, even when the power is cut off and the braking force is relieved, The braking force can be maintained over a certain level through resistance, and in particular, when the railroad vehicle needs to be moved while the power is cut off, the braking force can be quickly relieved by manually operating the control unit from the outside. The maintenance, provision, and relaxation of the product can be conveniently converted according to the state of use.

1 is a schematic diagram showing a braking system for a railroad vehicle according to an embodiment of the present invention.
Figure 2 is a schematic diagram showing the power transmission unit of Figure 1;
3 is a cross-sectional view showing a cross-section taken along line A-A' of FIG.
4 is a schematic diagram showing a power transmission unit in a braking system for a railroad vehicle according to another embodiment of the present invention.
5 is a side view illustrating what is observed along the direction B of FIG. 4.
6 is a schematic diagram showing another example of the shaft unit of the power transmission unit of FIG. 4.
7 is a schematic diagram showing a power transmission unit in a braking system for a railroad vehicle according to another embodiment of the present invention.

The present invention will be described in detail in the text, since various modifications can be made and various forms can be obtained. However, this is not intended to limit the present invention to a specific form of disclosure, it is to be understood as including all changes, equivalents, or substitutes included in the spirit and scope of the present invention. In describing each drawing, similar reference numerals have been used for similar elements. Terms such as first and second may be used to describe various components, but the components should not be limited by the terms.

These terms are used only for the purpose of distinguishing one component from another component. The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

In the present application, terms such as "comprise" or "consist of" are intended to designate the presence of features, numbers, steps, actions, elements, parts, or a combination thereof described in the specification, but one or more other features. It is to be understood that the presence or addition of elements or numbers, steps, actions, components, parts, or combinations thereof, does not preclude in advance the possibility of being added.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms as defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted as an ideal or excessively formal meaning unless explicitly defined in this application. Does not.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

1 is a schematic diagram showing a braking system for a railroad vehicle according to an embodiment of the present invention.

Referring to FIG. 1, first, the braking system 1 for a railway vehicle according to the present embodiment includes a power transmission unit 10, a rotation drive gear 2, an eccentric part 3, a rotation drive part 4, and a gap adjustment part. (5) and a brake (9).

The power transmission unit 10, which will be described later, generates a driving force and provides it to the rotation driving gear 2, and the eccentric portion 3 rotates eccentrically by the driving force provided to the rotation driving gear 2.

The eccentric force according to the eccentric rotation of the eccentric part 3 is provided to the first braking pad 6 of the braking part 9 so that the first braking pad 6 operates, and the gap adjusting part 5 It is also provided to the rotation driving unit 4 through the rotation driving unit 4 to operate the first brake pad 7.

That is, according to the eccentric rotation of the eccentric part 3, the first and second braking pads 6 and 8 are moved in a direction that narrows each other, so that they are in close contact with the braking disk 7 and can provide a braking force. In contrast, when the eccentric part 3 is not rotated or the direction of rotation is changed, the first and second brake pads 6 and 8 do not come in close contact with the brake disk 7 or the brake The braking force may be relieved by moving away from the disk 7.

In addition, the rotation of the eccentric portion 3 is eventually performed by driving the power transmission unit 10, and thus, the power transmission unit 10 will be described in detail below.

Figure 2 is a schematic diagram showing the power transmission unit of Figure 1; 3 is a cross-sectional view showing a cross-section taken along line A-A' of FIG. 1.

2 and 3, the power transmission unit 10 includes a housing unit 100, a shaft unit 200, a drive unit 300, a gear unit 400, a clutch unit 500, and a guide unit ( 600) and a control unit 700.

The housing unit 100 forms the overall external shape of the power transmission unit 10 and forms a predetermined storage space 101 therein.

The housing unit 100 is a side portion connecting the upper frame 120 and the lower frame 130, and the upper and lower frames 120 and 130 facing each other, and forming the storage space 101 therein. It includes a frame 110, for example, has a cylindrical shape as a whole, and the storage space 101 may also be a storage space having a cylindrical shape.

Inside the storage space 101, the shaft unit 200 and the gear unit 400 are located.

On the other hand, the housing unit 100 further extends along the extending direction of the side frame 110 to the side of the upper frame 120, the fixed frame 140 protruding from the upper frame 120 Include.

The fixing frame 140 serves to fix the adjustment unit 700 to be described later, and will be described later together with the adjustment unit 700.

The driving unit 300 is located outside the housing unit 10 and provides a driving force to the shaft unit 200.

In this case, the drive unit 300, as shown, is connected to the end of the shaft unit 200 along the extending direction of the shaft unit 200, for example, a rotational driving force like a drive motor. Can provide.

The shaft unit 200 rotates by receiving a rotational driving force from the driving unit 300, and includes a lower driving shaft 210, a sliding driving shaft 220, an upper driving shaft 230, and an extended driving shaft 240.

One end of the lower drive shaft 210 is connected to the drive unit 300 and rotates by receiving a rotational driving force from the drive unit 300, and the other end is connected to the sliding drive shaft 220.

In this case, the lower drive shaft 210 extends from the outside to the inside of the housing unit 100, so that the lower drive shaft 210 can rotate smoothly with respect to the housing unit 100, the lower frame 130 ), the lower bearing 131 is fixed, passes through the lower bearing 131 and the lower drive shaft 210 is connected.

Thus, the lower drive shaft 210 is rotatable with respect to the lower frame 130.

One end of the sliding drive shaft 220 is connected to the lower drive shaft 210, and the other end of the sliding drive shaft 220 is connected to the upper drive shaft 230.

The sliding drive shaft 220 may be integrally formed with the lower drive shaft 210, or may be formed separately and combined with the lower drive shaft 210.

The sliding drive shaft 220 also rotates integrally with the lower drive shaft 210.

However, along the outer circumferential surface of the sliding drive shaft 220, the sliding groove 225 is formed parallel to the extending direction of the sliding drive shaft 220.

A clutch unit 500 to be described later is fixed to the sliding groove 225, and the clutch unit 500 slides along the sliding groove 225 in a direction parallel to the extending direction of the sliding drive shaft 220.

In this case, the sliding drive shaft 220 may be a circular bar-shaped shaft, and the sliding groove 225 may be formed as a groove having a predetermined depth on the sliding drive shaft 220.

In addition, a plurality of the sliding grooves 225 may be formed along a direction parallel to the extending direction of the sliding drive shaft 220, and each may extend with the same distance from each other.

In contrast, as shown in FIG. 3, the sliding groove 225 forms a relatively deep groove, so that the cross section of the sliding drive shaft 220 is a shape in which a plurality of protrusions and a plurality of concave portions are repeated with each other. It can also be formed of.

Thus, for example, the sliding drive shaft 220 may have a star shape having six points in cross section.

As described above, as the sliding groove 225 is formed, in particular, as the sliding groove 225 is formed to have a deep or wide depth or width, the clutch unit 500 to be described later is more than the sliding groove 225. It is firmly fixed, and accordingly, the clutch unit 500 may steadily slide along the sliding drive shaft 220 in a direction parallel to the extending direction of the sliding drive shaft 220.

One end of the upper drive shaft 230 is connected to the other end of the sliding drive shaft 220, and the other end is fixed to the upper surface 530 of the clutch unit 500 to be described later.

In this case, the upper drive shaft 230 extends in the same shape as the lower drive shaft 210 because a separate groove is not formed on the outer circumferential surface, and is connected to the upper surface portion 530 through the upper frame 120. .

Accordingly, the upper bearing 121 is fixed to the upper frame 120, and the upper drive shaft 230 passes through the upper bearing 121 and is fixed to the upper bearing 121.

Thus, the upper drive shaft 230 can be rotated with respect to the upper frame 120.

In this case, the upper drive shaft 230 may be formed integrally with the sliding drive shaft 220 or may be formed separately to be connected to the sliding drive shaft 220.

The extended drive shaft 240 is formed on the upper surface portion 530 of the clutch unit 500 and protrudes to the outside of the upper frame 120.

In this case, the extended drive shaft 240 is connected to the guide unit 600 to be described later, and is guided to be moved on the guide unit 600 by a driving force provided from the adjustment unit 700.

The gear unit 400 is fixed to an end of the lower drive shaft 210, that is, a portion to which the sliding drive shaft 220 is connected, and is connected to the lower drive shaft 210 through a shaft bearing 410.

Thus, the gear unit 400 is in a free end state with respect to the lower drive shaft 210 and is positioned in a fixed state irrespective of the rotation of the lower drive shaft 210.

However, the gear unit 400 includes a depression 401 recessed along the extending direction of the lower drive shaft 210, and the clutch unit 500 is fixed to the depression 401, It is constrained by the rotation of the clutch unit 500 and rotates together with the clutch unit 500.

In this case, since the clutch unit 500 eventually rotates in the same direction and speed as the rotation direction and rotation speed of the sliding drive shaft 220 and the lower drive shaft 210, the gear unit 400 When coupled to the clutch unit 500, the lower drive shaft 210 rotates in the same direction and speed as the rotation direction and rotation speed.

Meanwhile, although not shown, the rotation drive gear 2 described with reference to FIG. 1 is coupled to the gear unit 400.

Accordingly, when the gear unit 400 rotates, the rotation drive gear 2 also rotates, and this rotational force is eventually provided to the braking unit 9.

In contrast, when the gear unit 400 is not engaged with the clutch unit 500, the gear unit 400 is not rotated, so that a separate driving force is not provided to the braking unit 9. do.

That is, when the gear unit 400 and the clutch unit 500 are coupled to each other, the driving force of the driving unit 300 is provided to the braking unit 9, so that the railroad vehicle is in a braking state, and the gear When the unit 400 and the clutch unit 500 are not coupled to each other, the braking of the railway vehicle is relaxed.

The clutch unit 500 includes a body portion 510, a side portion 520, an upper surface portion 530, and a protrusion portion 540.

The body portion 510 is not shown, but includes a protrusion shape corresponding to the groove shape of the sliding groove 225 along an inner surface, and slides along the sliding drive shaft 220.

In this case, if the shape of the sliding groove 225 is as shown in FIG. 3, it is formed to be coupled to correspond to the inner view of the body part 510 and the shape of the sliding groove 225 of FIG. 3, It may slide along the sliding groove 225.

The protrusion 540 protrudes from the lower portion of the body part 510 in a direction toward the recess 401 of the gear unit 400, and the protrusion 540 passes through the recess 401 Is inserted.

Thus, when the body part 510 slides downward along the sliding drive shaft 220, the protrusion 540 is inserted into the recess 401, and accordingly, the clutch unit 500 Is coupled with the gear unit 400 to rotate integrally.

On the contrary, when the body part 510 slides upward along the sliding drive shaft 220, the protrusion 540 comes out of the recess 401, and the clutch unit 500 The gear unit 400 and the coupling is released to rotate independently.

The upper surface part 530 is connected on the upper drive shaft 230, and the side part 520 connects the upper surface part 530 and the body part 510, so that the clutch unit 500 is integrated as a whole. It is fixed to move to.

In this case, the extended drive shaft 240 is connected to the upper surface portion 530.

Thus, when the clutch unit 500 moves downward, the body part 510 is guided along the sliding drive shaft 220 and slid downward, and the upper surface part 530 is the upper drive shaft ( 230) and slides downward.

In addition, as the upper surface part 530 slides downward on the upper drive shaft 230, the extended drive shaft 240 also moves downward on the upper surface part 530.

In contrast, when the clutch unit 500 moves upward, the body portion 510, the upper surface portion 530, and the extended drive shaft 240 move in a direction opposite to the operation.

The guide unit 600 is connected to the extension drive shaft 240 and provides a driving force provided from the control unit 700 to the extension drive shaft 240.

That is, the guide unit 600 includes a guide body 610, a guide part 620, and a sliding guide 630.

The guide body 610 has a block shape and locates the extension drive shaft 240 in an internal storage space, and the guide part 620 extends while forming an oblique inclined surface inside the guide body 610 .

The sliding guide 630 is moved along the guide part 620 and is fixed to an end of the extended drive shaft 240.

That is, when the sliding guide 630 moves along the guide part 620, the end of the extended drive shaft 240 also moves along the guide part 620.

Meanwhile, the adjustment unit 700 includes an adjustment screw 710 and an adjustment shaft 720, and the adjustment shaft 720 passes through the fixing frame 140, so that one end of the guide unit 600 It is fixed to one surface of the guide body 610.

The adjusting screw 710 is fixed to the other end of the adjusting shaft 720.

A thread is formed on the outer circumferential surface of the adjustment shaft 720, and although not shown, a thread corresponding to the thread formed on the adjustment shaft 720 is formed on the inner circumferential surface of the fixing frame 140.

Thus, when the adjustment screw 710 is rotated by an operation of an external user or through a separate rotation means, the adjustment shaft 720 rotates according to the rotation direction of the adjustment screw 710 and moves forward. Or you go backwards.

That is, since the guide body 610 is fixed to one end of the adjusting screw 710, when the adjusting screw 710 moves forward or backward as shown by the arrow in FIG. 2, the guide body 610 Moves forward or backward at the same time.

At this time, since the guide part 620 is formed in an oblique direction on the guide body 610, when the guide body 610 moves forward, that is, in the right direction in FIG. 2, the guide part 620 The sliding guide 630 positioned above moves in a downward direction, that is, in a direction toward the upper frame 120.

Thus, the extended drive shaft 240 fixed to the sliding guide 630 also moves downward, and accordingly, the clutch unit 500 moves downward together with the extended drive shaft 240, and eventually the The protrusions 540 are inserted into the concave portions 401 and are fixed to each other.

In contrast, when the guide body 610 moves backward, that is, in the left direction in FIG. 2, the sliding guide 630 positioned on the guide part 620 is in the upper direction, that is, the upper frame 120 ) In the opposite direction.

Thus, the extended drive shaft 240 fixed to the sliding guide 630 also moves upward, and accordingly, the clutch unit 500 moves upward together with the extended drive shaft 240, and eventually the The protrusion 540 inserted and fixed in the recess 401 is removed from the recess 401.

As described above, through a relatively very simple driving of rotating the adjusting screw 710 from the outside, the rotational driving force provided from the driving unit 300 can be provided to the gear unit 400 or blocked so as not to be provided. There will be.

Through this, it is possible to control the provision of braking force or easing of braking of the railroad vehicle through relatively very simple driving.

4 is a schematic diagram showing a power transmission unit in a braking system for a railroad vehicle according to another embodiment of the present invention. 5 is a side view illustrating what is observed along the direction B of FIG. 4.

The power transmission unit 20 in the braking system for a railroad vehicle according to this embodiment is the power transmission unit described with reference to FIGS. 1 to 3 except for the structure of the shaft unit 201 and the clutch unit 501 Since it is substantially the same as (10), the same reference numerals are used for the same components, and duplicate descriptions are omitted.

4 and 5, in the power transmission unit 20 in this embodiment, the shaft unit 201 includes a drive shaft 211 and a sliding drive shaft 221, and the clutch unit 501 Includes only the body portion 511 and the protrusion portion 541.

More specifically, one end of the drive shaft 211 is connected to the drive unit 300 and the other end is connected to the upper frame 120 of the housing unit 100.

In this case, the drive shaft 211 has a hollow shaft space 205 formed therein, and the sliding drive shaft 221 slides on the shaft space 205.

The gear unit 400 is connected through a shaft bearing 410 on the outer circumferential surface of the drive shaft 211, and the clutch unit 501 is vertically connected along the outer circumferential surface of the drive shaft 211, that is, the drive shaft 211 ) Slide along the extension direction.

The sliding drive shaft 221 slides on the shaft space 205, and a sliding guide 630 of the guide unit 600 is fixed to an upper end of the sliding drive shaft 221.

Thus, as the adjustment screw 710 rotates, the sliding drive shaft 221 slides in an up-down direction, that is, along an extension direction of the drive shaft 211.

In addition, referring to FIGS. 4 and 5, in the present embodiment, a pin part 550 is connected to the sliding drive shaft 221 by passing through the upper end of the body part 511 and the drive shaft 211.

That is, the sliding drive shaft 221 and the body part 511 are fixed to each other through the pin part 550.

Accordingly, as the sliding drive shaft 221 moves in the vertical direction on the shaft space 205, the body portion 511 moves in the vertical direction along the outer peripheral surface of the drive shaft 211.

Thus, by the rotation of the adjusting screw 710, the clutch unit 501 and the gear unit 400 are fixed or detached from each other, thereby braking or releasing the railroad vehicle.

6 is a schematic diagram showing another example of the shaft unit of the power transmission unit of FIG. 4.

6, in the power transmission unit 20, a predetermined pin guide 206 is formed on the outer circumferential surface of the drive shaft 212 by a predetermined distance, thereby penetrating the body portion 511 and the drive shaft 212 Thus, the pin portion 551 connected to the inner sliding drive shaft 221 may be transferred on the drive shaft 212 while having a stroke equal to the length of the pin guide 206.

That is, in the case of the present example, the pin guide 206 is formed only by a predetermined length, so that the movement range of the pin portion 551 can be limited, and through this, unnecessary movement of the pin portion 551 may cause the protrusion ( Since the insertion depth between the 541 and the indented portion 401 is unnecessarily increased, a problem of deteriorating the safety and durability of the overall coupling can be prevented.

7 is a schematic diagram showing a power transmission unit in a braking system for a railroad vehicle according to another embodiment of the present invention.

In the braking system for a railway vehicle according to this embodiment, the power transmission unit 30 is substantially the same as the power transmission unit 20 described with reference to FIGS. 4 and 5 except for the drive unit 301 Therefore, the same reference numerals are used for the same components, and duplicate descriptions are omitted.

Referring to FIG. 7, in the power transmission unit 30 in this embodiment, the drive unit 301 includes a reducer 310 and a motor unit 320.

In this case, the speed reducer 310 is connected to one end of the drive shaft 211 along the extending direction of the drive shaft 211, but the motor part 320 includes the speed reducer 310 and the drive shaft 211 It is connected in a direction perpendicular to the extension direction of

In general, in a braking system for a railroad vehicle, when the power is cut off or the power is discharged, the motor unit 320 stops driving and the braking force is naturally relaxed.

However, when the speed reducer 310 is connected to the motor part 320 as in the present embodiment, when the motor part 320 is not driven due to the cutoff of the power, the resistance of the speed reducer 310 is constant. Braking force above the level can be maintained, and thus parking braking can be maintained.

However, in the parking braking state, when the railroad vehicle is to be moved for reasons such as entering/exiting, the parking braking must be relieved, but it is easy to relieve the parking braking without driving the motor unit 320 in a state in which power is not provided. Not.

However, in the case of this embodiment, by releasing the coupling between the clutch unit 501 and the gear unit 400 by rotating the adjusting screw 710 from the outside, it is possible to easily relieve the braking force. I can.

Accordingly, even in various situations related to the operation of the railway vehicle, the braking force can be relieved through a simple external operation, or the braking operation can be performed on the contrary.

According to embodiments of the present invention, it is possible to selectively couple the clutch unit to the gear unit through an adjustment unit that is manually controlled from the outside, and through this, it is possible to operate the brake unit or to relieve the brake , As the braking force can be relieved in a situation where power is not provided, the convenience of transportation and repair of railway vehicles is improved.

In this case, since the clutch unit is guided and moved on the shaft unit and can be selectively coupled with the gear unit, it is possible to easily implement the design of the power transmission unit for implementing the braking drive and relaxation operation, and the ease of manufacture and Applicability to actual railroad vehicles can also be improved.

On the other hand, through the combination of the adjustment unit that provides force in the horizontal direction and the guide unit that drives the clutch unit by converting it to the vertical direction, the overall size or volume of the power transmission unit is reduced, designing and implementing an optimized braking system. This is possible.

Furthermore, by arranging a motor unit generating a driving force in a driving unit and a reducer that provides the driving force to the shaft unit vertically with respect to the extending direction of the shaft unit, in particular, even when the power is cut off and the braking force is relieved, The braking force can be maintained over a certain level through resistance, and in particular, when the railroad vehicle needs to be moved while the power is cut off, the braking force can be quickly relieved by manually operating the control unit from the outside. The maintenance, provision, and relaxation of the product can be conveniently converted according to the state of use.

Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art will be able to variously modify and change the present invention without departing from the spirit and scope of the present invention described in the following claims. You will understand that you can.

1: braking system 10, 20, 30: power transmission unit
100: housing unit 200, 201, 202: shaft unit
140: fixed frame 205: shaft space
206: pin guide 210: lower drive shaft
211, 212: drive shaft 220, 221: sliding drive shaft
230: upper drive shaft 240: extended drive shaft
300: drive unit 400: gear unit
401: recessed portion 500, 501: clutch unit
510, 511: body part 540, 541: protrusion
550, 551: pin part 600: guide unit
610: guide body 620: guide part
630: sliding guide 700: adjustment unit
710: adjustment screw 720: adjustment shaft

Claims (14)

It includes a braking unit, and a power transmission unit for operating the braking unit,
The power transmission unit,
A shaft unit including a lower drive shaft, a sliding drive shaft, and an extension drive shaft that is rotated by receiving driving force from the outside and connected in a row;
A gear unit fixed on the lower drive shaft regardless of rotation of the lower drive shaft;
A clutch unit sliding along sliding grooves formed in the sliding drive shaft and selectively coupled with the gear unit to selectively provide the driving force to the gear unit;
A guide unit connected to the extended drive shaft connected to an upper portion of the sliding drive shaft and sliding the clutch unit along the sliding drive shaft; And
Including an adjustment unit for moving the guide unit in a direction perpendicular to the extending direction of the extended drive shaft,
As the clutch unit is coupled with the gear unit, the gear unit rotates integrally with the clutch unit and the shaft unit. The method of claim 1,
When the clutch unit is coupled with the gear unit, the driving force is provided to the braking unit so that the railway vehicle is braked,
When the clutch unit is detached from the gear unit, the driving force is not provided to the braking unit, so that braking of the railway vehicle is relieved. The method of claim 2,
The clutch unit includes a protrusion protruding in a direction parallel to the shaft unit,
The gear unit is a braking system for a railway vehicle, characterized in that the recessed portion is formed that is coupled to the protrusion. The method of claim 1, wherein the guide unit,
A guide body connected to the control unit;
A guide part extending in an inclined direction on the guide body; And
And a sliding guide sliding along the guide unit and sliding the clutch unit on the shaft unit. The method of claim 4,
The sliding guide is a braking system for railway vehicles, characterized in that fixed to the upper end of the shaft unit. The method of claim 4, wherein the control unit,
An adjustment shaft connected to the guide body; And
A braking system for a railroad vehicle comprising an adjustment screw connected to an end of the adjustment shaft and rotating the adjustment shaft. The method of claim 6,
The adjustment shaft moves forward or backward according to the rotation,
A braking system for a railroad vehicle, wherein the sliding guide moves along the extension direction of the shaft unit on the guide part according to the forward or backward movement of the adjustment shaft. The method of claim 6, wherein the adjustment shaft,
A braking system for a railway vehicle, characterized in that it is fixed to a fixed frame protruding from an upper portion of a housing unit accommodating the shaft unit and the clutch unit into an inner space. delete delete The method of claim 1, wherein the shaft unit,
A drive shaft having an axial space formed therein and extending in one direction; And
A braking system for a railroad vehicle, characterized in that it slides in the axial space of the drive shaft and includes a sliding drive shaft connected to the guide unit at an end. The method of claim 11,
The clutch unit includes a body portion that is slid on the drive shaft and is selectively coupled to the gear unit,
The power transmission unit, a braking system for a railroad vehicle further comprising a pin portion penetrating the drive shaft and fixing the body portion to the sliding drive shaft. The method of claim 12, wherein the pin portion,
Braking system for a railway vehicle, characterized in that it is moved on a pin guide formed by a predetermined distance on the outer surface of the drive shaft. The method of claim 1,
The power transmission unit further comprises a driving unit providing a driving force to the shaft unit,
The drive unit comprises a speed reducer connected to an end of the shaft unit, and a motor part connected to the speed reducer in a direction perpendicular to an extension direction of the shaft unit to provide a driving force.

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