CA1081141A - Disc brake assembly for railway vehicles - Google Patents
Disc brake assembly for railway vehiclesInfo
- Publication number
- CA1081141A CA1081141A CA299,565A CA299565A CA1081141A CA 1081141 A CA1081141 A CA 1081141A CA 299565 A CA299565 A CA 299565A CA 1081141 A CA1081141 A CA 1081141A
- Authority
- CA
- Canada
- Prior art keywords
- brake
- saddle
- frame
- disc
- brake assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Braking Arrangements (AREA)
Abstract
DISC BRAKE ASSEMBLY FOR RAILWAY VEHICLES
Abstract of the Disclosure A railway vehicle has a wheel and axle assembly journalled in a pivotable wheel frame and there is a brake disc rigidly attached to the axle in the vicinity of one wheel. A
supporting frame extends substantially parallel to the axle and has on one end thereof a brake saddle to enclose the brake disc and on its other end a brake cylinder. An actuating rod is mounted for axial movement on the supporting frame also parallel to the axle and has one end connected to a lining on the brake saddle and its other end connected by a force transmitting linkage to the piston rod of the brake cylinder. The supporting frame is mounted on the wheel frame for longitudinal movement thereon by means of two aligned bearing connections at the ends of the supporting frame. The brake saddle is pivotally connected by a control lever to the wheel frame at a point spaced from the bearing on the brake saddle.
Abstract of the Disclosure A railway vehicle has a wheel and axle assembly journalled in a pivotable wheel frame and there is a brake disc rigidly attached to the axle in the vicinity of one wheel. A
supporting frame extends substantially parallel to the axle and has on one end thereof a brake saddle to enclose the brake disc and on its other end a brake cylinder. An actuating rod is mounted for axial movement on the supporting frame also parallel to the axle and has one end connected to a lining on the brake saddle and its other end connected by a force transmitting linkage to the piston rod of the brake cylinder. The supporting frame is mounted on the wheel frame for longitudinal movement thereon by means of two aligned bearing connections at the ends of the supporting frame. The brake saddle is pivotally connected by a control lever to the wheel frame at a point spaced from the bearing on the brake saddle.
Description
:~()811Al The present invention relates to a disc brake assembly for railway vehicles having wheel and axle assemblies journalled in pivotable wheel frames, more particularly, to the mounting of the brake saddle and brake cylinder with respect to each other and upon the wheel frame.
Railway vehicles having wheel and axle assemblies journalled in trucks or bogies have been equipped with disc brakes.
In the vicinity of one wheel there is mounted a brake saddle which partially embraces a brake disc attached to the axle and carries brake linings that can be pressed onto both sides of the brake disc. A brake cylinder is located in the vicinity of the other wheel and an actuating linkage is provided between the brake cylinder and brake lining that extends substantially parallel with the axle. The brake cylinder and brake saddle are generally mounted upon the wheel frame which may be a truck or bogie.
A disc brake for such a truck equipped railway vehicle is generally disclosed in the German Auslegeschrift 1 903 784. -In this construction a second brake disc is mounted on the axle near the brake cylinder and this disc is similarly partially embraced by a brake saddle. A toggle-type brake linkage is pivotally connected to both of the brake saddles and the ends of the two toggle-type brake levers of both brake linkages are connected to each other by the actuating linkage. The end of the second toggle-type brake lever of the brake linkage is pivotally connected to the piston rod of the brake cylinder and the end of the second toggle-type brake lever of the other brake linkage is pivotally connected to a fixed point. As a result of this construction both brake toggle levers are positioned one after the other in the direction of braking force proceeding .' . , .
,,' ~, .
, ' .
. ~
:
., . ~ .
~8~4~
from the brake cylinder. No power transmitting linkage is pro-vided which might increase the application force supplied to the actuating linkage and, accordingly, to the brake toggle link distant from the brake cylinder. The brake cylinder and a brak-ing lever together with all the brake linings are suspended separately on the truck frame in positions spaced from each other so that the truck frame must be provided with a plurality of bearing mounting points which must be accurately and precisely positioned with respect to each other and a close tolerance must be maintained bètween these respective bearing points. In addition, the brake disc, the brake saddle comprising the brake toggle and the brake cylinder require such a large amount of space for their location near a wheel that it is not possible to arrange these components under the limited space conditions present when the truck or bogie is driven. In particular, the linear motor drive of railway vehicles requiresso much space in the central area of the vehicle that it is not po$sible to in-stall known brake discs on such railway vehicles.
It is therefore the principal object of the present in-vention to provide a novel and improved brake disc assembly of the type described above.
It is another object of the present invention to pro-vide such a brake disc assembly that requires a minimum of space for mounting of its components and which can be readily mounted on a truck or bogie frame with a minimum of simple assembly operations.
It is a further object of the present invention to pro-vide such a disc brake assembly which requires only a minimum of bearing points on the wheel frame for installation of the -various components for the disc brake. -, . ' ' :
' ' ~ ' ,.
108114~"
It is an additional object of the present invention to provide such a disc brake assembly which enables the brake linings to be quickly and easily replaced with a minimum of labor.
According to one aspect of the present invention a disc brake assembly for a railway vehicle may comprise an axle having a wheel at each end thereof supported in a wheel frame. A sup-porting frame extends substantially parallel to the axle and has one end in the vicinity of one wheel and its other end in the vicinity of the other wheel on the axle. The supporting frame is mounted on the wheel frame so as to be displaceable in a direction transversely of the wheel frame. A brake cylinder having a piston rod is mounted at one end of the supporting frame and a brake saddle is mounted on the other end of the supporting frame such that the brake saddle straddles a brake disc attached to the axle in the vicinity of a wheel. The brake saddle is provided with brake linings which are engageable with opposed faces of the brake disc. An actuating rod is mounted on the sup-porting frame for longitudinal displacement thereon and is parallel to the supporting frame. Force transmitting means on the supporting frame connects one end of the brake cylinder pist~n-rod to one end of the actuating rod and the other end of the actuating rod is connected to one of the brake linings.
A control lever pivotally connects the brake saddle to a point on the wheel frame spaced from the structure movably mounting the supporting frame.
As a result of the present invention the disc brake assembly is thus divided substantially into two structural groups of approximately the same size and-these groups are interconnected by the supporting frame. One group includes the brake cylinder and the other group includes the brake saddle. One of these . .
, . . .:
' 10811~1 groups can be arranged near a wheel on one end of the axle while the other group can be arranged near the other wheel on the axle even under limited space conditions. Thus, the present disc brake assembly can be utilized under the limited space conditions and operating requirements of a railway vehicle provided with a disc brake. In one embodiment of the invention there is required only three bearing mounts or points for mounting of the supporting frame and its associated structural groups upon the wheel frame.
In general, theinventionrequires a small number of bearing points or positions as compared to known prior art installations.
Other objects and advantages of the present invention will be apparent upon reference to the accompanying description when taken in conjunction with the following drawings, which are exemplary, wherein;
Fig. 1 is a schematic top plan view of a pivotable wheel frame upon which is incorporated the disc brake assembly of the present invention;
Fig. 2 is a top plan view in enlarged scale of one embodiment of the present invention;
Fig.' 3 is a perspective view in a further enlarged scale of a brake saddle incorporated in the present invention;
Fig. 4 is a perspective view in further enlarged scale of a supporting frame of the present invention;
Fig. 5 is a view similar to that of Fig. 2 of a modi- -fication of the present invention;
Fig. 6 is a view similar to that of Fig. 5 and showing still another modification of the present invention;
Fig. 7 is a view similar to that of Fig. 2 and showing a still furthe~ modification of the present invention;
1~81~
Fig. 8 is an elevational view of a modification of a brake saddle according to the present invention and its mounting upon the wheel frame;
Fig. 9 is a sectional view taken along the line A-B-C
of Fig. 8;
Fig. 10 is a sectional view taken along the line D-E
of Fig. 8;
Fig. 11 is a view in enlarged scale of a portion of the brake saddle of Fig. 8 and showing the saddle in two dif-ferent positions;
Fig. 12 is an end elevational view of the force trans-mitting lever adjacent the right hand side of the drawing in Fig. 2 and a portion thereof being shown in section;
Fig. 13 is a view similar to that of Fig. 1 and showing an additional embodiment of the present invention;
Fig. 13a is a sectional view ~aken along the line F-G
of Fig. 13; and Fig. 14 is a view similar to that of Fig. 2 and showing still a further modification of the present invention.
Proceeding next to the drawings wherein like reference symbols indicate the same parts throughout the various views a specific embodiment and modifications of the present invention ~ -will be described in detail.
; As may be seen in Fig. 1, a steering control member 2 which functions as a wheel frame and may comprise a truck or bogie is pivotally mounted on a vehicle frame 1 by a vertical pin 3. The pivotal position of the wheel frame 2 can be adjusted through a suitable linkage not shown, but known in the art by an identical member 2 at the other end of the vehicle or by means of other suitable devices. The wheel frame 2 is substantially .
1~;)811~"
U-shaped when viewed from the top as shown in Fig. l and com-prises arms 2' and 2" on which are mounted axle bearings 4 of an interior supported wheel and axle assembly 5 which comprises an axle 6 and two wheels 7 on the ends of the axle. The vehicle frame 1 is displaceably supported on the axle bearings 4 by means of suitable sliding members 8.
In the open space of the wheel frame 2 defined by its arms and adjacent its arm 2' which is in the vicinity of one of the wheels 7, a brakedisc 9 is rigidly attached to the axle 6.
The outer peripheral edge of the brake disc 9 is partially em-braced by a brake saddle 10 which in its radially outer portion is provided with an axially extending pin 11 positioned parallel : :
with the axle 6 and extending toward the adjacent arm 2' of the :.
wheel frame. The pin 11 is rotatably andsliaabl~ received with-in a bore 12 in the arm 2' so as to form a bearing 11,12.
The brake saddle 10 has an arm 13 which faces toward the central longitudinal axis of the vehicle 1 and is connected in the vicinity of the axle 6 to a supporting frame 12 which ex-tends parallel with the axle 6 into the vicinity of the arm 2' on the other side of the wheel frame 2. Near arm 2', the sup-porting frame 14 extends at substantially a right angle away :
from the axle 6 and on its end facing toward the brake saddle 10 there is rigidly mounted a brake cylinder 15. Approximately opposite from brake cylinder 15 the bent end of supporting frame 12 is provided with a pin 16 coaxial to the pin 11 and extending toward arm 2' of the wheel frame 2. The pin 16 is slideably and rotatably received within a bore 17 in the arm 2' so as to ; form a bearing 16,17.
The brake cylinder 15 has a slideable piston 18 therein one side of which is loaded by a spring in the direction of .
: . . -, ,: ~ . : -108~141 actuation of the brakes and on its other side by a pressure medium in the release direction of the brakes. The piston 18 has a piston rod 19 extending from the brake cylinder so as to be pivotally connected to the end of a force transmitting lever 20 whose other end is pivotally mounted near the bend of the supporting frame 14. An actuating rod 21 is pivotally connected to the central portion of the lever 20 and extends substantially parallel with the axle 6 toward the brake saddle 10. The end of the actuating rod adjacent the brake saddle 10 is provided with a linkage control element 22 for adjusting length or slack and which functions as a transmission element from the end of the actuating rod to arm 13 of the brake saddle 10. A brake lining 23 which is moveably mounted on the inner side of brake saddle arm 13 is pressed against a surface of brake disc 9 by the actuating rod 21 and by the linkage control element 22 when thé actuating rod 21 is moved long.itudinally toward brake saddle 10.
. The arm 13 of brake saddle 10 is provided with an ex--l tension or connecting arm 25 which extends below the axle 6 and has its end pivotally connected to the wheel frame 2 by a control lever 26.
When the disc brake is released, the piston 18 is sub-jected to the force exerted by a pressure medium and compresses the loading spring. In the release position, the actuating rod 21 by means of the length control element 22 maintains the brake . lining 23 spaced from the brake disc 9 by a predetermined small distance and the supporting frame 14 together with all of the components associated therewith as described above is positioned in such an axial position with respect to the axle 6 that a brake lining 24 attached firmly to the brake saddle 10 an* adjacent the opposite face of the brake disc 9 is also -~811~1 maintained at a short distance from the brake disc.
When the pressure of the pressure medium within the cylinder 15 is decreased in order to initiate a braking opera-tion, the spring will shift the piston 18 in such a direction that the transmission lever 20 will be pivoted counterclock-wise about its pivot on the supporting frame 14. This pivoting movement will shift the actuating rod 21 longitudinally in the direction of the brake saddle 10 and through the length control element 22 will cause brake lining 23 to contact brake disc 9.
As a reaction to this contact of lining 23 with brake disc 9, the transmission lever 20 will be pivoted during a further dis-placement of the piston about its pivot connection on the actuating rod 21 so as to shift the supporting frame 14 together . with brake cylinder 15 and brake saddle 10 in such a longitu-:', dinal displacement that the brake lining 24` will also contact the brake disc 9. This axial or longitudinal displacement of . the supporting frame 14 is brought about by the axial movement :
of the pins 11 and 16 in their respective bores 12 and 17.
A further resilient tightening of the entire force transmitting linkage and,-particularly, supporting frame 14 and actuating ~;
rod 21 will increase the application of brake linings 23 and 24 ~:
against o~posed faces of the brake disc 9. The resulting ~ :
braking moment acting upon brake saddle 10 is absorbed by the wheel frame 2 through the bearings 11,12 and 16,17 as well as ::;
by the arm 25 through control lever 26. -.
The above-described operation and movement of the com-ponents will occur in reverse when the disc brake is released.
In order to replace brake linings 23 and 24 when they become worn or for other reasons, it is only necessary to re- ~ .
move the pivotal connection between extension arm 25 and control _ g _ . . ~
. .
' " ,' ' - ' -: ' ~ ;' : ' ' ~081~1 lever 26 on wheel frame 2 after which the brake saddle 10 to-gether with the supporting frame 14 and actuating rod 21 and brake cylinder 14 can be pivoted about bearings 11,12 and 16,17 in a direction so that the brake saddle 10 is pivoted away from the brake disc 9. In this position of brake saddle 10, the brake linings 23 and 24 are freely accessible and can be readily removed and replaced without difficulties.
In the structure as illustrated in Fig. 2, the brake saddIe 10 is traversed along its width in its radially outer portion by a bore 12' one end of which receives a reduced dia-meter portion of a pin 11' attached to the wheel frame 2. A
bearing 11',12' is thus formed. This bearing has a guide length exceeding the width of brake saddle 10 as measured in a direc-tion parallel to the axle 6 by means of bearing bushings 26 and 28 inserted into the bore 12'. The bushing 28 which faces toward the brake cylinder 15 is smaller in diameter and receives a smaller diameter portion of the pin 11'. The bushing 28 extends outwardly beyond brake saddle 10 in the direction toward the brake cylinder 15 and has its outer end closed in order to protect the bearing 11',12'.
In the embodiment of Fig. 1, the bearings 11,12 and 16,17 must be mounted so as to provide alignment in the axial direction. Since the bearing 16,17~is placed under less stress during a braking operation, this bearing or at least one of its parts, pin 16 or bore 17, should be adjustably mounted in a manner which will be subsequently described in greater detail.
In addition, spherical bearing surfaces may be provided on pin 16 and/or in bore 17 as shown in Fig. 2 with the use of the bearing bushing 66.
-- 10 -- .
`
~8~14~
In order to avoid the possibility of jamming in the embodiment of Fig. 2, the supporting frame 14 is pivotally con-nected to the brake saddle 10 at a pivot joint 29 so that the supporting frame 14 can pivot about an axis which is parallel with the friction forces exerted by the brake linings 23 and 24 on the surfaces of brake disc 9. At the end of supporting frame 14 there is attached a tubular or box-likeend element 30 having a substantially rectangular cross-section and this tubularend element is provided with a tubular extension 67 having a bore 17' which receives a pin 16' which may be shifted therein with respectito the axial direction of bore 17' over a relatively wide tolerance.
As may be seen in Fig. 2, there is an angular deviation between the axial directions of pin 16' and bore 17'. However, this deviation will not cause any jamming because of the spherical bearing surfaces of the bushing 66. Similarly, a lateral dis-placement a exists between pin 16' and bore 17'. The supporting frame 14 is so mounted on the pivot joints 29 with respect to the brake saddle 10 guided on pin 11' that both bearings 11',12' and 16',17' can freely operate without any jamming. ~, In the modification of Fig. 2, the brake cylinder 15 is actuated into its braking position under the action of a pres-sure medium. The transmission lever 20 has one end pivotally connected to piston rod 19 and its other end pivotally connected through a link 44 to the supporting frame 14. Between these pivot connectionsthe transmission lever 20 is pivotally connected to an end of the actuating rod 21. While not shown in the drawing, the actuating rod can also be pivotally connected at its brake saddle end.
In order to compensate for any axial displacement of the brake saddle 10 which may occur during braking and releasing -- - ~- ' . ~ ' ' 1~8~
operations and which might also be caused by any wobble of brake disc 9, the control lever 26 is pivotally connected to the extension arm 25 so that the lever 26 can pivot about a pin 31 which extends substantially toward pin 11 and in parallel with the plane of brake disc 9.
As may be seen in Fig. 3, the brake saddle 10 comprises two halves divided along a radial plane. The arm 13 on the brake cylinder side is provided with two spaced bearing blocks 32 each of which has a bore 33 to form the pivot joint 29 shown in Fig. 2. Between the bearing blocks 32 there is a bore 34 through which passes the actuating rod 21. The axial direction of bore 34 is perpendicular to the axes of the bores 33. The extension arm 25 is angular or in the form of crank arm so as to be able to extend around axle 6. The end of extension arm 25 is pro-vided with a bifurcated bearing eye 35 between which is pivotal-ly connected the control lever 26. The bearing bushing 28 can , be seen above bore 34 and bores 36 are provided in the arms of the brake saddle 10 to receive the pins or bolts which retain the brake linings in position.
In Fig. 4, the supporting frame 14 is shown to comprise two U-shaped supporting links 37 spaced from each other and positioned so ~hat their webs face each other. On one end of each link 37 is a bore 38 which receives a bearing pin to form the pivot joint 29 shown in Fig. 2. The other end of each supporting link 37 is welded to the tubular endelem~t 30.
The tubular element 30 is provided with a bore 39 through which extends the piston rod 19, bores 40 for the attachment of the brake cylinder 15 by bolts and a bore 41 within which is re-ceived the actuating rod 21. There are also provided bores 49 for supporting of the transmission lever 20 in a manner which will be subsequently described.
108114~
In the modification of Fig. 5, a conventional combina-tion cylinder 15' as known in the art which is provided with an operating spring portion and a loading spring portion is bolted to the tubular end element 30. The transmission lever 20 has only a small distance between its pivot mount on tubular end portion 30 and pivot connection with actuating rod 21 so as to have a high-power ratio. The lower end of the transmission lever is thus bifurcated or forked as shown in Fig. 12 and is provided with outwardly projecting pivot pins 42 located sub stantially at the base of the forked end. The pivot pins 42 are pivotally supported in the tubular end portion 30 and a bearing eye 43 on the end of actuating rod 21 is pivotally con-nected between the forked end of trans~ilission lever 20.
The pin 16' is attached to the wheel frame 2 by means of bolts 68 passing through its flanged base and these bolts `are received in bores69 which are provided with a wide play or clearance. Thus, after bolts 68 are loosened, the pin 16' can be shifted with respect to the wheel frame 2 so as to facilitate centering or aligning with respect to opposing pin 11'. The bolts 68 are then subsequently tightened. The pin 16' is re-ceived within bore 17' formed within the tubular extension 67 as described above.
Such an adjustable bearing structure can also be in-corporated on the other modifcations and embodiments of the present invention.
~ The bore 34 in the brake saddle 10 as shown in Fig. 3 - is engaged by the length-adjusting element or device 22. This length-control device 22 may be one as known in the art.
However, in the present embodiment this length-control element 22 comprises at ~east one adjusting nut 71 which is rotatable ~ - , . , ~ .
:. .': '. . - ', '' ' :''' .
~811~
upon a threaded spindle 70 which is held with the possibility of axial displacement but secured against rotation by means of a radial play comprising a notch or indentation 74 on a member 75 which is mounted on brake saddle 10 so as to be radially dis-placeable with respect to the threaded spindle 70 without possibility of rotation. A pin 76 on the member 75 freely engages a bore formed in the brake saddle 10. The adjusting nut 71 can -be reset by rotating its housing 72. During the operation of the disc brake, the housing 72 is held against rotation by a stop part 73 which is held on the brake saddle 10 by suitable fastening means such as screws. The stop part 73 functions as a rotation stop and engages a groove on the housing 72. When it is desired to replace worn brake linings, the stop part 73 is detached from the brake saddle 10 to enable the length-control element 22 to be reset. The rotatable housing 72 is employed as the resetting member by being rotated by hand. The adjusting nut 71 is thus also rotated by the housing 72 and is screwed back along the threaded spindle shaft 70. The shaft 70 exerts a force through bolts, which are not shown, against the brake shoe 23 displaceably mounted on the brake saddlè 10.
The actuating rod 21 is connected to its bearing eye by a screw coupling 77 which can be locked by a counter-nut so that the linkage 21 can be adjusted in length. The other end of the actuating rod 21 is coupled to an input element 48 of the length-adjusting device 22 by a rotary clutch 78 such that the actuating rod 21 cannot be displaced axially. As result of this mounting, the actuating rod 21 can be adjusted in length by means of the screw coupling 77 without any adjustment to the length-adjus~ing or slack adjusting device 22 and this adjustment will not be affected during the resetting of the length-adjusting device 22.
-This adjusting structure as described above can also be used on the other embodiments and modifications of the present invention. The remaining portions of Fig. 5 correspond to the description of corresponding elements as set forth above.
In the disc brake assembly of Fig. 1, the braking force exerted by brake cylinder 15 and the resultant reaction force :-. .. , :
are transmitted along lines spaced from each other through actuat-ing rod 21 and supporting frame 14 to the brake saddle 10. The brake saddle 10 is then subjected to a torque or bending moment which is absorbed by the saddle, its bearing 11,12 and/or brake disc 9. In order to avoid such a torque or bending moment, the disc brake assemblies of Figs. 2 and 5 are constructed so that the force and reaction force for brake saddle 10 are transmitted along coaxial paths. To accomplish this, actuating rod 21 and supporting frame 14 are constructed such that the centers of gravity of their cross-sectional surfaces are located on a common straight line which is parallel to the rotary axis of axle 6.
Accordingly, the braking force and reaction force are both trans-I mitted along such a straight line.
I 20 Ih the modification of Fig. 6, the brake cylinder 15 comprises a loading spring brake cylinder similar to that in the embodiment of Fig. 1. The transmission lever 20 of Fig. 6 des- `
cribed above in connection with Fig. 2, is pivotally supported on the supporting frame 14 by a link 44 and the actuating rod 21 can thus be guided on the supporting frame 14 merely by axial displacement.
However, in contrast with Fig. 2, the supporting frame 14 in Fig. 6 is directly connected to the brake saddle 10 with-out an interposed axial joint and the actuating rod 21 is pro-vided with a slack or linkage adjustment element 22 as desribed -; . - - - . , , - :................... : . :
, . ~ . . : , , .
4~
in connection with Fig. 5. In each of the embodiments or modi-fications of the present invention the piston rod 19 is mounted in a known manner in brake cylinder 15 so as to provide for lateral deviation. The remaining components of Fig. 6 corres-pond to the descriptions thereof above.
In the modification of Fig. 7, a loading spring 45 is positioned in the transition region bètween an actuating rod 21' and the length-adjusting or linkage control element 22. A spring ; 46 has one end engaging a stop 47 which is attached to the arm 13 in brake saddle 10 and the other end of the spring 46 in the direction of brake actuation engages an input element 48 on the linkage control element 22. The actuating rod 21' is pivotally connected through transmission lever 20 to a releasing cylinder 15' that can be subjected to the action of a pressure medium and when subjected to the pressure medium will exert a force on the spring 46 to maintain the spring tension. The actuating rod 21'can be stressed merely for tension forces since any possibility of bending is avoided. Thus, the actuating rod 21' can be of a lighter and less expensive construction than in the previously described embodiments and modifications.
As can be seen in Fig. 8, the brake saddle 10 can be positioned so that its extension arm 25 extends over the axle 6.
The extension arm 25 may be additionally bent at an angle toward the brake disc 9 as shown in Fig. 9. This construction of ex-tension arm 25 exerts a small tilting moment acting on brake saddle 10 about the pivotal axis of extension arm 25 on control le~er 26 because of the lateral distance between the centers of friction of the brake linings 23 and 24. This small tilting moment can be readily absorbed by bearing 11',12' of brake saddle 10 as shown in Fig. 2. -- : . .
," , - . .
8i~
In Figs. 8 and 9, it is apparent that the control lever 26 is relatively long. As result, displacement of brake saddle 10 resulting from wear of brake lining 24 has virtually no effect on the brake torque support o~ brake saddle 10, particularly in the direction of the supporting force transmitted by control lever 26. Figs. 8 and 9 also show connectingscrews 49 for clamp-ing together both brake saddle hal-ves as well as a pin 52 for mounting brake linings 23 and 24. The pins52 can be secured by spring clamps 50 and can be readily removed by the knurled grip-ping portions 51.
In Fig. 10 there is shown a structure for restoring elasticity to the brake lining 23. On arm 13 of the brake saddle 10 there is mounted a spring housing 54 which projects toward the brake lining 23 and surrounds a bore 53 which was also seen in Fig. 3. A pretensioned spring 55 within the housing 54 has a mushroom-shaped tie rod 56 passing therethrough and the tie rod - --is connected to the brake lining 23. The spring 55 has one end engaging the free end of the spring housing 54 and the other end on a head portion of the tie rod 56 which is displaceable in the bore 53 in such a manner that the tie rod can be intercepted by a lock washer 57. After brake lining 23 has been replaced, the lock washer 57 intercepts spring 55 after tie rod 56 is detached from the brake lining 23.
In order to avoid a large quantity of wasted or unuse-able space in the brake saddle 10 as shown in Figs. 8 and 9 but at the same time permit the brake saddle to pivot without any contact toward brake disc 9 and toward the axle 6, the bearing 11',12', as may be seen in Fig. 11, is located near an outer edge 58 of a brake saddle 10'. The--remaining structure of brake saddle 10' is similar to the brake saddle 10 of Figs.' 8 and 9.
.. . . . , . , ................ ,, , , . ~ .
, . . ~- . . .
The brake saddle 10' is shown in solid lines in its normal or operating position and is pivoted to the position shown by the dashed lines by being pivoted around the axis determined by the bearing 11',12'. A readily accessible and removable pin 52 adjacent the bearing 11',12' is provided which must be removed to permit the brake saddle 10' to be pivoted. All other components of the brake saddle 10' can be pivoted to a position free from contact past brake disc 9 and axle 6 in spite of the relatively narrow space between the brake saddle and the axle. Pivoting of the brake saddle 10' to the position as shown in the dashed lines provides ready accessibility to the brake linings which can then ; be replaced.
As previously described, the force transmitting lever 20 such as employed in the'd'isc brake assembly of Fig. 2 is shown in gr,eater detail in Fig. 12. The upper end of the lever 20 is pivotally connected to the piston rod 19 in brake cylinder 15 and its other end is forked or bifurcated to be connected to the bearing eye 43 at the end of the actuating rod 21. At the base of the fork there is provided a pair of laterally outwardly pro-jecting pivot pins 42 that are pivotally received in bushings 79 that are located in bores 59 on the supporting frame 14 or the supporting frame tubular end portion 30. The close proximity of the supporting frame 14 to the axle 6 is clearly apparent in Fig. 12.
In the modifications and embodiments as described above the supporting frame 14 of the disc brake assembly has been mounted by bearings 11,12 and 16,17 together with control lever 26 to the wheel frame 2. However, a plurality of horizontally extending levers may also be employed for mounting on the wheel frame 2 as shown in Figs. 13 and 13a. -. , . :.
:
4~
The supporting frame interconnecting brake cylinder 15 with a brake saddle 10" comprises a pipe or tubular element 60 within which is coaxially positioned actuating rod 21. The brake saddle 10" has an upwardly projecting pivot pin 61 near the end of its arm which is closer to the wheel 7. On the lower surface of brake saddle 10" opposite from pin 61 there is provided a pivot pin 61a, as may be seen in Fig. 13a, such that the vertical axes of the pins 61 and 61a are coaxial and are perpendicular to the axis of the wheel axle 6. Pivot pins62 and 62' parallel to the pins 61 and 61a extend upwardly on the wheel frame 2. Two -substantially horizontal levers 63 and 63a which extend in the longitudinal direction of the vehicle connect pins 61 and 61a to the pin 62 such that the brake saddle 10" is mounted to be dis-placeable substantially only in a direction transverse to the longitudinal axis of the vehicle. Both of the levers 63 and 63a can be mounted so as to be incapable of pivoting with respecb to each other by being non-rotatably connected to the pin 62.
On the brake cylinder end of the supporting frame 14 there is located a second pin 61' which is pivotally connected through a lever 64to the pin 62' mounted on the wheel frame 2 so-that the levers 63 and 64 form two sides of a parallelogram and the supporting frame together with brake cylinder 15, actuating rod 21 and brake saddle 10" is guided for displacement parallel -to itself.
A fourth lever corresponding to lever 63a may be positioned below lever 64 and hinged on the supporting frame 14 -and on the lower end of pin 62', however, this fourth lever is not shown in the drawings.
As may be seen in Fig. 13, a linear motor of the vehicle is indicated at 65 and it is the presence of this linear motor ~.
- 19 - .
:
: .
-~0811~
which necessitates the construction of the disc brake assemblyinto two separate structural groupes.
It is to be noted that the modification of Figs. 13 and 13a requires at least three levers 63, 63_ and 64 for movably supporting the disc brake assembly. In order to enable the brake saddle 10" to be pivoted away from the brake disc 9 to permit access to the brake linings, the lever 63a can be pivotally con-nected by a universal joint to the brake saddle 10" and the re-maining levers 63 and 64 are pivotally connected so as to be detachable. In the event a fourth lever is employed, as described above, this fourth lever should also be pivotally connected by a universal joint to the supporting frame 14.
The pivot pins 61 and 61a are located between the brake disc 9 and an arm 2' of the wheel frame 2 so that together with the levers 63 and 63a these pins and levers provide sufficient space to accommodate the linear motor 65. To accommodate this location of pins 61 and 61a the brake saddle 10" is mounted so as to be pivoted toward the end of the vehicle in an oblique angular position as may be seen in Fig. 13a. In this position, the upper end of brake saddle 10" is approximately perpendicular above the axle 6.
As may be seen in Fig. 14, the brake saddle 10, which is mounted by bearing 11',12' and supported on control lever 26 so -as to be pivotable by means of bearing eye 35 around pin 31 substantially as described in connection with the modification of Fig. 2, is connected to pipe or tubular element 60 of a sup-porting frame at 60a. The tubular element 60 will thus permit small angular deflections with respect to bendingbecause of a certain inherent elasticity. The tubular end portion 30~of the supporting 3d frame 14 is similarly p~ovided with an elongated tubular extension 67 '' '' ' ' .: :
.
~g81~4~
which is pivoted along a rather substantial length of pivot pin 16' which is also somewhat longer as described above. The tubular end portion 30 is also provided with an extension arm 25a that extends partially around axle 6 and analogous to brake saddle 10 is pivotally connected to a control lever 26a so as to be pivotable about a pin 31a. The control lever 26a which is parallel to control lever 26 is connected at its other end to the wheel frame 2 which is not shown in this Figure.
It is apparent that in Fig. 14 the brake saddle 10 a~d supporting frame 14 are thus provided with complete support with respect to the wheel frame 2 and the interconnecting tubular element 60 is employed for the transmission of the force of reaction and for maintaining the components spaced apart at fixed distances. Since the tubular element does not perform the supporting functions of the supporting frame 14 as described -above, the tubular element may be constructed with lower strength requirements so as to be able to be installed with particular -facility and ease in view of the space requirement of the linear -motor 65. Tolerance deviations of bearings 11',12' and 16',67 with-irespect to their coaxial alignment are readily absorbed by the connection 60a of the tubular element 60 which while con-structed of metal is elastic with respect to bending or deflection.
Thus it can be seen that the present invention has disclosed a disc brake assembly and installation which occupies a minimum of space yet permits ready accessibility to the brake linings mounted on the brake saddle. By arranging the components in two structural groups this assembly is particularly adaptable for use on bogies supporting linear driving motors for the railway vehncle.
- :
, . ... : . .
: ~ ': ' ' `114~
It will be understood that this invention is sus-ceptible to modification in order to adapt it to different usages and conditions, and accordingly, is is desired to com-prehend such modifications within this invention as may fall within the scope of the appended claims.
~: ,, ,: . . '
Railway vehicles having wheel and axle assemblies journalled in trucks or bogies have been equipped with disc brakes.
In the vicinity of one wheel there is mounted a brake saddle which partially embraces a brake disc attached to the axle and carries brake linings that can be pressed onto both sides of the brake disc. A brake cylinder is located in the vicinity of the other wheel and an actuating linkage is provided between the brake cylinder and brake lining that extends substantially parallel with the axle. The brake cylinder and brake saddle are generally mounted upon the wheel frame which may be a truck or bogie.
A disc brake for such a truck equipped railway vehicle is generally disclosed in the German Auslegeschrift 1 903 784. -In this construction a second brake disc is mounted on the axle near the brake cylinder and this disc is similarly partially embraced by a brake saddle. A toggle-type brake linkage is pivotally connected to both of the brake saddles and the ends of the two toggle-type brake levers of both brake linkages are connected to each other by the actuating linkage. The end of the second toggle-type brake lever of the brake linkage is pivotally connected to the piston rod of the brake cylinder and the end of the second toggle-type brake lever of the other brake linkage is pivotally connected to a fixed point. As a result of this construction both brake toggle levers are positioned one after the other in the direction of braking force proceeding .' . , .
,,' ~, .
, ' .
. ~
:
., . ~ .
~8~4~
from the brake cylinder. No power transmitting linkage is pro-vided which might increase the application force supplied to the actuating linkage and, accordingly, to the brake toggle link distant from the brake cylinder. The brake cylinder and a brak-ing lever together with all the brake linings are suspended separately on the truck frame in positions spaced from each other so that the truck frame must be provided with a plurality of bearing mounting points which must be accurately and precisely positioned with respect to each other and a close tolerance must be maintained bètween these respective bearing points. In addition, the brake disc, the brake saddle comprising the brake toggle and the brake cylinder require such a large amount of space for their location near a wheel that it is not possible to arrange these components under the limited space conditions present when the truck or bogie is driven. In particular, the linear motor drive of railway vehicles requiresso much space in the central area of the vehicle that it is not po$sible to in-stall known brake discs on such railway vehicles.
It is therefore the principal object of the present in-vention to provide a novel and improved brake disc assembly of the type described above.
It is another object of the present invention to pro-vide such a brake disc assembly that requires a minimum of space for mounting of its components and which can be readily mounted on a truck or bogie frame with a minimum of simple assembly operations.
It is a further object of the present invention to pro-vide such a disc brake assembly which requires only a minimum of bearing points on the wheel frame for installation of the -various components for the disc brake. -, . ' ' :
' ' ~ ' ,.
108114~"
It is an additional object of the present invention to provide such a disc brake assembly which enables the brake linings to be quickly and easily replaced with a minimum of labor.
According to one aspect of the present invention a disc brake assembly for a railway vehicle may comprise an axle having a wheel at each end thereof supported in a wheel frame. A sup-porting frame extends substantially parallel to the axle and has one end in the vicinity of one wheel and its other end in the vicinity of the other wheel on the axle. The supporting frame is mounted on the wheel frame so as to be displaceable in a direction transversely of the wheel frame. A brake cylinder having a piston rod is mounted at one end of the supporting frame and a brake saddle is mounted on the other end of the supporting frame such that the brake saddle straddles a brake disc attached to the axle in the vicinity of a wheel. The brake saddle is provided with brake linings which are engageable with opposed faces of the brake disc. An actuating rod is mounted on the sup-porting frame for longitudinal displacement thereon and is parallel to the supporting frame. Force transmitting means on the supporting frame connects one end of the brake cylinder pist~n-rod to one end of the actuating rod and the other end of the actuating rod is connected to one of the brake linings.
A control lever pivotally connects the brake saddle to a point on the wheel frame spaced from the structure movably mounting the supporting frame.
As a result of the present invention the disc brake assembly is thus divided substantially into two structural groups of approximately the same size and-these groups are interconnected by the supporting frame. One group includes the brake cylinder and the other group includes the brake saddle. One of these . .
, . . .:
' 10811~1 groups can be arranged near a wheel on one end of the axle while the other group can be arranged near the other wheel on the axle even under limited space conditions. Thus, the present disc brake assembly can be utilized under the limited space conditions and operating requirements of a railway vehicle provided with a disc brake. In one embodiment of the invention there is required only three bearing mounts or points for mounting of the supporting frame and its associated structural groups upon the wheel frame.
In general, theinventionrequires a small number of bearing points or positions as compared to known prior art installations.
Other objects and advantages of the present invention will be apparent upon reference to the accompanying description when taken in conjunction with the following drawings, which are exemplary, wherein;
Fig. 1 is a schematic top plan view of a pivotable wheel frame upon which is incorporated the disc brake assembly of the present invention;
Fig. 2 is a top plan view in enlarged scale of one embodiment of the present invention;
Fig.' 3 is a perspective view in a further enlarged scale of a brake saddle incorporated in the present invention;
Fig. 4 is a perspective view in further enlarged scale of a supporting frame of the present invention;
Fig. 5 is a view similar to that of Fig. 2 of a modi- -fication of the present invention;
Fig. 6 is a view similar to that of Fig. 5 and showing still another modification of the present invention;
Fig. 7 is a view similar to that of Fig. 2 and showing a still furthe~ modification of the present invention;
1~81~
Fig. 8 is an elevational view of a modification of a brake saddle according to the present invention and its mounting upon the wheel frame;
Fig. 9 is a sectional view taken along the line A-B-C
of Fig. 8;
Fig. 10 is a sectional view taken along the line D-E
of Fig. 8;
Fig. 11 is a view in enlarged scale of a portion of the brake saddle of Fig. 8 and showing the saddle in two dif-ferent positions;
Fig. 12 is an end elevational view of the force trans-mitting lever adjacent the right hand side of the drawing in Fig. 2 and a portion thereof being shown in section;
Fig. 13 is a view similar to that of Fig. 1 and showing an additional embodiment of the present invention;
Fig. 13a is a sectional view ~aken along the line F-G
of Fig. 13; and Fig. 14 is a view similar to that of Fig. 2 and showing still a further modification of the present invention.
Proceeding next to the drawings wherein like reference symbols indicate the same parts throughout the various views a specific embodiment and modifications of the present invention ~ -will be described in detail.
; As may be seen in Fig. 1, a steering control member 2 which functions as a wheel frame and may comprise a truck or bogie is pivotally mounted on a vehicle frame 1 by a vertical pin 3. The pivotal position of the wheel frame 2 can be adjusted through a suitable linkage not shown, but known in the art by an identical member 2 at the other end of the vehicle or by means of other suitable devices. The wheel frame 2 is substantially .
1~;)811~"
U-shaped when viewed from the top as shown in Fig. l and com-prises arms 2' and 2" on which are mounted axle bearings 4 of an interior supported wheel and axle assembly 5 which comprises an axle 6 and two wheels 7 on the ends of the axle. The vehicle frame 1 is displaceably supported on the axle bearings 4 by means of suitable sliding members 8.
In the open space of the wheel frame 2 defined by its arms and adjacent its arm 2' which is in the vicinity of one of the wheels 7, a brakedisc 9 is rigidly attached to the axle 6.
The outer peripheral edge of the brake disc 9 is partially em-braced by a brake saddle 10 which in its radially outer portion is provided with an axially extending pin 11 positioned parallel : :
with the axle 6 and extending toward the adjacent arm 2' of the :.
wheel frame. The pin 11 is rotatably andsliaabl~ received with-in a bore 12 in the arm 2' so as to form a bearing 11,12.
The brake saddle 10 has an arm 13 which faces toward the central longitudinal axis of the vehicle 1 and is connected in the vicinity of the axle 6 to a supporting frame 12 which ex-tends parallel with the axle 6 into the vicinity of the arm 2' on the other side of the wheel frame 2. Near arm 2', the sup-porting frame 14 extends at substantially a right angle away :
from the axle 6 and on its end facing toward the brake saddle 10 there is rigidly mounted a brake cylinder 15. Approximately opposite from brake cylinder 15 the bent end of supporting frame 12 is provided with a pin 16 coaxial to the pin 11 and extending toward arm 2' of the wheel frame 2. The pin 16 is slideably and rotatably received within a bore 17 in the arm 2' so as to ; form a bearing 16,17.
The brake cylinder 15 has a slideable piston 18 therein one side of which is loaded by a spring in the direction of .
: . . -, ,: ~ . : -108~141 actuation of the brakes and on its other side by a pressure medium in the release direction of the brakes. The piston 18 has a piston rod 19 extending from the brake cylinder so as to be pivotally connected to the end of a force transmitting lever 20 whose other end is pivotally mounted near the bend of the supporting frame 14. An actuating rod 21 is pivotally connected to the central portion of the lever 20 and extends substantially parallel with the axle 6 toward the brake saddle 10. The end of the actuating rod adjacent the brake saddle 10 is provided with a linkage control element 22 for adjusting length or slack and which functions as a transmission element from the end of the actuating rod to arm 13 of the brake saddle 10. A brake lining 23 which is moveably mounted on the inner side of brake saddle arm 13 is pressed against a surface of brake disc 9 by the actuating rod 21 and by the linkage control element 22 when thé actuating rod 21 is moved long.itudinally toward brake saddle 10.
. The arm 13 of brake saddle 10 is provided with an ex--l tension or connecting arm 25 which extends below the axle 6 and has its end pivotally connected to the wheel frame 2 by a control lever 26.
When the disc brake is released, the piston 18 is sub-jected to the force exerted by a pressure medium and compresses the loading spring. In the release position, the actuating rod 21 by means of the length control element 22 maintains the brake . lining 23 spaced from the brake disc 9 by a predetermined small distance and the supporting frame 14 together with all of the components associated therewith as described above is positioned in such an axial position with respect to the axle 6 that a brake lining 24 attached firmly to the brake saddle 10 an* adjacent the opposite face of the brake disc 9 is also -~811~1 maintained at a short distance from the brake disc.
When the pressure of the pressure medium within the cylinder 15 is decreased in order to initiate a braking opera-tion, the spring will shift the piston 18 in such a direction that the transmission lever 20 will be pivoted counterclock-wise about its pivot on the supporting frame 14. This pivoting movement will shift the actuating rod 21 longitudinally in the direction of the brake saddle 10 and through the length control element 22 will cause brake lining 23 to contact brake disc 9.
As a reaction to this contact of lining 23 with brake disc 9, the transmission lever 20 will be pivoted during a further dis-placement of the piston about its pivot connection on the actuating rod 21 so as to shift the supporting frame 14 together . with brake cylinder 15 and brake saddle 10 in such a longitu-:', dinal displacement that the brake lining 24` will also contact the brake disc 9. This axial or longitudinal displacement of . the supporting frame 14 is brought about by the axial movement :
of the pins 11 and 16 in their respective bores 12 and 17.
A further resilient tightening of the entire force transmitting linkage and,-particularly, supporting frame 14 and actuating ~;
rod 21 will increase the application of brake linings 23 and 24 ~:
against o~posed faces of the brake disc 9. The resulting ~ :
braking moment acting upon brake saddle 10 is absorbed by the wheel frame 2 through the bearings 11,12 and 16,17 as well as ::;
by the arm 25 through control lever 26. -.
The above-described operation and movement of the com-ponents will occur in reverse when the disc brake is released.
In order to replace brake linings 23 and 24 when they become worn or for other reasons, it is only necessary to re- ~ .
move the pivotal connection between extension arm 25 and control _ g _ . . ~
. .
' " ,' ' - ' -: ' ~ ;' : ' ' ~081~1 lever 26 on wheel frame 2 after which the brake saddle 10 to-gether with the supporting frame 14 and actuating rod 21 and brake cylinder 14 can be pivoted about bearings 11,12 and 16,17 in a direction so that the brake saddle 10 is pivoted away from the brake disc 9. In this position of brake saddle 10, the brake linings 23 and 24 are freely accessible and can be readily removed and replaced without difficulties.
In the structure as illustrated in Fig. 2, the brake saddIe 10 is traversed along its width in its radially outer portion by a bore 12' one end of which receives a reduced dia-meter portion of a pin 11' attached to the wheel frame 2. A
bearing 11',12' is thus formed. This bearing has a guide length exceeding the width of brake saddle 10 as measured in a direc-tion parallel to the axle 6 by means of bearing bushings 26 and 28 inserted into the bore 12'. The bushing 28 which faces toward the brake cylinder 15 is smaller in diameter and receives a smaller diameter portion of the pin 11'. The bushing 28 extends outwardly beyond brake saddle 10 in the direction toward the brake cylinder 15 and has its outer end closed in order to protect the bearing 11',12'.
In the embodiment of Fig. 1, the bearings 11,12 and 16,17 must be mounted so as to provide alignment in the axial direction. Since the bearing 16,17~is placed under less stress during a braking operation, this bearing or at least one of its parts, pin 16 or bore 17, should be adjustably mounted in a manner which will be subsequently described in greater detail.
In addition, spherical bearing surfaces may be provided on pin 16 and/or in bore 17 as shown in Fig. 2 with the use of the bearing bushing 66.
-- 10 -- .
`
~8~14~
In order to avoid the possibility of jamming in the embodiment of Fig. 2, the supporting frame 14 is pivotally con-nected to the brake saddle 10 at a pivot joint 29 so that the supporting frame 14 can pivot about an axis which is parallel with the friction forces exerted by the brake linings 23 and 24 on the surfaces of brake disc 9. At the end of supporting frame 14 there is attached a tubular or box-likeend element 30 having a substantially rectangular cross-section and this tubularend element is provided with a tubular extension 67 having a bore 17' which receives a pin 16' which may be shifted therein with respectito the axial direction of bore 17' over a relatively wide tolerance.
As may be seen in Fig. 2, there is an angular deviation between the axial directions of pin 16' and bore 17'. However, this deviation will not cause any jamming because of the spherical bearing surfaces of the bushing 66. Similarly, a lateral dis-placement a exists between pin 16' and bore 17'. The supporting frame 14 is so mounted on the pivot joints 29 with respect to the brake saddle 10 guided on pin 11' that both bearings 11',12' and 16',17' can freely operate without any jamming. ~, In the modification of Fig. 2, the brake cylinder 15 is actuated into its braking position under the action of a pres-sure medium. The transmission lever 20 has one end pivotally connected to piston rod 19 and its other end pivotally connected through a link 44 to the supporting frame 14. Between these pivot connectionsthe transmission lever 20 is pivotally connected to an end of the actuating rod 21. While not shown in the drawing, the actuating rod can also be pivotally connected at its brake saddle end.
In order to compensate for any axial displacement of the brake saddle 10 which may occur during braking and releasing -- - ~- ' . ~ ' ' 1~8~
operations and which might also be caused by any wobble of brake disc 9, the control lever 26 is pivotally connected to the extension arm 25 so that the lever 26 can pivot about a pin 31 which extends substantially toward pin 11 and in parallel with the plane of brake disc 9.
As may be seen in Fig. 3, the brake saddle 10 comprises two halves divided along a radial plane. The arm 13 on the brake cylinder side is provided with two spaced bearing blocks 32 each of which has a bore 33 to form the pivot joint 29 shown in Fig. 2. Between the bearing blocks 32 there is a bore 34 through which passes the actuating rod 21. The axial direction of bore 34 is perpendicular to the axes of the bores 33. The extension arm 25 is angular or in the form of crank arm so as to be able to extend around axle 6. The end of extension arm 25 is pro-vided with a bifurcated bearing eye 35 between which is pivotal-ly connected the control lever 26. The bearing bushing 28 can , be seen above bore 34 and bores 36 are provided in the arms of the brake saddle 10 to receive the pins or bolts which retain the brake linings in position.
In Fig. 4, the supporting frame 14 is shown to comprise two U-shaped supporting links 37 spaced from each other and positioned so ~hat their webs face each other. On one end of each link 37 is a bore 38 which receives a bearing pin to form the pivot joint 29 shown in Fig. 2. The other end of each supporting link 37 is welded to the tubular endelem~t 30.
The tubular element 30 is provided with a bore 39 through which extends the piston rod 19, bores 40 for the attachment of the brake cylinder 15 by bolts and a bore 41 within which is re-ceived the actuating rod 21. There are also provided bores 49 for supporting of the transmission lever 20 in a manner which will be subsequently described.
108114~
In the modification of Fig. 5, a conventional combina-tion cylinder 15' as known in the art which is provided with an operating spring portion and a loading spring portion is bolted to the tubular end element 30. The transmission lever 20 has only a small distance between its pivot mount on tubular end portion 30 and pivot connection with actuating rod 21 so as to have a high-power ratio. The lower end of the transmission lever is thus bifurcated or forked as shown in Fig. 12 and is provided with outwardly projecting pivot pins 42 located sub stantially at the base of the forked end. The pivot pins 42 are pivotally supported in the tubular end portion 30 and a bearing eye 43 on the end of actuating rod 21 is pivotally con-nected between the forked end of trans~ilission lever 20.
The pin 16' is attached to the wheel frame 2 by means of bolts 68 passing through its flanged base and these bolts `are received in bores69 which are provided with a wide play or clearance. Thus, after bolts 68 are loosened, the pin 16' can be shifted with respect to the wheel frame 2 so as to facilitate centering or aligning with respect to opposing pin 11'. The bolts 68 are then subsequently tightened. The pin 16' is re-ceived within bore 17' formed within the tubular extension 67 as described above.
Such an adjustable bearing structure can also be in-corporated on the other modifcations and embodiments of the present invention.
~ The bore 34 in the brake saddle 10 as shown in Fig. 3 - is engaged by the length-adjusting element or device 22. This length-control device 22 may be one as known in the art.
However, in the present embodiment this length-control element 22 comprises at ~east one adjusting nut 71 which is rotatable ~ - , . , ~ .
:. .': '. . - ', '' ' :''' .
~811~
upon a threaded spindle 70 which is held with the possibility of axial displacement but secured against rotation by means of a radial play comprising a notch or indentation 74 on a member 75 which is mounted on brake saddle 10 so as to be radially dis-placeable with respect to the threaded spindle 70 without possibility of rotation. A pin 76 on the member 75 freely engages a bore formed in the brake saddle 10. The adjusting nut 71 can -be reset by rotating its housing 72. During the operation of the disc brake, the housing 72 is held against rotation by a stop part 73 which is held on the brake saddle 10 by suitable fastening means such as screws. The stop part 73 functions as a rotation stop and engages a groove on the housing 72. When it is desired to replace worn brake linings, the stop part 73 is detached from the brake saddle 10 to enable the length-control element 22 to be reset. The rotatable housing 72 is employed as the resetting member by being rotated by hand. The adjusting nut 71 is thus also rotated by the housing 72 and is screwed back along the threaded spindle shaft 70. The shaft 70 exerts a force through bolts, which are not shown, against the brake shoe 23 displaceably mounted on the brake saddlè 10.
The actuating rod 21 is connected to its bearing eye by a screw coupling 77 which can be locked by a counter-nut so that the linkage 21 can be adjusted in length. The other end of the actuating rod 21 is coupled to an input element 48 of the length-adjusting device 22 by a rotary clutch 78 such that the actuating rod 21 cannot be displaced axially. As result of this mounting, the actuating rod 21 can be adjusted in length by means of the screw coupling 77 without any adjustment to the length-adjus~ing or slack adjusting device 22 and this adjustment will not be affected during the resetting of the length-adjusting device 22.
-This adjusting structure as described above can also be used on the other embodiments and modifications of the present invention. The remaining portions of Fig. 5 correspond to the description of corresponding elements as set forth above.
In the disc brake assembly of Fig. 1, the braking force exerted by brake cylinder 15 and the resultant reaction force :-. .. , :
are transmitted along lines spaced from each other through actuat-ing rod 21 and supporting frame 14 to the brake saddle 10. The brake saddle 10 is then subjected to a torque or bending moment which is absorbed by the saddle, its bearing 11,12 and/or brake disc 9. In order to avoid such a torque or bending moment, the disc brake assemblies of Figs. 2 and 5 are constructed so that the force and reaction force for brake saddle 10 are transmitted along coaxial paths. To accomplish this, actuating rod 21 and supporting frame 14 are constructed such that the centers of gravity of their cross-sectional surfaces are located on a common straight line which is parallel to the rotary axis of axle 6.
Accordingly, the braking force and reaction force are both trans-I mitted along such a straight line.
I 20 Ih the modification of Fig. 6, the brake cylinder 15 comprises a loading spring brake cylinder similar to that in the embodiment of Fig. 1. The transmission lever 20 of Fig. 6 des- `
cribed above in connection with Fig. 2, is pivotally supported on the supporting frame 14 by a link 44 and the actuating rod 21 can thus be guided on the supporting frame 14 merely by axial displacement.
However, in contrast with Fig. 2, the supporting frame 14 in Fig. 6 is directly connected to the brake saddle 10 with-out an interposed axial joint and the actuating rod 21 is pro-vided with a slack or linkage adjustment element 22 as desribed -; . - - - . , , - :................... : . :
, . ~ . . : , , .
4~
in connection with Fig. 5. In each of the embodiments or modi-fications of the present invention the piston rod 19 is mounted in a known manner in brake cylinder 15 so as to provide for lateral deviation. The remaining components of Fig. 6 corres-pond to the descriptions thereof above.
In the modification of Fig. 7, a loading spring 45 is positioned in the transition region bètween an actuating rod 21' and the length-adjusting or linkage control element 22. A spring ; 46 has one end engaging a stop 47 which is attached to the arm 13 in brake saddle 10 and the other end of the spring 46 in the direction of brake actuation engages an input element 48 on the linkage control element 22. The actuating rod 21' is pivotally connected through transmission lever 20 to a releasing cylinder 15' that can be subjected to the action of a pressure medium and when subjected to the pressure medium will exert a force on the spring 46 to maintain the spring tension. The actuating rod 21'can be stressed merely for tension forces since any possibility of bending is avoided. Thus, the actuating rod 21' can be of a lighter and less expensive construction than in the previously described embodiments and modifications.
As can be seen in Fig. 8, the brake saddle 10 can be positioned so that its extension arm 25 extends over the axle 6.
The extension arm 25 may be additionally bent at an angle toward the brake disc 9 as shown in Fig. 9. This construction of ex-tension arm 25 exerts a small tilting moment acting on brake saddle 10 about the pivotal axis of extension arm 25 on control le~er 26 because of the lateral distance between the centers of friction of the brake linings 23 and 24. This small tilting moment can be readily absorbed by bearing 11',12' of brake saddle 10 as shown in Fig. 2. -- : . .
," , - . .
8i~
In Figs. 8 and 9, it is apparent that the control lever 26 is relatively long. As result, displacement of brake saddle 10 resulting from wear of brake lining 24 has virtually no effect on the brake torque support o~ brake saddle 10, particularly in the direction of the supporting force transmitted by control lever 26. Figs. 8 and 9 also show connectingscrews 49 for clamp-ing together both brake saddle hal-ves as well as a pin 52 for mounting brake linings 23 and 24. The pins52 can be secured by spring clamps 50 and can be readily removed by the knurled grip-ping portions 51.
In Fig. 10 there is shown a structure for restoring elasticity to the brake lining 23. On arm 13 of the brake saddle 10 there is mounted a spring housing 54 which projects toward the brake lining 23 and surrounds a bore 53 which was also seen in Fig. 3. A pretensioned spring 55 within the housing 54 has a mushroom-shaped tie rod 56 passing therethrough and the tie rod - --is connected to the brake lining 23. The spring 55 has one end engaging the free end of the spring housing 54 and the other end on a head portion of the tie rod 56 which is displaceable in the bore 53 in such a manner that the tie rod can be intercepted by a lock washer 57. After brake lining 23 has been replaced, the lock washer 57 intercepts spring 55 after tie rod 56 is detached from the brake lining 23.
In order to avoid a large quantity of wasted or unuse-able space in the brake saddle 10 as shown in Figs. 8 and 9 but at the same time permit the brake saddle to pivot without any contact toward brake disc 9 and toward the axle 6, the bearing 11',12', as may be seen in Fig. 11, is located near an outer edge 58 of a brake saddle 10'. The--remaining structure of brake saddle 10' is similar to the brake saddle 10 of Figs.' 8 and 9.
.. . . . , . , ................ ,, , , . ~ .
, . . ~- . . .
The brake saddle 10' is shown in solid lines in its normal or operating position and is pivoted to the position shown by the dashed lines by being pivoted around the axis determined by the bearing 11',12'. A readily accessible and removable pin 52 adjacent the bearing 11',12' is provided which must be removed to permit the brake saddle 10' to be pivoted. All other components of the brake saddle 10' can be pivoted to a position free from contact past brake disc 9 and axle 6 in spite of the relatively narrow space between the brake saddle and the axle. Pivoting of the brake saddle 10' to the position as shown in the dashed lines provides ready accessibility to the brake linings which can then ; be replaced.
As previously described, the force transmitting lever 20 such as employed in the'd'isc brake assembly of Fig. 2 is shown in gr,eater detail in Fig. 12. The upper end of the lever 20 is pivotally connected to the piston rod 19 in brake cylinder 15 and its other end is forked or bifurcated to be connected to the bearing eye 43 at the end of the actuating rod 21. At the base of the fork there is provided a pair of laterally outwardly pro-jecting pivot pins 42 that are pivotally received in bushings 79 that are located in bores 59 on the supporting frame 14 or the supporting frame tubular end portion 30. The close proximity of the supporting frame 14 to the axle 6 is clearly apparent in Fig. 12.
In the modifications and embodiments as described above the supporting frame 14 of the disc brake assembly has been mounted by bearings 11,12 and 16,17 together with control lever 26 to the wheel frame 2. However, a plurality of horizontally extending levers may also be employed for mounting on the wheel frame 2 as shown in Figs. 13 and 13a. -. , . :.
:
4~
The supporting frame interconnecting brake cylinder 15 with a brake saddle 10" comprises a pipe or tubular element 60 within which is coaxially positioned actuating rod 21. The brake saddle 10" has an upwardly projecting pivot pin 61 near the end of its arm which is closer to the wheel 7. On the lower surface of brake saddle 10" opposite from pin 61 there is provided a pivot pin 61a, as may be seen in Fig. 13a, such that the vertical axes of the pins 61 and 61a are coaxial and are perpendicular to the axis of the wheel axle 6. Pivot pins62 and 62' parallel to the pins 61 and 61a extend upwardly on the wheel frame 2. Two -substantially horizontal levers 63 and 63a which extend in the longitudinal direction of the vehicle connect pins 61 and 61a to the pin 62 such that the brake saddle 10" is mounted to be dis-placeable substantially only in a direction transverse to the longitudinal axis of the vehicle. Both of the levers 63 and 63a can be mounted so as to be incapable of pivoting with respecb to each other by being non-rotatably connected to the pin 62.
On the brake cylinder end of the supporting frame 14 there is located a second pin 61' which is pivotally connected through a lever 64to the pin 62' mounted on the wheel frame 2 so-that the levers 63 and 64 form two sides of a parallelogram and the supporting frame together with brake cylinder 15, actuating rod 21 and brake saddle 10" is guided for displacement parallel -to itself.
A fourth lever corresponding to lever 63a may be positioned below lever 64 and hinged on the supporting frame 14 -and on the lower end of pin 62', however, this fourth lever is not shown in the drawings.
As may be seen in Fig. 13, a linear motor of the vehicle is indicated at 65 and it is the presence of this linear motor ~.
- 19 - .
:
: .
-~0811~
which necessitates the construction of the disc brake assemblyinto two separate structural groupes.
It is to be noted that the modification of Figs. 13 and 13a requires at least three levers 63, 63_ and 64 for movably supporting the disc brake assembly. In order to enable the brake saddle 10" to be pivoted away from the brake disc 9 to permit access to the brake linings, the lever 63a can be pivotally con-nected by a universal joint to the brake saddle 10" and the re-maining levers 63 and 64 are pivotally connected so as to be detachable. In the event a fourth lever is employed, as described above, this fourth lever should also be pivotally connected by a universal joint to the supporting frame 14.
The pivot pins 61 and 61a are located between the brake disc 9 and an arm 2' of the wheel frame 2 so that together with the levers 63 and 63a these pins and levers provide sufficient space to accommodate the linear motor 65. To accommodate this location of pins 61 and 61a the brake saddle 10" is mounted so as to be pivoted toward the end of the vehicle in an oblique angular position as may be seen in Fig. 13a. In this position, the upper end of brake saddle 10" is approximately perpendicular above the axle 6.
As may be seen in Fig. 14, the brake saddle 10, which is mounted by bearing 11',12' and supported on control lever 26 so -as to be pivotable by means of bearing eye 35 around pin 31 substantially as described in connection with the modification of Fig. 2, is connected to pipe or tubular element 60 of a sup-porting frame at 60a. The tubular element 60 will thus permit small angular deflections with respect to bendingbecause of a certain inherent elasticity. The tubular end portion 30~of the supporting 3d frame 14 is similarly p~ovided with an elongated tubular extension 67 '' '' ' ' .: :
.
~g81~4~
which is pivoted along a rather substantial length of pivot pin 16' which is also somewhat longer as described above. The tubular end portion 30 is also provided with an extension arm 25a that extends partially around axle 6 and analogous to brake saddle 10 is pivotally connected to a control lever 26a so as to be pivotable about a pin 31a. The control lever 26a which is parallel to control lever 26 is connected at its other end to the wheel frame 2 which is not shown in this Figure.
It is apparent that in Fig. 14 the brake saddle 10 a~d supporting frame 14 are thus provided with complete support with respect to the wheel frame 2 and the interconnecting tubular element 60 is employed for the transmission of the force of reaction and for maintaining the components spaced apart at fixed distances. Since the tubular element does not perform the supporting functions of the supporting frame 14 as described -above, the tubular element may be constructed with lower strength requirements so as to be able to be installed with particular -facility and ease in view of the space requirement of the linear -motor 65. Tolerance deviations of bearings 11',12' and 16',67 with-irespect to their coaxial alignment are readily absorbed by the connection 60a of the tubular element 60 which while con-structed of metal is elastic with respect to bending or deflection.
Thus it can be seen that the present invention has disclosed a disc brake assembly and installation which occupies a minimum of space yet permits ready accessibility to the brake linings mounted on the brake saddle. By arranging the components in two structural groups this assembly is particularly adaptable for use on bogies supporting linear driving motors for the railway vehncle.
- :
, . ... : . .
: ~ ': ' ' `114~
It will be understood that this invention is sus-ceptible to modification in order to adapt it to different usages and conditions, and accordingly, is is desired to com-prehend such modifications within this invention as may fall within the scope of the appended claims.
~: ,, ,: . . '
Claims (22)
1. In a disc brake assembly for a railway vehicle, a wheel frame and an axle having a wheel at each end thereof sup-ported in said wheel frame, a supporting frame extending substan-tially parallel to said axle and having one end in the vicinity of one wheel and a second end in the vicinity of the other wheel, means for mounting said supporting frame on said wheel frame for movement transversely of said wheel frame, a brake cylinder having a piston rod and mounted on said supporting frame at said one end thereof, a brake disc attached to said axle adjacent said other wheel, a brake saddle on said second end of said sup-porting frame and straddling said brake disc, brake linings in said brake saddle engageable with opposed faces of said brake disc, an actuating rod mounted on said supporting frame for longi-tudinal displacement thereon and parallel to said supporting frame, said actuating rod having one end and another end con-nected to one of said brake linings, force transmitting means at one end of said supporting frame connecting said brake cylinder piston rod and said one end of said actuating rod, and a control lever pivotally connecting said brake saddle to a point on said wheel frame spaced from said support frame mounting means.
2. In a disc brake assembly as claimed in claim 1 wherein said force transmitting means comprises a lever pivotally mounted at one end of said supporting frame and pivotally con-nected to said one end of said actuating rod such that said force transmitting means, said lever, said actuating rod and said sup-porting frame constitute a force transmitting linkage.
3. In a disc brake assembly as claimed in claim 1 wherein said support frame mounting means comprises a pair of axially aligned pins on said supporting frame slideably received in a pair of aligned bores in said wheel frame, said pins and bores being substantially parallel with said axle.
4. In a disc brake assembly as claimed in claim 3 wherein one of said bores extends through a radially outer portion of said brake saddle and with one of said pins defines a first bearing, said bore extending over a distance at least equal to the dimension of said brake saddle parallel to said axle, the other of said bores and pins defining a second bearing between said supporting frame and wheel frame.
5. In a disc brake assembly as claimed in claim 4 and further comprising means for adjustably mounting one of said bore and pin of said second bearing.
6. In a disc brake assembly as claimed in claim 4 wherein the pin of said second bearing is pivotable through limited lateral deflection within its bore.
7. In a disk brake assembly as claimed in claim 2 wherein said supporting frame comprises a pair of spaced support-ing links, the center of-gravity of the cross-sectional areas of said supporting links and the center of gravity of said actuat-ing rod being located on a straight line parallel to said axle.
8. In a disc brake assembly as claimed in claim 7 and further comprising means for pivotally connecting said sup-porting frame to said brake saddle.
9. In a disc brake assembly as claimed in claim 8 wherein said connecting means comprises a pivot joint having a first pivot axis parallel to said brake linings.
10. In a disc brake assembly as claimed in claim 9 wherein said first pivot axis intersects the longitudinal axis of said actuating rod at a right angle.
11. In a disc brake assembly as claimed in claim 10 wherein said brake saddle has a first arm directed toward said brake cylinder, said first arm having a bore therein to receive said actuating rod therethrough, a pair of bearing blocks on said first arm on either side of said bore to define said first pivot axis, and a connecting arm extending from said first arm directed away from said first bearing and pivotally connected to said control lever to pivot about a second pivot axis substantially perpendicular to said axle and said first pivot axis.
12. In a disc brake assembly as claimed in claim 11 wherein said spaced supporting links each has a U-shaped cross-section and the webs of said cross-sections face toward each other, said actuating rod being disposed between said support-ing links, one end of each of said supporting links having a bore therethrough defining said first pivot axis and their other ends rigidly connected to a substantially tubular element having a rectangular cross-section and extending substantially perpendi-cularly to said supporting links, said force transmitting lever being pivotally mounted on said tubular element, said brake cylinder being rigidly mounted on an end of said tubular element away from said supporting links, the pin of said second bearing extending from said tubular element away from said supporting links.
13. In a disc brake assembly as claimed in claim 1 and further comprising means on said actuating rod for adjusting the length thereof.
14. In a disc brake assembly as claimed in claim 13 wherein said length actuating means is disposed adjacent said brake saddle.
15. In a disc brake assembly as claimed in claim 14 wherein said length adjusting means comprises a rotary clutch on said actuating rod, an input member coupled to said rotary clutch and held against axial displacement, a rotatable housing on said input member, a stop detachably connecting said rotatable hous-ing to said brake saddle, a threaded spindle shaft extending from said brake saddle, and an adjusting nut on said threaded spindle shaft.
16. In a disc brake assembly as claimed in claim 14 wherein said length adjusting means has an end away from said brake saddle and spring-loaded means on said end traversing said actuating rod, said spring loaded means comprising a spring urging said actuating rod in the direction of braking, said brake cylinder exerting a force upon said spring opposite to the braking direction when said brake cylinder is subjected to a pressure medium therein.
17. In a disc brake assembly as claimed in claim 4 wherein said brake saddle is pivotable about said first bearing away from said brake disc after said control lever is disconnected from said wheel frame.
18. In a disc brake assembly as claimed in claim 4 wherein said second bearing comprises a tubular member defining the other of said bores and slideably receiving therein the other of said pins, a second control lever extending from the brake cylinder end of said supporting frame and pivotally connected to said wheel frame at a point spaced from said second bearing, said supporting frame having a portion thereof capable of limited deflection transversely of said axle.
19. In a disc brake assembly as claimed in claim 1 and further comprising a pair of vertically spaced parallel levers extending substantially horizontally and in the longitu-dinal direction of the railway vehicle pivotally connecting said brake saddle to said wheel frame, and at least one further lever parallel to said pair of levers pivotally connecting said sup-porting frame to said wheel frame.
20. In a disc brake assembly as claimed in claim 19 and further comprising a universal joint connecting one of said parallel levers and said further lever to said wheel frame, the remaining ones of said levers being detachably pivotally connected to said wheel frame.
21. In a disc brake assembly as claimed in claim 2 wherein said supporting frame comprises a tubular member extend-ing substantially parallel to the axle and enclosing said actuat-ing rod.
22. In a disc brake assembly as claimed in claim 2 wherein said force transmitting lever has a fork at one end thereof and bilaterally projecting pivot pins therefrom at the base of said fork end, bearing bushings at said one end of said supporting frame pivotally receiving said pivot pins, said actuat-ing rod one end having a bearing eye pivotally connected within said fork end of said force transmitting lever.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE2758062 | 1977-12-24 | ||
| DE19782800867 DE2800867A1 (en) | 1978-01-10 | 1978-01-10 | Hinged wheel set railway vehicle disc brake - has carrier rod connecting brake saddle and cylinder parallel to activating rod |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1081141A true CA1081141A (en) | 1980-07-08 |
Family
ID=25773383
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA299,565A Expired CA1081141A (en) | 1977-12-24 | 1978-03-22 | Disc brake assembly for railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1081141A (en) |
-
1978
- 1978-03-22 CA CA299,565A patent/CA1081141A/en not_active Expired
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5813499A (en) | Brake caliper unit for vehicle and especially rail vehicle disc brakes | |
| US5069312A (en) | Handbrake for single-cylinder truck-mounted railway car brake | |
| US4766980A (en) | Rail car brake apparatus | |
| EP0489888B1 (en) | Disk brake | |
| KR101006061B1 (en) | A disk brake device for railway vehicles | |
| KR880007310A (en) | Single Cylinder, Truck Mounted Brake Assembly | |
| CN101072704A (en) | Disk brake arranged tmx | |
| CA1081141A (en) | Disc brake assembly for railway vehicles | |
| US4125177A (en) | Railway braking apparatus | |
| CA2215113C (en) | Railway brake assembly with multiple air cylinder | |
| US5899304A (en) | Motor brake | |
| US4060152A (en) | Rail car brake apparatus | |
| US2655226A (en) | Duplex brake | |
| CS199678B2 (en) | Disc brakes with sliding stirrup | |
| FI77802B (en) | BANDSAOG. | |
| CA1167782A (en) | Suspension means for a rail vehicle disc brake unit | |
| US4420065A (en) | Railway brakes | |
| US6044935A (en) | Hybrid multiple disc brake | |
| CA2100300C (en) | Partially lined disk brake for installation in drive mechanisms in industrial facilities, cable railway drive units, and the like | |
| US2866524A (en) | Rotor brake | |
| US4008789A (en) | Multi-brake shoe means for a multi-braking surface braked assembly | |
| US3507364A (en) | Railway disc brakes and supporting means therefor | |
| EP0228812A1 (en) | Improvements relating to disc brakes | |
| KR20010041255A (en) | Disk brake damped by shearing | |
| AU714143B2 (en) | Tread-disc assist dual truck mounted brake assembly |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |