CZ202012A3 - A device for indicating the condition of a parking brake, in particular of a freight rail vehicle, and for indicating the force with which the parking brake is tightened - Google Patents

Abstract

The device for indicating the condition of the parking brake, in particular for rail vehicles, and for indicating the force with which the parking brake is applied, is adapted to be fixed to the bogie or the side of the vehicle frame. The device is based on the principle of interaction of the input shaft (36), the toothed clutch consisting of discs (38, 48) and the output shaft (35). The device comprises a display element formed by a circular colored target (42) for indicating the individual states "braked" and "unbraked" by means of the amount of force applied to the radius of the control wheel (14). The control wheel (14) is connected to an end member for applying a braking force to the brake discs or a driving wheel to transmit torque to the parking brake mechanism via an input shaft (36) attached thereto and a gear clutch connected to the output shaft (35) of the device. area of wheelsets.

Description

Device for indicating the condition of the parking brake, in particular freight rolling stock, and for indicating the force with which the parking brake is applied

Field of technology

The subject of the invention is a device for indicating the state of the handbrake, in particular freight rail vehicles, when it is handled from the side of the vehicle, the vehicle platform or the brake booth, which allows to provide the vehicle operator with information about the current state of the handbrake.

Prior art

The construction of the handbrake on wagons is basically based on the 19th century, when the continuous pneumatic brake did not yet exist and each vehicle was braked separately by the appropriate handheld service and at the same time provided by the brake from the operator's station at the command of the locomotive driver. Then and today, the handbrake mechanism consisted of a control crank or wheel, a movable bolt, a gear and a lever transmission. The current design of the parking brake has not changed substantially since then, but is used exclusively to secure the parked vehicle against unwanted movement or to reduce the speed when moving in stations and depots. Current international railway standards state that the handbrake should be calculated on a certain track gradient, 40% in the case of TSI WAG, or on a specific brake weight, 20 t at maximum wagon load in the case of UIC 543, with a force of 0.5 kN on the control wheel or handbrake crank. The braking capacity of the parking brake (brake weight) shall be displayed on the side of the vehicle by means of the appropriate marking defined by UIC 545 and EN 15877-1. The operator of the wagon, resp. the train, especially when shutting it down. Each transport company has an internal regulation stating what kind of brake weight is needed to secure the train set on a level surface or on an incline, which then results in the number of handbrakes that need to be tightened. Despite several inventions described in patents, such as US 1387729, US 1826636, CH 669571 A5 and EP 1896311 B1, the current state of the art is such that in most cases the railway worker does not encounter the indication of the parking brake condition except for new wagons, braking equipment in Europe is usually already such an indication device, especially in the case of equipping vehicles with disc and beam brakes. However, devices of this type do not provide information on the force with which the parking brake is tightened. This is due to the fact that in practice, with or without an indicator of this type, the handbrake is always tightened with a different force, the magnitude of the tightening force being unknown and largely dependent on the physical disposition of the railway worker handling the brake. Furthermore, in practice, a situation may arise where the handbrake forgets to be released by the wagon operator inadvertently when moving the set or before the train leaves the station. As a result, the respective wheelset is blocked and flat spots are created on the wheel tread. Such damaged wheelsets must be repaired or, in the worst case, replaced with new ones. In contrast, there is a device on the market described in U.S. Pat. No. 8,585,551 B2, which indicates the state of the parking brake by means of a resilient compressible member which deforms depending on the amount of tension in the parking brake chain. The amount of deformation of the elastic element then indicates the force by which the parking brake is applied and if it is at all. Other possible ways of indicating the state of the parking brake are described, for example, in U.S. Pat. No. 6,474,451, U.S. Pat. No. 6,237,722 and U.S. Pat. No. 6,170,619.

The essence of the invention

It is an object of the present invention to improve the parking brake in such a way that, in addition to information about the current state of the parking brake, information is also provided about the amount of force with which the parking brake is tightened.

The present invention relates to a device for indicating the condition of a handbrake, in particular freight rail vehicles, and for indicating the force with which the handbrake is tightened, adapted to be fixed to the bogie or the side of the vehicle frame.

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The essence of the present invention is that the device comprises a display element formed by a colored circular target for indicating the individual states "braked" and "unbraked" by the amount of force applied to the radius of the control wheel, where the control wheel is for transmitting torque to the handbrake mechanism via an input shaft attached thereto and a toothed coupling connected to the output shaft of the device are connected to an end member for applying a braking force to the brake discs or the running surface of the wheelset.

The device is arranged in a housing with a lid, where the gear clutch comprises an input disc and an output disc connected to a hub fixedly connected to the output shaft, and connected via an output shaft to an end member for applying braking force to the brake discs. two non-equilateral teeth and the output disk has three stages of non-equilateral toothing, where the input disk and the output disk are pressed together into engagement by a compression spring.

The toothed coupling further comprises a longitudinal guide with a runner engaging the cam groove for converting the sliding movement to a rotary one, wherein the cam with at least one straight run-out groove and an oblique groove comprising a circular target is rotatably mounted relative to the lid. The input shaft, the output shaft, the gear coupling, the cam and the target are coaxial with each other and at the same time with the installation space of the device.

The cabinet lid has three windows evenly arranged in its area, while the circular target offset from the control wheel has a front surface facing the control wheel, which is divided into six regular color-coded fields to indicate the individual states "braked" and "unbraked" depending on the position of the teeth of the gear clutch input disk relative to the toothing on the gear clutch output disk.

The oblique groove of the cam is circumscribed along a helix of a length given by the angle of pitch of the helix and the angle of rotation of the cam during the transition from one state of the handbrake to another.

The control wheel is firmly connected to the input shaft, preferably by means of a tongue, groove or doubles. The maximum amount of torque transmitted to the input shaft from the control wheel is 87.5 Nm.

The device is in principle simple, relatively cheap to manufacture, compact, space-saving and easy to mount on a rail vehicle.

The invention is based on the principle of interrupting the power flow from the control wheel to the rest of the parking brake mechanism after reaching a predefined input force of 0.5 kN, which is exerted by the vehicle operator on the parking brake control wheel. This interruption of the flow can be mechanically secured by means of a disk friction clutch or a toothed clutch. The external shape and dimensions are a pointer designed to fit into the intended truncated cone-shaped installation space with a lower base with a maximum diameter of 155 mm from the side of the Y25 chassis, which of course does not preclude installation in other chassis types or other locations within the vehicle. The indicator is connected to the parking brake mechanism, by which the energy supplied to the parking brake wheel in the form of torque is further propagated to the end member exerting a contact force on the wheelset. Such a member may be a conventional block block, a beam brake or a disc brake. This handbrake device structurally consists of a handbrake control wheel, housing (base body), cover, input and output shafts, gear clutches, cam and color target (display element). The parking brake control wheel can be connected to the shaft, eg by means of doubles, tongues or grooves and secured with a closed nut. The corresponding parking brake condition is indicated via the indicator cover windows. The color coding of the fields is in accordance with standard EN 15220. The indicator is mounted on the vehicle or chassis using four holes for M10 screws. The device is designed to operate in an unlimited speed range. The amount of input torque applied to the parking brake wheel is limited to 87.5 Nm due to the tension and installation dimensions of the gear clutch, which allows the use of control wheels available in practice and commonly used on wagons with a maximum diameter of 350 mm.

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The functional connection between the control wheel and the display element consists of:

• an input shaft which rotates at the same time as the handbrake control wheel and is firmly connected to the input disc of the gear clutch;

• gear couplings with three stages of non-equilateral gearing;

• an output shaft which connects to the parking brake mechanism and is rigidly connected to the output disc of the gear clutch;

• a longitudinal guide with a runner that describes the oblique and straight (run-out) groove of the cam; and • cams mounted on a roller bearing coaxial with the input shaft, wherein from the outside of the cam a straight (run-out) groove is parallel to its axis and an oblique groove describing the path of a clockwise helix whose axis of rotation is identical with the cam axis.

When tightening the parking brake, the torque from the control wheel is transmitted to the input shaft, the engaged gear clutch and the output shaft, as well as to the parking brake mechanism. After the brake pads rest on the wheel treads, further efforts to rotate around the parking brake produce even more force on both the control wheel and the end member. After compensating for the play in the handbrake mechanism and the elasticity of the lever and the chassis, the required braking force is developed, after which the toothed clutch gradually opens and closes for a moment in the position that defines the "braked" state. In this way, it is achieved that the magnitude of the pressing force of the end member is in accordance with the braking calculation and thus with the requirements defined in UIC standard 543, resp. TSI WAG.

A characteristic feature of this indicator is that it precisely defines the state when:

• fully released;

• it is still necessary to continue turning the control wheel; and • braked by the required force.

Explanation of drawings

An example of an embodiment of the device according to the invention is shown in the accompanying drawings. Fig. 1 is a front view of the parking brake condition indicator device indicating a "released" condition, Fig. 2 is a front view of the parking brake condition indicator device indicating the "intermediate states" status, and Fig. 3 is a front view of the parking brake status indicator device indicating "released". "braked" status.

Fig. 4 is a perspective view of the parking brake condition indicator device, and Fig. 5 is a longitudinal section of the indicator. Fig. 6 is a detail of the toothed coupling, Fig. 7 is a perspective view of a detail of the indicator mechanism in the "unbraked" position, Fig. 8 is a perspective view with a detail of the mechanism in the "intermediate" position and Fig. 9 is a perspective view with a detail of the mechanism. in the "braked" position.

Examples of embodiments of the invention

An illustrative embodiment of the device according to the invention is explained in detail in the following text.

By tightening the parking brake, i.e. by turning the control wheel 14 clockwise, the input disk 38 of the toothed clutch, which is pressed on this shaft, rotates together with the input shaft 36. Since at this stage the gear clutch is engaged in the "unbraked" position, i.e. the teeth 53 are in engagement with the toothing 49 of the first stage of the output disk 48, the torque is further transmitted to the output disk 48 of the toothed clutch and the hub 37. In the hub 37 the output shaft 35 is pressed. The output disk 48 of the toothed coupling is connected to the hub 37 by means of six cylindrical pins 30.

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The magnitude of the torque at which the clutch disengages is determined by the shape of the gears 49, 50, 51 on the output disc 48, the shape of the teeth 53 and the amount of the spring of the compression spring 26. After the brake pads are applied and the required braking force is applied to the brake delays. of the input torque (exceeding a force of 0.5 kN on the radius of the control wheel) on the control wheel 14 momentarily disengages the toothed clutch, the two teeth 53 of the input disk 38 popping out of the first gear teeth 49 and engaging the non-equilateral second gear teeth 50, i.e. that the gear clutch is engaged again, but this time in a position that defines the state of the "intermediate states".

Jumping the teeth 53 into the second gear teeth of the output disk 48 causes the longitudinal guide 6 to move together with the runner 32 toward the control wheel 14. The runner 32, in its rectilinear motion, describes a half-helical path defined by an oblique groove 46. At the same time, the cam 41, of which the target 42 is a part, performs a rotational movement in the direction of rotation of the handbrake wheel. This state is defined as an "intermediate state" and is indicated in three observation windows 39 and a few millimeters offset from the control wheel 14 from the cover 8. The "intermediate state" state is intended to inform the vehicle operator of an indeterminate brake condition and thus informs the operator continue to rotate the control wheel 14. By further rotating the handbrake wheel, assuming a force on the radius of the control wheel 14 of at least 0.5 kN, the toothed clutch opens again for a while, which means that the teeth 53 jump into the third gear teeth 51. The gear clutch is currently engaged in the "braked" position. The longitudinal guide 6 together with the runner 32 again make a rectilinear movement towards the control wheel 14 when the teeth 53 jump, the runner 32 describing the second half of the helical path defined by the oblique groove 46, which repeatedly causes the cam 41 and the colored target to rotate. 42. This condition is defined as "braked" or "braked by the required force" and is indicated in the three observation windows 39 by a red field 44, a black field 45 and a double offset of the control wheel 14 from the lid 8 compared to the "intermediate states" state. The gear 51 of the third stage allows a certain so-called backlash of the handbrake wheel, until the teeth 53 do not come into contact with the stop 52. On further attempt to turn the control wheel 14 of the handbrake, the stop 52 forces the teeth 53 to jump out and thus to further stroke of the longitudinal guide 6 and the runner 32, but this is prevented by the stop body 25 defining the distance between the longitudinal guide 6 and the spring support 11. Rotation of the handbrake wheel 14 is thus no longer possible.

By releasing the parking brake, i.e. by turning the control wheel 14 counterclockwise, the input disk 38 of the toothed clutch also rotates together with the input shaft 36. The force required to act on the control wheel 14 is less when releasing the parking brake than when tightening. The teeth 53 jump over the toothing 51 of the third stage of the output disk 48, because the profile of this toothing 51 is designed so that when the parking brake is released the braking force on the end member decreases only when the teeth 53 engage with the second stage gear 50. this is only when the state of "intermediate states" is indicated in the observation windows 39 of the lid 8. Both the runner 32 and the longitudinal guide 6 make a rectilinear movement in the direction away from the control wheel 14, which results in a rotational movement of the cam 41 together with the colored target 42 in the direction of rotation of the handbrake wheel 14. The indicator thus indicates to the vehicle operator that the control wheel 14 needs to continue to rotate in order to achieve complete release of the parking brake. At the end of the parking brake release phase, when it is no longer possible to turn the control wheel 14 counterclockwise, it is necessary to develop a slightly larger input torque than was the case at the beginning of the operation so that the teeth 53 jump to their initial position, gearing 49 of the first stage. The longitudinal guide 6 performs a rectilinear movement in the direction away from the control wheel 14, the cam 41 together with the target 42 performs a rotational movement in the direction of rotation of the control wheel 14 and thus assumes its initial position. This condition is defined as "released" and is indicated in the three observation windows 39 by the green fields 43 and the zero offset of the handbrake control wheel 14 from the cover 8.

Claims (6)

PATENT CLAIMS Device for indicating the condition of a handbrake, in particular freight rail vehicles, and for indicating the force with which the handbrake is tightened, adapted to be fixed to the bogie or side of a vehicle frame, characterized in that it comprises a display element formed by a circular colored target (42) for indicating the individual states "braked" and "unbraked" by the amount of force applied to the radius of the control wheel (14), where the control wheel (14) is for transmitting torque to the parking brake mechanism via an input shaft (36) attached thereto and a gear a coupling connected to the output shaft (35) of the device, connected to the end member for applying a braking force to the brake discs or the running surface of the wheelset. Device according to claim 1, characterized in that it is arranged in a housing (31) with a lid (8), wherein the gear coupling comprises an inlet disk (38) and an outlet disk (48) connected to a hub (37) fixedly connected to output shaft (35), and via the output shaft (35) there is a device connected to the end member for applying a braking force to the brake discs, wherein the input disc (38) of the gear clutch has two non-equilateral teeth (53) and the output disc (48) has three non-equilateral toothing stages (49, 50, 51), wherein the input disk (38) and the output disk (48) are pressed together into engagement by a compression spring (26), the toothed coupling further comprising a longitudinal guide (6) with the runner (32) fitting into a continuous groove of the cam (41) for converting the sliding movement into a rotary one, wherein the cam (41) with at least one straight run-out groove and an oblique groove comprising a circular target (42) is rotatably mounted relative to the lid (8); shaft (36), output shaft (35), gear clutch, cam (41) and target (42) are mutually and simultaneously with the installation space of the device coaxial. Device according to claim 2, characterized in that the lid (8) of the housing (31) has three windows (39) evenly arranged in its area, the circular target (42) offset from the control wheel (14) having a front surface facing to the control wheel (14), which is divided into six regular color-coded fields to indicate the individual states "braked" and "unbraked" of the device depending on the position of the teeth (53) of the input disk (38) of the gear clutch relative to the gear (49, 50 , 51) on the output disk (48) of the toothed coupling. Device according to claim 2 or 3, characterized in that the oblique groove of the cam (41) is circumscribed along a helix of a length given by the pitch angle of the helix and the angle of rotation of the cam (41) during the transition from one handbrake state to another. Device according to one of Claims 2 to 4, characterized in that the actuating wheel (14) is rigidly connected to the input shaft (36), preferably by means of a tongue, groove or doubles. Device according to one of Claims 1 to 5, characterized in that the maximum magnitude of the torque transmitted to the input shaft (36) from the control wheel (14) is 87.5 Nm, which corresponds to a maximum diameter of the control wheel (14) of 350 mm.