DE3409158A1 - BRACKET ASSEMBLY OF BRAKE PAD UNITS ON RAIL VEHICLES - Google Patents

Description

3 4 0 315

Knorr-ßremse GmbH Munich, March 1st, 1984

Moosacher Strasse 80 TP-ku

8000 Munich 40 _ ₁₇₈₅

Mounting arrangement of brake pad units on rail vehicles

The invention relates to a mounting arrangement for brake pad units on rail vehicles with Wheelsets.

The brake pad units are currently mostly rigidly connected to the vehicle frame of rail vehicles. At this Arrangement is the deficiency that with transversely displaceable wheelsets the brake pad is only slightly on the respective Can adjust the position of the tread assigned to it. It is known that the brake pad unit with a limited mobility, mostly to equip a pivotably mounted push rod located near its rear end, at the front end of which the brake pad is in turn movably articulated. However, these arrangements are only suitable for wheel sets which are only slidable transversely over short distances.

Furthermore, it is already known to mount brake pad units around a vehicle running transversely to the longitudinal direction of the vehicle Can the axle be rotatably mounted on the vehicle frame? the reaction forces acting on the brake pad units during braking are doing this on a second brake block

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derived, which is arranged on / the brake pad unit assigned vehicle wheel opposite to the brake pad unit or is assigned to another vehicle wheel.

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In the case of brake rods with a brake cylinder for pressing a plurality of brake pads on the wheels of several sets of wheels, it is known that each other in the vehicle transverse direction opposite brake pads assigned to the two wheels of a wheel set by means of a tie rod to connect with each other and the two brake pads including the tie rod movable in the transverse direction of the vehicle on To hold the vehicle frame. The two brake pads can prevent the transverse movements of transversely displaceable wheel sets follow well, their mutual distance is always kept constant by the tie rod and where the lateral position control of the brake pads is carried out by their contact with the wheel flanges of the wheel set.

The object of the invention is to create a mounting arrangement of the type mentioned at the outset which makes it possible to also to assign large dimensions transversely displaceable wheel sets to brake block units, whereby ensured is that the brake pads of the brake pad units always in one of the position of the wheel treads assigned to them corresponding position can be set, but the construction cost of the mounting arrangement is kept low shall be.

This object is achieved according to the invention by a transverse mobility of the brake pad unit relative to the vehicle frame, based on the longitudinal direction of the vehicle. According to the further invention, an elastic load can be applied the brake pad unit can be provided in the direction of movement towards the vehicle longitudinal center plane. For both sides On the other hand, it is arranged on rail vehicles and assigned to a wheel set brake pad units according to the other Invention useful if both brake pad units are supported transversely and by means of at least a tie rod are connected to each other. In both embodiments, according to the further invention, the transverse mobility

can be achieved by a pendulum suspension of the brake pad unit on the rail vehicle, which is rigid radially to the wheel set and deflectable transversely thereto, or, in contrast to this _> by at least one sliding or rolling guide running in the transverse direction to the rail vehicle between the brake pad unit and the vehicle frame Design options for the mounting arrangement.

in the drawing are several embodiments for formed according to the invention mounting arrangements shown schematically, namely shows

Figure 1 a first, cut open

15th

Bracket arrangement under supervision

Figure 2 shows a second mounting arrangement

iW front view and

20th

Figure 3 shows the second mounting arrangement

in side view,

25th

Figure 4 shows a third embodiment

the bracket assembly and

FIG. 5 shows a detail of the cut-open mounting arrangement on an enlarged scale,

30th

Figure 6 shows a fourth embodiment

the mounting arrangement in front view,

Figure 7 shows a detail of this configuration

form of guidance in a changed scale in view and in section,

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FIG. 8 shows a changed detail in

perspective view and

Figure 9 shows a further embodiment

partially cut open in perspective.

The same reference numbers relate to the same or corresponding parts in all the drawings.

FIG. 1 shows part of a rail vehicle wheel 1 of a wheel set, not shown otherwise, the rail vehicle wheel 1 has a tread 2 and a flange 3. The rail vehicle 1 is how not shown overall, rigidly connected to a second rail vehicle wheel via a wheelset shaft, wherein the flanges 3 of both rail vehicle wheels face each other. The two rail vehicle wheels

together with the wheelset shaft form the wheelset. 20th

The tread 2 is at a small distance from a brake pad 4 visible in plan view, which during Braking is pressed against the tread 2. The brake pad 4 is on a push rod 5 of a brake pad 25

called 6 supported. The top of the brake pad unit 6 is rigidly connected to a sleeve-like housing 7, which is slidably penetrated by a profile rod 8, which is round in cross section. The axis 9 the profile bar 8 runs transversely to the longitudinal direction of the vehicle or at least approximately parallel to the axial direction of the wheelset. The two ends of the profile bar 8 are held in bearing blocks 10, which are rigid are connected to the frame of the rail vehicle; the distance between the two bearing blocks 10 is greater than that

Length of the housing 7. In the housing 7 are close

/ 5

the ends of which have two opposing rollers 11 which are rotatable about axes 12 fixed to the housing. The rollers 11 have, as will be described later in relation to FIG. concave circumferential surface with which it is on the profile bar 8, this partially encompassing ^ can be unrolled. Between the housing 7 and the through, the. dash-dotted

of the rail vehicle

Line 13 indicated longitudinal center plane / facing bearing block 10 is clamped a spring 14 which on the Frame 7 exerts a constantly effective force directed towards the vehicle longitudinal center plane 13 in the direction of displacement.

In the illustration according to Figure 1 is the .. .. Rail vehicle 1 pointing wheelset within its transverse / in its right end position ^ and also the housing 7 and thus also the brake pad unit 6 are in their right end positions, with the housing 7 on the right, the Vehicle longitudinal center plane 13 closer bearing block 10 is present. The brake pad 4 is here, as shown

placed at a small distance in front of the running surface 2 and can correctly when the brake is actuated by the brake pad unit 6 be pressed against the running surface 2. If the wheel set moves with the rail vehicle 1 according to FIG. 1 on the left, the flange 3 runs against the side edge of the brake pad 4 facing it and presses it accordingly to the left; The brake pad unit 6 and the housing 7 are thereby moved from the brake pad 4 via the push rod 5 taken because the rollers 11 roll on the profile bar 6 and the spring 14 is compressed accordingly. In these new positions, too, the brake pad 4 is correctly attached to the running surface 2 of the by means of the brake pad unit 6 Rail vehicle 1 can be pressed. The wheelset shifts with the rail vehicle wheel 1 within its transverse displaceability again to the right, so the spring 14 leads with appropriate relaxation by moving the

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Geschäuses 7 and thus the brake pad unit 6, the brake pad 4 after this transverse displacement movement, the resistance to movement being increased by rolling the rollers 11 on the profile rod 8 are low. In this way, the brake pad 4 is always in one of the tread 2 of the rail vehicle wheel 1 aligned opposite position held so that he correctly to the brake actuation Running surface 2 can be pressed. The transverse movements of the brake pad unit 6 can be done with little effort, since the rollers 11 ensure a low resistance to movement or friction; the spring 14 can be dimensioned weakly, so that the brake pad 4 rests against the flange 3 with a maximum of little force or grinds, resulting in no noticeable frictional resistance

for the rail vehicle wheel 1 and also not a noteworthy one Wear for the flange 3 and the brake pad 4 are caused.

If the brake pad 4 is activated during braking by means of the

The pad unit 6 is pressed against the running surface 2, so occurs at the brake pad unit 6 in the removal direction from the tread 2 onerous reaction force. The brake pad unit is used to absorb this reaction force on its side facing away from the rail vehicle wheel 1

a bearing block 15 is provided on which a horizontal or pivotable about a substantially vertical axis 16 obliquely upwardly extending lever 17 is steered as a torque arm, the other end of which also has a substantially vertical axis 18 pivotable on one

Bearing point 19 of the rail vehicle frame is hinged. By means of the lever 17, the reaction forces are diverted from the brake pad unit 6 to the rail vehicle frame. When the brake pad unit 6 moves transversely, it pivots

the lever 17 accordingly around the axes 16 and 18. Since here-35

when the rollers 11 are relieved of the reaction forces,

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.AO- 3409153, it can be useful to arrange the axes 12 rotated by 90 ° around the axis 9, that is to say running horizontally, so that the rollers 11 are located above and below the profile rod 8.
5

Deviating from the reaction force derivation explained above by means of the lever 17, the brake pad unit 6 can not be shown in FIG. 1 or not shown in FIG Way with a second, the parts 7 to 12 and optionally also the spring 14 corresponding

equipped with another guide device

be, the axis of the profile bar this further

Guide device runs parallel to the axis /. The reaction force is then diverted from the brake pad unit 6 to the vehicle frame via the two guide devices that are spatially offset from one another.

If it is the structural design of the brake pad unit allowed, the axis 9 of the profile bar can also be arranged in such a way that it corresponds to the vector direction of the Brake pad unit 6 acting reaction force intersects at right angles, the reaction force is then immediate Transferred via the rollers 11 to the profile bar 8 and from there via the bearing blocks 10 to the vehicle frame; the brake pad unit 6 then no longer needs any special reaction force support, it just has to

for example, by designing the profile bar and the rollers 11 in accordance with FIG. 8 to be described later, it is ensured that the brake pad unit 6 does not rotate about axis 9.

According to FIGS. 2 and 3, the brake block unit which carries the brake block 4 and is supported by means of a pendulum lever 20 6 on their upper side near their ends facing and facing away from the brake pad 4 each have a bearing block 21 on

/8th

.44. 3409153

which about a common axis 22 rotatable the lower end a substantially vertical pendulum lever 23 is articulated. The axis 22 runs at least approximately parallel to the longitudinal direction of the rail vehicle, and the pendulum lever 23 has in the direction of the axis 22 a large Width in such a way that it extends almost over the entire width of the brake pad unit 6. The top of the The pendulum lever 23 is on the bearing blocks 21 opposite bearing blocks 24 about an axis of rotation parallel to the axis 22 25 rotatably articulated, the two bearing blocks 24 are

at the

rigid / attached to the rest of the vehicle frame, not shown. The two axes 22 and 25 are preferably positioned between the two bearing blocks 21 and 24, respectively uninterrupted stretching bearing pin 26 realized; however, it is also possible to have each bearing block 21 or 24 with one to provide short, the pendulum lever 23 not fully penetrating bearing bolts.

If there is one vehicle wheel on both sides of the rail vehicle A brake pad unit assigned to a wheel set is provided, it is expedient, as shown in FIG. 2, for the brake pad unit 6 it can be seen to connect the two brake pad units to one another by means of a tie rod 27. the

Tie rod 27 can, as can be seen from Figure 2, with

be rigid / connected to the brake pad units 6, but it is also possible to use the tie rod 27 in a not shown Way to be articulated to a limited extent elastically deflectable by interposing rubber bodies on the brake pad units 6. When located in the middle of their transverse displaceability Brake pad units 6 and thus also located in the central position of its transverse displaceability, assigned As a wheel set, the pendulum lever 23 runs at least approximately vertically. If the wheelset is shifted to one side, the flange 3 of the vehicle wheel 1 lying in the direction of displacement runs on this vehicle wheel 1

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assigned brake pad 4 / and takes this brake pad 4 along with a brake pad unit 6 laterally; The brake pad unit 6 on the other side is also moved laterally via the tie rod 27, so that its brake pad 4 also remains aligned with the running surface of the rail vehicle wheel 1 assigned to it opposite it. Here, too, the slight grinding of a brake pad 4 on the wheel flange 3 during lateral deflections causes negligibly small friction and correspondingly negligible wear.

Should there be no space on the rail vehicle for attaching a Tie rod 27 may be present, so it may be useful, deviating from the prescribed version for each brake pad unit 6 to arrange two laterally offset pendulum levers; the two pendulum levers 23 then form one Parallelogram guide for the brake pad unit 6. The two Mutually parallel pendulum levers 23 can be located in the central position of the lateral displacement Brake pad unit 6 run vertically, it is then, as described in relation to FIG. 1, a spring 14 corresponding Provide a spring which constantly loads the brake pad unit in the direction of the vehicle longitudinal center plane. Different For this purpose, however, it can also be expedient to keep the two mutually parallel pendulum levers in the middle position located brake pad unit running obliquely downwards to the outside of the vehicle, the weight the brake pad unit 6 then produces the force of the aforementioned spring via the inclined pendulum lever 23 replacing side force component, so that the spring mentioned can be omitted.

In FIG. 4, a mounting arrangement corresponding in the basic principle to the embodiment according to FIG. 1 is shown in perspective View shown with the pad assembly

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A1 · 3409153 is only shown purely schematically, the structure of the brake pad unit 6 can correspond, for example, to the known structure shown in FIG. 2 and in particular in FIG. According to Figure 4, between the two bearing blocks 10 held on the rest of the vehicle frame, not shown, there is a horizontally and transversely to the longitudinal direction of the rail vehicle profile bar 8 with a round cross-section, on which a sliding bush 28 is slidably mounted in the direction of arrow 29. The sliding 'bushing 28 is rigidly attached to the top of the brake pad unit 6. The underside of the brake pad unit is provided with a bearing eye 30 to which a tie rod 31 is articulated, which runs approximately perpendicular to the profile bar 8 and which, on the other hand, is articulated to the vehicle frame in a manner not shown, corresponding to the lever 17 according to FIG which, likewise not shown, crosses the rail vehicle wheel 1 laterally and on the other hand the rail vehicle wheel is articulated at the lower end of a brake lever which centrally carries a second brake pad which interacts on the other hand with the running surface of the rail vehicle wheel and which is articulated with its upper end to the vehicle frame. The tie rod 31 serves to divert the reaction forces from the brake pad unit 6 to the vehicle frame or the second brake pad. In addition, a tie rod can be connected to the brake pad unit 6, in particular the bearing eye 30 _v to be supported 27 that is transversely extending in parallel to the profile rod 8 to the vehicle and on the other hand articulated to a similarly configured and retained pad assembly.

The brake pad unit 6 can, as already described for FIG. 1, with several, spatially to one another be provided staggered mounting arrangements which each capture the parts 8, 10, 28: The multiple

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Mounting arrangements are capable of the reaction forces of the brake pad unit 6 so that the pull rod 31 can be omitted.

If the tie rod 27 is omitted, a spring is located between the bearing block 10 on the right in FIG to clamp · which the brake pad unit 6 in • the displacement direction to the left, not shown in Figure 4 Vehicle longitudinal center plane loaded.

The sliding bush 28 can be fitted with a sliding fit on the profile rod 8 be performed. To reduce the friction and thus to achieve easier movement of the Brake pad unit 6, however, as shown in FIG. 5, it can be expedient to use the guide bushing 28 'as a spherical bushing to be formed with rotating balls 32. The profile bar 8 is expedient to harden on its surface. As a result, instead of the sliding guide present in the embodiment according to FIG. 4, there is a friction guide reduced rolling guide for the GLleitbüchse 28 'achieved. In both embodiments according to Figure 4 and Figure 5, it is useful ^ between the two bearing blocks 10 and the Slide bushing 28 or 28 'to attach bellows to protect the profile rod surface from contamination.

In the arrangements according to FIG. 1 and FIG. 4, it goes without saying It is also possible to assign the housing 7 or sliding bush 28 and profile rod 8 to the brake block unit 6 and vehicle frame to be swapped: In FIG. 6, a brake pad unit 6, which is only partially shown in As seen in the longitudinal direction of the vehicle, the tie rod 27 extending transversely to the vehicle frame is also shown partly visible. The brerns block unit carries on its upper side 6 near their two in the transverse direction of the vehicle

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lying side boundaries each have a bearing block 33 for receiving a between these extending, for example Profile rod 8 'running parallel to tie rod 27. On the vehicle frame there is a sliding play to the side between the two bearing blocks 33 engaging bearing block 34 on which the profile rod 8 ' Axial directions crossing perpendicularly three rollers 35 are rotatably mounted, which are similar to the rollers 11 according to Figure 1 are formed and with their peripheral surface the profile bar 8 'can roll. In the illustration of Figure 6, the brake pad unit 6 is in the Middle position of their transverse mobility, the two bearing blocks 33 are at the same distance from the bearing block 34, the total lateral mobility of the brake pad

unit 6 is the distance s.

In Figure 7, the three rollers 35 and a profile rod or 8 'with a round cross-section comprehensive mounting arrangement again shown in detail, from the right

The sectional view is the concave peripheral surface formation of the Roles 35 clearly visible.

In the embodiment according to FIG. 8, in contrast to the embodiment according to FIG. 7, the profile rod 36 is provided with a four-way

Edge profile provided, the three rollers 37 engage opposite one another Surfaces of the profile rod 36 and have cylindrical peripheral surfaces. This arrangement is suitable low torques around the longitudinal direction of the profile rod 36 between the housing 7 or bearing block 34 and 30th

Profile rod 36 to be transferred. With the appropriate dimensioning and general order, this can be used as a Variant of Figure 1 already mentioned, the reaction forces of the brake pad unit 6 added or the brake pad unit 6 are held in position, the lever 17 or

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the tie rod 31 for supporting the reaction force can be dispensed with here.

In the embodiment according to Figure 9, a profile bar 36 with a square profile is also provided, for better torque and side force transmission, however, rollers 37 engage here on all four profile surfaces of the profile bar at. In this embodiment, it is particularly useful to have the profile rod 36 with a square cross-section to be provided, while the profile rod 36 according to Figure 8, notwithstanding the illustrated embodiment, also a May have rectangular profile, the rollers 37 on the roll off a wider profile surface. According to Figure 9, the profile rod 36 is also arranged such that its profile surfaces under 45 inclined to the vertical. The brake pad unit is in Figure 9 again under the Reference number 6 is shown in part and only schematically.

In the embodiment according to FIG. 9, there are in each case a large number of serving as rolling elements rollers 37 arranged one behind the other with mutually parallel orientations, so that a roller bushing-like guide, similar to the ball bushing guide according to Figure 5, results. However, it is also possible to have individually mounted roles similar to the illustration to be used according to FIG.

In all of the above-mentioned exemplary embodiments it goes without saying that instead of the vehicle frame

a bogie frame of the rail vehicle for holding ου

tion of the parts mentioned can serve.

Short version:

The mounting arrangement of brake pad units on rail vehicles has a transverse mobility of the brake pad units relative to the vehicle or bogie frame

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on. To achieve transverse mobility is between the Brake pad unit 6 and the vehicle frame a sliding or rolling guide or a pendulum suspension arranged. A transverse adjustment of the brake block unit follows via the flange 3 of the vehicle wheel 1 and the brake pad 4 6, which corresponds to the respective transverse position of the wheelset. The lateral adjustment of the brake pad unit can counter the force of a spring 14, a gravity component or while taking along a laterally opposite, second brake pad unit by means of a Tie rod 27 take place.

Knorr-Bremse GmbH Moosacher Str. 80 8000 Münhen 40

Munich, March 1st, 1984 TP-ku

- 1785 -

List of reference symbols

1 Rail vehicle wheel 27 Tie rod 2 Tread 28, 28 ' Sliding bush 3 Flange 29 Direction of arrow 4th Brake pad 30th Bearing eye 5 Push rod 31 pull bar 6th Brake pad unit 32 Bullet 7th casing 33 Bearing block 8th' Profile bar 34 Bearing block 9 axis 35 Roles 10 Bearing block 36 Profile bar 11th role 37 Roles 12th axis 13th Vehicle longitudinal median plane 14th feather 15th Bearing block 16 axis 17th lever 18th axis - 19th Storage location 20th Pendulum lever 21 Bearing block 22nd axis 23 Pendulum lever 24 Bearing block 25th Axis of rotation 26th Bearing pin

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Claims (12)

Claims (1) y mounting arrangement of brake pad units (6) Rail vehicles with transversely displaceable wheel sets, characterized by a transverse mobility of the brake block unit (6) relative to the vehicle frame, based on the longitudinal direction of the vehicle. 2) mounting arrangement according to claim 1, characterized by an elastic load (spring 14) on the brake pad unit (6) in the direction of movement to the vehicle longitudinal center plane (13). 3) mounting arrangement according to claim 2, characterized by a spring (14) loading the brake pad unit (6) in the direction of the vehicle longitudinal center plane (13). 4) mounting arrangement according to claim 1 for arranged on both sides of rail vehicles, assigned to a wheel set Brake block units, characterized in that both brake block units (6) are supported so that they can move transversely and are connected to one another by means of at least one tie rod (27). 5) mounting arrangement according to one or more of claims 1-4, characterized by a radial to the wheel set Rigid pendulum suspension (pendulum lever 23) of the brake block unit (6) on the rail vehicle, which can be deflected transversely to this . 6) mounting arrangement according to claim 5, characterized by at least one at the bottom of the brake pad unit (6) and at the top of the vehicle frame (bearing block 24) around axes of rotation that run at least approximately in the longitudinal direction of the vehicle (22, 25) pivotably articulated, essentially vertical pendulum lever (23). 7) mounting arrangement according to claim 6, characterized in that that the pendulum lever (23), based on its height, has a large width in the direction of the axes of rotation (22, 25). 8) mounting arrangement according to one or more of claims 1 to 4, characterized by at least one in Slide or roller guide running transversely to the rail vehicle between the brake pad unit (6) and the Vehicle frame. 9) mounting arrangement according to claim 8, characterized in that the sliding or rolling body guide is a profile rod (8, 8 ', 36) and one of these under Interposition of rolling elements (11, 32, 35, 37), if necessary Ball bushings, comprehensive guide part (7, 28, 28 ', 34, 37), wherein the profile rod and the Guide part is attached to the brake pad unit (6) and the vehicle frame distributed. 10) retaining ring arrangement according to claim 9, characterized in / the guide part (7, 34) has at least three ^{rollers (11, 35, 37) which can be rolled off on the profile rod (8, 8 1} , 36), with at least two rollers on one and at least a roller are optionally arranged between these on the opposite side of the profile bar. _{/ 3} 11) mounting arrangement according to claim 9 or 10, characterized in that the profile rod (36) is a square profile and that each of the four profile surfaces has rolling bodies (37) are assigned. 12) mounting arrangement according to one or more of claims 8 to 11, characterized by a spatially offset for the sole sliding or rolling element guide acting on the brake pad unit (6), possibly as articulated Lever (17, 31) held both on the brake pad unit (6) and on the vehicle or bogie frame trained torque supports.