EP0049446B1 - Hydraulische Kolbengleisbremse zum Abbremsen von Eisenbahnwagen - Google Patents

Hydraulische Kolbengleisbremse zum Abbremsen von Eisenbahnwagen Download PDF

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Publication number
EP0049446B1
EP0049446B1 EP81107672A EP81107672A EP0049446B1 EP 0049446 B1 EP0049446 B1 EP 0049446B1 EP 81107672 A EP81107672 A EP 81107672A EP 81107672 A EP81107672 A EP 81107672A EP 0049446 B1 EP0049446 B1 EP 0049446B1
Authority
EP
European Patent Office
Prior art keywords
hydraulic piston
type rail
coolant
rail brake
hydraulic
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
Application number
EP81107672A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0049446A3 (en
EP0049446A2 (de
Inventor
Günther Ing. Meuters (grad.)
Otto Dr.-Ing. Voigtländer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Technologies AG
Original Assignee
Thyssen Industrie AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Thyssen Industrie AG filed Critical Thyssen Industrie AG
Priority to AT81107672T priority Critical patent/ATE4975T1/de
Publication of EP0049446A2 publication Critical patent/EP0049446A2/de
Publication of EP0049446A3 publication Critical patent/EP0049446A3/de
Application granted granted Critical
Publication of EP0049446B1 publication Critical patent/EP0049446B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/025—Retarders of the mushroom type

Definitions

  • the invention relates to a hydraulic piston rail brake for braking railroad cars, with a telescopic damper, which is arranged in a bearing tube provided with a vent and can be actuated by the railcar wheel in question, the piston rail brake being arranged on a rail by a holder.
  • railway wagons are braked in the rolling facilities of freight stations for the purpose of maintaining distance and automation with the help of track brakes.
  • Beam track brakes, rubber track brakes and electrodynamic track brakes are usually used for this purpose.
  • hydraulic piston track brakes are arranged in a relatively large number over the entire path of the railway wagons.
  • these are hydraulic dampers in the form of piston-cylinder units (DE-A-1605326, DE-A-2 043 369, DE-A-1 605 327, DE-A-1 530 283, D EB-1183530, DE-C-1162866, Dowty brochure "Oleo track brakes - DHU / 261/1/400 / TY 2/76 and brochure from the same company” Hydraulic "Units Lt DHU / 268/1/1000 / TY April 1976).
  • the holding and guiding devices of such hydraulic piston piston brakes are fastened with bolts in the rail web, specifically on the inside of the running rails.
  • the actual damper in the form of a hydraulic piston-cylinder unit (hydraulic cylinder) is guided vertically or approximately vertically in the holding device, its piston rod being supported on the floor and the mushroom-shaped damping cylinder about 50 mm above the rail edge on the inside of the The rail protrudes.
  • the damping cylinder of the hydraulic piston rail brake with the mushroom-shaped head is pressed down vertically by the wheel flange against a hydraulic damping force.
  • piston track brakes have the task of extracting the excess energy arising from the predefined inclination for the bad-running vehicle from the well-running wagon and of keeping the running wagons at constant or approximately constant speed.
  • the constant or almost constant driving speed of the railway wagons can be adjusted for the various tasks on the piston rail brake and is automatically controlled by an internal valve system.
  • a disadvantage of all hydraulic piston rail brakes that have become known so far is that they are only suitable for a capacity of up to 180 cars / h. For high-performance drainage systems from e.g. So far, there are no suitable hydraulic piston rail brakes at 300 cars / h. With such a load, there would be a risk of overheating and thus damage, particularly for the hydraulic piston-rail brakes arranged in the distributor zone or for the hydraulic piston brakes arranged immediately behind the drain mountain.
  • the piston track brakes in the distribution zone are subjected to many more stresses.
  • the heat generated by the braking process with each stroke cannot be dissipated quickly enough.
  • the piston rail brakes heat up so quickly that with a performance of around 300 cars per hour, almost 180 degrees Celsius can be reached within 10 minutes within the individual hydraulic piston rail brakes. That is already the upper limit for the use of sealing elements.
  • the lifespan of the piston track brakes is reduced when the operating temperature is constantly high, which leads to ongoing renewal, i.e. increased maintenance costs and malfunctions.
  • the invention has for its object to improve a hydraulic piston rail brake according to the preamble of claim 1 and to make it usable for high-performance drainage systems. Even with such high-performance drainage systems, better protection against inadmissible heating is to be achieved.
  • this object is achieved according to the invention in that the bearing tube is at least partially filled with coolant.
  • Such a cooling device can be assigned to each hydraulic piston rail brake.
  • a plurality or a plurality of hydraulic piston track brakes are connected to a cooling device arranged further away.
  • heat transfer medium for the cooling device e.g. Substances that do not pose sealing problems into consideration, for example also hydraulic oils, with which the hydraulic dampers of the piston track brakes are also filled.
  • suitable heat transfer media for example the cooling liquids which are usually used in refrigeration technology.
  • valve controls in particular electrical valve controls, can be used to supply cooling medium to these piston rail brakes depending on the heating depending on the load on the hydraulic piston rail brakes.
  • each piston track brake is assigned a cooling device, the use of such cooling devices can be controlled as a function of the thermal stress on the piston track brakes. For example, depending on the temperature occurring in the hydraulic damper in question, a suitable motor drive for the heat transfer medium and / or a compressor can be switched on which conveys the heat transfer medium in the circuit to the hydraulic damper in question.
  • Claim 2 describes an advantageous embodiment.
  • the circulation of the heat transfer medium can also be controlled or initiated via the stroke of the hydraulic damper. So it is e.g. possible to use the stroke movement of the hydraulic damper itself for pumping around the heat transfer medium.
  • a large number of hydraulic piston rail brakes can be connected to a central cooling device, which e.g. is arranged at a certain distance from the tracks and is started by remote control means, in particular electrical automatic remote control, or conveys the heat transfer medium to the individual piston track brakes.
  • this embodiment has the advantage that the hydraulic piston rail brakes can be arranged in retaining tabs which are coupled to the rail foot by means of a clamp connection. This eliminates holes that weaken the web of the rails.
  • the hydraulic dampers can be arranged protected.
  • a connector is provided that forms a flat container that contains at least a portion of the cooling liquid.
  • This container can be provided at least partially below the rail foot or below a clamping tab, which is arranged on the rail foot, above the lower edge of the threshold and does not interfere in any way here.
  • the surface which comes into contact with the ambient air is enlarged, which results in a correspondingly greater cooling capacity.
  • the reference numeral 1 designates a wheel of a rail car, not shown, which rolls on a conventional rail 2 with a vertical web 3 and 4 foot.
  • the reference numeral 5 designates the wheel flange of the wheel 1, which presses a head 6 of a hydraulic piston rail brake 7 downwards, that is to say centrally in the direction X, against a hydraulic damping force.
  • the valves provided in the piston track brake 7 correspond to conventional designs of such hydraulic piston track brakes and are therefore not necessary for understanding the invention and have therefore not been shown.
  • the dampers 7 can be designed to be adjustable with regard to the response speed of the carriages, so that only the so-called good runners are detected and braked by the dampers 7, while the bad runners are decelerated less or not at all.
  • the speed and spacing of the railroad cars, not shown, can thus be regulated.
  • each of the dampers 7 consists of two telescopic parts 8, 9 which are guided into one another in a manner variable in length and which form a piston-cylinder unit. These telescopic parts 8 and 9 also take up the hydraulic damping medium and the valve devices, which also does not appear from the drawing.
  • this head 6 has an approximately lenticular shape and is given an upward, approximately convex configuration by chamfering.
  • this head 6 engages in a guide tube 12 and is coupled to it by means of a thread 13, but is detachable.
  • the guide tube 12 also runs coaxially with the telescopic parts 8 and 9 and ends at a certain longitudinal distance - with the damper 7 pushed together - before the end of the telescopic part 9. As a result, the guide tube 12 moves together with the head 6 and the telescopic part 8 in the longitudinal direction of the damper 7.
  • the telescopic parts 8 and 9 and the guide tube 12 are arranged coaxially in a bearing tube 14 which is sealed at its front end facing the soil 15 by a welded plug 16.
  • This plug 16 also serves to support the telescopic part 9, which is mounted on the plug 16 via a space hinge 17.
  • This space joint 17 is formed by a spherical cap which is fixedly connected to the end face of the telescopic part 9 and is mounted in a bearing recess of the stopper 16 which is adapted in terms of shape.
  • the guide tube 12 is guided in a longitudinally displaceable manner without tilting via slide bearing rings 18 or 18a fastened in the bearing tube 14.
  • a wiper seal 19 is arranged in the bearing tube 14 at the front, upper end of the bearing tube 14, which leads on the outer, cylindrical outer surface of the guide tube 12.
  • the telescopic part 9, which is larger in diameter, can also be arranged at the top, while the telescopic part 8 is located at the bottom, ie where the telescopic part 9 is arranged in FIG. 1.
  • the space joint 17 instead of below, above, e.g. to form the head 6 itself articulated, e.g. in that the head 6 is made of a rubber-like elastomer.
  • a space joint at the top and bottom that is in the area of the head 6 and in the area of the plug 16, in order to rule out tilting of the telescopic parts 8 and 9 when the force is applied eccentrically.
  • the reference numeral 20 denotes a retaining tab, which has a support surface 21, which runs parallel to the underside of the foot 4 and on which the foot rests.
  • An upwardly open bearing or a bearing pan 22 is integrally connected to the retaining tab 20 in terms of material, on which the bearing tube 14 rests with an annular shoulder 24 with the interposition of a spacer ring 23.
  • the bearing 22 has a cylindrical through opening 25 through which the bearing tube 14 extends.
  • a clamping projection 26 is connected, which is equipped with a bevel 27 adapted to the foot 4, which rests as much as possible on the corresponding bevel of the foot 4.
  • a recess 28 is provided between the support surface 21 and the bearing 22, in which a part of the foot 4 of the rail 2 engages in a form-fitting manner.
  • the retaining tab 20 on the side opposite the bearing 22 extends so far beyond the foot area there that there is space for two through holes arranged at a distance from one another in the longitudinal direction of the rail 2, only one of which 29 can be seen from FIG. 1, while of the other through hole 30 in FIG. 2 only the center line was illustrated.
  • the reference symbol of the through hole concerned was assigned to this center line.
  • a screw engages through the through bores 29 and 30, of which only the screw 31 is illustrated in FIG. 1. These screws have a chamber-like head 32, which is positively inserted from below into a corresponding depression in the through hole 29 or 30 concerned and thereby secured against rotation is.
  • a clamping piece 33 engages against the attachment of the retaining tab 20 and against the adjacent foot part 4, so that after tightening the nuts 34 of the screws 31, the hydraulic piston track brake is connected to the rail 2 by clamping, that is to say non-positively.
  • the longitudinal axis 35 of the damper 7 extends at an acute angle to the longitudinal axis 36 of the rail 2.
  • the head 6 consists entirely of a rubber-like elastomer which forms a shock absorber
  • this shock absorber 38 is formed by a convex layer between a metallic cover 39 and the guide tube 12 educated.
  • the metallic cover 39 has a concave bearing recess 40, to which the shock absorber 38 is connected by gluing and / or vulcanizing.
  • Such a concave bearing recess 41 is also assigned to the telescopic part 8, in which the shock-absorbing body 38 is fastened, likewise by gluing and / or vulcanizing.
  • cooling device 42 the cooling medium, not shown, of which is hydraulic oil.
  • suitable cooling media can also be considered, e.g. Frigen.
  • the bearing tube 14 penetrates two circular openings 43 and 44 arranged coaxially to one another, both of which open outwards.
  • the bearing tube 14 is sealed to the outside by coolant-tight seals 46 and 47 on its outer lateral surface.
  • connection of the coolant tank 45 which is designed as a connecting piece, to the bearing tube 14 takes place by means of snap rings 48 for holding purposes.
  • a nose 49 on the connecting piece 45 can be used to prevent rotation, which engages in a cutout 50 of the retaining tab 20.
  • the bearing tube 14 polygonal at least on its outer lateral surface and to lock it against rotation with respect to the retaining tab 20 and / or with respect to the coolant tank 45 designed as an intermediate piece, for which purpose the openings 43 and 44 can be adapted in terms of shape accordingly.
  • the coolant tank 45 is provided with a plurality of vertically extending cooling fins 51, which, however, cannot be seen in detail from the drawing.
  • a level and compensation chamber 53 is connected, which is designed as a tube in the manner shown in FIG. 1, which opens into the interior 52 of the intermediate piece '45 and indicated on its upper mouth opening by an only schematically Screw plug 54 is releasably closed.
  • the volume of this level and compensation space 53 is dimensioned so large that any bubbles or vortices that could arise in the interior when the hydraulic piston rail brake is actuated can be compensated for here.
  • this surface 55 of the cooling medium normally extends so far that the one telescopic part 9 is virtually completely completely surrounded by the cooling medium.
  • the bearing tube 14 and the level and compensation space 53 form, as it were, the U-legs of a structure which is U-shaped in cross section and whose web is represented by the intermediate piece 45.
  • the embodiment according to FIG. 3 differs from the embodiment according to FIGS. 1 and 2 in that the cooling device is designed somewhat differently. 1 will generally be used for lower thermal loads, the embodiment according to FIG. 3 is designed for larger thermal loads.
  • the intermediate piece 45 is made larger in volume, so that a considerably larger amount of cooling medium can be accommodated.
  • an embodiment according to FIG. 1 has a cooler 58 connected in parallel with the hydraulic damper 7, which in this embodiment serves as a tube with a large storage capacity for the cooling quantity.
  • the cooler 58 like the bearing tube 14, is connected to the intermediate piece 45 via snap rings 59 and seals 60 and 61 in a coolant-tight manner.
  • the cooler 58 has two flow openings 62 and 63 arranged coaxially to one another, which thus open into the interior 52 and, in the embodiment shown in FIG. 3, are arranged coaxially to the flow openings 56 and 57.
  • the cooler 58 is filled with cooling medium to such an extent that the cooling medium flows around the telescopic part 9 in practically every operating position and is thereby intensively cooled.
  • the reference numeral 64 designates a screw cap which closes the upper mouth opening of the cooler 58. Coolant can be passed through this opening refill if necessary.
  • the hydraulic damper 7 forms a U with the cooler 8 and the intermediate piece 45.
  • the heat generated in the telescopic part 9 is dissipated by the cooling medium.
  • the air 65 located above the surface 55 of the cooling medium is compressed, which ensures a corresponding circulation of the cooling medium within the supply in the connection piece 45 and in the fill level and compensation space 53 or in the cooler 58 when relaxing. This is further favored by the large flow openings 56 or 57 and 62 or 63.
  • the intermediate piece 45 has the vertical cooling fins 51 mentioned, but also the cooler 58 is provided with a large number of cooling fins, in particular vertical cooling fins 66.
  • the small oil volume in the telescopic part 9 is due to the cooling medium, e.g. Oil, the cooling system increased many times, so that in addition to oil cooling in the telescopic part 9 itself, considerably longer heating times of the overall system are achieved.
  • a further enlargement of the mass to be heated is also achieved by including the holding tab 20 and in part the running rail 2 via the telescopic part 9 which is surrounded on all sides by the cooling medium. This also leads to an enlargement of the radiation area and thus to a slight heating of the piston rail brake.
  • the fill level or compensation tube 53 or the cooler 58 should be at least as high as the actual bearing tube 14.
  • the cooler 58 or the fill level and compensating tube 53 can be formed in one piece with the connecting piece 45, for example by injection molding these parts.
  • the cooler 58 is also arranged such that it cannot rotate, in particular by means of a nose.
  • the track shown in the plan view is assigned on one side to a plurality of hydraulic piston track brakes 7, which are connected to a central cooling device 42 via coolant lines. Only one of the connecting lines has been designated with the reference number 67.
  • the cooling device 42 has an engine coolant system, not shown, e.g. a compressor which stores the heat exchange medium e.g. Frigen, transported to the individual hydraulic piston rail brakes 7 and back again. This enables intensive cooling of a majority of the large number of hydraulic piston rail brakes.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
EP81107672A 1980-10-08 1981-09-26 Hydraulische Kolbengleisbremse zum Abbremsen von Eisenbahnwagen Expired EP0049446B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81107672T ATE4975T1 (de) 1980-10-08 1981-09-26 Hydraulische kolbengleisbremse zum abbremsen von eisenbahnwagen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803037982 DE3037982A1 (de) 1980-10-08 1980-10-08 Hydraulische kolbengleisbremse zum abbremsen von eisenbahnwagen
DE3037982 1980-10-08

Publications (3)

Publication Number Publication Date
EP0049446A2 EP0049446A2 (de) 1982-04-14
EP0049446A3 EP0049446A3 (en) 1982-08-11
EP0049446B1 true EP0049446B1 (de) 1983-10-12

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ID=6113900

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81107672A Expired EP0049446B1 (de) 1980-10-08 1981-09-26 Hydraulische Kolbengleisbremse zum Abbremsen von Eisenbahnwagen

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EP (1) EP0049446B1 (da)
AT (1) ATE4975T1 (da)
DE (2) DE3037982A1 (da)
ZA (1) ZA816928B (da)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE60023838T2 (de) * 2000-04-01 2006-05-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erzeugen von Steuerparametern in einem Steuersystem
CN104494642B (zh) * 2014-12-24 2018-09-21 哈尔滨东安液压机械股份有限公司 气囊型减速顶及减速方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3128721A (en) * 1961-06-09 1964-04-14 Westinghouse Air Brake Co Weight proportional vehicle speed controlling apparatus
GB1085906A (en) * 1964-11-26 1967-10-04 Dowty Mining Equipment Ltd Speed control devices for free-running railway vehicles
DE1605349A1 (de) * 1967-02-28 1971-03-11 Kloeckner Werke Ag Einrichtung zum Regeln der Geschwindigkeit von rollenden Eisenbahnwagen
BE755856A (fr) * 1969-09-12 1971-02-15 Dowty Mining Equipment Ltd Ralentisseur de wagons de chemin de fer
NL7102849A (da) * 1970-07-10 1972-09-05
DE8026898U1 (de) * 1980-10-08 1981-08-27 Thyssen Industrie AG Umformtechnik/Bergbautechnik, 4100 Duisburg Hydraulische kolbengleisbremse zum abbremsen von eisenbahnwagen

Also Published As

Publication number Publication date
ZA816928B (en) 1982-10-27
DE3161186D1 (en) 1983-11-17
ATE4975T1 (de) 1983-10-15
EP0049446A3 (en) 1982-08-11
EP0049446A2 (de) 1982-04-14
DE3037982C2 (da) 1982-09-30
DE3037982A1 (de) 1982-04-29

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