EP0049446B1 - Hydraulic piston track brake for braking railway trucks - Google Patents

Abstract

1. Hydraulic piston-type rail brake for braking railway carriages, having a damper (8, 9) comprising telescopic elements which is mounted in a mounting tube (14) and can be actuated by the appropriate wheel (1) of the railway carriage, the piston-type rail brake being mounted on a rail (2) by means of a clamp (20), characterised in that the mounting tube (14) is at least partially filled with cooling fluid.

Description

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. For special unwinding systems, which lie on a continuous gradient, hydraulic piston track brakes are arranged in a relatively large number over the entire path of the railway wagons. According to the outer structure, 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. When a wagon wheel rolls off, 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. These 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.

In contrast to the piston track brakes in the directional tracks, which only have to brake a fraction of the total wagons, 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. Apart from that, 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.

As a result, the hydraulic piston rail brakes which have become known so far are limited to drainage systems with a relatively low pressure output.

It is also known to arrange such track brakes next to the rails and in the track sleepers (DE-A-16 05 349).

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.

Starting from a hydraulic piston rail brake according to the preamble of claim 1, this object is achieved according to the invention in that the bearing tube is at least partially filled with coolant.

Due to the fact that a cooling device is assigned to the hydraulic piston track brake, the maximum braking power possible from the design of such piston track brakes can be fully utilized, even at constantly high outside temperatures, as is the case e.g. is the case in tropical regions. In the invention, since the hydraulic fluid of the piston rail brake is constantly cooled by the cooling device, there is no need to fear that e.g. Damage to the seals or other parts of the piston rail brakes that are at risk of overheating occurs.

In particular - as before - the drainage performance no longer needs to be reduced by trial and error until an acceptable brake heating is approximately in equilibrium with the heat dissipation by the ambient air. This makes it possible to reduce the maintenance effort to a more economical level, since when the idea of the invention (task and solution) is realized, the thermal stress on the piston rail brakes can be reduced to a structurally predeterminable level, which the marshallers do not really need to worry about if the cooling device is in operation.

Such a cooling device can be assigned to each hydraulic piston rail brake. However, within the scope of the inventive concept are also embodiments in which a plurality or a plurality of hydraulic piston track brakes are connected to a cooling device arranged further away.

As a 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. However, it is also possible to use other suitable heat transfer media, for example the cooling liquids which are usually used in refrigeration technology.

It is possible to use suitable switching elements for the individual hydraulic piston rail brakes, e.g. Allocate temperature sensors with remote sensors that ensure a corresponding inflow of coolant to the individual piston rail brakes. If, for example, several hydraulic piston rail brakes are connected to a certain central cooling device via lines, 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.

Even if 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.

In order to keep the investment process economically within limits, such cooling devices will naturally only be used where extremely high thermal loads on piston rail brakes are to be expected, i.e. primarily in the distribution zone of large drainage systems. The circulation of the heat transfer medium can 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. In addition, the invention results in a particularly compact design.

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.

When configured according to claim 3, a particularly compact design results.

If an embodiment is chosen according to claim 2, 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.

For this, claim 3 gives a more detailed lesson on technical and scheduled action.

A compact, but very stable embodiment is described in claim 4. In this embodiment, particularly few individual parts are required, the majority of which, e.g. in the injection molding process.

A particularly advantageous embodiment is described in claim 5. In addition to the thermal protection of the hydraulic dampers, 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. In addition, the hydraulic dampers can be arranged protected.

According to claim 6, 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.

If an embodiment is chosen according to claim 7, relatively large amounts of coolant can be accommodated in a small space. This does not make maintenance of the hydraulic dampers themselves any more difficult.

In the case of an embodiment according to claim 8, the surface which comes into contact with the ambient air is enlarged, which results in a correspondingly greater cooling capacity.

Claims 9 to 15 describe advantageous embodiments of the invention.

• Fig. 1 eine hydraulische Kolbengleisbremse im Teillängsschnitt;
• Fig. 2 eine Teil-Seitenansicht zu Fig. 1;
• Fig. 3 eine weitere Ausführungsform, ebenfalls im Teillängsschnitt und
• Fig. 4 abermals eine weitere Ausführungsform der Erfindung.

In the drawing, the invention is illustrated in several exemplary embodiments - partly schematically. Show it:

• Figure 1 is a hydraulic piston track brake in partial longitudinal section.
• Fig. 2 is a partial side view of Fig. 1;
• Fig. 3 shows another embodiment, also in partial longitudinal section and
• Fig. 4 again another embodiment of the invention.

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.

In all the embodiments shown in the drawing, 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.

In the illustrated embodiments, 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.

1 clearly shows that the telescopic part with a smaller diameter in this embodiment is at the upper, i.e. the wheel 1 facing end of the damper 7 is arranged and is detachably coupled to the head 6 here via a snap ring 11 or in another suitable manner. In the embodiment according to FIG. 1, this head 6 has an approximately lenticular shape and is given an upward, approximately convex configuration by chamfering. In the embodiment according to FIG. 1, 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. In addition, 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. In this case it is also possible to arrange 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. Furthermore, it is conceivable to arrange 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.

With the bearing 22, 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. In addition, 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.

As can be seen in particular in FIG. 1, 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. From above, 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.

3 is essentially the same as in the embodiment according to FIGS. 1 and 2, so that the same reference numerals have been used for parts with the same function. However, while in the embodiment according to FIGS. 1 and 2 the head 6 consists entirely of a rubber-like elastomer which forms a shock absorber, in the embodiment according to FIG. 3 this shock absorber 38 is formed by a convex layer between a metallic cover 39 and the guide tube 12 educated. For this purpose, 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.

All of the embodiments shown in the drawing are assigned a cooling device 42, the cooling medium, not shown, of which is hydraulic oil. Of course, other suitable cooling media can also be considered, e.g. Frigen.

In the embodiment according to FIG. 1, 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.

The 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.

Of course, it is also possible to make 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.

To the interior 52 of the coolant container 45, 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.

As can be seen, 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.

56 and 57 represent throughflow openings which connect the interior of the bearing tube 14 with the interior 52 of the coolant container 45 in a coolant-conducting and aerodynamically advantageous manner.

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.

In the embodiment shown in FIG. 3, the same reference numerals have been used for parts with the same function as in the previously described embodiments.

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. In this embodiment, the intermediate piece 45 is made larger in volume, so that a considerably larger amount of cooling medium can be accommodated. Instead of a level and compensation space as in the embodiment according to FIGS. 1 and 2, 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. In the area of the interior 52, 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.

In this embodiment too, 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.

In the embodiment according to FIG. 3, the hydraulic damper 7 forms a U with the cooler 8 and the intermediate piece 45.

In all embodiments, the heat generated in the telescopic part 9 is dissipated by the cooling medium. By actuating the guide tube 12, 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.

In the embodiment according to FIG. 3, not only 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.

In all cases, the fill level or compensation tube 53 or the cooler 58 should be at least as high as the actual bearing tube 14.

Contrary to the illustration, 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.

In the embodiment according to FIG. 3, the cooler 58 is also arranged such that it cannot rotate, in particular by means of a nose.

In the embodiment according to FIG. 4, 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.

Claims (16)

1. Hydraulic piston-type rail brake for braking railway carriages, having a damper (8, 9) comprising telescopic elements which is mounted in a mounting tube (14) and can be actuated by the appropriate wheel (1) of the railway carriage, the piston-type rail brake being mounted on a rail (2) by means of a clamp (20), characterised in that the mounting tube (14) is at least partially filled with cooling fluid.

2. Hydraulic piston-type rail brake as claimed in claim 1, characterised in that the hydraulic damper (8, 9) is at least partially mounted in a container (45) filled with the cooling fluid and in that the container (45) is connected to a cooling device (42) by means of coolant lines (e.g. 67) so as to carry coolant.

3. Hydraulic piston-type rail brake as claimed in claim 2, characterised in that a plurality of containers (45) or mounting tubes (14) of piston-type rail brakes are connected, via connecting lines (67), to a cooling device (42) located beside the rails (2) and at a spacing therefrom.

4. Hydraulic piston-type rail brake as claimed in claim 2 or 3, characterised in that the container (45) and the cooling device (42) together form a U-shaped basic structure in vertical section taken in straight line through the longitudinal axis of the hydraulic damper (8, 9), the damper (8, 9) forming one leg of the U whilst part of the cooling device (58) forms the other leg of the U, the crosspiece which connects these two legs of the U being formed by the coolant container (45).

5. Hydraulic piston-type rail brake as claimed in one of claims 2 to 4, characterised in that the mounting tube (14) is arranged with part of its length in the coolant container (45) or in a connector attached to the coolant container (45) and the inside of the mounting tube (14) is connected to the coolant container (45, 53, 58) via throughflow openings (56, 57) so as to carry coolant.

6. Hydraulic piston-type rail brake as claimed in one of claims 2 to 5, characterised in that the coolant container (45) formed as a connector is a flat container, rectangular in cross section, which is preferably mounted above the upper edge of a sleeper and below a retaining strap (20).

7. Hydraulic piston-type rail brake as claimed in one of claims 2 to 6, characterised in that, parallel to the hydraulic damper (8, 9), there is mounted a filling level and compensation chamber (53) or a tubular cooler (58) which is substantially filled with coolant, and the filling level and compensation chamber (53) or the tubular cooler communicate with the mounting tube (14) or guide tube (12) so as to convey coolant.

8. Hydraulic piston-type rail brake as claimed in one of claims 4 to 7, characterised in that the coolant container and/or connector (45) and/or a filling level and compensation chamber (53) and/ or a tubular cooler (58) are provided with a plurality of cooling ribs, particularly perpendicular cooling ribs, on their outer surfaces.

9. Hydraulic piston-type rail brake as claimed in one of claims 5 to 8, characterised in that the coolant container (45) constructed as a connector has two pairs of openings (43, 44) arranged coaxially with each other, the two pairs of openings being parallel and at a spacing from each other, and the mounting tube (14) of the hydraulic damper (8, 9) passes through one pair of openings (43, 44) and is locked in position there and sealed off from the walls of the coolant container (45), whilst the cooler (58) passes through the other pair of openings in a similar manner and is in turn sealed off and secured against rotation like the mounting tube (14).

10. Hydraulic piston-type rail brake as claimed in one of claims 5 to 9, characterised in that only the mounting tube (14) with the associated hydraulic damper (8, 9) is mounted in sealed manner in the coolant container (45) in the form of an intermediate component (45), and is connected to the interior (52) via throughflow openings (56, 57) through the coolant container (45) so as to convey coolant.

11. Hydraulic piston-type rail brake as claimed in one of claims 7 to 10, characterised in that the cooler (58) extends substantially up to the level of the head (6) of the hydraulic damper (8, 9).

12. Hydraulic piston-type rail brake as claimed in one of claims 7 to 11, characterised in that the connector (14) and the cooler (58) are integrally formed from the same material, more particularly by injection moulding.

13. Hydraulic piston-type rail brake as claimed in one of claims 4 to 12, characterised in that the level (55) of the coolant in the interconnected communicating containers and tubes reaches to the upper region of the damper (8, 9).

14. Hydraulic piston-type rail brake as claimed in one of claims 4 to 13, characterised in that a filling level and compensation chamber (53) which opens into the interior (52) of the connector (45) is arranged parallel to the hydraulic damper (8, 9).

15. Hydraulic piston-type rail brake as claimed in claim 14, characterised in that the filling level and compensation chamber (53) is formed by a smoothwalled tube with a screw cap (54) which closes off the upper opening thereof.

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