EP0065061A2 - Hydraulic piston track brake for braking railway vehicles - Google Patents

Abstract

1. Hydraulic piston track brake (7) for braking of railway cars with a damper (1) in the form of a pistoncylinder unit which, being longitudinally variable against restoring force, is operable from the railway car wheel and is arranged by a holder (20) on one rail, characterised in that the damper (1) is supported on a bearing (41) adjustable in the longitudinal axis direction of the damper (1) and lockable in the position concerned.

Description

All previously known hydraulic piston rail brakes for braking railway carriages generate a backlog in the distribution zone when braking long car groups in the deceleration sections. For a well-running so-called follow-up there is a risk of a corner kick, which can lead to derailment. It may therefore be necessary to reduce the pull-off speed and thus the performance of the drainage systems so that a long group of wagons initially clears the distribution zone. This disadvantage occurs in particular in the case of long, unloaded wagon groups, because the delay line for dimensioned wagons is dimensioned and the light wagon group reaches the run-out speed specified by the hydraulic piston brakes very early on. The relatively long remainder of the wagon group then blocked the distribution zone with the target outlet speed of the hydraulic piston rail brakes (König, Helmut in ETR (25) 9 - 1976 pp. 551 to 561). In the above-mentioned article, the author states that it is almost impossible to lower the entire hydraulic piston rail brake for economic reasons. Tests with hydraulic piston rail brakes, which belong to the state of the art, also seem to confirm this view. However, the applicant is not clear whether the attempts that have come to her notice are secret attempts or are obvious prior uses, which is why, as a precautionary measure, reservations regarding the state of the art are being made. In these experiments, a pneumatic cylinder was arranged parallel to the hydraulic unit of the piston track brake on the brake bracket. At the end, the piston rod is designed like a hook that projects over the mushroom-shaped head of the hydraulic unit. If necessary, the pneumatic cylinder can retract via the piston rod provided with a hook and lower the hydraulic unit of the piston brake against the lifting force of the hydraulic unit. This construction is extremely voluminous and constructively complex and is therefore to be rejected for this reason alone. It must be borne in mind that such a construction would be exposed to the harsh operating conditions in railway operation in all weather conditions, and is therefore very maintenance-intensive, and with an effort that can no longer be represented.

The invention has for its object to design a hydraulic piston rail brake for braking railroad cars of the type described in the generic term in a structurally simple manner so that it can be completely or partially ineffective or switched off as required.

The object is achieved by the features set out in claim 1.

A hydraulic piston rail brake according to the invention has a lowering device which can be extremely simple, for. B. as a one-sided hydraulic piston-cylinder unit that supports the damper. For example, by loading this piston-cylinder unit, the damper can be brought into its effective position, that is, upwards, while the damper is lowered when the hydraulic fluid is drained, so that the wagon wheel remains unaffected. Such a lowering device can be arranged coaxially to the damper, that is, below it, so that the entire device, that is to say hydraulic piston track brake with lowering device, is extremely compact.

There is even the possibility of a series article for the damper, e.g. B. from the automotive industry, which is supported like the piston-cylinder unit that forms the lowering device, in a tube, so that the lowering device forming the bearing, as well as the damper, are well protected. As a result, the entire device does not need more maintenance than that of conventional hydraulic ones Piston track brakes is known.

Hydraulic piston rail brakes with a hydraulically actuated bearing forming the lowering device can be connected to a central hydraulic supply. With the switching and control elements common today in hydraulics, individual hydraulic piston rail brakes or entire groups of a delay line can be independently or effectively switched off. This means that the necessary number of hydraulic piston rail brakes can be effectively connected to a more or less long or more or less heavy wagon group, so that there is no dangerous backflow in the distribution zone. There are no longer any worries about corner kicks.

Since the information about a wagon group weight and wagon group length can be recorded centrally for the entire marshalling yard behind the drain mountain and these are switched through to the respective direction tracks, the additional control effort is low.

As a result, when using the invention, it is possible to create a delay line with an optimal occupancy time, without having to forego the advantages of the hydraulic piston rail brake with an integrated speed control and without an external brake energy supply.

Another remarkable advantage is the fact that the hydraulic piston track brake proposed according to the invention with the lowering hydraulics can also be easily fitted to hydraulic piston track brakes with a cooler. Due to the simple and original type of lowering hydraulics, both advantages can be realized together.

In the embodiment according to claim 2, there is a particularly simple, space-saving construction with favorable introduction of force into the bearing forming the lowering device.

This also applies to the solution according to claim 3, in which the bearing for the damper has a cantilevered piston which is supported on one side against hydraulic pressure, so that the piston is relieved of pressure in the axial direction by hydraulic pressure Damper is adjustable, which is associated with a corresponding adjustment of the head coming into contact with the wagon wheel.

Of particular advantage are the embodiments according to claims 4 and 5, especially since such hydraulic piston rail brakes also have the advantage that the damper is arranged in a guide tube practically protected on all sides. As a result, the maintenance outlay of such piston track brakes is further reduced and / or the functionality is increased.

Furthermore, in the case of a hydraulic piston rail brake according to the invention, holders no longer need to be fastened to it by screw bolts which pass through the rail web with through holes, as was previously the case. Rather, it is possible with the invention to leave the rail web undamaged since the hydraulic piston rail brake is clamped on the rail foot. Thus the expensive and because of weakening of the _S chien ridge and adverse drilling of the invention will be fully saved can.

In the embodiment according to claim 6, all piston rail brakes of a group are connected to a manifold. This manifold can be connected to a suitable tank, the z. B. can be switched on and off by a multi-way valve. When driving over piston rail brakes whose bearings are lowered or completely relieved, the bearings are pressed down over the heads and the damper, displacing hydraulic fluid into the common manifold. This can cause hydraulic dampers to be pushed up elsewhere, which is not a problem. If, by chance, numerous dampers whose bearings are relieved or partially driven down are simultaneously overrun by wagon wheels, the displaced hydraulic fluid flows into the tank via the manifold.

According to claim 7, the connecting lines of the piston-cylinder units of the bearing shut-off devices are assigned.

According to claim 8, the individual bearings can be lowered to different degrees. As a result, the braking effect of the hydraulic piston rail brakes can also be changed.

• Fig. 1 eine hydraulische Kolbengleisbremse an einer Schiene gemäß der Erfindung im Längsschnitt;
• Fig. 2 eine weitere Ausführungsform, ebenfalls im Längsschnitt;
• Fig. 3 einen Lageplan einer Ablaufanlage;
• Fig. 4 ein hydraulisches Schaltschema und
• Fig. 5 eine Teil-Seitenansicht zu Fig. 1 bzw. 2.

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

• 1 shows a hydraulic piston track brake on a rail according to the invention in longitudinal section.
• Fig. 2 shows another embodiment, also in longitudinal section;
• 3 shows a site plan of a drainage system;
• Fig. 4 is a hydraulic circuit diagram and
• 5 shows a partial side view of FIGS. 1 and 2.

The reference numeral 1 designates a wheel of a railroad car, not shown, which rolls on a conventional rail 2 with a vertical web 3 and foot 4. 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 rail brake correspond to conventional designs of such hydraulic piston rail 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 cars, 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 telescopically, ie variable in length; mutually guided telescopic parts 8, 9, 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 8, which is smaller in diameter in this embodiment, at the upper, ie. H. 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 FIGS. 1 and 2, this head 6 has an approximately lenticular shape and is given an upward, approximately convex configuration by chamfering. In the embodiments according to FIGS. 1 and 2, 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 to the telescopic parts 8 and 9 and ends at a certain length 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 axial longitudinal direction of the damper 7. FIG. 1 shows in dashed lines the depressed damper 7, while the upper position of the damper 7, shown in full lines, shows the installed state in which the damper 7 is not acted on by a wheel 1.

The telescopic parts 8 and 9 and the guide tube 12 are arranged coaxially in a bearing tube 14, which is assigned a lowering device 16 at its end facing the ground 15, which extends coaxially to the longitudinal axis of the damper 7 and thus also coaxially to the other tubes, which in the each will be described below. This lowering device 16 serves at the same time for mounting the damper 7 via a space hinge 17. This space hinge is formed in the embodiment shown in the drawing by a spherical cap which is firmly connected to the end face of the telescopic part 9 and rests in a shape-adapted bearing recess of the lowering device 16 .

The guide tube 12 is guided in a longitudinally displaceable and tilt-free manner via two spaced-apart slide bearing rings 18 and 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 at the bottom, that is, where the telescopic part 9 is arranged in FIGS. 1 and 2. It is also possible in this case! the space joint 17 instead of - as shown in Figures 1 and 2 - to be arranged below, above, z. B. in head 6 even articulated, z. B. 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 lowering device 16, in order to rule out tilting of the telescopic parts 8 and 9 when the force is applied eccentrically.

Furthermore, the head 6 is advantageously arranged rotatably, so that when the wheel flange 5 strikes, the head can rotate as desired in both directions.

The reference numeral 20 denotes a retaining tab, which has a bearing surface 21, which runs parallel to the underside of the foot 4 and on which the foot 4 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 passage 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 a 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 FIGS. 1 and 2, the holding tab 20 engages on the side opposite the bearing 22 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, of which only one - 29 - can be seen from FIG. 2, while of the other through hole 30 in FIG. 5 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 FIGS. 1 and 2. These screws each have a hammer-like head 32, which is positively inserted from below into a corresponding depression in the through hole 29 or 30 concerned and is thereby secured against rotation. From above, a clamping piece 33 engages against the neck 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 rail 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 can be reinforced in all cases or also made of steel. Furthermore, a shock absorbing body made of rubber or an elastomer with rubber-like properties can be provided under the head 6 in order to dampen noise.

In the embodiment shown in FIGS. 1 and 2, a short piece of pipe 37 has been screwed onto the bearing tube 14 by means of thread 38, which bears against the end face 40 of the bearing tube 14 with an annular shoulder 39 and is sealed by seals (not shown).

In the cylindrical tube section 37, a bearing piston 41 is guided in a longitudinally displaceable and sealing manner, which on its side facing the telescopic part 9 has a concave recess 42 corresponding to the space joint 17, in which the spherical cap of the space joint 17 rests, so that the hydraulic damper between the head 6 and Bearing piston 41 is supported.

The end face 40 forms a stop for the bearing piston 41 during its axial displacement in the direction Y, while the displacement path of the bearing piston 41 in the opposite direction X is limited by a welded end wall 43. This end wall has a central connection opening 44 with a connection fitting 45 for supplying a suitable pressure medium, in particular hydraulic fluid, into the cylinder space 46 via the feed line 47.

In the embodiment according to FIG. 2, the same reference numerals have been used for parts with the same function.

In contrast to the embodiment according to FIG. 1, the annular shoulder 39, which forms the stop for the bearing piston 41 in the direction of displacement Y, is formed by a circlip which is arranged in the inner cylinder wall of the bearing tube 14.

A further difference from the embodiment according to FIG. 1 can be seen in the fact that the bearing tube 14 and the short tube piece 37 are made in one piece in terms of material, such that the bearing tube 40 has been extended downwards by an amount which is approximately the axial length of the tube piece 37 corresponds.

During normal operation, the bearing piston 41 abuts the upper stop, that is to say the annular shoulder 39. This is ensured by the pressure medium pressure, in particular hydraulic pressure, prevailing in the cylinder space 46. For this purpose, the cylinder chamber 46 is filled with pressure oil via the feed line 47 and by a shut-off element, not shown, for. B. shut off by a slide which is arranged in the feed line 47.

When driving over the hydraulic piston rail brake 7, the telescopic parts 8 and 9 are supported on the adjustable bearing 41. The hydraulic damper, that is to say the telescopic parts 8 and 9, must carry out a full working stroke following the wheel 5 that is rolling over and in doing so must perform a corresponding braking work.

If the braking effect of the hydraulic piston track brake in question is specifically canceled or mitigated, e.g. B. when braking long car groups, then the cylinder chamber 46 is relaxed by opening the shut-off element, not shown. If the hydraulic piston track brake in question is now run over, the hydraulic damper is no longer supported and pushes the flexible abutment 41 into the lower position shown in dashed lines in FIGS. 1 and 2. Here, the hydraulic damper does not perform a working stroke. The rolling wheel 5 only has to move the guide tube 12 with the telescopic part 8, 9 and the flexible abutment 41 against low friction and flow resistance.

The piston track brake 7 is ready to brake again when the cylinder chamber 41 is filled with pressure oil from a central hydraulic supply by actuation of the shut-off element, not shown, which results in a corresponding displacement of the bearing piston 41 in the Y direction up to the annular shoulder 39. This also raises the telescopic parts 8 and 9 until the hydraulic damper has returned to its functional position.

In the embodiment according to FIG. 4, a larger number of hydraulic piston rail brakes 7 are connected to a feed line 47. In practice, the number may be much greater than from _F ig. ₄ emerges.

Through a central, electromagnetic shut-off device 48, which can be controlled from a central switching point ^! can, e.g. B. the entire group of piston rail brakes connected to the supply line 47 are relieved of pressure such that the inflow to a tank 49 is released. If the piston track brakes are rolled over by wheels, the dampers together with the bearing pistons 41 - as described above - are moved downward. The pressure oil in the relevant cylinder chamber 46 is displaced into the feed line 47. This can result in the pressure oil pushing another bearing piston 41 upwards, that is to say in the Y direction, so that the individual dampers change their position in accordance with the rollover process. If several hydraulic dampers are rolled over or this is the path of least resistance for the pressure oil, it also flows off to the storage tank ^49.

A suitable pressure medium source, in particular a motor-driven pump, is connected to line 50.

In Fig. 3, the reference numeral 51 denotes a so-called entry group of tracks, while 52 denotes a discharge hill and 53 the so-called distribution zone, which is followed by a direction group of tracks at 54.

Hydraulic piston track brakes with lowering devices are preferably arranged at the beginning of the directional tracks 54.

The features described in the description and in the patent claims and shown in the drawing can be essential both individually and in any combination for realizing the invention.

B e z u g s z e i c h e n

• 1 wheel
• 2 rails
• 3 bridge
• 4 feet
• 5 wheel flange
• 6 head
• 7 piston rail brake, damper
• 8 telescopic part
• 9
• 10 -
• 11 snap ring
• 12 guide tube
• 13 threads
• 14 bearing tube
• 15 soil
• 16 lowering device
• 17 space joint
• 18 plain bearing ring
• 18a _"
• 19 Wiper seal
• 20 retaining tab
• 21 contact surface
• 22 bearings, bearing pan
• 23 spacer ring
• 24 ring shoulder
• 25 through opening
• 26 clamping attachment
• 27 slant
• 28 recess
• 29 through hole
• 30 "
• 31 screw
• 32 head
• 33 clamping piece
• 34 mother
• 35 longitudinal axis
• 36 "
• 37 short pipe section
• 38 threads
• 39 ring shoulder
• 40 end face
• 41 bearing pistons, abutments
• 42 concave recess
• 43 end wall
• 44 connection opening
• 45 connection fitting
• 46 cylinder space
• 47 supply line
• 48 shut-off device
• 49 tank
• 50 pressure medium source
• 51 entry group
• 52 drain mountain
• 53 distribution zone
• 54 Direction group
• X direction of displacement
• Y "

Claims (8)

1. Hydraulic piston rail brake for braking railroad cars, with a damper in the form of a variable in length against the restoring force piston-cylinder unit which can be actuated by the railroad car wheel and is arranged by a holder on a rail, characterized in that the damper (7) on a in the longitudinal axis direction of the damper (7) adjustable and in the respective position also lockable bearing (41) is supported. 2. Hydraulic piston rail brake according to claim 1, characterized in that the bearing (41) arranged coaxially to the damper (7). is. 3. Hydraulic piston rail brake according to claim 1 or 2, characterized in that the bearing (41) is at least one piston which can be acted upon with pressure medium pressure on one side and which is arranged in a longitudinally displaceable and sealing manner in a tube (16) arranged coaxially with the damper (7). 4. Hydraulic piston rail brake according to claim 1, wherein the hydraulic damper is surrounded by a guide tube with a radial distance, with this in a bearing tube together with the damper in the longitudinal direction is arranged adjustable, the bearing tube in a sub-engaging the rail foot, non-positively on the rail foot, z . B. clamped, retaining tab is mounted, characterized in that on the bearing tube (14) a short piece of pipe (16) is screwed, which forms the cylinder space for the bearing piston (41), the displaceability of the piston in the direction (Y) on the Damper (7) is formed by an annular shoulder (39) of the bearing tube (14) and opposite (X) by an end wall (43) of the short tube section (16), the bearing piston (41) having a recess (42) for a space joint, in particular has a spherical cap (17) of the one telescopic part (9) of the hydraulic damper (7). 5. Hydraulic piston rail brake according to claim 1 or one of claims 2 to 4, wherein the hydraulic damper is surrounded by a guide tube with a radial distance, is arranged with this in a bearing tube together with the damper in the longitudinal direction and that the bearing tube in an engaging under the rail foot , on the rail foot non-positively, e.g. B. clamped retaining tab, characterized in that the adjustable bearing (41) in a tubular extension of the bearing tube (14) is guided in a longitudinally displaceable and sealing manner, its displacement path in the direction (Y) of the damper (7) by an annular shoulder, e.g. B. by a circlip in the bearing tube (14) and opposite (X) is limited by an end wall. 6. Hydraulic piston rail brake according to claim 1 or one of the following, characterized in that all piston rail brakes (7) of a group are connected to a feed line (47), which via a multi-way valve either to a pressure medium source (50) or to a tank (49) can be connected. 7. Hydraulic piston track brake according to claim 1 or one of the following, characterized in that each piston track brake is assigned a shut-off device through which the piston rail brake in question can be shut off from the supply line (47) in a fluid-tight manner. 8. Hydraulic piston rail brake according to claim 1 or one of the following, characterized in that the bearings (41) can be lowered to different extents and locked in the respective position.

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