EP0065061B1 - Frein de voie à piston hydraulique pour ralentir des wagons de chemin de fer - Google Patents

Frein de voie à piston hydraulique pour ralentir des wagons de chemin de fer Download PDF

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Publication number
EP0065061B1
EP0065061B1 EP82100054A EP82100054A EP0065061B1 EP 0065061 B1 EP0065061 B1 EP 0065061B1 EP 82100054 A EP82100054 A EP 82100054A EP 82100054 A EP82100054 A EP 82100054A EP 0065061 B1 EP0065061 B1 EP 0065061B1
Authority
EP
European Patent Office
Prior art keywords
damper
bearing
track brake
hydraulic piston
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
EP82100054A
Other languages
German (de)
English (en)
Other versions
EP0065061A3 (en
EP0065061A2 (fr
Inventor
Günther Ing.grad. Meuters
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 AT82100054T priority Critical patent/ATE10078T1/de
Publication of EP0065061A2 publication Critical patent/EP0065061A2/fr
Publication of EP0065061A3 publication Critical patent/EP0065061A3/de
Application granted granted Critical
Publication of EP0065061B1 publication Critical patent/EP0065061B1/fr
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 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 structurally complex and can therefore 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.
  • 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.
  • 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.
  • Hydraulic piston rail brakes with a hydraulically actuated bearing forming the lowering device can be connected to a central hydraulic supply.
  • 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.
  • the bearing for the damper has a cantilevered piston which is supported on one side against hydraulic pressure, so that the piston can be adjusted in the axial direction of the damper by relieving the pressure on the cylinder space which can be acted upon by hydraulic pressure corresponding adjustment of the head coming into contact with the wagon wheel is connected.
  • 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.
  • the bearings When driving over piston rail brakes whose bearings are lowered or fully 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.
  • the connecting lines of the piston-cylinder units of the bearing shut-off devices are assigned.
  • the individual bearings can be lowered to different degrees.
  • the braking effect of the hydraulic piston rail brakes can also be changed.
  • the reference numeral 1 denotes a wheel of a railroad 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 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 8, 9 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 8, 9, 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 8, 9 consists of two telescopic parts 8, 9 which are guided one inside the other 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.
  • Head 6 is coupled.
  • This head 6 is approximately lenticular in the embodiment according to FIGS. 1 and 2 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 with the telescopic parts 8 and 9 and ends at a certain longitudinal distance - with the damper 8, 9 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 8, 9.
  • Fig. 1 shows in dashed lines the depressed damper 8, 9, while the upper position, shown in full lines with the damper 8, 9 shows the installed state in which the damper 8, 9 is not is acted upon by a wheel 1.
  • the telescopic parts 8 and 9 and the guide tube 12 are arranged coaxially in a bearing tube 14, to which is assigned a lowering device 16 at its end facing the soil 15, which lowering device 16 extends coaxially to the longitudinal axis of the damper 8, 9 and thus also coaxially to the other tubes, which are described in more detail below.
  • This lowering device 16 serves at the same time for mounting the damper 8, 9 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 in a form-fitting bearing recess 42 Lowering device 16 rests.
  • 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.
  • 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 has a larger 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.
  • the space joint 17 instead of - as shown in FIGS. 1 and 2 - below, above, for. B. in head 6 even articulated, z. B. 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 lowering device 16, in order to rule out tilting of the telescopic parts 8 and 9 when the force is applied eccentrically.
  • 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 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 a 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 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, from which only one - 29 - can be seen from FIGS. 1 and 2, while of the other through hole 30 in FIG. 5 only the center line has been 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 bore 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 8, 9 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.
  • 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 more detail).
  • 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 8, 9 between 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.
  • 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 formed in one piece in terms of material, such that the bearing tube 14 has been extended downwards by an amount which is approximately the axial length of the tube piece 37 corresponds.
  • 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.
  • 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.
  • the telescopic parts 8 and 9 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.
  • 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 46 is filled with pressure oil from a central hydraulic supply by actuating 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.
  • a larger number of hydraulic piston rail brakes 7 are connected to a feed line 47.
  • the number can be significantly larger than that shown in FIG. 4.
  • a central, electromagnetic shut-off device 48 which can be controlled from a central switching point, z. B. the entire group of piston rail brakes connected to the feed 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 downwards. The pressure oil in the relevant cylinder chamber 46 is displaced into the feed line 47. As a result, the pressure oil can push another bearing piston 41 upwards, that is to say in the direction Y, 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Claims (8)

1. Frein de voie à piston hydraulique (7) destiné à freiner les wagons de chemin de fer (1) à l'aide d'un amortisseur (8, 9) composé d'un vérin télescopique de longueur variable avec rappel, actionnable par une roue de wagon et fixé au rail par une éclisse (20), caractérisé en ce que l'amortisseur (8, 9) prend appui sur un palier (41) mobile dans l'axe longitudinal de l'amortisseur et arrêtable à la position voulue.
2. Frein de voie à piston hydraulique selon revendication 1, caractérisé en ce que le palier (41) est disposé coaxialement par rapport à l'amortisseur (8, 9).
3. Frein de voie à piston hydraulique selon revendication 1 ou 2, caractérisé en ce que le palier (41) est un piston soumis au moins d'un côté à un liquide hydraulique sous pression, piston étanche et mobile longitudinalement dans un tube (37) disposé coaxialement par rapport à l'amortisseur (8, 9).
4. Frein de voie à piston hydraulique suivant revendication 1, la'amortisseur hydraulique (8, 9) étant entouré d'un tube de guidage (12) avec écart radial, étant disposé avec lui dans un tube d'appui (14) et se mouvant avec (12) dans (14) selon son axe longitudinal, le tube d'appui (14) reposant dans une éclisse (20) passant sous la semelle (4) du rail et solidaire (par ex. par bridage) de ladite semelle, caractérisé en ce qu'un tube court (37) est fixé sur le tube d'appui (14), qu'il forme la chambre (46) du piston-palier (41), la course (Y) du piston étant limitée sur l'amortisseur (7) par un épaulement annulaire (39) du tube d'appui et la course inverse (X) étant limitée par un flasque (43) du tube court, le piston-palier (41) présentant un creux (42) logeant une articulation, en particulier une calotte sphérique (17) d'un tube télescopique (9) de l'amortisseur hydraulique (8, 9).
5. Frein de voie à piston hydraulique selon revendication 1 ou selon l'une des revendications 2 et 3, l'amortisseur (8, 9) étant entouré d'un tube de guidage (12) avec écart radial, étant disposé avec lui dans un tube d'appui (14) et se mouvant avec (12) dans (14) selon son axe longitudinal, le tube d'appui (14) reposant dans une éclisse (20) passant sous la semelle du rail et solidaire (par ex. par bridage) de ladite semelle, caractérisé en ce que le palier (41) étanche et mobile longitudinalement est guidé dans une prolongation du tube d'appui (14), sa course (Y) étant limitée sur l'amortisseur (8, 9) par un épaulement annulaire, par ex. par un anneau Seeger dans le tube d'appui (14), et la course inverse (X) étant limitée par un flasque (43).
6. Frein de voie à piston hydraulique selon revendication 1 ou l'une des suivantes, caractérisé en ce que tous les freins de voie à piston (7) d'un groupe sont raccordés à une conduite d'alimentation (47) elle-même reliée à une source de liquide hydraulique (50) ou à un réservoir (49) via une soupape à plusieurs voies.
7. Frein de voie à piston hydraulique selon revendication 1 ou l'une des suivantes, caractérisé en ce qu'un organe d'obturation est affecté à chaque frein de voie permettant d'empêcher le retour de l'huile hydraulique du frein de voie dans la conduite (47).
8. Frein de voie à piston hydraulique selon revendication 1 ou l'une des suivantes, caractérisé en ce que les paliers peuvent s'affaisser à des profondeurs différentes et rester arrêtés aux- dites profondeurs.
EP82100054A 1981-05-19 1982-01-07 Frein de voie à piston hydraulique pour ralentir des wagons de chemin de fer Expired EP0065061B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82100054T ATE10078T1 (de) 1981-05-19 1982-01-07 Hydraulische kolbengleisbremse zum abbremsen von eisenbahnwagen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3119861 1981-05-19
DE3119861A DE3119861C2 (de) 1981-05-19 1981-05-19 Hydraulische Kolbengleisbremse zum Abbremsen von Eisenbahnwagen

Publications (3)

Publication Number Publication Date
EP0065061A2 EP0065061A2 (fr) 1982-11-24
EP0065061A3 EP0065061A3 (en) 1982-12-29
EP0065061B1 true EP0065061B1 (fr) 1984-10-31

Family

ID=6132678

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82100054A Expired EP0065061B1 (fr) 1981-05-19 1982-01-07 Frein de voie à piston hydraulique pour ralentir des wagons de chemin de fer

Country Status (3)

Country Link
EP (1) EP0065061B1 (fr)
AT (1) ATE10078T1 (fr)
DE (2) DE3119861C2 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ZA826925B (en) * 1981-10-06 1983-07-27 Dowty Hydraulic Units Ltd Retarders suitable for wagon speed control
DE3604113A1 (de) * 1986-02-10 1987-08-13 Siemens Ag Einrichtung zum steuern der geschwindigkeit von eisenbahnfahrzeugen in rangieranlagen
GB2199919A (en) * 1987-01-20 1988-07-20 Nat Supply Co Landing device
AU2159199A (en) * 1997-12-13 1999-07-05 Tiefenbach Gmbh Rail brake device
DE102016212654A1 (de) 2016-07-12 2018-01-18 Stabilus Gmbh Gleisbremsdämpfer

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR847462A (fr) * 1938-06-16 1939-10-10 Brasseur Système de freinage et éventuellement d'arrêt des berlines ou autres véhicules circulant sur voie ferrée
DE1183530B (de) * 1960-05-01 1964-12-17 Dowty Mining Equipment Ltd Steuereinrichtung zum Beeinflussen der Geschwindigkeit frei laufender Schienenfahrzeuge
DE1605349A1 (de) * 1967-02-28 1971-03-11 Kloeckner Werke Ag Einrichtung zum Regeln der Geschwindigkeit von rollenden Eisenbahnwagen
DE1937113A1 (de) * 1969-07-22 1971-02-04 Konrad Grebe Steuereinrichtung zum Beeinflussen der Geschwindigkeit von freilaufenden Schienenfahrzeugen
FR2063733A5 (fr) * 1969-10-29 1971-07-09 Bourcier De Carbon Chris
GB1380900A (en) * 1970-12-29 1975-01-15 Girling Ltd Suspension systems
GB1462045A (en) * 1973-02-28 1977-01-19 Dowty Mining Equipment Ltd Railway wagon speed control means
GB2032028B (en) * 1978-06-22 1983-02-02 Clarke C W Rail-mounted hydraulic retarder

Also Published As

Publication number Publication date
DE3261081D1 (en) 1984-12-06
ATE10078T1 (de) 1984-11-15
DE3119861A1 (de) 1982-12-09
EP0065061A3 (en) 1982-12-29
EP0065061A2 (fr) 1982-11-24
DE3119861C2 (de) 1984-04-05

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