EP0156143B1 - Disposition de montage de dispositifs de frein à sabot pour véhicules sur rails - Google Patents

Disposition de montage de dispositifs de frein à sabot pour véhicules sur rails Download PDF

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Publication number
EP0156143B1
EP0156143B1 EP85101483A EP85101483A EP0156143B1 EP 0156143 B1 EP0156143 B1 EP 0156143B1 EP 85101483 A EP85101483 A EP 85101483A EP 85101483 A EP85101483 A EP 85101483A EP 0156143 B1 EP0156143 B1 EP 0156143B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
brake
wheel
brake pad
brake block
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
EP85101483A
Other languages
German (de)
English (en)
Other versions
EP0156143A1 (fr
Inventor
Josef Staltmeir
Bernd Wosegien
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.)
Knorr Bremse AG
Original Assignee
Knorr Bremse AG
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Filing date
Publication date
Application filed by Knorr Bremse AG filed Critical Knorr Bremse AG
Publication of EP0156143A1 publication Critical patent/EP0156143A1/fr
Application granted granted Critical
Publication of EP0156143B1 publication Critical patent/EP0156143B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like

Definitions

  • the invention relates to a mounting arrangement of brake block units on rail vehicles with transversely displaceable wheel sets, with a transverse mobility of the brake block unit relative to the vehicle frame, based on the longitudinal direction of the vehicle.
  • Such a mounting arrangement is known from WO-A-80/00682.
  • the brake pad unit is held here by means of spring straps running in the longitudinal direction of the vehicle.
  • a substantially vertical pendulum lever suspension can be provided by means of a lever articulated at the bottom of the brake pad unit and at the top of the vehicle frame.
  • the known mounting arrangement can furthermore have springs running essentially in the longitudinal direction of the vehicle between the brake block unit and the vehicle frame, which serve to set a neutral position.
  • the known mounting arrangement offers no possibility that a single brake block unit follows a side shift of the wheel assigned to it in the direction of the flange side. To ensure such a subsequent shift, two brake pad units arranged on different vehicle sides must be connected by a tie rod in the known mounting arrangement.
  • This object is achieved according to the invention by an elastic loading of the brake block unit in the direction of movement towards the vehicle longitudinal center plane.
  • the subclaims show advantageous design options for the mounting arrangement.
  • FIG. 1 shows part of a rail vehicle wheel 1 of a wheel set, which is otherwise not shown, the rail vehicle wheel 1 has a tread 2 and a wheel flange 3.
  • the rail vehicle 1 is rigidly connected to a second rail vehicle wheel via a wheel set shaft, the wheel flanges 3 of both rail vehicle wheels facing one another.
  • the two rail vehicle wheels together with the wheelset shaft form the wheelset.
  • the tread 2 is at a short distance from a brake pad 4 visible in supervision, which is pressed against the tread 2 during braking.
  • the brake pad 4 is held on a push rod 5 of a brake pad unit 6.
  • the brake pad unit 6 is rigidly connected on its upper side to a sleeve-like housing 7, which is displaceably penetrated by a profile rod 8 which is round in cross section.
  • the axis 9 of the profile rod 8 runs transversely to the longitudinal direction of the vehicle or at least approximately parallel to the axial direction of the wheel set.
  • the two ends of the profile rod 8 are held in pedestals 10 which are rigidly connected to the frame of the rail vehicle; the distance between the two bearing blocks 10 is greater than the length of the housing 7.
  • Im Housing 7 are located near the ends of each two opposing rollers 11 which are rotatable about axes 12 fixed to the housing. As will be described later in relation to FIG. 7, the rollers 11 have a concave circumferential surface adapted to the outer circumference of the profile rod 8, with which they can be rolled on the profile rod 8, partially encompassing them.
  • a spring 14 is clamped between the housing 7 and the bearing block 10 facing away from the longitudinal median plane of the rail vehicle, indicated by the dash-dotted line 13, which exerts a constantly effective force in the direction of displacement towards the median longitudinal plane 13.
  • the wheel set comprising the rail vehicle 1 is within its transverse displaceability in its right end position, and also the housing 7 and thus also the brake pad unit 6 are in their right end positions, the housing 7 being on the right, the vehicle longitudinal median plane 13 closer bearing block 10 is present.
  • the brake pad 4 is located, as shown, at a short distance in front of the tread 2 and can be correctly pressed against the tread 2 by the brake pusher unit 6 when the brake is actuated. If the wheel set with the rail vehicle 1 shifts to the left according to FIG.
  • the wheel flange 3 runs against the side edge of the brake pad 4 facing it and presses it accordingly to the left; Via the push rod 5, the brake block unit 6 and the housing 7 are taken along by the brake block 4 because the rollers 11 roll on the profile rod 6 and the spring 14 is compressed accordingly. In these new positions, too, the brake pad 4 can be pressed correctly against the tread 2 of the rail vehicle 1 by means of the brake pad unit 6. If the wheel set with the rail vehicle wheel 1 again moves to the right within its transverse displaceability, the spring 14 guides the brake block 4 of this transverse displacement movement with appropriate relaxation by displacing the housing 7 and thus the brake block unit 6, by rolling the rollers 11 on the profile rod 8 the resistance to movement is low.
  • the brake pad 4 is always held in an aligned opposite position to the tread 2 of the rail vehicle wheel 1, so that it can be pressed correctly onto the tread 2 when the brake is actuated.
  • the transverse movements of the brake pad unit 6 can take place with little effort, since the rollers 11 ensure a low resistance to movement or friction; the spring 14 can be dimensioned weak, so that the brake pad 4 abuts or rubs against the wheel flange 3 with at most little force, as a result of which no remarkable frictional resistance for the rail vehicle wheel 1 and also no significant wear for the wheel flange 3 and the brake block 4 are caused.
  • the brake block unit 6 is provided on its side facing away from the rail vehicle wheel 1 with a bearing block 15, on which a horizontally or obliquely upwardly extending lever 17 is pivoted about a substantially vertical axis 16 as a torque support, the other end of which via a also essentially vertical axis 18 is pivotally connected to a bearing 19 of the rail vehicle frame.
  • the reaction forces are derived from the brake block unit 6 onto the rail vehicle frame by the lever 17.
  • the lever 17 pivots accordingly about the axes 16 and 18. Since the rollers 11 are relieved of the reaction forces here, it can be expedient to arrange the axes 12 rotated by 90 ° around the axis 9, that is to say horizontally, so that the rollers 11 are above and below the profile rod 8.
  • the brake pad unit 6 can be equipped in a manner not shown or not shown in FIG. 1 with a second additional guide device corresponding to parts 7 to 12 and optionally also the spring 14, the axis of the profile rod this further guide device runs parallel to axis 9.
  • the reaction force is then derived from the brake pad unit 6 on the vehicle frame via the two guide devices which are arranged spatially offset from one another.
  • the axis 9 of the profile rod can also be arranged such that it intersects the vector direction of the reaction force acting on the brake block unit 6 at right angles, the reaction force is then transmitted directly via the rollers 11 to the profile rod 8 and from this is transmitted to the vehicle frame via the pedestals 10; the brake pad unit 6 then no longer requires any special reaction force support, it is only necessary to ensure, for example, by designing the profile rod 8 and the rollers 11 in accordance with FIG. 8 to be described later, that the brake pad unit 6 does not rotate about the axis 9.
  • the brake block unit 6, which supports the brake block 4 and supports it by means of a pendulum lever 20, has a bearing block 21 on its upper side near its ends facing and away from the brake block 4, on which the lower end of a bracket can be rotated about a common axis 22 is essentially hinged vertical pendulum lever 23.
  • the axis 22 runs at least approximately parallel to the longitudinal direction of the rail vehicle, and the Pendulum lever 23 has a large width in the direction of the axis 22, such that it extends almost over the entire width of the brake block unit 6.
  • the upper end of the pendulum lever 23 is pivoted on the bearing blocks 21 opposite bearing blocks 24 about an axis of rotation 25 parallel to the axis 22, the two bearing blocks 24 are rigidly attached to the vehicle frame, not shown in the rest.
  • the two axes 22 and 25 are preferably realized by bearing bolts 26 which extend continuously between the respective two bearing blocks 21 and 24; However, it is also possible to provide each bearing block 21 or 24 with a short bearing pin which does not fully penetrate the pendulum lever 23.
  • a brake pad unit assigned to a vehicle wheel of a wheel set is provided on both sides of the rail vehicle, it is expedient, as can be seen from FIG. 2 for the brake pad unit 6, to connect the two brake pad units to one another by means of a tie rod 27.
  • the tie rod 27 can, as can be seen from FIG. 2, be rigidly connected to the brake pad units 6, but it is also possible to articulate the tie rod 27 in a manner which is not shown in a manner which can be deflected to a limited extent by interposing rubber bodies on the brake pad units 6.
  • the pendulum lever 23 With brake block units 6 located in the central position of their transverse displaceability and thus also associated wheel set located in the central position of their transverse displaceability, the pendulum lever 23 extends at least approximately vertically.
  • the wheel flange 3 of the vehicle wheel 1 lying in the direction of displacement runs against the brake pad 4 assigned to this vehicle wheel 1 and takes this brake pad 4 together with a brake pad unit 6 to the side; Via the tie rod 27, the brake block unit 6 on the other side is also moved laterally, so that its brake block 4 remains aligned with the running surface 2 of the rail vehicle wheel 1 assigned to it, which is opposite it.
  • the slight grinding of one brake pad 4 on the wheel flange 3 during side deflections causes negligibly small frictions and correspondingly negligible wear.
  • each brake block unit 6 two pendulum lifts 1: 23 offset to one another; the two pendulum levers 23 then form a parallelogram guide for the brake block unit 6.
  • the two mutually paraJlelen pendulum levers 23 can run vertically when the brake block unit 6 is in the middle position of the lateral displacement, it is. then, as described in relation to FIG. 1, to provide a spring corresponding to the spring 14, which constantly loads the brake pad unit in the direction of the median longitudinal plane of the vehicle.
  • a bogie frame of the rail vehicle can serve to hold the parts mentioned in each case.

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

Claims (3)

1. Dispositif support de blocs-frein à sabot (6) pour véhicules ferroviaires avec essieux montés déplaçables latéralement, le bloc-frein (6) présentant, par rapport au châssis du véhicule, une mobilité perpendiculaire au sens longitudinal du véhicule, caractérisé par le fait qu'une charge élastique (ressort 14) agit sur le bloc-frein à sabot (6) vers le plan médian longitudinal (13) du véhicule.
2. Dispositif support d'après revendication 1, caractérisé par un ressort (14) chargeant le bloc-frein à sabot (6) vers le plan médian longitudinal (13) du véhicule.
3. Dispositif support d'après revendication 1 ou 2, avec un levier pendulaire (23) essentiellement vertical, pivotant et articulé par son côté inférieur au bloc-frein à sabot (6) et par son côté supérieur au châssis du véhicule (palier 24) autour d'axes de rotation (22, 25) situés, au moins approximativement, dans le sens longitudinal du véhicule, caractérisé par le fait que le levier pendulaire (23) présente une largeur importante, par rapport à sa hauteur, dans le sens des axes de rotation (22, 25).
EP85101483A 1984-03-13 1985-02-12 Disposition de montage de dispositifs de frein à sabot pour véhicules sur rails Expired EP0156143B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843409158 DE3409158A1 (de) 1984-03-13 1984-03-13 Halterungsanordnung von bremsklotzeinheiten an schienenfahrzeugen
DE3409158 1984-03-13

Publications (2)

Publication Number Publication Date
EP0156143A1 EP0156143A1 (fr) 1985-10-02
EP0156143B1 true EP0156143B1 (fr) 1987-05-27

Family

ID=6230344

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85101483A Expired EP0156143B1 (fr) 1984-03-13 1985-02-12 Disposition de montage de dispositifs de frein à sabot pour véhicules sur rails

Country Status (2)

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EP (1) EP0156143B1 (fr)
DE (2) DE3409158A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3816157A1 (de) * 1988-05-11 1989-11-23 Thyssen Industrie Aufhaengung fuer bremsklotzeinheiten an schienenfahrzeugen mit querverschiebbaren radsaetzen
DE4033405A1 (de) * 1990-10-20 1991-10-10 Krupp Maschinentechnik Halterungsanordnung fuer klotzbremseinheiten an schienenfahrzeugen mit querverschieblichem radsatz
DE4316128A1 (de) * 1993-05-13 1994-11-17 Knorr Bremse Ag Halterungsanordnung für querbewegliche Bremsklotzeinheiten an Schienenfahrzeugen
DE4402995C1 (de) * 1994-02-01 1995-05-24 Knorr Bremse Systeme Klotzbremseinheit für Schienenfahrzeuge
DE4403013C1 (de) * 1994-02-01 1995-06-29 Knorr Bremse Systeme Anordnung zur Aufhängung und Abstützung von Klotzbremseinheiten für Schienenfahrzeuge
US8360214B2 (en) * 2009-04-09 2013-01-29 Wabtec Holding Corp. Brake shoe support assembly and method
CN103640593B (zh) * 2013-11-26 2016-03-02 南车株洲电力机车有限公司 一种用于踏面制动器安装的导筒组成结构

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE66017C (de) * J. grimme in Bochum, Kaisers«. 11 Bremsklotzgehänge
DE465770C (fr) *
DE537377C (de) * 1930-07-26 1931-11-03 Eisenbahn Verkehrsmittel Akt G Bremsklotzaufhaengung fuer Fahrzeuge mit veraenderlicher Spurweite, insbesondere Eisenbahn-Umsetzwagen
SE7810162L (sv) * 1978-09-28 1980-03-29 Sab Ind Ab Monteringsarrangemang for en bromsaktuator pa ett relsfordon

Also Published As

Publication number Publication date
DE3560194D1 (en) 1987-07-02
DE3409158A1 (de) 1985-09-19
EP0156143A1 (fr) 1985-10-02

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