EP0267530B1 - Brake device for railway vehicles, especially a shoe brake for at least two sets of wheels - Google Patents

Brake device for railway vehicles, especially a shoe brake for at least two sets of wheels Download PDF

Info

Publication number
EP0267530B1
EP0267530B1 EP87116205A EP87116205A EP0267530B1 EP 0267530 B1 EP0267530 B1 EP 0267530B1 EP 87116205 A EP87116205 A EP 87116205A EP 87116205 A EP87116205 A EP 87116205A EP 0267530 B1 EP0267530 B1 EP 0267530B1
Authority
EP
European Patent Office
Prior art keywords
brake
slack adjuster
assigned
slack
friction
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 - Lifetime
Application number
EP87116205A
Other languages
German (de)
French (fr)
Other versions
EP0267530A2 (en
EP0267530A3 (en
Inventor
Jochen Dipl.-Ing. Hahne
Wilhelm Karamann
Egbert Dipl.-Ing. Sonder
Joachim Dipl.-Ing. 1Smaczny
Manfred Dipl.-Ing. Weigmann
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.)
Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
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 Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH filed Critical Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
Priority to AT87116205T priority Critical patent/ATE65754T1/en
Publication of EP0267530A2 publication Critical patent/EP0267530A2/en
Publication of EP0267530A3 publication Critical patent/EP0267530A3/en
Application granted granted Critical
Publication of EP0267530B1 publication Critical patent/EP0267530B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61HBRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H15/00Wear-compensating mechanisms, e.g. slack adjusters

Definitions

  • the invention relates to a braking device for rail vehicles according to the preamble of claim 1.
  • the brake linkage of brake devices must be adjusted as automatically as possible with the increasing requirements with regard to permissibility and economy and is usually carried out by means of single-acting or double-acting linkage adjusters (DE-A-19 46 684).
  • a double-acting slack adjuster can also lengthen and thus adjust the pad clearance changes that occur when loading and unloading the vehicles.
  • an adjustment device for a braking device of rail vehicles in which a double-acting linkage adjuster is arranged at the beginning of the brake linkage chain for adjusting the brake linkage.
  • a double-acting linkage adjuster is arranged at the beginning of the brake linkage chain for adjusting the brake linkage.
  • the linkage adjuster With longer brake linkage chains, this wear can no longer be compensated for by the linkage adjuster alone, and the positions of the brake levers at the end of the chain can become so unfavorable that the brake can no longer function properly.
  • the brake linkage In order to ensure the function of the brake again, the brake linkage must be readjusted in a known manner when maintenance work is required. According to the specified maintenance documents, the time and type of readjustment must be determined by the personnel and the work must be carried out. This necessary work and its monitoring require a lot of effort.
  • the object of the invention is to develop a generic braking device in such a way that manual adjustment of the brake linkage can largely be dispensed with and the efficiency of the brake is improved in the event of brake pad wear.
  • the braking device with the usual H-brake linkage arrangement has a working cylinder 1 at the beginning of the arrangement, which engages via an actuating lever 3 supported on the frame 2 to a double-acting slack adjuster 4 of a known type, which is guided in a longitudinally displaceable manner on a displacement path by the control stop 5 supported on the frame 2 is.
  • the displacement path is specified as the distance B between the slack adjuster 4 and the control stop 5.
  • the slack adjuster 4 engages via a brake lever 6 on an associated friction pair 7, 8.
  • a coupling rod 9 is articulated on the brake lever 6 and is articulated on a brake lever 10 for a force-opposing friction pairing 8, 11.
  • the brake lever 10 engages a further linkage adjuster 12 via a joint 10a, which is also guided in a longitudinally displaceable manner by a control stop 13 supported on the frame 2.
  • the displacement path is specified as the distance A between the slack adjuster 12 and the control stop 13.
  • the slack adjuster 12 engages a further brake lever 14 via a joint 14a and a brake lever 16 which counteracts the brake lever 14 via a coupling rod 15, the brake levers 14 and 16 acting on the associated friction pairing 17, 18 and 18, 19, respectively.
  • the brake lever 16 is supported on the frame 2 in the bearing 20.
  • the braking device can be continued on the bearing 20 of the brake lever 16 in continuation of the brake linkage chain by further linkage adjusters and assigned brake levers.
  • the working cylinder 1 acts on the actuating lever 3 mounted in the frame 2, which acts on the double-acting slack adjuster 4 and which in turn is pulled in the direction of the control stop 5 until the friction pairing 7, 8 engages.
  • the brake lever 6 now transmits the force, supported on the friction pair 7, 8, to the coupling rod 9, which transmits the force via the brake lever 10 to the friction pair 11, 8 and, at the same time or after the friction pair 7, 8 has been applied, the slack adjuster 12 in the direction pulls on the tax stop 13.
  • the slack adjuster 12 actuates the brake lever 14 and its associated friction pairing 17, 18 and, via a coupling rod 15, the brake lever 16 and its associated friction pairing 18, 19.
  • the brake lever 16 is supported at its end in the bearing 20 on the frame 2, or when continuing the brake linkage chain on another linkage adjuster.
  • the distance B is between the upstream slack adjuster 4 and the one assigned to it Control stop 5 by the sum of the required play for the friction pairings 7, 8 and 8, 11 arranged between the upstream slack adjuster 4 and the slack adjuster 12 arranged downstream, plus the distance A between the slack adjuster 12 and the associated one, which can be set on the downstream slack adjuster 12 in a comparable manner
  • Control stop 13 is determined taking into account the lever ratios on the brake levers 6, 10, 14 and 16 involved. The distance A is thus determined in a comparable manner when the brake linkage chain is closed without any further linkage adjuster solely by the sum of the required play for the associated friction pairings 16, 17 and 17, 18.
  • the required distance A between the slack adjuster 12 and the control stop 13 results from the sum of the required clearances of A / 2 each for the associated friction pairings 17, 18 and 18, 19
  • Required distance B between the slack adjuster 4 and the control stop 5 results from the sum of the games of the friction pairings 7, 8 and 7, 11 assigned to the slack adjuster 4 plus the required play (distance A) between the slack adjuster 12 and the control stop 13 to 2xA.
  • a brake device shown in Fig. 2 shows a possible embodiment for 3-axis drives with two slack adjusters and symmetrical distribution of the adjustment paths for slack adjusters 4 and 12 and is identical to that in Fig. Except for the assembly X arranged between the joints 10a and 14a instead of the slack adjuster 12 Fig. 1 shown braking device.
  • the assembly X has, in addition to the slack adjuster 12 and the control stop 13, further brake linkage parts for actuating additional friction pairings for the third axis.
  • the brake lever 10 engages via the joint 10a on a coupling rod 21 which articulates at the end of a lever 22 supported in the frame 2 at the other end.
  • the lever 22 is connected in an articulated manner between its ends via a coupling rod 23 to a further lever 24, which is also supported in an articulated manner between the ends of the coupling rod 23 and on the one hand at its one end via a coupling rod 25 and a brake lever 26 of a friction pairing 27, 28 is assigned and, on the other hand, acts on the slack adjuster 12 at its other end.
  • the brake lever 26 is articulated between its ends in the frame 2.
  • At the other end of the slack adjuster 12 there is one for the loading of the second friction pair 28, 29 for the central axis Linkage arrangement for the friction pair 27, 28 mirror-symmetrical arrangement of the levers 24 ⁇ , 26 ⁇ and 22 ⁇ and the coupling rod 21 ⁇ , 23 ⁇ and 25 ⁇ provided.
  • the assembly X is articulated to the brake lever 14 via the joint 14a.
  • the slack adjusters 4 and 12 regulate the games of three friction pairings, namely the slack adjuster 4 controls the games of the friction pairings 7, 8; 8, 11 and 27, 28 and the slack adjuster 12 the games of the friction pairings 28, 29; 17, 18 and 18, 19.
  • the design of the linkage chains described above particularly in the case of a lateral-horizontal arrangement of the levers 22, 22 ⁇ and 24, 24 ⁇ , and the coupling rods 21, 21 ⁇ , 23, 23 ⁇ and 25, 25 ⁇ , allows for an expedient use of the limited space in the bogie.
  • the games for the friction pairings add up in the same way as in the example shown in FIG.
  • the distance B is to be defined here with 2xA, the distance A being determined by the sum of the games of the three friction pairs 27, 28; 17, 18 and 18, 19 is set.
  • the brake linkage arrangement acc. 1 and 2 can be formed in pairs for actuating the friction pairings on both sides of a wheel set and can be applied via generally known brake triangles.
  • the last slack adjuster 12 in the row arrangement can be made single-acting.

Landscapes

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

Abstract

The largely automatic adjustment of the brake rods of brake devices, especially shoe brakes for rail vehicles, is generally achieved by means of single-acting or double-acting brake slack adjusters at the beginning of the corresponding brake gear chain. With longer brake gear chains, re-adjustment can no longer be compensated for by the brake slack adjuster alone and the positions of the brake levers at the end of the chain may become so incorrect that adequate functioning of the brake device is no longer guaranteed. So that additional manual adjustment of the brake gear can be largely dispensed with and the efficiency of the brake device improved, on a brake device of this type at least one additional brake slack adjuster is fitted in series in the brake gear chain after a double-acting brake slack adjuster. The necessary adjustment travel for the respectively preceeding brake slack adjuster is determined by the sum of the necessary degrees of play in the associated friction pairings to be acted upon and the required adjustment travel to be established comparably in any succeeding brake slack adjuster. <IMAGE>

Description

Die Erfindung betrifft eine Bremseinrichtung für Schienenfahrzeuge entsprechend dem Oberbegriff des Anspruchs 1.The invention relates to a braking device for rail vehicles according to the preamble of claim 1.

Das Nachstellen des Bremsgestänges von Bremseinrichtungen hat mit den steigenden Anforderungen im Hinblick auf Zulässigkeit und Wirtschaftlichkeit möglichst selbsttätig zu erfolgen und erfolgt üblicherweise mittels einfachwirkender bzw. doppeltwirkender Gestängesteller (DE-A-19 46 684).The brake linkage of brake devices must be adjusted as automatically as possible with the increasing requirements with regard to permissibility and economy and is usually carried out by means of single-acting or double-acting linkage adjusters (DE-A-19 46 684).

Während ein einfachwirkender Gestängesteller das Bremsgestänge nur verkürzt, also im wesentlichen die durch Verschleiß der Bremsklötze entstehenden Klotzspielvergrößerungen ausgleicht, kann ein doppeltwirkender Gestängesteller auch verlängern und damit die beim Be- und Entladen der Fahrzeuge auftretenden Klotzspielveränderungen nachstellen.While a single-acting slack adjuster only shortens the brake linkage, i.e. essentially compensates for the increase in pad clearance caused by wear of the brake pads, a double-acting slack adjuster can also lengthen and thus adjust the pad clearance changes that occur when loading and unloading the vehicles.

Aus der (DE-A-19 46 684) ist eine Nachstellvorrichtung für eine Bremseinrichtung von Schienenfahrzeugen bekannt, bei der zur Nachstellung des Bremsgestänges ein doppeltwirkender Gestängesteller am Beginn der Bremsgestängekette angeordnet ist. Je nach Länge der Bremsgestängekette bzw. je nach Anzahl der zu betätigenden Bremsklötze ergibt sich entsprechend dem Verschleiß ein mehr oder weniger großer Nachstellweg für den Gestängesteller. Bei längeren Bremsgestängeketten ist dieser Verschleiß nicht mehr allein durch den Gestängesteller auszugleichen, und die Stellungen der Bremshebel zum Ende der Kette können so ungünstig werden, daß eine ausreichende Funktion der Bremse nicht mehr gewährleistet ist.From (DE-A-19 46 684) an adjustment device for a braking device of rail vehicles is known, in which a double-acting linkage adjuster is arranged at the beginning of the brake linkage chain for adjusting the brake linkage. Depending on the length of the brake linkage chain or the number of to be operated Brake pads result in a more or less large adjustment path for the slack adjuster depending on wear. With longer brake linkage chains, this wear can no longer be compensated for by the linkage adjuster alone, and the positions of the brake levers at the end of the chain can become so unfavorable that the brake can no longer function properly.

Um die Funktion der Bremse wieder sicherzustellen, ist bei anfallenden Wartungsarbeiten in bekannter Weise das Bremsgestänge manuell nachzustellen. Nach vorgegebenen Wartungsunterlagen ist dabei der Zeitpunkt und die Art des Nachstellens durch das Personal festzulegen und es sind die Arbeiten durchzuführen. Diese notwendigen Arbeiten und deren Überwachung erfordern viel Aufwand.In order to ensure the function of the brake again, the brake linkage must be readjusted in a known manner when maintenance work is required. According to the specified maintenance documents, the time and type of readjustment must be determined by the personnel and the work must be carried out. This necessary work and its monitoring require a lot of effort.

Die Erfindung hat sich zur Aufgabe gestellt, eine gattungsgemäße Bremseinrichtung so weiterzubilden, daß ein manuelles Nachstellen des Bremsgestänges weitgehend entfallen kann und der Wirkungsgrad der Bremse bei Bremsklotzverschleiß verbessert wird.The object of the invention is to develop a generic braking device in such a way that manual adjustment of the brake linkage can largely be dispensed with and the efficiency of the brake is improved in the event of brake pad wear.

Diese Aufgabe wird durch die im Anspruch 1 gekennzeichnete gattungsgemäße Bremseinrichtung gelöst.This object is achieved by the generic braking device characterized in claim 1.

In den Unteransprüchen sind zweckmäßig Ausgestaltungen und Weiterbildungen des Erfindungsgegenstandes angegeben.Refinements and developments of the subject matter of the invention are expediently specified in the subclaims.

Die Erfindung ist anhand zweier Ausführungsbeispiele näher erläutert.The invention is explained in more detail using two exemplary embodiments.

Es zeigt

Fig. 1
eine Bremseinrichtung in schematischer Darstellung
Fig. 2
eine Bremseinrichtung für drei bremsbare Radsätze und zwei Gestängesteller in Reihenanordnung.
It shows
Fig. 1
a braking device in a schematic representation
Fig. 2
a braking device for three braked wheelsets and two slack adjusters in a row.

Die Bremseinrichtung mit üblicher H-Bremsgestängeanordnung weist am Beginn der Anordnung einen Arbeitszylinder 1 auf, der über einen am Rahmen 2 abgestützten Betätigungshebel 3 an einen doppeltwirkenden Gestängesteller 4 bekannter Bauart angreift, der durch den am Rahmen 2 abgestützten Steueranschlag 5 begrenzt auf einem Verschiebeweg längsverschieblich geführt ist. Der Verschiebeweg ist als Abstand B zwischen dem Gestängesteller 4 und dem Steueranschlag 5 vorgegeben. Der Gestängesteller 4 greift über einen Bremshebel 6 an einer diesem zugeordneten Reibpaarung 7, 8 an. Am Bremshebel 6 ist eine Koppelstange 9 angelenkt, die an einem Bremshebel 10 für eine kräftemäßig entgegenwirkende Reibpaarung 8, 11 gelenkig abgestützt wird. An seinem der Reibpaarung 8, 11 abgewandten Ende greift der Bremshebel 10 über ein Gelenk 10a an einen weiteren Gestängesteller 12 an, der ebenfalls durch einen am Rahmen 2 abgestützten Steueranschlag 13 begrenzt auf einen Verschiebeweg längsverschieblich geführt ist. Der Verschiebeweg ist als Abstand A zwischen dem Gestängesteller 12 und dem Steueranschlag 13 vorgegeben. Der Gestängesteller 12 greift über ein Gelenk 14a an einen weiteren Bremshebel 14 und über eine Koppelstange 15 an einen dem Bremshebel 14 entgegenwirkenden Bremshebel 16 an, wobei die Bremshebel 14 und 16 die zugeordnete Reibpaarung 17, 18 bzw. 18, 19 beaufschlagen. An seinem der Reibpaarung 18, 19 abgewandten Ende ist der Bremshebel 16 am Rahmen 2 im Lager 20 abgestützt.The braking device with the usual H-brake linkage arrangement has a working cylinder 1 at the beginning of the arrangement, which engages via an actuating lever 3 supported on the frame 2 to a double-acting slack adjuster 4 of a known type, which is guided in a longitudinally displaceable manner on a displacement path by the control stop 5 supported on the frame 2 is. The displacement path is specified as the distance B between the slack adjuster 4 and the control stop 5. The slack adjuster 4 engages via a brake lever 6 on an associated friction pair 7, 8. A coupling rod 9 is articulated on the brake lever 6 and is articulated on a brake lever 10 for a force-opposing friction pairing 8, 11. At its end facing away from the friction pairing 8, 11, the brake lever 10 engages a further linkage adjuster 12 via a joint 10a, which is also guided in a longitudinally displaceable manner by a control stop 13 supported on the frame 2. The displacement path is specified as the distance A between the slack adjuster 12 and the control stop 13. The slack adjuster 12 engages a further brake lever 14 via a joint 14a and a brake lever 16 which counteracts the brake lever 14 via a coupling rod 15, the brake levers 14 and 16 acting on the associated friction pairing 17, 18 and 18, 19, respectively. At its end facing away from the friction pairing 18, 19, the brake lever 16 is supported on the frame 2 in the bearing 20.

Die Bremseinrichtung kann bei Bedarf am Lager 20 des Bremshebels 16 in Fortsetzung der Bremsgestängekette durch weitere Gestängesteller und zugeordnete Bremshebel fortgesetzt werden.If necessary, the braking device can be continued on the bearing 20 of the brake lever 16 in continuation of the brake linkage chain by further linkage adjusters and assigned brake levers.

Bei Betätigung der in Fig. 1 beispielhaft schematisch dargestellten Bremseinrichtung beaufschlagt der Arbeitszylinder 1 den im Rahmen 2 gelagerten Betätigungshebel 3, der an den doppeltwirkenden Gestängesteller 4 angreift und der seinerseits in Richtung auf den Steueranschlag 5 gezogen wird, bis die Reibpaarung 7, 8 greift. Nunmehr überträgt der Bremshebel 6 die Kraft unter Abstützung an der Reibpaarung 7, 8 auf die Koppelstange 9, die die Kraft über den Bremshebel 10 auf die Reibpaarung 11, 8 leitet und gleichzeitig bzw. nach Anliegen der Reibpaarung 7, 8 den Gestängesteller 12 in Richtung auf den Steueranschlag 13 zieht. Der Gestängesteller 12 betätigt den Bremshebel 14 und dessen zugeordnete Reibpaarung 17, 18 und über eine Koppelstange 15 den Bremshebel 16 und dessen zugeordnete Reibpaarung 18, 19. Der Bremshebel 16 stützt sich an seinem Ende im Lager 20 am Rahmen 2 ab, bzw. bei Weiterführung der Bremsgestängekette an einem weiteren Gestängesteller.1, the working cylinder 1 acts on the actuating lever 3 mounted in the frame 2, which acts on the double-acting slack adjuster 4 and which in turn is pulled in the direction of the control stop 5 until the friction pairing 7, 8 engages. The brake lever 6 now transmits the force, supported on the friction pair 7, 8, to the coupling rod 9, which transmits the force via the brake lever 10 to the friction pair 11, 8 and, at the same time or after the friction pair 7, 8 has been applied, the slack adjuster 12 in the direction pulls on the tax stop 13. The slack adjuster 12 actuates the brake lever 14 and its associated friction pairing 17, 18 and, via a coupling rod 15, the brake lever 16 and its associated friction pairing 18, 19. The brake lever 16 is supported at its end in the bearing 20 on the frame 2, or when continuing the brake linkage chain on another linkage adjuster.

Falls der Gestängesteller 4 auf seinem Verschiebeweg durch das Betätigen den Steueranschlag 5 erreicht, und damit der Abstand A zu Null geworden ist, bewirkt ein weiteres Anstehen von Kräften oberhalb einer vorgebbaren Größe, beispielsweise bei Verschleiß der Reibpaarung 7, 8, in bekannter Weise die automatische Verkürzung des Gestängestellers 4.If the slack adjuster 4 reaches the control stop 5 on its displacement path by actuation, and thus the distance A has become zero, further forces are present above a predeterminable size, for example when the friction pair 7, 8 is worn, the automatic shortening of the slack adjuster 4 in a known manner.

Ein Nichterreichen des Steueranschlags 5, infolge zu geringen Spiels der Reibpaarung 7, 8 bei gelöster Bremse, bewirkt in bekannter Weise eine automatische Verlängerung des Gestängestellers 4.Failure to reach the control stop 5, due to insufficient play of the friction pair 7, 8 with the brake released, results in an automatic extension of the slack adjuster 4 in a known manner.

Bei Vorliegen eines zu großen Spiels bei der dem Gestängesteller 12 zugeordneten Reibpaarung 17, 18 (beispielsweise bei Verlust eines Bremsklotzes, wird beim ersten Greifen der Reibpaarung 17, 18 das erhöhte Spiel zunächst von beiden Gestängestellern 4 und 12 ausgeglichen. Das hat zur Folge, daß nach dem Lösen der Bremseinrichtung zunächst ein geringes Spiel bei allen Reibpaarungen 7, 8; 8, 11; 17, 18 und 18, 19 vorhanden ist. Nach mindestens einer weiteren Bremseinleitung hat sich der Gestängesteller 4 wieder auf seine ursprüngliche Länge verlängert.If there is too much play in the friction pairing 17, 18 assigned to the slack adjuster 12 (for example if a brake pad is lost, the increased play is initially compensated for by both slack adjusters 4 and 12 when the friction pairing 17, 18 is first gripped. This has the consequence that after releasing the braking device, there is initially a slight play in all friction pairings 7, 8, 8, 11, 17, 18 and 18, 19. After at least one further brake application, the slack adjuster 4 has been extended to its original length.

Für die Funktion der Bremseinrichtung ist es unerheblich, wieviele Reibpaarungen von den zwischen den Gestängestellern 4 und 12 angeordneten Bremshebeln beaufschlagt werden, allerdings sind für das betriebssichere Funktionieren der Bremseinrichtung bestimmte zweckmäßige, maßliche Festlegungen für die Abstände A bzw. B zwischen den Gestängestellern 4 bzw. 12 und den ihnen jeweils zugeordneten Steueranschlägen 5 bzw. 13 zu treffen. Im Ruhezustand ist der Abstand B zwischen dem vorgelagerten Gestängesteller 4 und dem diesen zugeordneten Steueranschlag 5 durch die Summe der erforderlichen Spiele für die zwischen dem vorgelagerten Gestängesteller 4 und dem jeweils nachfolgend angeordneten Gestängesteller 12 angeordneten Reibpaarungen 7, 8 und 8, 11 plus dem am nachgeordneten Gestängesteller 12 in vergleichbarer Weise einzustellenden Abstand A zwischen dem Gestängesteller 12 und dem zugeordneten Steueranschlag 13 unter Berücksichtigung der Hebelverhältnisse an den beteiligten Bremshebeln 6, 10, 14 und 16 festgelegt. Dabei ist der Abstand A in vergleichbarer Weise bei abgeschlossener Bremsgestängekette ohne weitere Gestängesteller folglich allein durch die Summe der erforderlichen Spiele für die zugeordneten Reibpaarungen 16, 17 und 17, 18 bestimmt.For the function of the brake device, it is irrelevant how many friction pairings are acted upon by the brake levers arranged between the slack adjusters 4 and 12; however, for the reliable functioning of the brake device, certain expedient, dimensional specifications for the distances A and B between the slack adjusters 4 and 12 and the control stops 5 and 13 assigned to them. In the idle state, the distance B is between the upstream slack adjuster 4 and the one assigned to it Control stop 5 by the sum of the required play for the friction pairings 7, 8 and 8, 11 arranged between the upstream slack adjuster 4 and the slack adjuster 12 arranged downstream, plus the distance A between the slack adjuster 12 and the associated one, which can be set on the downstream slack adjuster 12 in a comparable manner Control stop 13 is determined taking into account the lever ratios on the brake levers 6, 10, 14 and 16 involved. The distance A is thus determined in a comparable manner when the brake linkage chain is closed without any further linkage adjuster solely by the sum of the required play for the associated friction pairings 16, 17 and 17, 18.

Bei einer Aufteilung und Anordnung der erfindungsgemäßen Bremseinrichtung gemäß Fig. 1 ergibt sich der erforderliche Abstand A zwischen dem Gestängesteller 12 und dem Steueranschlag 13 aus der Summe der erforderlichen Spiele von jeweils A/2 für die zugeordneten Reibpaarungen 17, 18 und 18, 19. Der erforderliche Abstand B zwischen dem Gestängesteller 4 und dem Steueranschlag 5 ergibt sich aus der Summe der dem Gestängesteller 4 zugeordneten Spiele der Reibpaarungen 7, 8 und 7, 11 plus dem erforderlichen Spiel (Abstand A) zwischen dem Gestängesteller 12 und dem Steueranschlag 13 zu 2xA.1, the required distance A between the slack adjuster 12 and the control stop 13 results from the sum of the required clearances of A / 2 each for the associated friction pairings 17, 18 and 18, 19 Required distance B between the slack adjuster 4 and the control stop 5 results from the sum of the games of the friction pairings 7, 8 and 7, 11 assigned to the slack adjuster 4 plus the required play (distance A) between the slack adjuster 12 and the control stop 13 to 2xA.

Auch der vorstehend dargelegte Extremfall eines großen vorhandenen Spiels bei der Reibpaarung, beispielsweise bei Bremssohlenverlustes, führt nicht zu einer Funktionsuntüchtigkeit und auch nicht zu einem andauernden gegensinnigen Arbeiten der Gestängesteller in Reihenanordnung. Im normalen Betrieb sind nur geringe Verschleißbeträge der Reibpaarungen nachzustellen, so daß das normale Spiel der Reibpaarung im Regelfall nach einem Bremsvorgang wieder gegeben ist.The extreme case described above of a large existing play in the friction pairing, for example in the event of brake shoe loss, does not lead to inoperability and also not to the continuous work of the slack adjusters in a row. In normal operation, only small amounts of wear of the friction pairings are to be readjusted, so that the normal play of the friction pairings is generally restored after a braking operation.

Eine in Fig. 2 dargestellte Bremseinrichtung zeigt eine mögliche Ausführung für 3achsige Laufwerke mit zwei Gestängestellern und symmetrischer Aufteilung der Nachstellwege für die Gestängesteller 4 und 12 und ist bis auf die zwischen die Gelenken 10a und 14a anstelle des Gestängestellers 12 angeordnete Baugruppe X identisch mit der in Fig. 1 dargestellten Bremseinrichtung. Die Baugruppe X weist neben dem Gestängesteller 12 und dem Steueranschlag 13 weitere Bremsgestängeteile zur Betätigung zusätzlicher Reibpaarungen für die dritte Achse auf. Der Bremshebel 10 greift über das Gelenk 10a an eine Koppelstange 21 an, die gelenkig am Ende eines im Rahmen 2 am anderen Ende abgestützten Hebels 22 angreift. Der Hebel 22 ist zwischen seinen Enden über eine Koppelstange 23 gelenkig mit einem weiteren Hebel 24 verbunden, der sich zwischen seinen Enden ebenfalls an der Koppelstange 23 gelenkig abstützt und einerseits an seinem einen Ende über eine Koppelstange 25 und einen Bremshebel 26 einer Reibpaarung 27, 28 zugeordnet ist und andererseits an seinem anderen Ende am Gestängesteller 12 angreift. Der Bremshebel 26 stützt sich dabei zwischen seinen Enden gelenkig im Rahmen 2 ab. Am anderen Ende des Gestängestellers 12 ist zur Beaufschlagung der zweiten Reibpaarung 28, 29 für die Mittelachse eine zur vorbeschriebenen Gestängeanordnung für die Reibpaarung 27, 28 spiegelsymmetrische Anordnung der Hebel 24ʹ, 26ʹ und 22ʹ und der Koppelstange 21ʹ, 23ʹ und 25ʹ vorgesehen. Am weiterführenden Ende der Koppelstange 21ʹ ist über das Gelenk 14a die Baugruppe X an den Bremshebel 14 angelenkt.A brake device shown in Fig. 2 shows a possible embodiment for 3-axis drives with two slack adjusters and symmetrical distribution of the adjustment paths for slack adjusters 4 and 12 and is identical to that in Fig. Except for the assembly X arranged between the joints 10a and 14a instead of the slack adjuster 12 Fig. 1 shown braking device. The assembly X has, in addition to the slack adjuster 12 and the control stop 13, further brake linkage parts for actuating additional friction pairings for the third axis. The brake lever 10 engages via the joint 10a on a coupling rod 21 which articulates at the end of a lever 22 supported in the frame 2 at the other end. The lever 22 is connected in an articulated manner between its ends via a coupling rod 23 to a further lever 24, which is also supported in an articulated manner between the ends of the coupling rod 23 and on the one hand at its one end via a coupling rod 25 and a brake lever 26 of a friction pairing 27, 28 is assigned and, on the other hand, acts on the slack adjuster 12 at its other end. The brake lever 26 is articulated between its ends in the frame 2. At the other end of the slack adjuster 12 there is one for the loading of the second friction pair 28, 29 for the central axis Linkage arrangement for the friction pair 27, 28 mirror-symmetrical arrangement of the levers 24ʹ, 26ʹ and 22ʹ and the coupling rod 21ʹ, 23ʹ and 25ʹ provided. At the further end of the coupling rod 21ʹ, the assembly X is articulated to the brake lever 14 via the joint 14a.

In dieser Bremseinrichtung regeln die Gestängesteller 4 und 12 jeweils die Spiele von drei Reibpaarungen und zwar der Gestängesteller 4 die Spiele der Reibpaarungen 7, 8; 8, 11 und 27, 28 und der Gestängesteller 12 die Spiele der Reibpaarungen 28, 29; 17, 18 und 18, 19. Die Ausbildung der vorbeschriebenen Gestängeketten ermöglicht insbesondere bei lateral-horizontaler Anordnung der Hebel 22, 22ʹ und 24, 24ʹ, sowie der Koppelstangen 21, 21ʹ, 23, 23ʹ und 25, 25ʹ ein zweckmäßiges Ausnutzen des knappen Raumes im Drehgestell. Auch bei dieser Bremsgestängeanordnung summieren sich in gleicher Weise wie beim in Fig. 1 dargestellten Beispiel die Spiele für die Reibpaarungen, so daß sich die Abstände A und B in vergleichbarer Weise ermitteln lassen, d. h. der Abstand B ist hier mit 2xA festzulegen, wobei der Abstand A durch die Summe der Spiele der drei Reibpaarungen 27, 28; 17, 18 und 18, 19 festgelegt ist.In this braking device, the slack adjusters 4 and 12 regulate the games of three friction pairings, namely the slack adjuster 4 controls the games of the friction pairings 7, 8; 8, 11 and 27, 28 and the slack adjuster 12 the games of the friction pairings 28, 29; 17, 18 and 18, 19. The design of the linkage chains described above, particularly in the case of a lateral-horizontal arrangement of the levers 22, 22ʹ and 24, 24ʹ, and the coupling rods 21, 21ʹ, 23, 23ʹ and 25, 25ʹ, allows for an expedient use of the limited space in the bogie. In this brake linkage arrangement, too, the games for the friction pairings add up in the same way as in the example shown in FIG. 1, so that the distances A and B can be determined in a comparable manner, ie. H. the distance B is to be defined here with 2xA, the distance A being determined by the sum of the games of the three friction pairs 27, 28; 17, 18 and 18, 19 is set.

Die Bremsgestängeanordnung gem. Fig. 1 und 2 können zur Betätigung der Reibpaarungen zu beiden Seiten eines Radsatzes paarig ausgebildet sein und über allgemein bekannte Bremsdreiecke beaufschlagt werden.The brake linkage arrangement acc. 1 and 2 can be formed in pairs for actuating the friction pairings on both sides of a wheel set and can be applied via generally known brake triangles.

Der in der Reihenanordnung letzte Gestängesteller 12 kann einfachwirkend ausgeführt sein.The last slack adjuster 12 in the row arrangement can be made single-acting.

Claims (7)

  1. A braking device for rail vehicles, in particular block brakes for bogies, comprising at least two braked wheelsets (8,18) and at least two slack adjusters (4,12,...) which are acted upon by a working cylinder (1) and are arranged at a distance opposite a respective, assigned control stop (5,13), where the slack adjusters are each assigned, via a brake linkage chain, at least one respective friction pairing (7,8; 8,11; 17,18; 18,19) which is to be controlled, characterised in that the slack adjusters (4,12,...) are arranged in series inside the brake linkage chain and at least the respective preceding slack adjuster (4,...) is designed to be double-acting, and that the requisite play of the friction pairings (7,8;...,..., and 17,18; ... and ...,....) assigned to each slack adjuster (4 and 12 and ...) is defined and adjusted by the distances (B; B and A; B,A, ...) of all the respective preceding slack adjusters (4; 4 and 12; 4,12,...) from their respective control stops (5; 13; ...), where each slack adjuster (4; 12; ...) is assigned the following friction pairings (7,8; ... and 17,18; ... and ...;...) up to the following slack adjuster (12; ...) or up to the articulation of the end of the brake linkage chain to the frame (2) in the bearing (20).
  2. A braking device as claimed in claim 1, characterised in that in the rest state the respective preceding slack adjuster (4,...) is arranged a distance (B) from the respective assigned control stop (5,...) which distance (B) is determined by the sum of the requisite amounts of play of the following friction pairings (7,8; ...) assigned to the respective preceding slack adjuster (4,...) plus the distance (A) which is to be set between the respective following slack adjuster (12,...) and the respective assigned control stop (13, and ...), taking into consideration the leverage on the braking lever (6,10,... and 14,16,...).
  3. A braking device as claimed in claim 1 and/or 2, characterised in that the slack adjuster (4; 12) is assigned at least one respective further friction pairing (27,28;...,... ) and (28,29; ...,...), where the friction pairings (27,28;...,..) and (28,29; ...,...) assigned to the two slack adjusters (4 and 12) are assigned to a common rotating body which is to be braked.
  4. A braking device as claimed in claim 3, characterised in that the friction pairings (27,28;...,... ) and (28,29;...,... ) are controlled via levers (22,24,...) and (22',24',...'), coupling rods (21,23,25,...) and (21',23',25',..) and braking levers (26,...) and 26',...) with a partial deflection of the direction of force.
  5. A braking device as claimed in claim 4, characterised in that the levers (22,24,...) and (22',24',...) are arranged horizontally-laterally.
  6. A brake linkage as claimed in at least one of claims 1-5, characterised in that the distance (A) of the last slack adjuster (12 and ...) in the series arrangement, when the brake linkage chain is locked, is determined solely by the sum of the requisite amounts of play for the respective assigned friction pairings (16,17; 17,18; ...,...).
  7. A brake linkage as claimed in at least one of claims 1-6, characterised in that the last slack adjuster (12, and ...) in the series arrangement is designed to be single-acting.
EP87116205A 1986-11-11 1987-11-04 Brake device for railway vehicles, especially a shoe brake for at least two sets of wheels Expired - Lifetime EP0267530B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87116205T ATE65754T1 (en) 1986-11-11 1987-11-04 BRAKING DEVICE FOR RAIL VEHICLES, IN PARTICULAR BLOCK BRAKE FOR AT LEAST TWO WHEEL SETS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3638534 1986-11-11
DE19863638534 DE3638534A1 (en) 1986-11-11 1986-11-11 BRAKE DEVICE FOR RAIL VEHICLES, IN PARTICULAR BLOCK BRAKE FOR AT LEAST TWO WHEEL SETS

Publications (3)

Publication Number Publication Date
EP0267530A2 EP0267530A2 (en) 1988-05-18
EP0267530A3 EP0267530A3 (en) 1989-08-23
EP0267530B1 true EP0267530B1 (en) 1991-07-31

Family

ID=6313712

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87116205A Expired - Lifetime EP0267530B1 (en) 1986-11-11 1987-11-04 Brake device for railway vehicles, especially a shoe brake for at least two sets of wheels

Country Status (3)

Country Link
EP (1) EP0267530B1 (en)
AT (1) ATE65754T1 (en)
DE (2) DE3638534A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4030659A1 (en) * 1990-09-28 1992-04-02 Linke Hofmann Busch BRAKE DEVICE FOR RAIL VEHICLES, IN PARTICULAR BLOCK BRAKE FOR BOGGES, WITH AT LEAST TWO BRAKED WHEEL SETS
CA2059466A1 (en) * 1991-05-16 1992-11-17 William L. Willis Railway car brake system
RU179306U1 (en) * 2017-05-26 2018-05-07 Общество с ограниченной ответственностью Управляющая Компания "РэйлТрансХолдинг" (ООО УК "РТХ") MECHANICAL PART OF RAILWAY BRAKE CARGO BRAKE
RU188058U1 (en) * 2019-01-10 2019-03-28 Акционерное общество "Научно-производственная корпорация "Уралвагонзавод" имени Ф.Э. Дзержинского" BRAKE LEVER TRANSMISSION OF A 3-AXLE TRUCK CAR
RU190054U1 (en) * 2019-02-07 2019-06-17 Акционерное общество "Научно-производственная корпорация "Уралвагонзавод" имени Ф.Э. Дзержинского" Transmission lever cargo brake brakes

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH97783A (en) * 1921-06-06 1923-02-16 Jun Ludwig Scheib Automatic adjustment device on the brake linkage.
DE592499C (en) * 1931-01-13 1934-02-09 Charmilles Sa Ateliers Automatic brake adjustment device for railway and motor vehicles
US2118389A (en) * 1935-11-19 1938-05-24 Westinghouse Air Brake Co Slack adjuster
US3285375A (en) * 1964-09-17 1966-11-15 Bromsregulator Svenska Ab Slack adjuster
GB1181199A (en) * 1968-09-14 1970-02-11 Svenska Aktiebolaget Broms Reg Improvements in Automatic Axially-Acting Two-Way Slack Adjusters for Railway Vehicle Brake Riggings

Also Published As

Publication number Publication date
EP0267530A2 (en) 1988-05-18
EP0267530A3 (en) 1989-08-23
DE3638534C2 (en) 1990-09-13
DE3638534A1 (en) 1988-05-26
ATE65754T1 (en) 1991-08-15
DE3771842D1 (en) 1991-09-05

Similar Documents

Publication Publication Date Title
DE3609268A1 (en) RAILWAY BRAKE ROD ADJUSTMENT
DE2544110C3 (en) Device for loading and unloading a car body on a vehicle
CH659441A5 (en) TRACK BRAKE TO REDUCE THE SPEED OF AT LEAST ONE WAGON.
EP0015582B1 (en) Braking device for rail vehicles
DE1912086A1 (en) Device for adjusting the brake linkage of railroad cars
DE2309973C2 (en) Brake operating device with an operating lever and variable translation
EP0267530B1 (en) Brake device for railway vehicles, especially a shoe brake for at least two sets of wheels
EP0802102B1 (en) Switch end lock
DE3525384A1 (en) GAME ADJUSTMENT
EP0738643A1 (en) Brake tong unit for vehicle disc brakes,particularly for railway vehicles
EP2576314B1 (en) Closure for railway switch actuating devices
EP0477431B1 (en) Brake device for railway vehicles, especially a shoe brake for at least two sets of braked wheels
DE2741736A1 (en) INNER JAW DRUM BRAKE
EP0121601B1 (en) Brake lever for a disc brake
DE2449853C3 (en) Disc brakes for rail vehicles
DE3304593A1 (en) ADJUSTMENT AND CENTERING DEVICE FOR SERVO BRAKES
DE2634346C3 (en) Disc brakes for rail vehicles, in particular rail vehicles
DE2300876C3 (en) Arrangement of an actuating device for vehicle brakes, in particular for rail vehicles
DE4232678C2 (en) Changeover device for brake linkage adjuster
DE3504040A1 (en) BRAKE GAME CONTROL FOR RAILWAY CARS
DE4309347C2 (en) Convertible control rod for brake linkage adjuster of a rail vehicle
DE2625867C2 (en) Brake arrangement with several brake parts that can be placed on rotor surfaces at the same time
DE2400470C3 (en) Automatic adjustment device for a partially lined disc brake
EP0385183B1 (en) Self-acting mechanical adjuster device for an internal drum brake serving as a parking brake
EP0076335B1 (en) Adjusting device for the brake linkage of rail vehicles

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE DE FR IT SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE DE FR IT SE

17P Request for examination filed

Effective date: 19890717

17Q First examination report despatched

Effective date: 19901105

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE DE FR IT SE

REF Corresponds to:

Ref document number: 65754

Country of ref document: AT

Date of ref document: 19910815

Kind code of ref document: T

REF Corresponds to:

Ref document number: 3771842

Country of ref document: DE

Date of ref document: 19910905

ITF It: translation for a ep patent filed

Owner name: STUDIO JAUMANN

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
EAL Se: european patent in force in sweden

Ref document number: 87116205.3

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20021028

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20021029

Year of fee payment: 16

Ref country code: AT

Payment date: 20021029

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20021104

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20021111

Year of fee payment: 16

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20031104

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20031105

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20031130

BERE Be: lapsed

Owner name: *LINKE-HOFMANN-BUSCH WAGGON-FAHRZEUG- MASCHINEN G.

Effective date: 20031130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040602

EUG Se: european patent has lapsed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040730

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20051104