EP0267530B1 - Bremseinrichtung für Schienenfahrzeuge, insbesondere Klotzbremse für mindestens zwei Radsätze - Google Patents

Bremseinrichtung für Schienenfahrzeuge, insbesondere Klotzbremse für mindestens zwei Radsätze Download PDF

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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)
English (en)
French (fr)
Other versions
EP0267530A3 (en
EP0267530A2 (de
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/de
Publication of EP0267530A2 publication Critical patent/EP0267530A2/de
Publication of EP0267530A3 publication Critical patent/EP0267530A3/de
Application granted granted Critical
Publication of EP0267530B1 publication Critical patent/EP0267530B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • B61H15/00—Wear-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)
EP87116205A 1986-11-11 1987-11-04 Bremseinrichtung für Schienenfahrzeuge, insbesondere Klotzbremse für mindestens zwei Radsätze Expired - Lifetime EP0267530B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87116205T ATE65754T1 (de) 1986-11-11 1987-11-04 Bremseinrichtung fuer schienenfahrzeuge, insbesondere klotzbremse fuer mindestens zwei radsaetze.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863638534 DE3638534A1 (de) 1986-11-11 1986-11-11 Bremseinrichtung fuer schienenfahrzeuge, insbesondere klotzbremse fuer mindestens zwei radsaetze
DE3638534 1986-11-11

Publications (3)

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

Family

ID=6313712

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87116205A Expired - Lifetime EP0267530B1 (de) 1986-11-11 1987-11-04 Bremseinrichtung für Schienenfahrzeuge, insbesondere Klotzbremse für mindestens zwei Radsätze

Country Status (3)

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

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4030659A1 (de) * 1990-09-28 1992-04-02 Linke Hofmann Busch Bremseinrichtung fuer schienenfahrzeuge, insbesondere klotzbremse fuer drehgestelle, mit mindestens zwei gebremsten radsaetzen
CA2059466A1 (en) * 1991-05-16 1992-11-17 William L. Willis Railway car brake system
RU179306U1 (ru) * 2017-05-26 2018-05-07 Общество с ограниченной ответственностью Управляющая Компания "РэйлТрансХолдинг" (ООО УК "РТХ") Механическая часть тормоза железнодорожного грузового вагона
RU188058U1 (ru) * 2019-01-10 2019-03-28 Акционерное общество "Научно-производственная корпорация "Уралвагонзавод" имени Ф.Э. Дзержинского" Тормозная рычажная передача трёхосной тележки грузового вагона
RU190054U1 (ru) * 2019-02-07 2019-06-17 Акционерное общество "Научно-производственная корпорация "Уралвагонзавод" имени Ф.Э. Дзержинского" Передача рычажная потележечного тормоза грузового вагона

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH97783A (de) * 1921-06-06 1923-02-16 Jun Ludwig Scheib Selbsttätige Nachstellvorrichtung an Bremsgestängen.
DE592499C (de) * 1931-01-13 1934-02-09 Charmilles Sa Ateliers Selbsttaetige Bremsnachstellvorrichtung fuer Eisenbahn- und Kraftfahrzeuge
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
EP0267530A3 (en) 1989-08-23
DE3638534C2 (enrdf_load_stackoverflow) 1990-09-13
DE3638534A1 (de) 1988-05-26
DE3771842D1 (de) 1991-09-05
EP0267530A2 (de) 1988-05-18
ATE65754T1 (de) 1991-08-15

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