EP0381956A2 - Dispositif de freinage à sabots pour véhicules ferroviaires - Google Patents

Dispositif de freinage à sabots pour véhicules ferroviaires Download PDF

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Publication number
EP0381956A2
EP0381956A2 EP90100875A EP90100875A EP0381956A2 EP 0381956 A2 EP0381956 A2 EP 0381956A2 EP 90100875 A EP90100875 A EP 90100875A EP 90100875 A EP90100875 A EP 90100875A EP 0381956 A2 EP0381956 A2 EP 0381956A2
Authority
EP
European Patent Office
Prior art keywords
brake
block
armed lever
lever
rod
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.)
Granted
Application number
EP90100875A
Other languages
German (de)
English (en)
Other versions
EP0381956A3 (fr
EP0381956B1 (fr
Inventor
Manfred Bartlechner
Albert Kerscher
Josef Staltmeir
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
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 Knorr Bremse AG filed Critical Knorr Bremse AG
Priority to AT90100875T priority Critical patent/ATE94489T1/de
Publication of EP0381956A2 publication Critical patent/EP0381956A2/fr
Publication of EP0381956A3 publication Critical patent/EP0381956A3/fr
Application granted granted Critical
Publication of EP0381956B1 publication Critical patent/EP0381956B1/fr
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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/20—Transmitting mechanisms

Definitions

  • the invention relates to a block brake device for rail vehicles, with two brake pads assigned to a vehicle wheel and arranged opposite one another with respect to this, one of which, guided by means of a pendulum lever, belongs to a block brake unit, from the lower end of which a pull rod to the lower end of an assigned to the other brake block, extends on a frame part suspended brake lever, and with a coupling linkage with a two-armed lever device for ensuring the same release strokes for both brake pads, the two-armed lever extending approximately vertically, coupled at its ends to the brake pads and in its central region to a fixed bearing is articulated.
  • block brake devices are known in which two brake pads that can be pressed against a vehicle wheel can be actuated by means of a block brake unit arranged on one side; FR-PS 1 463 955 shows an exemplary embodiment.
  • a return stroke limiter for the brake cylinder piston and a manual length adjustment device are provided in the block brake unit pivotably suspended on the vehicle frame for wear compensation.
  • BE-PS 744 691 it is known from BE-PS 744 691 to couple the tie rod to a frame part of the vehicle via a friction member, the friction member being provided with a play to be overcome against spring force.
  • this block brake device is unable to keep the release play of the brake blocks on both sides of the vehicle wheel the same size if the axis of the vehicle wheel is guided on the vehicle in a longitudinally displaceable manner, as is the case, for example, with steering axles; in this case, the axis of the vehicle wheel runs against one of the brake pads with each longitudinal displacement of the vehicle wheel.
  • a rod-actuated block brake device in which a pendulum lever of a brake block is extended beyond its suspension bearing to a two-armed lever, the upper end of which is connected by means of a coupling rod to the central region of the pendulum lever on the other side; both pendulum levers are each hinged to the brake pads near the upper edge, that is to say offset to the brake pad bolt.
  • a brake actuating block brake device having bilateral brake blocks in which the pendulum levers of the brake blocks are designed in a hinge-like manner by an articulation point, the articulation points are coupled by horizontally extending rods with a part which is immovable in the longitudinal direction in relation to the axle bearing.
  • this arrangement is suitable for steering axles, it does not ensure that the brake pads are released from the vehicle wheel by the same stroke in the released state.
  • the additional articulation points in the pendulum levers which are highly stressed by the braking forces, represent an unfavorable component, they are susceptible to wear, can lead to inaccurate guidance of the brake pads and cause undesirable noises.
  • DE-PS 530 141 shows a block brake device with a double block arrangement which, although it can be actuated by a rod, in which the brake blocks on both sides are always guided at the same distance from the vehicle wheel in the release state, which also applies to vehicle wheels belonging to steering axles excludes one-sided grinding of a brake pad.
  • an essentially horizontal rod leads from the brake block bolts to the axle bearing, where this rod is guided displaceably on a bearing-fixed bolt by means of elongated holes.
  • levers which are inclined upwards are articulated on the rods, the upper ends of which are articulated on a bolt which is guided in a vertically displaceable manner on the axle bearing.
  • the elongated hole and sliding guides are components prone to wear and contamination, the kinematics also lead to high loads on the guides and bearings as well as levers.
  • the block brake device to be created should be inexpensive to design while avoiding unfavorable components.
  • the two-armed lever is formed and arranged separately from the pendulum lever and that the fixed bearing is located on the axle bearing of the vehicle wheel or a part firmly connected to this axle bearing.
  • the coupling of the two-armed lever, which causes a reversal of movement, to the axle bearing ensures that longitudinal bearing displacements are transmitted to the brake pads on both sides, while at the same time relative movements of one brake block to the axle bearing are transmitted in the opposite direction to the other brake block.
  • the subclaims show advantageous training options for such a block brake device.
  • the friction element can be designed, for example, according to the aforementioned BE-PS 744 691, or a design according to claim 13, a self-adjusting, equal loosening game for both brake pads is achieved even with uneven brake pad wear.
  • a vehicle wheel 1 of a rail vehicle which stands on a rail surface 2 and whose axle or wheel set shaft is mounted in an axle bearing 3.
  • the brake block 4 is assigned to a block brake unit 6, which is suspended by means of a pivot bearing 7 on a frame part 8 of the rail vehicle or its bogie.
  • the block brake unit 6 has a customary, known structure; it can correspond, for example, to the block brake unit according to FR-PS 1 463 955 or BE-PS 744 691 mentioned at the beginning.
  • the block brake unit 6 contains a braking force generator, usually a brake cylinder, which, directly or by means of an internal transmission linkage, is able to press the brake block 4, which is coupled by a brake block bolt 9 and guided by a pendulum lever 10, onto the tread of the vehicle wheel 1.
  • a play adjustment device for keeping the release play of the brake pads 4 and 5 constant is preferably integrated in the braking force generator or the transmission linkage.
  • the upper end of the pendulum lever 10 is suspended in a bearing 11 on the brake block unit 6; However, the pendulum lever 10 can also be suspended in a different, known manner, for example in combination with the pivot bearing 7 according to FR-PS 1 473 955 or directly on the frame part 8.
  • the housing of the block brake unit 6 forms a reaction lever 12, which is articulated at its lower end, opposite to the bearing on the pivot bearing 7, by means of a bearing 13 on a pull rod 14.
  • the brake lever 16 is articulated approximately in the middle by means of a brake block bolt 17 on the brake block 5, at its upper end it is suspended on the frame part 8 by means of a pivot bearing 18.
  • the block brake device corresponds to the usual, known arrangements.
  • an essentially vertically extending, two-armed lever 20 is mounted on the axle bearing 3 at least approximately coaxially with the vehicle wheel 1 by means of a bearing 19 serving as a fixed bearing.
  • a substantially horizontal first rod 21 is pivotally articulated on the one hand on the brake block bolt 9 of the brake block 4 of the block brake unit 6 and on the other hand at the upper end of the two-armed lever 20, here by means of a bearing 22.
  • a second rod 24 is articulated by means of a bearing 23, which also extends essentially horizontally to the brake block bolt 17 of the brake block 5 and is articulated there with its second end.
  • the second rod 24 has two coaxial rod parts 24a and 24b, which are coupled to one another by means of a friction element 25 in such a way that the total length of the second rod 24 can change when a certain longitudinal force load determined by the friction of the friction element 25 is exceeded.
  • the friction element 25 is preferably designed without play; only if structural circumstances require certain unfavorable leverage ratios can the friction element 25 be appropriately provided with a game.
  • FIG. 1 shows the block brake device with brake blocks 4 and 5 applied to the vehicle wheel 1.
  • the block brake device i.e. strong pressing of the brake block soles 4 'and 5' to the tread of the vehicle wheel 1
  • the positions of the brake block bolts 9 and 17 and the bearings 13 and 15 change at most very slightly within the scope of elastic deformations of the brake force-transmitting parts; however, since these parts transmitting the braking force are strong, there are hardly any such deformations, so that the bolts and bearings mentioned above practically retain their position.
  • the friction element 25 is expediently provided with a play which is able to absorb the difference in the position changes between the brake block bolts 9 and 17 on the one hand and the bearings 13 and 15 on the other hand, so that there is no change in the overall length of the second Rod 24 results.
  • the brake block 4 is moved to the right or the reaction lever 12 is pivoted to the left via return springs (not shown) in the block brake unit 6.
  • the rightward movement of the brake pad 4 is converted via the first pull rod 21 into a rotation of the two-armed lever 20, by means of which the second rod 24 is shifted to the left, as a result of which the brake pad 5 experiences a movement to the left.
  • the two rods 21 and 24 and the two-armed lever 20 thus ensure that the two brake pads 4 and 5 are lifted off the running surface of the vehicle wheel 1 by the same release strokes.
  • the reaction lever 12 is pivoted to the left in such a way that the brake lever 16 can rotate about its pivot bearing 18 in accordance with the left displacement of the brake pad 5 without constraints occurring.
  • the axle bearing 3 together with the vehicle wheel 1, experiences longitudinal displacements parallel to the rail surface 2, based on the pivot bearings 7 and 18 held on the frame part 8 Displacement is carried by the axle bearing 3 via the bearing 19 of the two-armed lever 20, the rotation between the two brake block bolts 9 and 17, which is determined by the interaction of the reaction lever 12, the pull rod 14 and the brake lever 16, and remains constant and does not cause rotation of the two-armed lever 20 can be done.
  • the two-armed lever 20 therefore takes the brake block 4 via the first rod 21 and the berm block 5 via the second rod 24 by the displacement distance of the axle bearing 3, the reaction lever 12 and the brake lever 16 are rotated accordingly about their pivot bearings 7 and 18, respectively.
  • the coupling linkage composed of the two-armed lever 20 and the two rods 21 and 24 thus ensures that when the block brake device is released, the two brake pads 4 and 5 always have the same release distance from the vehicle wheel 1, even when the vehicle wheel 1 is displaced.
  • the mentioned release stroke can be kept constant by the mentioned, integrated into the block brake unit 6, play adjustment device by moving the brake block 4 to the left relative to the reaction lever 12.
  • the two rods 21 and 24 and the two-armed lever 20 ensure that the reaction lever 12 and the brake lever 16 are rotated about the pivot bearings 7 and 18 such that the two brake pads 4 and 5 are always the same in the released state in this case , constant release strokes are lifted off vehicle wheel 1. In this process, only the two-armed lever 20 is rotated counterclockwise about its mounting 19, the length of the second rod 24 remains unchanged.
  • both rods 21 and 24 in conjunction with the two-armed lever 20 ensure that the two brake pads 4 and 5 are lifted off evenly from the vehicle wheel 1, so that there is a self-saturated adjustment to the preceding, uneven wear of the brake block soles 4 'or 5 ′.
  • the design of the block brake device according to FIGS. 2 and 3 differs from that according to FIG. 1 only in that the axle bearing 3 near its lower limit has a projection 26 pointing towards the block brake unit 6, at the end of which the two-armed lever 20 is centered by means of the in turn serving as a fixed bearing storage 19a.
  • the first rod 21 is much shorter and the second rod 24 is significantly longer than in the embodiment according to FIG.
  • the pull rod 14 is provided with a conventional screw device 27 which can be operated manually and by means of which the block brake device can be quickly and easily adapted to the vehicle wheel 1.
  • the brake pad 5 is, as usual, guided in parallel by means of a second pendulum lever 28. From the dimensions a and b it can be seen that the two-armed lever 20 has the same arm, as in the embodiment according to FIG. 1.
  • the two-armed lever 20 can also be mounted directly at its upper end, with the rod 21 being eliminated, on the brake block bolt 9; its middle bearing point is then to be articulated by means of a further rod to the bearing point 19a of the axle bearing and thus to be indirectly supported thereon.
  • the two-armed lever 20a is offset far to the right, approximately in the region of the end of the block brake unit 6 facing away from the vehicle wheel 1 a third rod 29 is articulated to the bearing 19c of the axle bearing 3 which is located on the shoulder 26 and serves as a fixed bearing.
  • the rod 29 is designed to be variable in length by means of the friction element 25.
  • the upper end of the two-armed lever 20a is articulated on the brake block bolt 9 via the first rod 21, which extends in the direction of the vehicle wheel 1.
  • the lower end of the two-armed lever 20 is articulated together with the lower end of the housing-like reaction lever 12 of the block brake unit 6 by means of the bearing 13 on the input 14, which, as in the embodiment according to FIG.
  • the function of the block brake device according to FIG. 4 corresponds to that according to the exemplary embodiments according to FIGS. 1 and 2, so that further explanations for this are unnecessary.
  • the uniform Brake pad wear a game adjuster integrated in the block brake unit 6 adjusts the brake pad 4 to a position further away from the reaction lever 12, with a constant release play the reaction lever 12 is therefore pivoted away from the vehicle wheel 1 about its pivot bearing 7 and thereby via the tie rod 14 and the brake lever 16 which maintain their length Brake pad 5 approaches vehicle wheel 1 except for the constant release play.
  • the third rod 29 maintains its length, it pivots the two-armed lever 20a counterclockwise around the bearing 13.
  • only one of the brake block soles 4 'or 5' is adjusted only by one-sided wear by changing the length of the third rod 29 by means of its friction element 25, such that, despite the uneven wear, the loosening games of the two brake blocks 4 and 5 are the same be kept large.
  • the arrangement of a friction element 25 in the rod 24 or 29 can be dispensed with.
  • the friction element 25 in the pull rod 21 can also be replaced by a friction connection of the two lever arms of the two-armed lever 20 or 20a, which enables an angle adjustment of these two lever arms to one another when a certain torque load is exceeded.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Braking Systems And Boosters (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Gas-Filled Discharge Tubes (AREA)
EP90100875A 1989-02-10 1990-01-17 Dispositif de freinage à sabots pour véhicules ferroviaires Expired - Lifetime EP0381956B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90100875T ATE94489T1 (de) 1989-02-10 1990-01-17 Klotzbremseinheit fuer schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3904013 1989-02-10
DE3904013A DE3904013A1 (de) 1989-02-10 1989-02-10 Klotzbremseinrichtung fuer schienenfahrzeuge

Publications (3)

Publication Number Publication Date
EP0381956A2 true EP0381956A2 (fr) 1990-08-16
EP0381956A3 EP0381956A3 (fr) 1991-07-31
EP0381956B1 EP0381956B1 (fr) 1993-09-15

Family

ID=6373828

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90100875A Expired - Lifetime EP0381956B1 (fr) 1989-02-10 1990-01-17 Dispositif de freinage à sabots pour véhicules ferroviaires

Country Status (4)

Country Link
US (1) US5229688A (fr)
EP (1) EP0381956B1 (fr)
AT (1) ATE94489T1 (fr)
DE (2) DE3904013A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0665153A1 (fr) * 1994-02-01 1995-08-02 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de suspension et de support des unités de freinage à sabot pour véhicules ferroviaires

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4115386C1 (en) * 1991-05-07 1992-09-17 Lokomotivbau-Elektrotechnische Werke Hennigsdorf Gmbh, O-1422 Hennigsdorf, De Rail vehicle chock pull-rod - has second holder on pull-rod, extending outwards as safety device, coacting with holder on bogie, or axle bearing
DE4206342C2 (de) * 1992-02-29 1994-01-13 Niesky Waggonbau Gmbh Scheibenbremsgestänge für Schienenfahrzeuge mit querverschieblichem Radsatz
DE4230550C1 (de) * 1992-09-08 1994-01-05 Aeg Schienenfahrzeuge Klotzbremseinheit zur einseitigen Beaufschlagung eines Rades im Drehgestell von Schienenfahrzeugen
DE4420686C2 (de) * 1994-06-14 2000-09-28 Abb Patent Gmbh Schienenfahrzeug
DE112006002464T5 (de) * 2005-09-14 2008-07-24 Littelfuse, Inc., Des Plaines Gasgefüllter Überspannungsableiter, aktivierende Verbindung, Zündstreifen und Herstellungsverfahren dafür
US8258632B1 (en) * 2005-10-24 2012-09-04 Lawrence Livermore National Security, Llc Optically-initiated silicon carbide high voltage switch with contoured-profile electrode interfaces
DE102012200862A1 (de) * 2012-01-23 2013-07-25 Robert Bosch Gmbh Batterie-Herstellung mittels Spincoating

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB246241A (en) * 1924-11-04 1926-01-28 William Wycliffe Spooner Improvements in valves & valve-gear for fluid pressure engines
DE2719197A1 (de) * 1977-04-29 1978-11-09 Waggon Union Gmbh Anordnung des bremsgestaenges an dem laufwerk von schienenfahrzeugen
EP0015582A1 (fr) * 1979-03-12 1980-09-17 Knorr-Bremse Ag Dispositif de freinage pour véhicules ferroviaires

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB868448A (en) * 1959-03-13 1961-05-17 Thomson Houston Comp Francaise Improvements relating to hydrogen filled electric discharge tubes
US3123739A (en) * 1960-08-16 1964-03-03 bergan
DE3721529A1 (de) * 1987-06-30 1989-01-12 Christiansen Jens Triggerung und isolation von pseudofunkenschaltern
DE58908057D1 (de) * 1988-04-11 1994-08-25 Siemens Ag Gasentladungschalter.

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB246241A (en) * 1924-11-04 1926-01-28 William Wycliffe Spooner Improvements in valves & valve-gear for fluid pressure engines
DE2719197A1 (de) * 1977-04-29 1978-11-09 Waggon Union Gmbh Anordnung des bremsgestaenges an dem laufwerk von schienenfahrzeugen
EP0015582A1 (fr) * 1979-03-12 1980-09-17 Knorr-Bremse Ag Dispositif de freinage pour véhicules ferroviaires

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0665153A1 (fr) * 1994-02-01 1995-08-02 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de suspension et de support des unités de freinage à sabot pour véhicules ferroviaires

Also Published As

Publication number Publication date
US5229688A (en) 1993-07-20
DE3904013A1 (de) 1990-08-16
EP0381956A3 (fr) 1991-07-31
ATE94489T1 (de) 1993-10-15
DE59002674D1 (de) 1993-10-21
EP0381956B1 (fr) 1993-09-15

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