EP0381956B1 - Shoe brake unit for railway vehicles - Google Patents

Shoe brake unit for railway vehicles Download PDF

Info

Publication number
EP0381956B1
EP0381956B1 EP90100875A EP90100875A EP0381956B1 EP 0381956 B1 EP0381956 B1 EP 0381956B1 EP 90100875 A EP90100875 A EP 90100875A EP 90100875 A EP90100875 A EP 90100875A EP 0381956 B1 EP0381956 B1 EP 0381956B1
Authority
EP
European Patent Office
Prior art keywords
brake
shoe
lever
armed 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.)
Expired - Lifetime
Application number
EP90100875A
Other languages
German (de)
French (fr)
Other versions
EP0381956A2 (en
EP0381956A3 (en
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/en
Publication of EP0381956A2 publication Critical patent/EP0381956A2/en
Publication of EP0381956A3 publication Critical patent/EP0381956A3/en
Application granted granted Critical
Publication of EP0381956B1 publication Critical patent/EP0381956B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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 with steering axles, for example; 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 linkage-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 rods, in which the brake blocks on both sides are always guided at the same distance from the vehicle wheel when released, which also applies to vehicle wheels associated with 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 causing a reversal of movement with 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 a 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 is firmly clamped, i.e. the brake block soles 4 'and 5' are pressed firmly against 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 from the tread 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 any 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 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 release stroke mentioned can be kept constant relative to the reaction lever 12 by the play adjustment device integrated into the block brake unit 6 by moving the brake block 4 to the left.
  • 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.
  • 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 area of the end of the block brake unit 6 facing away from the vehicle wheel 1.
  • the middle bearing point 19b of the two-armed lever 20a which in this case is not equal, is over 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. 2, has a screwing device 27; the pull rod 14 takes on the function of the second rod described in the previous exemplary embodiments.
  • FIG. 4 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.
  • Fig. 5 showing the uniform state of wear of the brake block soles 4 'and 5' it can be seen that the uniform Brake pad wear a game adjuster integrated in the block brake unit 6 sets the brake pad 4 in a position more distant 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 both 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)
  • Gas-Filled Discharge Tubes (AREA)
  • Braking Systems And Boosters (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

The shoe brake unit has two brake blocks (4 and 5) per vehicle wheel (1), of which one brake block (4) can be actuated directly and of which the other brake block (5) lying opposite can be actuated indirectly by a shoe braking unit (6) via a drawbar 14. A two-armed lever (20) which is mounted indirectly or directly on a fixed bearing (19) of the axial bearing (3) is provided, the one end of said lever being coupled to the one brake block (4) and its other end being coupled to the other brake block (5) indirectly via bars (21, 24) or directly. By means of the two-armed lever (20) and its coupling to the brake blocks (4 and 5), it is ensured that, in the release state, the latter are constantly lifted off from the vehicle wheel (1) through identical degrees of release travel; these degrees of release travel are also maintained in the case of longitudinal displacements of the vehicle wheel (1) such as occur with steering axles. <IMAGE>

Description

Die Erfindung betrifft eine Klotzbremseinrichtung für Schienenfahrzeuge, mit zwei einem Fahrzeugrad zugeordneten und bezogen auf dieses einander gegenüberliegend angeordneten Bremsklötzen, deren einer, mittels eines Pendelhebels geführter Bremsklotz einer Klotzbremseinheit zugehört, von deren unterem Ende sich eine Zugstange zum unteren Ende eines dem anderen Bremsklotz zugeordneten, an einem Rahmenteil aufgehängten Bremshebels erstreckt, und mit einer ein Koppelgestänge mit einem zweiarmigen Hebel aufweisenden Vorrichtung zum Sicherstellen gleicher Lösehübe für beide Bremsklötze, wobei der zweiarmige Hebel sich annähernd vertikal erstreckt, an seinen Enden mit den Bremsklötzen gekoppelt und in seinem mittleren Bereich an einem Festlager angelenkt ist.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.

Es sind viele Ausführungsformen von Klotzbremseinrichtungen bekannt, bei welchen zwei gegenüberliegend an ein Fahrzeugrad anpreßbare Bremsklötze vermittels einer einseitig angeordneten Klotzbremseinheit betätigbar sind; ein Ausführungsbeispiel zeigt die FR-PS 1 463 955. Bei dieser bekannten Einrichtung sind in der schwenkbar am Fahrzeugrahmen aufgehängten Klotzbremseinheit zum Verschleißausgleich ein Rückhubbegrenzer für den Bremszylinderkolben und in der Zugstange eine manuelle Längenjustiereinrichtung vorgesehen. Bei derartigen Klotzbremseinrichtungen besteht die Gefahr, daß bei gelösten Bremsen durch das Gewicht der Bremsklotzeinheit deren Bremsklotz ständig am Fahrzeugrad anliegt und an diesem schleift, während der gegenüberliegende Bremsklotz um die Summe der Soll-Lösehübe beider Bremsklötze vom Fahrzeugrad abgehoben ist. Zum Beheben dieses Mangels ist es aus der BE-PS 744 691 bekannt, die Zugstange über ein Reibglied mit einem Rahmenteil des Fahrzeuges zu koppeln, das Reibglied ist dabei mit einem gegen Federkraft zu überwindenden Spiel versehen. Diese Klotzbremseinrichtung vermag jedoch das Lösespiel der Bremsklötze zu beiden Seiten des Fahrzeugrades nicht gleich groß zu halten, wenn die Achse des Fahrzeugrades längsverschieblich am Fahrzeug geführt ist, wie es beispielsweise bei Lenkachsen der Fall ist; in diesem Falle läuft bei jeder Längsverschiebung der Achse des Fahrzeugrades letzteres an einen der Bremsklötze an.Many embodiments of 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. In this known device, 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. In such block brake devices there is a risk that the brakes released by the weight of Brake block unit whose brake block is constantly in contact with and grinds on the vehicle wheel, while the opposite brake block is lifted from the vehicle wheel by the sum of the desired release strokes of both brake blocks. To remedy this defect, 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. However, 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 with steering axles, for example; in this case, the axis of the vehicle wheel runs against one of the brake pads with each longitudinal displacement of the vehicle wheel.

Aus der DE-PS 1905 ist eine gestängebetätigbare Klotzbremseinrichtung bekannt, bei welcher ein Pendelhebel eines Bremsklotzes über sein Aufhängelager hinaus zu einem zweiarmigen Hebel verlängert ist, dessen oberes Ende vermittels einer Koppelstange mit dem mittleren Bereich des andersseitigen Pendelhebels verbunden ist; beide Pendelhebel sind dabei jeweils nahe des oberen Randes, also zum Bremsklotzbolzen versetzt, an den Bremsklötzen angelenkt. Auch bei dieser mit Ausnahme der Betätigung durch ein Bremsgestänge und nicht eine Klotzbremseinheit den eingangs genannten Merkmalen entsprechenden Klotzbremseinrichtung ist nur bei in Fahrzeuglängsrichtung unverschieblichem Fahrzeugrad ein gleichmäßiges Abheben der beidseitigen Bremsklötze im Lösezustand erreichbar.From DE-PS 1905 a linkage-actuated block brake device is known, 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. Even with this, with the exception of the actuation by a brake linkage and not a block brake unit, the block brake device corresponding to the features mentioned at the outset can only be lifted uniformly when the vehicle wheel is immovable in the longitudinal direction of the vehicle in the released state in the released state.

Zum Konstanthalten des Lösespiels bei einer Lenkachse zugehörenden Fahrzeugrädern ist es aus der DE-OS 27 19 197 für eine nur einseitige Bremsklotzanordnung bekannt, einerseits der Radachse einen Bremszylinder pendelnd am Fahrzeugrahmen aufzuhängen, welcher über eine horizontale Stange am Achslager angelenkt ist. Ein vom Bremszylinder betätigbarer Bremshebel ist vermittels einer Zugstange mit einem weiteren Bremshebel gekoppelt, welcher dem andersseitig am Rad angeordneten Bremsklotz zugeordnet ist. Eine beidseitige Bremsklotzanordnung ist bei dieser bekannten Klotzbremseinrichtung nicht möglich.To keep the release game constant with a steering axle belonging to vehicle wheels, it is known from DE-OS 27 19 197 for a one-sided brake pad arrangement, on the one hand, to suspend the wheel axle from the vehicle frame, which is articulated via a horizontal rod on the axle bearing. A brake lever which can be actuated by the brake cylinder is coupled by means of a pull rod to a further brake lever which on the other side Wheel arranged brake pad is assigned. A brake block arrangement on both sides is not possible with this known block brake device.

Aus der DE-PS 55448 ist eine beidseitige Bremsklötze aufweisende, gestängebetätigbare Klotzbremseinrichtung bekannt, bei welcher die Pendelhebel der Bremsklötze durch eine Gelenkstelle scharnierartig abwinkelbar ausgebildet sind, die Gelenkstellen sind durch horizontal verlaufenden Stangen mit einem zum Achslager in Längsrichtung unverschieblichen Teil gekoppelt. Diese Anordnung ist zwar für Lenkachsen geeignet, sie stellt jedoch nicht sicher, daß die Bremsklötze im Lösezustand um den gleichen Hub vom Fahrzeugrad abgehoben werden. Zudem stellen die zusätzlichen Gelenkstellen in den durch die Bremskräfte hoch belasteten Pendelhebeln ein ungünstiges Bauelement dar, sie sind verschleißanfällig, können zu ungenauer führung der Bremsklötze führen und unerwünschte Geräusche verursachen.From DE-PS 55448 a brake actuating block brake device having bilateral brake blocks is known, 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. Although 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. In addition, 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.

Im Gegensatz zu den vorstehend erwähnten, bekannten Einrichtungen zeigt die DE-PS 530 141 eine Klotzbremseinrichtung mit Doppelklotzanordnung, welche zwar gestängebetätigbar ist, bei welcher die beidseitigen Bremsklötze jedoch im Lösezustand stets mit gleichem Abstand zum Fahrzeugrad geführt werden, welche also auch bei Lenkachsen zugehörenden Fahrzeugrädern ein einseitiges Schleifen eines Bremsklotzes ausschließt. Bei dieser Einrichtung führt von den Bremsklotzbolzen je eine im wesentlichen horizontale Stange zum Achslager, wo diese Stange vermittels Langlöchern verschieblich an einem lagerfesten Bolzen geführt sind. Dicht vor diesen Führungen sind an den Stangen sich schräg aufwärts erstreckende Hebel angelenkt, deren obere Enden an einem vertikal verschieblich am Achslager geführten Bolzen angelenkt sind. Die Langloch- und Schiebeführungen stellen hier vreschleiß- und verschmutzungsanfällige Bauelemente dar, die Kinematik führt zudem zu hohen Belastungen der Führungen und Lager sowie Hebel.In contrast to the known devices mentioned above, DE-PS 530 141 shows a block brake device with a double block arrangement which, although it can be actuated by rods, in which the brake blocks on both sides are always guided at the same distance from the vehicle wheel when released, which also applies to vehicle wheels associated with steering axles excludes one-sided grinding of a brake pad. In this device, 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. Close in front of these guides, 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.

Es ist Aufgabe der Erfindung, ausgehend von einer Einrichtung entsprechend der erwähnten DE-PS 1905, jedoch mit Klotzbremseinheit zur Betätigung, eine Klotzbremseinrichtung der eingangs genannten Art zu schaffen, bei welcher stets, auch bei längsverschieblich gelagerten Fahrzeugrädern, sichergestellt ist, daß im Lösezustand die beidseitigen Bremsklötze um gleiche Hubwege vom Fahrzeugrad abgehoben werden. Die zu schaffende Klotzbremseinrichtung soll dabei unter Vermeiden ungünstiger Bauelemente kostengünstig gestaltbar sein.It is an object of the invention, starting from a device according to the aforementioned DE-PS 1905, but with block brake unit for actuation, to provide a block brake device of the type mentioned, in which it is always ensured, even with longitudinally displaceably mounted vehicle wheels, that in the released state the brake pads on both sides are lifted off the vehicle wheel by the same stroke. The block brake device to be created should be inexpensive to design while avoiding unfavorable components.

Diese Aufgabe wird nach der Erfindung dadurch gelöst, daß der zweiarmige Hebel getrennt vom Pendelhebel ausgebildet und angeordnet ist und das das Festlager sich am Achslager des Fahrzeugrades bzw. einem mit diesem Achslager fest verbundenen Teil befindet. Durch die Koppelung des eine Bewegungsumkehr bewirkenden, zweiarmigen Hebels mit dem Achslager wird erreicht, daß Achslager-Längsverschiebungen auf die beidseitigen Bremsklötze übertragen werden, während zugleich Relativbewegungen eines Bremsklotzes zum Achslager mit umgekehrter Richtung auf den anderen Bremsklotz übertragen werden.This object is achieved according to the invention in that 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 causing a reversal of movement with 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 a brake block to the axle bearing are transmitted in the opposite direction to the other brake block.

Die Unteransprüche zeigen nach der weiteren Erfindung vorteilhafte Ausbildungsmöglichkeiten für eine derartige Klotzbremseinrichtung auf. Durch eine Ausbildung gemäß den Ansprüche 8 oder 9, wobei das Reibelement beispielsweise gemäß der erwähnten BE-PS 744 691 ausgebildet sein kann, oder eine Ausbildung gemäß Patentanspruch 13 wird dabei auch bei ungleichmäßigem Bremsklotzverschleiß ein sich selbst einjustierendes, gleiches Lösespiel für beide Bremsklötze erzielt.According to the further invention, the subclaims show advantageous training options for such a block brake device. Through a design according to claims 8 or 9, wherein 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.

In der Zeichnung sind unterschiedliche Ausführungsbeispiele für nach der Erfindung ausgebildete Klotzbremseinrichtung dargestellt, und zwar zeigt

Fig.1
eine erste Ausführungsform in schematischer Darstellung,
Fig.2 und 3
in vergrößertem Maßstab eine zweite Ausführungsform mit neuen bzw. verschlissenen Bremsklötzen und
Fig.4 und 5
ebenfalls in vergrößertem Maßstab eine dritte Ausführungsform ebenfalls mit neuen bzw. verschlissenen Bremsklötzen.
In the drawing, different embodiments for block brake device designed according to the invention are shown, and that shows
Fig. 1
a first embodiment in a schematic representation,
Fig. 2 and 3
on a larger scale a second embodiment with new or worn brake pads and
Fig. 4 and 5
also on a larger scale, a third embodiment also with new or worn brake pads.

Gleiche Bezugszeichen beziehen sich in allen Zeichnungen auf gleiche bzw. einander entsprechende Bauteile.The same reference numerals refer to the same or corresponding components in all drawings.

In allen Figuren ist ein Fahrzeugrad 1 eines Schienenfahrzeuges dargestellt, welches auf einer Schienenoberfläche 2 aufsteht und dessen Achse bzw. Radsatzwelle in einem Achslager 3 gelagert ist. Beidseitig des Fahrzeugrades 1 befindet sich je ein Bremsklotz 4 bzw. 5 mit jeweils einer Bremsklotzsohle 4' bzw. 5'. Der Bremsklotz 4 ist einer Klotzbremseinheit 6 zugeordnet, welche mittels eines Schwenklagers 7 an einem Rahmenteil 8 des Schienenfahrzeuges bzw. dessen Drehgestells aufgehängt ist. Die Klotzbremseinheit 6 weist einen üblichen, bekannten Aufbau auf, sie kann beispielsweise der Klotzbremseinheit nach der eingangs genannten FR-PS 1 463 955 oder BE-PS 744 691 entsprechen. Wesentlich ist, daß die Klotzbremseinheit 6 einen Bremskrafterzeuger, zumeist Bremszylinder enthält, welcher unmittelbar oder vermittels eines internen Übersetzungsgestänges den durch einen Bremsklotzbolzen 9 angekoppelten und mittels eines Pendelhebels 10 geführten Bremsklotz 4 an die Lauffläche des Fahrzeugrades 1 anzupressen vermag. In den Bremskrafterzeuger bzw. das Übersetzungsgestänge ist vorzugsweise eine Spielnachstellvorrichtung zum Konstanthalten des Lösespiels der Bremsklötze 4 und 5 integriert. Das obere Ende des Pendelhebels 10 ist in einer Lagerung 11 an der Bremsklotzeinheit 6 aufgehängt; die Aufhängung des Pendelhebels 10 kann jedoch auch in anderer, bekannter Weise beispielsweise in Kombination mit dem Schwenklager 7 gemäß der FR-PS 1 473 955 oder unmittelbar am Rahmenteil 8 erfolgen. Das Gehäuse der Klotzbremseinheit 6 bildet einen Reaktionshebel 12, der an seinem unteren Ende, gegenüberliegend zur Lagerung am Schwenklager 7, vermittels einer Lagerung 13 an einer Zugstange 14 angelenkt ist. Die etwa parallel zur Schienenoberfläche 2 verlaufende Zugstange 14 überkreuzt das Fahrzeugrad 1 in dessen unterem Bereich und ist andererseits vermittels der Lagerung 15 am unteren Ende eines sich im wesentlichen vertikal aufwärts erstreckenden Bremshebels 16 angelenkt. Der Bremshebel 16 ist etwa mittig vermittels eines Bremslotzbolzens 17 am Bremsklotz 5 angelenkt, an seinem oberen Ende ist er vermittels eines Schwenklagers 18 am Rahmenteil 8 aufgehängt.In all figures, a vehicle wheel 1 of a rail vehicle is shown, which stands on a rail surface 2 and whose axle or wheel set shaft is mounted in an axle bearing 3. On each side of the vehicle wheel 1 there is a brake pad 4 or 5, each with a brake pad sole 4 'or 5'. 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. It is essential that 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 tie rod 14, which runs approximately parallel to the rail surface 2, crosses over the vehicle wheel 1 in its lower region and, on the other hand, is articulated by means of the bearing 15 at the lower end of a brake lever 16 which extends essentially vertically upwards. 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.

Insoweit entspricht die Klotzbremseinrichtung üblichen, bekannten Anordnungen.In this respect, the block brake device corresponds to the usual, known arrangements.

Gemäß Fig.1 ist am Achslager 3 wenigstens annähernd gleichachsig zum Fahrzeugrad 1 vermittels einer als Festlager dienenden Lagerung 19 ein im wesentlichen vertikal verlaufender, zweiarmiger Hebel 20 mittig gelagert. Eine im wesentlichen horizontal verlaufende, erste Stange 21 ist einerseits am Bremsklotzbolzen 9 des Bremsklotzes 4 der Klotzbremseinheit 6 und andererseits am oberen Ende des zweiarmigen Hebels 20, hier vermittels einer Lagerung 22, schwenkbar angelenkt. Am unteren Ende des zweiarmigen Hebels 20 ist vermittels einer Lagerung 23 eine zweite Stange 24 angelenkt, welche sich ebenfalls im wesentlichen horizontal zum Bremsklotzbolzen 17 des Bremsklotzes 5 erstreckt und dort mit ihrem zweiten Ende angelenkt ist. Die zweite Stange 24 weist zwei gleichachsige Stangenteile 24a und 24b auf, welche vermittels eines Reibelements 25 derart miteinander gekoppelt sind, daß sich die Gesamtlänge der zweiten Stange 24 bei Überschreiten einer bestimmten, durch die Reibung des Reibelementes 25 festgelegten Längskraftbelastung ändern kann. Das Reibelement 25 ist im Gegensatz zu dem aus der BE-PS 744 691 bekannten Reibelement vorzugsweise ohne Spiel ausgebildet; lediglich dann, falls bauliche Umstände bestimmte, ungünstige Hebelverhältnisse erfordern, kann das Reibelement 25 zweckmäßig mit einem Spiel versehen werden.According to FIG. 1, 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. At the lower end of the two-armed lever 20 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. In contrast to the friction element known from BE-PS 744 691, 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.

In Fig.1 ist die Klotzbremseinrichtung mit an das Fahrzeugrad 1 angelegten Bremsklötzen 4 und 5 dargestellt. Beim festen Zuspannen der Klotzbremseinrichtung, also starken Anpressen der Bremsklotzsohlen 4' und 5' an die Lauffläche des Fahrzeugrades 1, andern sich die Lagen der Bremsklotzbolzen 9 und 17 sowie der Lagerungen 13 und 15 höchstens sehr geringfügig im Rahmen elastischer Verformungen der bremskraftübertragenden Teile; da diese bremskraftübertragenden Teile jedoch kräftig ausgebildet sind, ergeben sich kaum derartige Verformungen, so daß die vorstehend erwähnten Bolzen und Lagerungen ihre Lage praktisch beibehalten. Sollten jedoch elastische Verformungen auftreten, so ist das Reibelement 25 zweckmäßig mit einem Spiel zu versehen, welches den Unterschied der Lageänderungen zwischen den Bremsklotzbolzen 9 und 17 einerseits und den Lagerungen 13 und 15 andererseits aufzunehmen vermag, so daß sich hierbei keine Veränderung der Gesamtlänge der zweiten Stange 24 ergibt.1 shows the block brake device with brake blocks 4 and 5 applied to the vehicle wheel 1. When the block brake device is firmly clamped, i.e. the brake block soles 4 'and 5' are pressed firmly against 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. If, however, elastic deformations occur, 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.

Wird ausgehend von der Anlegesituation nach Fig.1 die Klotzbremseinrichtung gelöst, so wird über nicht dargestellte Rückzugfedern in der Klotzbremseinheit 6 der Bremsklotz 4 nach rechts bewegt bzw. der Reaktionshebel 12 nach links geschwenkt. Die Rechtsbewegung des Bremsklotzes 4 wird über die erste Zugstange 21 in eine Drehung des zweiarmigen Hebels 20 umgesetzt, durch welche die zweite Stange 24 nach links verschoben wird, wodurch der Bremsklotz 5 eine Bewegung nach links erfährt. Durch die beiden Stangen 21 und 24 sowie den zweiarmigen Hebel 20 wird somit sichergestellt, daß die beiden Bremsklötze 4 und 5 um gleiche Lösehübe von der Lauffläche des Fahrzeugrades 1 abgehoben werden. Während dieses Vorganges wird der Reaktionshebel 12 derart nach links geschwenkt, daß sich der Bremshebel 16 entsprechend der Linksverschiebung des Bremsklotzes 5 um sein Schwenklager 18 drehen kann, ohne daß Zwängungen auftreten.If the block brake device is released on the basis of the contact situation according to FIG. 1, 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 from the tread of the vehicle wheel 1 by the same release strokes. During this process, 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 any constraints occurring.

Bei Lenkachsen erfährt das Achslager 3 zusammen mit dem Fahrzeugrad 1 Längsverschiebungen parallel zur Schienenoberfläche 2, bezogen auf die am Rahmenteil 8 festgehaltenen Schwenklager 7 und 18. Bei dieser Verschiebung wird vom Achslager 3 über die Lagerung 19 der zweiarmige Hebel 20 mitgenommen, wobei durch die durch das Zusammenwirken des Reaktionshebels 12, der Zugstange 14 und des Bremshebels 16 festgelegte und konstant bleibende Entfernung zwischen den beiden Bremsklotzbolzen 9 und 17 keine Drehung des zweiarmigen Hebels 20 erfolgen kann. Der zweiarmige Hebel 20 nimmt daher über die erste Stange 21 den Bremsklotz 4 und über die zweite Stange 24 den Bermsklotz 5 um den Verschiebeweg des Achslagers 3 mit, der Reaktionshebel 12 und der Bremshebel 16 werden entsprechend um ihre Schwenklager 7 bzw. 18 gedreht. Durch die Mitnahme der Bremsklötze 4 und 5 bleibt deren Lösespiel zur Lauffläche des Fahrzeugrades 1 auch bei den erwähnten Verschiebungen des Fahrzeugrades 1 und dessen Achslagers 3 erhalten.In the case of steering axles, 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 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. By taking the brake pads 4 and 5 with them, their release play to the tread of the vehicle wheel 1 is maintained even with the mentioned displacements of the vehicle wheel 1 and its axle bearing 3.

Das sich aus den zweiarmigen Hebel 20 und den beiden Stangen 21 und 24 zusammensetzende Koppelgestänge stellt somit sicher, daß im Lösezustand der Klotzbremseinrichtung die beiden Bremsklötze 4 und 5 stets, auch bei Verschiebungen des Fahrzeugrades 1, gleichen Löseabstand zum Fahrzeugrad 1 aufweisen.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.

Bei einem gleichmäßigen Verschleiß der beiden Bremsklotzsohlen 4' und 5' kann der erwähnte Lösehub durch die erwähnte, in die Klotzbremseinheit 6 integrierte Spielnachstellvorrichtung durch Linksverschieben des Bremsklotzes 4 relativ zum Reaktionshebel 12 konstant gehalten werden. Die beiden Stangen 21 und 24 sowie der zweiarmige Hebel 20 stellen dabei sicher, daß der Reaktionshebel 12 sowie der Bremshebel 16 derart um die Schwenklager 7 bzw. 18 gedreht werden, daß auch in diesem Falle die beiden Bremsklötze 4 und 5 im Lösezustand um stets gleiche, konstant bleibende Lösehübe vom Fahrzeugrad 1 abgehoben werden. Bei diesem Vorgang erfährt lediglich der zweiarmige hebel 20 eine Drehung um seine Lagerung 19 entgegen dem Uhrzeigersinn, die Länge der zweiten Stange 24 bleibt unverändert.If the two brake block soles 4 ′ and 5 ′ are evenly worn, the release stroke mentioned can be kept constant relative to the reaction lever 12 by the play adjustment device integrated into the block brake unit 6 by moving the brake block 4 to the left. 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.

Nur bei einseitigem Verschleiß einer Bremsklotzsohle 4' oder 5' erfahren beim Übergang vom Löse- zum Bremszustand der Klotzbremseinrichtung die beiden Bremsklotzbolzen 9 und 17 ungleichmäßige Annäherungsbewegungen an das Fahrzeugrad 1, wodurch die Länge der zweiten Stange 24 vermittels des Reibelementes 25 entsprechend geändert wird. Beim nachfolgenden Lösen stellen dir beiden Stangen 21 und 24 in Verbindung mit dem zweiarmigen Hebel 20 wieder ein gleichmäßiges Abheben der beiden Bremsklötze 4 und 5 vom Fahrzeugrad 1 sicher, es erfolgt also eine selbstättige Einstellung auf den vorangehenden, ungleichmäßigen Verschleiß der Bremsklotzsohlen 4' bzw. 5'.Only in the event of one-sided wear of a brake block sole 4 'or 5' will the two brake block bolts 9 and 17 experience uneven approach movements to the vehicle wheel 1 during the transition from the release state to the brake state of the block brake device, as a result of which the length of the second rod 24 is changed accordingly by means of the friction element 25. During the subsequent loosening, the two 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 there is a self-saturated adjustment to the preceding, uneven wear of the brake block soles 4 'or 5 '.

Die Ausführung der Klotzbremseinrichtung nach Fig.2 und 3 unterscheidet sich von derjenigen nach Fig.1 lediglich dadurch, daß das Achslager 3 nahe seiner unteren Begrenzung einen in Richtung zur Klotzbremseinheit 6 weisenden Ansatz 26 aufweist, an dessen Ende der zweiarmige Hebel 20 mittig vermittels der wiederum als Festlager dienenden Lagerung 19a gelagert ist. Die erste Stange 21 ist dabei wesentlich kürzer und die zweite Stange 24 wesentlich länger als bei der Ausführung nach Fig.1 ausgebildet. Weiterhin ist die Zugstange 14 mit einer üblichen Schraubvorrichtung 27 versehen, welche manuell betätigbar ist und durch welche die Klotzbremseinrichtung rasch und einfach an das Fahrzeugrad 1 anpaßbar ist. Mittels eines zweiten Pendelhebels 28 ist der Bremsklotz 5, wie üblich, parallel geführt. Aus den Maßen a und b ist ersichtlich, daß der zweiarmige Hebel 20 gleicharmig ist, ebenso wie bei der Ausführung nach Fig.1.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. Furthermore, 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.

Die Funktionsweise der Klotzbremseinrichtung nach Fig.2 entspricht völlig derjenigen nach Fig.1, so daß sich eine Beschreibung erübrigt. Aus Fig.3 ist ersichtlich, daß bei gleichmäßigem Verschleiß der Bremsklotzsohlen 4' und 5' im Lösezustand lediglich der zweiarmige Hebel 20 eine Drehung entgegen dem Uhrzeigersinn erfährt, wie es zu Fig.1 bereits beschrieben wurde; die Gesamtlänge der zweiten Stange 24 bleibt erhalten.The operation of the block brake device according to Figure 2 corresponds entirely to that of Figure 1, so that a description is unnecessary. From Figure 3 it can be seen that with even wear of the brake block soles 4 'and 5' in the released state, only the two-armed lever 20 undergoes a counterclockwise rotation, as has already been described for Figure 1; the total length of the second rod 24 is retained.

In Abänderung zur Ausführung nach Fig.2 kann der zweiarmige Hebel 20 an seinem oberen Ende auch unmittelbar, unter Entfall der Stange 21, am Bremsklotzbolzen 9 gelagert werden; seine mittlere Lagerstelle ist dann vermittels einer weiteren Stange an der Lagerstelle 19a des Achslagers anzulenken und so mittelbar an dieser zu lagern.In a modification to the embodiment according to FIG. 2, 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.

Bei der Ausführung nach Fig.4 und 5 der Klotzbremseinrichtung befindet sich der zweiarmige Hebel 20a weit nach rechts versetzt, etwa im Bereich des dem Fahrzeugrad 1 abgewandten Endes der Klotzbremseinheit 6. Die mittlere Lagerstelle 19b des in diesem Falle ungleicharmigen, zweiarmigen Hebels 20a ist über eine dritte Stange 29 an die am Ansatz 26 befindliche als Festlager dienende Lagerstelle 19c des Achslagers 3 angelenkt. Die Stange 29 ist vermittels des Reibelements 25 längenveränderlich ausgebildet. Das obere Ende des zweiarmigen Hebels 20a ist über die erste, sich in Richtung zum Fahrzeugrad 1 hin erstreckende Stange 21 am Bremsklotzbolzen 9 angelenkt. Das untere Ende des zweiarmigen Hebels 20 ist zusammen mit dem unteren Ende des gehäuseartigen Reaktionshebels 12 der Klotzbremseinheit 6 vermittels der Lagerung 13 gemeinsam an der Zustange 14 angelenkt, welche wie bei der Ausführung nach Fig.2 eine Schraubvorrichtung 27 aufweist; die Zugstange 14 übernimmt hierbei mit die Funktion der zu den vorangehenden Ausführungsbeispielen beschriebenen, zweiten Stange. Die Hebelverhältnisse sind dabei derart getroffen, daß das Längenverhältnis des unteren zum oberen Hebelarms des zweiarmigen Hebels 20a gleich ist dem Längenverhältnis der ganzen Länge des Bremshebels 16 zur Länge des oberen Abschnittes von dem Schwenklager 18 bis zum Bremsklotzbolzen 17; anhand der in Fig.4 eingezeichneten Maße a,b,c und d gilt also a : b = c : d.4 and 5 of the block brake device, the two-armed lever 20a is offset far to the right, approximately in the area of the end of the block brake unit 6 facing away from the vehicle wheel 1. The middle bearing point 19b of the two-armed lever 20a, which in this case is not equal, is over 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. 2, has a screwing device 27; the pull rod 14 takes on the function of the second rod described in the previous exemplary embodiments. The lever ratios are such that the length ratio of the lower to the upper lever arm of the two-armed lever 20a is equal to the length ratio of the entire length of the brake lever 16 to the length of the upper section from the pivot bearing 18 to the brake block bolt 17; based on the dimensions a, b, c and d shown in FIG. 4, a: b = c: d applies.

Die Funktion der Klotzbremseinrichtung nach Fig.4 entspricht derjenigen nach den Ausführungsbeispielen gemäß Fig.1 und 2, so daß sich weitere Ausführungen hierzu erübrigen. Aus der den gleichmäßigen Verschleißzustand der Bremsklotzsohlen 4' und 5' zeigenden Fig.5 ist ersichtlich, daß beim gleichmäßigen Bremsklotzverschleiß ein in die Klotzbremseinheit 6 integrierter Spielnachsteller den Bremsklotz 4 in eine vom Reaktionshebel 12 entferntere Lage einstellt, bei gleichbleibendem Lösespiel daher der Reaktionshebel 12 um sein Schwenklager 7 von Fahrzeugrad 1 weggeschwenkt wird und dabei über die ihre Länge beibehaltende Zugstange 14 und dem Bremshebel 16 den Bremsklotz 5 bis auf das konstante Lösespiel an das Fahrzeugrad 1 annähert. Die dritte Stange 29 behält dabei ihre Länge bei, sie schwenkt den zweiarmigen Hebel 20a um die Lgerung 13 entgegen dem Uhrzeigersinn. Ebenso wie bei den zuvor beschriebenen Ausführungsbeispielen erfolgt also lediglich bei einseitigem Verschleiß nur einer der Bremsklotzsohlen 4' oder 5' eine Anpassung durch Längenveränderung der dritten Stange 29 vermittels deren Reibelementes 25, derart, daß trotz des ungleichmäßigen Verschleisses die Lösespiele beider Bremsklötze 4 und 5 gleich groß gehalten werden.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. From Fig. 5 showing the uniform state of wear of the brake block soles 4 'and 5' it can be seen that the uniform Brake pad wear a game adjuster integrated in the block brake unit 6 sets the brake pad 4 in a position more distant 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. Just as in the previously described exemplary embodiments, 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 both brake blocks 4 and 5 are the same be kept large.

In Abänderung zu Fig. 4 ist es, wie zu Fig.2 beschrieben, möglich, das obere Ende des zweiarmigen Hebels 20a unter Entfall der Stange 21 unmittelbar am Bremsklotzbolzen 9 anzulenken. Das untere Ende des zweiarmigen Hebels muß dann jedoch zumeist eine von der Lagerstelle 13 gesonderte Lgerung an der Zugstange 14 erhalten.4, as described for FIG. 2, it is possible to link the upper end of the two-armed lever 20a directly to the brake block bolt 9, eliminating the rod 21. However, the lower end of the two-armed lever must then usually receive a bearing on the pull rod 14 that is separate from the bearing point 13.

In Abänderung zu den beschriebenen Ausführungsbeispielen kann, falls ein ungleichmäßiger Verschleiß der Bremsklotzsohlen 4' und 5' nicht zu erwarten bzw. ausgeschlossen ist, auf die Einordnung eines Reibelementes 25 in die Stange 24 bzw. 29 verzichtet werden. Andererseits ist es natürlich auch möglich, das Reibelement 25 jeweils in der Zugstange 21 einzuordnen. Das Reibelement kann auch durch eine Reibverbindung der beiden Hebelarme des zweiarmigen Hebels 20 bzw. 20a ersetzt werden, welche bei Überschreiten einer bestimmten Drehmomentbelastung eine Winkelverstellung dieser beiden Hebelarme zueinander ermöglicht.In a modification of the described exemplary embodiments, if an uneven wear of the brake block soles 4 'and 5' is not to be expected or is impossible, the arrangement of a friction element 25 in the rod 24 or 29 can be dispensed with. On the other hand, it is of course also possible to arrange the friction element 25 in the pull rod 21. The friction element 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.

Claims (13)

  1. Shoe brake device for rail vehicles having two brake shoes (4, 5) associated with a vehicle wheel (1) and arranged opposite each other with respect to this wheel, one brake shoe of which, guided by means of a pendulum lever (10), belongs to a shoe brake unit (6), from the lower end of which a tie rod (14) extends to the lower end of a brake lever (16) associated with the other brake shoe (5) and suspended on a frame portion (8), and having a device including a coupling rod with a two-armed lever (20, 20a) for ensuring uniform release strokes for both brake shoes (4 and 5), the two-armed lever (20, 20a) extending approximately vertically, being coupled at its ends to the brake shoes (4, 5), and pivoting in its middle region on a fixed bearing (19, 19a, 19c), characterised in that the two-armed lever (20, 20a) is constructed and arranged separately from the pendulum lever (10) and in that the fixed bearing (19, 19a, 19c) is located on the axle bearing (3) of the vehicle wheel (1) or a part (extension 26) fixedly connected to the axle bearing (3).
  2. Shoe brake device according to claim 1, wherein the brake shoes (4, 5) are each retained by means of a brake shoe pin (9, 17), characterised in that one end of the two-armed lever (20, 20a) is pivoted directly, or indirectly by means of a first, substantially horizontal rod (21), on the brake shoe pin (9) of the brake shoe (4) associated with the shoe brake unit (6).
  3. Shoe brake device according to claim 2, characterised in that the second end of the two-armed lever (20) is pivoted by means of a second, substantially horizontal rod (24) on the brake shoe pin (17) of the brake shoe (5) associated with the brake lever (16).
  4. Shoe brake device according to claim 2, characterised in that the second end of the two-armed lever (20a) is pivoted on the tie rod (14).
  5. Shoe brake device according to claim 4, characterised in that the tie rod (14) has a common bearing (13) for pivoting of the part (reaction lever 12) of the shoe brake unit (6) introducing the brake force, and of the second end of the two-armed lever (20a).
  6. Shoe brake device according to one or several of the preceding claims, characterised in that the two-armed lever (20a) is indirectly mounted on the fixed bearing (19c) by means of a third, substantially horizontally extending rod (29).
  7. Shoe brake device according to claim 2, 3 or 6, characterised in that the one rod, or one of the rods (21, 24, 29) is constructed to be of a length which varies when a specific longitudinal force load is exceeded.
  8. Shoe brake device according to claim 7, characterised in that the length-variable rod (24, 29) has two rod portions (24a, 24b) coupled by a friction element (25).
  9. Shoe brake device according to claims 5, 6 and 7 or 8, characterised in that the two-armed lever (20a) is located near the end of the shoe brake unit (6) remote from the vehicle wheel (1), in that the two rods (21 and 29) and the tie rod (14) extend approximately parallel from the two-armed lever (20a) in the direction of the vehicle wheel (1), in that the upper end of the two-armed lever (20a) is pivoted on the first rod (21), in that the third rod (29) is constructed to change its length when a specific longitudinal force load is exceeded, and in that the tie rod (14) has a manually actuatable longitudinal adjustment device (screw device 27) in the region of its articulation (bearing 13) at the lower end of the two-armed lever (20a).
  10. Shoe brake device according to claim 9, characterised in that the length ratio of the lower to the upper lever arm of the two-armed lever (20a) is equal to the length ratio of the whole length of the brake lever (16) to the length of its upper section from the suspension (pivot bearing 18) to the articulation point (brake shoe pin 17) of the brake shoe (5).
  11. Shoe brake device according to claims 3 and 7 or 8, characterised in that the two-armed lever (20) is mounted on an extension (26) projecting out from the lower end of the axle bearing (3) in the direction of the shoe brake unit (6), in that the first rod (21) extending approximately on a level with the axle of the vehicle wheel (1), is pivoted on the upper end of the two-armed lever (20), and in that the second rod (24) is constructed to change its length when a specific longitudinal force load is exceeded.
  12. Shoe brake device according to claim 11, characterised in that the two-armed lever (20) is constructed to have equal arms.
  13. Shoe brake device according to one or several of claims 1 to 6, characterised in that the two lever arms of the two-armed lever are angularly adjustable with respect to each other when a specific torque load is exceeded.
EP90100875A 1989-02-10 1990-01-17 Shoe brake unit for railway vehicles Expired - Lifetime EP0381956B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90100875T ATE94489T1 (en) 1989-02-10 1990-01-17 BLOCK BRAKE UNIT FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3904013 1989-02-10
DE3904013A DE3904013A1 (en) 1989-02-10 1989-02-10 BLOCK BRAKE DEVICE FOR RAIL VEHICLES

Publications (3)

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

Family

ID=6373828

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90100875A Expired - Lifetime EP0381956B1 (en) 1989-02-10 1990-01-17 Shoe brake unit for railway vehicles

Country Status (4)

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

Families Citing this family (8)

* 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 (en) * 1992-02-29 1994-01-13 Niesky Waggonbau Gmbh Disc brake linkage for rail vehicles with transversely movable wheel set
DE4230550C1 (en) * 1992-09-08 1994-01-05 Aeg Schienenfahrzeuge Brake-block assembly for rail bogie-wheel - has top and bottom suspension points, one being supported on frame via position adjusting mechanism which moves it to and from wheel by double acting ram
DE4403013C1 (en) * 1994-02-01 1995-06-29 Knorr Bremse Systeme Arrangement for suspending and supporting block brake units for rail vehicles
DE4420686C2 (en) * 1994-06-14 2000-09-28 Abb Patent Gmbh Rail vehicle
WO2007033247A2 (en) * 2005-09-14 2007-03-22 Littelfuse, Inc. Gas-filled surge arrester, activating compound, ignition stripes and method therefore
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 (en) * 2012-01-23 2013-07-25 Robert Bosch Gmbh Battery production by spin coating

Family Cites Families (7)

* 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
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
DE2719197A1 (en) * 1977-04-29 1978-11-09 Waggon Union Gmbh Railway vehicle bogie frame brake rod mounting - has hinged brake cylinder facing one way to act on brake block through levers
DE2909582A1 (en) * 1979-03-12 1980-09-25 Knorr Bremse Gmbh BRAKE DEVICE FOR RAIL VEHICLES
DE3721529A1 (en) * 1987-06-30 1989-01-12 Christiansen Jens TRIGGERING AND ISOLATION OF PSEUDO SPARK SWITCHES
EP0337192B1 (en) * 1988-04-11 1994-07-20 Siemens Aktiengesellschaft Gas discharge switch

Also Published As

Publication number Publication date
EP0381956A2 (en) 1990-08-16
DE3904013A1 (en) 1990-08-16
ATE94489T1 (en) 1993-10-15
EP0381956A3 (en) 1991-07-31
US5229688A (en) 1993-07-20
DE59002674D1 (en) 1993-10-21

Similar Documents

Publication Publication Date Title
EP0732247B1 (en) Disc brake for railway vehicles
EP0381956B1 (en) Shoe brake unit for railway vehicles
DE2104256A1 (en) Adjustment device for a mechanical clutch, in particular a brake
WO2016112895A1 (en) Disk brake and drive element of an adjusting device of a disk brake
EP0015582A1 (en) Braking device for rail vehicles
DE2346828A1 (en) ADJUSTMENT DEVICE FOR BRAKES
DE3422621C2 (en)
DE3308499C2 (en) Brake caliper for a disc brake
DE2261843B2 (en) INDEPENDENT, DOUBLE-ACTING BRAKE ROD ADJUSTMENT DEVICE IN THE BRAKE ROD, IN PARTICULAR OF RAIL VEHICLES
EP0156143B1 (en) Mounting arrangement of brake shoe units on railway vehicles
DE3812854A1 (en) BRAKE GAME ADJUSTMENT IN COMPRESSION VERSION FOR TRUCKS / TRAILERS
DE2447172A1 (en) DOUBLE SHEET BRAKE FOR LIFTING GEARS OR DGL.
DE2008080B2 (en) Connection of the double eccentric in oscillation devices for continuous casting molds in metal, especially in steel continuous casting plants
EP0553450A2 (en) Disc brake caliper for railway vehicles
AT274890B (en) Lane changing device for rail vehicles
DE1680381C3 (en) Brake unit for block-braked rail vehicles
DE4316128A1 (en) Bracket assembly for transverse brake pad units on rail vehicles
EP0014320B1 (en) Slack adjustment device for a disc brake with friction pads
DE960699C (en) Overrun and fall brake for motor vehicle trailers
EP0665151B1 (en) Tread brake unit for railway vehicles
AT205994B (en) Mechanical load change and linkage adjustment device for railway brakes
DE3807301A1 (en) WHEEL GUIDE ARRANGEMENT
DE231548C (en)
DE710853C (en) Automatic brake linkage adjuster
DE540146C (en) Device for vehicle brakes

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 CH DE FR GB IT LI NL 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 CH DE FR GB IT LI NL SE

17P Request for examination filed

Effective date: 19910701

17Q First examination report despatched

Effective date: 19930218

ITF It: translation for a ep patent filed

Owner name: BARZANO' E ZANARDO ROMA S.P.A.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT CH DE FR GB IT LI NL SE

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

Ref country code: NL

Effective date: 19930915

REF Corresponds to:

Ref document number: 94489

Country of ref document: AT

Date of ref document: 19931015

Kind code of ref document: T

REF Corresponds to:

Ref document number: 59002674

Country of ref document: DE

Date of ref document: 19931021

ET Fr: translation filed
GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19931216

ITTA It: last paid annual fee
NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
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: 90100875.5

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

Ref country code: AT

Payment date: 19970123

Year of fee payment: 8

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: 19980117

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

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

Ref country code: GB

Payment date: 20031231

Year of fee payment: 15

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

Ref country code: CH

Payment date: 20040127

Year of fee payment: 15

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: 20050117

Ref country code: GB

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

Effective date: 20050117

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

Ref country code: FR

Payment date: 20050119

Year of fee payment: 16

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

Ref country code: SE

Payment date: 20050125

Year of fee payment: 16

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

Ref country code: LI

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

Effective date: 20050131

Ref country code: CH

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

Effective date: 20050131

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

Ref country code: DE

Payment date: 20050323

Year of fee payment: 16

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20050117

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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: 20060118

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: 20060131

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: 20060801

EUG Se: european patent has lapsed
REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20060929