EP0585306B1 - Rail vehicle braking unit - Google Patents

Abstract

A braking unit, useful in particular as a shoe brake unit, has a brake cylinder (8), a lead-screw (4) actuated lift regulator (5) and at least one nut. The brake cylinder (8) is excentrically arranged to the axis (6) of the lift regulator (5) and is coupled to the housing (17) of the regulator by a multiplication gear (15, 23, 22). The coupling is ensured by a cardan joint having a frame (16) that surrounds the housing (17) of the regulator. The housing (17) of the regulator is pivotably coupled around an axis of rotation (19) to the frame (16) of the cardan joint by bolts (18a, 18b) and the frame (16) of the cardan joint is pivotably coupled around an axis of rotation (21) to the multiplication gear (15, 23, 22) by bolts (20a); both axes of rotation (19 and 21) are perpendicular to each other and to the axis (6) of the lift regulator (5). The cardan coupling allows bending loads on the lead-screw (4) and skewing stresses on the coupling spots of the lift regulator (5) to be avoided, even with laterally movable wheel-sets and with a standing or lying arrangement of the shoe brake unit.

Description

The invention relates to a brake unit for rail vehicles, with a lift actuator, the axial direction of which, when the brake unit is designed as a block brake unit with a brake block guided by a pendulum lever, extends essentially in the pressing direction of the brake block against the tread of a rail vehicle wheel to be braked, and in which it is designed to apply disc brakes instead of the brake block, an application linkage for the disk brake is articulated, and with a brake cylinder arranged eccentrically to the axis of the stroke actuator, which is coupled via a transmission gear to a sleeve-like actuator housing serving as a force introduction part for the stroke actuator, the actuator housing being relative to the transmission gear by one to the axial direction of the Stroke of the right-angled axis of rotation is pivotable and wherein the stroke actuator has a threaded spindle which is non-rotatable at its front end about its axis coaxial with the axis of the stroke actuator, but pivotable at least in the plane determined by this axis and the longitudinal direction of the pendulum lever when the brake unit is designed as a block brake unit on the brake block and when trained to apply disc brakes to its application linkage, and wherein the stroke actuator has at least one nut screwed to the threaded spindle.

Such a brake unit in the form of a block brake unit is known, for example, from US Pat. No. 3,884,333. In this known block brake unit, the transmission gear is designed as a transmission lever which is parallel to the axis of the Rail vehicle wheel is pivoted with one end to the housing of the block brake unit and the other end to the piston rod of the brake cylinder and in its central region, near its articulation on the housing, to the actuator housing. The front end of the threaded spindle of the lift actuator is pivoted at the lower end of the pendulum lever about a bolt which is also parallel to the axis of the rail vehicle wheel, the upper end of the pendulum lever is rotatably mounted on the housing of the block brake unit by means of a parallel bolt. From the mentioned publication it can be seen that the front end of the threaded spindle is guided by the pendulum lever on a circular path around its housing support during braking and releasing processes, while the central region of the threaded spindle is guided in a circular path around the bearing point of the translation lever by the articulation of the actuator housing on the transmission lever is guided on the housing; during braking and releasing processes, the threaded spindle therefore carries out pivoting movements in a plane determined by its axis and the longitudinal directions of the pendulum lever and of the translation lever parallel to it. The end of the stroke actuator remote from the brake pad must therefore be able to perform considerable relative displacements in this plane relative to the housing. The lift actuator, which in the known block brake unit is designed as a previously known lift actuator with two non-self-locking screwed nuts, requires a stop device with a stop play corresponding to the desired stroke of the lift actuator, this stop device is arranged near the end of the lift actuator remote from the brake block between the latter and the housing , it must therefore also be able to absorb the relative transverse movements of this stroke actuator end relative to the housing. For this purpose, the stop device has a stop ring which projects radially from a part of the stroke actuator and engages between two ring stops fixed to the housing with the desired stroke corresponding axial play and additional radial play. Since the radial direction of the stroke actuator end also changes its axial direction relative to the housing, the stop device is spherically self-adjusting formed, for which purpose the stop ring is mounted with the interposition of a spherical bearing on the part of the stroke actuator supporting it. The spherical bearing has a bearing ring with a spherical zone-like outer surface that is fixed to the part of the stroke actuator, the center of the ball being in the center plane of the stop ring on the axis of the stroke actuator. The stop ring is pivotably mounted on this spherical zone-like outer surface with a corresponding inner surface. However, this spherical bearing is not very suitable for transmitting forces which run in the axial direction of the stroke actuator and thus the stop direction of the stop device; high surface pressures can occur on the spherical bearing surfaces.

It should be mentioned that for similar block brake units, different types of stroke actuators with a threaded spindle, often with only one non-self-locking screwed nut, are also used, which also have a functionally necessary stop device for the housing at their end remote from the brake block. If the known block brake unit described above is used to brake rail vehicle wheels which are displaceable by a considerable amount, the transverse displacements of the block of the block brake unit can also experience considerable transverse movements which, on the one hand, can be accommodated by correspondingly displaceable mounting of the pendulum lever on the block brake unit housing. The threaded spindle experiences a corresponding transverse displacement at its front end, while the mounting of the actuator housing on the transmission lever does not permit such a transverse displacement. The threaded spindle together with the entire stroke adjuster therefore experiences a transverse position in the block brake unit housing, as a result of which oblique loads and constraints can occur on the bearings on the brake block or pendulum lever and on the transmission lever. Since the transmission lever is usually designed with two arms, the lifting actuator between the two transmission lever arms is arranged and is articulated with its actuator housing on both arms, additional braking moments result in this, in particular in its threaded spindle, during braking with an inclined lifting actuator. However, the known lifting actuators having threaded spindles are not very suitable for absorbing such transverse loads and bending moments. Such loads can lead to malfunctions or even destruction, for example due to parts breaking.

It is common practice to arrange block brake units of the type described above standing on a vehicle, as can be seen from the above-mentioned US Pat. No. 3,884,333, the pendulum lever and the transmission lever running in at least mutually parallel planes. For reasons of installation, however, it may recently be expedient to arrange the transmission lever together with the brake cylinder in a position rotated by 90 ° about the axis of the stroke actuator, such that the pendulum lever and the transmission lever run in approximately perpendicular intersecting planes; such an arrangement can be described as lying. In this lying arrangement, the front end of the threaded spindle, as mentioned above, continues to be positively guided in braking or releasing processes in a circular path around the pendulum lever suspension on the block brake unit or on the vehicle frame, while the linkage of the actuator housing on the transmission lever converts the former into a horizontal circular path the vehicle or housing-fixed storage of the transmission lever forces. As a result, the stroke actuator and, in particular, its threaded spindle experience spatial pivoting movements, which the abovementioned stop device is able to follow without constraint, but which likewise lead to transverse and bending loads on the stroke actuator and its threaded spindle with the consequential risks mentioned.

For the application of disc brakes, brake units are already known which are designed very similarly to block brake units, only an application linkage is used instead of a brake block articulated for the disc brake at the front end of the threaded spindle. Even with brake units of this type, transverse and / or bending moments on the stroke actuator can have disadvantageous consequences.

Furthermore, brake units, in particular block brake units, are known which, as a transmission gear, do not have a transmission lever, but rather a wedge gear, for example with a rotary wedge according to DE-AS 27 30 959. The stroke actuator can be guided near its two ends parallel to its axis, it can also be guided by a pendulum lever or handlebar lever, the guides at both ends can be designed differently from one another. In all of these wedge gears, it is common not to provide sliding guides but rather rolling guides or attacks on the wedge. For example, according to the aforementioned DE-AS 27 30 959, on the actuator housing serving as a force introduction part for the stroke actuator, on both sides projecting bolts are provided, on which roller bearings are seated, the outer rings of which lie against the wedge surfaces of the two rotary wedge parts provided on each side of the stroke actuator and can be unrolled. Even with such (block) brake units, transverse displacement of the rail vehicle wheel to be braked or with horizontal installation, but in particular also due to the wedge effect itself, can result in bending and transverse loads on the stroke actuator and in particular its threaded spindle with the aforementioned dangerous consequences.

It is an object of the invention to design a brake unit of the type mentioned at the beginning with simple means in such a way that the lifting actuator and in particular its threaded spindle are at least largely kept free from transverse forces and bending stresses, regardless of whether a standing or lying installation is provided, and also if large Cross movements of the rail vehicle wheel to be braked are possible.

This object is achieved according to the invention in that a universal joint between the transmission gear and the actuator housing is classified, to which the axis of rotation belongs. At the power transfer point from the transmission gear to the lift actuator, the latter cannot be subjected to unfavorably demanding forces, and if the front end of the threaded spindle, as is known and mostly also provided by manufacturing games, can be deflected slightly transversely and, if necessary, is displaceably displaceable by means of the pendulum lever, then only pure longitudinal forces are present to transfer the stroke actuator and its threaded spindle.

According to the further invention of advantageous training options for such a brake unit, the subclaims show.

Fig.1a

eine stehende Klotzbremseinheit und

Fig.1b

eine liegende Klotzbremseinheit in jeweils schematischer Seitenansicht;

Fig.2

eine aufgeschnittene Klotzbremseinheit in Seitenansicht, welche mit einem Drehkeilgetriebe ausgestattet ist,

Fig.3

einen horizontalen Axialschnitt durch den Hubsteller der Klotzbremseinheit nach Fig. in vergrößertem Maßstab,

Fig.4

einen Schnitt gemäß der Linie A-B in Fig.3 mit einem angrenzenden Gehäusebereich des Bremseinheit-Gehäuses,

Fig.5

einen zu Fig.3 rechtwinklig verlaufenden Axialschnitt durch das Stellergehäuse und das Rahmenteil,

Fig.6

eine perspektivische Ansicht des Hubstellers mit Rahmenteil, wobei das Vorderende der Gewindespindel abgeschnitten ist,

Fig.7

einen der Fig.3 entsprechenden Schnitt, jedoch mit geänderter Lagerung des Rahmenteils am Stellergehäuse, und

Fig.8

einen der Fig.5 entsprechenden Schnitt durch eine Ausführung gemäß Fig.7.

In the drawings, the invention is explained with reference to schematic drawings, and shows that

Fig.1a

a standing block brake unit and

Fig.1b

a lying block brake unit in each schematic side view;

Fig. 2

a cut block brake unit in side view, which is equipped with a rotary wedge gear,

Fig. 3

3 shows a horizontal axial section through the stroke actuator of the block brake unit according to FIG. 1 on an enlarged scale,

Fig. 4

3 shows a section along line AB in FIG. 3 with an adjacent housing area of the brake unit housing,

Fig. 5

3 shows an axial section through the actuator housing and the frame part which is perpendicular to FIG. 3,

Fig. 6

3 shows a perspective view of the lifting actuator with a frame part, the front end of the threaded spindle being cut off,

Fig. 7

a section corresponding to Figure 3, but with a modified mounting of the frame part on the actuator housing, and

Fig. 8

a section corresponding to Figure 5 through an embodiment according to Figure 7.

The same reference numbers in the figures refer to the same or corresponding parts.

The brake unit according to the invention is particularly suitable for block brake units, but also for applying disc brakes. 1a shows a standing embodiment of a block brake unit, the brake block 3, which is suspended via a pendulum lever 1 on a support arm 2 fixed to the block brake unit, being articulated on a threaded spindle 4 of a stroke actuator 5 serving as a push rod, which in turn is in the area of the intersection point of the latter Axis 6 is coupled to an axis 7 of a brake cylinder 8 which runs essentially at right angles to this and runs vertically, with a transmission gear, not shown, which can be driven by the brake cylinder. From Fig.1 it can be seen that the front end of the threaded spindle 4 is guided by the pendulum lever 1 on a circular path 9, while depending on the design of the transmission gear the axis intersection 10 in the axis 6 can be moved in parallel or also on a circular arc. The axis 6 must therefore be able to execute corresponding pivoting movements, as indicated by the axis 6 '.

If the block brake unit according to FIG. 1b is lying flat, the arrangements of pendulum lever 1, support arm 2 and brake block correspond 3, threaded spindle 4 and stroke actuator 5 of that according to FIG. 1a, only the axis 7 of the brake cylinder 8 is pivoted through 90 ° into the horizontal in a plane perpendicular to the drawing plane of FIG. 1a, the brake cylinder 8 according to FIG. 1b therefore has a horizontal position , axis 7 extending at the intersection 10. Depending on the design of the transmission gear, its articulation on the stroke actuator 5 or the guidance of this articulation point, different guideways for the stroke actuator 5 occur there, which the axis 6 must follow by corresponding pivoting or deflecting movements. These swiveling or deflecting movements can be different from those in the embodiment according to FIG. 1a, in the brake unit designed according to the invention these different guideways should not have any bending moments or transverse loads for the threaded spindle 4 or constraints or clamps on the bearing points of the threaded spindle 4 and the lifting actuator 5 lead.

A sectional arrangement of a block brake unit, that is to say in the embodiment according to FIG. 1a, can be seen from the sectional view according to FIG. 2, the lift actuator 5 and the brake cylinder 8 being arranged integrated in the housing 11 of the block brake unit. The piston 12 of the brake cylinder 8 is articulated by means of its piston rod 14 on a rotary wedge 15, the transmission gear corresponds in structure to that according to the aforementioned DE-AS 27 30 959. The rotary wedge 15 is double-walled, its two cheeks run laterally on an annular frame part 16, which encloses the actuator housing 17 with play allowing rotation. The actuator housing 17 is provided with an upwardly and downwardly projecting bolt 18a and 18b, the two bolts 18a and 18b are coaxially on a common, approximately vertical axis of rotation 19. The frame part 16 has projecting bolts 20a and 20b on both sides, the common axis as axis of rotation 21 intersects or intersects axis of rotation 19 at least approximately on axis 6 at right angles. A roller bearing 22 is located on each of the bolts 20a and 20b, the outer ring of which rests on the wedge surface 23 of the rotary wedge 15 so that it can roll. The piston rod 14 is forked, the frame part 16 formed on both sides, a cheek of the rotary wedge 15 is articulated on each fork part by means of a bolt 24. Both cheeks of the rotary wedge 15 are rotatably mounted on the housing 11 by means of further bolts 25; the bolts 24 and 25 run approximately parallel to the axis of rotation 21, the bolt 24 is located near the front wedge surface 23 and the bolt 25 below the axis 6 near the rear end of the rotary wedge 15.

The front end of the threaded spindle 4 is articulated by means of a bolt 26 on the brake pad 3 and this by means of a further bolt 27 at the lower end of the pendulum lever 1, the upper end of the pendulum lever 1 is mounted on the support arm 2 via a further bolt 28; all bolts 26, 27 and 28 run with an axis direction approximately parallel to the axis of rotation 21.

Relative to the roller-supported support on the wedge surface 23, the actuator housing 17 and thus the stroke actuator 5 can be rotated about the axes of rotation 19 and 21, i.e. together with the frame part 16 they form a universal joint 19, 16, 21 between the actuator housing 17 and that as a transmission gear 15 , 23, 22 to be addressed rotary wedge 15 with wedge surface 23 and roller bearing 22 that can be rolled off.

3 shows the usual structure of the lift actuator on an enlarged scale: on the threaded spindle 4 - its front end with articulation on the brake pad 3 is cut off - a pressure nut 30 and a feed nut 31 are screwed together by means of a non-self-locking thread. The two nuts 30 and 31 are loaded by springs in the direction of distance from the brake pad, that is to say backwards, intermediate roller bearings preventing the nuts 30 and 31 from being impaired by the spring loading. The pressure nut 30 is assigned a rotary coupling 32 to an insert ring 33 fixed in the frame part 16 and the feed nut 31 a rotary coupling 34 to a control sleeve 35. The control sleeve 35 surrounds the threaded spindle 4 with relatively little play and coaxially with the axis 6, it is by means of a The sliding block guide 36 is axially displaceable but non-rotatably guided on the actuator housing 17, the actuator housing 17 also surrounds the threaded spindle 4 in a ring-like manner coaxially to the axis 6 A spring 37 is clamped by means of sleeve-like tie rods 38 and 39 between the housing 11 and the actuator housing 17 in such a way that it loads the latter in the direction of distance from the brake pad 3, ie backwards. The actuator housing 11 is provided on its side facing away from the brake block 3 with a wide opening 40, in which the control sleeve 35 engages and ends with a large radial clearance; the opening 40 is closed to the outside by a cover 45 fixed to the housing 11. At the end of the control sleeve 35 remote from the brake block, within the opening 40, a stop device 41 is formed: for this purpose, the control sleeve 35 is provided with a radially projecting stop ring 42, which likewise has radial play within the opening 40 and which between two ring stops 43 fixed to the housing 11 and 44 engages with axial play corresponding to the desired stroke of the stroke actuator 5 and radially deflectable. The stop ring 42 and the ring stops 43 and 44 are designed in the manner of a spherical cap, the center of the sphere being in the region of the axis intersection 10. The ring stop 43 is located on the back of a ring body 46 held by means of the cover 45 on the housing 11 within the opening 14, the control sleeve 35 with radial clearance surrounding the ring body 46 and the ring stop 44 is formed on the inside of the cover 45 itself.

The structure of the stroke actuator thus largely corresponds to that according to the already mentioned US Pat. No. 3,884,333, and accordingly the functions of the two stroke actuators correspond, the function of the stroke actuator 5 can thus be derived and understood easily using the US Pat. No. 3,884,333 therefore need not be explained further here.

3 shows the clearance between the actuator housing 17 and the frame part 16, furthermore the bolts 20a and 20b with the roller bearings 22 seated on them can be seen. On the ends of the bolts 20a and 20b there is a sliding block 47, each of which is slidably guided in a groove 48 of the housing 11 which runs approximately parallel to the axis 6 of the stroke actuator 5, as can be seen from FIG. It may be expedient to provide the grooves 48 on insert parts 49 which are to be firmly connected to the housing 11 by means of screws 50. To make it easier to understand, further reference numbers which are evident in their meaning from the above description are inscribed in FIG.

5 that the frame part 16 for receiving the bolts 18a and 18b is not provided with bearing bores, but with bearing grooves 51a and 51b open towards the front in the direction of the brake block 3. The bolts 18a and 18b are rotatably mounted on the rear end of the bearing grooves 51a and 51b, which is remote from the brake block, and the spring 37 presses the bolts 18a and 18b against the respective groove base due to the load on the actuator housing 17. The engagement of the pin 18a in the bearing groove 51a can be seen particularly well from FIG. 6; in FIG. 6 further reference numerals are inscribed which have the meanings explained above.

From the perspective view according to FIG. 6, the assignment of the actuator housing 17 and the frame part 16 to the axes of rotation 19 and 21 and the deflectability of the axis 6 to the position made possible by this universal joint bearing according to the reference number 6 'can be seen lie within a cone with its tip in the axis intersection 10 with a certain acute angle to the axis 6; the tip angle can be, for example, 3.5 °, this value is sufficient in practice to accommodate the different axis deflections when the block brake unit is standing or lying and the usual length of the pendulum lever 1.

The deflectability of the stroke actuator 5 with the threaded spindle 4 by the gimbal application of force is sufficient even when the block brake unit is used in the case of transversely displaceable wheel sets in a standing or lying arrangement. If required, the brake unit can also be used to apply brake rods, in particular brake calipers for disc brakes.

During braking, the axis intersection 10 moves relative to the housing 11 in the direction of the axis 6 10 when the brake unit is in the released position and the center of the ball of the ring stop 43 closer to the brake pad approximately at the axis intersection when the brake unit is in the maximum braking position and to shape the front and rear of the stop ring 42 in accordance with the ring stop 44 and 43 interacting with them.

In a modification of the exemplary embodiment described above, the universal joint mounting of the actuator housing 17 relative to the transmission gear can also be designed as shown in FIGS. 7 and 8. According to this embodiment, the frame part 16 is mounted on the actuator housing 17 by means of an annular spherical cap bearing 52 that transmits force in the direction of the axis 6 of the stroke actuator to the front. To secure this mounting, two holding pins 53 coaxial to the axis of rotation 19 are provided between the frame part 16 and the actuator housing 17, the holding pins 53 only have to transmit small forces, they can therefore be designed according to FIG. 8 as simple insert parts which can be attached to the frame part in any way 16 are to be kept. Different holders of this type are shown in FIG. 8 above and below. The holding pins 53 engage in corresponding bores on the actuator housing 17. To facilitate manufacturing and assembly, the Actuator housing 17 associated bearing surface of the spherical cap bearing 52 are located on an annular body 54 which is fixedly but releasably connected to the actuator housing 17, for example by screwing. The rest of the structure corresponds to the embodiment described above, further explanations are not necessary.

In a modification of the spherical cap bearing 52, a cylindrical bearing configuration with a cylinder axis coaxial with the axis of rotation 19 can also be provided between the frame part 16 and the actuator housing 17.

In a further modification of the exemplary embodiments described above, it is possible to provide a lever transmission instead of the transmission gear designed as a wedge transmission, as can be gathered from the already mentioned US Pat. No. 3,884,333; the transmission lever is to be hinged to the bolts 20a and 20b and the sliding blocks 47 together with the grooves 48 leading them can be omitted. Of course, other known transmission gears can also be used, the force introduction to the stroke actuator 5 always has to take place only via the bolts 20a, 20b. In any case, the stroke actuator 5 together with its threaded spindle 4 maintains a cardanic deflectability, as a result of which bending moments and oblique loads at the articulation points for the stroke actuator 5 or its threaded spindle 4 together with their disadvantageous consequences are avoided.

In the exemplary embodiments explained above, in particular according to FIGS. 3 and 7, a certain type of lifting actuator is shown. The cardanic linkage to the transmission gear can of course also be used for other lifting or releasing game actuators of a known type and relieves them of undesirable, disturbing loads.

Short version:

The brake unit, which can be used in particular as a block brake unit, has a brake cylinder (8) and a stroke actuator (5) with a threaded spindle (4) and at least one mother. The brake cylinder (8) is arranged eccentrically to the axis (6) of the stroke actuator (5), it is coupled to the actuator housing (17) by a transmission gear (15, 23, 22). The coupling takes place via a universal joint with a frame part (16) surrounding the actuator housing (17), the actuator housing (17) being pivotable about an axis of rotation (19) with the frame part (16) and the frame part (16) by means of bolts (18a, 18b). 16) is coupled to the transmission gear (15, 23, 22) by means of bolts (20a) rotatable about an axis of rotation (21); the two axes of rotation (19 and 21) run at right angles to one another and at right angles to the axis (6) of the stroke actuator (5).

Due to the cardanic articulation, bending stresses on the threaded spindle (4) and oblique loads on the articulation points of the stroke actuator (5) are avoided even in the case of laterally displaceable wheel sets and when the block brake unit is standing or lying.

Reference list

1

Pendulum lever

2nd

Support arm

3rd

Brake pad

4th

Threaded spindle

5

Lift actuator

6.6 '

axis

7

axis

8th

Brake cylinder

9

Circular path

10th

Axis intersection

11

casing

12th

piston

13

---

14

Piston rod

15

Rotary wedge

16

Frame part

17th

Actuator housing

18a

bolt

18b

bolt

19th

Axis of rotation

20a

bolt

20b

bolt

21

Axis of rotation

19, 16, 21

universal joint

22

roller bearing

15,23,22

Gearbox

23

Wedge surface

24th

bolt

25th

bolt

26

bolt

27

bolt

28

bolt

29

thread

30th

Pressure nut

31

Feed nut

32

Rotary coupling

33

Insert ring

34

Rotary coupling

35

Control sleeve

36

Sliding block guide

37

feather

38

Tie rod

39

Tie rod

40

Breakthrough

41

Stop device

42

Stop ring

43

Ring stop

44

Ring stop

45

cover

46

Ring body

47

Sliding block

48

Groove

49

Insert part

50

screw

51a

Bearing groove

51b

Bearing groove

52

Ball bearing

53

Retaining pin

54

Ring body

Claims (10)

1. Braking unit for rail vehicles, with a stroke actuator (5) the axial direction (6) of which runs, in the case of the braking unit being constructed as a block-type braking unit with a brake block (3) guided by a pendulum lever (1), essentially in the direction in which contact pressure is applied by the brake block (3) on the bearing surface of the wheel of a rail vehicle which is to be braked and in which, in the case of the braking unit being constructed for the purpose of applying disk brakes, instead of the brake block there is coupled by an articulated connection a brake application linkage for the disk brake, and with a brake cylinder (8), disposed eccentrically relative to the axis (6) of the stroke actuator (5), which is coupled through a transmission gear (15, 23, 22) to a sleeve-type actuator housing (17) serving as a force transfer part for the stroke actuator (5), the actuator housing (17) swivelling relative to the transmission gear (15, 23, 22) around a rotational axis (21) at right angles to the axial direction (6) of the stroke actuator (5) and the stroke actuator (5) possessing a threaded spindle (4), the front end of which is coupled by an articulated connection, in the case of the braking unit being constructed as a block-type braking unit, to the brake block (3) and, in the case of the braking unit being constructed for the purpose of applying disk brakes, to the disk brake application linkage, in such a way that the threaded spindle is incapable of rotation around its axis which runs coaxially with the axis (6) of the stroke actuator (5) but so that it is capable of swivelling, at least, within the plane defined by this axis (6) and the longitudinal direction of the pendulum lever (1), and the stroke actuator (5) possessing one or more nuts (30, 31) screwed on to the threaded spindle (4), characterized in that there is located between the transmission gear (15, 23, 22) and the actuator housing (17) a cardan joint (19, 16, 21) including the rotational axis (21).
2. Braking unit according to Claim 1, characterized in that the cardan joint (19, 16, 21) possesses a frame part (16), surrounding the actuator housing (17) with a swivelling play, which is mounted on bearings on the actuator housing (17) so that it swivels around a further rotational axis (19) which is at right angles to the axial direction (6) of the stroke actuator (5) and the rotational axis (21).
3. Braking unit according to Claim 2, characterized in that the rotational axis (21) and the further rotational axis (19) cross or intersect, at a minimal distance from each other, approximately within the axis (6) of the stroke actuator (5).
4. Braking unit according to either of Claims 2 or 3, characterized in that the frame part (16) is coupled by an articulated connection to the actuator housing (17) by means of pins (18a, 18b) which are coaxial with the further rotational axis (19).
5. Braking unit according to Claim 4, wherein the actuator housing (17) is loaded, in the direction away from the brake block (3), by a spring (37) forming part of the stroke actuator (5), characterized in that the pins (18a, 18b) are disposed on the actuator housing (17) and engage into bearing grooves (51a, 51b) of the frame part (16) which are open forwardly, at the brake block end (Figs. 5 and 6).
6. Braking unit according to either of Claims 2 or 3, characterized in that the frame part (16) is mounted on the actuator housing (17) by means of an annular spherical calotte or cylinder bearing (52) which transfers force forwards in the axial direction of the stroke actuator (5).
7. Braking unit according to Claim 6, characterized in that between the frame part (16) and the actuator housing (17) there are disposed retaining pins (53) which are coaxial with the further rotational axis (19).
8. Braking unit according to any one of the preceding Claims 3 - 7, wherein the stroke actuator (5) possesses, located at the end of the stroke actuator away from the brake block, a spherical stop device (41) on the housing (11) of the braking unit, having an axial stop play corresponding to the nominal stroke of the stroke actuator (5) and a radial play which permits radial excursions relative to the housing (11) on this end of the stroke actuator (5), the stop device (41) possessing a stop ring (42) which projects radially and engages with play between two ring stops (43, 44) which are rigidly fixed to the housing, characterized in that the ring stops (43, 44) and the stop ring (42) have the form of a spherical calotte with a sphere centre point located in the area of the axial intersection point (10).
9. Braking unit according to Claim 8, characterized in that the sphere centre point of the ring stop (44) which is distant from the brake block is located at the axial intersection point (10) when the braking unit is in the release position and the sphere centre point of the ring stop (43) which is close to the brake block is located approximately at the axial intersection point when the braking unit is in the maximum braking position and in that the stop ring (42) possesses a front side and a back side shaped to correspond to the ring stops (43, 44) which act in conjunction with them.
10. Braking unit according to any one of the preceding Claims, wherein the transmission gear (15, 23, 22) has the form of a rotating wedge gear with rotating wedge parts disposed on both sides of the stroke actuator (5), characterized in that the frame part (16) possesses pins (20a, 20b) projecting coaxially with the rotational axis (21) on both sides, each of which bears on the wedge face (23) of one of the rotating wedge parts so that it can roll over the wedge face and each terminating with a sliding block (47) which slides guided within a groove (48) in the housing (11) running approximately parallel to the axial direction of the stroke actuator (5).

Images